Tanker Operation Manual

TANKER PREFACE
Over theOPERATIONS
past decade the globalMANUAL
maritime industry has undergone literally a sea change
Page No.2
in terms of spectacular modifications in the fleet design/operations and safety aspects
largely owing to rapidly evolving technology on all fronts. Keeping up with this pace,
the terminal and jetty end handling infrastructure has also undergone a technological
make-over. In line with this, even bunkering procedures, ballast water management,
pollution control mechanism and related regulations have also undergone changes. These
changes have necessitated a comprehensive updating of our Tanker Operations Manual,
considering the best global operating practices in this domain to maintain and sustain
Operational Excellence in our marine business. The manual was last updated in 2001.
Tanker time is very expensive and a perceptible reduction in the tanker turn-round
time through systematic and conscious application of Standard Operating Procedures
has a huge potential for cost savings. Safe Tanker Operations will only go a long way in
ensuring that our Unit Operations are sustainable. We shouldn’t also lose sight of the fact
that disputes relating to quality failures, environment pollution etc., involving tankers can
potentially put Indianoil into expensive and protracted international litigations which
need to be avoided carefully. The Tanker Operations Manual, thus, has a potential for
huge cost savings for the Corporation.
I am glad to note that Operations & Supplies Group have updated the Manual,
incorporating various changes in systems and procedures mentioned above. In updating
and compilation of this manual, the efforts of Shri KS Rao, DGM, Operations HO, Shri
Suraj Patnaik, Chief Manager, S&D ER with valuable inputs and guidance from Shri S
Balasubramanian, ED I/C Supplies, Shri MR Karandikar, ED, (Co-ord, plng & QC) and
Shri DLN Sastri, ED (International Trade), deserve a special mention.
I am sure that this manual would be of great help and guidance to our officers posted in
port locations and controlling offices to more effectively manage tanker operations to
ensure that Indian Oil remains the most cost effective petroleum marketing company not
only at the national level but also globally.
BS Canth
Director (Marketing)
Mumbai
15th March 2016
TANKER
OPERATIONS MANUAL Page No.3
TANKER OPERATIONS MANUAL
AMENDMENT RECORD
AMENDMENTS Section / Embodied by Date
Number Date Page
TANKER
CONTENTS
CHAPTERS
CHAPTER : 1 INTRODUCTION AND SCOPE
CHAPTER : 2 TANKER TERMS & CLASSIFICATION
CHAPTER : 3 TANKER CONSTRUCTION &
SPECIAL REQUIREMENTS
CHAPTER : 4 CARGO MEASUREMENT SYSTEMS
CHAPTER : 5 SELECTION OF TANKERS
CHAPTER : 6 TANKER LOADING OPERATIONS
CHAPTER : 7 TANKER DISCHARGE OPERATIONS
CHAPTER : 8 HANDLING CONTAMINATION
ON BOARD A TANKER
CHAPTER : 9 OCEAN LOSS
CHAPTER : 10 TANKER DOCUMENTATION AND
CORRESPONDENCE
CHAPTER : 11 SURVEY OF TANKER OPERATIONS
CHAPTER : 12 TANKER HANDLING HOSES & THEIR
M&I / MARINE LOADING ARMS AND
JETTY FACILITIES
CHAPTER : 13 ALLIED ACTIVITIES
CHAPTER : 14 REPORTING AND ACCOUNTABILITY
CHAPTER : 15 OSR & MARPOL GUIDELINES

TANKER CONTENTS
ANNEXURES
ANNEXURE : I TANKER TERMS
ANNEXURE : II TANKER TANKS CONFIGURATION
ANNEXURE : III BALLAST TANKS CONFIGURATION
ANNEXURE : IV TANKER PIPING SYSTEM
ANNEXURE : V ULLAGE TAPE
ANNEXURE : VI THERMOMETER HOLDER
ANNEXURE : VII SAMPLING EQUIPMENT
ANNEXURE : VIII UTI TAPE
ANNEXURE : IX SIGNIFICANCE OF TANKER TANK TEMPERATURE
ANNEXURE : X TANKER TANKS CLEANING KEY
ANNEXURE : XI OCEAN LOSS
ANNEXURE : XII TANKER DOCUMENTS AND FORMS
ANNEXURE : XIII DETAILS OF SURVEY WORK
ANNEXURE : XIV TANKER OPERATIONS : CHECKLIST FOR LOCATION
INCHARGE
ANNEXURE : XV DRAFT SURVEY
ANNEXURE : XVI SOP
ANNEXURE : XVII NATIONAL PLAN INVENTORY
OF OIL SPILL EQUIPMENT
ANNEXURE : XVIII MARPOL (QUESTION-ANSWERS)
ANNEXURE : XIX LESSONS LEARNT

TANKER
CHAPTER 1
INTRODUCTION AND SCOPE
Chapter - 1 Introduction &
TANKER Scope
Clause No.
OPERATIONS MANUAL 1.1 - 1.4.4
Page No.1
INTRODUCTION AND SCOPE

1.1 INTRODUCTION :
The ship used for transportation of LIQUID PRODUCT in bulk is termed as
TANKER.
The purpose and scope of this manual is to ensure that Officers who are responsible
for Tanker operations are fully equipped with:
1.1.1 Basic understanding of types of tankers, its technical &
commercial aspects.
1.1.2 A knowledge of Tanker Loading, Unloading operations.
1.1.3 Procedure for handling cargo contamination on-board
1.1.4 Tanker documentation & its commercial importance
1.1.5 Knowledge of Oil Spill Response (OSR) & MARPOL Guidelines.
1.2 SCOPE :
This manual seeks to integrate operating and shipping aspects of Tanker handling.
1.3 SUPERCESSION OF PREVIOUS MANUAL / BULLETINS :

This manual supersedes the previous Tanker Operations Manual that was issued
in September 2001, and also all other Operations Bulletins / Circulars issued
from time to time on the subjects dealt with in this manual.
1.4 APPLICATION :
The operating instructions contained in this manual are to be read and applied
in conjunction with the instructions given in the following manuals as existing /
amended from time to time :
1.4.1 Operations Manual (Volume-I & Volume-II)
1.4.2 Product Loss Control Manual (Volume - 1 & 2)
1.4.3 Industry Quality Control Manuals for Aviation and Non-Aviation
Petroleum Products
1.4.4 Health, Safety and Environment Manual
Chapter - 1 Introduction &
TANKER Scope
Clause No.
OPERATIONS MANUAL 1.4.5 - 1.6
Page No.2
1.4.5 Relevant OISD Standards pertaining to Tanker Operations
1.5 VALIDITY PERIOD :

The instructions contained in this manual shall be valid initially for a period of 5
years from the date of issue and any updations / amendments issued during this
validity period will be through circulars.
1.6 ROLE & RESPONSIBILITY :
While this manual read in conjunction with above said four manuals and relevant
OISD Standards gives directional action to be taken with respect to various
situations while handing tankers, the close monitoring of tanker operations
like unloading, loading are to be ensured by State Operations Head in close
coordination with HO(Operations) and Regional (S&D).
Abnormal loading / unloading loss, QC related issues, Safety & Environmental
related issues should be brought to the notice of State Operations Head & State
Head by the Port Location immediately.
Maintenance of Ocean loss within targets as well as ensuring smooth tanker
operation is primary responsibility of State Operations group.
TANKER
CHAPTER 2
TANKER TERMS &
CLASSIFICATION
Tanker Terms &
Chapter - 2
TANKER Classification
Clause No.
Page No.4
TANKER TERMS & CLASSIFICATION

2.1 OIL TANKER:
An oil tanker is a self-propelled, ocean-going merchant ship designed for bulk
transportation of oil. With the exception of cross-country pipelines, the tanker is
the most cost-effective way to move oil today. During the year 2013, international
seaborne trade, in terms of quantity loaded on board tankers, has exceeded 2900
million tons.
As per statistics compiled by UNCTAD, in January 2013, there were over 47,122
sea-going merchant vessels amounting to more than 1.63 billion DWT. This
consisted of 34% tankers, 42% bulk carriers, 13% container vessels, 5% general
cargo ships and balance others. In terms of ownership, 48.6% of world tonnage
is owned by shipping companies from Greece, Japan, Germany and China. In
comparison, Indian companies own only 1.39% of world tonnage. However,
in terms of registration, 42.3% of world’s fleet in terms of DWT is registered
at Panama, Liberia and Marshall islands. These countries are called as “open
registers” as very few ships registered here belong to owners from the same
country.
2.2 TANKER TERMS :

A list of tanker terms commonly encountered while handling oil tankers, is given
in Annexure-I, along with a simple line diagram indicating the location of some
of the main features of oil tankers.
2.3 CLASSIFICATION OF TANKERS :

Tankers may be classified in either of two ways: by deadweight (DWT) or by type
of service.
2.3.1 CLASSIFICATION BY DEADWEIGHT :
Tankers may be classified according to deadweight (in long tons) as
under : (1 LT = 1.01605 MT)
Type of Tanker Tonnage (LT)
Premium Range (PR) Less than 16,500
General Purpose (GP) 16,500 – 24,999
Medium Range (MR) 25,000 – 49,999
Large Range I (LR-I) 50,000 – 79,999
Tanker Terms &
Chapter - 2
Clause No.
OPERATIONS MANUAL 2.3.2 - 2.3.2.2
Page No.5
Large Range II (LR-II) 80,000 – 1,59,999

Very Large Crude Carriers (VLCC) 1,60,000 – 3,19,999
Ultra Large Crude Carriers (ULCC) Above 3,20,000
VLCCs and ULCCs are generally used for the carrying of only crude
oil.
However, Gas carriers are generally classified in terms of their cubic
capacity. The broad classifications is as below :
Type of tanker Cubic Capacity Apprx. Cargo size
HandySize 22.5 to 24 TCBM 13 TMT
MGC 35 to 38 TCBM 20 TMT
LGC 55 to 59 TCBM 32 TMT
VLGC 75 to 82 TCBM 45 TMT
2.3.2 CLASSIFICATION BY TYPE OF SERVICE:

Tankers may be classified according to the type of cargo they are
designed to carry. Tankers are thus classified as:
2.3.2.1 CLEAN OR WHITE OIL:
These are normally used to carry refined finished products
such as Motor Spirit, Naphtha, Kerosene, High Speed
Diesel (Gasoil), and Aviation Fuels.
2.3.2.2 DIRTY OR BLACK OIL:
Dirty Tankers are generally used for carriage of crude
oil, Furnace Oil, Light Diesel Oil, LSHS and other such
products.
Dirty Tankers are fitted with heating coils in the Cargo
Tanks to facilitate keeping the cargo in fluid or less viscous
state for easy discharge operations.
Dirty Tankers can be upgraded to clean vessels by
undertaking upgradation, by either mechanical or chemical
cleaning methods by following special key to be approved
by HO (Shipping) and HO (Quality Control) department.
Tanker Terms &
Chapter - 2
Clause No.
OPERATIONS MANUAL 2.3.2.3
Page No.6
2.3.2.3 SPECIAL CARGO SERVICE:

Tankers may also be classified according to the special
service for which these may be designed. Some examples
of special type of tankers are as under :
A) BITUMEN CARRIERS:
These are special vessels, which are designed to
carry large quantities of Bitumen in bulk. These
are provided with special heating arrangements for
maintaining the Bitumen Cargo in a fluid state.
B) LUBE CARRIERS:
These are special vessels which are designed to
prevent ingression of moisture into the cargo tanks.
Such Vessels often provide separate pumps, cargo
pipelines and manifold for individual tanks in order
to maintain complete positive segregation of different
grades of Lube Oil. Heating facilities are also provided
for heating cargo, as required.
C) CHEMICAL CARRIERS:
These vessels are designed to carry all sorts of
corrosive chemicals and acids. Tanks of such vessels
are built of stainless steel and may be specially coated
to safe-guard the cargo, these vessels carry.
Such vessels may also be used for carriage of Lube Oil
since these invariably have cargo segregation facility
on par with Lube carriers.
D) GAS CARRIERS:
These vessels are designed to carry Liquefied Gases
in bulk. They may be designed either as pressurised
vessels, as refrigerated (Cryogenic) vessels or as semi-
refrigerated vessels. Gas carriers can be either LPG
(Butane & Propane) carriers or LNG (Methane &
Ethane) carriers. There are also gas carriers designed
to carry Ammonia, Ethylene etc.
E) MULTIPURPOSE VESSELS:
Tanker Terms &
Chapter - 2
Clause No.
OPERATIONS MANUAL 2.4 - 2.5
Page No.7
Although crude oil and petroleum products are

generally carried in oil tankers, these may, at times be
carried in multipurpose OBO (Ore-Bulk-Oil) / OO
(Oil / Ore) vessels.
2.4 CLASSIFICATION SOCIETIES:

A classification society is an independent, non-profit making body directed by
a committee of persons representing shipowners, shipbuilders, engine-builders
and underwriters. They exist for the purpose of ensuring that ships are properly
constructed and maintained in seaworthy and safe condition. They arrange to
carryout surveys during the building and throughout the ship’s trading life.
Some of the classification societies of the world are listed below:
a. Lloyd’s Register of Shipping, London (UK) - LR
b. Indian Register of Shipping, India - IRS
c. American Bureau of Shipping, New Jersey (USA) - AB / ABS
d. Germanischer Lloyd, Hamburg (Germany) - GL
e. Bureau Veritas, Paris (France) - BV
f. Det Norske Veritas, Oslo (Norway) - DNV
2.5 SURVEY AND CERTIFICATES:

Classification societies require that vessels be surveyed at intervals to ensure that
they are in continuous seaworthy condition. Besides classification societies, the
Government of the country where the ship is registered (flag state) also require
that various equipment/ facilities of the ship are inspected and certificates related
to them are validated at regular intervals.
TANKER
CHAPTER 3
TANKER CONSTRUCTION
AND SPECIAL
REQUIREMENTS
Tanker Construction
Chapter - 3
TANKER & Special Requirements
Clause No.
OPERATIONS MANUAL 3.1-3.2.3.3
Page No.9
TANKER CONSTRUCTION & SPECIAL REQUIREMENTS

3.1 OIL TANKERS ARE CONSTRUCTED FROM HIGH QUALITY STEEL
AND PROVIDE FOR :
- Cargo Spaces
- Ballast Spaces
- Ship’s pipe lines
- Engine / Pump rooms
- Bunker / stores spaces
- Crew Accommodations
- Deck-handling equipment, and a host of other features
- Navigational equipment/ Aids
3.2 CARGO SPACE :

The Vessel contains a large number of holds for containing cargo separated by
a large number of bulkheads, web-frames and stiffeners of all sizes and shapes,
depending upon the size and service of the vessel.
3.2.1 While various types of structurals contribute strength to the vessel,
they complicate the problems of tank measurements, tank cleaning,
etc.
3.2.2 A few tanker’s tanks configurations are shown in Annexure-II.
3.2.3 GROUPING OF CARGO TANKS ON TANKER :
3.2.3.1 In general, tanker’s tanks are divided into four groups.
Each group shall contain set of tanks and are identified by
giving different colours.
3.2.3.2 On the ship, it is ensured that one group (set of tanks) is
segregated with another group (set of tanks) with minimum
two valves.
3.2.3.3 The tanks in the same group may be segregated with single
valve only.
Tanker Construction
Chapter - 3
Clause No.
OPERATIONS MANUAL 3.2.4-3.3.3
Page No.10
3.2.4 PRECAUTION TO BE TAKEN FOR CARGO SEGREGATION ON

BOARD :
3.2.4.1 Two different grades of cargo shall not be
loaded in the same group of tanker tanks. If
two grades or more are planned for loading,
different products shall be loaded in two or
more groups of tanker tanks enabling to have
segregation among products on board with
minimum two valves.
3.2.4.2 During loading, manifold shall be changed
depending upon the grades of cargo planned.
It shall be ensured that separate deck lines,
drops and bottom lines are being used by ship’s
personnel for different grades of cargo.
3.2.4.3 During unloading, same manifold shall be used
what was used at load port for loading (grade-
wise). It shall be ensured that separate bottom
lines, cargo pumps, discharge lines are being
used by ship’s personnel for different grades to
avoid contamination.
3.3 BALLAST SYSTEM :
3.3.1 Sea-water is used as ballast for improving a vessel’s transverse stability,
reducing stress on hull, improve propulsion and maneuverability.
All modern tankers are provided with segregated ballast tanks (SBT),
with an Independent maze of pipelines, pumps and valves. (Refer
Annexure III)
3.3.2 On such tankers, ship’s tanks /lines / pumps / sea chest valves are
separate for cargo and ballast operations. Hence on SBT vessels,
simultaneous operations of ballasting / deballasting and cargo loading
/ unloading are permitted.
3.3.3 While ballast water is essential for safe and efficient shipping, it also
poses serious ecological problems due to multitude of invasive marine
species carried in ship’s ballast water. IMO has adopted the BMW
Convention in 2004 which requires all ships to implement a Ballast
water & Sediment Management Plan. This is applicable in countries
which have ratified the convention.
Tanker Construction
Chapter - 3
Clause No.
Page No.11
3.4 PIPELINE CONFIGURATIONS :

3.4.1 CARGO PIPING SYSTEM :
All oil tankers are equipped with an efficient & closed pipeline system
for loading of cargo on board and discharging the cargo ashore. Most
modern product tankers have tanks formed into groups or blocks with
separate pump and pipelines for each system. However, the number
of groups and the exact configuration of pipelines differ from tanker
to tanker. (Refer Annexure IV)
3.4.1.1 BOTTOM LINES:
Bottom lines usually refer to the cargo main lines located at
the bottom of the vessel’s centre tanks. Cross-over valves,
two valves on each cross-over, connect the bottom lines
to each other. The bottom lines start at the aft of the cargo
tanks and end at the cargo pump suction in the pump
room.
3.4.1.2 DROP LINES:
The drop line connects the main deck line from near the
manifold to the bottom line for each group. These lines are
meant to bypass the pumps and are used for loading cargo.
3.4.1.3 DECK LINES:
The delivery lines of the main cargo pumps are called as
Raisers as they rise vertically to the deck level. On the
main deck of the tanker, these pipelines leading up to the
delivery manifold are called as deck lines.
3.4.2 BELL MOUTH :
The bottom lines open into the cargo tanks through what is called as
a bell mouth. It is shaped like an inverted hopper and is placed very
near to the tank bottom in order to avoid splashing during loading
and cavitation during discharge.
Tanker Construction
Chapter - 3
Clause No.
Page No.12
3.5 PUMPS :
Oil tankers are provided with several types of power driven pumps :-
3.5.1 CARGO OIL PUMPS [COP] :
These are the main cargo handling pumps [mostly centrifugal pump
or screw pump], which may be driven by either electric motors or
steam turbines. The pumps are isolated from the driving units by
physical barriers to facilitate safety (i.e. exclusion of inflammable
vapors from possible sources of ignition /explosion).
3.5.2 STRIPPER PUMPS :
These are positive displacement pumps designed to facilitate stripping
of the cargo from the tanks. They are generally of a much lesser
capacity than the main cargo pumps.
3.5.3 EDUCTORS :
Eductors are nowadays used in place of stripping pumps to facilitate
stripping the cargo from one tank while other full tanks are being
discharged.
3.5.4 FRAMO PUMPS :
The Framo cargo pump is a vertical single stage centrifugal pump
powered by a hydraulic motor for safe and efficient operation. Tankers
having these pumps are typically designed with coated cargo tanks, six
to eight cargo segregations, no pump room and submerged in-tank
cargo pumps. The use of one submerged hydraulically driven cargo
pump per tank provides safe segregation between different grades. It
also makes stripping quicker. Some of the modern product tankers
have this kind of pumps. A typical pipeline diagram in a tanker with
Framo pumps is shown in Annexure IV.
3.6 SPECIAL REQUIREMENT OF OIL TANKERS :

