LNG TERMINAL 'REVITHOUSSA' Marine Procedures Manual

DESFA S.A.

MARINE PROCEDURES MANUAL

REVISION 00 1 REVITHOUSSA LNG TERMINAL

LNG TERMINAL ‘REVITHOUSSA’

Marine Procedures Manual

DESFA S.A.



TABLE OF CONTENTS

1.0 Foreword

2.0 Communications

3.0 Definitions

4.0 Overview of the Terminal

4.1 Terminal Location and Description

4.2 Weather and Tidal Data

4.3 Water Depths at the Berth

4.4 Cargo Reception

4.5 Jetty Facilities

5.0 Vessel Approval Conditions

6.0 Ship Arrival and Port Navigation

6.1 Standard Ship and Port Navigation

6.2 Pilotage – General Requirements

6.3 Tug Assistance for Berthing and Unberthing

6.4 Berthing Operations

6.5 Mooring Operations

6.6 Exclusion Zone

6.7 Unmooring

7.0 Terminal Regulations

7.1 Receipt of Regulations

7.2 State of Readiness

7.3 Ship’s Stores

7.4 Control of Ignition Sources

7.5 Pollution Prevention

8.0 Cargo Handling

8.1 Pre Arrival

8.2 Cargo Handling and Supervision

8.3 Connection between Terminal and Ship

8.4 Positioning the Gangway

8.5 Pre-Discharge Meeting

8.6 Notice of Readiness to discharge

DESFA S.A.



8.7 Hard Arm Connection

8.8 Leak Test and Oxygen Purge

8.9 Initial Cargo Measurements (opening custody transfer)

8.10 Vapour system line up

8.11 Emergency Shut-down Test (warm ESD)

8.12 Cool-down of Hard Arms

8.13 Starting Cargo Pumps

8.14 Cargo Sampling

8.15 Stopping Cargo Pumps

8.16 Drain Liquid Arms and purge of arms

8.17 Final Cargo Measurements (closing custody transfer)

8.18 Disconnecting Liquid and Vapour Arms

8.19 Preparation for Unberthing

9.0 Access and Security

9.1 Access to LNG Facility

9.2 Security, ISPS

9.2.1 Security Level 1



10.0 Emergency Procedures

10.1 Controling an emergency situation

10.2 Emergency at LNG Facility

10.2.1 Emergenct Signals

10.2.2 Emergency Detection equipment

11.0 Dealing with emergencies

11.1 Incident aboard a vessel

11.1.1 Fire aboard a vessel

11.1.2 LNG leak aboard the vessel

11.2 Incident at the LNG Facility

11.2.1 Jetty fire

11.2.2 LNG Leak on the Jetty

12.0 Drug and Alcohol Policy

DESFA S.A.



ATTACHMENTS

Attachment 1 References

Attachment 2 Bythometric Chart

Attachment 3 Revithousa Jetty and Terminal Information

Attachment 4 Operating envelope

Attachment 5 Fenders compression data and characteristic curves

Attachment 6 Agenda for Pre-Discharging Meeting

Attachment 7 Ship/Shore Safety Check List and Safety Letters

DESFA S.A.



1.0 FOREWORD

The scope of this manual is to describe the regulations and operational procedures for marine

affairs, to be followed at Revithousa LNG Terminal and to ensure safe and efficient operation

at the waterfront and apply to all LNG Carriers including parties operating at the Terminal

berth such as the Elefsina Port Authority, harbour pilots, mooring gangs, cargo inspectors and

ship visitors.

DESFA for all the activities of unloading, storage and gasification of liquefied natural gas has

implemented and maintains a Safety Management System which fulfills the requirements of

the standard ELOT 1801:2008 – OHSAS 18001:2007 and the SEVESO II Directive

96/82/EC as amended by Directive 2003/105/EC for the Control of Major Accident Hazards.

This manual is laid out according to the recommendations and major references mentioned in

the References in Att. 1.

DESFA S.A.



2.0 Communications, Addresses.

DESFA S.A. Head Offices

357-359 MESSOGION AV.

GR 15231 HALANDRI ATHENS

REVITHOUSSA LNG TERMINAL

NISOS REVITHOUSSA

19100 MEGARA

ATTIKI - GREECE

Telephone lines / fax. REVITHOUSSA LNG Terminal

Internal call (1)

International call fax

Main Control Room 6142

6006

0030-210-5508142

0030-210-5508006

+30-210-5508144

Plant Manager 6001 0030-210-5508001 +30-210-5508201

Operation Manager,

Port Facility Security

Officer (PFSO)

6007

0030-210-5508007

+30-210-5508201

(1) Internal: through ESD/communication link, communication between ship and shore can be done with this

calling numbers

Electronic mail (e-mail) [email protected]

VHF Radio channels

Revithoussa LNG terminal is equipped with marine radio frequency system (VHF) and used

frequencies are:

pilot station channel 6

Alongside channel 68

DESFA S.A.



3. Definitions

Berthing Line The vertical interface formed between the jetty fenders and the ship’s side

resting against them.

Chart Datum This is the water level used on nautical charts to which all elevations and

depths are reported. On the chart for Revithousa it is set at the level of

Lowest Astronomical Tide.

DESFA Hellenic Gas Transmition System Operator.

ESD Emergency Shut Down (as related to ship/shore operations).

ETA Estimated Time of Arrival.

Exclusion Zone An exclusion zone established round the jetty within all other ships and

service craft are not permitted to enter.

GIIGNL Groupe Internationale des Importateurs due Gaz Naturel Liquefé.

Hard Arms Unloading Arms.

Heel The amount of liquid LNG retained in a ship’s cargo tank at the end of

discharge.

IMO International Maritime Organization.

Jettyman The Terminal operator assigned for watchkeeping duties on the jetty.

LSL Lowest Sea Level.

LNG Liquefied Natural Gas and its principal constituent is methane. It is held

at close to atmospheric pressure at a temperature of about –162°C.

LLW Low Level Water.

Terminal

Representative

The Terminal employee appointed to manage marine affairs.

MSL Mean Sea Level.

Mooring gang Shore side team (subcontracted) deploys the mooring lines according to

the agreed mooring plan.

OCIMF Oil Companies International Marine Forum.

Operating

Envelope

The three dimensional zone traced out by the changing position of the

ship’s manifold connection that can be covered during normal operations

by the hard arms.

DESFA S.A.



Panel Operator The terminal operator assigned to permanently attend the control panel in

the Terminal Control Room.

Parallel Body The area of a ship’s side comprising flat plates. It is the area on the ship’s

hull where the jetty fenders can best support the LNG carrier.

PERC Power Emergency Release Coupling.

PPE Personal Protective Equipment.

PFSO Port Facility Security Officer.

QC/DC Quick Connect / Disconnect Coupler.

Ship’s Agent The Ship’s Agent appointed by shipmanagement to protect their interests

while the LNG carrier is in Greek waters.

Safety

Management

System

The terminal’s system for controlling on-site safety.

Hazardous

Areas

Hazardous Areas are established on jetty to define the type of electrical

equipment permitted in the area.

Shift Leader The terminal employee assigned to manage the shift.

SIGTTO Society of International Gas Tankers and Terminals Ltd.

SOLAS International Convention for the Safety of Life at Sea.

