EN ISO 28460:2010

SLOVENSKI STANDARD
01-junij-2011
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SIST EN 1532:1999
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Petroleum and natural gas industries - Installation and equipment for liquefied natural
gas - Ship-to-shore interface and port operations (ISO 28460:2010)
Erdöl und Erdgas Industrie - Anlagen und Ausrüstung für Flüssigerdgas - Schnittstelle
zwischen Schiff und Land und Hafenbetrieb (ISO 28460:2010)
Industries du pétrole et du gaz naturel - Installations et équipements relatifs au gaz
naturel liquéfié - Interface terre-navire et opérations portuaires (ISO 28460:2010)
Ta slovenski standard je istoveten z: EN ISO 28460:2010
ICS:
75.200 2SUHPD]DVNODGLãþHQMH Petroleum products and
QDIWHQDIWQLKSURL]YRGRYLQ natural gas handling
]HPHOMVNHJDSOLQD equipment
2003-01.Slovenski inštitut za standardizacijo. Razmnoževanje celote ali delov tega standarda ni dovoljeno.

EUROPEAN STANDARD
EN ISO 28460
NORME EUROPÉENNE
EUROPÄISCHE NORM
December 2010
ICS 75.200 Supersedes EN 1532:1997
English Version
Petroleum and natural gas industries - Installation and
equipment for liquefied natural gas - Ship-to-shore interface and
port operations (ISO 28460:2010)
Industries du pétrole et du gaz naturel - Installations et Erdöl und Erdgasindustrie - Anlagen und Ausrüstung für
équipements relatifs au gaz naturel liquéfié - Interface Flüssigerdgas - Schnittstelle zwischen Schiff und Land und
terre-navire et opérations portuaires (ISO 28460:2010) Hafenbetrieb (ISO 28460:2010)
This European Standard was approved by CEN on 10 December 2010.

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 CEN-CENELEC Management Centre or to any CEN member.

This European Standard exists 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-CENELEC Management Centre has the same
status as the official versions.

CEN members are the national standards bodies of Austria, Belgium, Bulgaria, Croatia, Cyprus, Czech Republic, Denmark, Estonia,
Finland, France, Germany, Greece, Hungary, Iceland, Ireland, Italy, Latvia, Lithuania, Luxembourg, Malta, Netherlands, Norway, Poland,
Portugal, Romania, Slovakia, Slovenia, Spain, Sweden, Switzerland and United Kingdom.

EUROPEAN COMMITTEE FOR STANDARDIZATION
COMITÉ EUROPÉEN DE NORMALISATION

EUROPÄISCHES KOMITEE FÜR NORMUNG

Management Centre: Avenue Marnix 17, B-1000 Brussels
© 2010 CEN All rights of exploitation in any form and by any means reserved Ref. No. EN ISO 28460:2010: E
worldwide for CEN national Members.

Contents Page
Foreword .3

Foreword
This document (EN ISO 28460:2010) has been prepared by Technical Committee ISO/TC 67 “Materials,
equipment and offshore structures for petroleum, petrochemical and natural gas industries” in collaboration
with 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 June 2011, and conflicting national standards shall be withdrawn at
the latest by June 2011.
Attention is drawn to the possibility that some of the elements of this document may be the subject of patent
rights. CEN [and/or CENELEC] shall not be held responsible for identifying any or all such patent rights.
This document supersedes EN 1532:1997.
According to the CEN/CENELEC Internal Regulations, the national standards organizations of the following
countries are bound to implement this European Standard: Austria, Belgium, Bulgaria, Croatia, Cyprus, Czech
Republic, Denmark, Estonia, Finland, France, Germany, Greece, Hungary, Iceland, Ireland, Italy, Latvia,
Lithuania, Luxembourg, Malta, Netherlands, Norway, Poland, Portugal, Romania, Slovakia, Slovenia, Spain,
Sweden, Switzerland and the United Kingdom.
Endorsement notice
The text of ISO 28460:2010 has been approved by CEN as a EN ISO 28460:2010 without any modification.

