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TIH-001 REVISION 4 (2015) 0

Pengerang Terminals Sdn Bhd (922889-V)

Terminal Information Handbook

Safety, Security and Pollution Prevention

Regulations


To:

PTSB

Lot PTD 4837, Jalan Persiaran Terminal,

81600 Pengerang, Kota Tinggi, Johor.

Acknowledgement

I, the Master/Ship Duty Officer of __________________________ have received

a copy of ‘Marine Terminal Information Handbook (Safety, Security and Pollution

Prevention Regulations)’.

Signature : _________________________

Name : _________________________

Designation : _________________________

Date : _________________________


CONTENTS

1 PREFACE

2 INTRODUCTION

3 TERMINAL DESCRIPTION

4 GENERAL INFORMATION

5 LOCATION

6 WEATHER

7 PILOT BOARDING

8 MASTER PILOT EXCHANGE BETWEEN VESSEL AND JPA PILOTS

9 RELEVANT CHARTS AND NAUTICAL PUBLICATIONS

10 FIRE AND EMERGENCY RESPONSE

10.1 Emergency Alarms

10.2 Emergency Communications

10.3 Emergency Procedures

10.4 Emergency Actions

11 SAFETY AND SECURITY

11.1 General

11.2 Personal Protective Equipment (PPE)

11.3 Marine Facility and Terminal Security

11.4 Personnel and Vehicular Access

12 PRE-ARRIVAL EXCHANGE INFORMATION

12.1 Exchange of Security Information

12.2 Tanker to Appropriate Competent Authority

12.3 Tanker to Terminal

12.4 Terminal and/or JPA Pilot to Tanker

13 ARRIVAL AT MARINE FACILITY

13.1 Berth Approach

13.2 Pilotage

13.3 Anchorage and Waiting Areas

13.4 Fender Loads

14 BERTHING AND MOORING

14.1 General Description of Berth

14.2 Berth Limitations

14.3 Tugs and Towage

14.4 Provision of Mooring Crews

14.5 Mooring


14.6 Provision of Ship/Shore Access

15 COMMUNICATIONS WHILE BERTHED

15.1 General

15.2 Ship/Shore Safety Checklist and Operational Agreement

15.3 Communications during Cargo Transfer

16 RESPONSIBILITIES

16.1 Jurisdiction

16.2 Conditions of Ship Acceptance

16.3 Responsibilities

16.4 Responsibilities for Loading

16.5 Responsibilities for Unloading/Discharge

17 OPERATIONS ALONGSIDE

17.1 General

17.2 Gangways, Hoses / Loading Arms Connections & Disconnections

17.3 Cargo Handling Facilities

17.4 Precautions for Loading/Discharge (Splash Loading)

17.5 Cargo Transfer Rate

17.6 Checks on Quantities Transferred

17.7 Environmental Criteria for Suspending Operations

17.8 Emergency Shutdown

17.9 Dry Certificates

17.10 Delivery/Handling of Ship’s Store

17.11 Tugs, Boats and Craft Alongside

17.12 Garbage Reception Facilities

17.13 Bunkering

17.14 Ballasting

17.15 De-ballasting

17.16 Fresh Water Supply

17.17 Ship Crew Sign On/Off

18 SAFETY REQUIREMENTS

18.1 Smoking

18.2 Use of Matches and Lighters

18.3 Drug and Alcohol Policy

18.4 Portable Electrical Equipment, Mobile Phones and Pagers

18.5 Environmental Protection

18.6 Adverse Weather

18.7 Still Air Conditions

18.8 Electrical Storms


19 APPLICABLE TERMINAL REGULATIONS

19.1 Tank Inspections, Ullaging and Sampling

19.2 Tank Entry

19.3 Closed Operations

19.4 Inert Gas (IG)

19.5 State of Readiness of Main Engines

19.6 Maintenance and Repair Work on Board

19.7 Hot Work on Board

19.8 Tank Cleaning, Purging and Gas Freeing

19.9 Regulation for Crude Oil Washing (C.O.W) Operations

19.9.1 Tanker Requirement

19.9.2 Requirement Prior to Berthing

19.9.3 Requirement before C.O.W operations

19.9.4 Requirement during C.O.W operations

19.9.5 Requirement after C.O.W operations

19.9.6 Requirement of tanker staff in-charge of C.O.W

operation.

19.10 Cargo Tank Heating

19.11 Bonding Wires

20 POLLUTION PREVENTION

20.1 Causes of Pollution

20.2 Emergency Oil Pollution Clean-up

20.3 Reporting Oil Spills

20.4 Pollution and Prevention Checklists

20.5 Scuppers

20.6 Water freeing Decks

20.7 Unused Cargo/Bunker Connections

20.8 Overboard Valves and Sea Valves

20.9 Drip Pans or Trays

20.10 Oil Absorbing Material

20.11 Adequate Deck Watch

20.12 Topping-Off Operations

20.13 Check on Tanks after Topping Off

20.14 Draining of Arms

20.15 Marine Department of Malaysia, Notice


21 APPENDICES

Appendix-1 Emergency Contact List

Appendix-2 Call out list (Emergency Speed Dial)

Appendix-3 Terminal Layout

Appendix-4 Jetties Layout

Appendix-5 Berth Information’s

22 Definitions and Terminologies

JPA Johor Port Authority

CS Customer Service Department

PMOSB Pengerang Marine Operation Sdn Bhd


PREFACE

The ‘Terminal Information Handbook’ has been compiled for your information and

guidance. It contains the relevant terminal regulations and information essential

for safe and efficient operations while your ship is at Pengerang Terminals.

We would appreciate your full co-operation during your stay at our terminal, in

particular on matters concerning health, safety, security and environmental

protection.

This booklet does not attempt to replace the ‘International Safety Guide for Oil

Tankers and Terminals (ISGOTT)’, Maritime and Marine Facility Authority of

Malaysia or other relevant authorities, which should be consulted and

recommendations are to be complied with, as required.

You do not have to return this handbook as it will be updated from time to time.

Important Advisory:

We seek your fullest cooperation to ensure that the mooring equipment of your

ship is in good condition and that they are provided the required attention at all

times when your ship is berthed at our terminal.

These actions are absolutely essential to prevent any hazardous occurrences which

may be encountered in case of a mooring line being left unattended when slack

and consequently parting.

Your acceptance of this document constitutes acceptance of the terms and

conditions contained therein.


1. INTRODUCTION

Welcome to Pengerang Terminals. We wish you a safe and productive time

during your stay at our Terminal. Below are some guidelines which will be

of use to you. This Information Handbook has been compiled for your

information and guidance and contains the essential requirements for safe

operations at the Terminal. The following instructions are not intended in

any way to replace other relevant and appropriate official publications.

“WARRANTIES AND LIMITATIONS OF LIABILITY”

While care was taken in ensuring the correctness of this Information

Handbook, Pengerang Terminals, officers and employees (hereinafter

defines as “We” make no representations, guarantees or warranties as to

the accuracy, reliability and completeness of any information, materials or

graphics contained in this booklet.

Pengerang Terminals does not accept any responsibility for any error,

omission or for the consequences of using this Information Booklet for any

purpose whatsoever. Masters of vessel are free and welcome to seek further

clarification on any other matters.

2. TERMINAL DESCRIPTION

Pengerang Terminals is located along the southern coast of the State of

Johor in the district of Pengerang between Tanjung Ayam and Tanjung Kapal.

Pengerang Deepwater Petroleum Terminals (PDPT), has multiple phases of

developments, owned by different stakeholders. The first phase is

developed by Pengerang Independent Terminal Sdn Bhd (PITSB). PITSB is

an independent storage terminal jointly owned by DIALOG, VOPAK and the

State Secretary, Johor Incorporated.

PITSB’s development consists of tank storage facilities, erected on reclaimed

land and a jetty with 6 berths, designed to handle petroleum tankers in the

range of 1,000 – 325,000 DWT. Jetty 1 may be expanded with an inner

finger pier in the future accommodating initially three extra berths (numbers

607 till 609).

