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Technical Reviewer
Marine Coordinator
TA2 or SME
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Tyron Grasso Reviewer (IP)
Table of Contents
Abbreviation List……………………………………………………………………………………….8
Abbreviation List ................................................................................................................ 8
Objective - Prelude Terminal Information Book - Condensate .......................................... 10
1.1 Conditions of Use .............................................................................................. 10
1.2 Safety Declaration ............................................................................................. 10
Prelude Description .................................................................................................... 10
Fire and Emergency Response ..................................................................................... 12
3.1 Emergency Alarms ............................................................................................. 12
3.2 Emergency Communications ............................................................................... 12
3.3 Emergency Actions ............................................................................................ 12
3.4 Emergency Precautions....................................................................................... 14
Safety and Security .................................................................................................... 15
4.1 General ............................................................................................................ 15
4.1.1 Anchors ........................................................................................................ 15
4.1.2 Cathodic Protection ........................................................................................ 16
4.2 Port and Terminal Security .................................................................................. 16
4.2.1 ISPS Requirements .......................................................................................... 16
4.2.2 Personnel Access............................................................................................ 17
4.3 Engine Testing ................................................................................................... 17
4.4 Diving Operations ............................................................................................. 17
Pre-Arrival Procedures ............................................................................................... 17
5.1 ETA Advice ....................................................................................................... 17
5.2 VHF Communication .......................................................................................... 17
5.3 Immigration, Customs, Quarantine and Health...................................................... 18
5.3.1 Immigration ................................................................................................... 18
5.3.2 Customs ........................................................................................................ 18
5.3.3 Quarantine ................................................................................................... 18
5.3.4 Health........................................................................................................... 18
5.4 National Fees and Levy’s .................................................................................... 18
5.5 Pollution and the Environment ............................................................................. 18
5.6 Ballast Water Management ................................................................................ 19
Metocean Conditions ................................................................................................. 19
Document No: OPS_GEN_004647 UNRESTRCITED Page 3 of 82
“Copy No 01” is always electronic: all printed copies of “Copy No 01” are to be considered uncontrolled.
Shell Australia 3.0
Prelude FLNG Terminal Information Book - Condensate 19/12/2017
List of Tables
Table 3.1: Alarm signals ................................................................................................... 12
Table 3.2: Emergency Action Protocol ................................................................................ 13
Table 4.1: Security Contact Details ..................................................................................... 17
Table 6.1: Prelude mean Wind Statistics ............................................................................. 20
Table 6.2: Prelude mean Rainfall Statistics........................................................................... 20
Table 6.3: Prelude mean Air Temperature Statistics .............................................................. 20
Table 6.4: Prelude mean Sea Water Temperature Statistics ................................................... 20
Table 7.1: Prelude Communication Channels ....................................................................... 23
Table 7.2: Environmental Limits for Personnel Transfer .......................................................... 24
Table 7.3: Environmental Limits for Spool Piece Transfer ....................................................... 25
List of Figures
Figure 1: Approximate Prelude FLNG Location .................................................................... 11
Figure 2: All-year wind speed vs direction distribution for 10-min mean wind speed at 10m
above sea level ................................................................................................................ 21
Figure 3: All-year significant wave height vs direction distribution for wind-sea....................... 21
Figure 4: Description of Angles for Condensate Offloading ................................................... 27
Figure 5: External antennae unit for Mooring Aid System ..................................................... 33
Figure 6: Extended antennae for Mooring Aid System .......................................................... 33
Figure 7: Connecting ISV to stern of a Condensate Tanker .................................................... 34
Figure 8: Approaching/mooring Condensate Tanker to Prelude FLNG ................................... 34
Figure 9: Departure of Condensate Tanker .......................................................................... 35
Figure 10: Mooring Hawser being heaved in on OTT ........................................................... 36
Figure 11: Floating Hose transferred across to OTT by ISV # 2 .............................................. 36
Figure 11: Pilot ladder requirements for freeboard exceeding 9.0 metres (SOLAS Chapter V 23)
...................................................................................................................................... 50
Figure 12: Rigging of Combination and Trap Door Ladders .................................................. 51
Figure 13: Required boarding arrangements for pilot ........................................................... 52
Abbreviation List
Abbreviation Description
AIS Automatic Identification System
ATEX The name commonly given to the two European Directives for
controlling explosive atmospheres
AQIS Australian Quarantine and Inspection Service
BAS Mooring Aid system
BOG Boil Off Gas
CCR Cargo Control Room
COLREGs The International Regulations for Preventing Collisions at Sea 1972
COSWP Code of Safe Working Practice for Merchant Seafarers
COU Conditions Of Use
DEMIST Decision Support Making Tool
ESD Emergency Shutdown
FLNG Floating Liquefied Natural Gas
FOSSL Fibre Optic Ship Shore Link
FLNG Floating Liquefied Natural Gas
GCU Gas Combustion Unit
HSO Head Security Officer
IG Inert Gas
IMO International Maritime Organization
IMPA International Maritime Pilots’ Association
ISM International Safety Management Code
ISPS International Ship and Port Facility Security code
ISGOTT International Safety Guide for Oil Tankers and Terminals
ISV Infield Support Vessel (Tug)
LNG Liquefied Natural Gas
TANKER Liquefied Natural Gas Carrier
LPG Liquefied Petroleum Gas
LPGC Liquefied Petroleum Gas Carrier
LTT Lead Terminal Technician
MARPOL Marine Pollution convention issued by the International Maritime
Organization
MBL Minimum Breaking Load
MLA Marine Loading Arm (chicksan)
NOR Notice Of Readiness
Abbreviation Description
OCIMF Oil Companies International Marine Forum
ODME Oil Discharge Monitoring Equipment
OFSO Offshore Facility Security Officer
OIM Offshore Installation Manager
OLC Office of Lifting Coordinator
OWS Oily Water Separator
PFD Personal Floatation Device
PLB Personal Locator Beacon
POB Pilot On Board
PPE Personal Protective Equipment
QC/DC Quick Connect / Disconnect
Reliq Plant Reliquefication Plants
SBT Segregated Ballast Tanks
SIGTTO Society of International Gas Tanker & Terminal Operators
SOPEP Ship Oil Pollution Emergency Plan
SWL Safe Working Load
TTL Terminal Team Leader (Pilot / Loading Master)
UHF Ultra-High Frequency
VHF Very High Frequency
WMS Integrate Weather Monitoring System
Prelude Description
Prelude is a floating hydrocarbon (LNG, LPG and Condensate) production, storage and offtake
facility currently located 155 nautical miles off the NW coast of Australia, in position: Latitude
13° 47.2´ S Longitude 123° 19.0´ E. The facility operates on Australian Western Standard
Time (AWST; UTC+08:00). Western Australia does not observe day light saving time / summer
time.
