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Shell Australia

Prelude FLNG Terminal Information Book - Condensate

Originating Company Shell Australia

Department General Operations

Document Number OPS_PRE_007968

Revision Number 4.0

Document Type Manual [BMS]

Document Status IFA – Issued For Approval

Publish Date 14/02/2018

Cyclical Review Cycle 14/01/2020

Safety Critical Content true

Technical Reviewer TA2 or SME

Marine Coordinator

Process Owner Head of Marine Shell Australia

Security Classification Unrestricted

Export Classification Number Non-US content - Non Controlled

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Prelude FLNG Terminal Information Book - Condensate 14/02/2018

Document No: OPS_GEN_004647 UNRESTRCITED of 83

“Copy No 01” is always electronic: all printed copies of “Copy No 01” are to be considered uncontrolled.

Ver. Version Update Description Date Changed BCD Development Roles

Authors, Reviewers, Approvers

1.0 Draft issued for comments 6/28/2017

Darcy McGowan

Wilson, Jonathan

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2.0

Security Contact details added

Document Review

10/5/2017

Tyron Grasso

Joseph Pereira

Jonathan Wilson

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3.0 Security Classification Amended

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Jonathan Wilson

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Additional information added to ETA notice formats

Added considerations for a fire in 3.3 Emergency Actions

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Richard Smith

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4.0 Approved For Use 14/02/2018 Jonathan Wilson Approver

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Table of Contents Abbreviation List……………………………………………………………………………………….8

Abbreviation List ................................................................................................................ 8

Objective - Prelude Terminal Information Book - Condensate .......................................... 10

1.1 Conditions of Use .............................................................................................. 10

1.2 Safety Declaration ............................................................................................. 10

Prelude Description .................................................................................................... 10

Fire and Emergency Response ..................................................................................... 12

3.1 Emergency Alarms ............................................................................................. 12

3.2 Emergency Communications ............................................................................... 12

3.3 Emergency Actions ............................................................................................ 12

3.4 Emergency Precautions ....................................................................................... 14

Safety and Security .................................................................................................... 15

4.1 General ............................................................................................................ 15

4.1.1 Anchors ........................................................................................................ 16

4.1.2 Cathodic Protection ........................................................................................ 16

4.2 Port and Terminal Security .................................................................................. 16

4.2.1 ISPS Requirements .......................................................................................... 16

4.2.2 Personnel Access............................................................................................ 17

4.3 Engine Testing ................................................................................................... 17

4.4 Diving Operations ............................................................................................. 17

Pre-Arrival Procedures ............................................................................................... 17

5.1 ETA Advice ....................................................................................................... 17

5.2 VHF Communication .......................................................................................... 17

5.3 Immigration, Customs, Quarantine and Health...................................................... 18

5.3.1 Immigration ................................................................................................... 18

5.3.2 Customs ........................................................................................................ 18

5.3.3 Quarantine ................................................................................................... 18

5.3.4 Health ........................................................................................................... 18

5.4 National Fees and Levy’s .................................................................................... 18

5.5 Pollution and the Environment ............................................................................. 18

5.6 Ballast Water Management ................................................................................ 19

Metocean Conditions ................................................................................................. 19

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6.1 General ............................................................................................................ 19

6.2 Visibility ........................................................................................................... 22

6.3 Tsunami ............................................................................................................ 22

6.4 Solitons ............................................................................................................ 23

Arrival off Port ........................................................................................................... 23

7.1 Communications ................................................................................................ 23

7.2 Limiting Environmental Criteria – General ............................................................ 23

7.3 Limiting Environmental Criteria – Personnel Transfer .............................................. 25

7.4 Limiting Environmental Criteria – Tool basket Transfer ........................................... 25

7.5 Limiting Environmental Criteria – Mooring ............................................................ 25

7.6 Limiting Environmental Criteria – Offtake ............................................................. 26

7.7 Approach to Prelude .......................................................................................... 27

7.8 Notice of Readiness ........................................................................................... 28

Berthing and Mooring ................................................................................................ 29

8.1 Mooring and Unmooring Criteria ........................................................................ 29

8.2 Pilotage ............................................................................................................ 29

8.2.1 Pilot Boarding Ground .................................................................................... 29

8.2.2 Personnel Transfer .......................................................................................... 29

8.2.3 Pilot Ladder ................................................................................................... 29

8.2.4 Personnel Embarked on Tanker........................................................................ 29

8.2.5 Personal Protective Equipment (PPE) ................................................................. 30

8.3 Infield Support Vessels (ISV) ................................................................................ 30

8.4 ISV arrangements for mooring / un-mooring ........................................................ 30

8.4.1 ISV arrangements during cargo transfer ........................................................... 30

8.5 Tool box transfer – General ................................................................................ 30

8.5.1 Tool box transfer – Tanker Stinger ................................................................... 31

8.6 Helicopters ........................................................................................................ 31

8.7 Tanker Mooring – General ................................................................................. 31

8.8.1 Ballast, Trim and Stability ...................................................................................... 32

8.8 Mooring ........................................................................................................... 32

8.8.1 Mooring Aid System ....................................................................................... 32

8.8.2 Mooring Method ............................................................................................ 34

8.9 Mooring ........................................................................................................... 35

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8.9.1 Mooring – General ........................................................................................ 35

8.10 Provision of Mooring Crews on Prelude ................................................................ 38

8.11 Weighted Heaving Lines ..................................................................................... 38

Communications ........................................................................................................ 38

9.1 Language ......................................................................................................... 38

9.2 Operational Agreements .................................................................................... 38

9.3 Communications Whilst Moored .......................................................................... 39

9.4 ESD System ....................................................................................................... 39

Operations Moored ................................................................................................ 39

10.1 Vessel’s Arrival Condition ................................................................................... 39

10.2 Inert Gas System ................................................................................................ 40

10.3 Safety Inspection ................................................................................................ 40

10.4 Pre-Loading Meeting .......................................................................................... 40

10.5 Emergency Shut Down (ESD) system tests ............................................................. 41

10.6 Open Cargo Gauging ........................................................................................ 41

10.7 Venting ............................................................................................................. 41

10.8 Cargo Transfer Procedures ................................................................................. 41

10.8.1 Ramping Up .............................................................................................. 42

10.8.2 Bulk Loading and Topping Off ..................................................................... 42

10.9 Draining of cargo hose and Disconnection ........................................................... 42

10.10 Close Cargo Gauging ........................................................................................ 42

10.11 Cargo Documentation and Early Departure Procedure (EDP) .................................. 42

10.12 Environmental Criteria for Suspending Operations ................................................ 43

Unmooring Parameters and Procedures .................................................................... 43

Services ................................................................................................................. 44

12.1 Medical Emergency ........................................................................................... 44

12.2 Craft Alongside ................................................................................................. 44

12.3 Waterborne Testing of Lifeboats / Rescue Craft .................................................... 44

12.4 Main Engine Readiness ...................................................................................... 44

12.5 Repairs ............................................................................................................. 44

12.6 Smoking ........................................................................................................... 45

12.7 Hot Work and Use of Naked Lights ..................................................................... 45

12.8 Ventilators and Air Condition Units ...................................................................... 45

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12.9 Transmitting Devices .......................................................................................... 45

12.10 Incinerators ....................................................................................................... 46

12.11 Drug and Alcohol Policy ..................................................................................... 46

Appendix A: Safety Letter .................................................................................................. 47

Appendix B: Required Boarding Arrangement for Pilots TTL .................................................. 48

Appendix C: Mooring Hawser General Arrangement ........................................................... 53

Appendix D: Condensate Hose Configuration ...................................................................... 54

Appendix E: Declaration of Security between a ship and a port facility .................................. 55

Appendix F: ETA Notices: Condensate ................................................................................ 58

Appendix G: Infield Support Vessel (ISV) Specifications ........................................................ 62

Appendix H: Ship / FLNG Safety Checklist ......................................................................... 63

Appendix I: Field Layout Diagram ...................................................................................... 71

Appendix J: Prelude/Ichthys Field Diagram ......................................................................... 72

Appendix K: Hose Connection Procedure ............................................................................ 73

Appendix L: Hose Disconnection ........................................................................................ 77

Appendix M: Mooring & Un-mooring operations ................................................................. 79

List of Tables Table 3.1: Alarm signals ................................................................................................... 12 Table 3.2: Emergency Action Protocol ................................................................................ 13 Table 4.1: Security Contact Details ..................................................................................... 17 Table 6.1: Prelude mean Wind Statistics ............................................................................. 20 Table 6.2: Prelude mean Rainfall Statistics ........................................................................... 20 Table 6.3: Prelude mean Air Temperature Statistics .............................................................. 20 Table 6.4: Prelude mean Sea Water Temperature Statistics ................................................... 20 Table 7.1: Prelude Communication Channels ....................................................................... 23 Table 7.2: Environmental Limits for Personnel Transfer .......................................................... 25 Table 7.3: Environmental Limits for Spool Piece Transfer ....................................................... 25

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List of Figures Figure 1: Approximate Prelude FLNG Location .................................................................... 11 Figure 2: All-year wind speed vs direction distribution for 10-min mean wind speed at 10m above sea level ................................................................................................................ 21 Figure 3: All-year significant wave height vs direction distribution for wind-sea....................... 22 Figure 4: Description of Angles for Condensate Offloading ................................................... 27 Figure 5: External antennae unit for Mooring Aid System ..................................................... 33 Figure 6: Extended antennae for Mooring Aid System .......................................................... 33 Figure 7: Connecting ISV to stern of a Condensate Tanker .................................................... 34 Figure 8: Approaching/mooring Condensate Tanker to Prelude FLNG ................................... 34 Figure 9: Departure of Condensate Tanker .......................................................................... 35 Figure 10: Mooring Hawser being heaved in on OTT ........................................................... 36 Figure 11: Floating Hose transferred across to OTT by ISV # 2 .............................................. 36 Figure 11: Pilot ladder requirements for freeboard exceeding 9.0 metres (SOLAS Chapter V 23) ...................................................................................................................................... 50 Figure 12: Rigging of Combination and Trap Door Ladders .................................................. 51 Figure 13: Required boarding arrangements for pilot ........................................................... 52

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Abbreviation List

Abbreviation Description

AIS Automatic Identification System

ATEX The name commonly given to the two European Directives for controlling explosive atmospheres

AQIS Australian Quarantine and Inspection Service

BAS Mooring Aid system

BOG Boil Off Gas

CCR Cargo Control Room

COLREGs The International Regulations for Preventing Collisions at Sea 1972

COSWP Code of Safe Working Practice for Merchant Seafarers

COU Conditions Of Use

DEMIST Decision Support Making Tool

ESD Emergency Shutdown

FLNG Floating Liquefied Natural Gas

FOSSL Fibre Optic Ship Shore Link

FLNG Floating Liquefied Natural Gas

GCU Gas Combustion Unit

HSO Head Security Officer

IG Inert Gas

IMO International Maritime Organization

IMPA International Maritime Pilots’ Association

ISM International Safety Management Code

ISPS International Ship and Port Facility Security code

ISGOTT International Safety Guide for Oil Tankers and Terminals

ISV Infield Support Vessel (Tug)

LNG Liquefied Natural Gas

TANKER Liquefied Natural Gas Carrier

LPG Liquefied Petroleum Gas

LPGC Liquefied Petroleum Gas Carrier

LTT Lead Terminal Technician

MARPOL Marine Pollution convention issued by the International Maritime Organization

MBL Minimum Breaking Load

MLA Marine Loading Arm (chicksan)

NOR Notice Of Readiness

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Abbreviation Description

OCIMF Oil Companies International Marine Forum

ODME Oil Discharge Monitoring Equipment

OFSO Offshore Facility Security Officer

OIM Offshore Installation Manager

OLC Office of Lifting Coordinator

OWS Oily Water Separator

PFD Personal Floatation Device

PLB Personal Locator Beacon

POB Pilot On Board

PPE Personal Protective Equipment

QC/DC Quick Connect / Disconnect

Reliq Plant Reliquefication Plants

SBT Segregated Ballast Tanks

SIGTTO Society of International Gas Tanker & Terminal Operators

SOPEP Ship Oil Pollution Emergency Plan

SWL Safe Working Load

TTL Terminal Team Leader (Pilot / Loading Master)

UHF Ultra-High Frequency

VHF Very High Frequency

WMS Integrate Weather Monitoring System

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Objective - Prelude Terminal Information Book - Condensate This Terminal Information Book has been produced to meet the information needs of users (Condensate Tankers) of the Prelude Floating Liquefied Natural Gas (FLNG) Terminal (hereafter referred to as Prelude in the Terminal Information book and FLNG Facility in the conditions of use).

The Booklet contains general port information, applicable regulations, safe work procedures and emergency response details, together with specific information governing the operations of ships at the Prelude Moors.

The information in the Booklet should be used in conjunction with the industry recommended practices contained in the latest edition of the

• Prelude Terminal Regulations, • Applicable Ship/ Shore (FLNG) Safety Check List, • “International Safety Guide for Oil Tankers and Terminals” (ISGOTT) published by Oil

Companies International Marine Forum (OCIMF).

While the information herein is believed to be correct at the time of publishing this Booklet, the Terminal Operator makes no guarantee and assumes no responsibilities regarding it or any information which may appear in supplemental publications.

Information furnished herein may be revised from time to time. It is the further responsibility of users of this document to ensure that they are using the latest version.

