sdt pr 07 - version 7

Doc No: SDT – PR07 Date: 24/02/12 Revision No: 7 of 83

Print Date 13/03/12 18:06 – Hardcopy only valid on Print Date

NLNG PORT INFORMATION AND MARINE TERMINAL REGULATIONS.



Purpose and Scope

The purpose of this document is to provide vessels calling at Bonny LNG Terminal with Port and Terminal Information and Regulations.

Revision Record Document Life Cycle 3 Years Issue No. Section Page No. Approved by Date 1 First issue POM 25/08/99 2 Document title remains the same but

superseded the withdrawn PO-P07 All CMS/4 09/06/03

3 Revision CMS/4 17/11/04 4 Revision All CMS/4 24/6/08 5 Organisational Restructuring , 3.6, 3.9,

4.4, 4.7 17,19,20,24,27

SDT 12/3/09

6 Revision of Terminal Conditions of Use, requirement for fire wires, water depth, display of COLREG signals, use of mobile phones, Tug escort arrangement and general review

27,12,13,16,35,21

SDT 1/11/10

7 Revision of approved maximum displacement and departure drafts, tides & currents, vessel waiting areas, tug requirements, confirmation of loading rates, limiting weather conditions, reference to Ship/Shore Checklist (removal of terminal Questionnaire, winch brake testing, reference to Benzene and inclusion of the MSDS, Channel Schematic.

13, 14, 15, 16, 19, 21, 22, 24, 25, 26, 27, 28, 31, 32, 57, 60, 61,78, 79

SDT 13/10/11

8 Night time transits, Safe Waiting Area, Drugs and Narcotic Search, Acceptance Criteria, Other Services, SIRE Inspections, Access through the Terminal, Inert Gas, H2S, Condensate vessel berthing, LPG vessel berthing.

27,28,29,3132,37,38,41 55, 57, 58, 60.

SDT, SDA, PFSO, POP

24/02/12

The latest revisions to this document are highlighted with the appropriate text sections.

Distribution Custodian SDT/1 Signature Date

Approval SDT Signature Date

Authorisation SDA Signature Date



TABLE OF CONTENTS

Table of Contents 3Letter to Master 7Terminal Emergency Signal 9

SECTION A General Port Information & Terminal Regulations 101 Introduction 10

1.1 Definitions 101.2 Statutes and Regulations 111.3 Responsibilities 11

2 Emergency 12 3 General Port Information 13

3.1 Background 133.2 Charts and Nautical Publications 133.3 Water Depths and Navigable Channels 133.4 Prevailing Winds and Weather 143.5 Tides and Currents 153.6 Environmental Monitoring 153.7 Vessel Traffic Services and Passage Planning 153.8 Anchorages 163.9 VHF Radio Communications 17

3.10 Pilotage 173.10.1 Pilot Boarding Arrangements 18

4 General Terminal Information 194.1 General Description of the Facilities 19

4.1.1 Jetty 1 194.1.2 Jetty 2 20

4.2 Tugs 204.2.1 Tug Requirements for Berthing / Unberthing 20

4.3 Tugs on Station / Escort Tugs 214.3.1 Mooring 22

4.4 Communications 224.4.1 Communications Prior to Arrival 224.4.2 Communications During Berthing and Unberthing Operations 234.4.3 Communications During Jetty Operations 234.4.4 Ship / Shore Communications Terminology 24

4.5 Berthing Arrangements (Speed of Approach) 254.6 Mooring Load Monitoring 254.7 Environmental Limitations 25

4.7.1 Winds and Currents 264.7.2 Terminal Criteria for Weather Limits 274.7.3 Sea Conditions 27

4.8 Other Limitations 284.9 Exclusion Zone 28

4.10 Night Time Transits 284.11 Safe Waiting Area

5 Terminal Regulations 295.1 Acceptance Conditions 295.2 Application of Regulations 325.3 Clearance by PFSO and Government Boarding Officials 325.4 Drugs and Narcotics Searches 32



5.5 Ship / Shore Safety 335.5.1 Safety Notices 345.5.2 Personal Protective Equipment 34

5.6 State of Readiness and Engine Immobolisation 34 5.7 Moorings 355.8 Emergency Towing Wires 365.9 Pollution Prevention 36

5.10 Services 375.10.1 Garbage 375.10.2 Bunkering 375.11 SIRE Inspections 375.12 Access Arrangements 37

5.12.1 Ship Access Arrangements 375.12.2 Access through the Terminal 375.12.3 Medical Evacuation 375.12.4 Crew Access to the Shore 385.12.5 Mobile Phones 385.12.6 Visitors Access to the Ship 38

5.13 Crew Lists 385.14 Tanker Particulars 395.15 Pre-Arrival Information 40

5.15.1 On Departure – Discharge Port 405.15.2 Arrival Notices 405.15.3 Any Changes in Tanker Arrival 41

5.16 Pre-Transfer Operations 415.16.1 Fitting of Gangway 415.16.2 Pre-Transfer Meetings 415.16.3 Ship / Shore Communications 435.16.4 Tanker Emergency Shutdown Systems 43

5.17 Operational Procedures 445.18 Preparations Prior to Departure 46

5.18.1 Disconnection of Loading Arms 465.18.2 Final Measurement of Cargo 465.18.3 Documentation 465.18.4 Removal of Gangway 465.18.5 Main Engine Preparation 46

5.19 Repairs and Service Engineers 475.20 Handling of Spare Gear and Ships Stores 485.21 Movement of Tugs and Other Craft 485.22 Ships Radio, Satellite Communication and Radar Equipment 495.23 Portable R/T Sets, Hand Lamps and Electrical Equipment 495.24 Smoking 495.25 Galley Stoves and Cooking Equipment 495.26 Boiler Fires (Steam Ships) 495.27 Pressure Surge Precautions 495.28 Prevention of Sparking and Excessive Funnel Smoking 505.29 Scuppers and Drip Trays 505.30 Blanking of Unused Connections / Cargo Tank Openings 505.31 Sea and Overboard Valves 515.32 Bunker Tank Openings 515.33 Sighting and Ullage Ports 515.34 Sources of Ignition 51



5.35 Tank Cleaning / Gas freeing 515.36 Use of Naked Lights 515.37 Ventilators / Air Conditioning Units 515.38 Accommodation Doors and Portholes 52

SECTION B LNG Loading Information 536 Introduction to Section B 537 Acceptance Conditions 53

7.1 Configuration and Limits of Loading Arms 537.1.1 Configuration 537.1.2 Limits of Loading Arms 54

7.2 Connection of Loading Arms 547.3 Chicksan Couplers and Flange Requirements 547.4 Terminal Loading Rates 547.5 Water Spray System 547.6 Measurement of Cargo Heel 547.7 Emergency Shutdown (ESD) System 55

7.7.1 Routine Tests 557.8 LNG Gas Venting 55

SECTION C Condensate Loading Information 568 Introduction to Section C 569 Acceptance Conditions 56

9.1 Configuration and Limits of Loading Arms 569.1.1 Configuration 569.1.2 Loading Arm Limits 56

9.2 Connection of Loading Arms 569.3 Cargo Measurement 579.4 Emergency Shutdown (ESD) System 579.5 Condensate Tanker Inert Gas Requirements 579.6 Closed Loading 579.7 Static Accumulator Cargo Handling Requirements 589.8 Benzene and Other Aromatic Hydrocarbons 609.9 Hydrogen Sulphide (H2S) 60

SECTION D LPG Loading Information 6110 Introduction to Section D 6111 Acceptance Conditions 61

11.1 Configuration of Limits of Loading Arms 6111.1.1 Configuration 6111.1.2 Limits of Loading Arms 61

11.3 Connection of Loading Arms 6211.4 LPG Loading 6211.5 Vapour Return Requirements 6211.6 Emergency Shutdown (ESD) System 6211.7 LPG Gas Venting 63



Appendices Appendix 1 Bonny Channel Schematic 64Appendix 2 Plan View of LNG/Condensate Berth 65Appendix 3 Mooring Rope Strop Relative to the Eye 66Appendix 4 Mooring Arrangement LNG Vessel at Jetty 1 67Appendix 5 LPG Jetty Layout 67Appendix 6 Mooring Arrangement for LPG Vessel Jetty 2 68Appendix 7 LNG Loading Arm Working Envelope 69Appendix 8 LPG Arm Working Envelope 71Appendix 9 Condensate Arm Working Envelope 72Appendix 10 Spool Piece Drawings 74Appendix 11 Cantilever Length and First Restraining 75Appendix 12 UK Standard Conditions for Towage 76Appendix 13 Pyle National Ship / Shore Link Configuration 80Appendix 14 Summary of Environmental Limitations 81Appendix 15 Condensate MSDS 82

Appendix 16 Nigeria LNG Bonny Terminal Ship – Shore Confirmation Lists for LNG, LPG & Condensate vessels 83



NIGERIA LNG LIMITED LNG Plant Complex Bonny Island Rivers State Nigeria

BONNY LNG TERMINAL

To the Master of:- m.v. / s.s. “…………………………………” Date: -……………

Dear Sir,

Responsibility for the safe conduct of operations on board your ship while at our terminal rests with you as Master. Nevertheless, since our personnel, property and other shipping may also suffer serious damage in the event of an accident involving your ship, we wish, before operations start, to seek your full co-operation and understanding on the safety requirements set out in the Ship/Shore Safety Checklist.

These safety requirements are based on safe practices widely accepted by the LNG and oil tanker industries. We therefore expect you and your crew to adhere strictly to them throughout your stay alongside this terminal. We, for our part, will ensure that our personnel do likewise and co-operate fully with you in the mutual interest of a safe and efficient operation.

In order to assure ourselves of your compliance with these safety requirements, the Terminal Representative together with a Responsible Ship’s Officer will, before the start of operation and thereafter from time to time, carry out a routine inspection of cargo decks and accommodation spaces.

If we observe any infringement on board your ship of any of these safety requirements, we shall bring this immediately to the attention of vessel for corrective action. If such action is not taken in a reasonable time, we shall adopt measures which we consider to be the most appropriate to deal with the situation and we shall notify you accordingly.

If you observe any infringement of these requirements by terminal staff, whether on the jetty or on board your ship, please bring this immediately to the notice of the Terminal Representative. Should you feel that any immediate threat to the safety of your ship arises from any action on our part, or from equipment under our control, you are fully entitled to demand an immediate cessation of operations.

IN THE EVENT OF ANY FAILURE TO COMPLY FULLY WITH ANY OF THESE SAFETY REQUIREMENTS OR THE TERMINAL REGULATIONS BY ANY SHIP, WE RESERVE THE RIGHT TO STOP ALL OPERATIONS AND TO ORDER THE SHIP OFF THE BERTH FOR APPROPRIATE ACTION TO BE TAKEN BY THE OWNERS OR CHARTERERS.



Please acknowledge receipt of this letter and confirm you have a copy of the Port Information and Marine Terminal Regulations and signify your undertaking to comply with their requirements by countersigning and returning the copy of this letter.

Signed …………………………….

Signed………………………………



TERMINAL EMERGENCY SIGNAL

THE TERMINAL EMERGENCY SIGNAL IS A SIREN OF ALTERNATING PITCH FOR 60 SECONDS

ALL CLEAR

THE ALL CLEAR SIGNAL IS A SIREN OF CONSTANT PITCH FOR 30 SECONDS

SHIPBOARD EMERGENCY(OR REPORTED FROM THE SHIP)

AT LEAST SIX BLASTS, EACH HAVING NOT LESS THAN TEN SECONDS DURATION, ON THE SHIP’S WHISTLE.

ACTIONS IN THE EVENT OF AN EMERGENCY

ASHORE

SOUND THE ALARM SIGNAL. TERMINAL STAFF WILL COMMUNICATE WITH YOU VIA:-

1. THE SHIP/SHORE VOICE LINK (TELEPHONE / HOTLINE FOR LNG TANKERS ONLY)

2. THE UHF PORTABLE RADIO (SUPPLIED ON ARRIVAL) 3. THE JETTY SUPERVISOR OR JETTY OPERATOR

IN ANY EMERGENCY, TERMINAL STAFF WILL SHUT DOWN LOADING OPERATIONS, MAY ACTIVATE FIXED WATER SPRAY SYSTEMS AND IMPLEMENT THE TERMINAL PLAN AS APPROPRIATE TO THE INCIDENT.

ON SHIP

SOUND THE ALARM SIGNAL. INFORM THE TERMINAL VIA THE SHIP/SHORE VOICE LINK (LNG SHIPS ONLY) OR THE UHF RADIO SUPPLIED ON ARRIVAL, OR VIA THE JETTY SUPERVISOR OR JETTY OPERATOR.

YOU MUST BE PREPARED TO: -

1. CEASE ALL CARGO OPERATIONS 2. CLOSE ALL CARGO VALVES 3. DISCONNECT LOADING ARMS 4. MOVE THE SHIP (ENGINES TO IMMEDIATE READINESS)



SECTION A – GENERAL PORT INFORMATION AND TERMINAL REGULATIONS

1. INTRODUCTION This Document covers the activities associated with the safe transit, berthing and loading of LNG, LPG and Condensate Tankers calling at the Nigeria LNG Limited Bonny Terminal facility, (TheMarine Terminal).

In addition to the observance of Company Procedures as printed herein, Masters should note that the Bylaws and Directions for Navigation of the Nigeria Ports Authority (NPA) apply to the Bonny River and its approaches; they should familiarize themselves with these Bylaws and must ensure that both Bylaws and Company Procedures are brought to the attention of Officers and Crew and their provisions strictly observed.

Information contained in these Procedures should be supplemented by instructions issued by individual Companies, Regulatory Authorities and competent ship routing instruction.

In the event of any conflict between these Procedures on the one hand and any statutory requirements or Regulations on the other, the latter shall prevail to the extent that these Procedures are in conflict.

This Manual follows the format outlined in “ -The Ship/Shore Interface - Communications Necessary for Matching Ship to Berth” - Information Paper No. 5 published in 1997 by Society of International Gas Tanker and Terminal Operators Limited (SIGTTO) to which reference should also be made.

1.1 DEFINITIONS The Company : Nigeria LNG Limited.

The Marine Terminal : LNG, LPG and Condensate Loading Facility.

Terminal Representative: The Operations Manager, or his authorised representative.

Terminal CCR : Terminal Main Control Room.

Tanker CCR : The Tanker Cargo Control Room.

NLNG : Nigeria LNG Limited.

NPA : Nigeria Ports Authority

UKC : Under Keel Clearance

ESD System : Emergency Shut Down System

MLMS : Mooring Load Monitoring System

SSL : Ship to Shore Optical Link

MOS : Meteocean Oceanographic System



Night Time Channel Transit : 1705hrs to 0559hrs arrivals and 1610hrs to 0530hrs departures

SBS : Ship Berthing System

BNS : Bonny Navigation Service - the Vessel Traffic Service operated by NPA from the Pilot Station at Bonny Town.

1.2 STATUTES AND REGULATIONS The Regulations, Guides and Statutes listed hereunder, as applicable and as amended from time to time are to be observed by all tankers using the Terminal. Tankers are required to observe all other statutory requirements and Codes of Practice applicable to the type of vessel.

1. NPA Regulations 2. Safety Guide for Terminals Handling Ships Carrying Liquefied Gases in Bulk (OCIMF). 3. Liquefied Gas Handling Principles on Ships and in Terminals (SIGTTO) 4. Tanker Safety Guide (Liquefied Gases) - International Chamber of Shipping. 5. International Safety Guide for Oil Tankers and Terminals (ISGOTT) 6. Africa Pilot Book Vol. 1.

1.3 RESPONSIBILITIES

The Tanker’s Master is responsible for the safe and efficient operation of the Tanker. The Master is responsible for ensuring that all the requirements of the NPA and the Marine Terminal are met whilst the tanker is within the Bonny River. In particular, it is the Master’s responsibility to ensure that the Officers and Crew are properly and correctly informed of their duties and that they understand how to fulfill them. It is incumbent on the Master to ensure full co-operation with the Terminal Representative, or his appointed deputy, so as to ensure safe and efficient operation. The Master is to ensure that the vessel is sufficiently manned and ready to depart at all times.

Nigeria LNG is responsible for all marine activities at the Marine Terminal. This responsibility includes operation of the tugs, the safe mooring and unmooring of tankers at the jetty, maintenance of vessel security while alongside, and ensuring the integrity of the safety zone around the jetty when a ship is at the berth.

The Terminal Representative is required to ensure that the good liaison and communication, essential for a safe and efficient operation, are maintained between the Tanker’s staff and the Terminal. He is to ensure that any concerns, comments or advice from the Master and Officers or the Marine Terminal are followed through in an appropriate manner.



2. EMERGENCY

NPA enforces the various Statutory Regulations applicable to the Port through the office of the Bonny Harbour Master. NPA licenses all Pilots for the Bonny River and operates the Bonny Navigation Service. NPA’s responsibility also includes dredging of the Bonny Bar Channel, updating of hydrographic information and provision and maintenance of aids to navigation.

EMERGENCY

In order to meet emergencies, ships must:

� Retain sufficient suitable crew members on board at all times to man emergency services and to move the ship if so directed by Terminal or Port Authority personnel.

� Have adequate emergency fire pumps, ready for immediate use. Fire main to be pressurised before berthing and for the duration of berth occupancy.