The radius of the Safety Zone around the Prelude FLNG facility is 1500m, as measured from the
turret mooring outwards, and around 360 degrees. It additionally maintains a flowline and
umbilical corridor, which can be seen at Appendix H.
For the approach to the Prelude facility, see charts Aus 319, Aus 320 and Sailing Directions
publication NP-13.
The Prelude facility will weather vane 360 degrees around a turret mooring in 248 meters of
water. Three stern thrusters enable Prelude to maintain an optimum heading that will facilitate
offtake operations within the design limits of the facility and associated cargo transfer equipment.
The facility has an annual throughput of 3.6MTPA of LNG, 0.4MTPA of LPG and 1.49 MTPA of
Condensate per annum, with a storage capacity for LNG (232 000m3), LPG (95 000 m3) and
Condensate (133 000m3). The facility is fitted with the necessary equipment for exporting LNG
and LPG via side by side mooring and loading arms and Condensate via a tandem mooring and
floating hose system.
The facility is moored to the sea bed via 16 anchor piles and chains whilst being directly
connected to wells that access the gas reservoir via flexible risers routed through the turret. All
reservoir, subsea control, processing, storage and loading is operated and controlled from
Prelude. The design of the facilities is to allow safe operability to reach product qualities and
quantities of production.
General alarm (GA) Flashing amber Sinusoidal tone over ESD activation (either
beacons in high noise the public-address manual or
areas system automatic0 or
“confirmed” fire and
gas. Manual alarm
point activation or
manual GA initiation
By Ship: One or more long blasts on the ship’s whistle, each blast not less than ten seconds
duration, supplemented by a continuous sound of the general alarm system.
Other than Marine ESD, ship staff must not initiate any action of their own concerning shutting
down of valves (etc.) unless their ship is in immediate danger. Ships must await instruction from
the TTL or “Prelude Terminal” before taking action regarding cargo operations.
Ships staff should consider the use of a Marine ESD in the following circumstances: Major leak,
Fire, Loss of all communications with Prelude, failure of mooring integrity or any other situation
when an immediate shut down of cargo transfer would be required.
No attempt must be made to unmoor and depart from Prelude without instructions from the
Terminal Team Leader (TTL).
BOW WATCHMAN
At all times when at moor, there shall be an experienced crewmember on duty at the bow of the
vessel. He shall be issued with a means of immediate communication with the Deck Officer on
duty.
He shall observe the configuration of the hose and mooring hawser, and the proximity of the
FLNG and hose to the tanker. He shall be alert to oil leaks or spills, unattached oil slicks in the
vicinity and deteriorating weather conditions. He shall immediately report any abnormal event or
deteriorating weather to the Deck Officer on duty. See Appendix D, Condensate Hose
Configuration”.
MANIFOLD WATCHMAN
At all times, when at moor and when cargo hose is connected, there shall be a watchman on duty
at the manifold. He shall observe the configuration of the hose and the manifold connection. He
shall be alert to oil leaks or spills, stress or chafing on the hose or ancillary equipment and
deteriorating weather conditions. He shall report any abnormality to the Deck Officer on duty.
THE DECK OFFICER ON DUTY
The Deck Officer shall immediately report any abnormal events, deteriorating weather or other
situations coming to his attention to the TTL or LTT on duty.
Table 3.2: Emergency Action Protocol
Stand by, and when instructed: Raise the alarm and activate Prelude’s
emergency response procedures.
Cease all cargo operations and close all
Consider use of Marine ESD. valves
4.1 General
During cargo operations, the sea around the tanker and Prelude shall be constantly monitored by
Prelude and tanker staff for any sign of oil / oily sheen or any abnormalities. If oil / oily sheen or
any abnormality is observed, cargo operations will be suspended where required and an
investigation initiated into the source of the oil. Cargo operations will not be resumed until the
source is found and addressed, or it is determined that the oil is not emanating from either the
tanker or Prelude.
Fire-fighting or lifesaving appliances on the tanker shall not be immobilised whilst within the
1500m safety zone; such equipment shall be prepared and in a state of readiness for immediate
use.
Whilst moored at Prelude, as practically as possible the tankers main engines and related
auxiliaries shall be kept in a state of readiness such that the tanker can leave under her own
power in an emergency. Repairs and/or maintenance work to the main engines and related
auxiliaries are prohibited.
Whilst moored at Prelude, repairs and maintenance to the tankers machinery and equipment
shall be restricted to those items, which do not impair or limit the use of:
4.1.1 Anchors
The vessels anchors are to be secured in the seagoing condition (lashing wire on and guillotine
down) prior to commencing the approach to Prelude. Under no circumstances is the seagoing
security of the anchors to be altered whilst the vessel is under Compulsory Pilotage.
Untrenched pipelines carrying hydrocarbons lie from the FLNG Prelude Turret in a SSE’ly
direction. Refer to Appendix H for diagram of the Prelude subsea layout.
As a precaution against unauthorised access, the pilot / accommodation ladder must be kept at
deck level unless requested by the Terminal Team Leader in order to prevent unpermitted access.
Any suspicious activity in the vicinity of your vessel must be immediately reported to the Terminal
Team Leader (TTL) or Lead Terminal Technician (LTT).
Vessels are requested to ensure that all anti-piracy devices are removed from the following areas
prior to arrival – Pilot access area, foc'sle, manifold area, and stern railings either side of the
static tow point.
Entry into the Prelude 1500m safety zone is prohibited except when approved by the OIM.
Fishing or swimming within the Prelude 1500m safety zone is prohibited at all times.
The tanker shall not be permitted to take bunkers or stores from other vessels whilst moored at
Prelude or within the 1500m safety zone or allow any unauthorised vessel moored.
