+Port: LOADPORT Voyage No.: 03 Date: 01-Aug-2016 No. Description Remarks [ ]

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Linette Todd
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1 ARRIVAL Cargo loading &de-ballasting plan prepared & signed by all Deck and Engine officers and approved by Master Cargo operation monitoring record sheets printed out and available Vessel s liquid header & crossover confirmedwarm +20 C Cargo Tank Temperature Confirmed (ATR < C) All valves on sea side manifold shut and blind flanges fully bolted Gangway secured ESDS Fibre-optic cable connected ESD Pneumatic hose connected Nitrogen supply to insulation spaces pressurisation header increased to 50 kpa Cargo & ballast system main hydraulic pump confirmed running by observing pressure Ballast water sampling carried out Confirm Water ballast lines filled with water (water hammer precautions observed by inching) Make sure line not in vacuum before opening Loading computer confirmed online (Monitor Station No. 3) Loading computer longitudinal strength setting confirmed as at sea (recommended) Trim & list adjusted (Even keel & upright) Clocks synchronised (CCR/IAS/ENG) Use Simulator Time (Set to zero by Instructor) Ship s impressed current system switched off Confirmed by C/O Page 4 Cargo Pipeline Bottom 4 sensors Page 5 Manifold - Stbd side Confirmed by Deck Watch Confirmed by G/E Confirmed by G/E Page 12 - Engine Room Status Page - Pressure 1,500 kpa By shore Operation completed before arrival Pg 22 Stability- Tools-Online Interface-Monitor Mode 5mins Page 22 Stability Tools Options Criteria Tab Check on Status Page 1 Call Engine Room Electrician to confirm from for d station 1

2 Duty engineers informed all fast time by CCR Duty engineer confirmed time steam off main turbine isolated Communications tested with Shore Safety inspection carried out by Berth Master on arrival Safety meeting carried out (ship/shore checklist) Updated information received from ship/shore meeting shared with CCR / Deck Team Cargo tank float level gauges lowered for CTM (After CTM wind up and lower again after level in CT reach 1m). Stowage level 27.5 m, Normal correction 10cm. Water curtain started Manifold drip tray drain valves shut Manifold drip tray drain scoops swung out overboard Un-Blocking of CTMS ESD (99.5 %- ESD activate) and TPS (99.0%- Filling Valve Closes) Alarms to be verified and witnessed by Master ARMS CONNECTION (During Ship Shore Meeting) Gas engineer present at the manifold Blind Flange Removed Arms connected Port side L 4 - L3 V - L2 - L1 Arms leak tested Arms purged by nitrogen 2350LT by CCR Confirmed by Duty engineer 2355LT Working channels confirmed Escorted by Ship s Officer Berth Master, Master; C/O, C/E (+ Duty Officer) By Chief Officer Gas Engineer (at least 10 min before CTM) Confirmed by G/E Confirm from Deck Watch Confirm from Deck Watch Use Indicator Plate & Make Logbook entry By OOW & G/E Manifold Area Monitor Page 5 Page 5 - Manifold Page 5 - Manifold 400 kpa 100kPa O 2 1% Vol INITIAL CTMS All manifold ESD valves shut 2

3 Change Boiler to FO burning & shut Boiler gas inlet valves and Master Gas Fuel Valve CG930 Start AUTO Boiler Purge Sequence - Gas detection system on Manual mode No. 4 Vent BOG flow meter reading recorded After Boiler Purge sequence completed OPEN Master Gas Valve CG930 for warm ESD Cargo tank pressures from IAS recorded CCR remote reading Before Loading recorded Tanks Volume for each tank Recorded and Total Volume Calculated WARM ESD TEST Order to CE Confirm Alarm comming Order to ECR Record in log book Log Book Page 6 each cargo tank Confirm Gas Engineer or Duty OOW present at the manifold Fibre-optical ESDS powered on Pneumatic ESDS off Manifold ESD valves in use opened Countdown & ESD activated from ship Manifold ESD valves closing time recorded Should be within 30 sec from activation ESD Reset operational Manifold ESD valves in use opened Vapour from shore valve CG-075 opened / cargo tank pressures controlled SHORE ARMS COOLDOWN Line up confirmed correct OOW to relieve Gas Engineer at manifold Status Page Status Page L4 - L3 V - L2 L1 Ship = Optical Page 1 - STATUS L4 - L3 V - L2 L1 Terminal pressure to be confirmed (e.g. 13kPa) (see loading Plan Part 2 ) 3

