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TIH-001 REVISION 4 (2015) 0
Pengerang Terminals Sdn Bhd (922889-V)
Terminal Information Handbook
Safety, Security and Pollution Prevention
Regulations
TIH-001 REVISION 4 (2015) 1
To:
PTSB
Lot PTD 4837, Jalan Persiaran Terminal,
81600 Pengerang, Kota Tinggi, Johor.
Acknowledgement
I, the Master/Ship Duty Officer of __________________________ have received
a copy of ‘Marine Terminal Information Handbook (Safety, Security and Pollution
Prevention Regulations)’.
Signature : _________________________
Name : _________________________
Designation : _________________________
Date : _________________________
TIH-001 REVISION 4 (2015) 2
CONTENTS
1 PREFACE
2 INTRODUCTION
3 TERMINAL DESCRIPTION
4 GENERAL INFORMATION
5 LOCATION
6 WEATHER
7 PILOT BOARDING
8 MASTER PILOT EXCHANGE BETWEEN VESSEL AND JPA PILOTS
9 RELEVANT CHARTS AND NAUTICAL PUBLICATIONS
10 FIRE AND EMERGENCY RESPONSE
10.1 Emergency Alarms
10.2 Emergency Communications
10.3 Emergency Procedures
10.4 Emergency Actions
11 SAFETY AND SECURITY
11.1 General
11.2 Personal Protective Equipment (PPE)
11.3 Marine Facility and Terminal Security
11.4 Personnel and Vehicular Access
12 PRE-ARRIVAL EXCHANGE INFORMATION
12.1 Exchange of Security Information
12.2 Tanker to Appropriate Competent Authority
12.3 Tanker to Terminal
12.4 Terminal and/or JPA Pilot to Tanker
13 ARRIVAL AT MARINE FACILITY
13.1 Berth Approach
13.2 Pilotage
13.3 Anchorage and Waiting Areas
13.4 Fender Loads
14 BERTHING AND MOORING
14.1 General Description of Berth
14.2 Berth Limitations
14.3 Tugs and Towage
14.4 Provision of Mooring Crews
14.5 Mooring
TIH-001 REVISION 4 (2015) 3
14.6 Provision of Ship/Shore Access
15 COMMUNICATIONS WHILE BERTHED
15.1 General
15.2 Ship/Shore Safety Checklist and Operational Agreement
15.3 Communications during Cargo Transfer
16 RESPONSIBILITIES
16.1 Jurisdiction
16.2 Conditions of Ship Acceptance
16.3 Responsibilities
16.4 Responsibilities for Loading
16.5 Responsibilities for Unloading/Discharge
17 OPERATIONS ALONGSIDE
17.1 General
17.2 Gangways, Hoses / Loading Arms Connections & Disconnections
17.3 Cargo Handling Facilities
17.4 Precautions for Loading/Discharge (Splash Loading)
17.5 Cargo Transfer Rate
17.6 Checks on Quantities Transferred
17.7 Environmental Criteria for Suspending Operations
17.8 Emergency Shutdown
17.9 Dry Certificates
17.10 Delivery/Handling of Ship’s Store
17.11 Tugs, Boats and Craft Alongside
17.12 Garbage Reception Facilities
17.13 Bunkering
17.14 Ballasting
17.15 De-ballasting
17.16 Fresh Water Supply
17.17 Ship Crew Sign On/Off
18 SAFETY REQUIREMENTS
18.1 Smoking
18.2 Use of Matches and Lighters
18.3 Drug and Alcohol Policy
18.4 Portable Electrical Equipment, Mobile Phones and Pagers
18.5 Environmental Protection
18.6 Adverse Weather
18.7 Still Air Conditions
18.8 Electrical Storms
TIH-001 REVISION 4 (2015) 4
19 APPLICABLE TERMINAL REGULATIONS
19.1 Tank Inspections, Ullaging and Sampling
19.2 Tank Entry
19.3 Closed Operations
19.4 Inert Gas (IG)
19.5 State of Readiness of Main Engines
19.6 Maintenance and Repair Work on Board
19.7 Hot Work on Board
19.8 Tank Cleaning, Purging and Gas Freeing
19.9 Regulation for Crude Oil Washing (C.O.W) Operations
19.9.1 Tanker Requirement
19.9.2 Requirement Prior to Berthing
19.9.3 Requirement before C.O.W operations
19.9.4 Requirement during C.O.W operations
19.9.5 Requirement after C.O.W operations
19.9.6 Requirement of tanker staff in-charge of C.O.W
operation.
19.10 Cargo Tank Heating
19.11 Bonding Wires
20 POLLUTION PREVENTION
20.1 Causes of Pollution
20.2 Emergency Oil Pollution Clean-up
20.3 Reporting Oil Spills
20.4 Pollution and Prevention Checklists
20.5 Scuppers
20.6 Water freeing Decks
20.7 Unused Cargo/Bunker Connections
20.8 Overboard Valves and Sea Valves
20.9 Drip Pans or Trays
20.10 Oil Absorbing Material
20.11 Adequate Deck Watch
20.12 Topping-Off Operations
20.13 Check on Tanks after Topping Off
20.14 Draining of Arms
20.15 Marine Department of Malaysia, Notice
TIH-001 REVISION 4 (2015) 5
21 APPENDICES
Appendix-1 Emergency Contact List
Appendix-2 Call out list (Emergency Speed Dial)
Appendix-3 Terminal Layout
Appendix-4 Jetties Layout
Appendix-5 Berth Information’s
22 Definitions and Terminologies
JPA Johor Port Authority
CS Customer Service Department
PMOSB Pengerang Marine Operation Sdn Bhd
TIH-001 REVISION 4 (2015) 6
PREFACE
The ‘Terminal Information Handbook’ has been compiled for your information and
guidance. It contains the relevant terminal regulations and information essential
for safe and efficient operations while your ship is at Pengerang Terminals.
We would appreciate your full co-operation during your stay at our terminal, in
particular on matters concerning health, safety, security and environmental
protection.
This booklet does not attempt to replace the ‘International Safety Guide for Oil
Tankers and Terminals (ISGOTT)’, Maritime and Marine Facility Authority of
Malaysia or other relevant authorities, which should be consulted and
recommendations are to be complied with, as required.
You do not have to return this handbook as it will be updated from time to time.
Important Advisory:
We seek your fullest cooperation to ensure that the mooring equipment of your
ship is in good condition and that they are provided the required attention at all
times when your ship is berthed at our terminal.
These actions are absolutely essential to prevent any hazardous occurrences which
may be encountered in case of a mooring line being left unattended when slack
and consequently parting.
Your acceptance of this document constitutes acceptance of the terms and
conditions contained therein.
TIH-001 REVISION 4 (2015) 7
1. INTRODUCTION
Welcome to Pengerang Terminals. We wish you a safe and productive time
during your stay at our Terminal. Below are some guidelines which will be
of use to you. This Information Handbook has been compiled for your
information and guidance and contains the essential requirements for safe
operations at the Terminal. The following instructions are not intended in
any way to replace other relevant and appropriate official publications.
“WARRANTIES AND LIMITATIONS OF LIABILITY”
While care was taken in ensuring the correctness of this Information
Handbook, Pengerang Terminals, officers and employees (hereinafter
defines as “We” make no representations, guarantees or warranties as to
the accuracy, reliability and completeness of any information, materials or
graphics contained in this booklet.
Pengerang Terminals does not accept any responsibility for any error,
omission or for the consequences of using this Information Booklet for any
purpose whatsoever. Masters of vessel are free and welcome to seek further
clarification on any other matters.
2. TERMINAL DESCRIPTION
Pengerang Terminals is located along the southern coast of the State of
Johor in the district of Pengerang between Tanjung Ayam and Tanjung Kapal.
Pengerang Deepwater Petroleum Terminals (PDPT), has multiple phases of
developments, owned by different stakeholders. The first phase is
developed by Pengerang Independent Terminal Sdn Bhd (PITSB). PITSB is
an independent storage terminal jointly owned by DIALOG, VOPAK and the
State Secretary, Johor Incorporated.
