Product Operations Manual - 01 Sep 2015

Bridge & Deck ProceduresOn most tankers classed as “crude oil / product tankers”, the fixed tankcleaning equipment is designed to meet the MARPOL, COW criteria whichare far less stringent than that required for cleaning between certaingrades of refined products / chemicals. It may therefore be necessary tocarry out additional spot washing OR Manual cleaning in order to achievethe level of cleanliness required.Tank cleaning requirements will differ from charterer to charterer and maychange for the same charterer, depending on the terms agreed. The tankcleaning and preparations must be discussed and agreed in writingbetween the Master and the Operator keeping Vetting Dept in loop.Some shippers may request the vessel to add a dye to the cargo duringtransit or upon arrival at discharge port. All such requests must be clearedwith the Operator, unless they are specifically mentioned in the voyageorders. When it is mentioned in the voyage orders, then the Operatormust be kept advised about the procedure. Owners will obtain Letter ofIndemnity from Charterers.The dye has to be added in certain ratio to the volume of the cargo in thetank. Charterer / shipper to provide the dye, Material data sheets andmanpower to carry out the dye injection. If the operation is to be carriedout by ship staff, then proper risk assessment and approval from office isrequired.The single golden rule for successful product tanker operations is simplythis:DO NOT LOAD THE PRODUCTS IF THE SHIP IS NOT FIT TO DELIVERTHE PRODUCTS ON SPECIFICATION.15.2 Cargo Transfer GuidelinesThe first consideration of the Master and every Officer must be the safetyof the lives on board and that of the ship, her cargo and the environment.Where a deviation from the company's Instructions or procedures is foundto be necessary the Master will report this to the Company at the firstopportunity.Controlled Revision: 01 Sep 2015PCM Part A – BDP Doc No. 015CARGO TRANSFER PROCEDURE Approval: WBF Page: 2 of 60

Bridge & Deck ProceduresAll Cargo handling operations shall be carried out with regard to theguidance provided in the “International Safety Guide for Oil Tankers andTerminals” (ISGOTT) and “Tanker Safety Guide – Chemical”15.2.1 Responsibility of OperationThe Responsibility for safe cargo operations is shared between the shipand terminal and rests jointly with the master and the responsibleterminal representative. Ship – shore safety checklist shall be duly filledduring safety meeting between key personnel from ship and from terminalto highlight the areas of responsibilities.The Master, or an officer appointed by him, is responsible for the safety ofthe vessel and all cargo operations. The responsible officer should bepresent at all times and satisfied that all equipment under his care is ingood working condition.In port, the Master should ensure that there is proper liaison between theresponsible officer (Chief Officer) on the ship and his counterpart at theshore installation.The Chief Officer should establish the program for all cargo operations andthe procedures to be adopted in the event of an emergency. Details ofemergency contact names, positions, telephone numbers etc. should bedistributed before cargo operations begin. Any special safety requirementsof the shore installation should be brought to the attention of all on board.15.2.2 Personnel ProtectionProtection of crew engaged in loading, discharging and carriage ofchemicals require greater degree of protection than that on Oil tankers. Inaddition to the requirements of oil tanker following safety equipments willbe made available on board: • Decontamination showers and eye wash operable in all ambient conditions located in convenient location on deck. • Extra sets of self contained breathing apparatus including spare bottles.Controlled Revision: 01 Sep 2015PCM Part A – BDP Doc No. 015CARGO TRANSFER PROCEDURE Approval: WBF Page: 3 of 60

Bridge & Deck Procedures• Full body Chemical resistance suits.• Chemical resistance gloves and boots.• Chemical resistance safety visors / goggles.• Respiratory protective equipment.• Complete sets of safety equipment consisting of o One self-contained air-breathing apparatus o Protective clothing, boots, gloves and tight-fitting goggles o Fireproof lifeline with belt resistant to the cargoes carried and o Explosion-proof lampUse of filter type face masks are strictly prohibited in confinedspaces.15.2.3 Cargo InformationMaterial Safety Data Sheets (MSDS) shall be requested by the Masterprior loading to ensure that all required precautions are taken on board.Master should have at least the following information of the cargo loaded. • A full description of the physical and chemical properties, including reactivity, necessary for the safe containment of the cargo. • Compatibility with other materials. • Action to be taken in the event of spills or leaks. • Countermeasures against accidental personal contact. • Fire fighting procedures and fire extinguishing media. • Procedures for cargo transfer, tank cleaning, gas freeing and ballasting.Controlled Revision: 01 Sep 2015PCM Part A – BDP Doc No. 015CARGO TRANSFER PROCEDURE Approval: WBF Page: 4 of 60

Bridge & Deck Procedures • Whether the chemical is stabilized. • Any other information considered vital for the safe carriage of cargo and operationCorrect technical name of the cargo shall be checked and only cargoeslisted in certificate of fitness shall be loaded. If Inhibitor is added to thecargo, Inhibited cargo certificate shall be supplied. Example of inhibitedcertificate is given in Appendix N of Tanker Safety Guide (chemicals).15.3 ChecklistsOperations checklists fully embrace the Company's Instructions,Procedures and Documentation for the safe technical operation of thevessel, the safety of the crew, the cargo and the environment. Thesechecklists are to be used when required, and whenever completed, a logentry is to be made which must include the checklist number, descriptionand completing officer’s signature.15.4 Cargo Planning, Stowage and HandlingBefore and during all operations involving the cargo, ballast and bunkeringsystems, the Master must ensure that the precautions required by theseoperating instructions and relevant checklists are fully observed. Eachvessel, which is certified for the carriage of Oil / Chemical in bulk, isprovided with a class approved loading manual / Procedure andArrangement manual, crude oil washing manual, inert gas plant manualand stability booklet. The purpose of this Manual is to identify thearrangements and equipment to enable compliance with Annex I / AnnexII of MARPOL 73/78 and to identify for the ship’s officers all operationalprocedures with respect to cargo handling, tank cleaning, slops handling,residue discharging, ballasting and de-ballasting, which must be strictlyfollowed.When planning the stowage of the nominated cargo the following are to betaken into consideration: • The whole operations (e.g. Berthing, Shifting, Ballasting, Cargo ops etc) is planned and carried out safelyControlled Revision: 01 Sep 2015PCM Part A – BDP Doc No. 015CARGO TRANSFER PROCEDURE Approval: WBF Page: 5 of 60

Bridge & Deck Procedures• Quantities and grades of the cargo to be loaded and suitability of the vessel to load the intended grade• Cargo compatibility and segregation requirements• Cargo tanks atmosphere and cleanliness requirements• Vapour emission control (vapour return) requirements during the loading and/or discharge operations• Loading and discharge ports• Trim, stress and stability during the intended voyage• Any draught restrictions in ports and throughout the passage• Expansion allowance for intended cargo• Any additional cargo care which may be required during the voyage• Cargo properties and Heating requirements.• Specific gravity, limitation imposed on tank top and number of slack tanks permitted including the level of loading.• Where it is necessary to load the ship to capacity to comply with voyage orders, care must be taken to load only the maximum quantity that the tanks can safely contain. In general 98% capacity, at the maximum anticipated temperature, is to be used as the maximum volume to be loaded into any tank.• Vessel’s Natural segregation, manifold arrangement, and lining up of cross over valves for required segregation.• Applicable load line zones, dock water allowance, bunker consumption and weather for the intended voyage• Any limitations or restrictions for cargo operations as specified in loading manual, P & A manual, stability booklet, and the vessels class approved loading instrument.• Any special requirement for the safe carriage of cargoControlled Revision: 01 Sep 2015PCM Part A – BDP Doc No. 015CARGO TRANSFER PROCEDURE Approval: WBF Page: 6 of 60

Bridge & Deck ProceduresTo assist with cargo planning the company have developed a planningform which may be amended to suit. The following information to beincluded as necessary: • Grade and quantities of cargoes to be handled • The quantity of cargo allocated to each tank (e.g. ullages) • Sequence in which cargo is to be handled • The initial & final tanks to be used • Initial & maximum cargo handling rates & pressures • The pipeline system & pumps to be used with each grade • Any COW, stripping or draining • Topping off procedures • Ballast and bunkering operations15.5 Voyage OrdersCargoes are nominated on the basis of the ship’s recorded characteristicsand there should be no difficulty under normal circumstances in arrangingstowage. However, should a situation arise where nominated quantitiescannot be stowed safely the Company, and if appropriate the vesselsCharterers must be informed immediately. Intended cargo shall beallowed to load and should be endorsed on Certificate of Fitness.The fixture advice sent to the vessel will normally include “a minimumCharter Party quantity”. This figure is a contractual quantity. It is not aninstruction to load that quantity. It is imperative that if a ‘maximum’ cargoquantity is advised to the vessel then this figure must not be exceeded.Conversely if a “minimum” cargo quantity is advised to the vessel then atleast that quantity must be loaded. Cargo quantities are often nominated+/-% and the maximum possible is to be lifted to maximise freight.The quantity to be loaded must be strictly in accordance with the latestinstructions received from the Company or the vessels’ Charterers. Shouldthe Master consider he has not been given sufficient information he is toControlled Revision: 01 Sep 2015PCM Part A – BDP Doc No. 015CARGO TRANSFER PROCEDURE Approval: WBF Page: 7 of 60