PMOSB is the sole entity which will coordinate and facilitate marine services

in and around Pengerang.


Figure 5: Terminal Site on the Southern Coast of Pengerang District

The location of the site is within the Pasir Gudang Marine Facility limits,

which is under the jurisdiction of JPA. JPA is vested with the powers under

the Marine Facility Authorities Act (1963) to regulate all marine and Marine

Facility activities within Pasir Gudang Marine Facility limits.

3. General Information

Generally mild wind conditions below average hourly wind speeds of 13-

15kts, with extreme winds associated to occasional Sumatran squalls with

30 seconds gusty winds up to 20-25kts.

Wave conditions at the berths generally mild with significant wave heights

less than 0.6m and extreme conditions up to 1.5m for short period seas and

0.7m for long period swells.

Tidal currents at berths: 1.0 - 2.7kts. (Ebbing / Flooding, East - West

Direction)

Visibility normally not affected by fog, but visibility range may be impaired

by heavy rainfall.


4. LOCATION

Nearest Major City : Johor Bahru

Terminal Position : Latitude 01° 19.802’N Longitude 104° 10.472’E

Time Zone : GMT (+) 8 hours

Nearest Airport : Senai and Singapore

Nearest Ferry Terminals : Tanjung Pengelih and Tanjung Belungkor

5. WEATHER

Normal historic weather conditions are as follows:

General direction of prevailing winds : 135 – 180°

Average Wind Speed : 0 - 15 knots

Current directions : 90 / 270° (Ebb / Flood)

Current speed : 1.0 – 2.7 knots

Waterfront is well shielded from tsunami risks and NE monsoon generated

swells on South China Sea by surrounding land masses.

6. PILOT BOARDING AREA (PBA)

There are two (2) Pilot boarding grounds, one in the west and one in the

east. They are respectively referred to as the West Pilot Boarding Ground

(WPBG) and the East Pilot Boarding Ground (EPBG).

They are located at positions:-

a) Latitude 01019.351’ North, Longitude 1040 15.634’ East. (The East Pilot Boarding Ground - EPBG)

b) Latitude 01017.769’ North, Longitude 1040 08.040’ East. (The West Pilot Boarding Ground - WPBG)

Pilot Boarding Details: The Pilot Boat has an orange hull and white

superstructure. The word “JOHOR PORT PILOT” is painted in dark blue

letters on the side of the superstructure.

Vessels are requested to contact the Pilot Boat at least 3 hours before arrival

at the EPBG and WPBG on Channel 11 or 77 for Pilot instructions.

The lowest rung of the Pilot ladder should be rigged 1.5m (5ft approximately)

above the waterline.

If the vessel’s freeboard is more than 7m, a combination ladder is required

• When boarding, the Pilot ladder shall be positioned at a location as

requested by the Pilot.

• Man ropes shall be provided during disembarkation of Pilot

• NO boat ropes shall be utilised.

TIH-001 REVISION 4 (2015) 10

• Recommended vessel’s speed is 4 knots or equivalent to maintain

manoeuvrability

For reference the IMO / International Maritime Pilots’ Association (IMPA)

standard placard detailing the rigging of Pilot ladders is shown below.

Vessels must comply with the JPB Pilot ladder requirements.

TIH-001 REVISION 4 (2015) 11

7. Master Pilot Exchange between Vessels and JPA Pilots

There shall be a Master Pilot Exchange between the Pilots where the

following minimum information is required:

Completed IMO standard Pilot Information Card

Draft fore and aft

Air draft and Freeboard

Type of propulsion, steering gear, and astern power limitations

Gyro compass error

Any other pertinent navigational information

Confirmation that all of the ship’s equipment has been tested and is

operating correctly.

The vessel’s bridge VHF radios are set on channels 16, 11 and other

working channels to be advised.

8. AUTHORITY (CUSTOM, IMMIGRATION AND QUARANTINE)

All vessels must obtain the necessary clearances from the relevant

authorities, which include Customs, Immigration, Quarantine (CIQ) and

Marine Department in time prior to vessels’ arrival.

9. RELEVANT CHARTS AND NAUTICAL PUBLICATIONS

Masters are to ensure that they have the latest editions of all relevant charts

and other nautical publications for safe navigation. The main charts used for

this area are:

Admiralty Chart No : BA 4042, 4043, 4044

MAL Chart No : MAL 515

10. FIRE AND EMERGENCY RESPONSE

10.1 Emergency Alarms

At Pengerang Terminals Jetties, do not hesitate to raise the alarm in

the event of the following occurring:

Fire

Explosion

Release of Toxic and/or Flammable Liquids

Release of Toxic and/or Flammable Gases

Ship’s Alarm: One or more blasts on the ship’s whistle, each

blast of not less than 10 seconds duration,

supplemented by a continuous of the general

TIH-001 REVISION 4 (2015) 12

alarm system and this has to be agreed during

completing ‘Ship/Shore Safety Checklist’ on Part-

B item 25.

Note:

Except for emergency, ship’s whistles, siren, etc. must not be used

when a ship is moored alongside.

Terminal’s Alarm: Please refer to item 10.3

10.2 Emergency Communications

On hearing the fire or evacuation alarm, a member of the ship should

liaise closely with the terminal for further information and action.

The person in charge and the contact number at the terminal are as

follow:

Primary Contact - Call using the shore provided walkie-talkie at

UHF channel 2;

Call Sign ‘Pengerang Deepwater Terminals’.

Back up is channel 77.

Note: Please refer to Appendix-1: Emergency Contact List for

more information.

10.3 Emergency Procedures

Alarm Signal

The terminal alarm signal for ALL emergencies is continuous

sounding of alarm siren. ‘All clear’ signal is by verbal

communication by Loading Master or CCR

Note:

Pengerang Terminals carries out Fire Alarm testing every Friday of

the week at 1200 hrs.

Ship Operations

When the alarm is sounded, ships should stand by for possible

stoppage of operations. Ships’ staff must not initiate any action on

their own concerning shutting down of valves etc. unless the fire is

on board their ship directly endangering the ship. Ships must await

instructions from shore before taking action regarding cargo

operations.

TIH-001 REVISION 4 (2015) 13

The Ship Master will be advised by the Loading Master or CCR

regarding the movement of their ships. No attempt should be made

to unmoor and leave the jetty without instructions from any one of

them.

Ship’s Personnel

Should a ship’s personnel is on the jetty for what so ever reasons, he

shall endeavour to return to their ships on hearing the alarm signal

and remain on board.

Note: Ship’s crew is prohibited from disembarking to the jetty.

Man Overboard

In the event a person falls into the sea, Pengerang Terminals Loading

Master must be immediately be informed and he will in turn alert the

CCR and dispatch all available boats to the scene to assist in the

rescue operations.

Life buoys and lines are available on the ship and jetties. These should

be deployed as the first action.

Evacuation Point

In the event of an emergency, all personnel at jetty including ship’s

crew who may have evacuated the ship onto the jetties must

immediately proceed in an orderly manner to the nearest evacuation

points as indicated on Appendix 2: Terminal Layout where the

ship’s senior level member present will make a head count of his own

ship’s personnel.

10.4 Emergency Actions

Emergency on your Ship (Action by Ship)

Raise the alarm

Inform Loading Master or CCR

If discharge operations:

Immediately stop ship pump and close all ship valves.

If loading operations:

Ship’s manifold valves can only be closed after terminal has stopped

shore pumps. Ship will be advised by LM when it is safe to do so.

TIH-001 REVISION 4 (2015) 14

In case of fire,

Fight fire and prevent from spreading

Standby to disconnect arms

Bring engines to standby mode

Note:

In case of ship fire, Pengerang Terminals reserves the right to

request for Johor Port Authority with the assistance of

Pengerang Marine Operation Sdn. Bhd fire boat assistance and

all costs incurred shall be borne by ship’s owner

Emergency on another Ship (Action by Ship)

Standby, and when instructed

Cease all cargo operations and close all valves.

Shore personnel will disconnect all arms.

Bring engines and crew to standby, ready to un-berth.

Emergency on a Ship (Action by Terminal)

Raise the alarm.