PITSB’s development consists of tank storage facilities, erected on reclaimed
land and a jetty with 6 berths, designed to handle petroleum tankers in the
range of 1,000 – 325,000 DWT. Jetty 1 may be expanded with an inner
finger pier in the future accommodating initially three extra berths (numbers
607 till 609).
PMOSB is the sole entity which will coordinate and facilitate marine services
in and around Pengerang.
TIH-001 REVISION 4 (2015) 8
Figure 5: Terminal Site on the Southern Coast of Pengerang District
The location of the site is within the Pasir Gudang Marine Facility limits,
which is under the jurisdiction of JPA. JPA is vested with the powers under
the Marine Facility Authorities Act (1963) to regulate all marine and Marine
Facility activities within Pasir Gudang Marine Facility limits.
3. General Information
Generally mild wind conditions below average hourly wind speeds of 13-
15kts, with extreme winds associated to occasional Sumatran squalls with
30 seconds gusty winds up to 20-25kts.
Wave conditions at the berths generally mild with significant wave heights
less than 0.6m and extreme conditions up to 1.5m for short period seas and
0.7m for long period swells.
Tidal currents at berths: 1.0 - 2.7kts. (Ebbing / Flooding, East - West
Direction)
Visibility normally not affected by fog, but visibility range may be impaired
by heavy rainfall.
TIH-001 REVISION 4 (2015) 9
4. LOCATION
Nearest Major City : Johor Bahru
Terminal Position : Latitude 01° 19.802’N Longitude 104° 10.472’E
Time Zone : GMT (+) 8 hours
Nearest Airport : Senai and Singapore
Nearest Ferry Terminals : Tanjung Pengelih and Tanjung Belungkor
5. WEATHER
Normal historic weather conditions are as follows:
General direction of prevailing winds : 135 – 180°
Average Wind Speed : 0 - 15 knots
Current directions : 90 / 270° (Ebb / Flood)
Current speed : 1.0 – 2.7 knots
Waterfront is well shielded from tsunami risks and NE monsoon generated
swells on South China Sea by surrounding land masses.
6. PILOT BOARDING AREA (PBA)
There are two (2) Pilot boarding grounds, one in the west and one in the
east. They are respectively referred to as the West Pilot Boarding Ground
(WPBG) and the East Pilot Boarding Ground (EPBG).
They are located at positions:-
a) Latitude 01019.351’ North, Longitude 1040 15.634’ East. (The East Pilot Boarding Ground - EPBG)
b) Latitude 01017.769’ North, Longitude 1040 08.040’ East. (The West Pilot Boarding Ground - WPBG)
Pilot Boarding Details: The Pilot Boat has an orange hull and white
superstructure. The word “JOHOR PORT PILOT” is painted in dark blue
letters on the side of the superstructure.
Vessels are requested to contact the Pilot Boat at least 3 hours before arrival
at the EPBG and WPBG on Channel 11 or 77 for Pilot instructions.
The lowest rung of the Pilot ladder should be rigged 1.5m (5ft approximately)
above the waterline.
If the vessel’s freeboard is more than 7m, a combination ladder is required
• When boarding, the Pilot ladder shall be positioned at a location as
requested by the Pilot.
• Man ropes shall be provided during disembarkation of Pilot
• NO boat ropes shall be utilised.
TIH-001 REVISION 4 (2015) 10
• Recommended vessel’s speed is 4 knots or equivalent to maintain
manoeuvrability
For reference the IMO / International Maritime Pilots’ Association (IMPA)
standard placard detailing the rigging of Pilot ladders is shown below.
Vessels must comply with the JPB Pilot ladder requirements.
TIH-001 REVISION 4 (2015) 11
7. Master Pilot Exchange between Vessels and JPA Pilots
There shall be a Master Pilot Exchange between the Pilots where the
following minimum information is required:
Completed IMO standard Pilot Information Card
Draft fore and aft
Air draft and Freeboard
Type of propulsion, steering gear, and astern power limitations
Gyro compass error
Any other pertinent navigational information
Confirmation that all of the ship’s equipment has been tested and is
operating correctly.
The vessel’s bridge VHF radios are set on channels 16, 11 and other
working channels to be advised.
8. AUTHORITY (CUSTOM, IMMIGRATION AND QUARANTINE)
All vessels must obtain the necessary clearances from the relevant
authorities, which include Customs, Immigration, Quarantine (CIQ) and
Marine Department in time prior to vessels’ arrival.
9. 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. The main charts used for
this area are:
Admiralty Chart No : BA 4042, 4043, 4044
MAL Chart No : MAL 515
10. FIRE AND EMERGENCY RESPONSE
10.1 Emergency Alarms
At Pengerang Terminals Jetties, do not hesitate to raise the alarm in
the event of the following occurring:
Fire
Explosion
Release of Toxic and/or Flammable Liquids
Release of Toxic and/or Flammable Gases
Ship’s Alarm: One or more blasts on the ship’s whistle, each
blast of not less than 10 seconds duration,
supplemented by a continuous of the general
TIH-001 REVISION 4 (2015) 12
alarm system and this has to be agreed during
completing ‘Ship/Shore Safety Checklist’ on Part-
B item 25.
Note:
Except for emergency, ship’s whistles, siren, etc. must not be used
when a ship is moored alongside.
Terminal’s Alarm: Please refer to item 10.3
10.2 Emergency Communications
On hearing the fire or evacuation alarm, a member of the ship should
liaise closely with the terminal for further information and action.
The person in charge and the contact number at the terminal are as
follow:
Primary Contact - Call using the shore provided walkie-talkie at
UHF channel 2;
Call Sign ‘Pengerang Deepwater Terminals’.
Back up is channel 77.
Note: Please refer to Appendix-1: Emergency Contact List for
more information.
10.3 Emergency Procedures
Alarm Signal
The terminal alarm signal for ALL emergencies is continuous
sounding of alarm siren. ‘All clear’ signal is by verbal
communication by Loading Master or CCR
Note:
Pengerang Terminals carries out Fire Alarm testing every Friday of
the week at 1200 hrs.
Ship Operations
When the alarm is sounded, ships should stand by for possible
stoppage of operations. Ships’ staff must not initiate any action on
their own concerning shutting down of valves etc. unless the fire is
on board their ship directly endangering the ship. Ships must await
instructions from shore before taking action regarding cargo
operations.
TIH-001 REVISION 4 (2015) 13
The Ship Master will be advised by the Loading Master or CCR
regarding the movement of their ships. No attempt should be made
to unmoor and leave the jetty without instructions from any one of
them.
Ship’s Personnel
Should a ship’s personnel is on the jetty for what so ever reasons, he
shall endeavour to return to their ships on hearing the alarm signal
and remain on board.
Note: Ship’s crew is prohibited from disembarking to the jetty.
Man Overboard
In the event a person falls into the sea, Pengerang Terminals Loading
Master must be immediately be informed and he will in turn alert the
CCR and dispatch all available boats to the scene to assist in the
rescue operations.
Life buoys and lines are available on the ship and jetties. These should
be deployed as the first action.
Evacuation Point
In the event of an emergency, all personnel at jetty including ship’s
crew who may have evacuated the ship onto the jetties must
immediately proceed in an orderly manner to the nearest evacuation
points as indicated on Appendix 2: Terminal Layout where the
ship’s senior level member present will make a head count of his own
ship’s personnel.
10.4 Emergency Actions
Emergency on your Ship (Action by Ship)
Raise the alarm
Inform Loading Master or CCR
If discharge operations:
Immediately stop ship pump and close all ship valves.
If loading operations:
Ship’s manifold valves can only be closed after terminal has stopped
shore pumps. Ship will be advised by LM when it is safe to do so.
TIH-001 REVISION 4 (2015) 14
In case of fire,
Fight fire and prevent from spreading
Standby to disconnect arms
Bring engines to standby mode
Note:
In case of ship fire, Pengerang Terminals reserves the right to
request for Johor Port Authority with the assistance of
Pengerang Marine Operation Sdn. Bhd fire boat assistance and
all costs incurred shall be borne by ship’s owner
Emergency on another Ship (Action by Ship)
Standby, and when instructed
Cease all cargo operations and close all valves.
