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 ................................................................................................................................... 1
1.2 INTENDED AUDIENCE ................................................................................................................... 1
1.3 RELATED DOCUMENTS ................................................................................................................ 1
1.4 CHANGE CONTROL ...................................................................................................................... 1
2. BACKGROUND ................................................................................................................ 2
2.1 LNG BERTH AND APPROACHES ................................................................................................... 3
3. PORT AND OPERATIONS ................................................................................................. 4
3.1 CONDITION OF USE ...................................................................................................................... 4
3.2 DEFINITIONS ............................................................................................................................... 4
3.3 NAVIGATION INFORMATION .......................................................................................................... 6
3.4 PILOTAGE & BOARDING AREA ...................................................................................................... 8
3.5 TOWAGE ..................................................................................................................................... 8
3.6 COMMUNICATIONS WITH PORT CONTROL ..................................................................................... 9
3.7 ADVERSE WEATHER PROCEDURE ............................................................................................. 10
3.8 MOORING & UNMOORING PROCEDURE ...................................................................................... 12
3.9 POLLUTION & ENVIRONMENT ..................................................................................................... 15
3.10 GENERAL INFORMATION ............................................................................................................ 17
4. LNG OPERATION ........................................................................................................... 22
4.1 COMMUNICATIONS .................................................................................................................... 22
4.2 PRE CARGO TRANSFER OPERATIONS ........................................................................................ 24
4.3 CARGO HANDLING .................................................................................................................... 26
4.4 POST CARGO TRANSFER OPERATIONS ...................................................................................... 28
5. SAFETY & EMERGENCY RESPONSE .............................................................................. 29
5.1 SAFETY ALONGSIDE .................................................................................................................. 29
5.2 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 M
3
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 m
3
to 217,000 M
3
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 M
3
/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 55
o
03 E and 24
o
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 25
o
1030 N, 54
o
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 135
o
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 25
o
09 N and
54
o
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.
25
o
11 20 N 54
o
49 45 E
25
o
08 20 N 54
o
53 12 E
25
o
05 18 N 54
o
49 45 E
25
o
08 20 N 54
o
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
145km
3
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
MarinePortControl@dpworld.com Marine.MarineTowerClerks-JA@dpworld.com 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)
WIN
D
(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 25
o
01 20 N 54
o
04 30 E. From this position it lies in a direction of 345
o
for
approximately 10 miles, thence assumes a direction of 313
o
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: Master.GolarFreeze@osl.barbership.com
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 pedro.amendola@dusup.ae
Mobile Phone: +971 50 657 3411
Gas Control Supervisor GCS@dusup.ae
Phone: +971 4 880 1999 or +971 4 802 8726
Fax: +971 4 880 1808
DUSUP Commercial: LNGoperations@dusup.ae
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 (M
3
) 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
BB Update ETA
CC Tank Pressure It is desired to have the tank pressure below 100 mbar
C) 48 Hours Prior to Arrival
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
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
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
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 (O
2

readings will be taken at this vent. The process of pressurising and purging shall be repeated until
the Oxygen (O
2
) 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 -145
o
C.
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 electrical approved equipment shall be in good order, maintained and operated such that
its original certification is not jeopardized.
All portable electrical equipment, including hand held torches, radios and gas analyzers, which are
operated in gas dangerous zones, shall be Approved Equipment for use in the flammable
atmosphere concerned. All equipment should be in such a condition and operated in such a manner
that its original certification is not jeopardized.
Transportation of battery powered equipment such as computers, mobile phones, cameras etc is
permitted provided that the equipment is switched off and is carried in a closed case. Please note
that all non approved mobile phones must be switched off and the battery removed whilst
transiting the jetty & the FSRU. The use on non approved mobile phones on the jetty is strictly
prohibited.
Use of LNG carriers main communications equipment and radar is prohibited during LNG discharge
operations; however the use of the satellite communications equipment may be permitted, subject
to the approval of the FRSU Master.
Where essential tests etc., are required to the radar or communications equipment, the FSRU
Master or his authorised designated officer must be consulted before such testing takes place. The
precautions and recommendations set out in the ICS Tanker Safety Guide (Liquefied Gas) Section
3.5.3 must be adhered to strictly.
Whilst alongside the FSRU, no tug or any other craft shall be allowed alongside unless, cargo
operations have been stopped, valves closed and cargo decks secured, except in the case of an
emergency when the FSRU may permit tugs or other craft to go alongside subject to the agreement
of the LNG carriers Master.
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5.1.7 FSRU Fire Fighting Equipment
The FSRU is equipped with fire fighting systems and equipment designed to cover the FSRU and the
jetty only.
5.1.8 LNG Carrier Fire Fighting Equipment
All fire-fighting equipment shall be in good working order. Portable equipment shall be correctly
positioned, and ready for immediate use.
5.1.9 LNG Carrier Main Engine Readiness
Whilst alongside the FSRU, as practically as possible the LNG Carrier's main engines and related
auxiliaries shall be kept in a state of readiness such that the LNG carrier can leave under her own
power in an emergency. Repairs and/or maintenance work to the main engines and related
auxiliaries are prohibited.
In the case of a steamship this means that the turning gear be engaged, main steam stop valve
closed with turbines sufficiently warm and condenser vacuum maintained commensurate with the
engine manufacturer's operating instructions. For a diesel-powered LNG Carrier this means that the
fuel rail is under constant circulation and starting-air bottles are fully charged.
Whilst alongside the FSRU, repairs and maintenance to the LNG carriers machinery and equipment
shall be restricted to those items, which do not impair or limit the use of:
The fire detection or fire-fighting capability,
The safe and efficient handling of the cargo,
The propulsion system or maneuverability of the tanker,
The integrity of the mooring system, and
The safe operation of electrical equipment in gas dangerous zones.