1.1 Conditions of Use Masters of all ship’s using the Prelude Marine Terminal will be required to sign a copy of the Conditions of Use (COU) in acknowledgement of the ship’s responsibilities and liabilities whilst calling at the terminal. A copy of the COU can be found in Prelude Terminal Regulations.

1.2 Safety Declaration Prior to commencing cargo operations, the Terminal Team Leader (TTL), and Master shall read, agree and sign a copy of the Prelude safety letter, available at Appendix A. The TTL will execute the Compulsory Pilotage and loadmaster activities.

Prelude Description Prelude is a floating hydrocarbon (LNG, LPG and Condensate) production, storage and offtake facility currently located 155 nautical miles off the NW coast of Australia, in position: Latitude 13° 47.2´ S Longitude 123° 19.0´ E. The facility operates on Australian Western Standard Time (AWST; UTC+08:00). Western Australia does not observe day light saving time / summer time.

The radius of the Safety Zone around the Prelude FLNG facility is 1500m, as measured from the turret mooring outwards, and around 360 degrees. It additionally maintains a flowline and umbilical corridor, which can be seen at Appendix H.

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For the approach to the Prelude facility, see charts Aus 319, Aus 320 and Sailing Directions publication NP-13.

The Prelude facility will weather vane 360 degrees around a turret mooring in 248 meters of water. Three stern thrusters enable Prelude to maintain an optimum heading that will facilitate offtake operations within the design limits of the facility and associated cargo transfer equipment.

Figure 1: Approximate Prelude FLNG Location

The facility has an annual throughput of 3.6MTPA of LNG, 0.4MTPA of LPG and 1.49 MTPA of Condensate per annum, with a storage capacity for LNG (232 000m3), LPG (95 000 m3) and Condensate (133 000m3). The facility is fitted with the necessary equipment for exporting LNG and LPG via side by side mooring and loading arms and Condensate via a tandem mooring and floating hose system.

The facility is moored to the sea bed via 16 anchor piles and chains whilst being directly connected to wells that access the gas reservoir via flexible risers routed through the turret. All reservoir, subsea control, processing, storage and loading is operated and controlled from Prelude. The design of the facilities is to allow safe operability to reach product qualities and quantities of production.

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Fire and Emergency Response

3.1 Emergency Alarms Alarm signals at this terminal are as follows:

Table 3.1: Alarm signals

Alarm Visual Audible Initiation

General alarm (GA) Flashing amber beacons in high noise areas

Sinusoidal tone over the public-address system

ESD activation (either manual or automatic0 or “confirmed” fire and gas. Manual alarm point activation or manual GA initiation

Prepare to Abandon Facility Alarm (PAPA)

Flashing amber beacons in high noise areas

Continuous single tone + public address announcement

Responsibility of the OIM or his deputy as per the chain of command

Abandon Facility Alarm

Flashing amber beacons in high noise areas

Continuous single tone + OIM final instruction

Responsibility of the OIM or his deputy as per the chain of command

By Ship: One or more long blasts on the ship’s whistle, each blast not less than ten seconds duration, supplemented by a continuous sound of the general alarm system.

3.2 Emergency Communications The Terminal Team Leader (TTL) will remain on-board during the vessel’s stay moored as the Prelude representative and will liaise between the tanker and Prelude in the event of an emergency.

The primary method of communication between Prelude and the tanker will be via portable marine UHF radio supplied by the TTL to tanker on their arrival.

Supplementary method of communication shall be via VHF Channel 16 or 68.

3.3 Emergency Actions Tankers must remain in a state of readiness for vacating the berth at short notice. Therefore, no repairs, which would prevent or delay this departure, will be permitted

When the General Alarm is sounded, ships should stand by for possible stoppage of operations, including a Marine ESD.

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Other than Marine ESD, ship staff must not initiate any action of their own concerning shutting down of valves (etc.) unless their ship is in immediate danger. Ships must await instruction from the TTL or “Prelude Terminal” before taking action regarding cargo operations.

Ships staff should consider the use of a Marine ESD in the following circumstances: Major leak, Fire, Loss of all communications with Prelude, failure of mooring integrity or any other situation when an immediate shut down of cargo transfer would be required.

No attempt must be made to unmoor and depart from Prelude without instructions from the Terminal Team Leader (TTL).

BOW WATCHMAN

At all times when at moor, there shall be an experienced crewmember on duty at the bow of the vessel. He shall be issued with a means of immediate communication with the Deck Officer on duty.

He shall observe the configuration of the hose and mooring hawser, and the proximity of the FLNG and hose to the tanker. He shall be alert to oil leaks or spills, unattached oil slicks in the vicinity and deteriorating weather conditions. He shall immediately report any abnormal event or deteriorating weather to the Deck Officer on duty. See Appendix D, Condensate Hose Configuration”.

MANIFOLD WATCHMAN

At all times, when at moor and when cargo hose is connected, there shall be a watchman on duty at the manifold. He shall observe the configuration of the hose and the manifold connection. He shall be alert to oil leaks or spills, stress or chafing on the hose or ancillary equipment and deteriorating weather conditions. He shall report any abnormality to the Deck Officer on duty.

THE DECK OFFICER ON DUTY

The Deck Officer shall immediately report any abnormal events, deteriorating weather or other situations coming to his attention to the TTL or LTT on duty.

Table 3.2: Emergency Action Protocol

Action by Tanker Action by Prelude

Emergency on your tanker Emergency on a Tanker

Raise the alarm Raise the alarm

Consider use of Marine ESD.

Stop de-ballast operation if safe to do so.

Cease all cargo operations and close all valves Contact tanker and establish nature of incident

Inform TTL and / or “Prelude Terminal” Activate Prelude’s emergency response procedures.

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Action by Tanker Action by Prelude

Activate tanker’s emergency response procedures. If necessary, stand by to assist fire fighting

Stand by to drain & disconnect hose Prepare to recover hose

Bring engines to immediate standby Inform ISV and / or other vessels in vicinity

Prepare for departure from prelude Prepare for tanker departure

Emergency on Prelude Emergency on Prelude

Stand by, and when instructed: Raise the alarm and activate Prelude’s emergency response procedures.

Consider use of Marine ESD.

Stop de-ballast operation if safe to do so.

Cease all cargo operations and close all valves Contact tanker and explain nature of incident and tanker requirements

Stand by to drain and disconnect hose Stand by to recover hose

Bring engines to immediate standby Prepare for tanker departure

Prepare to depart from prelude

Emergency on your tanker

In the event of a fire:

• Consider use of deluge if appropriate • Emergency release of moorings • Consider unberthing tanker to mitigate

the potential for escalation • ISVs actions to be utilised with the use

of ETOPS • Transfer of SA personnel back to

Prelude if safe to do so • Initiate tanker ERP

3.4 Emergency Precautions All fire-fighting equipment shall be in good working order with portable equipment correctly stowed and ready for immediate use. The tanker fire main shall be ready for immediate use whilst at Prelude.

In order to manage potential emergencies, the tanker shall arrange:

(a) A minimum of two fire hoses, fitted with jet/spray nozzles, uncoiled and connected to the fire main in the vicinity of the starboard manifold.

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(b) The ships port lifeboat shall be rigged at embarkation level for use as an emergency escape, except for those vessels on which embarkation level is the normal stowed position.

(c) A pilot ladder or accommodation ladder shall be rigged or positioned on the port side of the vessel ready for immediate lowering as a means of escape in the event of emergency.

The above preparations on deck will be jointly checked by the responsible officer and the TTL during the safety inspection. In the event of an emergency, the Master shall proceed as agreed in the pre-operations meeting.

Safety and Security

4.1 General During cargo operations, the sea around the tanker and Prelude shall be constantly monitored by Prelude and tanker staff for any sign of oil / oily sheen or any abnormalities. If oil / oily sheen or any abnormality is observed, cargo operations will be suspended where required and an investigation initiated into the source of the oil. Cargo operations will not be resumed until the source is found and addressed, or it is determined that the oil is not emanating from either the tanker or Prelude.

Fire-fighting or lifesaving appliances on the tanker shall not be immobilised whilst within the 1500m safety zone; such equipment shall be prepared and in a state of readiness for immediate use.

Whilst moored at Prelude, as practically as possible the tankers main engines and related auxiliaries shall be kept in a state of readiness such that the tanker can leave under her own power in an emergency. Repairs and/or maintenance work to the main engines and related auxiliaries are prohibited.

Whilst moored at Prelude, repairs and maintenance to the tankers 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 manoeuvrability of the tanker, • The integrity of the mooring system, and • The safe operation of electrical equipment in hazardous zones.

Confined space entry activities are not permitted whilst moored Prelude other than those specifically required for a safe cargo operations i.e. Pumprooms, Compressor Rooms and Electrical Motor Rooms.

In the event that the vessel experiences an incident while moored at Prelude that affects the manoeuvrability of the vessel or safety of cargo transfer operations, the Terminal Team Leader shall be immediately notified. The Terminal Team Leader and vessel Master shall agree on appropriate actions to mitigate any dangers to both parties and the safety of cargo operations.

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Consumption of alcohol and drugs should be strictly controlled and in accordance with the tanker procedures.

4.1.1 Anchors The vessels anchors are to be secured in the seagoing condition (lashing wire on and guillotine down) prior to commencing the approach to Prelude. Under no circumstances is the seagoing security of the anchors to be altered whilst the vessel is under Compulsory Pilotage.

Untrenched pipelines carrying hydrocarbons lie from the FLNG Prelude Turret in a SSE’ly direction. Refer to Appendix H for diagram of the Prelude subsea layout.

4.1.2 Cathodic Protection A vessels cathodic protection should be turned off prior to arrival at the Prelude. It may only be turned on once the vessel departs.

4.2 Port and Terminal Security

4.2.1 ISPS Requirements The Prelude Offshore Security Plan has been prepared in accordance with the provisions of the International Ship and Port Facility Security (ISPS) Code. It is a mandatory requirement to comply with the above code.

As a precaution against unauthorised access, the pilot / accommodation ladder must be kept at deck level unless requested by the Terminal Team Leader in order to prevent unpermitted access.

Any suspicious activity in the vicinity of your vessel must be immediately reported to the Terminal Team Leader (TTL) or Lead Terminal Technician (LTT).

Vessels are requested to ensure that all anti-piracy devices are removed from the following areas prior to arrival – Pilot access area, foc'sle, manifold area, and stern railings either side of the static tow point.

Entry into the Prelude 1500m safety zone is prohibited except when approved by the OIM.

Fishing or swimming within the Prelude 1500m safety zone is prohibited at all times.

The tanker shall not be permitted to take bunkers or stores from other vessels whilst moored at Prelude or within the 1500m safety zone or allow any unauthorised vessel moored.

Prelude ordinarily operates under Security Level 1. You will be informed by the Offshore Facility Security Officer (OFSO) of any change to this level and subsequent requirements. Prelude will not accept an LNGC with a security level of 3.

A Declaration of Security requirements is to be in accordance with the provisions of the ISPS code. In the event a Declaration of Security (DoS) is required, Prelude shall utilise the format provided at Appendix C.

The Offshore Facility Security Officer is the Prelude Services Coordinator and Deputy OFSO is the STL.

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The TTL will act as security liaison, inboard the LNGC, with respect to any ISPS matters including completing the DoS if required.

Security Contact Details

The following security-related positions can be contacted as follows: Table 4.1: Security Contact Details

Position Contact

Offshore Facility Security Officer (OFSO)

Name: Greg McLennan/ Martin Howle Phone: +61 (0)8 6383-1771 +61 (0)8 63831756 Email: [email protected]

Head Security Officer (HSO)

Name: Anthony Ferguson Phone: +61 (0)8 9338-6347 Email: [email protected]

Deputy Security Officer

Name: Services Team Lead

Phone: +61 (0)8 6383 1771 (24hr)

+61 (0)8 6383 1756 Email: [email protected]

Shell Australia Security (24 Hr)

Phone: +61 (0) 419 766 309 or +61 (0) 8 9338 6688 email: [email protected]

4.2.2 Personnel Access Prelude terminal personnel will transfer to the tanker from the ISV and via the tankers combination pilot ladder.

Refer to Appendix B for pilot ladder boarding requirements.

4.3 Engine Testing At no time shall the tanker`s Main Engine`s be tested whilst the floating hose is connected. Testing of Engines shall only be carried out with the permission of the TTL.

4.4 Diving Operations Diving operations are not permitted whilst the tanker is moored the Prelude or within the 1500m safety zone.

Pre-Arrival Procedures

5.1 ETA Advice ETA advice requirements contained in Appendix F shall be adhered to by the tanker.

5.2 VHF Communication Radio contact should be established with “Prelude Terminal” (VHF Channel 16 / 68) as follows:

mailto:[email protected]




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(a) As soon as the tanker is within VHF range. The tanker will be advised of the time and position for the TTL, LTT and Cargo Inspector boarding, and

(b) One (1) hour before the designated pilot on board (POB) time.

As a matter of course, all tankers shall maintain a listening radio watch as required by international, statutory and flag regulations, as well as VHF channel 68, once initial contact with “Prelude Terminal” has been made.

5.3 Immigration, Customs, Quarantine and Health Prelude is located in waters which fall under Australian’s legal jurisdiction, including but not limited to immigration, customs and quarantine requirements.

Masters are advised to consult their Ship’s Agent for detailed information regarding applicable Australia law.

