SDT PR 07 - Version 7

NLNG PORT INFORMATION AND MARINE
TERMINAL REGULATIONS.
Doc No: SDT PR07
Date: 24/02/12
Revision No: 7
Page 1 of 83
Print Date 13/03/12 18:06 Hardcopy only valid on Print Date
Pu rp ose an d Sc ope
The purpose of this document is to provide vessels calling at Bonny LNG Terminal with Port and
Terminal Information and Regulations.
Revision Record
Document Life Cycle
Issue No. Section
1
First issue
2
Document title remains the same but
superseded the withdrawn PO-P07
3
Revision
4
Revision
5
Organisational Restructuring , 3.6, 3.9,
4.4, 4.7
6
Revision of Terminal Conditions of Use,
requirement for fire wires, water depth,
display of COLREG signals, use of
mobile phones, Tug escort arrangement
and general review
7
Revision of approved maximum
displacement and departure drafts, tides
& currents, vessel waiting areas, tug
requirements, confirmation of loading
rates, limiting weather conditions,
reference to Ship/Shore Checklist
(removal of terminal Questionnaire,
winch brake testing, reference to
Benzene and inclusion of the MSDS,
Channel Schematic.
8
Night time transits, Safe Waiting Area,
Drugs and Narcotic Search, Acceptance
Criteria, Other Services, SIRE
Inspections, Access through the
Terminal, Inert Gas, H2S, Condensate
vessel berthing, LPG vessel berthing.
3 Years
Page No.
Approved by
POM
CMS/4
Date
25/08/99
09/06/03
CMS/4
CMS/4
SDT
17/11/04
24/6/08
12/3/09
SDT
1/11/10
13, 14, 15,

16, 19, 21,
22, 24, 25,
26, 27, 28,
31, 32, 57,
60, 61,78,
79
SDT
13/10/11
27,28,29,31
32,37,38,41
55, 57, 58,
60.
SDT, SDA,
PFSO, POP
24/02/12
All
All
17,19,20,
24,27
27,12,13,16
,35,21
The latest revisions to this document are highlighted with the appropriate text sections.
Custodian
SDT/1
Distribution
Signature
Date
Approval
SDT
Signature
Date
Authorisation
SDA
Signature
Date
Doc No: SDT PR07
Date: 24/02/12
Revision No: 7
Page 2 of 83
TA BLE OF CON TENTS
SECTION A
1
1.1
1.2
1.3
2
3
3.1
3.2
3.3
3.4
3.5
3.6
3.7
3.8
3.9
3.10
3.10.1
4
4.1
4.1.1
4.1.2
4.2
4.2.1
4.3
4.3.1
4.4
4.4.1
4.4.2
4.4.3
4.4.4
4.5
4.6
4.7
4.7.1
4.7.2
4.7.3
4.8
4.9
4.10
4.11
5
5.1
5.2
5.3
5.4
Table of Contents
Letter to Master
Terminal Emergency Signal
General Port Information & Terminal Regulations
Introduction
Definitions
Statutes and Regulations
Responsibilities
Emergency
General Port Information
Background
Charts and Nautical Publications
Water Depths and Navigable Channels
Prevailing Winds and Weather
Tides and Currents
Environmental Monitoring
Vessel Traffic Services and Passage Planning
Anchorages
VHF Radio Communications
Pilotage
Pilot Boarding Arrangements
General Terminal Information
General Description of the Facilities
Jetty 1
Jetty 2
Tugs
Tug Requirements for Berthing / Unberthing
Tugs on Station / Escort Tugs
Mooring
Communications
Communications Prior to Arrival
Communications During Berthing and Unberthing Operations
Communications During Jetty Operations
Ship / Shore Communications Terminology
Berthing Arrangements (Speed of Approach)
Mooring Load Monitoring
Environmental Limitations
Winds and Currents
Terminal Criteria for Weather Limits
Sea Conditions
Other Limitations
Exclusion Zone
Night Time Transits
Safe Waiting Area
Terminal Regulations
Acceptance Conditions
Application of Regulations
Clearance by PFSO and Government Boarding Officials
Drugs and Narcotics Searches
Doc No: SDT PR07
Date: 24/02/12
Revision No: 7
Page 3 of 83
3
7
9
10
10
10
11
11
12
13
13
13
13
14
15
15
15
16
17
17
18
19
19
19
20
20
20
21
22
22
22
23
23
24
25
25
25
26
27
27
28
28
28
29
29
32
32
32
5.5
5.5.1
5.5.2
5.6
5.7
5.8
5.9
5.10
5.10.1
5.10.2
5.11
5.12
5.12.1
5.12.2
5.12.3
5.12.4
5.12.5
5.12.6
5.13
5.14
5.15
5.15.1
5.15.2
5.15.3
5.16
5.16.1
5.16.2
5.16.3
5.16.4
5.17
5.18
5.18.1
5.18.2
5.18.3
5.18.4
5.18.5
5.19
5.20
5.21
5.22
5.23
5.24
5.25
5.26
5.27
5.28
5.29
5.30
5.31
5.32
5.33
5.34
Ship / Shore Safety

Safety Notices
Personal Protective Equipment
State of Readiness and Engine Immobolisation
Moorings
Emergency Towing Wires
Pollution Prevention
Services
Garbage
Bunkering
SIRE Inspections
Access Arrangements
Ship Access Arrangements
Access through the Terminal
Medical Evacuation
Crew Access to the Shore
Mobile Phones
Visitors Access to the Ship
Crew Lists
Tanker Particulars
Pre-Arrival Information
On Departure Discharge Port
Arrival Notices
Any Changes in Tanker Arrival
Pre-Transfer Operations
Fitting of Gangway
Pre-Transfer Meetings
Ship / Shore Communications
Tanker Emergency Shutdown Systems
Operational Procedures
Preparations Prior to Departure
Disconnection of Loading Arms
Final Measurement of Cargo
Documentation
Removal of Gangway
Main Engine Preparation
Repairs and Service Engineers
Handling of Spare Gear and Ships Stores
Movement of Tugs and Other Craft
Ships Radio, Satellite Communication and Radar Equipment
Portable R/T Sets, Hand Lamps and Electrical Equipment
Smoking
Galley Stoves and Cooking Equipment
Boiler Fires (Steam Ships)
Pressure Surge Precautions
Prevention of Sparking and Excessive Funnel Smoking
Scuppers and Drip Trays
Blanking of Unused Connections / Cargo Tank Openings
Sea and Overboard Valves
Bunker Tank Openings
Sighting and Ullage Ports
Sources of Ignition
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Date: 24/02/12
Revision No: 7
Page 4 of 83
33
34
34
34
35
36
36
37
37
37
37
37
37
37
37
38
38
38
38
39
40
40
40
41
41
41
41
43
43
44
46
46
46
46
46
46
47
48
48
49
49
49
49
49
49
50
50
50
51
51
51
51
5.35
5.36
5.37
5.38
SECTION B
6
7
7.1
7.1.1
7.1.2
7.2
7.3
7.4
7.5
7.6
7.7
7.7.1
7.8
SECTION C
8
9
9.1
9.1.1
9.1.2
9.2
9.3
9.4
9.5
9.6
9.7
9.8
9.9
SECTION D
10
11
11.1
11.1.1
11.1.2
11.3
11.4
11.5
11.6
11.7
Tank Cleaning / Gas freeing

Use of Naked Lights
Ventilators / Air Conditioning Units
Accommodation Doors and Portholes
LNG Loading Information
Introduction to Section B
Configuration and Limits of Loading Arms
Configuration
Limits of Loading Arms
Connection of Loading Arms
Chicksan Couplers and Flange Requirements
Terminal Loading Rates
Water Spray System
Measurement of Cargo Heel
Emergency Shutdown (ESD) System
Routine Tests
LNG Gas Venting
Condensate Loading Information
Introduction to Section C
Configuration and Limits of Loading Arms
Configuration
Loading Arm Limits
Cargo Measurement
Condensate Tanker Inert Gas Requirements
Closed Loading
Static Accumulator Cargo Handling Requirements
Benzene and Other Aromatic Hydrocarbons
Hydrogen Sulphide (H2S)
LPG Loading Information
Introduction to Section D
Configuration of Limits of Loading Arms
Configuration
Limits of Loading Arms
LPG Loading
Vapour Return Requirements
LPG Gas Venting
Doc No: SDT PR07
Date: 24/02/12
Revision No: 7
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51
52
53
53
53
53
53
54
54
54
54
54
54
55
55
55
56
56
56
56
56
56
56
57
57
57
57
58
60
60
61
61
61
61
61
61
62
62
62
62
63
Page 5 of 83
Appendix 1
Appendix 2
Appendix 3
Appendix 4
Appendix 5
Appendix 6
Appendix 7
Appendix 8
Appendix 9
Appendix 10
Appendix 11
Appendix 12
Appendix 13
Appendix 14
Appendix 15
Appendix 16
Appendices
Bonny Channel Schematic
Plan View of LNG/Condensate Berth
Mooring Rope Strop Relative to the Eye
Mooring Arrangement LNG Vessel at Jetty 1
LPG Jetty Layout
Mooring Arrangement for LPG Vessel Jetty 2
LNG Loading Arm Working Envelope
LPG Arm Working Envelope
Condensate Arm Working Envelope
Spool Piece Drawings
Cantilever Length and First Restraining
UK Standard Conditions for Towage
Pyle National Ship / Shore Link Configuration
Summary of Environmental Limitations
Condensate MSDS
Nigeria LNG Bonny Terminal Ship Shore Confirmation Lists for LNG,
LPG & Condensate vessels
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Date: 24/02/12
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82
83
NIGERIA LNG LIMITED

LNG Plant Complex
Bonny Island
Rivers State
Nigeria
BONNY LNG TERMINAL
To the Master of:- m.v. / s.s.
Date: -
Dear Sir,
Responsibility for the safe conduct of operations on board your ship while at our terminal rests
with you as Master. Nevertheless, since our personnel, property and other shipping may also
suffer serious damage in the event of an accident involving your ship, we wish, before operations
start, to seek your full co-operation and understanding on the safety requirements set out in the
Ship/Shore Safety Checklist.
These safety requirements are based on safe practices widely accepted by the LNG and oil
tanker industries. We therefore expect you and your crew to adhere strictly to them throughout
your stay alongside this terminal. We, for our part, will ensure that our personnel do likewise and
co-operate fully with you in the mutual interest of a safe and efficient operation.
In order to assure ourselves of your compliance with these safety requirements, the Terminal
Representative together with a Responsible Ships Officer will, before the start of operation and
thereafter from time to time, carry out a routine inspection of cargo decks and accommodation
spaces.
If we observe any infringement on board your ship of any of these safety requirements, we shall
bring this immediately to the attention of vessel for corrective action. If such action is not taken in
a reasonable time, we shall adopt measures which we consider to be the most appropriate to
deal with the situation and we shall notify you accordingly.
If you observe any infringement of these requirements by terminal staff, whether on the jetty or on
board your ship, please bring this immediately to the notice of the Terminal Representative.
Should you feel that any immediate threat to the safety of your ship arises from any action on our
part, or from equipment under our control, you are fully entitled to demand an immediate
cessation of operations.
IN THE EVENT OF ANY FAILURE TO COMPLY FULLY WITH ANY OF THESE SAFETY
REQUIREMENTS OR THE TERMINAL REGULATIONS BY ANY SHIP, WE RESERVE THE
RIGHT TO STOP ALL OPERATIONS AND TO ORDER THE SHIP OFF THE BERTH FOR
APPROPRIATE ACTION TO BE TAKEN BY THE OWNERS OR CHARTERERS.
Doc No: SDT PR07
Date: 24/02/12
Revision No: 7
Page 7 of 83
Please acknowledge receipt of this letter and confirm you have a copy of the Port Information and
Marine Terminal Regulations and signify your undertaking to comply with their requirements by
countersigning and returning the copy of this letter.
Signed .
Signed
Doc No: SDT PR07
Date: 24/02/12
Revision No: 7
Page 8 of 83
TERMINAL EMERGENCY SIGNAL
THE TERMINAL EMERGENCY SIGNAL IS A SIREN OF ALTERNATING PITCH

FOR 60 SECONDS
ALL CLEAR
THE ALL CLEAR SIGNAL IS A SIREN OF CONSTANT PITCH FOR 30 SECONDS
SHIPBOARD EMERGENCY
(OR REPORTED FROM THE SHIP)
AT LEAST SIX BLASTS, EACH HAVING NOT LESS THAN TEN SECONDS
DURATION, ON THE SHIPS WHISTLE.
ACTIONS IN THE EVENT OF AN EMERGENCY
ASHORE
SOUND THE ALARM SIGNAL.

TERMINAL STAFF WILL COMMUNICATE WITH YOU VIA:1.
2.
3.
THE SHIP/SHORE VOICE LINK (TELEPHONE / HOTLINE FOR LNG

TANKERS ONLY)
THE UHF PORTABLE RADIO (SUPPLIED ON ARRIVAL)
THE JETTY SUPERVISOR OR JETTY OPERATOR
IN ANY EMERGENCY, TERMINAL STAFF WILL SHUT DOWN LOADING

OPERATIONS, MAY ACTIVATE FIXED WATER SPRAY SYSTEMS AND
IMPLEMENT THE TERMINAL PLAN AS APPROPRIATE TO THE INCIDENT.
ON SHIP
SOUND THE ALARM SIGNAL.
INFORM THE TERMINAL VIA THE SHIP/SHORE VOICE LINK (LNG SHIPS
ONLY) OR THE UHF RADIO SUPPLIED ON ARRIVAL, OR VIA THE JETTY
SUPERVISOR OR JETTY OPERATOR.
YOU MUST BE PREPARED TO: 1.
2.
3.
4.
Doc No: SDT PR07
CEASE ALL CARGO OPERATIONS

CLOSE ALL CARGO VALVES
DISCONNECT LOADING ARMS
MOVE THE SHIP (ENGINES TO IMMEDIATE READINESS)
Date: 24/02/12
Revision No: 7
Page 9 of 83
S E C T ION A
1.
G EN ER A L P OR T INFOR MAT I ON
AND TER MINAL R EGULATION S
INTR ODUCTION
This Document covers the activities associated with the safe transit, berthing and loading of LNG,
LPG and Condensate Tankers calling at the Nigeria LNG Limited Bonny Terminal facility, (The
Marine Terminal).
In addition to the observance of Company Procedures as printed herein, Masters should note that
the Bylaws and Directions for Navigation of the Nigeria Ports Authority (NPA) apply to the Bonny
River and its approaches; they should familiarize themselves with these Bylaws and must ensure
that both Bylaws and Company Procedures are brought to the attention of Officers and Crew and
their provisions strictly observed.
Information contained in these Procedures should be supplemented by instructions issued by
individual Companies, Regulatory Authorities and competent ship routing instruction.
In the event of any conflict between these Procedures on the one hand and any statutory
requirements or Regulations on the other, the latter shall prevail to the extent that these
Procedures are in conflict.
This Manual follows the format outlined in -The Ship/Shore Interface - Communications
Necessary for Matching Ship to Berth - Information Paper No. 5 published in 1997 by Society of
International Gas Tanker and Terminal Operators Limited (SIGTTO) to which reference should
also be made.
1.1
DEFINITIONS
The Company
Nigeria LNG Limited.
The Marine Terminal
LNG, LPG and Condensate Loading Facility.
Terminal Representative:
The Operations Manager, or his authorised representative.
Terminal CCR
Terminal Main Control Room.
Tanker CCR
The Tanker Cargo Control Room.
NLNG
Nigeria LNG Limited.
NPA
Nigeria Ports Authority
UKC
Under Keel Clearance
ESD System
Emergency Shut Down System
MLMS
Mooring Load Monitoring System
SSL
Ship to Shore Optical Link
MOS
Meteocean Oceanographic System
Doc No: SDT PR07
Date: 24/02/12
Revision No: 7
Page 10 of 83
Night Time Channel Transit :
1705hrs to 0559hrs arrivals and 1610hrs to 0530hrs departures
SBS
Ship Berthing System
BNS
Bonny Navigation Service - the Vessel Traffic Service

operated by NPA from the Pilot Station at Bonny Town.
1.2
STATUTES AND REGULATIONS
The Regulations, Guides and Statutes listed hereunder, as applicable and as amended from time
to time are to be observed by all tankers using the Terminal. Tankers are required to observe all
other statutory requirements and Codes of Practice applicable to the type of vessel.
1.
2.
3.
4.
5.
6.
1.3
NPA Regulations
Safety Guide for Terminals Handling Ships Carrying Liquefied Gases in Bulk
(OCIMF).
Liquefied Gas Handling Principles on Ships and in Terminals (SIGTTO)
Tanker Safety Guide (Liquefied Gases) - International Chamber of Shipping.
International Safety Guide for Oil Tankers and Terminals (ISGOTT)
Africa Pilot Book Vol. 1.
RESPONSIBILITIES
The Tankers Master is responsible for the safe and efficient operation of the Tanker. The
Master is responsible for ensuring that all the requirements of the NPA and the Marine Terminal
are met whilst the tanker is within the Bonny River.
In particular, it is the Masters responsibility to ensure that the Officers and Crew are properly and
correctly informed of their duties and that they understand how to fulfill them. It is incumbent on
the Master to ensure full co-operation with the Terminal Representative, or his appointed deputy,
so as to ensure safe and efficient operation.
The Master is to ensure that the vessel is sufficiently manned and ready to depart at all times.
Nigeria LNG is responsible for all marine activities at the Marine Terminal. This responsibility
includes operation of the tugs, the safe mooring and unmooring of tankers at the jetty,
maintenance of vessel security while alongside, and ensuring the integrity of the safety zone
around the jetty when a ship is at the berth.
The Terminal Representative is required to ensure that the good liaison and communication,
essential for a safe and efficient operation, are maintained between the Tankers staff and the
Terminal. He is to ensure that any concerns, comments or advice from the Master and Officers or
the Marine Terminal are followed through in an appropriate manner.
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Revision No: 7
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2.
E M ER G EN C Y
NPA enforces the various Statutory Regulations applicable to the Port through the office of
the Bonny Harbour Master. NPA licenses all Pilots for the Bonny River and operates the
Bonny Navigation Service. NPAs responsibility also includes dredging of the Bonny Bar
Channel, updating of hydrographic information and provision and maintenance of aids to
navigation.
EMERGENCY
In order to meet emergencies, ships must:
Retain sufficient suitable crew members on board at all times to man emergency services
and to move the ship if so directed by Terminal or Port Authority personnel.
Have adequate emergency fire pumps, ready for immediate use. Fire main to be pressurised
before berthing and for the duration of berth occupancy.
Ensure all nozzles for the water deluge system are complete and free from blockage.
2 fire hoses, fitted with jet/spray nozzles, uncoiled and connected to the fire main on the main
deck.
Portable fire extinguishers of the dry chemical or foam type (as appropriate for the cargo)
conveniently placed near the ship's manifold.
An international ship/shore connection available and clearly sign posted at an agreed

