Order Letter

Dear Captain,
I herewith take the opportunity to welcome you into the new Brostrm Tankers
Sweden AB and hope that we can share a good cooperation with you, your colleagues
and crew in the future.
With the Brostrom Sweden organization, counting around 60 vessels, we have become
a market leader, a role which we all must apply with humbleness and respect, but now
even more important ensure that we continue to deliver the high level of quality &
service which our customers expect and demand from Brostrom.
In this letter we shall outline the scope of our operation and provide you with our
requirements in order to ensure a smooth and efficient operation. We ask that you let
your officers read through this letter as well and also share it with all relieving captains
& officers.
Yours faithfully,
For and on behalf of Brostrm Tankers Sweden AB
Andreas Greve Jrgensen Operations Manager
Introduction..04
Brostrm Tankers & A.P.Moller Maersk A/S...04
Brostrm Tankers Sweden.04
What we expect from you......05
Contact & Communication..06

Daily contact......06
Contact details....07
Communication via e-mail.08
Voyage numbers.08
Daily reporting....09
Eta notices to charterers, shippers, etc09
Arrival message......10
Departure message load port11
Departure message discharge port...13
Departure message canal/strait/bunkering/anchorage..14
Legal documentation & Laytime.....15

Charter party...16
Notice of Readiness....16
Laytime documentation......18
Bills of lading..22
Standard Carrier Alpha Code (SCAC)....25
Automated Manifest System (AMS)..25
Brostrm Tankers Sweden AB
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The voyage ...27

Speed instruction....27
Performance reporting....27
Safe voyage....28
Pilotage & towage..28
Ice trading...30
Weather routing..31
Port of call.33
Agency ...33
Agent performance..33
Port call efficiency...34
Cargoes....34
Cargo commingling.....35
Tank preparation..35
Inert gas...36
Cargo slops..36
Pumping/discharge..36
Bunkering....38
Bunkering - Marpol Annex VI / EU Dir 2005/33 compliance....40
Bunkering - Sample testing....42
Discharge permission..42
STS operation......43
Knowledge sharing...44
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Introduction
Brostrm Tankers (BT) & A.P. Mller Maersk A/S (APM)
Brostrm Tankers is one of the leading logistics companies for the oil and chemical
industry, focusing on sea transportation of oil and chemical products. Our shipping
activities are handled from offices in Gothenburg, & Singapore, which world wide
operates about 70 vessels, in the range 6,500-23,500 DWT.
The owner of Brostrm Tankers is A.P. Mller Maersk A/S, controlled through the
business unit Maersk Tankers (MT), with head quarter in Copenhagen, Denmark. MT
controls and operates tankers in all sizes ranging from Small to Intermediate, Flexi,
Handy, MR, LR, VLCC and a considerable fleet of gas carriers.
Brostrm Tankers Sweden (BTSE)
One of BTSE objectives is to be a preferred supplier of service to the oil and chemical
industry world wide, but with a strong focus on North West Europe.
BTSE holds Contracts Of Affreightment (COA) with almost all major oil companies.
The contract portfolio is substantial and the performance under the various contracts
requires a reliable operation and comprehensive programming of the fleet, in order to
render the best service. High degree of flexibility and efficiency can be offered to our
clients, beneficial to them as well as to BTSE.
A determining factor for BTSE is that the customers shall recognize that long-term cooperation creates result. Continuity and persistence are trademarks of BTSE. To be a
leading operator in a shipping segment, as BTSE is, does not only mean to be one of
the biggest. It also means that the leader is able to offer a complete composition of all
relevant services. That the persons in the organization i.e. on board as well as ashore
maintain the competence to follow and comprehend rules and regulations stated by
authorities, classification societies and last but not the least the customers wishes and
needs.
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Our common interests and goal are to operate the fleet of vessels safely and in
consistence to environmental recognized rules and regulations and in accordance to the
vetting standards laid down by our customers.
What we expect from you
In the Small tanker segment the chances to make profitable business is directly linked
with the vessels efficiency to maximize intake and minimize time at sea and in port
best possible, with as few delays as absolutely possible. Especially, avoidable delays
must be kept to zero. That is what our customers expect from us and it is some of what
we expect from you. This being said, reaching such goals can only be done by a tight
relationship between you and ourselves, but also hand in hand with your owners,
agents, port authorities etcetera. Thus, we expect a high level of communication to
ensure that we can catch problems in time and solve them efficiently.
Your vessels part in providing the quality service is vital and your contributing cooperation in order to fulfill our objectives is required.
The following instructions shall be adhered to while your ship is operated under our
control. They are to be read and considered in addition to any instructions from
owners and in case of conflict between the two, be sure to contact us for further
instructions. These commercial instructions are in no way meant to supersede or
violate any other instructions coming from owners.
We ask that you keep them in a safe place on board and be available to all officers who
are responsible or could be responsible for complying with these instructions.
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Contact & Communication

Daily contact
You will be assigned a dedicated vessel operator who will be your main contact at
BTSE. All communication, in principle, should be channelled through your operator,
or their substitute during absence.
Official office hours are 0830-1700 Monday-Friday. During this period
communication will be a mix of phone calls & email (Telex & fax should only be
considered second choice from email). Non urgent messages can be sent in writing at
any time of the day, however email is only attended sporadically outside official office
hours. During after office hours all urgent emails must therefore be followed by a
phone call to the operator. In case no immediate answer during after office hours, a
message must be left on the answering machine, in order for the recipient to return
your call. Alternatively should you require immediate attention outside normal
working hours, not being able to reach your operator, a call can also be placed to the
duty phone, it is manned 24/7-365.
In case an agreement has been made via phone, it should be ensured that such are
followed up with a written confirmation, so that both parties are aligned with the
content of the conversation as it was intended.
In general you should not hesitate to call us at any time, in case of any doubts,
questions or suggestions.
If vessel is out on time charter we will instruct you on a case by case basis with
regards to our reporting requirements for such time charter period.
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Contact details
How to get in contact with us:
Gothenburg office:
Mailing address:
Brostrm Tankers Sweden

S-403 30 Gothenburg, Sweden
Visiting/Courier address:
Mlndalsvgen 24,
412 63 Gothenburg, Sweden
Email:
Phone Operations Department:
Fax
operations@brostrom.com
+46 (0)31 61 60 50 (Duty 24 hrs)
+46 (0)31 61 60 12
Name
Direct line office
Mobile
-------------------------------
-----------------------
------------------------
Alexander Gustavsson (m)
+46 (0)31 61 60 61
+46 (0)709 644 980
Andreas Greve Jrgensen (m)
+46 (0)31 61 60 45
+46 (0)704 233 207
Annette Renstrm (f)
+46 (0)31 61 60 21
+46 (0)702 519 215
Annica Campillo (f)
+46 (0)31 61 60 53
+46 (0)706 441 401
David Andersson (m)
+46 (0)31 61 60 33
+46 (0)704 233 208
David Sturgis (m)
+46 (0)31 61 60 35
+46 (0)730 308 385
Hans Lindgren (m)
+46 (0)31 61 60 18
+46 (0)704 233 289
Johan Lundgren (m)
+46 (0)31 61 60 10
+46 (0)704 233 210
Karl-Axel Wenzlaff (m)
+46 (0)31 61 60 87
+46 (0)730 550 700
Marcus Davidsson (m)
+46 (0)31 61 60 91
+46 (0)704 233 208
Martin Larsson (m)
+46 (0)31 61 60 14
+46 (0)703 101 420
Monika Dencheff (f)
+46 (0)31 61 61 03
+46 (0)705 873 741
Taina Syrjnen (f)
+46 (0)31 61 60 37
+46 (0)702 213 181
Duty phone (24 hours) :
+46 (0)31 61 60 50
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Communication via e-mail

