CONTENTS

Chapter 1 . . SCOPE & INTRODUCTION

Chapter 2 . . TANKER TERMS & CLASSIFICATION

Chapter 3 TANKER CONSTRUCTION & SPECIALREQUIREMENT S

Chapter 4 CARGO MEASUREMENT SYSTEMS

Chapter 5' . . SELECTION OF TANKERS

Chapter 6 . . TANKER LOADING OPERATIONS

Chapter 7 . . TANKER DISCHARGE OPERATION S

Chapter 8 . . HANDLING CONTAMINATION ONBOARD A TANKER

Chapter 9 . . SERVICE & MAINTENANCE OF HOSE S

Chapter 10 . . ARe3 AND LANDING CERTIFICATE S

Chapter 11 . . OCEAN LOSS

Chapter 12 . . DETAILS OF SURVEY WORK

C93 EOC73 tc)Ca3 C73)

CHAPTER -

INTRODUCTIO NAND SCOPE

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INTRODUCTION AND SCOP E

1 .1 INTRODUCTION :The ship used for transportation of LIQUID PRODUCT is termed a sTANKER .The purpose and scope of this manual is to ensure that Officers wh oare responsible for Tanker operations are fully equipped with :

1 .1 .1

A knowledge of Tanker Loading, Unloading and Ship to Shi poperations at jetty/sea ;

1 .1 .2 An understanding of Charter Parties, Contracts of Sale an dtheir impact on Tanker Planning and Scheduling ;

1 .1 .3

A basic appreciation of National and International Law sconnected with Tanker Operations .

1 .2 SCOPE :This manual seeks to integrate operating and shipping aspects ofTanker handling .

1 .3 APPLICATION :The operating instructions contained in this manual are to be readand applied in conjunction with the instructions given in the followin gmanuals as existing/amended from time to time :

1 .3.1 Operations Manual1 .3.2 Quality Control Manuals for Aviation and Non-Aviation Fuels ;1 .3 .3 Safety Manual

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COASTAL OPERATIONS

The movement of petroleum products from various refinery locations an dcoastal terminals has been in vogue since several years . The transportatio nthru pipelines is considered the cheapest mode, followed by transport thr utank wagons . However, considering bulk/volume of the product to be movedat a time, coastal movements are necessary . The limitations in thetankages at refinery locations warrant large pullout of products which ca nbe done easily only thru coastal tankers .

HPC has 2 refineries, one in West coast and one is East coast, an dadditionally a joint venture at Mangalore (MRPL) . During the ILP to be hel dby Industry Coastal group on a monthly basis, the refineries firm up th eproduction numbers for various products likes MS, HSD, SKO, LPG, ATF ,Naphtha, F0, LSHS, Special Grade MS & HSD, etc . . Basis the demand ,local/upcountry, any surplus from a particular refinery is identified fo rcoastal pullout . Similarly, any shortfall in MS, HSD, SKO products at an yrefinery location is to be supplemented by coastal input based on the ILPrun .

In the coastal meeting to be held by HPC/Supplies, who are nominated a sthe Industry Coastal Co-ordinator, the planning is done thru various vessel sprime chartered by OMCs, . Basis, plan drawn by Coastal Group in line wit hthe ILP, inputs are arranged subject to availability of product at the loadinglocation/refinery as well as the ullages available at the receiving location .

This is applicable for all products namely MS/HSD/SKO .

The vessels vary in carrying capacity from 6 TMT to 45 TMT . There arecertain factors that are considered while planning inputs .

1) Limitation of tankages at refineries to hold finished products .2) The tankages at the receiving locations .3) The draft at the loading port .4) The draft available at the receiving location .5) Availability of dedicated lines .6) Availability of certified cargo .7) Fitness of tanker to load M S8) Port Restriction s

At the loading location, the function of the Boarding Officer is to ensure tha tthe vessel is loaded with the quantities specified by Coastal group and atthe same time to ensure that the quality of the product is in line with th elaid down QC specifications . Once the vessel' is loaded, the loading locations

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will have to inform the next port of call (NPOC) the quantities that hav ebeen loaded and also the quantities that are required to be discharged a tthe next port of call . If need be, along with the phone call, a confirmatorymessage is being sent to HQO Supplies .

Additionally, the documentation like B/L, SOF, Quality certificate, pertainin gto the transaction should be prepared and handed over to the Master as wel las a copy for the disport location .

When the vessel is chartered, there are specified roles to be placed by th eowner i .e . Charterers as well as by the sub charterer .

Corresponding ARE3 will be initiated by the loading refinery/port and shal lbe sent in original to the next port of call (the assigned location by Coasta lgroup) .

At HQO Supplies, on receipt of the loading particulars, voyage numbers, ar eassigned and communicated thru the Actual Coastal movement Statemen t(ACM) on a fortnightly basis . It is our experience that in most locations th edisport locations originally planned, gets changed either during the voyag eof the vessel or immediately after sailing of the vessel . This change is doneat the instance of Industry coastal group and at times, it is possible , thatthese changes take place during the weekend when information is being -passed on by Supplies group over the phone and thereafter a confirmator ymessage is sent on the next working day . Due to constraints in thetankages, sudden drop/spurt in demand and other unforesee ncircumstances, Industry coastal group would change the disport location attimes . This information is being conveyed over phone to the concerneddisport locations as well as the vessel owner by HQO Supplies . At the sametime, the changes in disport are being simultaneously conveyed to th evessel owner who in turn passes on the message to the Master . The Maste rin turn passes on the information to the disport location as well as th eShipping agent .

On completion of the voyage i .e loadport to disport, basis the input receive dfrom all disport locations, ocean losses are worked out .

DISPORTOn arrival at the disport location, the Boarding officer, after arrangin gberthing of the vessel, will have to take the dips and follow the proceduresoutlined for discharge of the product . The Boarding officer will have to b eguided by the following factors :

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1. Ullage availability for the particular product .2. Discharge quantities to OMCs as per Product Co-ordinator's instructions .3. Any delay in berthing of the vessel or during discharge should b e

recorded and immediately informed to HQO Supplies, who in turn wil linform COASTAL GROUP about any legitimate delay along with reasons .

4. In case the delay is due to vessel or port or any other factor, the sam ehas to be recorded, verified and SOF should be emanated by th eboarding officer and copies of the same sent to HQO Supplies .

5. The SOF has also an impact on the performance analysis of the vesse lwhich are being carried out by our Crude & Shipping dept . If properrecording is not done in the SOF then it may not be possible for us t odeduct the charges from the vessel owner . Also, the vessel owner ca ncontest the deductions being made by us since they have not bee nproperly recorded and do not have substantial proof .

After the vessel is discharged, partial or fully, the NPOC should be informedabout the arrival of the vessel . The Boarding officer should reconfirm withHQO/Zone on the time & date of sailing of the vessel and the NPOC .

The quantities that have been discharged on an Industry basis are to berecorded and signatures obtained from the Industry members . It should b enoted that for all products that are received from RPL, each oil companyparticipates as per the SPM share out . Also, the product has already bee npaid for at Jamnagar prior to the vessel sailing . Hence,. it is of paramoun timportance that every litre that has been earmarked for HPC has to , beaccounted for when'received at the location either into our tanks or OM Ctanks as need arises . There are instances that even after a lapse of 2- 3months quantities are not - being reconciled with the OMCs, resulting i nblocking of our funds . It should be also ensured that Outturn Report (OTR )which some locations are sending after considerable lapse of time, shoul dbe totally avoided and should be submitted within a week after discharg ehas been completed .

Every joint loading with OMCs has to be covered by a proration statemen tprepared by the chartering oil company. This document is jointly signed bythe representatives of OMCs . Basis proration report, loading refinery wil lamend the corresponding ARe3 and send such amended ARe3 to respectivereceiving location for necessary rewarehousing . The delay in receipt ofdischarge particulars at HQO will in turn hold the finalisation of proratio nstatement and have an adverse effect on rewarehousing of ARe3 . The effectof delays in the proration statement are as under :

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1.

Blocking of our working capital .2.

Delay in submission of excise returns .3.

Inviting penalty from Excise authorities for non submission within 9 0days .

In case of single loading (only HPC loading e .g . from MRPL/Vizag/Mumbai) ,Joint Certificate (JC) must be signed with the receiving OMC membe rimmediately after finalisation of OTR . It may be noted that the value of JCsin a vessel carrying approx . 20 TMT bears a value of Rs .30 crores. In casethere is a delay in signing of JC, the loss of interest on these Rs .30 croresbecome considerable .

The average charter hire of the vessels per day is in the range of Rs .6- 7lacs which works out to approx. Rs.25000 - 30000/hour . It can beappreciated that an hour delay costs money to the respective oil compan ywhich it has to bear . With the APM being dismantled w .e.f 1 .4 .2002, suchrelief will not be available and additional expense-on vessel will only ea tinto our profits . Hence, there is a need for close monitoring of the vessel o narrival at disport locations .

We wish to highlight certain aspects as regards chartering of the vessels :The vessels are chartered by the respective oil companies thru a committe ecalled TCC (Tanker Chartering Committee) . Basis the number of vessel srequired oil company wise, the same are allocated are distributed to eac hOMC. Presently, HPC has one vessel under its prime chartership namely M THoshiar Singh .

The basis for arriving at the number of vessels are based on the tonnag estudy. The tonnage study. includes inputs like refinery production, industr ydemand numbers, locations requiring additional input or pullout . Basis this ,the vessel requirements are worked out .

Whenever another oil company vessel is taken for loading from our refinerylocation, such vessels are sub chartered to HPC . However, it may be notedthat even though the vessels are sub chartered, all the responsibilities o fthe main charterer rests with us. Being a sub charterer, we have, followin gresponsibilities .

1.

Providing bunker to the vessel .2.

Providing fresh water to the vessel .3.

Giving voyage instructions .4.

Informing on any break down of the vessel .5.

Informing about type of cargo and sequence of loading .6.

Ensuring fitness of the vessel . This is being done with the assistanceof the local surveyor .

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The responsibilities of the Surveyor are as under :

1. To certify the fitness of the vessel for loading .2. To witness the loading gauges of the shore tanks as well as shi p

tanks .

GENERAL POINTSHPC has two vessels for FO/LDO/LSHS, namely MT Nand Kishore and M T

Jag Prayog . These vessels have been contracted by our Crude & Shippin gdepartment for supply to the following ports from Vizag, Mumbai &Mangalore.

1. GMR Vasavi, Chenna i2. FO/LSHS to Cassimode Terminal, Chenna i3. FO/LDO to Budge Budg e4. FO/LDO to Kochi5. FO/LDO to Vasco6. FO/LDO to Kandl a7. LSHS to TEC Mumba i

The planning of the vessels is done at HQO Supplies in co-ordination wit hI&G group . At times, the vessels are also required to temporarily ease thecontainment problem of both the refineries with respect to FO/LSHS . Theaverage cost per day of these vessel is Rs .6 lacs/day excluding th ebunkering charges which works out to Rs .1 lac/day .

Efforts should be made by every receiving location to ensure close follow u pwith the Port authorities, speedy berthing of the vessel and timel yevacuation without delay due to

1.

Hose problem .2.

Limited pumping capacity problem .3.

Manpower problem .4.

Limited infrastructure problem .5.

Erratic demand which should be conveyed well in advance t oHQO Supplies .

6.

QC problems with the product to be loaded/discharged .7.

Delay in lining up due to manpower/contractor labour problems

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ROLE OF PORT CO-ORDINATO RSome of the important activities pertaining to Port Co-ordinator are a s

under

1. Liaise with Industry Coastal group/Port authorities regardin gberthing/deberthing of the vessels at the port .

2. Inform regarding any MIS at the Port .3. Liaise with OMCs regarding arrival and departure of APM vessels .4. Inform on the draft availability at the port during all seasons eg . Th e

draft at Budge Budge can vary anywhere between 5 - 8 mtrs .5. Take up with Port authorities on any issues pertaining to the vessel .

ROLE OF PRODUCT CO-ORDINATO RSome of the main functions of the Product Co-ordinator are

1. Liaise with the refineries for availability of certified quantities o fproduct to be loaded into the vessel .

2. Whenever coastal inputs are planned, to create sufficient ullage an dalso earmark oil company's quantities to be discharged .

3. To liaise with Industry Coastal Group regarding ullages available as wel las criticality in stocks .

4. Report to Industry Coastal group on a regular basis regarding stocks ,ullages, refinery shutdown, etc .

5. Arrange inputs in such a manner that the pipeline operations are no tdisrupted .Conduct regular meetings with the Industry regarding the produc tavailable, stocks and any problems with regard to tank outage ,pipeline problems, MSL, etc .

BILATERAL AGREEMENT WITH IOC FOR NON APM PRODUCT SA monthly meeting is held between HPC & IOC S&D to firm up th erequirements of products like FO/LSHS/LDO/Naphtha, etc . Copies of theminutes are sent to all DGM-Zones for further circulation with the Regiona lManagers-Direct Sales . The locations should also send a weekly report onthe actual quantities received, product wise against the agreed quantities a sper the bilateral agreement .

CHAPTER - 2

TANKER TERMS AN DCLASSIFICATION

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TANKER TERMS & CLASSIFICATION

2.1 TANKER :According to the Lloyds Register (statistic of 1994) there are ove r

6500 tankers with a total dead weight tonnage of over 2700 millio ntons . This is about 39% of the world's total trading deadweigh tshipping tonnage .

2.2 TANKER TERMS :A list of tanker terms commonly encountered while handling oi ltanker, is given in Annexure-I, along with simple line diagramsindicating the location of some of the main features of oil tankers .

2.3 CLASSIFICATION OF TANKERS :Tankers may be classified in either of two ways by deadweight(DWT) or by type of service .

2 .3 .1 CLASSIFICATION BY DEADWEIGHT :Tankers may be classified according to deadweight (in lon gtons) as under : (1 LT. = 1 .01605 MT)

Type of TankerPremium Range (PR)General Purpose (GP)Medium Range (MR)Large Range I (LR I )Large Range II (LR II)Very Large Crude Carriers (VLCC)Ultra Large Crude Carriers (ULCC)

Tonnage (IT)Less than _16,50016,500 - 24,99 925,000 - 49,99 950,000 - 79,99 9

80,000 - 1,59,99 91,60,000 - 3,19,99 9

'Above 3,20;00 0

VLCCs and ULCCs are generally used for the carriage onlycrude oil .

2.3.2 CLASSIFICATION BY TYPE OF SERVICE :Tankers may be classified according to the type of cargoesthey are designed to carry . Tankers are thus classified as :

2.3.2.1 CLEAN OR WHITE OIL :These are normally used to carry refined finishe dproducts such as Motor Spirit, Naphtha, Kerosene ,High Speed Diesel (Gasoil), and Aviation Fuels .Clean tankers are also provided with heating coil s

to facilitate heating of cargoes under specifiedconditions or operations .

2 .3.3.3 DIRTY OR BLACK OIL :Dirty Tankers are generally used for carriage o f

' crude oil, Furnace Oil, Light Diesel Oil, LSHS an dother products .Dirty Tankers are fitted with heating coils in th eCargo Tanks to facilitate keeping the cargo in th efluid or less viscous state for easy discharg eoperations .Dirty Tankers can be upgraded to clean vessels b yundertaking upgradation, by either mechanical o rchemical cleaning methods by following specia lkey to be approved by HQO Shipping and HQO(Quality Control) department .

2.3 .2.3 SPECIAL CARGO SERVICE :Tankers may also be classified according to the

special service for which these may be designed .Some examples of special type of tankers are a sunder :

A) BITUMEN CARRIERS :These are special vessels, which are designe dto carry large quantities of Bitumen in bulk .These are provided with special heatin garrangements for maintaining the Bitume nCargo in a fluid state .

B) LUBE CARRIERS :These are special vessels which are designedto prevent ingress of moisture into the carg otanks . Such vessels often provide separatepumps, cargo pipelines and manifold fo rindividual tanks in order to maintain completepositive segregation of different grades o fLube oil . Heating facilities are also provide dfor heating cargoes, as required .

C) CHEMICAL CARRIERS :These vessels are designed to carry all sorts

of corrosive chemicals and acids . Tanks ofsuch vessels are built of stainless steel an dmay be specially coated to safe-guard th ecargoes, these vessels carry .

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Such vessels may also be used for carriage o fLube Oil since these invariably have carg osegregation facility on par with Lube carriers .

D) GAS CARRIERS :These vessels are designed to carry Liquefie d

Gases in bulk . They may be designed either a spressure vessels or as refrigerated (Cryogenic )vessels . Such vessels are used to carryliquefied gases such as LPG, LNG, Ammonia ,etc.

E) MULTIPURPOSE VESSELS :Although crude oil and petroleum products aregenerally carried in oil tankers, these may, a ttimes be carried in multipurpose OBO(Ore-Bulk-Oil)/OO (Oil/Ore) vessels .

2 .4 CLASSIFICATION OF SOCIETIES :A classification society is an independent, nonprofit making body

directed by a committee of person representing ship owners, shipbuilders, engine-builders and underwriters. They .exist for thepurpose of ensuring that ships are properly constructed an dmaintained in a sea worthy and safe condition .

Some of the classification societies of the world are listed belo w

A) Lloyd's Register of Shipping, London (UK) - L RB) Indian Register of Shipping, India - IRSC) American Bureau of Shipping, New Jersey (USA) - AB/ABSD) German ship Lloyd, Hamburg (Germany) - GL etc .

2.5 SURVEY AND CERTIFICATES :Classification societies require that vessels be surveyed at interval sto ensure that they are in continuous seaworthy condition . Besidesclassification societies, the Government (flag state) also require tha tcertificates relating to ships are inspected and validated at regula rintervals .

-CHAPTER - 3

TANKE RCONSTRUCTIO N

AND SPECIALREQUIREMENTS

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TANKER CONSTRUCTION & SPECIAL REQUIREMENT S

3 .0 OIL TANKERS ARE CONSTRUCTED FROM HIGH QUALITY STEELAND PROVIDE FOR :- Cargo Spaces,- Ballast Spaces- Ship's pipeline s- Engine/pump rooms ,- Bunker/stores spaces ,- Crew Accommodations,- Deck-handling equipment, and a host of other features .

3.1 CARGO SPACE :The vessel contains a large numbers of hold for containing carg oseparated by a large number of bulkheads, web-frames and stiffenersof all sizes and shapes, depending on the size and service of th e

vessel .

3 .1 .1

While various types of structural contribute strength to th evessel,

they

complicate the

problems

of tankmeasurements, tank cleaning, etc .

3 .1 .2

A few tanker's tanks configurations are shown in AnnexureII (Fig 1 to 4) .

3.1 .3 GROUPING OF CARGO TANKS ON TANKE R3 .1 .3 .1 In general, tanker's tanks are divided into fou r

groups . Each group'shall contain set of tanks an dare identified by giving different colors .

3 .1 .3.2 On the ship, it is ensured that one group (set oftanks) is segregated with another group (set o ftanks) with minimum two valves .

3.1 .3 .3 The tanks in the same group may be segregate dwith single valve only .

3 .1 .4 PRECAUTION TO BE TAKEN FOR CARGO SEGREGATIO NON BOARD :3.1 .4.1 Two different grades of cargo shall not be loaded i n

the same group of tanker's tank . If two grades o rmore are planned for loading, different product sshall be loaded in two or more groups of tanker' stank enabling to have segregation among product son board with minimum two valves .

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3.1 .4.2 During loading manifold shall be changed dependin gupon the grades of cargo planned . It shall beensured that separate deck line, drops and botto mline are being used by ship's personnel for differen tgrades of cargo .

3.1 .4.3 During unloading, same manifold shall be used wha tit was used at load port for loading (grade-wise) . Itshall be ensured that separate bottom line, COP ,discharge line are being used by ship's personnel fo rdifferent grades to avoid contamination .

3.2 BALLAST SYSTEM :3 .2.1 In earlier tankers, ballast was carried in the cargo tanks o n

the return voyage to the next port of loading ; and was thendischarged ashore into regular deballasting systems o roverboard (if ballast wasscleaned in voyage) . In the later case,oil waste used to be discharged overboard during the ballas tvoyage - a clear case of sea pollution .

3.2 .2 Due to strict anti-pollution laws that have since been adopte dby most maritime nations, all vessels commissioned sinc e1983 have been provided with dedicated, segregated ballas ttanks (SBT), with an independent maze of pipelines, pump sand valves . Other vessels in service, that were commissionedprior to 1983, are expected to convert some cargo tanks an dconnected pipelines into segregated ballast systems .

3 .2 .3 Most foreign ports insist on vessels entering only with clea nballast (in case a segregated ballast system is not available o nboard) - such clean ballast is generally inspected and certified(after laboratory analysis) by qualified inspectors at thes eports before deballasting is carried out through overboard .