� Ensure all nozzles for the water deluge system are complete and free from blockage.

� 2 fire hoses, fitted with jet/spray nozzles, uncoiled and connected to the fire main on the main deck.

� Portable fire extinguishers of the dry chemical or foam type (as appropriate for the cargo) conveniently placed near the ship's manifold.

� An international ship/shore connection available and clearly sign posted at an agreed position on the ship's fire main for ready connection to the shore main.

� Where a vessel is equipped with a fixed dry powder system, hoses should be run out andcontrol boxes open for access.

� The ship's offshore 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.

� A Pilot Ladder or Accommodation Ladder shall be rigged or positioned on the outboard side of the vessel ready for immediate lowering as a means of escape in the event of emergency.

� In the event of an emergency, the Master must proceed as agreed in the "Pre-Transfer Meeting" and as detailed on preface of this booklet.

� Fire wires are not required where the vessel has a shoulder and quarter sunken shell bitts, otherwise she is required to rig fire wires on the offshore side forward and aft. The fire wire shall be tended to ensure that the eye remain at about 1.5m above water at all times.



3. GENERAL PORT INFORMATION

3.1 BACKGROUND The NLNG Plant and associated Marine Terminal are located on Bonny Island, on the Eastern Bank of the Bonny River, approximately 40 km south of Port Harcourt in Rivers State, Nigeria. Access to the Terminal, from the sea, is via the Bonny Bar Channel, which is some 10 (ten) nautical miles long. Total distance from the Sea Buoy (Pilot Boarding Area) to the Terminal is about 16 (sixteen) nautical miles. The terminal exports LNG, LPG and Condensate.

Numerous oilrigs, from which lights are exhibited and fog signals are sounded, are situated within the 100-fathom line, between the entrances of Bonny River and Calabar River. The positions of these oilrigs are subject to frequent change.

3.2 CHARTS AND NAUTICAL PUBLICATIONS British Admiralty Charts 3287 and 3286 refer. See also Africa Pilot Volume 1 and Guide to Port Entry.

3.3 WATER DEPTHS AND NAVIGABLE CHANNELS The estuary of the Bonny River is fronted by a Bar. The Dredged Channel over the Bar lies between the western end of the Baleur Bank and the eastern edge of Western Breakers. The channel is maintained at a minimum depth of 13.60 metres below chart datum. The channel bottom width is 230 metres at the seaward end, opens to 600 metres between No 21 and 22 buoys, 800 metres at No 23 and 24 buoys and 1000 metres at No 25 and 26 buoys.

The maximum departure draft and draft alongside Jetty 1 and Jetty 2 is 11.93 metres.

Buoys mark the Bar and its approaches. The eastern side of the Channel across the Bar is marked by Green Conical buoys with light and the western side of the channel is marked by Red Can buoys with light as follows:

NAME LATITUDE North

LONGITUDE East

FLASH CHARACTER

RANGE LIGHT

Fairway 4° 12’ 10.63’ 7° 00’ 08.13’ Iso.4s 5 miles Clear Racon (B)

1 4° 13’18.59” 7° 00’54.62” Fl.G.2.5s 3 miles Green 2 4° 13’22.75” 7° 00’48.39” Fl.R.2.5s 3 miles Red 3 4° 14’13.77” 7° 01’31.15” Fl(2+1)G.10s 3 miles Green 4 4° 14’17.90” 7° 01’24.92” Fl(2+1)R.10s 3 miles Red 5 4° 15’ 08.92” 7° 02’07.69” Fl.G.10s 3 miles Green 6 4° 15’13.08” 7° 02’01.46” Fl.R.10s 3 miles Red 7 4° 16’01.75” 7° 02’44.19” Q.G.1.2s 3 miles Green 8 4° 16’08.23” 7° 02’37.99” Q.R.1.2s 3 miles Red 9 4° 16’ 59.26” 7° 03’20.73” LFl.G.10s 3 miles Green 10 4° 17’03.41” 7° 03’14.53” LFl.R.10s 3 miles Red 11 4° 17’54.44” 7° 03’ 57.27” Fl(4)G.10s 3 miles Green



12 4° 17’58.56” 7° 03’51.07” Fl(4)R.10s 3 miles Red 13 4° 18’ 49.59” 7° 04’33.81” VQ.G 3 miles Green 14 4° 18’53.74” 7° 04’27.61” VQ.R 3 miles Red 15 4° 19’44.74” 7° 05’10.35” LFl.G.15s 3 miles Green 16 4° 19’ 48.89” 7° 05’04.15” LFl.R.15s 3 miles Red 17 4° 20’39.92” 7° 05’46.90” LFl(2)G.15s 3 miles Green 18 4° 20’44.07” 7° 05’40.70” LFl(2)R.15s 3 miles Red 19 4° 21’35.07” 7° 06’23.44” Fl(5)G.20s 3 miles Green 20 4° 21’39.23” 7° 06’17.24” Fl(5)R.20s 3 miles Red 21 4° 22’10.89’’ 7° 06’47.18’’ LFI.G.5s 3 miles Green 22 4° 22’16.92’’ 7° 06’26.58’’ LFI.R.5s 3 miles Red 23 4° 23’06.54’’ 7° 07’10.17’’ Fl(2)G.10s 3 miles Green 24 4° 23’14.22’’ 7° 06’43.68’’ Fl(2)R.10s 3 miles Red 25 4° 23’57.52’’ 7° 07’31.32’’ Oc.G.15s 3 miles Green 26 4° 24’11.22’’ 7° 07’01.26’’ Oc.G.15s 3 miles Red 27 4° 24’38.90’’ 7° 07’53.30’’ Fl(2)G.5s 3 miles Green 28 4° 25’04.86’’ 7° 07’25.98’’ Fl(2)R.5s 3 miles Red 30 4° 26’03.48’’ 7° 08’11.52’’ Iso.R.8s 3 miles Red

Source: Positions approved by Nigerian Ports Authority for Dredging International Services for the positioning of Bonny Bar Channel Navigational Buoys dated April 2010

In addition a clear light flashing (2) 20 secs is exhibited at an elevation of 130 feet (39.6 metres) from a gray framework about 1.25 miles northward of Field Point.

The buoys are prone to damage and often drift out of position especially during rainy seasons. Light characteristics may also be different from those indicated in admiralty charts.

3.4 PREVAILING WINDS AND WEATHER Winds are predominantly from the Southwest (SW trade winds) throughout the year except during harmattan season (December and January). Wind speeds are predominantly low but during the rainy season (the rainy season extends from about March to November with June / July being the wettest months) southwesterly and westerly winds are sometimes strong in the afternoon. Gusts in excess of 30 knots, in association with heavy rainsqualls, may occur during July and August.

During the months of December and January the moist monsoon winds are replaced by the dry and dusty Harmattan from northeasterly direction. Visibility can be reduced to less than 1,000 metres by early morning fog or dense haze during the Harmattan.

No Weather information service for vessels in Bonny area, however an anemometer is sited at the LNG terminal jetty, which provides local information of situation around the jetty on displays at the jetty cabins and control room.

The terminal monitors the weather forecast provided from worldwide weather service providers and recommends that vessels to utilize radars and all other means available to assess early warning of a squall before entering the channel.



3.5 TIDES AND CURRENTS Current flows are tide dominated. The northern stream begins five and a half hours before high water and runs for six hours with a maximum rate of 2.5 knots at Springs. The southerly stream begins one hour after high water and runs for five hours with a maximum rate of 3.6 knots at Springs. High water slack occurs half an hour after high water and lasts for half an hour. Low water slack occurs at low water and lasts for half an hour. The maximum tidal range is approximately 1.9 metres as indicated on the relevant BA charts.

Bonny Bar Bonny Town Mean High Water Springs 2.3m 2.3m Mean High Water Neaps 1.9m 1.9m Mean Low Water Neaps 1.0m 0.9m Mean Low Water Spings 0.5m 0.4m

Current directions at the berth are predominantly on an axis that runs 220 degrees / 040 degrees true for ebb and flood tides respectively. Direction fluctuations up to 10 degrees either side of that axis may be encountered. Seiche Waves have also been recorded which could influence current direction fluctuations.

Waves in the Bonny River are normally limited to short period wind waves, which rarely exceed 0.5 m Hs (2.4% exceedence). Wave conditions are dependent on the tide with ebb flow waves usually shorter, steeper and higher than flood flow waves. Ingression of long period swell waves into the River is limited and heights rarely exceed 10 to 20 cm. Jetty design parameters allow for waves of 1.5 m Hs and 10 s Ps.

NLNG Bonny Terminal operates on 24-hours for berthing and unberthing of ships within safe tide and current limits and specific limitations of the vessel. Pilotage is compulsory and pilots normally board vessels from 2.5 hours before Low Water and up to 2.5 hours before High water (Bonny Town) at the fairway buoy and proceed to berth with the assistance of tugs. Vessels are unberthed at any time with tugs assistance.

3.6 ENVIRONMENTAL MONITORING The terminal is equipped with a Meteocean Oceanographic System that measures, indicates and records wind and sea current speed and direction, wave height, wave period and tidal elevation. Real time and historical data is displayed on screens installed in the Central Control Room

3.7 VESSEL TRAFFIC SERVICES AND PASSAGE PLANNING In addition to tankers arriving at and departing from the LNG Terminal, the Bonny Bar Channel is, of necessity, used by tankers and general cargo vessels calling at Okrika, Onne Port and Port Harcourt, upstream of the LNG Terminal. It is also used by

i) Cargo vessels calling at NLNG Material Offloading jetties (MOF), ii) LPG tankers calling at the Mobil and NLNG LPG Terminals adjacent to each

other and south of the LNG Terminal; iii) by offshore supply vessels transiting to and from their supply bases in Port

Harcourt, Shell Base and Onne Port; iv) and by numerous small vessels and handle pull canoes engaged in fishing and

local trade.The Bonny Bar Channel is therefore not dedicated to LNG, LPG and Condensate Tankers coming to and departing from the LNG Terminal but is in fact heavily utilized by other traffic both inbound and outbound.



In order to ensure that large vessels constrained by their draughts are not put at risk by other traffic, a radio based vessel traffic service is in operation. This system is under the central control of the NPA and operates from Bonny Signal Station. Due to erratic power supply, it may sometimes be difficult to communicate with the Signal Station.

The updated schedule of NLNG Tanker movements a given to the NPA Signal Station through NLNG NPA Chief Pilot. The signal issues channel transit clearance to the agents. Where the vessel movement changes the Marine Supervisor informs the agents who secures another clearance before the change is implemented. The shipmaster and the pilot should nonetheless confirm from Signal Station that vessel has clearance and that the channel is safe before entering.

The decision on whether or not to start a channel transit and berth / unberth a tanker depends on many factors which can only be assessed by the Master and the Pilot at the time. The following general rules apply:-

� One way traffic in the Bonny Bar Channel whenever an LNG / LPG vessel or a Condensate Tanker which is draft constrained is in transit;

� Tankers shall display appropriate COLREGS signal by day and by night to indicate that tanker is restricted in her ability to manoeuvre within the buoyed channel;

� Vessels may follow an LNG / LPG tanker into the Channel and proceed in the same direction provided that a separation distance of at least 2 miles is always maintained;

� Vessels already in channel may proceed ahead of a tanker provided she can always maintain a minimum distance of 3 miles. Overtaking is not allowed in the channel

� LNG, LPG or Condensate Tankers may anchor in the Bonny River off the terminal to await a berth; subject to NPA and Terminal approval.

� Where draft is not more than 11.93m, LNG, LPG and Condensate tankers may transit the Bonny Bar Channel at any state of the tide;

� Vessels will normally not be permitted to enter the channel when visibility is less than 1.0 nm � Speed in the Bonny Bar Channel should not exceed 10 knots; � Swinging off the berth, in preparation for berthing port side to (normal i.e. bow out), will take

place with assistance provided by at least 2 tugs for Condensate tankers and 3 tugs for LNG & LPG tankers only during slack water or rising tide.

Before taking over conduct of the vessel the Pilot will exchange all relevant information relating to the intended Pilotage with the Master and bridge team. This will include discussing the passage plan, ensuring it is safe and seeking agreement to its execution with the Master. The Pilot will also advise the Master of any port activity which may have a bearing on the tanker’s transit and or berthing / unberthing prospects.

The Master and the Pilot are required to seek the agreement of the Terminal Representative before executing a passage that conflicts with the above general rules for the Vessel Traffic Services and Passage Planning to ensure that any risks or exposures in the channel is adequately mitigated.

3.8 ANCHORAGES Anchorage can be obtained outside the Bonny Approach Channel, but vessels should not anchor too close to the entrance in the vicinity of the fairway buoy. Vessels bound for Bonny terminal are usually requested to arrive Pilot Boarding station for same day berthing. Vessels that arrive early are advised to wait for berthing instructions at a position approximately 100 to 180 nm SW of the



fairway. The presence of numerous fishing boats and trawlers, security and piracy exposure and the prevalence of swells and cross currents makes waiting around the fairway unadvisable. As a general premise (although anchorage off Bonny Town, in a water depth of about 20 metres, provides good holding ground) LNG, LPG and Condensate tankers should not anchor in the Bonny River due to the risk of collision from passing traffic. Under no circumstances are vessels to anchor in the vicinity of the numerous submarine pipelines in the area nor in the prohibited area, indicated on the Chart, extending across the river in the vicinity of the Bonny Crude Oil Terminal (BCOT). In all cases where vessels are to proceed to inner anchorage, Masters should obtain clearance for their intended anchorage position from Bonny Signal Station prior to anchoring. While at anchorage awaiting instructions, tankers should maintain a listening watch on Marine VHF Channel 16 and 14.

3.9 VHF RADIO COMMUNICATIONS Bonny Signal Station / Pilots may be contacted by calling “Bonny Signal Station” on VHF Channel 16 and working on VHF Channel 14.

3.10 PILOTAGEAll vessel movements are subject to the directions of the Nigerian Ports Authority and are controlled by the Bonny Port Harbour Master. Pilotage is compulsory for all tankers arriving at or sailing from the Nigeria LNG Terminal.

Pilots are licensed by Nigerian Ports Authority and must be ordered for both inward and outward passages via the Ship’s Agent / Bonny Marine Operations.

All tankers arriving at or sailing from the LNG Terminal must keep Bonny Signal Station informed of their intentions (VHF Channels 16 and 14) and take cognizance of any information received from the Duty Officer.

The Pilot Boarding Area is about 1.5 nautical miles south of the fairway buoy. Distance from the Pilot Boarding Area to the berth is about 16 nautical miles.

On arrival at the Pilot station anchors should be cleared and at least two crewmembers should be standing by both forward and aft for the Channel passage. On departure anchors should be cleared and at least two crew members stood by, both forward and aft until the tugs have been stood down.

Prior to entering the channel at the Fairway Buoy, the vessel shall report its position to Bonny Signal Station on Channel 14. Additionally, the vessel shall report its position to Bonny Signal Station on leaving the narrow channel at Buoy No 22. Similarly on departure, the vessel shall inform Bonny Signal Station on Channel 14 of her intended departure time at least 2 hours before her departure to secure closure of the narrow channel to incoming traffic. The vessel shall report its position at Buoy 22 prior to entering the narrow channel and again when leaving the channel at the Fairway Buoy.

The Pilot will advise vessel personnel on the approach through the channel to the jetty and all operations of mooring and unmooring. All maneuvering of vessels within the loading berth area shall be performed by vessel personnel as directed by such vessel’s Master in accordance with the procedure advised by the Pilot. This is subject to the understanding that in all cases and circumstances the Master of the vessel being maneuvered shall remain solely responsible on behalf of the vessel’s owners for the safety and proper maneuvering of the vessel. The vessel’s Master must be on the bridge at all times while the vessel is maneuvering.



The Pilot will remain onboard the vessel throughout the port call. Vessels shall provide food and suitable accommodation for the Pilot whilst he is onboard the vessel.

3.10.1 PILOT BOARDING ARRANGEMENTS

The Pilot will board the vessel from either the NPA Pilot Launch or the NLNG Pilot Launch, the name of which will be communicated to the ship.

Pilot boarding and disembarkation arrangements on board the tanker must comply with current SOLAS regulations with regard to equipment.

The Master must provide a good weather lee and maintain the speed as requested by the Pilot. A Pilot Ladder is to be rigged on the lee side with the lowest rung approximately 2 metres above the waterline. The ladder should be secured so that the pilot can gain safe and convenient access to the ship after climbing not less than 1.5 metres and not more than 9 metres. If the distance from sea level to the point of access to the ship is more than 9 metres, access from the pilot ladder to the ship shall be by means of an accommodation ladder or other safe and equally convenient means.

Lighting shall be provided at night such that the pilot ladder and also the position where the pilot boards the ship shall be adequately lit.

A lifebuoy equipped with a safety line and self-igniting light shall be kept at hand ready for use. A heaving line shall be kept at hand ready for use, if required.

If, in the sole opinion of the Pilot, the boarding arrangements are not safe, the Pilot may refuse to board the vessel and any delay caused by such refusal shall be for the vessel’s account.