Contact Ship.


Standby to disconnect arms and/or hoses.

If necessary, standby to assist fire-fighting.

Inform all ships in the vicinity.

Implement Emergency Response Plan.

Emergency Ashore (Action by Terminal)

Raise alarm.


In case of fire, fight fire and prevent it from spreading.

If required, standby to disconnect arms.

Implement Emergency Response Plan.

Advise ship alongside to put vessel on stand-by for un-berthing

11 SAFETY AND SECURITY

11.1 General

Responsibility for the safe conduct of operations whilst a ship is

alongside the Pengerang Terminals Jetties, rests jointly with the

Master of the ship and the responsible Terminal Representative.

Therefore, before operations starts, it is incumbent upon both ship

TIH-001 REVISION 4 (2015) 15

and shore that there is full co-operation and understanding of the

safety requirements set out in the Ship/Shore Safety Checklist which

are based on safe practices widely accepted by the oil and tanker

industries (ISGOTT)

The Master is expected to adhere strictly to these requirements

throughout the stay alongside the Jetty, and Pengerang Terminals

personnel will do likewise and co-operate fully with the ship in the

mutual interest of safe and efficient operations.

Before the start of operations, and from time to time thereafter, for

our mutual safety, the Loading Master together with a responsible

Ship Duty Officer, will make a routine inspection of the ship to ensure

that the questions on the Ship/Shore Safety Checklist can be

answered in the affirmative. Where corrective action is needed,

the Terminal may not agree to operations commencing or,

should they have been started, may require them to be

stopped.

Similarly, if the Master considers safety is endangered by any action

on the part of Pengerang Terminals engaged staff or by any

equipment under Pengerang Terminals control, the Master should

demand immediate cessation of operations until the situation is

rectified.

Repeated checks of those items marked in the Ship/Shore Safety

Checklist will be carried out by both ship and shore personnel at

intervals not exceeding 4 hours.

11.2 Personal Protective Equipment (PPE)

Minimum PPE must be complied at all times

Safety shoes or boots with steel-toe caps

Fire Retardant long sleeved clothing and pants or coveralls.

Chemical/Oil Resistant gloves

Safety helmet

Safety Glass

Life jacket when working at the jetty

Personnel engaged in operations are actively encouraged to use

PPE to fullest extent during cargo transfer and mooring

operations.

11.3 Marine Facility and Terminal Security

This terminal is surrounded by a security perimeter fencing and CCTV.

Access is controlled by manned security guard posts. Security patrols

are conducted daily and the berth is also fitted with CCTV cameras,

which are used for monitoring purposes. The Jetties is under 24-hour

TIH-001 REVISION 4 (2015) 16

camera surveillance as imposed by DA (Designated Authority).

General security awareness including the need to report unlawful or

suspicious activity such as a breach or suspected breach of security

arrangements, a deficiency in the MFSP or any activities suspicious in

nature.

All reports shall be addressed to:

07-824 2070 (Hj Hasti Noor Bin Hazali), Email: [email protected]

or

07-824 2073 (Mohd Halimi Hamdzah), Email: [email protected]

07-824 2075 (Sharudin Bin Doll), Email: [email protected]

11.4 International Ship and Port Facility Security (ISPS) Code

The ISPS Code is mandatory under the International Convention for

the Safety of Life at Sea (SOLAS), which came into force on 1 July

2004. The Code applies to all ships of 500 GT and above engaged on

international voyages, and to all Marine Facility facilities serving these

ships. It requires ships and Marine Facilities to have counter-terrorist

contingency plans, appoint security officers, keep security records

and comply with the security requirements set out in the ISPS Code.

Pengerang Terminals is certified by Marine Department of Malaysia to

be in compliance with the ISPS Code.

Security incident is defined as any suspicious act or circumstance

threatening the security of a ship, including a mobile offshore unit

and a high speed craft, or a port facility or of any ship/Marine Facility

interface or any ship to ship activity.

Security Level is defined as qualifications of the degree of risk that a

security incident will be attempted or will occur. In line with ISPS code,

the following three security levels are adopted:

Security Level 1 – Normal

The level for which minimum appropriate security protective

measures shall be maintained at all times.

Security Level 2 – Heightened

The level of which appropriate additional security protective measures

shall be maintained for a period of time as a result of heightened risk

of a security incident.

For the jetty, this will include additional security guards and patrols

with greater scrutiny of Marine Facility users.

TIH-001 REVISION 4 (2015) 17

Security Level 3 – Exceptional

The level for which further additional specific security measures shall

be maintained for a limited period of time when a security incident is

probable or imminent, although it may not be possible to identify the

specific target.

For the Jetty, this may result in the removal of a ship from the berth

or the delay in a ship berthing.

In order that Ship and Marine Facility security plans can be

coordinated, information will be exchanged during the pre-transfer

conference.

11.5 Actions Required at The Three Security Levels

A ship is required to act upon The Security Levels set by Contracting

Governments as set out below:

At Security Level 1

The following activities shall be carried out through appropriate

measures on all ships, in order to identify and take preventive

measures against security incidents:

a) Ensuring the performance of all ship security duties

b) Controlling access to ship

c) Controlling the embarkation of persons and their effects.

d) Monitoring restricted areas to ensure that only authorised

persons have access.

e) Monitoring of deck areas and areas surrounding the ship.

f) Supervising the handling of cargo and ship’s stores.

g) Ensuring that security communication is readily available.

At Security Level 2

The additional protective measures, specified in the Ship Security

Plan shall be implemented for each activity stated above.

At Security Level 3

Further specific protective measures, specified in the Ship Security

Plan shall be implemented for each activity stated above.

TIH-001 REVISION 4 (2015) 18

11.6 Declaration of Security (DOS)

DOS is a document on agreement reached between a Ship and either

a Marine Facility or another ship with it interfaces specifying the

security measures each will implement.

11.7 DOS Requirements

Marine Facility will request for DOS if:

a) The Marine Facility is operating at a higher level than the Ship.

b) There has been a request or instruction from the Contracting

Government, Johor Port Authority.

c) There has been a security threat involving the Ship or involving

the Marine Facility.

d) A security incident has occurred involving the Ship or the Marine

Facility.

e) The Ship is not ISPS compliance that there is no Ship Security

Plan and no Ship Security Officer.

Ship will request for DOS if:

a) The Ship is operating at a higher security level than the Marine

Facility.

b) The Ship has been instructed by the Ship’s Company or owner.

c) There has been a security threat involving the Ship or involving

the Marine Facility.

d) A security incident has occurred involving the Ship or the Marine

Facility.

e) The Ship is at a Marine Facility, which is no compatible with ISPS

Code.

DOS shall be completed by:

a) The Master or The Ship Security Officer (SSO) on behalf of the

Ship and

b) The Marine Facility Security Officer (MFSO) or JPA appointed shore

representative.

11.8 Vessel/Facility Security Interface

Upon the vessel’s arrival at the Pengerang Terminals and securing of

the gangway, Loading Master will embark the vessel to conduct a

Security Interface with the Vessel Security Officer or Officer of the

Watch.

TIH-001 REVISION 4 (2015) 19

Pengerang Terminals requires that the Vessel Security Officer, Officer

of the Watch or Vessel Master to be available for this meeting. The

purpose of this interface is to provide the vessel with a radio for direct

communication with Pengerang Terminals and to provide information

regarding Marine Facility security procedures, as presented in the

Notification to Incoming Vessels. Any security information or

equipment that the vessel is required to use during the Marine Facility

visit will be provided at this time.

Likewise, if a DOS is required by either the vessel or Pengerang

Terminals during the Marine Facility visit, that document will be

executed during the Vessel/Facility Security Interface.

Penalties for breaches of ISPS Code Regulations – Any person found to

have breached the ISPS code requirements of this marine facility shall be subjected

to prosecution under the law

11.9 Personnel and Vehicular Access

On arrival alongside, the Master should provide the Loading Master

with a crew list and details of any visitors expected during the Marine

Facility stay. The Jetty is a 24-hour exclusion zone to unauthorised

people. It is an offence to access landside, waterside and ship-

restricted zones without authority.