5.3.1 Immigration Crew change and shore leave is not possible at the Prelude. Refer to Prelude FLNG Terminal Regulations for further details.

5.3.2 Customs Prelude will not handle messages relating to customs. These matters should be dealt with via the ship’s agent or other party appointed by the ship’s operator. Refer to Prelude FLNG Terminal Regulations for further details.

5.3.3 Quarantine Prelude will not handle messages relating to quarantine. These matters should be dealt with via the ship’s agent or other party appointed by the ship’s operator. Refer to Prelude FLNG Terminal Regulations for further details.

5.3.4 Health Radio Pratique is required for tankers calling at Prelude. Vessels should send a Radio Pratique message as directed by the Australian government and via their Agent. Refer to Prelude FLNG Terminal Regulations for further details.

5.4 National Fees and Levy’s The tanker’s Master is expected to manage all Australian statutory marine levies which may apply (e.g. Marine Navigation Levy, Protection of the Sea Levy). These matters should be dealt with via the ship’s agent or other party appointed by the ship’s operator.

5.5 Pollution and the Environment The requirements of MARPOL Regulations, Australian National legislation and the tanker’s ISM shall be strictly adhered to at all times. In the event of any pollution from the tanker, it is the responsibility of the Master to initiate their SOPEP. The terminal equipment and personnel will assist where practicable with clean-up operations however all associated costs will be to the tanker’s account.

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The following shall be in place on board the tanker to aid pollution prevention:

(a) Adherence to MARPOL to prevent any pollution. (b) Whilst the vessel is within the vicinity of Prelude, no discharge from machinery space,

bilge or any other on board space shall be made. (Overboard discharge via the ODME / OWS is to be locked closed).

(c) Food waste shall not be discharged to sea, including via the galley macerator. (d) Vessel shall limit or refrain from the internal transfer of any oil, slops or bunker whilst

moored. (e) Scuppers and ‘save all’s on board are effectively plugged and drip trays are in position

and empty. (f) Scuppers that are temporarily unplugged (for example, in order to drain clean rainwater

from the cargo deck) must be constantly and closely monitored. The scupper must be re-sealed immediately.

5.6 Ballast Water Management Prior to arrival, tankers intending to discharge clean ballast water at Prelude shall carry out a complete exchange of ballast water as required by Australian government’s mandatory Ballast Water Management Requirements (AQIS).

There are no ballast reception facilities at Prelude. Therefore, all ships must arrive with clean ballast in segregated ballast tanks (SBT).

Only clean ballast water from SBT tanks shall be discharged overboard. All ballast water contained in tanks not designated as SBT must be retained on board.

Safety of vessels and crews are of paramount importance. Vessels undertaking ballast water management to comply with Australian requirements should do so in accordance with the IMO Guidelines.

Metocean Conditions

6.1 General The climate of the region is monsoonal, and displays two distinct seasons, “winter” from April to September and “summer” from October to March, with very short transition seasons, generally in April and September/October between the two main seasons. The winter is generally dry due to South East Trade Winds coming from the Australian mainland. The summer is wet as a result of the North-West Monsoon.

Occasional tropical cyclones occur during these months and result in short-lived, severe storm events, often with strong but variable winds. The summer (October – March) monsoonal surges and associated convective squalls, are also prevalent (although less severe than cyclones).

Tropical cyclones originate from south of the equator in the eastern Indian Ocean and in the Timor and Arafura Seas. They occur during the predominantly summer months November to April, being most active in the months of December to March. The most severe cyclones will most

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often occur in the months of December and March-April, when sea-surface temperatures are warmest.

Ambient wave conditions are dominated by swell propagating from the Indian Ocean, together with local wind-sea generated by the monsoonal winds. This can lead to significant angular differences between wind-sea and swell.

Currents result from a number of forcing mechanisms: tidal currents are high due to the strong tidal forcing, which extends much further offshore than in other regions; regional circulation related to the Pacific-Indian Ocean through-flow; currents generated by solitons, propagating onto the shelf slope in association with the internal tide; currents due to local wind stress, particularly during tropical cyclones; inertial currents following tropical cyclones.

Table 6.1: Prelude mean Wind Statistics

Typical Monthly Statistics of 10-min Mean Wind Speed (Kts)

Jan Feb Mar Apr May Jun Jul Aug Sep Oct Nov

Dec All-year

Min 0.3 0.4 0.1 0.3 0.4 0.7 0.5 0.7 0.2 0.4 0.5 0.4 0.1

Max 25.6 20.8 33.4 43.8 15.3 14.4 14.6 13.0 13.0 11.6 14.5 28.6 43.8

Mean 6.8 6.8 5.3 4.8 5.8 6.5 6.2 5.0 4.3 4.5 4.8 5.8 5.6

Table 6.2: Prelude mean Rainfall Statistics

Typical Monthly Statistics of Mean Rainfall (mm)

Jan Feb Mar Apr May Jun Jul Aug Sep Oct Nov Dec All-year

322 191 465 119 416 15 15 0 23 48 74 82 1770

Table 6.3: Prelude mean Air Temperature Statistics

Typical Monthly Statistics of Air Temperature (°C)

Dry bulb air temperature(°C)

Jan. Feb. Mar. Apr. May Jun. Jul. Aug. Sep. Oct. Nov. Dec. All-year

Mean 29.6 29.3 29.6 30.4 29.4 27.3 26.8 26.7 27.4 28.7 29.7 30.0 28.8

Maximum 33.2 33.0 33.3 33.2 33.3 30.9 30.1 30.1 31.5 32.2 33.8 34.2 34.2

Minimum 23.0 23.4 24.0 25.5 23.5 21.7 23.0 23.8 21.6 24.6 25.0 24.8 21.6

Table 6.4: Prelude mean Sea Water Temperature Statistics

Typical Monthly Statistics of Mean Sea Water Temperature (°C)

Depth

(m MSL) Jan Feb Mar Apr May Jun Jul Aug Sep Oct Nov Dec

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0 29.8 29.3 29.7 29.6 29.0 27.7 26.8 26.1 27.0 28.2 28.8 29.5

10 29.8 29.1 29.6 29.5 28.9 27.7 26.8 26.1 26.9 28.1 28.6 29.2

Figure 2: All-year wind speed vs direction distribution for 10-min mean wind speed at 10m above sea level

0.0%

Calms

2.5%5%

7.5%10%

12.5%15%

17.5%20%

N

NNE

NE

ENE

E

ESE

SE

SSE

S

SSW

SW

WSW

W

WNW

NW

NNW

100.0%

Data Return

701280

Observations

0 5 10 15 20 25 30 35 4045

WindSpeed [m/s] against WindDirection [deg from]

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Figure 3: All-year significant wave height vs direction distribution for wind-sea

6.2 Visibility Ships’ observations indicate that typically visibility is greater than 5 nautical miles 95% of the time and less than 2 nautical miles 5% of the time on average with no obvious seasonal variation.

6.3 Tsunami The tsunami potential for the Northwest Shelf region is considered moderate. Historically, only four tsunamis’ have been known to affect this region in recorded history (1883, 1977, 1994, and 2004), although this observation should be qualified by the fact that the region has always been sparsely populated, and tsunami may well have gone unobserved, particularly if masked by the huge tides of the region. Tsunami emanating from these events would have been significantly smaller than the daily rise and fall of tide in this region (perhaps of the order of 2m).

Tsunamis in the deep ocean have length scales of several hundred kilometres, and are likely to pass round the 'relatively' small (much less than one wavelength) diameter shoal, without significant response to the local topography.

Therefore, the potential effect of a deep-water tsunami (in 250 meters’ water) on the relative motion of two vessels connected by a mooring line is considered to be low. However, there have been incidences of collision between two vessels moored side by side during the passage of a tsunami in relatively deep water, so the frequency of occurrence of tsunami and their potential impact on relative motions should be assessed during the next phase of the project.

0.0%

Calms

2.5%5%

7.5%10%

12.5%15%

17.5%20%

N

NNE

NE

ENE

E

ESE

SE

SSE

S

SSW

SW

WSW

W

WNW

NW

NNW

100.0%

Data Return

701280

Observations

0 1 2 3 4 5 6 7 8 9 10 11 12Hs_Sea [m] against MeanWaveDirection_Sea [deg from]

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6.4 Solitons Solitary non-linear internal waves, which are waves propagating within the water column due to the interaction of strong tidal forcing, bathymetry and density differences between the surface and subsurface layers of the water column, are common in the Prelude location. Current speeds in excess of 2m/s (4 knots) near-surface may be sustained for 10-15 minutes during these events. Solitons are associated with the internal tide and as such may occur at tidal periods of ~12 hour intervals.

Solitons have been observed at the Prelude location throughout the year, but are more prevalent during the late summer, when stratification is most intense. There is a high degree of variability, however, depending on the state of the tide (spring-neap cycle) and the intensity of density stratification

Arrival off Port

7.1 Communications The following communication channels shall be used:

Table 7.1: Prelude Communication Channels

Prelude Communication Channels

Prelude Terminal (Terminal operations related VHF 16 (Call up / Emergency) & 68 (Working)

ISVs VHF 16 (Call up) & 68 (Working)

Prelude Control (Cargo operations related) VHF 16 (Call up / Emergency) & 68 (Working)

7.2 Limiting Environmental Criteria – General Prelude is fitted with an integrated Weather Monitoring System (WMS) which includes:

• Two wind speed and direction sensor fitted to the top of the living quarters telecom mast, • A wind speed and direction sensor fitted at the turret, • An air pressure sensor, • A visibility sensor, • An air temperature and humidity screen (Met shelter), • A cloud level sensor, • A wave and surface current radar fitted at the turret, • Two motion reference units, and • A sea current sensor / profiler

The parameters affecting personnel transfer, mooring, unmooring and transfer of equipment include:

• Wind / current strength & direction,

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• Sea / swell height & direction, and • Visibility / light conditions (Daylight mooring / departure only).

The limiting factors for safe sustained offtake operations are generally:

• The interaction between the tanker and Prelude and, and • The ability of the ISV to operate safely in the certain weather conditions.

During the initial ship / FLNG exchange, the tanker shall be supplied with a copy of the current weather forecast for the Prelude location.

In order to assess the effect of actual and forecast environmental conditions at the terminal, with respect to offtake operations, Prelude will utilise a DEcision MakIng Support Tool (DEMIST). This tool will assist in determining if the forecast environmental conditions are suitable for safe and sustained operations throughout the offtake period, along with guidance on heading and thruster selection.

Prelude’s stern thrusters may be utilised as required to enable optimum heading control throughout the cargo operations.

Prelude will determine whether its status is open, restricted or closed and will inform the tanker of any changes in status:

OPEN: A tanker is allowed to moor between sunrise and sunset.

RESTRICTED: A tanker shall not be allowed to moor. A tanker already at the moor may continue offtake operation subject to TTL advice.

CLOSED: A tanker shall not be allowed to moor. A tanker already moored shall be required to depart if it is safe to do so.

If the weather forecast indicates the limiting environmental conditions will be exceeded, during the course of mooring, mooring, cargo operations or other situation when a tanker is at Prelude, those operations must cease prior to the stated limiting condition being reached. The limiting environmental conditions are described in the following tables.

Notwithstanding the statutory right of the Master, the decision for a tanker to sail from Prelude (due to adverse weather conditions) will be made by the OIM, after consultation with the Terminal Team Leader and the tanker Master.

The tanker Master, however, remains solely responsible for the safety, condition, operation and proper navigation of their vessel. As such, the OIM shall collaborate closely with the TTL and tanker Master when making adverse weather decisions which have an operational impact.

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7.3 Limiting Environmental Criteria – Personnel Transfer The following limits exist for the transfer of personnel between the ISV and the TANKER

Table 7.2: Environmental Limits for Personnel Transfer

Environmental limits for personnel transfer

Agreement between TTL and tanker Master,

≤ 30 Knots Mean Wind Speed,

≤ 3.0m Significant Wave Height,

≥600m Visibility

7.4 Limiting Environmental Criteria – Tool basket Transfer Transfer of Tool basket from ISV to tanker will not be undertaken unless tanker Master and ISV Master agree that conditions are suitable. Additionally, the following environmental limitations shall be adhered to when transferring the tool box.

Table 7.3: Environmental Limits for Spool Piece Transfer

Environmental limits for tool box transfer

Agreement between ISV and tanker Master,

≤ 25 Knots Mean Wind Speed

≤ 2.5m Significant Wave Height

≥600m Visibility

7.5 Limiting Environmental Criteria – Mooring Mooring of tanker will not occur unless observed 10-minute mean wind speed is less than or equal to 25 knots. Additionally, tankers will not be moored if the weather forecast over the planned time moored indicates sustained wind speeds greater than or equal to 25 knots.

The following mooring environmental limitations are in place, based on wind or waves coming from right ahead, +/- 20°. The TTL will advise the tanker Master, prior to mooring, of the limitations in force at the time, given the prevailing wind and swell may be from different directions.

Table 7.4: Environmental Limits for Mooring

Environmental limits for mooring

Criteria Actions when criteria not met

≤ 25 Knots Mean Wind Speed

≤ 2.5m Significant Wave Height Cease tandem mooring

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≤ 2 knots of current

≥600m Visibility

Daylight Conditions

Forecast >25 knots Mean Wind Speed Cease tandem mooring prior to arrival of limiting wind.

7.6 Limiting Environmental Criteria – Offtake Connection of cargo transfer hose will not commence unless observed 10-minute mean wind speed is less than or equal to 25 knots.