The greatly extended use of oil as fuel, together with the development of sources
of supply in different parts of the world, has resulted in the demand for a large
number of vessels specially adapted for carrying oil in bulk. Experience shows
that oil can be safely carried in large quantities under all weather conditions,
provided measures are taken to minimize risk of leakage, fire and explosion.
Thus, the special requirements of oil tankers are :
Tanker Construction
Chapter - 3
Clause No.
OPERATIONS MANUAL 3.6.1 - 3.6.5
Page No.13
3.6.1 STRENGTH :
The structure must be strong enough to withstand the straining forces
incidental to the carriage of liquid cargo under the most adverse ocean
conditions in both loaded and ballast conditions. The numerous
bulkheads and web of frames fitted provide efficient resistance to the
transverse force and helps in reduction of liquid surge, and consequent
loss of stability.
3.6.2 OIL-TIGHTNESS :
One of the essential conditions for safety from risk of fire and explosion
is complete oil tightness. Leakage of oil or vapour from the tanks,
pipeline and pumping systems must therefore be prevented.
3.6.3 ISOLATION OF OIL SPACES (COFFER DAMS) :
In order to minimize the risk of oil or vapor leakage into other spaces,
double bulkheads are provided to form coffer dams (empty spaces) at
the ends of spaces allotted to oil cargo.
3.6.4 PROTECTION AGAINST FIRE AND EXPLOSION :
This is achieved through provision of adequate fire protection
facilities, physical barriers and the enforcement of Standard Operating
Procedures.
3.6.5 INERT GAS SYSTEMS :
All modern tankers are fitted with inert gas systems (IGS) to facilitate
reduction of oxygen levels in cargo tanks to a level that will minimize
/ exclude risk of fire / explosion in cargo tanks. Inert gas is generated
from boiler flue gases, duly scrubbed (i.e. cleaned of all particulate
matter) before being pumped into cargo tanks. Inert gas is pumped
into cargo tanks during cargo discharge operation and is displaced to
the atmosphere during loading operation. Thus, at any given point of
time, whether the tanker is loaded or empty, the vapor space inside
the cargo tanks remains inerted.
It is important to ensure that SCRUBBER is properly maintained and
is working satisfactorily, failing which the quality for highly sensitive
products like aviation fuel, Naphtha etc may get affected.
Tanker Construction
Chapter - 3
Clause No.
Page No.14
3.6.6 CARGO HEATING SYSTEM:

Highly viscous products like Fuel Oil, some grades of Lube Oil base
stock etc become very thick and viscous when cold and in order
that such products can be loaded and discharged without delay, it is
necessary to keep them heated. Steam is used to heat the cargo in
the vessel’s tanks. The heating arrangement consists of a system of
coils which are spread over the bottom of the tank. When steam is
passed through them, the oil in the vicinity is heated. The warm oil
raises slowly and is replaced by colder oil, thus setting up a gradual
circulation system in each tank.
3.6.7 SEA CHEST VALVES AND OVERBOARD DISCHARGE VALVES:
3.6.7.1 The sea chest valves are provided in pump room. Vessels
normally have two sets of sea chest valves. One set of valves
are connected with a pipe line system & pumps exclusively
for ballast operation. Such pipe lines & pumps shall
have 100% segregation with cargo operation pipe lines &
pumps. Another set of valves shall have connection with
cargo pipe lines and cargo pumps. These valves shall be
opened only when cargo tanks are to be cleaned with water
in sea passage or water flushing of dock line (as per shore
request) is required or to take ballast in cargo tanks if bad
weather is being faced by ship.
3.6.7.2 The overboard Valves are provided in the aft side of the
deck. These valves are used to discharge ballast (called
deballasting) either from cargo tanks or ballast tanks.
Normally, there shall be two sets of overboard valves. One
exclusively will have connection with ballast lines & Pumps
& another shall have connection with cargo lines & COP.
3.6.8 DOUBLE HULL :
Since 1993 , it is mandatory for all new tankers of 5,000 DWT or more
to have double hulls. The requirement for double hulls that applies to
new tankers has also been applied to existing ships which are required
to be converted to double hull or taken out of service in a phased
manner.
Double hull tankers, with two complete layers of watertight hull
surface at the bottom and sides of the ship, have the ability to prevent
or reduce oil spills in the event of accidents. Schematic diagram of
double hull tanker is provided in Annexure-II.
TANKER
CHAPTER 4
CARGO MEASUREMENT
SYSTEMS
Cargo Measurement
Chapter - 4
TANKER Systems
Clause No.
OPERATIONS MANUAL 4.1-4.3.1
Page No.16
CARGO MEASUREMENT SYSTEMS:
4.1 Conventionally, ship’s measurements are based on ullage measurements rather

than on soundings of cargo tanks. This was necessarily true in case of manual
measurement systems on older vessels because of the presence of structurals that
would possibly have interfered with the recording of soundings.
4.2 Modern tankers are provided with auto-gauging facilities in all tanks, including
temperature probes, linked to PCs in the Cargo Control Room (CCR).
Dependence on such systems is almost inevitable with IGS (Inert Gas System)
facilities in operation; but facilities are also available on board to allow usage of
UTI tape, sampling equipment for special applications / resolution of possible
disputes.
4.3 MODERN TANKER GAUGING REQUIREMENTS:

4.3.1 CLOSED-TANK OPERATIONS:
The modern tanker is designed to protect itself, its cargo, the
surrounding environment and its crew. This demands the closed
containment of cargo and their vapors that may be toxic, explosive
and damaging to the environment. Explosive cargo must not, in
turn, get ignited by normal dynamic handling conditions, which are
capable of generating high electrostatic potentials and resultant spark
discharge.
Ship’s cargo tanks must be sealed off, not only to isolate hazardous
and polluting vapors, but also to contain the oxygen lean atmosphere
of the inert gas system (IGS), an atmosphere which will not support
combustion in the void space.
The sealing and pressurization of ship’s cargo tanks must meet at least
two important requirements :-
a) During high – speed closed – tanker loading / unloading,
there must be adequate exit / entry capacity to allow the
free outflow of displaced gas or entry of inert gas in the
tanks. Lacking such exit / entry capacity, the tank will
suffer explosive rupture or collapse and consequent tank’s
Cargo Measurement
Chapter - 4
TANKER Systems
Clause No.
OPERATIONS MANUAL 4.3.2-4.3.3
Page No.17
overflow and product / vapor escape. Reliable topping level

measurement and high level alarm systems are essential
under these closed loading / unloading conditions;
b) Simple and direct methods of cargo level observation and
hand dipping, previously performed through an open
ullage port, are no longer acceptable practices, and have
led to hand dipping through a vapor lock; and to critical
dependence upon remote automatic electronic gauging
systems. The exclusion of traditional methods and their
replacement by unfamiliar and automatic closed-tank
means has been the source of much misunderstanding.
Ship owners and operators must now learn to deal with
these new realities, and to maintain instruments perfectly
in order for smooth operation, and should keep an open
mind towards new and more complex instrumentation.
4.3.2 CONTINUOUS TANK LEVEL MEASUREMENT:
At the same time tank level gauging has been made more difficult
by the closed-tank condition; the need for continuous and reliable
loading information has become increasingly essential for the safe
operation of the modern tanker. The condition of product level on the
vessel must be known at all times, during both loading and discharge
operations, and the loading / discharge status of each tank must be
measurable throughout the full tank height and not only at one or two
discrete points.
During high-speed loading, continuous level monitoring is the key to
overfill prevention. Instantaneous hull stress and bending condition
and ship’s floatation stability can be determined by a number of
available loading calculators, but these require continuous cargo and
ballast level values to be known within each major tank to be used as
the primary input to stress and stability computations.
4.3.3 MAXIMIZING GAUGING SYSTEM PERFORMANCE:
Closed - tank gauging equipment must support the ship’s
operating crew, making them more efficient. This requires operator
understanding of the system, and the proper judgment of the system’s
performance.
Cargo Measurement
Chapter - 4
TANKER Systems
Clause No.
Page No.18
By means of hands-on experience, operating personnel will realize

that practice is required to utilize a modern tanker gauging system.
The user will thereby gain confidence both in him and in the gauging
equipment, and will begin to utilize more fully the closed tank gauging
system as an essential part of modern IGS and tanker operations.
4.4 CARGO CONTROL ROOM :

Modern tankers have a cargo control room overlooking the deck with several
control panels.
This facilitates central control of ballasting /deballasting and /or the loading
/ discharge operations, with indicators showing status of control valves in the
various systems and level of cargo at any point of time in the various tanks.
4.5 STANDARD MEASURING EQUIPMENT

4.5.1 ULLAGE TAPES:
These tapes are similar to gauging tapes used at Terminals, but with
one basic difference; these tapes are utilized to measure the height
from the top of the liquid surface to the reference point on the ullage
hatch.
Although modern day ullaging instruments are far more sophisticated
than shown in Annexure V.
4.5.2 THERMOMETERS AND THERMOMETER HOLDERS:
Standard Thermometers, duly verified against NPL, (National
Physical Laboratory) – Calibrated Thermometers, shall be used for
recording of ship’s tank temperatures. These may be of the range
0-50°C or 0-100°C, depending on requirement. Only flushing case
type of thermometer holders shall be used (Sketch in Annexure-VI).
4.5.3 SAMPLING EQUIPMENT:
This comprises the normal all-level sample thief and bottom sample
thief. Additionally, special sampling equipment is available for
drawing samples of free water, if any. Sketches are given in Annexure-
VII.
Cargo Measurement
Chapter - 4
TANKER Systems
Clause No.
Page No.19
4.5.4 AUTO GAUGE EQUIPMENT: www.tanktech.co.kr

The equipment indicated in the preceding paragraphs are used
wherever manual ullaging is to be carried out. However, most modern
vessels are fitted with Auto Gauge systems, with suitable temperature
sensors located in the cargo tanks.
〉〉Restricted Type Portable Oil / Water Interface Detector
4.5.5 UTI TAPE: Ullage, Temperature and Interface Tape
for Ullage, oil / water interface & temperature gauging
PRINCIPLE
Detection of Ullage :
PRINCIPLE
The detection method is based upon
Detection of Ullage
the principle
The detection of detecting
method is based a change
upon the principle of detecting a
change in impedance using ultra sonic technology.
in impedance using ultra sonic
technology.
Detection of interface
Detection
The detection methodof isInterface
based upon: measuring the different
voltage according to conductivity of water.
TANKTECH
The detection method is based upon
measuring
Temperature the different voltage
measurement
Temperature measurement is obtained by the output voltage
according
of the built-in to conductivity
semiconductor element. of water.
PMS
Temperature Measurement :
Temperature measurement is
SERIES
obtained by the output voltage of the
built-in
FOR EASY semiconductor element.
DISTINGUISH
Refer Annexure VIII
User can easily know
DISPLAY
the location of sensor TEMP : 21.4 。

C
4.6 MEASURMENT AND SAMPLING PROCEDURES: probe by beep and LCD - GAS -
display.
DISPLAY
4.6.1 ULLAGING: TEMP : 21.8 。
C
- OIL -
4.6.1.1 ON NON-IGS VESSELS:
DISPLAY
These operations will generally be carried outTEMP
manually
: 22.0 。C
on Non-IGS vessels, as in the case of manual shore tank
- WATER -
gauging.
Position of detection Beep LCD Indication
Intermittent beep Gas zone - GAS -
4.6.1.2 ULLAGING ON IGS VESSELS:
Frequent beep Oil zone - OIL -
Continuous beep Water zone - WATER -
On IGS vessels the operations listed above will be through
the Auto-Gauge System on board the vessel; or using UTI
Tape and samples will be drawn through special sampling
ports provided.
Cargo Measurement
Chapter - 4
TANKER Systems
Clause No.
OPERATIONS MANUAL 4.6.2- 4.6.4.2
Page No.20
4.6.2 SAMPLING:
Samples will be drawn for normal testing of products as laid down in
the Industry Quality Control Manuals for Aviation and Non-Aviation
Fuels.
No additional samples need to be drawn except on the advice of the
HO [QC, OPS and SHIPPING departments] in specific cases.
Representative samples from each cargo tank, as required, shall
be drawn and properly labeled, one for laboratory checking (Pre-
discharge tests) and another set for retention.
4.6.3 DETERMINATION OF DENSITY:
The set of tanker’s tank-wise, grade-wise samples for laboratory
checking (Pre-discharge tests) should be used for ascertaining
densities of individual tanker tanks. If the variation exceeds (between
maximum and minimum) “+/- 0.0040 at 15 deg. C” , then the
respective densities of individual tanks should be used for arriving at
KL @ 15 deg. C/ MTs. Otherwise, average density should be used for
all the tanks for cargo quantity calculations on board the tanker.
For arriving at the average density, samples indicated above are to
be composited on volumetric basis of cargo in each tank (each grade
separately) in order to determine the representative composite sample
density of each grade of cargo on board the tanker.
These samples shall be used for determining the density of cargo on
board for use in the quantity calculations.
4.6.4 TEMPERATURE RECORDING:
4.6.4.1 SIGNIFICANCE OF TEMPERATURE:
The recording of ship’s tank temperature is a highly
critical operation as it is used for determining the volume
reduction factor applicable to each grade of cargo.
4.6.4.2 TEMPERATURE VARIATIONS:
Temperatures of different cargo tanks may vary widely
depending on circumstances:-
In heated cargo, temperature of cargo in wing tanks will be
Cargo Measurement
Chapter - 4
TANKER Systems
Clause No.
OPERATIONS MANUAL 4.6.4.3 - 4.6.5.2
Page No.21
substantially lower than that in centre tanks.

In non heated normal cargo temp in wing tanks will be
higher then centre tanks in summer & vice versa in winter.
In heated cargo, the temperature profile in individual cargo
tanks will depend on the location of the heating coils.
4.6.4.3 MEAN TEMPERATURE:
A mean temperature, based on an arithmetical average of
alternate-tank temperatures within each grade of cargo,
may be calculated if the temperature of cargo in different
tanks is within a range of 1-2 deg. C. Otherwise cargo
quantities should be calculated on individual tanker tank
basis, using actual temperature recorded for each tank.
A note on the significance of Tanker Tank temperature is
given in Annexure-IX.
4.6.5 RECORDING OF SHIP BOARD MEASUREMENTS:
4.6.5.1 PARTIES INVOLVED
Recording of ship board measurements (ullaging/
sounding, water sounding, temperature, representative
samples, making composite samples, density measurement
as explained in point no. 4.6.3) are to be carried out jointly
by IOC’s Officer, the Chief Officer or other representative
of the Master of the vessel. A surveyor, who may be
appointed by IOC or by the Ship Owner /Supplier, shall
also be associated with all the measurements and sampling
operations.
4.6.5.2 RECORDS TO BE JOINTLY SIGNED:
All measurement reports and sample labels shall be jointly
signed by the representatives of IOC, the Master of the
vessel or his representative and the Surveyor, who are party
to the measurement and sampling operations.
Cargo Measurement
Chapter - 4
TANKER Systems
Clause No.
OPERATIONS MANUAL 4.6.5.3 - 4.8.1
Page No.22
4.6.5.3 OTHER DATA REQUIRED:

Along with details of ullage; water dips (if any), temperatures
etc; details of the draft, list and trim of the vessel shall also
be noted.
4.6.5.4 PRECAUTION PRIOR TO ULLAGING:
Prior to undertaking ullaging (manually recorded), the
calibration charts shall be referred to determine the
location of ullage points and reference points/ heights for
each of the cargo tanks.
4.6.5.6 SHORE CALCULATIONS:
These will be done as per the details given in the Product
Loss Control Manual Vol.1.
4.7 QUANTITY VARIATIONS:

4.7.1 SHIP-SHORE VARIATIONS:
The quantities loaded or discharged as per ship’s measurements
will not generally tally with the corresponding quantities calculated
on the basis of shore tank measurements. This is particularly true
for situations in which only part capacity of the vessel is loaded or
discharged.
4.7.2 NEED FOR PERIODIC RECONCILIATION:
Reconciliation of ship-shore quantities during both loading and
unloading operations is a critical activity that guards against abnormal
variations being experienced at the end of the loading or unloading
operations.
4.8 VESSEL’S EXPERIENCE FACTOR (VEF):

4.8.1 USEFULNESS OF VEF:
Experience factors are limited in their usefulness to operational
circumstances that are entirely similar. Such variations would differ
depending on the group of cargo tanks that are used from one loading
to another. Thus, vessel’s experience factors are normally assessed
Cargo Measurement
Chapter - 4
TANKER Systems
Clause No.
Page No.23
and are fairly accurate on full loading/discharge of a particular vessel.

For a given vessel an approximately constant ratio can be established
between the ship’s measurements itself and the shore volume.
4.8.2 DEFINITION OF VEF:
Thus, for most practical purpose, VEF is a ratio, defined by :
VEF = X / Y
Where X is the ship’s volume /quantity,
Y is the Shore’s volume /quantity.
4.8.3 VEF DATA COLLECTION:
Surveyors generally collect a statement from the ship’s log showing these
quantities for the previous 5-10 voyages in which an approximately
equivalent quantity of cargo has been loaded on the vessel. The above
VEF ratio is most frequently used at loading port by vessel’s personnel
and cargo surveyors to provide approximate checks on the quantities
of cargo loaded. They are also used at discharge ports, but with much
less frequency.
4.8.3.1 IP (INSTITUTE OF PETROLEUM) METHOD FOR VEF
CALCULATIONS:
VESSEL LOAD RATIO (VLR):

The ratio of the quantity Total Cargo Volume (TCV) of
oil measured on board a vessel immediately after loading,
less the onboard quantity (OBQ), to the quantity (TCV)
measured by the loading terminal.
VESSEL DISCHARGE RATIO (VDR):

The ratio of the quantity Total Cargo Volume (TCV) of oil
measured onboard a vessel immediately before discharge
less the quantity remaining on board (ROB), to the quantity
(TCV) measured by the receiving terminal.
VESSEL EXPERIENCE FACTOR-LOADING

(VEFL):
The adjusted mean value of the VLRs obtained after several
voyages.
Cargo Measurement
Chapter - 4
TANKER Systems
Clause No.
Page No.24
VESSEL EXPERIENCE FACTOR-DISCHARGE

(VEFD):
The adjusted mean value of the VDRs obtained after several
voyages.
This method (which one of two recommended in IP
PMM), relies on the principle that only VLRs or VDRs
with value within ± 0.3% of the mean of all the VLRs or
VDRs being considered can be used in the VLRs or VDRs
being considered in the calculation of a VEF.
IP stipulated that the following types of voyages should not
be considered when calculating a VEF:-
1. First voyages after dry-dock.
2. Lighterage operations.
3. Voyages where the B / L has been based on shipboard
measurements.
4. Voyages prior to any modifications which have
affected the vessel’s cargo carrying capacity.
There is also a body of opinion which suggests that
part-cargo (less than 80% of capacity) should not be
included when calculating a VEF.
The procedure to be adopted is as follows for VEFL:
Step 1 List the admissible VLRs.
Step 2 Calculate the mean of the listed VLRs (r).
Step 3 Calculate ±0.3% of the mean value.
Step 4 Delete those VLRs which lie outside the range
± 0.3% range.
Step 5 Calculate the mean of the remaining VLRs (r’).
Step 6 Calculate ± 0.3% of the new mean value.
Step 7 Report range a) r” as the VEFL max.
b) r’’’ the VEFL min.
Cargo Measurement
Chapter - 4
TANKER Systems
Clause No.
OPERATIONS MANUAL 4.8.3.2 -4.9.2
Page No.25
4.8.3.2 OTHER USE OF VEF:

Apart from the usual function of VEF as an aid in checking
the accuracy / validity of the quantities stated to have been
loaded or discharged, VEFs may also be used as factors
to modify the actual recorded quantities. For example, in
case of loadings from off-shore platforms, the VEF may
be applied to the quantity loaded on board the tanker to
determine the bill of lading quantity.
4.8.3.3 FURTHER DEVELOPMENT:
There is still no agreement world-wide as to which of the
above formula for VEF should be used. This is presently
under investigation by the American Petroleum Institute
(API) and the Institute of Petroleum (IP).
4.9 INSPECTION OF COFFER DAMS AND SLOP TANKS:

4.9.1 Coffer Dams are vacant or intended to be vacant spaces and are
provided to safeguard other spaces (e.g. engine room) from leaks in
the bulkheads of cargo tanks. These should be checked to ensure that
they are empty.
4.9.2 Slop tanks are intended to keep oil and water mixture generated on
the ship during the process of tanker’s tanks cleaning. Slops are to be
discharged ashore if shore facilities exist at the port.
Slops quantity (gross and water) must be checked to ensure that no
migration of product from cargo tanks takes place to these tanks
during loading /unloading operations. Slop tanks must be segregated
with cargo tanks, lines with minimum two valves. As a matter of
correct practice, quantities (gross and water) in slop tanks at start/
finish of normal operations must be recorded. Variations of slop
quantity as compared to previous port, during the operations and at
the end are to be investigated.
Cargo Measurement
Chapter - 4
TANKER Systems
Clause No.
Page No.26
4.10 VESSEL DOWN BY HEAD WHILE ULLAGING:

4.10.1 In normal course, master of the vessel likes to keep vessel either in
even keel position or down by stern enabling propeller to immerse
fully in water to get proper propulsion during sailing. However in
few unavoidable circumstances, vessel may sail keeping ship’s position
down by head.
4.10.2 If vessel found down by head during ullaging /sounding and ullage
ports for water sounding were observed in the aft side of cargo tanks,
following steps are recommended:
4.10.2.1 Request master of the vessel to transfer ballast or bunker
or both to bring vessel in even keel position.
4.10.2.2 If 4.10.2.1 is not possible, allow vessel to transfer cargo
from one/two of the forward tank to slack tanks [maximum
two] in the aft side to bring vessel in even keel position.
Tanker’s tanks involved for intertank transfer shall be
compared with quantity received in slack tanks. If found
abnormal variation, protest letter shall be issued to the
master seeking clarification for variation.
4.10.3 It should be ensured that above operations [4.10.2.1 and 4.10.2.2] are
completed as soon as possible to avoid detention of tanker on this
account.
4.11 SEA CHEST AND OVER BOARD VALVES SEALING:

4.11.1 Before operations (loading /unloading) onboard tanker, it must be
ensured that sea chest and over board valves are closed and sealed.
For SBT vessel, sea chest and over board valves connected with ballast
lines and ballast tanks are not needed to be ensured for closeness and
sealing.
4.11.2 When a tanker is planned to load in full empty condition, the action
as stated in the above para no. 4.11.1 in connection with sea chest and
over board valves sealing shall be followed.
4.11.3 As long as vessel has cargo on board, it must be ensured at each port
that the vessel’s sea chest and over board valves are kept closed &
sealed at all times.
Cargo Measurement
Chapter - 4
TANKER Systems
Clause No.
Page No.27
4.11.4 Clarification from the Master to be obtained in the form by issuing

protest letter if seals are found tampered. Resealing should be done
and seal numbers recorded.
4.11.5 At each port, before operations, boarding officer to verify the seals put
at the previous port and new seals to be put after reverifying the valves
closeness. Numbered seals only shall be used and seal numbers will
be recoded in ullage reports.
TANKER
CHAPTER 5
SELECTION OF TANKERS
Chapter - 5 Selection of
TANKER Tankers
Clause No.
Page No.29
SELECTION OF TANKERS
5.1 TANKER TANK CLEANING:
5.1.1 NEED FOR CLEANING:
Prior to the next loading, tanker tanks are to be prepared for receiving
the new cargo. Tanks are required to be cleaned during the ballast
passage in line with tanker tank cleaning key of IQCM, if either:
5.1.1.1 There is a change in grade of product to be loaded; or
5.1.1.2 Ballast has been taken into cargo tanks ( in case of exigency).
5.1.2 ADVICE TO MASTER:
The Master of the tanker scheduled to load cargo on a coastal voyage
will be advised details of the products to be loaded; and must be given
any special tank cleaning instructions, as required, depending on the
previous grade of product carried in the vessels cargo tanks.
5.1.3 TIME CHARTERED VESSELS:
Owners/Masters of all vessels on time charter are to be provided with
copies of IOC’s tank cleaning key; which is as per the existing Quality
Control Manuals for Aviation and Non-Aviation Petroleum Products.
Copy of the cleaning key is enclosed as Annexure-X.
5.1.4 VOYAGE CHARTERED VESSELS :
Whenever tankers are fixed on voyage chartered basis, detail Voyage
Instructions are to be issued by HO, Shipping to the owners/ Master
of such vessel which will include details of quantity & grades of cargo
to be loaded and the tank cleaning to be carried out for loading the
intended cargo basis the previous cargo carried in the vessel’s tanks.
5.1.5 SPECIAL INSTRUCTIONS:
In case of any change of grade not covered by the tanker tank cleaning
key, QC Department, Head Office, is to be consulted. In case chemical
cleaning is to be undertaken, details of the chemical being used/
procedure of cleaning must be intimated to QC Department, HO.
The decision of HO Shipping in consultation with QC Department,
HO in such matters will be final and binding.
Chapter - 5 Selection of
TANKER Tankers
Clause No.
Page No.30
5.1.6 FITNESS OF VESSEL’S TANKS:

Certificate of fitness for the vessel’s tanks prior to cargo loading, will
be issued by the Master, or the Surveyor (if appointed).
5.2 IMPORT TANKER:

5.2.1 FOB LIFTINGS:
For import tankers (FOB basis), cleaning instructions are
communicated to the owners of the vessel by HO Shipping
Department, in line with IOC’s tanker tank cleaning key and / or any
special instructions from QC Department, HO.
5.2.2 CFR RECEIPTS:
For import tankers (CFR/ CIF basis), cleaning instructions are
conveyed to the CFR/ CIF supplier by HO Shipping.
5.2.3 ADVICE TO SURVEYORS:
In both the above cases the cleaning instructions are repeated to the
surveyors who would be acting jointly on behalf of supplier & IOC, as
the surveyors will finally inspect the vessel and convey acceptance on
our behalf before loading commences.
Surveyors are also advised details of our import contractual
specifications for products, which are more stringent than our refinery
product specifications, to enable them to verify that the product
offered for loading is in line with the same.
5.3 EXPORT TANKERS:

5.3.1 CLEANING INSTRUCTIONS:
Cleaning instructions, if any, will be communicated to the Owner /
Master by the Buyer, under advice to the Surveyor.
5.3.2 RESPONSIBILITY FOR ACCEPTANCE:
Suitability of the tanker to receive the nominated export cargo will be
decided by the surveyor appointed by the buyer for this purpose.
5.3.3 COMMENCEMENT OF LOADING:
Loading shall be commenced only on receipt of written clearance
from the Buyer’s Surveyor.
TANKER
CHAPTER 6
TANKER LOADING OPERATIONS
Tanker Loading
Chapter - 6
TANKER Operations
Clause No.
Page No.32
TANKER LOADING OPERATIONS
6.1 SHIP’S END: BEFORE ARRIVAL:

6.1.1 LOADING PLAN FROM LPOC:
The Master is to be advised in writing the name of next load port
and the loading plan by the Boarding Officer in consultation with HO
S&D/ RO S&D/ HO Shipping.
6.1.2 TANK CLEANING:
Master shall clean tanks during the voyage as per the tanker tank
cleaning chart and / or any special cleaning instructions that are
communicated to him by the LPOC.
These instructions may, under exceptional circumstances be
superseded by other instructions communicated to the Master by HO
S&D/ HO Shipping through the owners or directly by e-mail / fax.
The NPOC should be intimated about any such change in the
programme / instructions issued to the Master by HO S&D/ HO
Shipping.
6.1.3 E.T.A. NOTICES / BUNKER REQUIREMENTS:
Master shall advise his Expected Time of Arrival (E.T.A.) and
estimated arrival draft to the load port by e-mail.
- 72 hrs. in advance of arrival,
Any requirements of bunkers / fresh water shall be notified to load
port through such ETA notices, to facilitate preparations, including
processing of customs documents.
Such ETA notices will be repeated to other agencies as per the Charter
Party.
6.1.4 COMPLIANCE WITH PORT REGULATIONS:
Master of the vessel is responsible to ensure compliance with all Port
Regulations.
Tanker Loading
Chapter - 6
TANKER Operations
Clause No.
Page No.33
6.1.5 NOTICE OF READINESS:

On arrival at the customary anchorage of the port and if the vessel is
ready in all respects to load, the Master tenders his Notice of Readiness
(NOR) by e-mail to the loading terminal indicating his date / time of
arrival and his readiness to load the planned cargo. Master also radios
his arrival directly to the Port Signal station.
Master will repeat his NOR to other agencies as per Charter Party.
6.2 SHORE END: BEFORE ARRIVAL:

6.2.1 ESTIMATED ARRIVAL OF VESSEL:
6.2.1.1 Keep in touch with previous port of call / Regional S&D /
HO S&D to ascertain provisional and, later, actual time of
sailing of vessel.
6.2.1.2 Notify port authorities of tentative arrival of the vessel,
loading plan etc.
6.2.1.3 Page ETA notices from Master, in co-ordination with
Agent (72 hrs. / 48 hrs. / 24 hrs.)
6.2.1.4 Advise agents to process shipping bills for cargo loading
and also for bunkers if required.
6.2.1.5 On receipt of final sailing advice from LPOC and / or final
ETA from Master, notify Port authorities to determine
berthing priorities and likely date / time of berthing of the
vessel.
6.2.2 PORT FORMALITIES:
6.2.2.1 Notify Port Authorities about:
- Latest ETA of vessel.
- Cargo loading plan.
- berth / pipeline requirement.
- fresh water requirements.
- bunkering plans, if any.
- Draft and trim of the vessel.
Tanker Loading
Chapter - 6
TANKER Operations
Clause No.
Page No.34
6.2.2.2 Agent to process papers for making provisional payment of

port dues, as applicable, just before berthing of vessel (i.e.
on last port working day just prior to berthing of vessel.)
6.2.3 CUSTOMS / EXCISE FORMALITIES:

6.2.3.1 Notify Customs and Excise authorities about arrival of
vessel and loading plan;
6.2.3.2 Process necessary documents for shipment and bunkers, if
any, such as shipping bills, etc.;
6.2.3.3 Organize supervision, as required as per rules, against
payment by letter of authority.
6.2.4 PRODUCT AVAILABILITY:

6.2.4.1 Ensure adequate product availability, grade wise, prior to
arrival / berthing of the tanker.
6.2.4.2 Co-ordinate with other oil companies for product
availability in case part / whole of the cargo is to be loaded
from their terminals / refineries.
6.2.4.3 Tank wise cargo loading plan to be kept ready; all tanks
should be certified and relevant test reports available
along with representative sample sets for Master / NPOC /
retention as per IQCM.
6.2.4.4 In particular, loading from floating roof tanks to be planed
so that closing dip level will be well above the roof partial
floatation zone of the roof.
6.2.5 AGENCY WORK:
6.2.5.1 Agents should liase with port / customs authorities and
keep all documents ready to facilitate smooth operations
of the vessel at berth.
6.2.5.2 In case of export shipments, owner’s agent must file the
IGM / EGM of the vessel in advance to facilitate processing
of port / customs documents by our agents, as may be
necessary.
Tanker Loading
Chapter - 6
TANKER Operations
Clause No.
Page No.35
6.2.6. APPOINTMENT OF SURVEYORS:

6.2.6.1 Surveyors shall be appointed to cover shipments as per
provisions of survey contract.
6.2.6.2 Surveyors may also be appointed in special cases as per
instructions from Head Office / State Office.
6.2.6.3 In case of export shipments surveyors mutually acceptable
to Buyer and ourselves, shall be appointed. Such surveyors
will have access to loading terminal / refinery for tank
gauging / sampling operations. No other surveyors will be
appointed for such shipments.
6.2.6.4 Except as provided under 6.2.6.3 above no other surveyor
representing ship owner or any other authority will be
allowed to the loading terminal / refinery tank farm
without specific clearance from HO Operations.
6.2.7 COMMUNICATION WITH HO / RO / STATE OFFICE / OTHERS:

6.2.7.1 Upto date information of status of arrival / berthing /
loading / sailing of the vessel to be communicated to HO
S&D/ HO Shipping / RO S&D / State Office on daily basis
as per procedure.
6.2.7.2 Everyday morning, latest jetty position should be uploaded
in DAMS in the Intranet portal. (refer to 10.20)
6.2.7.3 Co-ordinate with owner’s agent in case they have plans to
deliver ship stores while vessel is at berth, so that time lost
on this account is minimized.
6.2.8 GENERAL:
6.2.8.1 A separate file is to be opened for each tanker loading
operation.
All documents / correspondence with the Master/ Port
Authorities / Customs / Excise / Agents / HO / RO /
Refinery will be maintained in this file.
Tanker Loading
Chapter - 6
TANKER Operations
Clause No.
Page No.36
6.2.8.2 Receipt of ETA notices / NOR from master must be duly

logged in the tanker log book and copies thereof carefully
kept on record / sent to HO, as per procedure.
6.2.8.3 Sample SOP is provided in Annexure XVI. Location
ln-charge is advised to use the sample SOP & devise SOP
specific to their location duly covering all points listed in
the sample SOP and obtain approval of concerned State
Operations Head.
6.2.8.4 For additional safety precautions during loading POL
product into Ocean Tankers / Barges, refer clause 6.8 of
Health, Safety and Environment Manual.
6.2.8.5 Ship Shore safety checklist as per annexure 6D of Health,
Safety and Environment Manual should be followed and
records to be maintained. State Operation Heads & his
team / visiting official from HO should check availability
& efficacy of these records.
6.2.9 TANKER BULLETIN:
A proper “Tanker bulletin” must be issued for the guidance of Boarding
Officer, Shift Duty Officer, Port / OMCs (if they are involved),
outlining the planned sequence of operations and identifying the job
responsibilities of each officer / terminal.
6.3 SHIP’S END VESSEL ALONGSIDE:

6.3.1 POSITIONING OF VESSEL:
While the vessel is being berthed, Boarding Officer should be present
at the Jetty and liaise with Pilot on board / dock master at jetty, so that
vessel’s deck manifold is correctly positioned with reference to shore
manifold. Keep away from jetty-front while vessel is being tied up,
to avoid backlash from any mooring rope that may snap during the
berthing operations.
6.3.2 LINE BLEEDING:
Provision should be made to take care of thermal expansion of product
inside the dedicated dock lines by keeping the line through up to a
tank in the terminal of any of the oil companies to safe guard against
Tanker Loading
Chapter - 6
TANKER Operations
6.3.3 - 6.3.5
line rupture due to temperature rise. The same shall be recorded in log
book.
The dock line shall be primed by the same terminal by opening tank
body valves having sufficient height of product. Boarding officer shall
co-ordinate with terminal duty officer for line bleeding at the jetty
end. Recording of any difference / change in dip of the tank during
this line bleeding operation shall be recorded in log book.
6.3.3 HOSE CONNECTIONS:
Jetty-end of loading hose lines / loading arms to be connected to
loading lines, ensuring positive segregation; and hose handling crew
kept standby for connecting the other end of hose lines / loading arms
to tanker manifold.
6.3.4 BOARDING THE VESSEL:
Board the tanker only after the vessel is all fast and clearance given by
ship’s officer.
Customs Officer’s clearance also to be obtained, if required by
prevailing practice at the port location.
6.3.5 ACCEPTANCE OF NOTICE OF READINESS:
Acceptance of NOR should be at the time of arrival of the vessel at
Port customary anchorage (timing to be confirmed from Port Signal
Station incase of doubt), unless provided otherwise as per the contract
of sale / charter party.
If the export contract of sale provides for specified lay days for
arrival at the nominated load port, and the vessel arrives either
before commencement of the lay days or after completion of the lay
days, then the NOR shall not be accepted unless specific clearance is
communicated by HO Shipping.
For example, if the contract of sales provides lay days for arrival at
the nominated load port in India as 26 to 28 June, the NOR may be
accepted and berthing of the vessel to be arranged only if the vessel
actually arrives and / or tenders NOR between 0000 hrs. on 26 June
and 2400 hrs. on 28 June.
If the vessel arrives and tenders NOR before 0000 hrs. on 26 June
or after 2400 hrs. on 28 June, the NOR shall not be accepted outside
Tanker Loading
Chapter - 6
TANKER Operations
Clause No.
Page No.38
the lay days and no berthing arrangements be made unless specific

clearance is communicated by HO Shipping along with conditions
under which the NOR is to be accepted (e.g. upon berthing etc.)
6.3.6 DE-BALLASTING:
Government regulations in India allow de-ballasting by SBT tankers
at the jetty. Understand the system as per para no. 3.3. However, de-
ballasting should not be done during tanker’s tank gauging.
6.3.7 DISCUSSION WITH MASTER:
Boarding officer to meet Master / Chief Officer and take following
actions:
6.3.7.1 Present letter of introduction to Master / Chief Officer;
6.3.7.2 Advise product wise loading plan, discharge ports,
discharge plan port wise to Master / Chief Officer.
6.3.7.3 Discuss and finalize.
• Inspection of tanker’s tanks in case of vessel is
full empty.
• Cargo loading plan (product wise / quantity
wise) subject to draft and displacement and any
other restrictions of the Load port/ NPOC.
• Cargo loading and stowage plan (group / tank
wise / manifold & its Size / Drop / bottom lines
/cross over).
• Cargo loading sequence, product wise; Stoppage
will be ship’s stop or shore stop.
• Whether top loading may have to be carried
out if vessels is having cargo on board from
previous ports.
• Rate at which cargo can be loaded grade
wise, and the feasibility of loading two grades
simultaneously, if shore facilities permit.
• Sea chest and over board valves seals condition.
Tanker Loading
Chapter - 6
TANKER Operations
Clause No.
Page No.39
• Estimate sailing time based on various activities

from de-ballasting Onwards.
• Slops on board and segregation.
6.3.7.4 Any change in total product wise loading plan based on
above discussions with Master beyond + 10% of original
plan is to be communicated to loading terminal for
consulting RO S&D / HO S&D, especially if additional
dead freighting is involved.
6.3.7.5 Finalized loading program letter to be signed by Boarding
Officer and Master / Chief Officer.
6.3.7.6 Sea Chest and Over Board valves sealing – action to be
taken as per para no. 4.12.
6.3.8 BUNKER / FRESH WATER (TIME CHARTERED VESSELS):
Bunker and fresh water (for our time chartered vessel only) delivery
programme to be discussed and finalized with Master / Chief Officer.
6.3.9 COMMUNICATION OF FINAL LOADING PLAN:
Communication of finalized details of operations (6.3.7.3 above) to
loading terminal for preparations at their end.
6.3.10 LIAISON WITH SHIFT DUTY OFFICER:
Boarding Officer to liaise with vessel’s duty officer regarding vessel’s
readiness to load; and communicate with loading terminal / OMCs
accordingly.
6.3.11 ON-CARRIED CARGO FROM LPOC
If vessel is carrying cargo from LPOC, collect relevant documents
from ship’s officer, including test reports of cargo onboard.
In particular check the OP-59 format to determine the bond status of
the cargo on board.
6.3.12 AWAIT ADVICE FROM REGIONAL OFFICE
[IF SPECIFICATIONS ARE NOT ‘OK’]:
If test reports of previous on-carried product are not ‘OK’ inform
Terminal duty officer who will in turn advise location In-charge, State
Operations Head as well as Regional S&D and QC Departments.
Tanker Loading
Chapter - 6
TANKER Operations
Clause No.
Page No.40
Further action will be taken on advice received from Regional S&D

Department (in consultation with Regional QC Department).
6.3.13 MEASUREMENT OF CARGO / SLOPS/ BUNKER:
Relevant Drafts and list shall be witnessed along with surveyor / ship’s
representative. Record ullage / temperature / water soundings, if any,
along with ship’s officer.
Measurement will cover cargo tanks, slop tanks & bunker tanks apart
from checking of any cargo tanks declared empty on arrival.
Slop measurement –follow the steps as per para no.4.10
6.3.14 SAMPLING OF CARGO AND DETERMINATION OF DENSITY
OF CARGO:
Draw tank wise / product wise samples [as per IQCM], prepare
product wise composite samples to verify density [refer para 4.6.3].
Additionally, for ATF and Lube Oil samples to be drawn using a
bottom sampling thief in case traces of free water detected during
ullaging.
6.3.15 QUANTITY CALCULATIONS:
6.3.15.1 Calculate quantities on board in KL at Natural, 15 deg. C
and in MT and compare with LPOC departure figures.
Issue protest letter if variation exceeds limits given in
Product Loss Control Manual, Vol. 2.
6.3.15.2 Issue letters to the master, if vessel has resorted to en-route
inter-tank transfer, water observed more than previous
port and voyage loss occurred on account of density
variation.
6.3.16 SAFETY ON-BOARD / AT TANKER JETTY:
Boarding Officer to observe all safety regulations while onboard
concurrently.
Tanker Loading
Chapter - 6
TANKER Operations
Clause No.
OPERATIONS MANUAL 6.4- 6.4.5
Page No.41
6.4 SHORE END : VESSEL AONGSIDE :