Vehicular access is allowed in this terminal for Pengerang Terminals

owned day to day operations vehicle and contractors vehicle with

exceptions that a valid vehicle entry permit is obtained and approved

beforehand and a spark arrester is attached to the exhaust piping

outlet at all times. Visitor’s entry to the terminal or jetty areas must

be pre-approved by Terminal Manager and shall be escorted at ALL

times.

Due to security reason and also to minimise movement of other

activities except for cargo transfer operations, ship’s agent is not

allowed to arrange for crew change and shore leave through the

terminal whilst the ship is alongside at berth at Pengerang Terminals,

except in cases where immediate medical treatment is required.

No person who appears to be in an intoxicated condition will be

allowed on the Pengerang Terminals, premises.

12 PRE-ARRIVAL EXCHANGE INFORMATION

Before the tanker arrives at Pengerang Terminals, there should be an

exchange of information on matters such as the following:

TIH-001 REVISION 4 (2015) 20

12.1 Exchange of Security Information

Security protocols need to be agreed between the ship and the port

or terminal security officer. Pre-arrival communications should

establish who performs these functions and how they will be carried

out.

12.2 Tanker to Appropriate Competent Authority

The tanker should provide information as required by international,

regional, and national regulations and recommendations.

12.3 Tanker to Terminal

Wherever possible, the following information should be sent at least

24 hours prior to arrival:

Name and call sign of ship.

Country of registration.

Overall length and beam of ship and draught on arrival.

Estimated time of arrival at designated arrival point, for

example pilot station or fairway buoy.

Ship’s displacement on arrival. If loaded, type of cargo and

disposition.

Maximum draught expected during and upon completion of

cargo handling.

Any defects of hull, machinery or equipment that could

adversely affect safe operations or delay commencement of

cargo handling.

If fitted with an inert gas system, confirmation that the ship’s

tanks are in an inert condition and that the system is fully

operational.

Any requirement for closed loading/discharging, tank cleaning

and/or gas freeing.

Whether crude oil washing is to be employed and, if so,

confirmation that the pre-arrival check-list has been

satisfactorily completed.

Ship’s manifold details, including type, size, number, distance

between centres of connections to be presented. Also products

to be handled at each manifold, numbered from forward.

Advance information on proposed cargo handling operations,

including grades, sequence, quantities and any rate restrictions.

Information, as required, on quantity and nature of slops and

dirty ballast and of any contamination by chemical additives.

Such information should include identification of any toxic

components, such as hydrogen sulphide and benzene.

TIH-001 REVISION 4 (2015) 21

Quantities and specifications of bunkers required, if applicable.

12.4 Terminal and/or JPB Pilot to Tanker

Before berthing, Pilot will provide the Master with details of the

mooring plan. The procedure for mooring the ship should be specified

and this should be reviewed by the Master with the Pilot and agreed

between them.

Information should include:

The plan for approaching the berth, including turning locations,

environmental limits and maximum speeds.

The number of tugs to be used.

The type of tugs to be used and their bollard pull(s).

For escort tugs, the maximum towline force that the tug is able to

generate or should not exceed at escort speeds.

Minimum number of ship’s moorings.

Number and position of bollards or quick release hooks.

Number and location of jetty Marine Loading Arm connections.

Limitations of the fendering system and of the maximum

displacement, approach velocity and angle of approach, for which

the berth and the fendering system have been designed.

Any particular feature of the berth which it is considered essential

to bring to the prior notice of the Master.

Any deviation from the agreed mooring plan made necessary by changing

weather conditions should be communicated to the Master as soon as

possible.

13 ARRIVAL AT MARINE FACILITY

13.1 Berth Approach

Masters of ships approaching s Jetty should exercise due caution for

ferries, pleasure crafts, fishing crafts, other vessels and tugs with

tows that frequent this area.

JPA Pilot will decide to berth the ship either Marine Facility side

alongside or starboard side alongside in accordance to the tidal flow

direction unless given written instructions by Pengerang Terminals

should there is a limitations for doing so.

TIH-001 REVISION 4 (2015) 22

13.2 Pilotage

Pilotage is compulsory for all ships entering or leaving Pengerang

Terminals Jetty. Pengerang Terminals Loading Master will advise the

pilot at least 2 hours prior departure.

13.3 Anchorage and Waiting Areas

Within Johor Marine Facility limits, no ship shall, except in an

emergency, anchor in an area outside its appropriate designated

anchorage.

13.4 Fender Loads (Tons)

Berth

601

Berth

602

Berth

603

Berth

604

Berth

605

Berth

606

Centre

Inner 134.6 134.6 134.6 134.6 134.6 134.6

Centre, Mid

External 254.7 254.7 254.7 254.7 254.7 254.7

Breasting

Dolphin 357.9 357.9 357.9 357.9 357.9 357.9

14 BERTHING AND MOORING

14.1 General Description of Berth

The Terminal is served by the Jetty which is jointly owned by Dialog,

Vopak and State Government of Johor. It is operated by the

Pengerang Terminals. Please refer to Appendix 4: Jetties Layout

for the details.

14.2 Berth Limitation for Each Jetties

Please refer to Appendix 5: Berth Information for details.

14.3 Tugs and Towage

The following recommendation by JPA provides a general guide in

determining the number of tugs required for ships movement within

the Marine Facility waters of Pengerang Terminal. The number of tugs

required is determined, among other factors, by size and ship

handling characteristics of the ship. The pilot upon boarding may thus,

in consultation with the Master, cancel or order additional tugs if

required according to individual Master and/or Pilot requirements,

weather conditions, etc.

TIH-001 REVISION 4 (2015) 23

14.4 Provision of Mooring Crews

The terminal will provide crew for mooring and unmooring operations.

14.5 Mooring

Ships alongside Pengerang Terminals jetties shall be secured with

minimum number of mooring lines as advised by JPA Pilot.

In adverse weather condition, additional mooring lines shall be

deployed accordingly.

The Master is responsible for ensuring that the ship remains securely

moored throughout the stay alongside. The Master must ensure that

all moorings are regularly tended and maintained in a taut condition.

Rat guards SHALL be deployed and tended, on ALL mooring

lines while at berth.

Mooring lines of the same size and material must always be used for

all leads at the same service.

The brakes of tension winches should be applied and the mooring

tended manually.

Automatic tensioner shall NOT be used and shall be disabled

if fitted.

Emergency towing wires shall be in placed at seaward side forward

and aft of the ship and shall be maintained 1 meter above sea level

at all times.

Note: The mooring line quantity and layout will be based on

Pilot recommendations, based on vessels LOA and situations

during alongside.

14.6 Provision of Ship/Shore Access

It is a shared responsibility of ship and terminal to provide safe access

between ship and shore. The gangway, either ship or shore that can

provide the safest access must be used.

Pengerang Terminals will deploy shore gangway as primary means of

access.

Ship’s gangway may be required in the event the terminal’s gangway

is not available or not suitable to be landed onto vessel deck.

Whenever a ship’s gangway is used, it must be fitted with handrails

and safety net must be rigged below around the gangway.

15 COMMUNICATIONS WHILE BERTHED

15.1 General

The official communication language is English.

TIH-001 REVISION 4 (2015) 24

During the pre-transfer conference, the Loading Master will issue the

ship with a fully charged portable walkie-talkie. The ship’s Duty

Officer must keep the walkie-talkie in-hand at all times. The walkie-

talkie is tuned to UHF channel 2 and to be used ONLY for cargo

transfer or in an emergency situation. In case of communication

breakdown, VHF channel 77 can be used as a back up to

communicate with Pengerang Terminals CCR.

ALL cargo transfer operations shall be stopped or not started, if both

means of communication is lost. Cargo transfer operations shall ONLY

be resumed/conducted when means of communication is again,

established.