The TTL will advise the tanker Master, prior to commencing operations, of the limitations in force at the time, given the prevailing wind and swell may be from different directions.

The effects of adverse weather on Prelude and offtake Tankers may vary according to the draught and trim of both assets. The OIM shall take this into account when determining restrictions as they may be required in conditions which differ from those indicated below.

Table 7.5: Wind Limits for Offtake

Wind limits for offtake

Criteria Criteria Actions when criteria not met

10 min Mean Wind Speed (Outside of 20° either side of Prelude’s heading)

10 min Mean Wind Speed (knots) between 20° port and starboard of Prelude’s heading

TTL Action after consultation with LTT, Vessel’s Master and Prelude OIM

≥ 15 ≥ 25

Consider stopping condensate loading & disconnect

Cease Tandem mooring

≥ 20 ≥ 27 Cease condensate loading & disconnect

≥ 20 ≥ 27 Consider unmooring tanker

≥ 25 ≥ 30 Unmoor tanker

Table 7.6: Adverse weather conditions for offtake

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Adverse weather conditions for offtake

Criteria Actions when criteria not met

≥ 2.5m Significant Wave Height

One pull at 190ton or 149ton NDBS of hawser in 30min period

≤ 50m distance from tanker to FLNG

Angle between FLNG centre line and mooring hawser (α) ≥ 35 (see Figure 4)

Angle between offtake tanker centre line and mooring hawser (β) ≥ 45° (see Figure 4)

Cease condensate loading, disconnect, unmoor tanker and sail

Lightning within 1nm of Turret Centre Suspend cargo loading until lightning has passed

Figure 4: Description of Angles for Condensate Offloading

7.7 Approach to Prelude Tankers should not approach within 6 nautical miles of Prelude until such time as it is progressing to the Pilot Boarding Ground.

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When approaching Prelude, vessels should so far as possible avoid passing through the ICHTHYS field. See Appendix Q.

A wave buoy is established in position: Latitude (WGS84): 13° 49' 1.028" S Longitude (WGS84): 123° 16' 49.289" E. There is a 500m exclusion zone around this wave buoy.

The TTL will contact the tanker on VHF channel 68 prior to departing Prelude. The TTL will advise the tanker when to commence its approach to the Pilot Boarding Ground.

Under no circumstances should the vessel enter the 1500m safety zone without the express permission from the TTL and only then when the Infield Support Vessels (ISVs) are in attendance.

7.8 Notice of Readiness The Master of the tanker is required to provide Notice of Readiness (NOR) to load condensate when the tanker:

(a) has arrived at the Pilot Boarding Ground or such other point located at or proximate to Prelude as may be advised by the Prelude Operator;

(b) has received all necessary clearances; and (c) is able to receive condensate for loading.

The NOR will be delivered by the Master of the LNG Ship to the Prelude Operator by electronic mail (email) at the following email address:

Title Email address Telephone

Prelude Operator [email protected] & [email protected]

+61 (0)8 6383-1771

+61 (0)8 6383-1772

+61 (0)8 6383-1773

+61 (0)8 6383-1781

In addition, the NOR may be handed to the TTL after the TTL has boarded the tanker, in which case, the TTL will countersign for receipt on behalf of the Prelude Operator.

NOR is effective:

(a) for a condensate ship giving its NOR at its Required Arrival Time, NOR is effective at that Required Arrival Time;

(b) for a condensate ship giving its NOR after its Required Arrival Time, NOR is effective when the TTL boards, following the Prelude Operator’s notice to the tanker that Prelude is ready to receive the TANKER for loading; or

(c) for a condensate ship giving its NOR before its Required Arrival Time, the earlier of either:

i. the Required Arrival Time, or ii. when the TTL boards, following the Prelude Operator’s notice to the tanker that

Prelude is ready to receive the condensate for loading.



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Berthing and Mooring

8.1 Mooring and Unmooring Criteria Mooring of a tanker is restricted to daylight hours only. Daylight is considered between morning and evening civil twilight. For further criteria, see sections 7.5 and 7.6 of this book.

Unmooring is permitted in daylight and night-time conditions.

8.2 Pilotage Pilotage is compulsory for all vessels arriving and departing at Prelude.

All vessels shall stay at least 6 nautical miles from the Prelude until such time they are requested to proceed to the Pilot Boarding Ground.

8.2.1 Pilot Boarding Ground The pilot boarding ground is 3 nautical miles directly astern of Prelude or as advised by the TTL once radio contact is made.

8.2.2 Personnel Transfer The tanker shall adopt a course and speed as directed by “Prelude Terminal” or the ISV for the transfer of personnel from the ISV to the tanker.

The following three (3) personnel will board the tanker at the pilot ground:

(a) 1 x Terminal Team Leader (TTL) who will conduct the Compulsory Pilotage and mooring of the tanker. He will additionally act as the Prelude representative onboard the tanker during the loading operation,

(b) 1 x Lead Terminal Technician (LTT) who will assist the TTL, and (c) 1 x Cargo Surveyor

8.2.3 Pilot Ladder The pilot ladder is to be rigged above the water line as directed by the TTL, in full compliance with IMO Res A1045 (27) and IMPA recommendations. See Appendix B for Pilot boarding ladder arrangements.

All personnel overnight bags and Mooring Aid System will be transferred with the tool box described in section 8.4.1. As such, there will not be a requirement to transfer equipment from ISV to tanker via heaving line.

8.2.4 Personnel Embarked on Tanker The TTL, LTT and Inspector will remain on board the tanker throughout its stay at the Prelude to liaise and assist the vessel’s Master and crew to:

• Manoeuvrer the tanker to the tandem mooring position, • Moor at (and un-moor from) Prelude, • Connect and disconnect the cargo transfer systems, • Communicate between Prelude Terminal and the vessel cargo watch-keeper

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• Oversee and ensure the overall safety of the total operation whilst within the 1500m safety zone, and

• Witness and verify cargo measurements, including volume determination, temperature, pressure, list, trim and to prepare cargo documents.

Tanker Masters are requested to provide food and appropriate non-share officer’s accommodation for the TTL, LTT and Inspector. Prelude will provide advance notice should additional personnel (e.g. trainee TTL) be expected to also transfer and remain on the tanker.

8.2.5 Personal Protective Equipment (PPE) The TTL, LTT and Inspector will wear the following PPE (supplied by themselves) during personnel transfer and whilst working on the exposed decks of the tanker

Boiler suit, safety shoes, gloves, safety glasses and a safety helmet. Additionally, they will don an inflatable personal floatation device (PFD) with AIS enabled personnel locator beacon (PLB) during personnel transfer operations.

Should the tanker Master require the TTL or LTT to wear any additional PPE whilst on-board the tanker, this should be supplied by the tanker.

8.3 Infield Support Vessels (ISV) A tanker calling at Prelude shall be assisted throughout their stay by at least two (2) multipurpose Infield Support Vessels (ISVs). These 42m long, 100ton bollard pull tugs manoeuvre via a Rotor tug propulsion configuration, comprising of 3 azimuthing thrusters - two forward and one aft.

See Appendix G for ISV specifications.

The ISV towing gear is fitted with a 20m Coated Dyneema braided cover pennant with an eye length of 1.8m. A ship heaving line is required to facilitate transfer of the tow line.

8.4 ISV arrangements for mooring / un-mooring One ISV is made fast to the tanker - through the aft centre lead. The tanker shall ensure appropriate SWL securing arrangements are provided on the poop deck.

8.4.1 ISV arrangements during cargo transfer The ISV will remain fast aft throughout cargo operations providing static towing capabilities.

One ISV will be on standby and available at all times whilst a tanker is moored.

8.5 Tool box transfer – General To assist with connecting the Condensate loading hose, Prelude shall provide the necessary tools and equipment for this task.

The transfer will take place outside the safety zone and on a course and speed as agreed between the TTL, the ISV Master and the tanker Master.

On completion of personnel embarkation to the tanker, the ISV shall manoeuvre as required to enable the tankers starboard side amidships / manifold crane to hoist the following items from the aft deck of the ISV:

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(a) A tool box containing all necessary hand tools, nuts, bolts and gaskets required to secure the hose, weighing approximately 1.0 tonnes.

The tanker shall have a manifold crane with a minimum safe working load (SWL) of 15 t.

8.5.1 Tool box transfer – Tanker Stinger During tool box transfer from the ISV, the tanker shall be provided with a hands free certified stinger. This is to be connected to the tanker manifold crane hook and is of sufficient length and SWL. The stinger is to provide protection to the ISV’s crew from the tanker’s crane block.

The crane block shall be marked in such a way that it is visible under all circumstances of operation. It is recommended that the tanker Master and crew familiarise themselves with the appropriate sections of the Code of Safe Working Practice for Merchant Seafarers (COSWOP).

To prevent waiting time, all tanker permits and risk assessments required to lift the tool box and fit the hose should be prepared and available prior to the TTL / LLT’s arrival on board.

8.6 Helicopters Prelude will not carry out helicopter operations during the tanker’s approach or mooring / unmooring operations. Helicopter operations may take place during the loading of a tanker.

When Prelude helicopter operations are planned during the loading operation, the TTL will advise the tanker’s staff at the pre-cargo Ship / FLNG Safety Meeting.

8.7 Tanker Mooring – General The TTL will discuss all aspects of the mooring operations with the tanker Master prior to commencing the approach. When both parties have completed and signed the ‘Master / Pilot exchange’ checklists, the approach may then commence.

Tankers are secured and operated at Prelude in accordance with the latest editions of Oil Companies International Marine Forum (OCIMF) publications:

• ISGOTT, • Recommendations for Equipment Employed in the Bow Mooring of Conventional Tankers

at Single Point Moorings, • Tandem Mooring & Offloading Guidelines for Conventional Tankers at F(P)SO Facilities, • Mooring Equipment Guidelines.

Tandem Mooring Arrangement

The Prelude is fitted with a single 90 metre, 168mm double braided (MBL 771t) hawser fitted at each end with a 7.1m 76mm diameter stud link chafe chain (SWL 200t- FLNG Side) and a 7.8m of 76mm diameter stud link chafe chain (SWL 200t) that secures it to the tankers bow mounted chain stopper.

See Appendix C for hawser drawing.

The condensate tanker end of the chafe chain is supported in the water by a support buoy with sufficient floatation to bear the weight of the mooring hawser thimble end and chafe chain. The

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buoy will remain outside of the tanker fairlead when the mooring hawser is connected. A floating Hawser pick-up rope is attached to the free end of the chafe chain by a D Shackle connected chafe chain. The 32mm x 50m polypropylene messenger (MBL 20.4t) and 88mm x 220m polypropylene (MBL 136.6t) pick-up rope provides a means of handling the mooring when transferring it to the offtake tanker.

All fittings on the Prelude for the mooring of the condensate tanker comply with OCIMF Tandem Mooring & Offloading Guidelines. This document also addresses the mooring and mooring of tankers to FPSOs and the mooring operations to the Prelude FLNG facility will be in accordance with these guidelines.

All offtake tankers are to be in full compliance with OCIMF Tandem Mooring & Offloading Guidelines for conventional tankers at F(P)SO Facilities.

A load monitoring systems is provided which provides:

• Real time indication of hawser loads to provide the operator with information to confirm the SWL of the mooring system is not exceeded and operations are conducted within the pre-defined operational limits.

• A record of the hawser load history to assist in determining useful service life according to the specific parameters of the Prelude FLNG facility.

8.8.1 Ballast, Trim and Stability The Tanker must arrive with ballast equivalent to at least 30% of DWT and shall be trimmed by the stern by not more than 1.5% of LOA so that there is no adverse effect to the manoeuvrability or the visibility of the vessel. The propeller must remain fully immersed on arrival and throughout time moored. The Master is required to maintain appropriate trim and list and to retain sufficient positive stability to enable safe cargo loading operations and emergency unmooring. Notwithstanding the above, the Master shall not allow the tanker to become trimmed by the head and endeavour to keep the vessel upright at all times.

Cargo and ballast operations shall be conducted simultaneously, with the conduct of ballast transfer during mooring / unmooring operations prohibited at Prelude.

8.8 Mooring

8.8.1 Mooring Aid System A real time Mooring Aid System (BAS) is supplied by Prelude for the mooring of the tanker. The BAS continuously detects the position of the tanker, relative to Prelude, and displays this position and forecast movement on a laptop device transferred onto the tanker with the TTL. The communication link between the Prelude BAS base station and the tanker BAS is via UHF. The GPS and antenna unit (figure 4), which are mounted on the tankers bridge wing, are ATEX rated (i.e. intrinsically safe).

The antenna unit is magnetised and designed to attach to a steel surface on the tankers bridge wing railing. The unit needs to be placed outside with a good view of the sky, clear of bulkheads and obstructions. The minimum distance from the unit’s extended antennas to smaller obstructions

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(e.g. VHF antenna) is 1-2m; distance to larger obstructions (e.g. bulkheads) is 5-10m. Figure 5 shows the extended antenna.

In order to ensure greatest accuracy, the distance between antenna needs to be as long as possible, ideally 4m, but with a minimum of 2m.

The TTL will set up the BAS, and ensure its correct operation, prior to undertaking the Master / Pilot exchange

Figure 5: External antennae unit for Mooring Aid System

Figure 6: Extended antennae for Mooring Aid System

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8.8.2 Mooring Method When the tanker is between one and a half (1.5) and two (2) nautical miles astern of Prelude, the TTL will direct the ISV to make fast through the centre lead aft. The tanker shall have heaving lines and messengers prepared as required to retrieve and secure the ISV line. The ISV will then assist the tanker to manoeuvre into position astern of Prelude.

