Fmo Manual

FREEPORT LNG TERMINAL
FACILITY MARINE OPERATIONS MANUAL
FREEPORT LNG
TERMINAL
FACILITY MARINE
OPERATIONS MANUAL
Effective: April 29th, 2016
FREEPORT LNG CONTACT INFORMATION

TERMINAL OFFICES
Freeport LNG Terminal Manager
1500 Lamar Street
Quintana, Texas, USA 77541
979-415-8700
979-415-8733
Or
CORPORATE OFFICES
Freeport LNG Development, L.P.
333 Clay Street, Suite 5050
Houston, Texas, USA, 77002
713-980-2888
713-980-2903
Freeport LNG Website: www.freeportlng.com
Email: [email protected]
TUA Customer Website: www.efreeportlng.com
Issued By: H. A. Galt Date: Apr. 29th, 2016
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TABLE OF CONTENTS
DEFINITIONS/ABBREVIATIONS 8
1. PURPOSE AND OBJECTIVES

1.1 STATEMENT OF PURPOSE AND DISCLAIMER 11
1.2 REQUIRED COMPLIANCE 11
1.3 OBJECTIVES 11
1.4 NOTES FOR TERMINAL USE AGREEMENT (TUA) CUSTOMERS 12
2. GENERAL INFORMATION
2.1 TERMINAL DESCRIPTION 13
2.2 LOCATION 15
2.3 WEATHER 15
2.4 RELEVANT CHARTS AND NAUTICAL PUBLICATIONS 15
2.5 TUG REQUIREMENTS 15
2.5.1 Selection of Tug Services Provider 15
2.5.2 Required Tug Resources 15
2.5.3 Vessels of Less than 200,000 m Cargo Capacity 16
2.5.4 Vessels of 200,000 m Cargo Capacity and Greater 16
2.5.5 Additional Tug Capability 16
2.6 DOCUMENTATION REQUIREMENTS 16
3. POLICIES
3.1 VIOLATION OF FLNG POLICIES 17
3.2 FLNG POLICIES 17
3.3 TERMINAL SAFETY POLICIES 17
3.4 VISITOR POLICY 17
4. PORT ENTRY PROTOCOLS

4.1 REQUIRED REPORTING PRIOR TO PORT ENTRY 18
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4.1.1 Ship Compatibility 18

4.1.2 Cargo Condition on Arrival 18
4.1.3 Freeport LNG Marine Terminal Notifications 19
4.1.4 U.S. Coast Guard Notifications 20
4.1.5 Brazos Pilots Association 21
4.1.6 Master Pilot Exchange between Vessel and Brazos Pilot 22
4.1.7 Port Freeport 22
4.1.8 Terminals Notifications to Arriving Ships 22
4.2 PORT ENTRY INFORMATION 23

4.2.1 Typical Transit Routes 23
4.2.2. Local Navigation Conditions 23
4.2.3 U.S. Coast Guard Boarding Location 23
4.2.4 U.S. Coast Guard Moving Security Zone 24
4.2.5 Pilot Boarding 24
4.2.6 U.S. Customs and Border Protection 25
4.2.7 Mooring Line Assistance 25
5. BERTHING PROTOCOL / PROCEDURES

5.1 TERMINAL OPERATIONAL RESTRICTIONS 26
5.2 FLNG MARINE TERMINAL OPERATIONAL STATUS WIND
CONDITIONS 26
5.2.1 Operating Wind Speed Guidelines 26
5.2.2 Vessel Departing Terminal Due to High Winds 27
5.3 BERTH DESCRIPTION AND DOCKING PROCEDURES 27
5.3.1 Berth Capacity 27
5.3.2 Berth Configuration 27
5.3.3 Mooring Line Handling 28
5.4 BERTH EQUIPMENT 28
5.4.1 Approach Speed Indicator Board 28
5.4.2 Mooring Line Tension Monitoring 29
5.4.3 Ship-to-Shore Communications Links 30
5.4.4 Failure of Ship-to-Shore Voice Communications 30
5.4.5 Cargo Arms 31
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5.4.6 Gangway 31
5.4.7 Bonding Cable 32
5.5 STANDBY TUG 32
5.6 SECURITY ZONE 32
5.7 INTERNATIONAL SHORE CONNECTION 32
5.8 RECEIPT OF STORES AND DELIVERIES 33
5.8.1 Bulk Deliveries 33
5.8.2 Deliveries of Small Quantities of Stores, Supplies or Equipment 34
5.9 BUNKERING 34
5.10 REPAIRS 34
5.11 DISCHARGE OF BALLAST WATER 34
5.12 HANDLING OF NON-BALLAST OILY WASTE AND GARBAGE 34
5.13 CREW SHORE LEAVE 35
6. CARGO TRANSFER PROCEDURES

6.1 CARGO TRANSFER 36
6.1.1 Overview 36
6.2 TRANSFER PROCEDURES/PRE-TRANSFER MEETING 36
6.3 DEPLOYMENT OF CARGO ARMS 36
6.4 CONTROLS 37
6.4.1 Controls in DCR 37
6.4.2 Controls in MCR 37
6.5 TERMINAL MONITORING 37
6.5.1 Security 37
6.5.2 Local Weather 37
6.5.3 Long Range Weather 37
6.6 POST CARGO TRANSFER DOCUMENTATION 38
7. EMERGENCIES
7.1 FREEPORT LNG EMERGENCY RESPONSE PLAN 39
7.1.1 Regulatory Compliance 39
7.1.2 Purpose 39
7.1.3 Scope 39
7.1.4 Objectives 40
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7.2 EMERGENCY SITUATIONS AT THE LNG BERTH 40

7.2.1 General 40
7.3 EMERGENCY ON A VESSEL 40
7.3.1 Actions by the Vessel 40
7.3.2 Actions by the Terminal 41
7.3.3 Preparations for Evacuation 41
7.4 EMERGENCY ON THE BERTH 41
7.4.1 Actions by the Vessel 41
7.4.2 Actions by the Terminal 42
7.4.3 Preparations for Evacuation 42
7.5 EMERGENCY ELSEWHERE IN THE PORT 42
7.5.1 Actions by the Vessel and Terminal 42
8. DEPARTURE PROTOCOLS / PROCEDURES

8.1 PREPARATION FOR DEPARTURE 43
8.1.1 Daylight Restrictions 43
8.1.2 Pilots 43
8.1.3 Vessel Engine Room Preparations 43
8.1.4 Cargo Arm Draining, Purging and Disconnection 43
8.1.5 Ship-to-Shore Data Communication Devices and Gangway 44
8.2 DEPARTING 44
8.2.1 Tugs 44
8.2.2 Mooring Line Handlers 44
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APPENDICES
A. FREEPORT AREA ORGANIZATIONS CONTACT INFORMATION 45
B. FREEPORT LNG CONTACT INFORMATION 50
C. REFERENCES 51
D. FORMS AND DRAWINGS 52
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DEFINITIONS/ABBREVIATIONS
Arrival Location The pilot boarding station which is one (1) mile southeast of the
Freeport entrance lighted whistle buoy(FP Buoy) which is in
position 28o 52 30 N, 95o 14 12 W
BTU British Thermal Unit
CCR Cargo Control Room on board an LNG vessel
CF Cubic foot
cm Centimeter
COTP Captain of the Port, United States Coast Guard
DCR Dock Control Room
DCS Distributed Control System
Displacement Light: the weight of the vessel and its spare parts, only; in metric
tonnes
Ballast: the weight of the vessel plus spare parts, fuels, fresh water,
stores, ballast and all personnel with their baggage; in metric
tonnes
Loaded: the weight of the vessel plus spare parts, fuels, fresh
water, stores, a full cargo and all personnel with their baggage; in
metric tonnes
ERP Emergency Response Plan
ESD Emergency Shut Down
ETA Estimated Time of Arrival
Facility The waterfront facility handling LNG; 33 CFR 127.005
FiFi 1 Fire Fighting Class 1
FLNG Freeport LNG Development L.P.; the terminal owner and
operating company
FO Fiber Optic
HSE Health Safety Environmental
IG Inert Gas
IMO International Maritime Organization
LAT Lowest Astronomical Tide
Lifting Window The period of time starting at 00:00, Central Time on a specified
day and ending twenty-four (24) consecutive hours thereafter as
specified in the Lifting Program for a particular Lifting
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LNG Liquefied Natural Gas

LOA The Length Overall of a ship
LTA Liquefaction Tolling Agreement
Manual The current version of this operating handbook entitled, Facility
Marine Operations Manual
Marine Transfer Area That part of the waterfront facility handling LNG between the
vessel, or where the vessel moors, and the last manifold or valve
immediately before the receiving tank; 33 CFR 127.005
Marsec 1, 2 or 3 Maritime Security Level 1, 2 or 3, as dictated by the US Coast
Guard
MCR Main Control Room; the Terminals principal control room
Metric tonne A weight equal to 1,000 kilograms
MLLW Mean Lower Low Water
m Meter
m/s Meters per second
m Cubic meter; a volume equal to the volume of a cube, each side of
which is one (1) meter in length
nm Nautical mile; a distance of 6080ft
NOA Notice of Arrival
NOAA National Oceanic and Atmospheric Administration
Operations Superintendent The individual in charge of the entire terminals operations
PERC Powered Emergency Release Coupling
PPE Personal Protective Equipment
PIC Person-in-Charge; the terminals / vessels person in charge of the
cargo transfer operation in the terminal or on the vessel,
respectively. The terminals PIC will be stationed in the Dock
Control Room (DCR). The vessels PIC will be stationed in the
vessels Cargo Control Room (CCR) throughout the cargo transfer
operation.
Pilot A member of the Brazos Pilots Association who is licensed as a
State Pilot by the State of Texas and is engaged by the Transporter
to board an LNG vessel to provide advice to the ships Master in
piloting, mooring and unmooring the vessel inside the limits of the
Port of Freeport.
Psig Pounds per square inch gauge
Responsible Officer A person appointed by the vessels Master and empowered to
make all decisions relating to a specific task, and having the
necessary knowledge and experience to perform that task
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sec(s) Second(s) of time