Shore personnel will disconnect all arms.
Bring engines and crew to standby, ready to un-berth.
Emergency on a Ship (Action by Terminal)
Raise the alarm.
Contact Ship.
Cease all cargo operations and close all valves.
Standby to disconnect arms and/or hoses.
If necessary, standby to assist fire-fighting.
Inform all ships in the vicinity.
Implement Emergency Response Plan.
Emergency Ashore (Action by Terminal)
Raise alarm.
Cease all cargo operations and close all valves.
In case of fire, fight fire and prevent it from spreading.
If required, standby to disconnect arms.
Implement Emergency Response Plan.
Advise ship alongside to put vessel on stand-by for un-berthing
11 SAFETY AND SECURITY
11.1 General
Responsibility for the safe conduct of operations whilst a ship is
alongside the Pengerang Terminals Jetties, rests jointly with the
Master of the ship and the responsible Terminal Representative.
Therefore, before operations starts, it is incumbent upon both ship
TIH-001 REVISION 4 (2015) 15
and shore that there is full co-operation and understanding of the
safety requirements set out in the Ship/Shore Safety Checklist which
are based on safe practices widely accepted by the oil and tanker
industries (ISGOTT)
The Master is expected to adhere strictly to these requirements
throughout the stay alongside the Jetty, and Pengerang Terminals
personnel will do likewise and co-operate fully with the ship in the
mutual interest of safe and efficient operations.
Before the start of operations, and from time to time thereafter, for
our mutual safety, the Loading Master together with a responsible
Ship Duty Officer, will make a routine inspection of the ship to ensure
that the questions on the Ship/Shore Safety Checklist can be
answered in the affirmative. Where corrective action is needed,
the Terminal may not agree to operations commencing or,
should they have been started, may require them to be
stopped.
Similarly, if the Master considers safety is endangered by any action
on the part of Pengerang Terminals engaged staff or by any
equipment under Pengerang Terminals control, the Master should
demand immediate cessation of operations until the situation is
rectified.
Repeated checks of those items marked in the Ship/Shore Safety
Checklist will be carried out by both ship and shore personnel at
intervals not exceeding 4 hours.
11.2 Personal Protective Equipment (PPE)
Minimum PPE must be complied at all times
Safety shoes or boots with steel-toe caps
Fire Retardant long sleeved clothing and pants or coveralls.
Chemical/Oil Resistant gloves
Safety helmet
Safety Glass
Life jacket when working at the jetty
Personnel engaged in operations are actively encouraged to use
PPE to fullest extent during cargo transfer and mooring
operations.
11.3 Marine Facility and Terminal Security
This terminal is surrounded by a security perimeter fencing and CCTV.
Access is controlled by manned security guard posts. Security patrols
are conducted daily and the berth is also fitted with CCTV cameras,
which are used for monitoring purposes. The Jetties is under 24-hour
TIH-001 REVISION 4 (2015) 16
camera surveillance as imposed by DA (Designated Authority).
General security awareness including the need to report unlawful or
suspicious activity such as a breach or suspected breach of security
arrangements, a deficiency in the MFSP or any activities suspicious in
nature.
All reports shall be addressed to:
07-824 2070 (Hj Hasti Noor Bin Hazali), Email: [email protected]
or
07-824 2073 (Mohd Halimi Hamdzah), Email: [email protected]
07-824 2075 (Sharudin Bin Doll), Email: [email protected]
11.4 International Ship and Port Facility Security (ISPS) Code
The ISPS Code is mandatory under the International Convention for
the Safety of Life at Sea (SOLAS), which came into force on 1 July
2004. The Code applies to all ships of 500 GT and above engaged on
international voyages, and to all Marine Facility facilities serving these
ships. It requires ships and Marine Facilities to have counter-terrorist
contingency plans, appoint security officers, keep security records
and comply with the security requirements set out in the ISPS Code.
Pengerang Terminals is certified by Marine Department of Malaysia to
be in compliance with the ISPS Code.
Security incident is defined as any suspicious act or circumstance
threatening the security of a ship, including a mobile offshore unit
and a high speed craft, or a port facility or of any ship/Marine Facility
interface or any ship to ship activity.
Security Level is defined as qualifications of the degree of risk that a
security incident will be attempted or will occur. In line with ISPS code,
the following three security levels are adopted:
Security Level 1 – Normal
The level for which minimum appropriate security protective
measures shall be maintained at all times.
Security Level 2 – Heightened
The level of which appropriate additional security protective measures
shall be maintained for a period of time as a result of heightened risk
of a security incident.
For the jetty, this will include additional security guards and patrols
with greater scrutiny of Marine Facility users.
TIH-001 REVISION 4 (2015) 17
Security Level 3 – Exceptional
The level for which further additional specific security measures shall
be maintained for a limited period of time when a security incident is
probable or imminent, although it may not be possible to identify the
specific target.
For the Jetty, this may result in the removal of a ship from the berth
or the delay in a ship berthing.
In order that Ship and Marine Facility security plans can be
coordinated, information will be exchanged during the pre-transfer
conference.
11.5 Actions Required at The Three Security Levels
A ship is required to act upon The Security Levels set by Contracting
Governments as set out below:
At Security Level 1
The following activities shall be carried out through appropriate
measures on all ships, in order to identify and take preventive
measures against security incidents:
a) Ensuring the performance of all ship security duties
b) Controlling access to ship
c) Controlling the embarkation of persons and their effects.
d) Monitoring restricted areas to ensure that only authorised
persons have access.
e) Monitoring of deck areas and areas surrounding the ship.
f) Supervising the handling of cargo and ship’s stores.
g) Ensuring that security communication is readily available.
At Security Level 2
The additional protective measures, specified in the Ship Security
Plan shall be implemented for each activity stated above.
At Security Level 3
Further specific protective measures, specified in the Ship Security
Plan shall be implemented for each activity stated above.
TIH-001 REVISION 4 (2015) 18
11.6 Declaration of Security (DOS)
DOS is a document on agreement reached between a Ship and either
a Marine Facility or another ship with it interfaces specifying the
security measures each will implement.
11.7 DOS Requirements
Marine Facility will request for DOS if:
a) The Marine Facility is operating at a higher level than the Ship.
b) There has been a request or instruction from the Contracting
Government, Johor Port Authority.
c) There has been a security threat involving the Ship or involving
the Marine Facility.
d) A security incident has occurred involving the Ship or the Marine
Facility.
e) The Ship is not ISPS compliance that there is no Ship Security
Plan and no Ship Security Officer.
Ship will request for DOS if:
a) The Ship is operating at a higher security level than the Marine
Facility.
b) The Ship has been instructed by the Ship’s Company or owner.
c) There has been a security threat involving the Ship or involving
the Marine Facility.
d) A security incident has occurred involving the Ship or the Marine
Facility.
e) The Ship is at a Marine Facility, which is no compatible with ISPS
Code.
DOS shall be completed by:
a) The Master or The Ship Security Officer (SSO) on behalf of the
Ship and
b) The Marine Facility Security Officer (MFSO) or JPA appointed shore
representative.
11.8 Vessel/Facility Security Interface
Upon the vessel’s arrival at the Pengerang Terminals and securing of
the gangway, Loading Master will embark the vessel to conduct a
Security Interface with the Vessel Security Officer or Officer of the
Watch.
TIH-001 REVISION 4 (2015) 19
Pengerang Terminals requires that the Vessel Security Officer, Officer
of the Watch or Vessel Master to be available for this meeting. The
purpose of this interface is to provide the vessel with a radio for direct
communication with Pengerang Terminals and to provide information
regarding Marine Facility security procedures, as presented in the
Notification to Incoming Vessels. Any security information or
equipment that the vessel is required to use during the Marine Facility
visit will be provided at this time.
Likewise, if a DOS is required by either the vessel or Pengerang
Terminals during the Marine Facility visit, that document will be
executed during the Vessel/Facility Security Interface.