The method of mooring may vary depending upon environmental conditions.

Vessels operating within Prelude’s 1500m safety zone shall navigate at a safe speed commensurate with the activities being undertaken and as defined by The International Regulations for Preventing Collisions at Sea 1972 (COLREGs).

The final approach by the tanker shall be at a speed with which the vessel’s heading can be controlled by a combination of ISV assist and main engines and rudder control.

The TTL will discuss all aspects of the mooring operations with the ISV and tanker Master prior to commencing the approach. The LTT is positioned at the tankers bow and co-ordinates the mooring operations on the bow under instruction from the TTL.

Figure 7: Connecting ISV to stern of a Condensate Tanker

Figure 8: Approaching/mooring Condensate Tanker to Prelude FLNG

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Figure 9: Departure of Condensate Tanker

8.9 Mooring

8.9.1 Mooring – General The TTL shall approach the FLNG at a slow speed and monitor the distance from the FLNG.

At approximately 350m from the stern of the FLNG the condensate tankers crew will lower a messenger line to the ISV to connect to the 32mm x 50m Polypropylene 8 strand (MBL 20.4t) mooring hawser messenger. The tanker crew, under the directions of the LTT, will then start to recover the 32mm mooring hawser messenger line and commence the mooring operation. The 32mm x 50m messenger is connected to a 88mm x 220m long polypropylene (MBL 136.6t) pick up rope which is in turn connected to the 76mm chafe chain (SWL 200t).

The messenger line will be run through one of the centreline leads on the offtake tanker, through the chain stopper and onto the winch drum. Side roller fairleads and the drum ends (capstans) are not to be used for mooring. The LTT will be responsible for adjusting the speed at which the mooring hawser is heaved in, in consultation with the TTL. The LTT shall advise the TTL as the different parts of the hawser rig are heaved on board the offtake tanker.

Details of the mooring operation have been provided in Appendix M.

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Figure 10: Mooring Hawser being heaved in on OTT

The LTT shall advise the TTL when the chafe chain is fast in the stopper and the pin has been secured. The chain shall be secured in the stopper on the third or fourth link. Wedges should be used between the stopper tongue and bar, if necessary, to keep pressure on the tongue. After confirmation that the chain is fast in the stopper the TTL shall use the ISV engines to stretch the mooring hawser and to maintain the distance from the FLNG. The TTL shall monitor the mooring aid when tension is taken on the mooring hawser. At this stage the offtake tanker is considered secured.

Vessels mooring equipment and arrangements must be as per the latest edition of OCIMF’s Tandem Mooring & Offloading Guidelines for conventional tankers at F(P)SO Facilities.

Masters of vessels are responsible for ensuring that:

• Their vessels are safely secured in accordance with the preceding paragraphs. • A strict watch is kept on their vessel’s position relative to the stern of Prelude.

The transferring of the floating hose is to be carried out once the Condensate tanker mooring is completed.

Figure 11: Floating Hose transferred across to OTT by ISV # 2

During the approach, while mooring /securing to the moor and during the offtake operation, the vessel’s anchors MUST be secured by the chain stoppers and lashing wires to prevent accidental release with subsequent damage to the subsea pipelines and equipment.

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Line handling during mooring/unmooring shall be performed by the ship’s staff under instructions of the TTL/LTT.

PREPARING THE FORECASTLE HEAD

The following vessel’s equipment should be ready on the forecastle head.

• Large crow bar. • A messenger line 24 to 28 mm diameter, 70 m in length. • Winch drum or empty spool drum to heave on board the mooring pick up rope.

Note: Where possible, the mooring line should lead through a “Panama chock” on the center line of the bow, rather than through a single port or starboard bow fairlead as this produces fewer tendencies to yaw.

Power should be available at the winches (mooring deck equipment) on the forecastle and to the crane at the ship’s manifold to ensure they are ready to lift the ancillary mooring and hose handling equipment. Manifold should be prepared for cargo operations.

Ship’s staff will prepare the forecastle head for the mooring operation at the instruction of the LTT

PREPARING THE STARBOARD SIDE MANIFOLD

The starboard crane shall be rigged and ready to lift the hose connecting equipment basket from the ISV.

The starboard manifold crane must be currently certified, tested and ready for use.

Drip trays are to be empty and clean and drains secured, oil spill equipment including Oil absorbent granules, absorbent pads/booms along with firefighting equipment should be in position at the starboard manifold.

Prelude FLNG normally supplies the following, but their presence will prevent delays in case of deficiency or malfunction.

• Lever blocks • Chain blocks • Spare soft webbing slings • Spare spanners • Spare wire strops • Spare bolts

OCIMF STANDARD MANIFOLD ARRANGEMENT

In order to secure the hoses to the vessel’s manifold; the manifold arrangement must be as recommended in OCIMF publication “Recommendations for Oil Tanker Manifolds and Associated Equipment,” 4th Edition, 1991.

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CONNECTING THE HOSES

Connecting and disconnecting of the cargo hose is to be carried out by the ship’s staff under instruction from the LTT. The hose connection procedure to be followed can be found in See Annex K: Hose Connection Procedure

Be advised that the hose cannot touch the saddle rail at any time.

8.10 Provision of Mooring Crews on Prelude Mooring gangs will be provided on-board Prelude to transfer the mooring hawser and hose to the ISV. The mooring crew leader will be in radio contact with the TTL. All instructions to the mooring crew shall be passed by the TTL.

Mooring crew on Prelude will be ready at short notice in event of an emergency.

8.11 Weighted Heaving Lines Monkeys fist (or similar) may be used to weight the line for throwing.

The practice of weighting monkey fists (or heaving lines in general) with infills of metal and other heavy objects poses a significant risk of injury to the ISV crew and terminal staff and is not acceptable at the Prelude.

Communications

9.1 Language All communications, both verbal and written, shall be in the English language.

9.2 Operational Agreements On arrival at Prelude, the TTL will present the Master with a folder containing amongst other documents, the following:

• Safety Letter to Master (Appendix A), • Emergency Procedure Notice, • Ship / FLNG Safety Check List (Appendix H), and

The various forms, information and procedures laid out in the document formalise the conduct and procedures governing tanker & Prelude operations at FLNG which are to be mutually agreed before operations commence.

The agreements reached in the document remain in force throughout the time a ship remains moored Prelude. Any changes made to these agreements during the course of the cargo operation must be agreed in writing.

All items contained in the Ship/FLNG Safety Check List must remain constantly under review. However, the ship and Prelude are required to jointly recheck those items requiring formal recheck at intervals not exceeding 4 hours.

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9.3 Communications Whilst Moored Primary means of communication will between the tanker and Prelude is via the UHF radio provided by the TTL to the tanker on their arrival.

The secondary method of communication will be via the marine VHF radio Ch. 16 or 68. Use “Prelude Terminal” for VHF Communication.

In the event that communication is lost between the tanker and Prelude, cargo operations shall be suspended until communications can be restored.

The TTL, LTT and Inspector will remain on board the tanker during the time moored. The TTL will liaise between the tanker and Prelude.

9.4 ESD System The TTL will provide the tanker with a UHF radio that has an ESD function. Upon activating the ESD via the UHF radio on the tanker, the following will occur on the FLNG.

a) Cargo pumps in Condensate tanks trip b) Cargo pump isolation valves close c) Loading shut-down valve on transfer header closes

Operations Moored

10.1 Vessel’s Arrival Condition Unless otherwise agreed prior to arrival, the tanker shall arrive in all respects ready to load the cargo. The cargo tanks must have an oxygen content of less than 8% and a minimum IG pressure of 100mm water gauge with a maximum of 5ppm of Hydrogen Sulfide (H2S).

The tanker shall arrive in accordance with Table 10.1.

Table 10.1: Cargo Tank Environment Requirements

Cargo Tank Environment Requirements

Condition Acceptable level

Oxygen (O2) content Maximum 8% in volume

Hydrogen Sulfide (H2S) Maximum 5ppm

Inert Gas (IG) pressure Minimum 100mm water gauge

The TTL may witness all cargo system gas tests taken to confirm these requirements are met.

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10.2 Inert Gas System The cargo tanks will be checked on arrival to verify that they are inerted to 8% oxygen or less by volume and are pressurized. Tankers with tanks not properly inerted, and/or with an inoperative inert gas system, will be rejected. In the event of failure of the inert gas system during tanker loading/deballasting operations, or if the tank atmosphere exceeds 8% oxygen, cargo/ballast operations will be stopped and if the deficiency is not promptly corrected, the tanker will be removed from the berth.

10.3 Safety Inspection Prior to commencing mooring operations, the TTL / LTT and a responsible Officer from the tanker shall jointly conduct a safety inspection of the ship to ensure that the ship is effectively managing its obligations, as detailed in the Ship / FLNG Safety Check List (Refer to Appendix H). This inspection will include a check of the forward mooring station, port and starboard manifolds and the cargo system to ensure compliance with Terminal Regulations.

In the event that safety or compatibility requirements have not been met, loading operations will not commence until corrective action is satisfactorily implemented. Prelude may revoke the tankers clearance to load if the deficiencies are not (or cannot be) rectified.

10.4 Pre-Loading Meeting A pre-loading meeting will be conducted between the TTL, LTT and the designated responsible ships officer(s) either during, or on completion of, the connection of the cargo hose.

The purpose of this meeting is to ensure that all aspects of loading and associated activities are clearly understood and documented in the required format. The agenda for this meeting shall include as a minimum for loading, but not necessarily be limited to the following:

• Status of cargo tanks on arrival (pressure and temperature) • Exchange of ship / shore safety information (Safety pack not required) • Bulk loading procedure • Hourly reporting requirements and action to be taken in the event of a discrepancy

between Terminal and Ship cargo loaded figures exceeding >0.5% and >0.3% (as per OPS_PRE_010522 Prelude FLNG Cargo Planning Manual).

• De-ballasting operation • Forecast weather conditions during the transfer operations • Communications with Prelude and the Infield Support Vessels (ISVs) • Emergency procedures • Maritime Security • Confirmation of tank capacity tables and any other certifications that may be required to

be verified by the TTL and/ or independent surveyor.

Points of discussion will be in accordance with ISGOTT principal to this will be the completion of the ship / FLNG safety check list and the requirement for its repeat checks. Compliance with the output from this meeting is paramount to ensure the safety of the operation, deviations from the plan must be discussed in advance with the TTL.

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A copy of the ship / FLNG checklist is contained in Appendix H.

10.5 Emergency Shut Down (ESD) system tests FUNCTIONALITY TEST OF UHF RADIO ESD LINK SIGNALS

To be completed once hose is connected but before the commencement of pumping operation.

1. Set up a Healthy Radio Link (FLNG ESD STATUS LED is green.) 2. Initiate an FLNG to Condensate Carrier ESD. (ESD Status LED changes to red.) 3. The screen at the handheld radio displays "ESD ACTIVE". 4. Reset the system back to Healthy. 5. Initiate a Condensate Carrier ESD to FLNG ESD. (At the handheld radio, simultaneously

press the side button and the red button at the top for three seconds and release) 6. ESD Status LED at the RSD Module changes to red. 7. The screen at the handheld radio displays "ESD ACTIVE". 8. Prelude control to Reset the system.

OPERATIONAL TEST OF ESD SYSTEM

1. Once vessel has confirmed hose connected and Prelude has started to pump cargo at the minimum rate.

2. Agree to ESD operation with Prelude CCR once they are happy pumps are steady and flow rate in offloading hose is confirmed.

3. Initiate a Condensate Carrier ESD to FLNG ESD with handheld radio. 4. The screen at the handheld radio displays "ESD ACTIVE". 5. Confirm with CCR that the Prelude offloading pumps stop and ESD offloading valve close. 6. Prelude control to Reset the system. 7. Prelude to recommence offloading at minimum rate and follow transfer procedures as

stated below.

10.6 Open Cargo Gauging The vessel shall have available at hand, for use by the TTL and / or Inspector, tank tables and certificates of calibration for cargo tanks, including gauging systems.

10.7 Venting Venting of cargo tanks during the loading operation is permitted while moored at the Prelude. Venting systems are to be operated as per their design to ensure the dilution of vapours in the atmosphere clear of the tankers deck. The following considerations should be taken into account when venting to prevent the build-up of vapours on deck: Loading rate, wind direction and strength, condensate properties and venting system being used.

10.8 Cargo Transfer Procedures Prior to opening of the tankers manifold valve, condensate hose butterfly valve and Preludes ESD valve, the tankers manifold is to be checked to confirm correctly connected and condensate hose is correctly secured. The valve line-up on the tanker is to be confirmed before the commencement of pumping. The fire main shall remain pressurized at all times.

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10.8.1 Ramping Up Starting the first Prelude cargo transfer pump and increasing the loading rate up to maximum flow rate / back pressure shall be at the request of tanker.

The initial transfer rate will be 200m3/h until it is confirmed Condensate is flowing at the tankers manifold and into cargo tanks. The tanker shall request “Prelude Terminal” to increase the transfer rate by 500m3/hr increments when they are comfortable with the current rate, but in any event at intervals of not less than five (5) minutes until bulk loading rate is achieved.

