Dubai LNG Terminal Regulations Final P 27-10-10

Dubai LNG Terminal Jebel Ali Port

United Arab Emirates

FSRU LNG Golar Freeze

COPYRIGHT NOTICE

This document is confidential and has a restricted circulation. Neither whole or part of this document may be disclosed to any third party without the prior written consent of the copyright owner.

The copyright of this document is vested in Dubai Supply Authority. All rights reserved. Neither the whole or part of this document may be reproduced, stored in any retrieval system or transmitted in any form or by any means (electronic, mechanical, reprographic, recording or otherwise) without the consent of the copyright owner.

Dubai Supply Authority P.O. Box 17114 Dubai United Arab Emirates

Dubai LNG Terminal Regulations & Procedures

Reference: DUSUP-LNG-OPS-001

Author: Abdi R. Nayak

Approvals: Name Company Signature Date

Amos Smith Dubai Supply Authority On file

Tom Christiansen Golar Freeze LTD (UK) On file

Hakon Lenz Golar Wilhelmsen Management On file

Agreed By: Capt. Abdullah Al Qubaisi

DP World Jebel Ali On file

Dubai LNG Terminal Regulations & Procedures Page ii

DOCUMENT CONTROL

Document Title: Dubai LNG Terminal Regulations

Template: DUSUP Manual.dot

Document Originator: Abdi R. Nayak

Document History:

Version Amendment Date

0.1 Initial draft release for comments 10 April 2010

1 Final Draft for Final Review 25 Oct. 2010

1.1 Final Draft for Approval 27 Nov. 2010

Contributors to this Documents:

Captain Abdulla Ali AlQubaisi DP World Jebel Ali Port

Pedro Amendola Dubai Supply Authority

Ilse Bienefelt Dubai Supply Authority

Tom Christiansen Golar LNG

Kevin Coelho Shell Trading And Shipping Company (STASCO)

Captain Nenad Durovic Master Golar Freeze

Captain Hans Hansen Golar Wilhelmsen Management AS

Officers Golar Freeze

Amos Smith Dubai Supply Authority

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Dubai LNG Terminal Regulations & Procedures Page iii

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TABLE OF CONTENTS

1. INTRODUCTION ............................................................................................................... 1

1.1 PURPOSE ................................................................................................................................... 11.2 INTENDED AUDIENCE ................................................................................................................... 11.3 RELATED DOCUMENTS ................................................................................................................ 11.4 CHANGE CONTROL ...................................................................................................................... 1

2. BACKGROUND ................................................................................................................ 2

2.1 LNG BERTH AND APPROACHES ................................................................................................... 3

3. PORT AND OPERATIONS ................................................................................................. 4

3.1 CONDITION OF USE ...................................................................................................................... 43.2 DEFINITIONS ............................................................................................................................... 43.3 NAVIGATION INFORMATION .......................................................................................................... 63.4 PILOTAGE & BOARDING AREA ...................................................................................................... 83.5 TOWAGE ..................................................................................................................................... 83.6 COMMUNICATIONS WITH PORT CONTROL ..................................................................................... 93.7 ADVERSE WEATHER PROCEDURE ............................................................................................. 103.8 MOORING & UNMOORING PROCEDURE ...................................................................................... 123.9 POLLUTION & ENVIRONMENT ..................................................................................................... 153.10 GENERAL INFORMATION ............................................................................................................ 17

4. LNG OPERATION ........................................................................................................... 22

4.1 COMMUNICATIONS .................................................................................................................... 224.2 PRE CARGO TRANSFER OPERATIONS ........................................................................................ 244.3 CARGO HANDLING .................................................................................................................... 264.4 POST CARGO TRANSFER OPERATIONS ...................................................................................... 28

5. SAFETY & EMERGENCY RESPONSE .............................................................................. 29

5.1 SAFETY ALONGSIDE .................................................................................................................. 295.2 EMERGENCY RESPONSE ........................................................................................................... 32

6. APPENDIX A JEBEL ALI PORT REGULATIONS ............................................................ 37

7. APPENDIX B CONDITION OF USE (COU) ..................................................................... 38

8. APPENDIX C PORT LAYOUT ........................................................................................ 42

9. APPENDIX D FSRU & JETTY LAYOUT .......................................................................... 44

10. APPENDIX E - ISPS DECLARATION OF SECURITY ......................................................... 53

11. APPENDIX F PILOT BOARDING REQUIREMENTS ........................................................ 54

12. APPENDIX G LNG CARRIER/FSRU SAFETY CHECKLIST ............................................. 55

13. APPENDIX H - SAFETY LETTER ...................................................................................... 64

14. APPENDIX I CARGO HANDLING AGREEMENT ............................................................ 66

15. APPENDIX J FSRU ESD CONNECTION ........................................................................ 69

16. APPENDIX K - DOCUMENTATION CHECKLIST .............................................................. 71

Dubai LNG Terminal Regulations & Procedures Page 1

1. INTRODUCTION

1.1 Purpose

The purpose of this document is to provide the terminal rules and regulations applicable to all users of the Dubai LNG Terminal located in Jebel Ali Port in Dubai UAE.

1.2 Intended audience

Understanding of this document is a requirement for all users of the LNG Facility and thus it must be read by all people directly / indirectly involved in the operations of the LNG terminal such as:

Golar FSRU Officers and crew DUSUP employees involved in LNG Operations Jebel Ali Marine department e.g. VTSO, Marine clerks, Pilots, Tug crew, Mooring crew,

Marine management, EHS, Security

LNG carrier Masters and officers calling on the LNG Terminal. Vessel agents Department which coordinate with Marine in exceptional situations like emergency,

accident etc e.g. DP World Safety department, EHS, Security, UAE Coast guard

1.3 Related documents

DP World Port Jebel Ali Marine Operating Policies & Procedures enclosed in Appendix A. Most up to date information on Jebel Ali Port regulations can be obtained by visiting DP World Website at http://www.dpworld.com/

1.4 Change control

Rev. Made By Reviewed By Authorized By Brief Description of Change Date

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2. BACKGROUND

The Dubai Supply Authority (DUSUP) is accountable for supply of gas and operation of related pipeline systems and facilities in the Emirate of Dubai.

In April 2008 DUSUP executed a Time Charter agreement with Golar Freeze UK Limited (GOLAR). Under this agreement Golar provides the LNG FSRU Golar Freeze moored at DUSUPs jetty located in Dubai World Port in Jebel Ali Port. Golar is accountable for operations of the integrated facility comprising the LNG FSRU Golar Freeze and the jetty, collectively referred to as Dubai LNG Terminal.

Under the terms of the Charter Agreement, Golar Freeze, an LNG carrier first put into service in 1977, was dry-docked for rejuvenation and conversion into an FSRU by Golar. Golar has contracted with Golar-Wilhelmsen Ship Management to operate the FRSU in accordance with terms & conditions set forth in the Charter Agreement. DUSUP designed and built the jetty and related undersea pipeline to connect the FSRU to DUSUPs pipeline system.

The FSRU is located in the Jebel Ali Port between Terminal 2 and the future Terminal 3, in a water depth of about 14 meters. A map of the FSRU location and marine pipeline route is shown below:

The FSRU is an existing Moss-type LNG carrier that Golar has converted into an FSRU. It is approximately 287 meters in length, 43 meters in width, rising approximately 47 meters above the water line to its highest point. The FSRUs draft is approximately 11 meters. The FSRU has a net storage of approximately 124,000 M3 of LNG (~2.5 billion cubic feet of gas) in five Moss spherical containment tanks. It has peak vaporization capabilities of 480 MMCFD using skid mounted vaporization packaged systems designed and built by Hamworthy. The vaporization system is made up of three Hamworthy vaporization skids each having a capacity of 240 MMCFD (3 x 50%). The facility can operate at peak sendout of 480 MMCFD with nominal rate at 400 MMSCF. The vaporization system has a turndown ratio of 25% and will be capable to operate at a minimum

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sendout rate of 100 MMCFD. DUSUP, based on its supply and demand requirements, will dictate the send-out flow and/or pressure within the design operational envelope of the FSRU.

The FSRU is equipped with a vent and not a flare. The vent will be used only in emergency situations. In order to maintain LNG tank pressure within operating envelop of the FSRU, boil off on board the FSRU will be used and managed thru producing steam for power generation and minimum sendout compressor feeding into the sendout pipeline. Tank pressure on the LNG carrier will be maintained using vapor return from the FSRU.

In order to avoid venting of gas during normal operations, excess boiloff gas, if any, will be used to produce steam. Any excess steam will then be released thru a steam dump.

The LNG will be delivered to the FSRU in LNG carriers with cargo capacities ranging from approximately 77,500 m3 to 217,000 M3 moored port side alongside the FSRU. The FSRU is equipped with two 16 liquid unloading arms and one 16 vapor return arm allowing it to receive cargoes at a maximum rate of 10,000 M3/Hr. The FSRU will be designed for a maximum wave height of 0.5 meters during LNG carrier to -FSRU LNG transfer and a maximum wave height of 1.2 meters for the FSRU to Jetty gas transfer.

