INTI LINGGA SEJAHTERA TERMINAL

JETTY INFORMATION DOCUMENT

“SAFETY IS OUR PRIORITY”

www.intilingga.co.id
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SUMMARY JETTY INFORMATION

A. TERMINAL NAME / ADDRESS : INTI LINGGA SEJAHTERA TERMINAL

Head Office : Komplek Mega Grosir Cempaka Mas
Blok A No. 20, Jl. Raya Let. Jend.
Soeprapto
Jakarta – Pusat 10640, INDONESIA
Telephone : 62-21 4287 6828
Fax : 62-21 4287 6654
E-mail : [email protected]

Site / Terminal Office : Jl. Raya Salira – Bojonegara, Desa

Mangunreja
Kec. Pulo Ampel, Kab. Serang.
Banten – 42455, INDONESIA
Telephone : (0254) 785 1555
Fax : (021) 4287 6654
E-mail : [email protected]
B. GEOGRAPHICAL POSITION
JETTY ILS No. 1
LATITUDE : 05053’33.03 SOUTH
LONGITUDE : 10605’6.54 EAST
C. ANCHORAGE POSISITION ( Call Pilot for Advice)
LATITUDE : 05052’30 SOUTH
LONGITUDE : 106004’54 EAST
D. LOCAL TIME : GMT +07.00 HRS.
E. NAVIGATIONAL CHART : BRITISH ADMIRALTY No. 2056.
INDONESIAN CHART No. 95.
F. BERTHING / UNBERTHING TIME : ANYTIME ( Based on Prior notice ),
Exception 1 (one) day prior to idul fitri and
the first day of Idul fitri.
G. VESSEL SIZE
JETTY ILS No. 1
MAX L.O.A : 130 Meters
MAX D.W.T : 10,000 DWT
RESTRICTED DRAFT : 10 Meters
H. MOORING LINES ARRANGEMENT FOR JETTY ILS
VESSEL SIZE 1,000 – 5,000 D.W.T
2” DIA POLYPROPHYLENE : 3 HEAD + STERN LINES.

2 FORWARD + AFT SPRING LINES.

(Refer to OCIMF Mooring Guidelines)
I. JETTY/ LOADING PLATFORM CONFITION
JETTY ILS No. 1
TYPE : FIXED/PERMANENT PLATFORM ON
PILE
CONSTRUCTION : CONCRETE STRUCTURE.

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DIMENSION : LENGTH = 8 METERS
: BREADTH = 6 METERS
DISTANCE TO SHORE : 105 METERS
VERTICAL DISTANCE F/R SEA WATER SURFACE : 8 METERS
J. BERTHING/ MOORING DOLPHIN CONDITION
JETTY ILS No. 1
MOORING HOOKS DISTANCE : FROM BD1 TO BD2 = 50 METERS
: FROM MD1 TO MD2 = 130 METERS
FENDER TYPE : CONE 900
K. SHIP-SHORE LINE CONNECTION
JETTY ILS No. 1
PIPE LINE DIAMETER/MATERIAL : 8” ANSI 150 OF CS
: 8” ANSI 150 OF CS
FLEXIBLE HOSE : 8” ANSI 150 X 8 METERS
L. DISCHARGING/ LOADING FLOW RATE
MAX. DISCHG RATE LIQUID : 420 M3/HOUR
(AT PRESSURE 7.0 BAR)
MAX. LOADING RATE LIQUID : 240 M3/HOUR
(AT PRESSURE 4.0 BAR)
M. TERMINAL FACILITIES & OTHER INFORMATION
1. Terminal Working Chanel Frequency : 379.1875 Mhz ; Ch.01
2. Regular Working Hours : Monday – Friday at 08.00 – 17.00
3. Pilotage & Tug gage for Berthing/Unberthing : VHF Marine Ch. 16
VHF Marine Ch. 12

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PREFACE

This Document has been complied for your information and guidance. It contains the essential
requirements for safe berthing/unberthing and operation at INTI LINGGA SEJAHTERA
TERMINAL. The following direction are intended to supplement and reiterate requirement under
other applicable regulation, e.g. The International Safety Guide for Oil Tanker and Terminal
(I.S.G.O.T.T.), regulations as required by the vessel’s country of registry, by international law
and by the local HUBLA(Hubungan Laut) (Department of Sea Communication).