3 .2 .4 In the wake of the "EXXON VALDEZ" oil spill of 1989 ,categorized

as

a

major

ecological

disaster

byenvironmentalists, some nations are insisting on double-ski ndouble bottom hulls being made mandatory for new vessels .

3.2.5 Some typical ballast configurations are shown in the diagram sin Annexure III (Fig 1 to 3) .

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3 .2.6 CLASSIFICATION OF BALLAST TANKS OF TANKER :

3 .2.6.1 CBT (COMMON BALLAST TANKS)- On such vessel ,cargo tanks are used to contain ballast during he rempty voyage to next port of call for loading .

3.2.6.1 .1 On such tanker, cargo tanks/lines/pumps/sea chest valves are common for cargoas well as for ballast. Hence on suchvessel simultaneous operations o fballasting/deballasting and cargo loadin g/unloading are not permitted .

3 .2 .6 .1.2 Such tankers need to change ballast(dirty ballast to clean ballast) in he rempty voyage upto load port . Beforecargo operation at load port, ballast fromcargo tanks need to be . deballasted first .

3 .2 .6 .1 .3 On CBT vessels, simultaneous operation si .e . cargo operations and ballasting /deballasting is not permitted .

3.2.6 .2 PBT (PERMANENT BALLAST TANKS) - On suchvessels, few tanks are earmarked to contain ballas tonly. Tanks earmarked for ballast, shall not be use dto contain cargo .

3.2.6 .2.1 On such tanker, ship's lines/pumps/seachest valves are common for cargo . andballast .

Hence

on

such

tanke rsimultaneous operations of ballasting/deballasting and cargo loading/unloadin gare not permitted .

3.2.6 .2.2 Only added advantages of PBT over CBTis that the vessel contains clean ballas tonly and need not have to change theballast in passage . Such vessels, lik eCBT, need to carry out deballastin gbefore cargo operation .

3.2.6 .2 .3 On PBT vessels, simultaneous operation si .e cargo operations and ballasting/deballasting is not permitted .

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3.2.6 .3 SBT (SEGREGATED BALLAST TANKS) - Thetankers having 100% segregation between carg ooperations

[loading/unloading]

and

ballasting/deballasting operations with complete independentsets of arrangements are called SBT Tankers .

3 .2 .6.3 .1 On such tanker, ship's tanks/lines/pum p/sea

chest valves are common fo rcargo

and

ballasting/deballastin goperations . Hence on SBT vessels ,simultaneous operations of ballasting /deballasting and cargo loading/unloadin gare permitted .

3 .2 .6.3 .2 Such vessels do not take separate tim efor ballasting/ deballasting before carg ooperation at berth/sea like CBT ..and PBTtype of vessels .

3.2.6 .3 .3 On SBT vessels, since ballast/deballastsystem is fully segregated, hencesimultaneous cargo operations an dballasting/deballasting is permitted .

3 .3 PIPELINE CONFIGURATIONS :

3.3 .1 CARGO PIPING SYSTEM :These can broadly be divided into three main types :3 .3 .1 .1 The circular line or ring mai n3 .3 .1 .2 The direct pipeline system ; an d3 .3 .1 .3 Free flow system s

3 .3.1 .1 THE RING MAIN SYSTEM :Features of this design are a mid ship pump room ,

fitted with steam reciprocating pumps, a pipelin ethat travels around the ship in the wing tankscrossing over from side to the other side in the en dtanks . Each main pump handles one section of th eship, e.g . one pump for tanks abaft the pump room .Each wing tank has a suction on the line whic hpasses through it . The centre tanks have twosuctions, one on either side leading to the port an dstarboard line respectively. Master valves provid eseparation between the tanks, two main risers ar eon either side of the pump room and are connected

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by means of crossover lines in case it is necessaryto use both pumps on a common discharge line .Each riser faces outboard immediately above th emain deck and is fitted with a 'Y' piece on which ar emounted the gate valves and reducing pieces whic hprovide connections for the shore hoses/chicksa narms .

3 .3 .1 .2 THE DIRECT LINE SYSTEM :Most modern tankers are fitted with a direct lin e

system for handling cargo . Simply stated, the tank sare divided into groups, or blocks, with a separatepump and line for each system . The pump room i ssituated between the engine room and the aft carg otanks. The pumps are almost invariably of th ecentrifugal type. Since they are located adjacent t othe engine room they can adapt to various powersources including steam turbines, electric motor sand diesel engines . This is accomplished as follows :A driver shaft runs from the engine room to eachpump via a gas tight gland in the engine roo mbulkhead thus allowing the power source (an electri cmotor, for example), to be segregated fro mexplosive vapours in th,e pump room .

3.3.2 Annexure IV shows typical tanker piping system describe dabove, along with pipeline systems available to on som eproduct carriers presently in service. Separate sets ofpipelines between blocks being provided by only doubl evalve segregation .Positive segregation facilities can be provided if indicated a tthe time of ordering the vessel ; and are generally availabl eon lube/chemical carriers .

3 .4 PUMPS :Oil tankers are provided with several types of power pumps : -

3 .4 .1 CARGO OIL PUMPS (COP) :These are the main cargo handling pumps (mostly

centrifugal pump, screw pump), which may be driven b yeither electric motors or steam turbines . The pumps areisolated from the driving units by physical barriers tofacilitate safety (i .e . exclusion of inflammable vapours fro mpossible sources of ignition/explosion) .

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3 .4.2 STRIPPER PUMPS :These are positive displacement pumps designed t o

facilitate stripping of the cargo from the tanks . They aregenerally of a much lesser capacity than the main cargopumps .

3 .4.3 EDUCTORS :Eductors are nowadays used in place of stripping pump s

to facilitate stripping the cargo from one tank while othe rfull tank are being discharged .

3 .5 SPECIAL REQUIREMENT OF OIL TANKERS :The greatly extended use of oil as fuel, together with th e

development of sources in different parts of the world, has resulted i n. the demand for a large number of vessels specially adapted fo rcarrying oil in bulk . Experience shows that oil can be safely carried i nlarge quantities under all weather conditions, provided measures ar etaken to minimize risk of leakage, fire and explosion . Thus, thespecial requirements of oil tankers are :

3.5.1 STRENGTH :The structure must be strong enough to withstand th e

straining forces incidental to the carriage of liquid cargoe sunder the most adverse ocean conditions in bothloaded an dballast conditions . The numerous bulkheads and web frame sfitted provide efficient resistance to the transverse forceand helps in reduction of liquid surge, and consequent los sof stability .

3 .5 .2

OIL-TIGHTNESS :One of the essential conditions for safety from risk of fir e

and explosion is complete oil tightness . Leakage of oil o rvapour from the tanks, pipeline and pumping systems mus ttherefore, be prevented .

3 .5 .3

ISOLATION OF OIL SPACES (COFFER DAMS) :In order to minimize the risk of oil or vapour leakage into

other spaces, double bulkheads are provided to form cofferdams (empty spaces) at the ends of spaces allotted to oi lcargo ; adequate ventilation to be provided in the coffe rdams.

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3 .5.4

PROTECTION AGAINST FIRE & EXPLOSION :This is achieved through provision of adequate fir e

protection facilities, physical barriers and the enforcemen tof safe operating practices .

3 .5.5

INERT GAS SYSTEMS :All modern tankers are fitted with inert gas systems (IGS )

to facilitate reduction of oxygen levels in cargo tanks to alevel that will minimize/exclude risk of fire/explosion i ncargo tanks . Invert gas is generated from boiler flue gases ,duly scrubbed (i .e cleaned of all particulate matter) beforebeing pumped into cargo tanks . Inert gas is pumped intocargo tanks during cargo discharge operation and i sdisplaced to the atmosphere during loading operation .

All vessels built from 1983 onwards mandatorily have IG Sfacilities on board . Most foreign ports insist on tankersentering with cargo tanks fully inerted .

It is important to ensure that SCRUBBER is properl ymaintained and working satisfactorily, failing which ma ycause of concern in respect of quality for highly sensitiv eproducts like Aviation fuel, Naphtha, etc .

3.5 .6

CRUDE OIL WASHING :All crude oil tankers built from 1983 onwards have crude oi lwashing (COW) facilities . This process involves washin gdown crude oil tanks with crude oil, under pressure, durin gdischarge with a view to reduce/eliminate crude oil cling t othe bulkheads/structural in the cargo tanks . This reducesthe risk of sea pollution (if tanks are to be cleaned enroute )and also minimizes the ROB at the end of the carg odischarge operations .

3 .5.7 SEA CHEST VALVES AND OVERBOARD DISCHARG EVALVES :3 .5.7.1 The sea chest valves are provided in pump room .

Vessels having SBT shall have two sets of se achest valves. One set of valves are connectedwith a pipe line system & pumps exclusively fo rballast operation . Such pipe lines & pumps shal lhave 100% segregation with cargo operation spipelines & pumps . Another set of valves shal lhave connection with cargo pipelines and carg opumps . These valves shall be opened only when

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cargo tanks are to be cleaned with water in se apassage or water flushing of dock line (as pe rshore request) is required or to take ballast i ncargo tanks if bad weather is being faced b yship . In case of non-SBT vessels, there shall beone set of sea chest valves which shall haveconnection with cargo pipelines & COP and shal lbe used only when tanker needs ballast or wate rflushing of dock line (as per shore request) i srequired or whenever tanker tanks are to b ecleaned with water.

3.5.7 .2 The overboard valves are provided in the aft sid eof the deck . These valves are used to discharg eballast (called deballasting) either from carg otanks or ballast tanks . For SBT vessels, ther eshall be two sets of . overboard ballast . On eexclusively will have connection with- ballastlines & pumps & another shall have connectio nwith cargo lines & COP .

CHAPTER - 4

CARG OMEASUREMENT

SYSTEMS

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4.0 CARGO MEASUREMENT SYSTEMS :

4.1 Conventionally, ships' measurements are based on ullag emeasurements rather than on soundings of cargo tanks . This wa snecessarily true in case of manual measurement systems on oldervessels because of the presence of structural that would possibly hav einterfered with the recording of soundings .

4.2 Modern tankers are provided with auto-gauging facilities in all tanks ,including temperature probes, linked to PCs in the Cargo Contro lRooms (CCR) .

Dependence on such systems is almost inevitable with IGS (Inert Ga sSystem) facilities in operation ; but facilities are also available o nboard to allow use of manual gauging/sampling equipment, Soni ctapes etc . for special application/resolution of possible items o fdisputes .

4.3 MODERN TANKER GAUGING REQUIREMENTS :4.3 .1 CLOSED-TANK OPERATIONS :

The modern tanker is designed to protect itself, its cargo, th esurrounding environment and its crew . This demands th eclosed containment of cargoes and their vapours that may b etoxin, explosive and damaging to the environmenta lcondition . Explosive cargoes must not, in turn, get ignited b ynormal dynamic handling conditions, which are capable ofgenerating high electrostatic potentials and resultant spar kdischarge .

Ship's cargo tanks must be sealed -off, not only to isolate 'hazardous and polluting vapours, but to contain the oxygen-lean atmosphere of the inert gas system (IGS), a natmosphere which will not support combustion in the voi dspace .The sealing and pressurization of ship's cargo tanks mus tmeet at least two important requirements that should b emet : -

A)

During high - speed closed - tanker's tanks loading/unloading, there must be adequate exit/entry capacityto allow the free outflow of displaced gas or entry o finert gas in the tanks . Lacking such exit/entry capacity ,the tank will suffer explosive rupture or collapse an dconsequent tanks' overflow and product/vapour escape .

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Reliable topping level measurement and high leve lalarm systems are essential under these closedloading/unloading conditions ;

B)

Simple and direct methods of cargo level observatio nand hand dipping, previously performed through a nopen ullage port, are no longer acceptable practices ,and have led to hand dipping through a vapour lock ;and to critical dependence upon remote automati celectronic gauging systems . The exclusion of traditiona lmethods, and their replacement by unfamiliar an dautomatic closed-tank means has been the source o fmuch misunderstanding . Ship owners and operatorsmust now learn to deal with these new realities, and t omaintain instruments perfectly in order for . smoothoperation, and should keep an open mind towards new ,and more complex, instrumentation .

4.3 .2 CONTINUOUS TANK LEVEL MEASUREMENT :At the same time tank level gauging has been made more

difficult by the closed-tank condition ; the need for continuou sand reliable loading information has become increasingl yessential to the safe operation of the modern tanker . Th econdition of product level on the vessel must be known at al ltimes, during both loading and discharge operations, and th eloading/discharge status of each tank must be measurabl ethroughout the full tank height, not only at one or tw odiscrete points .During high-speed loading, continuous level monitoring is th ekey to overfill prevention . Instantaneous hull stress an dbending condition and ship's floatation stability can b edetermined by a number of available loading calculators, bu tthese require continuous cargo and ballast level values to b eknown within each major tank and used as the primary inputto stress and stability computations .

4.3 .3 MAXIMIZING GAUGING SYSTEM PERFORMANCE :Closed-tank gauging equipment must support the ship'soperating crew, making them more efficient . This requiresoperator understanding of the system, and the prope rjudgment of the system's performance . Owner involvement i ngauge selection, and in the choice of operational modes an dfeatures, which are important for crew acceptance, as well a sthe participation of the shipyard in all aspects of gaug einstallation and even of operational utilization is essential .

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Electronic gauging systems not offering read out and alar moptions, should be reexamined and streamlined, whereve rpossible, to make full advantage of new system configuratio nand capabilities .It has been found that the more familiar, the operator is wit ha modern gauging system, including its internal design and it sprocedure of calibration, troubleshooting and use, the mor econfident he is in using it . Full advantage should thus betaken at system start up to demonstrate the equipment an dmake owner, operator and shipyard personnel familiar with it .By means of such hands-on experience, operating personne lwill realize that electronic skills are required to utilize amodern tanker gauging system . The user will thereby gai nconfidence both in himself and in the gauging equipment, an dwill begin to utilize more fully the closed tank gauging systemas an essential part of modern IGS and COW (Crude Oil Wash )tanker operations .

4.4 CARGO CONTROL ROOM :Modern tankers have a cargo control room overlooking the deck wit hseveral control panels .This facilitates central control of ballasting/ deballasting and/or th eloading/discharge operations, with indicators showing status o fcontrol valves in the various systems and level of cargo at any poin tof time in the various tanks .

4.5 STANDARD MEASURING EQUIPMEN T4.5 .1 ULLAGE TAPES :

These tapes are similar to gauging tapes used at Terminals ,but with one basic difference ;, these tapes are utilized t omeasure the height from the top of the liquid surface to th ereference point on the ullage hatch . This is because ship scalibration charts are generally in terms of ullages and notin terms of soundings .Line sketches of ullage tapes are shown in Annexure V.

4 .5 .2 THERMOMETERS AND THERMOMETER HOLDERS :Standard Thermometers, duly verified against NP L

(National Physical Laboratory) - Calibrated Thermometers ,shall be used for recording of ship's tank temperatures .These may be of the range 0-50°C or 0-100°C, dependingon requirement .

Only flushing case type of thermometer holders shall beused (sketch in Annexure VI) .

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4 .5.3 SAMPLING EQUIPMENT :This comprises the normal all-level sample thief and

bottom sample thief. Additionally, special samplin gequipment is available for use on crude oil both for drawin gsample for BS&W (Bottom Sediment & Water) testing a swell as for drawing samples of free water, if any, from crud eoil tanks, for determining the source of the water (i .e fromcrude oil storage sources or from sea water) . Sketches aregiven in Annexure VII .

4.5 .4 AUTO GAUGE EQUIPMENT :The equipments indicated in the preceding paragraphs ar e

used wherever manual ullaging is to be carried out .However, most modern vessels are fitted with Auto Gaug eSystems, with suitable temperature sensors located in th ecargo tanks.

4 .5.5 OTHER PORTABLE GAUGING EQUIPMENT :These include various items such as Sonic Ullage Probe ,

Sonic Ullage Interface Probe, Portable Temperature Tap eetc. Sketches are given in Annexure Vlll .

4.5.5 .1 SONIC ULLAGE PROBE :This stainless steel probe contains two piez o

electric crystals separated by an air gap . The tap eand probe are calibrated so that a zero tap ereading coincides with the , top reference face ofthe air gap.When the air gap is bridged by a liquid, the probe

senses that condition and transmits an electroni csignal through the tape to the tank-top ree lassembly. An audible signal at the reel alerts th egauger that he has penetrated the liquid level .The tape is slowly raised until the audible signa ljust cuts out, which validates the exact ullagelevel . That point is noted at the tank top byreading the tape markings at the tap vernier bar t o± 1/32" (± 1mm) .

4.5 .5.2 SONIC ULLAGE INTERFACE PROBE :When using the Ullage Interface Probe, the ullag e

level of the tanks is first determined, as previousl ydescribed, and that tape reading noted .The probe is then lowered through the cargo unti l

the steady audible signal changes to a pulsating

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tone, indicating that a conductive water level hasbeen penetrated .The tape is slowly raised until the pulsating ton ejust changes again to the steady signal . Th einterface level has been located and the tap ereading is again noted .

Subtracting the ullage level reading from th einterface reading indicates the limits of the carg oenvelope .

4.5 .5 .3 PORTABLE TEMPERATURE TAPE :The 'temperature tape features a digital liqui d

crystal display in the reel hub, instead of th eaudible signal device fitted to the ullage an dinterface units .The temperature probe, which is accurate to 0 .5° F(0 .2°C) is lowered into the tank to the desire ddepth . It must be held at that point for a suitabl etime (upto 2 minutes) for a stabilised reading . Th etemperature at that depth is read directly at th eLCD in the hub .

By repeating this direct reading sequence a tdifferent tank depths and locations, a temperatureprofile can quickly be formed without withdrawin gthe temperature probe from the liquid bein ggauged .

4.6 MEASUREMENT AND SAMPLING PROCEDURES :

4.6 .1 SCOPE OF ULLAGING OF SHIP'S TANKS :The term 'Ullaging of Ship's Tanks" covers the followin g

activities on board the tanker : -(a) Recording the ullages of various cargo tanks .(b) Recording water dips, if any, of various cargo tanks.(c) Recording Temperature of crude/products in variou s

cargo tanks ;(d) Drawing representative samples for the type of testin g

required to be carried out .

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4 .6 .1 .1 ULLAGING :

4.6 .1 .1.1 ON NON-IGS VESSELS :These operations will generally becarried out manually on Non-IG Svessels, as in the case of manua lshore tank gauging .

4.6 .1 .1 .2 ULLAGING ON IGS VESSELS :On IGS vessels the operationslisted at 4 .6 .1 a), b) and c) abovewill be through the Auto-Gaug eSystem on board the vessel ; andsamples will be drawn throug hspecial sampling ports provided .

4.6.2 SAMPLING :Samples will be drawn for normal testing of products as lai ddown in the Quality Control Manuals for Aviation an dNon-Aviation Fuels .No additional samples need to be drawn except on th eadvice of the HQO [QC, OPS and Suplies/Shippin gdepartments] in specific cases .Representative samples from each cargo tank induplicat eshall be drawn and properly labelled, one for laboratorychecking (Pre-discharge tests) and another set fo rretention .

4.6 .3

DETERMINATION OF DENSITY :The set of retention samples (tanker's tank-wise, grade-wise) indicated above, densities are to be ascertained fo rindividual tanker tanks. If the variation exceeds (betwee nmaximum and minimum) "+/-0 .004 at 15°C", then forindividual tanks separate density should be ascertained fo rarriving at KL at 15° / MTS, otherwise, average density ca nbe used for all the tanks . For arriving average or weighte daverage density, retention samples indicated above are t obe composited on volume average basis of cargo in eachtank (each grade separately) in order to determine therepresentative composite sample density of each grade ofcargo on board the tanker .These samples shall be used for determining the density o f

cargo on board for use in the quantity calculations .

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4.6 .4 TEMPERATURE RECORDING :

4.6 .4.1 SIGNIFICANCE OF TEMPERATURE :The recording of ship's tank temperature is a highl ycritical operation as it is used for determining th evolume reduction factor applicable to each grad eof cargo .

4 .6.4.2 TEMPERATURE VARIATIONS :Temperatures of different cargo tanks may vary

widely depending on circumstances : -In heated cargoes, temperature of cargo in win gtanks will be substantially lower than that i ncentre tanks .In non heated normal cargo temp in wing tankswill be higher than centre tanks in summer & vic eversa in winter .In heated cargoes, the temperature profile i nindividual cargo tanks will depend on the locatio nof the heating coils .

4 .6.4.3 MEAN TEMPERATURE :A mean temperature, based on an arithmetica laverage of alternate-tank temperatures withi neach grade of , cargo, may be calculated if thetemperature of cargo in different tanks is within arange of 1-2°C. Otherwise cargo quantities shouldbe calculated on individual tanker tank basis ,using actual temperature recorded for each tank .A note on the 'Significance of Tanker Tan ktemperature is given in Annexure IX.