4 Gas Engineer starts cooling down H/D Compressor If unable to control tank pressure, open CG-075. If still unable to control tank pressure, start H/D compressor Expected duration of arms cool down advised Ensure that manifold pressure will not exceed 2 bars at any time Safety checks on trunk deck & both manifolds carried out Terminal requested to increase LNG liquid flow gradually until a pre-agreed rate Ensure tank pressure maintain at normal range Re-tighten SDP if needed AFTER arm cool down (This is not an expected event SDP should be tight!!) Once Arms cool-down completed, continue with Ship s Liquid Header cool down if found required Confirm ships liquid header temperature drop below -100C Confirm H/D Compressor stopped (if used) after Cool Down Release Pressure via CG900 See Section START HD COMPRESSOR 1.5 hrs Normal pressure range kpa(g) Terminal App. 13 kpa(g) As ordered by CCR Terminal advise Header temperature -100 C Gas Engineer COLD ESD TEST Gas engineer or duty OOW present at the manifold Keep closed Master Gas Valve CG930 not required cold condition test Warm condition completed Fibre-optical ESDS powered OFF Status Page -1 Pneumatic ESDS powered ON Status Page -1 Countdown & ESD activated from SHORE Manifold ESD valves closing time recorded Pneumatic ESDS powered ON Opposite to warm test SHORE= Pneumatic Within 30 sec from activation 4

5 ESD Reset back to normal Request shore to reset Fibre-optical ESDS powered ON Status Page -1 Confirm Shore Tank Pressure Vapour to shore valve CG075 opened / cargo tank pressures controlled Change Boiler back DUAL burning & OPEN Boiler Gas Fuel inlet valves and Master Gas Valve CG930 COMMENCE LOADING OPERATION Call Terminal Start Gas Free Flow to Boiler CCR manned by two officers Ship s maximum loading rate advised to terminal.. m 3 /h Loading rate as agreed in Ship / Shore meeting...m 3 /h Initial minimum rate agreed (capacity of each shore pump) LNG quantity to load confirmed Line up set and re-checked by C/O Line up independently checked by Gas Engineer or OOW All cargo tank filling valves confirmed 20% open for initial Loading Rate Minimum loading rate requested from terminal Liquid passing at manifold confirmed Continuous watch on Trunk Deck and manifolds on both sides carried out by Deck Patrol Confirmed cargo is being received in cargo tanks START HD COMPRESSOR(S) 5 1,300 m3/hr 98.5% Vol... m 3 See Loading Plan Part 2 Logbook entry Slowly opening Check Tank Pressure 1,300 m3/h for first 20 minutes depending of Tank Pressure Passing Liquid sound and Manifold pressure observed Deck Watch keeps reporting Observe movement of level gauges in each tank

6 Before starting H/D Compressor confirm N2 pressure >30kPa Aux Lub Oil Pump running IGV minimum (+80 O ) Anti surge Valve open Line up (Independent check by G/E and OOW) Vapour to Shore Valve CG-075 confirm fully shut Open an adjust CG-900 cool down both H/D compressor and control cargo tank pressure (if we cannot control tank pressure by CG-900 open & adjust CG-075) Confirm H/D Compressor in cold condition HD compressor started in manual mode If JBOG (JETTY BOIL OFF GASS RECOVERY) system is operational and in use only one (1) HD compressor should run during operations If shore JBOG(JETTY BOIL OFF GASS RECOVERY) system is NOT in use ship's cargo tank pressures will be controlled with use of two (2) HD compressors. HD compressor capacity increased gradually (Manual mode [% IGV] during ramp up) Confirm actual and set points (10 kpag) are same and change H/D Compressor control from MANUAL to AUTO HD compressor control changed to auto once on full load rate Cargo tank pressures confirmed at set value RAMP UP Cargo tank liquid levels and pressures monitored Liquid header and manifold pressures monitored Safety checks on trunk deck & both manifolds carried out Gradual ramp up carried out (after confirming tank pressures stable) - (as per attached sheet) Gas Engineer Gas Engineer H/D Compressor cool down rate: Max 10 C deg/min Gas Engineer (see operational manual) JBOG Not available See Load Plan for starting H/D compressor Verbal Communication by G/E Once on full loading rate Tank pressure set point 10 kpa(g) 10 kpa (G) and maintained Special attention to NON heel tank pressure raise Observe IAS pressure trend 6