We look forward to receiving your full co-operation to matters concerning safety, security and
pollution prevention during your port stay at INTI LINGGA SEJAHTERA TERMINAL.

DOCUMENT HYSTORY AND CONTROL

REVISION DATE REMARKS

01 02 Mei 2019 -

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A. INSTALLATION REGULATION

1. MOORING
The maximum tidal range at ILS Terminal is approximately 2.5 meters and the
maximum current velocity can reach 4 knots. Attention should be given to the
movement of the ship caused by wind, currents or tides and the cargo operation in
progress.

The vessel must adequately secured alongside with at least, the minimum
number of mooring line as required by OCIMF guidelines and advised by the Terminal.
Vessel will use good quality ropes or wires, which are also to the satisfaction of ILS
Terminal.

In general, the minimum requirement should be considered as follows:

- Vessel from DWT 1,000 -15,000 tons: 3 Head / Stern lines, 2 springs at
each end.

If due to the mooring layout and the length of the vessel, above stated breast lines
at each are not possible, some may be replaced by fore / aft lines respectively. Wire
ropes should have rope pennants fitted, complying with OCIMF standard. Wire ropes
and fiber ropes should not be used together in the same direction (i.e. breast, springs,
head or stern) because of the difference in their elastic properties.
Ship fitted with automatic tension winches should not use winches on “automatic”.
The manual winch brakes should be applied and the mooring lines should be made fast
on bollards but not on winch warps.
- Cargo Operation will stop when wind velocity 20 knots.
- Disconnection of hoses will be done when wind speed > 25 knots, Agent, Pilot &
Tugs informed at the same time
- Unberthing if wind speed > 30 knots

2. EMERGENCY TOWING WIRES

Emergency towing wires (fire wires) should be positioned both on the off-shore
bow and quarter of the ship. In order that sufficient wire can pay out to enable the tugs
to tow effectively, enough slack should be retained between the bollard and the fairlead
and be prevented from running out by a rope yarn or other easily broken means.

3. SAFE ACCESS
Ship must provide a strong and safe landing point at the shipboard end and a
bulwark ladder where applicable. Safety net should be fitted by ship’s crew under the
gangway. Appropriate lifesaving equipment should be provided near the gangway,

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both a shore and on board. The access should be safely and properly illuminated during
darkness.

4. SHIP READINESS
The ship should be able to move under its own power at short notice.

5. DECK WATCH
The operations should be under constant control both on ship and shore.
Vessels are to have on board at least one senior deck officer (Master or Chief Officer)
and one senior engineer (Chief or First Engineer) in addition, sufficient officers/ crew
should be retained onboard to cope with any emergency situation.
All personnel should be familiar with the dangers of the product handled. The
handling of cargo must be supervised by a responsible ship’s officer. Ship’s personnel
must not allowed to take charge of cargo operations or other tanker activities
when they are under the influence of alcohol or drugs.

6. COMMUNICATIONS
Under normal circumstances, a shore walkie-talkie will be provided for ship-
shore communication and the call sign “ILS Terminal” shall be used.
It is essential that a listening watch is maintained throughout by a responsible officer.
A continuous manifold watch is maintained throughout the whole cargo operation.
This is extremely important and useful should the communication by walkie-talkie
fails.

7. FIRE FIGHTING EQUIPMENT

Firefighting equipment, fire hoses and extinguishers are to be positioned near
the manifold. Fire main system should be pressurized, or be capable of being
pressurized at short notice. Ensure that fire mains can be connected utilizing the
international shore fire connection.

8. SCUPPERS, DRIP TRAYS, UNUSED CONNECTIONS AND OVERBOARD

DISCHARGE VALVES
All deck scuppers should be effectively plugged. Accumulation of water should
be drained off periodically. All ship shall be provided with fixed drip trays, in their
absence portable drip trays should be used. On unused cargo and bunker connections,
blank flanges should be fully bolted. Sea and overboard discharge valves when not in
use should be closed and lashed.