4. GENERAL TERMINAL INFORMATION There are two tanker berths at the terminal, the north jetty (Jetty 1) for LNG and Condensate Tankers, and south jetty (Jetty 2) for LNG and LPG tankers. The berths are designed to receive vessels of 160-300m in length and a maximum loaded displacement of 124,000 MT. The terminal primarily exports LNG cargoes in ships of between 120,000 to 177,000m3 capacity, LPG in ship size range 50,000 to 90,000m3 and condensate in cargo size range 30,000 to 35,000t. LNG vessels are given priority over all other vessels by the terminal.

4.1 GENERAL DESCRIPTION OF THE FACILITIES All loading arms are equipped with emergency shutdown systems. LNG loading arms are fitted with QC/DC chicksan coupler.. Vessels with bolts and nuts manifold require a spool piece to connect the QC/DC. The specification of spool piece is given below:

The terminal 16” ANSI 150 QC/DC Chicksan coupler is designed to connect to 16” ANSI 150 flange (measurement of 37 +/- 1.6 and length not more than 50cm) on the ship manifold. Detail specification as follows; Flange combinations - with / without holes. Flange thickness between 36.6 mm., and 39.6 mm. The Chicksan QC/DC requires a Smooth Finish, No Serration’s. Raised or flat-faced flanges are acceptable. RF is preferable, but FF can be used. Spool piece drawing can be found in appendix 11

Terminal automatic gangway located on the loading platforms are hydraulically operated to accommodate all tankers.

Mooring hooks are connected to the Mooring Load Monitoring System (MLMS) and have a safe working load of 125 tons each.

LNG is stored in four tanks, each with a gross capacity of 84,200 cubic metres; Condensate is stored in three floating roof tanks with a gross capacity of 90,000 cubic metres; LPG is stored in four tanks, two for propane and two for butane, each with a gross capacity of 65,000 cubic metres and Bunker Fuel in single tank with a gross capacity of 8,000 cubic metres.

4.1.1 JETTY 1

LNG / CONDENSATE: The loading platform is located at the end of an approach trestle, which is approximately 640 metres long. The loading platform runs parallel to the river bed depth contours with the berthing line along river bed contour 14.5 metres below Mean Sea Level. A general diagram of the jetty layout can be found in Appendix 3.

The loading platform is equipped with four 16” LNG Loading Arms (one of which is used for Vapour Return), three 12” Condensate Loading Arms and one 6” Loading Arm for Bunkers.

Four Breasting Dolphins with resilient rubber fenders comprise the berth face. Each dolphin is equipped with a triple quick release hook with integrated electrically driven capstan. In addition, both inner breasting dolphins are equipped with inner facing double quick release hooks with integrated electrically driven capstan.

Five mooring dolphins, three upstream and two downstream of the Loading Platform, are equipped with triple quick release hooks and electrically driven capstans.



4.1.2 JETTY 2

LNG / LPG: The loading platform is located on the Southern (downstream) berth at the end of an approach trestle, which is approximately 600 metres long. The loading platform runs parallel to the river bed depth contours with the berthing line along river bed contour 14.5 metres below Mean Sea Level. A general diagram of the jetty layout has been included at the end of this section.

The loading platform is equipped with four 16” LNG Loading Arms (one of which is used for Vapour Return) and three 12” LPG Loading Arms fitted with 8” piggy backed flexible vapour return lines. The LPG arms are rated for refrigerated propane service and are interchangeable. The maximum loading rate for each LPG product either via one or two loading arms is 3000m3/ hr.

Four Breasting Dolphins with resilient rubber fenders comprise the berth face. Each dolphin is equipped with a double quick release hook with integrated electrically driven capstan. Six mooring dolphins, three upstream and three downstream of the Loading Platform, are equipped with double quick release hooks and electrically driven capstans.

4.2 TUGSAll tankers berthing at the NLNG Bonny Terminal will utilize the services of the tugs provided by Nigeria LNG Limited. This service is provided under the terms and conditions of the UK Standard Towage Agreement (See Appendix 12). Towage services are provided based upon acceptance of Conditions.

6 Azimuth Stern Drive Tugs are available for escorts and berthing operations and have the following capabilities;

Four tugs 65 TBP each Two tugs 55 TBP each

The Head of Marine is responsible for ensuring that a formal management of change process is implemented for changes to the type, minimum number, capacity and operator of the tugs and pilot boats.

4.2.1 TUG REQUIREMENTS FOR BERTHING / UNBERTHING The Master and the Pilot will consider all aspects of the operation prior to taking a decision on the number of tugs to be utilized.

As a guide, the following tables can be regarded as MINIMUM REQUIREMENTS for tug assistance:-

4.2.1.1 LNG TANKERS Berthing : Three Tugs Unberthing : Two Tugs (for LNG vessels departing with displacement in range of

100,000 – 124,000mt Three tugs may be used for the unberthing operation).

4.2.1.2 CONDENSATE TANKERS a) Up to 50,000 dwt.



Berthing : Two tugs Unberthing : Two tugs

b) Above 50,000 dwt.

Berthing : Three tugs Unberthing : Two Tugs

4.2.1.3 LPG TANKERS

Berthing : Three Tugs Unberthing : Two Tugs

4.3 TUGS ON STATION / ESCORT TUGS For inbound LNG / LPG tankers, minimum two tugs will meet the tanker at the Fairway Buoy and will escort the tanker to the berth. Additional tugs attending will make fast as the vessel passes No 25 and 26 buoys.

For outbound LNG tankers, once the attending tugs have “let go”, 2 tugs will escort the vessel to the landward entrance of the channel. From there, minimum one tug will escort the tanker to the Fairway Buoy.

During Night Time Channel Transit additional tugs and security patrol boats consistent with NLNG security procedures and prevailing security assessment are provided for inbound and outbound tankers. In all cases NLNG ensures that security risks during channel transits are proactively managed consistent with other business risks.

The recommended escort tugs arrangement during a regular passage involves the forward escort tug proceeding ahead of vessel and maintaining a distance of 1.0nm while aft escort tug will maintain distance of 500metres astern. The actual position and arrangement of the escort tugs may be amended by agreement of the Pilot and the Master having regard to the visibility, prevailing weather & current, vessel speed, tugs speed and capability and the presence of fishing boats. The aft tug was found to be very effective for taking headway off and for steering ship away from danger when connected to transom sunken bit (ship engines stopped). The pilot and the Master may by agreement utilize active stern towage provided the speed of the vessel through the water shall not exceed 8 knots to avoid towing the tug and creating a dangerous situation.

As part of the Terminal Safety requirements, at least one tug will remain on stand-by whilst a tanker is at the berth. If required due to weather, or other reason of safety as determined by the Master or the Pilot, tugs may be required to go alongside the tanker, once loading has stopped. Additional tugs may be called upon to stand by as required. The tugs will keep a listening watch on VHF Channel 6 / 16 and Tetra Radio CMS GEN.



4.3.1 MOORINGVessels are brought alongside in contact with the fenders fore and aft before running lines starting with the springs first. On average, it takes approximately one hour to complete mooring operation consisting of 7 lines each forward and aft.

4.4 COMMUNICATIONS

4.4.1 COMMUNICATIONS PRIOR TO ARRIVAL

4.4.1.1 CORRESPONDENCE All notices and other communications for the purposes of these Regulations shall be in English. The Preferred method of communication is by Email.

4.4.1.2 TELEPHONE Bonny terminal marine Operations.

234 803 905 XXXX where XXXX is Ext. 3130, 3133 etc

4.4.1.3 FAXA facsimile machine is available at the Terminal. The FAX numbers are 234 84 232 900 ext 3152 44 207 316 3888 ext 3103

4.4.1.4 EMAILEmail facility is available at the Terminal. All ETA messages should be sent to; [email protected], copied mailto:[email protected]. All messages containing information affecting terminal marine operations should be copied to Marine Operations mailbox. ISPS security information should be sent to Port Facility Security Officer (PFSO) and copied to Marine Operations Mailbox.

PFSO contact;E-mail: [email protected] and his deputy [email protected] messages larger than 250kb use: [email protected] for Patrick Onukwugha (CSS/23) Tel: +234-803-905 XXXX where XXXX is Ext: 3019 (office)Mobile; +234-803-3416292. Tel: + 44 207 316 3888 Ext.3019 (office) International Fax:+234-84-232010

4.4.1.5 MARINE VHF NPA Bonny Harbour Master/Pilots maintain a listening watch on Marine VHF Channel 16 and work on Channel 14.

The NLNG Pilot Launch will maintain a listening watch on Marine VHF Channel 16 and work on Channels 14 and 6.

Marine Office will maintain a listening watch on Marine VHF Channel 14 and 06 from approximately three hours prior to the scheduled Pilot Boarding time.



Tugs will maintain a listening watch on Marine VHF Channels 16 and 06 and appropriate Marine Operations Tetra Radio channel

4.4.2 COMMUNICATIONS DURING BERTHING AND UNBERTHING OPERATIONS

A terminal supplied portable Tetra radio will be available onboard arriving tankers through the pilot prior to berthing. This radio should be used for communications during berthing and unberthing between the tugs, mooring gang and the Jetty Supervisor. In addition tankers should maintain a listening watch on Marine VHF Channels 16 and a Marine VHF channel designated by the terminal.

Tugs will maintain a listening watch on the appropriate Marine operations Tetra Radio Channel and Marine VHF Channels 16 and the designated channel.

The Jetty Supervisor will maintain a listening watch on the appropriate Marine Operations Tetra Radio Channel to assist berthing and positioning operations.

4.4.3 COMMUNICATIONS DURING JETTY OPERATIONS

Communication systems provided by the Marine Terminal are as follows:-

1. An Optic Fibre and 37 pin electric Pyle National Ship/Shore Link to provide communication between the LNG Tanker and the terminal for the following functions:-

� Voice telephone communication, two - ways; � Mooring line tension monitoring signals, to ship; � Emergency Shut Down (ESD) signal, two - ways.

2. SIGTTO – Pendant ESD Link - For LPG/Condensate tankers (and LNG tanker when Shore link not compatible).

3. The Terminal will supply an approved Tetra handset radio to the Master or his deputy.

4. A marine VHF link for the stand-by tugs, Terminal Cargo Control Room and tanker as required.



4.4.4 SHIP / SHORE COMMUNICATIONS TERMINOLOGY

This terminology applies to all ship/shore communications. The terminology is intended to ensure uniformity in calling and important message relays such as loading rates etc. Communications should be concise and clear.

MESSAGE TERMINOLOGY

Tanker calling the Terminal CCR : Terminal / Terminal / "Vessel Name"

Pilot calling the Mooring Party : Jetty / Jetty / Pilot

Tanker calling the Jetty Representative : Jetty / Jetty / "Vessel Name"

Terminal CCR calling the Tanker : "Vessel Name" / "Vessel Name" / Terminal

Mooring Party calling the Pilot : Pilot / Pilot / Jetty

Jetty Representative calling the Tanker : "Vessel Name"/ "Vessel Name" / Jetty

All loading rates for LNG, LPG and Condensate will be in cubic metres per hour. The vessel should confirm with the CCR the quantity that has been received on an hourly basis in order to provide a further cross checking mechanism.



4.5 BERTHING ARRANGEMENTS (SPEED OF APPROACH)

In all cases, LNG/LPG and Condensate ships shall be berthed Portside alongside. All Jetties are equipped with a laser based Ship Berthing System (SBS) which accurately measures, indicates and records the following parameters:-

� berthing angle of ship relative to the berthing line; � distance of bow from berthing line � distance of stern from berthing line � tanker bow velocity (cm/sec) � tanker stern velocity (cm/sec)

The information is displayed on a monitor at the jetty and on a large display unit that is located on the inner mooring dolphin, upstream of the loading platform. In addition to the digital display, the large display unit has two sets of three lamps for speed indication as follows:-

� green : safe speed � amber : cautionary speed � red : dangerous speed

An audible alarm shall sound when approach speed exceed 15cm/sec

4.6 MOORING LOAD MONITORING All mooring hooks are monitored by a Mooring Load Monitoring System (MLMS). The system comprises of load sensors installed one in each of the mooring hooks. The purpose of the system is to provide continuous monitoring of mooring line loads. After the tanker is moored and pretensioned, the system will be switched to “Berth Occupied”. The system will initiate a pre-alarm or alarm signal should the mooring loads reach pre-set high or low limits.

4.7 ENVIRONMENTAL LIMITATIONS The minimum dredged depth of the Bonny Bar Channel is -13.6 m CD (L.L.W.S.) and bottom width is some 230 m minimum. A nautical Study was undertaken to determine the admittance constraints due to the design depth. This showed constraint due to wave periods between 8 – 9.5 seconds but only with deep laden vessels outbound at L.W.S. when the depth was 12.5m. With the current maintained depth of 13.6m and width of 230m there is no channel restriction to vessels when the draft is not more than 11.93m.

Speed over the ground in the Bonny Bar Channel should not exceed 10 knots at any time.

No vessels will be permitted to transit the channel when visibility is less than 1.0 nm.

Tankers berthing portside alongside will not berth on an ebb tide i.e. the vessel needs to be “in position” on the berth before commencement of the ebb tidal flow. Unberthing can be done at any time with tugs at appropriate positions.

Swinging off the berth, in preparation for berthing port side to (normal i.e. bow out), can take place at any time on rising flood provided vessel will be securely fast alongside before the beginning of ebb tide. Flood tide berthing can be undertaken up to a maximum of 2 knots current.



Swinging or berthing operations will not be permitted when wind speeds exceed or are forecast to exceed 25 knots.

Cargo operations and/or the venting of flammable cargo vapours (condensate only) should be stopped during electrical storms in the vicinity of the ship or terminal. Venting of vapour or inert gas from LNG/LPG tanker is not permitted.

4.7.1 WINDS AND CURRENTS No vessels will be allowed to enter the channel when winds speeds exceed or are forecast to exceed 25 knots.

The berth is designed, as an “all weather berth” so that once moored a vessel should be able to stay in the berth under all likely conditions of wind and tide.

The loading platform is equipped with a Mooring Load Monitoring System (Refer 4.6) and a Metocean Oceanographic System, which measures and records the following:-

� Wind speed and wind direction; � Wave height, wave period and height of tide; � Current speed and direction

Readings are displayed on monitors at the jetty



4.7.2 TERMINAL CRITERIA FOR WEATHER LIMITS.

In the event that the actual sustained wind registered on the Jetty wind anemometer or forecast wind is confirmed to reach the “Wind Speed” limits shown below, the corresponding standard “Action to be Taken” shall be taken by Terminal and Master accordingly.

Where the mooring analysis simulation of the mooring arrangement for a specific tanker shows that the tanker moorings cannot withstand mooring loads of 60Kts wind at the berth, appropriate “Wind Speed” limits corresponding to the standard “Action to be Taken” shall be advised to the specific tanker during the pre-loading meeting.

The following limiting weather conditions are applied to loading operations at both loading jetties:

Wind: 40 knots, 20 m/s Waves: Hs=1.20 m T=7.1 sec Currents: 3.5 knots, 1.75 m/s

WIND SPEED ACTION TO BE TAKEN

25-30 Knots Actual Stop loading and instruct mooring crew to standby to run out extra mooring ropes as required. Request additional tug on-standby

30 - 35 Knots Actual Request Tugs to Push ‘on’ vessel.

35 - 40 Knots Actual Terminal /Vessel to commence discussion on further actions including disconnection of loading arms, removal of gangway and removal of the vessel from berth.

40 Knots Actual Terminal shall disconnect loading arms, remove of gangway and prepare for letting go if so agreed.

(Mooring forces will be due to a combination of wind, current and wave actions. Wind speed, on its own, is therefore not the determining factor). High wind gusts can set in suddenly with passage of line squall especially during the rainy season (April – September), but these are not common occurrences.

4.7.3 SEA CONDITIONS Sea conditions in the vicinity of the LNG jetty are generally benign. Waves with a significant wave height in excess of 0.7 metres are rarely experienced. A vessel should prepare to vacate the berth if the wave height exceeds 1.2m with a wave period (time of peak to peak passage) of 7 seconds. Wave conditions at Bonny are dependent on tide; if the sea breeze is strong, then shorter, steeper, and thus higher waves are more likely to be present when the tide is ebbing than during the flood. Motions of large tankers are unlikely to be influenced by these short period waves but conditions may be unpleasant for small craft.



4.8 OTHER LIMITATIONS The berths are designed to receive vessels of 160-300m in length with a maximum loaded displacement of 124,000 MT and departure draft of 11.93m

4.9 EXCLUSION ZONE A safety exclusion zone of 500 m measured from the tanker loading interface will be maintained at all times when a vessel is alongside. The safety zone will be patrolled by security launch and standby tug.

4.10 NIGHT TIME TRANSITS

The Nigerian Government through the Nigerian Port Authority (NPA) has assessed the Bonny Channel as being fit to allow 24 hour access to the NLNG Bonny Loading Terminal. The factors that affect this accessibility include, but are not limited to the following

� navigational aids, � the type and size of vessels, � traffic density � prevailing weather conditions, � tides and currents, � Security aspects of the transit.

Currently NLNG maintains the priority objective of scheduling vessels to arrive or depart during the daytime. However there are times when night time transits of the Bonny channel are required in order to meet various operational requirements. Generally night sailing will, in so far as possible, be planned ahead but may be undertaken at short notice with respect to

i) the terminal tank top situation

ii) need to meet delivery windows

iii) Emergency situation and other exigencies.