Spotting Line The Spotting Line is the position at which an LNG carrier should be held

by the mooring lines so that the vapour returns on board and ashore are

exactly in line with one another.

DESFA S.A.



4.0 Overview of the Terminal

4.1 Terminal Location and Description

Revithoussa LNG Terminal is situated in the Gulf of Megara (Kolpos Megaron) on

Revithoussa Island (Nisos Revithoussa) and is some 10 nautical miles west of Piraeus. The

terminal is owned by the DESFA S.A. The geographical position of the terminal is at

Latitude 37° 57.6’ North and Longitude 23° 24.2’ East.

4.2 Weather and Tidal Data

The predominant wind direction is from south-west to north-east and the wind speed is

Beaufort Force 2 for just over 30% of the year. Winds of up to Beaufort 8 are experienced

from time to time, more usually from the north.

On about four of five occasions per year northerly winds can exceed 40 knots. Storm force

winds with velocities of 60 knots occur about three or four times per year. In spring and

autumn winds are mainly westerly while in summer they tend to be variable.

Calculations made for wave height at Revithoussa provide the following data.

Wind Speed

(Beaufort)

Wind Direction – Wave Height (m)

N NE E SE S SW W NW

6 0.4 0.4 0.7 1.0 1.5 1.4 1.0 0.6

7 0.6 0.6 0.9 1.4 1.8 - 1.4 0.8

8 0.8 0.8 - - 2.3 - 1.8 0.9

During strong winds, tidal levels may rise by approximately 0.3 metres. Surface currents are

seldom of concern.

Tides are also of small amplitude.

DESFA S.A.



Tidal Data for Revithoussa LNG Jetty

Maximum Current at Jetty

Height (m) Knots Direction

Highest Astronomical Tide 1.0 Currents are reported to be minimal

Lowest Astronomical Tide 0

Note:- Tidal heights refer to Chart Datum which is at the level of Lowest Astronomical Tide

Atmospheric visibility in the area is reduced to less than one nautical mile only on about two

occasions per year.

4.3 Water Depths at the Berth

Based on LLW datum, the minimum water depth at the berth is 12,7m. At the berth, the

terminal requires shipmasters to maintain a minimum Under-Keel Clearance (UKC) of 1.0

metre at all times. Bythometric chart of Revithoussa jetty water depth is shown in the

appended Figure in Att. 2.

The jetty is suitable for ships with following size limitation:

Parameter min max

Deadweight 130.000 tn

Length overall (LOA) 180 m 290 m

Draft 8,5 m 11,5 m

4.4 Cargo Reception

The cargo reception is carried out at one jetty on the south side of the island and following

the same procedures within the unloading and storage facilities of the terminal.

The ship discharge pressure should be approximately 110m head at the ships manifold at a

temperature of -159 o

C to -164oC.

LNG from the ships unloading system discharges through the two 12” unloading arms, Z-

3101 A and Z-3101 B and through the 16” unloading arm Z-3101 C with total flowrate 7.250

m3/h.

DESFA S.A.



One vapour arm is provided to return vapour to the ship during unloading by free flow.

Every 12” unloading arm delivers the LNG at a maximum flow of 1.750m3/hour and the 16”

unloading arm delivers the LNG at a maximum flow of 3.750 m3/hour.

Terminal LNG storage capacity is about 130.000m3. Two LNG storage tanks with 65.000 m

3

capacity each are full containment below ground with 9% Nickel steel inner tank, with design

pressure of 290mbarg and normal max. operating pressure of 250mbarg.

4.5 Jetty Facilities

The available major jetty facilities described below. Further details and data information for

jetty facilities are mentioned in Jetty and Terminal information (Att. 3).

Unloading Arms

Unloading arms comprise the articulated pipework used for transferring LNG, vapour and

liquefied nitrogen between ship and shore.

The vapour and unloading arms are equipped with hydraulic Quick Connect/Disconnect

Couplers (QC/DC) and forms an integral part of the unloading arm. The QC/DC provides the

means of connecting and disconnecting the unloading arm to the ship manifold flange

without the need for nuts and bolts.

Unloading arms handling LNG, vapour return gas and liquefied nitrogen are equiped with

Power Emergency Release Couplings (PERC). The PERC system provides the means to

disconnect the unloading arm from ship manifold in the event of an emergency.

Each coupling itself is flanked by two ball valves that close, to isolate the flow of LNG,

before the coupling opens.

The appended Figure in Att. 4 shows the various limits of hard arm operation and normal

operating envelope.

The same figure also shows two trigger points beyond the normal operating envelope. The

innermost ‘shell’ is the point at which ESD/1 cuts in.

If the ship moves further, so touching the outer ‘shell’ ESD/2, the ball valves in the hard arms

close, the powered emergency release couplings (PERCs) operate and the arms are released

automatically without damage or undue spillage (Emergency Release condition).

DESFA S.A.



Each hard arm is fitted with insulation flange for Ship/Shore electrical isolation.

The terminal has special reducers on site (12” to 16” and 600 mm in length) to allow the 12”

vapour and unloading arms connection to the ship’s liquid and vapour manifolds.

At the jetty area there is a liquid drain KO drum for LNG unloading arms drainage after

finishing discharging.

Emergency Shut Down System - Ship/Shore Communication Link

The standard of ESD link used in the terminal is Pyle National Electric with shore connector

type AF-1016-621PL-22 (37 pins, male).

Two telephone Lines are available on the ship/shore link one hot-line telephone and one

connected to the public system.

Moorings

Six triple and four double, quick-disconnect mooring hooks are provided.in the jetty area.

Ships calling at Revithoussa LNG Terminal are required to comply with the S/S compatibility

study meeting, agreed mooring plan, (see Chapter 5.0: Vessel Approval Conditions).

It is ship’s responsibility to develop a mooring study arrangement based on terminal mooring

hooks data, arrangement and fenders strength (see Att.3). The mooring plan should be

discussed and agrred in the S/S compatibility meeting.

For the purposes of monitoring mooring loads each mooring hook is fitted with a strain gauge

with read-outs provided in the terminal’s control room.

Fenders

Two large and four small fenders are installed in the jetty structure.

The fenders system is adequate for vessels to approach the berth with maximum impact

velocity 0,15 m/sec at a maximum angle of 10° to the berthing line.

Fenders arrangement is shown in Att. 3. Fenders compression data and characteristic curves

are shown in Att. 5.

Gangway

The appropriate working space on the ship’s deck is 2mx2m.

DESFA S.A.



Gangway position and details see in the Att. 3.

Jetty Fire Fighting Equipment

Terminal’s jetty is equipped with firefighting systems, they are mentioned in Att. 3.

Terminal’s connections available for supplying various services to vessel.

A liquid nitrogen supply line to load liquid nitrogen to the ship and a water supply connection

to transfer fresh water to the ship are provided.

For technical details of connections see in Att.3.

DESFA S.A.



5.0 Vessel Approval Conditions.

Each vessel calling at Revithoussa should follow the rules and requirements of the “LNG

vessel approval procedure” of the terminal before its first calling. Vessels operators can apply

to the terminal for vessel compatibility study, at least 30 days before its first calling at the

terminal or in advance. Only vessels which satisfactory pass all steps of LNG vessel

procedure can discharge at Revithoussa LNG terminal.