Identification of the ship’s name, should always be included in

communications to avoid any misunderstanding. The shore identity

or Call Sign is “Pengerang Terminals”

15.2 Ship/Shore Safety Checklist and Operational Agreements

On arrival at the berth, the Loading Master will come on-board and

present the ship with the following documents:

a) Closed tank lids during operations letter

b) Use of Nitrogen in certain operations letter

c) Safety notice letter

d) Ship/Shore safety checklist

e) Ship Pollution and prevention checklist

f) Issuance of walkie-talkie

g) Ship/Shore load plan and/or ship/shore discharge plan

The various forms, information and procedures laid out in the

documents, formalise the conduct and procedures governing

ship/shore operations at the jetty which are to be mutually agreed

before operations commence.

The agreements obtained in the document remain in force throughout

the time a ship remains alongside the jetty. Any changes made to

these agreements during the course of the cargo operation must be

again discussed and agreed in writing. All items contained in the

Ship/Shore Safety Checklist must remain constantly under review.

TIH-001 REVISION 4 (2015) 25

15.3 Communications During Cargo Transfer

The maintenance of good communications throughout cargo transfer

operations is fundamental to ensuring the safety of the activity.

During cargo operations, if for any reason it becomes necessary to

stop cargo in an emergency, the party requesting to stop should

notify the other party by using the walkie-talkie issued by the terminal.

All transfer pumps must be immediately stopped, ship and shore

manifolds must be closed until the situation is investigated and joint

agreement is reached on resuming or discontinuing the operations.

During the pre-transfer conference, communications procedures will

be agreed for conducting specific activities and will include agreed

notice periods for conducting ship or shore stops.

16 RESPONSIBILITIES

16.1 Jurisdiction

Pengerang Terminals Jetty is within the jurisdiction of the Maritime Port

Authority of Johor, and officers may board arriving ships at random to

undertake and anti-pollution inspections.

16.2 Conditions of Ship Acceptance

Ships calling Pengerang Terminals are subject to extensive screening

through SIRE (Ship Inspection Report Exchange) by Pengerang

Terminals appointed surveyor to do physical inspection on-board the

vessel.

Ships are accepted by Pengerang Terminals on the understanding that

operations will be conducted in accordance with all applicable

legislation (local Marine Facility and terminal regulations), together

with practices contained in relevant Codes of Practice, in particular, the

guidance contained within the latest edition of ISGOTT.

If the ships were found with high risk observations due to the severity

under SIRE questionnaire, the ship will not be allowed to berth unless

the high risk have been rectified and reported to Pengerang Terminals.

Ship alongside at Pengerang Terminals Jetty may subject to random

terminal’s vetting inspection. The Pengerang Terminals vetting

inspection is based on SIRE/CDI guidelines. If high risk observations

TIH-001 REVISION 4 (2015) 26

are found during the vetting inspection at the terminal, and not

immediately rectified, then the ship shall have to vacate the berth.

16.3 Responsibilities

As stated in the Safety Letter, responsibility for the safe conduct of

operations while the ship is at the Pengerang Terminals Jetty rests

jointly with the Master of the ship and Pengerang Terminals

Representative.

Emphasis is placed on the fact that the completion of a safe and

successful cargo transfer operation is dependent upon effective co-

operation, coordination and communication between all parties

involved. All operations should be conducted in the spirit of this mutual

agreement.

16.4 Responsibilities for Loading Operation

Ship’s personnel are advised that responsibility for the loading

operation on board the ship rests solely and absolutely with the Master.

It is the responsibility of the ship’s personnel to operate valves and to

ensure safe and secure connection of all transfer equipment. Ship’s

personnel are advised that the responsibility for the loading or escape

of oil or flammable liquids from a ship rests with the ship.

In the event of a prosecution being taken by the appropriate authorities,

heavy penalties together with liability for dispersal costs and damages

for pollution damage, is provided for by legislation.

16.5 Responsibilities for Unloading/Discharge Operation

Ship’s personnel are advised that responsibility for the

unloading/discharge operation on board the ship rests solely and

absolutely with the Master. It is the responsibility of the ship’s

personnel to control pumping rates, to operate valves and to ensure

safe and secure connection of all transfer equipment to the ship’s

manifold.

Ship’s personnel are advised that responsibility for the discharge or

escape of oil or flammable liquids from a ship rests with the ship.

In the event of a prosecution being taken by the appropriate authorities,

heavy penalties together with liability for dispersal costs and damages

for pollution damage, is provided for by legislation.

TIH-001 REVISION 4 (2015) 27

17 OPERATIONS ALONGSIDE

17.1 General

All operations at Pengerang Terminals will be carried out fully in

accordance with the recommendations contained in the latest edition

of ISGOTT.

17.2 Gangway and Loading Arm Connection & Disconnections

Gangways and loading arms are vulnerable to damage when ships is

alongside the jetty. To prevent accidents of such nature, mooring lines

shall be tended throughout the ship’s stay alongside.

On completion of mooring alongside Pengerang Terminals Jetty, the

ship will be presented with arms connection for loading and/or

discharge, plan. It is the responsibility of terminal personnel to ensure

that the arm/s are manoeuvred and connected safely. The joint

assistance of the ship’s crew is requested to achieve this where needed.

Similarly, on completion of cargo operations, terminal personnel are

responsible for ensuring the safe disconnection and manoeuvring of

the arms and ship’s personnel is requested to manually assist with the

process, including placing end blanks where needed.

17.3 Cargo Handling Facilities

During the pre-transfer conference, all terminal lines involve in the

cargo transfer operations is to be listed down in the ‘Ship/Shore Load

Plan’ and/or ‘Ship/Shore Discharge Plan’. Similarly, the ship has to

provide the same information such as ship’s manifold for each cargo to

be handled in the ‘Ship/Shore Load Plan’ and/or ‘Ship/Shore Discharge

Plan’.

17.4 Precautions for Loading/Discharging (Splash Loading)

Loading overall (loading from the top) or free-fall loading, otherwise

known as splash loading is strictly prohibited for all cargo at Pengerang

Terminals.

17.5 Cargo Transfer Rate

Pumping rates will be established for starting transfer and will take into

account the need for precautions when discharging into an empty tank

fitted with an IFR (Internal Floating Roof). Discharging rate shall be

controlled at <1 m/s until shore tank inlet line is submerged to a depth

of twice the inlet pipe diameter before increasing to an agreed reduced

flow rate, until the IFR is fully floated plus 100mm/4 inches. Once this

TIH-001 REVISION 4 (2015) 28

conditions are met, the flow rate will be increased to the agreed

maximum flow rate and rail pressure as discussed in Ship/Shore

conference.

If applicable, procedures for the final ‘topping off’ of ship/shore tanks

will also be established and agreed.

The maximum initial pumping rate for all cargoes shall not exceed flow

rate of 1 metre/second as specified in the table below.

During the entire cargo transfer operations whether discharging or

loading, the pumping rates shall not

a) exceeds flow rate of 7 metre/second

b) exceeds discharging or loading maximum rail back pressure of 10

barg as agreed in the ‘Ship/Shore Discharge/Loading Plan’

The maximum pumping rate shall be maintained for the entire

loading/discharge operations, and this has to be agreed during the pre-

transfer conference.

Nominal Diameter Flow Rate of

(inch) (mm) 1 metre/second 7 metre/second

3” 75mm 17 m3/hour 119 m3/hour

4” 100mm 29 m3/hour 203 m3/hour

6” 150mm 67 m3/hour 469 m3/hour

8” 200mm 116 m3/hour 812 m3/hour

10” 250mm 183 m3/hour 1281 m3/hour

12” 305mm 262 m3/hour 1834 m3/hour

14” 360mm 320 m3/hour 2240 m3/hour

16” 410mm 424 m3/hour 2968 m3/hour

18” 460mm 542 m3/hour 3794 m3/hour

20” 510mm 676 m3/hour 4732 m3/hour

24” 610mm 987 m3/hour 6909 m3/hour

36” 900mm 2362 m3/hour 16534 m3/hour

17.6 Checks on Quantities Transferred

Unless otherwise agreed during the pre-transfer conference, ships

should provide the Terminal with information regarding the amount of

cargo that has been discharged or loaded, by grade, on hourly basis.

