okyc terminalen.okyc.co.kr/file/terminal_regulation_2015edition.pdf · recommendations and ocimf...

( A-TQI-3006-01-01 [Rev. 0] )

Oilhub Korea Yeosu Co., Ltd.

OKYC Terminal

Information and Regulations

2015 Edition

Record of Draft

Record of Revisions

Date & [Rev. No.] Item No. Revision

2015. 8. 01 [Rev. 0] Document number changed to (A-TQI-3006-01-01) and all the revision number reset to [0].

Date & (Doc. No.) Remark2013. 3. 19(2013-01)

New Document prepared and declared for commercial start of OKYC Terminal.

2013. 7. 03(A-TQI-3006-01 [Rev. 0]) Document number allocated as per ISO procedure.

2014. 9. 19(A-TQI-3006-01 [Rev. 1])

Revised as per Shell & BP terminal inspection recommendations and OCIMF guideline.

2015. 8. 01(A-TQI-3006-01-01 [Rev. 0])

Prepared the document of ‘OKYC Terminal Safety Regulation’ as departed from ‘Terminal Operation Procedure’ and gave new document number.

OKYC Terminal Information

& Regulations (Content)

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- Contents -

Chapter 1. Master’s declaration (Condition for Use of Terminal Facilities)

Chapter 2. Berth Information

1. Location

2. Jetty Direction and Tidal Information

3. Jetty Specification and the Target Vessel

4. Jetty Layout and Loading Arm Arrangement

Chapter 3. Terminal Safety Regulations

1. Berthing/Un-berthing Safety Regulation

2. Cargo Safety Regulation

3. General Safety Regulation

Chapter 4. Cargo Operation Procedure

1. Procedure and Preparations before Cargo Operation for Vessel

2. Loading Operation

3. Discharging Operation

Chapter 5. Emergency Plan

1. Emergency Procedure

2. Emergency System of Terminal

3. Emergency Plan of Vessel

Chapter 6. Appendix

1. Safety Letter to Master (Condition for Use of Terminal Facilities)2. OKYC Jetty Layout & Emergency Evacuation Plan3. Switch Loading4. Vapour Emission Control Plan5. Cargo Operation Agreement6. Ship/Shore Safety Checklist7. Ship/Shore Repetitive Safety Check List8. Check List prior to Arrival at OKYC Terminal9. Toxic Gas Safety Guideline

10. Emergency Contact System


& Regulations (Chapter 1)

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Chapter 1. Condition for Use of Terminal Facilities

Master’s Declaration (Appendix-1.)

The Master shall remain solely responsible for the safety and proper operation of

the vessel at all times. Neither the Terminal nor its personnel shall be responsible

for any loss or damage arising in consequence of any assistance, instructions,

and/or advice given or tendered in respect to the ship.

We expect you and all under your command to adhere strictly to these

requirements throughout your ship’s stay alongside this terminal and we, for our

part, will ensure that our personnel do likewise and co-operate fully with you in

the mutual interest of safe and efficient operation.

If we observe any infringement of these safety requirements and the related laws,

or any things unsafe on board your vessel, we will bring this immediately to the

attention of yourself or your deputy for corrective action. If such action is not

taken in a reasonable time, or in case of emergency, we reserve the right to stop

all operation and to order the ship to un-berth.

In order to prevent marine pollution at OKYC terminal, we provide oil-boom

operation around vessel, and seek your cooperation. In case of damage on

oil-boom by ship’s mistake, the cost will be charged to you.

It is the Master’s responsibility that no oil pumped out or spilled overboard from

ship in the vicinity of the jetty. In the event of any oil pollution of the sea, OKYC

terminal reserves the right to take all measures to clean-up any resulting pollution,

and the ship shall be responsible for all costs and expenses of clean-up and for

any damages to property or injury to persons resulting from such oil pollution.



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Chapter 2. Berth Information

1. Location

( Located in just south of KNOC terminal near Gwangyang port limit )

(Geographical Jetty Position)

Jetty No. Latitude Longitude

Jetty - 1 34° 50 10 N′ ″ 127° 46 48 E′ ″

Jetty - 2 34° 49 58 N′ ″ 127° 47 50 E′ ″

Jetty - 3 34° 49 44 N′ ″ 127° 47 52 E′ ″

Jetty - 4 34° 49 44 N′ ″ 127° 46 49 E′ ″

Jetty-1

Jetty-2

Jetty-3

Jetty-4

KNOC

OKYC Terminal

GS-Caltex



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2. Jetty Direction and Environmental Information

2.1 Direction : Lying on NNNE~ SSSW (174°~354°) direction

2.2 Environmental Information

Water Height (m) Tide Designed Criteria

DL(+) 4.240 (Obs. H.H.W)

DL(+) 3.780 (H. W. L)

DL(+) 3.616 (App. H.H.W)

DL(+) 3.294 (H.W.O.S.T)

DL(+) 2.820 (H.W.O.M.T)

DL(+) 2.346 (H.W.O.N.T)

DL(+) 1.808 (M.S.L)

DL(+) 1.270 (L.W.O.N.T)

DL(+) 0.796 (L.W.O.M.T)

DL(+) 0.322 (L.W.O.S.T)

DL(±) 0.000 (App. L.L.W)

3. Jetty Specification and the Target Vessel

Jetty length Depth Max. DraftMax. Disp.

(m/ton)Cargo Min. LOA

J-1 340 m 17.0 m 14.7 m 105,000 F.O. /

Clean Product150 m

J-2 380 m 18.0 m 15.5 m 155,000C.O.&F.O. /

Clean Product25 m

J-3 440 m 19.5 m *1) 17.7 m *2) 389,000C.O.&F.O. /

Clean Product220 m

J-4 200 m 12.0 m 10.4 m 40,000F.O. /

Clean Product25 m

*1) For vessel of draft over 16.0m can berth/unberth with consideration of depth allowance by tidal flood and appropriate UKC.

*2) J-3 is approved for 200,000 dwt vessel by the port regulation, so VLCC can berth/unberth under appropriate safety consideration with port authority.

* Max. Tidal Current : 2.5 knot

* Allowable Wave Height : J-1 & J-2 : 4.17 m J-3 & J-4 : 6.58 m * Allowable Wind Speed : Jetty with Ship : 30 m/sec. Jetty only : 60 m/sec.



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4. Jetty Layout and Loading Arm arrangement

4.1 Jetty Layout : Refer to the attached Appendix-2.

4.2 Loading Arm Arrangement

* L/A arrangement order : North ---->South

* Horizontal Warning Zone : left/right each 1 meter wider than Working Zone

* Atlantic 774 L/A : ERC attached



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Chapter 3. Terminal Safety Regulation

1. Berthing/Un-berthing Safety Regulation

1.1 Criteria for Berthing and Un-berthing

All Vessels berthing or un-berthing must meet the following operational criteria.

1.1.1 Vessels more than 10,000 G/T

1) Berthing : Daylight only (from sunrise to sunset)

2) Un-berthing ;

* Vessels over than 13 m of draft : Daylight only

* Vessels with draft 8.5 m or more at Jetty-4 : Daylight only

1.1.2 Vessels 10,000 G/T or less

1) 24 hours available for berthing and un-berthing

2) at Jetty-4 : Starboard alongside only

1.1.3 Allowable maximum tidal current speed : 0.5 knot or less

* In case of un-berthing with draft of under 15m, un-berthing is permissible within

1.0 knot of the tidal current by berth master’s decision in considering of other

circumstances alright.

1.1.4 Allowable height of wave and swell (in case of 10 sec. or less of cycle period)

1) Vessels more than 30,000 DWT : 1.0 meter or less

2) Vessels 10,000 ~ 30,000 DWT : 0.7 meter or less

3) Vessels 10,000 DWT or less : 0.5 meter or less

1.1.5 When berth master considers the berthing operation is dangerous in his

judgement on weather and tidal condition at that time, the berthing operation

shall not be allowed.

1.2 Criteria on Wind Velocity

1) 14 m/sec. (27 knot) or more : Restrict berthing

2) 16 m/sec. (31 knot) or more : Stop cargo operation

3) 18 m/sec. (35 knot) or more : Disconnect loading arms



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4) 20 m/sec. (39 knot) or more : Un-berth

5) 26 m/sec. (50 knot) or more : Close terminal

* In case of typhoon approach, the maximum instantaneous wind speed should be

the basis, and the Authority instruction should be followed.

* When electrical storm stays nearby or approach in the vicinity of terminal and/or

considering any possibility of danger on berthing operation, the berthing

operation shall not be allowed.

1.3 Criteria for Pilotage and Use of Tugboats when berthing/un-berthing

1.3.1 According to the Pilotage Laws of Korea, Oil tankers more than 500 G/T

should arrange pilot for berthing/un-berthing operation.

1.3.2 Use of Tugboats :

The master shall comply with the following criteria for use of tugboat additional

to the Regulation of Tug Operation for Yeosu and Gwangyang port

requirements;

1) All Vessels of 500 G/T or more should use tugboat

2) For vessels of berthing/un-berthing at J-4 with her draft 8.5m or more, one(1)

more tugboat of 2,500H.P. than the above regulation should be used.

3) Vessels laden dangerous cargo over 10,000 G/T should use one more tugboat

with 2,000H.P.

4) Numbers of tugboats required shall be increased depending upon weather and

sea conditions.

5) At least two(2) tugboats should be used in case of following;

* vessels of 1,500DWT or more

* when terminal requests by safety reason even under 1,500DWT

6) Whenever following conditions exist or are expected, the master should arrange

additional tugboats to maintain ship’s condition;

* Significant increase in wind speed or change in wind direction, particularly if

the vessel have high freeboard

* Expecting her bottom touch by significant swell, or period of maximum tidal

flow, or her limited UKC, or close passing of big ship.

