BS EN 1532 LNG SHIP TO SHORE INTERFACE.pdf

BRITISH STANDARD

Installation and equipment for liquefied natural gas Ð Ship to shore interface

The European Standard EN 1532 : 1997 has the status of a British Standard

ICS 75.200 75.200

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BS EN 1532 1532 : 1997 1997

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BS EN 1532 : 1997

Committees responsible for this British Standard The preparation of this British Standard was entrusted to Technical Committee GSE/38, Installation and equipment for LNG, upon which the following bodies were represented:

British Gas plc Department of Transport Health and Safety Executive Institution of Gas Engineers

This British Standard, having been prepared under the direction of the Engineering Sector Board, was published under the authority of the Standards Board and comes into effect on 15 August 1997 ©

BSI 1997

Amendments Amendmen ts issued since publication

Amd. No.

Date

Text affected affected

The following BSI references relate to the work on this standard: Committee reference GSE/38 Draft for comment 94/711296 DC ISBN 0 580 27953 7 --`,``,`,,,,,``,,``,``,``,```,`-`-`,,`,,`,`,,`---



BS EN 1532 : 1997

Contents

Committees responsible National foreword

Page Inside front cover ii

Foreword Text of EN 1532

2 3

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Copyright British Standards Institution © BSI Provided by IHS Markit under license with1997 BSI - Uncontrolled Copy No reproduction or networking permitted without license from IHS


i

BS EN 1532 : 1997

National foreword This British Standard has been prepared by Technical Committee GSE/38, and is the English language version of EN 1532 : 1996 Installation and equipment for liquefied natural gas Ð Ship to shore interface, published by the European Committee for Standardization (CEN).

Cross-references Publication referred to

Corresponding British Standard

EN 1160 : 1996

BS EN 1160 : 1997 Installations and equipment for liquefied natural gas Ð General characteristics of liquefied natural gas BS EN 50014 : 1993 Electrical apparatus for potentially explosive atmospheres Ð General requirements BS EN 50015 : 1994 Electrical apparatus for potentially explosive atmospheres Ð Oil immersion ò' BS EN 50016 : 1996 Electrical apparatus for potentially explosive atmospheres Ð Pressurized apparatus `p' BS EN 50017 : 1994 Electrical apparatus for potentially explosive atmospheres Ð Powder filling `q' BS EN 50018 : 1995 Electrical apparatus for potentially explosive atmospheres Ð Flameproof enclosures `d' BS EN 50019 : 1994 Electrical apparatus for potentially explosive atmospheres Ð Increased safety è' BS EN 50020 : 1995 Electrical apparatus for potentially explosive atmospheres Ð Instrinsic safety ì' BS 5501 Electrical apparatus for potentially explosive atmospheres BS 5501 : Part 8 : 1988 Encapsulation `m' BS 5501 : Part 9 : 1982 Specification for intrinsically safe electrical systems Ì' BS EN 50054 : 1991 Electrical apparatus for the detection and measurement of combustible gases Ð General requirements and test methods BS EN 50056 : 1991 Specification for electrical apparatus for the detection and measurement of combustible gases Ð Performance requirements for Group I apparatus indicating up to 100 % (V/V) methane BS EN 50057 : 1991 Electrical apparatus for the detection and measurement of combustible gases Ð Performance requirements for Group II apparatus indicating up to 100 % lower explosive limit BS EN 50058 : 1991 Specification for electrical apparatus for the detection and measurement of combustible gases Ð Performance requirements for Group II apparatus indicating up to 100 % (V/V) gas

EN 50014 : 1992 EN 50015 : 1994 EN 50016 : 1995 EN 50017 : 1994 EN 50018 : 1994 EN 50019 : 1994 EN 50020 : 1993 ` , ` ` , ` , , , , , ` ` , , ` ` , ` ` , ` ` , ` ` ` , ` ` ` , , ` , , ` , ` , , ` -

EN 50028 EN 50039 : 1980 EN 50054 : 1991 EN 50056 : 1991

EN 50057 : 1991

EN 50058 : 1991

Compliance with a British Standard does not of itself confer immunity from legal obligations .

Summary of pages

This document comprises a front cover, an inside front cover, pages i and ii, the EN title page, pages 2 to 14, an inside back cover and a back cover.


ii


©

BSI 1997

EN 1532

EUROPEAN STANDARD NORME EUROPEÂ ENNE È ISCHE NORM EUROPA

March 1997

ICS 75.200 Descriptors: Gas installation, liquefied natural gas, earth stations, ships, interfaces, transfer, junctions, safety, accident prevention, haz ards, hazardous areas, fire protection, stopping devices, mooring devices, design

English version

Installation and equipment for liquefied natural gas Ð Ship to shore interface

Installations et eÂ quipements relatifs au gaz naturel liqueÂfieÂ Ð Interface terre navire

Anlagen und Ausru È stung fu È r Flu È ssigerdgas Ð Schnittstelle zwischen Schiff und Land

This European Standard was approved by CEN on 1997-02-24. CEN members are bound to comply with the CEN/CENELEC Internal Regulations which stipulate the conditions for giving this European Standard the status of a national standard without any alteration. Up-to-date lists and bibliographical references concerning such national standards may be obtained on application to the Central Secretariat or to any CEN member. The European Standards exist in three official versions (English, French, German). A version in any other language made by translation under the responsibility of a CEN member into its own language and notified to the CEN Central Secretariat has the same status as the official versions. CEN members are the national standards bodies of Austria, Belgium, Denmark, Finland, France, Germany, Greece, Iceland, Ireland, Italy, Luxembourg, Netherlands, Norway, Portugal, Spain, Sweden, Switzerland and United Kingdom. ` , ` ` , ` , , , , , ` ` , , ` ` , ` ` , ` ` , ` ` ` , ` ` ` , , ` , , ` , ` , , ` -