With the increase in production the requirements for night time arrivals and departures will increase.There is a well established NLNG internal process that addresses the specific risks each and every time a request for night time sailing is made. This process is constantly reviewed and the Security Risk Assessment (SRA) is updated to reflect and incorporate the latest information on these specific factors including the constant monitoring of the security situation and the assets available to both NLNG and the Nigerian Navy. Any known changes on the security situation and / or the security requirements for night time transits.

A Night Time Channel Transit is defined as � 1705hrs to 0559hrs for arrivals � 1610hrs to 0530hrs departures.

If a night time transit is required a member of the Marine Terminal Team will contact the vessels Master to discuss all aspects of the planned night transit operation.

4.10 SAFE WAITING AREA Due to the current Security situation along the West African Coast, all vessels should wait offshore at the safe drifting area, located 100-180 miles SW of the Bonny Fairway Buoy. Vessels should only proceed towards the Pilot Station, at full Speed, once they have received a confirmed Pilot Boarding Time from NLNG.



TERMINAL REGULATIONS

5.1 ACCEPTANCE CONDITIONS

All vessels nominated for this Terminal will be subject to the NLNG Vessel Quality Assurance Policy (VQA) which includes positive vetting by the NLNG Shipping Assurance & Compliance Department (SDA). In order to meet the base requirements of the VQA:-

i) Vessels over 15 years old, and over 5.000 DWT must have a minimum of Global CAP 2 rating for Hull, Machinery & Cargo systems at the last date of CAP survey.

ii) Operational vessels over 15 years of age must have a valid SIRE report from the previous 6 months, whilst vessels under 15 years of age must have a valid SIRE report from the previous 12 months.

The vessels must be capable of operating within the physical limitations of the berth dimensions, loading arm and shore gangway envelopes and mooring equipment as detailed in this document or as advised by the Terminal from time to time. This will include satisfactory completion and review of the NLNG Ship / Shore Confirmation List (Compatibility Questionnaire) LNG, LPG, CONDENSATE which will be circulated separately as appropriate in order for the vessel compatibility process to be completed for all vessels nominated to call at NLNG Bonny Loading terminal.

In addition to any other conditions which may be prescribed by regulation, law or enactment, any and all facilities and assistance of any sort whatsoever provided by the Company's in connection with Company Terminal facilities whether or not any charge is made by the Company therefore, are provided subject to the following conditions:

� Neither Company nor its servants, agents or contractors (in whatsoever capacity they may be acting) shall be responsible for any loss, damage or delay arising from the use of the Marine Terminal by any vessel including but not limited to any assistance, advice or instructions given or tendered in respect of any vessel, whether by way of Pilotage or berthing services, the provision of navigational facilities, including buoys or other channel markings or otherwise, even if such loss, damage or delay shall have been caused wholly or partly by the negligence or other default of either Company, its servants, agents or contractors. In all circumstances, the Master of any vessel shall remain responsible on behalf of his owners for the safety and proper navigation of his vessel.

� If in connection with the use by any vessel of any berth or jetty or of any part of the Company's premises, or of any gear or equipment provided by the Company, or of any craft or of any other facility or property of any sort whatsoever, belonging to or provided by the Company, any loss of, or damage is caused to any such berth, jetty, premises, gear or equipment, craft or other facility or property, or injury or death to any person employed on the premises, due to whatever reason and irrespective of whether there has been any negligence or default on the part of the vessel or the owners, their servants, agents or contractor in any such event the vessel and owners, their servants, agents or contractors, in any such event the vessel and the owners shall hold the Company harmless from and indemnified against all such loss or damage and against all loss sustained by the Company as a consequence thereof. The Company shall have the right to detain a vessel causing damage to property, death or injury to any person until sufficient security has been given by the owners for the amount of the damage done or loss incurred. Notwithstanding the above, the owners or the Master shall not be liable for any claim, liability, loss or injury arising from the Company’s sole negligence.

� Further, the vessel and her owners shall hold the Company harmless from and indemnified against all and any claim, damages, costs and expenses arising out of any loss, injury or



damage caused to any third party by the vessel or by her Master or crew or by any other servant or agent of the owners. Notwithstanding the above, the owners or the Master shall not be liable for any claim, liability, loss or injury arising from the Company’s sole negligence.

� If any vessel sinks or grounds or otherwise becomes, in the opinion of the Company, an obstruction or danger in any part of the Terminal or the approaches thereto and the owners of the vessel fail to proceed forthwith to remove the obstruction or danger, the Company shall be empowered to take steps they may deem fit to remove the obstruction or danger and any expenses incurred as a result of such removal shall be recoverable from the owner of the vessel.

� Notwithstanding anything herein to the contrary, the owners’, the Tanker’s and the Master’s liability for any single claim, liability, loss, or injury shall not exceed USD 150 million.

� The Company reserves the right to suspend operations and require the removal of any vessel from the Terminal where:

(i) there is any infringement or breach of Marine Terminal Regulations.

(ii) in the reasonable opinion of the Terminal Representative, the condition of the ship or the conduct of her operations gives rise to concern over the safety of the vessel, its personnel and those of Company, the Terminal or the environment.

(iii) the operational performance (appropriate to the type of vessel and operation) fails to utilize satisfactorily the available Terminal facilities, and thereby in the reasonable opinion of the relevant Company Representative, constitutes an unacceptable constraint on the Terminal operation.

� Neither Company nor its servants or agents (in whatsoever capacity they may be acting) shall be liable for any costs incurred by a vessel, its owners, charterers or agents as a result of delay to or suspension of loading or discharging or a refusal to load or discharge all or part of a nominated shipment, or a requirement to vacate the jetty arising from Safety Regulations

� The Tanker’s Master is responsible for the safe and efficient operation of the Tanker. The Master is responsible for ensuring that all the requirements of the NPA and the Marine Terminal are met whilst the tanker is within the Bonny River. In particular, it is the Master’s responsibility to ensure that the Officers and Crew are properly and correctly informed of their duties and understands how to fulfill them. It is incumbent on the Master to ensure full co-operation with the Terminal Representative, or his appointed deputy, so as to ensure a safe and efficient operation.

� Nigeria LNG is responsible for all marine activities at the Marine Terminal. This responsibility includes operation of the tugs and mooring boats, including the safe mooring and unmooring of tankers at the jetty, and ensuring the integrity of the safety zone around the jetty when a ship is in the berth.

The Terminal accept vessels on the basis that the Master and owners undertake that:

� They are designed, constructed, equipped, operated and maintained so as to comply (if the vessel is a ship to which the Code applies) with the provisions of the IMO Code for the Carriage of Liquefied Gases in Bulk and any amendments to the Code insofar as such amendments apply.

� They have aboard Master, Officers and crew trained and qualified in accordance with the relevant provisions of the international Convention on Standards of Training, Certification and Watchkeeping for Seafarers 1995, where applicable. In all cases, the training, qualifications



and experience of the ship’s staff shall be appropriate for the safe conduct of the loading or discharging operations being conducted at the Terminal and the nature of the products being handled.

� They have and retain on board sufficient personnel with good working knowledge of the English language to, at all times, enable operations to be carried out efficiently and safely and to maintain quick, reliable ship/shore communications on operating matters and in emergency situations.

� In evidence of compliance with all requirements, they have on board all SOLAS, Classification Society and other safety certificates. A Certificate of Fitness is required in the case of all vessels carrying liquefied gases in bulk, together with a General Arrangement Plan showing the layout of the vessel in ENGLISH language and valid Certificates of Competency for all appropriate personnel in accordance with the law of the state in which the vessel is registered.

� The Master (or his deputy) will together with the Terminal representative satisfactorily complete a ship/shore checklist in accordance with IMO resolution A435 (XI) “Handling of Dangerous Goods in Ports and Harbours” and will permit inspection of the vessel in accordance with OCIMF “Safety Inspection Guidelines” at any time without limitation.

� They present in all respects “ready to load” except for any deballasting operations necessary or as may be otherwise agreed with the Terminal in advance.

(i) For liquefied Gas Carriers, "ready to load,” means that ship's tanks are fully cooled and in suitable condition to receive the nominated fully refrigerated product at normal loading rates.

(ii) Condensate Tankers fitted with Inert Gas Systems must arrive with all tanks inerted to 4% or less Oxygen content. Terminal personnel shall board to conduct tests of tank atmosphere

(iii) Ships, which are to receive LNG, will arrive at the Terminal with less than 1.0% vol. max. of oxygen in cargo tanks which contain hydrocarbon vapour. This oxygen level refers to the maximum that is considered safe for vapour return to flare only in cases of emergency.

(iv) Ships loading Propane or Butane will be deemed not ready to load unless the specifications for vapour return could be achieved. See section D.

� Vessels arriving at the Terminal should be free of any cargo product, except the minimum requirement for conditioning the ship's tanks for the intended cargo, i.e. cargo heel. A partly laden vessel will not normally be accepted for either Jetty, unless prior agreement has been reached and all safety parameters have been assessed.

� In an Emergency or in exceptional circumstances the use of the shore vapour system to the flare will be permitted for a very limited period to prevent possible venting of cargo vapours to atmosphere. Under no circumstances may the shore vapour system be used if the oxygen content of the vapour contained within the ship’s tanks exceeds 4% vol.

� Cargo operation by LNG and LPG tankers shall be strictly by closed loading operation. Cargo vapour shall be process onboard or returned ashore. Venting of cargo tank vapour from LNG and LPG tankers alongside the terminal is strictly prohibited.



� In exceptional circumstances, a vessel not ready to load may be accepted at the discretion of the terminal. In this unlikely event, the vessel may be required to vacate the berth after loading sufficient product to conduct further cooling down or purging operations at anchor or sea. Any cooling down or purging operation conducted within the Bonny river estuary must have the express permission of the harbour master. In the event that a vessel requires cooling-down of her tanks at the Loading Port, Bonny terminal shall be notified in advance stating the approximate quantities of LNG/LPG and the anticipated time needed for cooling down operations.

� The vessel will vacate the jetty as soon as practicable after operations are completed. The Terminal reserves the right to require the ship to vacate the berth on completion of loading and to proceed to anchorage while awaiting delivery of cargo documents.

5.2 APPLICATION OF REGULATIONS

These Regulations, Bye-laws made by Local or Port Authorities and Acts of Government, shall be strictly observed within the Marine Terminal Area by all persons, including the personnel of vessels, i.e. ships, tugs, barges, launches, mooring boats and other craft.

5.3 CLEARANCE BY PORT FACILITY SECURITY OFFICER AND GOVERNMENT BOARDING OFFICIALS

Immediately upon berthing, the Port Facility Security Officer and Government boarding officials shall board to perform vessel clearance formalities. Loading shall not normally commence until clearance has been completed. At the moment, Government boarding team comprises:

� Nigerian Customs Service – 2 persons

� Nigerian Immigration Service – 2 persons

� Nigerian Port Health – 2 persons

� National Drug Law Enforcement Agency – 2 persons

� State Security Service – 1 person

5.4 DRUGS AND NARCOTICS SEARCHES

NLNG ensures that its facilities and the vessels berthed at its jetties are free of illegal drugs. To prevent the smuggling and trafficking of illegal drugs through our facilities we operate the under listed search procedures:

(a) The search for illegal Narcotic substances will be carried out unannounced in any part of Nigeria LNG facility.

(b) Searches will be carried out on all luggage, deliveries or persons going on board or leaving any vessel at the terminal.

(c) NLNG will conduct ad hoc searches for narcotic substances on board vessels berthed at the facility.



(d) Additionally if any Fleet Manager or Master has concerns about substances on board their vessels, they should submit a request for the on board attendance of a Narcotic Detection Dog through NLNG Shipping Division. In this case, the request for terminal assistance MUST be communicated at least 24 hours prior to the vessel’s arrival at Bonny terminal.

The searches include the use of narcotic dogs, body scanners and x-ray equipment. Full Physical body searches also apply.

During the vessel search specially trained narcotic dogs will be utilised, which shall be carried out under the guidance of the Master, Ship Security Officer or other authorised ship personnel.

The search process will be in line with the Ship Security Plan or as directed by the Master and the PFSO.

5.5 SHIP / SHORE SAFETY

It is NLNG Policy to ensure the safety of both the ship and the terminal and of all personnel.

Safety at the Ship/Shore Interface is a shared responsibility between the Ship and the Terminal. A tanker presenting itself to load at the Terminal should check its own preparations and fitness for the safety of the intended operations. Additionally the Master has a responsibility to assure himself that the Terminal has also made proper preparations for a safe operation. Similarly the Terminal needs to check its own preparations and to be assured that the tanker has carried out its checks and has made the appropriate arrangements.

To this end it is NLNG Policy that no cargo operations shall commence until the International Ship/Shore Check List has been completed by the Ship and by the Terminal and it has been confirmed that such operations can be safely carried out.

During cargo transfer operations it is essential that the items shown on the Ship/Shore Safety Check List be revisited by joint inspection at suitable intervals (not exceeding 6 hours) to ensure continued compliance. Whenever such inspections take place, Ship and Shore personnel should endorse the Check List.

The conditions under which the operation takes place may change during the process and the changes may be such that safety can no longer be guaranteed. A party noticing or causing any unsafe conditions is required to take all necessary actions, which may include stopping the operation, to re-establish safe conditions. The presence of the unsafe condition must be reported to the other party and, where necessary, co-operation with the other party sought.

These requirements are summarized in a letter that is handed to all Shipmasters on arrival at the Terminal (copy prefacing this document). Masters are asked to acknowledge receipt of the letter by countersigning and returning one copy.

5.5 SAFETY NOTICES



5.5.1 PERMANENT NOTICES Permanent notices or internationally accepted signs should be displayed in conspicuous places on board the Tanker indicating where smoking and naked lights are prohibited, and spaces where entry is prohibited to unauthorized personnel.

TEMPORARY NOTICES On arrival at the Terminal, the Tanker should display temporary notices at points of access, in appropriate languages, to indicate the following:-

WARNING

NO NAKED LIGHTS

NO SMOKING

NO UNAUTHORISED PERSONNEL

5.5.2 PERSONAL PROTECTIVE EQUIPMENT Appropriate protective clothing should be worn as necessary to protect those involved in cargo operations from the hazards associated with the cargo. Coveralls, gloves, boots, goggles, face shields, hard hats and other items used should be suitable for the cargo. Gloves should be worn when handling cargo implements, cold equipment, valves etc. Face protection should be worn when there is a danger of liquid emission.

5.6 STATE OF READINESS AND ENGINE IMMOBILISATION The ship must be able to move under its own power at short notice.

Repairs or other work that may immobilize the vessel are not allowed. If unavoidable breakdown occurs, then repairs may be allowed alongside provided approval is given in writing by the Operations Manager or his appointed deputy.

Should immobilization as in the preceding paragraph occur, the Marine Terminal reserves the right to provide stand-by tugs, for the vessel’s account, to move the vessel if so required.

Engines are not to be tested whilst Loading Arms are connected and/or while the gangway is on deck.



5.7 MOORINGS See also ISGOTT, SIGTTO Liquefied Gas Handling Principles On Ships and In Terminals and OCIMF Mooring Equipment Guidelines.

All vessels will be subject to a computer mooring analysis to prove the required integrity of the mooring arrangements. The Terminal will provide the Master, through the Pilot, with details of the mooring plan. The procedure for mooring the vessel will be specified and this should be reviewed by the Master and Pilot and agreed between them.

Prior to arriving off the berth, all necessary mooring equipment shall be ready for use and a sufficient number of personnel will be standing by to handle the moorings. Heaving lines should not be sent till vessel touches fender.

Every vessel will be required to deploy a minimum of 7 lines at each end. All mooring lines should be in good condition and without splices in their working length. Mooring lines used in any particular direction of service (head/stern/breast lines, springs) shall be of similar breaking strength, elasticity and material. Under no circumstances will a mixture of wire and synthetic ropes in the same direction of service and to the same dolphin be acceptable except where additional lines are deployed in addition to the number required by the Terminal. Pendants must be fitted, except all lines are synthetic.

Masters should not hesitate to increase the number of moorings if they feel that this is necessary in light of weather conditions prevailing or forecast.

The vessel’s mooring ropes or wires should be secured only to the proper fixtures provided and mooring lines should be spooled in the correct direction on the winch drum (lines made fast on the drum ends and backed up on bitts are not acceptable). Mooring ropes should be turned up in bitts in the figure of eight style. Once moored, ship's winches must be secured out of gear with brakes hardened up. Winches must not be left on Automatic Tension.

Winch brakes should be tested as per OClMF Guidelines and Recommendations, which states that they should be tested annually or after completion of any modification or repair involving the winch brakes, or upon any evidence of premature brake slippage or related malfunctions. The Terminal Representative may ask to see records to confirm that such tests have been carried out.

Once moored, the Master is responsible for ensuring that:- � The vessel is securely moored in accordance with the Terminal’s requirements and the

principles of good mooring as set out in the OCIMF publication “Guidelines and Recommendations for the Safe Mooring of Large Ships at Piers and Sea Islands”;

� A strict watch is kept on the vessel’s moorings and that moorings are tended as required to prevent slack or over taut lines and undue movement of the vessel;

� Sufficient persons are on duty to attend the moorings throughout the time that the tanker is alongside. Anchors must be secured on completion of mooring.