1.4 Regulation for Vessel Approaching to Jetty Fender



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1.4.1 Lateral approaching angle

This is an angle formed by jetty fenders line and ship’s lateral side. Vessel

should be berthed parallel to jetty fenders face as far as possible.

1) Angle of approach : 6° or less (within 30 m range from jetty)

2) Approach impact angle : 3° or less (when touch jetty fender)

1.4.2 Approaching speed (within 30 m range from fender)

Vessel’s lateral approaching speed to jetty fender is defined as follows;

1) 5 cm/sec or less ; allowable speed

2) 6~10 cm/sec : warning speed

3) over 11~15 cm/sec : critical (the master & pilot will be black-listed and

held accountable if in case of fender damage)

1.5 General Regulation for Berthing/Un-berthing

1.5.1 In Dense Fog

The instruction of VTS(Vessel Traffic Service) should be followed.

1.5.2 Additional Regulation for Berthing/Un-berthing

1) In case where a vessel comes alongside without any help of tugboats, both

anchors should be ready to use (to prevent damaging jetty structure with

excessive approaching speed; or for emergency anchoring due to main engine

failure).

2) When vessel has berthing problems with her main engine failure or bad

weather conditions, the master should anchored promptly near the anchoring

basin with reporting the situation to VTS.

3) All the cargo tank hatch should be closed during berthing and un-berthing

operations.

4) Flame arrester of the engine room funnel should be kept closed during the

berthing/un-berthing and cargo operation.

5) Berthing/un-berthing operations basically should be carried out around slack

water time.

6) For un-berthing, all the vessels should check removal of oil-boom around her

before her main engine test (Ahead/Astern).



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1.6 Moorings management Regulation

1.6.1 Numbers and the Thickness of Mooring Ropes

1) Vessels berthing at OKYC terminal should have appropriate numbers and size of

mooring ropes.

Criteria for the strength of mooring ropes by DWT

DWT Strength

30,000 or more10,000 ~ 30,000 5,000 ~ 10,000 2,000 ~ 5,000 1,000 ~ 2,000 500 ~ 1,000 less than 500

40 ton.f or more35 ton.f or more30 ton.f or more25 ton.f or more20 ton.f or more15 ton.f or more10 ton.f or more

2) Minimum requirements for small vessels:

* Head Line / Stern Line: 2 lines each

* Breast Line / Spring Line: 1 line each on fwd and aft

3) Criteria for Mooring Winch:

* Vessels coming alongside at OKYC jetty should have an appropriate number

of mooring winches as vessels’ size.

* Criteria for rope drum directly operated by mooring winch are as follows:

4) Vessels of over 60,000 DWT are recommended to use wire ropes of dia. 30mm

or more or to use special ropes equivalent. In case of using wire ropes, tail

ropes and certified shackles must be used.

DWTNos. of Rope Drum

(fwd + aft)Min. nos. of Rope Drum

(Subject to S/by Tug if need)

80,000 or more 8 + 8 or more 12

30,000 ~ 80,000 6 + 6 or more 8

6,000 ~ 30,000 4 + 4 or more 6

2,000 ~ 6,000 3 + 3 or more 4

less than 2,000 2 + 2 or more



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1.6.2 Mooring Management during Berthing

1) The vessel is responsible for consistent monitoring and careful tending of the

mooring ropes.

Mooring ropes should not become slack or too taut and the tension of the

ropes should be equal and appropriately controlled so that the ropes are not

cut or do not allow the vessel to move or break away from the berth.

2) The vessel shall increase the ropes when appropriate requests are made from

the terminal.

3) When the mooring ropes do not match with the location and size of the

QRH/bollard arrangement of the jetty, terminal’s direction should be followed.

4) The vessel should be ready to un-berth with her main engine start whenever

necessary, even during the cargo operation.

5) Should the vessel move unduly in the berth, the terminal may call for the

assistance of tugs to secure the vessel.

1.6.3 Cargo operation should be stopped immediately and un-berthing should be

prepared in cases as follows:

1) When safety risks of fire and/or explosion have been found.

2) When oil leakage is found around the vessel or when vessel/equipment defects

or damages which could cause oil leakage are found.

3) When the separation distance between the vessel and jetty fender is over 0.5

meter of allowable separation distance.

4) When wind velocity (max. average) is over 16 m/sec.

5) When there are possibility of storms and waves that could break loading arms

and hoses.

1.6.4 In the following emergency cases, necessary measures should be taken and

vessels should be un-berthed promptly:

1) When safety accidents such as fire and explosion are highly expected or already

have happened.

2) When the separation distance between the vessel and jetty fender is over

1meter of maximum allowable separation distance.

3) When wind velocity (max. average) is over 20 m/sec or wave height is over 1

meter.



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2. Cargo Safety Regulation

2.1 Definition

1) Age of Vessel

Age of vessel means present date (mm/yy) minus vessel delivery date (mm/yy)

(month should be converted to a decimal)

2) VPR (Vessel Performance Report)

The report made by the Loading Master and evaluated as one of five ratings like

Excellent(5), Good(4) Fair(3) Poor(2) Bad(1) after checking the vessel operation

management condition, the maintenance of cargo-handling equipments, and cargo

operation ability of crew and officers including chief officer.

3) Oil Major Inspection

Oil Major Inspection is a kind of SIRE(Ship Inspection Report Programme)

inspection as standard of oil majors (BP, Shell, ExxonMobil, ChevronTexaco, Total,

etc.)

4) TSI (Terminal Safety Inspection)

TSI means a safety inspection performed by the berth master or the loading

master or an inspector(approved and notified by OKYC terminal) before berthing

to prove and ensure ship’s safe cargo operation capability according to the

terminal regulations

5) CSS (Cargo Safety Supervisor)

CSS is hired by the ship-owner in order to supervise and support the vessel’s

safe cargo operation in cooperation with terminal according to the terminal

regulations.

CSS on board should attend all the time of cargo operation (from L/A on to L/A

off) to enhance efficiency of cargo operation and handle complicated problems

may arise during staying at terminal.

OKYC terminal sets standards of qualification for CSS to ensure CSS’s eligibility

according to regular familiarization and training course for them.



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2.2 Criteria of Berthing depending on Vessel Condition

2.2.1 Vessels of following cases are prohibited berthing at OKYC terminal.

1) All oil tankers whose age is more than 23 years

2) Vessels with VPR evaluation of less than 3

3) Vessels listed on OKYC terminal’s or Yeosu Port’s black-list

4) Vessels with ballast line penetrating through cargo oil tank

5) Vessels having a critical history like fire, explosion and oil pollution within

recent 3 years

2.2.2 Vessels carring on board toxic cargo which continuously emits toxic fumes of

more than 50 ppm of H2S content and/or more than 10 ppm of Benzene

content are not acceptable for berthing at OKYC terminal unless the cargo

specifications and the cargo operation procedures have been approved by

OKYC terminal when vessel acceptability clearance.

2.3 CSS (Cargo Safety Supervisor)

2.3.1 The following case of vessels should employ CSS to work on board to secure

safe cargo operation during the whole cargo operation hours under owner’s

expense.

1) All oil tankers which is loading/unloading VOC(Volatile Organic Compounds)

cargo oil at OKYC terminal

2) Vessel on OKYC black-list and Vessels operated by the owners/operators on

OKYC black-list

3) All vessels whose age is 16 years or more

4) Poor performance (in case any one item rated less than 3 point) vessels

reported through the past operation at OKYC terminal.

5) Maiden Voyage

6) Vessels calling at OKYC terminal for the first time

7) Vessels that OKYC request CSS on board specially for securing safe cargo

operation

2.3.2 Qualifications for CSS

1) The CSS or CSS company for working on board at OKYC terminal should

submit the application to OKYC for registration and accomplish the OKYC



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on-job training program every two years.

2) OKYC can reject those applicants who fail to reach the OKYC standard of CSS

or when there is an appropriate reasons of sub-standard qualification.

2.3.3 In case of the vessel under condition of both of CSS and TSI, OKYC may

exempt TSI. In this case, OKYC can request the CSS to be onboard before pilot

boarding time.

2.4 TSI (Terminal Safety Inspection)

Terminal requires safety inspection before berthing for the following vessels under

owner's time/expense.

The safety inspector(company) should be approved by OKYC.

1) All vessels of age 16 year or more

2) Following vessels below 16 year age

* Maiden voyage

* In case of first voyage just after change of owner/technical operator

* Lay-up more than 3 month during recent one year.

* Vessel on OKYC black-list and Vessels operated by the owners/operators on

OKYC black-list

* Poor performance vessel reported through the past operation at OKYC

terminal.

* First calling vessel at OKYC terminal or Re-calling vessel over 3 years from last

calling

(Terminal can exempt TSI for vessel under 10 year age or in case of belows)

- Vessel carried out good cargo operation performance at KNOC, GS-Caltex,

SK-Energy terminal within recent 1 year.

- Vessel belonging to the same technical management company in case that

one vessel of the company fleet have carried out good cargo operation

performance at OKYC terminal within recent 1 year.



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3. General Safety Regulation

3.1 Fire Prevention

3.1.1 Naked light (Open Flame)

On vessels at the berth, any operations using machines that could set off sparks

or any use of flammable machines such as steel process operations including

grinding, servicing and repairs including welding, incineration and chipping &

scraping are prohibited.

In addition, handling materials such as the combustion of magnesium composed –

alloy, which could set off sparks even if people cannot catch it with the naked

eye.

The use of galley stoves and other cooking appliances must be non-flammable

such as electric hot plates.

3.1.2 Smoking

No smoking is allowed on board and at jetty while the ship is at the berth

except in places which have been jointly approved by the Master and the Loading

Master and named as ‘Smoking Room’.