4.6.5 RECORDING OF SHIP BOARD MEASUREMENTS :4.6.5 .1 PARTIES INVOLVED

Recording of ship board measurements (ullaging/sounding,

water

sounding,

temperature ,representative samples, making composit esamples, density measurements as explained i npoint no . 4 .6 .3) are to be carried out jointly byHPC's Officer, the Chief Officer, otherrepresentative of the Master of the vessel . Asurveyor, who may be appointed by HPC or by th eShip Owner/Supplier, shall also be associated wit hall the measurements and sampling operations .

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4.6.5.2 RECORDS TO BE JOINTLY SIGNED :All measurement reports and sample labels shal lalso be signed by representative of HPC, theVessel and Surveyor, who are party to th emeasurement and sampling operations .

4.6.5.3 OTHER DATA REQUIRED :Alongwith details of ullage; water dips (if any) ,temperatures etc., details of the draft, list and tri mof the vessel shall also be noted .

4.6 .5 .4 PRECAUTION PRIOR TO ULLAGING :Prior to undertaking ullaging (manually recorded),the calibration charts shall be referred t odetermine the location of ullage points an dreference points/ heights for each of the carg otanks .

4.6.5 .5 SHORE CALCULATIONS :These will be done as per the details given in th eProduct Loss Control Manual Vol .1 .

4 .7 QUANTITY VARIATIONS :4 .7.1 SHIP-SHORE VARIATION S

The quantities loaded or discharged as per ship'smeasurements will not generally tally with the correspondin gquantities calculated on the basis of shore tankmeasurements . This is particularly true for situation in whic honly part capacity of the vessel is loaded or discharged .

4.7 .2 NEED FOR PERIODIC RECONCILIATION :Reconciliation of ship-shore quantities during both loading an dunloading operations is a critical activity that guards agains tabnormal variations being experienced at the end of th eloading or unloading operations .

4 .8 VESSEL'S EXPERIENCE FACTOR (VEF) :4.8.1 USEFULNESS OF VEF :

Experience factors are limited in their usefulness t ooperational circumstances that are entirely similar. Suchvariations would differ depending on the group of cargo tank sthat are used from one loading to another . Thus, vessel'sexperience factors are normally assessed and are fairl yaccurate on full loading/discharge of a particular vessel . For agiven vessel an approximately constant ratio can be

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established between the ship's measurements and the shorevolume .

4 .8 .2 DEFINITION OF VEF :Thus, for most practical purpose, VEF is a ratio, defined by :

VEF = XY

Where X is the ship's volume/quantity ,Y is the Shore's volume/quantity .

4.8.3 VEF DATA COLLECTION :Surveyors generally collect a statement from the ship's lo gshowing these quantities for the previous 5-10 voyages i nwhich an approximately equivalent quantity of cargo has bee n

loaded on the vessel . The above VEF ratio is most frequentl yused at loading port by vessel's personnel and cargo surveyor sto provide approximate checks on the quantities of carg oloaded . They are also used at discharge ports, but with muc hless frequency .4 .8 .3.1 IP (INSTITUTE OF PETROLEUM) METHOD FO R

VEF CALCULATIONS :VESSEL LOAD RATIO (VLR) :The ratio of the quantity Total Cargo Volume (TCV)of oil measured on board a vessel immediately afte rloading, less the onboard quantity (OBQ), to th equantity (TCV) measured by the loading terminal .

VESSEL DISCHARGE RATIO (VDR) :The ratio of the quantity Total Cargo Volume (TCV)of oil measured onboard a vessel immediately befor edischarge less the quantity remaining on boar d(ROB), to the quantity (TCV) measured by th ereceiving terminal .

VESSEL EXPERIENCE FACTOR-LOADING (VEFL) :The adjusted mean value of the VLRs obtained afte rseveral voyages .

VESSEL EXPERIENCE FACTOR-DISCHARG E(VEFD) :The adjusted mean value of the VDRs obtained afterseveral voyages .This method (which one of two recommended in I PPMM Part XVI, Appendix C, relies on the principle

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that only VLRs or VDRs with value within ± 0 .3% ofthe mean of all the VLRs or VDRs being considere dcan be used in the calculation of a VEF .IP stipulated that the following types of voyage sshould not be considered when calculating a VEF : -

1. First voyages after dry dock .2. Lighterage operations .3. Voyages where the B/L has been based o n

shipboard measurements .4. Voyages prior to any modifications which hav e

affected the vessel's cargo carrying capacity .

There,is also a body of opinion which suggests tha tpart-cargoes (less than 80% of capacity) should notbe included when calculating a VEF .

The procedure to be adopted-is as follows for VEFL :Step 1

List the admissible VLRs .Step 2

Calculate the mean of the listed VLRs(r) .Step 3

Calculate ±0 .3% of the mean value .Step 4

Delete those VLRs which lie outside the rang e±0 .3% range.

Step 5

Calculate the man of the remaining VLRs(r) .Step 6 Calculate ±0 .3% of the new mean value .Step 7 Report range (a) r" as the VEFL max .

(b) r" as the VEFL min .

4.8.3 .2 OTHER USE OF VEF :Apart from the usual function of VEF as an aid i nchecking the accuracy/validity of the quantitiesstated to have been loaded or discharged, VEFs mayalso be used as factors to modify the actual recordedquantities. For example, in case of loading fro moffshore platforms, the VEF may be applied to th equantity loaded on board the tanker to determin ethe bill of lading quantity .

4 .83.3 FURTHER DEVELOPMENT :There is still no agreement world-wide as to whic hof the above formulae for VEF should be used . Thi sis presently under investigation by the America nPetroleum Institute (API) and the Institute o fPetroleum (IP) .

4.9 INSPECTION OF COFFER DAMS/SLOP TANKS :

4.9 .1

Coffer Dams are vacant or intended to be vacant space sand are provided to safeguard other spaces (e .g engineroom) from leaks in the bulkheads of cargo tanks . Theseshould be checked to ensure that they are empty .

4.9 .2 Slop tanks are intended to keep oil and water mixturegenerated op the ship during the process of tanker's tankscleaning . Slops are to be discharge ashore if shor efacilities exist at the port or may be disposed off in se aduring ship's empty voyage following existing marine law sin the matter .

Slops quantity (gross and water) must be checked toensure that no migration of cargo takes place to thes etanks during loading/unloading operations . Slop tanksmust be-segregated with cargo tanks, lines with minimu mtwo valves . As a matter, of correct practice, quantitie s(gross and water) in slop tanks should be identified an drecorded in the ullage report forms at start/finish o fnormal operations .

Variations of slop quantity as compared to previous port ,during the operations and at the end is to be investigated .

4.10 VESSEL DOWN BY HEAD WHILE ULLAGING :

4.10 .1 In normal course, Master of the vessel likes to keep vesse leither in even keel position or down by stern enablingpropeller to immerse full in water to get proper propulsio nduring sailing . However, in few unavoidabl ecircumstances, vessel may sail keeping ship's positio ndown by head .

4.10.2 If vessel found down by head during ullaging/sounding andullage ports for water sounding were observed in the af tside of cargo tanks, following steps are recommended :

4.10 .2.1 Request Master of the vessel to transfe rballast or bunker or both to bring vessel i neven keel position .

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4.10 .2 .2 If 4 .10 .2 .1 is not possible, allow vessel t otransfer cargo from one/two of the forwar dtank to slack tanks (maximum two) in the af tside to bring vessel in even keel position .Tanker's tanks involved for intertank transfe rshall be ullages before and after inter-tan ktransfer operation . Quantity withdrawal fromfull tanks shall be compared with quantityreceived in slack tanks . If found abnorma lvariation, protest letter shall be issued to th eMaster seeking clarification for variation .

4.10 .3 It should be ensured that above operations [4 .10 .2 .1 an d4 .10 .2 .2] are completed as soon as possible to avoi ddetention of tanker on this account .

4.11 SEA CHEST AND OVER BOARD VALVES SEALING :4.11 .1 Before operations (loading/unloading) on/by tanker, it must

be ensured that sea chest and over board valves are close dand sealed . For SBT vessels, sea chest and over boardvalves connected with ballast lines and ballast tanks are notneeded to ensure for closeness and sealing .

4 .11 .2 When a tanker is planned to load in full empty condition, th eaction as stated in the above para no . 4 .11 .1 in connectio nwith sea chest and over board scaling shall be followed .

4.11 .3 As long as, vessel will have cargo on board, it must b eensured at each port that the vessel's sea chest and ove rboard valves are closed & sealed all the time.

4.11 .4 Clarification from the Master to be obtained in the form byissuing protest letter if seals are found tampered .

4 .11 .5 At each port, before operations, Boarding Officer to verif ythe seals put at the previous port and new seals to be putafter reverifying the valves closeness . Numbered seals onl yshall be used and seal numbers will be recorded in ullag ereports .

CHAPTER 5

SELECTION O FTANKERS

: 36 :

SELECTION OF TANKERS

5.1 TANKER TANK CLEANING :

5.1 .1

NEED FOR CLEANING :Prior to the next loading, tanker tanks are to be prepare dfor receiving the new cargo . Tanks require to be cleanedduring the ballast passage if eithe r5 .1 .1 .1

there is a change in grade of product to b e

loaded ; or5.1 .1 .2

ballast has been taken into cargo tanks (as i ncase of non-SBT vessels) .

5 .1 .2

ADVICE TO MASTER :The Master of the tanker is to be advised details of th eproducts to be loaded ; and must be given any specia lcleaning instruction, as required, depending on th eprevious grade of product carried in the cargo tanks .

5 .1 .3 TIME CHARTERED VESSELS ;Owners/Masters of all vessels on time charter have beenprovided with copies of HPC's tank cleaning charter ; whichis as per the existing Quality Control Manuals for Aviatio nand Non-Aviation fuels . Copy of the cleaning chart i senclosed as Annexure X.

5.1 .4

RESPONSIBILITY TO ADVISE MASTER :In case of coastal voyages, the oil company handling th evessel at the last discharge Port will advise the Masterdetails of the next Port of call and product/quantities to b eloaded (in consultation with the Port Co-ordinator/Industry Coastal group and HQO Supplies/Shipping, Zona l(S&D) for non-APM products) . However, the procedure fo rcleaning is not be advised . Ship is supposed to have HP Ctanks cleaning chart with them .

5.1 .5

SPECIAL INSTRUCTIONS ;In case of any change of grade not covered by the tanke rtank cleaning chart, QC Department, Head Office, is to b econsulted . In case chemical cleaning is to be undertaken ,details of the chemical being used/procedure of cleanin gmust be advised to QC Department, HQO .

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The decision of HQO SuppliesShipping in consultation wit hQC Department. HQO in such matters will be final andbinding .

5.1 .6

FITNESS OF VESSEL'S TANK :Certificate for fitness of vessel's tanks prior to loading acoastal tanker will be issued by the Master, or a Surveyo r(if appointed) .

5 .2 IMPORT TANKER :5 .2.1

FOB LIFTINGS :For import tankers (FOB basis), cleaning instructions ar ecommunicated to the owners of the vessel by HQ OSupplies/Shipping Department, in line with HPC's tanke rtank cleaning chart and/or any special instructions fro mQC Department, HQO .

5.2.2

C&F LIFTINGS :For import tankers (C&F basis),--cleaning instructions areconveyed to the C&F supplier by HQO Supplies/Shippin gDepartment .

5.2.3 ADVICE TO SURVEYORS :In both the above cases the cleaning instructions arerepeated to the surveyors who would- be acting jointly o nbehalf of supplier/HPC ; as the surveyors will finall yinspect the vessel and convey acceptance on our behal fbefore loading commences .Surveyors are also advised details of ourimport/contractual specifications for products, which ar emore stringent than our refinery product specifications, t oenable them verify that the product offered for loading i sin line with the same .

5.3

EXPORT TANKERS :5 .3 .1 CLEANING INSTRUCTIONS :

Cleaning instructions, if any, will be communicated to th eOwner/Master by the Buyer, under advice to the Surveyor .

5.3.2 RESPONSIBILITY FOR ACCEPTANCE :Suitability of the tanker to receive the nominated expor tcargo will be decided by the surveyor appointed by thebuyer for this purpose .

5 .3 .3 COMMENCEMENT OF LOADING :Loading shall be commenced only on receipt of writte nclearance from the Buyer's Surveyor.

CHAPTER - 6

TANKER LOADIN GOPERATION

: 39 :

TANKER LOADING OPERATIONS

6 .1 SHIP'S END : BEFORE ARRIVAL :6.1 .1 LOADING PLAN FROM LPOC :

The Master is advised in writing the name of next load portand the loading plan by the company handling the vessel i nconsultation with HQO Supplies/Shipping and Zonal (S&D) .Loading plan may be received in writing from PortCo-ordinator or COASTAL GROUP for APM products, if HPC i sofficial Port Co-ordinator .

6.1 .2 TANK CLEANING :Master shall clean tanks during the voyage as per th etanker tank cleaning chart and/or any special cleanin ginstructions that are communicated to him by the LPOC .These instructions may, under exceptional circumstances b esuperseded _ by other instructions communicated to theMaster by the Supplies/Shipping Department through th eowners or directly by radio/cable/telexes .The NPOC should be intimated about any such change i nthe programme/instructions issued to the Master by HQO ,Supplies/Shipping Department.

6.1.3 E.T.A . NOTICES/BUNKER REQUIREMENTS :Master shall advise his Expected Time of Arrival (E .T.A) andestimated arrival draft to the . loadport by cable /telex/ radi omessage .

- 72 hrs in advance of arrival ,- 48 hrs in advance of arrival ,- 24 hrs in advance of arrival .Any requirements of bunkers/fresh water shall be notified toloadport through

such

ETA notices, to facilitat epreparations, including processing of customs documents .Such ETA notices will be repeated to other agencies as pe rthe Charter Party .

6 .1 .4 COMPLIANCE WITH PORT REGULATIONS : .Master of the vessel is responsible to ensure complianc ewith all Port Regulations .In particular, non-SBT vessels must ensure entry into por twith clean ballast ; unless separate deballasting facilities ar eavailable at the port .

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6.1 .5 NOTICE OF READINESS (NOR) :On arrival at the port and if he is ready in all respects toload, the Master tenders his Notice of Readiness (NOR) bytelex/cable to the loading terminal indicating his date/timeof arrival and his readiness to load the planned cargoes .Master also radios his arrival directly to the Port Signal sstation .Master will repeat his NOR to other agencies as per Charte r

party .

6.2 SHORE END : BEFORE ARRIVAL :6 .2 .1 ESTIMATED ARRIVAL OF VESSEL :

6.2.1 .1

Keep in touch with previous port of call/Zona lS&D/HQO Supplies/Shipping to ascertai nprovisional and, later actual time of sailing ofvessel .

6.2.1 .2

Notify port authorities of tentative arrival of th evessel, loading plan and approximate period o fstay in port/at berth .

6 .2 .1 .3 Page ETA notices from Master, in co-ordinatio nwith Agent (72 hrs/48 hrs/24 hrs) .

6 .2 .1 .4 Advise agents to process shipping bills for carg oloading and also for bunkers, if required .

6.2.1 .5

On receipt of final sailing advice from LPOC and/or final ETA from Master, notify Port authorities ,Port Co-ordinator Office to determine berthin gpriorities and likely date/time of berthing of th evessel .

6.2 .2 PORT FORMALITIES :

6.2.2.1

Notify Port Authorities about :- Latest ETA of vessel .- Cargo loading plan .- Berth/pipeline requirement .- Fresh Water requirements .- Bunkering plans, if any .- Draft and trim of the vessel .

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6 .2 .2.2

Agent to process papers for making provisiona lpayment of port dues, as applicable, just beforeberthing of vessel (i .e on last port working dayjust prior to berthing of vessels) .

6 .2.3 CUSTOMS/EXCISE FORMALITIES :

6.2.3 .1

Notify Customs and Excise authorities about arriva lof vessel and loading plan ;

6 .2.3 .2 Process necessary documents for shipment an dbunkers, if any, such as shipping bills, etc. ;

6 .2 .3.3 Organise supervision, as required as per rules ,against payment by letter of authority.

6 .2.4 PRODUCT AVAILABILITY

6 .2.4.1

Ensure adequate product availability, gradewise ,prior to arrival/berthing of the tanker .

6 .2 .4.2

Co-ordinate with other oil companies for productavailability in case part/whole of the cargo is to b eloaded fromtheir terminals/refineries .

6 .2 .4.3

Tankwise cargo loading plan to be kept ready ; al lTanks should be certified and relevant test report savailable alongwith representative sample sets fo rMaster/NPOC/retention as per QC Manual .

6 .2.4.4 In particular, loading from floating roof tanks to b eplanned so that closing dip level will be-well abov ethe roof partial floatation zone of the roof .

6.2.5 AGENCY WORK :

6.2.5.1 Agents should liaise with port/customs authoritie sand keep all documents ready to facilitate smoothoperations of the vessel at berth .

6 .2.5 .2 In case of export shipments, owner's agent mus tfile the IGM/EGM of the vessel in advance t ofacilitate processing of port/customs documents b your agents, as may be necessary .

: 42 :

6 .2 .6 APPOINTMENT OF SURVEYORS :

6 .2.6.1 Surveyors shall be appointed to cover shipments asper provisions of survey contract .

6.2.6 .2 Surveyors may also be appointed in special case sas per instructions from Head Office/ Zona lOffice .

6.2.6 .3 In case of export shipments surveyors mutuall yacceptable to Buyer and ourselves, shall b eappointed by the Buyers . Such surveyors will haveaccess to loading terminal/refinery for tan kgauging/sampling operations . No other surveyorswill be appointed by us for such shipments .

6.2.6 .4 Except as provided under 6.2.6 .3 above, no othersurveyor representing ship owner or any othe rauthority will be allowed access to the loadin gterminal/refinery tank farm without specifi cclearance from HQO Operations Department .

6 .2 .7 COMMUNICATION WITH HQO/RO/COASTA LGROUP/OTHERS

6 .2.7.1 Up-to-date information of status of arrival/berthin g/loading/sailing of the vessel to be communicatedto HQO Supplies/Shipping/Zonal S&D on dail ybasis as per procedure.

6.2.7.2 Direct communication with COASTAL GROUP to b eundertaken only by locations at which HPC is th eofficial Port Co-ordinator. Otherwisecommunication with Industry Coastal Group will b ethrough Zonal/HQO, including determination o fberthing priorities for vessels .

6 .2 .7.3 Co-ordinate with owner's agent in case they hav eplans to deliver ship stores while vessel is at bert hso that time lost on this account is minimised .

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6.2.8 GENERAL :

6 .2.8 .1 A separate file is to be opened for each tankerloading operation .All documents/correspondence with Port Authoritie s/Customs/Excise/Agents/HQO/Zonal/IndustryCoastal group will be maintained in this file .

6.2 .8.2 Receipt of ETA notices/NOR from Master must b eduly logged in the tanker log book and copies thereo fcarefully kept on record/sent to HQO, as pe rprocedure.

6 .2.9 TANKER BULLETIN :A proper "tanker bulletin" must be issued for the guidance o fBoarding Officer, Shift Duty Officer, Port/OMCs (if they ar einvolved), outlining the planned sequence of operations and .identifying the job responsibilities of each-officer/terminal .

6.3 SHIP'S END VESSEL ALONGSIDE :

6.3.1 POSITIONING OF VESSEL :While the vessel is being berthed, Boarding Officer shoul dliaise with Pilot on board/dockmaster at jetty, so thatvessel's deck manifold is correctly positioned wit hreference to shore manifold . Keep away from jetty-frontwhile vessel is being tied up, to avoid backlash from an ymooring rope that may snap during the berthing operations .

6.3.2 LINE BLEEDING :The dedicated (product) dock line is kept though a tank i n

the terminal of any oil companies to safe guard line ruptur edue to pressure rise of product (expansion of product) in th edock line on account of atmospheric temperature rise .

The dock line shall be primed by the same terminal byopening tank body valves having sufficient height o fproduct . Boarding officer shall co-ordinate with termina lduty officer for line bleeding at the jetty end .

6.3 .3 HOSE CONNECTIONS ;Jetty-end of loading hose lines/loading arms to b e

connected to loading lines, enuring positive segregation ;and hose handling crew kept standby for connecting th eother end of hose lines/loading arms to tanker manifold .

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6 .3.4 BOARDING THE VESSEL :Board the tanker only after gangway is all fast an d

clearance given by ship's officer .Customs Officer's clearance also to be obtained, if require d

by prevailing practices at the locations .

