TERMINAL REGULATIONS ENGRO ELENGY TERMINAL LTD. Port Muhammad Bin Qasim 3/1/2015

Transcription

1 2015 TERMINAL REGULATIONS ENGRO ELENGY TERMINAL LTD Port Muhammad Bin Qasim 3/1/2015

2 Rev: 3 May 27 th, 2015 Page 1 of 104 ENGRO ELENGY TERMINAL LTD. TERMINAL INFORMATION and REGULATIONS For FSRU and LNGC ENGRO ELENGY TERMINAL - HEAD OFFICE: 16 th Floor, Harbour Front Building, HC-3, Marine Drive, Block 4, Clifton, Karachi 75600, Pakistan. Tel: +92 (21) Fax: +92 (21) EXCELERATE ENERGY - HEAD OFFICE: 1450 Lake Robbins Drive, Suite 200, The Woodlands, Texas, 77380, United States of America. Telephone: + 1 (832) Fax: +1 (832)

3 Rev: 3 May 27 th, 2015 Page 2 of 104 PREFACE This booklet contains the regulations and general information for the Engro Elengy Terminal located at Port Qasim Karachi in Pakistan. This booklet is not intended to contradict, modify or supersede wholly or partially any hydrographic or other official publication, nor should it be used without reference to such publications such as Port Acts, Port Qasim Regulations 1981, Standard Operating Procedures for LNG Carriers.where appropriate. In addition to these Terminal Regulations all applicable governmental regulations shall be adhered to. The following publications, inter alia, shall be used in conjunction with these Regulations 1 : The International Safety Guide for Oil Tankers and Terminals (ISGOTT), 5th Edition, 2006, ICS / OCIMF / IAPH Tanker Safety Guide (Liquefied Gas), 2nd Edition, 1995, ICS Liquefird Gas Handling Principals on Ships and in Terminals, 3rd Edition, 1999, SIGTTO LNG Operations in Port Areas, 1st Edition, 2003, SIGTTO Ship to Ship Transfer Guide for Petroleum, Chemicals and Liquefied Gases, 1st Edition, 2013, ICS / OCIMF / SIGTTO Port Qasim Regulations 1981 All the Codes and Recommendations as per the Pakistan LNG Policy Port Qasim Standard Operating Procedures for LNG Carriers The information contained herein is believed to be correct at time of issue. THE INFORMATION CONTAINED IN THIS DOCUMENT IS NOT INTENDED FOR USE IN NAVIGATION & TERMINAL HAS NO LIABILITY. 1 ISO 17177: 2014, Guidelines for Marine Interfaces of Hybrid LNG Terminals, to be incorporated pending publication.

4 Rev: 3 May 27 th, 2015 Page 3 of 104 RECORD OF CHANGE CHAPTER NO. PAGE NO. SUBJECT DATE INITIALS

5 Rev: 3 May 27 th, 2015 Page 4 of 104 TABLE OF CONTENTS 1. GENERAL INFORMATION INTRODUCTION LOCATION and GENERAL INFORMATION PORT LAYOUT and BATHYMETRY DETAILS OF THE TERMINAL AND BERTH MET-OCEAN AND CLIMATE INFORMATION BERTHING LIMITATIONS SHIP ASSIST TUG BOATS SAFE MOORING AND WORKING GUIDE EETL BERTH LAYOUT OVERVIEW SECURITY ENGINE IMMOBILIZATION ANCHORS ANCHORAGE LOCATION EMERGENCY TOWING WIRES NUMBER OF CREW CONTROLLED ACCESS TO THE TERMINAL AND FSRU VESSEL COMPATABILITY SHIP TO SHIP (STS) OPERATIONS PRE TRANSFER OPERATIONS CARGO TRANSFER OPERATIONS POST CARGO TRANSFER OPERATIONS HAZARD SITUATIONS & EMERGENCY RESPONSE FIRE AND SAFETY PRECAUTIONS VENTING GAS TO ATMOSPHERE THUNDERSTORMS/ELECTRICAL STORMS - SUSPENSION OF OPERATIONS PERSONNEL EMERGENCY ESCAPE... 44

6 Rev: 3 May 27 th, 2015 Page 5 of HIGH PRESSURE (HP) GAS FIRE NATURAL GAS FIRE LNG SPILL / GNG RELEASE CRYOGENIC BURNS COLD LIQUID CONTACT THREAT TO SURROUNDING AREA / EVAUATION ROUTES ENVIRONMENTAL PROTECTION PROHIBITION OF POLLUTION BALLASTING / DE BALLASTING TANK CLEANING/GAS FREEING PRODUCT SPILLAGE AND LEAKAGE BUNKERING, STORING, VICTUALLING OF VESSELS BUNKERING AND STORING SUPPLY VESSEL S ALONGSIDE COMMUNICATIONS SAFETY CHECK LIST SECURITY CHECK LIST BATHING / SWIMMING ANNEX AAA NAVIGATION CHART FOR PORT QASIM ANNEX BBB SHIP ASSIST TUG BOATS ANNEX CCC FSRU GENERAL ARRANGEMENT ANNEX DDD LNGC GENERAL ARRANGEMENT ANNEX EEE - OPTIMOOR MOORING ANALYSIS ANNEX FFF FSRU MOORING ARRANGEMENT ANNEX GGG CARGO HOSE CERTIFICATES ANNEX HHH - FIRE NOTICE ANNEX JJJ - SAFETY REQUIREMENTS MASTERS ACKNOWLEDGEMENT ANNEX KKK - RECEIPT OF TERMINAL REGULATION FOR VESSELS... 92

7 Rev: 3 May 27 th, 2015 Page 6 of ANNEX LLL - SHIP / SHORE SAFETY CHECK LIST ANNEX MMM - RECEIPT OF WALKIE TALKIE ANNEX NNN TERMINAL PASSES ANNEX OOO OPERATIONS AND EMERGENCY ARRANGEMENT

8 Rev: 3 May 27 th, 2015 Page 7 of GENERAL INFORMATION 1.1. INTRODUCTION The following information and terminal regulations shall apply to any or all parts of Engro Elengy Terminal at Port Qasim operational area owned by Port Qasim Authority (PQA) and operated by Engro Elengy Terminal Limited (EETL) and to all vessels moored alongside or using the EETL facility.. In addition to this, the applicable Pakistani Law, in particular the regulations for ports in the land of Pakistan - General Port Regulations in their valid versions as well as the sea Traffic Regulations which shall have been notified to the users are to be observed. They are in addition to and not in abrogation of or substitution for the provisions of and wherever or whenever any regulations in these Terminal Regulations are or become in conflict with the Port Qasim Regulations published under Gazette of Pakistan dated 17th October, 1981 and/or Standard Operating Procedures for LNG Carriers (Issued by Port Qasim Authority) as well, the requirements of the Port Qasim Regulations and the Standard Operating Procedures for LNG Carriers shall prevail: Bylaws made by the Port Qasim Authority of Pakistan. Requirements of customs and excise. The Merchant Shipping Act and Orders and Regulations made there under. Any other general legislation affecting the Terminal or vessel using the same. Notices to Mariners issued from time to time Standard Operating Procedures (SOPs) for LNG Carriers Gas vessels, shall comply with the recommendations of IMO and have a valid fitness certificate relating to: Resolution A.328 (ix) code for the construction and equipment of ships carrying liquefied gas in bulk. Resolution A.329 (ix) recommendations concerning ships not covered by the code for the construction and equipment of ships carrying liquefied gases in bulk. Code for existing ships carrying liquefied gases in bulk LOCATION and GENERAL INFORMATION The Port Muhammad Bin Qasim (Urdu: اس ق ند محم اگ ردنب Bandar-gāh Muhammad bin Qāsim), also known as Port Qasim, is a deep-water seaport at Karachi, Sindh, Pakistan, on the coastline of the Arabian Sea. It is Pakistan's second busiest port, handling about 40% of the nation's cargo (19million tons per annum). Port Qasim and Karachi Port, the busiest port of country, together handle more than 90% of all external trade of Pakistan. The total area of the port comprises 3,520 acres (14.2 km²) with an adjacent 13,000 acres (52 km²) industrial estate wherein many industrial zones operate. In addition to the Pakistan Steel Mills (PSM) and KESC Bin Qasim Power Plant, around 80% of the Pakistan's automotive industry is located at Port Qasim. The port also provides direct waterfront access to two major nearby industrial areas, Export Processing Zone (Landhi) and Korangi Industrial Area. Approximately 60% of country's export and

9 Rev: 3 May 27 th, 2015 Page 8 of 104 import is originated from these areas. Port Qasim is managed by Port Qasim Authority, a semiautonomous government body. In the 1970s, as a part of Pakistani Prime Minister Zulfiqar Ali Bhutto's program for economic reforms and establishment of heavy industries, the country s first steel mill (Pakistan Steel Mills) was established near the southern city of Karachi. A purpose-built specialised port facility was also decided to be established for bulk handling of the massive imports of raw materials for steel production. In addition to the future economic demands and strategic needs, this port was also meant to relieve congestion at Karachi Port, the only established seaport of the country. Port Qasim was named as Port Muhammad bin Qasim (also known as Port Qasim), after the Muslim General Muhammad bin Qasim who conquered Daybul and the coastal areas of Sindh around 712 CE. Port Qasim is located, adjacent to the Bin Qasim town, in the southern part of Malir district, Karachi division, in Sindh. It is located in an old channel of the Indus River at a distance of 22 miles (35 km) east of Karachi city center. The geographic position of the Port Qasim places it in close proximity to major shipping routes. The approach to the port is along a 24 nm (45 km) long Navigation Channel which provides safe navigation for vessels up to approximately 100,000 tonnes deadweight (DWT). Location of the Port Qasim makes it very well connected to the transportation infrastructure of the country. It is at distance of only 9 miles (15 km) from the national highway, providing direct access to the hinterland through road. A further 8.5 miles (14 km) of railway track inside the terminal links it to the national railway network through railway tracks. Jinnah International Airport is also very near, at a distance of 13.5 miles (22 km). Port Qasim is located on the northwest edge of the Indus Delta system. The system is characterised by long and narrow creeks, mud flats and the Indus River Delta-Arabian Sea mangroves, one of the largest mangrove forest ecosystems found in an arid climate. In 1972, eight species of mangrove trees were recorded from Pakistan however, only four continue to thrive. Several species of reptiles, birds, and terrestrial mammals inhabit the project area, wherever suitable habitats are found. These are constantly under threat due to increased shipping and industrial activities in the area. Engro Elengy Terminal, the first LNG receiving facility in Pakistan, is located inside Gharo Creek in Port Qasim. The coordinates of the facility are Latitude N and Longituge E. Refer to ANNEX AAA for navigation chart PAK PORT LAYOUT The port area stretches from the start of the navigation channel, which leads from the open sea to the port terminals. The channel has two main sections: the outer channel and the inner channel. The EETL facility and the Port Qasim terminals are at the end of the inner channel. The seaward end of the outer channel is defined by a fairway lighted buoy, which marks the channel entrance, and stretches to Phitti Creek, which is the entrance to the inner navigation channel. The outer channel leads from the entrance through shallow flats or bar. This section of the outer channel is known as the Ahsan Channel.

10 Rev: 3 May 27 th, 2015 Page 9 of 104 The inner channel is a continuation of the outer channel via Phitti Creek and Kadiro Creek. The channel runs 13 nm to a turning basin off the iron ore and coal berth which is located immediately to the west of the EETL facility. Ahsan Channel This waterway comprises the entire outer channel from the fairway lighted buoy to buoy-pair B1-B2 at the entrance to Phitti Creek. According to British Admiralty Chart 59 (published 2013) this stretch has a depth of 15.3 m. In this stretch, a depth of 15.3 meters is dredged by the Port Qasim Authority. The minimum width of the Ahsan Channel is 200 m from buoy-pair NO1-NO2 to buoy- pair NO7-NO8 and from buoy-pair NO12A-NO13 to buoy-pair B1-B2. The Ahsan Channel bend is located between buoys NO7-NO8 and NO12-NO13, where the channel width increases to 565 m. Phitti Creek This waterway comprises the beginning of the inner channel, from the beginning of Phitti Creek (buoypair B1-B2) to the start of Kadiro Creek near Hasan Point (buoy-pair K4-K5). According to British Admiralty Chart 59 (2013) this stretch has a dredged depth of 14.0 m. The minimum width of the Phitti Creek channel is 200 m from buoy-pair B1-B2 to buoy-pair B11-B12. From here onwards the width of the channel increases to between 280 m and 312 m, except in the vicinity of buoy P11 where it narrows to 225 m. Figure 1. Phitti Creek Channel with area prone to silting during monsoonsindicated in red

11 Rev: 3 May 27 th, 2015 Page 10 of 104 Kadiro Creek This waterway comprises the last part of the inner channel, from the start of Kadiro Creek (marked by buoy-pair K4-K5) to the Port Qasim terminal area. According to British Admiralty Chart 59 (2013) the depth is 14.0 m. The minimum width of the channel is 200 m on the Kadiro Bend, from buoy- pair K4-K5 to buoy-pair G2-G3. From here onwards the channel widens to provide access to the turning basin and then narrows to the channel opposite the EETL terminal with a width of 250 m. At the end of this channel the basin for container carriers is located, with a dredged depth of 15.0 m. The container terminal basin may be considered an alternative turning basin for future use. Figure 2. Kadiro Creek bend (January 2015) Figure 3. Port Qasim terminals (January 2015)

12 Rev: 3 May 27 th, 2015 Page 11 of DETAILS OF THE TERMINAL AND BERTH The Engro Elengy Terminal is an unconventional LNG receiving and regasification facility which consists of a steel piled and concrete capped jetty which encompasses berthing and mooring facilities for a 151,000 m 3 Floating Storage and Regasification Unit (FSRU) utilized for the import of Re-gassfied Liquid Natural Gas (RLNG). The terminal jetty fendering and mooring arrangements are designed to moor the FSRU by using the vessels existing mooring system fitted with conventional mooring wires with tails in accordance with OCIMF guidelines. The design of the berth permits two (2) vessels to be moored in a double-banked configuration while conducting LNG STS transfer operations with the outboard LNGC discharging into the FSRU and the FSRU conducting regasification of LNG and delivering high pressure natural gas into a purpose built high pressure gas marine unloading arm. It is expected the facility will receive two LNG vessels per month eventually increasing to four per month. Figure 4. Skyview rendering of the EETL facility at Port Qasim.