When such violations are found, sanctions including suspension of cargo operation

and/or un-berthing can be imposed until Master’s statement is submitted or other

related effective measures are taken.

3.1.3 Gas Venting and IGS

1) Except for some specific cases such as gauging or sampling, all ullage or

sighting ports should be kept completely closed.

2) Vessels with Inert Gas Systems (IGS) should maintain the IGS in operation

according to the IGS manual so that cargo tanks can be maintained positive

pressure inside during the discharging operation.

In the cases of IGS failures, the discharging operation should be suspended

immediately to prevent air coming into the tanks.

3) Neither gas freeing or tank cleaning should be done at the berth.

3.1.4 Handling of Electric Equipment including Hand Torch, Transceiver

The use of electric appliances near or in the area where there is a danger of gas

leakage or gas residue such as on deck, ballast tanks, pump room and cargo



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tanks is strictly prohibited.

Only hand torches or transceivers of intrinsically safe approved types for use in

flammable atmosphere can be used.

3.1.5 Radio Transmitting Aerials and Radar

The vessel’s main radio transmitting aerials and radar must be switched off when

the vessel is in the process of cargo operation at the berth.

3.1.6 Boiler (Sparks from Funnel)

Boiler tubes must not be blown while the vessel is at the berth.

Every precaution must be taken so that sparks and soot are not emitted from the

stack.

3.1.7 Use of Mobile phone

While oil tanker alongside with VOC cargo on board, the use of mobile phone at

the jetty is strictly prohibited.

3.1.8 Toxic gas Precautions including H2S & Benzene gas

To prevent exposure phase of high toxic gas (including H2S & Benzene)

concentrations more than 5 ppm by volume, special precautions should be

arranged through the cargo operation.

Personnel should always carry personal gas monitor when working in enclosed

spaces, gauging, sampling, entering a pump room, connecting and disconnecting

loading arms, cleaning filters, draining to open containments and mopping up

spills if toxic gas concentrations could exceed the TLV-TWA.

Refer to the attached Appendix-9. for the details of safety guideline

3.2 Oil Pollution Prevention

3.2.1 Prohibit Dumping Oil and Garbage into the Sea

It is strictly prohibited to discharge all kind of waste including oily waste into the

sea.

3.2.2 Sea and Overboard Discharge Valves

Before entering port, overboard valve/line connected to cargo lines should be

shut and lashed and must be closed with blind plates inside.

Spool pieces of ballast lines connected to cargo lines should be separated and



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then shut down with blind plates.

3.2.3 Scuppers

Before cargo operation commences, all deck scuppers must be plugged and be

checked for leakage with pouring water when necessary.

When there is necessity of draining through scuppers due to rain and so on,

firstly make sure there is no oil on the surface with reporting it to terminal and

drain it. Duty crew must watch closely the whole process.

3.2.4 Blind Plate for Manifolds

All unused cargo line manifolds and ballast line manifolds must be fully closed

and fitted with blank flanges with full bolt tightening.

3.2.5 Oil Pollution Prevention from Engine Room

The bilge separator in engine room must be shut and lashed, and should post a

warning notice by chief engineer.

3.2.6 Ballasting/De-ballasting

Before ballasting or de-ballasting, the vessel should notify the terminal for

checking if it is necessary to adjust the time of ballasting/de-ballasting due to

expecting bad weather or any change of cargo operation procedure

Before de-ballasting, the vessel should check any oil film in the ballast tank.

If any oil film is found on the surface at the beginning or during the

de-ballasting, the operation must be immediately stopped and notify the terminal.

The de-ballasting operation can only be resumed after it is investigated that there

is no problem after the cause identification.

3.2.7 Shipboard Oil Pollution Emergency Plan (SOPEP)

In accordance with item 26 of International Convention for the Prevention of

Marine Pollution from Ships (Marpol) 73/78 Annex I, Oil tankers of G/T 150 or

more should have SOPEP on board approved by classification society or the

authorized agency, and utilize it when needed.

3.3 Other Safety Regulations

3.3.1 Main Engine Stand-by



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Vessels at the berth should prepare her main engine all the times for emergency

un-berthing with short notice.

3.3.2 Repairs and Inspection

1) When a vessel needs repairs, maintenance services or inspection at the berth, it

should be permitted by Berth Master prior to ship arrival through agent.

2) The following operations are not allowed basically at the berth.

* Work or inspection carried out inside of the tank of vessel

* Work carried out outside of the gunwale (=gutter bar) of vessel

* All kind of work that could hinder vessel’s sailing ability including main

engine maintenance

* All kind of work that can be a source of ignition to explosive gas

* Gas removal operations from tank and tank cleaning operations

* De-ballasting of oily ballast water

3) All inspections should be carried out during the time before cargo operation or

after maintaining normal steady cargo operation.

3.3.3 Lashing Ropes

Lashing ropes are to be ready and fitted with every manually operated valves on

cargo line.

3.3.4 Supply

1) While cargo operation, any type of supply or discharge materials is prohibited.

2) When loading and unloading of essential materials for the vessel is needed,

vessel should request the berth master’s permission through agent in advance.

This operation can be carried out before or after the cargo operation

3.3.5 Main Engine Test before Un-berthing

Vessels should carry out the main engine test before un-berthing, but only after

checking if loading arms, gangway and oil boom are in a safe condition.

3.3.6 Safety Regulations according to the International laws and conventions.

Almost safety regulations and customs commonly applied to other marine

terminals, such as ISGOTT(International Safety Guide for Oil Tanker/Terminal) of

OCIMF(Oil Companies International Marine Forum), Mooring Equipment Guideline

and etc. are also applied to OKYC terminal safety regulation.



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Chapter 4. Cargo Operation

1. Procedure and Preparations before Cargo Operation for Vessels

1.1 Berthing Acceptability Clearance;

Vessels want to visit OKYC terminal have to request her berthing acceptability from

terminal with the following informations at least 2 weeks before her calling OKYC.

1) Q88

2) Cargo details to load/unload

3) DDR(Due Date Range) of cargo operation at OKYC

4) Mooring equipments diagram on deck (ex, General Arrangement)

1.2 Additional informations and submittance of documents from the Contracted Vessel;

Vessels proceeding to OKYC terminal for cargo operation shall inform and/or submit

the following items;

1) ‘The master’s declaration’ (Appendix-1.)

2) ‘Check list before arrival OKYC terminal’ (Appendix-8.)

3) Cargo documents, crew List, port of call, and other documents if requested

4) International Tonnage Certificate, Ship Security Information

5) Stowage plan or discharging plan

6) Arrival draft and estimated sailing draft

7) Agent name in Korea, and other informations if requested

1.3 Notice of ETA;

Vessels shall confirm her ETA at OKYC terminal as the following time and

occasions:

1) 14/7/4 days before its ETA at the terminal as the case may be.

2) 48/24/12 hours before such ETA

3) In the event of any variation of more than one(1) hour after 48 hours ETA,

vessels shall advise immediately the terminal of its ETA.



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1.4 All vessels proceeding to OKYC terminal have to take following actions prior to

arrival at OKYC terminal

1.4.1 For loading VOC cargo oil

1) Vessel have to take appropriate action to observe ‘OKYC Vapour Emission

Control Plan’ (Appendix-4) and inform the result to OKYC through ‘Check List

Before Arrival at OKYC Terminal’ (Appendix-8) to prevent clog from terminal

VRS(Vapour Return System) by ship’s rusty dust and condensate water.

2) In case of in-adequate condition by inspection, terminal can reject loading

operation and vessel is responsible for all consequences arising from this

result.

1.4.2 Before approaching pilot station, vessel should carry out sufficient preparations

to prevent emission of black soot from funnel exhaust and/or scrubber/deck-seal

water discharge outlet.

1.4.3 During approaching, vessel should have all cargo handling system on standby

for immediate loading/unloading operation upon completion of cargo safety

meeting.

2. Loading Operation

2.1 Switch Loading and Static Electricity

“Switch loading” means that a previous loaded cargo was much high vapourable

liquid and a present cargo to load into same tank is relatively low vapourable liquid.

In this case (switch loading), there are much possible generated ‘static electricity/

electrostatic field’ throughout the tank both in the liquid surface and in the ullage

space at initial/during loading.

Static electricity presents fire and explosion hazards during handling of petroleum,

and tanker operations are no exception. Certain operation can give rise to

accumulations of electric charge which may be released suddenly in electrostatic

discharge with sufficient energy to ignite flammable hydrocarbon gas/air mixtures.

To avoid any possible ignition of static electricity, vessels in case of switch loading



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are strongly requested to fully inerted condition if fitted with IGS and/or gas free

means previous flammable gas content shall be less than 15%LEL before

commencement of present cargo loading, and others than above, requested linear

velocity in the branch line to each individual cargo tank shall not exceed 1m/sec.

until loading bell mouth levels are sufficiently filled and immersed with oil.

And also to release smoothly human static electricity, crew must be earthed

properly with physical hand-touch using metals/discharge plates located onboard

before turn to their cargo work on deck. Refer to the Appendix-3.

.

2.2 Tank Inspection

1) Only as the approval by cargo surveyor and/or loading master after tank

inspection, cargo loading operation can be started to carry out.

2) For tank inspection, the switch Loading clause (defined 2.1) should be observed.

3) All the gauging and sampling operation should be carried out by closed system

like using vapour-lock gauging point to prevent exposure of toxic gas.

To prevent high H2S or Benzene concentrations, personal gas detector and

special precautions should be arranged.

2.3 Vapour Return Line

1) When loading VOC cargo, ship/shore VRS(vapour return system) should be

operated to prevent VOC emission to air.

2) Terminal loading master should inspect the inside condition of ship’s vapour

return line by visual and/or blowing method before L/A connection.