Whilst not in any way removing the responsibility from the Master for ensuring that the vessel is correctly moored, regular checks on moorings will be undertaken by a representative from the Terminal, accompanied by a ship’s Officer.

Cargo operations will be stopped if there are concerns regarding the mooring integrity and especially if the tanker does not take adequate measures to tend the moorings.



5.8 EMERGENCY TOWING WIRES Emergency towing wires are not required if the ship has shoulder and quarter side shell bitts. However if the ship does not have side shell bitts she must position the wires on both the offshore bow and quarter of the ship with the towing eyes maintained 1.5m above water level at all times.

Where the wire is rigged it must be properly made fast on the ship's bitt while having sufficient slack flaked out on deck for effective towing, the slack being secured in a safe and professional manner.

5.9 POLLUTION PREVENTION DIRTY BALLAST CANNOT BE DISCHARGED AT THE MARINE TERMINAL.

All safeguards shall be taken to prevent pollution of the Bonny River. Without limitation, the following points should be observed whilst the tanker is within Port Limits:

(a) Any leakage or spillage must be reported immediately to the Terminal Representative and operations suspended until the leakage has been cleaned up to the satisfaction of the Terminal Representative. The Terminal Representative may mobilize resources to assist in the containment and cleaning of pollution caused by a ship without the authority of the Master, but in such action he shall be considered to be acting on behalf of the Master and with his approval.

(b) No garbage or other materials either liquid or solid, oil waste or other matter likely to cause pollution shall be jettisoned from the tanker. All materials should be retained in suitable receptacles on board.

(c) No oil or mixture containing oil shall be discharged or allowed to escape from a vessel while at the Terminal or its approaches.

(d) Bilges and any other spaces likely to be contaminated with oil residue shall not be pumped into the River.

(d) Contaminated ballast shall not be pumped over the side. Discharge of clean, segregated ballast water overboard is permitted subject to approval and/or inspection by the Terminal Representative. Ballast discharge should be stopped immediately if a sheen is seen on the water.

(e) No internal transfers of bunkers or slops are allowed while the tanker is alongside the Terminal.

(f) Master shall be required to make a ballast water declaration on arrival. Representative sample of ship’s ballast for discharge shall be taken by terminal for analysis. Terminal will provide sample containers.

(g) Blowing down of boilers is not permitted except where prior approval has been granted by the terminal

(h) Terminal officials may call for inspection of records required under MARPOL regulations.



5.10 SERVICES

5.10.1 Garbage There are no garbage reception facilities at the terminal.

5.10.2 Bunkers At present, tankers loading at jetties undertake no bunkering activity.

5.11 SIRE INSPECTIONS

Nigeria LNG has the capability and accredited personnel to conduct OCIMF SIRE inspections at Bonny Terminal. All requests for SIRE inspections should be directed to [email protected]

5.12 ACCESS ARRANGEMENTS

5.12.1 SHIP ACCESS ARRANGEMENTS On completion of mooring, the Pilot will advise the Terminal Representative that the tanker is secure and the gangway can be lifted onboard. The gangway will be positioned with a responsible member of the tanker’s staff standing by. The Terminal Representative and responsible tanker’s staff member nominated by the Master are to inspect and agree the gangway and associated safety equipment are in place prior to allowing personnel access to the gangway.

Safety notices in accordance with section 5.4.1.2. shall be posted prominently near the gangway.

5.12.2 ACCESS THROUGH THE TERMINAL Access to and from the Tanker through the Plant is strictly controlled and persons intended to take shore leave must be identified on the 36 hour arrival notice to the terminal. Pedestrian traffic is prohibited between the jetty and Plant Gate. Accordingly all tanker’s personnel and visitors must be transported between the Plant Gate and the Jetty by a bus that will depart and return at set times. The times of the bus departures will be communicated to the vessel by the PFSO.

When coming back from shore leave all crew members will HAVE to be on the bus. Effectively if you do not come in on the bus you do not join the vessel. On disembarking the shore leave bus all personnel will be subjected to a mandatory security search including a physical pat down and pass by the drug sniffer dog unit and scanners.

All personnel are required to follow the de-matching procedure before entering the Terminal or leaving the Tanker. Correct PPE must be worn when working along jetty dolphins (lifejackets) or transiting through the terminal

Boarding and disembarking shall be by gangway only, except in emergency.

5.12.3 MEDICAL EVACUATION The construction of the jetty and gangway position is not convenient for evacuating sick crew on stretcher through the gangway. Medical evacuation of sick crew is through the ship starboard quarter using stokes stretcher to lower the causality onto a tug boat with the ship crane. Cargo operation must suspended during the period of evacuation.



5.12.4 CREW ACCESS TO THE SHORE Tanker’s personnel are required to have a temporary pass, signed by the Master or his Deputy, on entering or leaving the Plant Gate. (The Ship’s Agent / Terminal will provide the Tanker with temporary passes). Crew are to always comply with Port Facility Security regulations and be ready to display identification when required by terminal security operatives.

On entering or leaving the Gate, all persons will be checked against the Crew List. (Refer Section 5.12). No person will be allowed entry unless they are checked against the list.

5.12.5 MOBILE PHONES Possession of mobile phones is strictly prohibited at the loading jetties, tanker decks and within the plant operational areas. Crew, boarding officials and visitors to the ship are required to switch off their mobile phones, hand it to the agent who will put it in a plastic bag and deposit it in the vehicle globe compartment before passing the access gates. The agent will return the phones to the personnel in an authorized location in the ship accommodation only. The same process shall be followed when returning ashore through the plant until the personnel is outside the plant operational area.

5.12.6 VISITORS ACCESS TO THE SHIP Access to the jetty for visitors is via the Plant Road 1 Gate “D”. No visitor to the Tanker will be allowed into the Plant without the permission of the Master and without prior approval of Port Facility Security Officer (PFSO). The Master or Agent may provide a list of visitors to the Plant Road 1 Gate “D” on arrival or subsequently the Gate may allow access after confirming by phone with the Master or his Deputy that access should be granted and PFSO security clearance obtained.

All visitors must provide the Plant Road 1 Gate “D” with their name, address and where applicable Company’s Name and purpose of the visit. Persons requiring access in the course of tanker’s business, Customs, Ship’s Agents etc. must also provide details before entry will be allowed.

5.13 CREW LISTS On or prior to arrival at the Terminal, the Tanker’s Master/Agent shall provide the Terminal with a crew list detailing the following for each and every person on board, including supernumeraries:-

Name Nationality Rank

Where applicable, the details of any personnel leaving or joining the tanker at Bonny shall also be provided.

The Tanker’s Agent shall ensure that the Crew List is delivered to the Plant Road 1 Gate of the Terminal Complex. Agents shall submit names of government boarding officials to PFSO in advance of actual ship arrival.



5.14 TANKER PARTICULARS

As a general condition for tankers at the Terminal, it is required that the tanker complies with the following:-

a) Equipment

All tankers must be in a sound state of repair, with main engines, mooring winches and windlasses all in proper working order. Mooring equipment including mooring wires and pennants shall be in good condition.

b) Certification

All tankers must be in possession of a complete and valid set of safety certificates.

These to include: i) Certificate of fitness for the carriage of liquefied gases in bulk ii) International Load Line Certificate iii) International Oil Pollution Prevention certificate iii) Cargo Ship Safety Construction Certificate iv) Cargo Ship Safety Radio Certificate v) Cargo Ship Equipment Register vi) Cargo Ship Safety Equipment Certificate vii) Cargo Gear Certificates

c) Tankers to be in all respects "In Class".

(d) Tanker mooring outfit:

Every vessel will be subject to a detailed computer mooring analysis to determine acceptability and optimum mooring analysis.

Mooring outfits should conform to the recommendations and guidelines given in the OCIMF ‘Mooring Equipment Guidelines’ (as updated by OCIMF).

Indicative minimum requirements are: � 14 x 42 mm wires (124 tonnes minimum breaking load) with 11 metre nylon tails (155

tonnes MBL) Winch brake holding power should provide a minimum holding capacity of 60% of the MBL of the wire on the first layer of wire on a split drum and on the normal working layer of an undivided drum winch.



5.15 PRE – ARRIVAL INFORMATIONS To assist in Terminal planning and to satisfy Port Regulations, the following pre-arrival messages are to be sent to the Ship’s Agent copied to the [email protected] and [email protected] and Port Facility Security Officer ( [email protected] and [email protected] ) as applicable

Sequence of messages will be as per the Charterer’s Instructions but with the following minimum information:

5.15.1 ON DEPARTURE – DISCHARGE PORT Advice departure time Discharge Port. Advice ETA and arrival draught – Bonny River Pilot Station.

5.15.2 ARRIVAL NOTICES

5.12.2.1 On nomination: The Bonny Terminal Questionnaire detailed on Appendix 1.must be sent to the above email address.

5.12.2.2 7 days prior to arrival (For accepted FOB vessels): AA. ETA and Arrival draft BB. Estimated arrival Tank temperatures (vapour and liquid) CC. Required cooldown period upon berthing.

5.12.2.3 4 days prior to arrival AA Ship Name BB ETA Bonny PBS CC Cool down time required DD Crew List EE ISPS security information and list of personnel to embark or disembark

5.12.2.4 3 Days Prior to Arrival AA Confirm ETABB Average bottom liquid and tank vapour temperatures CC Average vapour pressure (mb absolute)

5.12.2.5 2 days Prior to Arrival The following questionnaire is to be answered:

AA ETA and Arrival Draught BB Estimated Tank Temperatures and cool down period required on berthing

CC Confirm 1) All Navigation, Mooring, Safety and Engine systems are fully operational. 2) Free of tank leakage. 3) That the following systems are operating correctly and inspected/tested:

i) Cargo system and boil off control equipment. ii) Gas detection analyzers. iii) ESDS, alarms and interlocks.



iv) Tank high level alarms. v) Tank high and low pressure alarms. vi) Remote - operated valves.

DD Cargo tanks and lines free of oxygen. EE Stress calculations for cargo, ballast and bunker transfers made and within

recommended safety limits. FF Estimated departure draft from Bonny GG For petroleum product tankers only - Cargo and Bunker tank

H2S levels in ppm

5.12.2.6 24 hours prior to Arrival AA Confirm ETA.

5.12.2.7 6 hours prior to Arrival AA Ship name

BB Voyage No. CC Cargo No. DD ETA Bonny PBS EE Average bottom tank temperature FF Average tank vapor pressure and temperature (mb absolute) over last 24 hr) GG Confirm vessel is ready to berth on arrival

5.15.3 ANY CHANGES IN TANKER ARRIVAL

Any changes to arrival information as previously advised must be sent to the Agent copied to Bonny Terminal and marine Operations as soon as possible. Any possible problems associated with cargo systems, navigation equipment, moorings etc must be advised as early as possible to allow for contingencies in an endeavor to avoid delays to Tanker Schedules.

5.16 PRE – TRANSFER OPERATIONS

5.16.1 FITTING OF GANGWAY

On completion of mooring, the Pilot will advise the Terminal Representative that the tanker is secure and the gangway can be lifted onboard. The gangway will be positioned with a responsible member of the tanker’s staff standing by. The Terminal Representative and responsible tanker’s staff member nominated by the Master are to inspect and agree the gangway and associated safety equipment are in place prior to allowing personnel access to the gangway.

5.16.2 PRE-TRANSFER MEETING Before the start of any cargo transfer operation, the intended cargo handling procedures must be thoroughly discussed at a Meeting held between the responsible personnel from the Ship and the Terminal. The meeting will include the tanker’s designated Officer, the Terminal Representative and any other interested parties.



Where an LNG / LPG tanker arrives in a warm and inerted condition, (i.e. post dock or commissioning), the pre-transfer meeting will necessarily include other parties from the company, the tanker and / or its operators.

The purpose of the Meeting is to draw up a suitable cargo plan and to check on safety issues. The content of the Meeting may vary according to circumstances but should broadly follow the following agenda:-

1. Names and roles of terminal and ship personnel who will be responsible for cargo transfer operations;

2. Complete / carry out the ship / shore safety checklists and safety inspection in accordance with the OCIMF standards.

3. Discuss any deficiencies shown up and agree any additional precautions required. The Terminal reserves the right to refuse to load or discharge a vessel if the required standards are not met.

4. Cargo loading plan - Total quantity of cargo to be transferred - Intended transfer rates - Transfer temperatures and pressures to be expected - Cooldown procedure - ESD system test - The use of vapour return line- Deballasting procedure

5. Review of Port and Jetty Regulations with particular reference to:- - Berth operating limits - Communications Procedures, - Emergency Signals - Emergency Shut Down Procedures (Valve closure times) - Assign smoking areas - Static precautions - ISPS security issues

6.Check the previous cargo record (last 3 cargoes) and agree that ship’s tanks are ready to receive product.

The Company reserves the right to:

(i) Where applicable, sample and analyse the condition of ship’s tanks or quality of cargo and ballast tanks before commencing to load or discharge.

(ii) Instruct a third-party independent surveyor for the sampling and measurement of cargo and/or tanks, the cost of which will be for the account of the Jetty Operating Company.

(iii) Place approved portable equipment on board as required for sampling, testing or communication purposes during loading/discharging operations.



(iv) Refuse to load product and/or accept return vapour when ship’s tanks are not within specification for product to be loaded. (See Sections B, C and D for jetty/product details).

(e) The Master shall certify that, in accordance with the cargo plan of operation that has been tabled and discussed, the stress on the vessel’s hull will not exceed the maximum permissible level by the Classification Society and that she will have adequate stability throughout to leave the berth at any time.

7. Any further information or procedures relevant to the operation.

5.16.3 SHIP/SHORE COMMUNICATIONS

Your attention is drawn to Section 5.1

During critical periods of the operation, such as "start up" and "topping off" a Terminal Representative will be in the tanker's CCR to monitor operations and will assist in communications where necessary. The tanker is to inform the Terminal Representative of any circumstance that may affect normal loading operations.

ALL SHIP/SHORE MESSAGES SHALL BE READ BACK TO ENSURE CONCISE COMMUNICATION. ONLY AGREED TERMINOLOGY SHALL BE USED.(See Section 4.4.4).

5.16.4 TANKER EMERGENCY SHUTDOWN SYSTEMS

The emergency shut down system incorporated within the LNG loading system has two levels of activity:

a) ESD 1

An ESD 1 can be initiated manually or automatically from tanker or shore. The ESD 1 sequence is as follows:

i) Stops the loading pumps and opens the pump spillback valves immediately ii) Closes the shore hydraulic valves on the 24” loading lines; iii) Closes the tanker's manifold valves within 15 - 30 seconds after closure of the

shore valves

When ship shore non-compatibility prevents the use of the linked ESD system, the terminal will place onboard a remote ESD 1 actuator box. This allows the tanker to activate a shore ESD 1 but this does not initiate shipboard ESD 1 functions.

b) ESD 2

The ESD 2 sequence is as follows:

i) Initiates an ESD 1; ii) Closes both isolation valves, (double ball valve), of the loading arm emergency release

coupling (ERC) within 5 seconds;



iii) Uncouples the loading arms two seconds after the isolation valves have been closed (interlocked);

iv) Opens the flow diversion valves in the loading lines within 5 seconds which will divert the flow to the surge drum.

The tanker cannot manually initiate an ESD 2.

5.17 OPERATIONAL PROCEDURES The Loading/Discharge Plan (section 5.15.2) and operation must comply with the following procedures:

(a) The company will be responsible for the connecting/disconnecting of loading arms/hoses to the agreed ship’s presentation flanges as indicated by the Responsible Ship’s Officer. In the event that the vessel does not have the appropriate reducer, a shore reducer may be available. The Terminal must be advised in the pre-arrival message of this requirement. The fitting and removal of the reducer is the responsibility of the ship. The Master must take adequate precautions to ensure the safety of Company workers and ensure that, where necessary, suitable guardrails are provided.

(b) The loading arms are normally purged to the ship at completion of loading and remain under Nitrogen between loading operations. Vessels must, therefore, be prepared to receive a small volume of Nitrogen vapour at the commencement of loading operations.

(c) The Terminal staff will pressurise the loading arm with Nitrogen against the ship’s manifold valve and the loading arm connection will be tested for leaks. When the manifold has been proven ‘tight’, the loading arm will be depressurised and transfer commenced at the agreed starting rate.

(d) The responsible Terminal representatives and Ship’s Officer will agree that systems are correctly lined up before transfer operations begin.

(e) Loading must be commenced slowly to avoid rapid pressure build-up

(f) When liquid flow is established, the Terminal will increase rate as requested by the ship up to the agreed maximum bulk rate.

(g) During transfer operations, ship will confirm with the shore at intervals not exceeding one hour that they are in agreement with the quality of product actually transferred and the quantity/time estimated to complete the operation.

(h) EXCEPT IN EMERGENCY, VENTING OF LNG/LPG VAPOURS INCLUDING INERT GAS TO ATMOSPHERE IS PROHIBITED AT BONNY TERMINAL

(i) All such displaced vapour must be reliquefied on board by ship’s systems and/or returned to shore via the vapour line.

(j) In all cases, LNG/LPG vapour return line will be connected and available for pressure relief.

(k) During transfer operations:



(i) A Company Operator/Technician will remain on the jetty at all times whilst the vessel is alongside.

(ii) A responsible English-speaking Ship’s Officer equipped with an approved portable Tetra radio tuned to the agreed ship/shore communication channel shall be on duty at all times.