The objective of this procedure is to describe the steps which should be followed for a)

checking the technical and operational compatibility of a ship requesting access to DESFA

LNG Terminal and b) approving and including this ship in the Approved Vessel List of the

DESFA LNG Terminal.

LNG vessels shall be in accordance with International LNG Vessel Standards Guidelines and

must be designed, constructed, equipped, operated, and maintained so as to remain in

compliance with the applicable National Laws, Port Regulations and the provisions of the

relevant and applicable “IMO Gas Carrier Codes” (see att. 1, References 8, 9, 10, 19 and 20)

at all times while within the Terminal’s berth.

Terminal requires all vessels discharge at its facilities to be classed by a member of the

International Association of Classification Societies (IACS). LNG-Shipper's ship insurance

documents Protection and Indemnity (P&I) Club membership is also necessary for all

vessels.

LNG vessels shall remain in compliance with and have onboard all valid and applicable

trading certificates, documents, manuals, publications, and charts as required by the

international and national laws.

LNG vessels calling for discharging to the Terminal shall be capable of safely operating

within the limitations of the berth (Att.3), its discharging facility and associated mooring

equipment. Communication means fully complying with applicable regulations should be in

constant communication with the Terminal and with other Vessels in the area (including

Tugs, fireboats, escort vessels and other Vessels employed in port operations).

DESFA S.A.



LNG vessels shall have, and retain onboard at all times, sufficient appropriate personnel with

good working knowledge of the written and spoken English language to enable operations to

be carried out safely and efficiently, as well as to maintain necessary cargo and cargo

operations records, and to initiate and maintain immediate and reliable ship/shore

communications for operational matters and in emergency situations.

Revithoussa LNG terminal may or may not require a ship inspection (vetting) prior to the

first berthing. This inspection is performed by a DESFA LNG endorsed inspector and

performed according to OCIMF guidelines accepted by DESFA LNG. Vessel acceptance by

DESFA LNG following such inspection being without prejudice to the responsibility of the

parties as specified in the relevant contracts to comply with all applicable rules and

regulations and/or for any and all consequences of any such non compliance.

DESFA S.A.



6.0 Ship Arrival and Port Navigation

6.1 Standard Ship Arrival Procedure

All LNG carriers scheduled for discharge at Revithoussa comply with the following ship-

arrival procedure.

Via the Ship’s Agent, by means of fax or e-mail, the shipmaster gives DESFA LNG terminal

and the Port Authority advanced notice of the expected time of ship’s arrival (ETA) at the

following intervals:

72 hours prior to arrival




The first ETA message includes the following information: -

� Name of ship

� Name of shipmaster

� Arrival draft forward and aft and estimated departure draft

� Quality and quantity of cargo for discharge

� Last port of call

� ISPS Pre-Arrival Security Information form

� Crew list

� Notification Prior to Entry into a Greek Port

� ANEX II Form

� Estimated time of arrival (ETA)

� Verification that there are no unusual temperatures or pressures in any cargo tank, hold

or inter-barrier space

The Port Authority responsible for maritime safety at Revithoussa is the Elefsina Port

Authority. The responsibility for harbour pilotage at Revithoussa is at Piraeus within a

division of the Piraeus Port Authority

DESFA S.A.



Shipmasters should be aware of General Regulations of the Port of Elefsina regarding safety,

security, oil pollution and Free Pratique.

6.2 Pilotage - General Requirements

Pilotage is compulsory for all LNG carriers arriving at and departing from the terminal.

The Ship’s Agent is responsible for the transportation of Pilots and other officials by his own

means.

When a ship leaves the berth in an emergency, with pilots unable to reach Revithoussa

quickly form their station in Piraeus, the shipmaster alone is authorised to carry out the

unberthing manoeuvre.

6.3 Tug Assistance for Berthing and Unberthing

Berthing and unberthing operations are accomplished with tug assistance, for berthing up to 4

tugs and for unberthing up to 3 tugs, number and bollard pull of tugs choice is responsibility

of ship’s Agent and ship master and have to be agreed during terminal and ship compatibility

study.

Tugs assisting LNG carriers are appointed by the Ship’s Agent. Ship’s Agent should be

aware of Ship Operator requirements concerning the tug’s power, maintenance checks, crew

training (fire fighting) and stand-by duties while occupying the tug berth at the terminal.

For the selection and defining of assisting and stand-by tugs, Ship’s Agent should take into

consideration all relevant provisions of Local legislation as amended and apply each time.

Stand-by Tug

When an LNG carrier is at the jetty, one tug with appropriate power should be stund by while

ship is alongside. The tug is secured at the special mooring buoy 300 metres west of the LNG

jetty. The tug-master has the tug ready for action at all times and keeps a listening watch on

VHF Channel 68. Control of the tug’s activities is under the direct instruction of the terminal.

In adverse weather, with wind speeds above 40 knots, (or in case of possible ship break-out)

the tug is called to provide immediate assistance, to the ship as required.

DESFA S.A.



The tug is fitted with fixed firefighting equipment meeting with the Classification Society’s

highest firefighting standards.

6.4 Berthing Operations

Berthing operations are carried out by day and night, therefore in normal conditions the ship

can expect to berth on arrival.

Ships may berth either port side or starboard side alongside the jetty depending on wind and

current conditions. There is a strong preference for berthing port side alongside, based on the

position of the shore gangway. A port side berthing provides close access between the

gangway and the ship’s accommodation for normal operations and emergency procedures.

Pilots are assisted during berthing with speed-of-approach equipment permanently set up on

the jetty having large read-outs set up on the hillside. Harbour pilots should be aware of the

berthing velocity limit (0,15 m/sec). Here the aim is to land the ship’s parallel body on all

fenders at the same time.

Berthing is not permitted under the following conditions:

the wind speed is over 25 knots

the forecasted winds are greater than 40 knots

the wave height is over 1.2 metres

the horizontal visibility at the jetty is less than one

nautical mile

an earthquake warning has been issued

Communication during Berthing / Unberting operation.

VHF Channel 06 is for communication between Terminal – Ship’s Pilot – Mooring boats,

during Berthing / Unberthing.

VHF Channel 68 is for communication between Terminal Control Room – Ship’s Control

Room and stand by tug, during discharging operation.

DESFA S.A.



6.5 Mooring Operations

Mooring operations are carried out with the assistance of two properly manned mooring

boats, together with a mooring gang on the jetty. One mooring boat attends forward and the

other aft. For the selection and defining of mooring boats, Ship’s Agent should take into

consideration all relevant provisions of Local legislation as amended and apply each time.

The mooring gang deploys the mooring lines in accordance with the pilot’s instructions and

the agreed mooring plan.

The mooring boat crew’s and mooring gangs on the jetty are required to be equipped with

proper PPE and to wear lifejackets.

6.6 Exclusion Zone

The Elefsina Port Authority has declared a 300 m exclusion zone around the LNG jetty and

pilots on other ships should be aware of this restriction, so keeping a wide berth from moored

LNG carriers.

6.7. Unmooring

Prior to the commencement of unmooring the ship’s agent ensures that the mooring gang is in

attendance at the jetty. He also ensures that the pilot is onboard the ship and that the harbour

tugs are on station.

Unmooring operations are carried out by the mooring gang in attendance of terminal’s

operator on the jetty.

DESFA S.A.