Prelude ordinarily operates under Security Level 1. You will be informed by the Offshore Facility
Security Officer (OFSO) of any change to this level and subsequent requirements. Prelude will
not accept an LNGC with a security level of 3.
A Declaration of Security requirements is to be in accordance with the provisions of the ISPS
code. In the event a Declaration of Security (DoS) is required, Prelude shall utilise the format
provided at Appendix C.
The Offshore Facility Security Officer is the Prelude Services Coordinator and Deputy OFSO is the
STL.
The TTL will act as security liaison, inboard the LNGC, with respect to any ISPS matters including
completing the DoS if required.
Position Contact
Pre-Arrival Procedures
As a matter of course, all tankers shall maintain a listening radio watch as required by
international, statutory and flag regulations, as well as VHF channel 68, once initial contact with
“Prelude Terminal” has been made.
5.3.1 Immigration
Crew change and shore leave is not possible at the Prelude. Refer to Prelude FLNG Terminal
Regulations for further details.
5.3.2 Customs
Prelude will not handle messages relating to customs. These matters should be dealt with via the
ship’s agent or other party appointed by the ship’s operator. Refer to Prelude FLNG Terminal
Regulations for further details.
5.3.3 Quarantine
Prelude will not handle messages relating to quarantine. These matters should be dealt with via
the ship’s agent or other party appointed by the ship’s operator. Refer to Prelude FLNG Terminal
Regulations for further details.
5.3.4 Health
Radio Pratique is required for tankers calling at Prelude. Vessels should send a Radio Pratique
message as directed by the Australian government and via their Agent. Refer to Prelude FLNG
Terminal Regulations for further details.
(b) Whilst the vessel is within the vicinity of Prelude, no discharge from machinery space,
bilge or any other on board space shall be made. (Overboard discharge via the ODME /
OWS is to be locked closed).
(c) Food waste shall not be discharged to sea, including via the galley macerator.
(d) Vessel shall limit or refrain from the internal transfer of any oil, slops or bunker whilst
moored.
(e) Scuppers and ‘save all’s on board are effectively plugged and drip trays are in position
and empty.
(f) Scuppers that are temporarily unplugged (for example, in order to drain clean rainwater
from the cargo deck) must be constantly and closely monitored. The scupper must be re-
sealed immediately.
Metocean Conditions
6.1 General
The climate of the region is monsoonal, and displays two distinct seasons, “winter” from April to
September and “summer” from October to March, with very short transition seasons, generally in
April and September/October between the two main seasons. The winter is generally dry due to
South East Trade Winds coming from the Australian mainland. The summer is wet as a result of
the North-West Monsoon.
Occasional tropical cyclones occur during these months and result in short-lived, severe storm
events, often with strong but variable winds. The summer (October – March) monsoonal surges
and associated convective squalls, are also prevalent (although less severe than cyclones).
Tropical cyclones originate from south of the equator in the eastern Indian Ocean and in the
Timor and Arafura Seas. They occur during the predominantly summer months November to
April, being most active in the months of December to March. The most severe cyclones will most
often occur in the months of December and March-April, when sea-surface temperatures are
warmest.
Ambient wave conditions are dominated by swell propagating from the Indian Ocean, together
with local wind-sea generated by the monsoonal winds. This can lead to significant angular
differences between wind-sea and swell.
Currents result from a number of forcing mechanisms: tidal currents are high due to the strong
tidal forcing, which extends much further offshore than in other regions; regional circulation
related to the Pacific-Indian Ocean through-flow; currents generated by solitons, propagating
onto the shelf slope in association with the internal tide; currents due to local wind stress,
particularly during tropical cyclones; inertial currents following tropical cyclones.
Min 0.3 0.4 0.1 0.3 0.4 0.7 0.5 0.7 0.2 0.4 0.5 0.4 0.1
Max 25.6 20.8 33.4 43.8 15.3 14.4 14.6 13.0 13.0 11.6 14.5 28.6 43.8
Mean 6.8 6.8 5.3 4.8 5.8 6.5 6.2 5.0 4.3 4.5 4.8 5.8 5.6
Maximum 33.2 33.0 33.3 33.2 33.3 30.9 30.1 30.1 31.5 32.2 33.8 34.2 34.2
Minimum 23.0 23.4 24.0 25.5 23.5 21.7 23.0 23.8 21.6 24.6 25.0 24.8 21.6
NNW NNE
NW NE
WNW ENE
20%
17.5%
15%
12.5%
10%
7.5%
5%
0.0% 2.5%
W E
Calms
WSW ESE
SW SE
SSW SSE
701280 100.0%
Observations S Data Return
Figure 2: All-year wind speed vs direction distribution for 10-min mean wind speed at 10m above sea level
NNW NNE
NW NE
WNW ENE
20%
17.5%
15%
12.5%
10%
7.5%
5%
0.0% 2.5%
W E
Calms
WSW ESE
SW SE
SSW SSE
701280 100.0%
Observations S Data Return
6.2 Visibility
Ships’ observations indicate that typically visibility is greater than 5 nautical miles 95% of the time
and less than 2 nautical miles 5% of the time on average with no obvious seasonal variation.
6.3 Tsunami
The tsunami potential for the Northwest Shelf region is considered moderate. Historically, only
four tsunamis’ have been known to affect this region in recorded history (1883, 1977, 1994, and
2004), although this observation should be qualified by the fact that the region has always been
sparsely populated, and tsunami may well have gone unobserved, particularly if masked by the
huge tides of the region. Tsunami emanating from these events would have been significantly
smaller than the daily rise and fall of tide in this region (perhaps of the order of 2m).
Tsunamis in the deep ocean have length scales of several hundred kilometres, and are likely to
pass round the 'relatively' small (much less than one wavelength) diameter shoal, without
significant response to the local topography.
Therefore, the potential effect of a deep-water tsunami (in 250 meters’ water) on the relative
motion of two vessels connected by a mooring line is considered to be low. However, there have
been incidences of collision between two vessels moored side by side during the passage of a
tsunami in relatively deep water, so the frequency of occurrence of tsunami and their potential
impact on relative motions should be assessed during the next phase of the project.