A portable radio will be provided on loan from the Terminal.

(iii) A responsible member of the ship’s crew capable of understanding and relaying the Jetty Operator/Technician’s communications to the Responsible Ship’s Officer shall be stationed on deck at all times so that he can:

Observe manifold connections.

Observe the gangway.

Exchange visual/vocal signals with the Jetty Operator/Technician.

Keep a visual check on moorings.

(iv) The ship must inform the Terminal and the Terminal must advise the ship of any deviation from the agreed Loading/Discharge Plan.

(v) Ships must inform the Terminal 15 minutes before topping off any cargo tank. Topping off must be done one tank at a time. At the start of loading and during topping off, the shipmaster should post one of his crew to cargo tanks ullage domes to crosscheck the tank valves position and use secondary gauging system to verify the main electronics gauging system.

(vi) On both jetties, cargo operations will be stopped when a vessel heels over at 5 degrees. Vessels MUST maintain an upright condition during loading and take early remedial action to correct any heel angle. Any delays to the loading operation caused by excessive heel angle will be for the ship’s account.

(l) At least five minutes’ notice must be given of transfer rate changes being required, and at least 15 minutes’ notice for final completion of loading, except in emergency when the requirements of Section 5.15.4 must be observed.

(m) If for any reason there is an unusual evolution or accumulation of gas, loading shall be stopped or the loading rate into a particular tank reduced at the discretion of either the Terminal Supervision or Responsible Ship’s Officer. This includes sustained wind speeds of less than five knots for Gasoline tankers venting to atmosphere.

(n) The vessel must by day fly Flag ‘B’ of the International Code, and by night exhibit an all-round red light.

(o) Prior to, and on completion of, loading/discharging, a Company Representative will witness ship’s dips/ullages and obtain from the Master the quantity loaded according to ship’s figures. (See also Section. 5.17.2).

(P) Operations shall be stopped during electrical storms in the vicinity of the ship and all cargo valves shall be closed.



(q) During periods of high winds and/or on the instruction of either the Bonny Terminal Supervisor, operations shall be stopped and the loading arms disconnected in accordance with the tables on section 4.7.2. Wind speeds are measured on the respective jetty anemometer. Suspension of operations will occur when sustained wind speed limits or frequent gusts are experienced.

(r) At suitable intervals (not exceeding six hours) with regard to the estimated duration of cargo transfer, the responsible Terminal Representative and Ship’s Officer will carry out a repetitive check and confirm that:

The safety checklist remains valid.

Operational procedures are satisfactory.

Jetty Regulations are not being contravened.

5.18 PREPARATIONS PRIOR TO DEPARTURE

5.18.1 DISCONNECTION OF LOADING ARMS On completion of draining and purging of the liquid and vapour loading arms, the arms shall be disconnected.

The Terminal Representative will control the movement of the loading arms by means of the jetty control console on the jetty and the Pendant Box control from the tanker. The arms are to be returned to their normal parked positions and the storm locks engaged.

The Terminal is responsible for fitting the blanks to the liquid loading and vapour return arm flanges. The tanker is responsible for fitting the blanks to the tanker's manifold.

5.18.2 FINAL MEASUREMENT OF CARGO The final quantity on board shall be measured after all the tanker's manifold valves have been closed. The measurement is to be witnessed by the tanker's designated officer and the Terminal Representative on behalf of the Terminal.

5.18.3 DOCUMENTATION The Master is responsible for ensuring that the Custody Transfer documents and Port Time Sheet are delivered to the Terminal.

5.18.4 REMOVAL OF GANGWAY The Gangway will be lifted ashore with a responsible member of the tanker's staff standing by on board to assist if any problems emerge that may require action from the tanker.

5.18.5 MAIN ENGINE PREPARATION Procedures for preparing the main engines for sailing may only be implemented after the loading and vapour return arms have been disconnected and the gangway has been lifted ashore.



5.19 REPAIRS AND SERVICE ENGINEERS Repair work involving either hot or cold work or the use of naked lights is prohibited unless the permission of the Head Marine or his authorized designate has been requested and granted in writing. The conditions and precautions required by the Head Marine or his authorised designate shall be rigidly observed.

Repair work includes but is not restricted to boiler and boiler tube cleaning, chipping and scraping, hull painting, testing and servicing of electrical equipment (including radar and radio installations).

If permission to carry out repairs is granted, a list of shore workmen/service engineers employed on the vessel must be given to the Terminal Representative before the work commences.

Marine contractors are available in the local Bonny area and can be arranged by the agents1.

a) Liferaft maintenance / Service The following Company has been used previously be a number of vessels calling at the NLNG terminal that require life raft exchange / service and can be arranged through local agent.Global Marine Services Ltd - Email: [email protected]

b) Hull�Inspection Services: Services reportedly offered: Inspection and certification of cranes, lifting equipment, steam boilers, pressure vessels, passenger and service lifts. NDT testing, welding inspection and pre-fabrication checks.

c) Hull Engineering Services Ltd Services reportedly offered: Field engineering - Oil and gas facility installation, pipe line fabrication and commissioning, hot and cold insulation (lagging and cladding), duct and light metal work. Maintenance and operational support- boiler repair and retubing, heat exchangers repair and re-tubing, ship and off-shore facilities repair. Construction - Steam and hot water boilers, tubular heat exchangers and condenser, pressure vessels, manifold skid, storage tanks, structural steel work, process and storage silos and marine barges.

d) Dorman Long Engineering Ltd Services reportedly offered: Fabrication of pressure vessels and process equipment, structural steel and marine structures, storage tanks and mobile units. Asset management (operation and maintenance services). Hot dip galvanising and tower fabrication. Procurement and logistics services (steel, valves and oil and gas equipment).

e) Nigerian Ropes Plc Services reportedly offered: Manufacture of a wide range of fibre and steel ropes, webbing slings, cargo and gangway nets, jack-up ladder, vehicle tow ropes. Supply of associated fittings and lifting equipment

1 NLNG does not endorse any of the service providers but rather is providing information on services available.



f) Hydrex West Africa Services reportedly offered: Under water surveys and inspection. Under water stern tube seal repairs. Thruster removal and repairs. Propeller repairs. Under water cleaning. Hull repairs - crack repairs, emergency repairs, pipe repairs, stabilizer repairs

g) Sea Trucks Group Services reportedly offered: Fabrication – construction yard complete 200m heavy duty jetty for the fabrication/ repair of jackets, piles, templates, modules and other off shore structures. Facilities also include a floating dry dock, ware houses and a machine shop. Vessel chartering –supply and support for offshore projects; accommodation/hook up barges, in shore and offshore supply vessels, offshore cargo barges, anchor handling tugs and long haul tugs. Offshore installation and pipe lay engineering. Installation of jackets, pipe lay, trenching and hook-up services by use of her DP-3 pipe laying and heavy lift vessels, some of which are on lease to various oil and gas Companies.

h) Warsila Nigeria Ltd Services reportedly offered: Power plant installation and maintenance

i) Classification Societies Attendance of Classification Society Representatives is possible but requires travel from either Port Harcourt or Lagos.

5.20 HANDLING OF SPARE GEAR AND SHIPS STORES Storing is possible in Bonny and is arranged through the local agent, however it is not permitted to be loaded over the jetty. Delivery of spare gear and ships store through authorized crafts is permitted with prior agreement of the Terminal Representative. The supply of food and provisions at the terminal is allowed through terminal approved chandlers only.

Stores are landed onto the jetty initially and a search for illegal substances is conducted. The stores will then be placed into a locked container on the jetty, with the keys to the container delivered to the Master, until they are ready to be loaded onto the vessel. This will be done via one of the tugs following completion of cargo. Security personnel will stay on board the tug boat with the items until they have been safely delivered to the vessel.

The chandling procedure which includes permitted items is available on request.

Delays due to storing are for the vessel’s account.

5.21 MOVEMENT OF TUGS AND OTHER CRAFT During berthing, unberthing and cargo handling operations, no vessel or small craft shall be allowed alongside the vessel unless specifically authorized by the Terminal.

When tugs or authorised craft are alongside or assisting the vessel, loading of cargo must have stopped and all cargo system openings must be closed unless tanks are certified Gas Free.

Lifeboats may be lowered at slack water with the prior approval of terminal.



5.22 SHIP’S RADIO, SATELLITE COMMUNICATION AND RADAR EQUIPMENT Portable radios used in hazardous areas must be certified intrinsically safe. Non – approved equipment must not be brought into hazardous areas.

Except for VHF and UHF communications (with radiated power of 1 watt or less), the ship’s main radio station including emergency transmitters shall not be used while the ship is within 500 m of the terminal. While berthed at the Terminal the transmitting aerials shall be disconnected and earthed.

It is prohibited to operate ship-borne radar having a peak pulse in excess of 60 KW within 500 m of the Terminal. Operation of radars having a peak pulse less than 60 KW is prohibited on a berthed tanker during cargo operation.

5.23 PORTABLE R/T SETS, HAND LAMPS AND ELECTRICAL EQUIPMENTPortable R/T sets, lamps and hand lamps, electric or otherwise, shall not be used unless of an approved type.

The use of portable electric lamps and equipment on wandering electric cables is prohibited in any cargo or adjacent ballast space, pump room, compressor room, cofferdam, bunker compartment, hold or anywhere over the cargo tanks.

Portable domestic radios, photographic flash equipment, electronic calculators, tape recorders or any other battery-powered equipment of non-approved type shall not be used on the main deck or in any place where petroleum gases may be encountered. Mobile telephones may be transported through the Terminal to the ship for use in an approved area, refer to section 0.

5.24 SMOKING On shore, smoking is strictly prohibited except in locations for which smoking permits are specifically approved by the Terminal Management.

On vessels alongside, smoking is strictly prohibited except under controlled conditions in 2, or at most 3, enclosed places, selected by the Master and approved by the Terminal Representative prior to their use.

5.25 GALLEY STOVES AND COOKING EQUIPMENT The use of galley stoves, barbecue and other cooking equipment shall not be permitted anywhere in open decks outside the accommodation.

5.26 BOILER FIRES (STEAM SHIPS) So as not to immobilize the vessel, boiler fires shall only be extinguished when the Terminal Representative, after consultation with the Master, decides that maintaining of boiler fires constitutes an undue hazard.

5.27 PRESSURE SURGE PRECAUTIONS Non-routine closing of the loading systems, automatic intervention or 'fail safe' closure of shipboard Emergency Shutdown (ESD) valves can generate dangerous surge pressures. A careful check of ship's ESD system will be made prior to loading. The Master (or his deputy) will be asked to operate the system to enable timing of the valves and may be requested to have valves adjusted according to the provisions of the IMO codes for Ships carrying Liquefied Gases



in Bulk. The Company reserves the right to restrict loading rates if valve closure times are not compatible with rates otherwise agreed. Excess loading times caused by such a restriction will be charged to the ship if port time/lay time is exceeded.

For LPG / Condensate loading, the shore system is designed to withstand the high-surge pressure which can be generated and safe emergency shutdown will be accomplished by using the shore ESD pendant control (SIGTTO Link) provided to vessels.

In the event of an emergency, the link must be activated which will immediately result in:

1. Onshore loading valves closure.

2. The stoppage of cargo flow.

ONLY THEN MAY THE VESSEL MANUALLY ACTIVATES ITS OWN ESD.

SHIPS MUST NEVER CLOSE VALVES AGAINST THE SHORE LOADING PUMPS.

Masters are referred to ICS Safety Guide (Liquefied Gas) paras. 1.8.2 and 4.5.2 and the International Safety Guide for Oil Tankers and Terminals paras. 6.5.5., 7.3 and 7.6.8 and Appendixes A and B.

5.28 PREVENTION OF SPARKING AND EXCESSIVE FUNNEL SMOKING Opening and closing hatches and ullage ports, connecting and disconnecting loading arms or hoses shall be carried out in a manner that avoids the generation of sparks.

Soot-blowing and excessive funnel-smoking is prohibited and immediate steps must be taken to eliminate sparking from funnels.

5.29 SCUPPERS AND DRIP TRAYS It is recognized that the practice on gas carriers is to operate with scuppers open in port so as to allow cold liquids to escape quickly in the event of spillage.

If bunker transfers are to take place with ship’s side scuppers open, then suitable operational procedures must be in place, and bunker tank openings and air pipes must be well bonded, so that any spillage of bunkers will be contained on deck. In the event of rain, arrangements must be made to drain off accumulated clean rainwater from the deck / bounded areas at frequent intervals.During transfer of Condensate, deck scuppers and drain holes must be suitably plugged and accumulated water drained off as required.

Drip trays must be placed under connections and likewise drained of accumulated water.

5.30 BLANKING OF UNUSED CONNECTIONS / CARGO TANK OPENINGS Unused cargo and bunker connections must be closed and blanked. Blank flanges shall be fully bolted, and other types of fittings, if used, properly secured.

All cargo tank lids shall be kept closed and secured at all times.



5.31 SEA AND OVERBOARD VALVES Prior to commencement, and at regular intervals throughout the operation cycle, watch shall be kept to ensure that oil or oily water is not escaping through sea valves.

Overboard discharge valves through which oil could escape shall be lashed during the vessel's stay at the Terminal. When lashing is not practical, as with hydraulic valves, some suitable means of marking should be used to indicate clearly that the valves are to remain closed and where possible activating levers removed. Where ballasting is to take place in systems that have previously been used for cargo, sea inlet valves shall not be opened before pump suction is established.

Circulation cooling water discharges shall not be permitted to discharge onto or over the jetty. Where this requirement cannot be met, deflection or baffle devices must be provided to the satisfaction of the Terminal Supervision.

5.32 BUNKER TANK OPENINGS Apart from openings used for the venting, or temporarily open for ullaging or sampling, all openings to bunker tanks must be closed gas-tight.

5.33 SIGHTING AND ULLAGE PORTS Where applicable, sighting and Ullage ports must be kept closed at all times, except with the Terminal's approval. Samples and final ullaging may only be carried out upon completion of loading. Refer to International Safety Guide for Oil Tankers and Terminals, Sections 7.2 and 7.4.

5.34 SOURCES OF IGNITION The carrying and use of matches or any other sources of ignition is prohibited within the plant complex except as authorised by the Terminal Representative for a specific purpose. The carrying of mobile phones is not allowed within the plant areas.(refer 0)

5.35 TANK CLEANING / GAS FREEING Tank-cleaning, inerting, purging or gas-freeing may not be carried out at this Terminal. In unavoidable and exceptional cases, and then under specific circumstances, approval in writing may be granted in advance or under a repair work permit as in Section 0 hereof.

5.36 USE OF NAKED LIGHTS The use of naked lights is prohibited except:

(a) under an individual hot work permit approved by the Terminal Representative for the particular reason and purpose.

(b) in the designated places at the times that smoking is permitted.

5.37 VENTILATORS / AIR CONDITIONING UNITS Intakes of central air conditioning or mechanical ventilation systems should be adjusted to prevent the entry of petroleum gas, if possible, by recirculation of air within the enclosed spaces.



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

Window-type air conditioning units that are not certified, as safe for use in the presence of flammable gas or which draw in air from outside the superstructure must be electrically disconnected and any external vents or intakes covered or closed.

5.38 ACCOMMODATION DOORS AND PORTHOLES All external doors and portholes shall be closed during operations. Accommodation boundary doors should preferably be fitted with self-closing or other control devices but at no time should they be locked.



SECTION B - LNG LOADING INFORMATION

6. INTRODUCTION TO SECTION B This Section covers the specific activities associated with the loading of LNG Tankers calling at the Nigeria LNG Limited marine facilities in the Bonny Terminal, Nigeria, (The Marine Terminal).

Reference should be made to Section A of this document for general port information and Marine Terminal regulations.

7. ACCEPTANCE CONDITIONS Your attention is drawn to Section 5.1.

It is Terminal requirement that a copy of the vessels General arrangement plan is sighted

prior to vessel’s arrival.

Tanker dimensions to fall within the operating limitations of the jetty and loading arms:

Max LOA 300m Min LOA 160m Min distance waterline to manifold 16 m Max distance waterline to manifold 26 m Min distance shipside to manifold 1.6 m Max distance shipside to manifold 4.0 m Manifold flange size and type 16” ANSI 150 Min distance between manifold centres 2.1 m Max distance between manifold centres 4.0 m

7.1 CONFIGURATION AND LIMITS OF LOADING ARMS

7.1.1 CONFIGURATION

The terminal is fitted with four 16” loading arms. The southern most arm is liquid only, the next arm is vapour only whilst the third arm can handle either liquid or vapour. Normal loading configuration is three southern arms for liquid and vapour return.. Vessels with bolts and nuts manifold will require a spool piece to connect the QC/DC. The specification of spool piece is given below:

The coupler is designed to connect 16” ANSI 150 flange chicksan coupler to 16” ANSI 150 flange (measurement of 37 +/- 1.6 and length not more than 50cm) on the ship manifold. Detail specification as follows; Flange combinations - with / without holes. Flange thickness between 36.6 mm., and 39.6 mm. The Chicksan QC/DC requires a Smooth Finish, No Serration’s. Raised or flat-faced flanges are acceptable. RF is preferable, but FF can be used. Spool piece drawing can be found in appendix 11. If due to maintenance, the dedicated vapour arm is unavailable; the third arm reckon from the south will be used for vapour return. When this alternative arm configuration is used it must be remembered that the working envelope of the loading arms will be reduced. Constant monitoring of ship's position and mooring line tensions must be maintained. Any mooring line adjustments must be made with care to avoid moving the vessel.