Bridge & Deck Proceduresrequest additional information from the Company or the vessels’Charterers immediately. The Master must ensure that his Chief Officer iskept fully informed of any changes. Similarly the Chief Officer must ensurethat the Master is kept fully aware of any changes in quantities which areadvised via the terminal personnel. Changes in cargo quantities receivedvia the terminal or where the terminal nomination does not agree with theloading orders in quantities and/or grades must be confirmed with theCompany and the vessels Charterers without delay.15.6 Exchange of Information between Ship and TerminalThe Master is to consult the Guide to Port Entry and the local Agent priorto arrival, for the current port details.Communication between ship and shore is vital for the safe operations andflow of information from both is essential. There are various stages ofinformation flow as follow: • Pre – Arrival exchange information • Pre – Berthing exchange information • Pre – Transfer exchange information • Agreed operations plan • Any RepairsInformation required in each of the above are documented in ISGOTTchapter 22 and Tanker Safety Guide (Chemicals) chapter 5. Companyform OPRS 1, 35 and 44, checklist OPRS 29 and 30 shall be used to collectall the required information.Master shall ensure that the special requirements for certain chemicals aregathered from the port in cargo planning stage. It must at least includethe following:Terminal / Port regulations on mandatory pre washing of cargo – tanksalongsideControlled Revision: 01 Sep 2015PCM Part A – BDP Doc No. 015CARGO TRANSFER PROCEDURE Approval: WBF Page: 8 of 60

Bridge & Deck ProceduresDetails of reception facilities available to receive slops and tank washingsof chemicals including quantity and quality.In addition to Pre wash, whether alongside tank cleaning / ventilation areallowed.15.7 Density of Water at BerthOn arrival at any terminal, the density of the seawater shall be confirmeddue to possible effects on draft / loadable quantity. In areas where it isknown that the density may differ from 1.025, actual density is to bechecked by hydrometer.15.8 Tank CleaningIt is imperative that proper tank-cleaning procedures are strictly followedfor carrying out a change of grade whenever required, to prevent anycontamination whatsoever.The tank-cleaning guide should be referred to in consultation with theCharterer’s guidelines. In any case prior carrying out any tank cleaning,the method should be discussed and confirmed with the Operator.The Charterer’s instructions should always be followed as a minimumguideline for tank cleaning procedures in consultation with SeaTeam.Masters should note that the onus for determining the method of cleaningtanks and ensuring the quality of cargo whilst carriage inside ship's tankslies with the vessel and its owners and not with charterers.Often charterers have compromised cleaning standards to avoidgeneration of slops. Though always endeavoring to maintain goodrelationship with charterers, Masters should always protect the owner’sinterest in such a situation where contamination claims can rise tosubstantial amounts.Controlled Revision: 01 Sep 2015PCM Part A – BDP Doc No. 015CARGO TRANSFER PROCEDURE Approval: WBF Page: 9 of 60

Bridge & Deck ProceduresMasters should also use their own judgment and experience indetermining the method of tank cleaning that would be requiredconsidering following factors: • The age of the vessel • The condition of coating • The sensitivity of the cargo and its destination. • The usual ROB after discharging and the possibility of contamination of next grade if tank cleaning is not planned.Tank cleaning plan shall be prepared and risk assessed prior operation.Suitability of washing media and temperature should be clearly checked.Tank cleaning is normally carried out with sea water and immediately withfresh water unless required by the charterer. Fresh water is primarily usedto flush the lines, pumps and machines. Tanks and pipelines improperlycleaned after some cargoes may have detrimental effect on followingcargoes. Extent of cleaning will be as per BP tank cleaning matrix, TankCleaning Guide by Dr. A. Verwey or to the charterer’s requirements.Since the tank cleaning for Chemical cargoes involves complex cleaningmethods, Vessel, when planning tank cleaning using chemicals, solvent,washing agents, or manual cleaning including spraying and tank entry, orventilating for the purpose of tank cleaning shall: • Carry out a risk assessment • Prepare a Tank cleaning plan • Obtain company concurrence on adequacy of controlsIn any event risk assessment and a tank cleaning plan shall be made priorany tank cleaning / ventilation operation.Normally tanks to be loaded are pre-inspected for cleanliness by anindependent surveyor. This can vary from a superficial visual inspectionfrom the deck, to a very detailed inspection inside the cargo tank in whichbulkheads are wall-washed and thoroughly checkedControlled Revision: 01 Sep 2015PCM Part A – BDP Doc No. 015CARGO TRANSFER PROCEDURE Approval: WBF Page: 10 of 60

Bridge & Deck ProceduresMan entry may be required to mop dry (manual drying of tank) or treatingof bulkheads and tank tops with certain chemicals after tank cleaningoperations. Tank atmosphere shall be made suitable for tank entry prior tosuch operations by purging / gas freeing of the tank. Tank atmosphere tobe inerted after man entry operation has been completed unless tankentry is necessary for tank survey at loading port subjected to terminalpermission.Cargo tanks shall remain positively isolated from other cargo tanks, whichare not required to be gas freed.15.8.1 Tank Cleaning GuidelinesIn order to ensure an “effective” tank cleaning operation, the followingpoints should be taken into consideration: • During the washing cycle, the tank bottom should always be kept dry with minimum oil-water accumulation. o This is essential in getting rid of oily residues. o If water is noticed to be accumulating, then the washing should be suspended temporarily to strip the tank dry and then resumed again. • Ensure all lines and pumps to be used are well flushed, well stripped and devoid of all previous residues. Tank cleaning lines should also be flushed / drained to remove any salt water contained in them. • Manifold drains to tanks must be cleaned to remove traces of previous cargo. • It may be necessary to steel wool scrub tank heating coils after carriage of certain cargoes. • Shadow areas may require extra attention, including areas inside ullaging hatches – any sediment that accumulates here during cold weather may liquefy during warmer weather and result in contamination of cargo being carried at the time. • Only approved cleaning agents should be used for tank cleaning. The use of an improper cleaning agent may resultControlled Revision: 01 Sep 2015PCM Part A – BDP Doc No. 015CARGO TRANSFER PROCEDURE Approval: WBF Page: 11 of 60

Bridge & Deck Procedures in damage to tank coating. Certain lead-based cleaning agents may even lead to cargo contamination. • After completion of line flushing and stripping, the cargo lines shall be drained and knocked to confirm their emptiness. Plugs should be removed at the pump casings/ strainers and manifold blanks and valves opened to ensure the same. • Certain cargoes such as Aviation Turbine Fuel require the tanks to be rinsed with Fresh Water and mopped after tank cleaning with seawater. This is normally done by carrying out man-entry following all safety procedures and then rinsing the tank bottom with a hose. • During tank preparation it is also necessary to take suitable precautions during the mopping phase as well. For example, mops used for mopping ATF nominated tanks among others, should not leave behind excessive fibers. • Some Charterers might provide the vessel with sufficient quantity of Fresh Water to charge the slop tank that can be used for two or three tank cleaning operations and then recharged again. • During tank cleaning operations, it must be regularly checked that the tank cleaning machines are working properly. • After the cleaning has been completed, the Chief Officer should verify tank fitness. • Information provided to the tank fitness inspector before loading must be factual and accurate. For example, tanks machine-washed for 2 hours each, gas freed, fresh water rinsed, mopped dry, lines, filters and pumps cleaned, ventilated and dried etc.15.8.2 ReferencesFor ANNEX II Cargo • Tank Cleaning Guide by Dr A. VerweyFor Clean Petroleum Products • Tank Cleaning Guide for Clean Cargoes – Guide to Acceptable Pipeline Admixture App1 P1Controlled Revision: 01 Sep 2015PCM Part A – BDP Doc No. 015CARGO TRANSFER PROCEDURE Approval: WBF Page: 12 of 60

Bridge & Deck Procedures • Tank Cleaning Guide for Clean Cargoes – Coated Tanks App1 P2 • Tank Cleaning Guide issued to Shell International Marine Time Chartered Ships – Guide to acceptable pipeline admixture App2 P1 • Tank Cleaning Guide issued to Shell International Marine Time Chartered Ships – Coated Tanks App2 P2The following is an explanation of symbols used in the Tank CleaningGuide for clean cargoes App1 P2:The letters are used to indicate the minimum cleaning required:A No cleaning required - pump tank compartments dry and strip / drain pipelines and pumps of previous cargo. It is particularly important that tanks are pumped dry and pipelines / pumps stripped of previous cargo when the Tank Cleaning Guide Table contained in this section contains a number indicating the need for specific protection. Failure to do so may adversely affect the cargo specification properties referenced via the number in the Tank Cleaning Guide Tables (e.g. when changing from leaded to unleaded gasoline.B Machine wash tank compartments with sea water and utilise each fixed machine until the tank is clean. Drain the tank compartments, pipelines and pumps free of water.B+ In addition to \"B\" above, vessels fitted with inert gas shall arrive at the load port inerted with oxygen below 8% and hydrocarbons purged to 0%.C Machine wash tank compartment with sea water and utilise each fixed machine until the tank is clean. Gas-free, remove scale / sediment water and drain the tank compartments, pipelines and pumps free of water and educt or mop dry.Note: All aviation products require fresh water rinse for tanks thathave been washed.Controlled Revision: 01 Sep 2015PCM Part A – BDP Doc No. 015CARGO TRANSFER PROCEDURE Approval: WBF Page: 13 of 60