7.0 Terminal Regulations

7.1 Receipt of Regulations

When the ship is alongside the terminal, before cargo operations begin and during the Pre-

Discharge Meeting, the shipmaster receipts and signs terminal’s S/S Safety Check List and

Safety Letters (see Chapter 8.0 para 8.5 and Att. 7).

7.2 State of Readiness

During ship remaining alongside her engines must be maintained at full readiness at all times

to allow the ship to leave the berth at short notice if so required in an emergency.

Repairs or other works that may immobilise the ship or disrupt jetty access are not allowed.

If unavoidable breakdown occurs to the ship, then repairs may be permitted with the ship

remaining alongside after receiving a written approval from the Terminal Manager. In cases

where the ship’s mobility is affected, permission to remain alongside is conditional upon the

shipmaster hires an additional tug so the ship may be moved.

If emergency departure from the berth is required, this is carried out by the shipmaster

without the aid of a pilot. At such times, as far as possible, the Terminal Representative

ensures that other ancillary services, such as mooring boats and mooring gangs, are on hand.

Prior to operations starting, the Terminal Representative agrees with the shipmaster the

manoeuvres required for the emergency departure procedure.

7.3 Ship’s Stores

Provided operations are not delayed, the loading of ship’s stores and spare gear is permitted

while the ship is alongside. Terminal requires an agreed plan to be prepared at the Pre-

Discharge Meeting to cover storing requirements and that storing operations are programmed

for periods when the hard arms are not connected. During cargo Operations storing craft

coming alongside the LNG carrier is not permitted.

All large deliveries must be loaded from a barge at some other time at an offshore location.

7.4 Control of Ignition Sources

DESFA S.A.



Repair and Maintenance Works

Repair and maintenance works involving either hot work or cold work is prohibited on the

ship and jetty unless written permission is obtained from the terminal. At these times, the

terminal precautions require the Work Permit system to be strictly followed.

Smoking

On the terminal, the smoking of tobacco is strictly prohibited except in locations in which

smoking is specifically approved by the terminal management.

On LNG carriers, smoking is limited to approved locations, jointly agreed under the terms of

the Ship/Shore Safety Check List. These locations must be situated in the accommodation

and without doors, windows or portholes that open directly onto the open deck.

Matches, Lighters and Battery Operated Equipment

Persons involved in cargo handling operations are prohibited from carrying any articles that

may cause sparks, such as matches or cigarette lighters. The use of battery-operated

equipment (including cameras, mobile telephones, torches etc), outside of safe zones, is

prohibited, unless authorised by the Terminal Manager for a specific purpose.

Ship visitors may carry mobile telephones and pagers through the terminal, but during transit

of the terminal and jetty’s Hazardous Areas, the battery must be disconnected and carried

separately.

Electrical Storms

During electrical storms at, or close to, the terminal all cargo operations must stop and all

cargo valves are closed.

Vehicles

Vehicles operating within the terminal are properly adapted for such areas of operation.

Motor vehicles are not allowed on the jetty, or its approach, while cargo operations are in

progress.

7.5 Pollution Prevention

DESFA S.A.



Prevention of Marine Pollution

No oil or mixture containing oil is allowed to escape from a ship while within Greek waters.

While alongside the jetty, all ships are prohibited from carrying out any internal transfer of

bunker oil.

If floating oil is found in the vicinity, both ship and terminal inform each other regarding the

facts. The matter is immediately reported to the Coastguard at Elefsis.

Port Reception Facilities for Waste Oil

The Port Authority has approved contractors for the removal and reception of limited

quantities of bilge water and oils. Ships wishing to make use of this service must contact the

Ship’s Agent.

Blanking Unused Manifold Connections

Unused cargo and bunker manifolds must be properly blanked and have their manifold valves

closed. Blank flanges are fully bolted and other types of fittings, if used, are properly

secured.

Garbage Disposal

No garbage or other materials, either liquid or solid, shall be discharged overboard from a

ship, but must be retained in suitable receptacles on board until special arrangements are

made for disposal to approved from the Port Authority subcontractors. This can be arranged

by the Ship’s Agent.

Cargo Vapours

While the ship is within port limits, the venting of cargo vapours to atmosphere is prohibited.

Prevention of Air Pollution

Acoording to the Hellenic legislation and with effect from 1. January 2010, all LNG vessels

while alongside the Jetty shall use marine fuels with a sulphur content not exceeding 0,1% by

mass.

DESFA S.A.



Bunkering

The loading of bunker fuel and diesel oil is not permitted while an LNG carrier is alongside

the berth.

Inerting, Purging and Gas Freeing of Cargo Tanks

Ship’s personnel must not inert, purge or gas free a cargo tank while alongside the terminal.

If such actions becomes necessary the ship proceeds outside port limits to carry out such

works.

A similar procedure is followed when ship is clear for dry-dock. In this case the LNG vessel

is required to discharge the entire normal heel.

Warming up, inerting and aerating are than carried out at sea on the way to dry dock.

DESFA S.A.



8.0 Cargo Handling

This chapter describes operational procedures for LNG discharge. The maximum receiving

rate of LNG is 7.250 m3

/hr with three liquid arms in operation.

8.1 Pre Arrival

Hard arms, Mooring Hooks, Gangway are tested 48hours before the LNG carrier arrives.

Docking system is put in operation and nitrogen supply to arms swivel joints is regulated 2

hours before carrier arrives.

8.2 Cargo Handling and Supervision

Once the ship is alongside, the responsibility for cargo handling is shared between the ship

and the terminal.

The supervision of cargo handling operations both on the ship, and within the terminal, is

carried out between Chief Officer and Panel Operator of the terminal.

When a ship is alongside, the jetty and the ship manifold should be always manned. The

Jettyman, coming from within the Shift, is responsible for:

� Checking the ongoing safety of ship/shore operations

� Checking the condition of the hard arms

� Carrying out site and pipeline patrols

� Maintaining a log of pipeline temperatures and pressures during cool-dowm of Hard

Arms

� Checking for leaks of LNG

Within the terminal’s Control Room, checks on operations at the jetty, at the ship’s manifold

and on the moorings are covered by closed circuit television and a system for measuring

mooring line tensions.

8.3 Connection between terminal and ship

The Jetty man gives the earthing cable to the ship and crewmember put in place and then jetty

man power on. After jetty man gives the ESD cable (ESD/communication) onto the ship and

crewmembers connect it to the appropriate plug.

DESFA S.A.



During connection, the ESD switch is in the ‘off’ position and it shall only be switched ‘on’

after a proper connection is made.

Fire hose with international connector is given from ship and jetty fire man connects this to

terminal’s fire network (not in pressure).

Terminal’s fire man laid down 2 fire hoses under pressure on the jetty area.

Crewmember put in operation the water curtain at the manifold area.

8.4 Positioning the Gangway

When the ship is securely moored and all connections are ready, the jetty man raises the

shore gangway into position on the ship’s deck. Together with the ship’s crew, appropriate

gangway securing arrangements are put in place.

Ship crewmembers and the Jetty man ensure that the gangway area is properly illuminated at

night.

8.5 Pre-Discharge Meeting

Before the start of cargo operations, a Pre-Discharge Meeting is held on board the ship. The

chief officer, Shift Leader and Terminal Representative attend this meeting. The agenda for

the Pre-Discharge Meeting is shown in the Att. 5.