6 .3 .5 ACCEPTANCE OF NOTICE OF READINESS :Acceptance of NOR should be at the time of arrival of th evessel at Port (timing to be confirmed from Port Signa lStation), unless provided otherwise as per the contract o fsale/charter party .If the export contract of sale provides for specified layday sfor arrival at the first nominated loadport, and the vesse larrives either before commencement of the laydays or afte rcompletion of the laydays, then the NOR shall not b eaccepted unless specific clearance is communicated by HQOSupplies/Shipping Dept ;For example, if the contract of sales provides laydays fo rarrival at the first nominated loadport in India as 26 to 3 0June, the NOR may be accepted and berthing of the vesse lto be arranged only if the vessel actually arrives and/o rtenders NOR between 0000 hrs on 26 June and 2400 hrs o n30 June.If the vessel arrives and tenders NOR before 000 hrs on 2 6June after 2400 hrs on 30 June,. the NOR shall not b eaccepted outside the laydays and no berthing arrangement smade unless specific clearance is communicated by HQOSupplies/Shipping Dept alongwith conditions under whic hthe NOR is to be accepted (e .g . at berthing_ after clearance .is given, etc .) .

6.3 .6 DEBALLASTING :Vessel to start deballasting to shore (if facility available) o roverboard (clean ballast) . Understand the system as perpara no .3 .2 .6 .

6.3.7 DISCUSSIONS WITH MASTER :Boarding Officer to meet Master/Chief Officer and tak efollowing actions :

6 .3 .7.1

Present letter of introduction to Master/Chiefofficer ;

6 .3 .7 .2

Advise productwise loading plan, discharge ports ,discharge plan portwise to Master/Chief Officer .

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6.3 .7 .3

Discuss and finalise :• Inspection of tanks empty certificate in cas e

of vessel is fully empty .• Cargo loading plan (productwise/quantit y

wise) subject to draft and displacement an dany other restrictions of the NPOC ;

• Cargo loading and stowage plan group/tan kwise/manifold and its size/drop/bottom lines/cross over) ;

• Cargo loading sequence, product wise ;• Whether top loading may have to be carrie d

out if vessel is having cargo on board fro mprevious port ;

• Rate at which cargo can be loaded grade wise ,and the feasibility of loading two gradessimultaneously, if shore facilities permit ;

• Estimate sailing time based on variousactivities from debailasting onwards ;

• Slops on board and segregation ;• SBT/non-SBT vessel, sea chest and ove r

board valves seals condition ;6 .3 .7 .4 Any change in total productwise loading pla n

based on above discussions with Master beyon d+10% of original plan is to be communicated t oloading terminal for consulting Zonal(S&D)/HQO (Supplies/Shipping), especially if additiona ldead freighting is involved .

6.3 .7.5 Finalise loading plan/loading sequence and to b etabled quickly and statement to be signed byBoarding Officer and Master/Chief Officer .

6 .3.7 .6

Sea Suction and O/Board valves sealing-actio nto be taken as per para no . 4 .11 .

6 .3.8 BUNKER/FRESH WATER (TIME CHARTERED VESSELS) :Bunker and fresh water (for our chartered vessel only )delivery program to be discussed and finalised wit hMaster/Chief Officer .

6 .3.9 COMMUNICATION OF FINAL LOADING PLAN :Communicate finalised details of operations (6 .3 .5 & 6 .3 . 6above) to loading terminal for preparations at their end .

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6 .3.10 LIAISON WITH SHIFT DUTY OFFICER :Bunker and fresh water (for our chartered vessel only )delivery program to be discussed and finalised withMaster/Chief Officer .

6.3.11 ON-CARRIED CARGO FROM LPOC :If vessel is carrying cargo from LPOC, collect relevan tdocuments from ship's officer, including test reports of carg oon board .In particular, check the OP-59 format to determine bondstatus of the cargo on board .

6 .3.12 AWAIT ADVICE FROM RO[IF SPECIFICATIONS ARE NOT OK] :If test reports of previous on-carried product are not 'OK' ,inform Terminal duty officer who will in turn advise locatio nhead and Zonal S&D and QC Departments .Further action will be taken on advice received from Zonal ,S&D Department (in consultation with Zonal/HQO Q C_Department) .

6 .3 .13 MEASUREMENT OF CARGO/SLOPS :Relevant Drafts and list shall be witnessed alongwit hsurveyor/ship's representative. Record ullages/temperature/water soundings, if any, alongwith ship's officer .Measurement will cover cargo tanks and slop tanks apartfrom checking of any cargo tanks declared empty on arrival .Slop measurement - follow the steps as per para no . 4.9.2.

6.3.14 SAMPLING OF CARGO AND DETERMINATION O FDENSITY OF CARGO :

Draw tankwise/productwise samples [as per QC manual] ,prepare productwise composite samples to verify densit y[refer para 4 .6 .3] .Additionally, for ATF and Lube Oils samples to be draw nusing a bottom sampling thief in case traces of free wate rdetected during ullaging .

6.3.15 QUANTITY CALCULATIONS :6 .3 .15.1 Calculate quantities on board in KL at Natural ,

15°C and in MT and compare with LPOCdeparture figures . Issue protest letters i fvariation exceeds limits given in Product Los sControl Manual, Volume - 2 .

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6.3.152 Issue letters to the Master, if vessel ha sresorted enroute intertank transfer, waterobserved more than -previous port and voyag eloss occurred on account of density variation .

6.3 .16 SAFETY ON-BOARD/AT TANKER JETTY :Boarding Officer to observe all safety regulations while o nboard vessel, or on the jetty .

6.3.17 TANKER LOG BOOK :All critical activities/decisions to be recorded in the tanke rlog book concurrently .

6 .4 SHORE END : VESSEL ALONGSIDE :6.4 .1 LINE BLEEDING :

6.4.1.1 Co-ordinate with Boarding Officer at jetty en dafter making dock line through from one of th etank having sufficient height of product from--the terminal upto jetty for line bleeding . Also,terminal internal line to be bled throug hsample cock at shore end .

6.4.1 .2

It should be ensured that the company wher eline was kept through, the same company' stank having sufficient height of cargo, doc kline is bled .

6.4.1.3 Once line bleeding is confirmed by boardin gofficer from jetty end, tanks body valves to b eclosed and segregated .

6.4.1.4

The drop of product from tank due to lin ebleeding shall be recorded in shore log book .

6.4.2 FOLLOW UP WITH BOARDING OFFICER ;Obtain loading plan and loading sequence soonest possibl efrom Boarding Officer .

6.4.3 PREPARATION FOR LOADING :Pending this, keep one tank for each grade ready fo rloading, including tank gauging, positive segregation o ftanks and loading dock lines, sampling, etc .

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6.4.4 FOLLOW UP WITH AGENTS :Follow up with agents for various activities to be done durin gstay of vessel at berth .

6.4.5 FINAL TANKER BULLETIN :On receipt of loading plan, lieu with OMCs who may b einvolved in loading sequence, so that their concerne dterminals/refineries are kept ready to load as per th efinalized loading plan/sequence . Any change vis-a-vis th eoriginal tanker bulletin must be circulated to all concernedby a fresh tanker bulletin .

6.4.6 LOADPORT TEST REPORTS :Copies of valid test reports for each tank to be used in th eloading operation to be kept ready (including those for OMC sloading tanks, if any) .

6.4.7 BUNKER DELIVERIESCo-ordinate and line up bunker deliveries as per pla nfinalised by Boarding Officer and Master/Chief Officer .

6.4.8 SHIP'S READINESS FOR LOADING :Await Boarding Officer's confirmation of ship's readiness t oload cargo . Dockline to be made through from terminal t ojetty, leaving only jetty-end valve closed ; and at termina lend tank body valves to be kept closed .

6 .4 .9 SHORE LOG BOOK :All critical activities/decisions to be recorded concurrently i nthe tanker shore log book.

6 .5 SHIP'S END : LOADING OPERATIONS :

6.5.1

VESSEL LINING UP :While vessel is lining up to receive cargo, advise loadin gterminal to line up and remain standby for starting theloading operations .

6 .5 .2 'OK' FOR START OF LOADING :On receipt of 'OK' from ship's officer to start loading, hav ethe jetty valve opened and advise terminal to commenc eloading at low pressure/rate .

6 .5 .3 CONFIRMATION OF START OF LOADING :Obtain terminal's confirmation of start of loading and chec kwhether ship is receiving product or not . If not, co-ordinatewith terminal and investigate promptly .

49 :

6.5.4 STEP UP LOADING RATE :If vessel confirms receiving product, advise loading termina lto step up pressure/rate gradually upto maximum rat eacceptance by vessel .

6 .5 .5 CONFIRMATION TO SHIP'S OFFICER :Advise ship's officer once desired loading rate is achieved .

6 .5.6 SIMULTANEOUS LOADING :If simultaneous loading of two grades is to be undertaken ,start only one grade at a time . After stabilizing loading of

one grade (stage 6 .5 .5 above), have loading of the secon dgrade commenced by following the steps at 6 .5 .2 to 6 .5 . 5

above .6 .5 .7 Q.C. PROCEDURES :

6 .5.7.1 Sampling and recording of product appearance an ddensity to be done as per Quality Control Manual sfor aviation and non-aviation fuels, as applicable ,at jetty end .

6 .5.7.2 Initial samples shall be drawn from ship's manifol dassociating Ship's Officer at Ship's manifold [i ncase ship does not have sample cock at ship' smanifold, ship's representative to be involved fo rinitial sampling at jetty end] and shall be recorde din Log Book .

6.5.7.3 First tanker tank(s) receiving the cargo should als obe recorded in Log Book .

6.5 .8 COMMUNICATION WITH LOADING TERMINAL :Communication with each loading terminal shal lminimum once hourly while loading is in progress .

6.5.9 ONE-METRE SAMPLES :6.5.9.1 One-metre sampling to be done as per Qualit y

Control Manuals for aviation and non-aviatio nfuels, as applicable .

6.5 .9 .2

While loading ATF, loading shall be suspende dafter loading product upto 1 metre per tank ; an dresumed on receipt of laboratory clearance .

6 .5.9.3

However, while loading Naphtha samples shal lbe drawn after reaching one metre level in eac htank. These samples shall be retained fo rchecking, if necessary, but loading shal lcontinue without interruption .

: 50 :

6.5,10 CO-ORDINATION OF START-UP/STOPPAGE :Co-ordinate with each loading terminal/refinery for start-u pand stoppage of loading operations as per sequencefinalized. Any other loading terminal/refinery that has totake up subsequent loading should be alerted in advance ;so that the time spent on change over from one loadin gsource to the other is minimized .

6.5.11 START-UP CHECK :Sequence of checks, including dockline line-up from newloading terminal/refinery, to be gone throug hsystematically, as for initial loading start up .Procedure for start-up of loading from each subsequen tloading source to be as given at 6 .5 .2 to 6 .5 .5 above .

6 .5 .12 PROTEST LETTERS :Protest letters, appropriately drafted, to be issued by HPCOfficer if the shi p- declines to accept loading as per charter party rates ;

or- causes abnormal "avoidable" delays in the agreed

sequence of loading operations .

6 .5 .13 REVIEW OF LOADING :Progress of loading must be periodically reviewed vis-a-vi sthe loading plan so that timely changes in ship's estimatedsailing time can be notified to Port authorities .

6 .5 .14 TOPPING UP OPERATIONS :Loading rates to be slowed down, in co-ordination withconcerned loading terminals and ship's officer, duringtopping up of tanker tanks .Communication with loading terminals to be maintainedcontinuously at this stage to ensure prompt stoppage whenloading as per plan is completed or limiting draft reached ,whichever is earlier .If the final line clearance involves change of productrequiring interface cutting, suitable instructions should b eissued to the Master to enable the Ship's Duty Officer t oeffect whatever grade change over is required fo rcompleting the loading operation/receiving the entire lin econtent on board .

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6 .5 .15 SHIP-SHORE RECONCILIATION :6 .5.15 .1

Reconciliation of ship/shore quantities to b edone every hour.

6 .5.15 .2 Abnormal variation (including progressiv eincrease or sudden jump) is to be investigatedin consultation with terminal .In the normal course such variations will b ebrought to the notice of Location Head ; who wil lnormally decide if pumping is to be stopped forthorough investigation . If, for any reason, th eLocation Head cannot be consulted/contacted ,the Boarding Officer is authorised to stop th epumping operations for investigation . Reason sfor the variations and subsequent reconciliationmust be recorded in the Tanker Log Book .Loading/Discharge shall be resumed only afte rclearance from the terminal .

6 .5 .15.3 If, for any reason, the reconciliation cannot bedone at a particular hour (such reasons shoul dbe recorded) at the end of the period stipulate dabove, it should be done positively at the nexthour.

6 .5.15 .4 If vessel refuses to provide hourly loadin gfigures, a note of protest should be given to 'theMaster by the Boarding Officer .

6 .5 .16 TANKER LOG BOOK :All activities/communications to be recorded concurrently i nthe tanker log book .

6 .5 .17 OTHER DOCUMENTATION :Other documentation such as ullage reports, statement o ffacts etc., must be completed/updated concurrently durin gthe loading operations .

6 .6 SHORE END : LOADING OPERATIONS :6 .6.1

SHORE LINE-UP :

6 .6.1 .1 Line up shall be checked by tracing the line (b ywalking along the line) within the Terminal fro mboundary valve to tank body valve. At portswhere it is a practice for Oil Company

: 52 :

Representatives to be present at exchange pit salong with Port Trust representatives, ou rOfficers must ensure proper segregation at suchexchange pits in line with the tanker bulletin .

6.6.1 .2

On receipt of 'OK' from Boarding Officer ,including confirmation that jetty valve and ship'svalves are open, have tank valve opened an dstart pumping at low rate .

6 .6 .2

START OF LOADING :Advise Boarding Officer of commencement of loading an dseek confirmation of receipt of product on board the tanker .

6 .6 .3

PUMPING RATE :On receiving confirmation from Boarding Officer, graduall ystep up pumping rate to the level acceptable to vessel, i nco-ordination with Boarding Officer .

6.6 .4 QC CHECKS :Periodic sampling to be carried out and recorded, as pe rQuality Control Manual for aviation and non-aviatio nmanuals, as applicable.

6.6 .5 HOURLY COMMUNICATION :Communication with Boarding Officer shall be minimu monce hourly while loading is in progress . This will includeco-ordination for stoppage/start-up and/or topping u poperations as per ship's requirements .

6 .6 .6

LINE PATROLLING :All above-ground lines will be patrolled throughout loadin goperations .

6 .6 .7

PERIODIC GAUGING :Tank Gauges to be recorded hourly and quantities pumpe dassessed accordingly .

6.6 .8

SHIP-SHORE RECONCILIATION :Refer para 6 .5 .16 .

6 .6.9

LIAISON WITH OTHER LOADING LOCATION :Liaise with other loading terminal/refinery, as required, s othat they remain alert to take over loading as per plan .

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6.6.10 PROGRESS OF LOADING :Monitor progress of loading vis-a-vis plan and advise NPO Cprovisional sailing time .

6.6.11 TANKWISE FINALISATION :As each tank operation is completed, ensure its segregation ,gauging and keep outturn report ready .

6 .6.12 EMERGENCY STAND BY :Loading terminal to remain alert for emergency shutdown o floading operations, as and when necessary .

6 .6.13 COMPLETION OF LOADING :On completion of loading, close tank valves and othe rnecessary valves keeping in mind that line is kept throug hto one tank for product expansion on account o ftemperature rise and advise Boarding Officer and nextloading terminal/refinery, if any .

6.6.14 SHORE LOG BOOK :All activities/communications to be recorded concurrently i nthe tanker shore log book.

6.7 SHIP'S END : ON COMPLETION OF LOADIN G

6 .7.1 CLOSING JETTY VALVES :After getting confirmation from shore that pumping wa sstopped and valves were closed in the terminal, have jettyvalves closed and get ship's officer to close tanker dec kmanifold valves. Confirm action to loading terminal .

6 .7 .2 HOSE CONTENTS :Drain hose contents into jetty sump or barrels as pe rprevailing port/customs requirements .

6.7.3 DISCONNECTION OF HOSES :Have hoses disconnected and properly stored .

6 .7.4 RECORDING OF ULLAGES :Record Cargo-tankwise ullages/ temperatures/ wate rsoundings, if any, along with ship's officer and surveyor .

6 .7 .5 SAMPLES AFTER LOADING :Draw tankwise samples [as per QC manual] in presence o fship's officer & surveyor ; and prepare productwise composite

: 54 :

samples of cargo on board after loading for establishin gdensity [refer 4 .6 .3] . Sets of productwise composite sample sto be sealed under joint signatures of HPC's /ship's officer/

surveyor ; one set for NPOC, one set for Master, one set fo rSurveyor, one set for testing and one set for retention [ 5sets of sample] .

6 .7.6 CARGO CALCULATIONS :Relevant drafts and list shall be witnessed along wit hsurveyor/ship's representative . Record ullages/temperature/water soundings, if any, along with ship's officer .Measurement will cover cargo tanks and slop tanks apar tfrom checking of any cargo tanks declared empty o ndeparture .Calculate productwise quantities of cargo on board ; an dcompare the quantity received on board with quantit yloaded at this port. Variations of on board quantity with B/ Lquantity may be compared considering VEF into account. If ,

variations are observed, issue protest letter to Master .In case vessel is loaded at foreign port, , steps shall b efollowed by master of the vessel and surveyor .

6.7 .6 .1 SEA CHEST VALVE AND OVER BOARD VALV ECHECKINGFOR SEALING:

After completion of loading & cargo calculation ,sea chest valves and overboard valves shall b echecked for closeness & sealing and to be reportedin ullage report. If found tampered, to b eprotested .

6 .7.6 .2 SLOP MEASUREMENT :If vessel is having slops, after completion of

loading slops will be measured & reported in ullag ereport .If found variation in slops quantity after loading

with before loading quantity, it is to b einvestigated and protested (refer para 4 .9 .2) .

6 .7.7 DOCUMENTATION :Complete all log entries and documents for signatur e(Statement of facts, ullage report, etc.) and keep ready fo rMaster's signature . OMC's representative will sign ullagereport only if their cargo is also onboard (both from LPO Cand this 'port) .

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6.7.8 SHORE DOCUMENTS :

6 .7.8.1

Await shore documents, in case vessel has t oawait tide for sailing, and have these signed byMaster along with other documents prepare donboard .

6.7.8.2 Otherwise request Master to authorize his agen tto sign the Bill of Lading and other relate ddocuments .

6 .7.8.3

However, for export loadings, all suc hdocuments have to necessarily be signed onl yby the Master.

6 .7 .8.4 All signatures must be supported by the name ofthe signatory (in block letters), official rubberstamp (of HPC/Surveyor/master, as the cas emay be), and date .

6 .7 .9 SIGNING THE STATEMENT OF FACTS :As far as possible, do not sign any separate "Statement o fFacts" prepared by Master/Owner's agent ; provide them a smany photocopies as they need of our own Statement o ffacts. If unavoidable however, entries on the Master's/Agent's Statement of Facts should be carefully checke dbefore signing the same. Suitable remarks are to b erecorded in their SOF in case of difference in timing o romission of details w .r .t delay by vessel . While signing theremarks "Subject to HPC's statement of facts" shall b eclearly endorsed .

6 .7.10 COUNTERSIGNATURE BY SURVEYOR :When a surveyor is in attendance, all documents other tha nB/L and manifest shall be countersigned by the surveyor .Similarly, all sample tags shall be countersigned by theSurveyor.

6 .7 .11 NUMBER OF COPIES :Have enough copies of all relevant documents signed :

6 .7 .12 DISTRIBUTION OF DOCUMENTS/SAMPLES :Distribution of Documents and Samples to Master for NPO Cand Master's retention will be as under :

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Documents FOR NPOC FOR MASTER

I (a) Bill of Lading * 1st Original Copy Non-negotiabl e

(b) Manifest * 1st Original Copy

(c) AR3A* Original + 2Duplicate

-

(d) Statement of Facts Copy Copy

(e) Ullage Report(Arrival)

Copy Copy

(f) Ullage Report(Departure)

Copy Copy

(g) Test Reports fromLPOC

Copy -

(h) Test Reports fo rCargo loaded

Copy Copy

(i)

Status of ILH * *dues

Copy Copy

(j)

Status of excise/Customs cargo(OP-59)

Original -

(k) Status of Oil* *Pollution cess payment

Copy Copy

Samples(1) Comp. samples of shore

Tanks for cargo loaded(grade wise)

1 Set 1 Set

(m) Comp . samples ofShip's cargo tank safter loadin g(grade wise)

1 Set 1 Set

* May be sent by mail if not available at the time of sailing ,for coastal movement.** Only for time chartered vessels .

6 .7.13 MASTER'S ACKNOWLEDGMENT FOR DOCUMENTS /SAMPLES :

Master's acknowledgment for receipt of documents an dsamples, both for NPOC and his own retention, must b eobtained .

6 .7 .14 SAILING SCHEDULE :

6 .7 .14.1

Advise Master latest sailing schedule as per por tauthorities.