The FSRU is moored permanently to the jetty by a mooring system using a total of 18 mooring lines, each line comprising of chain, wire and mooring pennant, to moor the vessel to four breasting dolphins and four mooring dolphins. The two High Pressure gas arm connections from the FSRU to the jetty is hard bolted and will require manual disconnection of the arm flange which may take as long as 4 hours.

2.1 LNG Berth and approaches

The berth consists of a new open-piled jetty, in the lee of a new island breakwater. The berth is designed to accommodate the permanently moored FSRU Golar Freeze, which serves to receive LNG from LNG carriers, regasify the LNG and send it as high pressure natural gas to an existing onshore gas pipeline network via a sub sea pipeline. The LNGCs will moor port side (bow west) alongside the FSRU, resting on a series of pneumatic fenders, with mooring lines to the FSRU and the jetty mooring dolphin (Q Flex only)

The site is partially protected from waves approaching directly from the NW by an existing reclaimed island that will accommodate a future Container terminal along its southern boundary. LNGC access to the terminal will be via the existing Mina Jebel Ali dredged entrance channel and the container Terminal 2 basin.

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3. PORT AND OPERATIONS

3.1 Condition of use

Masters of all LNG carriers using the Dubai LNG Terminal (LNG Facilities) will be required to sign a copy of the Condition of Use (COU) in the acknowledgment of the LNG carriers responsibility and liabilities whilst using the FSRU & jetty facilities. The terminal does require that Masters of LNGCs sign the COU before berthing operations commence a copy of the COU can be found in Appendix B of this document.

3.2 Definitions

Within these regulations the words and expressions used have the following meanings:

Approved Equipment means equipment of a design that has been tested and approved by an appropriate authority such as a Government Department or Classification Society. The Authority shall have certified the equipment as safe for use in a specified hazardous atmosphere.

Authorised Craft means any tug, barge, water boat or launch authorised by the Jebel Ali Port Harbour Master or his authorised deputy to operate at Jebel Ali Port and which complies with the safety requirements of the LNG Facility.

Dubai LNG Terminal (LNG Terminal) means LNG Facilities located in Jebel Ali Port.

DUSUP means Dubai Supply Authority and its affiliated entities.

DUSUP's Facilities means all fixed and moveable assets which DUSUP uses and/or controls and operates from time to time for the purpose of performance of DUSUP's gas supply and delivery operations including, without limitation, compression and related facilities and transmission networks for the receipt and onward transport of Natural Gas by DUSUP to its customers in the Emirate of Dubai.

FSRU Floating Storage Regasification Unit

FSRU Master means the person accountable and responsible, on behalf of Golar & DUSUP, for connection and disconnection of loading arms, communication and shutdown cables, pre/post discharge meeting, discharge procedures and emergency response and for all activities associated with the discharge of the LNG vessels to FSRU and operation of the regasification system and other systems onboard the FSRU.

FSRU Chief Officer means the person responsible, on behalf of the FSRU Master, for the cargo operation and safety and security of the FSRU, including ensuring operational limitations are not exceeded; emergency response, oil pollution response and security tug operations thus ensuring safe discharge operations.

Golar means Golar Freeze UK Limited.

Golar's Facilities means the floating storage and regasification unit called LNG FSRU Golar Freeze.

Gas Free means a tank, compartment or container is gas-free when sufficient fresh air has been introduced into it to lower the levels of any flammable, toxic or inert gases to those required for a specific purpose, e.g. hot work, personnel entry, etc., and has been certified for that purpose by an authorised competent person.

Harbour Master or Capitan of the Port means the person overall in-charge of Marine operations at Port Jebel Ali. Harbour Master shall exercise the legal duties and powers, and managerial responsibilities.

Hot Work means work involving sources of ignition or temperatures sufficiently high to cause the ignition of a flammable gas mixture. This includes any work requiring the use of welding, burning or soldering equipment, blow torches, power-driven tools, portable electrical equipment which is not

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intrinsically safe or contained within an approved explosion-proof housing, sandblasting, or internal combustion engine.

Inert Condition means an inerted space on board a tanker or other systems and pipeline where the oxygen content of the atmosphere throughout the space has been reduced to below 8% by volume, by the addition of an inert gas.

Inert Gas means a gas such as Nitrogen or Carbon Dioxide, or a mixture of such flue gases, containing insufficient oxygen to support the combustion of hydrocarbons.

LNG means Liquefied Natural Gas.

LNG Carrier means a vessel designed for carriage of LNG.

LNG Facility means DUSUP's facilities and Golar's Facilities.

LNG Security Zone means the area of the harbour within a 250-meter radius of the LNG jetty, which is a prohibited zone for all traffic during ongoing LNG discharge operations.

Master means the Captain of a LNG carrier or his duly authorised deputy or any person who for the time being is in charge of the LNG carrier.

Naked Light means open flames or fires, exposed incandescent material or any other unconfined source of ignition

Operations means the discharging and transfer of LNG, loading and discharge of containers and bulk cargo, ballasting/de-ballasting, gas-freeing, purging and tank-cleaning and any other activity associated with the handling of cargoes in the Jebel Ali Port.

Owner(s) means the owner(s), disponent owner(s), managers and those acting on behalf of owners of any vessel or tankers.

Port of Dubai means the Jebel Ali Port, Dubai, United Arab Emirates.

Port Facilities means all the infrastructure, facilities, equipment, installations, anchorages and approaches of and to the Port of Dubai and DUSUP's Facilities, including, but not limited to, channels, channel markings, buoys, jetties, berths, lines and gangways.

Port Services means any service tendered or provided by the Port of Dubai to a vessel, including pilotage, towage, tug assistance, mooring or other navigational services, whether for consideration or free of charge.

Port means the Jebel Ali Port and its Port Limits, approaches and anchorages, breakwaters, water frontage, dredged channels, terminals, LNG, bulk and container berths, tugboat moorings, navigational marks and aids, offices and external perimeter fences as defined in DP Worlds Jebel Ali Marine Operating Policies and Procedures in Appendix A.

Port Authority means DP Worlds Jebel Ali Port Authority and its authorised staff responsible for the safety of navigation, berthing, loading and discharging in Jebel Ali Port.

Responsible LNG carriers Officer means the Master or any Officer to whom the Master may delegate authority for any operation or duty on board LNG carrier.

Representative of DUSUP or Representative of Golar means any director, officer, employee, contractor, servant, consultant, advisor, agent or representative of DUSUP or Golar as applicable in whatever capacity they may be acting.

Tanker means any LNG carrier designed either for the carriage of LNG, or any other hydrocarbon products.

Vessel means any LNG carrier, tug, craft or other floating navigable object.

Work Permit means a document issued by the Master and approved by the Port Authority permitting specific work to be done during a specified period in a defined area on board a vessel berthed at the Port.

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3.3 Navigation Information

LNG carriers are restricted to daylight operation only for transiting the main channel in a laden condition. Operations are conducted on a 24/7 basis for LNG carriers departing from Dubai LNG terminal in Ballast condition.

The outer section of the Jebel Ali main entrance channel consists of a 14 NM long, approximately 320m wide, straight channel aligned 135/315. A 25bend in the main channel, leads into the inner channel aligned 160/340and into the entrance of the main section of the port.

3.3.1 Location

The port of Jebel Ali is situated some 35 Kms South west of the city of Dubai. The port control tower is situated in position 55o 03 E and 24o 59 N.

LNG FSRU Golar Freeze known as Dubai LNG Terminal or Dubai LNG Facility is located within Jebel Ali Port. The coordinates of the jetty are 55 04 03 E 25 01 52 N. (DLTM coordinates are 473187 E, 2769532 N)

3.3.2 Time

Port Jebel Ali is operating at GMT + 4 time zone. All times communicated to the external entities like vessels, agents etc and to the internal department of the port shall be as per the time zone of the port. It is important to note that Dubai does not change to daylight savings time and maintains the same time throughout the year.

Official working hours for the port are Sunday to Thursday from 0700 hrs to 1530 hrs. Movement of the vessels and pilotage shall be available 24 hours every day, weather and tidal conditions permitting. Navigation of LNGC is restricted to daylight hours only.

3.3.3 Charts & Sailing Directions

The Jebel Ali approach Channel commences 12 miles offshore the entrance to the channel being marked with Green buoy No. 1 & Red buoy No. 1.

The Channel has a width of 320 meters and depth 17 meters. All channel, basin and dock bottom are sandstone.

A dual purpose berth for LPG and other tankers is situated in the outer basin of Terminal I on these berths vessels will normally berth starboard side. LNG berth is situated between Terminal 2 & 3. Depth at the LNG jetty is 14 meters. Channel and berths are sounded at regular intervals and confirmation of latest survey should be made with Port Authority.

LNG carriers should make for Jebel Ali light float positioned at 25o 1030 N, 54o 5215 E (RW) L FL 15 sec. This float lies on the axis of the channel leading into Jebel Ali Terminal i.e. from this float, LNG carrier should steer 135o to approach pilot boarding area.

LNG carriers should meet or wait for the pilot in the area north of the seaward wend of the channel. The center of this waiting area which has a radius of one mile, is located at 25o 09 N and 54o 54E.