9. CARGO AND BUNKER TANK LIDS

Apart from the openings in use for tank venting (must be protected by suitable
flame screens), all openings to cargo tanks should be closed and gas tight.

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10. TANK VENTING

Pressure/vacuum relief valves setting and the associated vent system should be
checked before operations. During cargo operations, the P/V valves or other approved
vent system must be set in the operational mode as specified in the manufacturer’s
manual. Ship carrying low flash cargo (flash point lower than 600 C closed cup
method) and all vessels fitted with closed ullaging and an approved venting system are
to practice closed loading / discharging unless otherwise agreed. Ship using inert gas
during discharge must ensure that they follow their IG manual. Should any part of the
IGS become defective, the cargo operation must be stopped immediately and shore
advised.

11. TANK CLEANING

Tank cleaning, purging, gas freeing or inert is not allowed alongside ILS
Terminal.

12. ELECTRICALLY OPERATED EQUIPMENT

Hand torches, portable UHF/VHF walkie-talkie must be of an approved design
or of an intrinsically safe type. The ship’s main radio transmitter should not be used.
The main transmitting aerials must be disconnected and earthed. The ship’s radar
installation should also not be used or repaired without authority from shore. The use
of cell phones and pagers on board vessels or in the terminal is prohibited unless these
equipment are intrinsically safe and approved by ILS Terminal. All ship’s visitor
including agents, surveyors and superintendents with non-approved cell phones and
pagers must surrender these at ILS Terminal check point prior to boarding the vessel
at the berth.

13. SMOKING AND NAKED LIGHTS REQUIREMENTS

Smoking on board may only take place in places specified by the Master in
consultation with the ILS Terminal. No smoking is allowed on Jetty area. Notices
specifying the approved smoking rooms shall be conspicuously displayed on the door
of these places. The use of open fire cooking on board the ship is prohibited during
alongside. Maintenance involving welding, burning, the use of abrasive tools, chipping
or scraping is prohibited.

14. SECURITY
Ship’s personnel are not allowed to walk through the installation. Launch
service shall be arranged by ILS Terminal if so required. The use of cameras, video
cameras and electrical portable equipment anywhere on ILS Terminal is prohibited.
Fishing in any form in ILS Terminal is strictly prohibited. Security Level: 1
15. INSULATING FLANGES

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These are fitted on all shore arms/hoses and bonding wires are not to be used
at ILS Terminal. Ship’s impressed current system (cathode protection) should be
switched off while alongside.

16. GARBAGE
No garbage, hot ashes or other hazardous materials nor shall any other
objectionable materials, either solid or fluid, be thrown overboard or discharged from
the vessel at ILS Terminal. All bio-degradable garbage are to be stored in bins with
tight closing lids or wrapped up in tough plastic bag.

17. SLOP AND DIRTY BALLAST

Slop reception facilities in ILS Terminal are not available. Transfer of slop by
barges from the outboard side while the vessel is berthed alongside ILS Terminal are
not allowed.

18. PREVENTION OF SPARKING AND EXCESSIVE FUNNEL SMOKING

Blowing is prohibited. Excessive funnel smoking or any sparking must be
stopped immediately.

19. DRUG AND ALCOHOL POLICY

The drug and alcohol policy does not permit the use of any drugs or the
consumption of alcohol within the Post Limits. The Master of the Ship shall ensure
that all crew members comply strictly with this requirement.

20. REPAIR ALONGSIDE

Any repairs or other works that require immobilization are not permitted while
alongside the berth.

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B. BERTHING / UNBERTHING OPERATIONS

1. EXCHANGE OF INFORMATION
Before the arrival at the Terminal, in addition to any advice on cargo to be
discharged or loaded, vessels are advised to exchange any information through its
agent or by telephone, telex or VHF, on items which could affect the safety of the
vessel or berth, such as:
a. Vessel to Terminal
- Vessel draft on arrival
- Vessel’s particulars
- Maximum draft expected during and upon completion of cargo handling
- Confirmation that the vessel’s tanks are in an inert condition or gas-freed for man
entry
- Vessel’s manifold details
- Availability of reducer

b. Terminal to Vessel
- Berth assignment
- Verification of cargo
- Any particular feature of the berth which is considered essential to bring to prior
notice of the Master
- The maximum allowable speed and angle of impact at the berth.