5.1.10 Testing Main Engines of LNG Carrier
Under no circumstances must LNG carriers main engines be tested at any time whilst alongside the
FSRU until the cargo arm(s) have been disconnected, aerial personnel transport basket from FSRU to
LNG carrier has been retracted and secured and the tug(s) is/are secured alongside. In all
circumstances, the FSRU Master should be informed prior to testing main Engines.

5.1.11 Hot Work
Hot Work" in non-approved areas and work on open decks or on the jetty, which involves
hammering, chipping or the use of power tools is strictly prohibited.

5.1.12 Emergency Towing Wires (Fire Wire)
Emergency towing wires shall be deployed forward and aft on the offshore side of the LNG carrier.
Wires must be in good condition with no visible defects and of a size (diameter and breaking load)
commensurate with the size of the LNGC. See Section 3.8.3 for more details.

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5.1.13 Testing of Lifeboats and Rescue Boats
Lifeboats and Rescue boats are not permitted to be lowered to the water and tested for
maintenance purposes whilst the LNG Carrier is alongside the FSRU.

5.1.14 Diving Operations
Diving Operations are not permitted whilst the LNG carrier is alongside the FSRU. Arrangements for
diving operations can be made through the Ships Agents who can then coordinate with Port
management.
5.2 Emergency Response
5.2.1 Incidents Onboard the LNG Carrier
The LNG Carrier is considered a self-contained unit, fully equipped to deal with major fires and
other emergencies on board and capable of providing the initial response to most incidents.
The type of incident that can occur on board a carrier berthed alongside the FSRU can in some
instances have a significant impact on the integrity of the FSRU and the safety of its personnel.
Incidents with the potential to develop into a major event are:
1) Fire/explosion.
2) Pollution through cargo and/or bunker fuel spills.
3) Uncontrolled release of cargo vapour (LNG)
Other examples of incidents, which will require a response to minimize the outcome, or to avoid
escalation into a significant event, are:
4) Mechanical failure (affecting cargo operations)
5) Man overboard
6) Accident (medical emergency)
7) Failure of the carriers moorings
The following section deals with the specific immediate actions to be taken by the principal parties
in the event of incidents. Subsequent actions to be taken will depend on how the particular incident
develops and how well it is managed.
5.2.2 Fire/explosion on board a LNG Carrier
Action by LNG Carrier with Emergency
(i) Initiate emergency shut down procedures; ensure all manifold(s) and tank valves are
closed.
(ii) Mobilize on board fire-fighting response.
(iii) Establish communications with FSRU Control Room and advise nature & location of
incident.
(iv) Prepare to disconnect cargo arms.
Action by FSRU
b) Initiate emergency shut down; stop cargo operations.
c) Implement Emergency Response Procedure.
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d) Start log of events.
e) Contact Port Control and request assistance.
f) Tug (upon arrival) to start fire pumps and assist as directed.
g) Establish line of communications with LNG carrier
h) Coordinate with Port for marine resources and support.
Action by Tugs & Pilot
Tug to start fire pump and assist as directed by FSRU Master and /or Harbour Master.
Duty tugs master to establish communications with Harbour Master.
Remaining tugs to mobilize and assist as directed.
Prepare to remove the LNG Carrier from the FSRU under direction of Pilot and agreement of
Harbour Master
5.2.3 Oil spill from LNG Carrier
General
Specific action to be taken in the event of an oil spill will depend on the nature, type and amount
of the product spilled. The following general rules should be adhered to, to ensure a fast and
efficient response at the same time minimising the environmental impact.
1. For all spills, regardless of the product involved, a total ban on smoking on board is to be
imposed on the vessel concerned.
2. All other sources of ignition should be isolated/secured.
3. All loading or cargo related operations are to be stopped and cargo tank valves closed.
4. All oil spills, regardless of amount involved, are reportable events as required by United
Arab Emirates and Port of Jebel Ali law on the Control of Marine Pollution. The FSRU will
automatically advise the authorities of any oil spills emanating from ships or from the
FSRUs facilities.
5. On no account must dispersants be used (whether approved for use or otherwise) by either
ships or the FSRU, without the express permission of the Authority in charge of the incident.
Action by LNGC
1. Initiate emergency shut down procedures; ensure all manifold and tank valves are closed.
2. Isolate source of pollution and take whatever steps necessary to prevent or minimize
further pollution.
3. Impose total smoking ban on board.
4. Mobilize on board pollution response plan.
5. Initiate clean up on board.
6. Establish communications with FSRU CCR
Action by FSRU CCR
1. Initiate emergency shut down of cargo operations
2. Secure all sources of ignition.
3. Verify source/type of pollutant.
4. Initiate Oil Spill Response Procedure and Emergency Response
5. Inform port authority
6. Liaise with appropriate authority to deploy the boom if necessary across entrance to berth
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pocket.
7. Liaise with appropriate authority to deploy adsorbent materials into the water.
8. Commence log of events
Action by Tugs
1. Tug prepares to stand by to assist and stands off upwind until nature and type of spill has
been established.
2. Confirm to Harbour Master and FSRU Control Room when standing by.
3. Other tugs to prepare for stand by to assist.