When communicating in writing we aim to use email. Consequently we request that
you at least check your e-mail at least every morning, afternoon and evening More
frequent is of course also mostly welcome.
Vessel name and voyage number should always be included in the subject line
together with keywords to describe the content. This way we can read, handle,
distribute and file the mails automatically in our mail system.
Always sign your messages with the vessels contact details and name of owners as
applicable, example below:
John Johnson
Master
M/T Good wind
Email: master@goodwind.brostrom.com
Phone: +46 12 34 56 78 (GSM)
+870 123 456 789/790/791 Master/Bridge/Cargo (Phone Sat-F)
+870 123 456 792 (Fax sat-F)
Good wind Shipping Ltd
9999 Bahamas street
123 45 Nassau
Commonwealth of Bahamas
Voyage numbers
We ask you to use our voyage number system for all communication. Our system is a
seven digit code starting with the year and then the consecutive voyage number [3
digits], for example 2010001, 2010002 so on so forth.
The bill of lading date dictates the year for the voyage in question. A voyage is
completed upon departure from last discharge berth and a new one begins accordingly.
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Daily reporting
When on sea passage, you are kindly requested to send your position daily 0900 hrs
(LT) at the latest, including the following information. Note that this should be
considered for longer voyages, voyages less than 24 hours the ETA notices suffice.
Name of vessel
: M/T xxxxxxx
Voyage number
: 20xxxxx
Date
: dd.mm.yyyy
Position
: Latitude / Longitude
Hours covering
: xx h xx m
Average speed in period : xx.xx knots
Wind
: Wind force/direction
Temperature
: xx Deg C
Miles logged/observed : xxx / xxx miles
Distance pilot station : xx nm
ETA pilot station
: dd.mm/time (LT) / Port name
Reason for delays, if any: Free text
Total fuel consumption : HFO: xxx.x mts LSHFO: xxx.x mts GO: xxx.x mts
Of which inert/heat cons : HFO: xxx.x mts LSHFO: xxx.x mts GO: xxx.x mts
ROB at 0900 hrs LT
: HFO: xxx.x mts LSHFO: xxx.x mts GO: xxx.x mts
Dirty washing water ROB: xxx CBM stowed in xxxxxxx
Notes/comments
: Free text
ETA notices to Charterers, shippers, etc.

When reporting ETA notices to parties mentioned in charter party or charterers voyage
orders there is no need to copy us unless the ETA is different from reported in your
noon report sent at the same time.
You should NEVER report any ETA which is outside the agreed laycan without
having consulted this office first.
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Whenever reporting ETAs this should been made basis local time at the destination
unless otherwise instructed.
Should the ETA change by more than 4 hours as during the interval between reports
(or as applicable as per charterers voyage orders), all parties to be informed
immediately.
Arrival message ALL PORTS/ANCHORAGES

Upon arrival at a port or anchorage, vessel to advise the following details:
Voyage no
Arrival at
: xxxxxxx
: (name of port)
End of passage
NOR tendered
Anchored
ETB or all fast
Hoses connected
Commenced cargo ops
ETD
: xx.xx xxxx
: xx.xx xxxx (cargo grade/quantity nominated)
: xx.xx.xxxx (reason for anchoring)
: xx.xx xxxx
: xx.xx.xxxx
: xx.xx.xxxx
: xx.xx.xxxx
Bunker ROB
End of passage
Comments
: xxxxxxxxxx
----
10/44
Departure message LOAD PORT

Upon departure from a load port, vessel to advise the following details:
[Cargo documents attached]

Voyage no
Departure from
: xxxxxxx
: (Name of port)
End of passage
NOR tendered
Anchored
Pilot onboard
Anchor aweigh
All fast
Hoses connected
Commenced loading
Completed loading
Commenced deslop
Completed deslop
Commenced bunkering
Completed bunkering
Cargo hoses disconnected
Documents onboard
Pilot onboard
Departed berth
Dropped last pilot
: xx.xx xxxx
: xx.xx xxxx
: xx.xx xxxx (reason for anchoring)
: xx.xx.xxxx
: xx.xx xxxx
: xx.xx xxxx (name of terminal)
: xx.xx xxxx (size of hose)
: xx.xx xxxx
: xx.xx xxxx
: xx.xx xxxx (if applicable)
: xx.xx xxxx
: xx.xx xxxx
: xx.xx xxxx
: xx.xx xxxx
: xx.xx xxxx
ETA next port of call
: xx.xx xxxx (Name of next port)
Arrival draft
Departure draft
: xx.xx m forward / xx.xx m aft (indicate SW/FW)

Stoppages : (If any - please advise time and whether ship or shore stops)
Cargo
: Grade
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Total B/L figures

Ship figures
Surveyor figures
: xx,xxx.xxx mts in air or vac as applicable

B/L details for each set of bills

Date issued
Port of Loading
Shipper
Consignee
Destination
SCAC Code (If dest. is USA)
Number of originals issued
Originals carried onboard
: xx.xx.xxx
: xxxxxxxx
: xxxxxxxx
: xxxxxxxx
: xxxxxxxx
: xxxxxxxx
:x
: x (If yes, state number)
Cargo details
Density at 15 deg c
Loading temperature
Cargo colour
MTBE/ETBE content
FAME/bio content
Dye added
Tanks used
: Grade
: x.xxxx
: xx deg C
: xxxxxx
: No/Yes - Amount (applicable for clean cargoes)
: No/Yes - Amount (applicable for clean cargoes)
: No/Yes - Type
: xxxxxx
Dirty washing water ROB

of which oily residues is
: xxx CBM stowed in xxxxxxx

Bunkers
End of passage
Bunkers taken (if any)
Departed berth

Tugs used Arr./Shifting/Dep.

Tugs compulsory
: x / x / x (State number used)

: yes/no (if no, explain reason for use)
Protests received
Protests issued
----
: (Short description of each protest)

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Departure message DISCHARGE PORT

Upon departure from a discharge port, vessel to advise the following details:
[Cargo documents attached]
Voy no
Departure from
: xxxxxxx
: (Name of port)
End of passage
NOR tendered
Anchored
Pilot onboard
Anchor aweigh
All fast
Hoses connected
Commenced discharging
Completed discharging
Commenced deslop
Completed deslop
Commenced bunkering
Completed bunkering
Cargo hoses disconnected
Documents onboard
Pilot onboard
Departed berth
Dropped last pilot
: xx.xx xxxx
: xx.xx xxxx
: xx.xx xxxx (reason for anchoring)
: xx.xx.xxxx
: xx.xx xxxx
: xx.xx xxxx (name of terminal)
: xx.xx xxxx (size of hose)
: xx.xx xxxx
: xx.xx xxxx
: xx.xx xxxx
: xx.xx xxxx
: xx.xx xxxx
: xx.xx xxxx
: xx.xx xxxx
Arrival draft
Departure draft

Stoppages
: (If any - please advise whether ship or shore stops)
Cargo discharged
Ship figures
: (Grade)
: xx,xxx.xxx mts in air
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Surveyor figures
: xx,xxx.xxx mts in air
Dirty washing water ROB

of which oily residues is

Bunkers
End of passage
Departed berth

Tugs Arr/Shift/Dep
Tugs compulsory
: x / x / x (State number used)