3) In case of in-adequate condition by the inspection, terminal can reject loading

operation and vessel is responsible for all consequences arising from this result.

4) During normal loading operation, vessel should check the condition of VRS

regularly and report to terminal in case of abnormal situation.

2.4 Cargo Safety Meeting

1) Before having cargo safety meeting, terminal loading master can inspect her

mooring condition, cargo equipments on deck & CCR, safety managing

condition, and etc.

2) Unless loading master’s comment otherwise, cargo safety meeting basically



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should be held together with the master, chief officer, and chief engineer.

3) Vessel and terminal have to confirm the following items and declare ‘Cargo

Operation Agreement’ (Appendix-5.) with both signature.

* Explanation and correct action for non-conformity items during safety

inspection and/or safety round on deck

* Major items of Terminal Informations and Regulations

* Cargo name, cargo quantity, cargo specification, ship’s stowage plan

* MSDS hand over and explanation of the important content (ex.: H2S, Benzene)

* Method of ship/shore communication during cargo operation (cargo operation

to be stopped when communication failure)

* Initial/Max./Topping-off loading rate

* Emergency Shut-down Procedure to prevent possible danger of pressure surge

which exceed the agreed pressure limit including explanation of loading arm

envelope and ERC(Emergency release Coupling) operating condition

* Tank condition for loading(previous cargo, oxy./gas contents etc.)

* Arrival draft, de-ballasting hours, expected sailing draft

* Special ship’s condition that terminal have to be acknowledged.

4) Following documents have to be declared with signature.

* ‘Ship/Shore Safety Check List’ (Appendix-6)

* ‘Repetitive Ship/Shore Safety Check List’ (Appendix-7)

* Notice of Readiness

5) In case small tankers that have no CCR installed should prepare Cargo

Operation Display Board at ship’s manifold area, and this board display the

important contents of cargo operation agreement.

2.5 De-ballasting

1) Vessel officer have to confirm ship’s ballast tank condition not contaminated

with any oily contents and record it accordingly.

2) On start de-ballasting, vessel report this to terminal and arrange deck crew to

watch around overboard sea area.

3) Terminal can request vessel to suspend de-ballasting because such situation of

un-berthing would be expecting due to bad weather & etc.

2.6 Comparing Loading Rate & Loaded Q’ty



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1) Loading rate and loaded quantity should be checked and recorded every hour

and reported to terminal when requested.

2) In case the hourly loaded quantity is too different from previous one, vessel

should report to terminal and confirm again its reason by re-check and/or

calculation.

2.7 Topping-Off and Completion of Loading

1) Before topping-off ship’s cargo tanks, vessel should request to reduce loading

rate for safe topping-off operation with sufficient pre-notice like 30 minutes as

agreed on Cargo Operation Agreement .

2) Even though shore-stop, vessel should request to stop loading when expecting

dangerous situation like over-flow.

3) On completion of loading, vessel should close manifold valves after that confirm

the loading arm valves have been closed.

2.8 Cargo Gauging and Calculation

1) Cargo gauging and calculation should be carried out by the appointed surveyor

and loading master should attend unless any special reason.

2) In case that ship’s figure differs from terminal figure 0.5% or more, ship/shore

staff and surveyor should carry out re-gauging and report to terminal.

3) Shipping Documents are basically as follows unless additional D/I(document

instruction) requested.

* B/L --- Issued by Vessel(Master/Agent)

* Certificate of Quantity --- Issued by Terminal(Surveyor)

* certificate of Quality --- Issued by Terminal(Surveyor)

* Certificate of Origin --- Issued by Terminal(Surveyor)

* Cargo Manifest --- Issued by Vessel(Master/Agent)

* NOR --- Issued by Vessel(Master/Agent)

* Time Statement of Fact --- Issued by Vessel(Master/Agent)

* Protest (if any) --- Issued by Vessel(Master) and/or Terminal



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3. Discharging Operation

3.1 Gauging and Sampling

1) Before discharging operation, the appointed cargo surveyor should carry out

exact gauging and calculation.

This gauging hours are not included in contract cargo operation time.

2) In case that ship’s figure differs from B/L figure 0.3% or more, the result should

be reported to terminal and wait for instruction to start discharging commence.

3) Vessel should hand over the loading port cargo documents and samples.

4) Vessel have to help sampling work as per terminal and/or surveyor’s request.

5) All the gauging and sampling operation should be carried out by closed system

like using vapour-lock gauging point to prevent exposure of toxic gas.

To prevent high H2S concentrations more than 5 ppm, personal gas detector

and special precautions should be arranged.

3.2 Cargo Safety Meeting

1) Vessel should present following documents to terminal loading master and/or

surveyor.

* Discharging Plan

* Ship’s Particulars

* Bill Of Lading

* Quantity/Quality Certificate

* Cargo documents of loading port

* MSDS

* Etc.

2) The same items as cargo safety meeting of loading operation (defined 2.4) are

almost applicable.

3.3 Commencement of Discharge

1) In almost case that gas & vapour are filled in cargo pipe line on deck and pump

room, the gas and vapour should be extracted by close-circulation of cargo.

Loading master may advise the appropriate method.

2) When start centrifugal pump, vessel should prevent pressure surge caused by



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excessive start RPM. The pump delivery valve should be closed position until the

pump stabilized with minimum RPM.

3) If there are severe vibration on loading arm and/or pipeline at the start of

discharging, vessel should stop or reduce the discharge flow until confirming the

reason and remedy it completely.

4) The start and control discharge operation by pump delivery valve should be

carried out very carefully with loading master’s direction to prevent damage on

terminal equipments by pressure surge or back-flow from shore.

3.4 Report Discharge Rate & Q’ty and Change of Pump Operation

1) Vessel should check and calculate the discharging quantity periodically(hourly) and

report to terminal when requested.

2) Except emergency case and stripping stage, the considerable change of pump

operation should be notified to terminal in advance.

3) For stop cargo pump operation, notification should be given step-by-step like 30

minutes, 10minutes, 5 minutes, 1 minute to stop, or otherwise 2,000 , 1,000 , ㎘㎘

500 , 100 , 50 , 10 to stop.㎘㎘㎘㎘

3.5 Caring for Mooring Line & Gangway

1) In discharging tanker docked at the jetty, Mooring takes excessive tension easily

caused by tide and changing of draft. In this case sometimes Vessel has lose the

position due to damaged mooring, so duty sailors often adjust the entire mooring

to maintain proper tension.

2) Vessel have responsibility to maintain mooring management ‘Not Too Tight, Not

Too Loose’ within mooring rope permissible tension and never away from the berth.

3) Vessel crew have to watch shore gangway not to face dangerous situation by

ship’s height change and notify to terminal to adjust it if in need.

3.6 Crude Oil Washing (COW)

1) COW operation strictly restricted in performing only within 25% volume of tank

capacity of laden tank. This is to be declared when cargo safety meeting and

recorded on ‘Cargo Operation Agreement’ (Appendix-5.)

2) Vessel should check as the related safety check-list before COW operation, and for



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the oxygen content of tank, notify terminal for grant. Never carry out COW

operation in case of over 8% of oxygen content.

3) COW operation should be carried out as ‘Closed Cycle’ and the washed oil should

be discharged at final stage of discharging unless otherwise decided by terminal.

3.7 Stripping

When stripping stage, the pump RPM and delivery valve opening should be

carefully controlled to prevent severe vibration and/or pressure surge from sucking

vapour.

3.8 Final Discharging and Tank Dry Inspection

1) Vessel should notify her ETC(Estimated Time of Completion) to terminal at least

1 hour before completion.

2) At the end of discharging stage, all the cargo pipe line including loading arm(s)

should be fully drained and accomplished stripping except the small diameter

discharging line (Marpol line) and one loading arm to use at final discharging.

3) Only one loading arm should be used at the final discharging stage.

4) Before tank dry inspection, cargo surveyor and loading master should check the

following items.

* All the ship’s cargo pipe line were drained and stripped.

* Whole cargo discharging operation have been completed and pumps been

finished.

* All the important cargo valves were closed.

* Vessels is afloat with up-right condition without any list.

5) Tank dry inspection is basically carried out with dipping method using

vapour-lock inspection hole to prevent VOC emission.



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Chapter 5. Emergency Plan

1. Emergency Procedure

1.1 Emergency Signal

In the event of fire or other emergency, series of long blast should be sounded

by whistle or siren.

1.2 Emergency Shutdown

In case the following circumstances, ship and terminal should take emergency

shutdown cargo operation. Due regard should be given to the possible dangers

of pressure surge associated with any emergency shutdown procedure.

1) When weather forecast typhoon approaching or wind velocity increase more than

16m/sec.(10 min. average) or wave (including swell) is higher than 1m.

2) When a fire breaks out or found oil spill around vessel(s).

3) When terminal representative has determined that it is too dangerous to continue

cargo operation due to breach of safety regulation or other matters.

4) When an accident is occurred on board.

1.3 Emergency Loading Arm Disconnection

ERC(Emergency release coupling) is equipped on crude/F.O. loading arms of Jetty-2

and all loading arms of Jetty-3.

ERC makes possible to disconnect loading arms from the vessel in a short period

on emergency case such as vessel over-drifting from berth, earthquake, fire, and etc.

1.4 Emergency Un-berthing Operation

In case the following circumstances, the master and terminal representative take

emergency action to un-berth after discuss the situation.

1) When weather forecast typhoon approaching or wind velocity increase up to

20m/sec. or wave (including swell) is higher than 1m.



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(When the master and terminal representative conclude the situation dangerous

even though the wind speed is less than 20m/sec., emergency un-berthing should

be taken.)

2) When a fire breaks out vessel(s) around.

3) If loading work delay under the bad weather condition, the master should be

agree to un-berthing.