Security Zone An area of exclusion around certain ships and waterfront facilities,
subject to the designated USCG regulations
Shift Supervisor The individual in charge of the terminals operations during the
standard twelve (12) hour working shift. This individual has
responsibility for operations activities throughout the entire
terminal during the working shift. The terminals cargo transfer
PIC reports to the Shift Supervisor.
SSL Ship-Shore Link; the data and voice communications umbilical

cable between the LNG vessel and the terminal
SWL Safe Working Load
Terminal Manager The FLNG representative, or his/her designee, in charge of the

entire terminal
Terminal The terminals berth, cargo transfer equipment and all other on-
shore structures, tanks and equipment.
Terminal User The customers who have entered into a Terminal Use Agreement,
or a Liquefaction Tolling Agreement, with FLNG
Tollers Collectively, the following companies; Osaka Gas Co., Ltd.,

Chubu Electric Power Co., Inc., BP Energy Company, SK E&S
LNG, LLC, and Toshiba Corporation.
Transporter Any person or company that owns or operates an LNG vessel that
makes a delivery of LNG to the terminal, or which loads a cargo at
the terminal.
TUA Terminal Use Agreement.
Unloading Window The forty-eight (48) hour period of time starting at 06:00, Central
Time on a specified day and ending forty-eight (48) consecutive
hours thereafter during which FLNG makes available to customers,
a berth and LNG transfer services at the FLNG terminal.
USCG United States Coast Guard
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1. PURPOSE AND OBJECTIVES

1.1 STATEMENT OF PURPOSE AND DISCLAIMER
This manual has been prepared by FLNG for the benefit of Terminal Users, Transporters,
vessel Masters and ships agents. This manual provides important information on the
FLNG marine terminal and its approach channel. Key components include information
on terminal entry and departure procedures, berth and mooring structure diagrams,
manifold and shore connection diagrams and FLNG corporate policies at the terminal.
FLNG shall use its reasonable endeavor to ensure the accuracy of the data contained
herein, provided however FLNG does not warrant the accuracy of such data. FLNG
reserves the right to modify this manual at any time. Unless otherwise agreed by FLNG
in writing, it is the manual users responsibility to ensure that they have obtained the
current edition of the manual. The latest version of this document can be obtained at
www.freeportlng.com .
1.2 REQUIRED COMPLIANCE
Terminal Users, Transporters, shipping agents, vessel Masters, crew members, third party
service providers to the vessel and FLNG employees are all required to comply with the
provisions of this manual.
1.3 OBJECTIVES
This manual will:

I. Provide general information and contact information to terminal users and vessel
Masters for port entry and departure
II. Inform vessel Masters and operators of FLNG marine terminal policies, procedures
and restrictions
III. Allow vessel Masters to review port and terminal information to ensure vessel
compatibility with the terminal
IV. Provide technical information about the terminal, its mooring arrangements and
cargo transfer system
V. Provide technical information for emergency procedures
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1.4 NOTES FOR TERMINAL USE AGREEMENT (TUA) CUSTOMERS
1. This Manual and the documents referred to in Section 3 Policies and Plans, are
available at the FLNG Customer website: www.efreeportlng.com.
2. The executed TUAs between Freeport LNG Development L.P. and the Terminal
Users will be the controlling documents should any conflicts arise between this
manual and the TUAs.
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2. GENERAL INFORMATION
2.1 TERMINAL DESCRIPTION
The FLNG terminal is located on Quintana Island on the west side of the Freeport Channel
and south of the Intracoastal Waterway. The Freeport Entrance Channel and the Freeport
Jetty Channel are dredged to a width of 600ft (182.9m) and a depth of -45ft (-13.7m) and
the Freeport LNG dock basin is dredged to -46.5ft. (-14.1m) below MLLW (Mean Lower
Low Water). Arriving LNG vessels proceed up the channel to the turning basin at the
intersection of the channel and the Intracoastal Waterway and maneuver, with the
assistance of tugs, stern-first towards the berth. All berthing is starboard side alongside the
terminal. This maneuver is based on extensive full mission bridge simulations which have
proved it viable and safe.
NOTE: As of March 11th, 2016, the Brazos Pilots increased the size of vessel that they will
bring to the Terminal to that of a Q-Flex vessel, i.e. a vessel of no larger than one with the
following physical dimensions:
Cargo LOA Beam Ballast Loaded Ballast Loaded

Capacity Draft Draft Displacement Displacement
216,200m 1034ft 164ft 31.5ft 39.5ft 111,396mt Approx.
315.16m 50.0m 9.6m 12.04 147,000mt
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The berth is of customary design and accommodates vessels of between 88,000 m3 cargo
capacity and 267,000 m3 cargo capacity. The current channel dimensions have been
shown, in simulation exercises, to be adequate for the safe passage of Q-Flex size vessels
in benign environmental and tidal conditions. The berth is equipped with two breasting and
three mooring dolphins both forward and aft of the vapor arm. The berth has three 16-inch
liquid cargo arms and one 16-inch vapor arm. The rules and regulations governing the
operation of the Terminal fall under the jurisdiction of the Federal Energy Regulatory
Commission (FERC), the United States Coast Guard (USCG), the U.S. Department of
Transportation (DoT), the Environmental Protection Agency (EPA), the Occupational
Safety and Health Administration (OSHA) and various State of Texas regulatory agencies.
Terminal Specifications
Number of Berths One
Maximum Vessel LOA at Berth 1,132 ft. (345m)
Maximum Vessel Displacement at Berth 167,305 tonnes
Maximum Vessel Draft at Berth 39.4 ft. (12.0m)
Maximum Vessel Beam at Berth 180.5 ft. (55.0m)
Water depth at berth 46.5 ft. (14.1m)
Ship Side Alongside Starboard
Berth Heading 45.5T
Maximum Approach Speed to Fenders 0.49 ft./s (15 cm/s)
Ports Chart Datum Level Mean Lower Low Water (MLLW)
Mean Lower Low Water (MLLW) 0.0 ft. (0.0m)
Low Astronomical Tide (LAT) -4.25 ft. - (-1.30m)
Mean Higher High Water 1.8 ft. (0.54m)
Highest Astronomical Tide (HAT) 5.91 ft. (1.8m)
Dock Water Density Varies Brackish to Salt
USCG LNG vessel transit Security Zone 1000 yds. ford, 1000 yds. aft and
500 yds. on each side
Cargo arm manufacturers SVT 2 liquid, 1 vapor, 1 hybrid
Cargo arm size 16 275 psig ANSI Class
Connectors Flanged cam-lock quick connects
Design working pressure 275 psig @ -270/150F
Usual terminal working pressure 81 psig
Emergency release PERCs
Terminal design unloading rate 10,000m3/hr
Terminal loading rate (Maximum) 3,500m/hr
Storage tanks 2 x 160,000 m full containment
Tank working capacity 153,800m3
Return vapor temperature -220F (-140C) or colder
2.2 LOCATION
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Nearest Major City: Houston, Texas.

Terminal Position: Latitude 28 56.9' N
Longitude 95 18.5' W
Time Zone: GMT () 6 hours
U.S. Central Time Zone
Daylight Saving Time: Second Sunday in March (+1 Hour)
First Sunday in November (1 Hour)
2.3 WEATHER
Normal historic weather conditions in the Port of Freeport are as follows:

General direction of prevailing winds: 135 180
General direction of maximum wind speed: 135 180
Average Wind Speed: 5-10 knots (5.7 11.5 mph)
Current Direction: Winter Toward the SW
Summer Toward the NE
Normal Current directions: 138 / 318 ebb / flood
Normal Current speed: 0 0.5 knots (0 0.6 mph)
Sea Temperature (average): Winter 56F (13.3C)
Summer 84F (28.7C)
2.4 RELEVANT CHARTS AND NAUTICAL PUBLICATIONS
Masters are to ensure that they have the latest editions of all relevant charts and other
nautical publications for safe navigation:
NOAA Chart No: 11321