Bridge & Deck ProceduresD Detergents are required for tank cleaning. Specific instructions will be issued. For loading aviation products, tanks must never be cleaned with detergents, due to problems caused by surfactant contamination.E Product under “Cargo to be loaded” must not be loaded if the previous cargo was as indicated.The number used indicates the cargo specification requiring protection:1 Flashpoint 6 Sulphur free Requirement2 Colour 7 Lead-free requirement – on uncoated vessels, interim cargoes might be required3 Octane value 8 Initial boiling point4 Gum residue 9 MSEP Water Index Separometer Modified (WISM)5 Distillation end point 10 ConductivityThe notes used indicated the following additional requirements /restrictions:Note 1: All tanks that have been washed for the carriage of aviation products must, in addition, be gas freed, rinsed with fresh water and mopped dry.Note 2: When necessary, cleaning instructions will be requested from Operator.Note 3: All tanks must be mopped dry. Refer to Lub Oil Section.Note 4: An intermediate white oil cargo (full compartment) is necessary.Note 5: Two intermediate white oil cargoes (full compartments) and cleaning and special inspections. Office concurrence is also required.Note 6: When necessary, special cleaning instructions will be issued.In addition to the preceding tank cleaning requirements, before arrival atthe first load port, all pipelines and valves should be tested to ensureintegrity of the cargo system.Controlled Revision: 01 Sep 2015PCM Part A – BDP Doc No. 015CARGO TRANSFER PROCEDURE Approval: WBF Page: 14 of 60

Bridge & Deck ProceduresThe second example is a tank cleaning guide issued to ShellInternational Marine Time Chartered Ships. Refer to App2 P2.The red shaded line refers to lube oil cargoes in the grade to be loadedand special notes columns. Lube oils may not be loaded into tanks thatpreviously contained fuel oil, bitumen feedstock, platformate, condensate,crude oils or feedstock.In all other cases, the tanks pumps and lines are to be hot washed,flushed with gas oil and well drained.Controlled Revision: 01 Sep 2015PCM Part A – BDP Doc No. 015CARGO TRANSFER PROCEDURE Approval: WBF Page: 15 of 60

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Bridge & Deck Procedures15.9 Hazards and PrecautionsHazards associated with the Oil / chemical cargoes are described inISGOTT Chapter 1 and Tanker Safety Guide (Chemicals) chapter 1 andany other special precautions that may be required by the certainchemicals shall be discussed with officers and crew.15.9.1 Static ElectricityStatic electricity may be generated due to various reasons as defined inISGOTT chapter 3 and appendix D of tanker safety guide (chemicals).Retained electrically charged atmosphere (Static charge) inside the tankmay be discharged if an electrical resistance of an insulating materialsuddenly breaks down, resulting in an intense local heating (e.g. spark)sufficient to ignite the flammable tank atmosphere explosively, which isnot inerted.Problems from static electricity are most likely to arise when loadingcargoes known as static accumulators, often highly refined petroleumproducts / chemicals. Presence of water in most static accumulatorspresents an increased opportunity for static generation. It is thereforeimportant, quite apart from cargo quality requirements, to make sure thatlines which have been flushed with water have been thoroughly drainedand that the bottom of the tank is dry before starting to load a staticaccumulator cargo.Measures to prevent Static electricity discharge are detailed in ISGOTTSection 3.2 and Tanker Safety Guide (Chemicals), which shall be followedwhile carrying oil / chemicals or washing tanks in a non – inertatmosphere.Risk of static discharge must be prevented while loading cargo in non –inert atmosphere and restrictions on loading rate are necessary to preventelectrostatic hazards and must be strictly followed.Controlled Revision: 01 Sep 2015PCM Part A – BDP Doc No. 015CARGO TRANSFER PROCEDURE Approval: WBF Page: 18 of 60

Bridge & Deck Procedures15.9.2 Static Accumulator Products in Non Inert ConditionWhile handling Static Accumulator oils in non inert conditions or handlingother substances, which may require similar precautions, following shouldbe considered:At the initial stage of the loading operation, The initial loading rate of theliquid in the pipeline should not exceed a linear velocity of 1 meter persecond (m/s), which corresponds to the following loading rates:Pipeline diameter Loading rate200 mm 115 cubic meters per hour150 mm 65 cubic meters per hour100mm 30 cubic meters per hourThe Above restrictions shall be followed until: • The bottom structure and filling pipe has been submerged to twice the filling pipe diameter in order that all splashing and surface turbulence has been ceased and • Any water collected in the pipe line has been cleared. Such rate shall continue until the twice the volume of the pipeline have been loaded or 30 minutes have elapsed.Such restrictions shall continue to follow until the clean product is beingreceived in the pipe line.Thereafter, loading may be increased to a maximum pipeline speed of 7m/s. Experience indicates that hazardous potentials in respect of staticelectricity do not occur if the velocity is below 7 m/s.No ullaging, dipping and sampling shall be conducted until 30 minuteshave passed since the completion of loading provided the equipment iseffectively bonded and securely earthed and must remain earthed untilthe removal.15.9.3 Precautions during Tank CleaningTank cleaning of tanks in non – inert condition requires precautionsagainst Static Electricity and following shall be followed:Controlled Revision: 01 Sep 2015PCM Part A – BDP Doc No. 015CARGO TRANSFER PROCEDURE Approval: WBF Page: 19 of 60

Bridge & Deck ProceduresWhen tank washing is in progress: - • Do not introduce metal objects into the tank, unless it is an earthed washing machine. • Keep tank openings closed as much as possible. • Do not disconnect tank cleaning hoses from their hydrants (or connections) until they have been removed from the tank. This ensures that they remain earthed until they are clear of the dangerous atmosphere. • For any reason, if the stripping of the tank is not conducted in accordance with the ship’s P & A manual or ROB is more in the tank than tank bottom, pipes, valves, and pumps shall be flushed with water and stripped to slop tank before the scheduled tank cleaning. • All hose connections of portable washing machines should be made up before the washing machine is introduced into the tank. • Connections should not be broken until after the machine has been removed from the tank. • Ropes made of synthetic fibers should not be used to support the tank cleaning machines. • No machine may have a throughput greater than 60m3 per hour, and no nozzle may have a throughput greater than 17.5m3 per hour. • The total water throughput per cargo tank should be kept as low as practicable and must in no case exceed 110m3 per hour. • The tank should be kept drained during washing. Washing should be stopped to clear any build-up of wash water. • Re-circulated wash water should not be used, because it may increase the generation of static electricity. • Sounding rods and other equipment must be introduced through a sounding pipe reaching close to the bottom of the tank and earthed to it. If a sounding pipe is not used then the additional precautions in paragraph 15.8.4 below should be followed.Controlled Revision: 01 Sep 2015PCM Part A – BDP Doc No. 015CARGO TRANSFER PROCEDURE Approval: WBF Page: 20 of 60

Bridge & Deck Procedures • No other material that may create a spark or static electricity should be lowered into the tank. • Steam should not be injected into the tank.15.9.4 Precautions for sounding tanks when not using a sounding pipeFollowing guidelines are taken from Tanker Safety Guide (Chemicals)If a sounding pipe is not used, it is essential that any metallic componentsof the sounding rod or other equipment are bonded and securely eartheduntil removal from the tank. This precaution should be observed duringwashing and for five hours afterwards, unless the tank is continuouslymechanically ventilated after washing, in which case the delay period canbe reduced to one hour.During the delay period: • An interface detector of metallic construction may be used if earthed to the ship by means of a clamp or bolted metal lug. • A metal rod may be used on the end of a metal tape which is earthed to the ship. • A metal sounding rod suspended on a natural fibre rope should not be used even if the end at deck level is fastened to the ship, because the rope cannot be completely relied upon to act as an earthing path. • Equipment made entirely of non-metallic materials may in general be used: e.g. a wooden sounding rod or float may be suspended on a rope without earthing. • Neither ropes made of synthetic polymers nor chains should be used for lowering equipment into cargo tanks.The following methods should not be used for tank cleaning: • Special operation involving spraying of Methanol / Low flash products except for wall wash test unless the permission has been obtained from the company. • Chlorinated Solvent SprayingControlled Revision: 01 Sep 2015PCM Part A – BDP Doc No. 015CARGO TRANSFER PROCEDURE Approval: WBF Page: 21 of 60

Bridge & Deck Procedures • Spraying of Toluene or other Static Accumulator Solvents • Toluene and other Low Flash Point Product Steaming in non inert condition • Use of Metal Brightener in Zinc Coated Tanks • Use of Sulphuric Acid for Tank Cleaning except where it is used only to assist in cleaning the lines provided such solution does not enter the tank through lines or pumps • Mixing of Water with Chlorinated Solvent for Cleaning • Use of De-ionized water to reduce chloride level in the tank in selected areas instead of whole tank. Use of tank cleaning machine or the high pressure pump shall be considered for cleaning whole tank. • Bleach should not be used in zinc or epoxy coated tanks without prior approval from the company. Heated bleach solutions are never to be used due to their destructive effects on stainless steel parts in the cargo tanks.15.9.5 Gas HazardOxygen (Deficiency)Normal atmosphere contains 21% oxygen by volume. As the amount ofavailable oxygen decreases below the normal 21% by volume, breathingtends to become faster and deeper. Most people would fail to recognizethe danger until they are too weak to be able to escape without help. Thisis especially so when escape involves the exertion of climbing.The oxygen content of the atmosphere in enclosed spaces may be low forseveral reasons. The most obvious one is if the space is in an inertcondition, and the oxygen has been displaced by the inert gas. Oxygenmay also be removed from an atmosphere by chemical reactions, such asrusting or the hardening of paints or coatings. The process ofbacteriological degradation also consumes oxygen. It must be expectedthat any space, which has been closed for any significant period, may bedeficient in oxygen – especially if uncoated. Any space adjacent to orotherwise connected with a space that has been pressurised with inert gasmay also be deficient in oxygen.Controlled Revision: 01 Sep 2015PCM Part A – BDP Doc No. 015CARGO TRANSFER PROCEDURE Approval: WBF Page: 22 of 60