10.8.2 Bulk Loading and Topping Off Once all pumps are online, the Prelude Terminal will stabilize the bulk loading rate.

Maximum condensate bulk loading rate is 5,000m3/hr or a maximum back pressure of 5 bar at the vessels manifold.

Average hourly loading rate, quantity loaded, quantity to go and estimated time of the commencement of rate ramp down are to be calculated and recorded by the tanker. The tanker shall exchange the above-named values with Prelude Terminal hourly – on the hour.

The tanker shall advise Prelude Terminal one (1) hour prior to commencement of ramping down from full rate. When topping off, the loading rate will be decreased in 500m3/hr increments approximately every ten (10) minutes to give a ramp down time of 1 hour approximately, or as directed by the tanker, in order to meet the agreed load quantity.

10.9 Draining of cargo hose and Disconnection See Annex L: Hose Disconnection Procedure

10.10 Close Cargo Gauging A Responsible Officer on the vessel shall conduct final gauging of the vessel’s cargo tanks at the direction of, and in the presence of, the TTL or LTT, and the Inspector. This should be carried out immediately after completion of cargo operation.

10.11 Cargo Documentation and Early Departure Procedure (EDP) Early Departure Procedures (EDP) applies to all products and is the preferred process to avoid delays to departure.

If EDP is enacted, by authorization being provided by the vessel master prior to commencement of loading, then the Terminal Team lead (TTL) will only provide a Provisional Cargo Manifest, Letter of Protest (if any), Timesheet, Master’s Receipt for Documents and Master's Receipt for Samples before the vessel departure.

The remaining documents, as outlined below, will be generated in Perth after the vessel departure and forwarded to the vessel Agent to sign on behalf of the Vessel Master.

Cargo documentation generated after departure will include documents such as the:

• Bill(s) of Lading,

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• Certificate of Quality, • Certificate of Quantity, • Certificate of Origin, • Cargo Manifest,

The provisional cargo manifest quantity will be relayed to the TTL by radio from the Prelude panel Operator. In the event of a dispute, the Vessel will be requested to recheck the measurement and calculations of the quantity, but the TTL will not witness such measurement and calculations. After both Vessel and Prelude figures have been verified, should an appreciable difference still exist, receipt of a Letter of Protest will be acknowledged by the TTL.

Letters of Protest, if any, should be handed to the TTL for onward delivery to the Prelude Operator. The TTL will acknowledge receipt of the Letter of Protest only, and is not authorised to approve such letters or otherwise.

Prior to the disembarkation of the TTL, the Vessel Master shall sight and verify the times and details contained in the documentation, sign the log in the space provided and affix the Vessel's official stamp thereto.

If the Master should so require, the TTL will sight, verify and sign, for receipt only, the Vessel's Record of Operations prior to his disembarkation.

If under exceptional circumstances, EDP is not enacted at the choice of the Vessel operator, then all documents will be issued Offshore, while the vessel waits at a safe distance away from the berth, so as not to interfere with subsequent Vessel loading operations.

10.12 Environmental Criteria for Suspending Operations Refer to section 7.5-7.6 for operational limitations.

Unmooring Parameters and Procedures The tanker shall, along with the TTL, monitor weather parameters, mooring line tension meter reading limits throughout the vessels stay at Prelude.

Once the cargo hose has been fully disconnected and is clear of the vessel, the TTL will discuss all aspects of the unmooring operations with the tanker Master prior to commencing the departure. Both parties shall complete and sign the ‘Master / Pilot exchange’ checklists.

The ISV will assist with manoeuvring the tanker clear of Prelude and shall remain secured until the tanker is well clear of Prelude.

Once clear of Prelude, the ship’s crew, under guidance from the LTT, are to safely transfer the tool box back to the nominated ISV, then the TTL, LTT and Inspector will disembark to the nominated ISV’s.

Details of the Un-mooring operation have been provided in Appendix M.

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Services The following services are not available at Prelude:

• Stores / spares / victualing • Bunkers (of any type) • Freshwater • Crew change / Repatriation • Shore leave • General hospital or dental services other than emergency medical care as agreed • Garbage, waste liquid, slops or ballast water reception

12.1 Medical Emergency In case of a medical emergency requiring assistance, Prelude Terminal should be contacted on VHF 68 and assistance will be rendered as required. Prelude cannot offer medical treatment of a general nature and is only able to assist in event of an emergency.

12.2 Craft Alongside During offloading no vessels shall operate within the 200m exclusion zone around the condensate carrier, this is incorporated in the Field Entry, Safety Zone Entry and Departure Checklists.

Additionally, tankers moored at Prelude shall not have craft / service vessels alongside them whilst interacting in anyway with Prelude. Double banking shall not be undertaken at any given time.

12.3 Waterborne Testing of Lifeboats / Rescue Craft While it is recognised that there may be a need to conduct lifeboat drills, for safety and security reasons lifeboats and rescue boats shall not be permitted to be lowered into the water while moored the Prelude nor within the 1500m safety zone.

12.4 Main Engine Readiness While moored at the Prelude, the tankers main engines and related auxiliaries are to be kept in a state of readiness at all times so that the vessel can sail under her own power in an emergency.

12.5 Repairs While alongside Prelude, any repair or maintenance work (either hot or cold) to machinery and equipment shall be limited to those items which do not impair or require the following:

• The fire detection, gas detection, lifesaving appliances or firefighting capability of the vessel.

• The safe and efficient handling of cargo. • The manoeuvrability or propulsive power of the vessel. • The safe operation of the mooring system. • The safe operation of electrical equipment located in gas dangerous zones.

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12.6 Smoking Smoking is prohibited on vessels berthed alongside, except in the specifically designated ‘smoking areas’ on board within the accommodation.

A maximum of two (2) approved smoking areas will be permitted; these rooms shall be identified by Prelude Safety Notices, and in agreement with the vessel Master.

One of the recreation / TV lounges shall be designated as a non-smoking room. This is to prevent the negative health consequences of passive smoking to Prelude employees and contractors. Common work areas such as CCR, bridge or ship’s office are not deemed suitable “approved smoking areas” whilst moored at Prelude.

The Master shall ensure that meetings held on board with Terminal staff are conducted in a smoke free atmosphere.

12.7 Hot Work and Use of Naked Lights All ‘HOT WORK’ is STRICTLY PROHIBITED within the 1500m safety zone and whilst alongside the Prelude.

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

The use of naked flames is strictly prohibited except:

• Under conditions approved by the OIM / TTL for the particular reason and purpose. • In the designated places at the times that smoking is permitted.

12.8 Ventilators and Air Condition 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. Window type air conditioning units must not be used.

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.

All doors, portholes and openings to the accommodation or machinery spaces shall be kept closed, except for access purposes.

12.9 Transmitting Devices All portable electronic equipment including radio transmitting equipment / mobile telephones etc. being used on Prelude and the decks of moored tankers shall be intrinsically safe. The use of non-intrinsically safe equipment outside of the accommodation / living quarters is strictly prohibited.

Fixed transmitting installations such as MF/HF radio installations shall be switched off and aerials grounded so far as possible. VHF and AIS equipment shall be switched to 1W mode.

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Radars on tankers shall be either switched off or placed in standby mode whilst moored. Transmission whilst loading hose is connected is prohibited.

Tanker satellite telecommunications systems are allowed for use when moored subject to the TTL permission/approval.

12.10 Incinerators The running of or use of ships incinerators for disposal of garbage or sludge is STRICTLY PROHIBITED with within the 1500m safety zone and whilst moored at the Prelude.

12.11 Drug and Alcohol Policy It is the policy of Prelude that the workplace is entirely free from the effects of drugs and alcohol.

No person on board either Prelude or the tanker may work under the influence of alcohol or drugs.

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Appendix A: Safety Letter

The Master, SS/MT: Date:

Responsibility for the safe conduct of operations and compliance with local, national and international laws / rules and regulations 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/FLNG Safety Check-List, which are based on safe practices that are widely accepted by the oil and tanker industries.

We expect you, and all under your command, to adhere strictly to these requirements throughout your ship's stay moored 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 elements addressed within the scope of the Ship/FLNG Safety Check-List are being managed in an acceptable manner. 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 that safety is being endangered by any action on the part of our staff or by any equipment under our control, you should demand immediate cessation of operations, and bring this immediately to the notice of the TTL or his deputy the Lead Terminal Technician (LTT).

We reserve the right in the event of continued or flagrant disregard of the safety requirements by any of your officers or crew to stop all operations and to order your ship off the moor for appropriate action to be taken by the Charterer and/or Owners concerned.

There can be no compromise with safety. Please acknowledge receipt of this letter by countersigning and returning the attached copy.

Signed: Signed:

Terminal Representative on duty: Master:

Position or Title: SS/MT:

Contact Details: VHF Channel Date/Time:

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Appendix B: Required Boarding Arrangement for Pilots TTL

It is a requirement that “Pilot Boarding” Arrangements for TTL’s, LTT’s and other personnel who may board a vessel are to be in accordance with the international regulations. IMO Resolution A1045(27) and SOLAS Chapter V/23 regarding pilot transfer arrangements.

The boarding arrangement shall be rigged on the lee side of the vessel as directed by the TTL.

The attention of Masters is also drawn to AMSA Marine Notice19/2015. The ladder should be clean, properly fitted with spreaders, well clear of all discharges and outlets, and all outboard fittings which might foul the pilot launch. Masters shall ensure that pilot ladder certification is available to be sighted by the TTL on request.

In addition the following items should also be attended to.

• Mechanical Pilot Hoists are not acceptable to at any time banned by SOLAS Chapter V/23. • When accommodation ladders are used in conjunction with a conventional pilot ladder the

accommodation ladder should be secured to the hull. The Pilot Ladder and associated • manropes should be secured to the hull approximately 2 metres above the accommodation

ladder platform. • Pilot ladders should rest firmly against the ships side and should not be rigged in areas where

the ladder will not rest against the ships side or areas of the hull with an overhang. • Tripping lines are not to be used. • Two (2) clean manila manropes of not less than 28mm diameter and not more than 32mm.

diameter are to be securely made fast to the ship. The manropes must never be made fast to the ladder at any point and should not be longer than the ladder.

• An officer should be in attendance at the ladder, with life-saving appliances ready for immediate use. The officer must also have a Portable Radio for immediate communication with the bridge.

• When a combination ladder is to be used, and there are no appropriate lashing arrangements then Prelude requires that magnetic or suction devices be utilised to ensure the gangway and ladder can be properly secured to the hull.

• Any Hull door opening shall not open outwards. • The pilot ladder should be secured to the vessels main deck using the correct securing method

and not using the steps as a securing point. • Handhold Stanchions Min. Diam. 32mm, Min. 120 cm above Bulwark. • Handholds 70 to 80 cm apart. • The vessel must have a six-metre unobstructed portion of ship side for the pilot vessel to land. • The accommodation ladder may only have a maximum slope of 45 degrees and should lead

aft. • The lower platform must be horizontal and must have a non-slip surface. • The lower platform shall be a minimum of 5 metres above the sea. • The responsible officer must be located on the lower platform with a hand-held VHF. • The handhold stanchions must be rigidly secured to the deck.

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If any vessel is unable to meet these requirements early advice must be given so as an appropriate risk assessment can be made to allow a pilot to board the vessel safely.

As a workplace health and safety issue, Prelude reserves the right to delay vessel embarkation of a Marine Pilot until these procedures are fulfilled. Further, all instances of non-compliance will be reported to the Australian Maritime Safety Authority as a Port State Control matter.

Some examples of what is not acceptable:

• Shackles and knots on ladder. • Steps not equally spaced. • Steps not horizontal and no chocks securing rungs. • Spreaders must not be lashed between steps. • Side ropes must not be unequally spaced. • Steps must not be painted, be dirty or slippery. • No loops or tripping lines attached to ladder.

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Figure 12: Pilot ladder requirements for freeboard exceeding 9.0 metres (SOLAS Chapter V 23)

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Figure 13: Rigging of Combination and Trap Door Ladders

1 or 2 Magnets for the pilot ladder. (Magnets can be tripped from deck as shown) Manropes tucked in 1.5 metres above platform.

1 Magnet for the Accommodation Ladder NEVER attach ladder to gangway.

Trap Door- manropes to extend to height of handrails

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Figure 14: Required boarding arrangements for pilot

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Appendix C: Mooring Hawser General Arrangement

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Appendix D: Condensate Hose Configuration

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Appendix E: Declaration of Security between a ship and a port facility

Declaration of Security

Name of Ship: ............................................................................................................. Port of Registry: ............................................................................................................ IMO Number: .............................................................................................................. Name of Port Facility: PRELUDE FLNG This Declaration of Security is valid from ……….………… until ……….………… for the following activities: (list the activities with relevant details) .................................................................................................................................. .................................................................................................................................. under the following security levels: Security level(s) for the ship: ......................................................................................... Security level(s) for PRELUDE: ........................................................................................ The port facility and ship agree to the following security measures and responsibilities to ensure compliance with the requirements of Part A of the International Code for the Security of Ships and of Port Facilities.