11322
11330
Pilotage Guides: Brazos Pilots Association

Annual Port Guide and Tide Tables
2.5 TUG REQUIREMENTS
2.5.1 Selection of Tug Services Provider
Terminal users are required to coordinate with and advise FLNG which tug company
they choose to employ.
2.5.2 Required Tug Resources
FLNG requires that the following tug resources are in place to ensure the safe harbor
channel transit and docking of LNG vessels calling at the terminal.
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2.5.3 Vessels of Less than 200,000 m Cargo Capacity
I. A minimum of three (3) tugs shall be available for all vessel arrivals and departures.
II. A minimum of two (2) of the tugs on arrivals and departures must be equipped with
marine FiFi 1 capabilities.
III. One (1) tug with FiFi 1 capabilities will remain on stand-by, in close proximity to
the terminal and dedicated to the LNG vessel that is at the terminal.
IV. The total bollard pull of the three (3) tugs shall not be less than one hundred and
eighty (180) short tons, none of the tugs having less than fifty (50) short tons bollard
pull capability.
2.5.4 Vessels of 200,000 m Cargo Capacity and Greater
I. A minimum of four (4) tugs shall be available for all vessel arrivals and departures.
II. A minimum of two (2) of the tugs on arrivals and departures must be equipped with
marine FiFi 1 capabilities.
III. One (1) tug with FiFi 1 capabilities will remain on stand-by, in close proximity to
the terminal and dedicated to the LNG vessel that is at the terminal.
IV. The total bollard pull of the tugs on arrival and departure shall not be less than two
hundred and twenty five (225) short tons, none of the tugs having less than fifty
(50) short tons bollard pull capability.
2.5.5 Additional Tug Capability
It is up to the vessels Master and/or pilot to decide if additional tug capability is needed
over and above the minimums required by FLNG.
FLNG does not require tugs with full FiFi 1 Classification Society capabilities in
attendance at the LNG vessels. The FiFi 1 tugs that FLNG requires for attendance on the
vessels at the berths are tugs with the water throwing and water deluge system capability
that is required of Classed FiFi 1 tug.
2.6 DOCUMENTATION REQUIREMENTS
Vessel Masters are responsible for all required documentation for entry into the United
States of America. Masters are advised to check with their local agents for the most up-to-
date list of required port entry documents.
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3. POLICIES
3.1 VIOLATION OF FLNG POLICIES
All vessel personnel and visitors are required to fully comply with FLNG policies at all
times while within the Terminal limits. Failure to comply with all FLNG policies may
result in actions up to and including removal of personnel from the terminal. Additionally,
persistent violations of FLNG policies by vessel personnel, which are not corrected by the
vessels senior staff, may result in action against the vessel by FLNG, including stoppage
of the cargo operation and, in extreme cases, expulsion of the vessel from the terminal.
Neither the terminal nor the terminal users will be responsible for any costs or losses
resulting from the actions taken by terminal personnel stemming from the failure of vessel
personnel and/or visitors to comply with FLNG policies.
All illegal or criminal activity observed at the Terminal will be immediately reported to
the law enforcement authorities.
3.2 FLNG POLICIES
Details of the following FLNG policies are available to TUA Customers at the FLNG
Customer Website: www.efreeportlng.com
I Health, Safety and Environmental (HSE) Management System for Operations
II Emergency Response Plan
III Hurricane Preparedness Plan
3.3 TERMINAL SAFETY POLICIES
FLNG subscribes to all of the safety principles and practices detailed in the latest edition
of the ISGOTT. The safety checklists used at the terminal are the ISGOTT checklists.
Ships crew members are expected to comply with all of the provisions of ISGOTT when
the ship is at the FLNG terminal and when they are passing through the secure area of the
terminal, traveling to or from the vessel. Non-compliance with ISGOTT will result in the
terminal management taking action as detailed in Section 3.1 above.
3.4 VISITOR POLICY
It is the policy of FLNG that no visitors below the age of eighteen (18) years will be allowed
within the Terminal. This policy applies to all individuals including those who are passing
through the terminal to board a vessel and those who are leaving a vessel to pass through
and exit the terminal.
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4. PORT ENTRY PROTOCOLS &

INFORMATION
4.1 REQUIRED REPORTING PRIOR TO PORT ENTRY
It is the responsibility of all Terminal Users and Transporters to ensure timely

communications with the terminal and issuance of notices as detailed in this section,
to ensure the avoidance of delay in a ships schedule.
4.1.1 Ship Compatibility

I. Prior to a vessel being nominated to call at the FLNG terminal for the first time, the
terminal user/vessel owners/operators are required to complete and submit to
FLNG the vessel data requested by FLNG. The vessel owners/operators must
provide all of the information requested by FLNG in order for FLNG to conduct
and complete a ship-to-shore compatibility review to ensure the compatibility of
the vessel with the terminals berth.
II. The terminal user/vessel owners/operators must receive written approval from the
terminal manager, or his designee, of the vessels compatibility with the berth prior
to the ships arrival. It is recommended that the terminal user or transporter supply
FLNG with the vessel data as early as possible.
4.1.2 Cargo Condition on Arrival
I. For vessels delivering cargoes to the Freeport LNG terminal, which cargoes may
be subject to deferred redelivery from the terminal, upon the ships arrival at the
Port Freeport pilot station, the temperature and saturated vapor pressure of the cargo
in each cargo tank should be, respectively:
A. No warmer than -255F (-159.5C)

B. No higher than 1150 mb Absolute
II. For vessels delivering cargoes to the Freeport LNG terminal, which cargoes are to
be immediately vaporized and injected into the gas send-out pipeline, shippers are
requested to make reasonable endeavors to ensure that upon the ships arrival at the
Port Freeport pilot station, the temperature and saturated vapor pressure of the cargo
in each cargo tank should be, respectively:
A. No warmer than -255F (-159.5C)

B. No higher than 1150 mb Absolute
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4.1.3 Freeport LNG Marine Terminal Notifications
I. Prior to the arrival of a vessel at the terminal, the Master must coordinate the ships
security needs and procedures with the terminal manager via e-mail, facsimile, or
other electronic means and agree upon the content of the Declaration of Security
form which will be executed following the vessels arrival at the terminal. Contact
information for the terminal manager and the terminal security officer is contained
in Appendix B of this manual. A copy of the terminals Declaration of Security
form is contained in this manual in Appendix D, Exhibit 1, for the reference of
vessels Masters.
II. Vessel master shall give FLNG the following notices:

A. A first notice (First Notice), which shall be sent upon the departure of the
LNG Vessel from the Loading Port and which shall set forth the time and
date that loading was completed, the volume (expressed in Cubic Meters)
of LNG loaded on board the LNG Vessel, the estimated time of arrival
(ETA) of the LNG Vessel at the Arrival Location, and any operational
deficiencies in the LNG Vessel that may affect its performance at the
Facility or berth;
B. A second notice (Second Notice), which shall be sent ninety-six (96)
hours prior to the ETA set forth in the First Notice, stating the LNG Vessels
then ETA. In this notice the master will advise the terminal of the average
cargo temperature in each of the ships cargo tanks and also the cargo tank
vapor space pressure, in millibars Absolute, in each of the ships cargo
tanks. If, thereafter, such ETA changes by more than six (6) hours, the
Vessel Master shall promptly give to FLNG notice of the corrected ETA;
C. A third notice (Third Notice), which shall be sent forty-eight (48) hours
prior to the ETA set forth in the Second Notice, stating the LNG Vessels
then ETA. In this notice the master will advise the terminal of the average
cargo temperature in each of the ships cargo tanks and also the cargo tank
vapor space pressure, in millibars Absolute, in each of the ships cargo
tanks.
D. A forth notice (Forth Notice), which shall be sent twenty-four (24) hours
prior to the ETA set forth in the Third Notice (as corrected), confirming or
amending such ETA. In this notice the master will advise the terminal of
the average cargo temperature in each of the ships cargo tanks and also the
cargo tank vapor space pressure, in millibars Absolute, in each of the ships
cargo tanks. Additionally in this notice the master will confirm that the
ships deck cargo lines will be cooled and drained back to the cargo tanks,
before, but as close as possible to, the time at which the Brazos pilot will
board the ship for entering Port Freeport. If, thereafter, such ETA changes
by more than three (3) hours, the Vessel Master shall promptly give to
FLNG notice of the corrected ETA;
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E. A fifth notice (Fifth Notice), which shall be sent twelve (12) hours prior
to the ETA set forth in the Forth Notice (as corrected), confirming or
amending such ETA. If, thereafter, such ETA changes by more than one
(1) hour, the Vessel Master shall promptly give to FLNG notice of the
corrected ETA; and
F. A notice of readiness, which shall be given at the time prescribed below.
III. Subject to any applicable restrictions, including any nighttime transit restrictions
imposed by governmental authorities or pilots or any other reasonable timing
restrictions imposed by FLNG, the Vessel Master or its agent shall give to FLNG
its notice of readiness (NOR) to unload (berth or no berth) upon arrival of such
LNG Vessel at the Pilots Boarding Station(Arrival Location). An NOR shall
become effective as follows:
A. For an LNG Vessel arriving at the Arrival Location (as defined in the
Terminal Use Agreement) at any time before 6:00 a.m., Central Time on the
first day of the scheduled Unloading Window allocated to such LNG
Vessel, an NOR shall be deemed effective at the earlier of (a) 6:00 a.m.,
Central Time on the first day of such scheduled Unloading Window; or (b)
the time unloading commences;
B. For an LNG Vessel arriving at the Arrival Location at anytime between the
period of 6:00 a.m., Central Time on the first day of the scheduled
Unloading Window allocated to such LNG Vessel and two (2) hours before
sunset, Central Time on the second day of such scheduled Unloading
Window (such period referred to as the NOR Window), an NOR shall
become effective at the time of its issuance; or
C. For an LNG Vessel arriving at the Arrival Location at any time after the
expiration of the Unloading Window, an NOR shall become effective upon
FLNGs notice to the LNG Vessel that it is ready to receive the LNG Vessel
at berth.
4.1.4 U.S. Coast Guard Notifications
I. Federal Regulations (33 CFR 160.201 160.215) require vessel operators to