Bridge & Deck ProceduresWhile individuals vary in susceptibility, all will suffer impairment if theoxygen level falls to 16% by volume. Exposure to an atmospherecontaining less than 10% oxygen content by volume inevitably causesunconsciousness. The rapidity of onset of unconsciousness increases asthe availability of oxygen diminishes, and death will result unless thevictim is removed to the open air and resuscitated.An atmosphere containing less than 5% oxygen by volume causesimmediate unconsciousness with no warning other than a gasp for air. Ifresuscitation is delayed for more than a few minutes, irreversible damageis done to the brain, even if life is subsequently saved.Visual and audible alarm settings on personal oxygen meters are typicallyset for 19.5 percent oxygen. If the alarm is activated, all personnel shouldvacate the space immediately, using EEBD’s as required.Hydrocarbon (Petroleum) GasComparatively small quantities of petroleum gas, when inhaled, can causesymptoms of diminished responsibility and dizziness similar tointoxication, with headache and irritation of the eyes. The inhalation of anexcessive quantity can be fatal.These symptoms can occur at concentrations well below the LowerFlammable Limit. However, petroleum gases vary in their physiologicaleffects and human tolerance to these effects also varies widely. It shouldnot be assumed that, because conditions can be tolerated, the gasconcentration is within safe limits.The smell of petroleum gas mixtures is very variable and in some casesthe gases may dull the sense of smell. The impairment of smell isespecially likely, and particularly serious, if the mixture contains hydrogensulphite.For this reason, prior entry into any space where there is a possibility ofhydrocarbon gas being present, the atmosphere of the space must betested, using a properly calibrated explosimeter. Entry shall not bepermitted if a reading of more than 1% of LEL scale is obtained.Toxic GasesThe toxicity of petroleum gases can vary widely depending on the majorhydrocarbon constituents of the gases.Several indicators are used to characterise the effects of toxic vapours invarious concentrations.Controlled Revision: 01 Sep 2015PCM Part A – BDP Doc No. 015CARGO TRANSFER PROCEDURE Approval: WBF Page: 23 of 60

Bridge & Deck ProceduresThreshold Limit Value (TLV) – airborne concentrations of substances underwhich it is believed that nearly all workers may be exposed day after daywith no adverse effect. There are three different types of TLV: • Time Weighted Average (TLV-TWA) – The airborne concentration of a toxic substance averaged over an 8 hour period, usually expressed in parts per million (ppm). • Short Term Exposure Limit (TLV-STEL) – The airborne concentration of a toxic substance averaged over any 15 minute period, usually expressed in parts per million (ppm). • Ceiling (TLV-C) – The concentration that should not be exceeded during any part of the working exposure.In spite of the fact that serious health effects are not likely as a result ofexposure to TLV concentrations, the values are only guidelines. Bestpractice is to maintain concentrations of all atmospheric contaminants aslow as reasonably practicable (ALARP).Hydrogen Sulphide (H2S)Refer HSM Part A – SPP Doc No. 6.5BenzeneBenzene is considerably more toxic than generalised hydrocarbon vapoursand typically has a TLV-TWA of 1 ppm over a period of eight hours.Benzene primarily presents an inhalation hazard. It has poor warningqualities as its odour threshold is well above the TLV-TWA. An exposure tothis chemical also presents a long-term chronic health hazards. Benzenecan also be absorbed thorough the skin and is toxic if ingested.These chemicals are present in significant quantities in many petroleumcargoes such as gasolines, gasoline blending components, reformats,naphthas, special boiling point solvents, turpentine substitute, whitespirits and crude oil.Controlled Revision: 01 Sep 2015PCM Part A – BDP Doc No. 015CARGO TRANSFER PROCEDURE Approval: WBF Page: 24 of 60

Bridge & Deck ProceduresMercaptansMercaptans are colourless, odorous gases generated naturally by thedegradation of natural organisms. Their smell has been likened to rottingcabbage.Mercaptans may occur on ships where seawater has remained beneath anoil cargo or where oil residues are left in tanks that contain water. Theyare also found in water treatment plants and ballast treatment facilities.Mercaptans are also present in the vapours of pentane plus cargoes and insome crude oils. They are also used as an odorising agent in natural gas.The initial effects of mercaptans on people are similar to those caused byH2S exposure.Nitrogen OxidesFresh flue gases typically contain about 200 ppm by volume of mixednitrogen oxides.The majority is nitric oxide (NO), which is not removed by waterscrubbing. Nitric oxide reacts slowly with oxygen, forming nitrogen dioxide(NO2).As the gas stands in tanks, the total concentration of nitrogen oxide fallsover a period of 1-2 days to a level of 10-20 ppm as the more solublenitrogen dioxide goes into solution in free water, or by condensation togive nitrous and nitric acids.Nitric oxide is a colourless gas with little smell at its TLV-TWA of 25 ppm.Nitrogen dioxide is more toxic with a TLV-TWA of 3 ppm.Sulphur DioxideFlue gas produced by the combustion of a fuel oil that has high sulphurcontent typically contains about 2000 ppm of sulphur dioxide (SO2).Inert gas systems water scrubbers remove this gas with an efficiency thatdepends upon the design and operation of the scrubber, giving inert gaswith a sulphur dioxide content of typically between 2 and 50 ppm.Sulphur dioxide causes irritation of the eyes, nose and throat and mayalso cause breathing difficulties in sensitive people. It has a distinctivesmell at its TLV-TWA of 2 ppm.Controlled Revision: 01 Sep 2015PCM Part A – BDP Doc No. 015CARGO TRANSFER PROCEDURE Approval: WBF Page: 25 of 60

Bridge & Deck ProceduresCarbon MonoxideCarbon Monoxide (CO) is normally present in flue gas at a level of only afew parts per million. Abnormal combustion conditions and slow runningcan however give rise to levels in excess of 200 ppm.Carbon Monoxide is also a by product of heating / rotting of Vegetable Oil.Carbon Monoxide is an odourless gas with a TLV0-TWA of 25 ppm.It is insidious in its attack, which is to restrict oxygen uptake by the blood,causing a chemically induced form of asphyxiation.15.10 Pre Transfer ChecksPrior to any oil or hazardous material transfer operation a survey of thevessel and her cargo systems is to be carried out. The survey mustinclude the examination and testing of all items listed in the relevantsections of the ISGOTT and Tanker Safety Guide (Chemicals), and asapplicable to the vessel.In USA waters for a pre-arrival “Vital Systems Survey” is required by 33CFR 157.435 where BDC Checklist 014 should be completed indicating ifall items applicable to this vessel were found in order.The Chief Officer is to check personally to ensure that: • All valves on the cargo system, including the pumproom, are correctly set for the intended operation (note that this check must be done in conjunction with another officer to avoid the possibility of man errors). • All valves on the tank’s vent system are correctly set. • The ICS/OCIMF Ship/Shore safety checklist is to be completed and all required equipment correctly set. • Prior to commencement of loading SeaTeam Form No. OPRS 030 checklist is to be completed. • A pre-loading / discharge meeting with the terminal is to be held to discuss start-up, loading and topping off rates, communications, shut-down procedures and any relevant local rules.Controlled Revision: 01 Sep 2015PCM Part A – BDP Doc No. 015CARGO TRANSFER PROCEDURE Approval: WBF Page: 26 of 60

Bridge & Deck Procedures15.11 Commencement of CargoCommencement of cargo operations are considered to be high risk andsufficient officers and crew must be on station to ensure the following:All manifolds are fitted with accurate pressure gauges that are in goodcondition;Pollution clean-up materials are accessible;Air driven pumps are stationed at the aft end of the main deck scuppers incase of spillage;Compressed air is supplied to the deck.Appropriate portable gas detection equipment is properly calibrated and inuse. All fixed gas detection or gas monitoring systems are properlycalibrated and operational.Line up of valves / pumps and lines to be checked by the Chief Officer andDuty Officer to remove the risk of a one man errorAll manifolds not in use to be securely boltedAll scuppers to be pluggedFire fighting equipment to be rigged and ready for immediate usePollution response equipment rigged and ready for immediate deploymentEmergency shut stops and de contamination shower ready for immediateuseHigh level and Overfill alarm tested to prior operation and switched on.Care shall be taken not to activate the over fill alarm while filling tanks to98%. Space available between filling limit and over fill alarm set point willdetect any inadvertent ingress of cargo.At commencement and throughout cargo operations all tanks and ullageports are to be kept closed. Vapour locks are to be used for ullaging,dipping, sampling and atmosphere testing operations. Sufficient positivepressure maintained in the tank unless otherwise required by the natureof cargo e.g. Veg oil etc.Controlled Revision: 01 Sep 2015PCM Part A – BDP Doc No. 015CARGO TRANSFER PROCEDURE Approval: WBF Page: 27 of 60

Bridge & Deck ProceduresThroughout all cargo and tank wash operations accommodation doors andvents are to be kept closed and ships air condition system is to beoperated in recirculation mode to avoid cargo vapours from entering.A watchman, equipped with a UHF set, must be stationed at the manifoldarea throughout loading operations. The gangway watchman may fulfilthis function.The watchman must be aware of emergency shut-down proceduresThe Officer of the Watch is to be on deck or in the Cargo Control Room atall times.15.12 Loading / Discharge OperationsAdequate notice should be given to Engine room to prepare cargo / ballasttransfer pump plant. Cargo transfer pump plant shall be used inaccordance with the manufacturer’s guidelines. Once the above conditionsare complied with loading / discharging operations may be commenced.Loading / discharge is to be commenced slowly (minimum rate), and aclose watch kept on all manifold connections, over side, pump-room, andpipe-work for leaks, particularly those in use. Any leakage that occursmust be rectified immediately.The tanks being loaded / discharged must be checked to ensure thatcargo is flowing to / from the correct tanks.All tanks not being loaded / discharged in the initial phase must bechecked to ensure there is no leakage into them. If all is found to becorrect and confirmed by the shore facility, then loading/ discharging maybe increasedOnce all is confirmed in order rate may be increased in agreement withthe terminal and cargo plan.After increase of rates system integrity on deck and in pump-room is to beverified by visual inspection. These checks shall be repeated at regularintervals.Controlled Revision: 01 Sep 2015PCM Part A – BDP Doc No. 015CARGO TRANSFER PROCEDURE Approval: WBF Page: 28 of 60