CEN European Committee for Standardization ComiteÂ EuropeÂen de Normalisation Europa È isches Komitee fu È r Normung Central Secretariat: rue de Stassart 36, B-1050 Brussels

©

1997 Copyright reserved to CEN members Ref. No. EN 1532 : 1997 E



Page 2 EN 1532 : 1997

Foreword

Page

This European Standard has been prepared by Technical Committee CEN/TC 282, Installation and equipment for LNG, the secretariat of which is held by AFNOR. This European Standard shall be given the status of a national standard, either by publication of an identical text or by endorsement, at the latest by September 1997, and conflicting national standards shall be withdrawn at the latest by September 1997. According to the CEN/CENELEC Internal Regulations, the national standards organizations of the following countries are bound to implement this European Standard: Austria, Belgium, Denmark, Finland, France, Germany, Greece, Iceland, Ireland, Italy, Luxembourg, Netherlands, Norway, Portugal, Spain, Sweden, Switzerland and the United Kingdom.

Ship's cargo control room operating devices

9

8.5

Ship's firefighting equipment

9

8.6

Protection of the ship's structure

9

8.7

Communication equipment

9

8.8

Ship's electrical safety

9

8.9

LNG pumping system

9

8.4

8.10 Cooling down systems

9

8.11 Bunkering connection

9

8.12 Fresh water connection

9

8.13 Arrangements for personnel access

9

9

Ship/shore transfer facility equipment

9

9.1

General

9

9.2

Design and construction of the jetty and associated equipment

9

Contents ` , ` ` , ` , , , , , ` ` , , ` ` , ` ` , ` ` , ` ` ` , ` ` ` , , ` , , ` , ` , , ` -

Foreword

Page

9.3

Loading/unloading arms

10

9.4

Communication equipment (see 8.7)

10

2

9.5 Firefighting equipment and procedures

10

0

Introduction

3

9.6

Main control room

11

1

Scope

3

9.7

Vapour return system

11

2

Normative references

3

9.8

Crew and personnel access (see 7.2.9)

11

3

Definitions and abbreviations

4

9.9

Motor operated valves, (MOV) for ESD

11

3.1

Definitions

4

9.10 Jetty's electrical safety

11

3.2

Abbreviations

4

9.11 Ship's storing arrangements

11

4

List of items that make up the ship to shore interface

4

Description of LNG and associated hazards

4

5.1

Description of LNG

4

5.2

Hazards associated with LNG

4

5

5.3 Hazards associated with LNG transfer

4

10

LNG transfer procedure

11

10.1

Necessary provisions prior to ship acceptance

11

10.2

Conditions for port entry

11

10.3

Conditions to be fulfilled prior to connecting loading/unloading arms

11

Conditions to be fulfilled prior to the transfer of LNG

12

Fulfilment of the safety conditions during transfer operations

12

Conditions to be fulfilled following ship's transfer

12

Shore and ship protection of personnel on duty

12

10.4

5.4

Potential external factors

5

6

Hazardous areas

5

7

Safety precautions

5

7.1

General

5

7.2

Basic precautions

5

7.3

Additional precautions

8

8

Ship equipment

8

10.8

Responsibilities

12

8.1

Ship's mooring equipment

8

11

Training of personnel

12

8.2

Ship's working platform and cargo manifold arrangements

8

Annex A (informative) General safety philosophy

13

8

Annex B (informative) Bibliography

14

8.3 Motor operated valves (MOV) for ESD


10.5 10.6 10.7


© BSI

1997

Page 3 EN 1532 : 1997

0 Introduction Each LNG port facility and terminal should have its own specific safety systems determined by Hazard Analysis and LNG carriers using the facility should be compatible with these systems. In general, for all vessels, particular care should be taken to ensure that the basic requirements laid down in this standard are understood and applied at each cargo transfer. In order to define the arrangement which will ensure the best possible conditions for ship to shore transfer, in particular regarding safety, it is necessary to set up this standard which, as far as possible, will lead to the harmonization of the differing requirements of the ship and the terminal. This standard governs the ship/shore interface taking into account the publications of the Society of International Gas Tankers and Terminal Operators (SIGTTO), Oil Companies International Marine Forum (OCIMF) and the International Maritime Organization (IMO). In particular, this applies in matters pertaining to safety.

1 Scope This European Standard gives recommendations and requirements for the terminal and on board the ship to ensure the safe transfer of LNG at receiving and exporting terminals. It is applicable to the ship/shore LNG transfer systems including: ± ship to shore connections; ± all safety aspects of transfer operations; ± any other operations that occur while the ship is moored on the jetty.