One MOTOROLA in UHF Channel 2 with charger and spare battery are given to the ship

control room operator for using during discharging operation

The shipmaster signs the safety, environmental and personal protective equipment policy

letters of the terminal.

Both ship’s chief officer and terminal representative check the ship shore safety check list

items and sings it. All items with the mark R shall be rechecked at intervals of 4 hours. The

terminal Ship Shore Safety Check List is shown in Att. 7.

For cargo operations following limits apply.

DESFA S.A.



Operation Wind speed limit

Cargo stoppage 30 knots and rising

Hard arm disconnection 35 knots

Resumption of cargo discharge 20 knots and falling

Early sailing (curtailment of cargo operations) When forecasted wind is above 40 knots

8. 6 Notice of Readiness to discharge

Once safely mooring alongside the jetty and safety meeting completed the shipmaster serves

a Notice of Readiness to discharge to terminal representative stating the time his ship was

ready to commence discharging cargo.

8.7 Hard Arm Connection

After confirming the insides and outsides of the manifolds are free from foreign debris and

appropriate filter (mesh 60) from ship side are put in place, the jetty man manoeuvres the

hard arms into position adjacent to the appropriate ship’s manifold. After the blank flanges

are completely removed, the arms are then connected using the Quick Connect/Disconnect

Couplers (QC/DCs).

Gaskets for inserting between the 12” unloading arm and the ship’s presentation flange are

supplied by the terminal.

8.8 Leak Test and Oxygen Purge

Purging Oxygen from Hard Arms

The terminal purge all unwanted air (if any) from the hard arms, until the oxygen content is

less than 1% by volume, using the following procedure. The hard arms are pressurised with

nitrogen gas and the pressure in the inner arms (nearest to the jetty) is released to the jetty

area. The hard arms are re-pressurised and the pressure in the outer arms (nearest to the ship)

is released to the ship’s deck area using vent valves or drain valves at the ship’s manifolds.

This procedure is repeated until the appropriate low oxygen content is achieved.

DESFA S.A.



Leak test

Leak test performed by terminal operators after connection of the arms, by pressurizing arms

with nitrogen. Liquid pipelines are pressurized up to 5 barg, and vapour pipeline to 1 barg).

Then the terminal operator applies a soapy water solution to the principal joints to establish

that the system is leak-free.

8.9 Initial Cargo Measurements (opening custody transfer)

Every ship berthed at terminal berth can burn gas in ship’s burner complying with MARPOL

Annex VI (October 2008). The burner system supply should have the ability automatically to

change from gas consumption to fuel oil, in order ship always have her own power.

The energy of the gas consumed between the opening and closing custody transfer should be

calcutaded and reported with the unloaded quantity, for that reason ship should have

appropriate measuring equipment on board and procedure accepted by both parties to

accurate measure the gas energy consumed in the engine room.

The initial cargo measurement shall be made before ESD and cool down of the unloading

arms. For the opening custody transfer all valves at ship manifold should be closed. The

measurement is done in the presence of chief officer, terminal representative and third party

surveyor as the seller and/or buyer of the cargo had agreed and authorized.

The measurement is done by the electronic primary system of the ship. The ship must also

have in operation the second measurement system. Calibration tables and level gauge

certification of ships tanks should be always on board.

All parties should sign printed sheet of the primary measuring system.

8.10 Vapour system line up

Free vapour flow by pressure difference is performed between terminal and ship tanks.

Vapour system can be lined up at this phase and depends from the recorded pressure at both

sides. Terminal vapour valve is open and ship valve can be opened after information of

terminal control room.

8.11 Emergency Shut-down Test (warm ESD)

Before the commencement of hard arm cool-down, two warm emergency shutdown tests are

performed, one from ship’s control room and one from terminal side The communication

DESFA S.A.



should be done between ship’s control room and terminal’s control room for all the

operations of ESD.

To limit pressure surges, particularly in the hard arms (which may be the most vulnerable

components in the pipeline system); checks are made to ensure that the ship’s emergency

shutdown valves close before the jetty ESD valves. ESD activation shall also ensure stoppage

of the ship’s cargo pumps.

Once per year terminal performs a cold ESD test and upon ship request.

Time closure of terminal ESD valves is 30sec.

8.12 Cool-down of Hard Arms

Cool-down of the hard arms is carried out in close co-operation between ship and terminal

personnel.

After confirmation that both ship and terminal liquid lines are lined up and they are ready to

commence cool down procedure:

- The ship starts spray pumps on the request of the terminal

- The terminal shift leader in cooperation with jetty operator and ship adjust the cool

down flow rate according to how cool-down is progressing.

- Cool down of the arms is completed when their temperature reach at -140oC.

- Checks are made to ensure nitrogen is flowing through the hard arm swivel joints.

8.13 Starting Cargo Pumps

Both ship and terminal maintain close contact and cargo pumps are started as follows: -

1. The terminal confirms that all valves in the liquid pipeline are open and that the pipeline

is in a proper condition to receive cargo.

2. The ship opens all valves in its liquid pipeline and closes the cool-down valves at the

manifolds.

3. Ship gives 5 minutes to the terminal control room before starting each pump.

4. Ship informs terminal when the agreed unloading rate is reached

DESFA S.A.



5. Terminal checks the unloading rate

8.14 Cargo Sampling

The terminal field operator commences cargo sampling after the ship confirms that a steady-

state discharge condition is achieved.

8.15 Stopping Cargo Pumps

The ship gives advanced warning to the terminal regarding the estimated time of stopping

cargo pumps. As cargo pumps are stopped, each stoppage is communicated to the terminal

and, when the discharge is completed with all pumps stopped, the terminal is informed

accordingly.

8.16 Drain Liquid Arms and purge of arms

Both ship and terminal co-operate to drain all remaining liquid from the liquid arms.

1. Liquid arms are drained from terminal to jetty KO drum.

2. On the ship, liquid in the outboard arms is drained into the ship’s system by nitrogen

pressure supplied by the terminal. .

3. The terminal operator on board checks that there is no liquid remaining in the arm by

opening the drain valves upstream of the purge line.

4. All hard arms (and vapour arm) are now further cleared with continous purge of nitrogen

until deicing of liquid arms is completed.

8.17 Final Cargo Measurements (closing custody transfer)

For the final cargo measurement all ship manifold valves should be closed. In presence of

chief officer, terminal representative and third party surveyor closing report is printed and

signed.

8.18 Disconnecting Liquid and Vapour Arms

After de-icing of the hard arms (5 to 6 hours) the terminal operators

- Check that the gas content is less than 1% by volume and then

- Disconnect the hard arms one by one and attaches the blank flanges.

DESFA S.A.



The jetty gang again purges each arm with nitrogen to remove any air (oxygen) which

hasentered the pipework, until the oxygen content is below 1% by volume.

Return hard arms back to the terminal.

8.19 Preparation for unberthing

After checking that all terminal personnel are ashore and that portable radios have been

returned, the ship/shore link the cable is unplugged from the ship and taken to the jetty, jetty

man removes gangway and finally earthing is disconnected from ship.

In presence of pilot on board, shipmaster, terminal representative, and mooring gangs all

moorings are released and with tugs assistance the ship is unberthed.