6 .7.14 .2

Advise Master any special instructions for th evoyage (eg . Heating of cargoes, etc.), name/telex/fax numbers of the consignee, etc .

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6 .8 SHORE END : ON COMPLETION OF LOADING :6.8.1 After loading nominated quantity as per plan (need to b e

co-ordinated with Boarding officer, if final stoppage is plannedfrom ship's side), have tank body valves and other valvesclosed and inform Boarding Officer . While closing valves atterminal end, it must be ensured that provision has bee ngiven for dock line product (dedicated dock line) expansio ndue to atmospheric temperature rise to safe guard dock lin erupture due to excessive pressure developed if such provisio nis not given . Normally, dock line shall be kept through to on eof the tank in the terminal through 1" 0 expansion line facilit yin the tank.

6 .8 .2 GAUGING OF TANKS :Gauge shore tanks and have outturn reports and ARe 3prepared .

6.8 .3 DOCUMENTS FROM OTHER LOADING POINTS :Collect relevant test reports, outturn reports, Bill of Lading/manifest and ARe3 documents from other loading terminals /refineries, as necessary .

6.8.4 COMPLETION OF DOCUMENT SComplete all documents at shore end and rush the same t oBoarding Officer for obtaining Master's signature and handin gover relevant documents to Master as per 6 .7 .12 above . Timeis of essence at this stage. This should, normally be completedwithin two hours of completion of loading, including makin gthe requisite number of copies, as required .

6 .8.5 SAILING ADVICE TO NPOC :Advise NPOC immediately, repeat immediately, by telephone ,E-mail and also by fax/telex, details of vessel's sailing ,coverin g- Name of vesse l

Sailing date and time- Cargo quantities on board, productwise (in KL @ natural /

KL @ 15°C/MT), companywise, separately for imported &indigenous cargo .

- any bunker/fresh water requirements at NPOC .- any other special information .The message should be repeated to HQO Supplies/Shipping/Zonal S&D (of loading/receiving ports) .

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6 .8.6 RETURN OF BOARDING OFFICER :On return of the Boarding Officer from the tanker,

6.8.6 .1 Various samples for testing/retention should b erouted to the laboratory for testing/proper storage ,as the case may be .

6 .8.6.2 Sampling equipment in Boarding Officer's kit to b erinsed and cleaned .

6.8.6 .3 All sets of documents/correspondence pertaining t othe tanker loading operation to be carefull ysegregated, removing the carbon papers, for furthe rhandling/distribution .Stocks of stationery/blank forms to be replenished i nBoarding Officer's kit bag .

6 .9 .6 REVIEW AT LOCATION :The location-in-charge or his immediate Deputy must regularl yreview all documents/correspondence connected with th etanker loading operation and also the tanker/shore-end lo gbooks . These log books shall be countersigned by th elocation-in-charge or his immediate deputy in token of havin greviewed the same .

6.9 .7 DISTRIBUTION OF DOCUMENTS :List of documents must be mailed to . HQO/Zonal as per targetdate specified in the "Product Loss Control Manual" Vol-II . [Th esets of Zonal documents shall be forwarded to concerned Stat eOffice in Operations Department] .

6 .9 .8 CUSTOMS/EXCISE FORMALITIES :Complete all Customs/Excise documentation connected wit hthe loading operation, including payment of supervisio ncharges, as applicable .

6 .9 .9 PORT FORMALITIES :Completed all Port formalities, including payment of wharfag eand other applicable charges .

6 .9 .10 SURVEY REPORT :Follow up with Surveyor, if in attendance on the tanker, fo rsurvey report as per the contract ; the survey report shall bescreened, before acceptance, to ensure reporting is as pe rcontract terms without any deviations . In particular Surveyor' sfigures shall be cross-checked and tallied with our own .

: 5 9 :

6 .9.11 DISPOSAL OF LOAD PORT SAMPLES :Loadport shore tanks/tanker retention samples may b edisposed in line with guidelines contained in the Q .C . Manuals .In case of any contamination at the receiving end, the relevan tsamples shall be segregated for safe custody ; such samplesshall not be disposed-off unless specific written instructions ar ereceived from HQO Supplies/Shipping Dept, that the matterhas been resolved and claims, if any, in this connection hav ebeen duly settled .

6 .9 .12 DOCUMENTATION FOR EXPORT TANKERS :Certain additional documents like certificate of origin ,certificate of quantity, etc ., have to be prepared .DISTRIBUTION OF ORIGINAL DOCUMENTS AND COPIE STHEREOF TO HQO SUPPLIES DEPARTMENT, MUST BE AS PE RTHEIR ADVICE ; AS THIS IS NECESSARY FOR FULFILLMENT O FTHE EXPORT CONTRACT .Such documents must be sent by a reliable courier service t oHQO/Supplies .

CHAPTER - 7

TANKER DISCHARG EOPERATIONS

: 6 1 :

TANKER DISCHARGE OPERATION S

7.1 SHIP'S END : BEFORE ARRIVAL :7.1 .1 E.T .A . NOTICES/BUNKER REQUIREMENTS :

Master shall advise his E .T.A and estimated arrival draft an dother related information alongwith details of cargo o nboard, to the disport by cable/telex/radio message .- 72 hrs in advance of arrival .- 48 hrs in advance of arrival .- 24 hrs in advance of arrival .Any requirement of bunkers/fresh water shall be notified t odisport through such ETA notices to facilitate preparations ,including processing of Customs documents .

7.1 .2 COMPLIANCE WITH PORT REGULATIONS :Master of the vessel is responsible to ensure complianc ewith all Port Regulations .

7 .1 .3 NOTICE OF READINESS (NOR) :On arrival at the port, and if he is ready in all respects t odischarge the cargo, Master tenders his NOR by telex/cabl eto the receiving terminal indicating his date/time of arriva land his readiness to discharge the . nominated cargoes .Master also radios his arrival directly to the Port Signa lstation .Master will repeat his NOR to other agencies as per CharterParty .

7 .1 .4 Master shall ensure cargo is heated as per requirementsindicated by the load port, if any, or as per Charter party .

7.2 SHORE END : BEFORE ARRIVAL :

7.2.1 ESTIMATED ARRIVAL OF VESSEL :

7 .2.1 .1 Keep in touch with loadport/LPOC (Last Port o fCall)/Zonal (S&D)/HQO Supplies/Shipping, i fany, to ascertain the provisional and, later ,actual sailing time of the vessel .

7 .2.1 .2 Notify Port Authority and tanker agents o ftentative arrival of vessel, discharge plan an dapproximate period of stay in port/at berth .

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7.2.1 .3 Monitor receipt of ETA notices from Master, i nco-ordination with agents (72 hrs/48 hrs/2 4hrs) .

7.2.1 .4 Advise agents to process documents for carg odischarge and also shipping bills for bunkers, i frequired .

7 .2 .1.5 On receipt of final sailing advice from load port/LPOC and/or final ETA from Master, notify Portauthority, Port Co-ordinator (where HPC is th ePort Co-ordinator), Zonal S&D/Head Offic e(Supplies/Shipping dept .) to determine berthin gpriorities (where more than one vessel at a tim eis involved) and likely date/time of berthing o fthe vessel .

7.2.2 PORT FORMALITIES :

7 .2.2.1

Notify Port authorities abou t- latest ETA of vessel- cargo discharge pla n- berth/pipeline requirements- fresh water requirements- bunkering plans, if any .

7.2 .2 .2 Agent to process papers for making provisiona lpayment of Port dues, as applicable, just befor eberthing of vessel (i .e . on last port working da yjust prior to berthing of vessel) .

7.2.3 CUSTOMS/EXCISE FORMALITIES :

7 .2.3.1

Notify customs and excise authorities abou tarrival of vessel and discharge plan ;

7.2.3 .2

Process necessary documents for receipt o fcargo and bunker deliveries, if any .

For this purpose, ascertain from HQ OSupplies/Shipping/ Zonal S&D, the followin gpoints in respect of import cargoes (all details ofcoastal cargoes are obtainable from the loa dport/LPOC) :

name of vessel

- invoice value- flag of vessel - cargo discharged a t- name of supplier LPOC, if an y

Product origin

- Cargo allocation fo r- Product grade port company-wise

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-

major specifications - cargo for NPO C(Next Port of Call) ,

- Bill of Lading quantity if any .

7.2.3 .3 Organise Customs/Excise supervision, a srequired, as per rules, against proper letter o fauthority .

7.2.4 PRODUCT ULLAGES COMPANY-WISE :7.2 .4 .1 Ensure adequate ullage with nominate d

receiving companies prior to berthing th etanker .Ullages must be clear ullages within safe-fillin g

capacities of individual tanks, keeping allowanc efor discharge rates attainable, variation betwee nship-shore quantities and possible ship-shorecommunication breaks .

7.2 .4.2 Co-ordinate with other oil companies for produc tullages and sequence of discharge in casepart/whole of the cargo is to be discharged intotheir terminals/refineries .

7 .2 .4.3 Tankwise cargo discharge plan to be kept ready .All tanks should contain on-spec product .Samples of which must be drawn and sealed atthe time of before-receipt gauging, for retentio nin line with QC Manual instruction .

7.2.4.4

In particular, it must be ensure that floatin groofs of tanks are above the partial floatatio nzone to ensure correct accountal of productreceived from the tanker .

7.2.4.5 As far as possible, all the nominated tanks ar eto be operated about 2 M level to avoi dmeasurement errors due to distortion of tanks .

7.2.5 AGENCY WORK :7.2.5 .1 Agents should liaise with Port/Custom s

authorities and keep all documents and othe rarrangements ready to facilitate smoothoperations of the vessel at berth .

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7.2 .5 .2

In case of import cargoes (other than in ou rtime chartered vessels), owner's agent must fil ethe IGM (Import General Manifest) of the vesselin advance to facilitate processing of Port/Customs documents by our agents .

7.2.6 APPOINTMENT OF SURVEYORS :7.2.6 .1 Surveyors shall be appointed to cover all impor t

tanker shipments and also coastal tankershipments as per provisions of the extant surve ycontract .

7 .2.6.2 Surveyors may also be appointed in specia lcases as per instructions from Head Office/Zonal Office .

7 .2 .6 .3

Surveyors appointed by other oil companies t ocover tankers sub-chartered by them or fo rdelivery of their product to our terminals shal lbe allowed access to our terminals/refineries fo rtank gauging operations and QC checks .

7 .2.6.4 In certain specific cases, in which payment tothe Seller is to be made based on receiving tan kgauges (these will be advised by HQOSupplies/Shipping Department), a surveyo rmutually acceptable to the seller and ourselve sshall be appointed by the Seller. Such surveyo rwill have access to receiving terminals/refineryfor tank gauging .No other surveyor will be appointed by us fo rsuch shipments .

7.2.6 .5

Except as provided under 7 .2 .6 .3 and 7 .2.6 . 4above, no other surveyor representin gship-owner or any other authority will beallowed access to the receiving terminal/refiner ytank farm without specific clearance from HQ OSupplies/Shipping/Operations Department .

7 .2.7 COMMUNICATION WITH HQO/ZONAL/OTHERS :

7 .2 .7.1

Up-to-date information of the status of arrival /berthing/discharge sailing of the vessel to b ecommunicated to HQO Supplies/Shipping/ZonalS&D on daily basis as per procedure .

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7 .2.7.2 Direct communication with Coasta lCo-ordinator to be under taken only by location sat which HPC is the official Port Co-ordinator .

7 .2.7.3 Co-ordinate with ship-owner's agent in case the yhave plans to deliver ship-stores from barge salongside while the vessel is at berth ; so thatminimum time is lost on this account .

7 .2.8 GENERAL :

7 .2.8.1

A separate file is to be opened for each tanke rdischarge

operation .

All

documents/correspondence with Port authorities/Customs/Excise/Agents/HQO/Zonal/Others

will

bemaintained in this file .

7.2 .8.2

Receipt of ETA notices/NOR from Master mus tbe duly logged in the tanker log book and copiesthereof carefully kept on record/send to HQO, a sper procedure .

7 .2 .9 TANKER BULLETIN :A proper tanker bulletin must be issued for the guidance o fBoarding Officer, shift duty officers, OMCs (if they ar einvolved) outlining the planned sequence of operations an didentifying \the job responsibilities of each officer/terminal .

7.3 SHIP'S END : VESSEL ALONGSIDE :

7.3 .1 POSITIONING OF VESSEL :While the vessel is being berthed, Boarding Officer shoul dliaise with Pilot on-board/Dock Master at jetty so tha tvessel's deck manifold is correctly positioned with referenc eto the shore manifold . Keep away from the jetty front whil evessel is being tied up, to avoid backlash in case one of themooring ropes snap during the berthing operations .

7.3 .2

LINE BLEEDING :The dedicated (product) dock line is kept through to th eallocated tank in the terminal of any oil company to safeguard line rupture due to pressure rise of dock line product(expansion of product) on account of atmospheri ctemperature rise .

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The dock line shall be primed by the same terminal byopening tank body valves having sufficient height o fproduct. Boarding officer shall co-ordinate with termina lduty officer for line bleeding at the jetty end .

7 .3 .3 HOSE CONNECTIONS :Jetty end discharge hose lines/loading arms to be

connected to discharge lines, ensuring positive segregation ;and hose handling crew kept standby for connecting th eother end of hose lines/loading arms to the tanker manifold .

7.3 .4 BOARDING THE VESSEL :Board the tanker only after the gangway is placed an dclearance is given by the ship's officer .Customs officer's clearance also to be obtained, if require dby prevailing practices at the locations .

7 .3 .5 ACCEPTANCE OF NOTICE OF READINESS :NOR may be tendered either by the Master to the Boardin gOfficer; or it may be tendered in advance of berthing of th evessel by the ship-owner's agent on behalf of theMaster/Ship owner . Acceptance time in the NOR should bethe time of arrival of the vessel in port, as per Port Signa lStation ; unless provided otherwise in the contract of sal eIn the C&F contract of sale provides the specific laydays fo rarrival at the first nominated discharge port, and the vesse larrives either before commencement of the laydays or afte rcompletion of the laydays, then the NOR shall not b eaccepted unless specific clearance is communicated by HQOSupplies/Shipping department .For example, if the contract of sale provides laydays fo rarrival at first nominated discharge port in India as 26-3 0June, the NOR may be accepted and berthing of the vesse larranged provided the vessel arrives/ tenders NOR betwee n0000 hrs. On 26 June and 2400 hrs on 30 June . If thevessel reaches outside of these laydays, the NOR shall no tbe accepted, and no berthing arrangements made unles sspecific clearance is communicated by HQ OSupplies/Shipping Department, alongwith conditions underwhich the NOR is to be accepted (eg . At berthing, afte rclearance is given, etc .) .

: 67 :

7.3 .6 DISCUSSIONS WITH MASTER :Boarding Officer to meet Master/Chief Officer and take th efollowing actions :

7.3.6.1

Present letter of introduction to Master/ChiefOfficer .

7 .3.6 .2 Collect load-port/LPOC documents and load-portshore/ship sealed sample (first disport only)from the Master .

7.3.6.3 Examine load-port test report and verify tha tthe product is on-specification as per our importspecifications/specified contract specifications ,as applicable .

If load-port test report reveals failures in anyspecifications vis-a-vis contract specifications ,

notify Terminal Manager, who, in turn wil ladvise

Zonal

(S&D)/HQO(Supplies/Shipping) and await instructions .notify the Master and, subsequently, issue anote of protest as soon as possible .

DISCHARGE SHALL NOT COMMENCE, IN THISCASE, TILL CLEARANCE IS OBTAINED FRO MHQO, SUPPLIES/SHIPPING/ZONAL (S&D) .

7.3 .6 .4

Advise product-wise discharge plan for this por tand NPOC, if any, to Master/Chief Officer .

7.3.6.5 DISCUSS AND FINALIZ ECargo discharge plan (productwise/quantit ywise/manifold & its size, cross over, pumps ,bottom lines) .Cargo discharge sequence, product-wise .Manifold to be chose for discharge what wa sused at previous port (grade-wise) .Feasibility of simultaneous discharge oftwo grades without contamination of eithe rgrade .Rate at which the ship can discharge cargo 'o rdischarge pressure limitations of shorefacilities, if any .Estimate time of completion/sailing based o nvarious activities, as above .Plan of bunker deliveries to vessel, if any .Slop status .

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7 .3.6 .6 Any change in the discharge plan/sequence ,based on the above discussions with Master, tobe communicated to shore-end to facilitat epreparations accordingly .

7.3.6 .7

Sea chest and over board valves - action to betaken as per para no . 4 .11 .

7.3.6 SAMPLING FOR QUALITY TESTS :Alongwith ship's officer/surveyor, the Boarding Office rshould draw tank-wise samples in line with QC Manua linstruction ; one set to be rushed to the laboratory fo rpre-discharge (PD) tests alongwith a copy of last port ullag ereport & test report copies and the second to be used fordetermining representative cargo densities [refer 4 .6 .3] .

7.3.6.1 Fort he second port of call, copy of the load porttest report shall be sent through the Master o fthe tanker alognwith other related documents .

7.3 .7

ULLAGING :After detaching samples for PD tests, relevant draft and lis tshall be witnessed jointly with ship's representative an dsurveyor. Record ullages/sounding and tank temperaturesfor individual cargo tanks and slop tanks alongwith ship' sofficer. Soundings for presence of water to be recorded ,including slop tanks .Ullages to be compared with those on departure from loa dport/LPOC . Any abnormal variations to be referred to Masterin writing, seeking his comments.Additionally, for ATF. and Lube Oils samples to be draw nusing a bottom sampling thief in case traces of free wate rdetected during ullaging .

7.3 .8

TEMPERATURE OF CARGO TANKS :7.3 .8 .1

Temperature of alternate centre and wing tanksto be recorded, product-wise .

7 .3.8.2 If the variations between maximum/minimu mtemperatures are within 2°C, determine th earithmetical mean tank temperature and use thesame for calculations .

: 69 :

If not, determine actual tank temperature for al lindividual tanks and calculate cargo quantitiestank-wise/product-wise .

7.3.8.3 For heated cargoes, or for cargoes in winte rmonths, record and use separate temperature sfor centre and wing tanks for cargo calculations .

7.3.9

CALCULATION OF QUANTITIES :Ullages recorded should be referred to ship's calibration scharts to determine tank-wise gross quantities takin gconsideration of details of fore/aft drafts, trim, list .Calculate product-wise cargo quantities on board in KL a tnatural, KL at 15°C and Metric tons .

7.3 .10 POSITIONING OF VESSEL :Compare product-wise quantities on board, on arrival, with

those on departure from load port/LPOC .7.3 .10 .1

Issue letter to the Master if vessel has resorte dintertank transfer enroute, water was observedmore than previous port and voyage lossoccurred on account of density variation .

7.3.10 .2 Slop variation - action to be taken as per par a4 .9 .2 .

7 .3 .11 SAFETY ON-BOARD/AT TANKER JETTY :Boarding Officer to observe all safety regulations whil eonboard the vessel or on the jetty .

7 .3 .11 PD TEST RESULTS :Await PD test results .

7.3.12 TANKER LOG BOOK :All critical activities/decisions to be recorded concurrentl yin the tanker log book .

7 .4 SHORE END : VESSEL ALONGSIDE :

7.4.1

LINE BLEEDING :7.4 .1 .1 Co-ordinate with Boarding Officer at jetty en d

after making dock line through from one of th etank from the terminal upto jetty for lin ebleeding . Also, internal line to be bled throug hsample cock at shore end .

: 70 :

7 .4.1 .2 It should be ensured that the company whereline was kept through for expansion, the sam ecompany's tank having sufficient height o fcargo, line is bled .

7.4.1 .3 Once line bleeding is confirmed by boardin gofficer from jetty end, tank's body valves to b eclosed and segregated .

7 .4.1 .4

The drop of product from tank due to linebleeding shall be recorded in shore log book .

7.4.2 FOLLOW UP WITH BOARDING OFFICER :Follow up to be maintained with Boarding Officer t oascertain :(a) actual time of berthing of vessel ;(b) confirmation that product specifications, as per load .

port test report are 'OK' ; and(c) time when samples have been sent to shor e

laboratory for PD tests .

7 .4 .3

FOLLOW UP WITH LABORATORY :Follow up with laboratory for PD test results are carried ou tpromptly on receipt of tanker samples .

7.4.4

PREPARATION FOR DISCHARGE :Pending this, keep one tank for each grade ready to receiv eincluding tank gauging, positive segregation of tanks ,retention sample in line with QC Manual and dock lines, etc .Dock line to be made through from terminal to jetty end ,keeping jetty valve closed ; at terminal end tank bodyvalves to be kept closed .

7 .4 .5

FOLLOW UP WITH AGENTS :Follow up with agents for various activities to be done b ythem during stay of vessel at berth .