5.2.4 Uncontrolled release of LNG from LNG Carrier/FSRU
Action by LNG Carrier
1. Initiate emergency shut down
2. Secure all sources of ignition and impose a total smoking ban
3. Mobilize ship emergency response plan
4. Establish communications with FSRU and advise nature and location of spill
Action by FSRU
1. Initiate emergency shut down on LNG (if applicable)
2. Secure all sources of ignition.
3. Operate fire monitors if applicable
4. Initiate Emergency Response Plan (if applicable)
5. Advise port authorities
Action by Tugs & Pilot
1. Stand-by tug to activate fire fighting and deluge systems and stand well clear upwind and
await instruction from FSRU.
2. Secure all ignition sources and impose total smoking ban.
3. Remaining tugs to mobilize and stand offshore as in a) above.
5.2.5 Man overboard Incident
General
The response to this type of incident will depend on the particular circumstances.
In the event of a man overboard situation within the FSRU limits all movements are to be suspended
whilst search and rescue activities take place. Extreme caution is required by the search vessels,
particularly during hours of darkness, when approaching or entering the search area.
Action to be taken by the LNG carrier
1. Deploy lifebuoy into the water.
2. Raise the alarm by sounding three long blasts on the ships whistle
3. Request FSRU CCR to stop loading if the person in the water is within 100 meters of the
vessel and advise circumstances.
4. Place lookout and constantly monitor position of person in the water.
5. Request FSRU Control to mobilize rescue from the Harbour Master.
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6. Direct responding vessel to the person in water, or to last sighted position.
Action to be taken by FSRU CCR
1. Stop Loading if requested
2. Request Harbour Master to assist and liaise with ship using VHF.
3. Place medical services on standby.
Action to be taken by Tug(s) and Pilot
1. Stand-by tug to respond as directed by Harbour Master.
2. Remaining tugs to be mobilized, if required.
Pilot to be advised to standby in the event assistance is required by the Harbour Master.
5.2.6 LNG Carrier Related Incidents
The response to the type of incident described above will depend on a large extent to the nature,
location and severity of the event. Swift action will in the majority of cases prevent an escalation
of these events.
Where marine craft are required to approach or to go alongside the LNG carrier concerned they
must only do so after FSRU CCR has confirmed that cargo transfer has been stopped.
Action to be taken by LNG carrier
a) Advise FSRU Control nature, location of incident and action being taken by LNG Carrier and
assistance required from FSRU and Harbour Master.
b) Initiate emergency shut down if required (e.g. mooring failure)
Action to be taken by FSRU
1. Initiate emergency shut down if required
2. Establish communications with stand-by tug and alert remaining tugs if considered
necessary (e.g. mooring failure)
3. If medical assistance required, FSRU will request Port Control to send ambulance.
Action to be taken by Tugs & Pilot
1. Stand-by tug to respond as directed by Harbour Master after discussion with FSRU and LNG
Carrier Masters.
2. Remaining tugs to be mobilized, if required
3. Harbour Master to request Pilot to stand by in the event assistance is required.
5.2.7 FSRU Incident
Action required by LNG carrier moored alongside the FSRU will depend on the nature, location and
proximity of the incident to the jetty.
Action to be taken by FSRU
1. Initiate Emergency Response Plan
2. Shut down all cargo operations on LNG, if required.
3. Advise carrier of the nature of the incident and keep them informed of status
4. Advise Port Control and request all tugs to go to stand by and Pilot to stand-by to assist as
directed.
Action to be taken action to be taken by LNG Carrier berthed alongside
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1. Mobilize crew, stand-by to disconnect loading arms and prepare to vacate the berth.
2. Mobilize on board emergency response if incident is on jetty
3. Maintain radio contact with FSRU
Action to be taken by tugs and pilot
1. Stand-by tug to provide immediate fire-fighting support as required and as directed by
Harbour Master.
2. Remaining tugs to proceed as directed to the scene as directed by Harbour Master.
3. Pilot to stand by establish communications with Harbour Master and FSRU.
5.2.8 Security Incidents
Any security incidents between carrier and FSRU must be reported the Marine Duty person who is
also the Port Control and Port Security under the ISPS Code. The Port Security Office will contact
the LNG carrier and FSRU Security Officer and will decide the course of action to take in
accordance with Security plans.