Penalties for breaches of ISPS Code Regulations – Any person found to
have breached the ISPS code requirements of this marine facility shall be subjected
to prosecution under the law
11.9 Personnel and Vehicular Access
On arrival alongside, the Master should provide the Loading Master
with a crew list and details of any visitors expected during the Marine
Facility stay. The Jetty is a 24-hour exclusion zone to unauthorised
people. It is an offence to access landside, waterside and ship-
restricted zones without authority.
Vehicular access is allowed in this terminal for Pengerang Terminals
owned day to day operations vehicle and contractors vehicle with
exceptions that a valid vehicle entry permit is obtained and approved
beforehand and a spark arrester is attached to the exhaust piping
outlet at all times. Visitor’s entry to the terminal or jetty areas must
be pre-approved by Terminal Manager and shall be escorted at ALL
times.
Due to security reason and also to minimise movement of other
activities except for cargo transfer operations, ship’s agent is not
allowed to arrange for crew change and shore leave through the
terminal whilst the ship is alongside at berth at Pengerang Terminals,
except in cases where immediate medical treatment is required.
No person who appears to be in an intoxicated condition will be
allowed on the Pengerang Terminals, premises.
12 PRE-ARRIVAL EXCHANGE INFORMATION
Before the tanker arrives at Pengerang Terminals, there should be an
exchange of information on matters such as the following:
TIH-001 REVISION 4 (2015) 20
12.1 Exchange of Security Information
Security protocols need to be agreed between the ship and the port
or terminal security officer. Pre-arrival communications should
establish who performs these functions and how they will be carried
out.
12.2 Tanker to Appropriate Competent Authority
The tanker should provide information as required by international,
regional, and national regulations and recommendations.
12.3 Tanker to Terminal
Wherever possible, the following information should be sent at least
24 hours prior to arrival:
Name and call sign of ship.
Country of registration.
Overall length and beam of ship and draught on arrival.
Estimated time of arrival at designated arrival point, for
example pilot station or fairway buoy.
Ship’s displacement on arrival. If loaded, type of cargo and
disposition.
Maximum draught expected during and upon completion of
cargo handling.
Any defects of hull, machinery or equipment that could
adversely affect safe operations or delay commencement of
cargo handling.
If fitted with an inert gas system, confirmation that the ship’s
tanks are in an inert condition and that the system is fully
operational.
Any requirement for closed loading/discharging, tank cleaning
and/or gas freeing.
Whether crude oil washing is to be employed and, if so,
confirmation that the pre-arrival check-list has been
satisfactorily completed.
Ship’s manifold details, including type, size, number, distance
between centres of connections to be presented. Also products
to be handled at each manifold, numbered from forward.
Advance information on proposed cargo handling operations,
including grades, sequence, quantities and any rate restrictions.
Information, as required, on quantity and nature of slops and
dirty ballast and of any contamination by chemical additives.
Such information should include identification of any toxic
components, such as hydrogen sulphide and benzene.
TIH-001 REVISION 4 (2015) 21
Quantities and specifications of bunkers required, if applicable.
12.4 Terminal and/or JPB Pilot to Tanker
Before berthing, Pilot will provide the Master with details of the
mooring plan. The procedure for mooring the ship should be specified
and this should be reviewed by the Master with the Pilot and agreed
between them.
Information should include:
The plan for approaching the berth, including turning locations,
environmental limits and maximum speeds.
The number of tugs to be used.
The type of tugs to be used and their bollard pull(s).
For escort tugs, the maximum towline force that the tug is able to
generate or should not exceed at escort speeds.
Minimum number of ship’s moorings.
Number and position of bollards or quick release hooks.
Number and location of jetty Marine Loading Arm connections.
Limitations of the fendering system and of the maximum
displacement, approach velocity and angle of approach, for which
the berth and the fendering system have been designed.
Any particular feature of the berth which it is considered essential
to bring to the prior notice of the Master.
Any deviation from the agreed mooring plan made necessary by changing
weather conditions should be communicated to the Master as soon as
possible.
13 ARRIVAL AT MARINE FACILITY
13.1 Berth Approach
Masters of ships approaching s Jetty should exercise due caution for
ferries, pleasure crafts, fishing crafts, other vessels and tugs with
tows that frequent this area.
JPA Pilot will decide to berth the ship either Marine Facility side
alongside or starboard side alongside in accordance to the tidal flow
direction unless given written instructions by Pengerang Terminals
should there is a limitations for doing so.
TIH-001 REVISION 4 (2015) 22
13.2 Pilotage
Pilotage is compulsory for all ships entering or leaving Pengerang
Terminals Jetty. Pengerang Terminals Loading Master will advise the
pilot at least 2 hours prior departure.
13.3 Anchorage and Waiting Areas
Within Johor Marine Facility limits, no ship shall, except in an
emergency, anchor in an area outside its appropriate designated
anchorage.
13.4 Fender Loads (Tons)
Berth
601
Berth
602
Berth
603
Berth
604
Berth
605
Berth
606
Centre
Inner 134.6 134.6 134.6 134.6 134.6 134.6
Centre, Mid
External 254.7 254.7 254.7 254.7 254.7 254.7
Breasting
Dolphin 357.9 357.9 357.9 357.9 357.9 357.9
14 BERTHING AND MOORING
14.1 General Description of Berth
The Terminal is served by the Jetty which is jointly owned by Dialog,
Vopak and State Government of Johor. It is operated by the
Pengerang Terminals. Please refer to Appendix 4: Jetties Layout
for the details.
14.2 Berth Limitation for Each Jetties
Please refer to Appendix 5: Berth Information for details.
14.3 Tugs and Towage
The following recommendation by JPA provides a general guide in
determining the number of tugs required for ships movement within
the Marine Facility waters of Pengerang Terminal. The number of tugs
required is determined, among other factors, by size and ship
handling characteristics of the ship. The pilot upon boarding may thus,
in consultation with the Master, cancel or order additional tugs if
required according to individual Master and/or Pilot requirements,
weather conditions, etc.
TIH-001 REVISION 4 (2015) 23
14.4 Provision of Mooring Crews
The terminal will provide crew for mooring and unmooring operations.
14.5 Mooring
Ships alongside Pengerang Terminals jetties shall be secured with
minimum number of mooring lines as advised by JPA Pilot.
In adverse weather condition, additional mooring lines shall be
deployed accordingly.
The Master is responsible for ensuring that the ship remains securely
moored throughout the stay alongside. The Master must ensure that
all moorings are regularly tended and maintained in a taut condition.
Rat guards SHALL be deployed and tended, on ALL mooring
lines while at berth.
Mooring lines of the same size and material must always be used for
all leads at the same service.
The brakes of tension winches should be applied and the mooring
tended manually.
Automatic tensioner shall NOT be used and shall be disabled
if fitted.
Emergency towing wires shall be in placed at seaward side forward
and aft of the ship and shall be maintained 1 meter above sea level
at all times.
Note: The mooring line quantity and layout will be based on
Pilot recommendations, based on vessels LOA and situations
during alongside.
14.6 Provision of Ship/Shore Access
It is a shared responsibility of ship and terminal to provide safe access
between ship and shore. The gangway, either ship or shore that can
provide the safest access must be used.
Pengerang Terminals will deploy shore gangway as primary means of
access.
Ship’s gangway may be required in the event the terminal’s gangway
is not available or not suitable to be landed onto vessel deck.
Whenever a ship’s gangway is used, it must be fitted with handrails
and safety net must be rigged below around the gangway.
15 COMMUNICATIONS WHILE BERTHED
15.1 General
The official communication language is English.
TIH-001 REVISION 4 (2015) 24
During the pre-transfer conference, the Loading Master will issue the
ship with a fully charged portable walkie-talkie. The ship’s Duty
Officer must keep the walkie-talkie in-hand at all times. The walkie-
talkie is tuned to UHF channel 2 and to be used ONLY for cargo
transfer or in an emergency situation. In case of communication
breakdown, VHF channel 77 can be used as a back up to
communicate with Pengerang Terminals CCR.