EN 50016

Electrical apparatus for potentially explosive atmospheres Ð Pressurized apparatus `p'

EN 50017

Electrical apparatus for potentially explosive atmospheres Ð Powder filling `q'

EN 50018

Electrical apparatus for potentially explosive atmospheres Ð Flameproof enclosure `d'

EN 50019

Electrical apparatus for potentially explosive atmospheres Ð Increased safety è'

EN 50020

Electrical apparatus for potentially explosive atmospheres Ð Intrinsic safety ì'

EN 50028

Electrical apparatus for potentially explosive atmospheres Ð Encapsulation `m'

EN 50039

Electrical apparatus for potentially explosive atmospheres Ð Intrinsically safe electrical systems ì'

EN 50054

Electrical apparatus for the detection and measurement of combustible gases Ð General requirements and test methods

EN 50056

Electrical apparatus for the detection and measurement of combustible gases Ð Performance requirements for Group 1 apparatus indicating up to 100 % (v/v) methane

EN 50057

Electrical apparatus for the detection and measurement of combustible gases Ð Performance requirements for Group II apparatus indicating up to 100 % lower explosive limit

2 Normative references EN 50058 This European Standard incorporates by dated or undated reference, provisions from other publications. These normative references are cited at the appropriate places in the text and the publications are listed hereafter. For dated references, subsequent amendments to or revisions of any of these prEN 1127-1 publications apply to this European Standard only when incorporated in it by amendment or revision. For undated references the latest edition of the publication prEN 1473 referred to applies. EN 1160

EN 50014

EN 50015

Electrical apparatus for the detection and measurement of combustible gases Ð Performance requirement for Group II apparatus indicating up to 100 % (v/v) gas Safety of machinery Ð Fire and explosions Ð Part 1: Explosion prevention and protection Installation and equipment for liquefied natural gas Ð Design of onshore installation

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Installation and equipment for liquefied natural gas Ð General characteristics of liquefied natural gas

prEN 1474

Electrical apparatus for potentially explosive atmospheres Ð General requirements

Installation and equipment for liquefied natural gas Ð Design and testing of loading/unloading arms

prEN 50145

Electrical apparatus for potentially explosive atmospheres Ð Oil immersion ò'

Electrical apparatus for potentially explosive gas atmospheres Ð Classification of hazardous areas

ISO 10497

Testing of valves Ð Fire type-setting requirements



Page 4 EN 1532 : 1997

3 Definitions and abbreviations

3.2 Abbreviations

For the purposes of this European Standard the definitions of prEN 1474 and the following definitions apply.

For the purpose of this European Standard, the following abbreviations apply. ± LNG: Liquefied natural gas; ± NG: Natural gas; ± MOV: Motor operated valve.

3.1 Definitions 3.1.1 ship/shore transfer facilities A jetty including all the ship/shore interface equipment for receiving or exporting LNG. 3.1.2 communication

All methods of transmitting written or oral information. It also includes information covered by data links. 3.1.3 interface

All the operations of the ship and shore relating to LNG cargo transfer, ship's access or ship's supplies. 3.1.4 main control room A control room situated in the terminal from which central control is directed. 3.1.5 jetty control centre

A control centre situated on or adjacent to the jetty primarily to control the loading/unloading arms. 3.1.6 ship cargo control room

A control room situated on board the ship from which the control of the ship's transfer operation is directed. 3.1.7 emergency shut down (ESD) A method that safely and effectively stops the transfer of LNG between ship and shore or vice versa. 3.1.8 emergency release system (ERS)

A system that provides a positive means of quick release of loading/unloading arms and safe isolation between ship and shore. 3.1.9 emergency release procedure (ERP)

A procedure that is intended to provide a positive means of quick release and safe isolation between ship and shore. ` , ` ` , ` , , , , , ` ` , , ` ` , ` ` , ` ` , ` ` ` , ` ` ` , , ` , , ` , ` , , ` -

3.1.10 ship's cargo manifold

The flanged pipe assembly, mounted on board ship to which the outboard flange of the loading/unloading arms are connected. 3.1.11 terminal

An LNG plant with loading/unloading facilities. 3.1.12 transfer

Loading or unloading operation.


4 List of items that make up the ship to shore interface The items to be especially considered for LNG transfer are: ± the ship's safe mooring at the jetty; ± gangway access from jetty to ship; ± all the communications between ship and shore; ± all instrument and electrical connections used across the interface; ± loading/unloading; ± bunkering from the terminal or by supply barge; ± liquid nitrogen connection; ± ship's storing.

5 Description of LNG and associated hazards 5.1 Description of LNG

The characteristics of LNG are described in EN 1160. 5.2 Hazards associated with LNG

The main hazards are defined in EN 1160 and those most important in the transfer of LNG are: ± the cryogenic effects resulting from the very low temperatures. These low temperatures can cause injury to people (frost bite), and also cause damage to non-cryogenic materials, which lose their mechanical properties, become brittle and fracture; ± the potential hazards of fire or explosion from leaks or spillage of LNG; ± the overpressure caused by rapid phase transition (RPT), due to the interaction between LNG and water; ± overpressure due to thermal expansion of trapped LNG. 5.3 Hazards associated with LNG transfer

The main hazards are associated with: ± cooldown, warmup, purging and draining of loading/unloading arms; ± overflows of storage tanks (ship and shore); ± overpressure of storage tanks (ship and shore).

© BSI Licensee=Lloyds Register Group Services/5989898020, User=burgess, floyd Not for Resale, 06/28/2018 03:25:47 MDT

1997

Page 5 EN 1532 : 1997

5.4 Potential external factors

7 Safety precautions

The external hazards that should be considered in the transfer operations are: 1) natural environment: ± atmospheric conditions (wind, lightning, etc.); ± sea conditions; ± seismic conditions; ± rise and fall of the tide. 2) other hazards: ± jetty contact; ± collision with another ship or the jetty; ± mooring lines breaking; ± fire at the terminal or its surroundings; ± LNG ship movement generated by the suction effects from ships passing nearby.