13 Rev: 3 May 27 th, 2015 Page 12 of 104 Figure 5. General arrangement of the EETL facility berth.

14 Rev: 3 May 27 th, 2015 Page 13 of MET-OCEAN AND CLIMATE INFORMATION Port Qasim offers an arid but temperate climate with predominant features of the seasonal monsoon winds and fairly limited range of air temperature. Heavy storms of severe intensity are rare but strong gusts of winds can take place abruptly due to diurnal changes in cloud cover in the region. Wind There are three clearly-identified scenarios: the southwest monsoon (summer or wet), the northeast monsoon (winter or dry) and the period between monsoons. In the summer months of April to September, due to low atmospheric pressure related to extra-tropical low pressure centers to the north of Pakistan, the southwest monsoon prevails with wind forces ranging between 7 knots (3.8 m/s) and 28 knots (14.1 m/s), with a mean wind speed of 20 knots (10.0 m/s) and maximum gusts to 35 knots (17.5 m/s) with the wind direction predominantly from the west and southwest. These winds, laden with moisture from the Indian Ocean, come across Pakistan with some incidence of rain fall, thus the Wet Monsoon. In the winter months of November to March, the Pakistan land mass cools and develops high pressure centers to the north. Combined with the extra-tropical low pressure center shifting to the south and west of Pakistan, the Dry Monsoon creates the less intensive northeast monsoon with prevailing winds from the north and northeast. Westerly winds also appear in this monsson depending upon local anomalies. The winter monsoon comes with mean wind speeds of knots ( m/s) with maximum gusts to of 25 knots (12.5 m/s). The non-monsoon seasons are transitional meteorological periods between the summer and winter monsoons with mainly variable local winds of variable strength and follow typical semi-diurnal sea breeze / land breeze patterns. Waves The prevailing wind-driven sea waves in the area are seasonal and mainly from the southwest. Swell during the southwest monsoon reaches the fairway lighted buoy with a height of 3 m to 4 m. This outer wave height is reduced at the outer channel due to the shallow waters effects. In the inner channel waves are mainly generated by local wind effects because the outer swell breaks at the bar of the Ahsan Channel. The wave height depends on the tidal level and it increases during spring tides. Between December and May westerly sea waves are also frequent, mainly associated to W winds in the winter monsoon and non monsoon seasons. Westerly significant waves heights are lower than South-westerly waves, with maximum values around 2.5 m. The meteorological scenarios will consider waves from SW and W direction with significant waves heights below 3.0 m for SW waves and 2.0 m for W waves. Coastal Currents Coastal ocean currents tend to be variable but the set of the currents tend to be parallel to the coast. The coastal currents have a seasonal variation that is related to the prevailing monsoons In February to September the current sets toward the southeast with the strongest set occurring from June to

15 Rev: 3 May 27 th, 2015 Page 14 of 104 August. The currents in October tend to be weaker and variable, while increasing in strength from November through January when the set is usually toward the northwest. Velocity of the coastal current is usually less than 1.0 knot (0.5 m/s) however from June through August and in December, the velocity can reach 2.0 knots (1.0 m/s). Tides and Tidal Stream Current Tidal stream currents at the mouth of the Indus Delta are strong and can attain during the ebb at Phitti Creek of 3.0 knots (1.5 m/s). The tidal current crossing the entrance bar is reported to reach 5.0 knots (2.5 m/s) on the ebb and 3.0 knots (1.5 m/s) during the flood depending on the monsoon. Tides and tidal stream currents at Port Qasim are mixed semi-diurnal with a diurnal component. The average tidal period is approximately 12.4 hours. Lunar tidal type affects the intensity of tidal stream currents since, for a given tidal range, the velocity of water movements will be greater in semi-diurnal regimes than for mixed or diurnal types because a shorter interval between high and low tides occur. Based on the available data for the water level in the Port Qasim area the maximum tidal range at highest astronomical tide (HAT) is about 4.0 m, with a mean tide of approximately 2.0 m m. Tidal stream current is synchronized with the level of the lunar tide, whereas the maximum currents occur at mean tide levels and minimum current when the water level is either maximum or minimum at the stand of the tide. In general, crossing the bar at the entrance to Ahsan Channel near the fairway lighted buoy the flood current is 0.5 knots (< 0.25 m/s) and the ebb current is 1.0 knots (0.5 m/s). Near Ahsan Channel buoys 7, 8 and 9 and daymark beacon 8A, the currents transverse the channel with the ebb current flows in an east to west direction at a maximum of 2.0 knots (1 m/s) and the flood current flows west to east at a maximum of 1.5 knots (< 1 m/s). The ebb current reaches its maximum strength of 5 knots (2.5 m/s) in the south part of Phitti Creek between the inner and outer channels whereas the flood current is 3 knots (1.5 m/s). The influence of Chhan Waddo Creek may be felt in this area. In the inner channel, the tidal currents follow the direction of the respective navigation channels but have a slight transverse component on the bends when passing the side creek influences of Korangi Creek and Chara Creek. The ebb current at 3.5 knots (< 2.0 m/s) is slightly stronger than the flood current at 3.0 knots (1.5 m/s). The following table shows the maximum current for the maximum tide (100% spring tide) at each of the defined areas. Location Buoyage Max Flood Max Ebb Ahsan Channel No. 1 to No kt 1.0 kt Ahsan Channel Bend No. 7 to No kt 2.0 kt Phitti Creek Entrance No. B-1 to No. B kt 5.0 kt Phitti Creek No. B-5 to No. B kt 3.0 kt

16 Rev: 3 May 27 th, 2015 Page 15 of 104 Kadiro Creek No. K-1 to No. K kt 3.0 kt PQ Turning Basin No. G-1 to No. T kt 3.0 kt The following table shows the typical lunar tidal variance in level referenced to chart datum for the entire Port Qasim area. Tidal Variation HAT m MHHW m MLHW m MHLW m MLLW m LAT m Additional information may be found at or

17 Rev: 3 May 27 th, 2015 Page 16 of BERTHING LIMITATIONS ALONGSIDE FSRU Engro Elengy Berth : Max. DWT approximately 130,000 Tons Length of berth : 375 m. Max. Length of ship to berth : 315 m. Dredged Depth : 14.0 m. above chart datum Under Keel Clearence : 1.2 M Salinity : Platform : Concrete cap on pilings with fixed fendering Mooring : 4 mooring dolphins and 2 breast dolphins 4 breasting fender panels Symetrical to line-up of vapor manifold of FSRU Cargo : Liquid Natural Gas (LNG) delivered as a cryogenic liquid and discharged as a high pressure gas Sustained Wind (Knots) Any Direction > 25 > 35 > 45 ACTION Vessel staff on heightened alert; increased monitoring of weather conditions; increased monitoring of mooring lines to ensure safety and security of the vessel (s) mooring at all times. Ensure additional deck watch personnel are available to tend mooring lines. Master to arrange for standby tug to come alongside. Master to consult with terminal regarding possibility of suspending operations, disconnecting and depart berth if conditions persist. If departure from berth, vessels ensure that safe cargo tank liquid levels maintained. Internal transfers completed to ensure liquid levels are within acceptable sloshing limit. Actions as above. In addition: Master to arrange for additional harbour tug assistance. In event no tug assistance readily available, suspend cargo transfer operations; cargo hoses to be maintained cold. Request Pilot to board in order to depart berth if conditions persist. Actions as above. In addition: Suspend all cargo operations and disconnect cargo hoses. Additional tug assistance deployed alongside. Pilot to be on-board. Departure from berth not a consideration at this wind speed SHIP ASSIST TUG BOATS Ship assist tug boat services have to be arranged through respective ship agencies request to PQA. Specific details of the tugs assigned to service the LNGC and FSRU calling at Port Qasim and the EETL facility can be found in ANNEX BBB.

18 Rev: 3 May 27 th, 2015 Page 17 of 104 In general, the capability, size and number of the ship assist tugs necessary to service the EETL facility has been defined by technical studies conducted by SiPort XXI of Madrid, Spain, on behalf of PQA consistent with best indusrty practice for LNGCs expecting to call at the EETL facility.. The technical studies included the following basis of assumptions: FSRU sizes to 173,000 m3 semi-permanently moored to the EETL berth LNGC sizes to 217,000 m3 making periodic LNG delivery to the EETL facility PQA maintained navigation channel depths to 13.0 meters below chart datum as per Port Qasim Chart Datum of Indian Low Water Spring Tidal range of 4.6 meters (HAT LAT) with usual range of 2.4 meters above chart datum Tidal stream (current) velocities up to 5 knots (2.5 m/s) at the Ahsan Channel Bar Cut Seasonal wind patterns (monsoonal and extra-tropical systems) Existing Marine Pilot practices at Port Qasim Commercial traffic patterns calling at Port Qasim Port facility and ship security concerns Emergency response For each vessel calling at Port Qasim, the PQA establishes the minimum level of vessel services, including the number of Marine Pilots, ship assist tugs (size and capabilty), along with the deployment of escort and security vessels, mooring line handling vessels and standby tugs in the Port Tariff. Ship owners and operators may increase the level of vessel services, based upon their respective Safety Management System requirements. Specific arrangements should be made through respective ship agents.

19 Rev: 3 May 27 th, 2015 Page 18 of SAFE MOORING AND WORKING GUIDE EETL is not responsible for ship assist escort, towage and berthing operations of the vessels calling at the EETL faciltiy. It is compulsory that the services of a qualified Marine Pilot who is authorized by PQA will be used each time the vessel has to be moved in Port Qasim and at the EETLfacility. The following best pracitices / guidelines, based upon OCIMF and SIGTTO guidelines, shall be followed for the duration of all vessel calls at the EETL facility: The Master is responsible for ensuring that mooring lines are in good condition and that winches and securing devices are properly maintained in safe & efficient operational order. Mooring shall be completed as per recommmendations of the STS compatability study in compliance with the technical studies upon which the EETL berth was designed. Any known defect in the vessel s mooring system including limitation of mooring winch brakes should be reported to the Terminal Manager by the Master in order that, if necessary, additional precautions may be agreed upon. Any additional measures, if required for mitigating defects should be agreed upon between the Master of the LNGC, the Master of the FSRU and the Terminal Manager. The Master shall ensure that the vessel mooring lines are fastened only to the proper mooring fixtures provided for this purpose and in accordance with the pre-agreed mooring arrangement. Under no circumstances should a mixture of wires and synthetic lines (mixed moorings) in the same direction of service and to the same mooring point be acceptable. The vessel must provide full power to all mooring winches throughout the period alongside the EETL facility. When mooring, the LNGC shall be prepared to send mooring lines to the EETL jetty and the FSRU when the LNGC is parallel with the FRSU about 50 meters off.mooring boats shall be used to run the head and stern lines of the LNGC to the shore mooring dolphins (MD-1 and MD-4) quick release hooks (QRH). Final transverse approach / berthing speed of the LNGC should not be more than 8 cms/sec. The Master should endeavor to ensure compliance with the mooring layout. Once moored and All Fast, the vessel s winches must be secured with the winch brakes set to the design holding power of the morring winch system. Automatic tension winch settings shall not be used. During the period alongside, a strict watch shall be maintained of the vessel s mooring at all states of tide to ensure that all lines are properly tensioned to prevent undue movement of the vessel. The mooring lines shall be adjusted under the supervision of a responsible ship s officer. In order to avoid damage to cargo transfer hoses and the HP gas arm, the vessels shall be kept close alongside at all times. The Responsible Terminal representative shall direct cargo transfer operations to be suspended and / or tugs summoned in case of: Vessel s movement endanger loading arms / hoses Absence of adequate deck watch personnel. Under normal operating conditions, berthing / unberthing is permitted during daylight hours only. PQA may provide up to three Marine Pilots for all LNGC movements.

20 Rev: 3 May 27 th, 2015 Page 19 of 104 ALL DELAYS / CHARGES caused by the ship s failure to observe PQA Port rules and general legislation affecting the terminal, FSRU or LNGC shall be for the ship s account.

21 Rev: 3 May 27 th, 2015 Page 20 of EETL BERTH LAYOUT OVERVIEW Figure6. Berth Arrangement at EETL Facility.

22 Rev: 3 May 27 th, 2015 Page 21 of SECURITY Unauthorized vessels are prohibited from entering the terminal basin with enforcement and interdiction to be provided by PQA security forces ENGINE IMMOBILIZATION The main engine shall be kept ready for immediate use. Urgent repairs may only be undertaken with written form approval from the Terminal Manager who will obtain permission from the Harbor Master. Repairs which are restricted to the maneuverability of the vessel may only be carried out and will be conditional on the Master hiring sufficient standby tugs to move the vessel if so required. All consequential costs resulting from repair work carried out on the vessel while it is moored at the Terminal shall be borne by the vessel. Should the repair works represent a risk for the terminal or should the conditions of the approval be compromised, the Terminal Manager may require that the vessel be removed from the berth at the owners costs ANCHORS Vessel s shall have their anchors ready for immediate use while transitting the navigation channel of Port Qasim ANCHORAGE LOCATION Anchorage can be obtained in the Outer Anchorage Area, West of the fairway lighted buoy. The anchorage supports depths of M with good holding ground of sand and mud. During the heavy swells of the Southwest Monsoon, vessels should anchor near the West end of the anchorage area and pay out extra cable. The turning basin in the Port Qasim navigation channel may be used for a temporary or emergency anchorage provided an escort tug is in attendance and the LNGC has a pilot on board EMERGENCY TOWING WIRES The use of an emergency towing wire is discouraged by OCIMF and SIGTTO guidelines and recomnmendations and shall not be required at the EETL facility.