The affixing of the initials of the SSO or OFSO under these columns indicates that the activity will be done, in accordance with relevant approved plan, by

Activity Prelude: The ship:

Ensuring the performance of all security duties

Monitoring restricted areas to ensure that only authorised personnel have access

Controlling access to the port facility

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Controlling access to the ship

Monitoring of the port facility, including mooring areas and areas surrounding the ship

Activity Prelude: The ship:

Monitoring of the ship, including mooring areas and areas surrounding the ship

Handling of cargo

Delivery of ship’s stores

Handling unaccompanied baggage

Controlling the embarkation of persons and their effects

Ensuring that security communication is readily available between the ship and port facility

The signatories to this agreement certify that security measures and arrangements for both Prelude and the ship during the specified activities meet the provisions of chapter XI-2 and Part A of Code that will be implemented in accordance with the provisions already stipulated in their approved plan or the specific arrangements agreed to and set out in the attached appendix. Dated at .........................................on the ...............................................

Signed for and on behalf of:

Prelude:

(Signature of OFSO)

The Ship: (Signature of Master or SSO)

Name and title of person who signed

Name: Name:

Title: Title:

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Contact Details (to be completed as appropriate)

(indicate telephone numbers, radio channels or frequencies to be used)

for Prelude: for the ship:

Port Facility Master

Offshore Facility Security Officer Ship Security Officer

Cargo Control Room

Company

Company Security Officer

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Appendix F: ETA Notices: Condensate

1. General

All notices of tanker movements described in this appendix shall be sent via email to the following parties:

Party Email address Telephone

Prelude Operator [email protected]

+61 (0)8 6383-1771

+61 (0)8 6383-1772

+61 (0)8 6383-1773

+61 (0)8 6383-1781

Lifting Coordinator [email protected]

TBA When Liftings Commence

Prelude Terminal [email protected] & [email protected]

See Prelude Operator

Prelude shall not handle messages relating to quarantine, customs or other administrative matters. These must be dealt with by the ship’s agent or other party appointed by the ship operator.

2. Delays to ETA

If the Master is of the opinion the tanker will not arrive at the agreed ETA, the above parties shall be notified as soon as possible in order to effectively manage Prelude’s production and storage availability.

Any change in ETA in excess of one hour, within the final 24 hours, must be advised immediately.

3. Format of Messages

The format of the below notices, including subject line, shall be followed. This will assist with the filing and recovery of the tanker’s messages.

3.2. Condensate Tanker Five Day Notice

Five-day Notice – to be sent one hundred and twenty (120) hours prior to the estimated date and time of arrival (“ETA”) which Notices will state the ETA of the condensate vessel at the FLNG Facility.

3.2.1. Condensate Tanker Five Day Notice Format:

Subject Line: Vessel Name / Condensate 5 Day Notice / Cargo Number

AA: Vessel Name & Call Sign:

BB: Country of Registration:

CC: Departure Port / Country:







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DD: ETA (GMT) at Prelude Pilot Boarding Ground: (hh:mm, ddmmmyy)

EE: Earliest possible ETA (GMT) at Pilot Station: (hh:mm, ddmmmyy)

FF: Estimated condensate load quantity (m3):

GG: Comments: (Details of any operational deficiencies that may affect loading operations at Prelude should be entered here).

3.4. Condensate Tanker Three Day Notice

Three Day Notice - to be sent seventy-two (72) hours prior to the ETA set out in the Five Day Notice, confirming or amending the ETA set out in the Five Day Notice.

3.4.1. Condensate tanker Three Day Notice Format:




CC: ETA (GMT) at Prelude Pilot Station: (hh:mm, ddmmmyy)

DD: Earliest possible ETA (GMT) at Pilot Station: (hh:mm, ddmmmyy)

EE: Estimated Arrival Draft:

FF: Estimated Departure Draft:

GG: Length, beam and displacement of ship on arrival:

HH: Estimated condensate load quantity (m3):

JJ: Comments: (Details of any operational deficiencies that may affect loading operations at Prelude should be entered here).

3.5. Tanker Two Day Notice

Two Day Notice - to be sent forty-eight (48) hours prior to the ETA stated in the Three Day Notice confirming or amending the ETA stated in the Three Day Notice.

3.5.1. LNG Two Day Notice Format:









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JJ: Verify the following systems have been tested / inspected and fully operational:

1. All navigation Equipment: Y / N 2. All mooring equipment, incl. mooring lines, messengers: Y / N 3. Main Engine: Y / N 4. Cargo containment, measurement and control system, including Hi / Low level and

pressure alarms: Y / N 5. Gas and fire detection systems: Y / N 6. ESD system: Y / N 7. All Remotely operated valves: Y / N 8. Cargo valves and confirmed not passing: Y / N 9. Starboard manifold crane operational with competent operator available Y / N

(If all of the above systems are operational, state “All systems and equipment operational” in this section)

KK: Comments: (Details of any operational deficiencies that may affect loading operations at Prelude should be entered here).

3.6. Condensate Tanker 24 Hour Notice

24 Hour Notice - to be sent twenty-four (24) hours prior to the ETA set out in the Two Day Notice, confirming or amending the ETA stated in the Two Day Notice. A corrected ETA shall be given promptly to the prelude operator if this ETA changes by more than four (4) hours.

3.6.1. Condensate Tanker 24 Hour Notice Format:

Subject Line: Vessel Name / Condensate 24 Hour Notice / Cargo Number









JJ: Estimated tank condition on arrival:

KK: Any defects of hull, machinery or equipment that could adversely affect safe operations or delay commencement of cargo handling. LL: Verify the following systems have been tested / inspected and fully operational:

1. All navigation Equipment: Y / N 2. All mooring equipment, incl. mooring lines, messengers: Y / N

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3. Main Engine: Y / N 4. Cargo containment, measurement and control system, including Hi / Low level and

pressure alarms: Y / N 5. Gas and fire detection systems: Y / N 6. ESD system: Y / N 7. All Remotely operated valves: Y / N 8. Cargo valves and confirmed not passing: Y / N 9. Starboard manifold crane operational with competent operator available Y / N

(If all of the above systems are operational, state “All systems and equipment operational” in this section)

MM: If fitted with an inert gas system, confirmation that the ship's tanks are in an inert condition and that the system is fully operational (Only required after refit):

NN: Comments: (Details of any operational deficiencies that may affect loading operations at Prelude should be entered here).

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Appendix G: Infield Support Vessel (ISV) Specifications

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Appendix H: Ship / FLNG Safety Checklist

Ship’s Name: Port: Prelude

Date of Arrival: Time All Fast:

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 should be given and an agreement reached upon appropriate precautions to be taken between the ship and the terminal. Where any question is considered not to be 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 procedures and agreements should be in writing in the remarks column of this checklist or other mutually acceptable form. In either case, the signature of both parties should be required.

P – in the case of a negative answer, the operation should not be carried out without the permission of the OIM of the Prelude.

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

Prelude Requirements:

1. Prior to arrival at the Pilot Station, the vessel should have in their possession documents as follows:

• Applicable Terminal Information Book for you cargo operation (LNG, LPG or Condensate book)

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Part ‘A’ – Bulk Liquid General – Physical Checks

Bulk Liquid - General Ship Terminal Code Remarks

1. There is safe access between ship and Prelude.

No access between vessel and Prelude

2. The ship is securely moored R

3. The agreed ship/FLNG communication system is operative.

A R System:

Backup:

4. Emergency towing-off pennants are correctly rigged and positioned.

R

5. The ship’s fire hoses and fire-fighting equipment are positioned and ready for immediate use.

R

6. The Prelude’s fire-fighting equipment is positioned and ready for immediate use.

R

7. The ship’s cargo and bunker hoses, pipelines and manifolds are in good condition, properly rigged and appropriate for the service intended.

8. The Prelude’s cargo and bunker hoses or arms are in good condition, properly rigged and appropriate for the service intended.

9. The cargo transfer system is sufficiently isolated and drained to allow safe removal of blank flanges prior to connection.

10. Scuppers and save-alls on board are effectively plugged and drip trays are in position and empty.

R

11. Temporarily removed scupper plugs will be constantly monitored.

R

12. Shore spill containment and sumps are correctly managed.

R

13. The ship’s unused cargo and bunker connections are properly secured with blank flanges fully bolted.

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14. The Prelude’s unused cargo and bunker connections are properly secured with blank flanges fully bolted.

15. All cargo, ballast and bunker tank lids closed.

16. Sea and overboard discharge valves, when not in use, closed and visibly secured.

17. All external doors, ports and windows in the accommodation, stores and machinery space are closed. Engine room vents may be open.

R

18. The ship’s emergency fire control plans are located externally.

Location

If the ship is fitted, or is required to be fitted, with an inert gas system (IGS), the following points should be physically checked:


19. Fixed IG 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

Part ‘B’ – Bulk Liquid General – Verbal Verification


21. The ship is ready to move under its own power.

P R

22. There is an effective deck watch in attendance on board and adequate supervision of operations on the ship and on the Prelude.

R

23. There are sufficient personnel on board and on Prelude to deal with an emergency.

R

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24. The procedures for cargo, bunker and ballast handling been agreed.

A R No Bunker operations permitted

Bulk Liquid – General Ship Terminal Code Remarks

25. The emergency signal and shutdown procedure to be used by the ship and Prelude have been explained and understood.

A

26. Material Safety Data Sheets (MSDS) for the cargo transfer have been exchanged when requested.

P R

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

H2S content:

28. An international shore fire connection has been provided.

29. The agreed tank venting system will be used.

A R Method

30. The requirements for closed operations have been agreed.

R

31. The operation of the P/V system has been verified.

32. Where a vapour return line is connected, operating parameters have been agreed.

A R

33. Independent high level alarms, if fitted, are operational and have been tested.

A R

34. Adequate electrical insulating means are in place in the ship/Prelude connection

A R

35. Prelude’s lines are fitted with a non-return valve, or procedures to avoid back filling have been discussed.

P R

36. Smoking rooms have been identified and smoking requirements are being observed.

A R Nominated rooms:

(No Smoking on Prelude)

37. Naked light regulations are being observed.

A R

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38. Ship/Prelude telephones, mobile phones and pager requirements are being observed.

A R Only Ex ATEX Zone 1 equipment permitted

39. Hand torches (flashlights) are of an approved type.

Only Ex ATEX Zone 1 equipment permitted


40. Fixed VHF/UHF transceivers and AIS equipment are on the correct power mode or switched off.

41. Portable VHF/UHF transceivers are of an approved type.

Only Ex ATEX Zone 1 equipment permitted

42. The ship’s main radio transmitter aerials are earthed and radars are switched off.

43. Electric cables to portable electrical equipment within the hazardous area are disconnected from power.

44. Window type air conditioning units are disconnected.

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

46. Measures have been taken to ensure sufficient mechanical ventilation in the pumproom

R

47. There is provision for emergency escape.

48. The maximum wind, current, swell and vessel motion criteria have been agreed

A Stop cargo at:

Disconnect at:

Unmoor at:

49. Security protocols have been agreed between the Ship Security Officer and the Prelude’s Security Officer if appropriate.

A

50. Where appropriate, procedures have been agreed for receiving nitrogen

A P

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supplied from Prelude, either for inerting or purging ship’s tanks, or for line clearing into the ship.


51. A deck watch has been established to pay particular attention to forward mooring hawser, hoses and manifold area.

52. The initial cargo transfer rate has been agreed with Prelude.

A Rate:

53. The maximum cargo transfer rate is agreed and recorded, taking into account the maximum flow rates of the transfer system, including hose.

A Rate:

54. The topping-off rate has been agreed and recorded.

A Rate:

55. The procedure for stopping transfer is agreed including emergency shut-down system.

A Emergency shut-down method:

56. Cargo hose is well supported and protected from chafing and the hose release area is clear of obstructions.

R

57. The sea surface around the vessel is periodically visually checked for any sign of pollution.

R

58. Levels in all cargo and ballast, including those not being worked, are routinely monitored.

R

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If the ship is fitted, or is required to be fitted, with and inert gas system (IGS) the following statements should be addressed:

Inert Gas System Ship Terminal Code Remarks

1. The Inert Gas System is fully operational and in good working order.

P

2. Deck seals or equivalent are in good working order.

R

3. Liquid levels in pressure/vacuum breakers are correct.

R

4. The fixed and portable oxygen analysers have been calibrated and are working properly.

R

5. All the individual tank IG valves (if fitted) correctly set and locked.

R

6. 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.

Declaration

We the undersigned, have checked the above items in Parts A and B, in accordance with the instructions, 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 with the code ’R’ in the Check-List should be re-checked at intervals not exceeding ________. hours (not to exceed 6 hours) If to our knowledge, the status of any item changes, we will immediately inform the other party.

For Ship For Prelude

Name: Name:

Rank: Rank:

Signature: Signature:

Date Date

Time: Time:

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Repetitive Checks

Vessel name__________________________ Date ____________________

We have conducted a routine inspection and can confirm the repeat questions in the checklist continue to be answered in the affirmative.

For Ship For Terminal

Date

Time Name Signature Name Signature

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Document No: OPS_GEN_004647 FINAL of 83


Appendix I: Field Layout Diagram

Shell Upstream Australia Pty Ltd 0.1


Document No: OPS_GEN_004647 FINAL of 83


Appendix J: Prelude/Ichthys Field Diagram



Doc Number: OPS_PRE_007968 Unrestricted of 83 All printed copies of “Copy No 01” are to be considered uncontrolled.

Appendix K: Hose Connection Procedure

Connect Floating Hose to Tanker Manifold

Conditions: • This procedure covers the connection of the floating hose to the offtake tanker manifold.

• Prior to commencing the connection, carry out a toolbox talk with the tanker crew to cover the steps of the operation and the hazards. Manifold, drip tray are empty and clean. A competent crane operator, signal man and sufficient crew, under the control of a Ship’s officer, are available for the operation.