provide a Notice of Arrival to the USCG COTP at Sector Houston / Galveston, at
least 96 hours in advance of the vessels arrival. Contact information for this USCG
office is contained in Appendix A of this manual. Vessels must meet all USCG
requirements for entering Port Freeport.
II. Vessel traffic in the Port Freeport area is monitored by the USCG through the
notification communications between the Coast Guard and arriving/departing
vessels. However, the USCG does not maintain full voice service contact with
vessels operating in and around Freeport.
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III. The Notice of Arrival required by the USCG must include a confirmation that all
systems required by 33 CFR 164.25 have been tested and proven to be in working
order. Should any system required by 33 CFR 164.25 not be in working order,
Masters must also make the identification of those systems that are not fully
functional.
4.1.5 Brazos Pilots Association
I. LNG vessels entering and departing Port Freeport are required to have two pilots
(hereinafter referred to in the singular) on board. Pilot services are provided by the
Brazos Pilots Association.
II. LNG carriers may enter and depart Port Freeport only during daylight hours as
defined by the Brazos Pilots Association. The Brazos Pilots Association has
established Basic Operating Procedures for vessels entering Port Freeport. These
operating procedures include restrictions on the LOA, the Beam and the Draft of
vessels which may enter the port.
III. LNG carriers which have an LOA of more than eight hundred and twenty feet (820
ft) (250 m) and/or a beam of greater than one hundred and forty five feet (145ft)
(44.2m) and/or a draft of greater than forty two feet (42ft) (12.8m) are each
required, at each and every port call, to obtain a waiver of the Basic Operating
Procedures prior to port entry. Any vessel having a length greater than 820 feet, or
a beam greater than 145 feet or a draft greater than 42 feet may enter the port area
only after obtaining a waiver for a variance of the Basic Operating Procedures.
Waiver requests are made by the ship operator, charterer or customer that is making
the delivery to the terminal. They are made on the form which can be obtained at
the Brazos Pilots Association website at the address detailed in Appendix A of this
manual. Waiver requests are sent to the port authority, Port Freeport, either directly
or through the ships agent for Freeport. Port Freeport will consult with the Brazos
Pilots Association on the request and any waiver granted will be issued by Port
Freeport upon recommendation of the pilots. Waivers will not be granted to any
vessel with an LOA of more than one thousand and thirtyfour feet (1034ft)
(315.16m), or a beam of more than one hundred and sixty four feet (164ft)
(49.99m).
IV. Vessel movement orders are the responsibility of the Terminal User or Transporter
or their designee. The Brazos Pilots accept movement orders by telephone and fax
only. Requests made by radio (VHF) will not be accepted. A minimum of two (2)
hours advance notice is required for vessel arrivals. A minimum of one (1) hour
notice is required for routine departures. Unscheduled departure notifications will
be facilitated by either the ships agent or FLNG Terminal personnel. Contact
information for the Brazos Pilots and for tug assist companies is in Appendix A.
[04-29-16]21
4.1.6 Master Pilot Exchange between Vessels and Brazos Pilots
I. To ensure the safest possible transit, at the Master Pilot Exchange the Pilots will,
at a minimum, require the following information pertaining to the vessel:
A. Completed IMO standard Pilot Information Card
B. Draft fore and aft
C. Air draft
D. Type of propulsion, steering gear, and astern power limitations
E. Gyro compass error
F. Any other pertinent navigational information
II. Confirmation that all of the ships equipment, as detailed in the U.S. Code of
Federal Regulations, 33 CFR 164.25, has been tested and is operating correctly
III The vessels bridge VHF radios are set on channels 16 and 14.
4.1.7 Port Freeport
Port entry requirements, procedures and restrictions are the responsibility of the Brazos
River Harbor Navigation District, which operates as Port Freeport. The Basic Operating
Procedures and other information published by the Brazos Pilots reflect the Port Freeport
protocols.
Specific information on the port and its operations is available from Port Freeport. Contact
information for Port Freeport officials is contained in Appendix A of this manual.
4.1.8 Terminals Notifications to Arriving Ships
When a ship is fixed for the delivery or the loading of a cargo at FLNG, as soon as
practicable after FLNG has been advised of the incoming ships local agent, FLNG will
issue Instructions for Arrival to the ship, via its agent. This notice will instruct the ship
regarding its berthing prospects following its arrival at the pilot station, general plans for
the cargo transfer, terminal arrangements that have been made for the supervision of
visitors to the ship once they have entered the terminals secure area, requirements for PPE
while inside the terminals secure area, etc.
In the event that circumstances in the terminal, in the port or elsewhere change to the degree
that it will affect the ships berthing prospects following its scheduled arrival, FLNG will
provide updated berthing information to the ship via its local agent.
When the ship arrives off the port of Freeport and issues its Notice of Readiness to the
terminal, FLNG will issue a Notice to Proceed to the ship and/or to its agent. This notice
will provide the ship with relevant information regarding its transit from its arrival position
to the FLNG terminal.
[04-29-16]22
4.2 PORT ENTRY INFORMATION
4.2.1 Typical Transit Routes
Freeport Harbor lies approximately 40 miles southwest of Galveston, Texas. The area is
known locally as Brazosport because of its location near the mouth of the Brazos River.
Approaches to Freeport Harbor, including the Shipping Safety Fairways, the Freeport
Entrance Channel and the Freeport Jetty Channel are depicted on NOAA Charts No.
11321, 11322 and 11330. Federal Regulations require that all commercial vessels calling
at Freeport, Texas, have these charts on board.
4.2.2 Local Navigation Conditions
I. Electronic access to the Coast Pilot is possible through the NOAA Office of Coast
Survey website: http://www.nauticalcharts.noaa.gov/nsd/coastpilot.php?book=5
II. Federal Regulations require that all commercial vessels calling at United States
ports along the Gulf of Mexico have this publication on board.
4.2.3 U.S. Coast Guard Boarding Location
The USCG has advised FLNG that some LNG carriers approaching Freeport, Texas may
be boarded and examined by USCG personnel before the vessel enters the port area.
The form of the examination may vary depending upon what the USCG COTP considers
appropriate for a particular vessel. Whatever the selected form of examination, it will
include a complete crew identity check involving the verification of crew members
passports. The USCG boarding party will also check the validity of the vessels documents
and certificates.
Prior to the USCG embarking the vessel, the USCG team leader will advise the Master to
muster the entire crew in one location. The USCG team leader will also advise the Master
to place a qualified crew member in charge on the bridge and another in the engine room
to maintain the watch to ensure the safe operation of the vessel. It is preferred that the
Master is available to the USCG boarding party during the entire boarding and inspection
process to answer their questions and to provide requested documentation.
In the event that the vessel is under way when the leader of the USCG boarding party
advises the Master that such a crew muster will be performed, the Master is at liberty to
advise the leader of the boarding party of his intent to anchor the vessel prior to the crew
muster being performed. The Master may also request to muster only crew members that
are non-essential to the safe navigation of the vessel. The USCG team leader may allow
this partial muster, as long as they are aware of the location of those crew members that
are not at the prescribed muster location.
The USCG has not prescribed a specific offshore location for the boarding.
The USCG personnel will choose to board the vessel before the pilot boards.
[04-29-16]23
Masters are solely responsible for the safe navigation of their vessels during the entire
USCG boarding and inspection process and should not hesitate to inform the USCG
boarding party of any unsafe situation which arises and which requires immediate
attention. The USCG boarding partys top priority is the safety of the vessel and its crew.
Vessel operators should contact the USCG COTP Sector Houston-Galveston to determine
when and where the USCG boarding will take place. Contact information for the USCG
is in Appendix A of this manual.
4.2.4 U.S. Coast Guard Moving Security Zone
Under the U.S. Code of Federal Regulations, 33 CFR 165.818, the USCG COTP Sector
Houston-Galveston has established a moving security zone for certain vessels transiting
the territorial waters of the USA to Port Freeport. This moving security zone is applicable
to all LNG vessels. The moving security zone is applicable from the point at which the
LNG vessel crosses from international waters into territorial waters, twelve (12) miles from
the coastline, until it secures to the terminals berth. The security zone extends from the
surface of the sea to the ocean bed, one thousand (1000) yards ahead of, one thousand
(1000) yards astern of and five hundred (500) yards on each side of the LNG vessel. All
vessels, to which this moving security zone applies, should fly the International Signal
Flag pennant number five (5), to advise other vessels that a USCG imposed security zone
exists around the ship.
4.2.5 Pilot Boarding
The pilot boat operator monitors VHF Channels 14 and 16 and vessel operators are
required to contact the Pilot Boat on either of these channels for boarding directions.
Pilot Boarding Station: One mile southeast of the Freeport Entrance Lighted Whistle Buoy
(FP Buoy), which is in position:
Latitude: 28o 52 30 N
Longitude: 95o 14 12 W
Pilot Boarding Details: The Pilot Boat is 60 ft. long, has a black hull and white
superstructure. The word PILOT is painted in large black letters
on the side of the superstructure.
Vessels are requested to contact the pilot boat one hour before
arrival at the FP Buoy on Channel 14 or 16 for pilot instructions.
The lowest rung of the pilot ladder should be rigged 8 ft. (2.5m)
above the waterline. If the vessel freeboard is more than 23 ft.
(7m), a combination pilot ladder / accommodation ladder is
required.
[04-29-16]24
When boarding, the pilot ladder shall be located at amidships.
NO man ropes and NO boat ropes shall be utilized.
Pilot boarding speed is 8 knots.
For reference the IMO / International Maritime Pilots Association standard placard
detailing the rigging of pilot ladders is shown in Appendix D Exhibit 2. Vessels must
comply with the Brazos Pilots Association pilot ladder requirements and they differ in
minor ways from the standard pilot ladder arrangements, which differences are detailed
immediately above.
4.2.6 U.S. Customs and Border Protection
Freeport, Texas is a U.S. Customs port of entry. Typically, the U.S. Customs and Border
Protection board the vessel together with the ships agent after the vessel has completed
securing to the LNG berth. Contact information is located in Appendix A and all
notification and coordination is the responsibility of the Terminal User, Transporter or their
designee.
4.2.7 Mooring Line Assistance
Mooring line handling services will be scheduled, coordinated by, and are the
responsibility of the terminal user or its shipping agent. The mooring line pattern to be
used for each ship will be established through an Optimoor study to be performed by the
ships operators and agreed by the Terminal and the ships Master before the ships arrival
at Freeport. Following agreement between the ships Master the ship operators and the
Terminal regarding the mooring pattern to be used for the particular ship, the Terminal will
distribute each ships mooring pattern to the mooring line handlers prior to the ships
arrival at the Terminal.
[04-29-16]25
5. BERTHING PROTOCOL /
PROCEDURES
5.1 TERMINAL OPERATIONAL RESTRICTIONS
The FLNG terminal is normally open 24 hours a day, 365 days a year, weather and sea
conditions permitting. However, it is a policy of the Brazos Pilots that, because of their
sizes, all LNG ships will be daylight restricted vessels.
Port entry and berthing is always subject to daylight and the prevailing weather. When
transiting the port and mooring in conditions of reduced visibility, the decision to move the
vessel will be made jointly by the pilot and the ships Master. It is expected that they will
discuss the prevailing conditions and only move the vessel when they both agree that it is
safe to do so.
The following table provides a guide to the status of the terminal operations as it relates to
prevailing wind conditions. These are guidelines; they are not hard and fast rules. At the
time that a vessel movement is due to be carried out, should the prevailing wind conditions
be complicated by unusual tidal flows, cross currents, or any other environmental, traffic,
or other issues, the vessel movement will be contingent upon the agreement of the ships
Master and the pilot.
5.2 FLNG MARINE TERMINAL OPERATIONAL STATUS - WIND CONDITIONS
5.2.1 Operating Wind Speed Guidelines
Wind Speed Operational Status