INTERNATIONAL ISO
STANDARD 28460
First edition
2010-12-15
Petroleum and natural gas industries —
Installation and equipment for liquefied
natural gas — Ship-to-shore interface and
port operations
Industries du pétrole et du gaz naturel — Installations et équipements
relatifs au gaz naturel liquéfié — Interface terre-navire et opérations
portuaires
Reference number
ISO 28460:2010(E)
©
ISO 2010
ISO 28460:2010(E)
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ii © ISO 2010 – All rights reserved

ISO 28460:2010(E)
Contents Page
Foreword .v
Introduction.vi
1 Scope.1
2 Normative references.2
3 Terms, definitions and abbreviated terms.2
3.1 Terms and definitions .2
3.2 Abbreviated terms.4
4 Description and hazards of LNG.4
5 Potential hazardous situations associated with LNG transfer .5
6 Possible factors affecting ship/shore interface and port operations .5
7 Jetty .6
7.1 Siting of jetty.6
7.2 Multi-product berths.7
7.3 Vapour return system .7
8 Marine operations.7
8.1 General .7
8.2 Port transit .7
8.3 Port services .8
8.4 Marine interface.9
9 Hazardous areas and electrical safety .12
9.1 Jetty's electrical safety .12
9.2 Insulating flanges.12
10 Security .12
11 Hazard management .13
11.1 Protection from leakage and spillage of LNG .13
11.2 Fire hazard management .13
12 Access and egress.14
12.1 General .14
12.2 Normal access and egress .14
12.3 Emergency access and egress .14
13 Onshore power supply.15
14 Ship/shore communications .15
14.1 General .15
14.2 Voice communications .15
14.3 Data communications .15
14.4 Emergency shut-down signal .15
15 Cargo transfer.16
15.1 Pre-cargo-transfer meeting .16
15.2 Marine transfer arms.17
15.3 Emergency shut-down and emergency release systems .18
15.4 Safety and maintenance of ESD, ERS and QC/DC systems .19
16 Custody transfer.20
17 Provision and training of staff .20
ISO 28460:2010(E)
17.1 Staff for the terminal. 20
17.2 Coordination. 20
Annex A (informative) Ship's equipment . 21
Annex B (informative) Typical cargo operation flow chart . 22
Annex C (informative) General safety philosophy for stopping LNG transfer. 23
Annex D (informative) Recommended pin configurations for fibre-optic and electric ship/shore
links (SSLs) . 24
Bibliography. 27

iv © ISO 2010 – All rights reserved

ISO 28460:2010(E)
Foreword
ISO (the International Organization for Standardization) is a worldwide federation of national standards bodies
(ISO member bodies). The work of preparing International Standards is normally carried out through ISO
technical committees. Each member body interested in a subject for which a technical committee has been
established has the right to be represented on that committee. International organizations, governmental and
non-governmental, in liaison with ISO, also take part in the work. ISO collaborates closely with the
International Electrotechnical Commission (IEC) on all matters of electrotechnical standardization.
International Standards are drafted in accordance with the rules given in the ISO/IEC Directives, Part 2.
The main task of technical committees is to prepare International Standards. Draft International Standards
adopted by the technical committees are circulated to the member bodies for voting. Publication as an
International Standard requires approval by at least 75 % of the member bodies casting a vote.
Attention is drawn to the possibility that some of the elements of this document may be the subject of patent
rights. ISO shall not be held responsible for identifying any or all such patent rights.
ISO 28460 was prepared by Technical Committee ISO/TC 67, Materials, equipment and offshore structures
for petroleum, petrochemical and natural gas industries.
ISO 28460:2010(E)
Introduction
The original liquefied natural gas (LNG) business was based on long-term sale and purchase agreements with
essentially dedicated fleets and terminals and each party having a thorough understanding of the particular
ship/shore interface, which resulted in a safe and reliable operation.
The considerable growth of the LNG short-term and spot cargo markets has resulted in the requirement to
ensure that the ship/shore interface issues are standardized and well understood to ensure the continuing
safe transportation of LNG.
It is necessary that each LNG port facility and terminal have its own specific safety and operational systems
and that LNG carriers using the facility comply with these systems. For all vessels, it is necessary to take
particular care to ensure that the basic requirements laid down in this International Standard are understood
and applied at each cargo transfer in order to ensure the safe, secure and efficient transfer of cargo between
ship and shore or vice versa.
This International Standard relates to marine operations during the vessel's port transit and the transfer of
cargo at the ship/shore interface taking into account the publications of the International Maritime Organization
(IMO), the Society of International Gas Tankers and Terminal Operators (SIGTTO), the International Group of
Liquefied Natural Gas Importers (GIIGNL) and the Oil Companies International Marine Forum (OCIMF).
Relevant publications by these and other organizations are listed in the Bibliography.
It is not necessary that the provisions of this International Standard be applied retrospectively and it is
recognized that national and/or local laws and regulations take precedence where they are in conflict with this
International Standard.
vi © ISO 2010 – All rights reserved