7 All filling valves gradually opened (as per loading rate ramp up) Filling valves opened to below settings at end of ramp up: CL100 50% CL % CL % CL400 80% Notification from terminal / loading master when at full rate received Once full rate confirmed, safety rounds completed, all in order, set CCR / Deck to Normal Watch DE-BALLASTING Sufficient Notice to Engine room Given for WBP requirements Permission from terminal to commence de-ballasting operation requested Water hammer (pressure surge) effect precautions observed De-ballasting planned for completion at least one (1) hour before ramp down Line up (gravity) confirmed correct See Ramp Up Plan, 8 shore pumps by 1,300 m3/h3, Minimum Total Valve Opening 300% at Full Rate Loading (12000m3/hr) Approximately after minutes Ref to Port Watch Schedule Terminal De-ballasting by gravity commenced Line up (pumps) confirmed correct De-ballasting by ballast pumps No. 1 & No. 3 resumed Line up (eductors) confirmed correct De-ballasting by stripping eductors completed Ensure all de-ballasting before ramp down commence Trim & list adjusted when cargo loading operation completed for CTM if required ( by gravity) Ensure line up for departure correct no line blocked allow for thermal expansions Even keel & upright 7

8 FULL RATE LOADING Cargo tank levels and pressures monitored continuously Cargo tank volumes staggered during loading using small incremental adjustments to the cargo tank filling valves Stagger adjusted as per ramp down worksheet in use for ramp down staging (CT1 - CT4 - CT2 - CT3) Hourly cargo figures to reported to terminal CCR CCR manned by OOW and C/O or G/E if operationally required. Cargo operation records maintained (hourly) Cargo tank level gauge readings compared (float vs. radar) at 25%, 50% and 75% of cargo volume on board Visual drafts obtained (daytime) and compared with draft gauges / CTMS / loading computer Draft, trim, list & hull stresses maintained within permissible limits Vapour arm position monitored regularly Mooring lines attended regularly Cofferdam heating system performance observed Nitrogen system performance observed HD compressor(s) performance monitored Ship/shore safety checklist completed every four (4) hours Monitor Tank pressure Min 300% Fill Valve open at full rate CT#1>CT#4=0.75m CT#4>CT#2=0.38m CT#2>CT#3=0.48m See Terminal requirements for reporting In case OOW is required to go on deck for alarms/trouble investigation call C/O to CCR Inform C/O immediately in case difference outside maker tolerance Terminal Permission required Crew aware of Loading Arms envelope & ESD2 Confirmed by Deck Crew Cofferdam temp kept app. + 5 C Ensure nitrogen buffer tank is at maximum pressure. Auto settings checked R code items completed by both Ship/Shore 8

9 RAMP DOWN PREPARATION AND RAMP DOWN Cargo Tanks levels adjusted as per Ramp down planed sequence Tank Ensure de-ballasting operation completed Chief officer present in CCR CCR manned by two (2) officers and trunk deck manned Communications test with terminal carried out 10 min Notice prior to ramp down given to the terminal Gas Engineer / OOW reporting readings from float level gauge of the topped off cargo tank Filling valve of the topped off cargo tank throttled to 30% open 9 Inform C/O immediately if not As per night order book All available means of communication Tank No. 1 Tank No. 1 Filling valve of the topped off tank shut at final level Tank No. 1 Gas Engineer / OOW confirmed filling valve closed Tank No. 1 Cargo tank final level confirmed steady Tank No. 1 Gas Engineer / OOW reporting readings from float level gauge of the topped off cargo tank Filling valve of the topped off cargo tank throttled to 30% open Tank No. 4 Tank No. 4 Filling valve of the topped off tank shut at final level Tank No. 4 Gas Engineer / OOW confirmed filling valve closed Tank No. 4 Cargo tank final level confirmed steady Tank No. 4 Gas Engineer / OOW reporting readings from float level gauge of the topped off cargo tank Filling valve of the topped off cargo tank throttled to 30% open Tank No. 2 Tank No. 2 Filling valve of the topped off tank shut at final level Tank No. 2 Gas Engineer / OOW confirmed filling valve closed Tank No. 2