position on the ship's fire main for ready connection to the shore main.
Where a vessel is equipped with a fixed dry powder system, hoses should be run out and
control boxes open for access.
The ship's offshore lifeboat shall be rigged at embarkation level for use as an emergency
escape, except for those vessels on which embarkation level is the normal stowed position.
A Pilot Ladder or Accommodation Ladder shall be rigged or positioned on the outboard side
of the vessel ready for immediate lowering as a means of escape in the event of emergency.
In the event of an emergency, the Master must proceed as agreed in the "Pre-Transfer
Meeting" and as detailed on preface of this booklet.
Fire wires are not required where the vessel has a shoulder and quarter sunken shell bitts,
otherwise she is required to rig fire wires on the offshore side forward and aft. The fire wire
shall be tended to ensure that the eye remain at about 1.5m above water at all times.
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3.
3.1
G EN ER A L P OR T INFOR MA T I ON
BACKGROUND
The NLNG Plant and associated Marine Terminal are located on Bonny Island, on the Eastern
Bank of the Bonny River, approximately 40 km south of Port Harcourt in Rivers State, Nigeria.
Access to the Terminal, from the sea, is via the Bonny Bar Channel, which is some 10 (ten)
nautical miles long. Total distance from the Sea Buoy (Pilot Boarding Area) to the Terminal is
about 16 (sixteen) nautical miles. The terminal exports LNG, LPG and Condensate.
Numerous oilrigs, from which lights are exhibited and fog signals are sounded, are situated within
the 100-fathom line, between the entrances of Bonny River and Calabar River. The positions of
these oilrigs are subject to frequent change.
3.2
CHARTS AND NAUTICAL PUBLICATIONS
British Admiralty Charts 3287 and 3286 refer. See also Africa Pilot Volume 1 and Guide to Port
Entry.
3.3
WATER DEPTHS AND NAVIGABLE CHANNELS
The estuary of the Bonny River is fronted by a Bar. The Dredged Channel over the Bar lies
between the western end of the Baleur Bank and the eastern edge of Western Breakers. The
channel is maintained at a minimum depth of 13.60 metres below chart datum. The channel
bottom width is 230 metres at the seaward end, opens to 600 metres between No 21 and 22
buoys, 800 metres at No 23 and 24 buoys and 1000 metres at No 25 and 26 buoys.
The maximum departure draft and draft alongside Jetty 1 and Jetty 2 is 11.93 metres.
Buoys mark the Bar and its approaches. The eastern side of the Channel across the Bar is
marked by Green Conical buoys with light and the western side of the channel is marked by Red
Can buoys with light as follows:
NAME
LONGITUDE
East
7 00 08.13
FLASH
CHARACTER
Iso.4s
RANGE
LIGHT
Fairway
LATITUDE
North
4 12 10.63
5 miles
1
2
3
4
5
6
7
8
9
10
11
4 1318.59
4 1322.75
4 1413.77
4 1417.90
4 15 08.92
4 1513.08
4 1601.75
4 1608.23
4 16 59.26
4 1703.41
4 1754.44
7 0054.62
7 0048.39
7 0131.15
7 0124.92
7 0207.69
7 0201.46
7 0244.19
7 0237.99
7 0320.73
7 0314.53
7 03 57.27
Fl.G.2.5s
Fl.R.2.5s
Fl(2+1)G.10s
Fl(2+1)R.10s
Fl.G.10s
Fl.R.10s
Q.G.1.2s
Q.R.1.2s
LFl.G.10s
LFl.R.10s
Fl(4)G.10s
3 miles
3 miles
3 miles
3 miles
3 miles
3 miles
3 miles
3 miles
3 miles
3 miles
3 miles
Clear
Racon (B)
Green
Red
Green
Red
Green
Red
Green
Red
Green
Red
Green
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13
14
15
16
17
18
19
20
21
22
23
24
25
26
27
28
30
4 1758.56
4 18 49.59
4 1853.74
4 1944.74
4 19 48.89
4 2039.92
4 2044.07
4 2135.07
4 2139.23
4 2210.89
4 2216.92
4 2306.54
4 2314.22
4 2357.52
4 2411.22
4 2438.90
4 2504.86
4 2603.48
7 0351.07
7 0433.81
7 0427.61
7 0510.35
7 0504.15
7 0546.90
7 0540.70
7 0623.44
7 0617.24
7 0647.18
7 0626.58
7 0710.17
7 0643.68
7 0731.32
7 0701.26
7 0753.30
7 0725.98
7 0811.52
Fl(4)R.10s
VQ.G
VQ.R
LFl.G.15s
LFl.R.15s
LFl(2)G.15s
LFl(2)R.15s
Fl(5)G.20s
Fl(5)R.20s
LFI.G.5s
LFI.R.5s
Fl(2)G.10s
Fl(2)R.10s
Oc.G.15s
Oc.G.15s
Fl(2)G.5s
Fl(2)R.5s
Iso.R.8s
3 miles
3 miles
3 miles
3 miles
3 miles
3 miles
3 miles
3 miles
3 miles
3 miles
3 miles
3 miles
3 miles
3 miles
3 miles
3 miles
3 miles
3 miles
Red
Green
Red
Green
Red
Green
Red
Green
Red
Green
Red
Green
Red
Green
Red
Green
Red
Red
Source: Positions approved by Nigerian Ports Authority for Dredging International Services for the
positioning of Bonny Bar Channel Navigational Buoys dated April 2010
In addition a clear light flashing (2) 20 secs is exhibited at an elevation of 130 feet (39.6 metres)
from a gray framework about 1.25 miles northward of Field Point.
The buoys are prone to damage and often drift out of position especially during rainy seasons.
Light characteristics may also be different from those indicated in admiralty charts.
3.4
PREVAILING WINDS AND WEATHER
Winds are predominantly from the Southwest (SW trade winds) throughout the year except during
harmattan season (December and January). Wind speeds are predominantly low but during the
rainy season (the rainy season extends from about March to November with June / July being the
wettest months) southwesterly and westerly winds are sometimes strong in the afternoon. Gusts
in excess of 30 knots, in association with heavy rainsqualls, may occur during July and August.
During the months of December and January the moist monsoon winds are replaced by the dry
and dusty Harmattan from northeasterly direction. Visibility can be reduced to less than 1,000
metres by early morning fog or dense haze during the Harmattan.
No Weather information service for vessels in Bonny area, however an anemometer is sited at
the LNG terminal jetty, which provides local information of situation around the jetty on displays at
the jetty cabins and control room.
The terminal monitors the weather forecast provided from worldwide weather service providers
and recommends that vessels to utilize radars and all other means available to assess early
warning of a squall before entering the channel.
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3.5
TIDES AND CURRENTS
Current flows are tide dominated. The northern stream begins five and a half hours before high
water and runs for six hours with a maximum rate of 2.5 knots at Springs. The southerly stream
begins one hour after high water and runs for five hours with a maximum rate of 3.6 knots at
Springs. High water slack occurs half an hour after high water and lasts for half an hour. Low
water slack occurs at low water and lasts for half an hour.
The maximum tidal range is approximately 1.9 metres as indicated on the relevant BA charts.
Mean High Water Springs

Mean High Water Neaps
Mean Low Water Neaps
Mean Low Water Spings
Bonny Bar
2.3m
1.9m
1.0m
0.5m
Bonny Town
2.3m
1.9m
0.9m
0.4m
Current directions at the berth are predominantly on an axis that runs 220 degrees / 040 degrees
true for ebb and flood tides respectively. Direction fluctuations up to 10 degrees either side of that
axis may be encountered. Seiche Waves have also been recorded which could influence current
direction fluctuations.
Waves in the Bonny River are normally limited to short period wind waves, which rarely exceed
0.5 m Hs (2.4% exceedence). Wave conditions are dependent on the tide with ebb flow waves
usually shorter, steeper and higher than flood flow waves. Ingression of long period swell waves
into the River is limited and heights rarely exceed 10 to 20 cm. Jetty design parameters allow for
waves of 1.5 m Hs and 10 s Ps.
NLNG Bonny Terminal operates on 24-hours for berthing and unberthing of ships within safe tide
and current limits and specific limitations of the vessel. Pilotage is compulsory and pilots normally
board vessels from 2.5 hours before Low Water and up to 2.5 hours before High water (Bonny
Town) at the fairway buoy and proceed to berth with the assistance of tugs. Vessels are
unberthed at any time with tugs assistance.
3.6
ENVIRONMENTAL MONITORING
The terminal is equipped with a Meteocean Oceanographic System that measures, indicates and
records wind and sea current speed and direction, wave height, wave period and tidal elevation.
Real time and historical data is displayed on screens installed in the Central Control Room
3.7
VESSEL TRAFFIC SERVICES AND PASSAGE PLANNING
In addition to tankers arriving at and departing from the LNG Terminal, the Bonny Bar Channel is,
of necessity, used by tankers and general cargo vessels calling at Okrika, Onne Port and Port
Harcourt, upstream of the LNG Terminal. It is also used by
i)
Cargo vessels calling at NLNG Material Offloading jetties (MOF),
ii)
LPG tankers calling at the Mobil and NLNG LPG Terminals adjacent to each
other and south of the LNG Terminal;
iii)
by offshore supply vessels transiting to and from their supply bases in Port
Harcourt, Shell Base and Onne Port;
iv)
and by numerous small vessels and handle pull canoes engaged in fishing and
local trade.
The Bonny Bar Channel is therefore not dedicated to LNG, LPG and Condensate Tankers
coming to and departing from the LNG Terminal but is in fact heavily utilized by other traffic both
inbound and outbound.
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In order to ensure that large vessels constrained by their draughts are not put at risk by other
traffic, a radio based vessel traffic service is in operation. This system is under the central control
of the NPA and operates from Bonny Signal Station. Due to erratic power supply, it may
sometimes be difficult to communicate with the Signal Station.
The updated schedule of NLNG Tanker movements a given to the NPA Signal Station through
NLNG NPA Chief Pilot. The signal issues channel transit clearance to the agents. Where the
vessel movement changes the Marine Supervisor informs the agents who secures another
clearance before the change is implemented. The shipmaster and the pilot should nonetheless
confirm from Signal Station that vessel has clearance and that the channel is safe before
entering.
The decision on whether or not to start a channel transit and berth / unberth a tanker depends on
many factors which can only be assessed by the Master and the Pilot at the time. The following
general rules apply:x
x
x
x
x
x
x
x
x
One way traffic in the Bonny Bar Channel whenever an LNG / LPG vessel or a Condensate
Tanker which is draft constrained is in transit;
Tankers shall display appropriate COLREGS signal by day and by night to indicate that
tanker is restricted in her ability to manoeuvre within the buoyed channel;
Vessels may follow an LNG / LPG tanker into the Channel and proceed in the same direction
provided that a separation distance of at least 2 miles is always maintained;
Vessels already in channel may proceed ahead of a tanker provided she can always
maintain a minimum distance of 3 miles. Overtaking is not allowed in the channel
LNG, LPG or Condensate Tankers may anchor in the Bonny River off the terminal to await a
berth; subject to NPA and Terminal approval.
Where draft is not more than 11.93m, LNG, LPG and Condensate tankers may transit the
Bonny Bar Channel at any state of the tide;
Vessels will normally not be permitted to enter the channel when visibility is less than 1.0 nm
Speed in the Bonny Bar Channel should not exceed 10 knots;
Swinging off the berth, in preparation for berthing port side to (normal i.e. bow out), will take
place with assistance provided by at least 2 tugs for Condensate tankers and 3 tugs for LNG
& LPG tankers only during slack water or rising tide.
Before taking over conduct of the vessel the Pilot will exchange all relevant information relating to
the intended Pilotage with the Master and bridge team. This will include discussing the passage
plan, ensuring it is safe and seeking agreement to its execution with the Master. The Pilot will
also advise the Master of any port activity which may have a bearing on the tankers transit and or
berthing / unberthing prospects.
The Master and the Pilot are required to seek the agreement of the Terminal Representative
before executing a passage that conflicts with the above general rules for the Vessel Traffic
Services and Passage Planning to ensure that any risks or exposures in the channel is
adequately mitigated.
3.8
ANCHORAGES
Anchorage can be obtained outside the Bonny Approach Channel, but vessels should not anchor
too close to the entrance in the vicinity of the fairway buoy. Vessels bound for Bonny terminal are
usually requested to arrive Pilot Boarding station for same day berthing. Vessels that arrive early
are advised to wait for berthing instructions at a position approximately 100 to 180 nm SW of the
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fairway. The presence of numerous fishing boats and trawlers, security and piracy exposure and
the prevalence of swells and cross currents makes waiting around the fairway unadvisable.
As a general premise (although anchorage off Bonny Town, in a water depth of about 20 metres,
provides good holding ground) LNG, LPG and Condensate tankers should not anchor in the
Bonny River due to the risk of collision from passing traffic.
Under no circumstances are vessels to anchor in the vicinity of the numerous submarine
pipelines in the area nor in the prohibited area, indicated on the Chart, extending across the river
in the vicinity of the Bonny Crude Oil Terminal (BCOT).
In all cases where vessels are to proceed to inner anchorage, Masters should obtain clearance
for their intended anchorage position from Bonny Signal Station prior to anchoring.
While at anchorage awaiting instructions, tankers should maintain a listening watch on Marine
VHF Channel 16 and 14.
3.9
VHF RADIO COMMUNICATIONS
Bonny Signal Station / Pilots may be contacted by calling Bonny Signal Station on VHF Channel
16 and working on VHF Channel 14.
3.10 PILOTAGE
All vessel movements are subject to the directions of the Nigerian Ports Authority and are
controlled by the Bonny Port Harbour Master. Pilotage is compulsory for all tankers arriving at or
sailing from the Nigeria LNG Terminal.
Pilots are licensed by Nigerian Ports Authority and must be ordered for both inward and outward
passages via the Ships Agent / Bonny Marine Operations.
All tankers arriving at or sailing from the LNG Terminal must keep Bonny Signal Station informed
of their intentions (VHF Channels 16 and 14) and take cognizance of any information received
from the Duty Officer.
The Pilot Boarding Area is about 1.5 nautical miles south of the fairway buoy. Distance from the
Pilot Boarding Area to the berth is about 16 nautical miles.
On arrival at the Pilot station anchors should be cleared and at least two crewmembers should be
standing by both forward and aft for the Channel passage. On departure anchors should be
cleared and at least two crew members stood by, both forward and aft until the tugs have been
stood down.
Prior to entering the channel at the Fairway Buoy, the vessel shall report its position to Bonny
Signal Station on Channel 14. Additionally, the vessel shall report its position to Bonny Signal
Station on leaving the narrow channel at Buoy No 22. Similarly on departure, the vessel shall
inform Bonny Signal Station on Channel 14 of her intended departure time at least 2 hours before
her departure to secure closure of the narrow channel to incoming traffic. The vessel shall report
its position at Buoy 22 prior to entering the narrow channel and again when leaving the channel at
the Fairway Buoy.
The Pilot will advise vessel personnel on the approach through the channel to the jetty and all
operations of mooring and unmooring. All maneuvering of vessels within the loading berth area
shall be performed by vessel personnel as directed by such vessels Master in accordance with
the procedure advised by the Pilot. This is subject to the understanding that in all cases and
circumstances the Master of the vessel being maneuvered shall remain solely responsible on
behalf of the vessels owners for the safety and proper maneuvering of the vessel. The vessels
Master must be on the bridge at all times while the vessel is maneuvering.
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The Pilot will remain onboard the vessel throughout the port call. Vessels shall provide food and
suitable accommodation for the Pilot whilst he is onboard the vessel.
3.10.1 PILOT BOARDING ARRANGEMENTS
The Pilot will board the vessel from either the NPA Pilot Launch or the NLNG Pilot Launch, the
name of which will be communicated to the ship.
Pilot boarding and disembarkation arrangements on board the tanker must comply with current
SOLAS regulations with regard to equipment.
The Master must provide a good weather lee and maintain the speed as requested by the Pilot. A
Pilot Ladder is to be rigged on the lee side with the lowest rung approximately 2 metres above the
waterline. The ladder should be secured so that the pilot can gain safe and convenient access to
the ship after climbing not less than 1.5 metres and not more than 9 metres. If the distance from
sea level to the point of access to the ship is more than 9 metres, access from the pilot ladder to
the ship shall be by means of an accommodation ladder or other safe and equally convenient
means.
Lighting shall be provided at night such that the pilot ladder and also the position where the pilot
boards the ship shall be adequately lit.
A lifebuoy equipped with a safety line and self-igniting light shall be kept at hand ready for use. A
heaving line shall be kept at hand ready for use, if required.
If, in the sole opinion of the Pilot, the boarding arrangements are not safe, the Pilot may refuse to
board the vessel and any delay caused by such refusal shall be for the vessels account.
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4.
GEN ERAL TER MINAL INFORMATION
There are two tanker berths at the terminal, the north jetty (Jetty 1) for LNG and Condensate
Tankers, and south jetty (Jetty 2) for LNG and LPG tankers. The berths are designed to receive
vessels of 160-300m in length and a maximum loaded displacement of 124,000 MT. The terminal
primarily exports LNG cargoes in ships of between 120,000 to 177,000m3 capacity, LPG in ship
size range 50,000 to 90,000m3 and condensate in cargo size range 30,000 to 35,000t. LNG
vessels are given priority over all other vessels by the terminal.
4.1
GENERAL DESCRIPTION OF THE FACILITIES
All loading arms are equipped with emergency shutdown systems. LNG loading arms are fitted
with QC/DC chicksan coupler.. Vessels with bolts and nuts manifold require a spool piece to
connect the QC/DC. The specification of spool piece is given below:
The terminal 16 ANSI 150 QC/DC Chicksan coupler is designed to connect to 16 ANSI 150
flange (measurement of 37 +/- 1.6 and length not more than 50cm) on the ship manifold. Detail
specification as follows; Flange combinations - with / without holes. Flange thickness between
36.6 mm., and 39.6 mm. The Chicksan QC/DC requires a Smooth Finish, No Serrations. Raised
or flat-faced flanges are acceptable. RF is preferable, but FF can be used. Spool piece drawing
can be found in appendix 11
Terminal automatic gangway located on the loading platforms are hydraulically operated to
accommodate all tankers.
Mooring hooks are connected to the Mooring Load Monitoring System (MLMS) and have a safe
working load of 125 tons each.
LNG is stored in four tanks, each with a gross capacity of 84,200 cubic metres; Condensate is
stored in three floating roof tanks with a gross capacity of 90,000 cubic metres; LPG is stored in
four tanks, two for propane and two for butane, each with a gross capacity of 65,000 cubic metres
and Bunker Fuel in single tank with a gross capacity of 8,000 cubic metres.
4.1.1
JETTY 1
LNG / CONDENSATE: The loading platform is located at the end of an approach trestle, which is
approximately 640 metres long. The loading platform runs parallel to the river bed depth contours
with the berthing line along river bed contour 14.5 metres below Mean Sea Level. A general
diagram of the jetty layout can be found in Appendix 3.
The loading platform is equipped with four 16 LNG Loading Arms (one of which is used for
Vapour Return), three 12 Condensate Loading Arms and one 6 Loading Arm for Bunkers.
Four Breasting Dolphins with resilient rubber fenders comprise the berth face. Each dolphin is
equipped with a triple quick release hook with integrated electrically driven capstan. In addition,
both inner breasting dolphins are equipped with inner facing double quick release hooks with
integrated electrically driven capstan.
Five mooring dolphins, three upstream and two downstream of the Loading Platform, are
equipped with triple quick release hooks and electrically driven capstans.
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4.1.2
JETTY 2
LNG / LPG: The loading platform is located on the Southern (downstream) berth at the end of an
approach trestle, which is approximately 600 metres long. The loading platform runs parallel to
the river bed depth contours with the berthing line along river bed contour 14.5 metres below
Mean Sea Level. A general diagram of the jetty layout has been included at the end of this
section.
The loading platform is equipped with four 16 LNG Loading Arms (one of which is used for
Vapour Return) and three 12 LPG Loading Arms fitted with 8 piggy backed flexible vapour
return lines. The LPG arms are rated for refrigerated propane service and are interchangeable.
The maximum loading rate for each LPG product either via one or two loading arms is 3000m3/
hr.
Four Breasting Dolphins with resilient rubber fenders comprise the berth face. Each dolphin is
equipped with a double quick release hook with integrated electrically driven capstan. Six
mooring dolphins, three upstream and three downstream of the Loading Platform, are equipped
with double quick release hooks and electrically driven capstans.
4.2
TUGS
All tankers berthing at the NLNG Bonny Terminal will utilize the services of the tugs provided by
Nigeria LNG Limited. This service is provided under the terms and conditions of the UK Standard
Towage Agreement (See Appendix 12). Towage services are provided based upon acceptance of
Conditions.
6 Azimuth Stern Drive Tugs are available for escorts and berthing operations and have the
following capabilities;
Four tugs 65 TBP each
Two tugs 55 TBP each
The Head of Marine is responsible for ensuring that a formal management of change process is
implemented for changes to the type, minimum number, capacity and operator of the tugs and
pilot boats.
4.2.1 TUG REQUIREMENTS FOR BERTHING / UNBERTHING