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6. APPENDIX A JEBEL ALI PORT REGULATIONS

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7. APPENDIX B CONDITION OF USE (COU)
Condition of Use Form is on the next page for ease of printing.
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Dubai LNG Terminal
Jebel Ali Port


CONDITION OF USE Dubai LNG Terminal

All Port Facilities, Port Services and other assistance of any kind whatsoever provided to a vessel
calling at the LNG Facility are provided subject to all applicable laws, regulations and codes and to
these Conditions of Use. These Conditions of Use shall (a) apply to each vessel calling at the LNG
Facility regardless of whether any such vessel pays or owes amounts to Golar, DUSUP, or any
Representative of Golar or DUSUP, and (b) be deemed to have been expressly accepted by each
vessel calling at the LNG Facility regardless of whether such acceptance has been acknowledged in
writing or otherwise.
For purposes of these Conditions of Use, the following definitions shall apply:
DUSUP means Dubai Supply Authority and its affiliated entities.
DUSUP's Facilities means all fixed and moveable assets which the Charterer use and/or
control and operate from time to time for the purpose of performance of the Charterer'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
the Charterer's to its Major Customers in Emirate of Dubai.
FSRU Site means the area within the Jebel Ali Port accommodating the FSRU and all
necessary infrastructures, including the loading platform.
Golar means Golar Freeze UK Limited.
Golar's Facilities means the floating storage and regasification unit called LNG FSRU Golar
Freeze
LNG Facility means DUSUP's facilities and Golar's Facilities.
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 or DUSUP to a
vessel, including pilotage, towage, tug assistance, mooring or other navigational services,
whether for consideration or free of charge.
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.
All vessels calling on the LNG Facility must be capable of operating within the physical limitations
of the Port Facilities and the LNG Facility's berth dimensions, unloading arm envelopes and mooring
equipment as detailed in DUSUP's LNG Terminal Regulations & Procedures or as advised from time
to time by DUSUP or a DUSUP Representative. In addition to the requirements of applicable laws,
regulations and codes, the following conditions shall apply to each vessel calling at the LNG
Facility:
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1. The master of a vessel shall at all times and in all circumstances remain solely responsible
on behalf of the vessel's owners for the safety and proper navigation of his vessel and shall
at all times comply with the Port of Dubai regulations, all applicable laws, regulations and
codes and the Company's LNG Terminal Regulations & Procedures.
2. Neither DUSUP nor Golar make any warranty with respect to Port Facilities or to the
rendering of Port Services and any use thereof shall be at the sole risk of the vessel master
and owners. Neither DUSUP nor Golar shall be responsible for any loss or damage to a
vessel, actual or consequential, which is related to Port Facilities or to Port Services
provided to a vessel regardless of any act, omission, fault or negligence of DUSUP or Golar.
3. Neither DUSUP nor Golar shall be responsible for acts or omissions of DUSUP or Golar
Representatives resulting in any loss or damage to a vessel, or any loss or injury suffered by
the master, officers or crew of a vessel.
4. Neither DUSUP nor Golar shall be responsible to any vessel for any loss related to strikes or
other labour disturbances, regardless of whether DUSUP or Golar or DUSUP or Golar
Representatives are parties thereto.
5. The vessel and its owners shall in all circumstances hold harmless and indemnify DUSUP and
Golar as applicable against any and all losses, claims, damages, costs and expenses DUSUP
or Golar may incur or has incurred arising from:
a) any damage to the LNG Facility or Port Facilities or injury to its personnel related
to the vessel's use of the LNG Facility or Port Facilities and involving the fault,
wholly or partially, of the master, officers or crew of the vessel, including negligent
navigation;
b) any loss suffered by Third Parties with respect to damage to their property or injury
to their personnel related to the vessel's use of the LNG Facility or Port Facilities
and involving the fault, wholly or partially, of the master, officers or crew of the
vessel, including negligent navigation;
c) any hazard under condition 6 hereof and involving the fault, wholly or partially, of
the master, officers or crew of the vessel, including negligent navigation;
d) any loss or damage to the vessel while in the Port of Dubai, including consequential
losses and all claims, damages and costs arising therefrom, regardless of any act,
omission, fault or negligence by DUSUP or Golar; and
e) any personnel injury or property loss suffered by the master, officers or crew of the
vessel while in the Port of Dubai, including consequential losses and all claims,
damages and costs arising there from, regardless of any act, omission, fault or
negligence by DUSUP or Golar.
6. If the vessel or any object on the vessel becomes or is likely to become an obstruction,
threat, or danger to navigation, operations, safety, health, environment or security of the
Port of Dubai (a "hazard"), the master and the owner shall, at the option of the Port of
Dubai, take immediate action to clear, remove or rectify the hazard as the Port of Dubai
may direct, or the Port of Dubai shall be entitled to take such measures as it may deem
appropriate to clear, remove or rectify the hazard, and the master and owner shall be
responsible for all costs and expenses associated therewith.
7. Any liability incurred by the master or owner by operation of these Conditions of Use shall
be joint and several.
8. Without limitation of the liability of the master and the owner, the master shall
immediately report to the Port of Dubai and DUSUP any accident, incident, claim, damage,
loss or unsafe condition or circumstance. Any such report shall be made in writing and
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signed by the master. The Port of Dubai and DUSUP and Golar shall be entitled to inspect
and investigate any such report but without prejudice to the foregoing.
9. These Conditions of Use shall be construed, interpreted and applied in accordance with
laws of the Emirate of Dubai and, if so requested by DUSUP or Golar, the vessel and her
owners shall submit to the exclusive jurisdiction of the courts of the Emirate of Dubai.
10. Subject to condition 11, any liability of the master and owner to DUSUP and Golar by virtue
of the operation of these Conditions of Use shall be limited to US$150,000,000 (the "Limited
Amount") for any accident or occurrence. In the event that any loss or damage in respect of
which the vessel and her owners are liable to indemnify DUSUP and Golar exceeds the
Limited Amount then the master and owner shall indemnify DUSUP and Golar by paying each
a sum, up to the Limited Amount, which equates to the ratio of loss or damage suffered by
each to the total loss or damage suffered by both.
11. The limit of liability set out in condition 10 shall not limit, restrict or prejudice any claim or
right that DUSUP or Golar has or may have against the master or owner under general
principles of law or equity. For the avoidance of doubt, said limit of liability shall only
apply with respect to, and to the extent of, a claim by DUSUP or Golar against the master
or owner under these Conditions of Use.