DESFA S.A.



9.0. Access and Security

9.1 Access to LNG Facility

All persons entering into the facility, and by extension accessing the jetty, shall have their

identity confirmed by the gate security guard by showing the proper papers, otherwise they

will not be allowed to enter.

All persons coming in/going out shall be registered in a special book showing the time of

entry/exit and inspections conducted.

Entry gate security personnel shall inspect all parcels and letters using, if required, an X-ray

system.

Visitors entry and exit shall only be allowed via DESFA LNG facility. The vessel crew shall

use sea transport means (powerboats) to and from the nearest port (Pachi, Megara).

Access to the vessel via the LNG facility shall be allowed only following a special PFSO

permit in writing.

DESFA personnel and associates shall board the vessel only after the measures referred

above have been applied and if accompanied by an authorised person from the facility.

9.2 Security ISPS

All security related matters should be addressed to the terminal PFSO.

The PFSO shall concur with the LNG Vessel Security Officer on any additional security

measures in case the carrier or Terminal is at a security level other than 1.


Unloading shall be carried out as usual, in accordance with Terminal’s regulations and

procedures for unloading

.


Unloading shall be carried out as usual, in accordance with Terminal’s regulation and

procedures for unloading taking into consideration following additional measures.

• A declaration of security (DOS) shall be prepared.

• Operation personnel reduced to the minimum.

DESFA S.A.



• No maintenance work (hot/cold) shall be carried out; only works supporting the

unloading following the issuance of a special permit.

• DESFA vessel patrolling the restricted sea zone.

• Security staff increased.

• Increased CCTV monitoring.

• Increased jetty patrols.

• Visitor entry to the facility shall be allowed only by PFSO permission.

• Ongoing communication with public authorities for information exchange and likely

joint action.


If security is set at level 3 before the vessel arrives, no access shall be allowed.

When security is set at level 3 during unloading:

• Unloading of the vessel shall stop

• Vessel shall be disconnect and unberthed immediately

• The facility shall be evacuated and only a minimum personnel shall remain

• The involvement of public authorities shall be immediately required to control and

monitor air, marine and underwater zone

DESFA S.A.



10.0 Emergency Procedures

Procedures carried out in case of an emergency at Revithoussa LNG Facility with impact on

the Facility and /or the LNG vessel while alongside.

10.1 Controlling an emergency situation

When an incident occurs at the Terminal’s jetty, involving an LNG vessel, the Terminal is in

overall control of the event. For all cases the centre of control is the terminal’s Control Room.

Control of a jetty emergency situation may be assigned to the terminal’s emergency team, led

by the shift supervisor and the LNG vessel captain.

An incident involving only the vessel e.g. engine room fire, shall be under the captain’s

control, although appropriate assistance shall be provided by the terminal.

10.2 Emergency at LNG Facility

In the case of an emergency situation arising at the LNG facility, which does not directly

affect the LNG unloading procedure, the facility’s control centre shall inform the vessel via

VHF channel 68 or Hot line telephon to stop unloading.In the case of an emergency affecting

the unloading procedure, the following steps should be taken:

• Enable the emergency shutdown (ESD1) system

• Inform the vessel concerned of the situation

• Enable protection means, if not enabled

• Activate the facility’s Emergency Plan.

10.2.1 Emergency Signals

• A sounding red light signal in the case of emergency system application in the jetty

area

• Three different sound signals for liquid leak, gas leak and fire.

10.2.2 Emergency Detection equipment.

At LNG facility, various means are provided for detecting danger situations:

• Fire detectors

• Gas leak detectors

DESFA S.A.



• LNG leak detectors

• An electronic system of field monitoring via cameras

• A sea zone monitoring and recording system

11.0 Dealing with emergencies

11.1 Incident aboard a vessel

For all incidents occured aboard the vessel while alongside, emergency situation shall be

handled by the vessel. The LNG facility shall apply its own internal plan

11.1.1 Fire aboard a vessel

Action to be taken by the vessel

• Enabling ESD1

• Informing LNG facility immediately

• Putting in action the internal vessel emergency plan

Action to be taken by the LNG facility

• Evacuate jetty immediately

• Activate the jetty sprinkler system immediately.

• Terminal’s staff activates the tower mounted water monitors and controls them once

requested by the vessel.

• Fire vehicles and ambulances placed in readiness.

• Inform DESFA management.

Joint Action

• Joint decision for the vessel to depart immediately.

• Communication with public authorities.

11.1.2 LNG leak aboard the vessel

Action to be taken by the vessel

• Vessel to enable ESD1

• Informing LNG facility immediately

• Putting in action the vessel’s internal plan


DESFA S.A.



• Evacuate jetty immediately

• Fire vehicles and ambulances placed in readiness

• Inform DESFA management

Joint Action

• Joint decision for the vessel to depart immediately

• Communication with public authorities

11.2 Incident at the LNG Facility

11.2.1 Jetty fire


• Enabling ESD3

• Activating the LNG facility’s emergency plan

Joint Action


11.2.2 LNG Leak on the Jetty


• Enabling ESD3

• Activating the LNG facility’s emergency plan

Joint Action


DESFA S.A.



12.0 DRUG AND ALCOHOL POLICY

All employees are expected to be in a suitable mental and physical condition to perform their

duties in a satisfactory manner and to be able at all times to deal with any emergency

situation which may arise. The consumption of prohibited drugs and alcohol can have a

dentrimental effect on the health and safety of individuals and co-workers. It is prohibited to

be under the influence of alcohol and drugs during working hours. Alcohol consumption is

strictly prohibited on work sites during working hours. However, it may be authorised, in

moderation outside working hours, in compliance with local laws and regulations.

An individual test for drugs or alcohol may be carried out in compliance with local laws and

regulations:

When an employee is obviously under the influence of alcohol or drugs

When an employee is involved in an accident

On employees with a potentially sensitive job function, prior to the start of operations,

some random testing.

When appropriate, a supporting framework shall be provided to assist employees with drugs

and alcohol – related issues.

DESFA S.A.



ATTACHMENTS

DESFA S.A.



Attachment 1

REFERENCES

EUROPEAN COMMUNITY

1. Major Accident Hazards of Certain Industrial Activities – European

Council Directive - Official Journal of the KIA 5697/590 ΦΕΚ

405Β, rev. KIA 12044/613/2007

2000

INTERNATIONAL MARITIME ORGANIZATION

2. IMO290E Revised Recommendations on the Safe Transport of Dangerous

Cargoes and Related Activities

2007

3. IMOD110E International Convention for the Safety of Life at Sea (SOLAS) 2004

4. IMO172E SOLAS Amendments 2003, 2004, 2005 2006

5. IMO173E SOLAS Amendments 2006 2007

6. IMO479E

1996

Convention Compensation on Liability for Damage in Connection

from Car.Haz. / Noxious (HNS Convention)

1997

7. IMO117E International Safety Management Code (ISM & Guidelines for

Implement of the ISM)

2002

8. IMO Code for Existing Ships Carrying Liquefied Gases in Bulk (Existing

Ship Code)

1976

9. IMO Code for the Construction and Equipment of Ships Carrying

Liquefied Gases in Bulk (GC Code)

1993

10. IMO International Code for the Construction and Equipment of Ships

Carrying Liquefied Gases in Bulk (IGC Code)

1993

11. ISPS CODE 2004

STANDARD GUIDELINES

12.WL004 Liquefied Gas Handling Principles on Ships and in

Terminals

2000

13. Installations and Equipment for Liquefied Natural Gas –

Ship to Shore Interface – 1997 – European Standard – EN

1532

1997

14. WM040 Mooring Equipment Guidelines 2008

15. SIGTTO Ship Information Questionnaire for Gas Carriers 1998

DESFA S.A.