23 Rev: 3 May 27 th, 2015 Page 22 of NUMBER OF CREW The Master shall at all times retain sufficient crew on board to operate his vessel in compliance with the vessel s safe manning certificate CONTROLLED ACCESS TO THE TERMINAL AND FSRU Owing to the nature of the products handled on the Terminal and to comply with the Regulations, it is necessary to exercise strict control of access to the area. Unauthorized persons are not allowed to enter a vessel berthed alongside the Terminal until it has been cleared by agents and the Authorities. EETL personnel and representatives shall have access to the vessel for the performance of their duties. The Master will give them all the necessary information with regard to operations and shall allow them to inspect all safety equipment and handling facilities. Backup support by the vessel s crew is to be assured. Persons with valid work passes are allowed to enter the Terminal to proceed to the jetty. Persons having lawful business with vessels, tradesmen and suppliers will be issued with a day pass by the Security officer. A hydraulically operated variable access gangway will be provided for access and egress of personnel between the FSRU and the Jetty. Throughout normal operational periods, the access gangway will be landed on the FSRU and is attended by vessel staff. During unusual operational periods, typically with heightened security level, the access gangway may be closed and removed from the vessel. Crew members of a vessel are not allowed to enter the terminal without permission as mentioned in Marine Terminal Pass Form, a copy of which may be found in the Annex. The entry of women to the Terminal is restricted to female member of vessel s crew or wives of crew members and any other females if approved by Port Authority and Terminal Management.. The cooperation of the Masters and Shipping Agents is requested in the interest of safety. A gangway of approved design and function shall be provided as means of access between the FSRU and jetty. The LNGC shall, have the offhsore combination pilot / accommodation ladder available for access. Access between the FSRU and the LNGC shall be by personnel transfer basket using a crane certified for personnel transfer provided by the FSRU. The Pilot and the harbor authorities shall have the option of embarkation/disembarkation on/from the FSRU (when the LNGC is not alongside) or LNGC from the seaward side.

24 Rev: 3 May 27 th, 2015 Page 23 of 104 Posted Notice Board A notice board shall be displayed in a prominent area near the access to the vessel indicating: NO ADMITTANCE, EXCEPT ON BUSINESS NO SMOKING ALLOWED NO OPEN LIGHTS OR CELLULAR PHONES ALLOWED

25 Rev: 3 May 27 th, 2015 Page 24 of VESSEL COMPATABILITY A detailed vessel compatability review shall be conducted for each vessel involved in the STS Transfer. STS transfer operations shall not be conducted with a vessel that has not undergone such review. This review enables the respective ships management and the STS service provider to identify any aspects of the operation that require attention prior to the start of the STS operation. The review shall include: Vessel particulars, type of containment and restrictions thereof, VPQ; General arrangements of the vessels involved; Mooring appliances and deck fittings (type, number and location of mooring lines); Hull particulars including parallel mid-bodies and shell loading; Bridge wing clearance, fore and aft as well as longitudinal offsets; Means of securing primary and secondary fenders; Vessel draughts, freeboards, manifold heights and key measurements; Officer Matrix, Number of crew carried to conduct the STS including the number of officers to maintain a bridge and cargo watch throughout the transfer, without exceeding work hour restrictions. The number of crew shall take into account the FSRU may be conducting simultaneous operations; Primary, secondary and emergency communications systems; Emergency shutdown systems and the compatability of the system between the vessels; Emergency response and contingency plans; Nitrogen availability; Hose handling cranes, their SWL, out-reach and certification for personnel transfer, if applicable; Manifold design and deck load limit; Manifold deluge-water curtain and water bath requirements; Gas Form C or VPQ; Optimoor vessel file; Photos of the manifold area including hand rail; Photos of bow and stern with emphasis on winches, chocks, fairleads, mooring gear; Cargo Transfer Piping Diagram; Latest Class Survey Status Report including conditions of class amd memoranda; Copy of IOPP Certificate including supplement (Form A or B); Latest SIRE Report (< 6 Months Old) should be uploaded to the OCIMF website; and Any additional features of the vessels involved which may be considered of importance.

26 Rev: 3 May 27 th, 2015 Page 25 of SHIP TO SHIP (STS) OPERATIONS 4.1. PRE TRANSFER OPERATIONS Pre-arrival Tests and Inspection Prior to LNGC Arrival The visiting LNGC ship shall perform the normal pre-arrival tests, inspections and preparations as for typical shore terminals, as follows: Low cargo tank pressure; Liquid temperature shall not be warmer than -159 C; Liquid manifolds shall not be cooled down; Manifold shall be cleaned, purged and ready for opening (singled-up to 4 bolts); Air & N2 hoses and connections ready. Fire hose (to fill saddle with water) laid out; Sufficient 16 gaskets available; SW Ballast system tested; Gas meters tested; Cargo alarms set points checked and annunciator tested; ESD system tested; Portable deluge system and water bath dams installed (optional); and Pre-Arrival tests, inspection checklists completed. STS Fenders The FSRU shall have five (5) Yokohama -type LP-50 pneumatic fenders rigged on the port side. The fenders are 4.5 m diameter and 9.0 meters long, wrapped in a tire net. Three (3) of the fenders are rigged aft of the LNG cargo manifold and the remaining two (2) forward. There are also two (2) baby fenders suspended on the upper fore and aft limits of the parallel mid-body. The fenders ISO compliant. The fenders and rigging are subject to inspection prior to each STS transfer operation. Figure 7. STS fender string arrangement

27 Rev: 3 May 27 th, 2015 Page 26 of 104 Figure 8. Typical jumbo STS fenders Mooring Arrangement The EETL facility is fitted with mooring and breasting dolphins on the jetty on which the quick release hooks (QRH) are fitted. Each QRH has a mooring load cell incorporated within it which allows for remote monitoring of mooring line loads. The actuation of the QRH function is also controlled locally and from the FSRU. QRH actuation is on a hook-by-hook basis in order to avoid unintentional release of all lines. The general arrangement of the mooring system is as follows: Mooring Dolphin 1 (MD 1) QRH 3 (3 X 137 Ton SWL) for Q-Flex head lines QRH 3 (3 X 125 Ton SWL) for FSRU head lines Mooring Dolphin 2 (MD 2) QRH 4 (4 X 125 Ton SWL) for FSRU forward breast lines Mooring Dolphin 3 (MD 3) QRH 4 ( 4 X 125 Ton SWL) for FSRU after breast lines Mooring Dolphin 4 (MD 4) QRH 3 (3 X 137 Ton SWL) for Q-Flex stern lines QRH 3 (3 X 125 Ton SWL) for FSRU stern lines Berthing Dolphin 1 (BD 1) QRH 3 (3 X 125 Ton SWL) for FSRU forward spring lines Berthing Dolphin 2 (BD 2)

28 Rev: 3 May 27 th, 2015 Page 27 of 104 QRH 3 (3 X 125 Ton SWL) for FSRU aft spring lines The FSRU is fitted with the following QRH for the LNGC mooring lines: QRH 3 (2 x 125 Ton SWL) foredeck for Q-Flex forward breasting lines QRH 1 (3 x 125 Ton SWL) forward for Q-Flex forward spring lines QRH 1 (3 x 125 Ton SWL) aft for Q-Flex aft spring lines QRH 3 (2 x 125 Ton SWL) - aft deck for Q-Flex after breasting lines Access Between the FSRU and LNGC The FSRU is fitted with personnel transfer basket (Billy Pugh). The personnel transfer basket will land aft of the LNGCs cargo manifolds and form part of the pre-arrival compatibility checks. On completion of mooring, the Pilot and LNGC s Master will confirm to the FSRU Master that the LNGC is securely moored ( All Fast ) and that the personnel transfer basket can now be operated and land on the LNGC s deck. Due care and caution shall be exercised when transferring personnel between vessels using the personnel transfer basket. The crane utilized to lift this basket shall be certified for lifting personnel and the crane operator and supervisor properly trained. Certification of the crane(s) used for personnel transfer shall be confirmed during the STS compatibility process. Before landing the personnel transfer basket on to the LNGC, a responsible LNGC s Officer must agree with the FSRU Officer who operates the equipment that it is safe to land the personnel transfer basket. Thereafter boarding of FSRU personnel can take place.

29 Rev: 3 May 27 th, 2015 Page 28 of 104 Pre Cargo Transfer Meeting After the LNGC/FSRU Safety Checklist has been completed and prior to the opening Custody Transfer Measurement Survey a Pre-Cargo Transfer Meeting shall be held on board the LNGC. The attendees of this meeting shall be the LNGC officer responsible for cargo management and the FSRU s responsible officer for cargo transfer, the Independent Cargo Surveyor, EETL s representative and any other individual with a recognized and legitimate interest in the cargo transfer operation. The purpose of this meeting is to ensure that all aspects of the cargo transfer and associated activities are clearly understood and documented, using the FSRU s Activity Schedule. The agenda for this meeting shall include as a minimum for normal cargo transfer, but not necessarily be limited to the following: Status of cargo tanks on arrival (temperature and pressure) Sequence of ESD tests Cargo hoses Cool-down procedure Vapour handling Ramp up Bulk cargo transfer procedure Ramp down Drain purging and disconnecting Ballasting Anticipated weather and sea conditions. Communications between FSRU, LNGC & (stand-by tug if any). Emergency Procedures Maritime Security Notice of Readiness (NOR) The LNGC shall tender the NOR at the time and place as per the relevant clause of the Charter Party and / or the Master Sale Agreement (Sale and Purchase Agreement) whichever is applicable. The NOR shall be addressed to the Master of the FSRU only and copied to other entities as required. Bills of Lading The Bill(s) of Lading for the cargo to be discharged shall be handled by the owners of the LNGC and their local agents. The Master of the LNGC, his owners / operators and charterers, if any, shall take utmost care to have the requisite authorization for the Master of the LNGC to commence discharge operation without any delays. The Master of the FSRU shall not, in the normal course of business, be required to issue a Bill of Lading or Mate s Receipt for cargo laden by STS transfer.

30 Rev: 3 May 27 th, 2015 Page 29 of 104 Cargo Survey, Documentation, Customs and Agents Visiting LNGC s appointed agent will arrange port entry and customs clearance. Clearance by authorities must be given prior to any operations can commence. Custom officials and other representatives are disembarking the LNGC via launch. Emergency Shut Down Systems Each vessel involved in the STS transfer operation shall have an emergency shutdown (ESD) system which enables a rapid and controlled means of stopping the cargo transfer and isolating the free communication of LNG and GNG between the vessels in the event of an emergency. Modified arrangements may be required for vessels engaged in a STS cargo transfer in order that both ESD systems are compatible. This shall be addressed in the Compatibility Study. The ESD system shall comply with the SIGTTO guidelines for linked ESD systems. The ESD system features the typically stepped system used at conventional LNG terminals where ESD-1 shutdowns the cargo transfer system in a fail-safe closed arrangement and ESD-2 releases the cargo transfer hoses in the event of vessel separation. Linked ESD Systems The cause and effect of shutting down cargo transfer in an emergency shall be discussed and confirmed by both vessels prior to commencement of the cargo transfer. Vapor management and the actions surrounding recovery from an ESD shall also be confirmed. The primary ESD link shall consist of a pneumatic, electric or fiber optic connection with a weak link fitted in the umbilical between the two vessels. The weak link is a failsafe in case of vessels drifting apart. The means of linking the ESD systems of the vessels shall be addressed in the Compatibility Study. Testing of ESD Systems Prior to arrival, the ESD system shall be thoroughly tested by both vessels as required by the IGC code. All methods of activation should be tested and the timing of the ESD valve closure shall be noted. The closing times and sequencing of the ESD valves shall be more than 15 and less than 30 seconds ensuring pressure surges do not occur. The FSRU ESD valves are timed to close within 30 seconds. The LNGC should set its valves to close within 25 seconds. Prior to commencement of the cargo transfer (hose cool down), the linked ESD system shall be tested by both vessels in accordance with the IGC code. The ESD shall be tested once cargo transfer hoses are connected and purged. It is important that the ESD valves are not operated before purging has been completed since the cargo transfer hose and spool pieces may contain oxygen and moisture. The procedure for testing the linked ESD system shall be addressed in the Compatibility Study and confirmed at the pre-transfer safety meeting. The vessels shall agree to the sequence and number of tests to be conducted.

31 Rev: 3 May 27 th, 2015 Page 30 of 104 Communications Failure In the event of a communications failure between the vessels, all cargo transfer operations shall shutdown until the cause has been identified and communications between the vessels re-established. Mooring Integrity & Safety Checks Prior to connecting the cryogenic flexible hoses/or commencement of the Pre Cargo Transfer Safety Meeting the FSRU Master or his authorized deputy shall together with a responsible LNGC officer check and confirm that all moorings are tight, brakes properly hardened up and winches are out of gear, firefighting equipment is deployed, fire wires are rigged correctly, offshore manifolds are fully blanked and tight and other areas of general safety. On completion of confirming mooring integrity and safety, and following the conclusion of the safety meeting connection of unloading arms may proceed. The Master of the FSRU and LNGC shall ensure the vessels are moored properly according to the approved mooring layout. Any deviations in the mooring arrangement shall be brought to the attention of the Terminal Manager. The safety checks shall be documented using the Safety Check List found in the Annex. Water Spray Hull Protection System Once the LNGC is moored to the FSRU, and before the cargo transfer hoses are connected, the water curtain should be started by both vessels. After completion of connecting the cargo transfer hoses, each vessel is responsible to establish a water bath and water cascade on the trunk deck slope under the cargo manifold. The fire main shall remain pressurised at all times on both the FSRU and the LNGC. Communications Alongside Communications between LNGC and FSRU shall be established before commencement of cargo transfer operations. Communications systems shall be included in the ship compatibility study and shall be confirmed during the pre-transfer safety meeting. The FSRU shall provide the communication links between the vessels. In addition the FSRU shall provide the LNGC with a hand held UHF Radio, spare battery and charger for use during the unloading operation. A receipt for the radio shall be signed by a responsible officer from the LNGC. In the event of a communications failure between the vessels, all cargo transfer operations shall be shutdown until the cause has been identified and communications between the vessels re-established.