Less than 25 knots (28.7mph) Terminal open for all operations.
Greater than 25kts (28.7mph) but Less No vessel arrivals or departures but if a vessel
than 35kts (40.3mph) is at berth, cargo transfer operations already
under way may continue.
At 35kts (40.3mph) Cargo transfer to terminate and cargo arms to
be disconnected and retracted into their
locked position.
Greater than 35kts (40.3mph)but Vessel to remain at berth. Crew to deploy all
predicted not to exceed 50kts other available mooring lines.
(57.5mph)
Predicted to increase to in excess of Cargo transfer to terminate. Cargo arms to be
50kts (57.5mph) disconnected and retracted into their locked
position. Vessel to put to sea.
[04-29-16]26
5.2.2 Vessel Departing the Terminal Due to High Winds
Prior to the decision regarding the movement of a vessel as reflected in the table above, the
issue will be discussed between the assigned pilot, the vessels Master and the FLNG
terminal manager or his designee.
5.3 BERTH DESCRIPTION AND DOCKING PROCEDURES
5.3.1 Berth Capacity
The LNG berth is designed to accommodate ships from 88,000 m to 267,000 m cargo
capacity with maximum dimensions of:
LOA: 1132 ft. (345.0m)
Max Beam: 180.5 ft. (55.02m)
Max Draft: 42ft. (12.08m)
Max Displacement 179,700 tonnes
NOTE: The berth is built to accommodate a ship that is longer and wider than the
largest ship that is currently permitted to enter Port Freeport.
The berth is equipped with four (4) breasting dolphins and six (6) mooring dolphins.
The breasting dolphins are numbered BD-1 to BD-4 from the southwest to the northeast.
Each breasting dolphin is fitted with a double quick-release hook assembly. Each hook in
the assembly is rated at 150t SWL. Every breasting dolphin is equipped with a motorized
capstan.
See Appendix D, Exhibit 3, for the Typical Breasting Dolphin plan drawing.
The mooring dolphins are numbered MD-1 to MD-6 from the southwest to the northeast.
MD-1, MD-2, MD-5 and MD-6 are each fitted with a quadruple quick-release hook
assembly. Each hook in the assembly is rated at 150t SWL. MD-3 and MD-4 are each
fitted with a triple quick-release hook assembly. Each hook in the assembly is rated at
150t SWL. Every mooring dolphin is equipped with a motorized capstan.
See Appendix D, Exhibit 4, for the Typical Mooring Dolphin plan drawing.
See Appendix D, Exhibit 5, for the Mooring Diagram showing the layout of the entire LNG
berth.
5.3.2 Berth Configuration
Arriving LNG vessels proceed from the port entrance to the turning basin where they will be
turned, backed into the LNG dock basin and then pushed alongside the berth by the attending
tugs.
[04-29-16]27
The berth and cargo transfer systems are designed for LNG carriers to moor starboard side
alongside, with the vessels bow facing the ports entrance channel. This is the preferred
mooring pattern for all vessels at the No. 1 berth.
See Appendix D, Exhibit 6, for the Fender-line Elevation diagram.
5.3.3 Mooring Line Handling
The line-handling supervisor on the berth will be in direct communication with the pilot on
the vessels bridge. The pilot, in consultation with the Master, will direct the order in which
the ships mooring lines are passed to the mooring and berthing dolphins. The terminal has
pre-positioned messenger lines on each mooring dolphin which will be passed to the vessel
using the vessels heaving lines. Mooring lines will be passed from the ship to the mooring
and berthing dolphins in accordance with the Masters instructions and the pilots advice.
FLNG requires that a ships officer be stationed at the vessels vapor connection to
communicate with the bridge team for ensuring the correct spotting of the vessel on the berth.
FLNG requires that vessels are secured at the berth with a minimum of eight (8) mooring
lines at the bow, and eight (8) mooring lines at the stern, two (2) of which, at both the bow
and stern, shall be spring lines.
5.4 BERTH EQUIPMENT
5.4.1 Approach Speed Indicator Board

The berth is equipped with an approach speed indicator board to aid in vessel alignment and
to indicate the speed of approach of the ship to the berth. The indicator board is erected on
Mooring Dolphin No. 3 (MD-3) and can be rotated to face any required direction.
The maximum permitted approach speed of the ship to the fenders is

15 cm. per sec.
The maximum permitted angle between the ships side and the fender-
line for landing the vessel on the fenders is ten (10) degrees.
[04-29-16]28
See Appendix D, Exhibit 7, for the Mooring Dolphin No. 3 (MD-3) plan, showing the
location of the approach speed indicator board.
5.4.2 Mooring Line Tension Monitoring
The system installed at FLNG for mooring line tension monitoring data transfer between the
berth and the vessel is the Trelleborg / Harbour Marine system which uses radio
communication to transfer the data between the Dock and the vessel. On the moored vessel,
the information is displayed on an FLNG-supplied laptop computer which is equipped with
its own external aerial. The laptop computer and its external aerial will be brought aboard
each LNG vessel by a terminal representative during the pre cargo transfer meeting.
The terminal PIC in the DCR also monitors the mooring line tension data on the DCRs
control panel.
[04-29-16]29
5.4.3 Ship-to-Shore Communications Links
FLNG is equipped with two umbilical type Ship-Shore Link systems which are both
manufactured by SeaTechnik. They are a fiber optic system and an electric system. Both
systems are configured for voice/telephone communications and for ESD signal
communications. The terminals hot-line telephone for both of these systems is located in
the Dock Control Room. Neither of these two systems transfers mooring line tension
monitoring data between the berth and the vessel.
The fiber optic system is compatible with the Sumitomo-Furukawa system. The terminals
FO cable connector mates physically and optically with the six-way Furukawa connector and
the systems signals are compatible with all shipboard Furukawa systems.
The electrical system utilizes the Pyle National 37 Pin connector for coupling to the vessels.
The pin placement for the functions of the electrical Pyle National connection system is
tabulated below:
Pin Numbers Function
5 and 6 Hot-line telephone