Notes Att2 -5 are in different PDF file

16. SIGTTO The Training of Terminal Staff involved in the Loading and

Discharging of Gas Carriers

1996

17. WG061 Guide to Contingency Planning for Marine Terminals

Handling Liquefied Gases in Bulk

2001

18. NI Tug Use in Port (A Practical Guide) 2003

19. ICS Tanker Safety Guide (Liquefied Gas) – International

Chamber of Shipping – 1995

1995

20. OCIMF Safety Guide for Terminals Handling Ships Carrying

Liquefied Gases in Bulk – OCIMF – 1993

1993

21. SIGTTO Ship/Shore interface Communications Necessary for

Matching Ship to Berth – SIGTTO – 1997.

1997

22. SIGTTO Recommendations for Manifolds for Refrigerated Liquefied

Natural Gas Carriers (LNG) – SIGTTO – 1994

1984

23. Communications Necessary for Matching Ship to berth –

SIGTTO -1997(The same as previous No. 15)

INDUSTRY RECOMMENTATIONS

24. Installations and Equipment for Liquefied Natural Gas – Ship

to Shore Interface – 1997 – European Standard – EN 1532

1997

25. Rollover Prevention – A Review of Causes, Methods for

Prevention and Damage Limitation Measures – SIGTTO –

1993

26. Site Selection and Design for LNG Ports and Jetties – SIGTTO 1997

27. Accident Prevention – The Use of Hoses & Hard Arms at

Marine Terminals Handling Liquefied Gases – SIGTTO –

1996

DESFA S.A.



Attachment 6

Agenta for Pre-Discharge Meeting

A

1 Terminal gives walky talky UHF to ship adjusted to channel 2 Yes No

2 Check the communication lines

hot line Ok No

telephon line Ok No

3 Ship tanks pressure alongside

4 Terminal tanks pressure when ship is alongside

5 Burning gas during discharging Yes No

6 Change fuel for ESD test? Yes No

7 Open Custody transfer CTM (before ESD) Yes No

* with surveyor or no surveyor Yes No

8 Warm ESD will be initiated by Terminal Ship

9 Number of ESD test

B

10 Open vapour valve after taking CTM before dicharging Yes

11 Vapour flow control by Terminal Ship

12 max vapour pressure during discharging Terminal

Ship

C

13 Cool down rate of liquid arms under terminal request

14 Cool down rate of arms/estimated time of cool down

15 Number of liquid arms/manifold will be used

D

16 Quantity of cargo discharged (m3)

17 Total unloading rate (m3/h)

CARGO DISCHARGING

SHIP- SHORE PRE-DISCHARGE MEETING / UNLOADING SCHEDULE

SHIP NAME

GENERAL

TERMINAL NAME : REVITHOUSSA

200

VAPOUR COMMUNICATION SHIP/SHORE

45 - 60min

COOL DOWN

30m3/h (~1,5barg)

4oC/min

mbarg

DATE: TIME:

mbarg

mbarg

mbarg

DESFA S.A.



18 Capacity of each cargo pump (m3/h)

19 Shut off pressure of cargo pumps (barg)

20 Number of cargo tanks/pumps running

21 Control of unloaded rate by Terminal Ship

22 Estimated time of discharging

23 Five min notice before starting each cargo pump Yes

24 Ship inform terminal when unloading rate will be stabilized Yes

25 Ten min notice before 25%, 50%, 75% of total discharged cargo Yes

26 Five min notice before stop each pump after dicharging Yes

27 Ship confirmation that all pumps stop Yes

E AFTER DISCHARGING

28 Estimated time of draining arms/manifold

29 Vapour valve will be closed before final CTM Yes No

30 Estimated time of N2-purge, de-icing of arms

31 Estimated time of arms disconnection

32 Ship returns UHF walky talky to terminal shift supervisor Yes

33 Gangway removing from ship Yes

34 Disconnection of fire water hose Yes

35 Disconnection of ESD and Earthing cable Yes

1 Hour

1,5 Hour

4-5 Hours

max 19barg

rev. 1 30/12/2010

Ship Chief OfficerTerminal Shift Supervisor

DESFA S.A.



Attachment 7

Ship/Shore Safety Check List and Safety Letters

Ship’s Name:

Berth: Date of Arrival:

Port: Time of Arrival:

INSTRUCTIONS FOR COMPLETION

The safety of operations requires that all questions should be answered affirmatively by

clearly ticking (v) the appropriate Box. If an affirmative answer is not possible, the reason

should be given and agreement reached upon appropriate precautions to be taken between the

ship and the terminal. Where any question is considered to be not applicable, then a note to

that effect should be inserted in the remarks column.

A box in the columns “ship” and “terminal” indicates that checks should be carried out by the

party concerned.

The presence of the letters A, P or R in the column code indicates the following:

A – Any procedure and agreement should be in writing in the remarks column of this check

list or other mutually acceptable form. In other case, the signature of both parties should be

required.

P – In the case of a negative answer the operation should be carried out without the

permission of the Port Authority.

R – Indicated items to be rechecked at intervals not exceeding that, agreed in the declaration.

LNG TERMINAL

Ship/Shore Safety Check List

DESFA S.A.



DESFA LNG Terminal Ship/Shore Safety Check List

PART “A” BULK LIQUID GENERAL Νο General

S T Code Remarks

1

Is the ship securely moored?

R Stop cargo at:30 kts wind vel.

Disconnect at: 35 kts wind vel.

Early sailing : > 40 Knts wind

vel.

2 Are emergency towing wires correctly positioned

at bow and stern?

R

3 Is there safe access between the ship and the

shore?

R

4 Is the ship able to move under its own power? PR

5 Is there an effective deck watch in attendance on

board and adequate supervision on the terminal

and on the ship?

R

6 Is the agreed ship/shore communication system

operative?

AR

7 Has the emergency signals to be used by the ship

and the shore explained and understood?

A

8 Have the procedures for cargo, bunker, ballast and

stores handling agreed and are they followed?

AR

9 Has the emergency shut down procedure been

agreed?

A

10 Are fire hoses and firefighting equipment on board

and ashore positioned and ready for immediate

use.

R

11 Are cargo arms/bunker hoses in good condition,

properly rigged and appropriate for the service

intended?

12 Are unused cargo and bunker connections

properly secured with blank flanges fully bolted?

DESFA S.A.



13 Are sea and overboard discharge valves, when not

in use, and bilge overboard discharge valves

closed and visibly secured?

14 Are all cargo and bunker tank lids closed?

15 Is the agreed tank venting system being used? AR

16 Are hand torches of an approved type?

17 Are portable VHF/UHF radios of an approved

type?

18 Are the ship’s main radio transmitter aerials

earthed and radars switched off?

19 Are electrical cables to portable electrical

equipment disconnected from power?

20 Are all external doors, portholes and windows in

the accommodation closed?