Please refer to DP World Marine & Operating Policies & Procedures in appendix A of this document. Visit DP World website http://www.dpworld.com/ for more detailed and most up to date information about the Jebel Ali Port operations.

3.3.4 Meteorology and Oceanography

A) Wind & Tidal Condition

Cross currents of up to 1.75 knots may be experienced in the approach channel. These currents are wind and tide induced.

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Fresh winds are frequently experienced at Port Jebel Ali. However, during evening, night and morning hours, light southeasterly winds prevail veering to northwesterly by noon and freshening to F 4-5.

B) Tide Condition

In a period of 24 hours there are 2 high water and 2 low water tides, with different amplitudes. The average of monthly maximum high water tide is ~2.34 meters, whereas average of monthly minimum low water tides is 0.38 meters above chart datum.

C) Visibility / Fog

Visibility is mainly good, but early morning fog is reported as likely from November to March. During periods of strong winds, dust clouds can form, which can reduce visibility for several days at a time. The visibility may suddenly drop below the navigable limits during these conditions. Proper precaution shall be taken by the master of the LNGC to ensure the safe navigation of the vessel during this period.

D) Water density

Water density in Port Limits varies from 1.051 to 1.054.

E) Water Depths

The natural bathymetry along the stretch of the Dubai coast is gently shelving, with seabed contours roughly parallel to the shoreline. The locally used Datum is the Dubai Municipality Datum (DMD) which is the same as the UK Admiralty chart datum.

The main fairway and the existing Container Terminal 2 basin are dredged to -17m CD. The area around the LNG Jetty and the LNG berth pocket is dredged to at least -14m CD.

F) Currents

The currents in this region are tidal (semi-diurnal), with a wind driven current superimposed at times. The current flows in this region are parallel to the natural seabed contours, although the presence of new reclamations and port structures affect flow patterns locally.

Current speeds in the outer section of the entrance channel are reported as typically up to 0.5 knots, with a maximum speed of up to 1 knot. The strongest currents are experienced between buoys 4 and 6, with currents getting weak inshore of buoy 8.

G) Wind Conditions

During the early morning and evening, light SE winds prevail, but the wind usually veers to the NW and freshens to 15 to 20 knots at around noon.

Stronger NW Shamal winds can last for several days at some times of the year. Wind speeds can be in excess of 25 knots and gusting above 30 knots at times.

3.3.5 Marine Laws & Regulations

Following mentioned regulation shall always be followed within the limits of Port Jebel Ali.

Safety of life at Sea (SOLAS) Marine Pollution (MARPOL 73/78) International LNG carrier and Port Facility Security (ISPS) International Regulation for Preventing Collision at Sea (1972), (Colregs).

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3.3.6 Anchorage

The holding ground is poor, LNG carriers are recommended to use more chain than usual. The anchorage area is enclosed by the following four positions.

25o 11 20 N 54o 49 45 E 25o 08 20 N 54o 53 12 E 25o 05 18 N 54o 49 45 E 25o 08 20 N 54o 46 12 E

LNG carriers will anchor here in a depth of approximately 16-20 Metres. Weather forecasts should be regularly monitored by LNG carriers at anchor for changes in weather conditions that may influence their anchoring position.

3.4 Pilotage & Boarding Area

Pilotage is compulsory for all vessels arriving to and departing from the Dubai LNG Terminal. All LNG carriers navigating, whether by entry, leaving or moving within Jebel Ali port, shall be under the advice of a pilot.

Pilots are available on a 24-hours basis; however LNGC movements are restricted to daylight hours only. Vessel requiring a pilot should give at least two hours notice of arrival in the Pilot Boarding Area, but vessels may be instructed to approach the channel entrance by Port Control. Vessels should call Jebel Ali Port Control on VHF Channel 69 & 16.

Pilots will board from fast launches, marked PILOTS. A VHF watch is kept on Channel 16 & 69. Call sign is Jebel Ali Pilots.

Out bound LNG carriers should request a pilot at least 4-6 hours prior to departure. The LNGC Master should obtain a Masters Report from the inward pilot and return it completed before the pilot leaves. Masters are advised that an outward pilot cannot take the LNG carrier to sea without first having sighted a valid Immigration Clearance.

3.5 Towage

All vessels berthing and departing Dubai LNG Terminal must use the Ports tug service operated by Jebel Ali Port Management.

There are a total of ten tugs available at the Port which includes 4 seventy ton tugs and 6 fifty five ton tugs. All vessels are advised to arrange for tug services through their agents. 3.5.1 Tug Requirements - LNG In deciding the berthing limits for the berth, the required bollard pull of the tugs necessary to counter the environmental forces acting upon the assisted LNGC with sufficient safety margin has been assessed. The following protocol is observed when assigning Harbour Tugs for LNG carriers.

QFlex Berthing: 4 x 70T tugs

Unberthing: 2 x 70T and 1 x 50T

145km3 Berthing: 2 x 70T and 2 x 50T (minimum)

Unberthing: 3 x 50T

An active (tethered) 70t BP stern tug will rendezvous with the inbound LNGC at buoy number 8, where the speed of the inbound LNGC is to be reduced to between 8 and 10 knots to ensure the safety and effectiveness of the tethered stern tug. One additional tug will provide a passive (undeterred) escort for the inbound LNGC and may make fast at the bow centre lead at a ships speed of less than 8 knots, or at the ships side at less than 6 knots. The two remaining tugs required

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for berthing should rendezvous with the ship and make fast at the entrance to the container Terminal 2 basin.

For departures a stern tug should remain fast until the LNGC is in the main channel and until the speed is 8 to 10 knots.

3.5.1 LNGC swing and berthing maneuver - LNGC

LNGCs do not need to rely on tug assistance to turn into/out of the container terminal 2 basin, but the tethered stern tug can provide assistance if required.

The LNGC will usually swing to starboard, using tugs to assist in the maneuvering area, immediately west of the FSRU as far north as the conditions allow, to aid the final backing maneuver into the berth pocket. A rate of turn of 15 per minute can be expected. The LNGC then maneuvers stern first into the berth pocket, and should be kept approximately 50m (one LNGC beam) off the FSRU until the LNGC is in position off the spotting line. Tugs will then breast the LNGC into the berth. Ahead / stern way should be zero for pneumatic fender contact and berthing velocity less than 0.2knots (0.1m/s) during final approach.

A portable pilot unit (PPU) will be provided to the Pilots assigned to LNGCs. 3.5.2 Use of LNGC engines on departure On departure, LNGC engines should not normally be used until the LNGC is at least 20m clear from the FSRU in a lateral direction, to avoid propeller wash on the FSRU fendering system.

3.5.3 Tug Lines

Tugs at Jebel Ali Port use towlines with MLB of 85 tonnes.

3.6 Communications with Port Control

The Control Tower is equipped with Vessel Traffic System (VTS). Traffic movements are monitored and recorded within port limits and approaches. The tower in manned continuously by qualified VTS Operator.

The port radio station maintains continuous listening watch on VHF channel 69 & 16. On coming within VHF range of Jebel Ali Port Control, Vessels should establish VHF contact for the purpose of updating the estimated time of arrival, and at least two hours notice of arrival in the Port Boarding Area shall be given. Vessels are warned that VHF channels are monitored and tape recorded, any misuse of VHF channel will be reported to the proper authorities.

The following communication channels shall be used:

Jebel Ali Port Control VHF Channel 69 &16

Jebel Ali Pilot/Pilot Boat VHF Channel 66A

Tugs (Working Channel) VHF Channel 66A

Harbour Master VHF Channel 66A

Port Emergency Channel VHF 18A

LNG Carrier & FSRU Operations VHF 18

3.6.1 ETA Notification to Port Control

Vessels arriving at Jebel Ali are required to provide the Harbour Master with the following estimated times of arrival:

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At least 48 hours prior to arrival or on leaving the last port, whichever is later, via email to [email protected] [email protected] or by Fax: 00971-4-883-5430. LNG carrier shore telephone may be also be used to call Port Operations at 00971-4-883-5326.

Confirm the vessels estimated time of arrival at least 24 Hrs before arrival at the designated pilotage area.

Prior to arrival, all vessels, regardless of tonnage, should provide Jebel Ali Port Control with the following information:

Name of vessel Port of Registry Name of Master Gross tonnage LOA Draught Cargo to discharge or load Pilot boarding arrangements Numbers of crew indicating the number of deck crew available for manoeuvring Health information Last port of call ISPS status

It is advisable to have the LNG carrier agent to liaise with Port Control for any additional information required by the port authorities.

3.7 Adverse Weather Procedure

3.7.1 Port Criteria

Status Visibility

(nautical miles)

Normal Operations > 1.6

Limited Operations 1 1.6

Suspended Operations < 1

Under Operating Condition limited by visibility:

No passing shall happen in the channel. No rig movement and dead vessel movement shall be allowed.

Status Wind speed

(knots)

Normal Operations < 20

Limited Operations 20 30

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Suspended Operations > 30

Under Operating Condition limited by wind speed:

No passing shall happen in the channel. No rig movement, aircraft carrier movement, loading from sea-side and dead vessel

movement shall be allowed.