7.1 General

Safety precautions may differ from location to location due to local conditions, therefore a hazard analysis shall be carried out in each case to establish the minimum safety precautions. The hazard analysis shall be performed according to prEN 1473. The basic precautions as outlined in this European Standard are considered to be the minimum safety precautions required. The additional precautions, resulting from the hazard analysis for each terminal shall be considered as extra to the basic precaution. The terminal and the ship shall always ensure that this minimum safety level is maintained by the use of the Ship/Shore Safety Check List. (In this regard, reference should be made to the SIGTTO guidelines: Annex B: Reference 6). 7.2 Basic precautions 7.2.1 Restricted harbour areas

6 Hazardous areas When the ship is moored at the jetty, the ship's gas dangerous space or zone is added to the jetty's hazardous area. (For definition of the ship's gas dangerous space or zone, reference should be made to the IMO code: Annex B: Reference 7.) The hazardous area on the terminal and jetty is classified in two types: a) zone 1, for areas where the risk of an explosive atmosphere exists during normal operation; b) zone 2, for areas where an explosive atmosphere could occur in the event of deviation from normal operation. For definition of these hazardous areas, reference shall be made to prEN 1127-1 and prEN 50145. Within the jetty area, the electrical equipment shall be set out in accordance with EN 50014 to EN 50020, EN 50028, EN 50039, EN 50054, EN 50056 to EN 50058 taking into account the zone where it is used and for non electrical equipment in accordance with prEN 1127-1. The electrical equipment on the ship should be in accordance with the relevant Gas Code as published by IMO.

In order to guard against unexpected collisions to the LNG carrier when alongside, restricted areas around the berth for other maritime traffic should be defined by the appropriate authorities and the terminal. 7.2.2 Restricted area on the jetty

Areas in which the access of non authorized personnel is limited should be regulated by the safety rules of the terminal. These areas correspond, at least in part, to the area affected by LNG transfer and should be clearly indicated. 7.2.3 Restricted area on the ship

Areas in which access of non authorized personnel is limited should be regulated by the safety rules of the ship. These areas correspond, at least in part, to the area affected by LNG transfer. 7.2.4 Ship/shore safety check list

The Ship/Shore Safety Check List should be officially completed by ship and shore personnel before the start of LNG transfer. (In this regard, reference should be made to the SIGTTO guidelines: Annex B: Reference 6.) 7.2.5 Mooring arrangements

The ship shall be safely moored in accordance with the regulations of the local appropriate authority and the terminal. (In this regard, reference should be made to the OCIMF guidelines: Annex B: Reference 2.)

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Page 6 EN 1532 : 1997

The mooring arrangements should suit the terminal facility. As a minimum, the following points shall be taken into account: ± current; ± wind; ± surge due to passing ships; ± height of tides; ± waves and swell; ± change of freeboard; ± variety of ships received. The winches or capstans on the jetty area shall be suitable for operation according to the hazardous area classification in which they are located. The fenders shall be located so as to contact the hull at the frame areas on the parallel body. The fenders should leave sufficient surface area to avoid damaging the ship's hull. They shall not obscure the inlets and outlets of the ship's circulation or ballast sea water. The ship should be moored safely and in a manner which enables departure in the shortest possible time. The berth area shall be maintained at a suitable depth, to ensure sufficient underkeel clearance at all states of the tide. 7.2.6 Weather forecast Weather forecasts shall be available to the ship and shore at intervals not exceeding 12 h. 7.2.7 Principal sources of ignition

Any risk of sparking in hazardous areas shall be avoided. The choice of which protection measures to use in order to avoid ignition caused by electrical and non electrical equipment is to be made according to the existing local standards and according to the nature of the hazardous area. There is a possible risk of sparking due to the difference in electrical potential between the ship and the jetty, when the loading/unloading arms are being connected or disconnected. Arrangements should be taken to avoid the risk of sparking from this source through the installation of an insulation flange between ship and shore. 7.2.8 Data transfer and communication

A means of transferring data shall be provided between ship and shore. When the ship is moored at the jetty, ESD information shall be transmitted by a hard-wire data link. An oral communication system such as hand held radios shall be provided. It should have a separate back up system which may be a land line telephone.


7.2.9 Access

A minimum of two access ways between the ship and the jetty should be provided: ± one access, provided for personnel and crew, shall be used for escape in the event of an emergency. It shall be located near to the ship's accommodation area; ± the second access, provided for operating personnel, should be located away from the immediate vicinity of the manifold area. 7.2.10 Fire and leak detection

Leak and fire detection sensors should be installed in all hazardous areas as per recommendations in prEN 1473 and shall be operational at all times. The ESD resulting from fire and/or leak detection should be transferred to the ship as given in 7.2.8. The ESD shall be initiated as given in prEN 1473. 7.2.11 Fire protection

Measures shall be provided to protect personnel and essential equipment from a fire, both on shore and on board ship, so that the risk of escalation of an incident is minimized. 7.2.12 Fire fighting

There are four specific reasons for providing fire fighting equipment: a) to extinguish a small fire; b) to safeguard people affected by a larger fire; c) to control a fire and to prevent it from spreading, pending the arrival of the Fire Authority; d) to protect the means of access for the Fire and Emergency Services. The extent of the fire fighting equipment supplied will depend on a variety of factors and should be the subject of a hazard assessment by the terminal. The following items should be considered: e) the causes and types of fire that might be encountered; f) the escape routes for ship and shore personnel; g) the size, nature and frequency of ships using the terminal; h) the size of the berths and of the ships and their distance from other industrial hazards and population centres; i) the provision of òff site' fire fighting services including fire boats; j) the time needed to mobilize the Fire Authority; k) the emergency preparation and planning procedures.


1997

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Page 7 EN 1532 : 1997

Permanently installed equipment for fire fighting and control should be kept ready for instant use while the ship is alongside. This equipment should be as described in prEN 1473.