2. PERMISSION TO PROCEED TO TERMINAL

a. When a vessel is ready to proceed to the Terminal in conformance with the safety
requirements stipulated in this booklet, the vessel shall obtain permission through
its agent to proceed to the Terminal, stating the expected time of arrival at the
Terminal.
When this is not practicable, the vessel may contact the Terminal directly.
b. When vessel is unable to obtain the permission to proceed to the Terminal at first
contact, the next communication shall be made at time specified by the terminal.

3. BERTHING OPERATIONS
a. Terminal berthing light will be switched “ON” when it is dark.
b. During berthing standby period, astern tests of the main engines shall be carried
out.
c. In case anchor is used, a vessel shall apply water jet to the anchor and anchor cables
to prevent sparks from being generated, except in cases where the permission is
granted by the Terminal representative to a cargo carrier at solid berth.
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d. If there is a risk of danger or in the case of a gas carrier, a line-handling boat shall
be used.
e. Care shall be taken not to cause the anchor chain cables to foul each other. Care
shall also be taken to ensure that no damage will be caused to the Terminal Facility
by the sounding leap rope or hull structure of the vessel.
f. No mooring line shall be laid on any object of the vessel or on the berthing facilities
other than mooring bitts and bollard.
g. The Master of a Vessel shall ensure the following:
- Berthing angle shall be ≤10 degree
- Berthing velocity shall be 0.2 m/sec (0.39 kt), except for over 6,000 DWT vessel
of which berthing velocity shall be 0.15 m/sec (0.29 kt).
- Under-keel-clearance of the vessel shall be minimum 0, 5 m.
h. In order to be prepared for all possible contingencies, the Master of a vessel shall
retain on board all crew members necessary for berthing/ unberthing operations.
i. Immediately after a vessel is alongside the berth, the Master shall verify that the
propellers are not to rotate accidentally.
j. The location of loading arm will be indicated by a red flag to assist the vessel in
adjusting its mooring position.
k. Towing off wires of adequate strength and condition shall be made fast to bollard
on the vessel, forward and aft, over the offshore side and their eyes run out and
maintained at or about 2 m above the waterline.
l. Bad Weather Criteria.
The environmental criteria to be observed are as below:

NO CRITERIA STOP HOSE UNBERTHING

CARGO DISCONNECT
1 Wind 20 knots 25 knots 30 knots
2 Sea/Swell 1 meter 1.5 meter 1.5 meter
3 Lightning NO OPERATION

In order to effectively implement the above controls, we shall engage in a pre-arrival

meeting with the agent to ensure they are clear on the activation process for the Pilot
and Tugs. The expectation is that Pilot and Tug will be activated on reaching the ‘hose
disconnect’ threshold and to be on stand-by to release the vessel.

4. UNBERTHING OPERATIONS
a. When cargo handling operations and exchange of the relevant documents are
completed, the vessel shall obtain unberthing permission from the Terminal
representative.
b. A vessel shall ensure safety in unberthing by taking extra care, paying attention to
the prevailing sea and weather conditions and the fouling of anchor chain cables.
c. Before tugs come alongside to assist a tanker or gas carrier, all cargo and ballast
tank lids and ullage ports shall be closed, unless all the cargo tanks are gas free.

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d. In “heaving in” operations of the anchors, water jet shall be applied to the anchor
and anchor chain cables.
e. Until a vessel arrive safely at its anchorage, it shall observe the safety requirements
stipulated in this booklet.

5. DAMAGE TO TERMINAL FACILITIES

A Master of a ship shall take utmost care not to damage the ILS Terminal
Facilities.
In the event that a vessel causes damage to any of the berths or ILS Terminal Facilities,
signed statements of the incident shall be submitted to the Terminal Representatives,
by the following persons, who should retain a copy of such statements:
a. Master of the Vessel
b. Vessel’s agent (if he was a witness to the incident)
c. Any other witnesses
The Terminal representative shall request ILS Head office provide the relevant
statement by the pilot on the incident.