If the vessel is already underway and the visibility drops to suspended operation limit, further action (continue/alter course or drop anchor), shall be based on the discussion between the pilot and the master of the vessel & the decision of Harbour Master.

Piloted vessel operation shall be suspended, if pilot boarding is difficult due to high swell or any other adverse weather condition.

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3.7.2 LNG FSRU Golar Freeze (Terminal) Criteria

ACTIVITY WIND (Knots)

WIND

(Dirn)

SEA (Metres) ACTION

Berthing/Unberthing

Of

LNG Carrier

30

ANY

>1.0

Berthing/unberthing of the LNG Carrier suspended as per Harbour Master/Pilot & LNG Carrier Master agreement. Forecasted wind speeds during expected period alongside, then LNG Carrier berthing/unberthing operations suspended.

Unloading

Of

LNG Carrier

30 35 > 40 40

ANY ANY

FSRU Master to call Harbour Master for update weather forecast. Advise DUSUP Representative / LNG Carrier Master. STOP unloading. FSRU Master to call Pilot via Harbour Master or Ships Agent and instruct to stand-by on board the LNG Carrier. Remove Crew basket gangway. FSRU Master& LNG Carrier Master. If prognosis is for further deterioration, then: 1. Drain, Purge & Disconnect loading arms 2. Pilot on Board 3. Tug to support mooring integrity. Actual Discuss situation with FSRU Master, LNG Carrier Master, DUSUP Representative and Harbour Master. Issues to consider: 1 Additional moorings 2. Ship stability

LNG Cargo transfer operation to be stopped during Lightning.

3.8 Mooring & Unmooring Procedure

3.8.1 General

The LNG FSRU Golar Freeze is moored portside alongside the jetty. Static mooring of FSRU to the jetty is accomplished by chain/wire rope combination to jetty/dolphins, and fixed with chain stoppers on the FSRU and to mooring hooks on the jetty. 22m tails are fitted to provide the necessary elasticity in the mooring system between the FSRU & jetty. Full dynamic mooring analysis for the 100 years storm event was completed during the design phase. Simulations using Termsim and Anysim programs were performed for the 100 year storm event during the design phase. The FSRU is equipped with quick release hooks and fenders on its starboard side for receiving LNG carriers.

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LNG carriers will moor portside alongside to the FSRU. All mooring lines will be made fast to quick release hooks on the FSRU. Larger carriers, e.g. Q-Flex will moor to both the FSRU and the mooring dolphins quick release hooks.

It is the responsibility of the LNG carriers Master to ensure that his vessel remains securely moored at all times. An integrated mooring monitoring system (IMMS) has been installed on the FSRU for monitoring mooring loads / tensions.

All moorings will be passed from LNG carrier to the FSRU using a combination of LNG carriers heaving line and messengers on an endless loop. This mooring procedure requires close cooperation between LNG carriers crew and the FSRU crew to ensure a smooth and safe mooring operation.

LNG carriers must have a sufficient supply of good quality heaving lines of sufficient length to reach the furthest dolphin as per the agreed mooring plan. The FSRU will provide the messenger lines. LNG Berthing alongside the FSRU

Vessels can only berth port side alongside the FSRU because of the requirement to berth bow out.

All vessels must have sufficient usable wires or high modulus ropes with appropriate pennants on winches forward and aft that can be used effectively to moor the vessel in accordance with OCIMF criteria.

Mooring ropes or wires are secured only to the proper fixtures provided for this purpose. Self-tensioning winches must not be used in automatic mode and winch brakes must be kept hardened up, except when moorings are being tended. All mooring hooks on the FSRU and the mooring dolphins are rated at 150 tonnes SWL.

Mooring wires and ropes with dedicated winch drums must be spooled in the correct direction on the winch drum.

Mooring lines used in a common direction (head/ stern/ breast / springs) shall be of similar breaking strength, elasticity and material. Under no circumstances will a mixture of wire and synthetic ropes be accepted in a common direction or to the same Dolphin.

On completion of mooring, winches should be out of gear with the brakes hardened up. Winches must not be left on automatic tension.

It is the LNGC Masters responsibility to ensure that:

Their vessels are securely moored in line with the foregoing as applicable and with due regard to the current weather forecast.

A strict watch, of sufficient and proficient personnel, shall be maintained to ensure that moorings are tended, as required, to prevent slack or over taut lines, and undue movement of the Vessel.

Weather forecast is monitored during the Vessels stay alongside, and appropriate action taken in advance of deteriorating weather.

All vessels must have had a mooring study completed as part of the compatibility review between LNG carrier and the FSRU before the vessel can be accepted by DUSUP and prior to loading at the loading port. The mooring plan will be submitted to DUSUP and the FSRU Master via Owners/Charterers for agreement as soon as possible prior to vessel being accepted for cargo delivery.

After agreement has been reached, deviation from the plan is not permitted without agreement of FSRU Master.

The berthing philosophy is to maneuver the LNG carrier in the turning circle between Terminal 2 and future site of Terminal 3 and then move astern into the berth pocket into a position parallel to the FSRU at a distance not less than 50 meters and with the vessel stopped in the water. The tugs will then push the vessel onto the FSRU. To avoid damage to the FSRU fenders the vessel should be landed squarely on the fenders with a contact speed not exceeding 10 cm/second. The FSRU is equipped with a speed of approach and distance off system. Pilots will be provided with a portable

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harbor marine docking aid system which they will take onboard the LNG carrier.

Only after the vessel has been positioned and is being held alongside the FSRU by the tugs, can mooring lines be passed to FSRU.

All springs must be on hooks before adjusting position of vessel forward and aft.

Only one mooring line should be attached to the messenger. Attempting to secure more than one mooring line on a single messenger is unsafe and will only extend the time taken to complete the mooring operation. In the interest of safety and until all mooring lines have been passed to the designated mooring hooks, it is extremely important that the LNG carriers crew do not heave on any mooring lines until the Mooring Crew are clear of the mooring hook concerned.

Only one mooring line is permitted to be placed on one hook. Doubling of mooring lines on hooks is not permitted.

When unmooring under normal circumstances mooring lines will be released and recovered by the LNG carrier starting with outer mooring lines, forward and aft, with backsprings being the final lines to be released.

Mooring lines to be released must be slacked sufficiently before the mooring crew will release the hook. Once the line has been released the pilot will confirm with the LNG carriers Master that it is safe to recover the mooring line. Mooring lines should never be heaved until it is confirmed that the line has been released and / or as advised by the Pilot/LNG carriers Master.

Synthetic tail ropes must be renewed at intervals not exceeding 18 months unless inspections indicate a shorter period is warranted.

LNG carrier's winch brakes must be tested at 12 monthly periods and the test results retained onboard for inspection by FSRU.

Failure to adequately tend the moorings is considered a breach of the Port Regulations with consequent and appropriate action being taken by the Port management.

3.8.2 Emergency Towing Lines (Fire Wires)

After an LNGC vessel is securely moored to the FSRU, emergency towing wires of the required strength and length capable of permitting the vessel to be safely towed clear of the berth in an emergency, must be rigged on the offshore (starboard side) bow and quarter. The wires must be made fast in the following manner:

Wires should be properly secured at the inboard end by turning up on a set of bollards (figure of eight) with a minimum of 5 turns and the outboard end lead to the LNG carrier-side lead.

A messenger line is attached to the eye on the outboard end of the fire wire. The messenger line is lead back to the deck and adjusted to maintain between 1-2 meters above the waterline during discharge. (For details and illustration refer to OCIMF Mooring Equipment Guidelines Second Edition 1997 pages 65 66.)

Synthetic fire wires will only be accepted on receipt of proof of fire resistance comparable to existing wires.

3.8.3 Vessel Moving Out of Position While Alongside

If a LNG carrier has moved out of position enough distance to either, a) activate the ESD system, or b) warrant corrective action in the opinion of the FSRU Master; unloading will be stopped, unloading arms drained, purged and disconnected prior to re-positioning the LNG carrier.

Whenever re-positioning of a LNG carrier is required, Pilot and Tugs must be in attendance, the LNG carriers engine readied, and the FSRU / LNGC mooring crew on station.

On all accounts, hourly safety rounds should be made on deck on both the FSRU and the LNGC, and the position of the LNGC should be checked as part of the hourly checks.

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3.8.4 Mooring Procedures Alongside FSRU

Preparations for mooring up to the FSRU will commence approximately 1 NM off the FSRU. The remaining tugs are made fast after the LNGC turns into the basin. Officers and Crew of the LNGC should be on station and have all mooring gear prepared for arrival and mooring operations with the FSRU.

Mooring stations onboard the FSRU will commence when the LNGC commences her turn around to move astern into the berth pocket. Officers and crew onboard the FSRU will be on standby and all mooring equipment to be used for the operation will be checked a final time and kept ready for use.

Mooring lines should only be sent out when the LNG Carrier is dead in the water, parallel with the FRSU and the distance abeam is of about 30 meters with the FSRU Cargo Arms aligned to the LNG Carriers cargo manifolds.

Final fore and aft positioning will be made when forward and aft spring lines are connected to the FSRUs mooring hooks. Spring lines fore and aft will be the first lines to come ashore.