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7.2.14.3 Emergency shut down (ESD)

A means of Emergency Shut Down (ESD), which is acceptable to the terminal operator, shall be operational before LNG transfer is commenced. ESD Portable or trailer mounted units should also be directly affects the procedures used in the transfer of provided but only used as a backup to the permanent LNG, as follows: installation and for dealing with small fires. a) the function of the ESD is mainly: A plan showing the location and type of all fire fighting ± to stop the ship's gas compressors and the equipment on or adjacent to the jetty should be terminal's pumps if the ship is being loaded; permanently displayed at the berth, along with any ± to stop the ship's pumps and terminal's gas necessary instructions and fire procedures. A safety compressors if the ship is being unloaded; plan should be available onboard the ship, in ± to close the ship's ESD valves on the manifold; accordance with applicable IMO conventions. ± to close the shore ESD valves. Allowances shall 7.2.13 Protection from leakage and spillage of be made to avoid surge pressures developing LNG during this operation; Means of protection shall be provided both on the ship ± to drain the arms, if operationally required; and on shore to minimize the consequences of spillage b) the ESD should be arranged so as to be manually and leakage of LNG. A procedure shall be agreed both operated from a number of control points; on ship and on shore to minimize any damage resulting from spillage, bearing in mind the effect LNG c) the events that should automatically initiate the has on non cryogenic steels, i.e. brittle fracture. Means ESD are: of protecting the deck of the ship in the manifold area ± fire detection; should be provided together with means of diverting ± detection of the first threshold of drift (abnormal any spillage overboard. displacement of the ship); 7.2.14 General safety philosophy and procedures ± high level in ship or shore storage tanks; for stopping ship/shore transfer ± detection of liquid spills; 7.2.14.1 General ± high and low pressure or vacuum in ship or The methods of isolation and disconnection are shore storage tanks; described below and are further defined by a flow ± loss of electric or control power on ship or diagram in annex A. shore; 7.2.14.2 Standard procedure of disconnection d) the indication of an ESD is sent to the main control room, the ship's cargo control room and the Except in cases of emergency, standard operating jetty control centre. procedures shall be used to stop the transfer of LNG. The ESD can also be initiated manually from each of The design of the pipework and loading/unloading these control rooms and will always automatically arms shall allow for the safe stoppage of LNG transfer initiate all the ESD functions. Transmission of the and the return of all the arms to the normal empty alarm shall be by an effective two-way data transfer position in the shortest possible time. The design shall link, one for sending the alarm and another for also consider the effect of ice formation on the arms, returning the ESD command. where necessary. ESD systems shall be designed to operate during a fire During LNG transfer the number of non-LNG connections between ship and shore shall be restricted at a temperature ranging from 1100 ÊC to 350 ÊC for a to the minimum to minimize the time of disconnection. period of 1,5 to 10 min respectively. By way of guidance, the normal disconnecting operation should be completed in about 1 h.



Page 8 EN 1532 : 1997

7.2.14.4 Emergency release procedure after completion of ESD (ERP1) An emergency disconnection is carried out only when normal disconnection cannot be achieved.

If following the operation of an ESD, an emergency condition still exists, the arms should be disconnected using the emergency release system (ERS). The ERS is either automatically activated by the range monitoring system or manually operated from the jetty control panel, the main control room or the ship's cargo control room. The disconnection of the ERS may be hazardous in the event of untimely operation, therefore provisions shall be taken to prevent false operation. Two disconnecting conditions need to be considered: ± disconnection after draining of the arms; in this case, the arm is disconnected in the empty condition (emergency empty unbalanced condition, see annex A); ± disconnection before draining of the arms; in this case, the arm is disconnected in the full condition (emergency full unbalanced condition, annex A); ± physical disconnection shall not be activated until the two ball valves in the ERC assembly are proved closed. (In this regard, reference should be made to prEN 1474.) 7.2.14.5 Emergency release procedure before ESD initiation and completion (ERP2)

In order to achieve the maximum protection for the terminal, in the case of excessive drift of the ship or for other reasons, the emergency release procedure can be initiated before completion of the ESD cycle. Initiation is automatically set by the range monitoring system or manually operated from the jetty control panel or the main control room.

Consideration should be given to the following items: ± quick release of the mooring system (only on shore); ± quick retraction gangway; ± quick disconnection of electric cables; ± quick release of all other ship/shore connections. The ERS valves may be closed in the ESD sequence to allow for an emergency release if this is required. NOTE. The purpose of the additional precautions is, among other things, to enable the ship to be released from all of her connections with the terminal within the shortest possible time without any increased risk. The release of the ship can only be achieved with the full knowledge and agreement of the ship's master.

8 Ship equipment 8.1 Ship's mooring equipment

The ship may be moored using either steel wire ropes provided with synthetic tails or by ropes made from synthetic material. It is usually found that nylon tails of about 11 m are satisfactory for this purpose. The terminal may be equipped with systems allowing the continuous verification of the mooring tensions. This information may be monitored by the terminal and fed back to the ship. A towing-off wire should be rigged by the ship at both bow and stern with the eye of the wire rope maintained just above sea level to facilitate easy connection by tugs in the event of an emergency. 8.2 Ship's working platform and cargo manifold arrangements

All the ship and shore piping equipment in contact with LNG shall be made of suitable material, as described in EN 1160.

Careful consideration should be given to the position of the ship in the berth and its position relative to the manifold. In this respect, the management of the mooring arrangements is of utmost importance. The ship's manifold should be specified in accordance with OCIMF recommendations. The ship's manifold support shall be designed to withstand the induced loads. These may be due to the LNG in the transfer arms, possible ice formulation, wind effect on the arms, and ship's drift and yaw. The ship shall be equipped with flanges suitable for connection with the shore arms transfer. The arms shall be mechanically connected to the ship as described in prEN 1474.