7.1.2. LIMITS OF LOADING ARMS

The LNG loading arms are designed with working envelopes as detailed in Appendix 8.

The Loading Arms are designed to be maneuvered in wind speeds of up to 50 knots. Loading should be stopped and arms disconnected, parked and storm locked in good time if wind speeds in excess of 40 knots are anticipated.

7.2 CONNECTION OF LOADING ARMS The loading arms will be manoeuvred and connected by the Terminal Representative. The vapour return will be connected first followed by the liquid arms. Terminal requires ships to be fitted with manifold loading strainers for liquids and vapour return particularly for first loading at the terminal and after dry-docking or cargo tank entry.

The Terminal Representative will advise the tanker representative that the arms are connected, pressure tested and inerted to < 1% oxygen prior to returning to shore.

7.3 CHICKSAN COUPLERS AND FLANGE REQUIREMENTS

1. Flanges combinations: Flanges with and without bolt-holes are OK. The QC/Dc does not need the holes, but their presence is not a problem. Flange thickness must be in accordance with ANSI 150 for 16” RF, i.e., between 36.6 mm., and 39.6 mm.

2. Type of joint face/raised or flat: the Chiksan QC/DC requires a smooth finish. Raised or flat-faced flanges are acceptable. RF is preferable, but FF can be used.

3. Clearance for QC/DC Claws: the Chiksan QC/DC Clamps require a clearance of 180 mm behind the flange, measured from the sealing face. The OCIMF requirement of 200 mm., for this clearance, will be perfect.

7.4 TERMINAL LOADING RATES

LNG CONDENSATE LPG (C3/C4) Max Loading Rate 10000 m3 / hr 4000 m3 / hr 3000 m3/hr each Liquid Manifold Connection 16” ANSI 150 12” ANSI 150 12” ANSI 150 Vapour Return Connection 16” ANSI 150 N/A 8” ANSI 150

7.5 WATER SPRAY SYSTEM Prior to opening the tanker's manifold valves the tankers side water curtain in way of the manifold shall be brought into operation by the tanker's personnel. The water spray system shall be fitted with suitably sized deflectors to prevent the spraying of salt water unto jetty fixtures and equipment. All other required protection systems in way of tank domes, flanges, valves and superstructure as required shall be operable.

7.6 MEASUREMENT OF CARGO HEEL

Prior to the opening of the tanker's manifold valves, the quantity of cargo heel is to be measured. This applies in all cases, regardless of whether the tanker requires to be gassed up, full or partial cooldown or a normal loading.



The measurement is to be witnessed by the tanker's designated officer on behalf of the tanker and the Terminal Representative on behalf of the Terminal.

7.7 EMERGENCY SHUTDOWN (ESD) SYSTEM Cargo operations are safeguarded by an ESD system. Configuration details of the Pyle National Ship/Shore Link can be found in Appendix 13.

Following landing of the gangway, the ship / shore fibre optic communication cable can be connected to compatible ships. This cable allows emergency shutdown system signals, voice telephone communications as well as the mooring monitoring system signals.

Terminal has Fibre Optic (FO) and Pyle National ESDS Connections. FO is the preferred link. Telephone Hot Line ESD 1 ESD 2 Ship Shore

Fibre Optic Yes Yes Yes No Male Female Pyle National Yes Yes Yes No Female Male ESD Pendant No No Yes No

7.7.1 ROUTINE TESTING

Many of the ESD system checks are conducted by the Terminal on a routine basis without a tanker at the berth. However, the ESD 1 system will be tested for each loading as follows:

a) Prior to Arm Cooldown

After advising the Terminal CCR, the tanker will initiate an ESD 1 from the tanker to confirm the link. Once reset the Terminal CCR will initiate an ESD 1 from ashore to confirm the link.

b) At end of Arm Cooldown

Cold ESD test – proofing manifold v/v in cold condition.

7.8 LNG GAS VENTING

No Flare Policy – Bonny terminal maintains a no-flare policy which means vessels are required to reduce the rate of cool down to comfortably manage the boil off gas and to avoid the flaring of returned vapor by Terminal.

Boil off gas shall not be vented to atmosphere under normal cargo loading operations.

In the event of vapour return compressors being inoperative due to mechanical breakdown, the Terminal CCR is to be informed and loading stopped immediately. Where this condition makes it imperative to vent boil-off gas to atmosphere, every endeavour shall be made to heat the gas prior to its discharge to atmosphere to ensure its relative density is as low as possible.

The burning of gas for engine room requirements is permitted where all international and statutory requirements are followed.



SECTION C - CONDENSATE LOADING INFORMATION

8 INTRODUCTION TO SECTION C This Section covers the specific activities associated with the loading of Condensate Tankers calling at the Nigeria LNG Limited marine facilities in the Bonny Terminal, Nigeria (The Marine Terminal).

Reference should be made to Section A of this document for general port information and Marine Terminal regulations.

9 ACCEPTANCE CONDITIONS Your attention is drawn to Section 5.1.


prior to vessel’s arrival..


Max LOA 300 m Min. LOA 160 m Min distance waterline to manifold 5.8 m Max distance waterline to manifold 21.9 m Min distance shipside to manifold 4.0 m Max distance shipside to manifold 6.1 m Manifold flange size and type 12” ANSI 150 Min distance between manifold centres 1.1 m Max distance between manifold centres 3.0 m

Condensate vessels can berth PORT or STARBOARD SIDE alongside. The vessels should berth starboard side during ebb tide and port side during flood tide


9.1.1 CONFIGURATION The terminal is fitted with three 12” loading arms. Normal loading configuration is two southern arms for loading operation.

9.1.2 LOADING ARM LIMITS

The condensate loading arms are designed with working envelopes as detailed in Appendix 10.The Loading Arms are designed to be maneuvered in wind speeds of up to 50 knots. Loading should be stopped and arms disconnected, parked and storm locked in good time if wind speeds in excess of 40 knots are anticipated

9.2 CONNECTION OF LOADING ARMS The loading arms will be manoeuvred and connected by the Terminal Representative.

The connection at the tanker manifold is by bolting to the ships flange. Tankers are normally required to present a 12" flange ANSI 150.

The Terminal Representative will confirm with the tanker representative that the tanker's manifold is shut and that the arm pressure test can take place.




9.3 CARGO MEASUREMENT The tanker will conduct initial tank inspection and the shore tanks will be dipped prior to opening tanker manifold. Independent Surveyors will be employed as necessary to witness the tank inspections. Cargo measurement can be by means of an in line flow meter and terminal cargo quantities may be determined by the flow meter.

9.4 EMERGENCY SHUTDOWN (ESD) SYSTEM A Hard Wire “SIGTTO Link” is linked to vessel from shore, which when operated would trip shore systems only.

There will be a full ESD test immediately prior to loading and with the Tanker's manifold valves open. This test will require the shore loading valves to be open and a pump running with the forward flow controller closed. The Terminal Representative will initiate the test from the Tanker. Upon confirmation that the shore valves have closed and the pump has stopped, the system will be reset and loading commenced.

9.5 CONDENSATE TANKER INERT GAS REQUIREMENTS Tankers fitted with inert gas must arrive with all cargo tanks in an inerted condition, (4% or less O2 content). Prior to loading, Tanker's Tanks will be checked for O2 Content by the Terminal Representative.

An inert gas system, where fitted, must be maintained in full working order, with a full record/log of maintenance and tests of safety devices. The inert gas scrubber, blowers, deck seal, P/V breakers, pumps, fittings and instrumentation contain critical components and should all be part of the documented planned maintenance procedures with test records available for verification. The inert gas system should be operated in accordance with recommendations in the manufacturer’s manual and vessel's Classification Society.

All vessels loading at NLNG Bonny Terminal must be in full compliance with the provisions of SOLAS with regard to cargo tank pressure/vacuum protection. The IGS deck seal must be of the "wet" or "semi-dry" type. "Dry" type deck seals are not acceptable

9.6 CLOSED LOADING The Terminal requires all tankers to follow the requirements for "Closed Loading Operations" as defined in ISGOTT Parts 7.6.3 and 7.2.

Condensate is loaded by “pipeline mode” where the loading operation is manually controlled (i.e. ship stop). All operations during bulk loading will be at the discretion of the tanker. The Terminal CCR may require stopping loading at any time due to Plant requirements.

The loading rate can be increased at the tanker's request up to a maximum of 4000 m3/hrthrough two loading arms.

Prior to completion of loading, the tanker will request the Terminal CCR to reduce the loading rate as required by giving specific rates.

The tanker should give plenty of notice of its requirements for topping off and keep the Terminal informed as to its operations during the period.



9.7 STATIC ACCUMULATOR CARGO HANDLING REQUIREMENTS

Condensate is classed as static accumulator oil.

Tankers will be loaded in accordance with the International Safety Guide for Oil Tankers and Terminals, (ISGOTT) Section 7.4.

When a tank is maintained in an inert condition no anti-static precautions are necessary. If tanks are not inert, then as a precaution when loading, the procedures as detailed in ISGOTT must be adopted.

The following table from ISGOTT has been extracted for your information: -

Non-inerted Tanks - Summary of Precautions Against Electrostatic Hazards when Gauging and Sampling

Cargo Tank Operation When hazard can occur:

Lowering of equipment with ropes or tapes of synthetic material

Loading clean oils Tank washing

Electrostatic Hazard (Chapter 20)

Rubbing together of synthetic polymers (Chapter 20.5.2)

Flow of static accumulator liquids (Sections 20.3,20.5.3)

Water mist droplets (Sections 202.3(b),20.2.4(i)

Precautions Necessary For dipping, ullaging and sampling with:

(i) Metallic equipment not earthed or bonded:

(ii) Metallic equipment which is earthed and bonded from beforeintroduction until after removal:

(iii) Non-conducting equipment with no metallic parts:

(Sections 7.4.3(b), 9.2.4(i))

Use of ropes or tapes made of synthetic materials for lowering equipment into cargo tanks not permitted at any time.

"

"

(Section 7.4.3(b))

Not permitted at any time

Not permitted during loading and for 30 minutes thereafter

No restrictions

(Sections 9.2.3(b), 9.2.4(i))

Not permitted during washing and for 5 hours thereafter

No restrictions

No restrictions



Exceptions Permitted if: Sounding pipe is used (a) Sounding pipe is used or(b) Tank is

continuously mechanically ventilated,when 5 hours can be reduced to 1 hour.

Note: It is not permitted to use Portable Electronic Measuring and Sampling Gauges in non-inerted tanks during loading unless a sounding pipe is used and the equipment is earthed and bonded.

SHIPS VAPOUR SUITABILITY FOR CONDENSATE NOMINATIONS

Acceptable Previous Cargoes (Condensate Nominations) Ships that contained only the following during the last three cargoes:Motor gasoline Aviation gasoline

Leaded and unleaded, to commercial specification

Motor gasoline blending components

e.g. Isomerate, Hysomerate, Reformate, Alkylate.

All straight run, hydrotreated or hydrocracked oil products

e.g. Natural Gasoline, Tops/Naphtha (straight run, hydrotreated, hydrocracked), Benzene Hearthcut, White spirits, Aromatics (Benzene, Toluene, Xylene), Alkanes (Pentanes, Hexanes, Heptanes etc.), Cycloalkanes, (Cyclohexane, Cycloheptane, etc), Kerosins (Jet A1, Avtur to commercial specification), Diesel Fuel/Gasoil (to commercial specification), Methanol

Any chemical or mixture of chemicals for which applies

e.g. more than 99% of the weight is made of carbon and hydrogen atoms AND less than 0.2% of the weight is made of oxygen or chloride atoms AND less than 5% of the components are olefinic (alkenes or alkynes) (OR bromine number less than 10g/100g, method ASTM D-1159).

Non acceptable Previous Cargoes (Condensate Nominations) Ships, which contained during the last three cargoes more than 0.5% mass of any of the following components:Any Ketone e.g. Acetone, Acetophene, Actylacetone, Camphor, (1,7,7-Trimethylbicycle

(2,2,1) heptan-2-one), Cyclohexanone, Cyclopentanone Ketone, Methyl Acetone, Methyl Acetyl Phenone, Methyl n-Amyl Ketone, Methyl Ethyl Ketone (MEK), Methyl Isobutyl Ketone.

Any Aldehyde e.g. Acetyldehyde, Acrolein, Formaldehyde, Propionaldehyde, n-Valderaldehyde

Any Organic Acid e.g. Acetic Acid, Formicic Acid, Prionic AcidShips that contained during the last three cargoes more than 5% mass of any of the following components:Any Alkenes/Olefins e.g. Butadiens, Cyclohexadienes, TrichloroethyleneShips that contained during the last cargo any of the following products:Pygas (pyrolysis gasoline) Cat-cracked gasolinePrevious Cargoes that require specific approval by Process Engineering for vessels to Load:MTBE (Methyl Tertiary Butyl Ether) EthanolAlcoholsEsters

Light or Heavy Cycle Oil Thermally cracked Gasoline or Gas Oil

Vessels that report having carried a grade, or grades, of cargo that meet the criteria as "Non-Acceptable" should advise the Terminal of the following: (i) Grade of cargo carried: (ii) Tanks in which the cargo was carried; (iii) Tank cleaning carried out; (iv) Subsequent cargo carried; and (v) Estimated quantity of residual cargo in each tank It is anticipated that the vessel will be required to tank clean and hydrocarbon free the cargo tanks and lines, purging all residue of the non acceptable cargo, prior to acceptance. Notwithstanding the foregoing the Terminal reserves the right to reject any vessel on the basis of the non-acceptability of the previous cargo(es). This information will be advised to our Ship Scheduling department in Aberdeen for assessment



9.8 Benzene and Other Aromatic Hydrocarbons

Condensate cargoes loaded at Bonny Terminal may contain small quantities of Benzene and other Aromatic Hydrocarbons including toluene, ethyl-benzene and zylene. Masters should be guided by appropriate publications e.g. ISGOTT and the Managing Companies requirements accordingly.

Refer to Appendix 15 for a copy of the Material Safety Data Sheet (MSDS) for Benzene

9.9 Hydrogen Sulphide (H2S)

Hydrogen Sulphide (H2S) is a very toxic, corrosive and flammable gas. It has a very low odour threshold and a distinctive odour of rotten eggs. H2S is colourless, heavier than air and has a relative vapour density of 1.189. It is also soluble in water.

H2S is mainly found in crude oils but can also be encountered in refined products such as naphtha, fuel oil, bunker fuels, bitumen and gas oils. Cargo and bunker tanks of vessels calling at NLNG Bonny Terminal should not be treated as free of H2S until after the absence of H2S has been confirmed by both the results of tests and the review of the Material Safety Data Sheet (MSDS) for the last cargo.

Precautions against high H2S concentrations are normally considered necessary if the H2S content in the vapour phase is 5 ppm by volume or above. All actions and precautions taken on H2S should be in line with the recommendations contained in ISGOTT.

All Masters of petroleum product tankers calling at NLNG Bonny terminal are required to declare their cargo and Bunker tank H2S content during the 48 hours pre-arrival information exchange of CONDENSATE Tankers.

If there is reason to believe that H2S is present onboard at a volume greater than 5 ppm, then the operation and special precautions that will be taken shall be discussed and agreed with the terminal at the Ship/Shore Safety Meeting.

In any event, any vessel with H2S higher than 5 ppm WILL NOT be allowed to berth until such a time when the measurements are confirmed to be below 5 ppm.



SECTION D – LPG LOADING INFORMATION

10 INTRODUCTION TO SECTION D This Section covers the specific activities associated with the loading of LPG Tankers calling at the Nigeria LNG Limited marine facilities in the Bonny Terminal, Nigeria, (The Marine Terminal). Reference should be made to Section A of this document for general port information and Marine Terminal regulations.

11 ACCEPTANCE CONDITIONS Your attention is drawn to Section 5.1.


prior to vessel’s arrival..


Max LOA 300 m Min LOA 160m Min distance waterline to manifold 10 m Max distance waterline to manifold 25 m Max distance shipside to manifold 4.0 m Manifold flange size and type 12” ANSI 150 Min distance between manifold centres 2.1 m Max distance between manifold centres 4.0 m Max Manifold offset Fore to midship 14.9 m Max Manifold offset Aft to midship 5.9 m

LPG vessels can berth PORT or STARBOARD SIDE alongside. The vessels should berth starboard side during ebb tide and port side during flood tide


11.1.1 CONFIGURATION

The terminal is fitted with three 12” loading arms and 8” piggy backed flexible vapour return lines. The LPG arms are rated for refrigerated propane service and are interchangeable. The maximum loading rate for each LPG product either via one or two loading arms is 3000m3/ hr.. Normal loading configuration is two southern arms for liquid and vapour return.

The connection at the tanker manifold is by bolting to the ships flange. Tankers are normally required to present a 12" flange ANSI 150.

11.1.2 LIMITS OF LOADING ARMS

The LPG loading arms are designed with working envelopes as detailed in Appendix 9.