4) When terminal representative has determined that it is too dangerous to have

vessel alongside berth due to weather condition or other matters.


6) When VTS and/or related authority declares special direction.

.

1.5 Emergency Evacuation

When a emergency case of big fire or explosion of vessel/terminal have been

occurred or foreseen, all the people on jetty/vessel must escape from the danger

place through appropriate route as ‘OKYC Jetty Layout & Emergency Evacuation Plan’

(Appendix-2) with consideration of following measures.

1) To request help like rescue boat from out-jetty using portable radio and

emergency contact list.

2) Use appropriate PPE like as life-jacket, life-ring, EEBD, breathing apparatus, etc.

3) In case of presence of toxic gas at the scene, refer to ‘Toxic Gas Safety

Guideline’ (Appendix-9.)

1.6 Emergency Measures and Notifications

When a fire of oil spill accident have been occurred on board, the master must

take appropriate initial emergency measure to control the emergency and inform the

situation to terminal representative without delay.

All the cargo, ballasting and bunkering operation must be stopped immediately

and oil in the loading arms should be drained out to prepare disconnection. Main

engine, steering gear, and all mooring equipments also should be ready to use.

1.7 Assistance of the Boats by the Terminal

In case that terminal representative has found an emergency situation and/or

judges that situation is imminent, he may request help directly from the assist boats



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without prior agreement of the master.

In these cases, all mobilization cost of the boats must be charged on the vessel

or the owner.

1.8 Notification for Emergency and Summoning of Assistance

An emergency situation must be reported to the competent authority and the

concerned organizations using ‘Emergency Contact System’ (Appendix-10).

If either the master or terminal representative judges that the resources of the

vessel and terminal are not enough to overcome the emergency situation, assistance

from assisting organizations will be requested by terminal representative.

In this case, Emergency Contact System’ (Appendix-10) shall also be referred to.

1.9 Indemnification

The master of any vessel and its owner shall remain solely responsible for, and

shall hold the terminal indemnified against, damage of terminal and expenses for

third party from whatever cause arising in consequence of all act and/or omissions of

the vessel’s personnel.

2. Emergency Plan of Vessel

2.1 Preparation

The master must have emergency procedures ready for immediate implementation

in the event of various type of emergencies such as a fire in cargo tanks/engine

room/living quarter, personnel injury, and oil spillage. All shipboard personnel must

be familiar with the procedures, be adequately trained and clearly understand the

action they would be required to take when responding to an emergency.

2.2 Fire-Fighting Equipment

Before commencement of cargo operation, fire-fighting equipment on the vessel

must be made ready for immediate use. A least two fire hoses (fwd and aft of

manifold) should be uncoiled and laid out and fire monitor should be aimed to the



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manifold of jetty-side.

2.3 Emergency Towing Wire

Emergency Towing Wire should be made fast to bollard and prepared on deck or

maintained above water line on the opposite side hull of jetty.

2.4 Readiness to Move under Own Power

While the vessel is alongside at berth, her boiler, main engine, steering gear, and

other equipments essential for maneuvering must be maintained in a state of

readiness. With short notice, the vessel can move away from berth.

2.5 Materials for Oil Disposal

While the vessel is alongside at berth, materials for oil disposal must be ready for

immediate use. The use of chemicals requires permission of the authority.


& Regulations (Appendix)

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Chapter 6. Appendix

1. Master’s Declaration (Condition for Use of Terminal Facilities)

2. OKYC Jetty Layout & Emergency Evacuation Plan

3. Switch Loading

4. Vapour Emission Control Plan

5. Cargo Operation Agreement

6. Ship/Shore Safety Checklist

7. Ship/Shore Repetitive Safety Checklist

8. Check List before Arrival at OKYC Terminal

9. Toxic Gas Safety Guideline

10. Emergency Contact System

11. Vessel Nomination Procedure

A-TQI-3006-01-01-01 [Rev. 0]

Appendix-1. Master’s Declaration (Condition for Use of Terminal Facilities)

To the Master,

The Master shall remain solely responsible for the safety and proper operation of the

vessel at all times. Neither the Terminal nor its personnel shall be responsible for any

loss or damage arising in consequence of any assistance, instructions, and/or advice

given or tendered in respect to the ship.

We expect you and all under your command to adhere strictly to these requirements

throughout your ship’s stay alongside this terminal and we, for our part, will ensure that

our personnel do likewise and co-operate fully with you in the mutual interest of safe

and efficient operation.

If we observe any infringement of these safety requirements and the related laws, or any

things unsafe on board your vessel, we will bring this immediately to the attention of

yourself or your deputy for corrective action. If such action is not taken in a reasonable

time, or in the case of emergency including the cases explained on Terminal Information

& Regulations (Chapter 5./ 1.2 Emergency Un-berthing Operation), we reserve the right to

stop all operation and to order that ship off the berth.

In order to prevent marine pollution at OKYC terminal, we provide oil-boom operation

around vessel, and seek your cooperation. In case of damage on oil-boom by ship’s

mistake, the cost will be charged to you.

It is the Master’s responsibility that no oil pumped out or spilled overboard from ship in

the vicinity of the jetty. In the event of any oil pollution of the sea, OKYC terminal

reserves the right to take all measures to clean-up any resulting pollution, and the ship

shall be responsible for all costs and expenses of clean-up and for any damages to

property or injury to persons resulting from such oil pollution.

To Representative of OKYC Terminal (Master’s Acknowledgement)

I hereby acknowledge receipt of this document and agree to the instructions and

conditions set forth therein.

Date : ______________________________

Vessel : ___________________________ Master : _____________________________

A-TQI-3006-01-01-02 [Rev. 0]

1 / 4

Appendix-2.� � OKYC� Jetty� Layout� and� Emergency� Evacuation� Plan

1)� � Overall� Jetty� � Evacuation� Plan

W/P-4Escape Stairs

B/D-1Escape Ladder

W/P-2Escape Stairs

To Shore

A-TQI-3006-01-01-02 [Rev. 0]

2 / 4

2)� � Jetty-1� � Evacuation� Plan

To Shore

B/D-1Escape Ladder

To J-2

A-TQI-3006-01-01-02 [Rev. 0]

3 / 4

3)� � Jetty-2� � Evacuation� Plan

W/P-2Escape Stairs

A-TQI-3006-01-01-02 [Rev. 0]

4 / 4

4)� � Jetty-3,� Jetty-4� � Evacuation� Plan

W/P-4Escape Stairs

A-TQI-3006-01-01-03 [Rev. 0]

Appendix-3. Switch Loading Guideline

page 1 / 3

Switch Loading

1. Purpose and Scope

This guideline aimed to prevent any possible fire/explosions to OKYC Terminal caused

by static electricity discharges with residual gases during loading/unloading oils from

the vessels which loaded with petroleum products except vessels which filled with inert

gas(the oxygen concentration of less than 8%) in tank.

2. Definition

1) High Vapour Pressure Product : products with less than 100°F(37.8°C) flash point

and RVP is more than 4.5 psia(31Kpa) (Naphtha, Mogas, etc.) which generate more

gas than the explosive range at normal temperature.

2) Medium Vapour Pressure Product : product with less than 100°F flash point and RVP

is less than 4.5 psia (JP-4, Jet-B, Benzene, Toluene, Xylene, etc.) which generate gas

within the explosive range at normal temperature.

3) Low Vapour Pressure Product : products with more than 100°F flash point (Kerosene,

Jet A-1, JP-8, Diesel[Gasoil] Lube, B-A, LRFO, B-C, etc.) which generate less gas than

the explosive range at normal temperature.

4) Switch Loading : meaning that loading the low/mid. vapour pressure products in the

cargo tank which residual gas from previous cargo remains above the lower

explosive limit. There is risk of fire and explosion when static electricity discharge.

[Table : Switch Loading criteria]

High Vapour

Pressure②

Medium

Vapour

Pressure

Low Vapour Pressure ②

Present Previous

Naphtha

Mogas

Benzene

Toluene

Xylene

Kerosene

JP-8

Jet A-1

Diesel

(Gasoil) Lube

Naphtha

Mogas X O O O O

Benzene

Toluene

Xylene

X O ③ O O O

Kerosene

JP-8

Jet A-1

X O ④ X X X

Diesel

(Gasoil) X O ④ X X X

A-TQI-3006-01-01-03 [Rev. 0]


page 2 / 3

Lube X O ④ X X X

① O : Applicable to Switch Loading X : Not Applicable to Switch Loading

② If loading the Low Vapor Pressure Products at the condition of higher than the flash

point temperature or loading the High Vapour Pressure Products at the condition of

low temperature (-15℃ or less), it should be considered as the Medium Vapour

Pressure Products because of its possibility to generate the gas within the explosive

range.

③ If in case of loading BTX cargo same as previous voyage, the 1) item of “Drying/Gas

Freeing“ at Section 3.2.3 do not need to be carried out.

④ In case that residual gas from the previous voyage remains less than the explosive

range at normal temperature, the Medium Vapour Pressure Products generates the

gas within the explosive range during loading, so it should be considered as the

Switch Loading.

⑤ Reference

- Chevron Field manual – Guide to Fire Protection

- API RP 2003 – Protection against Arising out of Static, Lightning, and Stray

Currents

- GS-Caltex Product Wharf Standard Safety Manual – Switch Loading

3. Procedure

1) Any vessels which applicable to the Switch Loading shall carry out the Drying/Gas

Freeing prior to loading cargos and any crews are prohibited to enter the cargo tanks

until confirmation of safety by measuring gas/oxygen content (Gas content: less

than 15% of LEL, Oxygen content: more than 20%).

2) Vessels must establish loading plan for each cargo/tank and carry out appropriate

safety measures prior to berthing, and shall notify them to OKYC terminal. Terminal

staff shall confirm the loading plan along with the safety measures.