10 Cargo tank final level confirmed steady Tank No. 2 COMPLETE LOADING OPERATION Confirm Communication with terminal by all available means Agreed (timely) notice prior to stoppage of loading given to the terminal Filling valve of the last topped off cargo tank maintained 100% open ( before previous tank No. 2 topped off) Last tank (No. 3CT) top off planned with minimum flow rate and interval as agreed with terminal Cargo loading stopped at final level / volume Allowance for LNG liquid to be drained back to cargo tank after stoppage confirmed Make sure volume is not reaching TPS 2 filling valve closing Confirm NO LNG flow at manifold All liquid manifold ESD valves shut Terminal 10 minutes Tank No m 3 /h 10 minutes m 38,714 m 3 +/-50 m ,764 m3 99 % 39,963 m m Terminal consent Optical and Pneumatic ESD connection OFF STOP HD COMPRESSOR(S) HD compressor stopped when tank pressures stabilised (see Load Plan) Vapour Return Valve CG-900 confirmed shut Cargo tank pressures maintained by free flow to shore flare (valve CG-075 throttled as required) ARMS DRAINING Observe IAS pressure trend All liquid manifold ESD valves confirmed shut Gas engineer present at the manifold 10

11 Line up confirmed correct ESDS blocked upon completion of draining (see Load Plan) Terminal and Ship Ship side liquid arms & manifolds confirmed liquid free ARMS PURGING & DISCONNECTION Gas Engineer present at the manifold Line up confirmed correct Ship side liquid/vapour arms & manifolds confirmed gas free Cargo arms confirmed disconnected Duty engineer informed arms clear / turbine warm through started Water curtain stopped (duty engineer requested - GS pump) (see Load Plan) CH 4 2.0% Vol Duty engineer Duty engineer FINAL CTMS All manifold ESD valves shut Free Flow to boiler permitted by Terminal BOG flow meter reading recorded Cargo tank pressures from IAS recorded Cargo tank float gauge readings recorded CTMS After Unloading report calculated Start L/D Compressor for gas burning as required after Terminal confirmation DEPARTURE Manifold blind flanges confirmed fully bolted & tightened Keep Master Gas Fuel Valve Open Order to ECR Log Book Request Local Reading Tank Domes Monitors - Page 5 Manifold 11

12 Cargo tank float gauges raised & secured Manifold drain scoops swung inboard ESD connection powered off (terminal approval) Confirmed yy Gas Engineer Confirmed by Gas Engineer Page 1 - Status Fibre-optic cable disconnected All entries in port log (time sheet) confirmed accurate Post-discharging meeting carried out Departure trim & list adjusted Ballast pumps stopped All ballast system valves confirmed closed/open as per departure condition to avoid pressure build up Line up to prevent cargo lines pressure build up confirmed correct (vapour thermal expansion precautions) Departure stability condition printed out and confirmed in order Blocking of CTMS ESD (99.5%) and TPS (99.0%) Alarms to be verified and witnessed by Master Gangway removed (shore staff disembarked) Cargo Control Room VHF switched off Master; C/O and Duty Officer Trim 0.43 m and List = 0.0 degree (See Discharge Plan Procedure) (See Discharge Plan procedure) Turn NOTICE board in CCR to ESD OVERRIDE Confirmed by Gas Engineer ADDITIONAL REQUIREMENTS Detailed line up arrangements for various stages of cargo & ballast operations attached to this checklist Rank Name Signature C/L compiled by: C/L checked by: Chief Officer Gas Engineer 12

13 1 st Officer 2 nd Officer 3 rd Officer 13

Port: DISPORT Voyage No.:03 Date: 10-Aug-2016 No. Description Remarks [ ]

Port: DISPORT Voyage No.:03 Date: 10-Aug-2016 No. Description Remarks [ ] LNG Simulator LNG Carrier Rev. No.: 1 Discharging ARRIVAL loading &ballasting plan prepared & signed by all Deck and Engine officers and approved by Master operation monitoring record sheets printed out