INTERNATIONAL STANDARD ISO 28460:2010(E)

Petroleum and natural gas industries — Installation and
equipment for liquefied natural gas — Ship-to-shore interface
and port operations
1 Scope
This International Standard specifies the requirements for ship, terminal and port service providers to ensure
the safe transit of an liquefied natural gas carrier (LNGC) through the port area and the safe and efficient
transfer of its cargo. It is applicable to
a) pilotage and vessel traffic services (VTS);
b) tug and mooring boat operators;
c) terminal operators;
d) ship operators;
e) suppliers of bunkers, lubricants and stores and other providers of services whilst the LNG carrier is
moored alongside the terminal.
This International Standard includes provisions for
⎯ a ship's safe transit, berthing, mooring and unberthing at the jetty;
⎯ cargo transfer;
⎯ access from jetty to ship;
⎯ operational communications between ship and shore;
⎯ all instrumentation, data and electrical connections used across the interface, including OPS (cold
ironing), where applicable;
⎯ the liquid nitrogen connection (where fitted);
⎯ ballast water considerations.
This International Standard applies only to conventional onshore liquefied natural gas (LNG) terminals and to
the handling of LNGC's in international trade. However, it can provide guidance for offshore and coastal
operations.
ISO 28460:2010(E)
2 Normative references
The following referenced documents are indispensable for the application of this document. For dated
references, only the edition cited applies. For undated references, the latest edition of the referenced
document (including any amendments) applies.
1)
IMO , International ship and port facility security code (ISPS Code), 2003
IMO, International code for the construction and equipment of ships carrying liquefied gases in bulk
(IGC Code), 1993
2)
SOLAS chapter II-2 and chapter V, regulation 12
3 Terms, definitions and abbreviated terms
3.1 Terms and definitions
For the purposes of this document, the following terms and definitions apply.
3.1.1
communication
all methods of transmitting written or verbal information, including information covered by data links
3.1.2
control room
area situated in the terminal from which cargo operations are monitored and controlled
3.1.3
conventional onshore LNG terminal
LNG export or receiving terminal that is located on-shore and that has a marine transfer facility for the loading
or unloading of LNG carriers in a harbour or other sheltered coastal location
NOTE The transfer facility consists of a wharf or fixed structure capable of withstanding the berthing loads of a fully
laden LNG carrier of a given specification and mooring the vessel safely alongside. This includes any structure connected
to the shore by a trestle, tunnel or other means, facilitating the LNG transfer and ancillary services and providing safe
access and egress for personnel performing maintenance or operational duties.
3.1.4
emergency release system
ERS
system that provides a positive means of quick release of transfer arms and safe isolation between ship and
shore, following a predefined procedure including an emergency shut-down (ESD)
NOTE The operation of the emergency release system can be referred to as an “ESD II”.
3.1.5
emergency shut-down
ESD
method that safely and effectively stops the transfer of LNG and vapour between ship and shore or vice versa
NOTE The operation of this system can be referred to as an “ESD I”. Ship/shore ESD systems should not be
confused with other emergency shut-down systems within the terminal or on board ship.

1) IMO International Maritime Organization
2) SOLAS: International Convention for Safety of Life at Sea.
2 © ISO 2010 – All rights reserved