: yes/no (if no explain reason for use)
Protests received
Protests issued
----

Departure message CANAL/ STRAIT/ BUNKERING/ANCHORAGE

After passage of a canal or strait where pilot has been used (Panama Canal, Suez
Canal, The sound, Kiel canal, Great Belt, Bosporous Strait, etcetera) vessel to report
following:
Voyage no
Departure from
: xxxxxxx
: (Name of place)
End of passage
Anchored
Anchor aweigh
Pilot onboard
Dropped last pilot
: xx.xx xxxx
: xx.xx xxxx
: xx.xx xxxx
: xx.xx xxxx
: xx.xx xxxx
Bunkers
End of passage
Departure
----

14/44
Legal Documentation & Laytime

Charter Party
For each voyage we conclude, a charter party (CP) is agreed with the Charterers,
except on COA voyages where the same charter party is the point of reference for all
voyage within a given period (normally 1-2 years).
In general you can say that all CPs are based on a standard CP, such as Asbatankvoy,
Shellvoy5, Exxonmobilvoy etcetera. Changes to this standard CP are then agreed
between us and charterers to suit the specific voyage or COA in questions.
Additionally we might have special clause which we ask to include to protect
ourselves and charterers have an additional set of special clauses (or special terms)
which suit their business model.
In order to ensure a complete alignment of all these clauses and changes, a
recapitulation of everything is prepared, a so called recap. BTSE will for each
voyage supply you with a copy of the recap, incl an attachment with charterers special
terms if any. For COA voyages a copy of the voyages orders will be send only, but it is
essential that a copy of the specific COA contract is available onboard
Standard CPs are already supplied to each vessel on CD-ROM. However should you
for some reason miss one of these or copy of a COA contract, same can be supplied by
email upon request.
Prior arrival to first load port, charterers will send us their specific voyage orders incl
the necessary information to complete the voyage, some times information on
discharge port will be supplied at a later stage - Most commonly because the cargo is
yet to be sold.
It is important to note that the recap is NOT necessarily equal to voyage orders. For
instance, although a vessel has been fixed basis minimum 15,000 mts cargo, the
charterers are entitled to load only 14,000 mts, if desired. But, they are legally bound
by the CP and thereby have to pay freight based on the 15,000 mts, a matter of dead
freight. Should you come into a situation where you realize or just only suspect it to be
a matter of dead freight, you must contact us immediately by phone. Most of the
15/44
time it relays on a matter of misunderstanding between the terminal and their

commercial department and can easily be solved by us with a couple of phone calls.
But if we are only advised after departure the situation becomes a lot more
complicated, since we then did not use due diligence to advise charterers in time.
You should be alert that the loading or discharging ports in the voyage orders or bill of
lading are inside the geographical areas mentioned in the recap and that the cargo type
is within the range described in the recap message as well.
Please, acquaint yourself with the standard terms of the Charter Party, especially the
clauses about reporting of ETA, tendering of NOR, pumping, and counting of laytime.
If your vessel is fixed on a Time Charter, we will supply a separate order letter
outlining the specific instructions related thereto.
If there are any doubts about, obvious errors or simply not being able to comply with
the terms of the CP or voyages orders, the vessel operator to be contacted immediately
for further clarification.
Notices of Readiness
As a rule of thumb, NOR is always to be tendered in accordance with the governing
charter party. But before NOR can be tendered, there are two general conditions that
must be met.
Vessel must have arrived at the port in question.
Vessel must be ready in all respects to load or discharge the intended cargo.
In most charter parties time of arrival is determined as arrival at customary
anchorage to the port in question. It is important to know that this is not necessarily
the place where sea passage ended or pilot came onboard. Customary anchorage is
officially determined by the government/port authorities. If in doubt about where such
place is, we ask that you in advance of your arrival, verify this with the agent.
Tendering of Notice Of Readiness in specific situations:
Proceeding directly to berth: When the vessel is proceeding directly to berth
the NOR is to be tendered when first entering the area of customary anchorage
or when passing such area.
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Proceeding to anchorage: When the vessel must proceed to anchorage prior

berthing the NOR is to be tendered as soon as the vessel has arrived within the
borders of the customary anchorage, it is not a requirement that the vessel has
anchored.
Outside customary anchorage: There are cases where access to customary
anchorage is not possible due to restrictions related to daylight, tide, weather,
etc. In such cases NOR is to be tendered upon arrival at the place closest
possible to the customary anchorage. NOR then to be retendered, upon arrival
or passing customary anchorage. If waiting charterers orders, where no agent or
terminal nominated, the vessel are to complete and submit the waiting for
charterers voyage orders form to us and to the charterers. It is included in the
general forms CD-ROM.
Prior commencement of laycan: In many cases a vessel is allowed to tender a
NOR even if arriving prior commencement of laycan, UNLESS it is specifically
described differently in the charter party. Always liaise with your operator if
NOR can be tendered prior commencement of laycan. As example, when fixed
on clean Asbatankvoy, NOR can be tendered 1800 hrs on the day prior to the
laycan. Other charter parties clearly stipulate that it must not be tendered prior
commencement of laycan. In the situations where NOR has been tendered prior
commencement of laycan, it must be retendered at start of laycan, if not berthed
at that time.
Late arrival, after end of laycan: If it becomes obvious that the vessel arrives
at load port after end of the laycan, the operator must be consulted for
instructions.
Retender NOR at berth for reloading: Some times the vessel is fixed for
reloading in same port/terminal. In these cases NOR to be tendered upon
disconnection of hoses from the discharge terminal. Provided that the vessel is
ready to load.
Retender, due to invalid NOR: Occasionally the initial NOR tendered becomes
invalid. For instance if the tanks have been rejected or vessel proceed outside
anchorage during the night for security reasons, bad weather etcetera. If you are
in doubt whether the initial NOR tendered is valid or not, a follow up NOR
17/44
must be tendered. In general, when NOR being retendered for one reason or the
other, it must be done with the remark:
This notice tendered without prejudice to any previous tendered notices
It is important that NOR is sent to involved parties immediately when tendered. We
have examples of NOR being tendered at 1830 hrs but only submitted 2130 hrs,
charterers rightfully claimed, that NOR was only considered duly tendered at 2130 hrs.
If NOR is tendered by e-mail only, it can be difficult, if not impossible, to prove that a
proper NOR has been tendered on vessels arrival. Worst case, the result can be that all
the laytime in the port is lost.
Standard procedure for tendering of NOR should be that it is at least send via one
media that gives evidence of receipt of the NOR by the addressee. Hence, in addition
to tendering NOR by e-mail, the NOR must also be tendered by either fax or telex.
Upon arrival at port or its vicinity, a request for free pratique should also be
submitted. In case free pratique is not granted, a letter of protest must be issued. The
consequences of not doing so, in some cases have been a loss on all laytime for that
port. In particular charterers Vitol are strict on this.
Laytime documentation
It is vital that a port call is fully documented, the documents you prepare onboard
forms the basis for the laytime calculation and the final claim prepared to the charterer
are fully dependant on that documentation. Without this, it would be impossible for us
to submit a legally binding claim. It is equally important that all documents are
properly signed by the Master and as well countersigned by terminal, supplier or
receiver as applicable.
In order to assist you with the proper documentation we have provided a CD-ROM
containing the standard document templates in the Brostrm letterhead, ensuring a
uniform alignment towards our charterers. We strive include all required templates,
but should you miss a form we are much obliged that you use you use a substitute
form until we have updated our database.
Given the vast amount of voyages on your vessel type, we ask you do not send any
paper by mail. Instead, after each port call, simply just scan the documentation and
18/44
attach it to the standard departure message from load & discharge port. The documents
submitted must be complete & include the required signatures from ship as well as
shore side.
The following documents are used for the commercial documentation:
Abstract of Log
OBQ
Cargo Calculation
Off Hire Statement
Delivery Certificate
Port Log
Deviation Statement
Pumping Log
Dry Tank Certificate
Receipt
Letter of Authority
Delivery Certificate
Loading Log
ROB
LOP Cargo Discrepancy
Statement of Facts
LOP Deadfreight
Tank Inspection
LOP Detention
Ullage Report or
LOP Delays
Vessels loading computer
LOP General
Waiting for Voyage Orders
LOP Slow Loading
Voyage Report
NOR Notice Of Readiness
Notice of Readiness (NOR)