Bridge & Deck ProceduresThe ship’s moorings are to be closely monitored and adjusted to ensurethat they are neither too tight, nor too slack.The ullages in all tanks are to be recorded hourly and the loading ratecalculated and logged in the Cargo Log Book. Unplanned deviations in theloading rate must be investigated immediately.Remote and local ullages of tanks are to be compared at different levelsand recorded to ascertain the accuracy of the system.Comparison readings should be taken at regular intervals between fixedand portable gauging systems in order to ascertain any discrepanciesbetween the systems. Portable gauging systems must in any event beused for “topping off” operations.Where online gauging of tank contents is not fitted the loading computermust be regularly updated in order that stresses, trim and draft can bemonitored throughout the loading period.Comparisons of real and calculated draft and trim can then be proactivelymonitored to give warning of a deviation from the original plan.Special precautions may be required for personnel attending to manualullages because of nature of cargo. Guidelines contained in IBC Code andTanker Safety Guide (Chemicals) shall be complied with at all times.15.13 SamplingClosed SamplingAt no times an open sampling is permitted, except circumstances where itis considered essential to obtain clean samples for quality purposes.During topping-off, tanks shall be physically checked using portable closedgauging equipment on a continuous basis until the tank has been topped-off.Final cargo tank ullages are to be taken using the portable closed gaugingequipment for which calibration certificates are to be held on board.Controlled Revision: 01 Sep 2015PCM Part A – BDP Doc No. 015CARGO TRANSFER PROCEDURE Approval: WBF Page: 29 of 60

Bridge & Deck ProceduresOpen Sampling ProceduresThere are circumstances where it is considered essential to obtain cleansamples for quality purposes, such as for high specification aviation fuels.The use of closed sampling equipment may cause cross contamination ofproduct samples and, where this is the case, the terminal operator maywish to undertake open sampling.This will involve the use of equipment passed into the tank via ullage orsampling port or a sounding pipe and personnel may therefore be exposedto concentrations of cargo vapor.To minimize the risk to personnel during these activities, the Master shallcarry out the following:A Risk Assessment should be carried out to ascertain whether opensampling could be safely achieved taking into account the productvolatility and toxicity.Risk mitigation measures, including but not limited to the use ofappropriate personal protective equipment, respiratory protection andresuscitation equipments should be put in place before starting theoperation.A Tool Box Meeting should be held on board, involving all the personnelwho will be engaged in the sampling operations. Further, cargo tanksshould be checked for presence of toxic gases as per MSDS Sheet prior toopening up the access port for sampling. Be aware that CO, SO2, H2S,Ammonia & Benzene may be present in the Cargo.Confirmation from the Terminal or Loading Master that such a practice isallowed. It is the responsibility of the Master to advise the receivingfacility that the cargo to be discharged contains toxic substances.When drawing samples personnel are to utilise personal protectiveclothing and Personal Gas Detector as necessary according to the producthandled.Notify the Marine Superintendent that the above has been carried out.Atmosphere should be checked to assess the vapor concentrations in thevicinity of each access point when open, in order to ensure thatconcentrations of vapor do not exceed the Threshold Limit Value (TLV) ofthe toxic substances that may be present.Controlled Revision: 01 Sep 2015PCM Part A – BDP Doc No. 015CARGO TRANSFER PROCEDURE Approval: WBF Page: 30 of 60

Bridge & Deck ProceduresIf monitoring indicates the limit could be exceeded, suitable respiratoryprotection should be worn. The personnel employed in sampling should bekept to the minimum required and each of them should carry a personalmulti - gas meter. The Master may alternate personnel employed insampling so as to minimize exposure. Sampling should be avoided in stillair conditions.As cargo compartments may be in a pressurized condition, the opening ofvapor lock valves, ullage ports or covers and the controlled release of anypressure should be undertaken by authorized personnel only. As far aspractically possible, the tank atmosphere pressure should be reduced tominimum through the mast riser before the access port is opened forsampling. Care should therefore be taken to avoid standing in the path ofvented gas during sampling. Personnel should therefore keep their headswell away from the issuing gas and stand at right angles to the directionof the wind.Only one access point should be opened at a time and for as short aperiod as possible. In the intervals between the different stages ofsampling, the relevant access point should be kept firmly closed. Aftercompleting the operation and before commencing the discharge of cargo,all openings should be secured and the cargo tanks re-pressurized withinert gas.Sampling which require the inert gas pressure to be reduced and cargotank access points opened, should not be conducted during mooring andunmooring operations or while tugs are alongside.Vessel should at all times comply with Terminal / National / Internationalrestrictions on the release of cargo vapour to atmosphere.Cargo samples are to be retained on board for a period of six months afterthe cargo has been discharged before they are disposed of.Samples are to be retained in a designated store within the cargo deckarea, properly documented and sealed if possible.Samples are to be taken from following locations:Manifold sample at commencement of cargo, Resuming cargo after anystoppages and prior discharge.First foot and after loading samples from ships vapour locks using closedsystem.Controlled Revision: 01 Sep 2015PCM Part A – BDP Doc No. 015CARGO TRANSFER PROCEDURE Approval: WBF Page: 31 of 60

Bridge & Deck Procedures15.14 Topping of TanksAs cargo loading is being completed it is necessary to top cargo tanks in asequential order according to the cargo plan.One tank for each grade, if possible, being loaded must be kept as a“crash tank”. In case of an emergency such as a valve failure or leakagethis tank is to be opened to divert the flow of cargo. The crash tank isalways the last tank to be loaded. Duty officer shall advise the chief officerwhen the tanks are 80% and control room shall be manned by officer incharge during topping off of cargo operation.Shore is to be advised when vessel is topping tanks and loading rate is tobe reduced to a minimum. The loading is to be staggered so as to onlytop one tank at a time.After a tank is topped the ullage is to be closely monitored to ensure thevalve is fully closed and there is no leakage.The shore is to be given notice when the ship is loading the final tank anda count down provided to the final stop.15.15 Stripping – Cargo SurveysTanks should be stripped according to the requirements of the ship's P&AManual to reduce the cargo residues in the tank.Upon completion of discharge, the relevant openings, valves and manifoldshould be shut and cargo hoses / loading arms drained to shore facility tominimize the residues on board. Dipping of the empty tank shall becarried out in accordance to ship's P&A Manual and endorsed by surveyoron cargo record book, if applicable.In case of flammable cargo or cargo reactive to air, compressed air mustnot be used while emptying the stacks of submerged cargo pumps or forclearing the lines.Certain grades of oil such as vegetable oil or fats require sweeping thefinal traces towards the pump suction. Tank should be mechanicallyventilated for a period of one hour, concurrently with discharge to ensurethat the tank is safe for entry without breathing apparatus. Ventilationshould continue during the sweeping operation. A responsible personshould remain in attendance at the tank entry hatch throughout thesweeping operation, keeping the personnel within under observation.Controlled Revision: 01 Sep 2015PCM Part A – BDP Doc No. 015CARGO TRANSFER PROCEDURE Approval: WBF Page: 32 of 60

Bridge & Deck ProceduresIf at any time the oxygen level falls below 21%, the tank must be vacateduntil the oxygen level has been restored by ventilation. In any event,enclosed space entry precautions / permit shall be used.Heated Cargoes Requiring SweepingWhen discharging certain cargoes, such as Vegetable and Animal Oils,sweeping of the tank bottom may be required. If in doubt about whichcargoes require sweeping, the company should be consulted.To carry out the sweeping operation in a safe and efficient manner thefollowing must be adhered to:Before arrival, below listed equipment should be checked for theirsuitability and good working order: o Air Lights o Air Fans / Gas Freeing Fan o Sweeping Boots o Rubber squeezes with handle o Suitable ropes/lines for lowering equipment into the tanks • For Sweeping Cargoes it is essential that correct voyage and discharge temperatures are maintained and that the \"bottoms\" are checked for hard fractions in ample time before arrival. • If for whatever reason, solidified cargo is noticed on the bulkheads or as floating lumps on top of the cargo the discharge must be stopped at intervals. • Solidified cargo on the bulkheads can be dissolved by re- circulating cargo in the cleaning machines or by applying steam to the adjacent empty tank. Floating lumps should be agitated back to liquid stage at commencement of sweeping. • The ship's trim and list must be watched closely and adjusted to ease the sweeping of each tank.Cargo Tank SweepingThe following procedure must be supervised by a responsible Officer: • Ship must arrive with the correct discharge temperature, heating should gradually be reduced upon commencement ofControlled Revision: 01 Sep 2015PCM Part A – BDP Doc No. 015CARGO TRANSFER PROCEDURE Approval: WBF Page: 33 of 60