R

21

Are air conditioning intakes which may permit the

entry of cargo vapours closed?

22 Are the requirements for the use of galley

equipment and cooking appliances being

observed?

23 Are smoking regulations being observed? R

24 Are naked light regulations being observed?

25 Is provision made for emergency escape?

26 Are sufficient personnel on board and ashore to

deal with an emergency?

R

27 Are adequate insulation means in place in the

ship/shore connection?

28 If the ship is capable of “closed loading”, have the

requirements for closed operations been agreed?

R

29 Has an adequate vapour return line been

connected?

DESFA S.A.



30 If a vapour return line is connected, have

operating parameters been agreed?

31 Are ship emergency fire control plans located

externally?

32 Is the International ship/shore connection fixed to

the fire main for immediate use?

33 Have Security Levels been agreed between the

Ship security officer and the Port facility security

officer and all the protocols are filled, if

appropriate?

Ship level:

Shore level:

If the ship is fitted, or required to be fitted, with an Inert Gas System, the following questions

should be answered

34 Is the inert gas system fully operational and in

good working order?

P

35 Are deck seals in good working order? R

36

Are liquid levels in P/V breakers correct?

R

37 Have the fixed and portable oxygen analysers

properly calibrated and are they in good working

order?

R

38 Are fixed inert gas pressure and oxygen content

recorders in good working order?

39 Are all cargo tank atmospheres at positive pressure

with oxygen content of 8% or less by volume?

PR

40 Are all individual tank inert gas valves (if fitted)

correctly set and locked?

R

41

Are all persons in charge of cargo operations aware

that in case of failure of the inert gas plant,

discharge operations should cease and the terminal

be advised?

DESFA S.A.



PART “C” BULK LIQUEFIED GASES

No Bulk liquefied gases S T Code Remarks

1 Is information available for the safe handling of the

cargo?

Is MSDS of the cargo available?

2 Is the water spray system ready for use?

3 Is sufficient suitable protective equipment

(including self-contained breathing apparatus) and

protective clothing ready for immediate use?

4 Are holds and inter-barmer spaces properly inerted

or filled with dry air, as required?

5 Are all remote control valves in good working

order?

6 Are the required cargo pumps and compressors in

good working order, and have maximum working

pressures been agreed between ship and shore?

A

7 Is the reliquefaction plant or boil-off control

equipment in good working order?

8 Is the gas detection equipment properly set for the

cargo, calibrated and in good working order?

9 Are cargo system gauges and alarms correctly set

and in good working order?

10 Are emergency shutdown systems in good working

order?

11 Does shore know the closing rate of the ship's

automatic valves, does ship have similar details for

the shore system?

A

Ship:

Shore: 30 sec

12 Has information been exchanged between ship and

shore on the maximum/minimum temperatures/

pressures of the cargo to be handled?

A

13 Are cargo tanks protected against inadvertent

overfilling at all times while any cargo operations

are in progress?

DESFA S.A.



14 Is the compressor room properly ventilated; the

electric motor room properly pressurised and is the

alarm system working?

Are cargo tank relief valves set correctly and actual

relief valve settings clearly and visibly displayed

15

Tank No 1: Tank No 3: Tank No 5

Tank No 2: Tank No 4: Tank No 6:

Declaration

We, the undersigned, have checked, where appropriate jointly, the items on this checklist and

have satisfied ourselves that the entries 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.

For Ship For Shore

Name: Name:

Rank: Position:

Signature: Signature:

Date: Time: Date: Time:

Rechecks

Time Ship Terminal

DESFA S.A.



DESFA

Revithoussa LNG Terminal

Date ……………………………………….

The Master

SS/MV ………………………………………….

General Safety Requirements

Dear Sir,

The responsibility for safe conduct of operations whilst your ship is at Revithousa LNG

Terminal rests jointly with you as shipmaster, and with the terminal Operation Manager.

Therefore, before operations start, we seek your full agreement on the safety requirements set

out in the Ship/Shore Safety Check List and the attached Marine Procedures Manual. These

requirements are based on safe practices widely accepted in the gas industry and by gas

carrier owners.

We expect you, and all under your command, to adhere strictly to these requirements

throughout your stay alongside Revithousa LNG Terminal and we, on 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 at approximately four-hourly intervals thereafter, for our

mutual safety a member of the terminal staff, together with a ship’s officer, will make a

routine inspection of your ship against the requirements of the Ship/Shore Safety Check List.

Where corrective action is necessary we will not agree to start cargo operations or, if already

started, we will require them to be stopped.

Similarly, if you consider safety is endangered by any action on the part of our personnel, or

by any equipment under our control, you should demand immediate cessation of operations.

Please acknowledge receipt of this letter by countersigning and returning the attached copy.

Signed: …………………………………………………….

Terminal Representative

Terminal Representative on duty is: ……………………..

Position or Title: ………………………………………….

Telephone Number. ………………………………………

UHF/VHF Channel: ………………………………………

Signed: …………………………………………………….

Shipmaster

SS/MV: …………………………………………………….

Date: ………………… Time: ……………………………

DESFA S.A.



DESFA

Revithoussa LNG Terminal

Date ……………………………………….

The Master

SS/MV ………………………………………….

Dear Sir,

OIL POLLUTION

It should be appreciated that oil spillages are seriously viewed by Government, Local

Authorities, The Port Authority and the Terminal. Spillages will be investigated by the

appropriate authorities and apart from the Master and/or Owners of the vessel being charged

with the cost of cleaning up any oil spill emanating from the vessel, the Master and/or

Owners may be liable to prosecution. Delay to the vessel could well arise.

It is also noted that vessels and their Masters must comply with all applicable laws and

regulations of governmental, local port and terminal authorities and especially with the

provisions of the International Conversion for the Prevention of Pollution of the Sea by Oil

1954 as amended in 1969 and 1971, as well as with the provisions of Law 743/77 as amended

by Law 1147/81, and MARPOL 1973/78.

In case of appearance of any oil pollution of the seawater which has been caused by the

vessel, you as the Master and the vessel under your command will be fully responsible

against the Authorities, Third Parties and the Terminal for all claims, losses, costs and

expenses arising there from.

Please acknowledge receipt of this letter by countersigning and returning the attached copy.

Signed……………………………………………… Terminal Representative

Receipt of this letter is acknowledged

Signed …………………………………

Master …………………………………

Ss/mv…………………………………..

Date…………………………………….

DESFA S.A.



Letter to Shipmasters of LNG Carriers calling at Revithousa

DESFA

Revithousa LNG Terminal

Date ……………………………………….

The Master

SS/MV ………………………………………….

Dear Sir,

Crewmember Ashore - Personal Protective Equipment

In accordance with Revithousa LNG Terminal’s Safety Policy, the wearing of safety helmets

and eye protection is mandatory for all people outside terminal buildings. The terminal

therefore requires all personnel from your ship to wear such clothing when proceeding

through the terminal.

Signed: …………………………………………………….

Terminal Representative

Signed: …………………………………………………….

Shipmaster

SS/MV: …………………………………………………….

Date: ………………… Time: ……………………………

LNG TERMINAL 'REVITHOUSSA' Marine Procedures Manual

Documents

Transcript of LNG TERMINAL 'REVITHOUSSA' Marine Procedures Manual