The method of sending lines across to the FSRU will be as follows:

LNGC crew pass over a heaving line to the FSRU FSRU crew will connect the heaving line to a messenger line and pass it back to the LNGC. LNGC crew will make fast the messenger line to the mooring line and send the line out. For

smooth operations, the LNGC crew may send out another heaving line each time the messenger is pulled back by the FSRU, in order to ensure smooth transition between mooring lines.

FSRU crew is to heave on the mooring line by the use of the capstan provided next to each set of the mooring hooks.

Once the LNGC has all the required number of breast and spring lines sent across to the FSRU and confirmed on the hook, then the LNGC is to gently heave in on the breast and spring lines till the LNGC is a few meters off the fenders. Final fore and aft positioning should be carried out by the use of her spring lines, once confirmed the LNGC is on the spotting line, the breast lines should be heaved in to get the LNGC alongside the fenders. (Fore and Aft movement when alongside the fenders should be kept to a minimum to avoid damage to the fenders)

Final approach speed should not be more than 10cms/sec as mentioned earlier. The LNGC Master along with the Pilot on the LNGC is to ensure that this final approach speed is strictly adhered to.

Thereafter the head and stern lines will be sent out in the similar manner with the use of the messengers as long as they will be moored to the FSRU. (If the LNGC concerned is a Q-Flex, then some of her lines will be sent across to MD1 on the jetty) All mooring lines connected to the FSRU will be handled by FSRU Crew members.

If the head and breast lines from the LNG Carrier (Q Flex) are connected/moored to the mooring dolphins of the jetty , a mooring boat will be used to transfer the mooring lines, where they will be handled by shore personnel / mooring crew.

(The LNGC deck watch crew on duty, as part of their responsibilities, must report hourly to the LNGC control room on vessel position. Any movements fore and aft or out (not touching the fenders) must be reported to the LNGC and FSRU control room

3.9 Pollution & Environment

3.9.1 General

The LNG Terminal is located in a high traffic port in the Emirate of Dubai. The Preservation of the environment is of utmost importance to the government and local authorities to ensure quality of

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marine and shore habitat and clean resources in Dubai and its beaches. All vessels entering the Jebel Ali Port must be in full compliance with the latest MARPOL requirements. LNGC Masters are warned that pollution of any kind and irrespective of quantity is viewed as extremely serious and must be reported immediately to Jebel Ali Port Control (Tel.8835251 or VHF Channel 69). Offenders may be prosecuted. The costs of any cleanup operation will be for the LNG carriers account.

3.9.2 Pollution Prevention

All Masters should note the following measures, which will assist in avoiding pollution:

No oil or mixture containing oil shall be discharged or allowed to escape from a vessel while at the berth alongside the FSRU or in the Port Area.

No garbage or other materials, either liquid or solid, shall be discharged overboard from a vessel, but shall be retained in suitable receptacles on board.

Whilst within the Port limits the internal transfer of any oil, slops or bunkers on board is prohibited.

In the event of any leakage or spillage of oil or oil contaminated liquids on board, the Harbour Master and FSRU Master must be advised immediately in order that loading operations can be stopped until the spill has been cleaned up.

Sorbent, swabs or sawdust used for mopping up such spills shall be collected and removed ashore for disposal.

During LNG unloading operations scuppers should be closed, however a careful watch should be maintained to ensure that any build up of water on deck is drained off with the necessary precautions taken.

Prior to commencement and at regular intervals throughout unloading, regular checks are to be made around the vessel to ensure that oil or oily water is not escaping through sea valves. Overboard discharge valves through which oil could escape shall be lashed in the shut position during the vessels stay alongside. Where lashing is not practical, a suitable means of marking the valves should be used to clearly indicate that the valves are to remain closed.

Unused cargo and bunker connections must be closed and blanked. Blank flanges shall be fully bolted with gaskets in place and other types of fittings, if used, properly secured.

3.9.3 Ballast

Vessels are warned that no ballast discharge will be allowed within the limits of Jebel Ali Port. There are no shore ballast reception facilities.

In normal operation it is not expected that LNG carriers will deballast alongside the FSRU.

For the purpose of safe manoeuvring, the Harbour Master requires all vessels to maintain a reasonable ballast condition. Vessel should carry sufficient ballast so that the propeller can have maximum immersion while maintaining an acceptable stern trim.

3.9.4 Air Pollution

The Jebel Ali Port has strict limits for the emission levels of hydrocarbon. It is recognized that some LNG carrier operations will involve the emission of hydrocarbon vapors to atmosphere during loading, we therefore seek co-operation of the LNGC vessels Master in ensuring that such emissions are kept to the absolute minimum.

3.9.5 Waste Management

As an offshore facility, the FSRU and the LNG jetty have absolutely no waste handling capabilities. It is important to the LNGCs that advance arrangements for waste disposal is done prior to arriving

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at the FSRU. Under extenuating circumstances where a LNG carrier absolutely must dispose of its domestic waste at Jebel Ali, arrangements must be made well in advance of arrival through the LNG carriers Agents.

Jebel Ali Port permits access only to pre-approved companies for a wide range of services including waste handling & disposal. The LNG carriers Agent must liaise with the approved waste handling company which will dispose the waste at an approved location.

It is important to note that the waste cannot be via the FSRU and the LNG jetty; therefore the LNG carrier and the LNG carrier Agent must make prior arrangements for an approved method to safely remove the waste from the vessel and onto a shuttle boat for transport to shore. LNGC Masters must be aware that support craft are not allowed to enter the 250m safety zone without the prior permission of the FSRU Master and at no time can a support craft enter the safety zone during cargo operations. Extreme care must be given to packaging and sealing of the waste so that it will eliminate accidental spills into the water. Any such spills, no matter how small must be reported immediately to Jebel Ali Port Control (Tel. +971 4 883 5251 or VHF Channel 69)

3.10 General Information

3.10.1 Security

The Port of Jebel Ali is an ISPS compliant port. Similarly, the LNG Facility is also ISPS compliant. Therefore all vessels calling at the port must meet the requirements as stated in the ISPS code. Vessels which are not ISPS compliant will be subject to an inspection by Jebel Ali Port Security to determine if the vessel shall be permitted entry in to the port.

3.10.2 Shore Leave

As an offshore facility the LNG Terminal does not have direct access to shore. The Master of each LNG carrier shall make advance arrangement with their agents for transportation of any personnel from LNG carrier to shore prior to berthing at the terminal. Shore leave is permitted with the advance permission of Port Customs and Immigration Departments. The agent must also arrange for the crew members wishing to go ashore to report to the Port Immigration Office and collect a Marine Landing Permit which should be carried at all times. On returning to the LNG carrier the permit should be handed back to the Port Police.

There is no access via the FSRU and jetty to board the shuttle boat. The LNG carrier Master and carriers agent must make advanced arrangements for using the LNG carrier starboard side gangway to access the shuttle boat.

LNGC Masters must be aware that support craft are not allowed to enter the 250m safety zone without the prior permission of the FSRU Master and at no time can a support craft enter the safety zone during cargo operations (from start of cooldown operations to last pump stopped)

Breaches of safety and security requirements will be brought to the attention of Master and Owners for immediate action.

3.10.3 Immigration

Three crew lists are required upon arrival. Immigration offices are established in the port. The service is available 24 hours a day. However, Masters should advise their Agent that the LNG carrier may leave outside normal office hours and that the Agent should check that Immigration officials will be available to clear vessels outward. This also applies to public holidays.

Masters are advised that immigration clearance documentation must be on board and sighted by the Pilot before he can take the vessel out to sea.

3.10.4 Visitors to FSRU & LNG carrier

It is important to note that the FSRU and the LNG jetty are offshore facilities located in Jebel Ali

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Port which is ISPS compliant. The offshore location of the facilities poses safety risks to visitors. Therefore visiting the jetty, FSRU and the LNG carrier is not encouraged and permission is not granted unless there is a sound business related justification for such a visit.

Persons needing to visit the facilities must first make advanced arrangements providing sufficient information to justify their visit request, obtaining port passes and also for transportation to the jetty.

Persons other than operational staff requiring access to the jetty, FSRU or the LNG carrier in connection with the unloading of the LNG carrier must obtain permission from the DUSUPs Asset Manager and the FSRU Master to gain access to jetty and FSRU and secondly have the LNG carrier Masters approval to board the LNG carrier concerned.

With the exception of Government officials (police, port security, customs and immigration), LNG carriers agent and cargo surveyor(s), at least forty-eight (48) hours notice is required for clearance to access the jetty. Visitors should arrange for clearance through the LNG carriers agent.

Special attention must be given by all visitors to Section 3.10.14 Sources of Ignition and Section 3.10.15 Photography, in this document.

Electronic equipment such as mobile phones, cameras and computers may not be used and must be switched off whilst onboard the FSRU open deck area, on the LNG jetty or while in transit in port waters. Photography within port limits is strictly forbidden and violators will be prosecuted by government authorities.