Bridge & Deck Procedures the discharge for final shut off when the tank is approximately 3/4 empty. This is important to avoid the cargo being burnt by the heating coils when they become bare from the liquid.• At least one hour before the commencement of the sweeping, the blowers must be put on the tank to provide for safe atmosphere during the sweeping. Carbon mono oxide must be checked.• All relevant sweeping equipment should be placed close to the entrance hatch for the tank to be swept.• If the tank openings are not providing sufficient day light for the sweeping operation, air light(s) must be rigged. The sweeping team should be called out and be ready at the entrance hatch in time to enter the tank when approximately two feet of cargo remain in the bottom.• Before authorizing tank entry the tank must be tested for safe atmosphere and rescue equipment should be placed near the tank, all according to the tank entry procedure, permit filled out risk assessment discussed with the team.• Every one entering a tank for sweeping should wear personal gas detector, safety harness, helmet with goggles, sweeping boots (Slippery tanks) and gloves.• During the sweeping operation, a person must be standing by at the pump control to adjust the discharge rate to the sweeping progress• A suitable area near the tank should be prepared with rags and cleaning material for the sweeping team to use when evacuating the tank. A footpath from the tank entrance hatch to such cleaning area should be provided with rags or other suitable material.• After sweeping all the equipment used should immediately be suitably wiped/cleaned to be ready for the next tank. On completion of the sweeping operation all equipment must be thoroughly cleaned before restoring it.• Accurate records of sweeping operations shall be maintained and forwarded to the owners / Charterer when requested.Controlled Revision: 01 Sep 2015PCM Part A – BDP Doc No. 015CARGO TRANSFER PROCEDURE Approval: WBF Page: 34 of 60

Bridge & Deck Procedures15.16 Cargo Tank Ullage / ROB InspectionCargo SurveyorsIt is normal and usual practice that independent cargo surveyors areappointed by Charterers, Shipper’s and/or Receivers to carry out tankinspections, calculate cargo quantities, and take samples at loading ordischarge ports. The Company may also appoint an independent surveyor,particularly when the possibility of a dispute or claims exists, to protectthe interests of the Owners.Cargo surveyors are to be offered full co-operation, however the Mastermust not permit the use of unsafe practices, and must work to minimizedelays caused by cargo measurement operations.Cargo surveyors are always to be accompanied by a ship’s Officer whenchecking tanks and/or taking samples, and never be allowed to operatecargo equipment or valves.Cargo surveyors almost always provide the ship with copies of theirvarious papers. These are to be retained inboard.Cargo tanks must be inspected before and after all loading anddischarging operations. This inspection consists of checking the tankullage, temperature and dips for water and / or oil. It is generallyperformed jointly by ships staff, shore personnel and often anindependent cargo surveyor.On completion an ullage report is completed and countersigned by eachparty.In case of Annex II Cargoes, Attending surveyor shall endorse the CargoRecord book as per requirements of Regulation 13 of MARPOl 73/78.Careful attention should be given to taking of ullages, temperatures,water dips and to dips of residues when measuring for remaining on boardquantities.All empty tanks must be dipped for water and oil and the results shown onthe appropriate form.If there is a discrepancy between ship figures, shore figures and the bill oflading a letter of protest must be issued detailing the discrepanciesIn certain circumstances where there is a large discrepancy it may benecessary to consult the Commercial operator/charterer and SeaTeam toarrange attendance of a P&I surveyor. (See BDP Doc 012 for detailedguidance on Bills of Lading)Controlled Revision: 01 Sep 2015PCM Part A – BDP Doc No. 015CARGO TRANSFER PROCEDURE Approval: WBF Page: 35 of 60

Bridge & Deck ProceduresEndorsing Cargo Surveyors ReportsIt is essential that great care is exercised when surveyors’ reports arepresented for counter signature. If not in total agreement with thesurveyor’s report, the ship’s Officer must make a written comment on theform before he signs it, stating clearly what aspects of the report he doesnot agree with.Even if he is in agreement with the contents of the report he is to endorsethe document “for receipt only”.If the calculations have not been verified the form should be endorsed “forullages and temperatures only”.15.17 Cargo DocumentsFor the description and examples of required Company Forms please referto the HSQE Systems vessel forms OPRS 21, 22 & 23.Copies of all available cargo documents are to be kept together inenvelope voyage by voyage.15.18 Commercial DocumentsThe following list of commercial documents is normally in use on the liquidcargo trade: • Bill of Lading • Cargo Manifest • Certificate of Quantity • Certificate of Quality • Certificate of Origin • Statement of Facts • Cargo Discharge Certificate; and othersSome of these documents require signing or counter-signing by theMaster. In such a case it is the responsibility of the Master prior to signingto check the correctness of information contained within the document.Controlled Revision: 01 Sep 2015PCM Part A – BDP Doc No. 015CARGO TRANSFER PROCEDURE Approval: WBF Page: 36 of 60

Bridge & Deck ProceduresIn case any of above documents not given at the load port, Master shouldlodge LOP for the fact. In case of any doubts or questions regarding thecommercial documents the Master must refer to the commercialoperator’s guidance and seek for advice.15.18.1 Ship’s Cargo DocumentationThe following documentation related to cargo operations is normally to becompleted by ship’s staff at each port of loading and/or discharging andforwarded to the Company and/or Commercial operator for onward toVoyage / Time Charterers: • Port Log • Notice of Readiness • Dead-freight Statement • Protest of Difference between Ship and Shore Figures • Ullage Report • ROB Report • Dry Receipt • Vessel Experience Factor (Load)Company forms must normally be used for this purpose, however, whenthe vessel is on Time Charterer, the Charterers may place on board theirown forms. In such cases, provided that their forms contain the sameinformation as the Company forms, copies of Charterer’s forms will beaccepted by the Company.15.18.2 Cargo Related Logs and RecordsTo control the process of cargo operations and performance of cargorelated equipment, proper written logs and records must be maintainedthroughout the voyage. The following cargo related forms are required bythe Company: • Pumping Record • Cargo Heating ReportControlled Revision: 01 Sep 2015PCM Part A – BDP Doc No. 015CARGO TRANSFER PROCEDURE Approval: WBF Page: 37 of 60

Bridge & Deck Procedures • Inert Gas • Tank Cleaning Record • Sea Passage ReportThe details contained in these logs and records are essential to assist inthe satisfactory resolution of disputes and claims regarding vessel’sperformance and cargo figures.15.19 Early Departure ProceduresAs a means of eliminating sailing delays caused by the completion ofcargo related paperwork after loading certain ports such as Ras Tanura,Bahrain, Mongstad and some others operate an Early Departure Procedure(EDP). The system generally works as follows:After completion of loading, the Terminal normally compare their figureswith the ship’s figures. If they are within certain limits of each other andthere is no disagreement, the Terminal will issue the Master clearance tosail, as soon as the pilot boards.Prior to leaving the terminal the Master must issue a “Letter of Instructionto Agents” to delegate the authority of signing the Bills of Lading on hisbehalf to the agent.At some time shortly after sailing the Terminal will advise the Master ofthe Bill of Lading figures. In the event that there is no disagreement thesefigures are to be entered in the ships copies and the Master confirms theagent’s authority to sign the documents on his behalf.The Early Departure Procedure can only be employed in compliance withthe Terms and Conditions of the Charter Party. In case of any doubtregarding EDP the Master is to refer to the relevant commercial operatorsoffice for advice.15.20 Discharge CertificatesSome loading ports around the world may require a completion of“Discharge Certificate” to ensure that the cargo has not been dischargedin a banned country.Controlled Revision: 01 Sep 2015PCM Part A – BDP Doc No. 015CARGO TRANSFER PROCEDURE Approval: WBF Page: 38 of 60

Bridge & Deck ProceduresWhen a ship’s copy of Discharge Certificate is provided then care must betaken to keep the above certificate available for a long time and up to thenext call at the same loading port.In some countries (e.g. Libya) appropriate discharge certificate may berequested after a number of years.15.21 Loading / Discharge RatesLoading of cargo tanks with oil or ballast must always be commenced at aslow rate. Once the flow has been established and into the correct tanks,the loading rate may be increased to the agreed figure.The maximum permissible system loading rate for either oil or waterballast on any particular vessel will depend on the design of the cargosystem and its associated parts, including the gas venting system.The maximum loading rates for each system / tank is to be posted in thecargo control roomThe maximum discharge rate is governed by the IG supply and pumpcapacity. Discharge rate is to be such that the tank remains underpositive IG pressure at all times15.22 Cargo Tank VentingCargo venting during loading or gas freeing operation will depend uponthe nature of cargo, Venting requirements are given for cargoes listed inChapter 17 of IBC Code.The gas venting system is installed to provide for the dispersal of thedisplaced tank atmosphere clear of the decks when the tanks are beingloaded, for the admission of inert gas when discharging, and to relievevariations in the pressure of the tank atmosphere relative to the outsidepressure whilst on passage.These variations may be caused by the generation of gas, and/or changesin the volume/pressure due to temperature variation.In the case of decreasing tank pressure inert gas is to be “topped up” toprevent the intake of fresh air.The venting of cargo tank atmospheres during loading and discharging isto be carried out in strict accordance with the instructions in the ship’s“Inert Gas System Operations and Maintenance Manual” and “V.O.C.Manual”, if applicable.Controlled Revision: 01 Sep 2015PCM Part A – BDP Doc No. 015CARGO TRANSFER PROCEDURE Approval: WBF Page: 39 of 60

