INFORMATION on KOCHI LNG TERMINAL (PETRONET LNG LIMITED) OPERATIONS
at COCHIN PORT
The Kochi LNG Terminal Jetty and trestle is situated in the western reaches of the port area and is designed to receive LNG Tankers from 65,000 to 216,000 m3 (Q-Flex LNG tankers) with provisions for expansion up to 260,000 m3 (Q-Max LNG tankers).
LNG Berth Parameters
Maximum Vessel length overall
Maximum Allowable Draught alongside
Maximum Vessel displacement on Arrival
Maximum Cubic Capacity (LNG)
0630 - 2430
Acceptability of vessels: Terminal has a standard LNG Ship approval and acceptance procedure. The procedure is detailed in the Terminal document "LNG Ship Approval Procedure". Only those Ships which successful undergo the procedure detailed in the above document will be cleared by PLL to unload their LNG cargo at the Kochi LNG Terminal.
Anchorage : LNG Tankers calling for discharge should anchor inside the designated anchorage area in the vicinity of the Fairway Buoy. Same shall be allotted on arrival by "Cochin Port Control"
Pilot Boarding : Pilots board ships in the vicinity of the Fairway Buoy. Pilots will board from a tug boat on the lee side by accommodation ladder. Height of ladder shall be confirmed once vessel is within VHF communication range. Ships are to keep both gangways swung out and ready to be lowered.
Pilotage : On boarding the vessel, the Pilot shall discuss the Pilotage and Berthing / Unberthing Plan with the Master. The Pilot and the Master of the vessel will sign the Passage Plan for Inbound or Outbound Passage before the vessel approaches or leaves the berth.
Communications : Cochin Port Control works on V.H.F. Channel 15 and watches channels 16 & 15.Kochi LNG terminal also monitors both the channels and works on Channel 12.
Northern Spur Bund Light A light is established on the bund to the west of the jetty. Day mark: west cardinal, yellow with black band with top mark - two black cones; Ht. 5.5m at msl Characteristics: Q fl. (9) 15sec, 5 nm
Jetty Warning Lights Jetty warning lights are established on MD 1 and MD 7 on fixed steel poles, painted with yellow & black horizontal bands. Ht. 8m at msl. Characteristics: Fl. ev. 8 sec, 5 nm
Mooring Arrangements : The normal mooring pattern at the terminal is 3-3-3 (3 headlines / stern lines, 3 breast lines and 3 springs) forward and aft from the ship; however the Master should not hesitate to increase the number of mooring lines, if he considers it is prudent to do so. Vessel specific mooring plan shall be finalised based on the mooring analysis during compatibility study.
Arm Connections : The Terminal is fitted with 3 LNG Unloading Arms and 1 vapour Arm. The arms are named from East to West as: Arm "A" (Liquid), Arm "V" (Vapour), Arm "B" (Liquid), and Arm "C" (Liquid).
Nominal diameter: 16 inches Flange standard: ANSI 150 FF
QC/DC: A "Chiksan III Cryo" hydraulically operated Quick connect/disconnect coupling (QC/DC) is installed on each arm.
Emergency Release System: Each arm is equipped with a Powered Emergency Release Coupler (PERC) installed between two ball valves. The equipment allows a quick disconnection without draining of the arms first.
Tug Movement : Maximum four tugs of following bollard pull are utilized for the operations, depending upon the size of LNG vessels.
45 to 50 T - 2 numbers & 60 T - 2 numbers
PS: All the vessels calling Kochi LNG terminal shall be provided with detail terminal information manual during pre fixture stage.
Further clarifications, if any, may be sought from the Harbour Master (hm[at]cochinport[dot]gov[dot]in) or Petronet LNG Ltd. (shipping[at]petronetlng[dot]com).