3.10.5 Visitor Port Passes

Any person entering the port is required to have a permanent or visitors temporary / day pass. Passes can be obtained from the Pass Office situated at the main entrance to the port. The Pass Office operates daily from 0700 hrs to 1900 hrs; however, visitors may contact the Duty Leading Guard for Assistance outside office hours.

Permanent passes cost 50 AED each and are valid for 12 calendar months from the date of issue. Applicants are required to produce a sponsor letter, photocopy of passport ID pages including UAE visa page, and are to complete an application form. Temporary or day passes are only issued to regular visitors who have a confirmed appointment to visit the port.

3.10.6 Safety Requirements for Visitors

All approved visitors must comply with Golar & DUSUPs safety requirements by wearing fire retardant work coveralls (boiler suit) and safety shoes. Safety helmet & glasses and life jackets will be provided where necessary and must be worn at all times whilst on the jetty and designated areas onboard the FSRU. It is expected that regular business visitors provide their own safety equipment.

Smoking is NOT permitted on the jetty. Smoking on board the LNG carrier and the FSRU is also restricted to the rooms nominated and must be agreed between the LNG carrier and FSRU Master. A maximum of three rooms may be nominated per location.

Matches and cigarette lighters are not permitted on the jetty.

3.10.7 Crew Change/Repatriation

As an offshore facility the LNG Terminal does not have direct access to shore. Crew Change and/or repatriation are permitted with the advance permission of Port Customs and Immigration Departments. The Master of each LNG carrier shall make advance arrangement with their Agents for transportation of any personnel from LNG carrier to shore prior to berthing at the terminal. The Agent must also arrange for the crew members wishing to go ashore to report to the Port Immigration Office.

There is no access via the FSRU and jetty to board the shuttle boat. The LNG carrier Master and carriers Agent must make advanced arrangements for using LNG carrier starboard side gangway to access the shuttle boat.

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LNGC Masters must be aware that support craft are not allowed to enter the 250m safety zone without the prior permission of the FSRU Master and at no time can a support craft enter the safety zone during cargo operations (from start of cooldown operations to last pump stopped)

Breaches of safety and security requirements will be brought to the attention of Master and Owners for immediate action.

3.10.8 Medical Facilities/Health Services

Medical facilities are available at Dubai hospitals. Arrangements should be made by LNG carrier agent. 24 hours emergency medical services are available. In a medical emergency, LNG carriers should call Jebel Ali Port Control on VHF Channel 16 & 69, or by telephone +971 (0)4-883-5251 & +971 (0)4-883-5256, or Port Security at +971 (0)4-883-2200, to arrange ambulance services. Fumigation can be carried out by specialist firms arranged by LNG carrier agents or by the port Health & Safety section on telephone +971 (0) 4-883-3889.

3.10.9 LNG carrier Stores

There are no facilities available at the LNG Terminal for taking stores. Storing is not permitted using the jetty or FSRUs crane. Storing activity or barges and crafts carrying stores or spare parts are NOT allowed alongside any LNG carrier from the time arms are being connected to the time arms are disconnected and secured on completion of unloading. Delivery of stores and / or spare parts by barge or boat should be arranged for the period after loading. Storing by tug may be possible through the LNG carriers agent but only after confirmation and with the advanced approval of FSRU Master and Port Authorities.

Any delays incurred due to storing operations will be for LNG carriers account.

3.10.10 Bunkering

There are no bunkering facilities available at the LNG Terminal. However Bunkers are readily available by barge and should be arranged through the vessel agents who can liaise with the local authorities with respect to permissions for bunkering in port. It is not permitted to bunker LNG vessels during unloading operations from the time arms are being connected to the time arms are disconnected and secured.

The internal transfer of bunkers on board the LNG carrier whilst alongside the FSRU is strictly prohibited.

3.10.11 Fresh Water

There are no fresh water facilities at the LNG Terminal.

3.10.12 Fishing

Fishing within the berth area of the LNG Terminal is prohibited at all times. This includes fishing from the jetty, marine craft, FSRU or LNGCs berthed alongside.

3.10.13 LNG carrier Agents

LNG carriers Agents shall liaise and communicate with the FSRU Master of any requirements that the LNG carrier will have while alongside the FSRU.

Any marine craft proposed for use by LNG carriers Agents to access the jetty and FSRU area must be approved by the Jebel Ali Port.

3.10.14 Sources of Ignition

The carrying of equipment (unless Approved Equipment) and/or use of matches, lighters or other possible sources of ignition is prohibited. This includes all battery-operated equipment, e.g. mobile phones, laptop computers and cameras etc. Where non-approved equipment has to be taken

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onboard the LNG carrier or from the LNG carrier, dispensation is given providing the equipment is switched off, the battery disconnected and carried in a closed bag whilst transiting thru the FSRU and the jetty. The battery must not be refitted and must not be switched on again until inside the LNG carrier's / FSRUs accommodation. Or when clear of the FSRU / LNGC.

3.10.15 Photography

Photography or video of any kind is prohibited from the FSRU and the LNG jetty. Photography within the port is restricted and is not permitted without prior written approval and registration of the camera equipment with Port authorities.

3.10.16 Pipelines

All LNG carriers are warned that an untrenched pipeline lies east of the channel. This line comes ashore in position 25o 01 20 N 54o 04 30 E. From this position it lies in a direction of 345o for approximately 10 miles, thence assumes a direction of 313o towards the Fateh Field - i.e. it is from two to five miles east of the buoyed entrance channel. Other untrenched pipelines are laid on the seabed and are clearly marked on the Admiralty charts of the area. LNG carriers should not anchor near this or other pipelines, nor should they approach the area with anchors walked back or trailing.

3.10.17 Tank Cleaning, Gas Freeing & Purging

Tank cleaning, inerting, purging or gas freeing with the Port Area is strictly prohibited without the written permission of the Port Management. Any such operations must be performed away from the LNG Terminal and with advance permission from Port Management. Tank Lids and Connections, Cargo and Bunker

Cargo and bunker tank lids must be closed and gas tight at all times Cargo and bunker connections not in use must be blanked and gas tight with all holes

bolted.

All ballast tank hatches must remain closed and fully secured whilst alongside.

3.10.18 Ventilators and Air Conditioning Units

Intakes of central air conditioning or mechanical ventilations systems (fans) should be adjusted to prevent entry of dangerous gases or vapours. This should be accomplished, If possible, by the recirculation of air within the enclosed spaces.

If at any time it is suspected that dangerous gas or vapour is being drawn into the accommodation the central air conditioning and / or mechanical ventilating systems should be stopped and the intakes covered or closed.

3.10.19 LNG Carrier Radio, Radar & Other Equipment

A Vessels main radio station, including emergency transmitter, shall not be used when the vessel is within 400 meters of any terminal or loading vessel. While berthed, the transmitting aerials shall be disconnected and earthed. At the LNG and liquid berths intrinsically safe VHF and UHF communications with a radiated power of 1 watt or less are allowed.

The written permission of the Port Management is required before any vessel can undertake radar repairs.

The testing of transmitters operating between 415 KHZ and 26 MHZ or LNG carrier borne radar with a peak pulse exceeding 60 KW is permitted if:

The Vessels associated equipment does not present a source of ignition. The written permission of the Port Management has bee obtain prior to any testing.

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LNG carrier satellite telecommunications systems are allowed for use when alongside subject to the competent authorities approval. Applicable restrictions if any will be advised through the agent.

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4. LNG OPERATION

4.1 Communications

4.1.1 General

To assist in planning and to satisfy contractual obligations the following pre-arrival messages are to be sent to FSRU LNG Golar Freeze and DUSUP. Messages should also be copied to the LNG carriers agent.

The facility does not have a private VHF channel. Should there be a need for voice communication between LNGC and the FSRU prior to arrival at berth, VHF 69 or the numbers listed below should be used.

Should there be any changes to the foregoing that might have an impact on ETAs, the vessels performance or cargo equipment then DUSUP and FSRU LNG Golar Freeze are to be advised immediately.

All communications should be sent primarily by e-mail with fax as the second option in the event of e-mail problems and addressed to:

Master FSRU LNG Golar Freeze:

E-mail: [email protected]

IMO No. 7361922 Telephone FSRU CCR: +971 4 880 2884 Telephone FSRU CCR Mobile: +971 50 652 7736 Telephone FSRU Master Office: +971 4 880 3107 Telephone FSRU Master Mobile: +971 56 682 7149 Tel bridge: +44 20 31 454 673 Sevsat Tel office: +44 20 31 454 674 Sevsat Tel Master cabin: +44 20 31 454 672 Sevsat With Copies to:

Dubai Supply Authority: Pedro Amendola [email protected] Mobile Phone: +971 50 657 3411

Gas Control Supervisor [email protected] Phone: +971 4 880 1999 or +971 4 802 8726 Fax: +971 4 880 1808

DUSUP Commercial: [email protected]

LNG carriers agent As advised by LNG Carrier Owner/Charterer LNG carrier Agents will request any other additional information required by the Port and local authorities.

