Qalhat LNG Terminal (OMQAL)

The terminal, which is in a semi sheltered location with an open aspect to the sea, has 2 "T" jetties for the export of LNG and NGL (condensate) and 1 pier that handles fertiliser.

Tropical.

Qalhat LNG Terminal is located on Oman's NE coast approx 75nm SE of Muscat and 12nm from Ras Al Hadd.

LOA 315m, beam 50m, draught 12.1m, 122,006DWT.

Vessels waiting to berth at Qalhat, may anchor 4nm ESE of the LNG Jetty head, bottom of mud, sand and shingle. Permission is required from Oman LNG before anchoring.

Qalhat LNG Terminal is bounded by the following co-ordinates: ..... Latitude Longitude Shore 22°40.1'N 059°23.9'E W Perimeter Buoy 22°40.6'N 059°24.3'E E Perimeter Buoy 22°40.0'N 059°25.3'E Shore 22°39.5'N 059°24.9'E Caution: The waters adjacent to and in the approaches to Qalhat are widely frequented by local fishermen, drift nets in excess of 1,000m being used. This activity is mainly during the hours of darkness, with both boats and nets being poorly lit. Because of this fishing activity, the approach to and departure from the port should be carried out with extreme caution, preferably maintaining a SW/NE course line until well clear of the coast.

BA 2851, 3518. OM 1212, OM 301. Admiralty Pilot NP63, NP286(8).

1025.

It is the responsibility of the vessel's Master to ensure that his vessel remains securely moored at all times. A mooring load monitoring system (MLMS) has been installed on the LNG Jetty. Mooring boats are not used at the terminal. All moorings will be passed from ship to shore using a combination of vessel's heaving line and shore messenger on an endless loop. This applies to both the LNG and MOF Jetties. This mooring procedure requires close co-operation between vessel's crew and shore mooring gang to ensure a smooth and safe mooring operation. The terminals general service launch (GSL) is equipped to act as a mooring boat if required, but this will only be used in case of a genuine difficulty, such as failure of the mooring dolphin winch. Vessels must have a sufficient supply of good quality heaving lines of sufficient length to reach the furthest dolphin as per the agreed mooring plan. The terminal will provide the messenger lines. LNG Berth: Vessels can berth port or starboard side alongside, depending on the prevailing weather conditions at the time of berthing. The berthing philosophy is to manoeuvre the vessel into a position parallel to the jetty, and with the vessel stopped in the water, the tugs will then push the vessel onto the breasting dolphins. To avoid damage to the jetty fenders the vessel should be landed squarely on the fenders with a contact speed not exceeding 0.16m/sec. The LNG Jetty is equipped with a speed of approach device. Only after the vessel has been positioned and is being held alongside the berth by the tugs, should mooring lines be passed to shore. The sequence of mooring (where applicable) is as follows: ..... 1. Forward and after back springs 2. Head and stern lines to MD1 and MD6 3. Breast lines forward and aft to MD2 and MD5 4. Breast lines forward and aft to MD3 and MD4 All heaving lines for the forward and aft moorings should be passed to breasting dolphins BD1 and BD4 where they will be attached to the messengers by the shore mooring gang. The messenger can then be hauled onboard the vessel and secured to the appropriate mooring line. Only one mooring line should be attached to the shore messenger. Attempting to secure more than one mooring line on a single messenger is unsafe and will only extend the time taken to complete the mooring operation. In the interest of safety and until all mooring lines have been passed to a particular dolphin, it is extremely important that the vessel's crew do not heave on any mooring lines until the Loading Supervisor has confirmed by radio to the pilot that all shore personnel are clear of the mooring dolphin concerned. When unmooring under normal circumstances, mooring lines will be released and recovered by the vessel starting with outer mooring dolphins, forward and aft (MD1 & MD6), with back springs being the final lines to be released. Mooring lines to be released must be slackened down into the water before the shore mooring crew can release the hook. Once the line has been released the pilot will be informed by radio, who in return will inform the vessel's Master that it is safe to recover the mooring line. On no account must the vessel's crew heave on mooring lines until they are advised to do so by the pilot. MOF Jetty (Condensate Loading Berth): Berthing is the same as for the LNG berth, ie, the vessel must be paralleled off the berth and stopped in the water before using the tug(s) to push the vessel alongside. As the MOF Jetty is not equipped with a speed of approach device, care must be taken to ensure that contact with breasting dolphin fenders is carried out at the minimum possible speed. The sequence of mooring (where applicable) should be as follows: ..... 1. Back Springs forward and aft 2. Head and stern lines 3. Breast lines forward and aft For all mooring lines to jetty head hooks, heaving lines may be landed directly onto the jetty head. Mooring lines to dolphins MD1 and MD2 must be passed ashore using the shore messenger. When unmooring under normal circumstances mooring lines will be released and recovered by the vessel in the following order; head and stern lines, breast lines and finally back springs. Emergency towing wires: On completion of mooring emergency towing wires of the required strength and length capable of permitting the vessel to be safely towed clear of the berth in an emergency, must be rigged on the offshore bow and quarter. Wires should be properly secured at the inboard end by turning up on a set of bitts (figure of eight) with sufficient slack flaked down on the ship's deck and the outboard eye of the wire maintained at a height of 3m above the waterline. The fire wire should be secured at the fairlead with a light lashing. Vessel moving out of position whilst alongside: Where a ship has moved out of position a sufficient distance to either, a) activate the ESD system, or b) warrant corrective action in the opinion of the Loading Supervisor; loading will be stopped, loading arm(s) drained, purged and disconnected prior to repositioning the ship. Whenever repositioning of a ship is required pilot and tugs must be in attendance, the ship's engine in readiness, and the shore mooring gang on station.