6.4 Solitons
Solitary non-linear internal waves, which are waves propagating within the water column due to
the interaction of strong tidal forcing, bathymetry and density differences between the surface
and subsurface layers of the water column, are common in the Prelude location. Current speeds
in excess of 2m/s (4 knots) near-surface may be sustained for 10-15 minutes during these events.
Solitons are associated with the internal tide and as such may occur at tidal periods of ~12 hour
intervals.
Solitons have been observed at the Prelude location throughout the year, but are more prevalent
during the late summer, when stratification is most intense. There is a high degree of variability,
however, depending on the state of the tide (spring-neap cycle) and the intensity of density
stratification
7.1 Communications
The following communication channels shall be used:
The parameters affecting personnel transfer, mooring, unmooring and transfer of equipment
include:
• Wind / current strength & direction,
• Sea / swell height & direction, and
• Visibility / light conditions (Daylight mooring / departure only).
The limiting factors for safe sustained offtake operations are generally:
sustained operations throughout the offtake period, along with guidance on heading and thruster
selection.
Prelude’s stern thrusters may be utilised as required to enable optimum heading control
throughout the cargo operations.
Prelude will determine whether its status is open, restricted or closed and will inform the tanker of
any changes in status:
OPEN: A tanker is allowed to moor between sunrise and sunset.
RESTRICTED: A tanker shall not be allowed to moor. A tanker already at the moor may continue
offtake operation subject to TTL advice.
CLOSED: A tanker shall not be allowed to moor. A tanker already moored shall be required to
depart if it is safe to do so.
If the weather forecast indicates the limiting environmental conditions will be exceeded, during
the course of mooring, mooring, cargo operations or other situation when a tanker is at Prelude,
those operations must cease prior to the stated limiting condition being reached. The limiting
environmental conditions are described in the following tables.
Notwithstanding the statutory right of the Master, the decision for a tanker to sail from Prelude
(due to adverse weather conditions) will be made by the OIM, after consultation with the Terminal
Team Leader and the tanker Master.
The tanker Master, however, remains solely responsible for the safety, condition, operation and
proper navigation of their vessel. As such, the OIM shall collaborate closely with the TTL and
tanker Master when making adverse weather decisions which have an operational impact.
The following mooring environmental limitations are in place, based on wind or waves coming
from right ahead, +/- 20°. The TTL will advise the tanker Master, prior to mooring, of the
limitations in force at the time, given the prevailing wind and swell may be from different
directions.
Table 7.4: Environmental Limits for Mooring
≥ 25 ≥ 30 Unmoor tanker
Table 7.6: Adverse weather conditions for offtake
When approaching Prelude, vessels should so far as possible avoid passing through the ICHTHYS
field. See Appendix Q.
A wave buoy is established in position: Latitude (WGS84): 13° 49' 1.028" S Longitude
(WGS84): 123° 16' 49.289" E. There is a 500m exclusion zone around this wave buoy.
The TTL will contact the tanker on VHF channel 68 prior to departing Prelude. The TTL will advise
the tanker when to commence its approach to the Pilot Boarding Ground.
Under no circumstances should the vessel enter the 1500m safety zone without the express
permission from the TTL and only then when the Infield Support Vessels (ISVs) are in attendance.
In addition, the NOR may be handed to the TTL after the TTL has boarded the tanker, in which
case, the TTL will countersign for receipt on behalf of the Prelude Operator.
NOR is effective:
(a) for a condensate ship giving its NOR at its Required Arrival Time, NOR is effective at that
Required Arrival Time;
(b) for a condensate ship giving its NOR after its Required Arrival Time, NOR is effective
when the TTL boards, following the Prelude Operator’s notice to the tanker that Prelude is
ready to receive the TANKER for loading; or
(c) for a condensate ship giving its NOR before its Required Arrival Time, the earlier of
either:
i. the Required Arrival Time, or
ii. when the TTL boards, following the Prelude Operator’s notice to the tanker that
Prelude is ready to receive the condensate for loading.
8.2 Pilotage
Pilotage is compulsory for all vessels arriving and departing at Prelude.
All vessels shall stay at least 6 nautical miles from the Prelude until such time they are requested to
proceed to the Pilot Boarding Ground.
Should the tanker Master require the TTL or LTT to wear any additional PPE whilst on-board the
tanker, this should be supplied by the tanker.
Document No: OPS_GEN_004647 UNRESTRCITED Page 29 of 82
“Copy No 01” is always electronic: all printed copies of “Copy No 01” are to be considered uncontrolled.
Shell Australia 3.0
Prelude FLNG Terminal Information Book - Condensate 19/12/2017
The ISV towing gear is fitted with a 20m Coated Dyneema braided cover pennant with an eye
length of 1.8m. A ship heaving line is required to facilitate transfer of the tow line.
8.6 Helicopters
Prelude will not carry out helicopter operations during the tanker’s approach or mooring /
unmooring operations. Helicopter operations may take place during the loading of a tanker.
When Prelude helicopter operations are planned during the loading operation, the TTL will advise
the tanker’s staff at the pre-cargo Ship / FLNG Safety Meeting.
• ISGOTT,
• Recommendations for Equipment Employed in the Bow Mooring of Conventional Tankers
at Single Point Moorings,
• Tandem Mooring & Offloading Guidelines for Conventional Tankers at F(P)SO Facilities,
• Mooring Equipment Guidelines.
Tandem Mooring Arrangement
The Prelude is fitted with a single 90 metre, 168mm double braided (MBL 771t) hawser fitted at
each end with a 7.1m 76mm diameter stud link chafe chain (SWL 200t- FLNG Side) and a 7.8m
of 76mm diameter stud link chafe chain (SWL 200t) that secures it to the tankers bow mounted
chain stopper.
See Appendix C for hawser drawing.
The condensate tanker end of the chafe chain is supported in the water by a support buoy with
sufficient floatation to bear the weight of the mooring hawser thimble end and chafe chain. The
buoy will remain outside of the tanker fairlead when the mooring hawser is connected. A
floating Hawser pick-up rope is attached to the free end of the chafe chain by a D Shackle
connected chafe chain. The 32mm x 50m polypropylene messenger (MBL 20.4t) and 88mm x
220m polypropylene (MBL 136.6t) pick-up rope provides a means of handling the mooring when
transferring it to the offtake tanker.