9 and 10 Terminal telephone
13 and 14 ESD Shore to Ship
15 and 16 ESD Ship to Shore
5.4.4 Failure of Ship-to-Shore Voice Communications
I. In the event of any failure of the hot-line voice communication system between the
vessels CCR and the terminals DCR, voice communications will default to
communications via the handheld radios carried by the PIC in the DRC and the
terminals representative stationed in the vessels CCR throughout the vessels stay at
the berth. Any shipboard operations that are ongoing if the hot-line voice
communications fail, including cargo transfer operations, will be stopped immediately
until either the hot-line voice communications link is re-established through one or
the other of the umbilical systems, or agreement is reached between the vessel and the
terminal to rely on handheld radios for voice communications.
II. In the event that the vessel detects that hot-line voice communications and handheld
radio communications between the vessel CCR and the terminals DCR fail at the
same time during cargo transfer operations, the vessel shall signal the terminal that
cargo transfer operations will immediately be stopped by giving one prolonged blast
on the ships whistle/fog horn.
III. In the event that the terminal detects that hot-line voice communications and handheld
radio communications between the terminal DCR and the vessels CCR fail at the
same time during cargo transfer operations, the terminal shall signal the vessel that
cargo transfer operations will immediately be stopped by advising the vessel of the
[04-29-16]30
stoppage through the use of the voice loud hailer system installed on the berth. The
stoppage signal will be the word STOP repeated three times over the loud hailer at
full volume.
IV. This failure of communications systems plan will be confirmed between the terminals
PIC and the vessels PIC at the pre-cargo transfer meeting.
V. In the event of the failure of a voice communications system that causes the stoppage
of cargo transfer, the transfer process will not be resumed until effective ship / shore
voice communications have been re-established and tested to verify their ongoing
reliability.
5.4.5 Cargo Arms
The cargo arms are manufactured by SVT of Germany. They are fitted with PERCs. The
securing mechanisms for connecting the arms to the vessels manifold are cam-locks. The
connection flanges are flat faced and utilize three concentric O ring type seals on each
flange. It is recommended that, in order to avoid any possible damage to the vessels manifold
connecting flanges, short spool pieces to which the arms can be connected, be fitted to all
vessels cargo and vapor manifold pipes. It is further recommended that vessels arrive at the
terminal with manifold spool pieces that have non-serrated, flat faced presentation flanges.
Vessels must provide their own spool pieces.
From the southwest to the northeast the cargo arms numbered designations and services
are as follows:
Designation Service
LA-1C Liquid
LA-2 Vapor
LA-1B Liquid/Vapor hybrid
LA-1A Liquid
For the avoidance of doubt, when the vessel is berthed Starboard side alongside, cargo arm
LA-1C will be closest to the stern of the vessel and cargo arm LA-1A will be closest to the
bow of the vessel.
See Appendix D, Exhibit 8, for the PLAN view of the Cargo Arm Operating Envelopes.
See Appendix D, Exhibit 9, for the PROFILE view of the Cargo Arm Operating Envelopes.
5.4.6 Gangway
The berth is equipped with a pedestal-mounted telescopic, self tread-leveling, gangway. The
gangway is 3.6 ft. (1.09 m) wide and requires a landing area of 19.9 sq. ft. (1.85 sq. m).
The maximum gangway height above the datum is 68.6 ft. (20.9 m) and the minimum
gangway height above the datum is 35.1 ft. (10.7 m).
[04-29-16]31
The gangway pedestal is located 54.1 ft. (16.49 m) from the vapor arm and is on the northeast
side of the cargo arm array. Thus the gangway is forward of the ships manifold when the
ship is berthed Starboard side alongside.
The distance from the gangway pedestal to the fender-line of the berth is 28.68 ft. (8.74 m).
The minimum gangway length is 27.9 ft. (8.5 m).
The maximum gangway extended length is 47.6 ft. (14.5 m).
5.4.7 Bonding Cable
In accordance with guidelines detailed in the ISGOTT, a bonding cable is not used at the
terminal.
5.5 STANDBY TUG
The USCG requires that one tug with fire-fighting capability, rated at FiFi 1, remain on
station close to the terminal for immediate response to a call by the ship or the terminal for
the entire time that an LNG carrier is at the berth.
5.6 SECURITY ZONE
Under the U.S. Code of Federal Regulations, 33 CFR 165.814, the USCG COTP Sector
Houston-Galveston has established a security zone that encompasses the entire Freeport
LNG dock basin. The only vessels that are legally allowed to enter this security zone are
commercial vessels transiting to or from other waterfront facilities within Port Freeport or
commercial vessels providing logistic support to LNG vessels such as pilot vessels, tugs,
storing launches and barges, etc.
5.7 INTERNATIONAL SHORE CONNECTION
The International Shore Connection and the valve controlling the flow of water to it are
located on the uppermost platform of the gangway tower. The terminals fire main is
always pressurized.
[04-29-16]32
5.8 RECEIPT OF STORES AND DELIVERIES
5.8.1 Bulk Deliveries
Bulk deliveries of stores, galley provisions, spare parts, etc., may ONLY be made to LNG
vessels by launch or barge on the outboard side of the berthed LNG vessel. No vessels,
launches or barges are permitted to secure to the outboard side of a berthed LNG vessel
while the berths cargo arms are connected to the LNG vessel. In accordance with the
terminals USCG approved Security Plan deliveries to an LNG vessel may NOT be made
at MARSEC Levels Two (2) and Three (3) without the express permission and approval
of the USCG.
Vessels Masters must provide the terminal with at least two (2) hours notice of the arrival
of any launch, boat, barge or water craft calling at the ship for any purpose. As stated in
Section 5.6 above, the Freeport LNG dock basin is a USCG security zone. Consequently
the terminal is required to notify the USCG at least two (2) hours before the planned arrival
of any launch, boat, barge or water craft that will be entering the dock basin to service any
needs of the berthed LNG vessel. Masters must therefore provide the required notification
to the terminal of the planned arrival of any water craft servicing their ship. Bulk deliveries
of stores or materials by shore vehicle are not allowed while the vessel is at the terminal.
The FLNG berth is not equipped with any installed lifting equipment and therefore does
not have the capability to assist in the transfer of vessel stores and supplies.
[04-29-16]33
5.8.2 Deliveries of Small Quantities of Stores, Supplies or Equipment
Deliveries of small quantities of stores, supplies or equipment parts that do not require
special handling and that can be hand-carried by crew members up the gangway are
allowed during daylight hours upon specific authorization by the Terminal Manager or his
designee. The terminal security staff will be responsible for searching personnel and
packages entering the facility or items to be transferred across the marine terminal. It is
the responsibility of the terminal user to ensure all documentation and manifests are
prepared and in compliance with all applicable regulations. In accordance with the
terminals USCG approved Security Plan deliveries may NOT be made at MARSEC
Levels Two (2) or Three (3) without the express permission and approval of the USCG.
5.9 BUNKERING
Fuel oil transfer from a bunker barge to an LNG ship is not allowed at the Terminal.
Potable and/or fresh water bunkers are not available from the terminal. Water can only be
supplied to an LNG ship by barge after the cargo arms have been disconnected from the
ships manifold at the completion of cargo transfer operations. Arrangements for the
delivery of water bunkers must be made through the ships agent.
In accordance with the terminals USCG approved Security Plan, at MARSEC Levels Two
(2) and Three (3) specific permission must be obtained from the USCG for the delivery of
water to the ship by barge.
Liquid nitrogen is not available from the terminal.
5.10 REPAIRS
There are no ship repair facilities at the terminal. Vessels may perform routine maintenance
and inspection procedures while at the terminal, but they shall not perform any
maintenance on any control or propulsion system that could compromise the vessels
maneuverability in any way.
5.11 DISCHARGE OF BALLAST WATER
There are no facilities available at the terminal for the reception or disposal of ballast water.
While at the terminal, vessels must control their ballast to provide sufficient trim for
efficient steering and maneuverability while partially discharges or loaded.
5.12 HANDLING OF NON-BALLAST OILY WASTE AND GARBAGE
FLNG has no facilities for receiving or handling ships waste. All waste transfers are to
be conducted on the outboard side of the vessel onto a barge provided by the identified
waste handlers. Contact information for some local waste handling and disposal services
is listed in Appendix A.
[04-29-16]34
Vessels Masters should contact their local agents no later than twenty four (24) hours
before arrival at the Freeport pilot station to arrange for oily waste and/or garbage disposal
services to attend at the ship. Masters should also advise their agents of the type of garbage,
the type of garbage transfer packaging necessary for its handling and/or the volume of oily
waste to be discharged.
Oily waste and garbage must meet all federal, state and local regulations for port discharge
and disposal. Details of federal, state and local regulations are available via the ships local
agents.
Transfer of garbage and oily waste may not be conducted while the berths cargo arms are
connected to the LNG vessel, and for security purposes transfer of garbage and oily waste
must be approved by the Terminal Manager or his designee.
Transfer of garbage and oily waste may be carried out at MARSEC Level 1 as specified
above. In accordance with the terminals USCG approved Security Plan, at MARSEC
Levels Two (2) and Three (3) specific permission must be obtained from the USCG for the
transfer of garbage and oily waste from the ship to a waste disposal barge.
5.13 CREW SHORE LEAVE
Shore leave is allowed subject to the approval of the USCG and the U.S. Customs and
Border Protection Agency. The Terminal User or Transporter or their designee will be
responsible for and assist in all vessel personnel logistics, crew transfer and assignments.
All vessel personnel will be required to pass through FLNG security when entering and
leaving the facility. The terminal security staff will be responsible for searching personnel,
vehicles and packages entering the facility or items to be transferred across the marine
terminal.
By U.S. federal regulations, all crew members walking between the vessel and the nearest
terminal gate, Gate No. 10, must be escorted by terminal security personnel. Gate No. 10
is approximately 150 meters from the gangway.
[04-29-16]35
6. CARGO TRANSFER PROCEDURES

6.1 CARGO TRANSFER
6.1.1 Overview
After the LNG vessel is securely moored, the cargo transfer procedure starts. The cargo
transfer operation is under supervision of the terminals PIC. In the FLNG chain of
command, the terminals PIC reports to the Shift Supervisor, who reports to the Operations
Superintendent who reports to the Terminal Manager. In addition to the terminals PIC on
duty in the DCR, there is a terminal representative on duty in the vessels CCR throughout
the cargo transfer operation. The terminal representative on duty in the vessels CCR is in
communication with the terminal PIC via the terminals handheld radios.
6.2 TRANSFER PROCEDURES/PRE-TRANSFER MEETING
The LNG transfer operations and procedures are conducted in accordance with the USCG
examined and approved Dock Operating Manual.
The transfer procedures will be discussed in detail by the terminals PIC and the vessels PIC
at the pre-transfer meeting in the vessels office. During the same meeting the various safety
and security checklists and declarations will be completed and signed by the appropriate
representatives from the terminal and the vessel.
LNG transfer operations are controlled and monitored by the terminals PIC from the
terminals DCR which is located to the southeast of the berth. The operations are also
monitored from the facilitys MCR which is centrally located in the terminal complex.
6.3 DEPLOYMENT OF CARGO ARMS
The LNG cargo arms are extended and retracted using the controls at either the fixed control
panel situated on the northeast end of the uppermost berth platform or through use of one of
the two portable control units. These portable units are stored in the DCR.
The LNG arms can be controlled for purging, cooling, venting or draining from either the
terminals DCR or the MCR.
[04-29-16]36
6.4 CONTROLS
6.4.1 Controls in the DCR
The operation of the cargo arms, gangway, remote release of the mooring hooks, the ship-to-
shore communication umbilicals, the fire pumps and the remotely controlled berth mounted
fire water cannons are the only functions that are controlled from the DCR. However, the
DCR contains control instrumentation and communication equipment necessary for
monitoring all parameters of the transfer of cargo. The DCR is equipped with a plant-wide
phone system and handheld radios for use in contacting operations personnel when they are
not close to the telephones.
6.4.2 Controls in the MCR
All terminal operations, including the operation of the LNG transfer system are controlled and
directed from the MCR.
6.5 TERMINAL MONITORING
6.5.1 Security
There are CCTV cameras at a number of locations throughout the terminal through which
activities within and around the terminal are monitored. The images from the cameras are
displayed in both the control rooms and in the terminals security office.
6.5.2 Local Weather
The prevailing weather conditions are monitored by the PIC in the DCR via a weather display
monitor with an electronic feed from the terminals own weather station, mounted above the
DCR. The wind conditions in which cargo transfer operations are conducted are defined in
Section 5.2.1.
6.5.3 Long Range Weather
FLNG has contracted with ImpactWeather Inc. to provide continuous, real-time regional
weather alerts to the terminal. The data reported to the terminal security and safety officer
includes the proximity of electrical storms to the terminal. A warning is provided to the
terminal when any electrical discharges from storms broach the ten (10) mile radius circle
around the terminal. In this event, when cargo transfer operations are progressing, a warning
will be given to the vessel by the terminals PIC and the storms projected direction of travel
will be monitored by the terminal. Should the projected path of the storm bring it into closer
proximity with the terminal, a notification will be given to the ship advising that the cargo
transfer will be temporarily stopped until the passage of the storm, after which the cargo
transfer will resume.
[04-29-16]37
6.6 POST CARGO TRANSFER DOCUMENTATION
LNG transfer documentation and records are completed post transfer. Documentation is in
accordance with the individual terminal use agreements (TUAs) and their respective
applicable terms and conditions.
[04-29-16]38
7. EMERGENCIES
7.1 FREEPORT LNG EMERGENCY RESPONSE PLAN
7.1.1 Regulatory Compliance
It is the policy of FLNG to comply with all applicable federal, state and local laws and
regulatory requirements through the incorporation of the applicable requirements into FLNG
policies and procedures. FLNG management expects all employees and contract personnel
to adhere to company procedures and practices, which are communicated to all employees
and contract personnel through training programs and performance management systems.
The terminals Emergency Response Plan (ERP) has been prepared in consultation with the
U.S. Coast Guard, the Federal Energy Regulatory Commission, DOT-PHMSA, and state and
local agencies. The principal requirements incorporated into the ERP are found at:
I. Section 311 of the Energy Policy Act of 2005