Pilotage is compulsory for all vessels berthing at Qalhat LNG Terminal. When approaching the terminal all vessels are required to remain outside a radius of 2.5nm from the LNG Jetty unless otherwise instructed by the Port Authority. On no account must vessels enter the Offshore Security Zone without a pilot onboard and tugs(s) secured alongside. Unless otherwise advised by Qalhat Control, the pilot will board all vessels from one of the terminal's tugs 3.5-4nm NE of the LNG Jetty head, in position 22°43.0'N 059°27.5'E. The Duty Pilot will be on 20 minutes notice for call out whenever there is a vessel alongside the LNG or MOF Jetties. Security Perimeter Zone: Vessels must not enter the Security Perimeter Zone without a pilot onboard and tugs secured alongside. Pilotage for the OMIFCO Wharf is compulsory and is available 24 hours. The pilot boarding position for the OMIFCO Wharf is about 1nm E of the head of the wharf. Berthing and unberthing can be done 24 hours.

Under Keel Clearance (UKC): UKC of 2.0m is required at all times.

Mean tidal range is 1.9m and extreme range (LAT to HAT) of 3.4m. There are no tidal restrictions on berthing and unberthing at Qalhat. Currents in the vicinity of Qalhat are influenced by the monsoons but are generally weak in nature, typically less than 0.5kt. Generally, currents run parallel to the coastline but can have a wind generated component following prolonged periods of wind from the same direction.

There are 3 tugs permanently based in the port, which are available throughout 24 hours: ..... Name Bollard Pull Mussandam 60t Quriyat 60t Qalhat 60t Tiwi (general purpose launch) 5t Condensate Tankers: For vessels under 10,000DWT, a minimum of 1 tug is required. Vessels over 10,000DWT are required to have 2 tugs. When a vessel is berthed alongside, one tug will act as the duty standby tug and remain in a state of immediate readiness offshore to provide assistance, if and when required. This tug will maintain a listening watch on VHF Ch 16, 06 and the terminal's UHF channel.

Predominantly monsoon, the terminal is sheltered from the effects of the strong SW monsoon during the summer months (Jun-Sep) by the mountain range to the S of the berths. For the remainder of the year the berth is exposed to NE monsoon winds (onshore) which are predominantly from NW through N to NE. Limiting weather conditions: ..... Activity Wind Speed (kts) Wave Height (m) Visibility (nm) Berthing 25 2.0 1.0 Suspension of cargo 35 2.0 Disconnection of loading arms 40 2.0 Resumption of cargo less than 35 less than 2.0 Unberthing 25 2.0 Berthing/unberthing carried out on 24 hour basis. Mooring carried out using shore messengers. Mooring boats are not used.

Qalhat LNG Terminal Call sign: Qalhat Control VHF: VHF ch 6, 14 and 16 Telephone: 968-25547858 (24 hours); 968-25547705 Facsimile: 968-25547764 E-mail: olngops@omanlng.co.om OMIFCO Wharf Call sign: Omifco Port VHF: VHF ch 16 and 71 Telephone: 968-25532091 Facsimile: 968-25562847; 968-25562848