All fittings on the Prelude for the mooring of the condensate tanker comply with OCIMF Tandem
Mooring & Offloading Guidelines. This document also addresses the mooring and mooring of
tankers to FPSOs and the mooring operations to the Prelude FLNG facility will be in accordance
with these guidelines.
All offtake tankers are to be in full compliance with OCIMF Tandem Mooring & Offloading
Guidelines for conventional tankers at F(P)SO Facilities.
• Real time indication of hawser loads to provide the operator with information to confirm
the SWL of the mooring system is not exceeded and operations are conducted within the
pre-defined operational limits.
• A record of the hawser load history to assist in determining useful service life according to
the specific parameters of the Prelude FLNG facility.
8.8 Mooring
Vessels operating within Prelude’s 1500m safety zone shall navigate at a safe speed
commensurate with the activities being undertaken and as defined by The International
Regulations for Preventing Collisions at Sea 1972 (COLREGs).
The final approach by the tanker shall be at a speed with which the vessel’s heading can be
controlled by a combination of ISV assist and main engines and rudder control.
The TTL will discuss all aspects of the mooring operations with the ISV and tanker Master prior to
commencing the approach. The LTT is positioned at the tankers bow and co-ordinates the
mooring operations on the bow under instruction from the TTL.
8.9 Mooring
The LTT shall advise the TTL when the chafe chain is fast in the stopper and the pin has been
secured. The chain shall be secured in the stopper on the third or fourth link. Wedges should be
used between the stopper tongue and bar, if necessary, to keep pressure on the tongue. After
confirmation that the chain is fast in the stopper the TTL shall use the ISV engines to stretch the
mooring hawser and to maintain the distance from the FLNG. The TTL shall monitor the mooring
aid when tension is taken on the mooring hawser. At this stage the offtake tanker is considered
secured.
Vessels mooring equipment and arrangements must be as per the latest edition of OCIMF’s
Tandem Mooring & Offloading Guidelines for conventional tankers at F(P)SO Facilities.
Masters of vessels are responsible for ensuring that:
• Their vessels are safely secured in accordance with the preceding paragraphs.
• A strict watch is kept on their vessel’s position relative to the stern of Prelude.
The transferring of the floating hose is to be carried out once the Condensate tanker mooring is
completed.
During the approach, while mooring /securing to the moor and during the offtake operation, the
vessel’s anchors MUST be secured by the chain stoppers and lashing wires to prevent accidental
release with subsequent damage to the subsea pipelines and equipment.
Line handling during mooring/unmooring shall be performed by the ship’s staff under instructions
of the TTL/LTT.
Note: Where possible, the mooring line should lead through a “Panama chock” on the center line
of the bow, rather than through a single port or starboard bow fairlead as this produces fewer
tendencies to yaw.
Power should be available at the winches (mooring deck equipment) on the forecastle and to the
crane at the ship’s manifold to ensure they are ready to lift the ancillary mooring and hose
handling equipment. Manifold should be prepared for cargo operations.
Ship’s staff will prepare the forecastle head for the mooring operation at the instruction of the LTT
• Lever blocks
• Chain blocks
• Spare soft webbing slings
• Spare spanners
• Spare wire strops
• Spare bolts
Communications
9.1 Language
All communications, both verbal and written, shall be in the English language.
The various forms, information and procedures laid out in the document formalise the conduct
and procedures governing tanker & Prelude operations at FLNG which are to be mutually agreed
before operations commence.
The agreements reached in the document remain in force throughout the time a ship remains
moored Prelude. Any changes made to these agreements during the course of the cargo
operation must be agreed in writing.
All items contained in the Ship/FLNG Safety Check List must remain constantly under review.
However, the ship and Prelude are required to jointly recheck those items requiring formal
recheck at intervals not exceeding 4 hours.
In the event that communication is lost between the tanker and Prelude, cargo operations shall be
suspended until communications can be restored.
The TTL, LTT and Inspector will remain on board the tanker during the time moored. The TTL will
liaise between the tanker and Prelude.
Operations Moored
The TTL may witness all cargo system gas tests taken to confirm these requirements are met.
10.7 Venting
Venting of cargo tanks during the loading operation is permitted while moored at the Prelude.
Venting systems are to be operated as per their design to ensure the dilution of vapours in the
atmosphere clear of the tankers deck. The following considerations should be taken into account
when venting to prevent the build-up of vapours on deck: Loading rate, wind direction and
strength, condensate properties and venting system being used.
10.8.1 Ramping Up
Starting the first Prelude cargo transfer pump and increasing the loading rate up to maximum
flow rate / back pressure shall be at the request of tanker.
The initial transfer rate will be 200m3/h until it is confirmed Condensate is flowing at the tankers
manifold and into cargo tanks. The tanker shall request “Prelude Terminal” to increase the
transfer rate by 500m3/hr increments when they are comfortable with the current rate, but in any
event at intervals of not less than five (5) minutes until bulk loading rate is achieved.
The tanker shall advise Prelude Terminal one (1) hour prior to commencement of ramping down
from full rate. When topping off, the loading rate will be decreased in 500m3/hr increments
approximately every ten (10) minutes to give a ramp down time of 1 hour approximately, or as
directed by the tanker, in order to meet the agreed load quantity.
• Certificate of Quality,
• Certificate of Quantity,
• Certificate of Origin,
• Cargo Manifest,
The provisional cargo manifest quantity will be relayed to the TTL by radio from the Prelude panel
Operator. In the event of a dispute, the Vessel will be requested to recheck the measurement and
calculations of the quantity, but the TTL will not witness such measurement and calculations. After
both Vessel and Prelude figures have been verified, should an appreciable difference still exist,
receipt of a Letter of Protest will be acknowledged by the TTL.
Letters of Protest, if any, should be handed to the TTL for onward delivery to the Prelude
Operator. The TTL will acknowledge receipt of the Letter of Protest only, and is not authorised to
approve such letters or otherwise.
Prior to the disembarkation of the TTL, the Vessel Master shall sight and verify the times and
details contained in the documentation, sign the log in the space provided and affix the Vessel's
official stamp thereto.