ACKNOWLEDGEMENT
Name of vessel: ______________________
As master of the above-named vessel, I acknowledge for and on behalf of the vessel's owners and
operators that the above Conditions of Use of Dubai LNG Terminal in Dubai govern the use by such
vessel of the LNG Facility.

Signed:
By master for and on behalf of the Owner and Operators of Vessel

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8. APPENDIX C PORT LAYOUT

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9. APPENDIX D FSRU & JETTY LAYOUT

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Side by Side FSRU 78,000 M
3
LNGC

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LNGC 137,000 M3 Moss Type (Golar Frost)

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10. APPENDIX E - ISPS DECLARATION OF SECURITY
Copy will be provided by port via the carriers agent.
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11. APPENDIX F PILOT BOARDING REQUIREMENTS
For safe boarding of pilots, the following points are stressed:
The rigging of pilot ladders, and the embarkation and disembarkation of pilots thereby,
shall be supervised by a responsible officer of the LNG carrier
Every pilot ladder shall be secured in a position clear of any possible discharges from the
LNG carrier, and so that each step rests firmly against the LNG carriers side
Every pilot ladder shall be secured in a position where the pilot can gain convenient access
to the LNG carrier after climbing not less than five feet and not more than thirty feet
Whenever the distance from the water to the point of access to the LNG carrier exceeds
thirty feet, access from the pilot ladder to the LNG carrier shall be by means of an
accommodation ladder or equally safe and convenient means.
A light shall be provided at night, so that the pilot ladder over side and also the position
where the pilot boards the LNG carrier , shall be adequately lit
Lifebuoy and heaving line should be available at the ladder.
When a pilot hoist is provided as the method of access, it must be an approved type,
complying with the recommendations of the European Maritime Pilots Association and Solas
Chapter V Regulation 23.

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12. APPENDIX G LNG CARRIER/FSRU SAFETY CHECKLIST
Safety checklist is on the following page for ease of printing.

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Dubai LNG Terminal
Jebel Ali Port

LNG CARRIER - FSRU SAFETY CHECK LIST
LNG
Carriers
Name:
Berth: Dubai LNG Terminal

Date of
Arrival:
Time of Arrival:
INSTRUCTIONS FOR COMPLETION:
The safety of operations requires that all questions should be answered affirmatively by clearly
ticking () the appropriate box. If an affirmative answer is not possible, the reason must be given
and agreement reached upon appropriate precautions to be taken between the LNG CARRIER and
the FSRU. Where any question is considered to be not applicable, then a note to that effect should
be inserted in the remarks column.
A box in the columns 'LNG CARRIER' and 'FSRU' indicates that checks should be carried out by the
party concerned.
The presence of the letters A, P or R in the column 'Code' indicates the following:
A- (Agreement). This indicates an agreement or procedure that should be identified in the
Remarks column of the checklist or communicated in some other mutually acceptable form.
P- (Permission). In the case of a negative answer to the statements coded P operations should not
be conducted without the written permission from the appropriate authority.
R- (Re-check). This indicates items to be rechecked at appropriate intervals, as agreed by both
parties, at periods stated in the declaration.

PART A BULK LIQUID GENERAL Physical Checks
General
LNG
Carrier
FSRU Code Remarks
Is there safe access between LNG
CARRIER and FSRU?

R

Is the LNG CARRIER securely moored?

R

Is the FSRU securely moored?

R
Is the agreed LNG CARRIER/FSRU
communication system operative?

AR

System: UHF Radio
Backup System:
Hot phone/PABX/VHF/Cell
Are emergency towing wires correctly
rigged and positioned?

R
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Are the LNG Carriers and FSRU fire
hoses and fire-fighting equipment
positioned and ready for use

R

1. Are the LNG Carriers and FSRUs cargo and
bunker hoses pipelines and manifolds in good
condition, properly rigged and appropriate
for the service intended?