ISO 28460:2010(E)
3.1.6
fail-safe
property of a component or system that fails towards a safer or less hazardous condition
3.1.7
jetty
facility consisting of a trestle or similar structure, berthing facilities including fendering and topside equipment
to enable the transfer of LNG between ship and shore
3.1.8
LNGC cargo control room
area situated on board the ship from which the control of the ship's transfer operation is directed
3.1.9
LNGC heel
quantity of cargo that remains on board (ROB) after discharge to maintain the cargo tank temperature and/or
to provide fuel gas
3.1.10
marine exclusion zone
area around the jetty (3.1.7) in which no unauthorized traffic is allowed to enter
NOTE 1 This may vary according to jetty operations and security levels.
NOTE 2 There may also be a land-use planning exclusion zone, in which no public permanent human activity is
allowed.
3.1.11
moving safety zone
area around the transiting LNG carrier, into which no unauthorized traffic is allowed to enter, so as to protect
the vessel from marine hazards (collision, grounding) while in transit
3.1.12
onshore power supply
OPS
provision of electrical power to a vessel from shore to minimize local atmospheric pollution
NOTE This can be referred to as “cold ironing”.
3.1.13
ship's cargo manifold
flanged pipe assembly, mounted on board ship to which the outboard flanges of the transfer arms are
connected
[4]
NOTE See also OCIMF .
3.1.14
ship/shore compatibility study
study undertaken by the ship owner or technical manager and terminal operators to ensure the vessel can
safely berth and transfer cargo at a particular terminal
3.1.15
ship/shore interface
matching of ship to shore and all operations relating to LNG cargo transfer, ship's access and ship's supplies
3.1.16
ship/shore safety check-list
list of items that are checked by ship and shore prior to commencing cargo operations using the current
ISGOTT edition as applicable to the transfer of LNG
NOTE See Reference [2].
ISO 28460:2010(E)
3.1.17
vessel traffic services
VTS
shore-side systems which range from the provision of simple information messages to ships, such as position
of other traffic or meteorological hazard warnings, to extensive management of traffic within a port or
waterway
NOTE SOLAS Chapter V (Safety of Navigation) states that governments may establish VTS when, in their opinion,
the volume of traffic or the degree of risk justifies such services.
3.1.18
vetting
process of marine quality assurance by assessing ship quality against a known standard to determine
acceptance for use
NOTE 1 The process of assessing the ship quality should include the assessment of operational standards of the
vessel, including crew competency and training, adherence to class and international rules and the ship's physical
condition.
NOTE 2 Recognized industry inspection reports of the ship, ship manager, port state control databases and class
reports provide some of the information that assist in determining the vetting decision.
3.2 Abbreviated terms
ERC emergency release coupling
LNG liquefied natural gas
LNGC liquefied natural gas carrier
QC/DC quick connection/disconnection coupling
ROB remaining on board
SSL ship/shore link
4 Description and hazards of LNG
[28]
The characteristics of LNG are described in EN 1160 .
The main hazards are also defined in EN 1160 and those most important in the transfer of LNG are:
⎯ the cryogenic temperatures, which can cause injury to people (frostbite), and also cause damage to non-
cryogenic materials such as carbon steel, which lose their mechanical properties, become brittle and
fracture;
⎯ fire, explosion or asphyxiation from possible leaks or spillage of LNG;
⎯ the overpressure resulting in shock waves, caused by rapid phase transition (RPT) of LNG due to the
interaction between LNG and water;
⎯ overpressure due to thermal expansion of trapped LNG.
Release to the atmosphere should be avoided as methane is considered a greenhouse gas.
NOTE It is necessary that standards for security, fire protection equipment and explosion-proof equipment be in
accordance with local rules and regulations as appropriate to the application.
4 © ISO 2010 – All rights reserved