If the Master should so require, the TTL will sight, verify and sign, for receipt only, the Vessel's
Record of Operations prior to his disembarkation.
If under exceptional circumstances, EDP is not enacted at the choice of the Vessel operator, then
all documents will be issued Offshore, while the vessel waits at a safe distance away from the
berth, so as not to interfere with subsequent Vessel loading operations.
Services
The following services are not available at Prelude:
Additionally, tankers moored at Prelude shall not have craft / service vessels alongside them
whilst interacting in anyway with Prelude. Double banking shall not be undertaken at any given
time.
12.5 Repairs
While alongside Prelude, any repair or maintenance work (either hot or cold) to machinery and
equipment shall be limited to those items which do not impair or require the following:
• The fire detection, gas detection, lifesaving appliances or firefighting capability of the
vessel.
• The safe and efficient handling of cargo.
• The manoeuvrability or propulsive power of the vessel.
• The safe operation of the mooring system.
• The safe operation of electrical equipment located in gas dangerous zones.
12.6 Smoking
Smoking is prohibited on vessels berthed alongside, except in the specifically designated
‘smoking areas’ on board within the accommodation.
A maximum of two (2) approved smoking areas will be permitted; these rooms shall be identified
by Prelude Safety Notices, and in agreement with the vessel Master.
One of the recreation / TV lounges shall be designated as a non-smoking room. This is to prevent
the negative health consequences of passive smoking to Prelude employees and contractors.
Common work areas such as CCR, bridge or ship’s office are not deemed suitable “approved
smoking areas” whilst moored at Prelude.
The Master shall ensure that meetings held on board with Terminal staff are conducted in a
smoke free atmosphere.
• Under conditions approved by the OIM / TTL for the particular reason and purpose.
• In the designated places at the times that smoking is permitted.
Radars on tankers shall be either switched off or placed in standby mode whilst moored.
Transmission whilst loading hose is connected is prohibited.
Tanker satellite telecommunications systems are allowed for use when moored subject to the TTL
permission/approval.
12.10 Incinerators
The running of or use of ships incinerators for disposal of garbage or sludge is STRICTLY
PROHIBITED with within the 1500m safety zone and whilst moored at the Prelude.
Responsibility for the safe conduct of operations and compliance with local, national and
international laws / rules and regulations whilst your ship is at this terminal rests jointly with you,
as Master of the ship, and with the responsible Terminal Representative. We wish, therefore,
before operations start, to seek your full co-operation and understanding on the safety
requirements set out in the Ship/FLNG Safety Check-List, which are based on safe practices that
are widely accepted by the oil and tanker industries.
We expect you, and all under your command, to adhere strictly to these requirements throughout
your ship's stay moored this terminal and we, for our part, will ensure that our personnel do
likewise, and co-operate fully with you in the mutual interest of safe and efficient operations.
Before the start of operations, and from time to time thereafter, for our mutual safety, a member
of the terminal staff, where appropriate together with a Responsible Officer, will make a routine
inspection of your ship to ensure that elements addressed within the scope of the Ship/FLNG
Safety Check-List are being managed in an acceptable manner. Where corrective action is
needed, we will not agree to operations commencing or, should they have been started, we will
require them to be stopped.
Similarly, if you consider that safety is being endangered by any action on the part of our staff or
by any equipment under our control, you should demand immediate cessation of operations, and
bring this immediately to the notice of the TTL or his deputy the Lead Terminal Technician (LTT).
We reserve the right in the event of continued or flagrant disregard of the safety requirements by
any of your officers or crew to stop all operations and to order your ship off the moor for
appropriate action to be taken by the Charterer and/or Owners concerned.
Please acknowledge receipt of this letter by countersigning and returning the attached copy.
Signed: Signed:
It is a requirement that “Pilot Boarding” Arrangements for TTL’s, LTT’s and other personnel who may
board a vessel are to be in accordance with the international regulations. IMO Resolution
A1045(27) and SOLAS Chapter V/23 regarding pilot transfer arrangements.
The boarding arrangement shall be rigged on the lee side of the vessel as directed by the TTL.
The attention of Masters is also drawn to AMSA Marine Notice19/2015. The ladder should be
clean, properly fitted with spreaders, well clear of all discharges and outlets, and all outboard
fittings which might foul the pilot launch. Masters shall ensure that pilot ladder certification is
available to be sighted by the TTL on request.
If any vessel is unable to meet these requirements early advice must be given so as an appropriate
risk assessment can be made to allow a pilot to board the vessel safely.
As a workplace health and safety issue, Prelude reserves the right to delay vessel embarkation of a
Marine Pilot until these procedures are fulfilled. Further, all instances of non-compliance will be
reported to the Australian Maritime Safety Authority as a Port State Control matter.
Some examples of what is not acceptable:
• Shackles and knots on ladder.
• Steps not equally spaced.
• Steps not horizontal and no chocks securing rungs.
• Spreaders must not be lashed between steps.
• Side ropes must not be unequally spaced.
• Steps must not be painted, be dirty or slippery.
• No loops or tripping lines attached to ladder.
Figure 12: Pilot ladder requirements for freeboard exceeding 9.0 metres
(SOLAS Chapter V 23)
1 or 2 Magnets for the pilot ladder. (Magnets can be tripped from deck as shown)
Manropes tucked in 1.5 metres above platform.
1 Magnet for the Accommodation Ladder Trap Door- manropes to extend to height
of handrails
NEVER attach ladder to gangway.
Declaration of Security
This Declaration of Security is valid from ……….………… until ……….………… for the
following activities: (list the activities with relevant details)
..................................................................................................................................
..................................................................................................................................
The port facility and ship agree to the following security measures and responsibilities to ensure
compliance with the requirements of Part A of the International Code for the Security of Ships and
of Port Facilities.
The affixing of the initials of the SSO or
OFSO under these columns indicates that
the activity will be done, in accordance
with relevant approved plan, by
Activity Prelude: The ship:
The signatories to this agreement certify that security measures and arrangements for both
Prelude and the ship during the specified activities meet the provisions of chapter XI-2 and Part A
of Code that will be implemented in accordance with the provisions already stipulated in their
approved plan or the specific arrangements agreed to and set out in the attached appendix.