4.1.2 Pre-arrival Messages

A) On Departure from Loading Port AA LNG carriers name & call sign BB Departure date & time CC ETA and arrival draught at Jebel Ali DD Estimated quantity of LNG (M3) for arrival at Jebel Ali EE LNG density and composition at loading port FF Estimated time for unloading & confirm liquid lines will be cooled down upon arrival

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GG Heel quantity onboard after unloading HH Any deficiencies affecting vessel performance

If the ETA deviates more than 4 hours from that initially advised on departure and/or there are any changes to DD, FF or GG then notification must be updated.

B) 96 Hours Prior to Arrival AA LNG carriers name & call sign

BB Update ETA CC Tank Pressure It is desired to have the tank pressure below 100 mbar

C) 48 Hours Prior to Arrival AA LNG carriers name & call sign BB ETA and Arrival Draught CC Estimated average cargo temperature on arrival DD Confirm the following have been tested and/or are fully operational: 1. Navigation, mooring, safety & engine systems. 2. Cargo system & boil off control systems. 3. Gas detection systems 4. ESD system, alarms and interlocks 5. Cargo tank high and low level alarms 6. High & Low pressure alarms 7. Remotely operated valves EE Cargo tanks/lines are free of oxygen FF No tank leakage GG ISPS Security Level

If the ETA changes by more than 4 hours following the issue of the 48 hour message and before sending the 24 hour message then the revised ETA must be advised.

D) 24 Hours AA LNG carriers name & call sign BB Confirm ETA. CC Send pratique message via LNG carrier's agent DD Marine Security level

If the ETA changes by more than 1 hour after sending the 24 hour message then the Terminal must be advised of the revised ETA If the Marine Security level changes after sending the 24hour message then the Terminal must be advised soonest.

No later than 24 hours prior to arrival an Activity Schedule and Notification for unloading of the LNG Carrier will be issued by the Terminal detailing all activities from Pilot boarding to Pilot departure. The Activity Schedule will also be circulated to all relevant parties in the port.

E) 6 Hours before Arrival AA LNG carriers name & call sign BB Confirm ETA.

F) On Arrival

When the LNG Ship has arrived at the pilot station or customary anchorage, has cleared the necessary formalities with the relevant authorities and is ready in all respects to proceed to berth and commence unloading, the Master of the LNG Ship shall give a notice sent by electronic mail or facsimile (Notice of Readiness) to the FSRU Master.

Contact with Jebel Ali Port Control

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The vessel shall establish the first contact with the port control on the port working frequency (channel 69) at least of 2 hours before her ETA.

G) Departure Communications AA LNG carriers name & call sign BB Outstanding Port Log items CC LNG Volume unloaded DD Heel remaining on board EE ETA Load port

4.2 Pre Cargo Transfer Operations

4.2.1 Access between the FSRU and LNG Carrier

The FSRU is fitted with a hydraulic operated personnel transfer basket which is located on the starboard side aft of the FSRUs cargo arms. The personnel transfer basket will land aft of the LNG Carriers cargo manifolds and form part of the pre-arrival compatibility checks.

On completion of mooring the Pilot and LNG carriers Master will confirm to the FSRU Master that the LNG carrier is securely moored (All Fast) and that the personnel transfer basket can now be operated and land on the LNG Carriers deck and ESD cable to be connected.

Before landing the personnel transfer basket on to the LNG Carrier, a Responsible LNG Carriers Officer must agree with the FSRU Officer who operates the equipment that it is safe to land the personnel transfer basket. Thereafter boarding of FSRU personnel can take place. It is important to note that the transfer basket cannot be operated while the cargo arms are being operated.

"No Smoking" and "Authorised Access" notices (to be provided by the LNG carrier) are to be prominently displayed at the landing area.

4.2.2 Connecting ESD

The LNG carrier will connect to the FSRUs ESD system. The FSRUs Primary ESD connection is an optical link (Seatechnik) and the secondary (back up) system is electrical (Pyle).

See Appendix J

4.2.3 Mooring Integrity & Safety Checks

Prior to connecting the unloading arms and/or commencement of the Pre-Unloading Meeting the FSRU Master or his authorised deputy shall together with a Responsible LNG carriers Officer check and confirm that all moorings are tight, brakes properly hardened up and winches are out of gear, fire fighting equipment is deployed, fire wires are rigged correctly, offshore manifolds are fully blanked and tight and other areas of general safety. On completion of confirming mooring integrity and safety, and following the conclusion of the safety meeting connection of unloading arms may proceed.

The master of the LNG Carrier must ensure that the vessel is moored properly and safe according to provided agreed mooring layout.

In the process of conducting the mooring integrity other safety checks as per the LNG carrier/FSRU Checklist, should be confirmed as far as possible.

Any defects discovered during the inspections will be raised and discussed with the Master and Chief Officer. If necessary an Observation Note will be raised by the FSRU.

On completion of the visual inspection the LNG carrier/FSRU Safety Checklist shall be completed. (See Appendix G)

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4.2.4 Water Sprays

After When the LNG Carrier is safely moored to the FSRU, and the arms connected, the water curtain should be started, both, on the LNG Carrier and on the FSRU.

The Fire main will remain pressurised at all times on both the FSRU and the LNG Carrier.

4.2.5 Pre Cargo Transfer Meeting

After the LNG Carrier/FSRU Safety Checklist has been completed and prior to the opening Custody Transfer readings a Pre Cargo Transfer Meeting shall be held on board the LNG carrier.

The attendees of this meeting shall be the LNG carriers officer responsible for cargo management and the FSRUs responsible officer for cargo management, the Independent Cargo Surveyor, DUSUPs representative and any other individual with a recognised and legitimate interest in the cargo transfer operation.

The purpose of this meeting is to ensure that all aspects of the cargo transfer and associated activities are clearly understood and documented, using the FSRUs Activity Schedule. The agenda for this meeting shall include as a minimum for normal cargo transfer, but not necessarily be limited to the following:

1. Status of cargo tanks on arrival (temperature and pressure)

2. Sequence of ESD tests - as per Sections 4.2.10 and 4.3.4

3. Cargo Arms Cool-down procedure - as per Section 4.2.2 - Cooldown

4. Vapour handling as per Section 4.2.3

5. Ramp up

6. Bulk cargo transfer procedure as per Section 4.3.5

7. Ramp down

8. Drain purging and disconnecting

9. Ballasting

10. Anticipated weather and sea conditions.

11. Communications between FSRU, LNG carrier & (stand-by tug if any).

12. Emergency Procedures

13. Marine Security

Please refer to Appendix- I for a copy of the Cargo Handling Agreement Meeting Agenda.

4.2.6 Connecting Cargo Arms

The LNG Carrier should arrive with short distance pieces fitted to the cargo manifold assigned for unloading. (2 liquid and 1 vapour)

Strainers/filters shall be fitted to the LNG Carrier assigned unloading lines and the filters should be of 60 mm mesh. Arriving LNG Carrier will supply gaskets for the connection between the cargo manifolds flanges and the cargo arms but the FSRU will be equipped with spare manifold gaskets.

Prior to commencement of the connection of the cargo arms, earth connections of the LNG Carrier and the FSRU must be checked to equalize electric potential between two vessels to avoid electric arcs or sparks.

The FSRU Operator is in charge of connecting the Cargo and Vapour Arms to the LNG Carrier and connection for the arms shall be performed from the FSRU Terminal Platform and/or remotely controlled at the LNG Carriers Cargo Manifold.

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The first cargo Arm to be connected will be the Vapour line from the FSRU to the LNG Carriers Vapour Manifold.

Thereafter the two liquid cargo arms will be connected to the LNG Carriers assigned cargo manifolds

4.2.7 Pressure Test & Purging of Cargo Arms

Cargo arms will be pressure tested with nitrogen to a pressure of 4 bar (g) for liquid arms and 1 bar (g) for vapour arm. A leak test will be carried out on the LNG carrier's manifold flange using a soap solution.

The arms will be depressurised by opening the vent at the LNG carriers manifold and Oxygen (O2 readings will be taken at this vent. The process of pressurising and purging shall be repeated until the Oxygen (O2) content is less than 1% by volume.

4.2.8 Gas Burning

Gas burning on board of the LNG carrier is not permitted from just before opening CTMS prior to discharge until after closing CTMS after completion of discharge. Under extenuating circumstances gas burning may be permitted after approval from FSRU Master and DUSUP LNG Operations Lead.

4.2.9 Gauging Custody Transfer Measurement

Before the LNG carrier's manifold valves are opened, gauging of the LNG carrier's tanks will take place on all occasions. This process is to be witnessed by the Responsible LNG carriers Officer, the Responsible FSRU Officer, the Independent Cargo Surveyor, DUSUP Representative and any other individual with a recognized and legitimate interest in the loading operation.

4.2.10 Warm ESD Test

In addition to any tests that may be carried out by the FSRU prior to the LNG carrier's arrival, ESD tests shall be conducted in conjunction with each arriving LNG carrier.

When both FSRU and LNG Carrier have confirmed ready for test, the LNG carrier shall initiate an ESD. After resetting the FSRU shall initiate an ESD test with one of the LNG carriers spray/stripping pumps on circulation.

All valves and equipment connected to the ESD system must be operating properly when the ESD System is released. Upon completion of a successful ESD test, the cool down operation is ready to commence.