INFORMATION ON S.P.M. OPERATIONS AT COCHIN PORT
Location: The Single Point Mooring of M/s B.P.C.L. (KR) is located in position Latitude 09o 59' 49.93" N; Longitude 076o 02' 30.73" E within the limits of Cochin Port.
|Acceptable Vessel parameters:|
|Length Over All (LOA)||229 m||370 m|
|Length Bow to Manifold (BTM)||80 m||220 m|
|Displacement||77,000 M/T||340,000 M/T|
|Draft (Salt Water)||22.5 m|
|Freeboard at Bow mooring fairlead||26 m|
|Freeboard at Manifold||24 m|
Acceptability of vessels for berthing at S.P.M:
B.P.C.L. (K.R.) have prepared a questionnaire for vessels calling at S.P.M. and a copy of the same or the 'Q88' of the vessel may be forwarded to this office either in hard copy or by e-mail to email@example.com and acceptance will be given after scrutiny of the vessel's particulars.
Vessels calling for discharge at the S.P.M. are to anchor 2.5 miles South of the S.P.M.
Pilot Boarding :
Pilots will board from tug boat on the lee side by accommodation ladder approximately 4.5 m above water. Ships are to keep both gangways swung out and ready to be lowered. Once the tug comes alongside the gangway is to be lowered to board the Pilot. During time of adverse weather, a Pilot Ladder or Personnel Basket may be used.
A Port Pilot will board the tanker about 2.5 miles away from the buoy and appropriate directions would be given to the tanker by the Pilot / Port Control over V.H.F. This Pilot will stay on board the tanker after completion of mooring and monitor the pull back operations und on completion of cargo operations the same Pilot would cast off the tanker and return. It is therefore not critical to book Pilot for sailing of the tanker in advance as the Pilot is already on board, however the movement must be declared at the Berthing Meeting in order to reflect in the Shipping Program.
Cochin Port Control works on V.H.F. Channel 15 and watches channels 16 & 15. At the SPM the communications with the tugs and BPCL Control will be on Channel 13.
Mooring Arrangements :
Vessel will be moored to the S.P.M. using two 76mm chains (OCIMF Type B). Vessel to prepare two free mooring drums forward with messenger lines reeled through the bow stoppers and fairleads and kept standby at the break of the forecastle for passing to the mooring boats.
Mooring / Un-mooring restrictions :
Mooring of tankers to the S.P.M. will be undertaken only during daylight hours, therefore a vessel should arrive and board Pilot before 1600 hrs to be able to berth. Vessels arriving later than that would be berthed at first light (Pilot Boarding 0600 hrs) the next day. Un-mooring operations would be undertaken at all hours and since the Pilot is already on board, will be undertaken as soon as the vessel is ready for sailing.
Hose Connections :
Two number hoses of 16 inches will be connected at the Port side manifold of the tanker. Hose connection gear / crew will board the tanker during the approach to the S.P.M. and the vessel's crane will be used for lifting the gear.
Tug Movement :
Two hired tugs of 50 / 60 Tons bollard pull are utilized for the SPM operations as follows:
Both tugs will proceed out to the inbound tanker from inner harbor about 2 hours prior to the Pilot boarding time. All officials, surveyors and other persons requiring to board the tanker are to be on board the tug prior to the appointed time.
After completion of the mooring operations, one tug will remain at the tanker for pull back operations and un-mooring of the tanker from the SPM on completion of cargo operations and would return after disembarking the Pilot.
The second tug will return after the mooring of the tanker.
Shore Personnel boarding the tanker:
Shore personnel boarding the tanker must have proper identification and display the same as required by the I.S.P.S. Code.
These persons must be aware of the difficulty and danger present in boarding vessels in outer harbour. Only those capable of boarding by Pilot ladder (if sea conditions demand it) must be sent to the tanker.
Only the following persons directly involved in the vessels operations will be permitted to utilize the hired tugs when they are engaged for ship operations:
Persons other than those listed above, if required for the S.P.M. operations may be permitted to board the tug, subject to prior permission from Port Control.
Any persons wishing to transfer to / from the tanker may utilize the second tug, however it must understood that the tugs are essentially meant for mooring operations and the departure of these tugs cannot be delayed. The tugs cannot be expected to wait and any person failing to arrive before they depart will have to make alternate arrangements. It must also be clearly understood that the persons using this transportation do so at their own risk and the Port will not accept any liability whatsoever for any injury or loss to any persons using the tugs for transfer to or from the tanker. Hire charges as applicable will be charged for use of the tugs by the vessel for any purpose other than mooring and unmooring operations.