Contact Details
(to be completed as appropriate)
(indicate telephone numbers, radio channels or
frequencies to be used)
for Prelude: for the ship:
Company
Company Security Officer
Prelude shall not handle messages relating to quarantine, customs or other administrative matters.
These must be dealt with by the ship’s agent or other party appointed by the ship operator.
2. Delays to ETA
If the Master is of the opinion the tanker will not arrive at the agreed ETA, the above parties shall
be notified as soon as possible in order to effectively manage Prelude’s production and storage
availability.
Any change in ETA in excess of one hour, within the final 24 hours, must be advised
immediately.
3. Format of Messages
The format of the below notices, including subject line, shall be followed. This will assist with the
filing and recovery of the tanker’s messages.
Five-day Notice – to be sent one hundred and twenty (120) hours prior to the estimated date and
time of arrival (“ETA”) which Notices will state the ETA of the condensate vessel at the FLNG
Facility.
HH: Comments: (Details of any operational deficiencies that may affect loading operations at
Prelude should be entered here).
JJ: Verify the following systems have been tested / inspected and fully operational:
1. All navigation Equipment: Y / N
2. All mooring equipment, incl. mooring lines, messengers: Y / N
3. Main Engine: Y / N
4. Cargo containment, measurement and control system, including Hi / Low level and
pressure alarms: Y / N
5. Gas and fire detection systems: Y / N
6. ESD system: Y / N
7. All Remotely operated valves: Y / N
8. Cargo valves and confirmed not passing: Y / N
9. Starboard manifold crane operational with competent operator available Y / N
(If all of the above systems are operational, state “All systems and equipment operational” in
this section)
3.6. Condensate Tanker 24 Hour Notice
24 Hour Notice - to be sent twenty-four (24) hours prior to the ETA set out in the Two Day Notice,
confirming or amending the ETA stated in the Two Day Notice. A corrected ETA shall be given
promptly to the prelude operator if this ETA changes by more than four (4) hours.
If the ship is fitted, or is required to be fitted, with an inert gas system (IGS), the following points
should be physically checked:
Unmoor at:
If the ship is fitted, or is required to be fitted, with and inert gas system (IGS) the following statements
should be addressed:
Declaration
We the undersigned, have checked the above items in Parts A and B, in accordance with the instructions,
and have satisfied ourselves that the entries we have made are correct to the best of our knowledge.
We have also made arrangements to carry out repetitive checks as necessary and agreed that those
items with the code ’R’ in the Check-List should be re-checked at intervals not exceeding ________. hours
(not to exceed 6 hours)
If to our knowledge, the status of any item changes, we will immediately inform the other party.
Repetitive Checks
Vessel name__________________________ Date ____________________
We have conducted a routine inspection and can confirm the repeat questions in the checklist
continue to be answered in the affirmative.
EXCESSIVE MOVEMENT OF THE HOSE WHILE BEING LIFTED PRESENTS DANGER TO PERSONNEL WITHIN THE VICCINITY.
ATTACH the 4 M stinger to the crane hook. Depending on the position of the hose lifting chain, there may be a need to attach
2. the short (2M) + long (4M) stinger.
ATTACH a tag line to the crane hook to control the swing and lower the NOTE: Ensure that the tag line is of sufficient length so that the end is kept on
stinger to the ISV the tanker throughout the hose transfer operation. If the length is in doubt,
4. lower the stinger hook to the water line prior to the ISV towing the hose to effect
transfer.
5. The ISV crew ATTACH the stinger to the hose lifting chain master link
HOIST the hose slowly until the hose lifting chain oblong is at the Once the crane has the weight of the hose, the ISV can veer away and
6.
tanker manifold rail. await further instructions from the TTL
CONNECT the snubbing chain to the hose lifting chain oblong.
7.
8. TRANSFER the hose weight onto the snubbing chain to hang off the
hose.
9. Remove the 4M stinger and replace with 2M stinger.
TRANSFER the stinger hook to the second oblong of the hose lifting NOTE: Steps 7 - 10 are only required if there is a requirement to change to
10. chain. the short 2M stinger.
11. LIFT the hose until it is possible to disconnect the snubbing chain hook.
CONTINUE to hoist the hose slowly above deck level until the desired
12. length for the manifold connection is achieved and the snubbing chain
can be passed through a fairlead.
REMOVE twists (if any) from the snubbing chain. Then secure the
13.
snubbing chain to a suitable deck fitting (crucifix bollards.
LOWER the hose slowly to transfer the weight onto the snubbing Lash the hose to the tanker rail using belly bands, this will assist in keeping
14. chain the hose inboard as it is lowered onto the drip tray
15.
ENSURE that the hose length is correct as it passes the manifold. NOTE: The snubbing chain length will need to be adjusted so that the hose
presentation flange will lower into a position inboard of the tanker manifold
flange. This will ensure the full weight of the hose will be supported by the
snubbing chain, and that the hose lies in a smooth curve, slightly clear of the
16. tanker rail.
If the length is not correct, take the weight again and adjust the length
of the snubbing chain.
17. RESTRAIN hose movement in fore and aft direction at deck level. Use the 150mm belly bands and come-along for securing.
CONNECT two 20mm tag lines to the hose end flange and TAG LINES MUST BE TIED OFF FORE AND AFT TO PREVENT THE HOSE END
FROM SWINGING ACCIDENTALLY WHILE REMOVING THE BLANK FLANGE.
SECURE the hose end by attaching the tag lines to a fixed
structure at the manifold. ALL PERSONNEL MUST BE MADE AWARE OF THE POTENTIAL SWINGING ARC
OF THE HOSE.
18.
PERSONNEL SHOULD ONLY APPROACH THE HOSE END FROM THE FRONT.
ALWAYS ENSURE THAT AN ESCAPE PATH HAS BEEN IDENTIFIED IN CASE THE
HOSE SHOULD BREAK FREE OF THE TAG LINES.
19. CHECK the hose end butterfly valve spindle position to ensure that
it is fully closed and that the locking bolts are in place
CONNECT the 300mm belly bands to the neck of the hose around 1 M
20. from the end flange
REMOVE the flushing spool piece / blind Note: As the blind weighs approx. 90Kg caution the crew handling it
22. and if required may need to lower the blind flange to the drip tray
before removing the blind
ALIGN the hose end to manifold height. NOTE: At the time of hose connection, ensure that the cargo hose is
24. parallel to the vessel's deck and square to the ship's manifold.