The terminal will provide the ship with comparable shore figures.

If the exchange of information reveals a sudden or significant

difference between the terminal and the ship’s figures on quantities

TIH-001 REVISION 4 (2015) 29

transferred, operations will be stopped until a satisfactory explanation

can be found.

17.7 Environmental Criteria for Suspending Operations

Irrespective of measured wind speed, if either the ship’s Master or the

Loading Master considers that the prevailing conditions potentially

threaten the safety of operations, transfer should be suspended and

arms disconnected if deemed necessary.

Activities Wind Speed Weather Condition

Suspend Cargo 25 knots Electrical

Storm

Still Air

Conditions

Disconnect MLA or

Hoses

25 to 30

knots - - - - - - - - - -

Un-berth Ship 30 to 35

knots - - - - - - - - - -

17.8 Emergency Shutdown

Arrangements at Pengerang Terminals do not include, remote means

for stopping shore transfer pumps except for crude operations.

17.9 Dry Certificates

Please be advised that Pengerang Terminals Loading Master will not

sign any ‘Dry Certificates’ or other documentation attesting to the

condition of ship’s tanks on completion of discharge.

17.10 Delivery/Handling of Ship’s Store

This operation is strictly not allowed in Pengerang Terminals.

17.11 Tugs, Boats and Craft Alongside

Except in an emergency or when ordered to assist in mooring,

unmooring or maintaining a ship alongside, tugs are forbidden to lie

alongside any tanker berthed at Pengerang Terminals. Throughout

the period when a tug is alongside, all cargo tank lids, ullage port and

other tank openings must be securely closed.

No other boat, launch, barge or other craft may approach moored

tankers. Masters are reminded of the Johor Port Authority (JPA)

requirement that, unless approval is given by Terminal and JPA, small

craft must not approach the jetties and are urged to make every effort

to enforce it.

TIH-001 REVISION 4 (2015) 30

17.12 Garbage Reception Facilities

This facility is not available in Pengerang Terminals.

17.13 Bunkering

This facility is not available in Pengerang Terminals Terminal and is

not allowed whilst a vessel is alongside the jetty.

17.14 Ballasting

Tanker owners and their masters are responsible for complying with

all International Convention Laws and Local Regulatory Body

Requirements concerning pollution of the sea, having particular

regard for this area.

All items in the ship/shore safety checklist with regards to ballasting

must be complied with.

17.15 De-ballasting

De-ballasting is permitted in Pengerang Terminals provided the

ballast water is clear, clean and free of oil. It must be clearly

understood that the responsibility for avoiding oil pollution rests with

the ship. Even segregated ballast needs to be visually inspected prior

de-ballasting.

There are positively no facilities for disposal of dirty ballast at

Pengerang Terminals. If evidence of oil appears during de-ballasting,

the tanker will be rejected forthwith and will not be accepted until

satisfactory evidence is produced that such ballast was disposed of in

a proper manner. If during inspection or during the progress of

loading it is revealed that oil is leaking from the tanker, the tanker

may be rejected or refused further loading. The tanker will not be

accepted later for loading, unless satisfactory evidence of repair is

submitted, duly certified by a recognized classification society.

Any fines imposed and cleaning cost shall be charged to tanker’s

account.

Any tanker rejected because of dirty ballast or sea pollution will

automatically nullify her “Notice of Readiness” and will lose any

priority of position for loading.

17.16 Fresh Water Supply

This facility is not provided by Pengerang Terminals.

TIH-001 REVISION 4 (2015) 31

17.17 Ship crew sign on/off

This operation is strictly not allowed while any vessel is alongside

Pengerang Terminals, jetties.

18 SAFETY REQUIREMENTS

18.1 Smoking

Smoking is strictly prohibited in the jetty area and on board ships

alongside Pengerang Terminals Terminal except in those spaces on

board that are specifically designated by the Master as ‘Smoking

Areas’. Pengerang Terminals reserves the right, to prohibit smoking,

at any time, in any place on board a ship whilst alongside the jetty.

Failure to comply with this regulation will involve cessation of

operations and may result in the ship being removed from the berth

pending a complete investigation and receipt of written assurance

from the Master that effective controls have been established.

18.2 Use of Matches and Lighters

Under no circumstances are members of the ship’s crew allowed to

carry matches, lighters, inflammable liquid or any other similar

sources of ignition. The use of matches is allowed only in approved

designated areas and not the open deck.

Visitors to ships at the jetty are required to leave matches and

lighters at the Guard House.

18.3 Drug and Alcohol Policy

All ships calling at Pengerang Terminals must have an established

Drug and Alcohol policy.

Masters are advised that operations will cease if it is considered that

the actions of a person or persons involved in operations are not

under proper control as result of the use of alcohol/drugs and/or

fatigue.

Operations will not resume until the matter has been reported to and

fully investigated by relevant authorities and the Terminal

Representative considers if it safe to do so. Delay or cancellation of a

ship’s departure could result.

TIH-001 REVISION 4 (2015) 32

18.4 Portable Electrical Equipment, Mobile Phones and Pagers

Portable electrical equipment and transistor radios, including

computers, mobile phones, pagers and cameras are strictly prohibited

outside the accommodation on all ships at all times.

18.5 Environmental Protection

Ships entering the waters of Malaysian must comply with the laws

concerning environmental protection, as contained in “The Prevention

of Pollution of the Sea Act 1990 (Chapter 243); 1999 (Revised

Edition)” and quote Part III Regulation 7 (1).

The Master of a ship at the Jetty must comply with the provisions of

the above Act. In particular, he must not:

a) Cause or permit discharge of any kind of oily contaminated

product from the ship or its scuppers into Marine Facility waters.

b) Cause or permit a person to pump or discharge any oil, spirit or

any inflammable liquid into Marine Facility waters.

In the event of any contravention, the JPA may instruct offending

ships to vacate the berth or prohibit them from returning to

Pengerang Terminals.

18.6 Adverse Weather

Pengerang Terminals have access to regular weather updates and

ships will be advised accordingly should adverse weather be expected.

Any decision to vacate the berth and Marine Facility will be taken in

consultation with the ship’s Master and JPA.

18.7 Still Air Conditions

Special precautions may be necessary if there is little air movement

or during ‘still air’ conditions, when the risk of flammable vapour

concentrations will be at its greatest in or near enclosed or partially

enclosed spaces due to restricted circulation. Flammable vapour may

persist on deck in heavy concentrations on ships that are loading

volatile products.

If such concentrations are suspected, steps shall be taken to monitor

the area with an explosimeter and should heavy concentrations be

TIH-001 REVISION 4 (2015) 33

found, considerations may have to be given to suspend operations

until the vapours have safely dispersed.

18.8 Electrical Storms

In the event of an approaching/during electrical storm, the

SS/Loading Master and Master/Chief Officer must decide whether it’s

save to continue with loading/unloading or otherwise. If decision is to

cease operations, vent outlets including the bypass valve on the tank

venting system, cargo and manifold valves will be closed until such

time as the storm has passed.

19 APPLICABLE TERMINAL REGULATIONS

19.1 Tank Inspection, Ullaging & Sampling

Tank Inspection, ullaging and sampling of ship’s tanks are to be

carried out either before and/or after cargo transfers.

Wherever possible, the ullaging and sampling of ship’s tanks should

be achieved by the use of closed sampling equipment after sufficient

relaxation time is adhered to. Under no circumstances are shore

personnel to open any tank or vapour lock without approval from the

ship’s Duty Officer.

When it is not possible to undertake closed gauging and/or sampling

operations, open gauging systems will need to be employed and the

precautions detailed in ISGOTT must be adhered to.

19.2 Tank Entry

Pengerang Terminals representatives are not allowed to enter

ship’s tanks at any time or circumstances.

In the event that a tank entry is required, an approval process must

be administered and the operation must be performed following the

ships permit/confined space entry procedure.

19.3 Closed Operations

During loading, discharging and/or ballast/de-ballasting of tanks

must be conducted under closed conditions. Tank hatches must not

be opened under any circumstances. The use of manual

gauging/sampling of cargo tanks via sighting, ullage ports or similar

openings is not permitted.