Vessel acceptance: Vessels will only be permitted to enter the port on the following basis: ..... 1. They are designed, constructed, equipped, operated and maintained so as to comply (if the vessel is a ship to which the IMO Code applies) with the provisions of the IMO Code for the Carriage of Liquefied Gases in Bulk ("the IMO Code") and any amendments to the IMO Code in so far as such amendments apply. Conventional tankers and chemical carriers must comply with all relevant international legislation and Classification Society Rules for vessels of their size and type. Vessels designed for the carriage of liquefied gases in bulk, which, for any reason, are not subject to the provisions of the IMO Code, shall hold a valid certificate issued by the flag administration or by a Classification Society acceptable to the Port Authority and the Government of Oman. 2. They have onboard a Master, Officers and crew trained and qualified in accordance with the relevant provisions of the International Convention on Standards for Training, Certification and Watch-keeping for Seafarers 1995, as amended. In all cases, the training, qualifications and experience of the ship's staff shall be appropriate for the safe conduct of the loading or discharging operations being conducted at the port's berths and the nature of the products being handled. 3. They have and retain onboard sufficient personnel with good working knowledge of the English language so as 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. 4. As evidence of compliance with all requirements, they must have onboard all SOLAS, Classification Society and other safety certificates. A Certificate of Fitness is required in case of all vessels carrying liquefied gases in bulk. Along with that, a General Arrangement Plan showing the layout of the vessels in the 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. 5. The Master (or his deputy) has together with the Port Authority representative satisfactorily completed a ship/shore checklist in accordance with IMO resolution A435 (XI) "Handling of Dangerous Goods in Ports and Harbours". 6. Vessels nominated to load NGLs (condensate) must arrive with all cargo tanks inerted with an oxygen content of less than 8% prior to entering the port. General: To assist in planning and to satisfy contractual obligations the following pre-arrival messages are to be sent to Qalhat. Messages should also be copied to the ship's agent. Should there be any changes to the foregoing which might have an impact on either ETA's, the vessel's performance or cargo equipment, then Qalhat and ship's agent are to be advised immediately. All communications should be sent by fax addressed to: Shift Superintendent, Qalhat Control. Fax: +968 447776, Tel: +968 447858, Email: olngops@omaning.co.om and copied to: Qalhat Marine Base, Fax: +968 447788, Email: olngmarine@omaning.co.om. OLNG Marketing Department (NGM) Fax: +968 708221 Ship's agent Buyer's representative. ETA should be advised to Qalhat Marine and Qalhat Control, by fax on departure from previous port, 96, 48, 24 and 5 hours prior to arrival. Any significant delay greater than 12 hours should be advised. Pre arrival messages for LNG and condensate operations should include the following: On departure from discharge port: ..... 1. Vessel's name and callsign. 2. Departure date and time. 3. ETA and arrival draught at Qalhat. 4. Estimated quantity of LNG required, i.e. for cooling down and for loading. 5. Estimated time of cooling down and loading. 6. Heel quantity onboard. 7. Estimated quantity (metric tonnes) of condensate required. 8. Any known deficiencies affecting port performance. If the ETA deviates more than 12 hours from that initially advised on departure and/or there are any changes to 4, 5, 6 of the above, the terminal must be notified. 96 hours prior to arrival: ..... 1. Vessel's name and callsign. 2. Update ETA. 48 hours prior to arrival: ..... 1. Vessel's name and callsign. 2. ETA, arrival draught and displacement. 3. Estimated cargo tank temperatures. 4. Confirm the following have been tested and/or are fully operational: a. Navigation, mooring, safety and engine systems. b. Cargo systems & boil off control systems. c. Gas detection systems. d. ESD system alarms and interlocks. e. Cargo tank high level alarms. f. High and low pressure alarms. g. Remotely operated valves. 5. Cargo tanks/lines are free of oxygen. 6. No tank leakage. 7. Confirm inert gas system operational and tanks are inerted to less than 8% OІ 8. Confirm vessel can load and deballast concurrently. 9. Confirm no tank or inter tank leakage. 10. Confirm vessel can accept loading rate of 250tph through one 6in loading arm. 11. Advise last three cargoes. 12. Advise quantity of segregated slops to be retained onboard (no load on top). If the ETA changes by more than 6 hours following the issue of the 96 hour message and before sending the 24 hour message then the revised ETA must be advised to the port. 24 hours prior to arrival: ..... 1. Vessel's name and callsign 2. Confirm ETA 3. Send pratique message via vessel's agent 4. Confirm ballast change has been carried out 5. Confirm cargo tanks remain inerted below 8% OІ 6. Confirm mooring plan discussed with Officers If the ETA changes by more than 2 hours after sending the 24 hour message then the port must be advised of the revised ETA. 5 hours prior to arrival: ..... 1. Vessel's name and callsign 2. Confirm ETA Any changes of more than 1 hour in the last 24 hours prior to arrival should be advised immediately. Contact with Qalhat Control: Contact with Qalhat Control should be established on VHF Ch 16 at the earliest opportunity in order to obtain information on berthing, weather and availability of pilot. On departure from Qalhat: ..... 1. Vessel's name and callsign 2. Outstanding port log items 3. ETA discharge port.

Conditions of Use: Masters of all ship's using the port of Qalhat will be required to sign a copy of the Conditions of Use (COU) in acknowledgement of the ship's responsibilities and liabilities whist using the port. Mooring integrity and safety checks: Prior to connecting the loading arms and/or commencement of the "Pre Loading Meeting", the Loading Supervisor or Marine Superintendent or his authorised deputy shall, together with a Responsible Ship's Officer, check and confirm that all moorings are tight, brakes properly hardened up and winches are out of gear. On completion of confirming mooring integrity, connection of loading arms may proceed. In the process of conducting the mooring integrity check other safety checks as per the Ship/Shore Checklist, should be completed. Sources of ignition: The carrying of equipment (unless approved equipment) and/or use of matches, lighters or other possible sources of ignition, which includes battery operated equipment, e.g. mobile phones and cameras, is prohibited.