3) Shall check/record whether the product is Switch Loading or not as well as

notification about compliance with safety rules and regulations during ship/shore

safety meeting.

4) Shall check the content of flammable gas (at least less than 15% of the LEL) in the

cargo tanks which applicable Switch Loading prior to loading operation (cross-

check between ship/shore).

5) Shall carry out initial rate loading (initial loading rate : below than 1m/sec) for all

cargo tanks which applicable Switch Loading until Bell Mouth is submerged

completely.

6) Metal equipment is not allowed to use for dipping, gauging and sampling cargo for

A-TQI-3006-01-01-03 [Rev. 0]


page 3 / 3

30 minutes after completion of loading, and material of rope, which is used for the

above, should be made of natural fibers and prohibited to use synthetic fibers (nylon,

polypropylene, etc.).

7) Vessels shall record the above No.1) ~ 5) items.

A-TQI-3006-01-01-04 [Rev. 0]

Appendix-4. Vapour Emission Control Plan To the Master

Please duly arrange ship’s vapour return system as following;

1. Vessel's Preparation

1) Prior to berthing

① Keeping proper positive pressure(+500mmH2O) and fully inerted condition

(Oxygen content : Less than 8% by volume) ② Following devices are to be in good order and operational condition

- Vapor monitoring systems including vapor pressure gauges - Pressure safety devices such as P/V, breather valves, P/V breaker - Vent valves such as IG branch valves and associated valves ③ Ready for use of vapor return line - Free up port & starboard-side VOC manifold flanges - Clean up scales or any articles inside of vapor return pipeline - Remove the condensate water inside of pipes by draining appropriately

2) After Berthing

① Blowing out at ship's VOC manifold to check any foreign body inside of IG deck pipeline in presence of the loading master before connecting terminal VOC loading Arm

② Reduce tank pressure to about 100mmH2O to remove any foreign body inside IG deck pipeline via ship’s mast riser

3) Items to be discussed while Ship/Shore Safety Meeting

① Make sure of max. loading/flow rate per an hour ⇒

② Normal working vapor pressure on board ⇒

(In consideration of present vessel's setting limits) ③ Shore setting pressure based on above ②

④ To keep closed loading overall (If vessel can maintain closed loading even in gauging and sampling) ⑤ Open/Check manifold drain every 2 hr and gathering drainage. ⑥ Check hydro-carbon gas concentration every 2 hr at vapour manifold

(if requested by Loading Master)

2. Notice to Vessel's Master

1) Vessel should render full cooperation to protect Terminal DSU(Dock Safety Unit) through above Item 1. “Vessel's Preparation 1)~3)”.

2) In case of any delays, costs, expenses and consequential loss that we and/or

any third party may suffer by ship's foreign body, such as moisture, scales, and/or soot, among ship's gas inside of IG Deck Pipeline, We will issue our protest holding you responsible for all consequent problems.

Thanks for your kind cooperation

A-TQI-3006-01-01-05 [Rev. 0]

Appendix-5. Cargo Operation Agreement

SHIP’S NAME : Berth / Port :

1. Cargo Specifications :

Cargo

API / Dencity /

S.G. / Temp.

Quantity

Ship’s Tank

Shore Tank

* Remarks :

2. Sequence of Cargo Operation :

3. Loading arms/Manifold Connection & Allowable Max. Pressure :

4. Transfer Rate :

Initial Max. Topping-off

5. Communication :

6. COW / Inerting or Venting :

7. Departure Draft / ETC / ETD :

8. Remarks :

* Emergency Procedure including Emergency Shutdown: Refer on the back page. Declaration : We the undersigned have checked the items on this agreement and satisfied that the entries we have made

are correct to the best of our knowledge.

For Ship For Shore

Name : Name :

Rank : Position :

Signature : Signature :

Date and Time :

A-TQI-3006-01-01-05 [Rev. 0]

* Emergency Procedure

1. Emergency Signal

In the event of fire or other emergency, series of long blast (not less than 10 sec.) should be sounded by whistle or

siren.

2. Emergency Shutdown

In case the following circumstances, ship and terminal should take emergency shutdown cargo operation. Due regard

should be given to the possible dangers of pressure surge associated with any emergency shutdown procedure.

1) When weather forecast typhoon approaching or wind velocity increase more than 16m/sec.(10 min. average) or wave

(including swell) is higher than 1m.

2) When a fire breaks out or found oil spill around vessel(s).

3) When terminal representative has determined that it is too dangerous to continue cargo operation due to breach of

safety regulation or other matters.


3. Emergency Loading Arm Disconnection

ERC(Emergency release coupling) is equipped on crude/F.O. loading arms of Jetty-2 and all loading arms of Jetty-3.

ERC makes possible to disconnect loading arms from the vessel in a short period on emergency case such as vessel

over-drifting from berth, earthquake, fire, and etc.

4. Emergency Evacuation

When a emergency case of big fire or explosion of vessel/terminal have been occurred or foreseen, all the people on

jetty/vessel must escape from the danger place through appropriate route as ‘OKYC Jetty Layout & Emergency

Evacuation Plan’ (Appendix-2. in Terminal Information & Reg.) with consideration of following measures.

1) To request help like rescue boat from out-jetty using portable radio and emergency contact list.

2) Use appropriate PPE like as life-jacket, life-ring, EEBD, breathing apparatus, etc.

3) In case of presence of toxic gas at the scene, refer to ‘Toxic Gas Safety Guideline’ (Appendix-9. In Terminal

Information & Reg.)

5. Emergency Measures and Notifications

When a fire of oil spill accident have been occurred on board, the master must take appropriate initial emergency

measure to control the emergency and inform the situation to terminal representative without delay. All the cargo,

ballasting and bunkering operation must be stopped immediately and oil in the loading arms should be drained out

to prepare disconnection. Main engine, steering gear, and all mooring equipments also should be ready to use.

A-TQI- 3006-01-01-06 [Rev. 1]

Page 1 / 6

Appendix-6. Ship/Shore Safety Check List

Ship’s Name ………………………………

Berth ……………………………… Port ……………………………….

Date of Arrival ……………………………… Time of Arrival ……………………………….

PART ‘A’ – BULK LIQUID GENERAL - PHYSICAL CHECKS Bulk Liquid – General Ship Shore Code Remarks

1. There is safe access between the ship and shore. R Shore gangway

2. The ship is securely moored. R

3. The agreed ship/shore communication system is operative. A R

Shore radio UHF Ch. Back Up VHF Ch.16

4. Emergency towing-off pennants are correctly rigged and positioned. R

5. The ship’s fire hoses and fire-fighting equipment are positioned and ready for immediate use. R

Fire hose should be filled with water on manifold

6. The terminal’s fire-fighting equipment is positioned and ready for immediate use. R

2 pressurized RCM available

7. The ship’s cargo and bunker hoses, pipelines and manifolds are in good condition, properly rigged and appropriate for the service intended.

( ) L/A connected & tested by N2 gas

8. The terminal’s cargo and bunker hoses/arms are in good condition, properly rigged and appropriate for the service intended.

Working envelope Longitudinal: 2m Lateral: 2m

9. The cargo transfer system is sufficiently isolated and drained to allow safe removal of blank flanges prior to connection.

10. Scuppers and ‘save alls’ on board are effectively plugged and drip trays are in position and empty. R

Aft scupper to be tested by water

11. Temporarily removed scupper plugs will be constantly monitored. R

Confirm to L/M before opening plug to drain

12. Shore spill containment and sumps are correctly managed. R

13. The ship’s unused cargo and bunker connections are properly secured with blank flanges fully bolted.

14. The terminal’s unused cargo and bunker connections are properly secured with blank flanges fully bolted.

A-TQI- 3006-01-01-06 [Rev. 1]

Page 2 / 6

15. All cargo, ballast and bunker tank lids are closed.

16. Sea and overboard discharge valves, when not in use, are closed and visibly secured. To be blanked

17. All external doors, ports and windows in the accommodation, stores and machinery spaces are closed. Engine room vents may be open.

R

Using external door; ________side ________deck

18. The ship’s emergency fire control plans are located externally. Location;.……………

If the ship is fitted, or is required to be fitted, with an Inert Gas System (IGS) the following points should be physically checked:

Inert Gas System Ship Shore Code Remarks

19. Fixed IGS pressure and oxygen content recorders are working.

R

20. All cargo tank atmospheres are at positive pressure with oxygen content of 8% or less by volume.

P R

PART ‘B’ – BULK LIQUID GENERAL – VERBAL VERIFICATION

Bulk Liquid – General Ship Shore Code Remarks

21. The ship is ready to move under its own power. P R with short notice

22. There is an effective deck watch in attendance on board and adequate supervision of operations on the ship and in the terminal.