32 Rev: 3 May 27 th, 2015 Page 31 of 104 Gas Burning Gas burning on board of the LNGC can be accepted related to commercial terms and condition outline in the commercial agreements. LNGC equipped with reliquefaction plant may use it as per their requirement but after approval of the EETL Terminal Manager or LNG operations representative. Opening Custody Transfer Measurement Before the LNGC's manifold valves are opened at the start of line cooldown the opening CTMS shall take place. The opening CTMS shall take place on both vessels simultaneously, therefore clocks on each vessel should be syncronized accordingly. This is usually done following the safety meeting. The CTMS on the LNGC shall be witnessed by an independent surveyor. In some cases Port State Customs authorities may also be present. The CTMS is conducted in compliance to the standard GIIGNL guidelines. Engine room fuel meters, GCU counter and other consumers shall be recorded at the start of opening CTMS. In the event of a primary gauging system failure, the secondary gauging system shall be used for CTMS. Vessels should NOT secure gas burning prior to or during gauging unless otherwise agreed. Cargo Transfer Hose Specification and Testing Flexible cryogenic cargo transfer hoses are stowed on board the FSRU and provided to the LNGC for cargo transfer. When not in use the hoses are stowed in a dedicated wooden hose rack in a horizontal position, stowed with a slight positive pressure and protected from the elements by tarp. The hose rack allows for: Storage of 9 hose lengths, allowing for 1 spare length of hose; Visual inspection and dew pointing of hoses at regular intervals; Pressure testing of hoses per Class and OEM requirements; and Ease of hose handling for the crew with the manifold crane. The cargo hoses are a nominal 10 (250 mm) diameter by 59 (18 m) long, composite hose, type approved for the transfer of LNG. The hoses are the similar to what is outfitted as part of the vessels safety equipment for emergency cargo transfers. Class certificates for the cryogenic hoses may be found in Annex GGG.

33 Rev: 3 May 27 th, 2015 Page 32 of 104 Figure9. Typical 10" LNG cargo transfer hose Figure 10. Typical 10" LNG cargo transfer hose

34 Rev: 3 May 27 th, 2015 Page 33 of 104 Cargo Transfer Hose Specification Type: Diameter Bending Radius: Material: Length: Temperature: Composite, multi-layer 250 mm nominal internal 1500 mm supported Polyester and Polyamide films and fabrics 316 L stainless steel end fittings, flanges, inner and outer wire mandrel 18 m -196 degrees C to +50 degrees C Pressure: Flow: Connection: Weight Standard: SWL 10.5 bar / testing 15 bar 2,250 m 3 /hr ASA floating flanges 665 kg dry and 920 kg filled with LNG and covered in 1 hard-ice European Committee for Standardization: Thermoplastic multi-layer, (non-vulcanized) hoses and hose assemblies for the transfer of liquid petroleum gas and liquefied natural gas-specification EN dated February 2003 and EN1474 as amended. Typically eight (8) hoses may be used for cargo transfer. A total of two (2) hoses shall be used for vapour return between the vessels. The remaining hoses (6) shall be dedicated to liquid cargo transfer. The hoses used for the vapour transfer are interchangeable with the hoses used for liquid transfer. An annual pressure test of each hose shall be conducted and results recorded by the FSRU. Due to the construction of the hose it may not possible to stencil the test date to each hose. The annual pressure test shall be performed in accordance with the IMO IGC with a test pressure of 1½ times the working pressure of the hose or as per the manufacturer s recommendations. Dry nitrogen gas will be used to conduct the pressure test. When the cargo transfer hoses are stowed and not in use, the hoses shall be stowed and maintained with a positive-pressure nitrogen blanket inside Emergency Release (Hose) Couplings Each liquid and vapour hose used for the ship-to-ship transfer is fitted on FSRU side with a cryogenic dry break emergency release coupling (ERC). The coupling is an emergency release device with internal double closure valves activated by an integrally mounted hydraulic release mechanism. The ERC are Class approved and are able to function with ice accumulation up to 25mm in accordance with IGC code requirements. The 10 ERC is an improved system, hydraulically actuated, and features a controlled closure-againstflow feature which certified and Class approved. The ERC will function against full rate flow to prevent release of LNG in the event of an ESD-2 actuation. The ESD-2 is integrated into the ESD-1 function to ensure ESD-1 occurs first.

35 Rev: 3 May 27 th, 2015 Page 34 of 104 The ERC actuation system shall be tested prior to starting the hose cool down on FSRU side. Figure 11. Emergency Release Coupling - 10" with controlled closure against flow function Figure 12. ERC in cryogenic condition - post actuation.

36 Rev: 3 May 27 th, 2015 Page 35 of 104 Cargo Hose Support Saddles Hose support saddles are specially designed and fabricated for use in supporting the cargo transfer hoses as they cross the manifold hand railing of both vessels. The saddles are designed to support the loads of the cargo hose with the LNG volume, maintain the minimum bend radius of the hose and manage the dynamic loads transferred to the vessels manifolds. The saddles shall be placed in the correct location by the crew of both vessels. The FSRU will have hose saddles on board that shall be transferred to the manifold of the LNGC. The saddles rigged on the cargo manifold of the FSRU contain a braking system to allow the safe automatic descent of the cargo transfer hoses in the event of an ESD-2 emergency disconnection. Figure 13. Rendering of the STS equipment rigged on the FSRU cargo manifold

37 Rev: 3 May 27 th, 2015 Page 36 of 104 Cargo Hose Support Saddle Specification Primary material: Plate thickness: Other materials: Stability: Draining: Securing / Horizontal: Weight: Seawater resistant aluminum ASTM 5083 (nonstructural) and 5383 (structural) 8mm (structural) 6mm (nonstructural) Teflon sheet (3mm) in way of flexible hose, 400mm wide Wooden plate between saddle bottom and platform grating Provided by filling the bottom tank of each saddle with seawater, maximum 500mm depth approximately 1 ton One large hole for quick draining while in place on manifold platform. Screw in plug accessible from manifold side One small plug (1/2 ) for full draining in storage position By ratchet straps with rim fixed by clamps on the manifold gutter plate, with the rim running around the entire saddle 738 kg dry and 1477 kg with water ballast. The Master of each vessel shall ensure the following prior to beginning hose connection: No visible damage to the Teflon sheet that could damage hoses Bottom ballast tank of each saddle is filled with seawater Horizontal securing strap and putting blocks are in place Vertical securing straps and wooden floor-plate are in place with saddle properly adjusted for height The hose support saddle is stable Figure 14. STS transfer system general arrangement

38 Rev: 3 May 27 th, 2015 Page 37 of 104 LNG Cargo Hose Connection STS equipment handling and hose connection shall be in compliance with the Cargo Hose Handling Manual issued to the LNGC before arrival. It is of utmost importance that the instructions contained in the manual are followed by all personnel involved. The crew of both vessels are involved in rigging the cargo transfer system in a manner similar to other types of STS operations. Since the crew of the LNGC shall be actively involved in the hose connecting operation, a copy of the Cargo Hose Handling Manual shall be supplied to the LNGC in advance of the operation. If the Master of the LNGC does not have the manual on board, it should be requested in advance. The hose handling and connection process is supervised by the officers of each vessel however one officer from the FSRU will be present to assist the staff of the LNGC. The senior officers of the LNGC are requested to attend a STS transfer familairization training course in advance of calling at the EETL facility. Hose buns designed to support and protect the composite hose when lifted by the crane shall be provided by the FSRU. The hose bun shall be secured to each hose and used to lift the hose thus avoiding external damage and excessive bending. The wye-reducers, composite hoses and emergency release couplings (ERC s) shall be fitted between the respective liquid manifolds and the vapour manifold. Insulation flange sets shall be installed on board the FSRU between the wye-reducer and the ERC in each hose string. All bolted flange connections shall be set with a torque of Nm, each with a new packing installed. The responsible LNGC officer shall verify the torque settings on the LNGC manifolds. Liquid manifold connections not used for the cargo transfer shall remain blinded and secured with bolts / nuts in all flange connection holes. Usually the cargo transfer hoses shall be connected starting with the second liquid manifold connection (L-2) and working aft until all hoses are connected. On each manifold, the cargo hose string has a wye-reducer spool piece shall be bolted to each 16 manifold or 20 by 16 reducer, as applicable, with a new packing and all twelve (12) bolts properly torqued.

39 Rev: 3 May 27 th, 2015 Page 38 of 104 Wye-Reducer Spool Piece Specification: Figure15. Wye-reducer spool piece Primary material: 316 SUS Pipe thickness: Schedule 80 Flanges: Weight: Lifting sling: 16 ANSI 150, RF 10 ANSI 150, RF 175 kg Permanent 6 mm SUS wire, tri-pod sling with lifting eye above center of gravity to maintain horizontal presentation The FSRU shall supply and transfer the wye-reducer spool pieces to the LNGC and the guide pins or spuds (tapered bars with hand grips) are used to guide and align the hose flange bolt holes with the holes on the spool piece presentation flange.

40 Rev: 3 May 27 th, 2015 Page 39 of 104 Cargo Hose Inerting and Flange Leak Test Once the cargo hoses are connected, the manifolds, spools and hoses shall be purged of oxygen using nitrogen supplied by the FSRU. The pressure shall be raised to 450 kpa (4.5 bar) in the liquid lines and 150 kpa (1.5 bar) in the vapour line. The pressure shall be maintained while a leak test is carried out on the flanged connections using a soapy water solution. Once the leak test has been completed the pressure shall be released to atmosphere by the LNGC and the hose atmosphere shall be tested. Purging is considered complete once the O2 is < 2%. All hoses shall be depressurized to 5-10 kpa after the leak test and purge. Warm ESD Test In addition to any tests that may be carried out by the FSRU prior to the LNGC's arrival, ESD tests shall be conducted in conjunction with each arriving LNGC. When both FSRU and LNGC have confirmed ready for test, the LNGC shall initiate an ESD. After resetting the FSRU shall initiate an ESD test. ESD procedure shall be agreed at the Pre Cargo Transfer Meeting. All valves and equipment connected to the ESD system must be operating properly when the ESD System is released. Upon completion of a successful ESD test, the cool down operation is ready to commence 4.2. CARGO TRANSFER OPERATIONS Hose and Manifold Cooldown During LNGC arrival pilotage and hose handling operations the cargo lines shall be cooled down up to the inboard manifold double-block valve in order to avoid the risk of LNG passing across an ESD valve during flanging operations. Line cooldown is considered to be complete once the fwd and aft liquid cross-over lines are < -110 C. Line cooldown can commence during LNGC pilotage so long as personnel are available for safely conducting the operation. The line cooldown process shall be addressed during the vessel compatibility study and confirmed during the pre-transfer safety meeting. During hose and line cooldown, the integrity of the hoses, flanged connections and the manifold area shall be closely monitored. Cargo hose cooldown shall be performed by using one (two if required) of the LNGC s cargo spray pumps and should take a minimum of 90 minutes. The cooldown shall be conducted with the LNGC ESD valves open and the manifold double-block valves closed. The rate of cooldown shall be controlled with the cool down valves on the manifold coming from the spray header. The liquid manifold valves on the FSRU shall remain closed. The coolant shall bypass the ESD valves flowing into the stripping header towards the spray line at the vapour dome until the spool piece on the FSRU is 50% frosted.

41 Rev: 3 May 27 th, 2015 Page 40 of 104 Thereafter the manifold ESD valves and the double-block valves aboard the FSRU shall be opened in order to start to cooldown of the LNG manifold risers. Once achieving the desired temperature the cooldown is completed and stopped. The cold ESD test shall be conducted after which valve line-up takes place for the cargo transfer. Cold ESD Test Before initiating the cold ESD test both LNGC and FSRU shall confirm their readiness to each other to conduct this test. The FSRU following a countdown will initiate the ESD. Both LNGC and FSRU will check their respective ESD valves for proper closure. Closing time of both LNGC and FSRU valves are to be recorded. Only one ESD is required. One ESD is initiated from the LNGC and one from the FSRU (Pyle and Optical) and the opposite during warm test. Cargo Transfer The FSRU will be in charge of the cargo transfer due to the FSRU being the receiving and production facility. The cargo operation will be executed in careful cooperation between the LNGC and the FSRU. Prevention of Rollover procedures is incorporated into FSRU s cargo operation manual and must be complied with at all times. These procedures are based upon best industry practice and SIGTTO recommendations. The FSRU and the LNGC will line up respectively for the cargo transfer. When all parties have completed the cargo pipe lineup and are ready for cargo transfer, both FSRU and LNGC Officers in charge of transfer will acknowledge to each other that cargo transfer can commence. One of primary variables that dictate the LNG cargo transfer rate is the gas production rate from the FSRU into the pipeline. The LNG cargo transfer rate may have to be reduced in order to control FSRU tank pressure and levels within operating limits. The terminal is designed for a transfer rate of up to 12,000 m 3 /hour, however in its sole discretion the FSRU will advise on the maximum loading rate for the individual discharge. During the LNG cargo transfer a carefully check of the tank pressure must be maintained throughout. To maintain tank pressure on the LNGC BOG from the FSRU will be returned via the vapour system utilizing the pressure difference. Simultaneously with the cargo transfer the LNGC will be ballasting and the FSRU will be de-ballasting accordingly. Both the FSRU and the LNGC must have a stability plan prepared for this operation. Ramping up and down rates shall be discussed at the pre-transfer meeting. However the ramping up can be slowed down if either party feels uncomfortable with the situation. Normal ramp up is expected to take one (1) hour. Starting cargo transfer and subsequent increases in transfer rate shall be authorized by the FSRU to ensure that tank pressures are managed in a safe manner. During the transfer an hourly exchange of information shall take place between the vessels. This shall include (but not limited to) cargo transfer rate, tank pressure, cargo ROB quantities, mooring line status, etc.