NOR to be signed by Master and counter signed by terminal. See also separate
chapter Legal Documentation & Laytime, for further comments and
recommendations on NOR.
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Statement of Facts (SOF)

For the purpose of calculating a demurrage claim, we do not need information on
outbound passage such dropping pilot, commencement of sea passage, etcetera.
Thus, this information can be left out of the Statement of Fact when forwarding the
documents. You are welcome to include the agents/or terminals SOF if available.
SOF always to be signed by Master, counter signed by terminal & agent.
When vessel delayed in berthing, then it is very helpful for us to understand the
delay by knowing what caused it. Was it tide, laycan, occupied by other vessel,
fog, terminal break down etcetera. Such information to be described in the SOF.
Dry Tank Certificate

If remaining alongside after discharging for subsequent loading under next voyage
include time when issued (i.e. not only date).
Letter of Authority
Before giving OK to Agent to issue B/L on Masters behalf, Master to receive a
copy of Bill of Lading from the Agent to ensure all the information are correct.
Letters of Protest
Protests connected with laytime, i.e. slow loading/ discharge, restrictions from
shore, stoppages, incl. Letters of Protest issued by the terminal/inspector to the
vessel. Any document that the terminal refuse to sign, a protest to be issued basis
REFUSE TO SIGN as well.
Some charter parties contain a requirement that in case free pratique is not granted
on arrival, then the Master has to issue a protest to the port authorities and the
terminal. Please read for example BPvoy4 clause 6.3.3. Therefore Master to issue a
protest if free pratique has not been granted in amble time, after approx 1- 2 hours.
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Letter of Protest Delays

Ensure Protest is lodged for any delays. Avoid expression Awaiting Pilot since
waiting usually due to berth occupied and thus Awaiting berth readiness to be
given as reason.
Letter of Protest - General
Important Letter of Protest is issued for whatever reason where vessel is not at
fault. Under BP Voy4 - Make sure a protest is issued when Free Pratique not
received within 6 hours after NOR tendered.
A Protest is given on Charterers behalf (see text in Document) as much as on
owners behalf.
Letter of Protest Slow Pumping
Most important protest against any shore restriction whatsoever preventing vessel
to meet c/p warranty (100 psi and/or specified applicable guaranteed discharging
time like 12 hours/15 hours etc.)
Port Log
In essence a Ships internal document laying as ground for Master to issue SOF,
usually not signed by Shore or Surveyor.
Pumping Log
Without exception always to be issued. Make sure back pressure and hourly cbm
quantity (and remaining volume) are included. Do not state internal stripping but
rather just stripping. Essential that the pumping log is countersigned. (Recent
Court Case in England has ruled a Demurrage Claim is dismissed in its entirety both loading and discharging times - because a pumping log was not
countersigned)
If line displacement always insert time for same if applicable (Remind again
Masters that LOP must be issued when there are Shore Restrictions preventing
vessel to meet its warranties and to be countersigned If not essential to protest)
21/44
Waiting for Charterers Voyage orders

Must be issued when applicable and signed by Master and to be included in
Voyage Report Documents.
Remark Sheet
Stating events which influence laytime such as (but not limited to) waiting time
preventing berthing due to bad weather, awaiting tide, pilot, no night-berthing.
Further, once alongside, stoppages or delays (on account of vessel or shore)
including restrictions in pumping. Note that every piece of information you can
provide us with helps us making a correct laytime calculation. We should thereby
be able to avoid a time-consuming correspondence with the Charterers due to facts
with an influence on the calculation of laytime being unknown to us. Therefore, it
is important that situations are described to the detail.
Bills of Lading
During the course of our commercial operation of your vessel, the ultimate
responsibility for bills of lading remains with the head owners. It is therefore important
to understand that although we give you advise or suggestions on matters related to
bills of lading, it does not overrule any instruction you may have from owners. In case
of any discrepancy, between the two, you should immediately contact us for
clarification. Nevertheless we wish to high light some good practice on bills of lading.
Difference on cargo figures
If there is a difference between Bill of Lading figures and ship figures, we suggest you
issue a Letter of Protest to Shippers to that effect prior to signing Bills of Lading.
If the difference between Bills of Lading figures and ship figures is excessive, we
suggest that you refrain from signing any Bills of Lading and remain at berth and
immediately seek our & owners instructions.
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Remarks & clauses

If Bills of Lading presented with the following remarks Freight prepaid, Freight
collect, Freight paid as per Charter Party, or Freight payable at destination, you
should refuse to sign, unless clear instructions from us that in fact freight has been paid
in advance of the discharge. Remarks regarding freight payment should normally read
Freight payable as per Charter party or Freight payable as agreed, which just
indicate the normal agreement that freight is paid after completion of discharge
Often Shippers request to show Clean onboard in the Bills of Lading. We have no
objections to this provided that you have found the cargo in order during the loading
operation and that nothing obvious would make you suspect cargo to be otherwise.
Only if you have noticed abnormalities and/or discrepancies, you should refuse such
insertion.
The destination in the Bill of Lading must not read ...in transit to.... Further, the Bill
of Lading destination has to be within the Voyage Charter Party discharge range as
stipulated in the recap.
We normally request, through the agent, that the following clauses are incorporated
into the bills of lading:
1. Clause Paramount
2. New Jason Clause
3. General Average Clause
4. Both to blame Clause
5. War risk Clause.
As well as a proper reference to all terms and conditions for the voyage charter party
in question.
In case these items are not included the Master to accept it, by issuing a protest. No
further action required.
Signing of bills of lading
It is of the utmost importance that Bills of Lading are correctly issued as well as the
endorsement always should be correct. In a situation where the Bills of Lading are
presented for signature by Shippers, you must always go into detail with both the
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variable details and also the printed text, as this varies from one form to another.
Should a detail be the course for your suspicion or doubt, you are not only welcome,
but expected, to call the operator responsible or on duty.
Early departure procedure
Some shippers, charterers and ports accept Early Departure Procedure (EDP). We have
no objection to use EDP when possible as this usually can save some valuable time.
EDP should be understood as the situation where the Master leaves his authorization
with the agent to sign bills of lading on Masters behalf upon final approval by fax or
email. Do NEVER sign blank bills of lading, it is NOT a procedure approved by us.
Original bill of lading onboard
If requested by any party that one original bill of lading to be carried onboard, so that
discharge can be made against that bill of lading, it should only be accepted with a
certain protection. We ask that the following clause is inserted on all originals, be sure
to request this upon arrival if you have reason to suspect original bill of lading will be
placed onboard.
"One original bill of lading to placed onboard against which bill of lading
delivery of cargo may properly be made on instructions received from
charterers"
By including this clause, a potential third party buyer of a bill of lading can identify
that the cargo is intended to be released on basis the bill of lading onboard.
In case it is refused to include such clause, then you must contact us immediately.
Return of bills of lading
If, upon completion of a voyage, if you have been handed an original bill of lading
then such to be dated and stamped voyage accomplished. Such bills of lading to be
treated in accordance with owners instructions.
Re-issue of bills of lading
In some occasions it is requested from charterers to re-issue bills of lading, in which
case we normally request that all old originals are returned to our office or handed
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over to the captain. It is important that we only re-issue bills of lading once we have
full control over the old originals.
Standard Carrier Alpha Code (SCAC)
Whenever the vessel is expected to discharge cargo in the United States the bills of
lading must contain a SCAC Code and a unique Bill of lading identifier number.
Unless your head owners have an existing system for this, you are welcome to use the
Maersk SCAC and unique identifier as per example:
SCAC: MAET
Call sign: OXHP2
Voy no: 10001
B/L no: 01 (02 for second b/l and so on)
SCAC Code should read as follows in this example: MAETOXHP21000101
Automated Manifest System (AMS)
For the US cargo manifests must be filed electronically (AMS = Automated Manifest
System) with US Customs and Border Protection office latest 24 hours prior arrival at
the first US port, preferably even prior to this. We have contracted with our global
agent, Inchcape Shipping Services, for filing of AMS. Likewise you can use the
service of Inchcape as well, as it will be free of charge to you or your owner.
Send the following information to iss.gams@iss-shipping.com latest 36 hours prior
arrival at the first US port for correct filing of the AMS:
The last foreign port before the vessel departed for USA.
The Standard Carrier Alpha Code (SCAC).
The unique Bill of Lading identifier.
The carrier assigned voyage number.
The date the vessel is scheduled to arrive at the first US port.
The number and quantities from carriers ocean Bills of Lading.
A precise description of the cargo (or the harmonized tariff schedule number
under which the cargo is classified) and the weight of the cargo.
Shippers name and address or identification number. It is important to have
both name and address.
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Consignees name and address or identification number, or where goods are