6.4.1 LINE BLEEDING :
6.4.1.1 Co-ordinate with Boarding Officer at jetty end after
making dock line through from one of the tank having
sufficient height of product from the terminal upto jetty
for line bleeding. Also terminal internal line to be bled
through sample cock at shore end.
6.4.1.2 It should be ensured that the dock line is bled from a tank
(having sufficient height of cargo) in the company which
had received the thermal expansion of the dock line as per
6.3.2.
6.4.1.3 Once line bleeding is confirmed by boarding officer
from jetty end, shore tank body valves to be closed and
segregated.
6.4.1.4 The drop of product from shore tank due to line bleeding
shall be recorded in shore log book.
6.4.2 FOLLOW UP WITH BOARDING OFFICER:
Obtain loading plan and loading sequence as soon as possible from
Boarding Officer.
6.4.3 PREPARATION FOR LOADING:
Pending this, keep one tank for each grade ready for loading, including
tank gauging, positive segregation of tanks and loading dock lines,
sampling etc.
6.4.4 FOLLOW UP WITH AGENTS
Follow up with agents for various activities to be done during stay of
vessel at berth.
6.4.5 FINALIZE TANKER BULLETIN:
On receipt of loading plan, liaise with OMCs who may be involved in
loading sequence, so that their concerned terminals / refineries are
kept ready to load as per the finalized loading plan / sequence. Any
change vis-à-vis the original tanker bulletin must be circulated to all
concerned by a fresh tanker bulletin.
Tanker Loading
Chapter - 6
TANKER Operations
Clause No.
OPERATIONS MANUAL 6.4.6- 6.5.4
Page No.42
6.4.6 LOADPORT TEST REPORTS:

Copies of valid test reports for each tank to be used in the loading
operation to be kept ready (including those for OMC’s loading tanks,
if any.)
6.4.7 BUNKER DELIVERIES:
Co-ordinate and line up bunker deliveries as per plan finalized by
Boarding Officer and Master / Chief Officer.
6.4.8 SHIP’S READINESS FOR LOADING :
Await Boarding Officer’s confirmation of ship’s readiness to load
cargo. Dock line to be made through from terminal to jetty, leaving
only jetty-end valve closed; and at terminal end tank body valves to be
kept closed.
6.4.9 SHORE LOG BOOK :
All critical activities / decisions to be recorded concurrently in the
tanker shore log book.
6.5 SHIP’S END : LOADING OPERATIONS :

6.5.1 VESSEL LINING UP:
While vessel is lining up to receive cargo, advise loading terminal to
line up and remain standby for starting the loading operations.
6.5.2 ‘OK’ FOR START OF LOADING:
On receipt of ‘OK’ from ship’s officer to start loading, have the jetty
valve opened, and advise terminal to commence loading at low
pressure / rate.
6.5.3 CONFIRMATION OF START OF LOADING:
Obtain terminal’s confirmation of start of loading and check whether
ship is receiving product or not. If not, co-ordinate with terminal and
investigate promptly.
6.5.4 STEP-UP LOADING RATE:
If vessel confirms receiving product, advise loading terminal to step
up pressure / rate gradually upto maximum rate acceptable by vessel.
Tanker Loading
Chapter - 6
TANKER Operations
Clause No.
Page No.43
6.5.5 CONFIRMATION TO SHIP’S OFFICER:

Advise ship’s officer once desired loading rate is achieved.
6.5.6 SIMULTANEOUS LOADING:
If simultaneous loading of two grades is to be undertaken, start only
one grade at a time. After stabilizing loading of one grade (Stage 6.5.5
above), have loading of the second grade commenced by following
the steps at 6.5.2 to 6.5.5 above.
6.5.7 Q. C. PROCEDURES:
6.5.7.1 Sampling and recording of product appearance and density
to be done as per Industry Quality Control Manuals
for aviation and non-aviation Petroleum Products, as
applicable, at jetty end.
6.5.7.2 Initial samples shall be drawn from ship’s manifold
associating Ship’s Officer at Ship’s manifold (in case
ship does not have sample cock at ship’s manifold, ship’s
representative to be involved for initial sampling at jetty
end) and shall be recorded in Log Book.
6.5.7.3 First tanker tank (s) receiving the cargo should also be
recorded in Log Book.
6.5.8 COMMUNICATION WITH LOADING TERMINAL:
Communication between the Boarding Officer and each loading
terminal shall be atleast once every hour while loading is in progress.
6.5.9 ONE-METER SAMPLES:
6.5.9.1 One meter sampling is to be done as per Quality Control
Manuals for aviation and non-aviation fuels, as applicable.
6.5.9.2 While loading ATF, loading shall be suspended after
loading product upto 1 meter per tank; and resumed on
receipt of laboratory clearance.
6.5.9.3 However, while loading Naphtha, samples shall be drawn
after reaching on 1 meter level in each tank. These samples
shall be retained for checking, if necessary, but loading
shall continue without interruption.
6.5.10 CO-ORDINATION OF START-UP / STOPPAGE:
Tanker Loading
Chapter - 6
TANKER Operations
Clause No.
Page No.44
Co-ordinate with each loading terminal / refinery for start-up and

stoppage of loading operations as per sequence finalized. Any other
loading terminal / refinery that has to take up subsequent loading
should be alerted in advance, so that the time spent on change over
from one loading source to the other is minimized.
6.5.11 START-UP CHECKS:
For each change in loading terminal/ Refinery, the sequence of checks
to be gone through systematically, as for initial loading start up.
6.5.12 PROTEST LETTERS:
Protest letters, appropriately drafted, to be issued by IOC Officer if the
ship
- declines to accept loading as per charter party rate; or
- causes abnormal “avoidable” delays in the agreed sequence
of loading operations.
6.5.13 REVIEW OF LOADING:
Progress of loading must be periodically reviewed vis-à-vis the
loading plan so that timely changes in ship’s estimated sailing time
can be notified to Port authorities.
6.5.14 TOPPING UP OPERATIONS:
Loading rates to be slowed down, in co-ordination with concerned
loading terminals and ship’s officer, during topping up of tanker tanks.
Communication with loading terminals to be maintained continuously
at this stage to ensure prompt stoppage when loading as per plan is
completed or limiting draft reached, whichever is earlier.
If the final line clearance involves change of product requiring
interface cutting, suitable instructions should be issued to the Master
to enable the Ship’s Duty Officer to effect whatever grade change over
is required for completing the loading operation / receiving the entire
line content on board.
6.5.15 SHIP-SHORE RECONCILIATION:
6.5.15.1 Reconciliation of ship / shore quantities to be done every
hour.
Tanker Loading
Chapter - 6
TANKER Operations
Clause No.
Page No.45
6.5.15.2 Abnormal variation (including progressive increase or

sudden jump) is to be investigated in consultation with
terminal and with information to State Operations Head..
In the normal course such variations will be brought to the
notice of Location In-charge, who will normally decide if
pumping is to be stopped for thorough investigation. If,
for any reason, the Location In-charge cannot be consulted
/ contacted, the Boarding officer is authorized to stop the
pumping operations for investigation. Reasons for the
variations and subsequent reconciliation must be recorded
in the Tanker Log Book. Loading / Discharge shall be
resumed only after clearance from the terminal.
If the stoppage was necessitated due to erroneous figure
provided by the tanker, then LOP to be issued to the Master
putting responsibility for the stoppage on the ship.
6.5.15.3 If, for any reason, the reconciliation cannot be done at
a particular hour (such reasons should be recorded) at
the end of the period stipulated above, it should be done
positively at the next hour.
6.5.15.4 If vessel refuses to provide hourly loading figures, a note
of protest should be given to the Master by the Boarding
officer and the matter to be brought to the notice of HO
shipping.
6.5.16 TANKER LOG BOOK:
All activities / communications to be recorded concurrently in the
tanker log book.
6.5.17 OTHER DOCUMENTATION:
Other documentation such as ullage reports, statement of facts
etc., must be completed / updated concurrently during the loading
Operations.
Tanker Loading
Chapter - 6
TANKER Operations
Clause No.
Page No.46
6.6 SHORE END: LOADING OPERATION:

6.6.1 SHORE LINE-UP:
6.6.1.1 Line-up shall be checked by tracing the line (by walking
along the line) within the Terminal from boundary valve
to tank body valve. At ports where it is a practice for Oil
Company Representatives to be present at exchange pits
along with Port Trust Representatives, our Officers must
ensure proper segregation at such exchange pits in line
with the tanker bulletin.
6.6.1.2 On receipt of ‘OK’ from Boarding Officer, including
confirmation that jetty valve and ship’s valves are open,
have tank valve opened and start pumping at low rate.
6.6.2 START OF LOADING:
Advise Boarding Officer of commencement of loading and seek
confirmation of receipt of product on board the tanker.
6.6.3 PUMPING RATE:
On receiving confirmation from Boarding Officer, gradually step up
pumping rate to the level acceptable to vessel, in co-ordination with
Boarding Officer.
6.6.4 QC CHECKS:
Periodic sampling to be carried out and recorded, as per IQCM for
aviation and non-aviation products, as applicable.
6.6.5 HOURLY COMMUNICATION & SHIP / SHORE
RECONCILLATION:
Communication with Boarding Officer shall be minimum once every
hour while loading is in progress. This will include co-ordination
for stoppage / start-up and/or topping up operations as per ship’s
requirements. Hourly shore loading & ship receipt figures shall be
reconciled and in the event of abnormal variation the pumping from
shore shall be stopped and the reason for variation shall be investigated.
In the event of default due to ship onboard activities, protest later
must be issued to the Master of the vessel seeking explanation for the
abnormal ship / shore variation.
Tanker Loading
Chapter - 6
TANKER Operations
Clause No.
Page No.47
6.6.6 LINE PATROLLING

All above ground lines will be patrolled throughout loading operations.
6.6.7 PERIODIC GAUGING
Tank Gauges to be recorded hourly and quantities pumped assessed
accordingly.
6.6.8 SHIP-SHORE RECONCILIATION:
Refer Para 6.5.15.
6.6.9 LIAISON WITH OTHER LOADING LOCATIONS:
Liaise with other loading terminal / refinery as required so that they
remain alert to take over loading as per plan.
6.6.10 PROGRESS OF LOADING :
Monitor progress of loading vis-à-vis plan and advise NPOC the
provisional sailing time.
6.6.11 TANK-WISE FINALIZATION
As each tank operation is completed, ensure its segregation, gauging
and keep out-turn report ready.
6.6.12 EMERGENCY STAND BY:
Loading terminal to remain alert at all times for emergency shutdown
of loading operation, whenever necessary.
6.6.13 COMPLETION OF LOADING
On completion of loading, close tank valves and other necessary valves
keeping in mind that line is kept through to one tank for product
expansion on account of temperature rise. Advise Boarding Officer
and next loading terminal / refinery, if any.
6.6.14 SHORE LOG BOOK:
All activities / communications to be recorded concurrently in the
Tanker Loading
Chapter - 6
TANKER Operations
Clause No.
Page No.48
6.7 SHIP’S END: ON COMPLETION OF LOADING :

6.7.1 CLOSING JETTY VALVES:
After getting confirmation from shore that pumping has been stopped
and valves are closed in the terminal, have jetty valves closed and get
ship’s officer to close tanker deck manifold valves. Confirm action to
loading terminal.
6.7.2 HOSE CONTENTS:
Drain hose contents into jetty sump or barrels as per prevailing port /
customs requirements.
6.7.3 DISCONNECTION OF HOSES
Have hoses disconnected and properly stored.
6.7.4 RECORDING OF ULLAGES:
Record cargo-tank wise ullage / temperatures / water sounding, if any,
along with ship’s officer and Surveyor.
6.7.5 SAMPLES AFTER LOADING:
Draw tank wise samples [as per QC manual] in presence of ship’s
officer & surveyor; and prepare product wise composite samples of
cargo on board after loading for establishing density [refer 4.6.3]. Sets
of product wise composite samples to be sealed under joint signatures
of IOC’s / Ship’s officer / Surveyors; one set for NPOC, one set Master,
One set for Surveyor, One set for testing and One set for retention [5
sets of sample].
6.7.6 CARGO CALCULATIONS:
Relevant Drafts and list shall be witnessed along with Surveyor / ship’s
representative. Record ullage / temperature / water soundings, if any,
along with ship’s officer.
Measurement will cover cargo tanks and slop tanks apart from
checking of any cargo tanks declared empty on departure.
Calculate product wise quantities of cargo on board; and compare
the quantity received on board with quantity loaded at this port.
Variations of on board quantity with B/L quantity may be compared
taking VEF into account. If high variations are observed, issue protest
Tanker Loading
Chapter - 6
TANKER Operations
Clause No.
OPERATIONS MANUAL 6.7.6.1- 6.7.8.2
Page No.49
letter to Master. In case vessel is loaded at foreign port, steps shall be

followed by Master of the vessel and Surveyor as per instructions in
Product Loss Control Manual, Vol. 2
6.7.6.1 SEA CHEST VALVE AND OVER BOARD VALVE
CHECKING FOR SEALING:
After completion of loading and cargo calculation, sea
chest valves and overboard valves shall be checked for
closeness and sealing and to be reported in ullage report.
If found tampered, letter of protest to be issued and re-
sealing to be done.
6.7.6.2 SLOP MEASUREMENT:
If vessel is having slops, after completion of loading, slops
will be measured & reported in ullage report. If found
variation in slops quantity after loading vis-a-vis before
loading quantity, it is to be investigated and protested
(refer para 4.9.2).
6.7.6.3 BUNKER ASSESSMENT:
For IOC time chartered vessels, bunker survey to be carried
out at each port of call.
6.7.7 DOCUMENTATION:
Complete all log entries and documents for signature (Statement,
of facts, ullage report, etc.) and keep ready for Master’s signature.
OMC’s representative will sign ullage report only if their cargo is also
onboard.
6.7.8 SHORE DOCUMENTS:
6.7.8.1 Await shore documents and have these signed by the
Master along with other documents prepared onboard.
6.7.8.2 Some shippers allow the Bill of Lading to be signed by
the Agent on behalf of the Master at some later time after
sailing of the vessel. This practice is called Early Departure
Procedure (EDP). Whenever it is mutually agreed to follow
EDP, the Master will authorise the Agent in writing that he
may sign the B/L on his behalf.
Tanker Loading
Chapter - 6
TANKER Operations
Clause No.
OPERATIONS MANUAL 6.7.8.3- 6.7.12
Page No.50
6.7.8.3 However, for export loadings, all such documents have to

necessarily be signed only by the Master.
6.7.8.4 All signatures must be supported by the name of the
signatory (in block letters), official rubber stamp (of IOC /
Surveyor/Master, as the case may be), and date.
6.7.9 SIGNING THE STATEMENT OF FACTS:
As far as possible, do not sign any separate “Statement of Facts”
prepared by Master/Owner’s agent; provide them as many photocopies
as they need of our own statement of facts.
If unavoidable, however, entries on the Master’s/ Agent’s Statement of
Facts should be carefully checked before signing the same. Suitable
remarks are to be recorded in their SOF in case of difference in timing
or omission of details w.r.t delay by vessel. While signing the remarks
“Subject to IOC’s statement of facts” shall be clearly endorsed.
6.7.10 COUNTERSIGNATURE BY SURVEYOR:
When a surveyor is in attendance, all documents other than B/L and
manifest shall be countersigned by the surveyor. Similarly, all sample
tags shall be countersigned by the Surveyor.
6.7.11 NUMBER OF COPIES:
Have enough copies of all relevant documents signed.
6.7.12 DISTRIBUTION OF DOCUMENTS/SAMPLES :
Distribution of Documents and Samples to Master for NPOC and
Master’s retention will be as under:
Documents FOR NPOC For Master
(a) - Bill of Lading* 1st Original Copy Non-negotiable
(b) - Manifest * 1st Original Copy
(c) - AR-3A* Original + 2 Duplicate -
(d) - Statement of Facts Copy Copy
(e) - Ullage Report Copy Copy
(Arrival)
(f) - Ullage Report Copy Copy
(Departure)
Tanker Loading
Chapter - 6
TANKER Operations
Clause No.
Page No.51
(g) - Test Report Copy -

From LPOC
(h) - Test reports for Copy Copy
Cargo loaded
(i) - Status of ILH ** dues Copy Copy
(j) - Status of excise Original -
Customs cargo (OP-59)
(k) - Status of Oil ** Copy Copy
Pollution cess payment
Samples
(l) - Composite Samples 1 Set 1Set
of shore tank
for cargo loaded
(grade wise)
(m) - Composite samples 1 Set 1 Set
of ship’s cargo
tanks after loading
(grade wise)
* May be sent by mail if not available at the time of sailing, for
coastal movement.
** Only for time chartered vessels.
6.7.13 MASTER’S ACKNOWLEDGMENT FOR DOCUMENTS/

SAMPLES:
Master’s acknowledgment for receipt of documents and samples, both
for NPOC and his own retention, must be obtained.
6.7.14 SAILING SCHEDULE:
6.7.14.1 Advise Master latest sailing schedule as per port authorities.
6.7.14.2 Advise Master any special instruction for the voyage (eg.
heating of cargo, etc.)
Tanker Loading
Chapter - 6
TANKER Operations
Clause No.
Page No.52
6.8 SHORE END: ON COMPLETION OF LOADING :

6.8.1 After loading nominated quantity as per plan (need to be co-ordinated
with Boarding officer, if final stoppage is planned from ship’s side),
have tank body valves and other valves closed and inform Boarding
Officer. Normally dock line shall be kept through to one of the tank
in the terminal through 1 inch expansion line facility in the tank.
6.8.2 GAUGING OF TANKS:
Gauge shore tanks and have outturn reports.
6.8.3 DOCUMENTS FROM OTHER LOADING POINTS:
Collect relevant test reports, outturn reports, Bill of Lading / manifest
and AR-3A documents from other loading terminals / refineries, as
necessary.
6.8.4 COMPLETION OF DOCUMENTS :
Complete all documents at shore end and rush the same to Boarding
Officer for obtaining Master’s Signature and handing over relevant
documents to Master as per 6.7.12 above. Time is of essence at
this stage. This should, normally be completed within two hours of
completion of loading, including making the requisite number of
copies, as required.
6.8.5 SAILING ADVICE TO NPOC:
Advice NPOC immediately, repeat immediately, by telephone/ e-mail
/ fax, details of vessel’s sailing, covering
- Name of vessel.
- Sailing date and time.
- Cargo quantities on board, product wise (in KL @ natural/
KL @ 15deg. C/ MT, Company wise).
- Shore tank QC report as well as QC report for the cargo
on-board
- Any bunker/fresh water requirements at NPOC.
- Any other special information.
The message should be repeated to HO S&D/ HO Shipping / RO S &
D (of loading / receiving ports/State Operations Head).
Tanker Loading
Chapter - 6
TANKER Operations
Clause No.
Page No.53
6.8.6 RETURN OF BOARDING OFFICER:

On return of the Boarding Officer from the tanker,
6.8.6.1 Various samples for testing/retention should be routed to
the laboratory for testing/proper storage, as the case may be.
Samples shall be retained as per IQCM.
Stock of sample bottles in the Boarding Officer’s kit to be
replenished.
6.8.6.2 Sampling equipment in Boarding Officer’s kit to be rinsed
and cleaned.
6.8.6.3 All sets of documents/correspondence pertaining to
the tanker loading operation to be carefully segregated,
removing the carbon papers, for further handling/
distribution. Stock of stationery / blank forms to be
replenished in Boarding Officer’s kit bag.
6.9 REVIEW AT LOCATION:

The Location-in-charge or his immediate Deputy must regularly
review all documents/correspondence connected with the tanker
loading operation and also the tanker/shore-end log books. These
log books shall be countersigned by the location-in-charge or his
immediate deputy in token of having reviewed the same.
6.9.1 DISTRIBUTION OF DOCUMENTS:
List of documents must be mailed to HO Shipping/ HO
Ops as per target date specified in the Product Loss Control
Manual, Vol. 2.
6.9.2 CUSTOMS /EXCISE FORMALITIES:
Complete all Customs /Excise documentation connected
with the loading operation, including payment of
supervision charges, as applicable.
Complete all port Formalities, including payment of
wharfage and other applicable charges.
Tanker Loading
Chapter - 6
TANKER Operations
Clause No.
Page No.54
6.9.4 SURVEY REPORT:

Follow up with Surveyor, if in attendance on the tanker, for
survey report as per the contract; the survey report shall be
screened, before acceptance; to ensure reporting is as per
contract terms without any deviations. In particular Surveyor’s
figures shall be cross-checked and tallied with our own.
6.9.5 DISPOSAL OF LOAD PORT SAMPLES:
Load port shore tanks / tanker task retention samples may
be disposed in line with guidelines contained in the IQCM.
In case of any contamination at the receiving end, the
relevant samples shall be segregated for safe custody; such
samples shall not be disposed-off unless specific written
instructions are received from Shipping Department, HO
that the matter has been resolved and claims, if any, in this
connection have been duly settled.
6.10 DOCUMENTATION FOR EXPORT TANKERS:

Certain additional documents like certificate of origin, certificate of quantity etc.
have to be prepared.
DISTRIBUTION OF ORIGINAL DOCUMENTS AND COPIES THEREOF TO
HO COMMERCIAL DEPARTMENT, MUST BE AS PER THEIR ADVICE; AS
THIS IS NECESSARY FOR FULFILLMENT OF THE EXPORT CONTRACT.
Such documents must be sent by a reliable courier service to Commercial
Department, HO.
Distribution of copies of these documents to other departments in HO/SO will
be as per Product Loss Control Manual, Vol. 2.
TANKER
CHAPTER 7
TANKER DISCHARGE OPERATIONS
Tanker Discharge
Chapter - 7
TANKER Operations
7.1-7.2.1.1
TANKER DISCHARGE OPERATIONS
7.1 SHIP’S END: BEFORE ARRIVAL:

7.1.1 E.T.A. NOTICES / BUNKER REQUIREMENTS:
Master shall advise his E.T.A. and estimated arrival draft and other
related information along with details of cargo on board, to the disport
by e-mail message.
- 72 hrs. In advance of arrival.
Any requirements of bunkers / fresh water shall be notified to disport
through such ETA notices, to facilitate preparations, including
processing of Customs Documents.
7.1.2 COMPLIANCE WITH PORT REGULATIONS:
Master of the vessel is responsible to ensure compliance with all Port
Regulations.
7.1.3 NOTICE OF READINESS (NOR):
On arrival at the customary anchorage of the port, and if he is ready in
all respects to discharge the cargo, Master tenders his NOR by e-mail
to the receiving terminal indicating his date/time of arrival and his
readiness to discharge the nominated cargo. Master shall also radio
his arrival directly to the Port Signal station.
Master will repeat his NOR to other agencies as per Charter Party.
7.1.4 Master shall ensure cargo has been heated as per requirements
indicated by the load port, if any, or as per Charter Party.
7.2 SHORE END: BEFORE ARRIVAL:

7.2.1 ESTIMATED ARRIVAL OF VESSEL:
7.2.1.1 Keep in touch with load port / LPOC (Last Port of Call) / RO S&D /
HO S&D to ascertain the provisional and, later, actual sailing time of
the vessel.
Tanker Discharge
Chapter - 7
TANKER Operations
Clause No.
Page No.57
7.2.1.2 Notify Port Authorities and tanker agents of tentative arrival of vessel,
discharge plan and approximate period of stay in port / at berth.
7.2.1.3 Monitor receipt of ETA notices from Master, in co-ordination with
Agent (72 hrs. / 48 hrs. / 24 hrs.)
7.2.1.4 Advise agents to process documents for cargo discharge and also
shipping bills for bunkers, if required.
7.2.1.5 On receipt of final sailing advice from load port / LPOC and / or
final ETA from Master, notify Port authorities, RO S&D/ HO S&D to
determine berthing priorities (where more than one vessel at a time is
involved) and likely date / time of berthing of the vessel.
7.2.2.1 Notify Port Authorities about:
- Latest ETA of vessel.
- Cargo discharge plan.
- Berth / pipeline requirement.
- Fresh water requirements.
- Bunkering plans, if any.
7.2.2.2 Agent to process papers for making provisional payment of
Port Dues, as applicable, just before berthing of vessel (i.e.
on last port working day just prior to berthing of vessel.)
7.2.3.1 Notify Customs and Excise authorities about arrival of
vessel and unloading or discharge plan;
7.2.3.2 Process necessary documents for receipt of cargo and
bunker and discharge plan;
For this purpose, ascertain from HO Shipping / Regional
S&D, the following points in respect of import cargo (all
details of coastal cargo are obtainable from the load port /
LPOC):
- Name of vessel - Invoice value
- Flag of vessel - Cargo discharged at
- Name of supplier LPOC, if any
Tanker Discharge
Chapter - 7
TANKER Operations
Clause No.
Page No.58
- Product origin - Cargo allocated for

- Product grade port company-wise
- Major specifications - Cargo for NPOC (Next
Port of Call), if any.
- Bill of Lading quantity
7.2.3.3 Organize Customs / Excise supervision, as required as per
rules, against proper letter of authority.
7.2.4 ULLAGE AVAILABILITY:
7.2.4.1 Ensure adequate ullage with nominated receiving
companies prior to berthing the tanker.
Ullage must be clear ullage within safe-filling capacities
of individual tanks, keeping allowance for capacities of
individual tanks, keeping allowance for discharge rates
attainable, variation between ship-shore quantities, and
possible ship-shore communication breaks.
7.2.4.2 Co-ordinate with other oil companies for product ullage
and sequence of discharge in case part / whole of the cargo
is to be discharged into their terminals / refineries.
7.2.4.3 Tank wise cargo discharge plan to be kept ready. All tanks
should contain on-spec product. Samples of which must
be drawn and sealed at the time of before-receipt gauging,
for retention in line with QC Manual instruction.
7.2.4.4 In particular, it must be ensured that floating roofs of tanks
are above the partial floatation zone to ensure correct
accountal of product received from the tanker.
7.2.5 AGENCY WORK:
7.2.5.1 Agents should liaise with Port / Customs authorities and
keep all documents and other arrangements ready to
facilitate smooth operations of the vessel at berth.
7.2.5.2 In case of import cargo (other than in our time-charter
vessels), owner’s agent must file the IGM (Import General
Manifest) of the vessel in advance to facilitate processing
of Port / Customs documents by our agents.
Tanker Discharge
Chapter - 7
TANKER Operations
Clause No.
OPERATIONS MANUAL 7.2.6- 7.2.7.3
Page No.59
7.2.6 APPOINTMENT OF SURVEYORS:

7.2.6.1 Surveyors shall be appointed by SO/ Operations to cover
all coastal tanker/ barge shipments.
7.2.6.2 Surveyors may also be appointed in special cases as per
instructions from Head Office / State Office.
7.2.6.3 Surveyors appointed by other oil companies to cover
tankers sub-chartered by them or for delivery of their
product to our terminals shall be allowed access to our
terminals / refineries for tank gauging operations and QC
checks.
7.2.6.4 In case of imports, a surveyor mutually acceptable to the
seller and IOC shall be appointed by HO/ Shipping. Such
surveyor will have access to receiving terminals / refinery
for tank gauging.
No other surveyor will be appointed by locations for such
shipments.
7.2.6.5 Except as provided under 7.2.6.3 and 7.2.6.4 above, no
other surveyor representing ship-owner or any other
authority will be allowed access to the receiving terminal
/ refinery tank farm without specific clearance from HO/
Shipping or HO/ Operations Department.
7.2.7 COMMUNICATION WITH HO / RO / STATE OFFICE / OTHERS:
7.2.7.1 Up-to-date information of the status of arrival / berthing /
Discharge/sailing of the vessel to be communicated to HO
S&D / Regional S&D / State Operations on daily basis as
per procedure.
7.2.7.2 Everyday morning, latest jetty position should be uploaded
in DAMS in the Intranet portal. (refer to 10.20)
7.2.7.3 Co-ordinate with ship-owner’s agent in case they have
plans to deliver ship-stores from barges alongside while
vessel is at berth, so that minimum time is lost on this
account.
Tanker Discharge
Chapter - 7
TANKER Operations
Clause No.
Page No.60
7.2.8 GENERAL:
7.2.8.1 A separate file is to be opened for each tanker discharge
operation. All documents / correspondence with Port
authorities / Customs / Excise / Agents / HO / RO / SO
will be maintained in this file.
7.2.8.2 Receipt of ETA notices / NOR from Master must be duly
logged in the tanker log book and copies thereof carefully
kept on record / sent to HO, Shipping / S&D as per procedure.
7.2.8.3 Sample SOP is provided in Annexure XVI. Location
ln-charge is advised to use the sample SOP & devise SOP
specific to their location duly covering all points listed in
the sample SOP and obtain approval of concerned State
Operations Head.
7.2.8.4 For additional safety precautions during unloading POL
product from Ocean Tankers / Barges, refer clause 6.8 of
Health, Safety and Environment Manual.
7.2.8.5 Ship Shore safety checklist as per annexure 6D of Health,
Safety and Environment Manual should be followed and
records to be maintained. State Operation Heads & his
team / visiting official from HO should check availability
& efficacy of these records.
7.2.9 TANKER BULLETIN:
A proper tanker bulletin must be issued for the guidance of Boarding
Officer, Shift Duty Officer, OMCs (if they are involved) outlining the
planned sequence of operations and identifying the job responsibilities
of each officer / terminal.
7.3 SHIP’S END: VESSEL ALONGSIDE:

7.3.1 POSITIONING OF VESSEL:
While the vessel is being berthed, Boarding Officer should liaise with
Pilot on-board / Dock-master at jetty, so that vessel’s deck manifold is
correctly positioned with reference to the shore manifold. Keep away
from jetty front while vessel is being tied up, to avoid backlash in case
any mooring rope snaps during the berthing operations. Boarding
officer should be present at the Jetty during berthing of vessel.
Tanker Discharge
Chapter - 7
TANKER Operations
Clause No.
Page No.61

Provision should be made to take care of thermal expansion of product
inside the dedicated dock lines by keeping the line through to a tank
in the terminal of any of the oil companies to safe guard against line
rupture due to temperature rise. The same shall be recorded in log
book.
The dock line shall be primed by the same terminal by opening tank
body valves having sufficient height of product. Boarding officer shall
co-ordinate with terminal duty officer for line bleeding at the jetty
end. Recording of any difference / change in dip of the tank during
this line bleeding operation shall be recorded in log book.
7.3.3 HOSE CONNECTIONS:
Jetty end discharge hose lines / loading arms to be connected to
discharge lines, ensuring positive segregation; and hose handling
crew kept standby for connecting the other end of hose lines / loading
arms to tanker manifold.
7.3.4 BOARDING THE VESSEL:
Board the tanker only after gangway is placed and clearance is given
by ship’s officer.
Customs Officer’s clearance also to be obtained, if required by
prevailing practices at the locations.
7.3.5 ACCEPTANCE OF NOTICE OF READINESS:
NOR may be tendered either by the master to the Boarding Officer;
or it may be tendered in advance of berthing of the vessel by the ship-
owner’s agent on behalf of the Master. Acceptance time in the NOR
should be the time of arrival of the vessel in port, as per Port Signal
Station; unless provided otherwise in the contract of sale.
If the CFR contract of sale provides for specified lay days for arrival
at the first nominated discharge port, and the vessel arrives either
before commencement of the lay days or after completion of the lay
days, then the NOR shall not be accepted unless specific clearance is
communicated by HO/ Shipping.
For example, if the contract of sales provides lay days for arrival at
first nominated discharge port in India as 26-30 June, the NOR may
be accepted and berthing of the vessel arranged provided the vessel
Tanker Discharge
Chapter - 7
TANKER Operations
Clause No.
Page No.62
arrives and tenders NOR between 0000 hrs. on 26 June and 2400 hrs.
on 30 June. If the vessel reaches outside of these lay days, the NOR
shall not be accepted, and no berthing arrangements made unless
specific clearance is communicated by HO/ Shipping, along with
conditions under which the NOR is to be accepted (e.g. at berthing,
after commencement of discharge etc.)
7.3.6 DISCUSSIONS WITH MASTER:
Boarding officer to meet Master / Chief Officer and take following actions:
7.3.6.1 Present letter of introduction to Master / Chief Officer;
7.3.6.2 Collect load - port / LPOC documents and load-port shore
/ ship sealed sample (first disport only) from the Master.
7.3.6.3 Examine load-port test report and verify that the product
is on-specification as per our import specifications /
specified contract specifications, as applicable.
If load-port test report reveals failures in any specification
vis-à-vis contract specifications,
- Notify Terminal Manager, who, in turn, will
advise State Office Operations / RO, S&D and
HO, Shipping and wait for instructions.
- Notify the Master and issue a note of protest as
soon as possible.
DISCHARGE SHALL NOT COMMENCE,
IN THIS CASE, TILL CLEARANCE IS
OBTAINED FROM HO/ SHIPPING OR RO/
S&D.
7.3.6.4 Advise product-wise discharge plan for this port and
NPOC, if any, to Master / Chief Officer.
7.3.6.5 DISCUSS AND FINALIZE:
• Cargo discharge plan - Grades / quantity/
manifold & its size/ whether ship’s stop or shore
stop (in case of part discharge) etc.
• Cargo discharge sequence, product-wise;
• Manifold to be chosen for discharge what was
used at previous port (grade-wise).
Tanker Discharge
Chapter - 7
TANKER Operations
Clause No.
Page No.63
• Feasibility of simultaneous discharge of two

grades with positive segregation.
• Rate at which ship can discharge cargo or discharge
pressure limitations of shore facilities, if any.
• Estimate time of completion / sailing based on
various activities, as above.
• Plan of bunker deliveries to vessel, if any
• Slop status.
7.3.5.6 Any change in the discharge plan / discharge
sequence, based on the above discussions with
Master, to be communicated to shore-end to
facilitate preparations accordingly.
7.3.5.7 Sea chest and over board valves - action to be
taken as per para no. 4.11.
7.3.7 SAMPLING FOR QUALITY TESTS:
Along with ship’s officer / Surveyor, the Boarding Officer should draw
tank-wise samples in line with QC Manual instruction; one set to be
rushed to the laboratory for pre-discharge (PD) tests along with a
copy of last port ullage report & test report copies and the second to
be used for determining representative cargo densities (ref 4.6.3).
7.3.7.1 For the second port of call, copy of the load port test report
shall be sent through the Master of the tanker along with
other related documents.
7.3.8 ULLAGING:
After dispatching samples for PD tests, relevant draft and list shall
be witnessed jointly with ship’s representative and surveyor. Record
ullage / sounding and tank temperatures for individual cargo tanks
and slop tanks along with ship’s officer. Soundings for presence of
water to be recorded, including slop tanks.
Ullage to be compared with those on departure from load port /
LPOC. Any abnormal variations to be referred to Master in writing,
seeking his comments.
Additionally, for ATF and Lube Oils samples to be drawn using a
bottom sampling thief in case traces of free water detected during
ullaging.
Tanker Discharge
Chapter - 7
TANKER Operations
Clause No.
Page No.64
7.3.9 TEMPERATURE OF CARGO TANKS:

7.3.9.1 Temperature of alternate centre and wing tanks are to be
recorded, product-wise.
7.3.9.2 If the variations between maximum / minimum
temperatures is within 2 deg C, determine the arithmetical
mean tank temperature and use the same for calculations.
If not, determine actual tank temperature for all individual
tanks and calculate cargo quantities tank-wise / product-
wise.
7.3.9.3 For heated cargo, or for cargo in winter months, record
and use separate temperatures for centre and wing tanks
for cargo calculations.
7.3.10 CALCULATION OF QUANTITIES:
Ullage recorded should be referred to ship’s calibration charts to
determine tank-wise gross quantities taking consideration of details
of fore/aft drafts, trim, list
Calculate product-wise cargo quantities on board in KL at natural, KL
at 15 deg C and Metric Tons.
7.3.11 QUANTITY RECONCILIATION:
Compare product-wise quantities on board, on arrival, with those on
departure from load port/LPOC.
7.3.11.1 Issue letter to the master if vessel has resorted intertank
transfer enroute, water was observed more than previous
port and voyage loss occurred on account of density
variation.
7.3.11.2 Slop variation – action to be taken as per para 4.10
7.3.12 SAFETY ON-BOARD/AT TANKER JETTY:
Boarding officer to observe all safety regulations while onboard the
vessel or on the jetty.
7.3.13 PD TEST RESULTS:
Await PD test results.
Tanker Discharge
Chapter - 7
TANKER Operations
Clause No.
Page No.65

All Critical activities/decisions to be recorded concurrently in the
tanker log book.
7.4 SHORE END ACTIVITIES WHEN VESSEL IS ALONG SIDE:

7.4.1.1 Co-ordinate with Boarding Officer at jetty end after
making dock line through from one of the tank from the
terminal upto jetty for line bleeding. Also internal line to
be bled through sample cock at shore end.
7.4.1.2 It should be ensured that line is bled from a tank having
sufficient height of cargo from the tank farm to which line
was kept through for thermal expansion.
7.4.1.3 Once line bleeding is confirmed by boarding officer from
jetty end, tank’s body valves to be closed and segregated.
7.4.1.4 The drop of product from tank due to line bleeding shall
be recorded in shore log book.
7.4.2 FOLLOW UP WITH BOARDING OFFICER:
Follow up to be maintained with Boarding Officer to ascertain:
(a) Actual time to berthing of vessel;
(b) Confirmation that product specifications, as per load port
test report are ‘OK’, and
(c) Time when samples have been sent to shore laboratory for
PD tests.
7.4.3 FOLLOW UP WITH LABORATORY:
Follow up with laboratory for PD test results are carried out promptly
on receipt of tanker samples.
7.4.4 PREPARATION FOR DISCHARGE:
Pending this, keep one tank for each grade ready to receive, including
tank gauging, positive segregation of tanks, retention sample in line
with QC Manual and dock lines, etc. Dock line to be made through
from terminal to jetty end, keeping jetty valve closed; at terminal end
tank body valves to be kept closed.
Tanker Discharge
Chapter - 7
TANKER Operations
Clause No.
OPERATIONS MANUAL 7.4.5 -7.5.2.3
Page No.66
7.4.5 FOLLOW UP WITH AGENTS:

Follow up with agents for various activities to be done by them during
stay of vessel at berth.
7.4.6 FINAL TANKER BULLETIN:
On receipt of final discharge plan, liaise with OMCs who may be
involved in the discharge operations; so that their terminals are kept
ready to receive product accordingly.
Any change, vis-à-vis the original tanker bulletin must be circulated
to all concerned by a fresh tanker bulletin (Serial nos., date and time
of issue to be indicated).
All critical activities/decisions to be recorded concurrently in the
7.5 SHIP’S END: DISCHARGE OPERATIONS:

7.5.1 PD TEST CLEARANCE:
7.5.1.1 On receipt of PD test clearance from terminal /laboratory,
advise ship’s officer and receiving terminal officer to line
up to receive product and confirm readiness.
7.5.1.2 If PD tests indicate failure, advise Master in writing and
follow re-sampling procedure and other steps as per
Chaper-8. Await clearance for discharge from Terminal
duty officer who in turn will obtain the same form HO/
QC through RO, S&D or HO, Shipping.
7.5.2 START OF DISCHARGE:
7.5.2.1 Obtain Terminal’s readiness to receive cargo.
7.5.2.2 Confirm ship’s readiness to start discharge operations.
7.5.2.3 On receipt of both clearances, as above, have jetty end dock
line valve opened; and advise ship to commence discharge
of cargo at low pressure.
Tanker Discharge
Chapter - 7
TANKER Operations
Clause No.
Page No.67
7.5.3 CONFIRMATION OF START OF DISCHARGE:

7.5.3.1 Ascertain time of commencement of discharge operations
from ship’s officer and advise Terminal officer to check and
confirm receipt of product at Terminal end and record the
same in log book.
7.5.3.2 If no product receipt recorded within 5 minutes, stop pumping,
co-ordinate with terminal and investigate promptly.
7.5.4 STEP-UP OF DISCHARGE RATE :
If Terminal confirms receiving product, advise ship’s officer to
gradually ramp up the pressure/ flow rate upto the maximum pressure/
rate accepted by shore or allowed as per contract, whichever is less.
The hourly pressure recording shall be observed from pressure gauge
in ship’s manifold (along with Ship’s Officer) as well as jetty manifold
and recorded in the tanker log book as well as in the jointly signed
Pressure Log.
7.5.5 CONFIRMATION TO TERMINAL :
Advise Terminal officer once desired pressure /flow rate is achieved.
7.5.6 SIMULTANEOUS DISCHARGE :
If simultaneous discharge of two grades is to be undertaken, start only
one grade at a time. After starting and stabilizing discharge of one
grade (stage 7.5.5 above), commence discharge of the second grade by
following the steps at 7.5.2 to 7.5.5 above.
7.5.7 QC PROCEDURE :
7.5.7.1 Sampling and recording of product appearance and density
to be done as per Quality Control Manuals for aviation and
non-aviation fuels, as applicable, at jetty end.
7.5.7.2 Initial samples shall be drawn from ship’s manifold
involving Ship’s Officer at Ship’s manifold. In case ship
does not have sample cock at ship’s manifold then spool
piece with sampling cock should be connected with ship’s
manifold before hose, and ship’s representative to be
involved for initial sampling. Proper recording should be
done in log book.
Tanker Discharge
Chapter - 7
TANKER Operations
Clause No.
OPERATIONS MANUAL 7.5.7.3- 7.5.13
Page No.68
7.5.7.3 First tanker tank used for discharge, COP (Cargo Oil
Pump) No., Manifold No./color, bottom line used should
also be recorded in Log Book.
7.5.8 COMMUNICATION WITH RECEIVING TERMINALS:
Communication with each receiving terminal shall be minimum once
hourly while discharge is in progress.
7.5.9 CO-ORDINATION OF START-UP /STOPPAGE:
Co-ordinate with each receiving terminal/refinery for start up and
stoppage of discharge operations as per sequence finalized.
Any other terminal/refinery that has to receive product should be
alerted in advance; so that the time spent on switch-over from
one location to another is minimized.
7.5.10 START UP CHECKS:
Sequence of checks, including dock-line lining up by port/ other
authority, for any new discharge location to be done systematically, as
per initial start up of discharge (see 7.5.2 to 7.5.5 above).
7.5.11 Protest letters, appropriately drafted, to be issued to the Chief officer
of the ship for any :
- slow pumping (if vessel fails to maintain manifold pressure
as per charter party guarantee/ pipeline limitation agreed
rates)
- “avoidable” delays in the agreed sequence of discharge
operations.
7.5.12 REVIEW OF DISCHARGE:
Progress of discharge operations must be periodically reviewed vis-
à-vis the discharge plan so that timely changes in the ship’s estimated
sailing can be advised to Port authorities/ NPOC etc.
7.5.13 TOPPING-UP OPERATIONS AT SHORE-END:
Pumping rates to be slowed down, as required, in co-ordination with
receiving terminal/ refinery and ship’s officer, while shore tanks are
being topped up to safe-filling height levels. Communication to be
maintained continuously at this stage to ensure prompt stoppage
Tanker Discharge
Chapter - 7
TANKER Operations
Clause No.
Page No.69
when discharge as per plan or as per receiving location requirement

becomes necessary.
7.5.14 SHIP/SHORE RECONCILIATION:
7.5.14.1 Reconciliation of ship/shore quantities to be done every
hour.
7.5.14.2 Abnormal variation (including progressive increase or
sudden jump) is to be investigated in consultation with
terminal and with information to State Operations Head.
In the normal course such variations will be brought to
the notice of Location Head, who will normally decide if
pumping is to be stopped for thorough investigation. If,
for any reason, the Location Head cannot be consulted/
contacted, the Boarding officer is authorized to stop the
pumping operations for investigating. Reasons for the
variations and subsequent reconciliation must be recorded
in the Tanker Log Book. Loading /Discharge shall be
resumed only after clearance from the terminal.
7.5.14.3 If, for any reason, the reconciliation cannot be done at
a particular hour (such reasons should be recorded) at
the end of the period stipulated above, it should be done
positively at the next hour.
7.5.14.4 If vessel refuses to provide hourly discharge figures, a note
of protest shall be given to the Master by the Boarding
officer.
7.5.14.5 If the stoppage was necessitated due to erroneous figure
provided by the tanker, then LOP to be issued to the Master
putting responsibility for the stoppage on the ship.
All activities/ communications to be recorded in the Tanker Log
Book.
7.5.16 OTHER DOCUMENTATION:
Other documentation such as ullage reports, statement of facts etc.,
must be completed / updated concurrently during the pumping
operations, as far as possible.
Tanker Discharge
Chapter - 7
TANKER Operations
Clause No.
Page No.70
7.5.17 EMERGENCY STANDBY:

Boarding Officer to remain alert for ensuring emergency shutdown of
discharge operations, as and when necessary.
7.6 SHORE END: DISCHARGE OPERATIONS :

7.6.1 SHORE LINE-UP:
On receipt of the PD tests clearance from the laboratory, have tank
valves opened and recheck the line up from terminal to jetty end.
LINE-UP SHALL BE CHECKED BY TRACING THE LINE (i.e.
WALKING ALONG THE LINE) WITHIN THE TERMINAL FROM
BOUNDARY VALVE TO TANK BODY VALVE.
At ports where it is a practice for Oil Company Representatives to be
present at exchange pits along with Port Trust Representatives, our
officers must ensure proper segregation at such exchange pits in line
with the tanker bulletin.
7.6.2 ‘OK’ FOR START-UP:
Communicate ‘OK’ to Boarding Officer for starting discharge of
nominated product (if more than one grade is on-board, the grade to
be started by the ship must be clearly advised).
7.6.3 START OF UNLOADING:
Boarding officer to intimate grade and time of commencement of
pumping.
7.6.4 CONFIRMATION OF RECEIPT:
Check and confirm to Boarding Officer whether product is being
received, so that pumping rate may be increased by ship. It should be
recorded in shore log book.
7.6.5 PUMPING RATE:
Ascertain from Boarding officer when pumping rate or pressure has
reached maximum level agreed & record the same shore log book.
7.6.6 SIMULTANEOUS DISCHARGE:
If more than one grade is to be discharged simultaneously on separate
Tanker Discharge
Chapter - 7
TANKER Operations
Clause No.
Page No.71
lines, complete start up operations for one grade at a time as per

sequence 7.6.1 to 7.6.5 above.
7.6.7 QC CHECKS:
Periodic sampling to be carried out and observations recorded as per
Quality Control Manuals for aviation and non-aviation manuals, as
applicable.
7.6.8 HOURLY COMMUNICATION:
Communication with Boarding Officer shall be at least once hourly
while discharge is in progress. This will include co-ordination for
stoppage, switchover to other receiving locations, etc., as per plan.
7.6.9 PERIODIC GAUGING:
Receiving tank gauges (gross dips only) to be recorded hourly, and
quantities pumped assessed accordingly.
However the first gauging after the initial dock line displacement
should include water dips, to ascertain receipt of water if any, from
the line.
The provisional (after receipt) gauges of each tank also to include
water dips. The dips are to be witnessed by surveyor if appointed for
receipt operation.
7.6.10 SHIP/SHORE RECONCILIATION:
Refer 7.5.14.1 to 7.5.14.4
7.6.11 LIAISON WITH OTHER RECEIVING LOCATIONS:
Liaise with other receiving locations, as required, so that they remain
alert to take over receipt of product as per plan.
Positive segregation of tanks/lines and gauging of other companies
tank before and after receipt to be co-ordinated and supervised as per
guidelines in the Product Loss Control Manual, Vol. 2.
7.6.12 PROGRESS OF DISCHARGE:
Monitor progress of discharge vis-à-vis plan and advise NPOC, RO/
S&D, HO/ S&D latest estimated completion /sailing time.
Tanker Discharge
Chapter - 7
TANKER Operations
Clause No.
Page No.72
7.6.13 TANK-WISE FINALIZATION:

As each tank operation is completed ensure its segregation. As soon
as final gauging is completed collect out-turn reports to facilitate
speedy finalization of reports to HO / SO after tankers sails.
All activities /communications with Boarding Officer /other
Companies involved in discharge operations shall be recorded
concurrently in the tanker log book.
7.7. SHIP’S END: ON COMPLETION OF DISCHARGE:

7.7.1 CLOSING JETTY VALVES:
Ship’s Officer should be asked to close the tanker deck manifold valves
followed by jetty valves.
Bleed line and confirm action to the controlling terminal and also to
the last receiving terminal.
Similar intimation to be given to port authorities, pipeline authority,
other receiving locations, tanker agents, etc.
7.7.2 HOSE CONTENTS:
Drain the hose/ loading arm contents into jetty sump or barrels as per
prevailing local port/ customs requirements.
7.7.3 DISCONNECTION OF HOSES:
Arrange to have the hoses disconnected and stored properly.
7.7.4 RECORDING OF ULLAGES:
Witness jointly relevant ship’s draft / list and record tank-wise product-
wise ullage/ temperatures/ water soundings, if any, along with the
Ship’s Officer.
Sea chest and over board valve-refer para 4.12.
7.7.5 TANK EMPTY CERTIFICATE:
7.7.5.1 In case of part discharge, any cargo tanks found to be empty
during ullaging process, shall be certified as such, both in
the ullage report as well as in the Empty Tank Certificate.
Tanker Discharge
Chapter - 7
TANKER Operations
Clause No.
Page No.73
7.7.5.2 In the case of full discharge all cargo tanks must be

inspected and certified empty even if some of the tanks
have been certified as empty at the previous ports/ before
discharge.
7.7.5.3 Ullage /soundings of slop tanks must, also be recorded
(refer para 4.9).
7.7.5.4 The wording of the tank inspection certificate shall not be
changed; tank may be certified as empty, but not as ‘Dry’.
7.7.5.5 Where visual inspection is not possible and the tank empty
certificate is based on vessel’s auto-gauge readings (e.g. on
vessels with IGS system), this fact must be recorded in the
tank inspection certificate.
7.7.6 R.O.B. AT LAST DISCHARGE PORT:
In case of coastal receipts of persistent oil cargo, if any quantity of oil
is left over on board, then same is measured using ship’s auto-gauge
equipment/ Sonic tapes.
7.7.7 ON-CARRYING OF PRODUCT:
7.7.7.1 While ROBs (Remains on Board) in crude oil cargo are
acceptable, because of the very nature of crude oil, no
ROB is acceptable in case of finished petroleum products.
Product was loaded into tanks that were empty at the load
port, and as such, all products (other than LSHS/Bitumen/
High viscosity – 380 cSt. –fuel oil) is entirely “pumpable”.
Thus any ROB in clean refined petroleum products can
result only from either failure of ship’s pumps or improper
sequence of operations on board the vessel.
7.7.7.2 In case of Coastal cargo in time charter vessel, the quantity
of cargo (ROB) must be clearly shown as Product (and not
as “unpumpable” matter or sludge), assessed as per the
wedge formula and recorded in the ullage report.
The vessel is then allowed to sail to the next coastal port of
call and full details of the on-carried cargo is communicated
to the NPOC by telephone/ e-mail.
7.7.7.3 In case of a voyage charter tanker sailing from the last
discharge port in India, or in the case of a coastal tanker
Tanker Discharge
Chapter - 7
TANKER Operations
Clause No.
OPERATIONS MANUAL 7.7.8
Page No.74
sailing to a foreign port for its next loading, the under

mentioned procedure must be followed for recording the
on carrying of product :-
- issue a note of protest to the Master for inability
of vessel to pump out the left-over quantity
of product and notify him of our intention
to claim the value of the on-carried product
with the measurement/calculation details and
record that the on-carrying of product (and
not “unpumpable” matter or sludge) is due to
failure of ship’s pumps.
- This shall then be signed by all concerned
parties, including the customs officer.
- Notify HO/ Shipping (immediately on
telephone) /HO Operations full details by
telephone / e-mail.
Based on this HO/ Shipping will claim value of
the on carried quantity from the ship owner;
or in the case of a coastal vessel going abroad
for loading, HO/ Shipping will advise the
load port surveyor/supplier so that the on-
carried quantity can be separately & correctly
accounted.
7.7.8 CARGO CALCULATIONS:
Calculate product-wise quantities of cargo remaining on board, if any,
and compare the quantity discharged at the port with the provisional
shore receipt that is communicated by the receiving terminal. The
departure density may be kept same for cargo calculation as what was
recorded before discharge (for ascertaining density - ref para 4.7.3).
If the variation between these two quantities is not within the limit
specified, issue protest letter to the Master as per the instructions
contained in the Product Loss Control Manual, Vol. 2.
Tanker Discharge
Chapter - 7
TANKER Operations
Clause No.
Page No.75
7.7.8.1 SEA CHEST VALVE AND OVER BOARD VALVE

CHECKING FOR SEALING:
After completion of discharge and cargo calculation, sea
chest valves and overboard valves shall be checked for
closeness & sealing and to be reported in ullage report. If
found tampered, to be protested.
If water flushing is required after completion of discharge,
sea chest valve and over board valves seals first will be
verified for intactness and then ship shall be allowed to
break and use the same for water flushing. If vessel is on-
carrying quantity to NPOC, again sea chest and over board
valves shall be checked for closeness and shall be sealed.
This activity is to be logged in log-book and seal no. shall
be recorded in ullage report.
[If cargo is being on carried and water flushing is required,
cargo calculation as per above para 7.7.8 to be carried
out after the completion of water flushing and closing/
sealing of sea chest and overboard valves]. Model Standard
Operating Procdure on this unit operation is attached in
Annexure XVI
7.7.9 DOCUMENTATION:
7.7.9.1 Complete all log entries and also documents for signature
(Statements of facts, Ullage Report, etc.). OMC’s
representative will also sign the documents in case OMC’s
cargo is on board.
7.7.9.2 Obtain Master’s signature on all related documents taking
care to have enough copies signed to facilitate distribution.
7.7.9.3 All signatures must be supported by the name of the
signatory (in block letters), official rubber stamp (of IOC
Terminal/Surveyor/Master as the case may be) and date.
7.7.10 SIGNING OF STATEMENT OF FACTS:
As far as possible do not sign any separate “Statement of Facts” prepared
by Master /Owner’s agent; provide them as many photocopies as they
need of our own statement of facts.
If unavoidable however, entries on the Master’s /Agent’s Statement of
Tanker Discharge
Chapter - 7
TANKER Operations
Clause No.
Page No.76
Facts should be carefully checked before signing the same. Suitable

remarks are to be recorded in their SOF in case of difference in timing
or omission of details w.r.t. delay by vessel. While signing, the remarks
“Subject to IOC’s statement of facts” shall be clearly endorsed.
7.7.11 COUNTERSIGNATURE BY SURVEYOR:
When a surveyor is in attendance, all documents shall be countersigned
by the surveyor. Similarly all samples tags shall be countersigned by
the surveyor.
7.7.12 DISTRIBUTION OF SAMPLES/DOCUMENTS:
Distribution of samples/ documents to the Master for the next port of
call and master’s own retention will be as under:
FOR_NPOC FOR MASTER
- Bill of Lading Copy -
- Manifest Copy -
- Statement of Facts Copy Copy
- Ullage Report arrival Copy Copy
- Ullage Report Copy Copy
departure
- Test Reports Copy -
from Load Port /LPOC
- Copies of PD Copy -
Test Reports
- Status of ILH Dues * Copy Copy
- Status of OPC * Copy Copy
- Excise / (OP-59)
- Provisional Unloading Copy
Loss letter issued **
SAMPLES
- Composite samples 1 Set 1 Set
of cargo tanks prior
to discharge
Tanker Discharge
Chapter - 7
TANKER Operations
Clause No.
Page No.77
* For time chartered vessels only.

** If vessel is on carrying the cargo to NPOC.
7.7.13 MASTER’S ACKNOWLEDGEMENT FOR DOCUMENTS/
SAMPLES:
Master’s acknowledgement for receipt of documents and samples,
both for NPOC and his own retention, must be obtained.
7.7.14 SAILING SCHEDULE:
Advise Master latest sailing schedule as per Port authorities.
7.7.15 SPECIAL INSTRUCTIONS:
Advise Master any special instructions for the voyage, including
name/telephone/fax numbers/ e-mail address of the consignee etc.
7.8 SHORE END : ON COMPLETION OF DISCHARGE :

7.8.1 CLOSING OF VALVES:
On completion of planned discharge being confirmed by the Boarding
Officer after getting confirmation from boarding officer that jetty
valve has been closed, close Tank and Boundary valves and advise
other authorities as necessary. While closing valves at terminal end, it
must be ensured that provision has been given for dock line product
(dedicated dock line) expansion due to atmospheric temperature
rise to safe guard against dock line rupture/ leakage due to excessive
pressure developed if such provision is not given.
Normally dock line shall be kept through to one of the tank in the
terminal through 1 inch expansion line facility in the tank.
7.8.2 PROVISIONAL ASSESSMENT:
Gauge the last receiving tank and assess the total quantity received in
various shore tanks, including those of OMC’s and advise the same to
the Boarding officer. Co-ordinate with the Boarding Officer regarding
assessment of quantity discharged and ensure that a letter is issued to
the Master for any unloading loss beyond the limits stipulated in the
Product Loss Control Manual, Vol. 2.
Tanker Discharge
Chapter - 7
TANKER Operations
Clause No.
Page No.78
7.8.3 SAILING ADVICE TO NPOC:

Advice NPOC immediately, repeat immediately, by telephone/ e-mail,
the details of vessel’s sailing, covering :
- Name of the Vessel
- Sailing date and time
- Sailing draft
- Grade wise cargo quantities on board (in KL @ nat./ KL
@15 deg C / MT)
- any bunker/ fresh water requirements at NPOC (Time
chartered vessels).
- any other special information.
The messages should be repeated to HO/ Shipping and Regional S&D
(of LPOC/ NPOC).
7.8.4 DOCUMENTS FROM OTHER RECEIVING LOCATIONS:
Collect relevant copies of out-turn reports from other receiving
terminal/ refineries as necessary.
7.8.5 RETURN OF BOARDING OFFICER:
Upon returning from the tanker, the Boarding Officer should :
7.8.5.1 Ensure that various samples meant for retention are
properly stored at designated place in the terminal/
Laboratory. Load port sealed samples are to be retained
as per QC Manual or until any contamination claim/
arbitration is completed, whichever is later.
LOAD PORT SEALED SAMPLES SHALL NOT BE
OPENED FOR ANY TESTING/VERIFICATION
WITHOUT WRITTEN PERMISSION FROM HO/
QUALITY CONTROL DEPARTMENT OR HO/
SHIPPING DEPARTMENT.
Stock of sample bottles in the Boarding Officer’s kit to be
replenished.
7.8.5.2 Sampling equipment in Boarding Officer’s kit to be rinsed
and cleaned.
Tanker Discharge
Chapter - 7
TANKER Operations
Clause No.
Page No.79
7.8.5.3 All sets of documents/ correspondence pertaining to the

tanker discharge operations to be carefully segregated,
removing the carbon papers, for further handling/
distribution.
Stocks of stationery/ blank forms to be replenished in
Boarding Officer’s kit.
7.8.6 REVIEW BY LOCATION IN-CHARGE:
The location In-charge or his immediate deputy must regularly review
all documents/ correspondence connected with the tanker discharge
operations and also the tanker/ shore end Log Books. These Log
Books shall be countersigned by the Location In-charge in token of
having reviewed the same.
7.8.7 GAUGING OF STORAGE TANKS:
All receiving storage tanks must be sampled and gauged at the
earliest as per operating requirements; so as to adhere to the target
of finalization/ dispatch of documents as per Product Loss Control
Manual, Vol. 2.
7.8.8 DISTRIBUTION OF DOCUMENTS:
Distribution of copies of the documents to various departments in
HO / SO will be as per Product Loss Control Manual, Vol. 2.
Complete all customs/excise documentation connected with the
tanker discharge operations, including payment of Supervision
charges as applicable.
Complete all port formalities including payment of wharfage and
other applicable charges.
7.8.11 SURVEY REPORT:
Follow up with Surveyor, if in attendance on the tanker, for survey
report as per the contract, the survey report shall be screened, before
acceptance; to ensure reporting is as per contract terms without any
deviations. In particular Surveyor’s figures shall be cross-checked and
tallied with our own.
TANKER
CHAPTER 8
HANDLING CONTAMINATION
ON BOARD A TANKER
Handling Contamination
Chapter - 8
TANKER on Board a Tanker
Clause No.
OPERATIONS MANUAL 8.1- 8.2.5.1
Page No.81
HANDLING CONTAMINATION ON BOARD A TANKER
8.1 CONTAMINATION OF CARGO :

8.1.1 Contamination of cargo can occur in one or more of the various stages
like During loading operations, During voyage, During Discharge
operations etc.
8.1.2 The procedures and documentations outlined in the subsequent
paragraphs must be followed step-by-step; so that, apart from finding
a solution for disposal of contaminated product, the legal background
is also established for safe-guarding Corporation’s commercial
interest.
8.2 CONTAMINATION DURING LOADING :