42 Rev: 3 May 27 th, 2015 Page 41 of 104 The ramping down process shall be discussed and agreed to at the pre-transfer safety meeting. Vapour Management Gas will be returned to the LNGC via a pressure control valve on the FSRU on free flow basis. The set point will be agreed during pre-discharge meeting. Due to higher operating pressure on the FSRU excessive boil off is reduced during transfer, therefore it is important to note that the FSRU tanks pressure relief valves are set at 700 mbar(g). The operation pressure on the FSRU is set out by the overall operation of the terminal and independent from the individual discharge operation. It is the responsibility of the LNGC to monitor the pressure in its tanks and keep the FSRU informed. In the event that pressure in the return gas line falls to 80 mbar(g) or below then the LNGC must adjust its unloading rate until pressures return to normal levels. It is important that FSRU Cargo Control Room is informed if there is any problem with the ship taking return gas in order that the FSRU can manage vapor pressure in the FSRU cargo tanks by other means (Recondenser, MSO compressor). In case of raising tank pressure on the LNGC side the FSRU Cargo Control Room needs to be informed immediately for further action. Topping Off Topping off shall occur at the pre-agreed reduced rate, one tank at a time. A topping off rate of m 3 /hr is normally agreed upon. There may be an increase in the effect boil off has on tank pressures whilst tanks are being topped off, this is due to the construction shape of the prismatic tanks. Adequate precautionary measures shall be taken in order to avoid possible venting. Stripping / Heeling Out Heeling out operation is permitted, if commercial terms and conditions are in agreement with this operation. Under no circumstance the contractual lay time should be exceeded due to the heeling out operation. Stripping pumps shall be started in ample time if the discharging vessel intends to heel-out (strip) cargo tanks. This shall ensure cargo consolidation can be completed if the main cargo pump loses suction due to liquid movement. The minimum LNG liquid level accounted in the custody transfer is the height of liquid, where the accuracy equal to or better than plus or minus five (±5) millimeters over the relevant measurement ranges of the cargo tanks as outlined in the calibration table of the vessel. Any liquid level below the minimal height may not be accounted for, therefore it is usually recommended to heel-out with some level of innage remaining. Heeling out operation will be discussed during the pre discharge meeting. Cargo Hose Drain and Purge Once the cargo transfer operation has been completed, the ESD valves on the manifold of the FSRU shall be closed. On the LNGC the double-block valves shall be closed while the ESD valves remain

43 Rev: 3 May 27 th, 2015 Page 42 of 104 open to allow draining of the vertical risers and cargo transfer hoses. All cargo transfer hoses shall be drained from the LNGC towards the FSRU. Draining shall be conducted by repeatedly pressurizing the hoses using nitrogen until the pressure reaches four (4) to five (5) bar and then opening the FSRU manifold ESD bypass valves until the hoses are liquid free. During this operation sea water spray shall be directed onto the LNG hose bight (catenary) to speed up de-icing and vaporization of remaining LNG in the hose. As the LNG boils-off, the line pressure increase will assist in displacing liquid in the lines. Both vessels shall conduct the drain and purge operation together. It may aid the operation if the FSRU can supply nitrogen, via a flexible hose, to the LNGC N2 rail to aid the pressurization of the cargo hoses from the LNGC side. This shall be discussed at the pre-transfer safety meeting. Cargo hoses shall continue to be purged with nitrogen until they contain an atmosphere of less than 2% methane by volume. Hoses may then be disconnected, blind flanges installed and the hoses passed back to the FSRU. Cargo Hose Disconnection The cargo hoses shall be disconnected and handled in accordance with procedures in the Cargo Hose Handling Manual provided to the vessels. After disconnection each hose flange shall be blanked prior to returning the hose to the FSRU. The manifold ESD by-pass valves on the FSRU shall be partially open to prevent any pressure build up in the cargo transfer hoses POST CARGO TRANSFER OPERATIONS Closing Custody Transfer Measurement On completion of draining and purging of the cargo hoses and confirmation that all the LNGC s manifolds are closed, closing CTMS may commence. In most cases the same witnesses to the opening CTMS shall be present at the closing CTMS. On completion of cargo calculation and agreement of the cargo quantity transferred, any documentation will be prepared by the LNGC, for signing by all interested parties. Engine room fuel meters, GCU counter and other consumers shall be recorded at the start of closing CTMS. In addition to standard CTM prints, the LNGC should provide screen prints from the control system to demonstrate vapor handling on board the LNGC for engine room, GCU or reliquifaction unit consumption. Removal of ESD Cable The ESD Cable should be disconnected after the cargo hoses have been disconnected and water curtains are secured.

44 Rev: 3 May 27 th, 2015 Page 43 of HAZARD SITUATIONS & EMERGENCY RESPONSE 5.1. FIRE AND SAFETY PRECAUTIONS Repair Work and Maintenance No boiler cleaning, chipping, scaling and scraping of steel work or work likely to cause sparks shall be undertaken on any vessel (and no iron or steel hammers or other instrument capable of causing sparks shall be used for the purpose of opening or closing hatches), unless the previous written permission of the Terminal Manager has been obtained and permission of Harbor Master. Engineer on Duty In addition to the supervision required on deck a competent Engineer must be on duty in the engine room and or boiler room at all times whilst the vessel is berthed of the Terminal. Excessive Funnel Smoking Soot blowing and excessive funnel smoking is prohibited and immediate steps must be taken to eliminate sparking from funnels. Fire and Fire Fighting For an emergency on shore, jetty or FSRU, an alarm shall be raised. The EETL facility signals and emergency by giving the sound of siren. Refer to ANNEX HHH for further details. Fire Fighting Equipment Vessel(s) shall be adequately manned at all times for fire fighting and for vacating the berth in case of an emergency. The following fire fighting precautions shall be ready: Fire hoses to be run out fore and aft, ready for use Fire main must be under pressure Dry chemical extinguishing equipment of adequate capacity must be stationed near the vessel s manifold In The Event Of A Fire Ashore All cargo operations and/or ballasting operations must be stopped immediately and the Master shall prepare the vessel for immediate departure and await instruction from the Terminal Manager or PQA. In The Event Of Fire Aboard Advise jetty operator, FSRU / LNGC as applicable and sound the alarm. Shutdown cargo operations and activate the water deluge as necessary. In case of fire on board of a vessel at the EETL facility, the responsibility for fire fighting onboard remains with the Master. The vessel Master may request assistance from the Senior Fire Brigade Officer on duty and the FiFi tugs available in the port.

45 Rev: 3 May 27 th, 2015 Page 44 of 104 Generally the fire brigade will be on the scene first and will on request of the Master assist in combating the fire VENTING GAS TO ATMOSPHERE Venting of natural gas to atmosphere is not permitted during normal operations. The need for emergency venting shall minimized through the process of tank pressure management and the use of consumers on board the FSRU or LNGC. In the case of emergency venting, the gas shall be heated and cold venting avoided. The water spray deluge systems shall be in use and all ventilation systems secured during any venting event THUNDERSTORMS/ELECTRICAL STORMS - SUSPENSION OF OPERATIONS Lightning hazards may be associated with several severe weather conditions. During periods when lightning/thunderstorms pose a threat, personnel shall be expected to use prudent judgment and proceed indoors and withdraw from exposed locations. When lightning/thunderstorms are in close proximity to LNG/RLNG transfer operations, operations may be temporarily halted until determined that the lighting strikes no longer pose a hazard to personnel working outdoors. Transitions in operations may represent moments of increased risk. Careful evaluation of the circumstances and potential for release of gas should be considered when determining whether to shut down or continue cargo transfer operations with electrical storm activity in the vicinity. It is to note, shutting down regas operations may pose increased risks and therefore may dictate that continuing regas operations to be the safest course of action. In the case of STS cargo transfers, the transfer shall be suspended until the lighting passes. During the suspended period, the cargo transfer hoses may be maintained cold by use of a small spray/stripping pump. The vessel Master is responsible for the safety of the vessel and is responsible for the actions necessary to protect the vessel. Master s should take into account weather factors associated with the lightning/thunderstorms as well as the potential increased risk of gas release during a regas plant shutdown. It is the Masters decision to stop or continue regas operations PERSONNEL EMERGENCY ESCAPE The vessel s offshore lifeboat shall be ready for immediate lowering as an emergency escape means for personnel. An accomodation/pilot ladder rigged on the offshore side of the vessel shall be ready for immediate lowering as means of escape in the event of an emergency. Personnel working on the Engro Elengy Terminal jetty shall normally use the jetty to evacuate toward the shore but in cases where they are trapped, they should consider boarding the FSRU as a means to escape.

46 Rev: 3 May 27 th, 2015 Page 45 of HIGH PRESSURE (HP) GAS FIRE Gas leaking from a pipeline under pressure, if ignited, will give rise to a jet flame. The first action to be taken in case of a high pressure leak is to isolate the leak and secure the source of gas. Activation of the Emergency Shutdown (ESD) system is the preferred method of action, as the systems are designed to fail safe or shut down into a safe condition. The action taken to manage high pressure leak or fire shall include: Activation of the ESD system on the FSRU; Isolate and secure the gas source; Dispersing or controlling the vapor cloud; Securing potential sources of ignition; Activation of the FSRU s high pressure gas blow down system. In some cases, if ignition has occurred and the fuel source has been isolated and secured, it may be best to allow the gas fire to burn itself out. Adequate spray and/or deluge of water to protect adjacent structures is needed to provide thermal protection. Dry Chemical (Ansul-brand Purple-K or similar) is the preferred agent for extinguishing gas fires under pressure. It is of prime importance to consider the ability to secure the fuel source for all gas fires before extinguishment is attempted. A gas fire consuming fuel in one location that can be managed is a far better consequence than a gas cloud that may find an ignition source somewhere else NATURAL GAS FIRE Natural Gas fires can occur when LNG is released, warmed up, forms a vapor cloud that mixes with an oxygen sufficient atmosphere (the mixture can neither be too lean or too rich) and then comes in contact with an ignition source. Natural gas fires can be either an open type fire, where the vapor cloud is open to the surrounding environment, or the closed type where the vapor cloud is held within a confined space such as an enclosed compartment or furnace, or both. The resultant size of a vapor cloud after a LNG release is directly proportionate to the amount of LNG released. In any case, if a natural gas fire breaks out, the first action is to secure the source of fuel to the fire, then create a means of cooling adjacent equipment and exposures using large volumes of water spray. Evacuate personnel as necessary. The decision should be made whether to attemp to extinguish the fire or let it burn itself out. Category I Fire A Category I gas fueled fire is identified as a fire that will probably remain contained, within the specific area of origin, has a limited fuel supply, and does not possess the ability to spread further. The action taken to manage Category I Natural Gas Fire shall include: Primary Firefighting Equipment typically utilized is hand portable dry chemical fire fighting extinguisher (s).

47 Rev: 3 May 27 th, 2015 Page 46 of 104 Water Spray and/or water deluge systems may be employed for thermal protection of personnel and surrounding structure (s). Additional water spray may be provided by the FSRU s firefighting monitors. Confirm limited fuel supply source to decide whether to extinguish the fire or allow total consumption of available fuel (burn-out). Category II Fire A Category II gas fire is identified as a fire that has migrated outside of the area of origin or initial containment area, has a substantial fuel supply, and if not addressed quickly, could develop into a Category III gas fire. Emphasis on managing unnecessary exposure of unprotected personnel and risk of escalation should be of paramount importance. Emergency response requires containment of the fire and management of the fuel supply source. This will usually be accomplished by isolation of the involved piping or system and controlled vaporization of the LNG released that will typically be associated with this category fire. The action taken to manage Category II Natural Gas Fire shall include: Primary Firefighting Equipment typically utilized is fixed fire fighting extinguishing equipments such as total flooding CO2 systems or large dry chemical systems capable of managinging substantial fire threat utilizing protected response personnel. Hand portable fire fighting equipment must be available as back-up. Water Spray and/or water deluge systems may be employed for thermal protection of personnel and surrounding structure (s). Additional water spray may be provided by the FSRU s firefighting monitors. Consider additional resources external to the FSRU such as local offshore service vessels to assist. Confirm fuel supply source to decide whether to extinguish the fire or allow total consumption of available fuel (burn-out). In any case, after extinguishment of a Category I or II fire: A re-flash watch shall be set and adjacent structural cooling shall continue; All involved or damaged equipment or systems shall be inerted/isolated; A damage assessment of the involved equipment or system shall be made; A determination of the root and secondary cause(s) of the fire, including the source of the fuel leak and location of the ignition source shall be made; Corrective actions to prevent recurrence shall be taken before cargo operations are allowed to resume. Category III Fire A Category III gas fueled fire is identified as a fire of catastrophic proportion that has major or total involvement of the FSRU. With a Category III fire, personnel evacuation and preservation of life is of utmost importance. Although, the FSRU involved in a Category III gas fueled fire may be saved from total constructive loss, it is beyond the capability and resources of the FSRU and Engro Enlengy Terminal personnel. Engro

48 Rev: 3 May 27 th, 2015 Page 47 of 104 Elengy Terminal s response to catastrophic Category III gas fueled fire shall be to manage the resources necessary to facilitate the evacuation of Engro Elengy Terminal personnel and the FSRU crew at the Master s request. This evacuation of personnel shall include the employment of the FSRU s lifeboats and life rafts, service vessels in the vicinity, Port Qasim Authority, and or other qualified local response services LNG SPILL / GNG RELEASE LNG is a cryogenic liquid, hazardous to personnel due to low temperature. LNG does not burn. Any LNG released to atmosphere will warm and vaporize into GNG. GNG is a non-toxic, flammable gas, lighter than air at ambient temperatures. In an open atmosphere/non-contained condition, GNG is non explosive. The flammable limits of GNG in air are between 5 % and 15 %. There may be slight variation to the flammable limits due to the actual composition of the GNG. The action taken to manage an LNG Spill/GNG Release may include: The use of water spray as the primary means of liquid vaporization and vapor cloud control. The source of the LNG/GNG release shall be immediately isolated and secured. Consideration to force vaporize the LNG with water taking into accoung prevailing wind conditions and ability of response personnel to control the direction of movement of the GNG vapor cloud that will be generated. Consideration to activate the FSRU s water deluge system and/or water spray from support vessels to provide protection to personnel, vessels and/or support structures as well as provide control of vapor cloud movement and vaporization of LNG CRYOGENIC BURNS COLD LIQUID CONTACT The effects of cold liquid upon the skin are very rapid and can cause frostbite and freezing. The injury received can be severe, can occur in seconds, and is the same as a burn injury of 1 st, 2 nd, or 3 rd degree. Indications 1 st degree injuries can cause numbing of the skin which may turn white in color. Skin may feel stiff to the touch, but underlying tissue is still soft. 2 nd degree injuries can cause skin to turn white or blue in color and feel hard and frozen. The underlying tissue is still undamaged, blistering is likely. 3 rd degree injuries can cause skin to be white, blotchy, and/or blue in color. The underlying tissue is hard and cold to the touch. Treatment Immediately flush affected areas with clean, cool water. Wrap affected areas with loose, clean bandages. Do not rub affected areas. Seek immediate medical assistance.