consigned to order, the notify party details. It is important that both name and
address is included.
Vessels name, flag and IMO number.
The first foreign port where the carrier takes possession of the cargo destined
for USA.
The foreign port where the cargo is laden onboard.
Internationally recognised hazardous material code when such material is being
shipped.
In case you have problems obtaining above information please approach us latest 96
hours prior to arrival at the US port in order for us to assist in getting the required
information. Submitting insufficient information might lead to delays and custom
penalty.
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The voyage
Speed instruction
Our standing instructions is that the vessel to proceed at service speed at all times,
weather and safe navigation permitting. By service speed, we refer to the speed that
the vessel is warranted to proceed at or stipulated in relevant time charter party (if
applicable).
When vessel equipped with shaft generator, we ask that same is engaged while
steaming, to avoid running of auxiliary engines.
Occasionally we may ask you to proceed at a certain fixed speed, at most economical
speed, or adjust arrival to a certain time in order to save bunkers. We determine most
economical speed as the speed where vessel is steaming the longest distance per
consumed ton of fuel.
Performance reporting (CURRENTLY NOT APPLICABLE, DUE TO IT ISSUES)
In order to improve evaluation of each vessel's speed/consumption, we have developed
a program that compile all the performance reporting into one database for all Swift
Tanker operated vessels.
The Program, called Tramper Performance (TP), is intended to assist the vessel in
making performance reporting quick and smooth, but at the same time it gives us the
necessary tool to monitor vessels performance instant and ongoing.
TP will be send to you by email with proper installation instructions. TP contains an
on-line help function, which guide the user through its different parts. Should the help
function not fully answer your questions you should contact us for guidance.
TP must be updated on a daily basis at 0900 hrs LT, not 1200 hrs. Once the vessels
communication system is online, the daily report is send via vessel email to our office.
We ask you that the report is forwarded immediately after completion, since we use it
to track vessels daily movements and ETAs.
In the remarks section of TP you can include any short notes and information which
may be relevant to the performance such as:
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Change of destination
ROB of HFO/MGO (same currently not outlined in other parts of TP)
Delays to ETA and reason for same
Speed instructions
Dirty washing water rob
Of which oily residues
Entering/departing certain geographical areas
Important questions or information should be send in separate mail.
Safe voyage
Through our charter parties we legally ensure to employ vessels in trade between and
at safe places where vessel can safely lie, always afloat. We achieve due diligence by
investigation of prevailing restrictions in the approach and alongside.
However, we do not warrant the safety of any place and the responsibility to complete
safe passage planning from berth to berth rests with the Master. Thus you should take
variable conditions into account and not enter port or accept a berth without first
obtaining local information such as but not limited to tide, current, wind, sea, swell,
visibility, silting, berth fendering, etcetera. Thereby ensuring that your vessel remains
safely afloat and unharmed throughout the port stay, inward and outward passage.
Pilotage & Towage

Harbour pilot
Ports where the vessel and Master calls frequently during a given period there might
be local regulation, where the vessel can obtain a waiver from using pilot. We suggest
that such waiver is utilized, provided that the Master deems it safe to do so
considering at least but not limited the local weather and hazards in general. This
suggestion never to supersede owners instructions.
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Towage
Like with habour pilot, for ports where the vessel and Master has past experience, it
can be considered to abstain from using tug boats, or use 1 instead of 2. Likewise
provided that the Master deems it safe to do so, considering various factors such as
weather, tide, draft, surrounding conditions, manoeuvrability, owners instructions and
so on.
In case towage required you must order same through the local agent in due time, as
they have been instructed with our preferred towage companies.
Transit pilot
We kindly request you always to consider taking pilots when transiting narrow
waters/straits in laden as well as in ballast condition even though such pilotage is not
compulsory - i.e. we always urge masters to take pilots during the whole passage
through Danish waters, Bosporous Strait and other similar places.
However, vessels operating in or calling Danish waters may, abstain from taking a
pilot, providing the Master and his crew have in-depth knowledge, based on recent and
frequent experience in Danish Waters, to compose and follow a safe passage plan
throughout the transit.
In case a vessel is subject to anchor or call a Danish port it is, by law, compulsory to
use a pilot
If using a pilot through Danish Waters, a rebate can be obtained on the pilot invoice, if
the vessel has segregated ballast tanks.
To enable us to get this rebate, please make a remark that vessel on charter to
Brostrm Tankers Sweden AB and hand over a copy of the vessels International
Tonnage Certificate to the pilot. Always put Brostrm Tankers Sweden AB in the to
be paid by column on the pilotage receipt.
In case your International Tonnage Certificate does not contain any notes regarding
SBT please request your owners to approach the classification society to amend the
document as several ports give significant discounts on harbour dues to SBT vessels.
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Ice trading
If your vessel is build and certified to trade in ice, we obviously wish to take
advantage of this capability, we commercially market ourselves with ice trade as one
of the trademarks. Even though vessel is build to resist, pass and break tough ice, such
trade should be carried out with the greatest care, to avoid or minimize damage to the
vessel. We therefore expect from you that, when trading in ice areas, you always
maintain the newest updates and forecast on the ice situation to be prepared and to
avoid being trapped in the ice. We as well, intend to maintain contact with proper
entities and follow the ice situation closely, therefore a close coordination between our
office the vessel and owners is indispensable, to make ice trading a success.
Ice trading ALWAYS to be carried out in accordance with owners instructions
and procedures.
During winter period we normally ensure that any delays in ice are covered with
relevant ice clause. Ice clauses can vary from fixture to fixture, but in most cases they
come to same conclusion - That all time lost and money spend due to ice is for chrtrs
account.
Ice log instructions
For ice navigation we have produced an ice log, it can be obtained from us as
attachment file upon request.
You are kindly instructed to complete the ice log on each occasion when calling ice
bound port, which shall be signed and stamped by Master, forwarded to us and our
claims department as a mail attachment as soon as conveniently possible after vessel
has cleared ice edge outbound, or departed ice bound port, as applicable.
Upon arrival at ice edge NOR to be tendered and retendered upon arrival customary
anchorage/passing customary anchorage in line with the normal NOR guidelines
described elsewhere in this letter. In case arrival to the ice edge prior to the lay can the
NOR still to be tendered and then retendered upon commencement of lay can as per
governing charter party
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Weather Routing
When planning voyages crossing the Atlantic, Pacific or operating near
hurricanes/typhoons we suggest you use the Danish Meteorological Institute (DMI)
Maritime service.
When requesting same please refer to agreement with Brostrm Tankers Sweden AB
and the costs for using DMI Maritime service will be paid by us.
Email for DMI
Phone for DMI
: routeing@dmi.dk
: +45 3915 7253
Following info to DMI latest 24 hrs prior departure (if possible):