The Master and the Pilot will consider all aspects of the operation prior to taking a decision on the
number of tugs to be utilized.
As a guide, the following tables can be regarded as MINIMUM REQUIREMENTS for tug
assistance:4.2.1.1 LNG TANKERS
:
Three Tugs
Berthing
Unberthing
:
Two Tugs (for LNG vessels departing with displacement in range of
100,000 124,000mt Three tugs may be used for the unberthing
operation).
4.2.1.2 CONDENSATE TANKERS
a) Up to 50,000 dwt.
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Berthing
Unberthing
:
:
Two tugs
Two tugs
b) Above 50,000 dwt.

Berthing
Unberthing
4.2.1.3
Three tugs
Two Tugs
LPG TANKERS
Berthing
Unberthing
4.3
:
:
:
:
Three Tugs
Two Tugs
TUGS ON STATION / ESCORT TUGS
For inbound LNG / LPG tankers, minimum two tugs will meet the tanker at the Fairway Buoy and
will escort the tanker to the berth. Additional tugs attending will make fast as the vessel passes
No 25 and 26 buoys.
For outbound LNG tankers, once the attending tugs have let go, 2 tugs will escort the vessel to
the landward entrance of the channel. From there, minimum one tug will escort the tanker to the
Fairway Buoy.
During Night Time Channel Transit additional tugs and security patrol boats consistent with NLNG
security procedures and prevailing security assessment are provided for inbound and outbound
tankers. In all cases NLNG ensures that security risks during channel transits are proactively
managed consistent with other business risks.
The recommended escort tugs arrangement during a regular passage involves the forward escort
tug proceeding ahead of vessel and maintaining a distance of 1.0nm while aft escort tug will
maintain distance of 500metres astern. The actual position and arrangement of the escort tugs
may be amended by agreement of the Pilot and the Master having regard to the visibility,
prevailing weather & current, vessel speed, tugs speed and capability and the presence of fishing
boats. The aft tug was found to be very effective for taking headway off and for steering ship
away from danger when connected to transom sunken bit (ship engines stopped). The pilot and
the Master may by agreement utilize active stern towage provided the speed of the vessel
through the water shall not exceed 8 knots to avoid towing the tug and creating a dangerous
situation.
As part of the Terminal Safety requirements, at least one tug will remain on stand-by whilst a
tanker is at the berth. If required due to weather, or other reason of safety as determined by the
Master or the Pilot, tugs may be required to go alongside the tanker, once loading has stopped.
Additional tugs may be called upon to stand by as required. The tugs will keep a listening watch
on VHF Channel 6 / 16 and Tetra Radio CMS GEN.
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4.3.1 MOORING
Vessels are brought alongside in contact with the fenders fore and aft before running lines
starting with the springs first. On average, it takes approximately one hour to complete mooring
operation consisting of 7 lines each forward and aft.
4.4
4.4.1
COMMUNICATIONS
COMMUNICATIONS PRIOR TO ARRIVAL
4.4.1.1 CORRESPONDENCE
All notices and other communications for the purposes of these Regulations shall be in English.
The Preferred method of communication is by Email.
4.4.1.2 TELEPHONE
Bonny terminal marine Operations.
234 803 905 XXXX where XXXX is Ext. 3130, 3133 etc
4.4.1.3 FAX
A facsimile machine is available at the Terminal. The FAX numbers are
234 84 232 900 ext 3152
44 207 316 3888 ext 3103
4.4.1.4 EMAIL
Email facility is available at the Terminal. All ETA messages should be sent to;
Bonny.terminal@nlng.com, copied mailto:Marine.ops@nlng.com. All messages containing
information affecting terminal marine operations should be copied to Marine Operations mailbox.
ISPS security information should be sent to Port Facility Security Officer (PFSO) and copied to
Marine Operations Mailbox.
PFSO contact;
E-mail: Patrick.Onukwugha@NLNG.com and his deputy Yaqoob.Zuberu@nlng.com
For messages larger than 250kb use: largemail.bonny@nlng.com for Patrick Onukwugha
(CSS/23)
Tel: +234-803-905 XXXX where XXXX is Ext: 3019 (office)
Mobile; +234-803-3416292.
Tel: + 44 207 316 3888 Ext.3019 (office) International
Fax:+234-84-232010
4.4.1.5 MARINE VHF
NPA Bonny Harbour Master/Pilots maintain a listening watch on Marine VHF Channel 16 and
work on Channel 14.
The NLNG Pilot Launch will maintain a listening watch on Marine VHF Channel 16 and work on
Channels 14 and 6.
Marine Office will maintain a listening watch on Marine VHF Channel 14 and 06 from
approximately three hours prior to the scheduled Pilot Boarding time.
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Tugs will maintain a listening watch on Marine VHF Channels 16 and 06 and appropriate Marine
Operations Tetra Radio channel
4.4.2
COMMUNICATIONS DURING BERTHING AND UNBERTHING OPERATIONS
A terminal supplied portable Tetra radio will be available onboard arriving tankers through the
pilot prior to berthing. This radio should be used for communications during berthing and
unberthing between the tugs, mooring gang and the Jetty Supervisor. In addition tankers should
maintain a listening watch on Marine VHF Channels 16 and a Marine VHF channel designated by
the terminal.
Tugs will maintain a listening watch on the appropriate Marine operations Tetra Radio Channel
and Marine VHF Channels 16 and the designated channel.
The Jetty Supervisor will maintain a listening watch on the appropriate Marine Operations Tetra
Radio Channel to assist berthing and positioning operations.
4.4.3
COMMUNICATIONS DURING JETTY OPERATIONS
Communication systems provided by the Marine Terminal are as follows:1. An Optic Fibre and 37 pin electric Pyle National Ship/Shore Link to provide
communication between the LNG Tanker and the terminal for the following functions:x Voice telephone communication, two - ways;
x Mooring line tension monitoring signals, to ship;
x Emergency Shut Down (ESD) signal, two - ways.
2. SIGTTO Pendant ESD Link - For LPG/Condensate tankers (and LNG tanker when
Shore link not compatible).
3. The Terminal will supply an approved Tetra handset radio to the Master or his deputy.
4. A marine VHF link for the stand-by tugs, Terminal Cargo Control Room and tanker as
required.
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4.4.4
SHIP / SHORE COMMUNICATIONS TERMINOLOGY
This terminology applies to all ship/shore communications. The terminology is intended to ensure
uniformity in calling and important message relays such as loading rates etc. Communications
should be concise and clear.
TERMINOLOGY
MESSAGE
Tanker calling the Terminal CCR
Terminal / Terminal / "Vessel Name"
Pilot calling the Mooring Party
Jetty / Jetty / Pilot
Tanker calling the Jetty Representative
Jetty / Jetty / "Vessel Name"
Terminal CCR calling the Tanker
"Vessel Name" / "Vessel Name" /

Terminal
Mooring Party calling the Pilot
Pilot / Pilot / Jetty
Jetty Representative calling the Tanker
"Vessel Name"/ "Vessel Name" / Jetty
All loading rates for LNG, LPG and Condensate will be in cubic metres per hour. The
vessel should confirm with the CCR the quantity that has been received on an hourly
basis in order to provide a further cross checking mechanism.
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4.5
BERTHING ARRANGEMENTS (SPEED OF APPROACH)
In all cases, LNG/LPG and Condensate ships shall be berthed Portside alongside. All Jetties are
equipped with a laser based Ship Berthing System (SBS) which accurately measures, indicates
and records the following parameters:x
x
x
x
x
berthing angle of ship relative to the berthing line;

distance of bow from berthing line
distance of stern from berthing line
tanker bow velocity (cm/sec)
tanker stern velocity (cm/sec)
The information is displayed on a monitor at the jetty and on a large display unit that is located on
the inner mooring dolphin, upstream of the loading platform.
In addition to the digital display, the large display unit has two sets of three lamps for speed
indication as follows:x green
x amber
x red
:
:
:
safe speed
cautionary speed
dangerous speed
An audible alarm shall sound when approach speed exceed 15cm/sec

4.6
MOORING LOAD MONITORING
All mooring hooks are monitored by a Mooring Load Monitoring System (MLMS). The system
comprises of load sensors installed one in each of the mooring hooks. The purpose of the system
is to provide continuous monitoring of mooring line loads. After the tanker is moored and
pretensioned, the system will be switched to Berth Occupied. The system will initiate a prealarm or alarm signal should the mooring loads reach pre-set high or low limits.
4.7
ENVIRONMENTAL LIMITATIONS
The minimum dredged depth of the Bonny Bar Channel is -13.6 m CD (L.L.W.S.) and bottom
width is some 230 m minimum. A nautical Study was undertaken to determine the admittance
constraints due to the design depth. This showed constraint due to wave periods between 8 9.5
seconds but only with deep laden vessels outbound at L.W.S. when the depth was 12.5m. With
the current maintained depth of 13.6m and width of 230m there is no channel restriction to
vessels when the draft is not more than 11.93m.
Speed over the ground in the Bonny Bar Channel should not exceed 10 knots at any time.
No vessels will be permitted to transit the channel when visibility is less than 1.0 nm.
Tankers berthing portside alongside will not berth on an ebb tide i.e. the vessel needs to be in
position on the berth before commencement of the ebb tidal flow. Unberthing can be done at any
time with tugs at appropriate positions.
Swinging off the berth, in preparation for berthing port side to (normal i.e. bow out), can take
place at any time on rising flood provided vessel will be securely fast alongside before the
beginning of ebb tide. Flood tide berthing can be undertaken up to a maximum of 2 knots current.
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Swinging or berthing operations will not be permitted when wind speeds exceed or are forecast to
exceed 25 knots.
Cargo operations and/or the venting of flammable cargo vapours (condensate only) should be
stopped during electrical storms in the vicinity of the ship or terminal. Venting of vapour or inert
gas from LNG/LPG tanker is not permitted.
4.7.1 WINDS AND CURRENTS
No vessels will be allowed to enter the channel when winds speeds exceed or are forecast to
exceed 25 knots.
The berth is designed, as an all weather berth so that once moored a vessel should be able to
stay in the berth under all likely conditions of wind and tide.
The loading platform is equipped with a Mooring Load Monitoring System (Refer 4.6) and a
Metocean Oceanographic System, which measures and records the following:x Wind speed and wind direction;
x Wave height, wave period and height of tide;
x Current speed and direction
Readings are displayed on monitors at the jetty
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4.7.2
TERMINAL CRITERIA FOR WEATHER LIMITS.
In the event that the actual sustained wind registered on the Jetty wind anemometer or forecast
wind is confirmed to reach the Wind Speed limits shown below, the corresponding standard
Action to be Taken shall be taken by Terminal and Master accordingly.
Where the mooring analysis simulation of the mooring arrangement for a specific tanker shows
that the tanker moorings cannot withstand mooring loads of 60Kts wind at the berth, appropriate
Wind Speed limits corresponding to the standard Action to be Taken shall be advised to the
specific tanker during the pre-loading meeting.
The following limiting weather conditions are applied to loading operations at both
loading jetties:
Wind: 40 knots, 20 m/s
Waves: Hs=1.20 m T=7.1 sec
Currents: 3.5 knots, 1.75 m/s
WIND SPEED
ACTION TO BE TAKEN
25-30 Knots Actual
Stop loading and instruct mooring crew to standby to run out

extra mooring ropes as required. Request additional tug onstandby
30 - 35 Knots Actual
Request Tugs to Push on vessel.
35 - 40 Knots Actual
Terminal /Vessel to commence discussion on further actions

including disconnection of loading arms, removal of gangway
and removal of the vessel from berth.
40 Knots Actual
Terminal shall disconnect loading arms, remove of gangway and

prepare for letting go if so agreed.
(Mooring forces will be due to a combination of wind, current and wave actions. Wind speed, on
its own, is therefore not the determining factor). High wind gusts can set in suddenly with passage
of line squall especially during the rainy season (April September), but these are not common
occurrences.
4.7.3 SEA CONDITIONS
Sea conditions in the vicinity of the LNG jetty are generally benign. Waves with a significant wave
height in excess of 0.7 metres are rarely experienced. A vessel should prepare to vacate the
berth if the wave height exceeds 1.2m with a wave period (time of peak to peak passage) of 7
seconds. Wave conditions at Bonny are dependent on tide; if the sea breeze is strong, then
shorter, steeper, and thus higher waves are more likely to be present when the tide is ebbing than
during the flood. Motions of large tankers are unlikely to be influenced by these short period
waves but conditions may be unpleasant for small craft.
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4.8
OTHER LIMITATIONS
The berths are designed to receive vessels of 160-300m in length with a maximum loaded
displacement of 124,000 MT and departure draft of 11.93m
4.9
EXCLUSION ZONE
A safety exclusion zone of 500 m measured from the tanker loading interface will be maintained
at all times when a vessel is alongside. The safety zone will be patrolled by security launch and
standby tug.
4.10 NIGHT TIME TRANSITS