ISO 28460:2010(E)
5 Potential hazardous situations associated with LNG transfer
The following hazardous situations should be considered for operational and contingency planning by all
relevant parties:
⎯ failure of ship's mooring;
⎯ incorrect adherence to cool-down or warm-up procedures, including purging and draining of transfer arms
and piping;
⎯ flange and valve leaks including QC/DC;
⎯ overfilling of tanks (ship and shore);
NOTE Experience shows that overfilling of ship's tanks, due to human error, also occurs during discharge
operations.
⎯ failure of ERC, including activation of coupler whilst ball valves are still open;
⎯ overpressure/underpressure of tanks (ship and shore);
⎯ excessive surge pressure in transfer lines.
6 Possible factors affecting ship/shore interface and port operations
The following factors should be considered for operational and contingency planning by all relevant parties:
a) environmental factors;
b) atmospheric conditions (wind, lightning, etc.);
c) sea conditions;
d) current effects to determine the berthing strategy;
e) seismic conditions (potential for earthquake and/or tsunami);
f) rise and fall of the tide;
g) silt (turbidity) in harbour water that can be deposited in ballast tanks;
h) ice conditions affecting navigation, port and jetty operations;
i) tropical revolving storms;
j) high latitude factors;
Other factors that should be considered are
⎯ heavy jetty contact during berthing or unberthing;
⎯ impact from another ship;
⎯ LNG ship movement along the jetty, e.g. due to engine control malfunction, tidal forces, wind and wind
gusts, failure or slackening of mooring lines, or by the interaction effect from ships passing nearby;
⎯ grounding and other navigational errors during port transit;
ISO 28460:2010(E)
⎯ loss of LNG ship power or tug line or engine failure during ship manoeuvring;
⎯ bunkering and storing;
⎯ noxious or flammable gas release at the terminal or its surroundings;
⎯ emergencies including fire on vessel or shore.
NOTE See Annex A for information on ship's equipment.
7 Jetty
7.1 Siting of jetty
The location and configuration of the LNG jetty and marine exclusion zone should be the result of a risk
assessment taking into consideration, as a minimum, the following:
⎯ physical location of the berthing facility with regard to marine topography;
⎯ local oceanographic and meteorological conditions;
⎯ frequency, displacement and types of passing ships;
⎯ closest point of approach and course of passing ships, including the requirements of a moving safety
zone;
⎯ distance to populated areas and population density;
⎯ potential for future increase in port traffic;
⎯ total inventory of flammable products on the jetty;
⎯ emergency departure considerations;
⎯ potential for uncontrolled sources of ignition nearby, over which the terminal operator might not have
control;
⎯ distance from other berths;
⎯ type of products and operations on adjacent berths, including the different safety philosophies and
requirements between LNG and other cargo types;
⎯ proximity, displacement and type of vessels manoeuvring at adjacent berths.
Mitigation measures may include stopping cargo transfer whilst a vessel is manoeuvring at an adjacent berth,
increasing the number and power of tugs, and more restrictive environmental windows.
All applicable national statutory and regulatory requirements shall be complied with.
Risk assessments required or recommended by Clauses 7 and 8 should be undertaken by a team including
personnel with marine expertise, LNG carrier operational experience and local knowledge.
Sources of additional information and guidance are listed in the Bibliography.
6 © ISO 2010 – All rights reserved