7.2.16 LNG loading/unloading arms

8.3 Motor operated valves (MOV) for ESD

Only rigid articulated piping shall be used for LNG transfer operations between ship and shore as defined in prEN 1474.

Emergency shut down valves at each manifold, both liquid and gas, shall be capable of both local and remote operation. The valves shall be fire-safe type in accordance with ISO 10497. At the design stage, consideration shall be given to the control of pressure surges. Furthermore, prior to loading and unloading operations, closing times of the emergency shutdown valves shall be checked.

Immediate release of the arms shall be followed by raising the arms into the stored position to avoid the risk of colliding with the ship's structure when it leaves the berth. The departure of the ship can only proceed in safe conditions and with the authority of the ship's master. 7.2.15 Material of construction

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7.3 Additional precautions

Additional precautions may be required as identified by the Hazard Analysis carried out by the terminal. To allow for the quick departure of the ship in the safest possible way, all the ship/shore connections should be equipped with a quick release system.



1997

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8.4 Ship's cargo control room operating devices The ship's cargo control room should contain the following primary equipment: ± VHF communications with the port authority; ± communications systems for the cargo transfer operation; ± general tank information, such as temperature and pressure; ± tank level monitoring equipment; ± ESD control devices; ± boil-off gas compressor controls; ± pump controls; ± cargo transfer valve controls; ± trim monitor; ± ballasting control; ± gas monitoring system; ± fire alarm monitoring system. In addition, operating procedures, safety advice and emergency procedures relevant to the particular terminal should be available for the loading/unloading operations. 8.5 Ship's fire fighting equipment The fire fighting equipment near the manifold shall consist of the following: ± dry powder; ± water sprinkler/water curtains; ± water hoses; ± protective clothing. The manifold area is protected by ship and shore fire fighting equipment. The ship's fire fighting equipment shall be independent of the shore facility.

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8.6 Protection of the ship's structure Protection against the risks of LNG spillages shall be provided for the deck and the side of the ship in the manifold area during transfer. The ship shall be equipped with a drip protection (e.g. tray) under the manifold to protect the deck. A water curtain or other suitable means shall be used to protect the side of the ship. 8.7 Communication equipment 8.7.1 General All communication equipment for use in hazardous areas shall be suitable for such use. Facilities shall be provided for oral communication and data exchange. 8.7.2 Oral The systems that are normally used for oral communication are portable radios and telephones (see 7.2.8). A VHF radio should be available for communication with the Port Authority.

As appropriate, electrical instrumentation should be explosion-proof, intrinsically safe or a certified safe type in accordance with the relevant marine standard. 8.9 LNG pumping system

All of the ship's pumps may deliver simultaneously; however the ship shall only pump at a rate acceptable to the terminal. Criteria to be considered for the transfer include: ± the characteristics of the pump or pumps (flow versus head). These characteristics should be carefully chosen in both the loading and unloading operation; ± the temperature of the LNG; ± the cargo flow velocity. LNG transfer shall be carried out in accordance with procedures agreed between the ship and the terminal. The ship's cargo pumps shall have remote start/stop buttons. Discharge pressure and motor current information shall be monitored in the ship's cargo control room. In the case of a failure of a main cargo pump in a ship's tank, emergency means of transfer shall be provided. 8.10 Cooling down systems When a ship is to be loaded, cooling down of the ship's equipment should normally be carried out early enough to prevent delay of loading or unloading. 8.11 Bunkering connection The bunkering connection on board ship should be positioned and fitted with reference to OCIMF procedures. (In this respect, reference should be made to the OCIMF recommendations: Annex B: Reference 3.) 8.12 Fresh water connection Ships should be equipped with standardized flanges as given in ISO 5620-1 and ISO 5620-2. 8.13 Arrangements for personnel access For personnel movement and ship's provisioning, see 7.2.9.

9 Ship/shore transfer facility equipment 9.1 General The transfer facility shall comply with the minimum safety requirement as established by the Hazard Analysis on each LNG terminal. 9.2 Design and construction of the jetty and associated equipment

8.7.3 Data links In order for the ship to exchange data with the terminal via the data link, the ship shall be fitted with a suitable socket to connect to the terminal connection. (See 7.2.8.) Copyright British Standards Institution © BSI Provided by IHS Markit under license with1997 BSI - Uncontrolled Copy No reproduction or networking permitted without license from IHS

8.8 Ship's electrical safety

9.2.1 General The design and construction of the jetty shall take into consideration, where appropriate, the design of all the ships designated to call at the terminal, and also the applicable environmental conditions.


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The position of the jetty shall take account of: ± the prevailing winds and currents to limit their effects on the ship; ± the possibility of collision from passing shipping. The berth should be located outside main navigation channels; ± an allowance for the ship to leave the jetty without outside help; ± the requirements for a suitable turning circle. The design of the jetty shall take into account: ± design and testing required by civil engineering works; ± nature of the ground and subsoil; ± the dimensions of the ships to be received; ± cathodic protection, if necessary, of the metallic parts in contact with water, e.g. the metal pile; ± the need for a jetty containment area to be installed around the transfer arms, pipelines and associated valves; ± local requirements; ± applicable loads, including: ± loading/unloading arms; ± piping; ± drainage and surge drums; ± safety equipment; ± any buildings or structures; ± crane and gangway; ± mooring systems; ± stresses brought about by the impact of ships when berthing; ± maintenance of emergency equipment, e.g. cranes for overhauling the loading/unloading arms; ± seismic stresses. ` , ` ` , ` , , , , , ` ` , , ` ` , ` ` , ` ` , ` ` ` , ` ` ` , , ` , , ` , ` , , ` -