Shore Personnel staying on board the tanker: The following persons will stay on board the tanker for the duration of the stay at the S.P .M. and the vessels are to be advised to provide accommodation and food during their stay.
|Port Pilot||1 No.||Officer|
|Marine Master||1 No.||Accommodation|
|Cargo Surveyor||1 No.|
|Hose Handling Crew||5 No.|
Documents for vessel clearance: Given the great distance of the S.P.M. from the port and long boat ride, agents may produce photocopies of the ship's documents attested by the Port Pilot or Master of the ship, in lieu of original documents for the purpose of outward clearance.
Further clarifications, if any, may be sought from the Harbour Master (firstname.lastname@example.org).
CLIMATE & TIDAL INFORMATION
CLIMATE AND METEOROLOGY
Temperature and Humidity
Temperature at Cochin varies from about 22 to 31 degrees C. There are not much distinct seasonal variations in the temperature, which is more or less uniform throughout the year. However, highest temperatures tend to occur in the months of March to May. The humidity is high all through the year. It ranges from approximately 75% in the morning during winter months to approximately 90 % in the monsoon period.
Winds and Cyclones
The wind speed and wind direction is determined by the season and by the daily temperature differences between land and sea. The predominant wind direction during the monsoon period ie, from June to September, is west to south-west and the effect of land breeze is not dominant during this period. During the non-monsoon periods, the predominant wind direction is from north-east during the morning and west during the evening, which shows influence of land breeze. The maximum wind speed observed was of the order of 112 KMPH from WSW direction. Cochin lies beyond the cyclone belt and therefore the risk of cyclone is negligible.
The maximum rainfall usually occurs during the monsoon period ie, from June to September. The annual rainfall in the region varies between 2500 to 3500 mm.
Cochin experiences semi diurnal tides. The tidal levels as per Naval Hydrographic Chart No.2004 are as follows.
|MLHWL||+ 0.80 m|
|MSL||+ 0.60 m|
|MHLWL||+ 0.60 m|
|MLLWL||+ 0.30 m|
The above levels are with respect to Port's Chart Datum, which is approximately the level of Lowest Astronomical tide.
The currents along the coast of Cochin consists of tide, wave and wind induced components. As per observations the maximum current velocities at the Cochin Gut during the non-monsoon periods is of the order of 3 knots, which could increase to as high as 5.5 knots during the monsoon periods. Inside the harbour the current velocities are low, of the order of 0.5 knots only, with directions varying at different locations.
The wave climate is governed by the South West monsoon when wave action can be strong with prevailing wave direction from north-west to south-west. Deep water (15m) wave observation in the past indicate the significant wave heights of 4m, 2m and 1m at the water depths of 10m, 5m and 2m respectively, the predominant wave direction being west. Wave action inside the harbour is insignificant because of narrow entrance between Cochin Gut and Fort Cochin and the configuration of the land. Generally calm conditions prevail through out the year except during the times of extreme wind action.
The sea bed slopes gently in the offshore region and is about 1 in 500-600. The coast experiences the littoral drift as anywhere else but there is a phenomenon of formation of the mud banks. The mud banks are not stationary and have a tendency to move in the coastal region.
The maximum rate of the ebb stream at springs throughout the year is from 2 to 3 knots and at Neaps from 1/2 to 11/2 knots.
|Ebb Stream Springs||2 - 3 knots|
|Ebb Stream Neaps||1/2 to 11/2knots|
|Flood Stream Springs||11/2 - 2 knots|
|Flood Stream Neaps||1/2 to 11/2 knots|
Both streams run for considerable time after the predicted times of High and low water, for about 2 hours on the flood and 2 - 3 hours on the ebb. After heavy inland rains the ebb stream may run continuously for many days, while the flood stream enters the harbour under the surface ebb.
Within the harbour the salinity varies from 1005 to 1020 depending on the season and state of tide.