6. CRAFT ALONGSIDE VESSELS

a. Tugs shall not be allowed alongside a tanker which is handling volatile
petroleum/chemical, or which is ballasting or deballasting subsequent to handling
volatile petroleum/chemical. Before tugs come alongside a tanker to assist in
berthing or unberthing, all cargo and ballast tank covers shall be closed.
b. No craft or vessel without permission of the Terminal representative, shall be
allowed to approach close to a tanker which is in cargo handling operations.
c. If any such craft approaches or come alongside, operations shall be, if necessary,
suspended and the presence of the unauthorized craft be reported to the Terminal
representative.

7. TANKER AND TERMINAL LIAISON

When vessel are alongside the Terminal, effective communication system shall
be maintained in good condition so that vessels are able to receive any instruction from
the Terminal, especially in case of emergency.
The Terminal representative shall contact the responsible officer of the vessel to:
a. Agree on designated smoking places
b. Agree on galley requirements and cooking appliances limitations
c. Provide information about the Terminal Safety regulations
d. Discuss means for obtaining assistance, through the Terminal, with respect to fire,
medical, police and other emergency services.
e. Advise each other upon the availability of firefighting equipment on the Terminal
and the tankers.
f. Discuss action to be taken in case of fire or other emergencies.
g. Discuss loading/ discharging plan taking into account the capacity of the facilities
of the vessel and Terminal and safety aspect.

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h. Establish and agree on a secondary communication system, including signals for
Identification of Vessel and berth:
- “Standby”
- “Start Loading” or “Start Discharging”
- “Slow Down Loading” or “Slow down Discharging” “Stop Loading” or “Stop
Discharging”
- “Emergency Stop”
- Any other necessary signals to be agreed and understood

C. LOADING AND DISCHARGING OPERATION

1. PRECAUTION FOR LOADING AND DISCHARGING

a. Flow Rate in the line going into each individual tank should not exceed a linier
velocity of 1m/second (1 bar at manifold) until all splashing and turbulence have
stopped and pipelines are free of air and water, the flow rate can be increased to
the maximum permitted of 7m/second (7 bar at manifold) by design shore and ship
pipeline and pumping system.
b. During loading and discharging of static accumulator product and for 30 minute
(settling time) after completion of loading and discharging, no metal equipment for
dipping, ullaging or sampling not allowed after completion settling time.

D. POLLUTION PREVENTION

1. CAUSE OF POLLUTION
Experience has shown that the majority of the cause’s pollution by ships are as
follows:
- Overflow of cargo, bunkers and/or ballast during loading, bunkering or
ballasting.
- Discharging of dirty ballast
- Leakage of oil through sea valves at commencement of ballasting.
- Failure of flange and joints in manifold and deck pipework.
- Overflow of cargo from tanks during discharge.
- Spillage of oil after fire/ explosion
2. EMERGENCY OIL POLLUTION CLEAN-UP
Whenever oil is spilled and pollution of the sea occurs or may occur, immediate
action must be taken to prevent further spillage and to minimize clean-up operation.
The local Maritime and Port Authority will be informed by Inti Lingga Sejahtera
Terminal in the event of large spill.
3. REPORTING OIL SPILL
All oil spills must be reported to jetty master Inti Lingga Sejahtera. In order to
prevent or minimize pollution.

E. ASSEMBLY AREA

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1. ACTION SHIP
Fire on your ship
- Raise alarm
- Fight fire and prevent fire spreading
- Inform terminal
- Cease all cargo operation and then close all valves
- Stand by to disconnect hoses or arms
- Bring engine to stand by

2. ACTION SHORE
Fire on terminal jetty
- Raise alarm
- Cease all cargo operation and then close all valves
- Fight fire and prevent fire spreading
- If required Stand by to disconnect hoses or arms
- Inform all ships
- Terminal emergency procedures is immediately effective

ASSEMBLY AREA

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