2. Are the FSRUs cargo arms in good condition,
properly rigged and appropriate for the
service intended?

No bunkers available

3. Are FSRUs and LNG Carriers cargo transfer
system sufficiently isolated and drained to
allow safe removal of blank flanges prior to
connection

4. Are scuppers and save-alls on board
effectively plugged and drip trays in position
and empty?

R

5. Are FSRUs and LNG Carriers temporarily
removed scupper plugs constantly monitored

R

6. Are FSRUs and LNG Carriers spill
containment and sumps correctly managed

R

7. Are the LNG Carriers unused cargo and
bunker connections properly secured with
blank flanges fully bolted?

8. Are the FSRUs unused cargo connections
properly secured with blank flanges fully
bolted?

9. Are all cargo, ballast and bunker tank lids
closed?

10. Are sea and overboard discharge valves,
when not in use, closed and visibly secured?

11. Are all external doors, ports and windows in
the accommodation, stores and machinery
spaces closed? Engine room vents may be
open

R

12. Are the LNG Carriers emergency fire control
plans located externally?

Location:

If the ship is fitted, or required to be fitted, with an Inert Gas System (IGS) the following points
should be physically checked:
Inert Gas System
Ship
FSRU
Code
Remarks
19. Fixed IGS pressure and oxygen content
recorders are working.
R
20. All cargo tank atmospheres are at positive
pressure with oxygen content of 8% or less
by volume.
P R

Questions 19 & 20 re Inert Gas Systems Not applicable

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PART B - BULK LIQUID GENERAL-Verbal Verification
General
LNG
CARRIER
FSRU Code Remarks
21. Is the LNG Carrier ready to move under
its own power?

PR

22. Is there an effective deck watch in
attendance on board and adequate
supervision in the FSRU and on the LNG
Carrier?

R

23. Are there sufficient personnel on board
and to deal with an emergency?

R

24. Have the procedures for cargo, bunker
and ballast handling been agreed?

AR

25. 25. Has the emergency signal to be
used by the LNG Carrier and FSRU been
explained and understood?
A

26. Have Material Safety Data Sheets
(MSDS) for the cargo transfer been
exchanged where requested?
PR

27. Have the hazards associated with toxic
substances in the cargo being handled
been identified and understood

LNG only. Very low temperatures
and potential vapour cloud in
event of a leak
28. Has an International Shore fire
connection been provided

R

29. Has the tank venting been agreed for
use

AR
Venting to atmosphere permitted
only in emergency when access to
FSRU vapour system not possible.
30. Have the requirements for closed
operations been agreed?

R
31. Has the operation of the P/V system
been Verified

R
32. Have operating parameters been
agreed for the vapour return line?
AR

Free flow return to LNG CARRIER.
LNG CARRIER to control required
gas flow
33. Are independent high level alarms
operational and been tested?

AR
34. Are adequate insulating means in place
in the LNG Carrier/FSRU connection?

AR
No bonding cable. Insulated
loading arm flanges
35. Are FSRU lines fitted with a non-return
valve or procedures to avoid back
filling been discussed

AR NRVs fitted on FSRU
36. Have Smoking rooms been identified
and are smoking requirement being
observed?

AR Nominated Areas:
37. Are naked light regulations being
observed?

AR
38. Are LNG CARRIER/FSRU telephones,
mobile phone and pager requirements
being observed?

AR
39. Are hand torches (flashlights) of an
approved Type?

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40. Are fixed VHF/UHF transceivers and AIS
equipment on the correct power mode
or switched off?

41. Are portable VHF/UHF transceivers of
an approved type?

42. Are the LNG Carriers main radio
transmitter aerials earthed and radars
switched off?

43. Are electric cables to portable
electrical equipment within the
hazardous area disconnected from
power?

44. Are window-type air conditioning units
disconnected?

45. Is positive pressure being maintained
inside the accommodation, and are air
conditioning intakes, which may permit
the entry of cargo vapours closed?

46. Have measures been taken to ensure
sufficient mechanical ventilation in the
pump room?
N/A N/A R No pump room- LNG Vessel
47. Is there provision for and emergency
escape?

Lifeboat & Stbd side
accommodation ladder
48. Have the maximum wind and swell
criteria been agreed?

A

Stop cargo at: 35 knots wind sp.
Disconnect at: 40 knots wind sp.
No unberthing at sustained wind
speed of above 20 knots and 25
knot gusts. See FSRU guidelines
for Adverse Weather Policy.
49. Have Security protocols been agreed
between the LNG CARRIER Security
Officer and the Port Facility Security
Officer?

A
MARSEC Level:_______

50. Where appropriate, have procedures
been agreed for receiving nitrogen
supplied from FSRU, either for inerting
or purging LNG Carriers tanks or for
line clearing into the LNG Carrier?

A P

If the ship is fitted, or required to be fitted, with an Inert Gas System (IGS) the following
statements should be addressed.
Inert Gas System Ship
FSRU
Code Remarks
51. The IGS is fully operational and in good
working order.
P
52. Deck seals, or equivalent, are in good
working order.
R
53. Liquid levels in pressure/vacuum breakers
are correct.
R
54. The fixed and portable oxygen analysers have
been calibrated and are working properly.
R
55. All the individual tank IGS valves (if fitted)
are correctly set and locked.
R
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56. All personnel in charge of cargo operations
are aware that in the case of failure of the
Inert Gas Plant, discharge operations should
cease, and the terminal be advised.

Questions 51 to 56 re Inert Gas System Not Applicable

If the ship is fitted with a crude oil washing (COW) system, and intends to COW, the following
statements should be addressed.
Crude Oil Washing Ship
FSRU
Code Remarks
57. The Pre-Arrival COW checklist, as contained
in the approved COW manual, has been
satisfactorily completed.