R CCR: Manifold: Mooring tender:

23. There are sufficient personnel on board and ashore to deal with an emergency.

R More than 2/3 of crew on board at all times

24. The procedures for cargo, bunker and ballast handling have been agreed

A R Confirm to L/Master before operation start

25. The emergency signal and shutdown procedure to be used by ship and shore have been explained and understood

A Serious of long blast

26. Material Safety Data Sheets (MSDS) for the cargo transfer have been exchanged where requested. P R

27. The hazards associated with toxic substances in the cargo being handled have been identified and understood.

H2S: Benzene:

28. An International Shore Fire Connection has been provided.

29. The agreed tank venting system will be used. A R Method .............

30. The requirements for closed operations have been agreed. R

Ullaging: Sampling:

A-TQI- 3006-01-01-06 [Rev. 1]

Page 3 / 6

31. The operation of the P/V system has been verified.

32. Where a vapour return line is connected, operating parameters have been agreed.

A R

33. Independent high level alarms, if fitted, are operational and have been tested.

A R

Test date :

34. Adequate electrical insulating means are in place in the ship/shore connection.

A R

Insulation inserted in L/A

35. Shore lines are fitted with a non-return valve or procedures to avoid ‘back filling’ have been discussed.

P R

Shore line have no non-return valve

36. Smoking rooms have been identified and smoking requirements are being observed.

A R Smoking rooms:

................................. 37. Naked light regulations are being observed. A R

38. Ship/shore telephones, mobile phones and pager requirements are being observed.

A R

Do not use mobile phone on deck

39. Hand torches (flashlights) are of an approved type.

40. Fixed VHF/UHF transceivers and AIS equipment are on the correct power mode or switched off.

41. Portable VHF/UHF transceivers are of an approved type.

42. The ship’s main radio transmitter aerials are earthed and radars are switched off.

Sw. off at least during hose on ~ hose off

43. Electric cables to portable electrical equipment within the hazardous area are disconnected from power.

44. Window type air conditioning units are disconnected.

45. Positive pressure is being maintained inside the accommodation, and air-con. intakes, which may permit the entry of cargo vapours, are closed

46. Measures have been taken to ensure sufficient mechanical ventilation in the pump room

R

47. There is provision for an emergency escape. Terminal evacuation plan to be provided

48. The maximum wind and swell criteria for operations have been agreed.

A

Stop cargo at: 16 m/s Disconnect at: 18 m/s Unberth at: 20 m/s

49. Security protocols have been agreed between the Ship Security Officer and the Port Facility Security Officer, if appropriate.

A

Security level :

50. Where appropriate, procedures have been agreed for receiving nitrogen supplied from shore, either for inerting or purging ship’s tanks.

A P

A-TQI- 3006-01-01-06 [Rev. 1]

Page 4 / 6

If the ship is fitted, or is required to be fitted, with an Inert Gas System (IGS) the following statements should be addressed.

Inert Gas System Ship Shore Code Remarks

51. The IGS is fully operational and in good working order. P

52. Deck seals, or equivalent, are in good working order. R

53. Liquid levels in pressure/vacuum breakers are correct. R 54. The fixed and portable oxygen analysers have been

calibrated and are working properly. R

55. All the individual tank IGS valves (if fitted) are correctly set and locked.

R

56. All personnel in charge of cargo operations are aware that in the case of failure of the Inert Gas Plant, discharge operations should cease, and the terminal be advised.

If the ship is fitted with a Crude Oil Washing (COW) system, and intends to crude oil washing, the following statements should be addressed.

Crude Oil Washing Ship Shore Code Remarks 57. The Pre-Arrival COW check list, as contained in the

approved COW manual, has been satisfactorily completed.

58. The COW check lists for use before, during and after COW, as contained in the approved COW manual, are available and being used.

R

If the ship is planning to tank clean alongside, the following statements should be addressed.

Tank Cleaning Ship Shore Code Remarks 59. Tank cleaning operations are planned during the ship’s

stay alongside the shore installation. Yes/No* Yes/No* No allowed at the

berth 60. If ‘yes’ the procedures and approvals for tank cleaning have

been agreed.

61. Permission has been granted for gas freeing operations. Yes/No* Yes/No*

· Delete Yes or No as appropriate PART ‘C’ – BULK LIQUID CHEMICALS - VERBAL VERIFICATION

Bulk Liquid – Chemicals Ship Shore Code Remarks 1. Material Safety Data Sheets are available giving the

necessary data for the safe handling of the cargo.

2. A manufacturer’s inhibition certificate, where applicable, has been provided.

P

3. Sufficient protective clothing and equipment is ready for immediate use and is suitable for the product being handled.

A-TQI- 3006-01-01-06 [Rev. 1]

Page 5 / 6

4. Counter measures against accidental personal contact with the cargo have been agreed.

5. The cargo handling rate is compatible with the automatic shut down system, if in use.

A

6. Cargo system gauges and alarms are correctly set and in good order.

7. Portable vapour detection instruments are readily available for the products being handled.

8. Information on fire-fighting media and procedures has been exchanged.

9. Transfer hoses are of suitable material, resistant to the action of the products being handled.

10. Cargo handling is being performed with the permanent installed pipeline system.

P

11. Where appropriate, procedures have been agreed for receiving nitrogen supplied from shore, either for inerting or purging ship’s tanks, or for line clearing into the ship.

A P

DECLARATION

We, the undersigned, have checked the above items in Parts A and B, and where appropriate, Part C or D, in accordance with the instructions and have satisfied ourselves that the entries we have made are correct to the best of our knowledge.

We have also made arrangements to carry out repetitive checks as necessary and agreed that those items coded ‘R’ in the Check List should be re-checked at intervals not exceeding _______ hours.

If to our knowledge the status of any item changes, we will immediately inform the other party.

For Ship

Name ______________________________

Rank ______________________________

Signature ______________________________

Date ______________________________

Time _______________________________

For Shore

Name ______________________________

Position ______________________________

Signature ______________________________

Date ______________________________

Time ___________________________

Record of Repeitive Checks

Date:

Time:

Initial for Ship:

Initial for Shore:

A-TQI- 3006-01-01-06 [Rev. 1]

Page 6 / 6


Date:

Time:

Initial for Ship:

Initial for Shore:


Date:

Time:

Initial for Ship:

Initial for Shore:


Date:

Time:

Initial for Ship:

Initial for Shore:


Date:

Time:

Initial for Ship:

Initial for Shore:


Date:

Time:

Initial for Ship:

Initial for Shore:

A-TQI-3006-01-01-07 [Rev.0]

Appendix-7. Repititive Ship/Shore Safety Check List

SHIP’S NAME : BERTH :

Items Period:

: : : : : :

1. Is the ship securely moored? Ship

Shore

2. Is there safety access between ship/shore? Ship

shore

3. Is there effective deck watch/supervision in

attendance on board and terminal?

Ship

Shore

4. Are the requirement for use of electric

equipment including hand torch, transceiver?

Ship

Shore

5. Are firefighting equipment on

board/ashore and positioned ready for

immediate use?

Ship

Shore

6. Are scuppers effectively plugged and drip

trays in position, both on board/ashore?

Ship

Shore

7. Are all external doors and ports in

accommodation closed?

Ship

Shore

8. Are smoking regulation being observed? Ship

Shore

9. Are naked light regulation being observed? Ship

Shore

10 If the ship is capable of closed loading,

have the requirements for closed operation

been agreed?

Ship

Shore

11. Have the fixed and portable oxygen

analyzers been calibrated and are they working

properly?

Ship

Shore

12. Are fixed IG pressure and oxygen content

recorders working?

Ship

Shore

13. Are all the individual tank IG valves(if fitted)

correctly set and locked?

Ship

Shore

14. Is the COW Check List (for before, during

and after operation) available and being used?

Ship

Shore

A-TQI-3006-01-01-08 [Rev. 0]

Appendix-8 CHECK LIST BEFORE ARRIVAL AT OKYC TERMINAL

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Please check, test and/or carry out following items and report the results at least 1 day prior to

arrival at OKYC terminal via your agent in Korea.

To : Berth master of OKYC Terminal

From : Master of Date :

CHECK LIST BEFORE ARRIVAL AT OKYC TERMINAL

No. Items Result

1. INFORMATION Required

1.1 Ship’s Displacement on arrival at OKYC Terminal : (ton)

1.2 Distance from manifold to fwd spring line choke : (mtr.)

1.3 Distance from manifold to aft spring line choke : (mtr.)

1.4 Slop quantity on board in specified tank :

1.5 Any toxic components in Slop : (ex, hdrogen sulphide/benzene)

2. ANTI AIR POLLUTION

2.1 All sea water pumps & associated lines, bilge overboard discharge

lines should be cleaned :

2.2 Closed and lashed all bilge/slop valves (engine room, pump room,

steering gear room) :

2.3 Blinded cargo overboard line

2.4 Any oil stains on deck especially on winch beds :

2.5 Any oil leaks from rudder post stuffing box or stern tube sealing :

2.6 To be performed soot blowing more than 2 times before entering

Yeosu port :

2.7 All cargo tank pressure to be maintained below 500 mmAq. at the

time of arrival Yeosu pilot station.

3. In PUMP ROOM

3.1 Any oil leaks from COP or pipe lines :

3.2 Any oily bilge, oil stain and/or oily waste :

3.3 Any flammable and/or toxic gas

3.4 Tested bilge high level alarm :

3.5 All gauge(Delibery, Suction, RPM) condition of COP, stripping

pump & educator :

A-TQI-3006-01-01-08 [Rev. 0]


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3.6 Emergency stop, high temp. and over-speed trip function of COP :

4. INERT GAS SYSTEM

4.1 Condition of IG fans, motors, alarms and interlock :

4.2 Condition of indicating meters especially main line pressure &

oxygen content :

4.3 Checked water level of P/V breaker :

5. LEVEL GAUGE and LEVEL ALARM

5.1 Function of level gauge (Cargo tanks, ballast tanks, F.O tanks) :

5.2 Function of High and High-high Level Alarm :

6. DECK CARGO LINES & VALVES

6.1 Any leaks from cargo pipes, valves, expension joints and/or etc. :

6.2 All manual cargo valves to be lashed by rope (in case of closed

cond.) :

6.3 Function of hydraulic operated cargo valves :

7. CARGO TANK and BALLAST TANK

7.1 Any remarkable changes of cargo level in cargo tanks :

7.2 Any trace of oil contamination of ballast tank :

7.3 Any cargo tanks more than 8% of oxygen contents :

7.4 Water content in cargo :

8. MOORING LINE and MOORING WINCH

8.1 Checked winch brake holding condition

8.2 Checked condition of mooring lines :

8.3 Any malfunction of mooring winch :

8.4 Condtion of mooring tails and links, if any :

9. DECK MACHINERY and HYDRAULIC UNIT

9.1 Any leaks of hydraulic fluid from deck machinery and/or hyd. Lines :

9.2 Any defect of deck machinery and/or equipment :

10. Please Note for Terminal, If Any :

A-TQI-3006-01-01-08 [Rev. 0]


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Master of ________________________________________

A-TQI-3006-01-01-09 [Rev. 0]

Appendix-9. Toxic Gas Safety Guideline

1 / 3

H2S Gas 1. General

H2S is a very toxic, corrosive, colorless, heavier than air (density 1.189) flammable gas with

distinctive odor of rotten eggs

2. Sources

Many crude oils, Naphtha, Fuel Oil, Bunker fuels, Gas Oils

3. Concentration and Exposure Limits

3.1 Exposure Limits --- 5 ppm over 8 hours (TLV-TWA)

3.2 Short Term Exposure Limit --- 10 ppm (15 min.)

3.3Typical effects of exposure to H2S

H2S Concentration

(ppm�by�vol.�in�air) Physiological Effects

0.1 ~ 0.5 ppm First�detectable�by�smell.