ALL cargo transfer operations shall be stopped or not started, if both
means of communication is lost. Cargo transfer operations shall ONLY
be resumed/conducted when means of communication is again,
established.
Identification of the ship’s name, should always be included in
communications to avoid any misunderstanding. The shore identity
or Call Sign is “Pengerang Terminals”
15.2 Ship/Shore Safety Checklist and Operational Agreements
On arrival at the berth, the Loading Master will come on-board and
present the ship with the following documents:
a) Closed tank lids during operations letter
b) Use of Nitrogen in certain operations letter
c) Safety notice letter
d) Ship/Shore safety checklist
e) Ship Pollution and prevention checklist
f) Issuance of walkie-talkie
g) Ship/Shore load plan and/or ship/shore discharge plan
The various forms, information and procedures laid out in the
documents, formalise the conduct and procedures governing
ship/shore operations at the jetty which are to be mutually agreed
before operations commence.
The agreements obtained in the document remain in force throughout
the time a ship remains alongside the jetty. Any changes made to
these agreements during the course of the cargo operation must be
again discussed and agreed in writing. All items contained in the
Ship/Shore Safety Checklist must remain constantly under review.
TIH-001 REVISION 4 (2015) 25
15.3 Communications During Cargo Transfer
The maintenance of good communications throughout cargo transfer
operations is fundamental to ensuring the safety of the activity.
During cargo operations, if for any reason it becomes necessary to
stop cargo in an emergency, the party requesting to stop should
notify the other party by using the walkie-talkie issued by the terminal.
All transfer pumps must be immediately stopped, ship and shore
manifolds must be closed until the situation is investigated and joint
agreement is reached on resuming or discontinuing the operations.
During the pre-transfer conference, communications procedures will
be agreed for conducting specific activities and will include agreed
notice periods for conducting ship or shore stops.
16 RESPONSIBILITIES
16.1 Jurisdiction
Pengerang Terminals Jetty is within the jurisdiction of the Maritime Port
Authority of Johor, and officers may board arriving ships at random to
undertake and anti-pollution inspections.
16.2 Conditions of Ship Acceptance
Ships calling Pengerang Terminals are subject to extensive screening
through SIRE (Ship Inspection Report Exchange) by Pengerang
Terminals appointed surveyor to do physical inspection on-board the
vessel.
Ships are accepted by Pengerang Terminals on the understanding that
operations will be conducted in accordance with all applicable
legislation (local Marine Facility and terminal regulations), together
with practices contained in relevant Codes of Practice, in particular, the
guidance contained within the latest edition of ISGOTT.
If the ships were found with high risk observations due to the severity
under SIRE questionnaire, the ship will not be allowed to berth unless
the high risk have been rectified and reported to Pengerang Terminals.
Ship alongside at Pengerang Terminals Jetty may subject to random
terminal’s vetting inspection. The Pengerang Terminals vetting
inspection is based on SIRE/CDI guidelines. If high risk observations
TIH-001 REVISION 4 (2015) 26
are found during the vetting inspection at the terminal, and not
immediately rectified, then the ship shall have to vacate the berth.
16.3 Responsibilities
As stated in the Safety Letter, responsibility for the safe conduct of
operations while the ship is at the Pengerang Terminals Jetty rests
jointly with the Master of the ship and Pengerang Terminals
Representative.
Emphasis is placed on the fact that the completion of a safe and
successful cargo transfer operation is dependent upon effective co-
operation, coordination and communication between all parties
involved. All operations should be conducted in the spirit of this mutual
agreement.
16.4 Responsibilities for Loading Operation
Ship’s personnel are advised that responsibility for the loading
operation on board the ship rests solely and absolutely with the Master.
It is the responsibility of the ship’s personnel to operate valves and to
ensure safe and secure connection of all transfer equipment. Ship’s
personnel are advised that the responsibility for the loading or escape
of oil or flammable liquids from a ship rests with the ship.
In the event of a prosecution being taken by the appropriate authorities,
heavy penalties together with liability for dispersal costs and damages
for pollution damage, is provided for by legislation.
16.5 Responsibilities for Unloading/Discharge Operation
Ship’s personnel are advised that responsibility for the
unloading/discharge operation on board the ship rests solely and
absolutely with the Master. It is the responsibility of the ship’s
personnel to control pumping rates, to operate valves and to ensure
safe and secure connection of all transfer equipment to the ship’s
manifold.
Ship’s personnel are advised that responsibility for the discharge or
escape of oil or flammable liquids from a ship rests with the ship.
In the event of a prosecution being taken by the appropriate authorities,
heavy penalties together with liability for dispersal costs and damages
for pollution damage, is provided for by legislation.
TIH-001 REVISION 4 (2015) 27
17 OPERATIONS ALONGSIDE
17.1 General
All operations at Pengerang Terminals will be carried out fully in
accordance with the recommendations contained in the latest edition
of ISGOTT.
17.2 Gangway and Loading Arm Connection & Disconnections
Gangways and loading arms are vulnerable to damage when ships is
alongside the jetty. To prevent accidents of such nature, mooring lines
shall be tended throughout the ship’s stay alongside.
On completion of mooring alongside Pengerang Terminals Jetty, the
ship will be presented with arms connection for loading and/or
discharge, plan. It is the responsibility of terminal personnel to ensure
that the arm/s are manoeuvred and connected safely. The joint
assistance of the ship’s crew is requested to achieve this where needed.
Similarly, on completion of cargo operations, terminal personnel are
responsible for ensuring the safe disconnection and manoeuvring of
the arms and ship’s personnel is requested to manually assist with the
process, including placing end blanks where needed.
17.3 Cargo Handling Facilities
During the pre-transfer conference, all terminal lines involve in the
cargo transfer operations is to be listed down in the ‘Ship/Shore Load
Plan’ and/or ‘Ship/Shore Discharge Plan’. Similarly, the ship has to
provide the same information such as ship’s manifold for each cargo to
be handled in the ‘Ship/Shore Load Plan’ and/or ‘Ship/Shore Discharge
Plan’.
17.4 Precautions for Loading/Discharging (Splash Loading)
Loading overall (loading from the top) or free-fall loading, otherwise
known as splash loading is strictly prohibited for all cargo at Pengerang
Terminals.
17.5 Cargo Transfer Rate
Pumping rates will be established for starting transfer and will take into
account the need for precautions when discharging into an empty tank
fitted with an IFR (Internal Floating Roof). Discharging rate shall be
controlled at <1 m/s until shore tank inlet line is submerged to a depth
of twice the inlet pipe diameter before increasing to an agreed reduced
flow rate, until the IFR is fully floated plus 100mm/4 inches. Once this
TIH-001 REVISION 4 (2015) 28
conditions are met, the flow rate will be increased to the agreed
maximum flow rate and rail pressure as discussed in Ship/Shore
conference.
If applicable, procedures for the final ‘topping off’ of ship/shore tanks
will also be established and agreed.
The maximum initial pumping rate for all cargoes shall not exceed flow
rate of 1 metre/second as specified in the table below.
During the entire cargo transfer operations whether discharging or
loading, the pumping rates shall not
a) exceeds flow rate of 7 metre/second
b) exceeds discharging or loading maximum rail back pressure of 10
barg as agreed in the ‘Ship/Shore Discharge/Loading Plan’
The maximum pumping rate shall be maintained for the entire
loading/discharge operations, and this has to be agreed during the pre-
transfer conference.
Nominal Diameter Flow Rate of
(inch) (mm) 1 metre/second 7 metre/second
3” 75mm 17 m3/hour 119 m3/hour
4” 100mm 29 m3/hour 203 m3/hour
6” 150mm 67 m3/hour 469 m3/hour
8” 200mm 116 m3/hour 812 m3/hour
10” 250mm 183 m3/hour 1281 m3/hour
12” 305mm 262 m3/hour 1834 m3/hour
14” 360mm 320 m3/hour 2240 m3/hour
16” 410mm 424 m3/hour 2968 m3/hour
18” 460mm 542 m3/hour 3794 m3/hour
20” 510mm 676 m3/hour 4732 m3/hour
24” 610mm 987 m3/hour 6909 m3/hour
36” 900mm 2362 m3/hour 16534 m3/hour
17.6 Checks on Quantities Transferred
Unless otherwise agreed during the pre-transfer conference, ships
should provide the Terminal with information regarding the amount of
cargo that has been discharged or loaded, by grade, on hourly basis.