II. Conditions 76 and 77 in the Order Issuing Authorization under Section 3 of the
Natural Gas Act for the construction of Phase 2 of the FLNG Terminal issued by
the Federal Energy Regulatory Commission (FERC) on September 26, 2006 in
Docket No. CP05-361-000
III. The U.S. Department of Transportation (DOT) regulations at 49 CFR Part 193.2509
Emergency Procedures
IV. The U.S. Coast Guard regulations at 33 CFR Part 127.019 Operations Manual and
Emergency Manual: Procedures for Examination; Part 127.307 Emergency
Manual; and Part 127.309 Operations Manual and Emergency Manual: Use
7.1.2 Purpose
The purpose of the ERP is to provide an effective operational plan that sets forth FLNGs
policies and procedures to respond to emergencies within the FLNG terminal, emergencies
that could affect the public adjacent to the FLNG terminal and emergencies that could affect
the public along the LNG vessel transit route.
7.1.3 Scope
The ERP addresses situations and conditions that require activation of FLNGs ERP in order
to contain and control emergencies. It provides general guidelines and procedures for
responding to emergencies within the terminal.
[04-29-16]39
7.1.4 Objectives
The objectives of the ERP are to give clear guidelines to FLNG staff and contractors, public
officials and emergency responders, and the public in the event of an emergency in order
to:
I. Be informed of FLNG plans and the Incident Command Structure used during an
emergency at the terminal.
II. Ensure efficient and effective steps are taken to safely secure the terminal thereby
preventing public and personnel injuries, minimizing the impact on the
environment and protecting the physical assets.
III. Ensure that a formal communication structure is in place with relevant internal and
external parties and governmental authorities in order to report and co-ordinate
activities to ensure all parties are properly informed and updated on the steps taken
to effectively handle the emergency.
IV. Conduct tactical direction (applying tactics appropriate to strategy, assigning the
right resources and monitoring performance).
V. Initiate investigation into incidents with proper consideration of forensic evidence.
VI. Expedite the return of the asset to normal safe terminal operation.
7.2 EMERGENCY SITUATIONS AT THE LNG BERTH
7.2.1 General
An emergency at the LNG berth could be in the form of any one of a host of possible
situations, be it on the vessel or on the berth. Each emergency requires responses particular
to its own characteristics. The terminals USCG inspected and approved Emergency
Response Manual contains details of specific responses to specific emergencies in the
terminal. LNG vessels each have their own Emergency Response Manuals that contain
response information specific to the particular ship.
This FLNG manual provides only guidelines as to what is expected of vessels, should an
emergency occur while an LNG vessel is berthed.
7.3 EMERGENCY ON A VESSEL
7.3.1 Actions by the Vessel
If an emergency occurs on a vessel at the berth, the vessel must raise the appropriate alarm
for the vessel that is recognized by its crew. At the sounding of the alarm all cargo and ballast
transfer operations must be stopped and the ships main engines and steering gear brought to
an instant readiness condition.
[04-29-16]40
Responsibility for responding to the emergency on the vessel is that of the ships Master or
his designated representative if he is not on the vessel. The same emergency response
organization that the ship uses for an emergency when the ship is at sea will be used for
responding to the similar emergency on the ship when it is in port.
It is the Masters responsibility to decide if preparing to drain and disconnect the cargo arms
from the ships manifold, or to request the Terminal to initiate an ESD 2 / PERC activation /
cargo arm disconnection, is a necessary part of his response to a particular emergency.
The stand-by tug will be called by the vessel to come into close proximity with the vessel to
be available to respond in any way that the ships Master may deem practicable. This tug is
always at the disposal of the LNG vessels Master.
7.3.2 Actions by the Terminal
On detecting the ships alarm, if there is any delay in the stoppage of cargo transfer, the PIC
in the DCR should manually activate an ESD 1 and immediately report the situation to the
MCR. The terminal will thereafter take emergency response action in accordance with its
Emergency Manual, as deemed necessary. This could include summoning the local
emergency services.
7.3.3 Preparations for Evacuation
The berth area of FLNG has a clearly signposted personnel muster area. In the event that
evacuation of a docked ship becomes necessary, the ships crew will evacuate the ship via the
terminals gangway and muster at the FLNG personnel muster station. If the particular
emergency precludes the use of the terminal gangway the secondary evacuation route for the
ships crew will be by the ships lifeboat(s).
7.4 EMERGENCY ON THE BERTH
7.4.1 Actions by the Vessel
If an emergency on the berth is detected by the vessels crew, the vessel must immediately
report the emergency to the DCR via the phone hot-line, handheld radio or most expeditious
method available. Although certain emergencies on the berth will more than likely
automatically trigger an ESD 1 event, should cargo transfer still be ongoing when the ship
detects the emergency, all cargo and ballast transfer operations must be immediately stopped.
The ships main engines and steering gear must be brought to an instant readiness condition.
The ships crew must be ready to drain and disconnect the cargo arms from the manifold if it
is deemed necessary by either the ships Master or by the terminals PIC and if it is safe to do
so.
Responsibility for responding to an emergency on the berth is that of the terminal. The
vessels Master must assess the likelihood of the emergency effecting his vessel and take
appropriate action to protect his crew, cargo and vessel. The Masters action could include
requesting the Terminal to initiate an ESD 2 / PERC activation / cargo arm disconnection.
[04-29-16]41
The stand-by tug will be called by the vessel to come into close proximity with the vessel to
be available to respond in any way that the ships Master or the terminal management may
deem appropriate for the particular emergency.
7.4.2 Actions by the Terminal
On detecting the emergency on the berth, if the cargo transfer is still ongoing, the PIC in the
DCR should manually activate an ESD 1 and immediately report the situation to the MCR.
The terminal will thereafter take emergency response action in accordance with its Emergency
Manual, as deemed necessary. This could include summoning the local emergency services.
7.4.3 Preparations for Evacuation
The berth area of FLNG has a clearly signposted personnel muster area. In the event that
evacuation becomes necessary the terminal personnel will muster at that location. The ships
Master must assess the emergency and decide if evacuation of the ships crew or taking his
vessel off the berth and out of harms way is his best course of action.
If the particular emergency on the berth impacts the vessel and prevents its departure, while
at the same time precluding the use of the terminal gangway as a route for evacuating the
ships crew from the vessel, the secondary evacuation route for the ships crew will be by the
ships lifeboat(s).
7.5 EMERGENCY ELSEWHERE IN THE PORT
7.5.1 Actions by the Vessel and Terminal
If an emergency is detected at another terminal within the port of Freeport, the LNG vessels
Master should immediately have the ships main engines and steering gear brought to a state
of instant readiness and to summon the attending tug(s) to come alongside the vessel.
Thereafter the terminal management will consult with the ships Master in monitoring the
emergency to assess the likely threat to which the LNG vessel may become exposed. Actions
taken to ensure the safety of the ships crew, terminal personnel, the ship and the cargo may
include stopping cargo transfer, disconnecting the cargo arms and taking the vessel off the
berth and sending her to sea.
Any decision to take the vessel out of the port must be coordinated with Port Freeport
and the Brazos Pilots Association.
[04-29-16]42
8. DEPARTURE PROTOCOLS /
PROCEDURES
8.1 PREPARING FOR DEPARTURE
8.1.1 Daylight Restrictions
LNG vessels may depart Port Freeport only during the hours of daylight. The hours of
daylight are defined and published by the Brazos Pilots Association and vary with the
seasons. Furthermore, departure of a vessel is always contingent upon other marine traffic
in the Port as well as the prevailing environmental conditions being within acceptable
limits in order to ensure the safe movement of the vessel from the berth to the sea buoy.
8.1.2 Pilots
Pilots must be ordered no later than one (1) hour before the vessels intended departure
time. If the order for the pilot is placed a significant time before the one (1) hour pilot
order deadline, vessel Masters should ensure that the pilot order is reconfirmed one (1)
hour before the intended departure time.
Should there be a conflict as a result of other vessels planning to depart Port Freeport at
the same time as requested by the LNG vessel, the pilots will determine the order of
departure.
It is a general guideline of the Brazos Pilots Association that departing vessels will have
transit priority over arriving vessels.
8.1.3 Vessel Engine Room Preparations
Steamships are prohibited from warming through their main engine turbines until all cargo
arms have been disconnected from the vessels cargo manifold.
8.1.4 Cargo Arm Draining, Purging and Disconnection
At the completion of cargo transfer, terminal personnel will attend at the ships manifold
for the draining and purging of the cargo arms. A ships officer shall attend at the manifold
to coordinate the ships part in draining the cargo arms. The secondary arm of the cargo
arm will first be drained to the ship. The primary arm of the cargo arm will then be drained
to the shore. After draining and purging, the cargo arms will be disconnected by terminal
personnel and retracted to their stowed position.
[04-29-16]43
8.1.5 Ship-to-Shore Data Communication Devices and Gangway
Unless the Ship-to-Shore hot-line telephone connection must be maintained for some
justifiable reason, under normal operating conditions the FLNG terminal berth operating
personnel will remove the umbilical from the vessels receptacle after the cargo arms have
been disconnected from the ships manifold. Ship-to-Shore communications will
thereafter be maintained through the terminal representative stationed in the vessels CCR.
The terminal representative will be equipped with one of the terminals hand-held radios.
On completion of post cargo transfer paperwork FLNG personnel will collect the
terminals mooring line tension monitoring system laptop computer from the ships CCR.
After all personnel traffic between ship and shore ceases, FLNG personnel will remove the
gangway from the ships deck in readiness for the vessels departure.
8.2 DEPARTING
8.2.1 Tugs
The tug requirements as specified in Section 2.5 will be utilized upon departure.
8.2.2 Mooring Line Handlers
The terminal personnel and the line-handling supervisor and crew will await instructions from
the pilot to begin releasing the mooring lines. The mooring lines will be released in
accordance with the orders and requirements of the pilot.
[04-29-16]44
APPENDIX A
FREEPORT AREA ORGANIZATIONS
CONTACT INFORMATION
1. Port Freeport
Executive Offices
200 W 2nd Street
Freeport, TX 77541-5773
Phone: 979-233-2667
Fax: 979-233-5625
www.portfreeport.com
Port Freeport Terminal