10 ppm May�cause�some�nausea,�minimal�eye�irritation.

25 ppm Eye�and�respiratory�tract�irritation.�Strong�odor.

50 ~ 100 ppm

Sense�of�smell�starts�to�break�down.

Prolonged� exposure� to� concentrations� at� 100� ppm� induces� a� gradual�

increase�in�the�severity�of�these�symptoms�and�death�may�occur�after�4~48�

hours�exposure.

150 ppm Loss�of�sense�of�smell�in�2~5�minutes.�

350 ppm Could�be�fatal�after�30�minutes’� inhalation.

700 ppm

Rapidly�induces�unconsciousness�(few�minutes)�and�death.�Causes�seizures,�

loss� of� control� of� bowel� and� bladder.� Breathing� will� stop� and� death� will�

result�if�not�rescued�promptly.

over 700 ppm Immediately�fatal.

* Concentration�in�liquid�expressed�in�ppm�by�weight

4. Safety Procedure

4.1 Vapor Monitoring

➀ Places� of� monitoring : Adjacent of gauging point, sampling point, leaking point, and

venting point of storing tanks which containing sulfur content.

② Personal� H2S� gas� monitor to be used : when working in enclosed spaces, gauging,

A-TQI-3006-01-01-09 [Rev. 0]


2 / 3

sampling, entering a pump room, connecting & disconnecting loading arms, draining to

open containments if H2S concentrations could exceed the TLV-TWA.

③ Before�work, suitable measure including smell, instrumentation, and detector tubes to be

used for detecting and measuring the concentration of gas in all work locations.

4.2 Use proper PPE

➀ To quickly use EEBD when expected to H2S exceed the TLV-TWA.

② To wear respiratory�equipment when H2S vapor in excess of the TLV-TWA.

4.3 Precautions when loading cargoes containing H2S

➀ Preparing :

- Ensure that all cargo system including VCU is free of leaks and working well.

- Attach a warning tag to places where H2S gas is likely to generate.

- When a cargo safety meeting, notify the danger of H2S gas and caution and make

ship/shore agreement of safety plan including venting procedure.

② When loading :

-�Closed loading procedures�(using�VCU�in�case�of�VOC�cargo) should be used.

- When VCU is not in use, if no wind or it blows towards accommodation, the loading

operation should be stopped .

- All doors and windows of vessel/terminal should be closed to avoid H2S gas.

- Visitors should be briefed the hazards of cargo and emergency procedures and

escorted to/from the safe place.

4.4 When handling cargoes with very high concentrations of H2S

[ This�is�applied�in�case�of�over�100�ppm�of H2S�in�vapor�space ]

① Whenever very high concentrations of H2S are likely to be present, all working personnel

should have a personal�H2S�gas�monitor/alarm�and also EEBD�should be available�(When

alarm activates, wear EEBD and leave the area to an upwind location – refer to OKYC�

Emergency�Plan)

② When H2S is known to be present with following activities, self-contained� breathing�

apparatus should be worn.

- Open gauging and sampling

- When removal blind plate to connect/disconnect hose or loading arm before and

after loading/discharging cargo oil

- Cleaning Filters

- When draining with an open container

- When wiping the spilled oil

Benzene 1. General

A-TQI-3006-01-01-09 [Rev. 0]


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Benzene is aromatic hydrocarbon, and is very toxic, colorless, highly flammable, and easily

vaporizable under heat. Benzene can be mixed with organic compounds like alcohol, ether,

acetone and cannot be melt by water.

2. Sources

Many petroleum cargoes such as gasolines, gasoline blending components, reformates,

naphtha, special boiling point solvents, turpentine, white spirits and crude oil

3. Concentration and Exposure Limits

3.1 Exposure Limits --- 1 ppm over 8 hours (TLV-TWA)

3.2 Short Term Exposure Limit --- 5 ppm (15 min.)

3.3 Unconsciousness and deadly limit --- excess of 1,000 ppm

4. Safety Procedure

4.1 Before Deck Operation such as Gauging and Sampling

Suitable measure including instrumentation, and detector tubes to be used for detecting and

measuring the concentration of gas in all work locations.

4.2 Use PPE

➀ To quickly use EEBD when expected to Benzene vapor exceed the TLV-TWA.

② To wear respiratory�equipment under the following circumstances

* Whenever at risk of Benzene vapor in excess of the TLV-TWA

* When monitoring cannot be carried out

* When closed operations cannot be conducted for any reason

4.3 Precautions when loading cargoes containing Benzene

➀ Preparing :

- Ensure that all cargo system including VCU is free of leaks and working well.

- Attach a warning tag to places where Benzene gas is likely to generate.

- When a cargo safety meeting, notify the danger of Benzene gas and caution and make

ship/shore agreement of safety plan including venting procedure.

② When loading :

-�Closed loading procedures�(using�VCU�in�case�of�VOC�cargo) should be used.

- When VCU is not in use, if no wind or it blows towards accommodation, the loading

operation should be stopped .

- All doors and windows of vessel/terminal should be closed to avoid the gas.

- Visitors should be briefed the hazards of cargo and emergency procedures and

escorted to/from the safe place.

A-TQI-3006-01-01-10 [Rev. 0]

Appendix-10. OKYC Emergency Contact System

Yeosu Maritime Govern. Vessel Yeosu Marine Police

Office : 650-6000

Port Security : 650-6056

Terminal UHF ch.1

VHF ch.16

Mobile phone

24hr. office : 840-2242

Pollution : 651-5050

Y. G. Port Authority Vessel Traffic Service

Office : 797-4300

Yeosu branch : 692-4340

OKYC Terminal

Call sign : Ok Terminal

24hr. office : 666-6811

VHF : Ch.12, 67

Main Control Room :

Yeosu City Hall 688-9119 City Emerg. Reponce

Disaster : 659-4949

Environment : 690-2310

Jetty-1 : 688-9231

Jetty-2 : 688-9232

Jetty-3 : 688-9233

Jetty-4 : 688-9234

Disaster : 680-0800

24hr. office : 680-0900

Emerg. Towing Support Emergency Call KOEM Yeosu

Association : 665-1800

119

654-6431

KNOC Terminal Marine Casualty GS-Caltex Terminal

Operation : 688-8757

MCR : 688-8760 122

Environment : 680-2383

Crude Wharf : 680-2558

OKYC Terminal PFSO Administration Team Leader : 688-9140

* In case of domestic call : Press 061 + Phone No.

* In case of oversea call : Press 82 + 61 + Phone No.

OKYC Terminal Vessel Nomination Procedure

1. The Customer who wants to book vessel cargo operation at OKYC

terminal should provide Q88, DDR(laydays date range) and cargo

operation scheme(i.e. Disch. Or Load) by e-mail

Contact point

- Operation Planning Team

1) E-mail : [email protected] / [email protected]

2) Tel : +82-61-688-9152

3) Fax: +82-61-688-9159

2. After reviewing the information provided, OKYC should inform the

vessel clearance(acceptance) with or without some condition.(i.e.

TSI and VSM)

3. The Customer should provide potential 3DDR at least 7 calendar

days prior to the first date of to be berthed(ETA) and instruction for

loading/unloading operation.

4. After reviewing the pre-booked vessel arrangement, OKYC should

confirm or adjust the best 3DDR with operation details.

5. If the vessel could not tender NOR within the booked 3DDR, it shall

be cancelled automatically.

6. If the Customer wants to revise or re-book 3DDR, OKYC shall put

every effort to fit the Customer’s requirements unless there is no

harm to the other customer’s or the Terminal.

In case of emergency situation like typhoon or any other natural

disaster, OKYC will also try to de best to match the Customer’s

request and unexpected cases shall be mediated and decided by

the business custom and standard

. Vessel Nomination Flowchart

1

Request Vessel Clearance

- Q88

- DDR (Laydays Date Range)

- Cargo Operation Scheme

If possible, below documents to be

requested additionally ;

- 10 voyage port of call- Mooring Diagram to be requested.

2Vessel Confirmation

(Validity 3 month)

Confirmation as follows ;

- Without any Condition- With Condition (TSI and/or VSM)- Reject

3Assessment of

Booking Details

To reviewed and assessed the followings ;

- 3DDR- Cargo Q’ty & Spec.- Operation Details

4 Booking Confirmation- To be review the pre-booked schedule

- Confirm or adjust 3DDR

5 Automatic cancellation - In case the vessel cannot tender NOR

6 Revision or Re-booking

In case Customer want to revise 3DDR

- To review the other pre-Booked schedule- Adjust or re-book 3DDR