7.4.6

FINAL TANKER BULLETIN :On receipt of final discharge plan, liaise with OMCs wh omay be involved in the discharge operations; so that thei rterminals are kept ready to receive product accordingly .Any change, vis-a-vis the original tanker bulletin must b ecirculated to all concerned by a fresh tanker bulletin (seria lnos., date and time of issue to be indicated) .

: 7 1 :

7.4.7

SHORE LOG BOOK :All critical activities/decisions to be recorded concurrently i nthe tanker shore log book .

7 .5 SHORE END : DISCHARGE OPERATIONS :

7.5.1

PD TEST CLEARANCE :7.5.1 .1 On receipt of PD test clearance from terminal /

laboratory, advise ship's officer and receivin gterminal officer to line up to receive and confirmreadiness .

7.5 .1 .2

If PD tests indicate failure, advise Master i nwriting and follow re-sampling procedure an dother steps as per Chapter -9 . Await clearancefor discharge from Terminal duty officer, who i nturn will obtain the same from HQO Qualit yControl Department through Zonal (S&D)/HQO(Supplies/Shipping) .

7 .5 .2 START OF DISCHARGE :7.5.2 .1

Obtain Terminal's readiness to receive cargo .7.5.2.2

Confirm ship's readiness to start discharg eoperations .

7.5.2.3 On receipt of both clearances, as above, hav ejetty end dock line valve opened ; and adviseship to commence discharge of cargo at lowpressure .

7 .5 .3 CONFIRMATION OF START OF DISCHARGE :7 .5.3 .1

Ascertain time of commencement of discharg eoperations from ship's officer and adviseTerminal officer to check and confirm receipt o fproduct at Terminal end .

7.5.3.2 If no product receipt recorded within 5 minutes ;stop pumping, co-ordinate with terminal an dinvestigate promptly .

7 .5 .4

STEP-UP OF DISCHARGE RATE :If terminal confirms receiving product, advise ship's office rto gradually step up the pressure/flow rate upto th emaximum rate acceptable by shore .

: 72 :

The hourly pressure recording shall be observed fro mpressure gauge in ship's manifold (alongwith Ship's Officer )as well as jetty manifold, and recorded in the tanker lo gbook.

7 .5.5

CONFIRMATION TO TERMINAL :Advise Terminal Officer once desire pressure/flowrate i s

achieved .

7 .5.6

SIMULTANEOUS DISCHARGE :If simultaneous discharge of two grades is to b eundertaken, start only one grade at a time . After startin gand stabilizing discharge of one grade (stage 7 .5 .5 above)have discharge of the second grade commenced by

following the steps at 7 .5 .2 to 7 .5 .5 above .

7.5 .7

QC PROCEDURE :

7.5.7.1 Sampling and recording of product appearanceand density to be done as per Quality Contro lManuals for aviation and non-aviation fuels, a sapplicable, at jetty end .

7.5.7.2 Initial samples shall be drawn from ship' smanifold involving Ship's officer at ship' smanifold . In case ship does not have sampl ecock at ship's manifold then spool piece wit hsampling cock should be connected with ship' smanifold before hose, and ship' srepresentative to be involved for initia lsampling . Proper recording should be done i nlog book.

7 .5 .7.3 First tanker used for discharge, COP (Cargo Oi lPump) No ., Manifold No ./colour, bottom lin eused should also be recorded in Log Book .

7 .5.8

COMMUNICATION WITH RECEIVING TERMINALS :Communication with each receiving terminal shall b eminimum once hourly while discharge is in progress .

7.5 .9

CO-ORDINATION OF START-UP/STOPPAGE :Co-ordinate with ,each receiving terminal/refinery fo rstart-up and stoppage of discharge operations as pe rsequence finalised .

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Any other terminal/refinery that has to receive productshould be alerted in advance ; so that time spent on switch-over from one location to another is minimized .

7.5 .10 START-UP CHECKS :Sequence of checks, including dock line, line-up by port /other authority, for any new discharge location to be don esystematically, as for initial start up of discharge (see 7 .5 . 2to 7 .5 .5 above) .

7.5 .11

Protest letters, appropriately drafted, to be issued to th eChief Officer if the shi p

Does not pump as per charter party/pipeline limitatio nagreed rates .Causes "avoidable" delays in the agreed sequence o fdischarge operations.

7 .5.12 REVIEW OF DISCHARGE :Progress of discharge operations must be periodicall yreviewed vis-a-vis the discharge plan so that timel ychanges in the ship's estimated sailing can be advised toPort authorities/NPOC etc .

7.5 .13 TOPPING-UP OPERATIONS AT SHORE-END :Pumping rates to be slowed down, as required, i nco-ordination with receiving terminal/refinery and ship'sofficer, while shore tanks are being topped up to safe-filin gheight levels .Communication to be maintained continuously at this stag eto ensure prompt stoppage when discharge as per plan o rreceiving location requirement becomes necessary .

7.5 .14 SHIP/SHORE RECONCILIATION :

7.5.14 .1

Reconciliation of ship/shore quantities to b edone every hour .

7 .5 .14.2 Abnormal variation (including progressiv eincrease or sudden jump) is to be investigate din consultation with terminal .In the normal course such variations will b ebrought to the notice of Location Head ; whowill normally decide if pumping is to bestopped for thorough investigation . If, for anyreason, the Location Head cannot be

: 74 :

consulted/contacted, the Boarding officer i sauthorised to stop the pumping operations fo rinvestigating . Reasons for the variations an dsubsequent reconciliation must be recorded i nthe Tanker Log book . Loading/Discharge shal lbe resumed only after clearance from theterminal .

-7 .5 .14 .3 If, for any reason, the reconciliation cannot b e

done at a particular hour (such reasons shoul dbe recorded) at the end of the perio dstipulated above, it should be done positivel yat the next hour .

7 .5.14.4 If vessel refuses to provide hourly discharg efigures, a note of protest shall be given to th eMaster by the Boarding Officer .

7.5 .15 TANKER LOG BOOK :All activities/communications to be recorded in the Tanker-Log Book. THIS IS A MUST, for any Boarding Officer .

7.5 .16 OTHER DOCUMENTATION :Other documentation such as ullage reports, statement o ffacts etc ., must be completed/updated concurrently durin gthe pumping operations, as far as possible .

7.5 .17 EMERGENCY STANDBY :Boarding Officer to remain alert for ensuring emergenc yshutdown of discharge operations, as and when necessary.

7.6 SHORE END : DISCHARGE OPERATIONS :

7.6.1

SHORE LINE-UP :On receipt of the PD tests clearance from the laboratory,have tank valves opened and recheck the line up fro mterminal to jetty end .LINE-UP SHALL BE CHECKED BY TRACING THE LINE (i .e .WALKING ALONG THE LINE) WITHIN THE TERMINAL FRO MBOUNDARY VALVE TO TANK BODY VALVE .At ports where it is a practice for Oil Compan yRepresentatives to be present at exchange pits along wit hPort Trust Representatives, our Officers must ensure prope rsegregation at such exchange pits in line with the tanke rbulletin .

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7.6 .2

'OK' FOR START-UP :Communicate 'OK' to Boarding Officer for starting discharg eof nominated product (if more than one grade is on-board ,the grade to be started by the ship must be clearl yadvised) .

7 .6.3

START OF UNLOADING :Boarding Officer to advise details of product started an dtime of commencement of pumping .

7.6 .4

CONFIRMATION OF RECEIPT :Check and confirm to Boarding Officer whether product i sbeing received ; to that pumping rate may be increased b yship .

7 .6 .5

PUMPING RATE :Ascertain from Boarding Officer when pumping rate o rpressure has reached maximum level agreed .

7 .6 .6

SIMULTANEOUS DISCHARGE :If more than one grade is to be discharge simultaneously onseparate lines, complete start up operations for one gradeat a time as per sequence 7 .6 .1 to 7 .6 .5 above .

7.6.7

QC CHECKS :Periodic sampling to be carried out and observation srecorded as per Quality Control Manuals for aviation an dnon-aviation manuals, as applicable .

7.6 .8

HOURLY COMMUNICATION :Communication with Boarding Officer shall be at least onc ehourly while discharge is in progress . This will includeco-ordination for stoppage, switchover to other receivin glocations, etc ., as per plan .

7 .6 .9

PERIODIC GAUGING :Receiving tank gauges (gross dips only) to be recorde dhourly, and quantities pumped assessed accordingly .However, the first gauging after the initial dock lin edisplacement should include water dips, to ascertain receip tof water if any, from the line .The provisional (after receipt) gauges of each tank also t oinclude water dips . The dips are to be witnessed b ysurveyor if appointed for receipt operation .

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7.6.10 SHIP/SHORE RECONCILIATION :Refer 7 .5 .15.1, 7 .5 .15 .2 and 7 .5 .15 . 3

7 .6 .11 LIAISON WITH OTHER RECEIVING LOCATIONS :Liaise with other receiving locations, as required, so thatthey remain alert to take over receipt of product as pe rplan .Positive segregation of tanks/lines and gauging of othe rcompanies' tank before and after receipt to be co-ordinate dand supervised as per guidelines in the Product Loss Contro lManual .

7.6.12 PROGRESS OF DISCHARGE :Monitor progress of discharge vis-a-vis plan and advis eNPOC/Zonal (S&D)/HQO (Supplies/Shipping) lates testimated completion/ sailing time .

7 .6 .13 TANK WISE FINALISATIO NAs each tank operation is completed ensure its segregation .As soon as final gauging is completed collect outturn report sto facilitate speedy finalisation of reports to HQO/Zone afte rtanker sails .

7 .6 .14 SHORE LOG BOO KAll activities/communications with Boarding Officer/otherCompanies involved in discharge operations shall b erecorded concurrently in the tanker log book .

7.7 SHIP'S END : ON COMPLETION OF DISCHARGE :

7.7.1

CLOSING JETTY VALVES :Ship's officer should be asked to close the tanker dec kmanifold valves followed by jetty valves .Bleed line and confirm action to the controlling terminal andalso to the last receiving terminal .Similar intimation to be given to port authorities, pipelin eauthority, other receiving locations, tanker agents, etc .

7.7 .2

HOSE CONTENT :Drain the hose/loading arm contents into jetty sump o rbarrels as per prevailing local port/customs requirements .

7.7.3

DISCONNECTION HOSES :Arrange to have the hoses disconnected and storedproperly .

: 7 7 :

7.7 .4

RECORDING OF ULLAGES :Witness jointly relevant ship's draft/list and , recor dtank-wise product-wise ullages/temperatures/wate rsoundings, if any, along with the Ship's Officer .

Sea chest and over board valve - refer para 4 .1 1

7 .7 .5

TANK EMPTY CERTIFICATE :

7.7.5.1 In case of part discharge, any cargo tanks foun dto be empty during ullaging process, shall b ecertified as such, both in the ullage report a swell as in the Empty Tank Certificate .

7.7.5.2 In the case of full discharge all cargo tank smust be inspected and certified empty even i fsome of the tanks have been certified as emptyat the previous ports/before discharge .

7 .7 .5 .3

Ullages/soundings of slop tanks must, also berecorded (refer para 4 .9 .2) .

7.7.5 .4 The wording of the tank empty certificate shal lnot be changed ; tank may be certified to b eempty, but not 'Dry' .

7 .7.5 .5 Where visual inspection is not possible and th etank empty certificate is based on Vessel' sauto-gauge readings (e .g on IGS vessels i nwhich the system is used), this fact must b erecorded in the tank empty certificate .

7 .7 .6

R.O.B. ,AT LAST DISCHARGE PORT :In case of crude oil cargoes some quantity of crude oil ma ybe left over on board . This ROB quantity is measure usin gship's auto-gauge equipment/Sonic taps ; and the quantityis calculated by using the "wedge formula" (details aregiven in Annexure-XI) .

7 .7 .7

ON-CARRYING OF PRODUCT :

7.7.7 .1 While ROBs in crude oil cargoes are acceptable ,because of the very nature of crude oil, no ROBis acceptable in case of finished petroleu mproducts . Product was loaded into tanks tha twere empty at the load port ; and, as such, al lproducts (other than

LSHS/Bitumen/Hig hViscosity -

380 c.s .-fuel

oil)

is entirely

: 78 :

"pumpable". Thus any ROB in clean refine dpetroleum products can result only from eithe rfailure of ship's pumps or improper sequence o foperations on board the vessel .

7.7.7.2 In case of Coastal cargo in time charter vessel ,the quantity of cargo (ROB) must be clearl yshown as Product (and not as "unpumpable "manner or sludge), assessed as per the wedg eformula and record in the ullage report .

The vessel is then sailed to the next coastal portof call and full details of the on-carried carg omust be communicated to the next coastal portof call by telephone/fax/telex .

7.7.7.3 In case of a voyage charter tanker sailing fro mthe last discharge port in India, or in the case o fa coastal tanker sailing to a foreign port for it snext loading, the under mentioned proceduremust be followed for recording the on-carryin gof product : -

Issue a note of protest to the Master o finability of vessel to pump out the left-ove rquantity of product, and notify him of ou rintention to claim the value of the on-carrie dproduct from the ship owners .Advise Customs Officer on duty regardin gon-carrying of the quantity of product, du eto failure of the ship's pumps and requesthim to witness the quantity assessmentthereof .Prepare the ullage report showing theproduct on-carried with the measurement/calculation details and record that th eon-carrying of product (and no t"unpumpable" matter or sludge) is due tofailure of ship's pumps .This shall then be signed by all concerned .parties, including the Customs Officer .Notify HQO Supplies/Shipping (immediatelyafter sailing on telephone)/HQO Operation sfull details by telephone/fax/telex .

Based on this HQO Supplies/Shipping will clai mvalue of the on-carried quantity from the shi powner; or the case of a coastal vessel goin gabroad for loading, HQO Supplies/Shipping will

: 79 :

advise the load port surveyor /supplier so thatthe on-carried quantity can be separately &correctly accounted .

7 .7 .8

CARGO CALCULATIONS :Calculate product-wise quantities of cargo remaining o nboard, if any, and compare the quantity discharge at th eport with the provisional shore receipt that is communicate dby the controlling receiving terminal . On departure, densit ymay be kept same for cargo calculation as what it wa srecorded before discharge (for ascertaining density - re fpara 4 .6 .3) .If the variation between these two quantities is not withi nthe limit specified, issue protest letter to the Master as pe rthe instructions contained in the Product Loss Contro lManual (Vol . 2) .

7 .7.8.1. SEA CHEST VALVE AND OVER BOARD VALV ECHECKING FOR SEALING :After completion of discharge and carg ocalculation, sea chest valves and overboardvalves shall be checked for closeness & sealin gand to be reported in ullage report . If foundtampered, to be protested .If water flushing is required after completion o fdischarge, sea chest valve and over boardvalves seals first will be verified for intactnessand then ship shall be allowed to break and us ethe same for water flushing . If vessel is oncarrying quantity to NPOC, again sea chest an dover board valves shall be checked for closenes sand shall be sealed . This activity is to be loggedin log-book and seal no . shall be recorded i nullage report .[If cargo is being on carried and water flushin gis required, cargo calculation as per above par a7 .7 .8 to be carried out after the completion ofwater flushing and closing/sealing of sea ches tand over board valves] .

7.7 .9 DOCUMENTATION :7 .7.9 .1 Complete all log entries and also documents fo r

signature (Statement of facts, Ullage Reports ,etc .) . OMC's representative will also sign th edocuments in case OMC's cargo is on board .

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7.7.9.2 Obtain Master's signature on all relateddocuments taking care to have enough copie ssigned to facilitate distribution .

7.7 .9 .3 All signatures must be supported by the name o fthe signatory (in block letters), official rubbe rstamp (of HPC Terminal/Surveyor/Master, as th ecase may be), and date .

7 .7.10 SIGNING OF STATEMENT OF FACTS :As far as possible, do not sign any separate "Statement ofFacts" prepared by Master/Owner's agent ; provide them a smany photocopies as they need of our own Statement o fFacts .If unavoidable however, entries on the Master's/Agent'sStatement of Facts should be carefully checked befor esigning the same . Suitable remarks are to be recorded i ntheir SOF in case of difference in timing or omission ofdetails w.r:t . delay by vessel . While signing the remarks-"Subject to HPC's statement of facts" shall be clearlyendorsed .

7 .7.11 COUNTERSIGNATURE BY SURVEYOR :When a surveyor is in attendance, all documents shall becountersigned by the surveyor . Similarly all samples tags .shall be countersigned by the surveyor .

7.7.12 DISTRIBUTION OF SAMPLES/DOCUMENTS :Distribution of samples/documents to the Master for th enext port of call and master's own retention will be a sunder :

FOR NPOC FOR MASTE RDOCUMENTS

Bill of Lading Copy -Manifest Copy -Statement of Facts Copy CopyUllage Report arrival Copy Cop yUllage Report departure Copy CopyTest Reports from Loa dport/ LPOC

Copy -

Copies of PD Test Reports Copy -Status of ILH Dues * Copy CopyStatus of OPC* Copy CopyExcise/Customs statu s(OP-59)

Original Copy

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* For time chartered vessels only .** If vessel is on carrying the cargo to NPOC .

7.7 .13

MASTE R'S ACKNOWLEDGMENT FOR DOCUMENTS /SAMPLES :Master's acknowledgment for receipt of documents an dsamples, both for NPOC and his own retention, must b eobtained .

7 .7 .14

SAILING SCHEDULE :Advise Master latest sailing schedule as per Portauthorities .

7 .7 .15

SPECIAL INSTRUCTIONS :Advise Master any special instructions for the voyage ,including name/telex/fax numbers of the consignees, etc .

7.8 SHORE END : ON COMPLETION OF DISCHARGE :

7.8.1

CLOSING OF VALVES : ,On completion of planned discharge being confirmed bythe Boarding Officer also after getting confirmation fro mBoarding Officer that jetty valve has been closed, clos etank and boundary valves and advise all other authoritie sas necessary . While closing valves at terminal end, it mustbe ensured that provision has been given for dock lin eproduct (dedicated dock line) expansion due t oatmospheric temperature rise to safe guard dock lin erupture due to excessive pressure developed if suc hprovision is not given .Normally dock line shall be kept through to one of th etank in the terminal through 1 "0 expansion line facility i nthe tank .

7 .8 .2

PROVISIONAL ASSESSMENT :Gauge the last receiving tank and assess the tota lquantity received in various shore tanks, including thoseof OMCs, and advise the same to the Boarding Officer .

Provisional unloading lossletter issued **

Copy

SAMPLESComposite samples o fcargo tanks prior todischarge

1 Set

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Co-ordinate with the Boarding officer regardin gassessment of quantity discharged and ensure that aletter is issued to the Master for any unloading los sbeyond the limits stipulated in the Product Loss Contro lManual (Vol .2) .

7 .8.3

SAILING ADVICE TO NPOC :Advise NPOC immediately repeat immediately bytelephone and also Fax/Telex details of vessels sailing ,covering :

Name of the Vesse lSailing date and timeSailing draft

• Cargo quantities on board, product-wise (in KL @nat ./KL @ 15°C/MT), company-wise, separately fo rcustoms and indigenous cargoes .

• Any bunker/fresh water requirements at NPOC (Tim echartered vessels) .Any other special information .

The messages should be repeated to

HQ OSupplies/Shipping/ Zonal S&D (of LPOC/NPOC) .

7 .8 .4

DOCUMENTS FROM OTHER RECEIVING LOCATIONS :Collect relevant copies of outturn reports from otherreceiving terminal/refineries as necessary .

7.8 .5

RETURN OF BOARDING OFFICER :On return of the Boarding Officer from the Tanker ,7.8.5 .1 Various samples for retention should be route d

to the Laboratories for proper storage a snecessary . Load port sealed samples are to beretained as per QC Manual or until an ycontamination claim/arbitration is completed ,whichever is later .LOAD PORT SEALED SAMPLES SHALL NOT B EOPENED FOR ANY TESTING/VERIFICATIO NWITHOUT WRITTEN PERMISSION FROM HQ OQUALITY CONTROL' DEPARTMENT/G M(SUPPLIES/SHIPPING), HQO .Stock of sample bottles in Boarding Officer'skit to be replenished .

7.8.5 .2

Sampling equipment in Boarding Officer's kit t obe rinsed and cleaned .

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7.8.5.3 All sets of documents/correspondencepertaining to the tanker discharge operation sto be carefully segregated, removing th ecarbon

papers,

for

further

handling/

distribution .Stocks of stationery/blank forms toreplenished in Boarding Officer's kit .

7.8.6

REVIEW BY LOCATION IN-CHARGE :The location In-charge or his immediate deputy mus tregularly review all documents/correspondence connecte dwith the tanker discharge operations and also the tanker /shore end Log Books . These Log Books shall b ecountersigned by the Location In-charge in token o fhaving reviewed the same .