4.2.11 Communications Alongside

Communications between LNG carrier and FSRU must be established before commencement of cargo transfer operations.

Communications systems will be confirmed at the compatibility stage and FSRU configuration will be confirmed to the LNG carrier separately.

The FSRU provides a hot phone between LNG carrier cargo control room and FSRUs cargo control room.

In addition FSRU will provide the LNG carrier with a hand held UHF Radio, spare battery and charger for the unloading operation. In addition FSRU and LNG carrier will also monitor VHF Channel 69.

4.3 Cargo Handling

4.3.1 Normal Discharging

On completion of ESD tests the FSRU Chief Officer and the LNG Carrier Chief Officer shall confirm that all systems are lined up and ready.

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4.3.2 Cooldown

Prior to the arrival of the LNG carrier the FSRU will cool down the liquid header and the LNG carrier will have cooled down their liquid header as well.

The vapour created in this process will be returned to the LNG Carrier via the Cargo Vapour arm

When cool down operation commence the temperatures of the cargo arms is at ambient temperature which will cause the LNG injected to rapidly vaporize and be converted into boiloff gas (BOG).

The LNG flow is directed via the LNG Carriers manifolds and through the FSRUs Cargo Arms. The cool down of the cargo arms is completed when the temperature is -145oC.

4.3.3 Control of Return Gas to LNG Carrier

Gas will be returned to the LNG carrier via a pressure control valve on the FSRU. It is the responsibility of the LNG carrier to monitor the pressure in its tanks and keep the FSRU informed. In the event that pressure in the return gas line falls to 80 mbar(g) or below then the LNG carrier must adjust its unloading rate until pressures return to normal levels. It is important that FSRU Cargo Control Room is informed if there is any problem with the ship taking return gas in order that the FSRU can increase gas burning and to closely monitor tank pressures. It is important to note that the FSRU tanks pressure relief valves are set at 650 mbar(g).

4.3.4 Cold ESD Test

Before initiating the cold ESD test both LNG carrier and FSRU shall confirm their readiness to each other to conduct this test. The FSRU following a countdown will initiate the ESD. Both LNG carrier and FSRU will check their respective ESD valves for proper closure. Closing time of both LNG carrier and FSRU valves are to be recorded. Only one ESD is required.

4.3.5 Bulk Unloading & Finishing

The FSRU will be in charge of the cargo transfer due to the FSRU being the receiving and production facility. The cargo operation will be executed in careful cooperation between the LNG Carrier and the FSRU.

Prevention of Rollover procedures is incorporated into FSRUs cargo operation manual and must be complied with at all times.

The FSRU and the LNG Carrier will line up respectively for the cargo transfer. When all parties have completed the cargo pipe lineup and are ready for cargo transfer, both FSRU and LNG carrier Officers in charge of transfer will acknowledge to each other that cargo transfer can commence.

One of primary variables that dictate the LNG cargo transfer rate is the gas production rate from the FSRU into the pipeline. The LNG cargo transfer rate may have to be reduced in order to control FSRU tank pressure and levels within operating limits.

During the LNG cargo transfer a carefully check of the tank pressure must be maintained throughout. To maintain tank pressure on the LNG Carrier BOG from the FSRU will be returned via the vapour system utilizing the pressure difference.

Simultaneously with the cargo transfer the LNG carrier will be ballasting and the FSRU will be de-ballasting accordingly. Both the FSRU and the LNG carrier must have a stability plan prepared for this operation.

At the final stage of the LNG cargo transfer the agreed ramp down procedures will be executed as agreed on the pre cargo transfer operation meeting.

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4.3.6 Draining & inerting of Cargo Arms

On completion of the cargo transfer, the FSRU liquid cargo arm valves will be closed. The LNG carrier's manifold valves should only be closed after confirmation that FSRU valves have been closed. The vapour line should remain open throughout draining and purging of liquid arms.

The FSRU will then pressurize the liquid cargo arms with nitrogen up to 4.0bar(g). The FSRU will then drain back the cargo arms to the LNG carrier via the drain line.

The cargo arms will then be re-pressurized with nitrogen and lines drained back to the FSRU tanks until clear of liquid. Purging will be continued with nitrogen back to LNG carrier until all cargo arms contain less than 2% hydrocarbon by volume, measured at the manifold vent. Liquid cargo arms may then be disconnected when hydrocarbon reads less than 2% by volume. (Ensure the correct meter has been used measuring hydrocarbon in an inert atmosphere).

Note: Cargo Arms MUST NOT be disconnected until after the ESD has been inhibited (made safe).

With the agreement of the LNG carrier the vapour manifold valve can then be closed, the vapour arm purged with nitrogen until a reading of less than 2% hydrocarbon by volume is recorded after which the vapour arm can be disconnected.

4.4 Post Cargo Transfer Operations

4.4.1 Custody Transfer Measurement upon Completion of Cargo Transfer

On completion of draining and purging of the cargo arms and confirmation that all the LNG carriers manifolds are closed, cargo tank gauging can commence.

The Responsible LNG carriers Officer, the FSRUs Chief Officer, the Independent Cargo Surveyor, the DUSUP Representative and any other individual with a recognised and legitimate interest in the cargo transfer operation will be present to witness and verify.

On completion of cargo calculation and agreement of the cargo quantity transferred, any documentation will be prepared by the LNG carrier, for signing by all interested parties.

4.4.2 Removal of ESD Cable

The ESD cable will be removed 15-20 minutes before the planned departure of the LNG Carrier. Ship personnel should be available to disconnect at this time. Prior to securing of the FSRUs personnel crew basket, Ships Agent is to confirm to the FSRUs Chief Officer that all visitors and officials have disembarked the LNG carrier and that the Pilot is on board the LNG carrier.

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5. SAFETY & EMERGENCY RESPONSE

5.1 Safety Alongside

5.1.1 General

The LNG carrier Master is responsible for the safe operation of his ship (including cargo-handling operations) and the safety of the LNG carriers personnel at all times. The Master will be required to sign a Safety Letter acknowledging his responsibility in this respect (See Appendix - H for a copy of the Safety Letter).

The Responsible Ships Officer delegated the task of controlling cargo operations and other related duties must be qualified and competent to do so and should remain in the cargo control room throughout cargo operations in order to ensure that the ship/FSRU liaison is continuously maintained. In addition to the Responsible Ships Officer, sufficient personnel should be available in order to maintain an efficient deck and cargo watch.

The following procedures should be used as a supplement to and in conjunction with the appropriate FSRU Emergency Response Plan.

5.1.2 FSRU Emergency Alarm

The FSRU is equipped with a visual and acoustic alarm system. Light signal columns are installed throughout the FSRU and are visible in different light conditions. The alarms are as per following:

FSRU State Acoustic Alarm Alarm Characteristics Duty Text Visual Alarm on Light Signal Column

Abandon FSRU ASI (Horn) Continuous sound with a frequency of 450 Hz

plus recorded message

ABANDON Blue

PSD Shutdown AS2 (Yeow) Bi-tonal descending sound with frequency

of 600-1200 Hz repeated every 1.5

seconds

PSD Amber

Emergency Alarm

(Detected Gas)

AS3 (Yelp) Siren quick sound 600-1200 Hz repeated every 0.25 second

plus recorded message

GAS Yellow

Emergency Alarm (Fire Detected)

AS4 (Slow Whoop) Bi-tonal ascending sound 500-1200 Hz repeated every 4.1

seconds plus recorded message

FIRE Red

The All Clear signal onboard FSRU will be an announcement on the FSRU PA system. The LNG Carrier will be notified by VHF radio.

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5.1.3 LNG Carrier Emergency Alarm

The LNG Carrier will have an announcement on her PA system. The FSRU will be notified by VHF radio.

5.1.4 Communications

A FSRUS Officer may be present in the LNG carrier's Cargo Control Room (CCR) to monitor operations and assist in communications where necessary, up until the bulk-unloading rate is achieved (ramping up).

Throughout the cargo transfer process the LNG Carriers Officer on duty shall keep the FSRU advised of any circumstances that may have an impact on the cargo transfer or safety of the LNG carrier. An hourly ship/shore exchange of information is advised.

All communications between the carrier and the FSRU should be conducted in English and a positive reporting system used, i.e. all messages should be repeated back by the recipient and acknowledged by the sender.

5.1.5 FSRU / LNG Carrier Safety Checklist

A FSRU/LNG carrier Safety Checklist will be completed jointly by the Responsible Officers of FSRU and the LNG carrier following the safety inspection. The Safety Checklist must be completed and signed by both LNG carrier and FSRU representatives prior to the start of any cargo operations. Follow-up safety checks will be conducted at agreed intervals not exceeding 2 hours throughout the cargo transfer period and the checklist will be signed accordingly by respective Responsible Officers of the LNG carrier and the FSRU.

5.1.6 Fire Prevention

Sources of ignition, including smoking, shall be restricted to designated areas on board the LNG carrier and the FSRU. No smoking is permitted anywhere on the jetty.

Certified electri

Dubai LNG Terminal Regulations Final P 27-10-10

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Transcript of Dubai LNG Terminal Regulations Final P 27-10-10