58. The COW check lists for use before, during
and after COW, as contained in the
approved COW manual, are available and
being used.
R
Questions 57 & 58 re Crude Oil Washing Not Applicable

If the ship is planning to tank clean alongside, the following statements should be addressed.

Tank Cleaning Ship
FSRU
Code Remarks
59. Tank cleaning operations are planned during
the ships stay alongside the shore
installation.
Yes/No*
A) Yes/No
*

60. If yes the procedures and approvals for tank
cleaning have been agreed.

61. Permission has been granted for gas freeing
operations.
Yes/No* Yes/No*
Questions 59 to 61 re Tank Cleaning Not Applicable

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PART C BULK LIQUID CHEMICALS - VERBAL VERIFICATION

Bulk Liquid Chemicals Ship
FSRU
Code Remarks
1. Material Safety Data Sheets are available
giving the necessary data for the safe
handling of the cargo.

2. A manufacturers inhibition certificate,
where applicable, has been provided.
P
3. Sufficient protective clothing and equipment
(including self-contained breathing
apparatus) is ready for immediate use and is
suitable for the product being handled.

4. Counter measures against accidental personal
contact with the cargo have been agreed.

5. The cargo handling rate is compatible with
the automatic shut down system, if in use.
A
6. Cargo system gauges and alarms are
correctly set and in good order.
B.
7. Portable vapour detection instruments are
readily available for the products being
handled.

8. Information on fire-fighting media and
procedures has been exchanged.

9. Transfer hoses are of suitable material,
resistant to the action of the products being
handled.

C.
10. Cargo handling is being performed with the
permanent installed pipeline system.
P
D.
11. Where appropriate, procedures have been
agreed for receiving nitrogen supplied from
ashore, either for inerting or purging ships
tanks, or for line clearing into the ship.
A P
E.

Part C Bulk Liquid Chemicals Questions 1 to 11 Not Applicable
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PART D BULK LIQUEFIED GASES Verbal Verification
Bulk Liquefied Gases
LNG
CARRIER
FSRU
Code
Remarks
1. Are Material Safety Data Sheets available
giving the necessary data for the safe
handling of the cargo

LNG unloading only. See ICS MSDS
2. Has a manufacturers inhibition certificate,
where applicable been provided?
N/A N/A P LNG only
3. Is the water spray system ready for use?

4. Is sufficient suitable protective equipment
(including self-contained breathing
apparatus) and protective clothing ready for
immediate use?

5. Are hold and inter-barrier spaces properly
inerted or filled with dry air as required?

6. Are all remote control valves in working
order?

7. Are the required cargo pumps and
compressors in good order, and maximum
working pressures been agreed between
LNG CARRIER and FSRU?

A

8. Is re-liquefaction or boil-off control
equipment in good order?

9. Is gas detection equipment properly set for
the cargo, calibrated, been tested and
inspected and in good order?

10. Are cargo system gauges and alarms
correctly set and in good order?

11. Have emergency shutdown systems been
tested and are working properly?

12. Have LNG Carrier and FSRU informed each
other of the closing rate of ESD valves,
automatic valves or similar devices?

A

LNG Carrier
FSRU..
13. Has information been exchanged between
LNG Carrier and FSRU on the
maximum/minimum temperatures/pressures
of the cargo to be handled?

A

14. Are cargo tanks protected against
inadvertent overfilling at all times while
any cargo operations are in progress?

15. Is the compressor room properly ventilated;
the electrical motor room properly
pressurised and is the alarm system
working?

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16. Are cargo tank relief valves set correctly
and actual relief valve settings clearly and
visibly displayed?
Tank No 1.
Tank No 2
Tank No 3
Tank No 4
Tank No 5
Tank No 6.
Tank No 7
Tank No 8
Tank No 9
Tank No 10

DECLARATION:
We the undersigned have checked, where appropriate jointly, the items on this check list and have
satisfied ourselves that the entries we have made are correct to the best of our knowledge.
We have also made arrangements to carry out repetitive checks as necessary and agreed that those
items marked with the letter R in the column 'Code' should be re-checked at intervals not
exceeding 4 hours.
If to our knowledge the status of any of any item changes, we will immediately inform the other
party

For LNG CARRIER For FSRU
Name: Name:
Rank: Position:
Signature: Signature:
Date: Date:

Updated: Date/Time/Signature

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13. APPENDIX H - SAFETY LETTER
The Safety Letter is on the next page for ease of printing.
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Dubai LNG Terminal
Jebel Ali Port


The Master,
S.S.
Dear Sir,
Responsibility for the safe conduct of operations whilst your ship is at this terminal rests jointly
with you, as master of the ship, and with the responsible terminal representative. We wish,
therefore, before operations start, to seek your full co-operation and understanding on the safety
requirements set out in the Ship/FSRU Safety Check List which are based on safe practices widely
accepted by the oil and the tanker industries.
We expect you, and all under your command, to adhere strictly to these requirements throughout
your stay alongside this terminal and we, for our part, will ensure that our personnel do likewise,
and co-operate fully with you in the mutual interest of safe and efficient operations.
Before the start of operations, and from time to time thereafter, for our mutual safety, a member
of the terminal staff, where appropriate together with a responsible officer, will make a routine
inspection of your ship to ensure that the questions on the Ship/Shore Safety Check List can be
answered in the affirmative. Where corrective action is needed we will not agree to operations
commencing or, should they have been started, we will require them to be stopped.
Similarly, if you consider safety is endangered by any action on the part of our staff or by any
equipment under our control you should demand immediate cessation of operations.
Please acknowledge receipt of this letter by countersigning and returning the attached copy.