ISO 28460:2010(E)
7.2 Multi-product berths
A berth may be designed to handle LPG, condensates, other hydrocarbons or liquefied gas products in
addition to LNG.
The differing safety philosophies and process requirements of the LNG industry to those of the dry cargo
trades shall preclude the sharing of marine facilities between these trades due to unacceptably high levels of
risks.
7.3 Vapour return system
Pressure management for the ship's tanks should be provided through the vapour arm linking with the
terminal.
The vessel shall not be loaded unless the vapour arm is connected. The system shall be operational and
capable of accepting the maximum vapour flow required to meet the loading rate.
The vessel should not normally discharge unless the vapour arm is connected. However, on a non-routine
basis, it might be acceptable for the ship to discharge while maintaining its tank pressure using on-board
vaporizers, e.g. during vapour arm maintenance.
Venting by either ship and/or terminal shall be permitted only under emergency conditions.
NOTE Many ships are now being fitted with gas combustion units (GCUs) to control a tank's pressure in the event of
[24]
excessive boil-off. The US CFR 154.703 requires that these units have a maximum exhaust temperature of 535 °C and
do not exhibit a visible flame.
8 Marine operations
8.1 General
A ship/shore compatibility study shall be undertaken prior to any LNGC visiting a terminal for the first time.
Every phase of the LNGC's transit from the open sea to its terminal berth and return to sea shall be analysed
to mitigate the potential for an incident. Both the physical features of the transit and associated port services,
including pilotage and towage, shall be examined to ensure the safety and security of the operation.
Port and/or terminal operators should ensure that the condition of the vessel is suitable to transfer cargo at
their terminal; this normally requires a vetting inspection.
[23]
The terminal should ensure that it is operating to best industry practice, such as OCIMF .
It is recommended that, where possible, the terminal access reports from an existing ship inspection system to
minimize the burden on the ship's staff due to repetitive inspections.
8.2 Port transit
8.2.1 Passage planning
The vessel shall have available a passage plan for the port transit. The plan shall include careful evaluation of
the berthing strategy, particularly in ports with strong currents and large tidal ranges.
There shall be an exchange of information between ship's master and pilot in safe water prior to commencing
the port transit.
It is recommended that passage plan information (including “abort” procedures) be provided to the LNGC in
advance of arrival, so that the ship's master can incorporate it into the vessel's passage plan.
ISO 28460:2010(E)
8.2.2 Moving safety zones
A moving safety zone shall be established around the transiting LNGC, into which no unauthorized traffic shall
be allowed to enter. The purpose of this zone is to protect the vessel from marine hazards (collision,
grounding) while in transit. The dimensions and shape of this zone and the necessity for escort vessels shall
be determined by a risk assessment and/or local requirements, giving, as a minimum, consideration to traffic
type, movement and density, channel dimensions, tidal factors and meteocean factors.
8.2.3 Limiting environmental conditions for operations
Limiting meteorological and/or bathymetric conditions for both ship operations alongside and port transits shall
be established and reviewed as necessary.
Current weather forecasts shall be made available to the ship from shore. The decision to berth or unberth
should take into consideration the time required for cargo transfer and the safe departure of the vessel taking
into account any restrictions of partial filling of cargo tanks (see 8.4.1). Real-time wind speed and direction at
the berth should be available to the vessel prior to berthing and while alongside.
Weather forecasts generally give average wind speeds at 10 m height. This should be taken into
consideration when making operational decisions for berthing high-sided LNG carriers.
8.2.4 Anchorages
No anchorage dedicated for use by laden LNG carriers shall be located in a position where there is a risk of
collision with large-displacement vessels travelling at speed.
If deemed necessary, provision should be made for an emergency anchorage if it is required for the vessel to
abort the port transit and be unable to return to sea.
8.3 Port services
8.3.1 General
All providers of operational port services should have a quality assurance system in place.
8.3.2 Vessel traffic services
A vessel traffic service shall be provided in accordance with the requirements and recommendations of
SOLAS chapter V (Safety of Navigation).
Vessel traffic services (VTS) contribute to the safety of life at sea, the safety and efficiency of navigation and
the protection of the marine environment, adjacent shore areas, work sites and offshore installations from
possible adverse effects of maritime traffic.
The level of services provided by the VTS shall be commensurate with the volume of traffic and/or degree of
risk associated with the approaches, pilotage and berthing at the LNG terminal.
8.3.3 Tugs
The number and power of the tugs should be such that they can safely berth the LNG carrier if one of the tugs
or the LNG carrier loses propulsive power or steerage, at the maximum operational weather conditions
permitted for berthing. Escort towage philosophy should consider the risks of grounding or collision through
loss of steerage or power by the LNG carrier.
When there is a possibility during towing operations that the load on the towing line can exceed the safe
[2]
working load of any part of the system, a tension meter should be fitted on the tug. See OCIMF .
8 © ISO 2010 – All rights reserved