7.8.7

GAUGING OF STORAGE TANKS :All receiving storage tanks must be sampled and gauge dat the earliest as per operating requirements ; so as toadhere to the target of finalisation/despatch of documentsas per "Product Loss Control Manual" Vol-II .

7 .8 .8

DISTRIBUTION OF DOCUMENTS :Distribution of copies of the documents to othe rdepartments in HQO (Shipp/Ops)/Zone will be as per"Product Loss Control Manual", Vol-II . [The sets of ROdocuments shall be forwarded to concerned State Office i nOperation Department] .

7.8.9

CUSTOMS/EXCISE FORMALITIES :Complete all customs/excise documentation connectedwith the tanker discharge operations, including paymentof Supervision charges, as applicable .

7.8.10

PORT FORMALITIES :Complete all port formalities including payment ofwharfage and other applicable charges.

7.8.11

SURVEY REPORT :Follow up with Surveyor, if in attendance on the tanker,for survey report as per the contract, the survey reportshall be screened, before acceptance, to ensure reportin gis as per contract, terms without any deviations . Inparticular Surveyor's figures shall be cross-checked an dtallied with our own .

CHAPTER - 8

HANDLIN GCONTAMINATION O N

BOARD A TANKER

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HANDLING CONTAMINATION ON BOARD A TANKE R

8.1 CONTAMINATION OF CARGO :

8 .1 .1

Contamination of cargo can occur in one or more of th evarious stages indicated below :

8.1 .1 .1

During loading operations

8.1 .1 .2

During voyag e

8.1.1 .3

During Discharge operations .

8 .1 .2

The procedures and documentation outline in subsequentparagraphs must be followed step-by-step ; so that, apartfrom finding a solution to the disposal of any contaminate dproduct, our legal interests will be safeguarded .

8 .2 CONTAMINATION DURING LOADING :

8.2.1

Contamination during a loading operation may occur due t oa variety of reasons such as loading from wrong tan kinadvertently, migration of product, etc . either in shoretanks or ship's tanks .

8 .2 .2 As soon as the contamination is detected, loading operationsshall be suspended and Zonal (S&D)/Head Office(Supplies/Shipping) advised ; while, at the same time adetailed investigation into the causes of contamination i sstarted .

8 .2.3 In case a surveyor is not already supervising the loadin goperations, HPC's regular Surveyor shall be immediatel ycalled in to assist in the investigation and to submit a repor tthereafter .

8.2.4 As soon as the cause of the contamination is identified ,advise Zonal (S&D)/HQO (Supplies/Shipping) department sfull details so that a decision in the matter can be taken .This would include, inter-alia, details of the productsinvolved, quantities pumped/received, quantitiescontaminated in the loading line/onboard the tanker ,Laboratory results indicating variations in specifications ,ullages available on board the tanker/loadin grefinery/terminal for accommodating the contaminate dcargo, suggestions for disposal, etc .

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8 .2.5

ACTION WHEN CONTAMINATION IS DUE TO FAILUR EOF LOADING REFINERY/TERMINAL :

8 .2.5.1 In case the cause of the contamination is identifiedas the loading Refinery/Terminal (other tha nHPC"s own terminal), draw repeat samples fromshore tanks/sample point at shore and jetty in th epresence of the Representative of the loadin gRefinery/Terminal, the surveyor and HPC's officer ,which should be sealed under the joint signature sof all the concerned parties .The distribution of these samples shall be asunder :

One set each to HPC, Surveyor, and loadin gRefinery/Terminal representative for retention .One set for joint testing in the presence of al lthe above parties .

8.2.5.2 The joint testing of the repeat samples as above ,the test reports issued by the Laboratory shall b ecountersigned by all the above parties .

8.2 .5 .3 A suitably worded letter shall be addressed an ddelivered to the loading Refinery/Termina lconcerned, notifying them about

The occurrence of the contamination ,The joint sampling/testing carried out and theresults, thereof,The reasons for the contamination, a sidentified during the investigation process ,Our intention to hold them wholly and solel yresponsible for the contamination and all costsand consequences resulting from suchcontamination .

8.2.5.4 The receipt of this letter shall be dul yacknowledged by the representative of the loadin gRefinery/Terminal, with the signature of th erecipient along with his name, the official rubbe rstamp of the Refinery/Terminal, date and time o freceipt .

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8.2.6 ACTION IN CASE CAUSE OF CONTAMINATION IS DU ETO VESSEL'S FAILURE :8.2.6 .1 Advise Master in writing about detection of

contamination at Ship's end and request him t odepute a representative for fresh samplin goperations from ship's tank/ship's manifold .

8.2 .6 .2 Draw and prepare fresh sets of samples in th epresence of Ship's officer and surveyor .

8.2.6 .3 Sets of samples shall be prepared and sealedunder the joint signatures of Ship's officer ,surveyor and HPC's officer for distribution a s

. under :One set each to ship's officer, surveyor an dHPC's office for retention .One set for joint testing in the presence o fship's office (if Master so desires may appoin tsurveyor to witness on his behalf), surveyo rand HPC's representative .

8.2.6.4 The laboratory test results on the joint samplesso tested should be countersigned by ship' srepresentative (if deputed), surveyor and HPC'srepresentative .

8.2.6.5 A suitably drafted letter should be addressed an ddelivered to the Master/Chief Officer/Duty Office r(in case both. Master and Chief Officer are not o nboard) notifying him abou t

Occurrence of the contamination .Drawing and testing of joint samples in th epresence of various persons who were presen tduring the Laboratory tests .Results of the laboratory tests confirmingcontamination and the specifications in whic hthe product has failed .Findings of the surveyor's/our investigatio npointing to failure on part of the vessel .Our intention to hold the Master/Ship-ownersresponsible for the failure and also for all costsand

consequences

arising

from

suchcontamination .

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8.2.7

The receipt of this letter should be acknowledged th eMaster/Chief Officer/Duty Officer (in that order ofpreference) with signature, name, Ship's official rubbe rstamp and date/time of receipt .

8 .2 .8 Further action to either continue the loading or to pump th eproduct back to the Refinery/Terminal shall be taken o nreceipt of instructions from HQO (Supplies/Shipping)/Zona l(S&D) which have been finalised in consultation with HQ OQC/Zonal, QC Department .

8 .3 CONTAMINATION DETECTED DURING PRE DISCHARGE TEST :8.3 .1 Notify the Master in writing about the contamination detecte d

during the pre-discharge test and request him to depute hi srepresentative for joint sampling of the cargo .

8.3.2 In cases when we do not have a surveyor on board on th eparticular voyage, our nominated surveyor should b eimmediately appointed to investigate the contamination an dsubmit the report thereafter.

8.3.3 Draw fresh samples in the presence of ship's office and th esurveyor for repeat testing .

8.3.4 Prepare fresh sets of samples under joint signatures ofship's officer, surveyor and HPC's officer for distribution a sunder :

One set each to ship's officer, surveyor and HPC fo rretention .One set for joint testing in the presence of surveyor an dHPC's representative.

8.3.5 Repeat testing of the samples shall be witnessed bySurveyor and HPC's representative (Master's representativ emay be allowed in case the Master so desires) .

8.3 .6 Results of the tests on the repeat samples shall be counte rsigned by various parties witnessing the tests .

8 .3.7 Notify Master of the tanker in writing about the failure o fthe product and our intention to hold the ship responsibl efor all costs and consequences of the contamination o fcargo ; and also advise him details of the specifications i nwhich variance has been found between the load port test

: 89 :

report at the one hand and the pre-discharge test report /guaranteed contractual specifications on the other hand .

8 .3 .8

Location to advise HQO Supplies/Shipping, who wil limmediately co-ordinate and ensure that the supplier/shi powners are notified of the failure in case of import parcel .

8 .3 .9 Location to advise Zone (S&D) who will co-ordinte with Zon e(QC), HQO (Supplies/Shipping) . HQO (Supplies/Shipping )will co-ordinate with HQO (QC) department and the ndetermine how the product should be discharged and wha tshould be the blending ratio .

8 .3 .10 HQO (Supplies/Shipping)/Zone (S&D) will advise th elocation for commencing the discharge in consultation wit hZone (QC)/HQO (QC) . The location will take the followingsteps .

8.3 .10 .1 Issue another letter to the Master advising th eresults of the repeated tests on the individua lsamples, holding the ship responsible for th efailure of the product .In the same letter advise the Master of th esequence in which the product is to b edischarged (taking into account the Q Cdirectives) both at this port as well as at an yother port, if the vessel is scheduled to call at asecond port .

8 .3.10 .2 Obtain , acknowledgment of the Master underhis signature and ship's stamp with date an dtime ; and only, thereafter, communicate th einstructions for starting discharge of the carg osubject to the contents of the above referre dletter .

8 .2.10 .3

The Master may either record his commentsrefuting our charges at the time ofacknowledging any or all of the above letters orperhaps issue a separate letter to us refutin gour claims . In such a case, we must counter th eviews of the Master and reiterate our views b yissuing one more letter; and obtain receipt fo rthe same from the Master under his signatur ewith ship's stamp, date and time . All the

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formalities must be completed before th ecommencement of the discharge (Signature o fthe Chief Officer in lieu of the Master i sacceptable) .The Surveyors who are kept associated at everystep must properly report the completesequence of events as well as the test result swhile submitting the Survey Report to us .

8 .3.10 .4 Photocopies of the correspondence, test report sand blending ratio approved by the Qualit yControl should be sent to the next port of call i na sealed cover along with the copies of th eUllage Report, Loadport Test Report and otherdocuments that are normally sent to the nextport of call . Additionally, the next port of cal lmust be advised by the location about th eoccurrence by telex; telephone.

8 .4 CONTAMINATION DETECTED DURING DISCHARGE OPERATIONS :8.4.1 Suspend the operation as soon as contamination is detected

during the discharge . Notify the Master orally and in "writin gabout the. contamination detected and request him t odepute his representative for joint sampling including th esample deemed contaminated .

8.4 .2 If we do not have a surveyor on board for a particula rdischarge operation, our nominated surveyor should b eimmediately appointed to investigate the contamination andto submit the report thereafter .

8.4.3 Draw samples from all relevant cargo tanks and ship'sdischarge line samples in the presence of the ship's office rand the surveyor for testing .

8 .4.4 Testing of these samples under joint signatures of the ship' sofficer, surveyor and HPC's officer are prepared fo rdistribution as under : -

One set to ship's officer, surveyor and HPC fo rretention .One set for joint testing in the presence of surveyo rand HPC's representative .

:9] :

8 .4.5 Testing of these samples shall be witnessed by the surveyo rand HPC's representative (Master 's representative may b eallowed in case Master so desires) .

8.4.6

Results of the tests of these samples shall be counte rsigned by various parties witnessing the test .

Notify Head Office (Shipping)/HQO (Supplies) and Zona l(S&D) about the contamination along with all relevantdetails of quantities involved, and await their advice .

8.4.7 Notify Master of the tanker in writing about th econtamination of the product and our intention to hold th eship responsible for all costs .and consequences of th e

contamination of the cargo ; and also advise him details ofthe specifications in which the particular grade of producthas been found to be contaminated during the discharg eoperations although all the cargo . was on specificatio nduring the pre-discharge test .

8.4.8 Location to advise HQO Supplies/ Shipping/Zone (S&D) .HQO (Supplies/Shipping) will immediately co-ordinate an densure that the supplier/ship owners are notified of th efailure in case of imported parcel .

8.4.9 . Zone (S&D) will co-ordinate with Zone (QC) & HQ O(Supplies/Shipping) will co-ordinate with HQO (QC )department and will then determine how the product shoul dbe discharged and what should be the blending ratio .

8 .4.10 HQO (Supplies/Shipping)/Zonal (S&D) will advise th elocation for commencing the discharge in consultation withHQO (QC)/ Zone (QC) . The location will take the followin gsteps : -

8 .4.10 .1 Issue another letter to the Master advising th eresults of the repeated tests on the individua lsamples, holding the ship responsible for th efailure of the product .In the same letter, advise the Master of th esequence in which the product is to b edischarged (taking into account the Q Cdirectives) both at this port as well as at anyother port, if the vessel is scheduled to call at asecond port .

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8.4.10 .2 Obtain acknowledgment of the Master under hi ssignature and ship's stamp with date and time ;and only, thereafter, communicate th einstructions for starting discharge of the carg osubject to the contents of the above referre dletter .

8.4.10.3

The Master may either record his commentsrefuting our charges at the time ofacknowledging any or all of the above letters o rperhaps issue a separate letter to us refutin gour claims . In such a case, we must counter th eviews of the Master and reiterate our views byissuing one more letter ; and obtain receipt fo rthe same from the Master under his signatur ewith ship's stamp, date and time . All theformalities must be completed before th ecommencement of the discharge (Signature ofthe Chief Officer in lieu of the Master i sacceptable) .The surveyors who are kept associated at every

step must properly report the completesequence of events as well as the test result swhile submitting the Survey Report to us .

8 .4 .10 .4 Photocopies of the correspondence, test reportsand blending ratio approved by the Qualit yControl should be sent to the next port of call i na sealed cover along with the copies of th eUllage Report, Loadport Test Report and othe rdocuments that are normally sent to the nex tport of call . Additionally, the next port of cal lmust be advised by the location about th eoccurrence by telex/telephone .

8 .5 CONTAMINATION CLAIMS :8.5 .1 Contamination claims may be filed either on the Supplier o r

on the Ship Owner depending on who is deemed responsibl efor the contamination .

8.5 .2 Claims are difficult to establish unless technically correct ; andboth supplier and ship owners are likely to reject the claim i nthe first instance .

: 93 :

8.5 .3 Such claims generally get settled at arbitration levels provide dall the documentation and other evidence is correctly andcompletely submitted to the supplier or ship owner as the cas emay be .

8 .5 .4 For this reason it is important that sealed samples obtainedare retained at various stages such as :

Loadport sealed samples of the storage tank from whic hthe cargo is loaded ,Loadport samples of cargo from ship's tank after loading ,Jointly sealed retention samples drawn at various stage sas given in the preceding paragraphs .

8.5 .5 NONE OF THE ABOVE MENTIONED SEALED SAMPLES FRO MTHE LOADPORT OR DISCHARGE PORTS SHALL BE OPENE DFOR ANY SORT OF CHECKING/VERIFICATIONS AT LOCA LLEVEL UNLESS WRITTEN AUTHORISATION IS RECEIVED FRO MHQO QC-DEPARTMENT .ALL SUCH SAMPLES CONNECTED WITH ANY CASE O FCONTAMINATION SHALL BE RETAINED IN SAFE CUSTODY A TTHE LOCATIONS UNTIL PERMISSION FOR DISPOSAL OF TH ESAMPLES IS RECEIVED FROM QC/SHIPPING DEPARTMEN THEAD OFFICE., CONFIRMING THAT THE CONTAMINATIO NCLAIM ON THE SUPPLIER/SHIP OWNERS HAS BEEN SETTLE DOR TO HPC'S SATISFACTION .

8.6 REPORTING TO HQO (SUPPLIES/SHIPPING) IN CASE OF QCFAILURE

8.6.1 Full investigation report along with surveyor report shall b eforwarded to HQO (Supplies/Shipping) within a week ofoccurrence . The report shall also cover a summary in brief al lthe events with date and time in separate sheet in prope rsequence .

CHAPTER - 9

SERVIC EAN D

MAINTENANC EO F

HOSES

: 95 :

"SERVICE & MAINTENANCE" RECOMMENDATIONS FOR OIL SUCTIO NAND DISCHARGE HOSES (DOCK OPERATIONS)

1 . The following general recommendations (IS :8189-1976 : Appendix A )are given for obtaining maximum service from the Oil suction an ddischarge hose; and should be interpreted in the light of an yoverriding safety regulations that may exist at the place where hose s

are used .

1 . COMMON PRACTIC E

(a) The hoses should be laid out straight on solid supports .Lightweight hoses should be laid out in such a way that theyare not subject to flattening .

(b) The hose should be covered to protect them from sunlight . Acool, dark and dry storage place is preferred .

(c) The oldest hose, according to the month and year o fmanufacture, should be issued first for use from the store .

(d) Before returning a hose to storage after use, it should becompletely drained .

(e) The hoses used in volatile white oil or crude oil service shoul dbe flushed to remove any potential explosive vapours an dstored in such a way that air can circulate freely through them .

(f) Condition of the hoses should be determined by periodi cinternal and external inspections and hydrostatic tests .

(g) Smoothbore hoses should be looked through the ends fo rirregularities in the liner. Outside cover should be checked fo rserious defects or deformation of the hose body .

(h) The hoses in service should be tested at least once every 6months to 1 .5 times the maximum working pressure and s okept for 5 minutes to examine the hose carefully for leaks a tthe nipples or anywhere else or for indication of weakness i nthe structure of the hose .

(i) Test record of each hose should be kept so as to compare th esame with the original test results .

(j) The temporary elongation under test pressure of a hose in su eshould not exceed 1 .5 times the temporary elongation of th enew hose .

(k) A hose should not be lifted from a single point with the end shanging down . The hose should be supported at least by twoslings located near the reinforced ends and if possible, a liftin gbar should be used .

(I)

The hoses should not be dragged over docks or decks . theyshould be carried on dollies or rollers or moved by derricks .

: 96 :

(m) A hose should not be rolled more than one revolution unless i tis supported in such a way as to prevent the flanges fro mrolling faster than the hose and thereby twisting the body of th ehose . Lightweight hose should not be twisted or kinked .

(n) Sharp bends at nipples and end connections should be avoided .In use, a hose should be supported even 3 m by a belt sling .The hose should not be bent to a radius more tha nrecommended . When disconnecting at the end of an operation ,the hose should be drained, the flange faces protected wit hblind flanges and care taken that the hose is not dropped on th edock or the deck . The hose should not be allowed to lie in poo lof oil or other liquids which might affect the rubber compound .

(o) Reciprocating pumps should be adjusted to reduce pulsation t othe minimum . Relief valves should be set not, to exceed 12 5percent of the pressure rating of the hose . All valves should b echecked before oil is admitted to the hose and care should b etaken not to shut off the valves suddenly while the liquid i sflowing .

(p) The hoses should be kept free from chafing against the dock o rany part of the ship . They should not be permitted to touch an yhot surface. They should be closely watched during operation i norder to avoid any undue stresses .

2. SPECIFICATIONSNormally, the hoses having rough bore, internally and externall y

bound with wire helix connected to the nipples by welding or brazin gand oil resistant rubber lining of 200 mm dia and 7 .5 M long are i nuse for discharge/loading of tankers at docks . They are suitable foruse in operations of pumping products with temperature ranging fro m- 20°C to + 80°C. They are also electrically bonded between th enipples and braided copper wire embedded alongwith spirally boun dwire and secured by brazing . The hoses are manufactured as perI .S . :8189 - 1976 Specifications .

3. HOSE STORAGE :3.1 New Hoses :- Hoses wrapped in hessian over their entire lengt h

and flanged ends protected by oversize circular discs shall b ereceived .3 .1 .1 Each length of the hoses shall be indelibly marked o n

the nipple end of the flange when received from th emanufacture with :(a) hose identification (say HPC G .1 .1 . HPCG.2 .2 .2 ,

etc to indicate that the hose serial no .1 or 2 etc ofHPC Goa) .

: 97 :

(b) month and year of manufacture (the manufacturer' sname and trade mark and also the factory testpressure of the hose shall be recorded in the registe rmaintained for testing hoses) .

(c) Manufacturer's serial number .

3.1 .2 Each length of the hose should carry the ISI certificateregarding the quality of the rubber used and thefabrication and also manufacturer's test certificate .

3 .1.3 The length of each hose shall be measured from face o fflanges when received from the manufacturer. The actua llength of the hose shall not differ from the nomina llength of the hose by more than +2 or -1% .

3 .1 .4 Each length shall be visually inspected for :(a) any abrasion or damage ;(b) irregularities in the liner (any cracks in the oi l

resistant rubber lining or peeling) ; an d(c) Permanent deformation of the hose body (durin g

transit from the manufacturer's place due to ba dhandling serious damage to the body may takeplace) .The above is routine inspection which should becarried out even for hoses in use, particularly afte reach tanker loading or unloading operation . -

3 .1 .5 Hydrostatic test should be carried out as per 5 .1 .1 o fIS-8198-1976 and the hose shall not show any sign o ffailure or defect when tested (the test procedure given i npoint 6) .

3 .1 .6 When tested in accordance with the procedure describe dthe temporary elongation shall not exceed 10% for th ehose of maximum working pressure 7 .14 kg/cm' an d7 .5% for the hoses of maximum working pressure 10 . 2kg/cm' and 15 .30 kg/cm' .

3 .1 .7 Electrical continuity between the nipples of each length o fhose should be carried out during and after subjection t ohydrostatic test . The continuity shall be ascertained b yusing (dimly lighted lamps sufficient to indicatesatisfactory continuity) a 4 .5 volt battery and a 4 volt,0 .03 amp test lamp or by procuring the Continuity Tes tApparatus' (already in use at AFS) .