The Nigerian Government through the Nigerian Port Authority (NPA) has assessed the Bonny
Channel as being fit to allow 24 hour access to the NLNG Bonny Loading Terminal. The factors
that affect this accessibility include, but are not limited to the following
x navigational aids,
x the type and size of vessels,
x traffic density
x prevailing weather conditions,
x tides and currents,
x Security aspects of the transit.
Currently NLNG maintains the priority objective of scheduling vessels to arrive or depart during
the daytime. However there are times when night time transits of the Bonny channel are required
in order to meet various operational requirements. Generally night sailing will, in so far as
possible, be planned ahead but may be undertaken at short notice with respect to
i)
the terminal tank top situation
ii)
need to meet delivery windows
iii)
Emergency situation and other exigencies.
With the increase in production the requirements for night time arrivals and departures will
increase.
There is a well established NLNG internal process that addresses the specific risks each and
every time a request for night time sailing is made. This process is constantly reviewed and the
Security Risk Assessment (SRA) is updated to reflect and incorporate the latest information on
these specific factors including the constant monitoring of the security situation and the assets
available to both NLNG and the Nigerian Navy. Any known changes on the security situation and
/ or the security requirements for night time transits.
A Night Time Channel Transit is defined as
x 1705hrs to 0559hrs for arrivals
x 1610hrs to 0530hrs departures.
If a night time transit is required a member of the Marine Terminal Team will contact the vessels
Master to discuss all aspects of the planned night transit operation.
4.10 SAFE WAITING AREA
Due to the current Security situation along the West African Coast, all vessels should wait
offshore at the safe drifting area, located 100-180 miles SW of the Bonny Fairway Buoy. Vessels
should only proceed towards the Pilot Station, at full Speed, once they have received a confirmed
Pilot Boarding Time from NLNG.
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T ER M IN A L R EG U LATIO N S
5.1
ACCEPTANCE CONDITIONS
All vessels nominated for this Terminal will be subject to the NLNG Vessel Quality Assurance
Policy (VQA) which includes positive vetting by the NLNG Shipping Assurance & Compliance
Department (SDA). In order to meet the base requirements of the VQA:Vessels over 15 years old, and over 5.000 DWT must have a minimum of Global CAP 2
rating for Hull, Machinery & Cargo systems at the last date of CAP survey.
ii) Operational vessels over 15 years of age must have a valid SIRE report from the
previous 6 months, whilst vessels under 15 years of age must have a valid SIRE report
from the previous 12 months.
The vessels must be capable of operating within the physical limitations of the berth dimensions,
loading arm and shore gangway envelopes and mooring equipment as detailed in this document
or as advised by the Terminal from time to time. This will include satisfactory completion and
review of the NLNG Ship / Shore Confirmation List (Compatibility Questionnaire) LNG, LPG,
CONDENSATE which will be circulated separately as appropriate in order for the vessel
compatibility process to be completed for all vessels nominated to call at NLNG Bonny Loading
terminal.
i)
In addition to any other conditions which may be prescribed by regulation, law or enactment, any
and all facilities and assistance of any sort whatsoever provided by the Company's in connection
with Company Terminal facilities whether or not any charge is made by the Company therefore,
are provided subject to the following conditions:
x
Neither Company nor its servants, agents or contractors (in whatsoever capacity they may be
acting) shall be responsible for any loss, damage or delay arising from the use of the Marine
Terminal by any vessel including but not limited to any assistance, advice or instructions
given or tendered in respect of any vessel, whether by way of Pilotage or berthing services,
the provision of navigational facilities, including buoys or other channel markings or
otherwise, even if such loss, damage or delay shall have been caused wholly or partly by the
negligence or other default of either Company, its servants, agents or contractors. In all
circumstances, the Master of any vessel shall remain responsible on behalf of his owners for
the safety and proper navigation of his vessel.
If in connection with the use by any vessel of any berth or jetty or of any part of the
Company's premises, or of any gear or equipment provided by the Company, or of any craft
or of any other facility or property of any sort whatsoever, belonging to or provided by the
Company, any loss of, or damage is caused to any such berth, jetty, premises, gear or
equipment, craft or other facility or property, or injury or death to any person employed on the
premises, due to whatever reason and irrespective of whether there has been any negligence
or default on the part of the vessel or the owners, their servants, agents or contractor in any
such event the vessel and owners, their servants, agents or contractors, in any such event
the vessel and the owners shall hold the Company harmless from and indemnified against all
such loss or damage and against all loss sustained by the Company as a consequence
thereof. The Company shall have the right to detain a vessel causing damage to property,
death or injury to any person until sufficient security has been given by the owners for the
amount of the damage done or loss incurred. Notwithstanding the above, the owners or the
Master shall not be liable for any claim, liability, loss or injury arising from the Companys sole
negligence.
Further, the vessel and her owners shall hold the Company harmless from and indemnified
against all and any claim, damages, costs and expenses arising out of any loss, injury or
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damage caused to any third party by the vessel or by her Master or crew or by any other
servant or agent of the owners. Notwithstanding the above, the owners or the Master shall
not be liable for any claim, liability, loss or injury arising from the Companys sole negligence.
x
If any vessel sinks or grounds or otherwise becomes, in the opinion of the Company, an
obstruction or danger in any part of the Terminal or the approaches thereto and the owners of
the vessel fail to proceed forthwith to remove the obstruction or danger, the Company shall
be empowered to take steps they may deem fit to remove the obstruction or danger and any
expenses incurred as a result of such removal shall be recoverable from the owner of the
vessel.
Notwithstanding anything herein to the contrary, the owners, the Tankers and the Masters
liability for any single claim, liability, loss, or injury shall not exceed USD 150 million.
The Company reserves the right to suspend operations and require the removal of any vessel
from the Terminal where:
(i)
there is any infringement or breach of Marine Terminal Regulations.
(ii)
in the reasonable opinion of the Terminal Representative, the condition of the ship or the
conduct of her operations gives rise to concern over the safety of the vessel, its personnel
and those of Company, the Terminal or the environment.
(iii)
the operational performance (appropriate to the type of vessel and operation) fails to
utilize satisfactorily the available Terminal facilities, and thereby in the reasonable opinion
of the relevant Company Representative, constitutes an unacceptable constraint on the
Terminal operation.
Neither Company nor its servants or agents (in whatsoever capacity they may be acting) shall
be liable for any costs incurred by a vessel, its owners, charterers or agents as a result of
delay to or suspension of loading or discharging or a refusal to load or discharge all or part of
a nominated shipment, or a requirement to vacate the jetty arising from Safety Regulations
The Tankers Master is responsible for the safe and efficient operation of the Tanker. The
Master is responsible for ensuring that all the requirements of the NPA and the Marine
Terminal are met whilst the tanker is within the Bonny River. In particular, it is the Masters
responsibility to ensure that the Officers and Crew are properly and correctly informed of their
duties and understands how to fulfill them. It is incumbent on the Master to ensure full cooperation with the Terminal Representative, or his appointed deputy, so as to ensure a safe
and efficient operation.
Nigeria LNG is responsible for all marine activities at the Marine Terminal. This responsibility
includes operation of the tugs and mooring boats, including the safe mooring and unmooring
of tankers at the jetty, and ensuring the integrity of the safety zone around the jetty when a
ship is in the berth.
The Terminal accept vessels on the basis that the Master and owners undertake that:
They are designed, constructed, equipped, operated and maintained so as to comply (if the
vessel is a ship to which the Code applies) with the provisions of the IMO Code for the
Carriage of Liquefied Gases in Bulk and any amendments to the Code insofar as such
amendments apply.
They have aboard Master, Officers and crew trained and qualified in accordance with the
relevant provisions of the international Convention on Standards of Training, Certification and
Watchkeeping for Seafarers 1995, where applicable. In all cases, the training, qualifications
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and experience of the ships staff shall be appropriate for the safe conduct of the loading or
discharging operations being conducted at the Terminal and the nature of the products being
handled.
x
They have and retain on board sufficient personnel with good working knowledge of the
English language to, at all times, enable operations to be carried out efficiently and safely and
to maintain quick, reliable ship/shore communications on operating matters and in emergency
situations.
In evidence of compliance with all requirements, they have on board all SOLAS,
Classification Society and other safety certificates. A Certificate of Fitness is required in the
case of all vessels carrying liquefied gases in bulk, together with a General Arrangement Plan
showing the layout of the vessel in ENGLISH language and valid Certificates of Competency
for all appropriate personnel in accordance with the law of the state in which the vessel is
registered.
The Master (or his deputy) will together with the Terminal representative satisfactorily
complete a ship/shore checklist in accordance with IMO resolution A435 (XI) Handling of
Dangerous Goods in Ports and Harbours and will permit inspection of the vessel in
accordance with OCIMF Safety Inspection Guidelines at any time without limitation.
They present in all respects ready to load except for any deballasting operations necessary
or as may be otherwise agreed with the Terminal in advance.
(i)
For liquefied Gas Carriers, "ready to load, means that ship's tanks are fully cooled
and in suitable condition to receive the nominated fully refrigerated product at
normal loading rates.
(ii)
Condensate Tankers fitted with Inert Gas Systems must arrive with all tanks
inerted to 4% or less Oxygen content. Terminal personnel shall board to conduct
tests of tank atmosphere
(iii)
Ships, which are to receive LNG, will arrive at the Terminal with less than 1.0% vol.
max. of oxygen in cargo tanks which contain hydrocarbon vapour. This oxygen
level refers to the maximum that is considered safe for vapour return to flare only in
cases of emergency.
(iv)
Ships loading Propane or Butane will be deemed not ready to load unless the
specifications for vapour return could be achieved. See section D.
Vessels arriving at the Terminal should be free of any cargo product, except the minimum
requirement for conditioning the ship's tanks for the intended cargo, i.e. cargo heel. A partly
laden vessel will not normally be accepted for either Jetty, unless prior agreement has been
reached and all safety parameters have been assessed.
In an Emergency or in exceptional circumstances the use of the shore vapour system to the
flare will be permitted for a very limited period to prevent possible venting of cargo vapours to
atmosphere. Under no circumstances may the shore vapour system be used if the oxygen
content of the vapour contained within the ships tanks exceeds 4% vol.
Cargo operation by LNG and LPG tankers shall be strictly by closed loading operation. Cargo
vapour shall be process onboard or returned ashore. Venting of cargo tank vapour from LNG
and LPG tankers alongside the terminal is strictly prohibited.
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In exceptional circumstances, a vessel not ready to load may be accepted at the discretion of
the terminal. In this unlikely event, the vessel may be required to vacate the berth after
loading sufficient product to conduct further cooling down or purging operations at anchor or
sea. Any cooling down or purging operation conducted within the Bonny river estuary must
have the express permission of the harbour master. In the event that a vessel requires
cooling-down of her tanks at the Loading Port, Bonny terminal shall be notified in advance
stating the approximate quantities of LNG/LPG and the anticipated time needed for cooling
down operations.
x
5.2
The vessel will vacate the jetty as soon as practicable after operations are completed.
The Terminal reserves the right to require the ship to vacate the berth on completion of
loading and to proceed to anchorage while awaiting delivery of cargo documents.
APPLICATION OF REGULATIONS
These Regulations, Bye-laws made by Local or Port Authorities and Acts of Government, shall be
strictly observed within the Marine Terminal Area by all persons, including the personnel of
vessels, i.e. ships, tugs, barges, launches, mooring boats and other craft.
5.3
CLEARANCE BY PORT FACILITY SECURITY OFFICER AND GOVERNMENT

BOARDING OFFICIALS
Immediately upon berthing, the Port Facility Security Officer and Government boarding officials
shall board to perform vessel clearance formalities. Loading shall not normally commence until
clearance has been completed. At the moment, Government boarding team comprises:
x Nigerian Customs Service 2 persons
x Nigerian Immigration Service 2 persons
x Nigerian Port Health 2 persons
x National Drug Law Enforcement Agency 2 persons
x State Security Service 1 person
5.4
DRUGS AND NARCOTICS SEARCHES
NLNG ensures that its facilities and the vessels berthed at its jetties are free of illegal drugs. To
prevent the smuggling and trafficking of illegal drugs through our facilities we operate the under
listed search procedures:
(a) The search for illegal Narcotic substances will be carried out unannounced in any part of
Nigeria LNG facility.
(b) Searches will be carried out on all luggage, deliveries or persons going on board or
leaving any vessel at the terminal.
(c) NLNG will conduct ad hoc searches for narcotic substances on board vessels berthed at
the facility.
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(d) Additionally if any Fleet Manager or Master has concerns about substances on board
their vessels, they should submit a request for the on board attendance of a Narcotic
Detection Dog through NLNG Shipping Division. In this case, the request for terminal
assistance MUST be communicated at least 24 hours prior to the vessels arrival at Bonny
terminal.
The searches include the use of narcotic dogs, body scanners and x-ray equipment. Full Physical
body searches also apply.
During the vessel search specially trained narcotic dogs will be utilised, which shall be carried out
under the guidance of the Master, Ship Security Officer or other authorised ship personnel.
The search process will be in line with the Ship Security Plan or as directed by the Master and the
PFSO.
5.5
SHIP / SHORE SAFETY
It is NLNG Policy to ensure the safety of both the ship and the terminal and of all
personnel.
Safety at the Ship/Shore Interface is a shared responsibility between the Ship and the Terminal.
A tanker presenting itself to load at the Terminal should check its own preparations and fitness for
the safety of the intended operations. Additionally the Master has a responsibility to assure
himself that the Terminal has also made proper preparations for a safe operation. Similarly the
Terminal needs to check its own preparations and to be assured that the tanker has carried out
its checks and has made the appropriate arrangements.
To this end it is NLNG Policy that no cargo operations shall commence until the International
Ship/Shore Check List has been completed by the Ship and by the Terminal and it has been
confirmed that such operations can be safely carried out.
During cargo transfer operations it is essential that the items shown on the Ship/Shore Safety
Check List be revisited by joint inspection at suitable intervals (not exceeding 6 hours) to ensure
continued compliance. Whenever such inspections take place, Ship and Shore personnel should
endorse the Check List.
The conditions under which the operation takes place may change during the process and the
changes may be such that safety can no longer be guaranteed. A party noticing or causing any
unsafe conditions is required to take all necessary actions, which may include stopping the
operation, to re-establish safe conditions. The presence of the unsafe condition must be reported
to the other party and, where necessary, co-operation with the other party sought.
These requirements are summarized in a letter that is handed to all Shipmasters on arrival at the
Terminal (copy prefacing this document). Masters are asked to acknowledge receipt of the letter
by countersigning and returning one copy.
5.5
SAFETY NOTICES
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5.5.1 PERMANENT NOTICES

Permanent notices or internationally accepted signs should be displayed in conspicuous places
on board the Tanker indicating where smoking and naked lights are prohibited, and spaces where
entry is prohibited to unauthorized personnel.
TEMPORARY NOTICES
On arrival at the Terminal, the Tanker should display temporary notices at points of access, in
appropriate languages, to indicate the following:-
WARNING
NO NAKED LIGHTS
NO SMOKING
NO UNAUTHORISED PERSONNEL
5.5.2 PERSONAL PROTECTIVE EQUIPMENT

Appropriate protective clothing should be worn as necessary to protect those involved in cargo
operations from the hazards associated with the cargo. Coveralls, gloves, boots, goggles, face
shields, hard hats and other items used should be suitable for the cargo.
Gloves should be worn when handling cargo implements, cold equipment, valves etc. Face
protection should be worn when there is a danger of liquid emission.
5.6
STATE OF READINESS AND ENGINE IMMOBILISATION
The ship must be able to move under its own power at short notice.
Repairs or other work that may immobilize the vessel are not allowed. If unavoidable breakdown
occurs, then repairs may be allowed alongside provided approval is given in writing by the
Operations Manager or his appointed deputy.
Should immobilization as in the preceding paragraph occur, the Marine Terminal reserves the
right to provide stand-by tugs, for the vessels account, to move the vessel if so required.
Engines are not to be tested whilst Loading Arms are connected and/or while the gangway is on
deck.
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5.7
MOORINGS
See also ISGOTT, SIGTTO Liquefied Gas Handling Principles On Ships and In Terminals and
OCIMF Mooring Equipment Guidelines.
All vessels will be subject to a computer mooring analysis to prove the required integrity of the
mooring arrangements. The Terminal will provide the Master, through the Pilot, with details of the
mooring plan. The procedure for mooring the vessel will be specified and this should be reviewed
by the Master and Pilot and agreed between them.
Prior to arriving off the berth, all necessary mooring equipment shall be ready for use and a
sufficient number of personnel will be standing by to handle the moorings. Heaving lines should
not be sent till vessel touches fender.
Every vessel will be required to deploy a minimum of 7 lines at each end. All mooring lines should
be in good condition and without splices in their working length. Mooring lines used in any
particular direction of service (head/stern/breast lines, springs) shall be of similar breaking
strength, elasticity and material. Under no circumstances will a mixture of wire and synthetic
ropes in the same direction of service and to the same dolphin be acceptable except where
additional lines are deployed in addition to the number required by the Terminal. Pendants must
be fitted, except all lines are synthetic.
Masters should not hesitate to increase the number of moorings if they feel that this is necessary
in light of weather conditions prevailing or forecast.
The vessels mooring ropes or wires should be secured only to the proper fixtures provided and
mooring lines should be spooled in the correct direction on the winch drum (lines made fast on
the drum ends and backed up on bitts are not acceptable). Mooring ropes should be turned up in
bitts in the figure of eight style. Once moored, ship's winches must be secured out of gear with
brakes hardened up. Winches must not be left on Automatic Tension.
Winch brakes should be tested as per OClMF Guidelines and Recommendations, which states
that they should be tested annually or after completion of any modification or repair involving the
winch brakes, or upon any evidence of premature brake slippage or related malfunctions. The
Terminal Representative may ask to see records to confirm that such tests have been carried out.
Once moored, the Master is responsible for ensuring that:x The vessel is securely moored in accordance with the Terminals requirements and the
principles of good mooring as set out in the OCIMF publication Guidelines and
Recommendations for the Safe Mooring of Large Ships at Piers and Sea Islands;
x A strict watch is kept on the vessels moorings and that moorings are tended as required
to prevent slack or over taut lines and undue movement of the vessel;
x Sufficient persons are on duty to attend the moorings throughout the time that the tanker
is alongside. Anchors must be secured on completion of mooring.
Whilst not in any way removing the responsibility from the Master for ensuring that the vessel is
correctly moored, regular checks on moorings will be undertaken by a representative from the
Terminal, accompanied by a ships Officer.
Cargo operations will be stopped if there are concerns regarding the mooring integrity and
especially if the tanker does not take adequate measures to tend the moorings.
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5.8
EMERGENCY TOWING WIRES
Emergency towing wires are not required if the ship has shoulder and quarter side shell bitts.
However if the ship does not have side shell bitts she must position the wires on both the offshore
bow and quarter of the ship with the towing eyes maintained 1.5m above water level at all times.
Where the wire is rigged it must be properly made fast on the ship's bitt while having sufficient
slack flaked out on deck for effective towing, the slack being secured in a safe and professional
manner.
5.9
POLLUTION PREVENTION
DIRTY BALLAST CANNOT BE DISCHARGED AT THE MARINE TERMINAL.