49 Rev: 3 May 27 th, 2015 Page 48 of 104 Precautionary Measures The adverse effect of LNG upon the skin can be minimized by utilizing the proper personal protective equipment (PPE). These items include but are not limited to: Rain Slickers / Foul Weather Gear Face shields and goggles Hard hat Rubber coated gloves Rubber boots 5.9. THREAT TO SURROUNDING AREA / EVAUATION ROUTES The area surrounding the Engry Elengy Terminal is largely populated. An incident at the terminal, FSRU and/or attending LNGC could pose a threat to public safety, hazard/damage to property and/or significantly disrupt key assets located within that area. In the event that an uncontrolled emenrgency poses a threat to the general public or vessel transit route, Engro Elengy Terminal Management will recommend that an off-site eveacuation be ordered. When the order to evacuate is received, Engro Elengy Terminal Management shall alert local law enforcement and emergency response agencies to organize a public evacuation of the areas surrounded by the impacted area. Port Qasim Authority shall assist in determining the impacted waterways, necessary broadcasts to mariners, and any necessary additional safety zones and / or waterway restrictions. The evacuation should be in the most direct route away from the incident.

50 Rev: 3 May 27 th, 2015 Page 49 of ENVIRONMENTAL PROTECTION 6.1. PROHIBITION OF POLLUTION The release of pollutants at the EETL facility and within the port is strictly prohibited. Soot emission and any excessive exhaust emissions from the funnel or exhaust lines are prohibited BALLASTING / DE BALLASTING As long as the vessel is moored at the berth, only designated ballast tanks may be utilized for ballast operations TANK CLEANING/GAS FREEING Tank cleaning and/or gas freeing operations are prohibited while alongside the berth without the express permission of the Terminal Manager PRODUCT SPILLAGE AND LEAKAGE Prior to any handling of cargo or bunkers, all scupper holes shall be plugged in such a manner as will make them leak proof. All pipes, valves, connections and fittings, etc. used for handling cargo shall be kept free from leakage. When transfer operations have been completed, the cargo transfer hoses shall be drained, purged and disconnected in accordance with the Cargo Hose Handling Manual. Drip trays shall be used when flange connections are leaking. If a product spillage occurs the product, the spill shall be contained, area cleaned and refuse shall be disposed by a method agreed by the Terminal Manager. Under no circumstances shall product be washed or swept overboard. All product spillage whether on to the deck of the vessel or into the sea must be reported immediately to the jetty operator who will contact the responsible EETL departments and E&S department of PQA. The concerned officer of PQA (E&S department) will visit and observe the spillage / prepare spillage report for onward submission to PQA higher authorities. Every possible action must be taken by the vessel to stop spillage, reduce spreading and recover the product.

51 Rev: 3 May 27 th, 2015 Page 50 of BUNKERING, STORING, VICTUALLING OF VESSELS 7.1. BUNKERING AND STORING No bunkering facilities are provided on the EETL facility. Bunkering, storing and victualling of the LNGC shall not be permitted during cargo transfer operations. No bunkering, storing and victualling operations shall take place if access to the EETL is obstructed and operations are not properly supervised by a responsible ship s officer. Drums of oil, paint, steel plates, gas cylinders or any other heavy metal parts which may cause a spark, should be landed on rubber or other suitable matting and not directly onto vessel s deck. These items must not be dragged or rolled along the deck. If an oil spillage occurs, the oil shall be disposed either by mopping up or by a method agreed by the Terminal Manager. Drip trays must always be used when flanged connections are leaking. Under no circumstances shall oil be washed overboard. The appropriate document indemnifying EETL against all accidents shall be signed by the Master prior to bunkering. The designated loading point for vessel stores will be agreed between the vessel and the Terminal Manager. In the case of the LNGC, stores, spares and victuals are handled by launch to the offshore side of the vessel. In general, If the above criteria are not met, EETL reserves the right to refuse permission to conduct the operation SUPPLY VESSEL S ALONGSIDE Supply vessels are permitted alongside with prior notification the the Responsible Terminal Representative. The vessel s agent will be required to make all necessary arrangements.

52 Rev: 3 May 27 th, 2015 Page 51 of COMMUNICATIONS Once vessel has berthed, Responsible Terminal Representative will place a portable radio aboard the vessel to be used by the vessel in contacting the Terminal during operation. The radio will be set to direct contact with the Jetty operator and Responsible terminal Representative. The Master of the vessel shall sign a receipt for the radio. A copy of the receipt may be found in ANNEX MMM. 9. SAFETY CHECK LIST The Master/Representative must complete and return to the Responsible Terminal Representative a SHIP / SHORE SAFETY CHECK LIST certifying that all statutory conditions have been complied with, all necessary loading valves onboard are properly set, and the agreed cargo transfer signals are understood before commencement. A copy of the SHIP / SHORE SAFETY CHECK LIST may be found in ANNEX LLL. The SHIP / SHORE SAFETY CHECK LIST shall be completed and signed by both Vessel and Responsible Terminal Representative. A copy shall be retained on the vessel. 10. SECURITY CHECK LIST The Master shall complete and return to the Terminal Manager a Security Check List certifying that all statutory conditions have been complied with, A copy of the Security Check List signed by both the Master and Terminal Manager is to be retained on the vessel BATHING / SWIMMING Bathing / swimming will not be permitted from the platform and approaches or from the vessel whilst berthed at the Terminal.

53 Rev: 3 May 27 th, 2015 Page 52 of ANNEX AAA NAVIGATION CHART FOR PORT QASIM

54 Rev: 3 May 27 th, 2015 Page 53 of ANNEX BBB SHIP ASSIST TUG BOATS Figure16. Typical Ship Assist Tug for EETL Figure17. Typical Ship Assist Tug profile view

55 Rev: 3 May 27 th, 2015 Page 54 of 104 Figure18. Typical Ship Assist Tug plan view Figure19. Typical Ship Assist Tug hold view

56 Rev: 3 May 27 th, 2015 Page 55 of 104 Figure20. Typical Ship Assist Tug end elevations

57 Rev: 3 May 27 th, 2015 Page 56 of ANNEX CCC FSRU GENERAL ARRANGEMENT

58 Rev: 3 May 27 th, 2015 Page 57 of 104 Figure21. FSRU EXQUISITE

59 Rev: 3 May 27 th, 2015 Page 58 of ANNEX DDD LNGC GENERAL ARRANGEMENT Characteristic of the Q-Flex The analysis of access conditions to the terminal considers a Q-Flex LNGC of 216,000 m3 capacity. These are a prismatic tanks ships using propulsion- steering system with twin propellers and two rudders. The following table shows the main characteristics of the ship considered: LNGC m 3 (Q-Flex) Length over all m Length between perpendiculars m Beam m Depth m Draught loaded m ballast m Capacity m 3 Displacement loaded t ballast t Type of Engine... Diesel No. propellers... 2 Power... 2 x BHP rpm rpm Service speed loaded knots Number of Rudders... 2 Max Rudder Angle Frontal wind area loaded m 2 ballast m 2 Lateral wind area loaded m 2 ballast m 2

60 Rev: 3 May 27 th, 2015 Page 59 of 104 Figure22. Typical Q-Flex LNGC These types of ships are extremely sensitive to wind because of the large windage area. Q-Flex propulsion-steering system has twin propellers and two rudders.

61 Rev: 3 May 27 th, 2015 Page 60 of ANNEX EEE - OPTIMOOR MOORING ANALYSIS Introduction Engro Elengy Terminal Ltd Port Qasim, Pakistan FSRU EXQUISTE (151,000 m 3 & Q-Flex 210,000 m 3 The mooring arrangement for the FSRU berthed starboard-side to the jetty of the EETL facility and LNGC Q-Flex vessel berthed outboard, starboard-side to the FSRU was analyzed using the OPTIMOOR, Version (March 2014) developed by Tension Technology International. The software program produces mooring and fendering system analysis based upon actual numerical models of the vessels expected to call at the facility. The program yields mooring line tension, fender compression and vessel surge and sway based upon the standard OCIMF wind and current conditions, the type and positioning of fenders and the placement of respective mooring hooks. In the case of the Jetty, FSRU and LNGC only quick release mooring hooks (QRH) are used in the mooring arrangement, all moorings are either wire or HMPE and no mixed moorings are allowed. The cases (5) are run basis combinations of wind and current speeds and directions applied are as follows: Current: 3 knots from ahead and astern (case 1 & 2) 2 knots at 10 on either bow or quarter (cases 3 & 4) 0.75 knot at 90 to ship s axis (case 5) Wind: 60 knots (30.9 m/s) from any direction In accordance with OCIMF guidelines, the maximum allowable tension in the mooring lines for each case is taken as 55% of the maximum breaking load of the wires. Results / Conclusions The mooring proposed meets OCIMF criteria basis 53 knot wind sweep for both laden and ballast conditions. The maximum wind sweep is 53 knots, wind speeds greater than 53 kts results in excessive line tension by the LNGC or guest vessel from astern current flow in ballast condition, lines % respectively. This third optimoor study was run to keep HMPE lines below 50% MBL by using a total of 18 lines by LNGC.

62 Rev: 3 May 27 th, 2015 Page 61 of 104 Figure23. Mooring line tension of LNGC Berth Data for Pakistan Berth Units in m & tonnes Left to Right of Screen Site Plan Points: 130 Width of Channel (for Current): 405 Pier Height (Fixed) above Datum: 8.3 Dredged Depth below Datum: 15.0 Permissible Surge Excursion Fwd/Aft: ± 2.00 Permissible Sway Excursion Port/Stbd: ± 2.00 Permissible Vertical Movement: ± 2.00 Dist of Berth Target to Right of Origin: 0.0 Wind Speed Specified at Height: 10.0 Current Specified at Depth: 0.0 Hook/ X-Dist Dist to Ht above Allowable Bollard to Origin Fender Line Pier Load A B C D E F G H Fender X-Dist Ht above Width Face Contact to Origin Datum Along Side Area (m²) aa bb cc dd Fender Load-Compression Data aa tonnes m bb tonnes m cc tonnes m dd tonnes m

63 Rev: 3 May 27 th, 2015 Page 62 of 104 Vessel Data for Excelerate Energy FSRU EXQUISITE Units in m, mm, & tonnes Longitudinal datum at Target LBP: Breadth: 43.4 Depth: 26.0 Target: 1.9 fwd from midship and 4.8 above deck at side End-on projected windage area: 693 above deck level Side projected windage area: 2375 above deck level Fendering possible from: LBP aft of midship to: LBP fwd of midship Current drag data based on: OCIMF (Conventional Bow) Wind drag data based on: OCIMF Gas Carrier (Prismatic) Flatside Contour Hull Pressure Limit (t/m²) = 20 STS Gap =5.2 X-dist Depth Line Fair- Fair- Ht on Dist to Brake Pre- Line Tail Segment-1 No. Lead X Lead Y Deck Winch Limit Tension Size-Type-BL Lgth-Size-Type-BL SW bf SW bf SW bf SW bf SW bf SW bf SW bf SW bf SW bf SW bf SW bf SW bf SW bf SW bf SW bf SW bf SW bf SW bf SW bf SW bf SW bf SW bf SW bf SW bf SW bf SW bf SW bf SW bf SW SW SW SW SW SW SW bf SW bf SW bf SW bf SW bf SW bf SW SW SW SW SW SW SW SW SW SW 125

64 Rev: 3 May 27 th, 2015 Page 63 of SW SW 125 Codes for Types of Line: SW: Steel Wire (steel core) bf: Bexcofloat

65 Rev: 3 May 27 th, 2015 Page 64 of 104 Vessel Data for PRONAV Q-Flex DMSE 210k Units in m, mm, & tonnes Longitudinal datum at Target LBP: Breadth: 50.0 Depth: 27.0 Target: 5.0 fwd from midship and 4.8 above deck at side End-on projected windage area: 770 above deck level Side projected windage area: 2967 above deck level Fendering possible from: LBP aft of midship to: LBP fwd of midship Current drag data based on: OCIMF (Conventional Bow) Wind drag data based on: OCIMF Gas Carrier (Prismatic) Flatside Contour STS Gap =5.2 X-dist Depth Line Fair- Fair- Ht on Dist to Brake Pre- Line Tail Segment-1 No. Lead X Lead Y Deck Winch Limit Tension Size-Type-BL Lgth-Size-Type-BL st eu st eu st eu st eu st eu st eu st eu st eu st eu st eu st eu st eu st eu st eu st eu st eu st eu st eu st eu st eu st eu st eu st eu 197 Codes for Types of Line: eu: euroflex polypropylene/polyester (broken-in) st: Steelite 12 HMPE (broken-in)