Signed:
FSRU (Terminal) Representative
Date:
FSRU (Terminal) Representative on duty is:
Name:
Position:
Phone No:
UHF Channel:
VHF Channel:
Marine duty is:
Jebel Ali Port Traffic Control: VHF 17
Signed:
LNG Carrier Master
Date:

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14. APPENDIX I CARGO HANDLING AGREEMENT
Cargo Handling Agreement is on the next page for ease of printing.
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Dubai LNG Terminal
Jebel Ali Port


FSRU Golar Freeze Date:
LNG Carrier.
Terminal Dubai LNG Terminal Jebel Ali

The Chief Officer on the FSRU will be in charge of the cargo operations, and will give the
LNG Carrier instructions in regards to the LNG cargo operation procedures.
The Pre Cargo Transfer and Safety Meetings will be held onboard the LNG Carrier

LNG Quantities
FSRU ROB of LNG before loading m3
FSRU Amount of LNG to be loaded m3
LNG Carrier Amount of LNG to be discharged m3
LNG Carrier Requested LNG Heel m3

Agreed quantity of LNG cargo to be transferred. m3

Cargo Transfer

Maximum LNG cargo transfer rate in m3/hr and maximum line pressure.
FSRU m3/hr Bar g
LNG Carrier m3/hr Bar g
Terminal m3/hr Bar g

Agreed LNG cargo transfer rate m3/hr
Estimated time for completion of cargo transfer Hours

Agreed LNG cargo starting rate m3/hr
The FSRU will instruct the LNG Carrier when to start cargo transfer

Agreed cargo topping off rate m3/hr
The FSRU will inform the LNG Carrier one hour before completion of cargo and 10
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minutes before stop LNG cargo transfer completely.

The Ramp Up and Ramp down procedures to be attached to the Cargo Handling Agreement.

Boil Off vapour will be sent from the FSRU to the LNG Carrier
FSRU Agreed Tank Pressure Mb g
LNG Carrier Agreed Tank Pressure Mb g

LNG Liquid Header Cargo lines temperature and confirmed ready for cargo transfer
FSRU Deg C
LNG Carrier Deg C

Cargo arms temperature prior to cargo transfer is at ambient temperature. LNG Carrier to cool
down liquid cargo arms to -145DegC prior to commencement of Cargo Transfer
FSRU Liquid Cargo Arms Cool Down Rate Deg C/hr
LNG Carrier LNG supply rate m3/hr

CNG Production
FSRUs CNG expected production rate average - during loading m3/hr

Declaration
We the undersigned have understood and agreed to the Cargo Handling Agreement.
FSRU Golar Freeze
(Person in charge)
LNG Carrier
(Person in Charge)
DUSUP
(Person in Charge)
Name: Name: Name:
Rank: Rank: Position:
Signature:
Time:
Signature:
Time:
Signature:
Time:

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15. APPENDIX J FSRU ESD CONNECTION

Diagram is also printed on the following page
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16. APPENDIX K - DOCUMENTATION CHECKLIST

Dubai LNG Terminal
Jebel Ali Port

Documentation Checklist
The parties outlined below hereby acknowledge the receipt of the following documents during the
unloading of LNG at Dubai LNG Terminal.
Loadport Document
flow

LNGC Vessels Name

DUSUP

FSRU Golar Freeze

Original and/ or Copies of
Loadport Documents
Recipients of Loadport
Documents Originals and / or
Copies
Recipients of Loadport
Document Copies ONLY (if
requested)
Original Copy Original Copy Original Copy
No. on Board No. on Board No. Received No. Received

No. Received
Bill of Lading
---x---
Cargo Manifest
---x---
Certificate of Origin
---x---
Other loadport documents
(please list here)
---x---
Dubai LNG Terminal
Document flow

LNGC Confirms they have
signed the following Original
Disport Documents and
received Copies for their
records
DUSUP Confirms Receipt of
the following Signed Disport
Documents Originals and
copies (if applicable)
Golar Confirms Receipt of
the following Signed Disport
Documents Originals and
copies
Conditions of Use
----x----
Safety Letter
----x----
Cargo Handling
Agreement
----x----
Signed NOR / NOA
----x----
Opening and Closing CTMS
----x---- ----x----
Certificate of Quality
----x---- ----x----
Other disport documents
exchanged (please list here)

LNGC Date: DUSUP Date: FSRU Golar Freeze Date:
Signed :
Printed Name
Signed :
Printed Name:
Signed :
Printed Name

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Dubai LNG Terminal Regulations Final P 27-10-10

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Dubai LNG Terminal Regulations Final P 27-10-10

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Dubai LNG Terminal

Jebel Ali Port

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