All safeguards shall be taken to prevent pollution of the Bonny River. Without limitation, the
following points should be observed whilst the tanker is within Port Limits:
(a)
Any leakage or spillage must be reported immediately to the Terminal Representative

and operations suspended until the leakage has been cleaned up to the satisfaction of
the Terminal Representative. The Terminal Representative may mobilize resources to
assist in the containment and cleaning of pollution caused by a ship without the authority
of the Master, but in such action he shall be considered to be acting on behalf of the
Master and with his approval.
(b)
No garbage or other materials either liquid or solid, oil waste or other matter likely to
cause pollution shall be jettisoned from the tanker. All materials should be retained in
suitable receptacles on board.
(c)
No oil or mixture containing oil shall be discharged or allowed to escape from a vessel
while at the Terminal or its approaches.
(d)
Bilges and any other spaces likely to be contaminated with oil residue shall not be
pumped into the River.
(d)
Contaminated ballast shall not be pumped over the side. Discharge of clean, segregated
ballast water overboard is permitted subject to approval and/or inspection by the Terminal
Representative. Ballast discharge should be stopped immediately if a sheen is seen on
the water.
(e)
No internal transfers of bunkers or slops are allowed while the tanker is alongside the
Terminal.
(f)
Master shall be required to make a ballast water declaration on arrival. Representative

sample of ships ballast for discharge shall be taken by terminal for analysis. Terminal will
provide sample containers.
(g)
Blowing down of boilers is not permitted except where prior approval has been granted
by the terminal
(h)
Terminal officials may call for inspection of records required under MARPOL regulations.
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5.10
SERVICES
5.10.1 Garbage
There are no garbage reception facilities at the terminal.
5.10.2 Bunkers
At present, tankers loading at jetties undertake no bunkering activity.
5.11
SIRE INSPECTIONS
Nigeria LNG has the capability and accredited personnel to conduct OCIMF SIRE inspections at
Bonny Terminal. All requests for SIRE inspections should be directed to
DL-vetting.team@nlng.com
5.12
ACCESS ARRANGEMENTS
5.12.1 SHIP ACCESS ARRANGEMENTS

On completion of mooring, the Pilot will advise the Terminal Representative that the tanker is
secure and the gangway can be lifted onboard. The gangway will be positioned with a
responsible member of the tankers staff standing by. The Terminal Representative and
responsible tankers staff member nominated by the Master are to inspect and agree the
gangway and associated safety equipment are in place prior to allowing personnel access to the
gangway.
Safety notices in accordance with section 5.4.1.2. shall be posted prominently near the gangway.
5.12.2 ACCESS THROUGH THE TERMINAL
Access to and from the Tanker through the Plant is strictly controlled and persons intended to
take shore leave must be identified on the 36 hour arrival notice to the terminal. Pedestrian traffic
is prohibited between the jetty and Plant Gate. Accordingly all tankers personnel and visitors
must be transported between the Plant Gate and the Jetty by a bus that will depart and return at
set times. The times of the bus departures will be communicated to the vessel by the PFSO.
When coming back from shore leave all crew members will HAVE to be on the bus. Effectively if
you do not come in on the bus you do not join the vessel. On disembarking the shore leave bus
all personnel will be subjected to a mandatory security search including a physical pat down and
pass by the drug sniffer dog unit and scanners.
All personnel are required to follow the de-matching procedure before entering the Terminal or
leaving the Tanker. Correct PPE must be worn when working along jetty dolphins (lifejackets) or
transiting through the terminal
Boarding and disembarking shall be by gangway only, except in emergency.
5.12.3 MEDICAL EVACUATION

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

Tankers personnel are required to have a temporary pass, signed by the Master or his Deputy,
on entering or leaving the Plant Gate. (The Ships Agent / Terminal will provide the Tanker with
temporary passes). Crew are to always comply with Port Facility Security regulations and be
ready to display identification when required by terminal security operatives.
On entering or leaving the Gate, all persons will be checked against the Crew List. (Refer Section
5.12). No person will be allowed entry unless they are checked against the list.
5.12.5 MOBILE PHONES
Possession of mobile phones is strictly prohibited at the loading jetties, tanker decks and within
the plant operational areas. Crew, boarding officials and visitors to the ship are required to switch
off their mobile phones, hand it to the agent who will put it in a plastic bag and deposit it in the
vehicle globe compartment before passing the access gates. The agent will return the phones to
the personnel in an authorized location in the ship accommodation only. The same process shall
be followed when returning ashore through the plant until the personnel is outside the plant
operational area.
5.12.6 VISITORS ACCESS TO THE SHIP

Access to the jetty for visitors is via the Plant Road 1 Gate D. No visitor to the Tanker will be
allowed into the Plant without the permission of the Master and without prior approval of Port
Facility Security Officer (PFSO). The Master or Agent may provide a list of visitors to the Plant
Road 1 Gate D on arrival or subsequently the Gate may allow access after confirming by phone
with the Master or his Deputy that access should be granted and PFSO security clearance
obtained.
All visitors must provide the Plant Road 1 Gate D with their name, address and where
applicable Companys Name and purpose of the visit. Persons requiring access in the course of
tankers business, Customs, Ships Agents etc. must also provide details before entry will be
allowed.
5.13
CREW LISTS
On or prior to arrival at the Terminal, the Tankers Master/Agent shall provide the Terminal with a
crew list detailing the following for each and every person on board, including supernumeraries:Name
Nationality
Rank
Where applicable, the details of any personnel leaving or joining the tanker at Bonny shall also be
provided.
The Tankers Agent shall ensure that the Crew List is delivered to the Plant Road 1 Gate of the
Terminal Complex. Agents shall submit names of government boarding officials to PFSO in
advance of actual ship arrival.
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5.14
TANKER PARTICULARS
As a general condition for tankers at the Terminal, it is required that the tanker complies with the
following:a)
Equipment
All tankers must be in a sound state of repair, with main engines, mooring winches and
windlasses all in proper working order. Mooring equipment including mooring wires and pennants
shall be in good condition.
b)
Certification
All tankers must be in possession of a complete and valid set of safety certificates.
These to include:
i)
Certificate of fitness for the carriage of liquefied gases in bulk
ii)
International Load Line Certificate
iii)
International Oil Pollution Prevention certificate
iii)
Cargo Ship Safety Construction Certificate
iv)
Cargo Ship Safety Radio Certificate
v)
Cargo Ship Equipment Register
vi)
Cargo Ship Safety Equipment Certificate
vii)
Cargo Gear Certificates
c)
Tankers to be in all respects "In Class".
(d)
Tanker mooring outfit:
Every vessel will be subject to a detailed computer mooring analysis to determine acceptability
and optimum mooring analysis.
Mooring outfits should conform to the recommendations and guidelines given in the OCIMF
Mooring Equipment Guidelines (as updated by OCIMF).
Indicative minimum requirements are:
x 14 x 42 mm wires (124 tonnes minimum breaking load) with 11 metre nylon tails (155
tonnes MBL)
Winch brake holding power should provide a minimum holding capacity of 60% of the MBL of the
wire on the first layer of wire on a split drum and on the normal working layer of an undivided
drum winch.
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5.15
PRE ARRIVAL INFORMATIONS
To assist in Terminal planning and to satisfy Port Regulations, the following pre-arrival messages
are to be sent to the Ships Agent copied to the Bonny.Terminal@nlng.com and
marine.ops@nlng.com and Port Facility Security Officer ( Patrick.Onukwugha@NLNG.com and
Yaqoob.Zuberu@nlng.com ) as applicable
Sequence of messages will be as per the Charterers Instructions but with the following minimum
information:
5.15.1 ON DEPARTURE DISCHARGE PORT
Advice departure time Discharge Port.
Advice ETA and arrival draught Bonny River Pilot Station.
5.15.2 ARRIVAL NOTICES
5.12.2.1
On nomination:
The Bonny Terminal Questionnaire detailed on Appendix 1.must be sent to the above
email address.
5.12.2.2
AA.
BB.
CC.
7 days prior to arrival (For accepted FOB vessels):

ETA and Arrival draft
Estimated arrival Tank temperatures (vapour and liquid)
Required cooldown period upon berthing.
AA
BB
CC
DD
EE
4 days prior to arrival

Ship Name
ETA Bonny PBS
Cool down time required
Crew List
ISPS security information and list of personnel to embark or disembark
5.12.2.3
5.12.2.4
3 Days Prior to Arrival

AA Confirm ETA
BB Average bottom liquid and tank vapour temperatures
CC Average vapour pressure (mb absolute)
5.12.2.5
2 days Prior to Arrival
The following questionnaire is to be answered:
AA ETA and Arrival Draught
BB Estimated Tank Temperatures and cool down period required on berthing
CC Confirm
1)
All Navigation, Mooring, Safety and Engine systems are fully operational.
2)
Free of tank leakage.
3)
That the following systems are operating correctly and inspected/tested:
i)
Cargo system and boil off control equipment.
ii)
Gas detection analyzers.
iii)
ESDS, alarms and interlocks.
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iv)
Tank high level alarms.
v)
Tank high and low pressure alarms.
vi)
Remote - operated valves.
DD Cargo tanks and lines free of oxygen.
EE Stress calculations for cargo, ballast and bunker transfers made and within
recommended safety limits.
FF Estimated departure draft from Bonny
GG For petroleum product tankers only - Cargo and Bunker tank
H2S levels in ppm
5.12.2.6
24 hours prior to Arrival

AA Confirm ETA.
5.12.2.7
AA
BB
CC
DD
EE
FF
GG
6 hours prior to Arrival

Ship name
Voyage No.
Cargo No.
ETA Bonny PBS
Average bottom tank temperature
Average tank vapor pressure and temperature (mb absolute) over last 24 hr)
Confirm vessel is ready to berth on arrival
5.15.3 ANY CHANGES IN TANKER ARRIVAL

Any changes to arrival information as previously advised must be sent to the Agent copied to
Bonny Terminal and marine Operations as soon as possible.
Any possible problems associated with cargo systems, navigation equipment, moorings etc must
be advised as early as possible to allow for contingencies in an endeavor to avoid delays to
Tanker Schedules.
5.16
PRE TRANSFER OPERATIONS
5.16.1 FITTING OF GANGWAY

On completion of mooring, the Pilot will advise the Terminal Representative that the tanker is
secure and the gangway can be lifted onboard. The gangway will be positioned with a
responsible member of the tankers staff standing by. The Terminal Representative and
responsible tankers staff member nominated by the Master are to inspect and agree the
gangway and associated safety equipment are in place prior to allowing personnel access to the
gangway.
5.16.2 PRE-TRANSFER MEETING
Before the start of any cargo transfer operation, the intended cargo handling procedures must be
thoroughly discussed at a Meeting held between the responsible personnel from the Ship and the
Terminal. The meeting will include the tankers designated Officer, the Terminal Representative
and any other interested parties.
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Where an LNG / LPG tanker arrives in a warm and inerted condition, (i.e. post dock or
commissioning), the pre-transfer meeting will necessarily include other parties from the company,
the tanker and / or its operators.
The purpose of the Meeting is to draw up a suitable cargo plan and to check on safety issues.
The content of the Meeting may vary according to circumstances but should broadly follow the
following agenda:1. Names and roles of terminal and ship personnel who will be responsible for cargo
transfer operations;
2. Complete / carry out the ship / shore safety checklists and safety inspection in
accordance with the OCIMF standards.
3. Discuss any deficiencies shown up and agree any additional precautions required. The
Terminal reserves the right to refuse to load or discharge a vessel if the required
standards are not met.
4. Cargo loading plan

Total quantity of cargo to be transferred
Intended transfer rates
Transfer temperatures and pressures to be expected
Cooldown procedure
ESD system test
The use of vapour return line
Deballasting procedure
5. Review of Port and Jetty Regulations with particular reference to:Berth operating limits
Communications Procedures,
Emergency Signals
Emergency Shut Down Procedures (Valve closure times)
Assign smoking areas
Static precautions
ISPS security issues
6.
Check the previous cargo record (last 3 cargoes) and agree that ships tanks are ready to
receive product.
The Company reserves the right to:
(i)
Where applicable, sample and analyse the condition of ships tanks or quality
of cargo and ballast tanks before commencing to load or discharge.
(ii)
Instruct a third-party independent surveyor for the sampling and measurement

of cargo and/or tanks, the cost of which will be for the account of the Jetty
Operating Company.
(iii)
Place approved portable equipment on board as required for sampling, testing

or communication purposes during loading/discharging operations.
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(iv)
(e)
Refuse to load product and/or accept return vapour when ships tanks are not
within specification for product to be loaded. (See Sections B, C and D for
jetty/product details).
The Master shall certify that, in accordance with the cargo plan of operation that has
been tabled and discussed, the stress on the vessels hull will not exceed the
maximum permissible level by the Classification Society and that she will have
adequate stability throughout to leave the berth at any time.
7. Any further information or procedures relevant to the operation.

5.16.3 SHIP/SHORE COMMUNICATIONS
Your attention is drawn to Section 5.1
During critical periods of the operation, such as "start up" and "topping off" a Terminal
Representative will be in the tanker's CCR to monitor operations and will assist in
communications where necessary. The tanker is to inform the Terminal Representative of any
circumstance that may affect normal loading operations.
ALL SHIP/SHORE MESSAGES SHALL BE READ BACK TO ENSURE CONCISE
COMMUNICATION. ONLY AGREED TERMINOLOGY SHALL BE USED.
(See Section 4.4.4).
5.16.4 TANKER EMERGENCY SHUTDOWN SYSTEMS
The emergency shut down system incorporated within the LNG loading system has two levels of
activity:
a)
ESD 1
An ESD 1 can be initiated manually or automatically from tanker or shore.

The ESD 1 sequence is as follows:
i)
ii)
iii)
Stops the loading pumps and opens the pump spillback valves immediately
Closes the shore hydraulic valves on the 24 loading lines;
Closes the tanker's manifold valves within 15 - 30 seconds after closure of the
shore valves
When ship shore non-compatibility prevents the use of the linked ESD system, the terminal will
place onboard a remote ESD 1 actuator box. This allows the tanker to activate a shore ESD 1 but
this does not initiate shipboard ESD 1 functions.
b)
ESD 2
The ESD 2 sequence is as follows:

i)
ii)
Initiates an ESD 1;
Closes both isolation valves, (double ball valve), of the loading arm emergency release
coupling (ERC) within 5 seconds;
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iii)
iv)
Uncouples the loading arms two seconds after the isolation valves have been closed
(interlocked);
Opens the flow diversion valves in the loading lines within 5 seconds which will divert the
flow to the surge drum.
The tanker cannot manually initiate an ESD 2.
5.17
OPERATIONAL PROCEDURES
The Loading/Discharge Plan (section 5.15.2) and operation must comply with the following
procedures:
(a)
The company will be responsible for the connecting/disconnecting of loading

arms/hoses to the agreed ships presentation flanges as indicated by the
Responsible Ships Officer. In the event that the vessel does not have the
appropriate reducer, a shore reducer may be available. The Terminal must be
advised in the pre-arrival message of this requirement. The fitting and removal of the
reducer is the responsibility of the ship. The Master must take adequate precautions
to ensure the safety of Company workers and ensure that, where necessary,
suitable guardrails are provided.
(b)
The loading arms are normally purged to the ship at completion of loading and
remain under Nitrogen between loading operations. Vessels must, therefore, be
prepared to receive a small volume of Nitrogen vapour at the commencement of
loading operations.
(c)
The Terminal staff will pressurise the loading arm with Nitrogen against the ships
manifold valve and the loading arm connection will be tested for leaks. When the
manifold has been proven tight, the loading arm will be depressurised and transfer
commenced at the agreed starting rate.
(d)
The responsible Terminal representatives and Ships Officer will agree that systems
are correctly lined up before transfer operations begin.
(e)
Loading must be commenced slowly to avoid rapid pressure build-up
(f)
When liquid flow is established, the Terminal will increase rate as requested by the
ship up to the agreed maximum bulk rate.
(g)
During transfer operations, ship will confirm with the shore at intervals not exceeding
one hour that they are in agreement with the quality of product actually transferred
and the quantity/time estimated to complete the operation.
(h)
EXCEPT IN EMERGENCY, VENTING OF LNG/LPG VAPOURS INCLUDING

INERT GAS TO ATMOSPHERE IS PROHIBITED AT BONNY TERMINAL
(i)
All such displaced vapour must be reliquefied on board by ships systems and/or
returned to shore via the vapour line.
(j)
In all cases, LNG/LPG vapour return line will be connected and available for
pressure relief.
(k)
During transfer operations:
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(i)
A Company Operator/Technician will remain on the jetty at all times whilst the
vessel is alongside.
(ii)
A responsible English-speaking Ships Officer equipped with an approved

portable Tetra radio tuned to the agreed ship/shore communication channel
shall be on duty at all times.
A portable radio will be provided on loan from the Terminal.