66 Rev: 3 May 27 th, 2015 Page 65 of 104 Figure24. General arrangement at berth OCIMF Case 1 Laden Q-Flex Units in m & tonnes DMSE 210 k laden <50% MBL Static Analysis for Time: Feb 2015 Water Level: 0.00 above Datum Draft: 9.5 (Host) and 12.0 (Guest) Trim: 0.0 (Host) and 0.0 (Guest) Bottom Clearance: 5.5 (Host) and 3.0 (Guest) Host Deck Level: 8.2 above pier (min and max) Current: 3.0 knots Current Direction True: 310 Current Direction to Berth X-axis: 180 Wind Speed: 53 knots Wind Direction: All True Fwd Offset of Host Vessel Target: 0.0 from Berth Target Fwd Offset of Guest Vessel Target: 0.0 from Host Target Total End-0n Windage Area: 1409 (Host) and 1520 (Guest) Total Side Windage Area: 6995 (Host) and 7512 (Guest) FSRU Longitudinal Transverse Yaw Moment/LBP Current Drag Force: FSRU Moves (min and max): 0.4 fwd -0.4 out 0.1 port 0.0 up -0.4 aft 0.2 inw -0.1 stbd 0.0 up Line to Pull Tot.Line In-Line Winch Worst Line Percent Bollard -in Length ±Motion Slippage Directn Tension Strength 1h-B % 2h-B % 4h-B % 5h-C % 6h-C % 7h-C % 11h-D % 12h-D % 13h-E % 14h-E % 15h-F % 16h-F % 17h-F %

67 Rev: 3 May 27 th, 2015 Page 66 of h-F % 19h-G % 20h-G % 21h-G % 41h-E % Berth Fender Thrust Compression Pressure Contact Area aa % bb % cc % dd % Q-Flex Longitudinal Transverse Yaw Moment/LBP Current Drag Force: Q-Flex Moves (min and max): 0.7 fwd 0.2 inw 0.2 port 0.0 up -0.4 aft 1.3 inw -0.2 stbd 0.0 up Line to Pull Tot.Line In-Line Winch Worst Line Percent Bollard -in Length ±Motion Slippage Directn Tension Strength 1g-A % 2g-A % 3g-A % 4g-24h % 5g-54h % 6g-51h % 7g-50h % 12g-48h % 13g-47h % 14g-44h % 15g-45h % 16g-29h % 17g-30h % 18g-31h % 19g-32h % 20g-H % 21g-H % 22g-H % STS Fender Thrust Compression Pressure a b c d e Total Hook/ X- Y- Other Other Horiz Direction Bollard Force Force X-Load Y-Load Force in Plan Uplift A B C D E F G H Approximate natural periods Surge: 39 Sway: 48 secs

68 Rev: 3 May 27 th, 2015 Page 67 of 104 OCIMF Case 2 Laden Q-Flex Units in m & tonnes DMSE 210 k laden <50% MBL Static Analysis for Time: Feb 2015 Water Level: 0.00 above Datum Draft: 9.5 (Host) and 12.0 (Guest) Trim: 0.0 (Host) and 0.0 (Guest) Bottom Clearance: 5.5 (Host) and 3.0 (Guest) Host Deck Level: 8.2 above pier (min and max) Current: 3.0 knots Current Direction True: 130 Current Direction to Berth X-axis: 0 Wind Speed: 53 knots Wind Direction: All True Fwd Offset of Host Vessel Target: 0.0 from Berth Target Fwd Offset of Guest Vessel Target: 0.0 from Host Target Total End-0n Windage Area: 1409 (Host) and 1520 (Guest) Total Side Windage Area: 6995 (Host) and 7512 (Guest) FSRU Longitudinal Transverse Yaw Moment/LBP Current Drag Force: FSRU Moves (min and max): 0.7 fwd -0.4 out 0.1 port 0.0 up -0.2 aft 0.2 inw -0.1 stbd 0.0 up Line to Pull Tot.Line In-Line Winch Worst Line Percent Bollard -in Length ±Motion Slippage Directn Tension Strength 1h-B % 2h-B % 4h-B % 5h-C % 6h-C % 7h-C % 11h-D % 12h-D % 13h-E % 14h-E % 15h-F % 16h-F % 17h-F % 18h-F % 19h-G % 20h-G % 21h-G % 41h-E % Berth Fender Thrust Compression Pressure Contact Area aa % bb % cc % dd % Q-Flex Longitudinal Transverse Yaw Moment/LBP Current Drag Force: Q-Flex Moves (min and max): 1.0 fwd 0.2 inw 0.2 port 0.0 up -0.2 aft 1.3 inw -0.2 stbd 0.0 up Line to Pull Tot.Line In-Line Winch Worst Line Percent Bollard -in Length ±Motion Slippage Directn Tension Strength 1g-A % 2g-A % 3g-A % 4g-24h % 5g-54h % 6g-51h % 7g-50h % 12g-48h % 13g-47h % 14g-44h % 15g-45h % 16g-29h % 17g-30h % 18g-31h %

69 Rev: 3 May 27 th, 2015 Page 68 of g-32h % 20g-H % 21g-H % 22g-H % STS Fender Thrust Compression Pressure a b c d e Total Hook/ X- Y- Other Other Horiz Direction Bollard Force Force X-Load Y-Load Force in Plan Uplift A B C D E F G H Approximate natural periods Surge: 39 Sway: 48 secs

70 Rev: 3 May 27 th, 2015 Page 69 of 104 OCIMF Case 3 Laden Q-Flex Units in m & tonnes DMSE 210 k laden <50% MBL Static Analysis for Time: Feb 2015 Water Level: 0.00 above Datum Draft: 9.5 (Host) and 12.0 (Guest) Trim: 0.0 (Host) and 0.0 (Guest) Bottom Clearance: 5.5 (Host) and 3.0 (Guest) Host Deck Level: 8.2 above pier (min and max) Current: 2.0 knots Current Direction True: 300 Current Direction to Berth X-axis: 170 Wind Speed: 53 knots Wind Direction: All True Fwd Offset of Host Vessel Target: 0.0 from Berth Target Fwd Offset of Guest Vessel Target: 0.0 from Host Target Total End-0n Windage Area: 1409 (Host) and 1520 (Guest) Total Side Windage Area: 6995 (Host) and 7512 (Guest) FSRU Longitudinal Transverse Yaw Moment/LBP Current Drag Force: FSRU Moves (min and max): 0.5 fwd -0.3 out 0.1 port 0.0 up -0.3 aft 0.2 inw -0.1 stbd 0.0 up Line to Pull Tot.Line In-Line Winch Worst Line Percent Bollard -in Length ±Motion Slippage Directn Tension Strength 1h-B % 2h-B % 4h-B % 5h-C % 6h-C % 7h-C % 11h-D % 12h-D % 13h-E % 14h-E % 15h-F % 16h-F % 17h-F % 18h-F % 19h-G % 20h-G % 21h-G % 41h-E % Berth Fender Thrust Compression Pressure Contact Area aa % bb % cc % dd % Q-Flex Longitudinal Transverse Yaw Moment/LBP Current Drag Force: Q-Flex Moves (min and max): 0.8 fwd 0.3 inw 0.2 port 0.0 up -0.4 aft 1.3 inw -0.2 stbd 0.0 up Line to Pull Tot.Line In-Line Winch Worst Line Percent Bollard -in Length ±Motion Slippage Directn Tension Strength 1g-A % 2g-A % 3g-A % 4g-24h % 5g-54h % 6g-51h % 7g-50h % 12g-48h % 13g-47h % 14g-44h % 15g-45h % 16g-29h % 17g-30h % 18g-31h %

71 Rev: 3 May 27 th, 2015 Page 70 of g-32h % 20g-H % 21g-H % 22g-H % STS Fender Thrust Compression Pressure a b c d e Total Hook/ X- Y- Other Other Horiz Direction Bollard Force Force X-Load Y-Load Force in Plan Uplift A B C D E F G H Approximate natural periods Surge: 39 Sway: 48 secs

72 Rev: 3 May 27 th, 2015 Page 71 of 104 OCIMF Case 4 Laden Q-Flex Units in m & tonnes DMSE 210 k laden <50% MBL Static Analysis for Time: Feb 2015 Water Level: 0.00 above Datum Draft: 9.5 (Host) and 12.0 (Guest) Trim: 0.0 (Host) and 0.0 (Guest) Bottom Clearance: 5.5 (Host) and 3.0 (Guest) Host Deck Level: 8.2 above pier (min and max) Current: 2.0 knots Current Direction True: 140 Current Direction to Berth X-axis: 10 Wind Speed: 53 knots Wind Direction: All True Fwd Offset of Host Vessel Target: 0.0 from Berth Target Fwd Offset of Guest Vessel Target: 0.0 from Host Target Total End-0n Windage Area: 1409 (Host) and 1520 (Guest) Total Side Windage Area: 6995 (Host) and 7512 (Guest) FSRU Longitudinal Transverse Yaw Moment/LBP Current Drag Force: FSRU Moves (min and max): 0.6 fwd -0.3 out 0.2 port 0.0 up -0.3 aft 0.2 inw -0.1 stbd 0.0 up Line to Pull Tot.Line In-Line Winch Worst Line Percent Bollard -in Length ±Motion Slippage Directn Tension Strength 1h-B % 2h-B % 4h-B % 5h-C % 6h-C % 7h-C % 11h-D % 12h-D % 13h-E % 14h-E % 15h-F % 16h-F % 17h-F % 18h-F % 19h-G % 20h-G % 21h-G % 41h-E % Berth Fender Thrust Compression Pressure Contact Area aa % bb % cc % dd % Q-Flex Longitudinal Transverse Yaw Moment/LBP Current Drag Force: Q-Flex Moves (min and max): 0.9 fwd 0.3 inw 0.3 port 0.0 up -0.3 aft 1.3 inw -0.2 stbd 0.0 up Line to Pull Tot.Line In-Line Winch Worst Line Percent Bollard -in Length ±Motion Slippage Directn Tension Strength 1g-A % 2g-A % 3g-A % 4g-24h % 5g-54h % 6g-51h % 7g-50h % 12g-48h % 13g-47h % 14g-44h % 15g-45h % 16g-29h % 17g-30h % 18g-31h %

73 Rev: 3 May 27 th, 2015 Page 72 of g-32h % 20g-H % 21g-H % 22g-H % STS Fender Thrust Compression Pressure a b c d e Total Hook/ X- Y- Other Other Horiz Direction Bollard Force Force X-Load Y-Load Force in Plan Uplift A B C D E F G H Approximate natural periods Surge: 39 Sway: 48 secs

74 Rev: 3 May 27 th, 2015 Page 73 of 104 OCIMF Case 5 Laden Q-Flex Units in m & tonnes DMSE 210 k laden <50% MBL Static Analysis for Time: Feb 2015 Water Level: 0.00 above Datum Draft: 9.5 (Host) and 12.0 (Guest) Trim: 0.0 (Host) and 0.0 (Guest) Bottom Clearance: 5.5 (Host) and 3.0 (Guest) Host Deck Level: 8.2 above pier (min and max) Current: 0.75 knots Current Direction True: 40 Current Direction to Berth X-axis: -90 Wind Speed: 53 knots Wind Direction: All True Fwd Offset of Host Vessel Target: 0.0 from Berth Target Fwd Offset of Guest Vessel Target: 0.0 from Host Target Total End-0n Windage Area: 1409 (Host) and 1520 (Guest) Total Side Windage Area: 6995 (Host) and 7512 (Guest) FSRU Longitudinal Transverse Yaw Moment/LBP Current Drag Force: FSRU Moves (min and max): 0.5 fwd -0.4 out 0.1 port 0.0 up -0.3 aft 0.2 inw -0.1 stbd 0.0 up Line to Pull Tot.Line In-Line Winch Worst Line Percent Bollard -in Length ±Motion Slippage Directn Tension Strength 1h-B % 2h-B % 4h-B % 5h-C % 6h-C % 7h-C % 11h-D % 12h-D % 13h-E % 14h-E % 15h-F % 16h-F % 17h-F % 18h-F % 19h-G % 20h-G % 21h-G % 41h-E % Berth Fender Thrust Compression Pressure Contact Area aa % bb % cc % dd % Q-Flex Longitudinal Transverse Yaw Moment/LBP Current Drag Force: Q-Flex Moves (min and max): 0.9 fwd 0.2 inw 0.2 port 0.0 up -0.3 aft 1.2 inw -0.2 stbd 0.0 up Line to Pull Tot.Line In-Line Winch Worst Line Percent Bollard -in Length ±Motion Slippage Directn Tension Strength 1g-A % 2g-A % 3g-A % 4g-24h % 5g-54h % 6g-51h % 7g-50h % 12g-48h % 13g-47h % 14g-44h % 15g-45h % 16g-29h % 17g-30h % 18g-31h %

75 Rev: 3 May 27 th, 2015 Page 74 of g-32h % 20g-H % 21g-H % 22g-H % STS Fender Thrust Compression Pressure a b c d e Total Hook/ X- Y- Other Other Horiz Direction Bollard Force Force X-Load Y-Load Force in Plan Uplift A B C D E F G H Approximate natural periods Surge: 39 Sway: 48 secs

76 Rev: 3 May 27 th, 2015 Page 75 of 104 Wind Rose for FSRU 151K and Laden Q-Flex 210K STS Analysis for Time: Feb 2015 Remarks: DMSE 210 k laden <50% MBL Water Level: 0.00 above datum Draft: 9.5 Trim: 0.0