9.2.2 Mooring and fendering arrangements The terminal's mooring system shall be designed and laid out to allow for the safe handling of the range of ships to be accommodated at the terminal. Mooring hooks shall be installed on swivelling and rotating supports and be fitted with a quick release mechanism. The quick release can only be operated by the terminal on the master's authority. A mooring tension monitoring system may be provided to enable tensions to be measured and displayed both on the ship and on the jetty. Load cells to measure the tension in each mooring wire should be fitted to each mooring hook and these data should be processed by a central computer located on the jetty or ashore with a remote readout available on board the ship. To allow safe connection of the LNG loading/unloading arms, the ship's manifold shall be properly positioned with respect to the loading/unloading arms to be used. The fenders shall be designed to spread the load of the berthing impacts over a suitably large area of the ship's hull.


9.2.3 Installation of loading/unloading arms

See prEN 1474. 9.2.4 Jetty control centre It is recommended that the jetty control centre contains the following equipment: ± the communications system between the main control room of the terminal and the ship's cargo control room;

± the loading/unloading arm controls; ± the purging control system for the loading/unloading arms; ± the emergency uncoupling controls (push button for ESD and ERS); ± the controls for cooling down the arms; ± the fire fighting control centre (jetty head only); ± weather data station; ± mooring tension monitoring equipment. For safety reasons, the ship should be constantly monitored from the jetty control centre. 9.2.5 Jetty piping arrangement The design of piping and pipe insulation is dealt with in prEN 1473. 9.3 Loading/unloading arms The design and testing of the loading/unloading arms is set out in prEN 1474. The arms shall be equipped with range monitoring sensors for measuring displacement in the ship's position. This information is used by the ESD system. After draining, a positive nitrogen pressure shall be used to inactivate the arms before disconnection and returning them in the stored position. 9.4 Communication equipment (see 8.7) 9.4.1 Oral Portable radios are the most usual means of oral communication between ship and shore during mooring and connecting operations. The terminal shall install an emergency stand-by oral communication link. This may be a VHF link. 9.4.2 Data links For use during LNG transfer, the terminal shall be equipped with a hard wire data link suitable for transferring information between ship and shore. A suitable back up system should be provided for this data link. 9.5 Firefighting equipment and procedures 9.5.1 Fixed equipment Both fixed powder and water firefighting equipment shall be provided. Fixed fire fighting equipment shall be installed at a high enough level on the jetty to ensure sufficient range to reach the highest part of the ship's deck during the highest tide.


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All parts of the Ship/shore Transfer Facility should be within range of fire fighting equipment. Fire fighting procedures shall be agreed between the terminal, local authorities and the ship's crew. Powder guns may be provided for putting out or controlling a fire. The powder supplies are situated at a lower level on the jetty to protect them from heat radiation during a fire. A remote control for these guns shall be provided. (Refer to prEN 1473.) 9.5.2 Portable equipment

Portable fire extinguishers made to the appropriate standard should be set ready at each berth so that an outbreak of a small fire can be immediately tackled. For LNG fires, dry powder extinguishers are suitable and at least two extinguishers should be available close to the manifold area during cargo transfer. Dry powder extinguishers should have a minimum capacity of 9 kg. They should preferably be supplemented by larger mobile units (e.g. powder extinguishers of 50 kg capacity). At other locations on the terminal where fires could occur (e.g. control rooms, jetty centres) suitable extinguishers should be provided. 9.5.3 Water supply

A firefighting water supply is essential for cooling purposes and can also be used in a fog or spray form against fires and for screening firefighting personnel. It can also be used to disperse vapour clouds. The firemain may be kept dry or charged when no ship is berthed, but should always be pressurized while LNG is being transferred. Where necessary, the firemain should be protected against impact and freezing. The capacity of the firemain will depend on the flow rate needed to supply the equipment and to produce effective jets or sprays of the required reach. Sizing should be based on the information provided in prEN 1473. 9.6 Main control room

For the purpose of this standard, the main control room shall be equipped with: ± the systems for monitoring the cargo transfer operation; ± the systems for communication with the ship's cargo control room; ± a visual monitoring system for the transfer operation; ± a marine VHF station (part of the port network), the use of which is strictly reserved for sending safety messages; ± the communications system with the jetty control centre; ± the arrangements for the ESD; ± the measurement of meteorological data.

9.7 Vapour return system

Volume compensation for the ship's tanks is provided by vapour return to or from the terminal's storage tanks. It is transferred through the vapour arm located in the main manifold area. Any gas not required onboard ship should be passed to the vapour recovery systems of the terminal. Consideration should be given to the following when designing vapour return systems: ± the maximum gas velocity; ± the pressure; ± the temperature. 9.8 Crew and personnel access (see 7.2.9)

For the purposes of security and safety, terminals should develop procedures to control visitors and non company personnel at the jetty and along the approach roads. 9.9 Motor operated valves (MOV) for ESD

These valves should be as described in 8.3. 9.10 Jetty's electrical safety

All the instrumentation shall be explosion-proof, intrinsically safe or a certified safe type in accordance with EN 50014 to EN 50020. 9.11 Ship's storing arrangements

If a crane is provided for the ship's storing, it shall comply with the appropriate area classification in which it is operated.