25. EASE OUT the chain block to ease the hose onto the manifold face.
CONNECT hose to the tanker manifold. Tighten the Camlocks using the spanner, only use the copper
26. hammer provided, if required. Use the bolts in addition to the
camlocks.
ADJUST the belly bands to ensure that the weight of the hose will be
28.
distributed evenly.
ADVISE the TTL and Prelude CCR Hose connection time.
29.
1. RELEASE any hose securing gear at the tanker manifold, keep the belly
bands securing the hose in the Fore & Aft direction.
2. ATTACH the crane stinger to the hose lifting chain and take some
weight.
Undo the Camlocks and bolts and disconnect the hose flange from the Confirm manifold has been well drained, any remaining oil to be
tanker manifold. collected in a drum / manifold drip tray.
3.
4. LOWER the floating hose to the manifold grating. Use tag lines to prevent any fore and aft movement of the hose end.
People working on the hose to stay in the front of the flange and not
on the sides.
5. INSPECT the butterfly valve seal for integrity. Report any deficiencies to Prelude CCR and record
7. REFIT the hose end flushing spool piece / flange and tighten the Floating hose must not be lowered into the water if there is any reason
Camlocks and all bolts. to doubt the integrity of the butterfly valve and the blank seal.
11. LOWER the floating hose end to the tanker manifold rail.
12. ATTACH the snubbing chain to the hose end lifting chain.
13. Lower the hose to TRANSFER the hose weight to the snubbing chain.
15. REPLACE the lifting stinger with the suitcase lifting hook. WARNING: THE SUITCASE HOOK IS ONLY TO BE USED ONCE
THE FLOATING HOSE HAS BEEN POSITIONED OVER THE SIDE OF
THE VESSEL.
16. INFORM the TTL that the floating hose is ready for releasing into the
water
17. LOWER the floating hose until approximately 1 meter above the
waterline.
18. Take weight on the suitcase hook tripping line till the lifting chain slips
off the suitcase hook.
19. INFORM the TTL and Prelude CCR that the floating hose has been
released and that Prelude can now retrieve the hose.
Conditions: • This procedure covers the mooring and un-mooring operations conducted on the Condensate tanker.
• The steps mentioned below start from after boarding the tanker and completing initial meeting with the Master / Chief Officer – as required.
• Prior to commencing the operations, carry out a toolbox talk with the tanker crew to cover the steps of the operation and the hazards.
• The tanker’s crew, under the control of an Officer, are required to undertake the mooring and un-mooring. The TTL / LTT, as Terminal
Representatives, are responsible for providing overall direction and ensuring that the operation is undertaken safely. The Terminal Representative
has the authority to suspend operations if, in their opinion, the operation being undertaken is hazardous.
• During the operation, significant times must be recorded for documentation purposes.
• Any deficiencies are to be reported to the TTL and captured in the Offtake report.
MOORING OPERATIONS
3. MOUSE the crane hook if it is not a safety type. (This needs to be checked as part of tanker vetting.)
Step
Action Step Notes Initial
4. LIFT up the Condensate Tool Basket and place at the Stbd. manifold
Report any deficiencies to Prelude CCR and record it in the Offtake report .
Bow mooring arrangement should have been checked as part of tanker vetting.
7. • INSPECT that the tanker’s mooring arrangement is
satisfactory;
• The bow fairlead and winch storage drum are
positioned to safely handle the pick-up rope and
provide a direct lead through the bow fairlead and
bow chain stopper to storage drum
• Both Anchors are fully home and secured;
• visual condition of the winches and bow stopper
• heaving lines and messenger ropes are available
and in good condition
• one winch drum on either side has been cleared,
ready to lift the Prelude Pick up rope. The winch
drums are split type.
Step
Action Step Notes Initial
8. Set up a messenger rope, length around 70M, via the Bow Centre This set up is required so messenger does not foul on the anchor and the
fairlead and over to the Port Shoulder, clear of the Port anchor. length is to ensure the winch drum is adequate to hold the messenger +
prelude pick up rope.
9. Once the tanker is around 350 M off Prelude, the ISV comes under the
port shoulder, lower the tanker’s messenger rope to the ISV crew.
When releasing the messengers at the Port shoulder, ensure it does not foul
10. The ISV crew will join the Prelude messenger to the tanker messenger
and move clear. with the Port anchor.
Transfer the Pick-up rope onto the Split drum as the Chafe chain
14.
comes clear of the water.
15.
Step
Action Step Notes Initial
15. Inform the TTL as the Chafe chain comes through the Panama lead
Record this as All fast time. The bow stopper must be secured with a locking pin
16. Once 3 links of the Chafe chain come through the Bow stopper,
secure the chain and inform TTL and Prelude or other mechanism.
17. Continue to Monitor hawser status and distance off Prelude and report
to TTL
Any discrepancies during the mooring operation to be noted for the Offtake
18. Once mooring operations are completed, one Stand by person from the
tanker crew is to remain stationed on the Bow To report hawser and report.
hose status, heading alignment with Prelude and general anti-pollution
watch.
The LTT and mooring crew may only leave the forecastle to commence the hose
19. LTT and tanker crew now proceed to the Stbd. manifold for Hose
connection connection after -
20 After Hose connection, the tanker crew to return to the foscle to set up
for Un-mooring – Messenger and Pick up rope to be re-stowed on the
winch drum to ensure no turns are embedded in the layers.
Un-MOORING OPERATIONS
2. The TTL from the bridge will give instructions when to commence un-mooring.
Once the weight comes off the Chafe chain, heave up on the Pick-up rope
and dis-engage the Bow Stopper
4. Lower the Pickup and messenger rope, ensuring the speed matches the
heaving on Prelude, avoid a big pile up in the water, to prevent fouling.
5. Inform TTL and Prelude once everything is gone and clear Recover any Prelude gear from the forecastle and place in
Condensate tool basket.
6. Proceed to Stbd. manifold to secure all hose gear into Condensate Tool
basket