The terminal will provide the ship with comparable shore figures.
If the exchange of information reveals a sudden or significant
difference between the terminal and the ship’s figures on quantities
TIH-001 REVISION 4 (2015) 29
transferred, operations will be stopped until a satisfactory explanation
can be found.
17.7 Environmental Criteria for Suspending Operations
Irrespective of measured wind speed, if either the ship’s Master or the
Loading Master considers that the prevailing conditions potentially
threaten the safety of operations, transfer should be suspended and
arms disconnected if deemed necessary.
Activities Wind Speed Weather Condition
Suspend Cargo 25 knots Electrical
Storm
Still Air
Conditions
Disconnect MLA or
Hoses
25 to 30
knots - - - - - - - - - -
Un-berth Ship 30 to 35
knots - - - - - - - - - -
17.8 Emergency Shutdown
Arrangements at Pengerang Terminals do not include, remote means
for stopping shore transfer pumps except for crude operations.
17.9 Dry Certificates
Please be advised that Pengerang Terminals Loading Master will not
sign any ‘Dry Certificates’ or other documentation attesting to the
condition of ship’s tanks on completion of discharge.
17.10 Delivery/Handling of Ship’s Store
This operation is strictly not allowed in Pengerang Terminals.
17.11 Tugs, Boats and Craft Alongside
Except in an emergency or when ordered to assist in mooring,
unmooring or maintaining a ship alongside, tugs are forbidden to lie
alongside any tanker berthed at Pengerang Terminals. Throughout
the period when a tug is alongside, all cargo tank lids, ullage port and
other tank openings must be securely closed.
No other boat, launch, barge or other craft may approach moored
tankers. Masters are reminded of the Johor Port Authority (JPA)
requirement that, unless approval is given by Terminal and JPA, small
craft must not approach the jetties and are urged to make every effort
to enforce it.
TIH-001 REVISION 4 (2015) 30
17.12 Garbage Reception Facilities
This facility is not available in Pengerang Terminals.
17.13 Bunkering
This facility is not available in Pengerang Terminals Terminal and is
not allowed whilst a vessel is alongside the jetty.
17.14 Ballasting
Tanker owners and their masters are responsible for complying with
all International Convention Laws and Local Regulatory Body
Requirements concerning pollution of the sea, having particular
regard for this area.
All items in the ship/shore safety checklist with regards to ballasting
must be complied with.
17.15 De-ballasting
De-ballasting is permitted in Pengerang Terminals provided the
ballast water is clear, clean and free of oil. It must be clearly
understood that the responsibility for avoiding oil pollution rests with
the ship. Even segregated ballast needs to be visually inspected prior
de-ballasting.
There are positively no facilities for disposal of dirty ballast at
Pengerang Terminals. If evidence of oil appears during de-ballasting,
the tanker will be rejected forthwith and will not be accepted until
satisfactory evidence is produced that such ballast was disposed of in
a proper manner. If during inspection or during the progress of
loading it is revealed that oil is leaking from the tanker, the tanker
may be rejected or refused further loading. The tanker will not be
accepted later for loading, unless satisfactory evidence of repair is
submitted, duly certified by a recognized classification society.
Any fines imposed and cleaning cost shall be charged to tanker’s
account.
Any tanker rejected because of dirty ballast or sea pollution will
automatically nullify her “Notice of Readiness” and will lose any
priority of position for loading.
17.16 Fresh Water Supply
This facility is not provided by Pengerang Terminals.
TIH-001 REVISION 4 (2015) 31
17.17 Ship crew sign on/off
This operation is strictly not allowed while any vessel is alongside
Pengerang Terminals, jetties.
18 SAFETY REQUIREMENTS
18.1 Smoking
Smoking is strictly prohibited in the jetty area and on board ships
alongside Pengerang Terminals Terminal except in those spaces on
board that are specifically designated by the Master as ‘Smoking
Areas’. Pengerang Terminals reserves the right, to prohibit smoking,
at any time, in any place on board a ship whilst alongside the jetty.
Failure to comply with this regulation will involve cessation of
operations and may result in the ship being removed from the berth
pending a complete investigation and receipt of written assurance
from the Master that effective controls have been established.
18.2 Use of Matches and Lighters
Under no circumstances are members of the ship’s crew allowed to
carry matches, lighters, inflammable liquid or any other similar
sources of ignition. The use of matches is allowed only in approved
designated areas and not the open deck.
Visitors to ships at the jetty are required to leave matches and
lighters at the Guard House.
18.3 Drug and Alcohol Policy
All ships calling at Pengerang Terminals must have an established
Drug and Alcohol policy.
Masters are advised that operations will cease if it is considered that
the actions of a person or persons involved in operations are not
under proper control as result of the use of alcohol/drugs and/or
fatigue.
Operations will not resume until the matter has been reported to and
fully investigated by relevant authorities and the Terminal
Representative considers if it safe to do so. Delay or cancellation of a
ship’s departure could result.
TIH-001 REVISION 4 (2015) 32
18.4 Portable Electrical Equipment, Mobile Phones and Pagers
Portable electrical equipment and transistor radios, including
computers, mobile phones, pagers and cameras are strictly prohibited
outside the accommodation on all ships at all times.
18.5 Environmental Protection
Ships entering the waters of Malaysian must comply with the laws
concerning environmental protection, as contained in “The Prevention
of Pollution of the Sea Act 1990 (Chapter 243); 1999 (Revised
Edition)” and quote Part III Regulation 7 (1).
The Master of a ship at the Jetty must comply with the provisions of
the above Act. In particular, he must not:
a) Cause or permit discharge of any kind of oily contaminated
product from the ship or its scuppers into Marine Facility waters.
b) Cause or permit a person to pump or discharge any oil, spirit or
any inflammable liquid into Marine Facility waters.
In the event of any contravention, the JPA may instruct offending
ships to vacate the berth or prohibit them from returning to
Pengerang Terminals.
18.6 Adverse Weather
Pengerang Terminals have access to regular weather updates and
ships will be advised accordingly should adverse weather be expected.
Any decision to vacate the berth and Marine Facility will be taken in
consultation with the ship’s Master and JPA.
18.7 Still Air Conditions
Special precautions may be necessary if there is little air movement
or during ‘still air’ conditions, when the risk of flammable vapour
concentrations will be at its greatest in or near enclosed or partially
enclosed spaces due to restricted circulation. Flammable vapour may
persist on deck in heavy concentrations on ships that are loading
volatile products.
If such concentrations are suspected, steps shall be taken to monitor
the area with an explosimeter and should heavy concentrations be
TIH-001 REVISION 4 (2015) 33
found, considerations may have to be given to suspend operations
until the vapours have safely dispersed.
18.8 Electrical Storms
In the event of an approaching/during electrical storm, the
SS/Loading Master and Master/Chief Officer must decide whether it’s
save to continue with loading/unloading or otherwise. If decision is to
cease operations, vent outlets including the bypass valve on the tank
venting system, cargo and manifold valves will be closed until such
time as the storm has passed.
19 APPLICABLE TERMINAL REGULATIONS
19.1 Tank Inspection, Ullaging & Sampling
Tank Inspection, ullaging and sampling of ship’s tanks are to be
carried out either before and/or after cargo transfers.
Wherever possible, the ullaging and sampling of ship’s tanks should
be achieved by the use of closed sampling equipment after sufficient
relaxation time is adhered to. Under no circumstances are shore
personnel to open any tank or vapour lock without approval from the
ship’s Duty Officer.
When it is not possible to undertake closed gauging and/or sampling
operations, open gauging systems will need to be employed and the
precautions detailed in ISGOTT must be adhered to.