19.4 Inert Gas System (IGS)

TIH-001 REVISION 4 (2015) 34

Any tanker should ensure that the IGS, including fixed O2 meter,

alarms and recorders are fully operational and utilised with all cargo

operations.

P/V valves and/or high velocity vents must have been tested prior to

arrival and must be in good working order.

All tankers alongside the Terminal’s jetties carrying crude oil and

petroleum products having a flashpoint not exceeding 60oC and a Reid

Vapour Pressure, which is below atmospheric pressure, must be fitted

with an IGS. If the system is unable to provide Inert Gas (IG) with an

O2 content below 8% in the cargo tanks or 5% for Crude Oil Washing

(C.O.W) the start of operations will not be allowed.

If a ship is fitted with an IGS then this system must be fully

operational and used at all times. In the event that a ship’s IGS is not

functioning, or not functioning as required, cargo operations must

cease immediately and may not resume until the system is repaired.

19.5 State of Readiness of Main Engines

The main engines and other essential machinery of all ships alongside

must be maintained in a state of readiness for vacating the berth at

short notice at ALL times.

The immobilisation of main engines if needed is only permitted after

discussion and permission has been given in writing by PTSB.

19.6 Maintenance and Repair Work on Board

Major planned repair and any maintenance involving ‘Hot Work’ such

as gas cutting, welding, and scraping are not allowed while the ship

is alongside the jetty. Emergency repairs, namely essential repairs

needed to rectify malfunctioning equipment and prevent hazardous

or unsafe conditions, will only be permitted on a case-by-case basis

with the agreement between the responsible ship’s Duty Officer and

the Loading Master.

19.7 Hot Work on Board

All ‘Hot Work’ is strictly prohibited on board any ships whilst alongside

the jetty.

19.8 Tank Cleaning, Purging and Gas Freeing

TIH-001 REVISION 4 (2015) 35

Tank cleaning, tank butterworthing and washing, gas freeing or

purging operations are not allowed on board any ships whilst

alongside the jetty.

19.9 Regulations for C.O.W operations

19.9.1 Tanker Requirements

The Terminal Shift Supervisor will check that the tanker

complies with the following requirements:

Tanker must be able to provide IG to all cargo oil tanks.

The IGS must be of Fixed Type and operating efficiently.

C.O.W equipment’s fitted inside the tanks, must be

supplied through permanent pipe work.

Tanks, which are to be washed with crude oil, must be

inerted with good quality IG (oxygen content below 5%)

and kept under a positive pressure of minimal 250

mm water gauge to prevent entry of air into cargo oil

tanks.

Should the oxygen content of the IG supply rise above

5%, C.O.W must be suspended until an adequate supply

of good quality IG is available. If this is not possible

C.O.W must be suspended.

Where the drive units for the tank cleaning machines are

not integral with the tank cleaning machine, sufficient

drive units will be provided to ensure that no drive unit

needs to be moved more than twice from its original

position during cargo discharge to accomplish the

washing programme as specified in the operation and

equipment manual.

Any other system for water washing of cargo tanks,

supplied by suitable pumps located in the engine room

must be isolated from the C.O.W system by means of

blank flanges.

Cargo pumps must be automatically shut down when the

pressure in the IG main reaches a level of 100 mm

water gauge above atmospheric pressure.

Alternatively an audible and visual alarm fitted in the

cargo control room which will trigger stoppage of the

cargo pumps immediately, can be accepted. The alarm

must operate whenever the pressure in the IG main

reaches a level of 200-mm water gauge above

atmospheric pressure. In such case a crewmember must

TIH-001 REVISION 4 (2015) 36

always be in the cargo control room in order to stop

pumps immediately whenever the alarm is activated.

19.9.2 Requirements prior to berthing

Check that all alarms, IG recorders and safety devices

of the IGS are working properly.

Check that C.O.W piping system, with regard to blank

flanges or spool pieces are properly fitted.

Check that tank cleaning lines with their valves and

fittings have been pressurised to the maximum working

pressure.

Check that cargo pumps with relevant safety devices are

working properly.

Check that all openings of cargo tanks have been closed.

Check that cargo tanks ullage indicators are working

properly.

Check that the liquid levels in the P/V breakers are

correct.

Check that the deck seal(s) are in good working order;

Check that all individual tank IG valves are open and

locked.

The pre-arrival C.O.W checklist, as contained in the

approved C.O.W manual, should have been satisfactorily

completed

19.9.3 Requirements before C.O.W operation

The Master of the tanker will carry out following checks

before starting C.O.W operations:

Check the oxygen content of each tank. The oxygen

content should not be more than 5% by volume. If the

tanks are provided with a complete partial wash

bulkhead, the oxygen checks must be carried out in each

individual tank section. The Terminal must be informed

prior to the start of C.O.W. Tank oxygen measurements

have to be witnessed by the Loading Master. In case of

doubt contra checks will be carried out by the Loading

Master with the Terminals oxygen analyser.

TIH-001 REVISION 4 (2015) 37

Fixed and portable oxygen analysers must be previously

correctly calibrated with adequate devices for two values,

one of which must be zero.

Check that IGS is working properly with due regard that

pressure, temperature, oxygen content etc. are working

within the correct limits.

Check that C.O.W piping system is completely

independent from the water washing system.

Check that all tanks are isolated from external

atmosphere.

Necessary persons have been assigned to check all deck

lines for leakage.

Check that the valves corresponding to the washing

machines of tanks to be washed have been opened.

The C.O.W checklist, specific for the tanker, must be

completed.

19.9.4 Requirements during C.O.W operations

The Master or the responsible Ship’s Officer must ensure

that following requirements are properly carried out:

The officer assigned to C.O.W operations must stop the

washing should any doubt arise about its safety and

particularly when the IG pressure drops or the oxygen

content exceeds the permitted limits.

Check that the pressure in the washing main is within

the specified limits of each system;

Check that oxygen content of I.G.S is not higher than

5% by volume.

In order to ensure that water is not present, to avoid or

minimise generation of electrostatic hazard, a minimum

of one metre of ullage is to be discharged from those

tanks to be used as a source for C.O.W before such

C.O.W operations begin.

Any tank designated as slop on the previous ballast

voyage, if it is to be used as a source of washing fluid,

must be completely discharged ashore and refilled with

dry crude oil.

Ensure that the cargo or slop tank, used for eductor-

drive in order to collect the strippings and washings has

a sufficient ullage at all times.

Check that crude oil leakage does not occur on deck.

Tank ventilation after a C.O.W operation is not allowed

whilst the tanker is at berth.

TIH-001 REVISION 4 (2015) 38

During C.O.W, the C.O.W checklist, specific for the

tanker, must be completed.

19.9.5 Requirements after C.O.W operations

The Master or the responsible Ship’s Officer assigned to

C.O.W operations will make the following checks when

C.O.W is finished:

Check that all the valves between cargo manifold and

washing pipes have been closed.

Check that pressure is equalised in washing pipes and

such pipes have been drained.

Check that all washing machines valves have been

closed.

The C.O.W checklist, specific for the tanker, must be

completed.

19.9.6 Requirements of tanker's staff in charge of the C.O.W

operations

C.O.W operations must be assigned to an officer who should:

Have at least one year experience on oil tankers where

his duties have included the discharge of cargo and

associated COWing and have completed a training

programme in C.O.W approved by an I.M.O member.

Have participated at least twice in COWing programmes

one of which carried out in the tanker he is serving and

or other vessels which requests C.O.W

Have full acknowledgement of the C.O.W Operations and

Equipment Manual.

Crew members co-operating with the C.O.W assigned

officer should:

Have at least 6 months experience on oil tankers and

C.O.W operations

Have been trained about C.O.W and Equipment Manual

19.9.7 Miscellaneous

C.O.W operations must always be under continuous survey.

In case of any failure, C.O.W must be stopped immediately

and the Shift Supervisor must be informed.