(iii)
A responsible member of the ships crew capable of understanding and

relaying the Jetty Operator/Technicians communications to the Responsible
Ships Officer shall be stationed on deck at all times so that he can:
Observe manifold connections.
Observe the gangway.
Exchange visual/vocal signals with the Jetty Operator/Technician.
Keep a visual check on moorings.
(iv)
The ship must inform the Terminal and the Terminal must advise the ship of
any deviation from the agreed Loading/Discharge Plan.
(v)
Ships must inform the Terminal 15 minutes before topping off any cargo tank.
Topping off must be done one tank at a time. At the start of loading and during
topping off, the shipmaster should post one of his crew to cargo tanks ullage
domes to crosscheck the tank valves position and use secondary gauging
system to verify the main electronics gauging system.
(vi)
On both jetties, cargo operations will be stopped when a vessel heels over at 5
degrees. Vessels MUST maintain an upright condition during loading and take
early remedial action to correct any heel angle. Any delays to the loading
operation caused by excessive heel angle will be for the ships account.
(l)
At least five minutes notice must be given of transfer rate changes being required,
and at least 15 minutes notice for final completion of loading, except in emergency
when the requirements of Section 5.15.4 must be observed.
(m)
If for any reason there is an unusual evolution or accumulation of gas, loading shall
be stopped or the loading rate into a particular tank reduced at the discretion of either
the Terminal Supervision or Responsible Ships Officer. This includes sustained wind
speeds of less than five knots for Gasoline tankers venting to atmosphere.
(n)
The vessel must by day fly Flag B of the International Code, and by night exhibit an
all-round red light.
(o)
Prior to, and on completion of, loading/discharging, a Company Representative will

witness ships dips/ullages and obtain from the Master the quantity loaded according
to ships figures. (See also Section. 5.17.2).
(P)
Operations shall be stopped during electrical storms in the vicinity of the ship and all
cargo valves shall be closed.
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(q)
During periods of high winds and/or on the instruction of either the Bonny Terminal
Supervisor, operations shall be stopped and the loading arms disconnected in
accordance with the tables on section 4.7.2. Wind speeds are measured on the
respective jetty anemometer. Suspension of operations will occur when sustained
wind speed limits or frequent gusts are experienced.
(r)
At suitable intervals (not exceeding six hours) with regard to the estimated duration of
cargo transfer, the responsible Terminal Representative and Ships Officer will carry
out a repetitive check and confirm that:
The safety checklist remains valid.
Operational procedures are satisfactory.
Jetty Regulations are not being contravened.
5.18
PREPARATIONS PRIOR TO DEPARTURE
5.18.1 DISCONNECTION OF LOADING ARMS

On completion of draining and purging of the liquid and vapour loading arms, the arms shall be
disconnected.
The Terminal Representative will control the movement of the loading arms by means of the jetty
control console on the jetty and the Pendant Box control from the tanker. The arms are to be
returned to their normal parked positions and the storm locks engaged.
The Terminal is responsible for fitting the blanks to the liquid loading and vapour return arm
flanges.
The tanker is responsible for fitting the blanks to the tanker's manifold.
5.18.2 FINAL MEASUREMENT OF CARGO
The final quantity on board shall be measured after all the tanker's manifold valves have been
closed.
The measurement is to be witnessed by the tanker's designated officer and the Terminal
Representative on behalf of the Terminal.
5.18.3 DOCUMENTATION
The Master is responsible for ensuring that the Custody Transfer documents and Port Time Sheet
are delivered to the Terminal.
5.18.4 REMOVAL OF GANGWAY
The Gangway will be lifted ashore with a responsible member of the tanker's staff standing by on
board to assist if any problems emerge that may require action from the tanker.
5.18.5 MAIN ENGINE PREPARATION
Procedures for preparing the main engines for sailing may only be implemented after the loading
and vapour return arms have been disconnected and the gangway has been lifted ashore.
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5.19
REPAIRS AND SERVICE ENGINEERS
Repair work involving either hot or cold work or the use of naked lights is prohibited unless the
permission of the Head Marine or his authorized designate has been requested and granted in
writing. The conditions and precautions required by the Head Marine or his authorised designate
shall be rigidly observed.
Repair work includes but is not restricted to boiler and boiler tube cleaning, chipping and
scraping, hull painting, testing and servicing of electrical equipment (including radar and radio
installations).
If permission to carry out repairs is granted, a list of shore workmen/service engineers employed
on the vessel must be given to the Terminal Representative before the work commences.
Marine contractors are available in the local Bonny area and can be arranged by the agents 1.
a) Liferaft maintenance / Service
The following Company has been used previously be a number of vessels calling at the
NLNG terminal that require life raft exchange / service and can be arranged through local
agent.
Global Marine Services Ltd - Email: globalmarineph2002@yahoo.com
b) HullInspection Services:
Services reportedly offered: Inspection and certification of cranes, lifting equipment,
steam boilers, pressure vessels, passenger and service lifts. NDT testing, welding
inspection and pre-fabrication checks.
c) Hull Engineering Services Ltd
Services reportedly offered: Field engineering - Oil and gas facility installation, pipe line
fabrication and commissioning, hot and cold insulation (lagging and cladding), duct and
light metal work. Maintenance and operational support- boiler repair and retubing, heat
exchangers repair and re-tubing, ship and off-shore facilities repair. Construction - Steam
and hot water boilers, tubular heat exchangers and condenser, pressure vessels,
manifold skid, storage tanks, structural steel work, process and storage silos and marine
barges.
d) Dorman Long Engineering Ltd
Services reportedly offered: Fabrication of pressure vessels and process equipment,
structural steel and marine structures, storage tanks and mobile units. Asset
management (operation and maintenance services). Hot dip galvanising and tower
fabrication. Procurement and logistics services (steel, valves and oil and gas equipment).
e) Nigerian Ropes Plc
Services reportedly offered: Manufacture of a wide range of fibre and steel ropes,
webbing slings, cargo and gangway nets, jack-up ladder, vehicle tow ropes. Supply of
associated fittings and lifting equipment
NLNG does not endorse any of the service providers but rather is providing information on
services available.
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f) Hydrex West Africa

Services reportedly offered: Under water surveys and inspection. Under water stern tube
seal repairs. Thruster removal and repairs. Propeller repairs. Under water cleaning. Hull
repairs - crack repairs, emergency repairs, pipe repairs, stabilizer repairs
g) Sea Trucks Group
Services reportedly offered: Fabrication construction yard complete 200m heavy duty
jetty for the fabrication/ repair of jackets, piles, templates, modules and other off shore
structures. Facilities also include a floating dry dock, ware houses and a machine shop.
Vessel chartering supply and support for offshore projects; accommodation/hook up
barges, in shore and offshore supply vessels, offshore cargo barges, anchor handling
tugs and long haul tugs. Offshore installation and pipe lay engineering. Installation of
jackets, pipe lay, trenching and hook-up services by use of her DP-3 pipe laying and
heavy lift vessels, some of which are on lease to various oil and gas Companies.
h) Warsila Nigeria Ltd
Services reportedly offered: Power plant installation and maintenance
i) Classification Societies
Attendance of Classification Society Representatives is possible but requires travel from
either Port Harcourt or Lagos.
5.20
HANDLING OF SPARE GEAR AND SHIPS STORES
Storing is possible in Bonny and is arranged through the local agent, however it is not permitted
to be loaded over the jetty.
Delivery of spare gear and ships store through authorized crafts is permitted with prior agreement
of the Terminal Representative. The supply of food and provisions at the terminal is allowed
through terminal approved chandlers only.
Stores are landed onto the jetty initially and a search for illegal substances is conducted. The
stores will then be placed into a locked container on the jetty, with the keys to the container
delivered to the Master, until they are ready to be loaded onto the vessel. This will be done via
one of the tugs following completion of cargo.
Security personnel will stay on board the tug boat with the items until they have been safely
delivered to the vessel.
The chandling procedure which includes permitted items is available on request.
Delays due to storing are for the vessels account.
5.21
MOVEMENT OF TUGS AND OTHER CRAFT
During berthing, unberthing and cargo handling operations, no vessel or small craft shall
be allowed alongside the vessel unless specifically authorized by the Terminal.
When tugs or authorised craft are alongside or assisting the vessel, loading of cargo must have
stopped and all cargo system openings must be closed unless tanks are certified Gas Free.
Lifeboats may be lowered at slack water with the prior approval of terminal.
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5.22
SHIPS RADIO, SATELLITE COMMUNICATION AND RADAR EQUIPMENT
Portable radios used in hazardous areas must be certified intrinsically safe. Non approved
equipment must not be brought into hazardous areas.
Except for VHF and UHF communications (with radiated power of 1 watt or less), the ships main
radio station including emergency transmitters shall not be used while the ship is within 500 m of
the terminal. While berthed at the Terminal the transmitting aerials shall be disconnected and
earthed.
It is prohibited to operate ship-borne radar having a peak pulse in excess of 60 KW within 500 m
of the Terminal. Operation of radars having a peak pulse less than 60 KW is prohibited on a
berthed tanker during cargo operation.
5.23
PORTABLE R/T SETS, HAND LAMPS AND ELECTRICAL EQUIPMENT
Portable R/T sets, lamps and hand lamps, electric or otherwise, shall not be used unless of an
approved type.
The use of portable electric lamps and equipment on wandering electric cables is prohibited in
any cargo or adjacent ballast space, pump room, compressor room, cofferdam, bunker
compartment, hold or anywhere over the cargo tanks.
Portable domestic radios, photographic flash equipment, electronic calculators, tape recorders or
any other battery-powered equipment of non-approved type shall not be used on the main deck
or in any place where petroleum gases may be encountered. Mobile telephones may be
transported through the Terminal to the ship for use in an approved area, refer to section 0.
5.24
SMOKING
On shore, smoking is strictly prohibited except in locations for which smoking permits are
specifically approved by the Terminal Management.
On vessels alongside, smoking is strictly prohibited except under controlled conditions in 2, or at
most 3, enclosed places, selected by the Master and approved by the Terminal Representative
prior to their use.
5.25
GALLEY STOVES AND COOKING EQUIPMENT
The use of galley stoves, barbecue and other cooking equipment shall not be permitted anywhere
in open decks outside the accommodation.
5.26
BOILER FIRES (STEAM SHIPS)
So as not to immobilize the vessel, boiler fires shall only be extinguished when the Terminal
Representative, after consultation with the Master, decides that maintaining of boiler fires
constitutes an undue hazard.
5.27
PRESSURE SURGE PRECAUTIONS
Non-routine closing of the loading systems, automatic intervention or 'fail safe' closure of
shipboard Emergency Shutdown (ESD) valves can generate dangerous surge pressures. A
careful check of ship's ESD system will be made prior to loading. The Master (or his deputy) will
be asked to operate the system to enable timing of the valves and may be requested to have
valves adjusted according to the provisions of the IMO codes for Ships carrying Liquefied Gases
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in Bulk. The Company reserves the right to restrict loading rates if valve closure times are not
compatible with rates otherwise agreed. Excess loading times caused by such a restriction will be
charged to the ship if port time/lay time is exceeded.
For LPG / Condensate loading, the shore system is designed to withstand the high-surge
pressure which can be generated and safe emergency shutdown will be accomplished by using
the shore ESD pendant control (SIGTTO Link) provided to vessels.
In the event of an emergency, the link must be activated which will immediately result in:
1.
Onshore loading valves closure.
2.
The stoppage of cargo flow.
ONLY THEN MAY THE VESSEL MANUALLY ACTIVATES ITS OWN ESD.
SHIPS MUST NEVER CLOSE VALVES AGAINST THE SHORE LOADING PUMPS.
Masters are referred to ICS Safety Guide (Liquefied Gas) paras. 1.8.2 and 4.5.2 and the
International Safety Guide for Oil Tankers and Terminals paras. 6.5.5., 7.3 and 7.6.8 and
Appendixes A and B.
5.28
PREVENTION OF SPARKING AND EXCESSIVE FUNNEL SMOKING
Opening and closing hatches and ullage ports, connecting and disconnecting loading arms or
hoses shall be carried out in a manner that avoids the generation of sparks.
Soot-blowing and excessive funnel-smoking is prohibited and immediate steps must be taken to
eliminate sparking from funnels.
5.29
SCUPPERS AND DRIP TRAYS
It is recognized that the practice on gas carriers is to operate with scuppers open in port so as to
allow cold liquids to escape quickly in the event of spillage.
If bunker transfers are to take place with ships side scuppers open, then suitable operational
procedures must be in place, and bunker tank openings and air pipes must be well bonded, so
that any spillage of bunkers will be contained on deck. In the event of rain, arrangements must be
made to drain off accumulated clean rainwater from the deck / bounded areas at frequent
intervals.
During transfer of Condensate, deck scuppers and drain holes must be suitably plugged and
accumulated water drained off as required.
Drip trays must be placed under connections and likewise drained of accumulated water.
5.30
BLANKING OF UNUSED CONNECTIONS / CARGO TANK OPENINGS
Unused cargo and bunker connections must be closed and blanked. Blank flanges shall be fully
bolted, and other types of fittings, if used, properly secured.
All cargo tank lids shall be kept closed and secured at all times.
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5.31
SEA AND OVERBOARD VALVES
Prior to commencement, and at regular intervals throughout the operation cycle, watch shall be
kept to ensure that oil or oily water is not escaping through sea valves.
Overboard discharge valves through which oil could escape shall be lashed during the vessel's
stay at the Terminal. When lashing is not practical, as with hydraulic valves, some suitable means
of marking should be used to indicate clearly that the valves are to remain closed and where
possible activating levers removed. Where ballasting is to take place in systems that have
previously been used for cargo, sea inlet valves shall not be opened before pump suction is
established.
Circulation cooling water discharges shall not be permitted to discharge onto or over the jetty.
Where this requirement cannot be met, deflection or baffle devices must be provided to the
satisfaction of the Terminal Supervision.
5.32
BUNKER TANK OPENINGS
Apart from openings used for the venting, or temporarily open for ullaging or sampling, all
openings to bunker tanks must be closed gas-tight.
5.33
SIGHTING AND ULLAGE PORTS
Where applicable, sighting and Ullage ports must be kept closed at all times, except with the
Terminal's approval. Samples and final ullaging may only be carried out upon completion of
loading. Refer to International Safety Guide for Oil Tankers and Terminals, Sections 7.2 and 7.4.
5.34
SOURCES OF IGNITION
The carrying and use of matches or any other sources of ignition is prohibited within the plant
complex except as authorised by the Terminal Representative for a specific purpose. The
carrying of mobile phones is not allowed within the plant areas.(refer 0)
5.35
TANK CLEANING / GAS FREEING
Tank-cleaning, inerting, purging or gas-freeing may not be carried out at this Terminal. In
unavoidable and exceptional cases, and then under specific circumstances, approval in writing
may be granted in advance or under a repair work permit as in Section 0 hereof.
5.36
USE OF NAKED LIGHTS
The use of naked lights is prohibited except:

(a)
under an individual hot work permit approved by the Terminal Representative for the
particular reason and purpose.
(b)
in the designated places at the times that smoking is permitted.
5.37
VENTILATORS / AIR CONDITIONING UNITS
Intakes of central air conditioning or mechanical ventilation systems should be adjusted to

prevent the entry of petroleum gas, if possible, by recirculation of air within the enclosed spaces.
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If, at any time, it is suspected that gas is being drawn into the accommodation, central air
conditioning and mechanical ventilating systems should be stopped and the intakes covered or
closed.
Window-type air conditioning units that are not certified, as safe for use in the presence of
flammable gas or which draw in air from outside the superstructure must be electrically
disconnected and any external vents or intakes covered or closed.
5.38
ACCOMMODATION DOORS AND PORTHOLES
All external doors and portholes shall be closed during operations. Accommodation boundary
doors should preferably be fitted with self-closing or other control devices but at no time should
they be locked.
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SECTION B -
6.
LN G LOADING IN FORMATION
INTR ODUCTION TO SECTION B
This Section covers the specific activities associated with the loading of LNG Tankers calling
at the Nigeria LNG Limited marine facilities in the Bonny Terminal, Nigeria, (The Marine
Terminal).
Reference should be made to Section A of this document for general port information and
Marine Terminal regulations.
7.
ACC EPTANC E CONDITION S
Your attention is drawn to Section 5.1.