19.2 Tank Entry
Pengerang Terminals representatives are not allowed to enter
ship’s tanks at any time or circumstances.
In the event that a tank entry is required, an approval process must
be administered and the operation must be performed following the
ships permit/confined space entry procedure.
19.3 Closed Operations
During loading, discharging and/or ballast/de-ballasting of tanks
must be conducted under closed conditions. Tank hatches must not
be opened under any circumstances. The use of manual
gauging/sampling of cargo tanks via sighting, ullage ports or similar
openings is not permitted.
19.4 Inert Gas System (IGS)
TIH-001 REVISION 4 (2015) 34
Any tanker should ensure that the IGS, including fixed O2 meter,
alarms and recorders are fully operational and utilised with all cargo
operations.
P/V valves and/or high velocity vents must have been tested prior to
arrival and must be in good working order.
All tankers alongside the Terminal’s jetties carrying crude oil and
petroleum products having a flashpoint not exceeding 60oC and a Reid
Vapour Pressure, which is below atmospheric pressure, must be fitted
with an IGS. If the system is unable to provide Inert Gas (IG) with an
O2 content below 8% in the cargo tanks or 5% for Crude Oil Washing
(C.O.W) the start of operations will not be allowed.
If a ship is fitted with an IGS then this system must be fully
operational and used at all times. In the event that a ship’s IGS is not
functioning, or not functioning as required, cargo operations must
cease immediately and may not resume until the system is repaired.
19.5 State of Readiness of Main Engines
The main engines and other essential machinery of all ships alongside
must be maintained in a state of readiness for vacating the berth at
short notice at ALL times.
The immobilisation of main engines if needed is only permitted after
discussion and permission has been given in writing by PTSB.
19.6 Maintenance and Repair Work on Board
Major planned repair and any maintenance involving ‘Hot Work’ such
as gas cutting, welding, and scraping are not allowed while the ship
is alongside the jetty. Emergency repairs, namely essential repairs
needed to rectify malfunctioning equipment and prevent hazardous
or unsafe conditions, will only be permitted on a case-by-case basis
with the agreement between the responsible ship’s Duty Officer and
the Loading Master.
19.7 Hot Work on Board
All ‘Hot Work’ is strictly prohibited on board any ships whilst alongside
the jetty.
19.8 Tank Cleaning, Purging and Gas Freeing
TIH-001 REVISION 4 (2015) 35
Tank cleaning, tank butterworthing and washing, gas freeing or
purging operations are not allowed on board any ships whilst
alongside the jetty.
19.9 Regulations for C.O.W operations
19.9.1 Tanker Requirements
The Terminal Shift Supervisor will check that the tanker
complies with the following requirements:
Tanker must be able to provide IG to all cargo oil tanks.
The IGS must be of Fixed Type and operating efficiently.
C.O.W equipment’s fitted inside the tanks, must be
supplied through permanent pipe work.
Tanks, which are to be washed with crude oil, must be
inerted with good quality IG (oxygen content below 5%)
and kept under a positive pressure of minimal 250
mm water gauge to prevent entry of air into cargo oil
tanks.
Should the oxygen content of the IG supply rise above
5%, C.O.W must be suspended until an adequate supply
of good quality IG is available. If this is not possible
C.O.W must be suspended.
Where the drive units for the tank cleaning machines are
not integral with the tank cleaning machine, sufficient
drive units will be provided to ensure that no drive unit
needs to be moved more than twice from its original
position during cargo discharge to accomplish the
washing programme as specified in the operation and
equipment manual.
Any other system for water washing of cargo tanks,
supplied by suitable pumps located in the engine room
must be isolated from the C.O.W system by means of
blank flanges.
Cargo pumps must be automatically shut down when the
pressure in the IG main reaches a level of 100 mm
water gauge above atmospheric pressure.
Alternatively an audible and visual alarm fitted in the
cargo control room which will trigger stoppage of the
cargo pumps immediately, can be accepted. The alarm
must operate whenever the pressure in the IG main
reaches a level of 200-mm water gauge above
atmospheric pressure. In such case a crewmember must
TIH-001 REVISION 4 (2015) 36
always be in the cargo control room in order to stop
pumps immediately whenever the alarm is activated.
19.9.2 Requirements prior to berthing
Check that all alarms, IG recorders and safety devices
of the IGS are working properly.
Check that C.O.W piping system, with regard to blank
flanges or spool pieces are properly fitted.
Check that tank cleaning lines with their valves and
fittings have been pressurised to the maximum working
pressure.
Check that cargo pumps with relevant safety devices are
working properly.
Check that all openings of cargo tanks have been closed.
Check that cargo tanks ullage indicators are working
properly.
Check that the liquid levels in the P/V breakers are
correct.
Check that the deck seal(s) are in good working order;
Check that all individual tank IG valves are open and
locked.
The pre-arrival C.O.W checklist, as contained in the
approved C.O.W manual, should have been satisfactorily
completed
19.9.3 Requirements before C.O.W operation
The Master of the tanker will carry out following checks
before starting C.O.W operations:
Check the oxygen content of each tank. The oxygen
content should not be more than 5% by volume. If the
tanks are provided with a complete partial wash
bulkhead, the oxygen checks must be carried out in each
individual tank section. The Terminal must be informed
prior to the start of C.O.W. Tank oxygen measurements
have to be witnessed by the Loading Master. In case of
doubt contra checks will be carried out by the Loading
Master with the Terminals oxygen analyser.
TIH-001 REVISION 4 (2015) 37
Fixed and portable oxygen analysers must be previously
correctly calibrated with adequate devices for two values,
one of which must be zero.
Check that IGS is working properly with due regard that
pressure, temperature, oxygen content etc. are working
within the correct limits.
Check that C.O.W piping system is completely
independent from the water washing system.
Check that all tanks are isolated from external
atmosphere.
Necessary persons have been assigned to check all deck
lines for leakage.
Check that the valves corresponding to the washing
machines of tanks to be washed have been opened.
The C.O.W checklist, specific for the tanker, must be
completed.
19.9.4 Requirements during C.O.W operations
The Master or the responsible Ship’s Officer must ensure
that following requirements are properly carried out:
The officer assigned to C.O.W operations must stop the
washing should any doubt arise about its safety and
particularly when the IG pressure drops or the oxygen
content exceeds the permitted limits.
Check that the pressure in the washing main is within
the specified limits of each system;
Check that oxygen content of I.G.S is not higher than
5% by volume.
In order to ensure that water is not present, to avoid or
minimise generation of electrostatic hazard, a minimum
of one metre of ullage is to be discharged from those
tanks to be used as a source for C.O.W before such
C.O.W operations begin.
Any tank designated as slop on the previous ballast
voyage, if it is to be used as a source of washing fluid,
must be completely discharged ashore and refilled with
dry crude oil.
Ensure that the cargo or slop tank, used for eductor-
drive in order to collect the strippings and washings has
a sufficient ullage at all times.
Check that crude oil leakage does not occur on deck.
Tank ventilation after a C.O.W operation is not allowed
whilst the tanker is at berth.
TIH-001 REVISION 4 (2015) 38
During C.O.W, the C.O.W checklist, specific for the
tanker, must be completed.
19.9.5 Requirements after C.O.W operations
The Master or the responsible Ship’s Officer assigned to
C.O.W operations will make the following checks when
C.O.W is finished:
Check that all the valves between cargo manifold and
washing pipes have been closed.
Check that pressure is equalised in washing pipes and
such pipes have been drained.
Check that all washing machines valves have been
closed.
The C.O.W checklist, specific for the tanker, must be
completed.
19.9.6 Requirements of tanker's staff in charge of the C.O.W
operations
C.O.W operations must be assigned to an officer who should:
Have at least one year experience on oil tankers where
his duties have included the discharge of cargo and
associated COWing and have completed a training
programme in C.O.W approved by an I.M.O member.
Have participated at least twice in COWing programmes
one of which carried out in the tanker he is serving and
or other vessels which requests C.O.W
Have full acknowledgement of the C.O.W Operations and
Equipment Manual.