Bridge & Deck ProceduresThe venting arrangement at each tank is to be checked just prior tocommencing to load or discharge that particular tank, and checked againsoon after commencing the operation to ensure that the tank is ventingfreely.Type of VentingOpen VentingOpen venting generally refers to a system without p/v valves. There is norestriction on the venting of cargo, if permitted.Controlled VentingFor efficient closed handling of cargo, all ullage and sighting ports shouldbe securely closed. Gas & vapours to be routed via the vent line and P/Vvalve. When ullage and temperature have to be checked, instrument(s)used should have an approved and calibrated vapour lock connection.Precautions against static electricity hazards must always be observed.Certain chemicals are carcinogenic, in addition to the established healthhazards. For such chemicals, it is quite common to find that individualterminals’, or shippers’, requirements for controlled vapour emission areactually stricter than requirements stipulated in the IBC Code, Chapter17. The latter may permit “Controlled” venting, but terminal insistsvapour return hose for zero release of vapour to atmosphere.15.22.1 Mast riserThe sump attached to these vent masts may contain condensed oil vapourand/or water. High vapour flow rates in the mast can result in entrapmentof the contents of the sump in the vapour flow leading to pollution. Toensure this does not happen the following procedure is to be followed: • Prior to arrival at a load or discharge port, Upriser drains and sumps are to be checked that they are dry and clear • During cargo operations the upriser drain is to be checked at least once per watch to ensure that there is no build up of liquid. Upriser drains are to be checked on any other occasion that tank pressure is vented off.Controlled Revision: 01 Sep 2015PCM Part A – BDP Doc No. 015CARGO TRANSFER PROCEDURE Approval: WBF Page: 40 of 60

Bridge & Deck Procedures• Sump inspection manholes are to be removed and sumps cleaned out every six months. If this manhole is not fitted then the vent mast and sump can be flushed by removing the cowl and flame screen and hosing the riser.15.22.2 Secondary Means of VentingTankers equipped with individual tank vapour pressure sensors should setthe high pressure alarms for those sensors at 10% above the designopening settings of the pressure valve.The pressure in any tank should never be permitted to fall below zero andso the pressure alarms within the IG system should be set to alarm atpositive 200 mmWg (LOW) and 100 mmWg (LOW-LOW).A notice is to be posted in the cargo control instructions stating • The Alarm set-point values. • Procedures to be followed in the event of alarms sounding • Warning that audible alarms are not to be disabled.Cargoes to which IBC code requires the means of controlling theatmosphere other than Inert Gas, Vessel shall follow such guidelines asgiven in the applicable national / international rules, IBC Code, Ship’s P &A Manual and Tanker Safety Guide (Chemicals).15.23 Vapour Recovery SystemThe Basic principle behind a Vapour Recovery System is to preventventing of harmful gases into the atmosphere during loading. Instead, thevapours are transferred ashore via this system for treatment & disposal,thereby minimizing atmospheric pollution.This system has to be operated under strict guidelines and at aheightened monitoring level due to the operational and safety implicationsinvolved.If a vapour recovery system (VRS) is fitted, a pressure alarm will be fittedin the vapour return line. This must be set to actuate before the p/v valvedesign pressures. The USCG requires this alarm to be set to 90% of thedesigned high pressure valve actuation settings.Full details of the VEC system will be available in the ship specific VapourEmission Control Manual.Controlled Revision: 01 Sep 2015PCM Part A – BDP Doc No. 015CARGO TRANSFER PROCEDURE Approval: WBF Page: 41 of 60

Bridge & Deck Procedures15.24 Crude Oil Washing (C.O.W.)Under normal operating circumstances C.O.W. is the primary and themost efficient method of tank cleaning for vessel engaged in the crude oiltrade.COW, is most commonly carried out while the tanker is discharging cargoand permits the removal of sediments that have settled from the cargo.These sediments are then discharged with the cargo. This results in:Increased out turn of cargo.Reduction in corrosion due to less water washing of the tanks.Reductions in the time and cost of routine tank cleaning and tank cleaningfor dry dock.Limitation of pollution threat when using Crude Oil Washed cargo tanks forthe loading of ballast.Any vessel equipped with an approved C.O.W. system is required to haveon board an approved “Crude Oil Washing Operations and EquipmentManual”. This manual must always be complied with including relevantchecklistsIt is absolutely essential that it is recognised that improper C.O.Woperations will expose the vessel to inherent dangers. For this reasonC.O.W operations must not take place in case of;Failure of the inert gas system.Oxygen content in the tank exceeds 7% by volume.Cargo tank pressure falls below atmospheric pressure.Any water content in the C.O.W drive tank has not been discharged priorto C.O.W.Leakage from the C.O.W. system.Cargo being unsuitable for C.O.W.When it is required to carry out crude oil washing operations duringdischarge the Master must inform the competent authority and theTerminal (or vessel when the ship-to-ship transfer is involved) at least 24hours in advance.Crude oil washing may only proceed when permission has been obtained.Controlled Revision: 01 Sep 2015PCM Part A – BDP Doc No. 015CARGO TRANSFER PROCEDURE Approval: WBF Page: 42 of 60

Bridge & Deck ProceduresPrior to arrival at a port where crude oil washing is to be carried out, thecrude oil washing system is to be pressure tested to normal workingpressure and the system examined for leaks. A Deck Log Book entry is tobe made to this effect.Any tank washing water heaters fitted must be blanked off and drained atall times.On completion of Crude Oil Washing, the COW line must be drained backto an after tank by means of opening up a COW machine aft and a secondmachine as far forward as possible.All COW operations are to be carefully planned so as to ensure that theyare safely carried out with the minimum of delay to the dischargeoperation. Such planning is to be detailed within the Cargo Discharge PlanOPRS 043.15.25 Emergency Preparedness and Pollution PreventionEmergency StopsThe emergency stopping of cargo pumps must be carried out by whatevercontrols are most accessible. All personnel involved in the cargooperations must be aware of the location of cargo pump emergencytrips/stops.Pressure SurgesA pressure surge is generated in a pipeline system when there is anabrupt change in the rate of flow of liquid in the line. In tanker operationsit is most likely to occur as a result of the rapid closure of the valve(s)either on the ship or shore. A pressure surge can lead to pipework andpump damage and ultimately a pollution incident.During cargo handling operations, pressure surges within the cargosystem including the shore pipework must be avoided.When loading, care must be taken to ensure that the flow of cargo isdirected to an empty, or partially empty tank, before shutting the valve toa full tank.Similar precautions are required when loading ballast.Controlled Revision: 01 Sep 2015PCM Part A – BDP Doc No. 015CARGO TRANSFER PROCEDURE Approval: WBF Page: 43 of 60

Bridge & Deck ProceduresOperation of ValvesAll valves in the cargo system are left in the closed position unless thevalve is in use. On completion of any operation with the cargo or ballastsystem all valves must be closed.All valves must be operated slowly and pressures carefully monitoredAll manually operated valves must be lashed in the closed position asrequired to prevent the possibility of inadvertent operation. Hydraulicallyoperated valves are to have their switch/buttons covered to preventaccidental operation.Bulkhead Valves in cargo pump roomCare must be exercised in opening hydraulically operated bulkhead valves.When priming the pumps prior to discharge, the rapid opening of thesevalves may lead to damage to the pump, pump separator level controllers,or to the pipe work.SOPEP / SMPEP equipments shall be deployed prior any transfer of cargo /tank cleaning.Discharging with the Emergency Portable Cargo PumpThe Emergency Portable Pump must be tested at least every three monthsand the test logged.If for any reason there is a breakdown of a fixed cargo pump and theportable pump has to be utilised, a risk assessment needs to be carriedout.Obtain company concurrence on adequacy of controls before theemergency portable pump is used.At least the following factors need to be addressed in the risk assessment: • The nature of the cargo • Safety of personnel • Cargo Contamination risk due to use of the portable cargo pump. • Pollution riskControlled Revision: 01 Sep 2015PCM Part A – BDP Doc No. 015CARGO TRANSFER PROCEDURE Approval: WBF Page: 44 of 60

Bridge & Deck Procedures • Operational risksThis list is not exhaustive and is intended as a tool for the riskassessment.Due to several cargo parcels being discharged simultaneously, there couldbe more than one activity which would require monitoring on completionof discharge.15.26 Handling Different GradesThe number of grades which can be handled at once depends upon theplanned stowage, grades involved, required segregation and various otherfactors. When loading of more than one parcel at a time is permitted, theymust be commenced separately.Loading of the first is to continue for a reasonable period beforecommencing the second.During the start-up of different parcels the vessels empty tanks must bemonitored for leakage before commencing the next parcel.The same procedure must be followed for the commencement ofsubsequent parcelsMultigrade Cargoes in Crude CarriersWhen multigrade cargoes are carried in crude carriers a number ofadditional points must be considered:In ships with a single stripping line, different grades must be strippedseparately, and when line segregation is required, it will be necessary insome cases to strip tanks via the appropriate main cargo line, after bulkdischarge of the grade.Strippings of different grades must not be mixed in a common slop tank,without written approval. It will therefore be necessary, in this case, tostrip directly ashore.Crude Oil Washing of any tank must be progressed using the grade of oilcarried in the tank being washed. To accomplish this it will be necessaryto drain and refill the slop tanks, with each grade being washed.Controlled Revision: 01 Sep 2015PCM Part A – BDP Doc No. 015CARGO TRANSFER PROCEDURE Approval: WBF Page: 45 of 60

Bridge & Deck Procedures15.27 Handling of High Vapor Pressure CargoHandling and transportation of high vapour pressure cargoes requiresspecial care and attention. With these cargoes, there are problems of notonly safety during loading, in-transit vapour loss, but also difficulty inhandling of the cargo pumps due to vaporization.Officers should take note of the following: • Avoid loading when the wind speed is less than 5 knots or provide additional supervision to see that gas dispersion is monitored and to ensure compliance with all safety requirements. • Use very low initial flow rates and topping off rates. • If stowage permits, load these cargoes in forward tanks if possible and well clear of the superstructure. Avoid slack tanks. • Ships fitted with Vacuum strip system should make use of the pumps when ullages are below the pipeline heights in the tanks. Ships fitted with Eductors should be able to use to ensure educting of these cargoes without any delays. • During discharging, a constant watch on the suction and discharge pressure gauges should be kept. Any Loss of suction or air being sucked in will be evident by fluctuations in the gauge. Watchkeepers should be extremely alert to expect an early loss of suction and regular “gassing up” of the cargo pumps. • When discharging, ensure sufficient quantity / head remains in one last tank, preferably the slop tank, which is the smallest, till the end to constantly prime the pumps. Even if suction is lost early from the last tank, the cargo remaining will be substantially less due to the small size of the tank. • Reduce rpm of the pumps well in time towards tank completion stages and use the eductors or stripping pump for final stripping. • At high ambient temperatures, cooling the deck and ship-side with seawater sometimes helps. • When the True Vapour Pressure of the finished products and natural gasoline’s is expected to exceed 0.75 bar, special precautions are required.Controlled Revision: 01 Sep 2015PCM Part A – BDP Doc No. 015CARGO TRANSFER PROCEDURE Approval: WBF Page: 46 of 60