It is Terminal requirement that a copy of the vessels General arrangement plan is sighted
prior to vessels arrival.
Tanker dimensions to fall within the operating limitations of the jetty and loading arms:
Max LOA
Min LOA
Min distance waterline to manifold
Max distance waterline to manifold
Min distance shipside to manifold
Max distance shipside to manifold
Manifold flange size and type
Min distance between manifold centres
Max distance between manifold centres
300m
160m
16 m
26 m
1.6 m
4.0 m
16 ANSI 150
2.1 m
4.0 m
7.1
CONFIGURATION AND LIMITS OF LOADING ARMS
7.1.1
CONFIGURATION
The terminal is fitted with four 16 loading arms. The southern most arm is liquid only, the
next arm is vapour only whilst the third arm can handle either liquid or vapour. Normal loading
configuration is three southern arms for liquid and vapour return.. Vessels with bolts and nuts
manifold will require a spool piece to connect the QC/DC. The specification of spool piece is
given below:
The coupler is designed to connect 16 ANSI 150 flange chicksan coupler to 16 ANSI 150
flange (measurement of 37 +/- 1.6 and length not more than 50cm) on the ship manifold.
Detail specification as follows; Flange combinations - with / without holes. Flange thickness
between 36.6 mm., and 39.6 mm. The Chicksan QC/DC requires a Smooth Finish, No
Serrations. Raised or flat-faced flanges are acceptable. RF is preferable, but FF can be used.
Spool piece drawing can be found in appendix 11. If due to maintenance, the dedicated
vapour arm is unavailable; the third arm reckon from the south will be used for vapour return.
When this alternative arm configuration is used it must be remembered that the working
envelope of the loading arms will be reduced. Constant monitoring of ship's position and
mooring line tensions must be maintained. Any mooring line adjustments must be made with
care to avoid moving the vessel.
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7.1.2.
LIMITS OF LOADING ARMS
The LNG loading arms are designed with working envelopes as detailed in Appendix 8.
The Loading Arms are designed to be maneuvered in wind speeds of up to 50 knots. Loading
should be stopped and arms disconnected, parked and storm locked in good time if wind
speeds in excess of 40 knots are anticipated.
7.2
CONNECTION OF LOADING ARMS
The loading arms will be manoeuvred and connected by the Terminal Representative.
The vapour return will be connected first followed by the liquid arms.
Terminal requires ships to be fitted with manifold loading strainers for liquids and vapour
return particularly for first loading at the terminal and after dry-docking or cargo tank entry.
The Terminal Representative will advise the tanker representative that the arms are
connected, pressure tested and inerted to < 1% oxygen prior to returning to shore.
7.3
CHICKSAN COUPLERS AND FLANGE REQUIREMENTS

1. Flanges combinations: Flanges with and without bolt-holes are OK. The
QC/Dc does not need the holes, but their presence is not a problem.
Flange thickness must be in accordance with ANSI 150 for 16 RF, i.e.,
between 36.6 mm., and 39.6 mm.
2. Type of joint face/raised or flat: the Chiksan QC/DC requires a smooth
finish. Raised or flat-faced flanges are acceptable. RF is preferable,
but FF can be used.
3. Clearance for QC/DC Claws: the Chiksan QC/DC Clamps require a clearance
of 180 mm behind the flange, measured from the sealing face. The OCIMF
requirement of 200 mm., for this clearance, will be perfect.
7.4
TERMINAL LOADING RATES
Max Loading Rate

Liquid Manifold Connection
Vapour Return Connection
7.5
LNG
10000 m3 / hr
16 ANSI 150
16 ANSI 150
CONDENSATE
4000 m3 / hr
12 ANSI 150
N/A
LPG (C3/C4)
3000 m3/hr each
12 ANSI 150
8 ANSI 150
WATER SPRAY SYSTEM
Prior to opening the tanker's manifold valves the tankers side water curtain in way of the
manifold shall be brought into operation by the tanker's personnel. The water spray system
shall be fitted with suitably sized deflectors to prevent the spraying of salt water unto jetty
fixtures and equipment.
All other required protection systems in way of tank domes, flanges, valves and
superstructure as required shall be operable.
7.6
MEASUREMENT OF CARGO HEEL
Prior to the opening of the tanker's manifold valves, the quantity of cargo heel is to be
measured. This applies in all cases, regardless of whether the tanker requires to be gassed
up, full or partial cooldown or a normal loading.
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The measurement is to be witnessed by the tanker's designated officer on behalf of the tanker
and the Terminal Representative on behalf of the Terminal.
7.7
EMERGENCY SHUTDOWN (ESD) SYSTEM
Cargo operations are safeguarded by an ESD system. Configuration details of the Pyle
National Ship/Shore Link can be found in Appendix 13.
Following landing of the gangway, the ship / shore fibre optic communication cable can be
connected to compatible ships. This cable allows emergency shutdown system signals, voice
telephone communications as well as the mooring monitoring system signals.
Terminal has Fibre Optic (FO) and Pyle National ESDS Connections. FO is the preferred link.
Telephone
Hot Line
ESD 1
ESD 2
Ship
Shore
Yes
Yes
Yes
No
Male
Female
Fibre Optic
Yes
Yes
Yes
No
Female
Male
Pyle National
No
No
Yes
No
ESD Pendant
7.7.1
ROUTINE TESTING
Many of the ESD system checks are conducted by the Terminal on a routine basis without a
tanker at the berth. However, the ESD 1 system will be tested for each loading as follows:
a) Prior to Arm Cooldown
After advising the Terminal CCR, the tanker will initiate an ESD 1 from the tanker to confirm
the link. Once reset the Terminal CCR will initiate an ESD 1 from ashore to confirm the link.
b) At end of Arm Cooldown
Cold ESD test proofing manifold v/v in cold condition.
7.8
LNG GAS VENTING
No Flare Policy Bonny terminal maintains a no-flare policy which means vessels are
required to reduce the rate of cool down to comfortably manage the boil off gas and to avoid
the flaring of returned vapor by Terminal.
Boil off gas shall not be vented to atmosphere under normal cargo loading operations.
In the event of vapour return compressors being inoperative due to mechanical breakdown,
the Terminal CCR is to be informed and loading stopped immediately. Where this condition
makes it imperative to vent boil-off gas to atmosphere, every endeavour shall be made to
heat the gas prior to its discharge to atmosphere to ensure its relative density is as low as
possible.
The burning of gas for engine room requirements is permitted where all international and
statutory requirements are followed.
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SECTION C - COND EN SATE LOADING IN FORMATION

8
INTR ODUCTION TO SECTION C
This Section covers the specific activities associated with the loading of Condensate Tankers
calling at the Nigeria LNG Limited marine facilities in the Bonny Terminal, Nigeria (The
Marine Terminal).
Reference should be made to Section A of this document for general port information and
Marine Terminal regulations.
9
ACC EPTANC E CONDITION S

prior to vessels arrival..
Max LOA
Min. LOA
Min distance shipside to manifold
300 m
160 m
5.8 m
21.9 m
4.0 m
6.1 m
12 ANSI 150
1.1 m
3.0 m
Condensate vessels can berth PORT or STARBOARD SIDE alongside. The vessels should
berth starboard side during ebb tide and port side during flood tide
9.1
9.1.1 CONFIGURATION
The terminal is fitted with three 12 loading arms. Normal loading configuration is
two southern arms for loading operation.
9.1.2
LOADING ARM LIMITS
The condensate loading arms are designed with working envelopes as detailed in Appendix
10.
The Loading Arms are designed to be maneuvered in wind speeds of up to 50 knots.
Loading should be stopped and arms disconnected, parked and storm locked in good time if
wind speeds in excess of 40 knots are anticipated
9.2
The connection at the tanker manifold is by bolting to the ships flange. Tankers are normally
required to present a 12" flange ANSI 150.
The Terminal Representative will confirm with the tanker representative that the tanker's
manifold is shut and that the arm pressure test can take place.
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9.3
CARGO MEASUREMENT
The tanker will conduct initial tank inspection and the shore tanks will be dipped prior to
opening tanker manifold. Independent Surveyors will be employed as necessary to witness
the tank inspections.
Cargo measurement can be by means of an in line flow meter and terminal cargo quantities
may be determined by the flow meter.
9.4
A Hard Wire SIGTTO Link is linked to vessel from shore, which when operated would trip
shore systems only.
There will be a full ESD test immediately prior to loading and with the Tanker's manifold
valves open. This test will require the shore loading valves to be open and a pump running
with the forward flow controller closed. The Terminal Representative will initiate the test from
the Tanker. Upon confirmation that the shore valves have closed and the pump has stopped,
the system will be reset and loading commenced.
9.5
CONDENSATE TANKER INERT GAS REQUIREMENTS
Tankers fitted with inert gas must arrive with all cargo tanks in an inerted condition, (4% or
less O2 content). Prior to loading, Tanker's Tanks will be checked for O2 Content by the
Terminal Representative.
An inert gas system, where fitted, must be maintained in full working order, with a full
record/log of maintenance and tests of safety devices.
The inert gas scrubber, blowers, deck seal, P/V breakers, pumps, fittings and instrumentation
contain critical components and should all be part of the documented planned maintenance
procedures with test records available for verification.
The inert gas system should be operated in accordance with recommendations in the
manufacturers manual and vessel's Classification Society.
All vessels loading at NLNG Bonny Terminal must be in full compliance with the provisions of
SOLAS with regard to cargo tank pressure/vacuum protection. The IGS deck seal must be of
the "wet" or "semi-dry" type. "Dry" type deck seals are not acceptable
9.6
CLOSED LOADING
The Terminal requires all tankers to follow the requirements for "Closed Loading Operations"
as defined in ISGOTT Parts 7.6.3 and 7.2.
Condensate is loaded by pipeline mode where the loading operation is manually controlled
(i.e. ship stop). All operations during bulk loading will be at the discretion of the tanker. The
Terminal CCR may require stopping loading at any time due to Plant requirements.
The loading rate can be increased at the tanker's request up to a maximum of 4000 m3/hr
through two loading arms.
Prior to completion of loading, the tanker will request the Terminal CCR to reduce the loading
rate as required by giving specific rates.
The tanker should give plenty of notice of its requirements for topping off and keep the
Terminal informed as to its operations during the period.
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9.7
STATIC ACCUMULATOR CARGO HANDLING REQUIREMENTS
Condensate is classed as static accumulator oil.

Tankers will be loaded in accordance with the International Safety Guide for Oil Tankers and
Terminals, (ISGOTT) Section 7.4.
When a tank is maintained in an inert condition no anti-static precautions are necessary. If
tanks are not inert, then as a precaution when loading, the procedures as detailed in ISGOTT
must be adopted.
The following table from ISGOTT has been extracted for your information: Non-inerted Tanks Summary of Precautions Against Electrostatic Hazards when Gauging and
Sampling
Cargo Tank Operation
When hazard can occur:
Electrostatic Hazard
(Chapter 20)
Precautions Necessary
For dipping, ullaging and
sampling with:
(i)
Metallic equipment
not earthed or
bonded:
(ii) Metallic equipment

which is earthed
and bonded from
before
introduction until
after removal:
Lowering of equipment
with ropes or tapes of
synthetic material
Rubbing together of
synthetic polymers
(Chapter 20.5.2)
Loading clean oils
Tank washing
Flow of static
accumulator liquids
(Sections 20.3,20.5.3)
(Sections 7.4.3(b),
9.2.4(i))
(Section 7.4.3(b))
Water mist
droplets
(Sections
202.3(b),
20.2.4(i)
(Sections
9.2.3(b), 9.2.4(i))
Use of ropes or tapes

made of synthetic
materials for lowering
equipment into cargo
tanks not permitted at
any time.
"
Not permitted at any

time
Not permitted during

loading and for 30
minutes thereafter
(iii) Non-conducting
equipment with no
metallic parts:
No restrictions
No restrictions
"
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Not permitted
during washing
and for 5 hours
thereafter
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No restrictions
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Sounding pipe is used
(a) Sounding pipe

is used
or
(b) Tank is
continuously
mechanically
ventilated,
when 5 hours
can be
reduced to 1
hour.
Note: It is not permitted to use Portable Electronic Measuring and Sampling Gauges in
non-inerted tanks during loading unless a sounding pipe is used and the equipment is
earthed and bonded.
Exceptions Permitted if:
SHIPS VAPOUR SUITABILITY FOR CONDENSATE NOMINATIONS
Acceptable Previous Cargoes (Condensate Nominations)
Ships that contained only the following during the last three cargoes:
Motor gasoline
Aviation gasoline
Motor gasoline blending
components
All straight run, hydrotreated or
hydrocracked oil products
Leaded and unleaded, to commercial specification

e.g. Isomerate, Hysomerate, Reformate, Alkylate.
e.g. Natural Gasoline, Tops/Naphtha (straight run, hydrotreated, hydrocracked),

Benzene Hearthcut, White spirits, Aromatics
(Benzene, Toluene, Xylene), Alkanes (Pentanes, Hexanes, Heptanes etc.),
Cycloalkanes, (Cyclohexane, Cycloheptane, etc),
Kerosins (Jet A1, Avtur to commercial specification), Diesel
Fuel/Gasoil (to commercial specification), Methanol
Any chemical or mixture of
e.g. more than 99% of the weight is made of carbon and hydrogen atoms AND
chemicals for which applies
less than 0.2% of the weight is made of oxygen or
chloride atoms AND less than 5% of the components are olefinic (alkenes or
alkynes) (OR bromine number less than 10g/100g,
method ASTM D-1159).
Non acceptable Previous Cargoes (Condensate Nominations)
Ships, which contained during the last three cargoes more than 0.5% mass of any of the following
components:
Any Ketone
e.g. Acetone, Acetophene, Actylacetone, Camphor, (1,7,7-Trimethylbicycle

(2,2,1) heptan-2-one), Cyclohexanone, Cyclopentanone
Ketone, Methyl Acetone, Methyl Acetyl Phenone, Methyl n-Amyl
Ketone, Methyl Ethyl Ketone (MEK), Methyl Isobutyl Ketone.
Any Aldehyde
e.g. Acetyldehyde, Acrolein, Formaldehyde, Propionaldehyde, nValderaldehyde
Any Organic Acid
e.g. Acetic Acid, Formicic Acid, Prionic Acid
Ships that contained during the last three cargoes more than 5% mass of any of the following components:
Any Alkenes/Olefins
e.g. Butadiens, Cyclohexadienes, Trichloroethylene
Ships that contained during the last cargo any of the following products:
Pygas (pyrolysis gasoline)
Cat-cracked gasoline
Previous Cargoes that require specific approval by Process Engineering for vessels to Load:
MTBE (Methyl Tertiary Butyl Ether)
Light or Heavy Cycle Oil
Ethanol
Thermally cracked Gasoline or Gas Oil
Alcohols
Esters
Vessels that report having carried a grade, or grades, of cargo that meet the criteria as "Non-Acceptable" should advise
the Terminal of the following:
(i) Grade of cargo carried:
(ii) Tanks in which the cargo was carried;
(iii) Tank cleaning carried out;
(iv) Subsequent cargo carried; and
(v) Estimated quantity of residual cargo in each tank
It is anticipated that the vessel will be required to tank clean and hydrocarbon free the cargo tanks and lines, purging all
residue of the non acceptable cargo, prior to acceptance.
Notwithstanding the foregoing the Terminal reserves the right to reject any vessel on the basis of the non-acceptability of
the previous cargo(es).
This information will be advised to our Ship Scheduling department in Aberdeen for assessment
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9.8
Benzene and Other Aromatic Hydrocarbons
Condensate cargoes loaded at Bonny Terminal may contain small quantities of

Benzene and other Aromatic Hydrocarbons including toluene, ethyl-benzene and
zylene. Masters should be guided by appropriate publications e.g. ISGOTT and
the Managing Companies requirements accordingly.
Refer to Appendix 15 for a copy of the Material Safety Data Sheet (MSDS) for
Benzene
9.9
Hydrogen Sulphide (H2S)
Hydrogen Sulphide (H2S) is a very toxic, corrosive and flammable gas. It has a very low
odour threshold and a distinctive odour of rotten eggs. H2S is colourless, heavier than air and
has a relative vapour density of 1.189. It is also soluble in water.
H2S is mainly found in crude oils but can also be encountered in refined products such as
naphtha, fuel oil, bunker fuels, bitumen and gas oils. Cargo and bunker tanks of vessels
calling at NLNG Bonny Terminal should not be treated as free of H2S until after the absence
of H2S has been confirmed by both the results of tests and the review of the Material Safety
Data Sheet (MSDS) for the last cargo.
Precautions against high H2S concentrations are normally considered necessary if the
H2S content in the vapour phase is 5 ppm by volume or above. All actions and
precautions taken on H2S should be in line with the recommendations contained in
ISGOTT.
All Masters of petroleum product tankers calling at NLNG Bonny terminal are required
to declare their cargo and Bunker tank H2S content during the 48 hours pre-arrival
information exchange of CONDENSATE Tankers.
If there is reason to believe that H2S is present onboard at a volume greater than 5 ppm, then
the operation and special precautions that will be taken shall be discussed and agreed with
the terminal at the Ship/Shore Safety Meeting.
In any event, any vessel with H2S higher than 5 ppm WILL NOT be allowed to berth until
such a time when the measurements are confirmed to be below 5 ppm.
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SECTION D LPG LOADING INFORMATION

10
INTR ODUCTION TO SECTION D
This Section covers the specific activities associated with the loading of LPG Tankers calling
at the Nigeria LNG Limited marine facilities in the Bonny Terminal, Nigeria, (The Marine
Terminal). Reference should be made to Section A of this document for general port
information and Marine Terminal regulations.
11
ACCEPTANCE CONDITIONS

prior to vessels arrival..
Max LOA
Min LOA
Max Manifold offset Fore to midship
Max Manifold offset Aft to midship
300 m
160m
10 m
25 m
4.0 m
12 ANSI 150
2.1 m
4.0 m
14.9 m
5.9 m
LPG vessels can berth PORT or STARBOARD SIDE alongside. The vessels should berth
starboard side during ebb tide and port side during flood tide
11.1
11.1.1 CONFIGURATION
The terminal is fitted with three 12 loading arms and 8 piggy backed flexible vapour return
lines. The LPG arms are rated for refrigerated propane service and are interchangeable. The
maximum loading rate for each LPG product either via one or two loading arms is 3000m3/
hr.. Normal loading configuration is two southern arms for liquid and vapour return.
The connection at the tanker manifold is by bolting to the ships flange. Tankers are normally
required to present a 12" flange ANSI 150.
11.1.2 LIMITS OF LOADING ARMS

The LPG loading arms are designed with working envelopes as detailed in Appendix 9.
The Loading Arms are designed to be maneuvered in wind speeds of up to 50 knots. Loading
should be stopped and arms disconnected, parked and storm locked in good time if wind
speeds in excess of 40 knots are anticipated.
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11.3
The vapour return will be connected first followed by the liquid arms.
Terminal requires ships to be fitted with manifold loading strainers for liquids and vapour
return particularly for first loading at the terminal and after dry-docking or cargo tank entry.
11.4
LPG LOADING
Product will be delivered to ships in a fully refrigerated state.