Crew members co-operating with the C.O.W assigned
officer should:
Have at least 6 months experience on oil tankers and
C.O.W operations
Have been trained about C.O.W and Equipment Manual
19.9.7 Miscellaneous
C.O.W operations must always be under continuous survey.
In case of any failure, C.O.W must be stopped immediately
and the Shift Supervisor must be informed.
TIH-001 REVISION 4 (2015) 39
19.10 Cargo Tank Heating
For vessels carrying High Viscosity Crude Oil (Pour point >20oC),
cargo inside oil tank needs to be heated up at least 15oC above
its pour point prior to product movement.
Note:
Pengerang Terminals will not start discharge operations if this criteria
is not met.
19.11 Bonding Wires
These are not practised at Pengerang Terminals Jetties. Insulating
flanges are provided on all loading arms.
20 POLLUTION PREVENTION
20.1 Causes of Pollution
Experience has shown that the major causes of pollution by ships are
as follows:
a) Overflow of cargo and bunkers during loading.
b) Discharge of dirty ballast.
c) Leakage of oil through sea valves at commencement of ballasting.
d) Failure of flanges and joints at manifolds and deck pipework.
e) Spillage of oil after fire/explosion.
f) Overflow of cargo from tanks during loading (e.g. open drop line
valves, change of trim, slop tank overflow).
Consequently, Masters is required to draw special attention of deck
crews to these causes and mitigation plan.
20.2 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
minimise clean-up operations. The Department of Environment, Marine
Department of Malaysia and Port Authority of Johor will be informed by
Pengerang Terminals and in the event of a large spill, clean-up facilities
will be brought into action to supplement those of the Terminal.
No sound signal is to be made by ships in the event of an oil spill.
20.3 Report of Oil Spills
TIH-001 REVISION 4 (2015) 40
All oil spills must be reported to the Loading Master. The Loading
Master will then inform CCR of further action to be taken etc.
20.4 Pollution Prevention Checklists
The Pollution and Prevention Checklist is used as a joint ship and shore
check-out prior to commencing operation. It shall also be used by
Ship’s officers to self-examine their ship for pollution control as an on-
going basis.
20.5 Scuppers
Scuppers must always be closed and made oil tight before operations
commence. Those ships which have wooden scupper plugs must have
plugs cemented over.
20.6 Water freeing Decks
All surplus rainwater or clean water spilling on deck from operations
such as ballasting operations must be drained off periodically and
scupper plugs replaced and resealed immediately after the water has
been run off. Continuous monitoring during this time is required.
Never leave any draining operation un-attended.
20.7 Unused Cargo/Bunker Connections
All unused cargo and bunker connections shall be closed and blanked
off using a fully bolted blank flange.
20.8 Overboard Valves and Sea Valves
All overboard valves and sea valves which is not in use shall be closed
and lashed or sealed. Over board discharge lines which have a
swing-blind arrangement shall be blinded.
20.9 Drip Pans or Trays
It is the ship’s responsibility to provide drip pans or trays under the
manifold connections and to keep these pans or trays emptied or
drained.
20.10 Oil Absorbing Material
The ship shall keep an adequate supply of sawdust or other oil
absorbing material at or near the manifold.
TIH-001 REVISION 4 (2015) 41
20.11 Adequate Deck Watch
The ship shall have an adequate deck watch during all cargo and
ballasting operations. The Emergency Stop procedure must be clearly
understood and agreed by ship and shore.
20.12 Topping Off Operations
When topping-off cargo tanks, the ship’s officer in charge shall be in
control of the operation, have adequate assistance from his crew and
in communication with Loading Master for standing by to reduce the
loading rate or stop loading as required.
20.13 Check on Tanks After Topping Off
Cargo tanks that have been topped up must be checked frequently
during the remainder of the loading operation to avoid an overflow due
to an improper shutting or passing valve/s.
20.14 Draining Outboard Arm Content of Loading Arm
Always allow sufficient ullage in final tanks to accept outboard arm
product clearing to ship.
20.15 Marine Department of Malaysia, Notice.
IMPLEMENTATION OF REGULATIONS 20 AND 21 OF ANNEX 1,
TO MARPOL 73/78
Notice to ship owners and persons with interest toward the delegation
of statutory certification (Malaysian and Foreign Flagged Oil Tankers)
Oil tankers which complies with requirements in regulation 20.5 will
be allowed to continued operation beyond the date specified in
regulation 20.4 until the date on which the ship reaches 25 years
after the date of its delivery.
Category 2 and 3 oil tankers of 15 years and over after the date of
its delivery shall comply with Condition Assessment Scheme (CAS)
as adopted in resolution MEPC 94 (46) amended.
Oil tanker which complies with requirements in regulation 20.7 is
allowed to continue operation beyond the date specified in
regulation 20.4, until the anniversary of the date of delivery of the
ship in 2015 or the date on which the ship reaches 25 years after
the date of its delivery, whichever is the earlier date.
Oil tanker carrying heavy grade oil as a cargo which complies with
requirements in the regulation 21.5 is allowed to continue operation
TIH-001 REVISION 4 (2015) 42
beyond the date specified in regulation 21.4 until the date on which
the ship reaches 25 years after the date of its delivery.
Oil tanker of 5,000 deadweight and above, carrying crude oil having
a density at 15°C higher than 900 kg/m³ but lower than 945 kg/m³
which complies with requirements in regulation 21.6.1 l be allowed
to continue operation beyond the date specified in regulation 21.4
until the date on which the ship reaches 25 years after the date of
its delivery.
Oil tanker of 600 tons deadweight and above but less than 5,000
tons deadweight, carrying heavy grade oil as cargo will be allowed
to continue operation beyond the date specified in regulation 21.4
until the date on which the ship reaches 25 years after the date of
its delivery
TIH-001 REVISION 4 (2015) 47
Appendix 4: Jetties Layout
Berth No 3
Berth No 4
Berth No 2
Berth No 1
Berth No 5
Berth No 6
Berth No 7, 8 and 9 (Future)
Assembly Area at end of
Jetty
Assembly Area at
Small Craft Harbour
Assembly Area at
T-Junction
TIH-001 REVISION 4 (2015) 48
Appendix 5: Berth Information
BERTH B601 B602 ( Future ) B603 B604 B605 B606
PRODUCT CPP CPP CPP CPP/DPP CPP/DPP CPP/DPP
Oil Tanker Classification PANAMAX PANAMAX PANAMAX SUEZMAX PANAMAX VLCC
Max DWT -Tonnes 60,000 1,000 - 60,000 80,000 150,000 80,000 325,000
Max LOA - Metre 240 61 - 240 260 280 260 350
Max Draft - Metre 12 4.2 - 13,5 14 16.5 14 22.6
Max Displacement - Tonnes 78,000 78,000 106,000 210,000 106,000 400,000
Nos and sizes of loading Arms 4 X 12" 4 X 12" 4 X 16" 3 X 16", 2 X 16" 3 X 16", 2 X 16" 2 X 16", 3 X 20"
Nos of Jetty lines 10 X 24" 10 X 24" 10 X 24" 10 X 24", 3 X 36" 10 X 24", 3 X 36" 10 X 24", 3 X 36"
Receiving Rate per MLA m³/Hr 2,000 2,000 3,000 3,000 - CPP / 3,000 - DPP 3,000 - CPP / 3,000 - DPP 3,000 - CPP / 5,000 - DPP
Loading Rate per MLA m³/Hr 2,000 2,000 2,000 2,000 - 3,000 / CPP/DPP 2,000 - 3,000 / CPP/DPP 2,000 - 3,000 - CPP/DPP
Maximum MLA connection
manifold from water level (m) 15.0 15.00 16.50 22.0 16.5 27.5
Maximum Depth (m) 14.0 15.50 15.50 18.0 23.6 23.6
CPP : Naphtha, Gasoil, Jet Fuels, Gasoline, Reformate.
DPP : Marine Diesel Oils, Distilates Fuel Oils, Residual Fuel Oils, Crude Oils