- Requested service
- Company Name
- Name of vessel
- IMO No
- Call sign
- Inmarsat phone
- Email ship
- Departure port
- Departure country
- Etd date yymmdd(utc)
- Etd hour hh:mm(utc)
- Arrival port
- Arrival country
- Eta date yymmdd(utc)
- Eta hour hh:mm(utc)
- Service/eco speed
- Gmt
- Displacement
- Fin Stabilizer yes/no
- Remarks/requirements
After departure
- Actual time (utc) and position of departure (start of sea passage)
Daily observation at sea in the format:
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POSITION REPORT:
SN: ships name
CS: ships call sign
IN: ships IMO No
DT: Date for position (YYYYMMDD)
TI: Time for position in UTC. (HHMM)
LA: Latitude (ddmmN/S)
LO: Longitude (dddmmE/W)
WF: Wind force in BEUFORT, average since last observation
WD: Wind direction (ddd), average since last observation
SC: Sea Condition, average wind-sea height Hs in meters
SH: Swell condition, average swell height Hs in meters
SD: Swell direction, average (ddd)
DI: Distance over ground (GPS distance)since last report
RM: Remarks, if any
IMPORTANT : In all correspondence with DMI - Maritime Service please
state vessels name, IMO No and call sign.
DMI guarantees that the weather routing advice requested will be dispatched to the
vessel not later than 4 hrs before ETD when possible.
DMI transmits information with intervals of 3 days or less where special weather
conditions necessitate a deviation from the original route.
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Port of Call
Agency
We have a global agreement to appoint Inchcape Shipping Service as agents for all the
port calls (except agents in Kiel Canal, where the Master appoint agents UCA
directly).
Realize that the industry often gives the charterers the option to nominate an agent.
Inchcape Shipping Services will, however, still act as our global agent but will in such
case use charterers nominated agent as sub-agent.
Under the global Agent concept you will receive the local agent details from Inchcape
as soon as Inchcape has appointed same. Kindly refrain from contacting any agent
until you have this confirmation from Inchcape, as Inchcape in some occasions might
still be negotiating with the local agent for a competitive agency fee.
In each agency appointment the agent is being requested by us to complete a pre
arrival questionnaire and send it to you. The questionnaire includes the most important
information for your port of call. Should you not get this information from the local
agent, you are encouraged to remind him of it, provided that you need it obviously.
You shall be most welcome to use Inchcape as agent for husbanding matters (crew
change, stores, etcetera) as well, but all correspondence and cost settlement this
respect to be handled by you and owners directly with Inchcape and the local agent.
We shall do our utmost to appoint agents as early as possible in order for you to
exchange valuable information in due time prior arrival. Unfortunately our
appointments are often delayed due to lack of information from the charterers.
Agent performance
In order to ensure that the agents we appoint are working to your satisfaction, we ask
that you complete the agency evaluation template for every port call and return it to
Brostrm operations as email attachment. If the performance of the agent have raised
reasons of concern, it is important that the situation is described in details. This way
we can take up the matter with the local agent. The template can be supplied upon
request from Brostrm operations.
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Port call efficiency