The Loading Arms are designed to be maneuvered in wind speeds of up to 50 knots. Loading should be stopped and arms disconnected, parked and storm locked in good time if wind speeds in excess of 40 knots are anticipated.



11.3 CONNECTION OF LOADING ARMS The loading arms will be manoeuvred and connected by the Terminal Representative. The vapour return will be connected first followed by the liquid arms. Terminal requires ships to be fitted with manifold loading strainers for liquids and vapour return particularly for first loading at the terminal and after dry-docking or cargo tank entry.


11.4 LPG LOADING

Product will be delivered to ships in a fully refrigerated state.

i.e. Propane -42oCButane -4oC

Propane and Butane can be handled concurrently.

Terminal Loading Rates.

PROPANE BUTANEMax Loading Rate 3000 m3 / hr 3000 m3 / hr Max Vapour return rate 5250 m3 / hr 4227 m3 / hr Liquid Manifold Connection 12” ANSI 150 12” ANSI 150 Vapour Return Connection 8” ANSI 150 8” ANSI 150

11.5 VAPOUR RETURN REQUIREMENTS The operating company at its sole discretion will accept vapour return to storage always subject to the quality being acceptable to the company. Vapour samples will be taken from ship’s tanks on arrival. Masters must be sure of positive pressure and provided the following specification is not exceeded then vapour return to storage will normally be authorised.

(i) 0.3% vol. oxygen (vii) 10 ppm VCM

(ii) 0.5% vol. non-condensable gas (CO2) (viii) 5 ppm water vapour

iii) 0.5% vol. propylene (ix) 1 ppm H2S

(iv) 0.1% vol. butadiene (x) Zero ppm Methanol/Alcohol

(v) 1.0% vol. nitrogen (xi) 100 ppm Acetone

(vi) 10 ppm ammonia

Acceptance for vapour return to storage does not imply ship’s tanks are suitable for loading from a commercial cargo contamination point of view.



11.6 EMERGENCY SHUTDOWN (ESD) SYSTEM A Hard Wire “SIGTTO Link” is linked to vessel from shore, which when operated would trip shore systems only.

There will be a full ESD test immediately prior to loading and with the Tanker's manifold valves open. This test will require the shore loading valves to be open and a pump running with the forward flow controller closed. The Terminal Representative will initiate the test from the Tanker. Upon confirmation that the shore valves have closed and the pump has stopped, the system will be reset and loading commenced.

11.7 LPG GAS VENTING

No Flare Policy – Bonny terminal maintains a no-flare policy which means vessels are required to reduce the rate of cool down to comfortably manage the boil off gas and to avoid the flaring of returned vapor by Terminal.

Boil off gas shall not be vented to atmosphere under normal cargo loading operations.

In the event of vapour return and / or reliquefaction compressors being inoperative due to mechanical breakdown, the Terminal CCR is to be informed and loading stopped immediately.



APPENDIX 1 – BONNY CHANNEL SCHEMATIC



APPENDIX 2 – PLAN VIEW OF (LNG/CONDENSATE) BERTH



APPENDIX 3 – MOORING ROPE STROP RELATIVE TO THE EYE

Rope strop attached to the mooring line to be shackled to the shore messenger line.

Rope eye

Please attach a rope strop (1 metre) as shown for easy handling during mooring



APPENDIX 4- MOORING ARRANGEMENTFOR LNG VESSEL AT JETTY 1

APPENDIX 5. LPG JETTY LAYOUT



APPENDIX 6- MOORING ARRANGEMENT FOR LPG VESSEL JETTY NO2



APPENDIX 7 – LNG LOADING ARM WORKING ENVELOPE



LNG LOADING ARM WORKING ENVELOPE



APPENDIX 8 - LPG ARM WORKING ENVELOPE



APPENDIX 9 – CONDENSATE ARM WORKING ENVELOPE



CONDENSATE ARM WORKING ENVELOPE



APPENDIX 10 – SPOOL PIECE DRAWING



APPENDIX- 11 - CANTILEVER LENGTH AND FIRST RESTRAINING



APPENDIX - 12 - U.K. STANDARD CONDITIONS FOR TOWAGE

U.K. STANDARD CONDITIONS FOR TOWAGE AND OTHER SERVICES (Revised 1986)

1. (a) The agreement between the Tugowner and the Hirer is and shall at all times be subject to and include each and all of the conditions herein-after set out.

(b) for the purposes of these conditions. (i) "towing" is any operation in connection with the holding, pushing, pulling, moving,

escorting or guiding of or standing by the Hirer's vessel, and the expressions "to tow", "being towed" and "towage" shall be defined likewise.

(ii) "vessel" shall include any vessel, craft or object of whatsoever nature (whether or not coming within the usual meaning of the word "vessel") which the Tugowner agrees to tow or to which the Tugowner agrees at the request, express or implied, of the Hirer, to render any service of whatsoever nature other than towing.

(iii) "tender" shall include any vessel, craft or object of whatsoever nature which is not a tug but which is provided by the Tugowner for the performance of any towage or other service.

(iv) The expression "whilst towing" shall cover the period commencing when the tug or tender is in a position to receive orders direct from the Hirer's vessel to commence holding, pushing, pulling, moving, escorting, guiding or standing by the vessel or to pick up ropes, wires or lines, or when the towing line has been passed to or by the tug or tender, whichever is the sooner, and ending when the final orders from the Hirer's vessel to cease holding, pushing, pulling, moving, escorting, guiding or standing by the vessel or to cast off ropes, wires or lines has been carried out, or the towing line has been finally slipped, whichever is the later, and the tug or tender is safely clear of the vessel.

(v) Any service of whatsoever nature to be performed by the Tugowner other than towing shall be deemed to cover the period commencing when the tug or tender is placed physically at the disposal of the Hirer at the place designated by the Hirer, or, if such be at a vessel, when the tug or tender is in a position to receive and forthwith carry out orders to come alongside and shall continue until the employment for which the tug or tender has been engaged is ended. If the service is to be ended at or off a vessel the period of service shall end when the tug or tender is safely clear of the vessel or, if it is ended elsewhere, then when any persons or property of whatsoever description have been landed or discharged from the tug or tender and/or the service for which the tug or tender has been required is ended.

(vi) The word "tug" shall include "tugs", the word "tender" shall include "tenders", the word "vessel" shall include "vessels", the work "Tugowner" shall include "Tugowners", and the word "Hirer" shall include "Hirers".

(vii) The expression "tugowner" shall include any person or body (other than the Hirer or the owner if the vessel on whose behalf the Hirer contracts as provided in Clause 2 hereof) who is a party to this agreement whether or not he in fact owns any tug or tender, and the expression "other Tugowner" contained in Clause 5 hereof shall be construed likewise.



2. If at the time of making this agreement or of performing the towage or of rendering any service other than towing at the request, express or implied, of the Hirer, the Hirer is not the Owner of the vessel referred to herein as "the Hirer's vessel", the Hirer expressly represents that he is authorised to make and does make this agreement for and on behalf of the owner of the said vessel subject to each and all of these conditions and agrees that both the Hirer and the Owner are bound jointly and severally by these conditions.

3. Whilst towing or whilst at the request, express or implied, of the Hirer, rendering any service other than towing, the master and crew of the tug or tender shall be deemed to be the servants of the Hirer and under the control of the Hirer and/or his servants and/or his agents, and anyone on board the Hirer's vessel who may be employed and/or paid by the Tugowner shall likewise be deemed to be the servant of the Hirer and the Hirer shall accordingly be vicariously liable for any act or omission by any such person so deemed to be the servant of the Hirer.

4. Whilst towing. or whilst at the request, either expressed or implied, of the Hirer rendering any service of whatsoever nature other than towing:-

(a) The Tugowner shall not (except as provided in Clauses 4 (c) and (e) hereof) be responsible for or be liable for

(i) damage of any description done by or to the tug or tender; or done by or to the Hirer's vessel or done by or to any cargo or other thing on board or being loaded on board or intended to be loaded on board the Hirer's vessel or the tug or tender or to or by any other object or property;

or

(ii) loss of the tug or tender or the Hirer's vessel or of any cargo or other thing on board or being loaded on board or intended to be loaded on board the Hirer's vessel or the tug or tender or any other object or property;

or

(iii) any claim by a person not a party to this agreement for loss or damage of any description whatsoever;

arising from any cause whatsoever, including (without prejudice to the generality of the foregoing) negligence at any time of the Tugowner his servants or agents, unseaworthiness, unfitness or breakdown of the tug or tender, its machinery, boilers, towing gear, equipment, lines, ropes or wires, lack of fuel, stores, speed or otherwise and

(b) The Hirer shall (except as provided in Clauses 4(c) and (e)) be responsible for, pay for and indemnify the Tugowner against and in respect of any loss or damage and any claims of whatsoever nature or howsoever arising or caused, whether covered by the provisions of Clause 4(a) hereof or not, suffered by or made against the Tugowner and which shall include, without prejudice to the generality of the foregoing, any loss of or damage to the tug or tender or any property of the Tugowner even if the same arises from or is caused by the negligence of the Tugowner his servants or agents.

(c) The provisions of Clauses 4(a) and 4(b) hereof shall not be applicable in respect of any claims which arise in any of the following circumstances:-



(i) All claims which the Hirer shall prove to have resulted directly and solely from the personal failure of the Tugowner to exercise reasonable care to make the tug or tender seaworthy for navigation at the commencement of the towing or other service. For the purpose of this Clause the Tugowner's personal responsibility for exercising reasonable care shall be construed as relating only to the person or persons having the ultimate control and chief management of the Tugowner's business and to any servant (excluding the officers and crew of any tug or tender) to whom the Tugowner has specifically delegated the particular duty of exercising reasonable care and shall not include any other servant of the Tugowner or any agent or independent contractor employed by the Tugowner.

(ii) All claims which arise when the tug or tender, although towing or rendering some service other than towing, is not in a position of proximity or risk to or from the Hirer's vessel or any other craft attending the Hirer's vessel and is detached from and safely clear of any ropes, lines, wire cables or moorings associated with the Hirer's vessel. Provided always that, notwithstanding the foregoing, the provisions of Clauses 4(a) and 4(b) shall be fully applicable in respect of all claims which arise at any time when the tug or tender is at the request, whether expressed or implied, of the Hirer, his servants or his agents, carrying persons or property of whatsoever description (in addition to the Officers and crew and usual equipment of the tug or tender) and which are wholly or partly caused by, or arise out of the presence on board of such persons or property or which arise at anytime when the tug or tender is proceeding to or from the Hirer's vessel in hazardous conditions or circumstances.

(d) Not withstanding anything hereinbefore contained, the Tugowner shall under no circumstances whatsoever be responsible for or be liable for any loss or damage caused by or contributed to or arising out of any delay or detention of the Hirer's vessel or of the cargo on board or being loaded on board or intended to be loaded on board the Hirers' vessel or of any other object or property or of any person, or any consequence thereof, whether or not the same shall be caused or arise whilst towing or whilst at the request, either express or implied, of the Hirer rendering any service of whatsoever nature other than towing or at any other time whether before during or after the making of this agreement.

(e) Notwithstanding anything contained in Clauses 4(a) and (b) hereof the liability of the Tugowner or death or personal injury resulting from negligence is not excluded or restricted thereby.

5. The Tugowner shall at any time be entitled to substitute one or more tugs or tenders for any other tug or tender or tugs or tenders. The Tugowner shall at any time (whether before or after the making of this agreement between him and the Hirer) be entitled to contract with any other Tugowner(hereinafter referred to as "the other Tugowner") to hire the other Tugowner's tug or tender and in any such event it is hereby agreed that the Tugowner is acting (or is deemed to have acted) as the agent for the Hirer, notwithstanding that the Tugowner may in addition, if authorised whether expressly or impliedly by or on behalf of the other Tugowner, act as agent for the other Tugowner at any time and for any purpose including the making of any agreement with the Hirer. In any event should the Tugowner as agent for the Hirer contract with the other Tugowner for any purpose as aforesaid it is hereby agreed that such contract is and shall at all times be subject to the provisions of these conditions so that the other Tugowner is bound by the same and may as a principal sue the Hirer thereon and shall have the full benefit of these conditions in every respect expressed or implied herein.

6. Nothing contained in these conditions shall limit, prejudice or preclude in any way any legal rights which the Tugowner may have against the Hirer including, but not limited to, any rights



which the Tugowner or his servants or agents may have to claim salvage remuneration or special compensation for any extraordinary services rendered to vessels or anything aboard vessels by any tug or tender. Furthermore, nothing contained in these conditions shall limit, prejudice, or preclude in any way any right which the Tugowner may have to limit his liability.

7. The Tug owner will not in any event be responsible or liable for the consequences of war, riots, civil commotions, acts of terrorism or sabotage, strikes, lockouts, disputes, stoppages or labour disturbances (whether he be a party thereto or not) or anything done in contemplation or furtherance thereof or delays of any description, howsoever caused or arising, including by the negligence of the Tug owner or his servants or agents.

8. The Hirer of the tug or tender engaged subject to these conditions undertakes not to take or cause to be taken any proceedings against any servant or agent of the Tug owner or other Tug owner, whether or not the tug or tender substituted or hired or the contract or any part thereof has been sublet to the owner of the tug or tender, in respect of any negligence or breach of duty or other wrongful act on the part of such servant or agent which, but for this present provision, it would be competent for the Hirer so to do and the owners of such tug or tender shall hold this undertaking for the benefit of their servants and agents.

9. (a) The agreement between the Tug owner and the Hirer is and shall be governed by English Law and the Tug owner and the Hirer hereby accept, subject to the proviso contained in sub-clause (b) hereof, the exclusive jurisdiction of the English Courts (save where the registered office of the Tug owner is situated in Scotland when the agreement is and shall be governed by Scottish Law and the Tug owner and the Hirer hereby shall accept the exclusive jurisdiction of the Scottish Courts).

(b) No suit shall be brought in any jurisdiction other than that provided in sub-clause (a) hereof save that either the Tug owner or the Hirer shall have the option to bring proceedings in rem to obtain the arrest of or other similar remedy against any vessel or property owned by the other party hereto in any jurisdiction where such vessel or property may be found.



APPENDIX - 13 - PYLE NATIONAL SHIP/SHORE LINK CONFIGURATION

Configuration of 37 pin electric Pyle National Ship/Shore Communication Link between the Tanker and the TERMINAL:- NLNG Bonny Pyle National Connector

11.1.1.1.1.1 Pin configuration

1 Seatechnik Iwatsu Hotline Telephone (3V DC signalling) 2 Seatechnik Iwatsu Hotline Telephone (3V DC signalling) 3 Spare 4 Spare 5 PABX Telephone #1 (Ext 3575) 6 PABX Telephone #1 (Ext 3575) 7 PABX Telephone #2 (Ext 3525) 8 PABX Telephone #2 (Ext 3525) 9 Spare 10 Spare 11 Spare 12 Spare 13 ESD Shore-Ship 14 ESD Shore-Ship 15 ESD Ship-Shore (dual with 23-24) 16 ESD Ship-Shore (dual with 23-24) 17 Spare 18 Spare 19 Spare 20 Spare 21 Spare 22 Spare 23 ESD Ship-shore (dual input as 13-14) 24 ESD Ship-shore (dual input as 13-14) 25 Spare 26 Spare 27 Not Connected 28 Not Connected 29 24V 35mA max for test circuit 30 24V 35mA max for test circuit 31 Spare 32 Spare 33 Spare 34 Spare 35 Spare 36 Spare 37 11.1.1.2 Not Connected



APPENDIX - 14 - SUMMARY OF ENVIRONMENTAL LIMITATIONS

VESSEL TYPE ACTIVITY TIDE / CURRENT STATE WINDSPEED VISIBILITY VESSELSPEED

LNG VESSEL INBOUND RISING OR FALLING TIDE < 25 KNOTS > 1.0 NM < 10 KNOTS

LNG VESSEL OUTBOUND RISING OR FALLING TIDE < 25 KNOTS > 1.0 NM <10 KNOTS

CONDENSATE VESSEL

INBOUND RISING OR FALLING TIDE < 25 KNOTS > 1.0 NM <10 KNOTS

CONDENSATE VESSEL

OUTBOUND RISING OR FALLING TIDE < 25 KNOTS > 1.0 NM <10 KNOTS

ALL VESSELS TURNING OFF THE JETTY

CURRENT <1.2 KNOTS < 25 KNOTS N/A N/A

ALL VESSELS ALONGSIDE N/A Wind: 40 knots, 20 m/sWaves: Hs=1.20 m T=7.1 secCurrents: 3.5 knots, 1.75 m/s



APPENDIX 15 – CONDENSATE MSDS

This page intentionally left blank. Condensate MSDS is copied below in PDF format.

Adobe Acrobat Document



APPENDIX 16 – NIGERIA LNG BONNY TERMINAL SHIP – SHORE CONFIRMATION LISTS

This page intentionally left blank. Terminal Ship Shore Confirmation Lists are copied below in PDF format.

1. NIGERIA LNG BONNY TERMINAL SHIP – SHORE CONFIRMATION LISTS - LNG

Microsoft Office Excel Worksheet

2. NIGERIA LNG BONNY TERMINAL SHIP – SHORE CONFIRMATION LISTS - LPG


3. NIGERIA LNG BONNY TERMINAL SHIP – SHORE CONFIRMATION LISTS - CONDENSATE


sdt pr 07 - version 7

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