1001 Navigation Blvd
Freeport, TX 77541-5863
Phone: 979-233-2667
2. Brazos Pilots Association

Office address
2502 Deep Sea Drive
Freeport, TX 77541
Phone: 979-233-1120
Fax: 979-233-7071
Mailing address
P.O. Box 1076
Freeport, TX 77542
VHF Channel 14 & 16

www.brazospilots.com
3. U.S. Coast Guard (Marine Safety Unit Galveston)

3101 FM 2004
Texas City, Texas 77591
Phone: 409-978-2702
[04-29-16]45
4. U.S. Coast Guard Sector Houston-Galveston COTP Office

USCG Sector Houston-Galveston
13411 Hillard St,
Houston, TX 77034,
Switchboard: 281-464-4800
Emergency: 281-464-4854
Fax: 281-464-4814
VHF Channels 16 and 21
5. U.S. Coast Guard (Freeport Station)

823 Coast Guard Drive
Freeport, TX 77541
Phone: 979-233-7551
Fax: 979-233-7551
VHF Channel 16
6. U.S. Customs and Border Protection

575 Pete Schaff Blvd
Freeport, TX 77541
Phone: 979-233-3004
Fax: 979-233-8661
7. U.S. Immigration and Customs Enforcement

601 Rosenberg, Suite 515
Galveston, TX 77550
Phone: 409-766-3581
8. Tug Services
Suderman & Young Towing Co.
2777 Allen Parkway
Houston, TX 77019
Phone: 409-763-2428
G & H Towing Company

200 Pennzoil Road
P.O. Drawer 2270
Galveston, Texas 77553
Galveston office- Phone: 409-744-6311
Houston office-Phone: 281-474-9501
9. Shipping Agency
GAC
226 West Park Avenue
Freeport, Texas 77541
Phone: 979-233-3208
[04-29-16]46
Moran Shipping Agencies, Inc.

122 West Way, Suite 402
Lake Jackson, Texas 77566
Phone: 979-297-9143
Biehl & Co.

1201 North Avenue H
Freeport, Texas 77541
Phone: 979-233-0445
10. Launch Services
Freeport Launch Services

1201 E. Brazos Street
Freeport, TX 77541
Phone: 979-233-8044
Fax 979-233-1629
11. Fueling Services
Midstream Fuel Services LLC

1122 Marlin Lane
Freeport, TX 77541
Phone: 979-233-0176
J.A.M. Marine Services

7010 Mykawa Road
Houston, TX 77033
Phone: 713-844-7788
Fax: 713-844-7789
12. Oil and Chemical Spills / Releases
National Response Center

2100 2nd Street SW, Room 2611B
Washington, DC 20593
Phone: 800-424-8802
Phone: 202-267-1322
Texas General Land Office Region 2

11811 North D Street
LaPorte, TX 77571-9135
Phone: 281-470-6597
Fax: 281-470-6679
VHF Channel 16
[04-29-16]47
13. Marine Equipment and Supplies
Barons Marine Ways, Inc.

221 W. Brazos Street
Freeport, TX 77541
Phone: 979-233-4650
Evco Industrial Hardware, Inc.

606 N Brazosport Blvd
Freeport, TX 77541
Phone: 979-233-5303
Fax: 979-233-8610
14. Ship Repair
Barons Marine Ways, Inc.

221 W. Brazos Street
Freeport, TX 77541
Phone: 979-233-4650
Precision Pneumatic
6618 E. Highway 332
Freeport, TX 77541
Phone: 979-230-9003
15. Oily waste and garbage disposal
For disposal of oily waste, USCG certificated contractors are:

I. Intergulf Corp. Phone: 281-474-1940
II. Houston Marine Services Phone: 281-902-3413
For disposal of garbage, certified contractors are:

I. Global Environmental and Marine Services
Phone: 281-572-3306
If alternative contractors are selected, a lead time of 30 to 45 days is required for

the selected contractor to obtain the necessary operating certification through the
USCG.
[04-29-16]48
APPENDIX B
FREEPORT LNG CONTACT
INFORMATION
Freeport LNG Corporate Headquarters
Freeport LNG Development, L.P.
333 Clay Street, Suite 5050
Houston, Texas, USA, 77002
Phone: 713-980-2888
Fax: 713-980-2903
Freeport LNG Terminal Administration Office

Freeport LNG Terminal
1500 Lamar Street
Quintana, Texas, USA 77541
P.O. Box 2230
Freeport, TX 77541
Phone: 979-415-8700
Fax: 979-415-8733
Freeport LNG Terminal Main Control Room

Phone: 979-415-8750
Freeport LNG Terminal Dock Control Room

Phone: 979-415-8760
Freeport LNG Terminal Security Office

Phone: 979-415-8721
Freeport LNG Terminal Senior Management Team
Terminal Manager 979-415-8777

Operations Superintendent 979-415-8742
Maintenance Superintendent 979-415-8773
Facility Security Officer 979-415-8721
Director Regulatory Affairs 979-415-8720
Gas Controller 979-415-8771
[04-29-16]49
APPENDIX C
REFERENCES
For TUA Customers, the following FLNG manuals and other information sources are
incorporated by reference and are available on the FLNG Customer website:
I. FLNG Customer Website: www.efreeportlng.com
A. Health, Safety and Environmental (HSE) Management System for Operations

B. Emergency Response Plan
C. Hurricane Preparedness Plan
II. U.S. Code of Federal Regulations, Title 46 - Shipping
CHAPTER I--COAST GUARD, DEPARTMENT OF TRANSPORTATION
PART 154--SAFETY STANDARDS FOR SELF-PROPELLED VESSELS CARRYING

BULK LIQUEFIED GASES
https://www.gpo.gov/fdsys/pkg/CFR-2001-title46-vol5/pdf/CFR-2001-title46-vol5-part154-toc-id475.pdf
[04-29-16]50
APPENDIX D
FORMS AND DRAWINGS
Exhibit 1 Declaration of Security form
Exhibit 2 IMPA Standard Pilot Ladder placard
Exhibit 3 Typical Breasting Dolphin plan
Exhibit 4 Typical Mooring Dolphin plan
Exhibit 5 Mooring Diagram
Exhibit 6 Fender-line Elevation
Exhibit 7 Mooring Dolphin No. 3 (MD-3) plan
Exhibit 8 PLAN view of the Cargo Arm Operating Envelopes
Exhibit 9 PROFILE view of the Cargo Arm Operating Envelopes
[04-29-16]51

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FREEPORT LNG TERMINAL

FACILITY MARINE OPERATIONS MANUAL

FREEPORT LNG CONTACT INFORMATION

Freeport LNG Website: www.freeportlng.com

TUA Customer Website: www.efreeportlng.com

Issued By: H. A. Galt Date: Apr. 29th, 2016

1. PURPOSE AND OBJECTIVES

4. PORT ENTRY PROTOCOLS

4.1.1 Ship Compatibility 18

4.2 PORT ENTRY INFORMATION 23

5. BERTHING PROTOCOL / PROCEDURES

6. CARGO TRANSFER PROCEDURES

7.2 EMERGENCY SITUATIONS AT THE LNG BERTH 40

8. DEPARTURE PROTOCOLS / PROCEDURES

LNG Liquefied Natural Gas

sec(s) Second(s) of time

SSL Ship-Shore Link; the data and voice communications umbilical

SWL Safe Working Load

Terminal Manager The FLNG representative, or his/her designee, in charge of the

Tollers Collectively, the following companies; Osaka Gas Co., Ltd.,

TUA Terminal Use Agreement.

USCG United States Coast Guard

1. PURPOSE AND OBJECTIVES

1.2 REQUIRED COMPLIANCE

This manual will:

1.4 NOTES FOR TERMINAL USE AGREEMENT (TUA) CUSTOMERS

Cargo LOA Beam Ballast Loaded Ballast Loaded

Nearest Major City: Houston, Texas.

Normal historic weather conditions in the Port of Freeport are as follows:

2.4 RELEVANT CHARTS AND NAUTICAL PUBLICATIONS

NOAA Chart No: 11321

Pilotage Guides: Brazos Pilots Association

2.5 TUG REQUIREMENTS

2.5.1 Selection of Tug Services Provider

2.5.2 Required Tug Resources

2.5.3 Vessels of Less than 200,000 m Cargo Capacity

2.5.4 Vessels of 200,000 m Cargo Capacity and Greater

2.5.5 Additional Tug Capability

2.6 DOCUMENTATION REQUIREMENTS

3.2 FLNG POLICIES

I Health, Safety and Environmental (HSE) Management System for Operations

II Emergency Response Plan

III Hurricane Preparedness Plan

3.3 TERMINAL SAFETY POLICIES

3.4 VISITOR POLICY

4. PORT ENTRY PROTOCOLS &

It is the responsibility of all Terminal Users and Transporters to ensure timely

4.1.1 Ship Compatibility

4.1.2 Cargo Condition on Arrival

A. No warmer than -255F (-159.5C)

A. No warmer than -255F (-159.5C)

4.1.3 Freeport LNG Marine Terminal Notifications

II. Vessel master shall give FLNG the following notices:

4.1.4 U.S. Coast Guard Notifications

I. Federal Regulations (33 CFR 160.201 160.215) require vessel operators to

4.1.5 Brazos Pilots Association

4.1.6 Master Pilot Exchange between Vessels and Brazos Pilots

4.1.7 Port Freeport

4.1.8 Terminals Notifications to Arriving Ships