Bridge & Deck Procedures • As per the natural gasoline curve, which shows the relationship between TVP and the depth of gas layer, initially the depth of the gas layer increases fairly gradually as the TVP increases. However, as the TVP starts increasing beyond 0.75, the corresponding increase in the gas layer is very dramatic and almost exponential. • During loading therefore, excessive amounts of gas may be present on or around the vessel when venting these unusually deep layers of gas with very high concentrations approaching up to 100% by volume.In-Transit LossesHigh vapour pressure cargoes may require venting during the passage toprevent over-pressurization of the ship’s tanks. This will result in cargoshortage indicating a discrepancy between the loaded figures and thefigures on arrival at the discharge port. As a common industry practice,in-transit losses of up to 0.25% are acceptable, however anything inexcess will tend go into arbitration.To minimize in-transit losses: • Spraying water on the main deck will assist in reducing vaporization. • Ensure all openings in the tank are sealed tight.15.28 Allowance For ExpansionSufficient ullage space shall be left to allow for cargo expansion due totemperature increase if Vessel is to enter warmer water areas duringvoyage.At no time during the voyage should the cargo capacity exceed 98% ofthe volume of the cargo tanks.Cargo lines shall be drained after completion of loading to avoidpressurization caused from high ambient temperatures experienced duringthe voyage.Controlled Revision: 01 Sep 2015PCM Part A – BDP Doc No. 015CARGO TRANSFER PROCEDURE Approval: WBF Page: 47 of 60

Bridge & Deck Procedures15.29 Loading Of High Density CargoesStowage of a nominated cargo in the ships cargo tanks must be executedin strict compliance with the vessels loading manual. When the vessel isinstructed to load a high-density cargo (i.e. negative API / density morethan 1.0 kg/cm2), the Master must ensure that the following procedure isadhered to strictly when preparing the load plan:The Vessels loading manual is consulted in order to confirm the maximumdensity that can be loaded unrestricted into the ship’s cargo tanks.The volume of cargo loadable in a cargo tank must be controlled. Theullage in the cargo tank must be increased in proportion with the ratio ofthe two densities (density of the cargo to load and the maximum densityto which the tank can be loaded unrestricted).The height of the high density cargo within the tank should be reduced, sothat the pressure exerted at the bottom of the cargo tank by the high-density cargo will not exceed the pressure exerted by the full loaded(98%) cargo of unrestricted loading density i.e.: h1d1 ≤ h2d2, whereh1 = Height of high density cargod1 = Density of high density cargoh2 = Height of unrestricted loading density cargo when tank is filled up to98%.d2 = Unrestricted loading densityAs the tanks will remain slack, the sloshing effect should be taken intoaccount.The appendix to the Classification Certificate must be checked withrespect to any limitations on filling heights in cargo tanks.The loading plan must be according to the approved loading manual /loading computer. This can be verified by feeding the manually calculatedweights for the nominated cargo tanks, into the loading computer.The stresses (SF / BM) and the stability should remain within the limitsduring all stages of the voyage.These cargoes should not be loaded in hanging tanks, like the Collect Tankon some ships.Controlled Revision: 01 Sep 2015PCM Part A – BDP Doc No. 015CARGO TRANSFER PROCEDURE Approval: WBF Page: 48 of 60

Bridge & Deck ProceduresThe following formula may be referred to when calculating the filling ratiofor a tank: Maximum density to which the tank can be loaded full Filling ratio = 100 x ------------------------------------------------------------ (%) Cargo DensityNevertheless, incase of a vessel being nominated to load a high-densitycargo, the head office will consult with the concerned Classification Societybefore the vessel is confirmed to load the cargo.15.30 Cargo heatingDetails of the loading, carriage and discharge temperatures will normallybe given in the voyage orders. Loading temperature and percentage filledin the cargo tanks shall be assessed while planning the cargo heating onthe voyage. Care must be taken to ensure that the cargo is notoverheated beyond the specified maximum temperatures.Cargo is not to be loaded or carried at a temperature exceeding 66degrees C unless suitable tank coating and arrangements are provided.Heating procedure mentioned in ship’s P & A Manual to be followed. In theevent that the cargo temperature is expected to exceed this figure theCompany must be advisedThe Chief Officer and the Chief Engineer to ensure that the cargo heatingsystem is available to commence heating the cargo at the appropriatetime. These Officers must plan the total heating operation to ensure thatthe specified temperature is reached and maintained with the minimumexpenditure of heat energy and to ensure that there is adequate fuel, andwhere required, boiler water for the voyage.When putting a steam heating system into operation the piping is to bedrained completely, this will require the opening of the drain cock on theexhaust side of each coil or on the deck heater. Steam is then to beapplied gradually to avoid water hammer.The drain cocks are to be left open until the water runs clear, to provethat there is no in-tank leakage. If oil leakage is detected then theaffected heating coil loop is to be blanked off. Leakage after heating hascommenced would be indicated by a heavy consumption of water, or anunexpected increase in a tank volume. Taking water dips can be used toconfirm this.During loading the cargo temperature is to be checked as soon as possibleafter loading has commenced.Controlled Revision: 01 Sep 2015PCM Part A – BDP Doc No. 015CARGO TRANSFER PROCEDURE Approval: WBF Page: 49 of 60

Bridge & Deck ProceduresOn the loaded passage cargo temperatures must be monitored on a dailybasisRecords of the supply and adjustment of heating to the cargo and of allindividual tank temperatures taken throughout the voyage are to berecorded on Form OPRS 017 Cargo Heating Report.The amount of heat applied to individual tanks is to be adjusted asrequired according to the readings obtained.During discharge, heating is to continue to assist with drainage. The heatsupplied to the heating coils is to be reduced as the tank level falls andshut off prior to the coils becoming uncovered.Each tank is to be stripped dry immediately on completion of its bulkdischarge before any cooling takes effect.Manufacturer’s instructions shall be followed while using deck mountedheater for tanks equipped with submerged pump utilising cargo recirculations.15.30.1 High Pour Point CargoSome high pour point oils solidify when cooled below their pour point.Heating of these oils must be commenced as soon as the heating coils arecovered during loading and must be continued throughout the voyage,ensuring arrival at the discharge port with the cargo within the specifiedtemperature range.On completion of loading, the contents of the deck lines must be drainedinto a cargo tank to prevent solidification in the cargo lines.Successful discharge of these cargoes is dependent on proper draining ofthe tanks before the oil cools below its pour point. This will be achieved bystripping individual tanks as soon as possible after the bulk discharge iscomplete.In any stoppage, which may occur during the discharge, it is essential todrain the ship’s lines down immediately to prevent a blockage forming inthe deck lines.On the completion of discharge all deck lines must be properly drainedand pumps and bottom lines cleared.Controlled Revision: 01 Sep 2015PCM Part A – BDP Doc No. 015CARGO TRANSFER PROCEDURE Approval: WBF Page: 50 of 60

Bridge & Deck Procedures15.30.2 Vegetable Oil Heating RequirementThroughout the entire voyage, temperatures of all tanks are to bemonitored closely and recorded twice a day (e.g 08:00 and 20:00).Temperatures shall be taken from top, middle and bottom and incompliance with “FOSFA Heating Instruction, § 3.1.8”. If automatictemperature readings are not available or not covered by cargo, manualreading by means of UTI or other suitable thermometer can be used.Frequent manual temperature reference check must be carried out –preferably at least once every 2 days.An updated version of the attached “Heating Log” should be forwarded tothe operator.Crude Palm Oil (CPO) (& some other fractions of Palm Oil) has a tendencyto cause sedimentation at the bottom, if not kept in motion. Duringheating and regardless of whether the vessel has coils or deck heaters,vertical heat convection will take place. But as the sediments are oftenrather compact a forceful horizontal movement is very beneficial.The cargo to be circulated, through the drop-line, of each tank for at least1-2 hours every morning and evening to prevent sediment build-up, withhigh speed on the cargo pumps.Temperatures during voyage should be kept at the high end of the heatinginstruction range. With reference to pt. 4.4, if heating instructions andmelting points are not in line, new voyage temperature range should beagreed with the operator.Among others, heating instructions and “shipping documents” should beclosely followed. The Oil Temperature during the voyage and at time ofdischarging to be kept within recommended range as stated in the giventemperature table / instructions.The increase in temperature of the oil during the period of 24 hours mustnot exceed 5 deg C. In order to avoid any damage to the quality of the oil,heat must be applied gradually. Sudden increase in temperature must beavoided.15.31 Retention of Oil on BoardThe Company requires that all operations with oil cargo, dirty ballast andslops on board the vessel are made in accordance with the appropriatelegislation. Each stage of such operations to be properly recorded in OilControlled Revision: 01 Sep 2015PCM Part A – BDP Doc No. 015CARGO TRANSFER PROCEDURE Approval: WBF Page: 51 of 60