There is a great potential to save money, increasing equally with the number of port
calls. We appreciate that whatever area of the port call where you can see room for
saving time or services rendered, you effectuate such saving and let us know about it.
As an example, if port cost based on actual draft, then the arrival/departure draft to be
minimized best possible, such of course to be checked with local agent. By advising
us, we can expand the knowledge to all of the vessels in our control.
Cargoes
The primary cargoes in the trade we cover are CPP (Clean Petroleum Products) and
DPP (Dirty Petroleum Products). However, since most vessels also certified to carry a
wide range of chemicals/vegoils, we definitely cannot rule out this option, if that
market can create better earnings. The Master should always check that the cargo in
load port is covered within the charter party cargo description In case of discrepancy
the operations department must be contacted immediately.
Oxygenates - MTBE/ETBE (M)ethyl Tertiary butyl Ether
Oxygenates are additives normally used to boost the octane level in gasoline;
consequently it only appears in gasoline/gasoline component cargoes.
The reason for you to update information about oxygenates in the departure message
from load port is that naphtha is very sensitive to same and in case any of the previous
3 cargo contained oxygenates, it is not allowed to load naphtha as next cargo At least
it is not normally accepted in the CPP trade. Based on your information, we often
describe a vessel for future business as FREE or NOT FREE of oxygenates, as the case
may be.
Typical you can find information about oxygenates in the quality certificate, but not
always. If such information not available we request you check with the load master or
agent to see if the gasoline contains any.
If information available state e.g. "YES 9.8%"
If information not available kindly state e.g. "Content not available"
If no oxygenates in the cargo then simply state "Oxygenates free"
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Some times we also hear that they can only advise the oxygenate content if further
analysis are carried out, in such case you should contact us. Analysis are not free of
charge and must therefore be evaluated if indeed needed.
Bio Diesel / FAME
Within recent years the manufacturers have increased the blend of bio diesel
components such as FAME in the diesel and gasoline end product. The requirements
for jet fuel are strict and many companies transporting jet fuel has a policy to avoid
last cargoes which contains bio diesel components. Therefore it is equally important to
check this in the certificate of quality and make a note of it in your departure message.
This way we can assess if jet fuel can be loaded as next cargo.
Cargo commingling
If you are requested by any party to commingle different cargo types or cargoes with
different origin, then you must contact us immediately. From time to time we, or you,
are also requested by chrtrs or surveyors to commingle additives into the cargo, this
can take place in load port, during passage or in discharge port. Normally it is done in
order for chrtrs to reach certain specific specifications in obligation to their sale
contract of the cargo.
You should under no circumstances allow such commingling without our prior
acceptance.
In most cases we need a letter of indemnity from chrtrs prior any of the described
commingling scenarios, as it is a change of the product from the original specifications
upon which the bill of lading is based.
Tank preparation
Your vessel is capable of carrying a range of different products, how to change
between the products varies accordingly. However, it is of the utmost importance that
due diligence is shown in the consideration in preparation for next cargo in order to
avoid the tanks being rejected by the surveyor.
Normally the tanks to be prepared in line with industry standards and to the
satisfaction of Charterers inspectors, unless otherwise instructed from owners or this
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office. Be noted that it is always the Master/head owners responsibility to prepare the
cargo tanks. Yet, we request that you in due time before, provide us with a break down
of intended schedule on how you intend to prepare the tanks when loading a product
which differs from the previous product.
Inert gas (applicable only for vessel equipped with inert gas plant)
Inert gas is only mandatory for product tankers of 20,000 DWT and above. Despite
this, several vessels less than this size are being equipped with inert gas.
Inert gas to be used in any of the following cases:
1. If there is a clause in the charter party stating that same to be used.
2. If a specific terminal requires inert gas to be used. To be checked with the agent by
the Master in due time prior vessels arrival.
3. If it is a requirement from the owners.
Cargo slops
We ask that you at all times minimize the quantity of slops onboard by decanting
where and whenever possible Always subject to applicable laws and regulations. If
slops onboard, then kindly check each and every time with the local agent if it is
possible to discharge slops free of charge at the port in question, you should arrange
for deslopping accordingly when free of charge. If not free of charge then kindly
contact operations department for further guidance.
Pumping/Discharge
It is our experience that it is becoming increasingly more difficult to collect
demurrage, often because of long discussions with the Charterers about the time
actually used for pumping the cargo to the shore installation.
Within the clean petroleum trade there is a pumping clause commonly used by the
Charterers and inserted in the Charter Party with the following or similar type of
wording:
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Owners warrant that the vessel will discharge the entire cargo within 24 hours
or maintaining average 100 PSI (7 bar) at ships rail provided shore facilities can
permit same.
This clause is simple and acceptable, as the discharging guarantee we give in this
clause is on the condition that the shore installation both can and will receive the cargo
in accordance with the maximum discharge rate of the vessel.
During discharge, it is important to always maintain the absolute maximum rate or
maximum pressure in order to discharge the cargo as fast as possible.
If possible, the cargo shall always be discharged within 24 hrs (or whichever time
allowed in spot c/p). If this is not possible, the pressure at ships manifold shall always
be well above 100 psi (or whichever pressure allowed in spot c/p), in order to assure
the overall average during discharge (including stripping) is above 100 PSI (7 bar).
If the installation gives a general instruction with a maximum discharging rate or a
maximum pressure at ships rail, the vessel must ensure that this instruction is given in
writing and noted in the Statement of Facts. A letter of Protest must always be issued
if your vessels discharge rate/pressure is restricted by the terminal.
Periodical restrictions given before or during the discharge operation must also be
given in writing and inserted in the Statement of Facts before it is signed by the
installation. If this is not possible, the Master must issue a written protest to the
installation.
Furthermore, the vessel must advise any specific conditions at the installation, such as
limitations in the discharge rate due to ullage problems, shifting of shore tanks, line
problems etcetera, so that we have detailed documentation to support our demurrage
claims.
In case we are not able to recover demurrage from Charterers due lack of proper
documentation or protests from vessels side, said time can ultimately be a matter of
off hire.
In any case, vessel must keep proper pumping log on the manifold pressure
throughout the discharge, signed by Master and receiver.
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Bunkering
(Only applicable for vessels with bunker purchase through BTSE)
Due to the trade area in which your vessel will be employed and the restrictions on
bunker storage, we will most likely order bunkers frequently and from various ports,
but will always be determined on a case-by-case basis. Bunker will be supplied, as far
as possible, at ports where the best price is obtainable.
As appropriate, we will ask you for your estimated capacity/ROB of bunkers in
advance of port calls. Should you find your bunker stocks too low for any intended
voyage, taking into account your company policy on safe bunker stock, you must
contact us immediately and advise your requirements. We request that Heavy Fuel Oil
from different suppliers are kept segregated until receipt of an on spec bunker sample
test result, if practical possible. Bunker layout should therefore be considered each and
every time and transfer of existing bunkers to be carried out if necessary, to make
room for new stock.
In case of Heavy Fuel Oil commingling unavoidable, we can suggest the following
precautions are taken into consideration.
1)
A compatibility test is performed to secure that the 2 fuels will mix (two
individually perfect oils may not necessarily be mixable and become a
homogeneous product). The test is called the "Coffee Filter Test" and is to be
made by the vessel's crew. Instructions regarding this test to be obtained from
owners.
2)
If a pre delivery test is available this shall be communicated to the vessel by us.
The pre delivery test is not a requirement in itself but if the pre delivery test is
anyway being performed then it is a natural measure to let the vessel be
informed of the findings.
3)
Commingling is preferably done in only one tank.
Marine Gas Oil can be commingled as vessel see fit or as per owners requirements.
It is important that a good record of bunker stock is kept onboard. We require you to
make actual measurements of bunker stock frequently. If you at such actual check of
bunkers find any adjustments compared to departure message from previous port
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please advise us. This has proved necessary as we occasionally see large adjustments if
no soundings have been made over a long period of time. Subsequently we have not
had the correct information to arrange for the most cost efficient bunker supply.
Time used for bunkering should be minimized at all times. If possible, bunkering
should always be performed concurrent with cargo operation or when vessel is
awaiting shore readiness. Please state in your Statement of Facts if bunkering was
performed without delay to the cargo operation.
We have experienced some incidents with fairly big differences between the
temperature of the bunkers stated on the bunker receipt and the actual temperature of
the bunkers delivered. This respect we ask you to measure the bunker temperature at
the ships manifold and include details of same in the bunker report mentioned below.
Likewise barge must always be physically inspected and tanks measured prior & after
bunkering to minimize quantity disputes.
In order to ensure vessels operated by us comply with MARPOL regulations, it is of
utmost importance that the vessels check the actual sulphur content of the fuel to be
bunkered is stated in the bunker delivery note (B.D.N.), received from the supplier
prior bunkering. It is the vessels responsibility to accept or to deny delivery of the fuel,
should the sulphur content not be mentioned in the correct way (example: 'max 1.5 %
sulphur' mentioned as sulphur content is NOT an acceptable value, the actual sulphur
content shall be stated as for example 1.47 % or 1.30 % etc.). The vessels shall inform
the Operator immediately should they be presented with a non-compliant B.D.N.
Upon completion of each bunkering operation, you are to send the following
information to us:
TO: operations@brostrom.com
CC: cphbunker@maersk.com
Vessel Name
Port Name
Bunker Date
Quantity/Grade Ordered
Received as per bunker receipt
Received as per ships figures
Density as per BDN
Sulphur content as per BDN
Sample seal number
:
:
: dd.mm.yyyy
: (Metric Tons / ISO grade)
: (Metric Tons, up to 3 decimals)
: (Metric Tons)
: (kg/m3 @ 15 C)
: (% m/m)
: (seal number for sample sent for test)
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BDN conforming to MARPOL