ISO 28460:2010(E)
8.3.4 Pilotage
Pilots of LNG carriers shall assist in the development of the ship-handling parameters for the terminal and
undergo training in the handling of these vessels. Where possible, this development and training should be in
conjunction with tug masters, at a full mission (real-time) bridge simulator prior to the commencement of
operations.
Depending on the frequency of pilotage operations, it can be necessary to undertake regular retraining
utilizing real-time simulators and manned models.
8.4 Marine interface
8.4.1 Berth area
The berth area shall be maintained at a suitable depth to ensure sufficient under-keel clearance at all states of
the tide.
It is preferable to locate a jetty where vessels have the ability to leave the berth at all states of the tide. There
can be situations where it is essential that the vessel be able to depart the berth at any time due to external
hazards, e.g. in ports that can be affected by sudden katabatic winds, tsunamis, etc.
It can be necessary for an emergency departure to take into account weather conditions and the possibility
that the vessel can experience unacceptably high dynamic loading (sloshing) to the containment system and
its supporting structure if it proceeds to open sea with partially filled tanks. Any critical tank-filling limits shall
be stated at the ship/shore meeting and contingency plans developed for departure scenarios.
Prior to any departure, the ship's master shall be satisfied that it is safe to do so.
Port operators should be aware that a large number of LNGC's have steam turbine propulsion, the shaft of
which, constantly at low speed using a turning gear, whilst the vessel is at the berth. Care should be taken
that ropes and booms are kept clear of the propeller.
8.4.2 Restricted areas in the vicinity of the berth
To guard against collision or interaction from passing vessels when the LNG carrier is alongside the berth,
restricted areas for other maritime traffic shall be defined by the appropriate authorities and the terminal.
These should be the result of both simulations and risk assessment undertaken to evaluate the possibility of
damage from passing vessels, taking into consideration traffic frequency, possible impact angle, speed and
displacement of passing vessels relative to the location of the jetty.
Mitigation measures may include speed and distance limits for passing vessels, the presence of standby tugs,
escort towage for passing vessels or protective berth location.
8.4.3 Berthing and mooring aids
The following berthing and mooring aids should be provided:
⎯ speed of approach indication;
⎯ wave height indication, if necessary;
⎯ tide and current indication, if necessary;
⎯ anemometer;
⎯ mooring tension indication.
ISO 28460:2010(E)
8.4.4 Fenders
The fenders shall be located so as to contact the LNGC's hull on the parallel body. The fenders should have
sufficient surface area to avoid damaging the ship's hull. The terminal should ensure that both the ship's
master and pilot are aware of the maximum speed and approach angle to ensure that the berthing speed can
be undertaken safely and the ship's master and pilot should ensure compliance with these berthing operating
limits.
8.4.5 Mooring arrangements
The ship's mooring operation shall be controlled by the ship's master, assisted by the pilot and the terminal
representatives positioned on the jetty.
The management of the mooring arrangements is of utmost importance to ensure that the ship remains
secure in its position relative to the transfer arms envelope. Proposed mooring arrangements for an LNG
carrier shall be assessed using validated computer-based programmes developed for this purpose, taking into
consideration local environmental data and criteria.
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The ship's mooring equipment should be as given in OCIMF . At exposed locations where significant ship
motions occur, the tail length of 11 m might not be adequate and can lead to immediate tensile failure or, in
the long term, to fatigue failure. Longer tails can be required for such locations.
The following points shall be taken into account, where applicable:
⎯ current;
⎯ wind loads;
⎯ surge due to passing ships;
⎯ tidal range;
⎯ waves and swell;
⎯ change of freeboard;
⎯ ice;
⎯ size of vessel.
Mooring tension data should be available to the vessel in real time.
An emergency towing-off pennant (fire-wire), if required by the terminal or port authority, 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
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connection by tugs in the event of an emergency (see ISGOTT, section 26.4, OCIMF ).
8.4.6 Winches or capstans
Winches or capstans on the jetty or ship area shall be suitable for operation according to the hazardous area
classification in which they are located.
8.4.7 Mooring hook release system
Quick-release mooring hooks shall be provided.
Where a remote release system is provided, failure of a single component or electrical power failure shall not
result in the release of mooring hooks.
10 © ISO 2010 – All rights reserved

ISO 28460:2010(E)
The design of release systems shall be such that all moorings cannot be released simultaneously, thus
avoiding the possibility of an uncontrolled release of the mooring lines with consequential damage to the
transfer arms, gangway, possible fouling of the propeller and loss of control of the vessel.
The release of the ship shall be initiated only with the full knowledge and agreement of the ship's master.
NOTE The primary purpose of quick-release mooring hooks is to reduce the manual handling requirements of the
mooring crew.
8.4.8 Ship's manifold arrangement
The ship's manifold should be specified in accordance with OCIMF/SIGTTO recommendations.
NOTE On many vessels, the structure immediately under the manifolds might not be designed to take the loads
imposed by support jacks on transfer arms and additional support arrangements can be required.
8.4.9 Cargo strainers
As a general precaution, it is accepted practice to fit strainers with a mesh size no finer than ASTM 20, i.e.
nominal aperture 0,84 mm, in the transfer line at the vessel's manifold.
For those periods when general contamination is more likely, a finer mesh strainer, up to ASTM 60 mesh, i.e.
nominal aperture 0,25 mm, may be used. This should occur only as an extra precaution following terminal
start-up or maintenance, vessel dry docking and/or maintenance to cargo systems.
Reference should be made to current SIGTTO recommendations for cargo manifolds and strainers on
liquefied gas carriers; see references in the Bibliography.
NOTE Recognizing the energy absorption and consequent additional boil-off resulting from any restriction placed in
the way of the cargo flow, a mesh finer than ASTM 60 may be used on occasion by some terminals or ships. However, it
can be necessary to consider higher differential pressures and strainer strength.
8.4.10 Bunkering and storing
Generally, these operations are carried out prior to the commencement of cool-down or on completion of
cargo transfer. They shall not be carried out simultaneously with cargo transfer, unless approved by the local
port authorities and with the agreement of the ship's master, following a detailed
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