8.2.1 Contamination during loading operation may occur due to variety
of reasons such as inadvertent loading from wrong tank, product
migration in shore tanks, pump-house manifold or ship’s tanks etc.
8.2.2 As soon as the contaminations is detected, loading operations shall
be suspended and State Operations Head, Regional (QC), Regional (S
&D) to be intimated. State Operations Head, in turn, to keep State Head
and HO (Operations) informed. Master should be communicated in
writing stating detection of product contamination and requesting
to depute a representative for fresh sampling operations from ship’s
tank/ship’s manifold.
8.2.3 In case a surveyor is not already supervising the loading operation,
IOC’s regular Surveyor shall be immediately called in to assist in the
investigation and to submit a report thereafter.
8.2.4 Investigation for the failure shall be carried out. Investigating team to
be nominated by State Office Operations Head in consultations with
HO(Operations). In case of requirement, a Master Mariner shall be
appointed to carry out thorough investigation. (refer section 11.5)
8.2.5 SHIP’S END ACTIVITY:
8.2.5.1 The samples from ship’s tanks/ manifold are to be drawn
jointly by representative of ship, surveyor and IOC officer.
The samples are to be sealed and signed jointly. The
Chapter - 8
Clause No.
Page No.82
distribution of samples will remain as under:

One set each to Master, Surveyor and IOC officer for
retention. One set of sample for testing in the presence of
all the above parties.
The test report shall be countersigned by all the above
parties confirming witnessing of testing.
Observations of investigation alongwith test results to be
communicated promptly to HO (Operations)/ Region
(QC)/ Region (S&D) thru concerned State Head.
8.2.5.2 A SUITABLY WORDED LETTER SHALL BE
ADDRESSED TO THE MASTER, NOTIFYING THE
FOLLOWING:
- the occurrence of the contamination,
- the joint sampling/testing carried out and
the results thereof, and the parameter of
specification in which the product has failed,
- the reasons for contamination, as identified
during the investigation process.
Communication should address responsibility and
accountability of Master of the ship for the contamination
and apprise of costs and consequences of such
contamination.
The acknowledged receipt of this letter shall be obtained
alongwith name of recipient, official rubber stamp, date
and time of receipt.
8.2.6 SHORE-END ACTIVITY (LOADING FROM REFINERY/
TERMINAL OTHER THAN IOC) :
8.2.6.1 The samples from shore tanks, tap-off point at shore and
jetty end to be drawn. Sampling to be done jointly by
representative of OMC, surveyor and IOC officer. Samples
are to be sealed and signed jointly. The distribution of
samples will remain as under:
One set each to OMC (other than IOC), Surveyor and IOC
officer for retention. One set of sample for testing in the
Chapter - 8
Clause No.
Page No.83
presence of all the above parties.

forwarded to HO (Operations)/ Region (QC)/ Region
(S&D) thru concerned State Head.
8.2.6.2 A suitably worded letter shall be addressed to the loading
Refinery/ Terminal (other than IOC), notifying the
following:
accountability of OMC for the contamination and apprise
of costs and consequences of such contamination.
8.2.7 SHORE-END ACTIVITY (LOADING FROM IOC TERMINAL) :
8.2.7.1 All samples drawn for investigation purpose are to be
sealed and signed. The distribution of samples will remain
as under :
One set for retention. One set for testing.
communicated promptly to HO (Operations)/ Region
(QC)/ Region (S&D) thru concerned State Head.
8.2.8 Decision on continuation of loading operation/ disposal of cargo
already loaded, shall be taken by HO (Operations) in consultation
with HO(QC)/ HO(Shipping)/ HO(S&D) and communicated to the
loading location thru concerned State Operations Head.
Chapter - 8
Clause No.
OPERATIONS MANUAL 8.3 - 8.3.1.5
Page No.84
8.3 CONTAMINATION DURING UNLOADING OF TANKER:

8.3.1 CONTAMINATION DETECTED DURING PRE-DISCHARGE
TEST :
8.3.1.1 Notify the Master in writing about the contamination
detected during the pre-discharge test and request to depute
his representative for repeat joint sampling of the cargo.
The Loading Terminal, Regional (QC), Regional (S&D) &
HO(Operations) should be immediately intimated thru
State Operations Head.
8.3.1.2 Investigation for the failure shall be carried out.
Investigating team to be nominated by State Office
Operations Head in consultations with HO(Operations).
In case of requirement, a Master Mariner shall be appointed
to carryout thorough investigation. (refer section 11.5)
8.3.1.3 The samples from tanker tanks/ manifold/ pump-room
are to be drawn jointly by representative of ship, surveyor
and IOC officer. The samples are to be sealed and signed
jointly. The distribution of samples will remain as under:
retention.
One set of sample for testing in the presence of all the
above parties.
testing of this repeat samples shall be witnessed by Surveyor
and IOC’s representative (Master’s representative may by
allowed in case the Master so desires).
Results of the tests on the repeat samples shall be
countersigned by all, who witnessed the tests.
8.3.1.4 Observations of investigation alongwith test results to be
communicated promptly to HO (Operations)/ Regional
(QC)/ Regional (S&D) thru concerned State Head.
8.3.1.5 A suitably worded letter shall be addressed to the Master,
notifying the following:
Chapter - 8
Clause No.
Page No.85

specification in which the product has failed
during the investigation process
contamination.
8.3.1.6 Decision on continuing with the unloading operation/
disposal of cargo, shall be taken by HO (Operations) in
consultation with HO (QC)/HO (Shipping)/ HO (S&D)
and communicated to the location through concerned
In case the tanker is carrying imported consignment the
following additional actions are to be initiated:
8.3.1.7 Location to immediately intimate HO (Shipping), who
will co-ordinate with HO (Commercial) and ensure that
the Supplier/Ship owners are notified of the failure.
8.3.1.8 Issue another letter to the Master recording the results of the
repeated tests on the individual samples, and mentioning
the reason of failure indicating the responsibility of ship
for failure of the product. The acknowledged receipt of
this letter shall be obtained along with name of recipient,
official rubber stamp, date and time of receipt.
8.3.1.9 The Master may either record his comments refuting our
charges at the time of acknowledging any or all of the above
letters or may issue a separate letter to us refuting our
claims. In such a case, we must counter the views of the
Master and reiterate our stand by issuing one more letter
and obtain receipt for the same from the Master under his
signature with ship’s stamp, date and time. (Signature of
the Chief Officer in lieu of the Master is acceptable).
Chapter - 8
Clause No.
Page No.86
8.3.1.10 Decision on continuing with the unloading operation/

disposal of cargo, shall be taken by HO (Operations) in
consultation with HO(QC)/ HO(Shipping)/ HO(S&D)
and communicated to the location through concerned
8.3.1.11 The next port of call to be advised by the location about the
above occurrence by telephone / e-mail. A set of documents
consisting of relevant correspondences, test reports and
blending ratio approved by Quality Control Dept should
be sent to the NPOC through mail /in a sealed cover along
with other documents which are sent in general like copies
of Ullage Report, Loadport Test Report etc.
8.3.2 CONTAMINATION DETECTED DURING DISCHARGE
OPERATION :
8.3.2.1 Unloading operation to be suspended immediately. State
Operations Head, Regional (QC), Regional (S &D) to be
intimated. State Operations Head, in turn, to keep State
Head and HO(Operations) informed. Master should be
communicated in writing stating detection of product
contamination and requesting to depute representative
for fresh sampling operation from ship’s tanks/ manifold/
pump-room etc.
8.3.2.2 Investigation for the failure shall be carried out.
Investigating team to be nominated by State Office
Operations Head in consultations with HO(Operations).
In case of requirement, a Master Mariner shall be appointed
to carryout thorough investigation. (refer section 11.5)
8.3.2.3 The samples from ship’s tanks/ manifold/ pump-room etc
are to be drawn jointly by representative of ship, surveyor
and IOC officer. The samples are to be sealed and signed
jointly. The distribution of samples will remain as under:
retention. One set of sample for testing in the presence of
all the above parties.
Chapter - 8
Clause No.
Page No.87

communicated promptly to HO (Operations)/ Regional
(QC)/ Regional (S&D) thru concerned State Head.
8.3.2.4 A suitably worded letter shall be addressed to the Master,
notifying the following:
contamination.
8.3.2.5 In case the tanker is carrying imported consignment,
the additional actions as per 8.3.1.7 to 8.3.1.11 are to be
initiated.
8.3.2.6 Decision on continuing with the unloading operation
and/or disposal of on-board cargo, shall be taken by
HO (Operations) in consultation with HO (QC)/HO
(Shipping)/ HO (S&D) and communicated to the location
through concerned State Operations Head.
8.4 REPORTING TO HO (OPS) IN CASE OF QC FAILURE :

8.4.1 Full investigation report along with surveyor report shall be forwarded
to HO (Operations) thru State Head within a week of occurrence with
a copy to HO(Shipping) and HO(QC).
Chapter - 8
Clause No.
Page No.88
8.5 CONTAMINATION CLAIMS:

8.5.1 Contamination claims should be filed either on the Supplier or on
the Ship Owner depending on who is deemed to be responsible for
the contamination and the type of contract. For Coastal shipments,
the claim on Supplier (OMC or Stand Alone Refinery) to be lodged
by the Location concerned as per advice of State Office (Operations)/
HO(Operations). For claims on shipowner, HO(Operations) to
lodge the claim in consultation with location and HO(Shipping).
All claims on suppliers, in case of Import consignments, to be
lodged by HO(Commercial) in consultation with HO(Shipping) and
HO(Operations).
8.5.2 Contamination claims are difficult to established unless technically
correct. Both supplier and shipowner are likely to reject the claim at
the first instance.
8.5.3 Such claims generally get settled thru lengthy arbitration process.
For the claim to be legally tenable, all the documentation and other
evidence submitted by us should be complete in all respect.
8.5.4 Also for this reason, it is important that sealed samples are collected
are retained at various stages like :
- Loadport sealed samples of the storage tank from which
the cargo is loaded,
- Loadport samples of cargo from ship’s tank after loading,
pipeline samples drawn during loading,
- Jointly sealed retention samples drawn at various stage as
given in the preceeding paragraphs.
8.5.5 None of the above mentioned sealed samples from the loadport or
discharge ports shall be opened for any sort of checking/verifications
at location level unless authorization is received from HO.
All such samples connected with any case of contamination shall be
retained in safe custody at the locations until permission for disposal
of the samples is received from HO(Shipping) confirming that the
contamination claim on the suppler/ shipowner has been settled to
IOC’s satisfaction.
Chapter - 8
Clause No.
OPERATIONS MANUAL 8.5.6
Page No.89
8.5.6 Location In-charge should personally ensure/ guide Boarding

Officers for proper correspondence/ records in all
communications being issued to the Master of the vessel s o
that all facts are properly represented and appropriately protested in
time.
TANKER
CHAPTER 9
OCEAN LOSS
Chapter - 9 Ocean Loss
TANKER
Clause No.
Page No.91
OCEAN LOSS
9.1 COMPUTATION OF LOSS:

9.1.1 Ocean Loss is defined as a difference between the quantity stated in
the Bill of Lading on the one hand and the shore receipt quantity on
the other hand.
9.1.2 The above quantity will be taken into the Books of Account under the
head of ‘Ocean Loss’.
9.1.3 The definition of Ocean Loss as stated in Para 9.1.1 above is independent
of whether it is a single port discharge, two port discharge, total trans-
shipment, or shore discharge and part trans-shipment.
9.2 ANALYSIS OF OCEAN LOSSES:

9.2.1 Analysis of Ocean Losses must be carried out as per the guidelines
contained in the Product Loss Control Manual, Vol. 2.
9.2.2 Any losses beyond the target must be analyzed and explained by the
Location while forwarding the relevant documents to State Office
Operations Department / Head Office (Operations).
9.2.3 More important than the explanation for any particular case of losses
beyond the targets is the need for drafting and implementing an action
plan for prevention of such losses in future.
9.3 PRORATION OF LOSSES:

9.3.1 Losses vis-à-vis the bill of lading quantity will be prorated among the
locations in the ratio of the quantities received by Ports.
9.3.2 In case of mix up of imported / indigenous cargo or of IOC / OMC
cargo, the proration will be finalized and advised to all concerned by
HO/ Operations.
9.3.3 The methodology for proration of losses under the following cases
9.3.3.1 Multiple port discharge,
9.3.3.2 Total trans-shipment,
9.3.3.3 Part shore discharge and part trans-shipment,
Chapter - 9 Ocean Loss
TANKER
Clause No.
OPERATIONS MANUAL 9.3.3.4 – 9.4.3
Page No.92
9.3.3.4 Mix-up of imported / indigenous cargo,

9.3.3.5 Mix-up of IOC / OMC cargo,
9.3.3.6 Mix-up of import or coastal cargo in one or more daughter vessels by
means of trans-shipment.
Few proration examples are explained in Annexure-XI.
9.4 OCEAN LOSS CLAIMS:

9.4.1 Ocean Loss claims on suppliers, if any, will be governed by the terms
and conditions of the Contract of Sale.
9.4.2 Ocean Loss claims on ship-owners, if any, will be governed by the
terms and conditions of the relevant Charter Party.
9.4.3 Claims in both the above cases are extremely difficult to establish.
Only when such claims can be established beyond reasonable doubt
and are duly supported by a Surveyor’s report, a claim can be filed for
recovery of the loss.
This would be examined by HO Operations in consultation with HO
Shipping / Commercial / Law Departments before filing such a claim,
as extensive legal costs are involved particularly when the place of
arbitration is abroad. Such cases must be capable of withstanding
scrutiny at Courts with Admiralty jurisdiction, without attracting
adverse comments / strictures against IOC.
TANKER
CHAPTER 10
TANKER DOCUMENTATION
AND CORRESPONDENCE
Tanker Documentation
Chapter - 10
TANKER And Correspondence
Clause No.
Page No.94
TANKER DOCUMENTATION AND CORRESPONDENCE
10.1 PROGRAMME LETTER BEFORE LOADING / DISCHARGE:

This document is prepared by Boarding Officer and handed over to master before
loading / discharge operations and gives complete details regarding programme
of loading / discharge and gives full details regarding shore lines, no of loading
arms, pressure to be maintained at ship’s manifold/ loading rate, flushing required
(if necessary), simultaneous loading / discharge operation is required or not, and
other relevant details.
The specimen is enclosed in Annexure-XII is directional and locations may
modify it, keeping in mind facilities / customs of port, procedures at the locations
etc.
10.2 GENERAL INSTRUCTIONS TO MASTER AFTER LOADING /

DISCHARGE OPERATIONS:
No standard format is used in this correspondence. However, next port of call
is advised to the Master of the vessel for time chartered vessel (based on advice
received from Regional S&D / HO S&D). If heating of cargo is required (in case
of FO and LOBS cargo), then necessary instructions to the Master should be
given by the Boarding Officer at the loading location.
10.3 TANKER BULLETIN:

This is a critical communication issued by the Tanker Cell incharge with approval
Location In-charge in the port location outlining the quantity and sequence of
product loading / discharge, nominated tanks, dock-line status etc. which is
issued to Shift Officer, Boarding Officer, OMC Installations, Port Authorities
and Surveyors. It may have to be modified and re-circulated based on loading /
discharge plan finalized after discussions between Boarding Officer and Master.
10.4 ULLAGE REPORT [FORM NO. SD-(2)]:

10.4.1 PURPOSE:
This is a document prepared for each tanker operation, which indicates
the corrected Ullage / Quantity for each individual tanker tank and
Chapter - 10
Clause No.
Page No.95
actual temperatures of product. It gives the quantity (KL) of product

in each tank of the vessel and quantity at 15 Deg./ MTs is derived on
the basis of actual densities recorded.
Ullage Report should also record the tanks found empty, status of the
slop tanks, condition of the sea-suction valve/ overboard discharge
valve & their seal numbers, serial no of the UTI tape used for ullaging
etc.
10.4.2. AVERAGE PRODUCT TEMPERATURE:
Average tanker tank temperature is taken only if the variation between
tanks is not more than 2 Deg. Centigrade. If the variation is more
than 2 Deg. Centigrade, then tank-wise separate calculation should
be done and should be recorded separately in Ullage Report.
10.4.3 NEED FOR TANKWISE CALCULATIONS:
If the variation in individual tank temperatures (difference between
maximum and minimum temperature) is more than 2 Deg. Centigrade,
then, the calculation for determining the quantities at 15 Deg./ MTs
should be worked out separately for each and every tanker tanks.
10.4.4 RECORDING ULLAGES:
To facilitate recording of individual tanker tank temperature /
Ullages, enclosed format Annexure-XII should be utilized for initial
recording and this format should be retained by location and should
be utilized only in case of lodgement of claims or further query from
HO Operations. This format indicates forward / aft draft of the vessel,
list of the vessel (if any), non-corrected / corrected Ullage figures and
temperature of individual tank etc.
10.4.5 DENSITY:
Individual tanker tanks densities are to be recorded and if the
variation exceeds (between maximum and minimum) “+/- 0.004 at
15 ° C “, then for individual tanks, separate calculation should be done
for arriving at KL at 15 Deg./ MTs. Otherwise, average density can be
used for all the tanks (Ref para 4.7.3).
10.4.6 DENSITY FOR SUBSEQUENT ULLAGES:
In after discharge Ullage Report, the same densities recorded as in
previous stage should be used for arriving at quantities in 15 Deg./
Chapter - 10
Clause No.
Page No.96
MTs and resampling should not be done.