3.1 .8 Flanged ends shall be protected by wooden circular disc sslightly greater than the diameter of the flange bolted 'i ntwo places . The hoses shall be wrapped in hessian overthe entire length (normally the manufacturer packs th ehoses in this manner) .

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They shall be stored by laying straight supported evenl yon roller carrier of hose racks . Heavy hoses shall not b estacked one above the other and shall be protected fro mthe sunlight, stored in cool and dry place .

3 .2 After use - (after each operation - hoses in use) .3 .2.1 Before returning the hose to store, it should be draine d

completely .3 .2 .2 Hoses which are regularly flushed with water, after use ,

may be expected to have a longer life than those whichare left full of oil ; and, therefore, hoses which are use dat places where the tanker discharge or loading pipeline sare kept with oil shall be air blown after the discharge orloading tankers for clearing the oil from hoses . Afterdisconnection of hoses, they shall be flushed with waterbefore returning to store . Hose which has been used i nvolatile white oil or crude oil service should be flushed t oremove any explosive vapours and stored in such a waythat air can circulate freely . A hose which has been use din black oil service should be flushed out with water if i tis to be stored for more than two months .

3.2.3 During storage, hoses should be laid out straight on soli dsupports having roller bars fixed on to the rack steel .They should not be dropped on the bars and they shoul dbe slided on the roller bars . Light weight hose, i nparticular, should be laid out in such a way that it is no tflattening .

3 .2 .4 A hose, in white oil service will have a shorter service lifethan the similar hose in black oil service and thereforethe rotation of service of hoses is essential . Th edowngraded white oil hose to black oil service should b eclearly marked in the register maintained .

4. HOSE HANDLING :4.1 Connecting and disconnecting hose :

4 .1 .1 Avoid bends during connection of hoses . Sharp bendsparticularly at nipples and at end connections should b eavoided .

4.1 .2 The radius of curvature of any free bend during operatio nof tanker discharge or loading should not be less than 9feet or 2 .8 mts for 200 mm dia hose pipe . (Free bendingradius for 150 mm dia and 7 .5 M long, rough bore hose ofheavy duty is 2 M minimum) .

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4 .1 .3 The hose pipe should be supported during the tankerdischarge or loading at every 3 mts by a belt sling, abridle, or a saddle made of wood or old hose . Neve rsupport a hose with a single rope sling . Ships derricks areseldom adequate to provide this degree of support, an dtherefore, additional docks-side lifting equipment i srequired .

4 .1 .4 There should be ample slack in the hose line whe nconnecting to ship's manifold to allow for changes in th etide or the draft of the ship as it is loaded or unloaded .Ensure that the hose is not twisted after connection an dalso ensure that the hose is not rested on the railing ofthe deck.

4.1 .5 When disconnecting, ensure that the hose is not droppe don the dock or on the ship's deck .

5 . OPERATION OF HOSE :5.1 When reciprocating pumps are used for discharging vessels, th e

pulsation should be reduced to the minimum .

5 .2 Assuming the specific gravity of 1 .0000, the peak flow rates a sderived from the experience are 12 M per second for heavyduty hoses and 9 M per second for light and medium dutyhoses. However, it is better to limit and flow rate of eve nheavy duty hoses to 9 M per second due to prevailing operatin gconditions . Therefore, use more number of hose lines t odischarge crude oil so that to limit the flow rate in the hose s(discharge in 200 mm dia hose at flow rate of 9 .0 M per secondwill be 960 tonnes per hours, per hose line) . Lesser the flowrate better will be the hose life .

5 .3

Do not permit the hose to touch any hot surface or rub eac hother when two lines of hoses are connected .

5 .4 As the ship changes the elevation, adjust the hose supports t okeep the curvature evenly distributed over the full length o fhose line . Hose line should be kept under close observatio nduring operation in order to avoid any undue stresses .Negligence may cause kinking or twisting of hoses thus makin gthem unuseful for dock operation or may cause damages t othem resulting disordering of hoses .

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5 .5 The hoses running on the docks should be kept on woode nrollers to avoid any chafing/rubbing . The men performing th eduty should be able to take any action that is necessary t oprotect the hose .

6 . TESTS :

6 .1

HYDROSTATIC TEST :6 .1 .1 The hoses in service should be tested once in 6 month s

or after each 1000 pumping hours to know th econditions, such as weakness in the structure o rleakages in the body or for losing tenacity or fo relectrical discontinuity or any sign of failure viz .swelling, sweating or any defects or deformation .

6.1 .2 As per 5 .1 .1 of IS :8189:1976 procedure, the hoseshould be tested . The temporary elongation shall notexceed 10% for the hose of maximum workin gpressure of 7 .25 Kg .per sq .cm . The permanent-elongation should not exceed 2 .5% . Hoses should bemeasured using steel tap from nipple to nipple . 6 .1 . 3during the test any swelling of more than 8 .0 cm or 3 "dia is observed on the body of the hose and an ydistortion or distress or elongation more than the limi tprescribed in the test procedures is noticed, such hos eshall be taken out from use in dock operation . If anyleak at the nipple joints or sweating on the body of th ehose is observed, such hose may be removed to th einstallation . Hoses should be removed from th eservices of dock operation, if any doubt arises duringtests so that to avoid any possible accidents on th edock or in the dock.

6.2 ELECTRICAL CONTINUITY

6.2.1 Electrical continuity shall be maintained between th enipples of each length of hose during and afte rsubjection to hydrostatic test . The continuity shall b eascertained by using meter or lamp as explained i n3 .1 .7 .

6.2.2 Even when a hose is found healthy and could withstan dthe stresses of operation after hydrostatically testin gand if found to be electrically discontinuous, it shoul dbe retired from the services of dock operations an dshall be put in the installation for use after connecting

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the flanged ends with copper wire of minimum 3 m mby means of crocodile clips .

6 .2.3 Hoses shall be tested keeping them on the woodenrollers for free movement before or after the tanke roperation on the jetty itself where water and othe rfacilities are easily available .

7 . GENERAL :7 .1 Hoses should not lie in pools of oil or other liquids which migh t

damage rubber compounds .7.2 Hoses should never be stored outside in the sun . For protectin g

from the sun and any rubbing or chafing, hoses may be coveredwith braided rope over the entire length .

7 .3 Wooden roller of 10 cm to 12 cm dia . and 60 cm long shall b eused for supporting hose line on the dock .

7.4 For shifting hose line due to tides or due to change in elevatio nof the ship during loading/unloading, preferably use chain andpulley blocks and not wooden pulleys or crow bars .

7.5 Hose shed shall be required to store hoses, constructed either o nthe jetty or nearby jetty having minimum 4 M x 10 M size and itshould have hose steel rack .

CHAPTER - 1 0

ARe3 AN DLANDIN G

CERTIFICATES

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ARe3 .AND LANDING CERTIFICATE S

10.1 APPLICATION FOR REMOVAL OF EXCISE GOODS FROM AFACTORY OF WAREHOUSE TO ANOTHER REWAREHOUS E(RULE 173-N; FORM ARe3 )

10.1 .1 If excise cargo has been transported in bond thru tanker/barge, loading location shall prepare ARe3 and send t odisport for rewarehousing of ARe3 .

10.1 .2 Disport locations shall rewarehouse the ARe3 and send toload port .

10 .1 .3 The above activities shall have to be completed within 9 0days, failing which, duty amount may be recovered b yload port excise department for quantity equal t ounrewarehoused from load port location .

-

10.2 GENERAL PROBLEM ENCOUNTERED :

10.2 .1 In oil industries, system of tanker loading and discharg eoperations, planning of tanker movement, gets change din respect of following like disport, receiving locations a tdisport and quantity received by them :Problems further exaggerated when vessels care involve dmulti-port loading/discharge and mix up cargo of OMC .

10 .2.2 In view of above, original ARe3 prepared by load por tlocation needs to be amended .

10 .3 QUANTITY RELATED INFORMATION :

10 .3.1 All port locations forward quantity particulars to SOD/HB-2 . Ocean loss is finalised and proration is made atHQO by SOD Dept .

10 .3 .2 Proration reports shall be prepared at SOD on monthl ybasis with indication of serial number by "VOYAG ENUMBER" and copy shall be forwarded to all port location sand concerned Regional offices .

10 .3 .3 If a location has not received the proration report for amonth, location shall contact SOD to get the copy . In cas eof non-receipt, location shall contact SOD to get th eproration .

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10 .4 LOADPORT LOCATION :

10.4.1 Locations shall amend ARe3 based on SOD proration onl yand shall send to disports for rewarehousing enclosin gone copy of relevant page of HQO proration .

10.4.2 Locations are not authorised to take their own decision fo rquantity for raising amending ARe3s.

10 .4.3 Location to maintain a register for proper monitoring .Details to be maintained as per Annexure - [to beadded 1 .

10 .5 DISPORT LOCATION :

10.5.1 DISPORTS shall REWAREHOUSE ARe3 based on SO Dproration. only and shall send to LOADPORT by courier .

10 .5 .2 Locations are not authorised to take their own decision fo rquantity for rewarehousing of ARe3 .

10 .5 .3 Location to maintain a register for proper monitoring .Details to be maintained as per Annexure [ to beaddedl.

10.6 RESPONSIBILITIES :

10.6.1 Responsibilities for timely rewarehousing lies mainly withload port locations .

10 .6 .2 Any obstruction in liquidation of ARe3s, shall be brough tin the notice of SOD (EXCISE & CUSTOMS) department a swell as SOD in case of any discrepancy noticed fo rquantity finalisation .

10 .6 .3 It is the responsibility of HPC disport location t orewarehouse the ARe3s for quantity received by OMC a tthe port .

10 .6 .4 In no case, forwarding of tanker documents to SOD an drewarehousing of ARe3s is permitted beyond the target ,as specified .

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10 .7 LOADPORT LOCATIO N

10.7 .1 Tankers documents loaded on HPC a/c shall be forwarded .

This involves control of tanker operations so as t ofacilitate :

Speedy turn around of the vessel in port ;Efficient handling of loading/discharge operations ,including related documents .Prompt communication of relevant results/data toHQO SOD/ zone/RO/LPOC/NPO CTimely submission of documents/MIS reports to SOD/Zone.

10.7.2 OCEAN LOSS MANAGEMENT :This involves control of ocean losses to be bares t

minimum levels within the targets advised by HQ OSupplies from time to time .

10 .7 .3 Loadport location/Refinery to provide a consolidatedstatement of loaded quantities in tanker HPC/OMC, in al lthree parameters, along with owner of the product an dcompany's tank from where it is loaded . Load port shoul dalso mention corresponding ARe3 and the stipulated dat efor rewarehousing .

10.7.4 Location to strictly adhere to the procedure advised bySOD group and ensure that each step is followed in orderto ensure prompt rewarehousing .

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0

0

0

CHAPTER - 1 1

OCEAN LOSS

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OCEAN LOSS :

11.1 COMPUTATION OF LOSS :

11 .1 .1 Ocean Loss is defined as a difference between th equantity stated in the Bill of Lading on the one hand an dthe shore receipt quantity on the other hand .

11 .1 .2 The above quantity will be taken into the Books o faccount under the head of "Ocean Loss" .

11 .1 .3 The definition of Ocean Loss as stated in Para 11 .1 . 1above is independent of whether it is a single por tdischarge, two port discharge, total transhipment, or par tshore discharge and part shipment .

11 .2 ANALYSIS OF OCEAN LOSSES :

11 .2.1 Analysis of Ocean Losses must be carried out as per theguidelines contained in the Product Loss Control Manual .

11 .2 .2 Any losses beyond the target must be analyzed an dexplained by the Location while forwarding the relevan tdocuments to Head Office (Supplies)/Zonal Operation sDepartment .

11 .2.3 More important than the explanation for any particula rcase of losses beyond the targets is the need for draftin gand implementing an action plan for prevention of suc hlosses in future .

11 .3 PRORATION OF LOSSES :

11 .3 .1 Losses vis-a-vis the bill of lading quantity will be prorate damong the locations in the ratio of the quantities receive dby Ports .

11 .3.2 In case of mix up of imported/indigenous cargo or of HPC /OMC cargo the proration will be finalised and advised t oall concerned by HQO Supplies/Operations Department .

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11 .3.3 The methodology for proration of losses under th efollowing case s

11 .3 .3 .1

multiple port discharge ,

11 .3 .3 .2

total transhipment,

11 .3 .3.3

part shore discharge and part transhipment ,

11 .3.3 .4

mix-up of imported/indigenous cargo ,11.3.3 .5 mix-up of HPC/OMC cargo ,

11 .3 .3.6

mix-up of import or coastal cargo in one o rmore daughter vessels by means oftranshipment.

Few proration examples are explained i nAnnexure

11 .4 OCEAN LOSS CLAIMS :11 .4.1 Ocean loss claims on suppliers, if any, will be governed

by the terms and conditions of the Contract of Sale .

11 .4 .2 Ocean loss claims on ship-owners, if any, will b egoverned by the terms and conditions of the relevantCharter Party .

11 .4 .3 Claims in both the above cases are extremely difficult t oestablish . Only when such claims can be establishe dbeyond reasonable doubt and are duly supported by aSurveyor's report, a claim can be filed for recovery of theloss .

This would be examined by HQO Supplies/Operations i nconsultation with HQO Supplies/ Shipping/ Commercial /Law Departments before filing such a claim ; as extensiveLegal costs are involved particularly when the place o farbitration is abroad . Such cases must be capable o fwithstanding scrutiny at Senior Court Levels, withou tattracting adverse comments/ strictures against HPC .

AN N EXU RE - XV

DETAILS OF SURVEYWORK

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DETAILS OF SURVEY WORK

1 . LOADING OF VESSELS

A) Shore-end :Ensure positive segregation of loading tank/valves/pipelines/seal wherever necessary .Ensure line pressing before & after gauging the tanks .Witness gauging/sampling of the loading tank both befor eand after loading, ensuring quality and correctness o fquantity . The quality of the product should be verified withrespect to the relevant test reports vis-a-vis HP Cspecifications . Precautions for sampling is required as per Oi lIndustry Quality Control Manual .Continuous attendance during loading operation andparticipate in sampling as per Oil Industry Quality Contro lManual, hourly reconciliation of quantity, etc .Calculation/assessment of quantity loaded from the tank/ safter loading and certify the outturns .

B) Vessel's end :Ensure tanker tanks/pipeline system, etc ., are fit for loadingthe particular product - verify from ship's logs and maste rthat the cleaning has been done as per HPC tank cleanin gkey and issue fitness certificate . Ensure proper segregationfor products .If any product is already loaded in the vessel witnessgauging/sampling/assess quantity of such cargo and certif ythe same .Slop tanks are required to be gauged for oil and water . Incase oil is available, samples are to be taken and oi lquantity is to be assessed .Continuous attendance during loading operation an dparticipation in sampling and intermediate quantit yreconciliation .Final gauging/sampling/sealing and assessment of quantit yon-board and certify/issue certificates . This includes drawin gsamples and sealing of the ship's tanks, as required by HP Csamples of slops to be drawn and sealed .

SIGNATURE WITH STAMP OF TENDERER

Collect VEF data from vessel, reconcile the figures an dclarify discrepancies, if any . Also, issue/collect protest lette rto/from Master, whenever required .Ensure sea suction valve(s) & overboard sea chest valve(s )sealing before loading/verification for seals intact o ndeparture .

0 Any other job required for proper survey of the quantity an dquality of the product like checking of pipelines and pump sfull segregation .

2. UNLOADING OF VESSEL SA)

Vessel's end :Assessment of VEF, collection of protest letters from Master ,issued if any, collection/review of load port/LPOC ullag ereports, B/L Certificate, quality certificates and otherrelevant documents in association with the HPC Boardin gofficer .Witness ullaging/sampling, assess the quantity on-board an dcertify the same . Draw samples required, seal and distribut ethe same to all concerned . Witness sample testing andensure quantity before discharge . Ascertain voyage loss, i fany . Check and ensure sea suction valve & over board seachest valve for sealing . Take Master clarification if seal sfound tamperedGauge/quantity slops on board for oil and water, dra wsamples .Reconcile the B/L, Loadport ullages/quantity and unloadin gport ullage/quantity of previous port and analysediscrepancies, if any, after taking VEF of vessel int oconsideration . Issue protest letter if observed that vesse lresorted to intertank transfer .Continuous attendance on-board the vessel during discharg eoperation, participation in sampling and quantityreconciliation .Ensure emptiness of vessel tank after unloading and certify/issue empty certificate of tanks .In case of part discharge, witness ullaging/sampling, ensur ecloseness & sealing of sea chest & overboard sea chest valv eand certify the on-board quantity . Draw samples/seal /distribute the same before departure as per HPC' srequirements .

SIGNATURE WITH STAMP OF TENDERER

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3. TRANSHIPMENT OPERATION :Ensure all relevant procedures enumerated in loading/discharg eoperations of tankers as mentioned above including sampling a sper Oil Industry Quality Control Manual .After transhipment to Daughter Vessel, Mother Vessel ullaging/sampling/calculation etc . to be done and the quantity transhippedto be compared with the receipted quantity of Daughter vessel .Participation in the formation of B/L quantity for Daughter vessel .In case of simultaneous shore discharge the B/L will be based o nDaughter Vessel's ullages .One surveyor's representative per ship must be recruited .

o Sample should be drawn, sealed/distributed from Mother Vesselafter the transhipment .

4. GENERAL POINTS :Record/report sequence of operation with relevant details at th eshore and vessel's end .Report statement of facts from beginning to the end of the tota loperation at either side .Whenever contamination is suspected/detected, detailed technica linvestigation should be done by Master Mariner. Proper ullagingand sampling at both shore and vessel's end should be donegiving notices to all concerned . Special care should be taken i ndrawing/sealing of such samples and testing is to be done in an youtside Lab, fees incurred by surveyor will be reimbursed .Surveyor is expected to analyse/report the causes for suchcontamination/migration .When a vessel discharges full/part cargo and loads another cargoat the same berth, it will be treated as different operations i .e ., astwo independent berthing .

5. DRAUGHT SURVEY FOR TANKER :This will be done in addition to the "General Survey" on certai nvessels, as requested by our TMs/RCs/IMs and will include th efollowing work : -

5.1

Recording of the relevant draughts of the vessel on arrival at/departure from berth ;

5 .2

Physical verification of the quantity of bunker/water, ballas ton-board/on arrival/departure from berth .

5 .3 Determination of the corrected displacement/ deadweight ofthe vessel, taking into a account the relevant ship's data an dthe necessary corrections for trim, density, etc .

SIGNATURE WITH STAMP OF TENDERER

: 1 1 3 :

5 .4

Recording and reporting of the following details in consultationwith master of the vessel : -5 .4 .1

Summer DWT/draught .5 .4 .2

TPI/MT per cm .5 .4.3

Ship's constant .5 .4.4

Lightweight weight .5 .4 .5

Ship's experience factor .5 .4 .6 Reconciliation of bunker stocks on arrival with those

reported by the Master on-board at Load port ,including bunkers lifted enroute at intermediat eports .(Note : All the details from 5 .1 to 5 .4 .6 above must

be recorded under the joint signature of the Maste rand the surveyor) .

5 .5 Determination of the quantity of cargo discharged from th evessel based on draught survey and reconcile the same wit hshore receipt figures . -

6 .0 BUNKER SURVEY6 .1 This will be limited to determination of the bunkers and/o r

fresh water on-board for our time chartered/import vessels a tthe time of6 .1 .1

On-hire/off-hire of the vessel .6 .1 .2 Handing over/taking over of the vessel between HP C

and the other oil companies/owners as and whe nrequested by the Terminal Manager/Installatio nManager/Refinery . Co-ordinator or any of ou rauthorised representative .

6 .2 In case of import vessel, bunker tanks measurement to beobserved and recorded both at the time of arrival an ddeparture of the vessel . Total bunkers are to be analysed fro mstarting of the voyage. Bunker consumption at actual and a sper norms to be examined together with any visit of bunker .Also, fresh water & ballast on board also to be measure dbefore & after operation .

SIGNATURE WITH STAMP OF TENDERER

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7 .0 DRAWING OF SAMPLES FROM THE TANKS OF FLOATIN GVESSEL .Samples are to be drawn with the help of surveyor's own equipmen t& manpower from tanker's tanks either at jetty or in sea for qualit ytest . Sample containers will be provided by HPC . Samplingoperation consists of drawing samples from tanker's tan kirrespective of number of tanks and grades per instruction .Transportation by launch would be arranged by HPC or reimburse dat actuals . For transportation of samples in land either HPC wil larrange or may be arranged by surveyor after obtaining Locatio nIn-charge approval and surveyor will be reimbursed for the same a sper actual .

SIGNATURE WITH STAMP OF TENDERER ,