• The tanker manifold to be rigged up with the crucifix chains, slip hooks, chain blocks, slings and other rigging gear as required. Once the ISV tows the hose under the manifold area, the crane boom is swung over and the connection operations commence.

• The tanker’s crew, under the control of an Officer, is required to undertake the connection of the hose. The TTL / LTT, as Terminal Representatives, are responsible for providing overall direction and ensuring that the operation is undertaken safely. The Terminal Representative has the authority to suspend operations if, in their opinion, the operation being undertaken is hazardous.

• During the operation, significant times must be recorded for documentation purposes.

• Any deficiencies are to be reported to the TTL and captured in the Offtake report.

EXCESSIVE MOVEMENT OF THE HOSE WHILE BEING LIFTED PRESENTS DANGER TO PERSONNEL WITHIN THE VICCINITY.

Step Action Step Notes Initial

1. CONFIRM that the tanker is ready to receive the Floating hose.

2. ATTACH the 4 M stinger to the crane hook. Depending on the position of the hose lifting chain, there may be a need to attach

the short (2M) + long (4M) stinger.

3. MOUSE the crane hook if it is not a safety type.

4.

ATTACH a tag line to the crane hook to control the swing and lower the stinger to the ISV

NOTE: Ensure that the tag line is of sufficient length so that the end is kept on the tanker throughout the hose transfer operation. If the length is in doubt, lower the stinger hook to the water line prior to the ISV towing the hose to effect transfer.

5. The ISV crew ATTACH the stinger to the hose lifting chain master link




6. HOIST the hose slowly until the hose lifting chain oblong is at the tanker manifold rail.

Once the crane has the weight of the hose, the ISV can veer away and await further instructions from the TTL

7. CONNECT the snubbing chain to the hose lifting chain oblong.

8. TRANSFER the hose weight onto the snubbing chain to hang off the hose.

9. Remove the 4M stinger and replace with 2M stinger.

10. TRANSFER the stinger hook to the second oblong of the hose lifting chain.

NOTE: Steps 7 - 10 are only required if there is a requirement to change to the short 2M stinger.

11. LIFT the hose until it is possible to disconnect the snubbing chain hook.

12. CONTINUE to hoist the hose slowly above deck level until the desired length for the manifold connection is achieved and the snubbing chain can be passed through a fairlead.

13. REMOVE twists (if any) from the snubbing chain. Then secure the snubbing chain to a suitable deck fitting (crucifix bollards.

14. LOWER the hose slowly to transfer the weight onto the snubbing chain

Lash the hose to the tanker rail using belly bands, this will assist in keeping the hose inboard as it is lowered onto the drip tray

15.

LOWER the hose end flange onto the drip tray.




16.

ENSURE that the hose length is correct as it passes the manifold. NOTE: The snubbing chain length will need to be adjusted so that the hose presentation flange will lower into a position inboard of the tanker manifold flange. This will ensure the full weight of the hose will be supported by the snubbing chain, and that the hose lies in a smooth curve, slightly clear of the tanker rail. If the length is not correct, take the weight again and adjust the length of the snubbing chain.

17. RESTRAIN hose movement in fore and aft direction at deck level. Use the 150mm belly bands and come-along for securing.

18.

CONNECT two 20mm tag lines to the hose end flange and SECURE the hose end by attaching the tag lines to a fixed structure at the manifold.

TAG LINES MUST BE TIED OFF FORE AND AFT TO PREVENT THE HOSE END FROM SWINGING ACCIDENTALLY WHILE REMOVING THE BLANK FLANGE.

ALL PERSONNEL MUST BE MADE AWARE OF THE POTENTIAL SWINGING ARC OF THE HOSE.

PERSONNEL SHOULD ONLY APPROACH THE HOSE END FROM THE FRONT.

ALWAYS ENSURE THAT AN ESCAPE PATH HAS BEEN IDENTIFIED IN CASE THE HOSE SHOULD BREAK FREE OF THE TAG LINES.

19. CHECK the hose end butterfly valve spindle position to ensure that it is fully closed and that the locking bolts are in place

20. CONNECT the 300mm belly bands to the neck of the hose around 1 M from the end flange

21. TRANSFER the crane hook to the belly bands.

22.

REMOVE the flushing spool piece / blind Note: As the blind weighs approx. 90Kg caution the crew handling it and if required may need to lower the blind flange to the drip tray before removing the blind

23. CHECK the condition of the O ring. NOTE: Replace if necessary.




24. ALIGN the hose end to manifold height. NOTE: At the time of hose connection, ensure that the cargo hose is

parallel to the vessel's deck and square to the ship's manifold.

25. EASE OUT the chain block to ease the hose onto the manifold face.

26.

CONNECT hose to the tanker manifold. Tighten the Camlocks using the spanner, only use the copper hammer provided, if required. Use the bolts in addition to the camlocks.

27. TAKE the hose weight on the belly bands.

28. ADJUST the belly bands to ensure that the weight of the hose will be distributed evenly.

29. ADVISE the TTL and Prelude CCR Hose connection time.




Appendix L: Hose Disconnection

Disconnect Floating Hose From Tanker Manifold Minimum Competency: Conditions: • This procedure covers the disconnection of the floating hose from the manifold of the offtake tanker and releasing it into the water.

• Prior to commencing the disconnection, carry out a toolbox talk with the tanker crew to cover the steps of the operation and the hazards. • The butterfly valve should be shut and locked. • The Offtake tanker manifold valve should be closed and the section drained. • The tanker’s crew, under the control of an Officer, are required to undertake the connection and disconnection of the hose. The TTL / LTT, as

Terminal Representatives, are responsible for providing overall direction and ensuring that the operation is undertaken safely. The Terminal Representative has the authority to suspend operations if, in their opinion, the operation being undertaken is hazardous.

• During the operation, significant times must be recorded for documentation purposes. • Any deficiencies are to be reported to the TTL and captured in the Offtake report.

Step Action Step Notes Initial

1. RELEASE any hose securing gear at the tanker manifold, keep the belly bands securing the hose in the Fore & Aft direction.

2. ATTACH the crane stinger to the hose lifting chain and take some weight.

3.

Undo the Camlocks and bolts and disconnect the hose flange from the tanker manifold.

Confirm manifold has been well drained, any remaining oil to be collected in a drum / manifold drip tray.

4. LOWER the floating hose to the manifold grating.

Use tag lines to prevent any fore and aft movement of the hose end.

People working on the hose to stay in the front of the flange and not on the sides.

5. INSPECT the butterfly valve seal for integrity. Report any deficiencies to Prelude CCR and record

6. INSPECT the Camlock O ring for any damage and replace as necessary.




7. REFIT the hose end flushing spool piece / flange and tighten the Camlocks and all bolts.

Floating hose must not be lowered into the water if there is any reason to doubt the integrity of the butterfly valve and the blank seal.

8. RELEASE the belly bands from the floating hose.

9. HOIST the hose to the side of the vessel.

10. RELEASE the snubbing chains.

11. LOWER the floating hose end to the tanker manifold rail.

12. ATTACH the snubbing chain to the hose end lifting chain.

13. Lower the hose to TRANSFER the hose weight to the snubbing chain.

14. REMOVE the lifting stinger.

15. REPLACE the lifting stinger with the suitcase lifting hook. WARNING: THE SUITCASE HOOK IS ONLY TO BE USED ONCE THE FLOATING HOSE HAS BEEN POSITIONED OVER THE SIDE OF THE VESSEL.

16. INFORM the TTL that the floating hose is ready for releasing into the water

17. LOWER the floating hose until approximately 1 meter above the waterline.

18. Take weight on the suitcase hook tripping line till the lifting chain slips off the suitcase hook.

19. INFORM the TTL and Prelude CCR that the floating hose has been released and that Prelude can now retrieve the hose.




Appendix M: Mooring & Un-mooring operations

Condensate Tanker Mooring / Un-mooring Operations Minimum Competency:

Work Instructions: • Use the hard copy procedure to carry out the task and initial each step upon completion. This is to ensure that the procedure has been followed step by step and the procedure steps are correct.

• If changes are required please markup hardcopy with red pen, and send it in for document review and change

Conditions: • This procedure covers the mooring and un-mooring operations conducted on the Condensate tanker. • The steps mentioned below start from after boarding the tanker and completing initial meeting with the Master / Chief Officer – as required. • Prior to commencing the operations, carry out a toolbox talk with the tanker crew to cover the steps of the operation and the hazards. • The tanker’s crew, under the control of an Officer, are required to undertake the mooring and un-mooring. The TTL / LTT, as Terminal

Representatives, are responsible for providing overall direction and ensuring that the operation is undertaken safely. The Terminal Representative has the authority to suspend operations if, in their opinion, the operation being undertaken is hazardous.

• During the operation, significant times must be recorded for documentation purposes. • Any deficiencies are to be reported to the TTL and captured in the Offtake report.

MOORING OPERATIONS

Step

Action

Step Notes

Initial

1. LOWER a heaving line to the ISV and heave up the 4M Stinger. This is to mitigate injury potential doing lifts with the Crane main block in a dynamic environment

2. ATTACH the 4M Stinger to the Stbd. crane hook.

3. MOUSE the crane hook if it is not a safety type. (This needs to be checked as part of tanker vetting.)




Step

Action

Step Notes

Initial

4. LIFT up the Condensate Tool Basket and place at the Stbd. manifold

5. Proceed to the poop deck to make fast the ISV as static tow. Check the condition of the fairlead used to ensure no likelihood of damage to tugs line.

Report any deficiencies to Prelude CCR and record it in the Offtake report.

6. Once ISV is made fast proceed to the Tanker bow

7. • INSPECT that the tanker’s mooring arrangement is satisfactory;

• The bow fairlead and winch storage drum are positioned to safely handle the pick-up rope and provide a direct lead through the bow fairlead and bow chain stopper to storage drum

• Both Anchors are fully home and secured;

• visual condition of the winches and bow stopper

• heaving lines and messenger ropes are available and in good condition

• one winch drum on either side has been cleared, ready to lift the Prelude Pick up rope. The winch drums are split type.

Bow mooring arrangement should have been checked as part of tanker vetting.




Step

Action

Step Notes

Initial

8. Set up a messenger rope, length around 70M, via the Bow Centre fairlead and over to the Port Shoulder, clear of the Port anchor.

This set up is required so messenger does not foul on the anchor and the length is to ensure the winch drum is adequate to hold the messenger + prelude pick up rope.

9. Once the tanker is around 350 M off Prelude, the ISV comes under the port shoulder, lower the tanker’s messenger rope to the ISV crew.

10. The ISV crew will join the Prelude messenger to the tanker messenger and move clear.

When releasing the messengers at the Port shoulder, ensure it does not foul with the Port anchor.

11. Inform TTL and Prelude, Messenger onboard, ready to commence heaving.

The ISV is Stand by on Port shoulder, available as required by the TTL

12. Commence heaving Messenger on the winch drum, to recover slack in the water

Ensure a good lay of the messenger on the drum. Only recover messenger slack as it is available, do not put any weight on the messenger rope. Maintain good communication with TTL about speed of approach and status of messenger / pick up rope.

13. Inform TTL as the Pickup rope comes onboard.

Inform TTL once 3 turns of Pick up rope come on the drum

Ensure a good lay of the Pickup rope on the drum. The hawser pick up rope is designed only to lift the mooring chafe chain onboard the tanker with little tension. It is never to be used to heave the tanker into position. Maintain good communication with TTL about speed of approach, status of pick up rope and distance off Prelude.

14.

15.

Transfer the Pick-up rope onto the Split drum as the Chafe chain comes clear of the water.




Step

Action

Step Notes

Initial

15. Inform the TTL as the Chafe chain comes through the Panama lead

16. Once 3 links of the Chafe chain come through the Bow stopper, secure the chain and inform TTL and Prelude

Record this as All fast time. The bow stopper must be secured with a locking pin or other mechanism.

17. Continue to Monitor hawser status and distance off Prelude and report to TTL

18. Once mooring operations are completed, one Stand by person from the tanker crew is to remain stationed on the Bow To report hawser and hose status, heading alignment with Prelude and general anti-pollution watch.

Any discrepancies during the mooring operation to be noted for the Offtake report.

19. LTT and tanker crew now proceed to the Stbd. manifold for Hose connection

The LTT and mooring crew may only leave the forecastle to commence the hose connection after -

• the tanker is stopped and brought up • the mooring is under steady tension • the bow watchman is in place

20 After Hose connection, the tanker crew to return to the foscle to set up for Un-mooring – Messenger and Pick up rope to be re-stowed on the winch drum to ensure no turns are embedded in the layers.




Un-MOORING OPERATIONS

Step

Action

Step Notes

Initial

1. Prior to commencing un-mooring operations conduct a toolbox meeting with the tanker crew.

2. The TTL from the bridge will give instructions when to commence un-mooring.

Once the weight comes off the Chafe chain, heave up on the Pick-up rope and dis-engage the Bow Stopper

3. Start paying out the Chafe chain and Pick up rope

4. Lower the Pickup and messenger rope, ensuring the speed matches the heaving on Prelude, avoid a big pile up in the water, to prevent fouling.

5. Inform TTL and Prelude once everything is gone and clear Recover any Prelude gear from the forecastle and place in Condensate tool basket.

6. Proceed to Stbd. manifold to secure all hose gear into Condensate Tool basket