Clarification for regulations for bunkering operations at berth in the Energy Port
The Bunker-app, a digital tool for berth planning and bunkering notices, shall be used by all bunker operators and their vessels. In this tool all bunker vessels shall report all bunkering that are to be performed at berth in the Gothenburg port area, notices about bunkering to VTS Gothenburg at anchorage can be made in the Bunker-app.
Reporting before arrival at Skarvik/Rya and Torshamnen.
Bunker barge to report to Harbour office on VHF ch12 before arrival at Skarvik/Rya and at ch15/17 before arrival at Torshamnen.
In addition, all bunker barges to report on ch13 to VTS according to passage plan reporting points. (applies for all jetties in the Port of Gothenburg)
Reporting before departure
Bunker barge to report to Harbour office on VHF ch12 before departure from Skarvik/Rya and at ch15/17 before departure from Torshamnen.
In addition, all bunker barges to call VTS Gothenburg on VHF ch13 for vessels clearance before departure. (applies for all jetties in the Port of Gothenburg)
Reporting before bunkering operation at anchorage areas A, B, C on VHF ch13 to VTS Gothenburg.
Regulations for mooring/unmooring of bunker barge
The bunker barge is not allowed to go alongside receiving vessel until the vessel is securely moored and safe access between ship and shore has been established. If the vessel is handling cargo with low flashpoint, se further details below.
While the receiving vessel is mooring, the bunker barge shall not wait in the harbour basin. The bunkering shall be planned in such a way that the bunker barge only enters the basin and goes alongside the receiving vessel after receiving confirmation from both the vessel and the Port Officer. The bunker barge is not allowed to go alongside while the receiving vessel is connecting or disconnecting the hardarms and/or hoses, because of the heightened risk of crush injury on deck personnel and/or jetty operator.
When cargo operation is in progress for the receiving vessel and a bunker barge is about to come alongside, the receiving vessel shall evaluate whether cargo operation should be suspended or not during mooring of the bunker barge.
Port Officer always have the authority to stop cargo operation during mooring of a bunker barge if it is necessary with regards to weather, wind and/or the size of the bunker barge in proportion to the receiving vessel.
Further restrictions apply for the jetties 520 and 521, see separate regulation.
Bunkering between two vessels is not permitted at an average wind speed of more than 20 m/s.
Bunker operation during cargo handling with low flashpoint
When cargo with a low flashpoint is being handled by the receiving vessel, Part 1 and 2 of the SSSCL shall be sent to the harbour office with signatures from both the vessel and the terminal (terminal or the agent representing the receiving vessel is responsible for this). Part A-B and B2 of the Bunker checklist should also be sent to the harbour office with signatures from both the receiving vessel and the bunker barge (the bunker barge or the agent representing the receiving vessel is responsible for this). Upon the receipt of the completely signed bunker checklist, Port Officer will give permission for the bunkering and will attach the low flashpoint-certificate for the bunker barge performing the bunker operation. This acts as an extra safety check that all bunker operations within the Port of Gothenburg are performed by approved bunker barges.
During handling of product with low flashpoint, bunker barges are not allowed to go alongside until the receiving vessel has connected the hardarms and or hoses for the low flashpoint cargo. When loading and vapour return unit is to be used, this also needs to be connected prior to the arrival of the bunker barge. When all equipment related to the handling of low flashpoint cargo is connected, permission is granted from the receiving vessel and the Port Officer.
Bunker operation may not be performed during sampling, connecting, and disconnecting of hardarms/hoses etc according to the Bunker Checklist. If the cargo operation, on product with low flashpoint, is completed before the bunker barge has cast of, the hardarm and/or hose must remain connected alternatively that the bunker operation is stopped during disconnection and is not restarted until everything is blanked both onboard the receiving vessel and on shore side. If the bunker operation is completed before the cargo operation and the bunker barge wishes to cast of, cargo operation with low flashpoint must be stopped during unmooring of the bunker barge and may be resumed as soon as the bunker barge has safely left the ships side.
LNG Bunkering
As far as it comes to mooring and unmooring of the bunker barge, there is no difference between an LNG bunker operation and an “ordinary” bunker operation. However, an LNG bunker operation has enhanced regulations, see “LNG Operating Regulations Including LNG Bunkering”. Find it here.
LNG bunkering at berth is to be reported 24 hours prior to planned operation and sent via email to the terminal and the harbour office.
1 hour before the operation is the bunker barge shall report to the terminal and harbour office that bunkering is to be carried out.
Other than this, it is regulated which operation that may be performed within the different zones connected to the LNG bunker operation. Se below:
- Hazardous Zone: Is approximated within a 3 m radius from the bunker manifold (this is stipulated in the receiving vessels classification plan). In this zone only activity in direct contact with the LNG bunker operation is allowed.
- Safety Zone: 25 m radius from the bunker manifold. In this zone activities connected to cargo handling may be allowed. This includes connecting of hardarm/hoses, crane operating to lift reducers, hose etc. Other than this, no operations are permitted. For example, using the ships crane to handle stores and/or garbage is not allowed. There shall be a plan onboard the receiving vessel for these operations. See LNG checklist and SSSCL.
- Security Zone: Extended safety zone where the port and the receiving vessel have the possibility to control the activities carried out, for example traffic, other vessels and personnel/visitors.