Propane -42oC
i.e.
Butane -4oC
Propane and Butane can be handled concurrently.
Terminal Loading Rates.
Max Loading Rate

Max Vapour return rate
Liquid Manifold Connection
Vapour Return Connection
11.5
PROPANE
3000 m3 / hr
5250 m3 / hr
12 ANSI 150
8 ANSI 150
BUTANE
3000 m3 / hr
4227 m3 / hr
12 ANSI 150
8 ANSI 150
VAPOUR RETURN REQUIREMENTS
The operating company at its sole discretion will accept vapour return to storage always
subject to the quality being acceptable to the company. Vapour samples will be taken from
ships tanks on arrival. Masters must be sure of positive pressure and provided the following
specification is not exceeded then vapour return to storage will normally be authorised.
(i)
0.3% vol. oxygen
(vii)
10 ppm VCM
(ii)
0.5% vol. non-condensable gas (CO2)
(viii)
5 ppm water vapour
iii)
0.5% vol. propylene
(ix)
1 ppm H2S
(iv)
0.1% vol. butadiene
(x)
Zero ppm Methanol/Alcohol
(v)
1.0% vol. nitrogen
(xi)
100 ppm Acetone
(vi)
10 ppm ammonia
Acceptance for vapour return to storage does not imply ships tanks are suitable for
loading from a commercial cargo contamination point of view.
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11.6
A Hard Wire SIGTTO Link is linked to vessel from shore, which when operated would trip
shore systems only.
There will be a full ESD test immediately prior to loading and with the Tanker's manifold
valves open. This test will require the shore loading valves to be open and a pump running
with the forward flow controller closed. The Terminal Representative will initiate the test from
the Tanker. Upon confirmation that the shore valves have closed and the pump has stopped,
the system will be reset and loading commenced.
11.7
LPG GAS VENTING
No Flare Policy Bonny terminal maintains a no-flare policy which means vessels are
required to reduce the rate of cool down to comfortably manage the boil off gas and to avoid
the flaring of returned vapor by Terminal.
Boil off gas shall not be vented to atmosphere under normal cargo loading operations.
In the event of vapour return and / or reliquefaction compressors being inoperative due to
mechanical breakdown, the Terminal CCR is to be informed and loading stopped
immediately.
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A PPEND IX 1 BONNY CHANN EL SCH EMATIC
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A PPEND IX 2 PLAN VIEW OF (LN G/CONDEN SATE) B ERTH
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APPENDIX 3 MOORING ROPE STROP RELATIVE TO THE EYE

Please attach a rope strop (1
metre) as shown for easy handling
during mooring
Rope strop
attached to
the mooring
line to be
shackled to
the shore
messenger
line.
Rope eye
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APPENDIX 4- MOORING ARRANGEMENTFOR LNG VESSEL AT JETTY 1
APPEN DIX 5.
L P G JE T T Y L A Y OU T
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APPENDIX 6- M O O RING ARRANG E M ENT FOR LPG VESSEL JETTY NO2
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A PPEND IX 7 LNG LOAD IN G AR M W ORK ING EN VELOPE
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LNG LOADING ARM WORKING ENVELOPE
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A P P EN D IX 8 - L PG A R M W O R K IN G EN V EL O P E
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A PPEN DIX 9 C OND EN SAT E AR M WORK ING EN VEL OPE
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CONDENSATE ARM WORKING ENVELOPE
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A PPEND IX 10 SPOOL PIEC E DRAW ING
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A PPEND IX- 11 - CANTILEVER LENGTH AND FIR ST RESTRA IN ING
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A PPEND IX - 12 - U .K . STANDARD COND ITION S FOR TOWAGE

U.K. STANDARD CONDITIONS FOR TOWAGE AND OTHER SERVICES (Revised 1986)
1. (a) The agreement between the Tugowner and the Hirer is and shall at all times be subject to
and include each and all of the conditions herein-after set out.
(b) for the purposes of these conditions.
(i) "towing" is any operation in connection with the holding, pushing, pulling, moving,
escorting or guiding of or standing by the Hirer's vessel, and the expressions "to tow",
"being towed" and "towage" shall be defined likewise.
(ii) "vessel" shall include any vessel, craft or object of whatsoever nature (whether or not
coming within the usual meaning of the word "vessel") which the Tugowner agrees to
tow or to which the Tugowner agrees at the request, express or implied, of the Hirer,
to render any service of whatsoever nature other than towing.
(iii) "tender" shall include any vessel, craft or object of whatsoever nature which is not a
tug but which is provided by the Tugowner for the performance of any towage or
other service.
(iv) The expression "whilst towing" shall cover the period commencing when the tug or
tender is in a position to receive orders direct from the Hirer's vessel to commence
holding, pushing, pulling, moving, escorting, guiding or standing by the vessel or to
pick up ropes, wires or lines, or when the towing line has been passed to or by the
tug or tender, whichever is the sooner, and ending when the final orders from the
Hirer's vessel to cease holding, pushing, pulling, moving, escorting, guiding or
standing by the vessel or to cast off ropes, wires or lines has been carried out, or the
towing line has been finally slipped, whichever is the later, and the tug or tender is
safely clear of the vessel.
(v) Any service of whatsoever nature to be performed by the Tugowner other than towing
shall be deemed to cover the period commencing when the tug or tender is placed
physically at the disposal of the Hirer at the place designated by the Hirer, or, if such
be at a vessel, when the tug or tender is in a position to receive and forthwith carry
out orders to come alongside and shall continue until the employment for which the
tug or tender has been engaged is ended. If the service is to be ended at or off a
vessel the period of service shall end when the tug or tender is safely clear of the
vessel or, if it is ended elsewhere, then when any persons or property of whatsoever
description have been landed or discharged from the tug or tender and/or the service
for which the tug or tender has been required is ended.
(vi) The word "tug" shall include "tugs", the word "tender" shall include "tenders", the
word "vessel" shall include "vessels", the work "Tugowner" shall include
"Tugowners", and the word "Hirer" shall include "Hirers".
(vii) The expression "tugowner" shall include any person or body (other than the Hirer or
the owner if the vessel on whose behalf the Hirer contracts as provided in Clause 2
hereof) who is a party to this agreement whether or not he in fact owns any tug or
tender, and the expression "other Tugowner" contained in Clause 5 hereof shall be
construed likewise.
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2. If at the time of making this agreement or of performing the towage or of rendering any
service other than towing at the request, express or implied, of the Hirer, the Hirer is not the
Owner of the vessel referred to herein as "the Hirer's vessel", the Hirer expressly represents
that he is authorised to make and does make this agreement for and on behalf of the owner
of the said vessel subject to each and all of these conditions and agrees that both the Hirer
and the Owner are bound jointly and severally by these conditions.
3. Whilst towing or whilst at the request, express or implied, of the Hirer, rendering any service
other than towing, the master and crew of the tug or tender shall be deemed to be the
servants of the Hirer and under the control of the Hirer and/or his servants and/or his agents,
and anyone on board the Hirer's vessel who may be employed and/or paid by the Tugowner
shall likewise be deemed to be the servant of the Hirer and the Hirer shall accordingly be
vicariously liable for any act or omission by any such person so deemed to be the servant of
the Hirer.
4. Whilst towing. or whilst at the request, either expressed or implied, of the Hirer rendering any
service of whatsoever nature other than towing:(a) The Tugowner shall not (except as provided in Clauses 4 (c) and (e) hereof) be
responsible for or be liable for
(i) damage of any description done by or to the tug or tender; or done by or to the
Hirer's vessel or done by or to any cargo or other thing on board or being loaded on
board or intended to be loaded on board the Hirer's vessel or the tug or tender or to
or by any other object or property;
or
(ii) loss of the tug or tender or the Hirer's vessel or of any cargo or other thing on board
or being loaded on board or intended to be loaded on board the Hirer's vessel or the
tug or tender or any other object or property;
or
(iii) any claim by a person not a party to this agreement for loss or damage of any
description whatsoever;
arising from any cause whatsoever, including (without prejudice to the generality of the
foregoing) negligence at any time of the Tugowner his servants or agents,
unseaworthiness, unfitness or breakdown of the tug or tender, its machinery, boilers,
towing gear, equipment, lines, ropes or wires, lack of fuel, stores, speed or otherwise and
(b) The Hirer shall (except as provided in Clauses 4(c) and (e)) be responsible for, pay for
and indemnify the Tugowner against and in respect of any loss or damage and any
claims of whatsoever nature or howsoever arising or caused, whether covered by the
provisions of Clause 4(a) hereof or not, suffered by or made against the Tugowner and
which shall include, without prejudice to the generality of the foregoing, any loss of or
damage to the tug or tender or any property of the Tugowner even if the same arises
from or is caused by the negligence of the Tugowner his servants or agents.
(c) The provisions of Clauses 4(a) and 4(b) hereof shall not be applicable in respect of any
claims which arise in any of the following circumstances:-
Doc No: SDT PR07
Date: 24/02/12
Revision No: 7
Page 77 of 83
(i) All claims which the Hirer shall prove to have resulted directly and solely from the
personal failure of the Tugowner to exercise reasonable care to make the tug or
tender seaworthy for navigation at the commencement of the towing or other service.
For the purpose of this Clause the Tugowner's personal responsibility for exercising
reasonable care shall be construed as relating only to the person or persons having
the ultimate control and chief management of the Tugowner's business and to any
servant (excluding the officers and crew of any tug or tender) to whom the Tugowner
has specifically delegated the particular duty of exercising reasonable care and shall
not include any other servant of the Tugowner or any agent or independent
contractor employed by the Tugowner.
(ii) All claims which arise when the tug or tender, although towing or rendering some
service other than towing, is not in a position of proximity or risk to or from the Hirer's
vessel or any other craft attending the Hirer's vessel and is detached from and safely
clear of any ropes, lines, wire cables or moorings associated with the Hirer's vessel.
Provided always that, notwithstanding the foregoing, the provisions of Clauses 4(a)
and 4(b) shall be fully applicable in respect of all claims which arise at any time when
the tug or tender is at the request, whether expressed or implied, of the Hirer, his
servants or his agents, carrying persons or property of whatsoever description (in
addition to the Officers and crew and usual equipment of the tug or tender) and which
are wholly or partly caused by, or arise out of the presence on board of such persons
or property or which arise at anytime when the tug or tender is proceeding to or from
the Hirer's vessel in hazardous conditions or circumstances.
(d) Not withstanding anything hereinbefore contained, the Tugowner shall under no
circumstances whatsoever be responsible for or be liable for any loss or damage caused
by or contributed to or arising out of any delay or detention of the Hirer's vessel or of the
cargo on board or being loaded on board or intended to be loaded on board the Hirers'
vessel or of any other object or property or of any person, or any consequence thereof,
whether or not the same shall be caused or arise whilst towing or whilst at the request,
either express or implied, of the Hirer rendering any service of whatsoever nature other
than towing or at any other time whether before during or after the making of this
agreement.
(e) Notwithstanding anything contained in Clauses 4(a) and (b) hereof the liability of the
Tugowner or death or personal injury resulting from negligence is not excluded or
restricted thereby.
5. The Tugowner shall at any time be entitled to substitute one or more tugs or tenders for any
other tug or tender or tugs or tenders. The Tugowner shall at any time (whether before or
after the making of this agreement between him and the Hirer) be entitled to contract with any
other Tugowner(hereinafter referred to as "the other Tugowner") to hire the other Tugowner's
tug or tender and in any such event it is hereby agreed that the Tugowner is acting (or is
deemed to have acted) as the agent for the Hirer, notwithstanding that the Tugowner may in
addition, if authorised whether expressly or impliedly by or on behalf of the other Tugowner,
act as agent for the other Tugowner at any time and for any purpose including the making of
any agreement with the Hirer. In any event should the Tugowner as agent for the Hirer
contract with the other Tugowner for any purpose as aforesaid it is hereby agreed that such
contract is and shall at all times be subject to the provisions of these conditions so that the
other Tugowner is bound by the same and may as a principal sue the Hirer thereon and shall
have the full benefit of these conditions in every respect expressed or implied herein.
6. Nothing contained in these conditions shall limit, prejudice or preclude in any way any legal
rights which the Tugowner may have against the Hirer including, but not limited to, any rights
Doc No: SDT PR07
Date: 24/02/12
Revision No: 7
Page 78 of 83
which the Tugowner or his servants or agents may have to claim salvage remuneration or
special compensation for any extraordinary services rendered to vessels or anything aboard
vessels by any tug or tender. Furthermore, nothing contained in these conditions shall limit,
prejudice, or preclude in any way any right which the Tugowner may have to limit his liability.
7. The Tug owner will not in any event be responsible or liable for the consequences of war,
riots, civil commotions, acts of terrorism or sabotage, strikes, lockouts, disputes, stoppages or
labour disturbances (whether he be a party thereto or not) or anything done in contemplation
or furtherance thereof or delays of any description, howsoever caused or arising, including by
the negligence of the Tug owner or his servants or agents.
8. The Hirer of the tug or tender engaged subject to these conditions undertakes not to take or
cause to be taken any proceedings against any servant or agent of the Tug owner or other
Tug owner, whether or not the tug or tender substituted or hired or the contract or any part
thereof has been sublet to the owner of the tug or tender, in respect of any negligence or
breach of duty or other wrongful act on the part of such servant or agent which, but for this
present provision, it would be competent for the Hirer so to do and the owners of such tug or
tender shall hold this undertaking for the benefit of their servants and agents.
9. (a) The agreement between the Tug owner and the Hirer is and shall be governed by English
Law and the Tug owner and the Hirer hereby accept, subject to the proviso contained in
sub-clause (b) hereof, the exclusive jurisdiction of the English Courts (save where the
registered office of the Tug owner is situated in Scotland when the agreement is and shall
be governed by Scottish Law and the Tug owner and the Hirer hereby shall accept the
exclusive jurisdiction of the Scottish Courts).
(b) No suit shall be brought in any jurisdiction other than that provided in sub-clause (a)
hereof save that either the Tug owner or the Hirer shall have the option to bring
proceedings in rem to obtain the arrest of or other similar remedy against any vessel or
property owned by the other party hereto in any jurisdiction where such vessel or
property may be found.
Doc No: SDT PR07
Date: 24/02/12
Revision No: 7
Page 79 of 83
A PPEND IX - 13 - PYLE NATIONAL SHIP/SHOR E LINK CON FIGURA TION

Configuration of 37 pin electric Pyle National Ship/Shore Communication Link between the
Tanker and the TERMINAL:NLNG
Bonny
Pyle
National
11.1.1.1.1.1 Pin configuration
Connector
1
Seatechnik Iwatsu Hotline Telephone (3V DC signalling)
2
Seatechnik Iwatsu Hotline Telephone (3V DC signalling)
3
Spare
4
Spare
5
PABX Telephone #1 (Ext 3575)
6
7
8
9
Spare
10
Spare
11
Spare
12
Spare
13
ESD Shore-Ship
14
ESD Shore-Ship
15
ESD Ship-Shore (dual with 23-24)
16
ESD Ship-Shore (dual with 23-24)
17
Spare
18
Spare
19
Spare
20
Spare
21
Spare
22
Spare
23
ESD Ship-shore (dual input as 13-14)
24
ESD Ship-shore (dual input as 13-14)
25
Spare
26
Spare
27
Not Connected
28
Not Connected
29
24V 35mA max for test circuit
30
24V 35mA max for test circuit
31
Spare
32
Spare
33
Spare
34
Spare
35
Spare
36
Spare
37
11.1.1.2
Not Connected
Doc No: SDT PR07
Date: 24/02/12
Revision No: 7
Page 80 of 83
A P P EN D IX - 1 4 - SUM M A R Y O F EN V IR O N MEN T A L L I M IT A T IO N S
VESSEL TYPE
ACTIVITY
TIDE / CURRENT STATE
WINDSPEED
VISIBILITY
VESSEL
SPEED
LNG VESSEL
INBOUND
RISING OR FALLING TIDE
< 25 KNOTS
> 1.0 NM
< 10 KNOTS
LNG VESSEL
OUTBOUND
< 25 KNOTS
> 1.0 NM
CONDENSATE
VESSEL
INBOUND
< 25 KNOTS
> 1.0 NM
<10 KNOTS
CONDENSATE
VESSEL
OUTBOUND
< 25 KNOTS
> 1.0 NM
<10 KNOTS
ALL VESSELS
TURNING OFF
THE JETTY
CURRENT <1.2 KNOTS
< 25 KNOTS
N/A
N/A
ALL VESSELS
ALONGSIDE
N/A
Wind: 40 knots, 20 m/s

Waves: Hs=1.20 m T=7.1 sec
Currents: 3.5 knots, 1.75 m/s
Doc No: SDT PR07
Date: 24/02/12
Revision No: 7
Page 81 of 83
<10 KNOTS
APPENDIX 15 CONDENSATE MSDS
This page intentionally left blank. Condensate MSDS is copied below in PDF format.
Adobe Acrobat
Document
Doc No: SDT PR07
Date: 24/02/12
Revision No: 7
Page 82 of 83
APPENDIX 16 NIGERIA LNG BONNY TERMINAL SHIP SHORE CONFIRMATION LISTS

This page intentionally left blank. Terminal Ship Shore Confirmation Lists are copied below in
PDF format.
1. NIGERIA LNG BONNY TERMINAL SHIP SHORE CONFIRMATION LISTS - LNG
Microsoft Office
Excel Worksheet
2. NIGERIA LNG BONNY TERMINAL SHIP SHORE CONFIRMATION LISTS - LPG
Microsoft Office
Excel Worksheet
3. NIGERIA LNG BONNY TERMINAL SHIP SHORE CONFIRMATION LISTS CONDENSATE
Microsoft Office
Excel Worksheet
Doc No: SDT PR07
Date: 24/02/12
Revision No: 7
Page 83 of 83

SDT PR 07 - Version 7

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NLNG PORT INFORMATION AND MARINE

Doc No: SDT PR07

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13, 14, 15,

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TA BLE OF CON TENTS

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Ship / Shore Safety

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Tank Cleaning / Gas freeing

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NIGERIA LNG LIMITED

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TERMINAL EMERGENCY SIGNAL

THE TERMINAL EMERGENCY SIGNAL IS A SIREN OF ALTERNATING PITCH

SOUND THE ALARM SIGNAL.

THE SHIP/SHORE VOICE LINK (TELEPHONE / HOTLINE FOR LNG

IN ANY EMERGENCY, TERMINAL STAFF WILL SHUT DOWN LOADING

Doc No: SDT PR07

CEASE ALL CARGO OPERATIONS

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Nigeria LNG Limited.

The Marine Terminal

LNG, LPG and Condensate Loading Facility.

The Operations Manager, or his authorised representative.

Terminal Main Control Room.

The Tanker Cargo Control Room.

Nigeria LNG Limited.

Nigeria Ports Authority

Under Keel Clearance

Emergency Shut Down System

Mooring Load Monitoring System

Ship to Shore Optical Link

Meteocean Oceanographic System

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Night Time Channel Transit :

1705hrs to 0559hrs arrivals and 1610hrs to 0530hrs departures

Ship Berthing System

Bonny Navigation Service - the Vessel Traffic Service

STATUTES AND REGULATIONS

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An international ship/shore connection available and clearly sign posted at an agreed

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CHARTS AND NAUTICAL PUBLICATIONS

WATER DEPTHS AND NAVIGABLE CHANNELS

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PREVAILING WINDS AND WEATHER

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TIDES AND CURRENTS

Mean High Water Springs