77 Rev: 3 May 27 th, 2015 Page 76 of 104 OCIMF CASE 1 Ballast Q-Flex Units in m & tonnes DMSE 210 k ballast <50% MBL Static Analysis for Time: Feb 2015 Water Level: 0.00 above Datum Draft: 11.5 (Host) and 9.4 (Guest) Trim: 0.0 (Host) and 0.0 (Guest) Bottom Clearance: 3.5 (Host) and 5.6 (Guest) Host Deck Level: 6.2 above pier (min and max) Current: 3.0 knots Current Direction True: 310 Current Direction to Berth X-axis: 180 Wind Speed: 53 knots Wind Direction: All True Fwd Offset of Host Vessel Target: 0.0 from Berth Target Fwd Offset of Guest Vessel Target: 0.0 from Host Target Total End-0n Windage Area: 1322 (Host) and 1650 (Guest) Total Side Windage Area: 6435 (Host) and 8300 (Guest) FSRU Longitudinal Transverse Yaw Moment/LBP Current Drag Force: FSRU Moves (min and max): 0.5 fwd -0.4 out 0.1 port 0.0 up -0.4 aft 0.2 inw -0.1 stbd 0.0 up Line to Pull Tot.Line In-Line Winch Worst Line Percent Bollard -in Length ±Motion Slippage Directn Tension Strength 1h-B % 2h-B % 4h-B % 5h-C % 6h-C % 7h-C % 11h-D % 12h-D % 13h-E % 14h-E % 15h-F % 16h-F % 17h-F % 18h-F % 19h-G % 20h-G % 21h-G % 41h-E % Berth Fender Thrust Compression Pressure Contact Area aa % bb % cc % dd % Q-Flex Longitudinal Transverse Yaw Moment/LBP Current Drag Force: Q-Flex Moves (min and max): 0.8 fwd 0.3 inw 0.4 port 0.0 up -0.4 aft 1.5 inw -0.2 stbd 0.0 up Line to Pull Tot.Line In-Line Winch Worst Line Percent Bollard -in Length ±Motion Slippage Directn Tension Strength 1g-A % 2g-A % 3g-A % 4g-24h % 5g-54h % 6g-51h % 7g-50h % 12g-48h % 13g-47h % 14g-44h % 15g-45h % 16g-29h %

78 Rev: 3 May 27 th, 2015 Page 77 of g-30h % 18g-31h % 19g-32h % 20g-G % 21g-H % 22g-H % STS Fender Thrust Compression Pressure a b c d Total Hook/ X- Y- Other Other Horiz Direction Bollard Force Force X-Load Y-Load Force in Plan Uplift A B C D E F G H Approximate natural periods Surge: 43 Sway: 59 secs

79 Rev: 3 May 27 th, 2015 Page 78 of 104 OCIMF CASE 2 Ballast Q-Flex Units in m & tonnes DMSE 210 k ballast <50% MBL Static Analysis for Time: Feb 2015 Water Level: 0.00 above Datum Draft: 11.5 (Host) and 9.4 (Guest) Trim: 0.0 (Host) and 0.0 (Guest) Bottom Clearance: 3.5 (Host) and 5.6 (Guest) Host Deck Level: 6.2 above pier (min and max) Current: 3.0 knots Current Direction True: 130 Current Direction to Berth X-axis: 0 Wind Speed: 53 knots Wind Direction: All True Fwd Offset of Host Vessel Target: 0.0 from Berth Target Fwd Offset of Guest Vessel Target: 0.0 from Host Target Total End-0n Windage Area: 1322 (Host) and 1650 (Guest) Total Side Windage Area: 6435 (Host) and 8300 (Guest) FSRU Longitudinal Transverse Yaw Moment/LBP Current Drag Force: FSRU Moves (min and max): 0.7 fwd -0.4 out 0.1 port 0.0 up -0.2 aft 0.2 inw -0.1 stbd 0.0 up Line to Pull Tot.Line In-Line Winch Worst Line Percent Bollard -in Length ±Motion Slippage Directn Tension Strength 1h-B % 2h-B % 4h-B % 5h-C % 6h-C % 7h-C % 11h-D % 12h-D % 13h-E % 14h-E % 15h-F % 16h-F % 17h-F % 18h-F % 19h-G % 20h-G % 21h-G % 41h-E % Berth Fender Thrust Compression Pressure Contact Area aa % bb % cc % dd % Q-Flex Longitudinal Transverse Yaw Moment/LBP Current Drag Force: Q-Flex Moves (min and max): 1.0 fwd 0.3 inw 0.4 port 0.0 up -0.2 aft 1.5 inw -0.2 stbd 0.0 up Line to Pull Tot.Line In-Line Winch Worst Line Percent Bollard -in Length ±Motion Slippage Directn Tension Strength 1g-A % 2g-A % 3g-A % 4g-24h % 5g-54h % 6g-51h % 7g-50h % 12g-48h % 13g-47h % 14g-44h % 15g-45h % 16g-29h % 17g-30h % 18g-31h % 19g-32h %

80 Rev: 3 May 27 th, 2015 Page 79 of g-G % 21g-H % 22g-H % STS Fender Thrust Compression Pressure a b c d Total Hook/ X- Y- Other Other Horiz Direction Bollard Force Force X-Load Y-Load Force in Plan Uplift A B C D E F G H Approximate natural periods Surge: 43 Sway: 59 secs

81 Rev: 3 May 27 th, 2015 Page 80 of 104 OCIMF CASE 3 Ballast Q-Flex Units in m & tonnes DMSE 210 k ballast <50% MBL Static Analysis for Time: Feb 2015 Water Level: 0.00 above Datum Draft: 11.5 (Host) and 9.4 (Guest) Trim: 0.0 (Host) and 0.0 (Guest) Bottom Clearance: 3.5 (Host) and 5.6 (Guest) Host Deck Level: 6.2 above pier (min and max) Current: 2.0 knots Current Direction True: 300 Current Direction to Berth X-axis: 170 Wind Speed: 53 knots Wind Direction: All True Fwd Offset of Host Vessel Target: 0.0 from Berth Target Fwd Offset of Guest Vessel Target: 0.0 from Host Target Total End-0n Windage Area: 1322 (Host) and 1650 (Guest) Total Side Windage Area: 6435 (Host) and 8300 (Guest) FSRU Longitudinal Transverse Yaw Moment/LBP Current Drag Force: FSRU Moves (min and max): 0.5 fwd -0.3 out 0.1 port 0.0 up -0.3 aft 0.2 inw -0.1 stbd 0.0 up Line to Pull Tot.Line In-Line Winch Worst Line Percent Bollard -in Length ±Motion Slippage Directn Tension Strength 1h-B % 2h-B % 4h-B % 5h-C % 6h-C % 7h-C % 11h-D % 12h-D % 13h-E % 14h-E % 15h-F % 16h-F % 17h-F % 18h-F % 19h-G % 20h-G % 21h-G % 41h-E % Berth Fender Thrust Compression Pressure Contact Area aa % bb % cc % dd % Q-Flex Longitudinal Transverse Yaw Moment/LBP Current Drag Force: Q-Flex Moves (min and max): 0.8 fwd 0.3 inw 0.4 port 0.0 up -0.4 aft 1.6 inw -0.2 stbd 0.0 up Line to Pull Tot.Line In-Line Winch Worst Line Percent Bollard -in Length ±Motion Slippage Directn Tension Strength 1g-A % 2g-A % 3g-A % 4g-24h % 5g-54h % 6g-51h % 7g-50h % 12g-48h % 13g-47h % 14g-44h % 15g-45h % 16g-29h % 17g-30h % 18g-31h % 19g-32h %

82 Rev: 3 May 27 th, 2015 Page 81 of g-G % 21g-H % 22g-H % STS Fender Thrust Compression Pressure a b c d Total Hook/ X- Y- Other Other Horiz Direction Bollard Force Force X-Load Y-Load Force in Plan Uplift A B C D E F G H Approximate natural periods Surge: 43 Sway: 59 secs

83 Rev: 3 May 27 th, 2015 Page 82 of 104 OCIMF CASE 4 Ballast Q-Flex Units in m & tonnes DMSE 210 k ballast <50% MBL Static Analysis for Time: Feb 2015 Water Level: 0.00 above Datum Draft: 11.5 (Host) and 9.4 (Guest) Trim: 0.0 (Host) and 0.0 (Guest) Bottom Clearance: 3.5 (Host) and 5.6 (Guest) Host Deck Level: 6.2 above pier (min and max) Current: 2.0 knots Current Direction True: 140 Current Direction to Berth X-axis: 10 Wind Speed: 53 knots Wind Direction: All True Fwd Offset of Host Vessel Target: 0.0 from Berth Target Fwd Offset of Guest Vessel Target: 0.0 from Host Target Total End-0n Windage Area: 1322 (Host) and 1650 (Guest) Total Side Windage Area: 6435 (Host) and 8300 (Guest) FSRU Longitudinal Transverse Yaw Moment/LBP Current Drag Force: FSRU Moves (min and max): 0.6 fwd -0.3 out 0.1 port 0.0 up -0.3 aft 0.2 inw -0.1 stbd 0.0 up Line to Pull Tot.Line In-Line Winch Worst Line Percent Bollard -in Length ±Motion Slippage Directn Tension Strength 1h-B % 2h-B % 4h-B % 5h-C % 6h-C % 7h-C % 11h-D % 12h-D % 13h-E % 14h-E % 15h-F % 16h-F % 17h-F % 18h-F % 19h-G % 20h-G % 21h-G % 41h-E % Berth Fender Thrust Compression Pressure Contact Area aa % bb % cc % dd % Q-Flex Longitudinal Transverse Yaw Moment/LBP Current Drag Force: Q-Flex Moves (min and max): 0.9 fwd 0.3 inw 0.4 port 0.0 up -0.3 aft 1.6 inw -0.2 stbd 0.0 up Line to Pull Tot.Line In-Line Winch Worst Line Percent Bollard -in Length ±Motion Slippage Directn Tension Strength 1g-A % 2g-A % 3g-A % 4g-24h % 5g-54h % 6g-51h % 7g-50h % 12g-48h % 13g-47h % 14g-44h % 15g-45h % 16g-29h % 17g-30h % 18g-31h %

84 Rev: 3 May 27 th, 2015 Page 83 of g-32h % 20g-G % 21g-H % 22g-H % STS Fender Thrust Compression Pressure a b c d Total Hook/ X- Y- Other Other Horiz Direction Bollard Force Force X-Load Y-Load Force in Plan Uplift A B C D E F G H Approximate natural periods Surge: 43 Sway: 59 secs

85 Rev: 3 May 27 th, 2015 Page 84 of 104 OCIMF CASE 5 Ballast Q-Flex Units in m & tonnes DMSE 210 k ballast <50% MBL Static Analysis for Time: Feb 2015 Water Level: 0.00 above Datum Draft: 11.5 (Host) and 9.4 (Guest) Trim: 0.0 (Host) and 0.0 (Guest) Bottom Clearance: 3.5 (Host) and 5.6 (Guest) Host Deck Level: 6.2 above pier (min and max) Current: 0.75 knots Current Direction True: 40 Current Direction to Berth X-axis: -90 Wind Speed: 53 knots Wind Direction: All True Fwd Offset of Host Vessel Target: 0.0 from Berth Target Fwd Offset of Guest Vessel Target: 0.0 from Host Target Total End-0n Windage Area: 1322 (Host) and 1650 (Guest) Total Side Windage Area: 6435 (Host) and 8300 (Guest) FSRU Longitudinal Transverse Yaw Moment/LBP Current Drag Force: FSRU Moves (min and max): 0.6 fwd -0.4 out 0.1 port 0.0 up -0.3 aft 0.2 inw -0.1 stbd 0.0 up Line to Pull Tot.Line In-Line Winch Worst Line Percent Bollard -in Length ±Motion Slippage Directn Tension Strength 1h-B % 2h-B % 4h-B % 5h-C % 6h-C % 7h-C % 11h-D % 12h-D % 13h-E % 14h-E % 15h-F % 16h-F % 17h-F % 18h-F % 19h-G % 20h-G % 21h-G % 41h-E % Berth Fender Thrust Compression Pressure Contact Area aa % bb % cc % dd % Q-Flex Longitudinal Transverse Yaw Moment/LBP Current Drag Force: Q-Flex Moves (min and max): 0.9 fwd 0.2 inw 0.4 port 0.0 up -0.4 aft 1.5 inw -0.2 stbd 0.0 up Line to Pull Tot.Line In-Line Winch Worst Line Percent Bollard -in Length ±Motion Slippage Directn Tension Strength 1g-A % 2g-A % 3g-A % 4g-24h % 5g-54h % 6g-51h % 7g-50h % 12g-48h % 13g-47h % 14g-44h % 15g-45h % 16g-29h % 17g-30h % 18g-31h %

86 Rev: 3 May 27 th, 2015 Page 85 of g-32h % 20g-G % 21g-H % 22g-H % STS Fender Thrust Compression Pressure a b c d Total Hook/ X- Y- Other Other Horiz Direction Bollard Force Force X-Load Y-Load Force in Plan Uplift A B C D E F G H Approximate natural periods Surge: 43 Sway: 59 secs

87 Rev: 3 May 27 th, 2015 Page 86 of 104 Wind Rose for FSRU 151K and Ballasted Q-Flex 210K STS Analysis for Time: Feb 2015 Remarks: DMSE 210 k ballast <50% MBL Water Level: 0.00 above datum Draft: 11.5 Trim: 0.0

88 Rev: 3 May 27 th, 2015 Page 87 of ANNEX FFF FSRU MOORING ARRANGEMENT Figure25. FSRU Mooring Arrangement Forward Figure26. FSRU Mooring Arrangement - Aft