TIH-001 REVISION 4 (2015) 39

19.10 Cargo Tank Heating

For vessels carrying High Viscosity Crude Oil (Pour point >20oC),

cargo inside oil tank needs to be heated up at least 15oC above

its pour point prior to product movement.

Note:

Pengerang Terminals will not start discharge operations if this criteria

is not met.

19.11 Bonding Wires

These are not practised at Pengerang Terminals Jetties. Insulating

flanges are provided on all loading arms.

20 POLLUTION PREVENTION

20.1 Causes of Pollution

Experience has shown that the major causes of pollution by ships are

as follows:

a) Overflow of cargo and bunkers during loading.

b) Discharge of dirty ballast.

c) Leakage of oil through sea valves at commencement of ballasting.

d) Failure of flanges and joints at manifolds and deck pipework.

e) Spillage of oil after fire/explosion.

f) Overflow of cargo from tanks during loading (e.g. open drop line

valves, change of trim, slop tank overflow).

Consequently, Masters is required to draw special attention of deck

crews to these causes and mitigation plan.

20.2 Emergency Oil Pollution Clean-up

Whenever oil is spilled and pollution of the sea occurs or may occur,

immediate action must be taken to prevent further spillage and to

minimise clean-up operations. The Department of Environment, Marine

Department of Malaysia and Port Authority of Johor will be informed by

Pengerang Terminals and in the event of a large spill, clean-up facilities

will be brought into action to supplement those of the Terminal.

No sound signal is to be made by ships in the event of an oil spill.

20.3 Report of Oil Spills

TIH-001 REVISION 4 (2015) 40

All oil spills must be reported to the Loading Master. The Loading

Master will then inform CCR of further action to be taken etc.

20.4 Pollution Prevention Checklists

The Pollution and Prevention Checklist is used as a joint ship and shore

check-out prior to commencing operation. It shall also be used by

Ship’s officers to self-examine their ship for pollution control as an on-

going basis.

20.5 Scuppers

Scuppers must always be closed and made oil tight before operations

commence. Those ships which have wooden scupper plugs must have

plugs cemented over.

20.6 Water freeing Decks

All surplus rainwater or clean water spilling on deck from operations

such as ballasting operations must be drained off periodically and

scupper plugs replaced and resealed immediately after the water has

been run off. Continuous monitoring during this time is required.

Never leave any draining operation un-attended.

20.7 Unused Cargo/Bunker Connections

All unused cargo and bunker connections shall be closed and blanked

off using a fully bolted blank flange.

20.8 Overboard Valves and Sea Valves

All overboard valves and sea valves which is not in use shall be closed

and lashed or sealed. Over board discharge lines which have a

swing-blind arrangement shall be blinded.

20.9 Drip Pans or Trays

It is the ship’s responsibility to provide drip pans or trays under the

manifold connections and to keep these pans or trays emptied or

drained.

20.10 Oil Absorbing Material

The ship shall keep an adequate supply of sawdust or other oil

absorbing material at or near the manifold.

TIH-001 REVISION 4 (2015) 41

20.11 Adequate Deck Watch

The ship shall have an adequate deck watch during all cargo and

ballasting operations. The Emergency Stop procedure must be clearly

understood and agreed by ship and shore.

20.12 Topping Off Operations

When topping-off cargo tanks, the ship’s officer in charge shall be in

control of the operation, have adequate assistance from his crew and

in communication with Loading Master for standing by to reduce the

loading rate or stop loading as required.

20.13 Check on Tanks After Topping Off

Cargo tanks that have been topped up must be checked frequently

during the remainder of the loading operation to avoid an overflow due

to an improper shutting or passing valve/s.

20.14 Draining Outboard Arm Content of Loading Arm

Always allow sufficient ullage in final tanks to accept outboard arm

product clearing to ship.

20.15 Marine Department of Malaysia, Notice.

IMPLEMENTATION OF REGULATIONS 20 AND 21 OF ANNEX 1,

TO MARPOL 73/78

Notice to ship owners and persons with interest toward the delegation

of statutory certification (Malaysian and Foreign Flagged Oil Tankers)

Oil tankers which complies with requirements in regulation 20.5 will

be allowed to continued operation beyond the date specified in

regulation 20.4 until the date on which the ship reaches 25 years

after the date of its delivery.

Category 2 and 3 oil tankers of 15 years and over after the date of

its delivery shall comply with Condition Assessment Scheme (CAS)

as adopted in resolution MEPC 94 (46) amended.

Oil tanker which complies with requirements in regulation 20.7 is

allowed to continue operation beyond the date specified in

regulation 20.4, until the anniversary of the date of delivery of the

ship in 2015 or the date on which the ship reaches 25 years after

the date of its delivery, whichever is the earlier date.

Oil tanker carrying heavy grade oil as a cargo which complies with

requirements in the regulation 21.5 is allowed to continue operation

TIH-001 REVISION 4 (2015) 42

beyond the date specified in regulation 21.4 until the date on which

the ship reaches 25 years after the date of its delivery.

Oil tanker of 5,000 deadweight and above, carrying crude oil having

a density at 15°C higher than 900 kg/m³ but lower than 945 kg/m³

which complies with requirements in regulation 21.6.1 l be allowed

to continue operation beyond the date specified in regulation 21.4

until the date on which the ship reaches 25 years after the date of

its delivery.

Oil tanker of 600 tons deadweight and above but less than 5,000

tons deadweight, carrying heavy grade oil as cargo will be allowed

to continue operation beyond the date specified in regulation 21.4

until the date on which the ship reaches 25 years after the date of

its delivery

TIH-001 REVISION 4 (2015) 43

Appendix 1: Emergency Contact List

TIH-001 REVISION 4 (2015) 44

TIH-001 REVISION 4 (2015) 45

Appendix 2: Call Out List (Emergency Speed Dial)

TIH-001 REVISION 4 (2015) 46

Appendix 3: Terminal Layout

TIH-001 REVISION 4 (2015) 47

Appendix 4: Jetties Layout

Berth No 3

Berth No 4

Berth No 2

Berth No 1

Berth No 5

Berth No 6

Berth No 7, 8 and 9 (Future)

Assembly Area at end of

Jetty

Assembly Area at

Small Craft Harbour

Assembly Area at

T-Junction

TIH-001 REVISION 4 (2015) 48

Appendix 5: Berth Information

BERTH B601 B602 ( Future ) B603 B604 B605 B606

PRODUCT CPP CPP CPP CPP/DPP CPP/DPP CPP/DPP

Oil Tanker Classification PANAMAX PANAMAX PANAMAX SUEZMAX PANAMAX VLCC

Max DWT -Tonnes 60,000 1,000 - 60,000 80,000 150,000 80,000 325,000

Max LOA - Metre 240 61 - 240 260 280 260 350

Max Draft - Metre 12 4.2 - 13,5 14 16.5 14 22.6

Max Displacement - Tonnes 78,000 78,000 106,000 210,000 106,000 400,000

Nos and sizes of loading Arms 4 X 12" 4 X 12" 4 X 16" 3 X 16", 2 X 16" 3 X 16", 2 X 16" 2 X 16", 3 X 20"

Nos of Jetty lines 10 X 24" 10 X 24" 10 X 24" 10 X 24", 3 X 36" 10 X 24", 3 X 36" 10 X 24", 3 X 36"

Receiving Rate per MLA m³/Hr 2,000 2,000 3,000 3,000 - CPP / 3,000 - DPP 3,000 - CPP / 3,000 - DPP 3,000 - CPP / 5,000 - DPP

Loading Rate per MLA m³/Hr 2,000 2,000 2,000 2,000 - 3,000 / CPP/DPP 2,000 - 3,000 / CPP/DPP 2,000 - 3,000 - CPP/DPP

Maximum MLA connection

manifold from water level (m) 15.0 15.00 16.50 22.0 16.5 27.5

Maximum Depth (m) 14.0 15.50 15.50 18.0 23.6 23.6

CPP : Naphtha, Gasoil, Jet Fuels, Gasoline, Reformate.

DPP : Marine Diesel Oils, Distilates Fuel Oils, Residual Fuel Oils, Crude Oils

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