10 LNG transfer procedure 10.1 Necessary provisions prior to ship acceptance

The ship should hold a valid Certificate of Fitness, otherwise, it will not be accepted. (In this respect, reference should be made to the relevant IMO gas code.) 10.2 Conditions for port entry

The ship is brought up to the jetty, if weather and sea conditions are considered acceptable by port authorities, harbour pilot and the ship's master. Tugs should be available to provide early and effective assistance. Where necessary, mooring boats and mooring gangs should be in attendance. 10.3 Conditions to be fulfilled prior to connecting loading/unloading arms

a) Ship/shore Safety Check List shall be completed and procedures agreed (see 7.2.4). b) The LNG cargo quantity on board the ship shall be calculated. c) All the necessary documents shall be completed. d) The ship's manifold should be properly located within the design operating envelope of the loading/unloading arms.

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Page 12 EN 1532 : 1997

10.4 Conditions to be fulfilled prior to the transfer of LNG

a) Connection of the loading/unloading arms (the vapour arm should be connected first). b) Mutual testing of communication links to ensure proper operation of the ESD signal and the ERP operation. All limit switches for ESD functions should be checked. c) Connections and safety devices shall be tested. d) Nitrogen is shown to be flowing through the swivel joints to prevent them from freezing. e) Systems, including the loading/unloading arms, are cooled down, according to a set procedure to avoid excessive thermal stresses. 10.5 Fulfilment of the safety conditions during transfer operations

a) Navigation of other ships shall be limited within a specified zone surrounding the ship and shall be subject to local rules and regulations. b) Storing of provisions on the ship is forbidden. c) Work on the jetty is only carried out under controlled conditions. d) The movement of vehicles is controlled within the jetty area. The authorization for supplying stores should not be given during LNG transfer. Authorization for loading bunkers from the shore may be given as long as appropriate procedures are adopted. 10.6 Conditions to be fulfilled following ship's transfer On completion of cargo transfer, the disconnection of loading/unloading arms shall be made only after:

10.7 Shore and ship protection of personnel on duty

Suitable personal protective equipment should be made available for those involved in the LNG transfer operation. 10.8 Responsibilities 10.8.1 Normal procedure

± The ship's mooring operation is controlled by the ship's master, assisted by the harbour pilot and the terminal representative positioned on the jetty; ± the connection of the loading/unloading arms is made by terminal personnel; ± the LNG transfer operation is co-ordinated by both the ship and the terminal control rooms; ± authorization for the access of visitors on to the ship is given by the ship's master; ± ship's visitors passing through the terminal need permission from terminal management. 10.8.2 Emergency procedure

± The ESD can be initiated from either the ship's cargo control room, the jetty control centre or the main control room; ± the maintenance of the ERS is the responsibility of the terminal; ± any quick release of the moorings is only carried out with the authority of the ship's master when the ship is ready to leave the jetty.

11 Training of personnel Training of all staff involved in the monitoring and handling of LNG shall be provided to enable them to perform their duties safely and efficiently.

a) all pumps have been stopped; b) all valves have been closed in accordance with the agreed procedures; c) the arms have been cleared of liquid and vapour and purged with nitrogen; d) agreement has been reached between ship and shore staff that the arms can be disconnected. The liquid arm should be disconnected before the vapour arm.



1997

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N P C r o o o r v p e i y p d r i r e g o d h d b t u y B c r t i i I H t o i n S s h o M S r a t n r a e k n t d i w t a o u r n d r k d s i e I n g r n © s l i p c t i e e t u r nB m s t i o e i S t n t e w I d t i 1 w h i B 9 t h S o 9 u I - 7 t U l i n c e c n o s n e t r o f r l o l m e d I C H S o p y

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Annex A (informative) General safety philosophy

N L i o c t e f n o r s R e e e = s L a o l l y e , d 0 s 6 R / 2 e 8 g / i 2 s 0 t 1 e r 8 G 0 r 3 o : 2 u 5 p : 4 S 7 e v M r i D c e T s / 5 9 8 9 8 9 8 0 2 0 , U s e r = b u r g e s s , f l o y d

Figure A.1 General safety philosophy for stopping LNG transfer

E N 1 5 3 2 P a : g 1 9 e 9 1 7 3

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Annex B (informative) Bibliography 1.

Safe Transport, Handling and Storage of Dangerous Substances in Port Areas, 1983, IMO. ISBN 92-801-1160-4.

2.

Mooring Equipment Guidelines, 1992, OCIMF. ISBN 1-85609-088-4.

3.

Guidelines and recommendations for the safe mooring of large Ships at Piers and Sea Islands , 1994, OCIMF. ISBN 1-85609-054-X.

4.

Recommendations for manifolds for refrigerated Liquefied Natural Gas carriers Ð (LNG) 1994, OCIMF. ISBN 1-85609-066-3.

5.

Guidelines on the Alleviation of Excessive Surge Pressures on ESD , 1987, SIGTTO. ISBN 0 948691 40 9.

6.

Liquified Gas Handling Principles on Ships and in Terminals , 1995, SIGTTO. ISBN 1-85609-087-6.

7.

International Code for the Construction and Equipment of ships carrying liquified gases in bulk , IMO. ISBN 92-801-1277-5.

8.

Code for the construction and equipment of ships carrying liquefied gases in bulk , IMO. ISBN 92-801-1165-5.

9.

ISO 5620-1 Shipbuilding and marine structures Ð Filling connection for drinking water tanks Ð Part 1: General requirements.

10.

ISO 5620-2 Shipbuilding and marine structures Ð Filling connection for drinking water tanks Ð Part 2: Components

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1997

BS EN 1532 : 1997

List of references

See national foreword.

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BS EN 1532 LNG SHIP TO SHORE INTERFACE.pdf

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