COMMENTS :
: Y/N
Bunkering during t/c out: If your vessel is out on time charter we do not require the
above bunker report. However, if the time charterer supplies bunkers in an unsafe
manner or if you have other concerns, we can assist you to solve the situation.
Bunkering Marpol Annex VI / EU directive 2005/33 compliance
The Marpol Annex VI entered into force May 2005. Marpol Annex VI is an initiative
to reduce air pollution from ships. Part of this, is a worldwide cap of max 4.5 %
sulphur oxides on all fuel oil used onboard ships. Further the cap extends to 1.5 %
sulphur oxides for SECA areas, initial SECA area is the Baltic- The second SECA
area, being the North Sea, enters into force 11th August, 2007.
For vessels trading in the spot market with frequent voyages in/out of SECA areas, we
will do best endeavor to supply vessel with LSHFO only. Although this not always can
be practical or economical possible
- For other vessels there will most likely be only HFO onboard, or on some occasions,
both HFO and LSHFO - Vessel tank layout permitting.
EU Directive 2005/33 stipulates, amongst others, that all vessels must burn fuel with
max 0.1% sulphur while alongside berth in EU ports as of January 2010. In practical
terms the fuel we supply will be of MGO 0.1% quality. It is the duty of the vessel to
comply with this directive and carry through with fuel change over and furthermore
complete necessary records in the vessels records as described.
In due time prior to this date we shall, for the vessels we purchase bunkers, ensure to
deliver the required product. In return we ask that your vessel are in all respect able to
burn such product and thereby comply with the EU directive.
The responsibility, to follow both legislations, rests with the Master and Chief
engineer. There will be no warning or reminders from our side with regards to this.
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Any breach of the Marpol Annex VI/EU is expected to be treated as a felony in line
with oil spill or similar breach of environmental legislation. Routine check of vessels
compliance with Annex VI, can be expected as part of normal port state control.
For vessels out on time charter to third party, we politely ask that you inform us
immediately in case of lack of compliance from charterers side.
In order to be in compliance with Annex VI there are two general issues of special
concern.
Bunker Delivery Note (BDN)
The bunker supplier must present a bunker delivery note containing relevant
information on the fuel oil, prior commencement of bunkering. We ask you to
check that the data contained in the delivery note is, at least, in compliance with the
minimum data required as per Annex VI. Any non-compliance must be reported
immediately, by phone call to BTSE. In such case, bunkering should not
commence prior the approval from BTSE.
Fuel oil sampling
MEPC96(47) Can be found enclosed in the order letter. This document is the
guideline for the sampling of fuel for determination of compliance with Annex
VI. We kindly ask you to adhere to such guidelines when taking fuel oil samples.
The mandatory samples as per Annex VI are to be taken in addition to those
already required for the purpose of Lintec testing and any other samples possibly
required by head owners. It is therefore often the case that the main sample must
be divided into smaller sample bottles. During such procedure special attention
must be paid, that the main sample is mixed in order to have evenly spread
samples in each smaller sample bottle. This required so that each sample is
representative for the entire bunkering.
41/44
Bunkering - Sample testing

(Only applicable for vessels with bunker purchase through BTSE)
To ensure the quality of the bunkers ordered, HFO as well as MGO, vessels should be
enrolled with Lintec Testing Services Limited, DNVPS or the like. Lintec & DNVPS
both provides a testing service where vessel after each bunkering sends a sample to lab
via the agent as per predetermined instructions, which you will receive directly from
the individual testing company when entering into the pool. Lintec or DNVPS then
carries out proper testing in their lab and revert with a specification report to the
vessel, owners, our bunker department and BTSE.
You are not allowed to burn bunkers, for which on spec samples test result has
not yet been obtained.
In case of an off spec delivery BTSE are to be contacted immediately for further
instructions.
When taking samples from HFO and sending to the lab, it is important that the sample
bottles are marked in such a way, so that it can clearly be identified as a regular or low
sulphur product - Likewise with all supporting documentation. Why? The sample
bottle and supporting documents are the information which forms the basis for lab's
test report.
Discharge permission
For each voyage you will receive permission from this office to discharge, either in
form of LOI or direct instructions. You are under no circumstances to commence
discharge prior to confirmation from this office regardless if cargo to be discharged
against a letter of indemnity (LOI) from Charterers or against presentation of original
bills of lading.
When cargo is being discharged against an LOI you are requested to make best
endeavours to have receivers sign a cargo receipt. Should the receivers refuse to sign
please write Receivers refused signing the receipt on the receipt. The receipt should
be filed onboard and forwarded to us only upon request.
42/44
STS operations
In case vessel is scheduled to carry out an STS operation, the acceptance of the other
vessel is always subject to the Owners approval. Therefore we shall, upon nomination
an STS operation, ask you to revert with a list of information that you require in order
to consider this operations safe or not. Normally we do consider a cargo transfer
between two vessels inside break water, alongside berth or in buoys, a safe operation
and as such not subject to OCIMF STS guidelines or further approval from our side.
We have seen cases in Rotterdam and Amsterdam where the terminals suddenly
request discharge into smaller barges, although same not mentioned in chrtrs voyage
orders. You should contact BTSE and not engage in such operation prior to our
approval. Reason being charterers normally have a strict STS procedure which we
need to clear.
----- END ORDER LETTER -----
43/44
Knowledge Sharing
In this chapter you should file correspondence and guidelines given from us, as part of
our knowledge sharing system. Share all news with the relieving Masters, officers and
crew.
No/Year
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/
/
/
/
/
/
/
/
/
/
/
/
/
/
Description
__________________________________________
__________________________________________
__________________________________________
__________________________________________
__________________________________________
__________________________________________
__________________________________________
__________________________________________
__________________________________________
__________________________________________
__________________________________________
__________________________________________
__________________________________________
__________________________________________
__________________________________________
44/44

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Dear Captain,

For and on behalf of Brostrm Tankers Sweden AB

Andreas Greve Jrgensen Operations Manager

Contact & Communication..06

Legal documentation & Laytime.....15

Brostrm Tankers Sweden AB

The voyage ...27

Brostrm Tankers Sweden AB

Brostrm Tankers Sweden AB

Brostrm Tankers Sweden AB

Contact & Communication

Brostrm Tankers Sweden AB

Brostrm Tankers Sweden

Direct line office

Alexander Gustavsson (m)

+46 (0)709 644 980

Andreas Greve Jrgensen (m)

+46 (0)704 233 207

Annette Renstrm (f)

+46 (0)702 519 215

Annica Campillo (f)

+46 (0)706 441 401

David Andersson (m)

+46 (0)704 233 208

David Sturgis (m)

+46 (0)730 308 385

Hans Lindgren (m)

+46 (0)704 233 289

Johan Lundgren (m)

+46 (0)704 233 210

Karl-Axel Wenzlaff (m)

+46 (0)730 550 700

Marcus Davidsson (m)

+46 (0)704 233 208

Martin Larsson (m)

+46 (0)703 101 420

Monika Dencheff (f)

+46 (0)705 873 741

Taina Syrjnen (f)

+46 (0)702 213 181

Duty phone (24 hours) :

Brostrm Tankers Sweden AB

Communication via e-mail

Brostrm Tankers Sweden AB

ETA notices to Charterers, shippers, etc.

Brostrm Tankers Sweden AB

Arrival message ALL PORTS/ANCHORAGES

: HFO: xxx.x mts LSHFO: xxx.x mts GO: xxx.x mts

Brostrm Tankers Sweden AB

Departure message LOAD PORT

[Cargo documents attached]

ETA next port of call

: xx.xx xxxx (Name of next port)

: xx.xx m forward / xx.xx m aft (indicate SW/FW)

Brostrm Tankers Sweden AB

Total B/L figures

: xx,xxx.xxx mts in air or vac as applicable

B/L details for each set of bills

Dirty washing water ROB

: xxx CBM stowed in xxxxxxx

: HFO: xxx.x mts LSHFO: xxx.x mts GO: xxx.x mts

Tugs used Arr./Shifting/Dep.

: x / x / x (State number used)