10.4.7 INTERMEDIATE ULLAGES:
In case, if intermediate Ullages are to be prepared for operational
requirements, the same densities recorded as in previous stage should
be used for arriving at quantities in 15 Deg./ MTs and resampling
should not be done. Quantity details summary should be indicated
clearly on the Ullage Reports for quantity discharged by the vessel v/s.
quantity received at shore end / in daughter vessel.
10.4.8 FINAL ULLAGE REPORT:
In departure Ullage Report, final summary of overall operations
should be indicated.
10.4.9 WHO SIGNS:
This document is to be endorsed by IOC / OMC Representatives (if
OMC cargo is also on board), Chief Officer of the Vessel and Surveyors.
10.5 STATEMENT OF FACTS (SOF) INCLUDING TOP SHEET:

10.5.1 TOP SHEET TO STATEMENT OF FACTS
[FORM NO. SD-1A (R)]
This document provides basic data relating to the period the vessel
had to wait for berth, details of shifting / reberthing and also the exact
time at which the vessel may have left the berth and other relevant
data. The specific delays have to be identified from the time the ship
arrives at the anchorage till the actual berthing, and from the time the
ship is ready to sail till it actually sails. The details shall be recorded
delay-wise with date and time. Any specific delay due to bad weather,
strike, facility break-down etc shall be specifically recorded in SOF
with necessary support documents.
10.5.2 STATEMENT OF FACTS PAGE 1 & 2 [FORM NO. SD-1]
Statements of facts accounts for all the activities from the arrival of
the vessel at the port to the time the vessel is ready for departure from
berth. Entire time period has to be covered without any break / gap.
All the relevant fields should be meticulously and correctly filled up by
Chapter - 10
Clause No.
Page No.97
the Boarding Officer. Any specific delay/ stoppage due to bad weather,
strike, facility break-down shall be specifically recorded in SOF with
necessary supporting documents.
SOF is utilized mainly to assess the waiting time, pumping time and
time loss , if any, in pumping etc. It is critical document for settlement
of demurrage claims of shipowners. Any delay attributable to a ship
should be separately recorded with date and time. Separate pumping
pressure log shall be used wherever required particularly when ship is
not able to maintain constant pressure at ship’s manifold.
10.5.3 STATEMENT OF FACTS FOR SEA PASSAGE
[FORM NO. SD-1B]
This document is filled in by Master of Time Chartered vessels at
each port of call.
This document is utilized in the analysis of bunker consumption,
fresh water consumption and diversion, if any.
10.6 TANK INSPECTION CERTIFICATE:

This document indicates emptiness of the cargo tanks and should be prepared by
Boarding Officer and signed by OMC representatives (if OMC cargo is on board),
Chief Officer of the vessel and Surveyors. Use of word “Dry” or “Unpumpable”
shall not be used while issuing this Certificate. The condition of slop tanks, sea-
suction/ overboard discharge valves also should be recorded here. A specimen
document is enclosed in Annexure-XII.
10.7 PRODUCT STATEMENT FOR IDENTIFICATION OF CARGO ORIGIN

(FORM NO. OP-59)
This form gives details of product, origin of cargo etc., on arrival of the tanker
and on departure of the tanker. This document is placed on board on the tanker
for next port of call for close co-ordination between different ports where the
products are discharged to avoid double duty payment during movement of
bonded or concessional duty paid cargo.
Chapter - 10
Clause No.
Page No.98
10.8 DEAD FREIGHT STATEMENT:

This statement provides the Dead Freight calculations and also the reasons
for Dead Freighting. The document is prepared by the boarding officer at the
loadport after completion of loading. This statement provides details such as
DWT of Tanker (as per charter party) achievable DWT due to draft limitations at
load port / 1st disport, cargo loaded as per ships ullages, bunkers and fresh water
on board, ships constant as per CP, on carried cargo from previous voyage if any.
From the above particulars, Dead Freight quantity is calculated.
10.9 VESSEL’S EXPERIENCE FACTOR SHEETS:

While reporting the normal experience factor, data for last 10 voyages in which
similar quantities are loaded should be called for from the Master of the Vessel.
10.10 CORRESPONDENCE WITH MASTER:

10.10.1 CONTAMINATION:
No standard format is suggested. However, letters issued to the
Master of the Vessel on this account should be polite but we should
be firm while dealing with such situations. While issuing the letter,
the contents of Chapter-8 of this manual and instructions issued as
per Industry Quality Control Manual should be kept in mind and
standard format / check list may be prepared to help the Boarding
Officer.
10.10.2 TIME DELAYS:
Letter of protest to be issued by the boarding officer for any delay
occurring while the vessel is at berth for reasons attributable to the
vessel or her owners.
In case any delay occurs while the vessel is at berth due to bad weather,
break-down of machinery or strike at the shore terminal or any other
reason not specifically attributable to the vessel, then the master of
the vessel has to be put on notice through a polite LOP issued by the
boarding officer clearly stating the reasons & timing of the delay.
Chapter - 10
Clause No.
Page No.99
10.10.3 OCEAN LOSSES:

10.10.3.1 LOADING / VOYAGE LOSSES
This form is used for lodging the protest with the master of
the vessel regarding loading / voyage losses and indicates
product-wise variation in quantities with respect to load
port ship’s quantity and the Bill of lading quantity for
loading loss and ullage report figure for load port and the
arrival port for voyage losses.
10.10.3.2 UNLOADING LOSS
No standard format is used. However, in case of abnormal
unloading losses, protest is to be lodged with master of the
vessel.
10.10.4 OTHER MATTERS:
10.10.4.1 BUNKER SURVEY RESULTS
For time chartered tankers, bunker survey shall be done
on each call, and in case of any discrepancy in bunker
quantities, the same shall be drawn to the notice of Master
of the vessel and his comments shall be sought.
10.10.4.2. HANDING OVER / TAKING OVER OF VESSEL TO /
FROM OMCs
This document is prepared whenever vessel is handed
over to or taken from OMCs and signed by IOC / OMC
representatives and Master of the vessel. This document
gives details regarding fresh water / bunker position on
board at the time of handing over / taking over.
10.11 TANK OUTTURN REPORTS:

This document is to be prepared in SAP by the location whenever product is
loaded in the tanker / received from the tanker and gives details regarding nature
of cargo with respect to customs or excise origin. This document also indicates
time when the tank was gauged, density and temperature after each receipt or
withdrawal operation and product quantities in KL at natural / KL at 15 deg. /
MTs.
Chapter - 10
Clause No.
Page No.100
10.12 BULK CARGO RECEIPT REPORT (FORM AC-13):

This document is prepared separately by each location for individual tankers and
indicates name of the tanker and quantity received in individual storage tanks
(volume at natural / volume at 15 deg/ MTs).
Page 2 of the format indicates, the voyage analysis of the tanker with respect to
loading / unloading and voyage losses, while Page 3 indicates total ocean loss on
Bill of Lading quantity and explanation of losses. This document is to be signed
by the Location In-charge.
10.13 TANKER SHORE LOG BOOK:

This document is kept at shore end (at installations) and gives details regarding
tanker discharge / loading operations and all activities are recorded chronologically
by the Shore Officer.
10.14 TANKER LOG BOOK:

This document is maintained at the ship’s end by the Boarding Officer and gives
full activity details regarding loading / discharge of cargo from the tanker.
10.15 TANKER DOCUMENTATION KIT:

This consists of all the forms / documents required to be carried by Boarding
Officer, and it should be ensured that adequate quantities of forms / documents,
carbon papers, location’s letter heads, rubber stamp/seal of location for individual
officers, etc., are carried to the tanker.
10.16 CONTROL CHECK LIST:

Control check list is prepared by the location, after each tanker operation which
gives detailed analysis of entire operation at the location and this should be
reviewed by the Location In-charge critically and corrective actions, if necessary,
should be taken for next tankers. Detailed check list for ocean loss control at load
port and disport is shown in Annexure –XVI of Product Loss Control Manual,
Vol. 2.
Chapter - 10
Clause No.
OPERATIONS MANUAL 10.17 – 10.20
Page No.101
10.17 ABSTRACT OF ENGINE LOG [FORM NO. SD6 (R)]

This document is prepared by ship personnel and utilized for analyzing bunker
consumption during the voyage by HO (Shipping).
10.18 ABSTRACT OF DECK LOG [FORM NO. SD5 (R)]

This document is prepared by ship personnel and utilized for analyzing speed
during the sea passage by HO (Shipping).
10.19 LETTER OF INDEMNITY

This document is executed by discharge ports whenever original Bill of Lading is
not produced to the Master before cargo discharge. Indicative wording of letter
of indemnity is enclosed in Annexure-XII. However, actual wording may differ
depending on P&I Club of the vessel & same is to be vetted by HO Shipping
before issuance by location .
10.20 DAILY ACTIVITY MONITORING SYSTEM

Daily Activity Monitoring System (DAMS) can be accessed through the following
options.
Intranet:
1) Intranet->S&D->Daily Activity Monitoring System
2) By typing http://10.146.64.68/ address on Internet Explorer
Internet :
1) By typing http://www.indianoil.co.in/ address on Internet Explorer &
then selection option S&D
All port locations are required to update jetty position as at 6am in the tanker
monitoring page in DAMS latest by 7am on daily basis
(SPECIMEN OF ALL DOCUMENTS AS STATED ABOVE IS ENCLOSED AS

ANNEXURE-XII)
TANKER
CHAPTER 11
SURVEY OF
TANKER OPERATIONS
Survey Of Tanker
Chapter - 11
TANKER Operations
Clause No.
Page No.103
SURVEY OF TANKER OPERATIONS
11.1 ROLE OF SURVEYORS:

11.1.1 NEED FOR SURVEYORS:
Surveyors are independent inspectors of Ships and Petroleum Cargo.
In the event of any claim against insurance companies under the
Marine Insurance Cover, against Suppliers / Buyers under the contract
of sale / purchase, or against ship owners under the Charter Parties,
arbitrators and courts of Law require the opinion of an independent
agency especially on technical matters before taking a decision.
It is, therefore, necessary to appoint Surveyors on tanker movements
in order to be able to safeguard our interest in the event of any claims
arising under one or more of the options indicated above.
11.1.2 APPOINTMENT OF SURVEYORS:
Surveyors may be appointed by either buyer or seller, or by both
acting jointly.
It is the normal convention that the buyer appoint Surveyor, from
among those who would be operating at the port of loading, so that the
Surveyor thus appointed would be mutually acceptable to the buyer
/ seller / loading terminal. Under this concept of joint appointment
of Surveyor, the payment of the applicable Survey Fees are generally
borne by buyer and seller on 50:50 basis.
11.1.3 FUNCTIONS OF SURVEYORS:
The Surveyor is an independent witness to the facts. The Surveyor
is expected to report the facts relating to a loading or discharge
operations and offer independent impartial comments on any extra
ordinary occurrence during such operations.
It is, therefore, necessary that the Surveyor be associated with all
aspects of operations including testing of products so that these
activities are covered in his report.
Survey Of Tanker
Chapter - 11
TANKER Operations
Clause No.
Page No.104
11.2 POLICY ON APPOINTMENT OF SURVEYORS:

11.2.1 COASTAL TANKERS:
Surveyor shall be appointed to cover all Coastal voyages including
supplies from stand-alone refiners like RIL/ EOL/ MRPL as per the
terms of the Survey contract finalized by SO Operations Department.
11.2.2 IMPORT TANKERS:
All import tanker shipments shall be surveyed at loadport as well as
disports.
Surveyors at foreign Load Ports shall be appointed by HO Shipping
Department in co-ordination with the suppliers / loadport authorities.
Surveyors at Indian Ports shall be appointed by the locations as per the
terms of the Survey contract finalized by SO Operation Department.
11.2.3 EXPORT TANKERS:
All export shipments shall be surveyed by the Surveyor appointed
jointly by the buyers and IOC. IOC’s regular Surveyors operating at
the port shall not be appointed for such voyages.
11.2.4 IMPORT TANKERS (SPECIAL CASES):
Under certain special circumstances, co-ordinated by HO Shipping
Department, the Supplier and IOC may jointly appoint a Surveyor
to supervise the discharge operations. In this case, IOC’s normal
surveyor operating that port shall not be appointed for such voyages.
11.2.5 PAYMENT TO SURVEYORS:
Payment for Surveyors operating as per 11.2.1, 11.2.2 (Indian port)
shall be made by the concerned port locations as per the terms and
conditions of IOC’s Survey Contracts.
However, payment of surveyors appointed at foreign loadports and
as per 11.2.2 and Indian ports as per 11.2.3 & 11.2.4 above shall be
made by HO Shipping Department. Payment to Surveyors for any
product testing done at their Lab for whatsoever reason but as per
IOC’s instruction, will be done by the Location concerned.
Survey Of Tanker
Chapter - 11
TANKER Operations
Clause No.
Page No.105
11.3 SURVEY REPORTS:

11.3.1 CONTENTS OF SURVEY REPORTS:
Survey reports shall contain, among other things, the following
minimum details:
Background of the voyage;
Sequence of operations / activities;
Details of all measurements / computations at Ship and Shore ends;
Report on quality;
Report on inspection of cargo before loading / after discharge;
Data on vessel’s experience factor;
Report on dock line fill quantity;
Report on special / important occurrences.
11.3.2 CHECKING OF SURVEY REPORTS:
Survey Report must be thoroughly checked for accuracy of the figures
and other contents before the report is accepted by us and payment
made to the Surveyor.
Descrepancies, if any, must be pointed out to the Surveyor quickly
before the report is accepted and before the report is transmitted to a
foreign buyer / supplier as the case may be.
11.4 IOC’S SURVEY CONTRACT:

A copy of a typical survey contract, along with the general terms and conditions
covering the same, is enclosed at Annexure-XIII.
11.5 MASTER MARINER:

Apart from conventional issues and monitoring require during Tanker Operation
there are incidents for which additional investigation by specialized tanker
experts is required to protect interest of IOC. Such investigations are beyond the
scope of surveyor.
Some of the incidents / issues which required immediate investigation by tanker
expert are listed below. The list below is based on recent abnormal incidents &
Survey Of Tanker
Chapter - 11
TANKER Operations
Clause No.
OPERATIONS MANUAL 11.6
Page No.106
is not exhaustive and final. Specialized technical investigation required during

abnormal tanker incidents calls for immediate deployment of Master Mariner
with approval of State Operations Head & intimation to HO Operations. State
Operations Head should ensure that a panel of Master Mariner’s with contact
details is always maintained and updated by the port location under their control.
1. Abnormal loading loss investigation due to vessel failure
2. Abnormal unloading loss investigation due to vessel failure
3. Issues related to oil spillage in sea water / onboard due to vessel failure
4. QC related issues beyond the scope of IQCM & due to vessel failure
5. Losses arising due to pigging operations
6. Bunker related Q&Q issues.
7. Any other incident which requires knowledge & expertise of tanker
professionals.
11.6 DRAFT SURVEY

In certain circumstances as enumerated in Product Loss Control Manual, Vol. 2,
IOC’s Surveyor may be required to carryout Draft Survey in addition to normal
ullage survey. In such case, a senior officer from the location should accompany
the Surveyor and witness the survey operation. Detail method for carrying out
Draft Survey is attached in Annexure XV.
TANKER

This document is executed by discharge ports whenever original Bill of Lading
is not placed on board the Tanker. Indicative wording of letter of indemnity is
enclosed in Annexure-XIV. However, actual wording may differ depending on
P&I Club of the vessel & same is to be vetted by HO Shipping before issuance by
location .

ANNEXURE-XIV)
CHAPTER 12
TANKER HANDLING HOSES &
THEIR M&I / MARINE LOADING
ARMS / JETTY FACILITIES
Tanker Handling Hoses & Their
Chapter - 12 M&I / Marine Loading Arms /
TANKER Jetty Facilities
Clause No.
Page No.108
SCOPE
This section specifies the methods and requirements necessary for the testing of
composite hoses in use for handling hydrocarbons products.
12.1 HOSE DATA SHEET
GENERAL USES :
Composite hose, consisting of thermoplastics and wire reinforcement are used in
day today tanker handling due to excellent flexibility combined with strength.
WARNINGS :
Composite hose should not be used for the conveyance of gaseous products,
solids or abrasive slurries.
Special attention needs to be given to the following:
a) It is important that any media be thoroughly drained prior to cleaning
to avoid chemical or exothermic reactions when the hose is returned
to service.
b) Pig should not be allowed to pass through composite hose.
c) Compressed air may be used but hose must be open ended.
d) Hoses should be used in line with temperature & pressure specifications
of OEM.
e) During any cleaning operation, the assembly must be electrically
grounded to avoid build up of static charge.
12.2 HOSE MATERIALS AND CONSTRUCTION

12.2.1 PURPOSE
The purpose of this section is to provide a general description of
composite hose construction and pressure rating requirements.
12.2.2 SECTION OF A TYPICAL THERMOPLASTIC MULTI-LAYER
HOSE
1 Internal Wire
2 Film
3 Fabric
4 External Wire
Clause No.
Page No.109
12.2.3 MATERIALS
A. An internal metal wire helix. This may be stainless steel,
galvanized carbon steel, aluminum, or carbon steel
sheathed in a polymeric material resistant to the materials
of service. Stainless steel wire as specified and agreed
between purchaser and manufacturer.
2. Galvanized carbon steel wire as specified and
agreed between purchaser and manufacturer.
3. Aluminum wire as specified and agreed
between purchaser and manufacturer.
4. Carbon wire sheathed in a polymeric material
should be coated as required with material
resistant to liquid hydrocarbon, aromatic
hydrocarbon or liquid chemicals as specified
and agreed between the purchaser and
manufacturer.
B. A multi-ply wall of thermoplastic films and reinforcing
fabrics in proportions that give the required physical
properties and provide a complete seal. The films may be a
flat film, tube, and/ or fabric.
C. A fabric cover with an abrasion and ozone resistant
polymeric coating.
D. An external metal wire helix. Wire material should be as
outlined above.
12.2.4 PRESSURE RATINGS
The maximum working pressure of a composite hose should be equal
to the Nominal Burst pressure divided by four as a minimum.
12.3 TESTING PROCEDURES

12.3.1 PURPOSE
The purpose of this section is to define minimum test requirements,
which should be routinely carried out on all new hose assemblies
before use.
Clause No.
Page No.110
12.3.2 HYDROSTATIC PRESSURE TESTS

All fitted hose assemblies should be pressure tested atleast once in
6 months or as per OEM recommendations which ever is earlier
to establish that the end fittings have been correctly fitted and the
assembly is leak free.
The following criteria should apply when pressure testing hose
assemblies:
A. Hose assemblies should be tested to a minimum of one and
a half times the rated working pressure of the assembly for
a minimum period of five minutes.
B. The test medium should be water.
12.3.2.1 RECOMMENDED TESTING PROCEDURE
The following testing procedure is recommended:
a) Lay the hose out straight, allowing space for
elongation under pressure, preferably on supports to
allow free movement under pressure.
b) Blank off one end and fill hose with water, taking
particular care to ensure that all trapped air is released
from the hose.
c) Pressurize hose assembly to one and a half times
rated working pressure and sustain at that pressure
for the time appropriate to the grade of hose under
test as specified by OEM.
d) While pressure is maintained, examine the assembly
for leaks and any unusual appearance and test for
electrical continuity between the end fittings.
e) When tested in accordance with the above, the
assembly under test should be totally leak free for the
duration of the test.
12.3.2.2 ELONGATION LENGTH MEASUREMENT
This test should be done as per OEM guidelines. Record
for the test should be maintained with test certificates.
Clause No.
Page No.111
12.3.3 ELECTRICAL CONTINUITY TEST

All lengths of composite hose that have been fitted with electrically
conductive end fittings must be tested from end fitting to end fitting
with a calibrated multi-meter to ensure that the hose is electrically
continuous. Records should be maintained along with test certificates.
12.3.4 ELECTRICAL RESISTANCE TEST
Unless otherwise specified, all lengths of composite hose that have
been fitted with electrically conductive end fittings must have an
electrical resistance as specified by OEM. The test should be made
from end fitting to end fitting using a calibrated multi-meter to ensure
that the hose is electrically continuous. Records should be maintained
along with test certificates.
12.3.5 TEST DOCUMENTATION
Each test certificate should bear a unique number for traceability
for each hose. Test results should be maintain & kept on file for 5
years. Test certificates should include the following information as a
minimum:
A. Test Certificate Number
B. Locations Name and Purchase Order Number
C. Suppliers Name
D. Hose Serial Number(s)
E. Hose details including length, type of hose and diameter
F. End fitting details with types of ferrules and seals used
G. Test Date
H. Test Pressure
I. Electrical Continuity Conformance
J. Suppliers Authorization Signature
12.4 HOSE ASSEMBL Y MARKINGS

12.4.1 PURPOSE
The purpose of this section is to establish a method and content of
hose assembly marking.
Clause No.
Page No.112
12.4.2 METHOD OF MARKING

The marking of hose assemblies may be achieved in two ways:
A. Information pre-stamped in legible characters on metal
tag or band affixed to the assembly by approved durable
method.
B. Information in legible characters stamped directly onto
the ferrule or fitting.
12.4.3 INFORMATION TO BE INCLUDED
Information to be included on the tag, band or by stamp:
A. The manufacturers name, trademark or other identification
B. the hose serial number
C. The month and year of manufacture
D. The maximum working pressure
12.5 INSTALLATION AND HANDLING

12.5.1 PURPOSE
The purpose of this section is to serve as a guide for the proper and
safe installation, and subsequent handling and use of composite hose
in service.
12.5.2 CLEANING
It is important that any media be thoroughly drained prior to cleaning
to avoid chemical or exothermic reactions when the hose is returned
into service.
A. Typically, composite hose assemblies are cleaned by
flushing thoroughly with clean water.
B. Other media which can be used, depending on the media
that has been passing through the hose, include hot water,
sea water, detergents and common solvents at ambient
temperature. If sea water is used the hose must be well
drained after cleaning to minimize corrosion.
C. Due to the inherent nature of the hose internally, any form
of mechanical method of cleaning such as pigging should
Clause No.
Page No.113
not be used under any circumstances.

D. Also, due to the fact that the hose is constructed using
plastics which tend to weaken at elevated temperatures,
care must be taken when cleaning with hot water so as not
to exceed the maximum working temperature of the hose.
If steam is to be used, contact the manufacturer for any
recommended practices.
E. Compressed air may be used but the hose must be open-
ended.
F. During any cleaning operation, the assembly must be
electrically grounded to avoid build up of static charge.
12.5.3 STORAGE
After service, hose assemblies should be flushed out and drained.
Ideally, stored hoses should be dry and kept off the ground in a straight
line out of direct sunlight.
12.5.4 PACKAGING AND TRANSPORTATION
Hose and hose assemblies may be transported in coiled form on
pallets, in crates or loose within containers. Care should be taken to
prevent impact damage.
12.5.5 INSTALLATION AND USAGE
Hoses must be correctly supported during use. These supports should
be arranged so that the hoses are never bent beyond the minimum
bend radius. Hoses should never be supported along their live length
by a single rope. Slings, saddles or some other means of proper support
must be used. The support must be wide enough to spread the load
sufficiently so that the hose is not deformed in the area of support.
Incorrect installation can unduly stress hose assemblies leading to a
shortened working life or premature failure.
A. Flanged hose assemblies should ideally have one end
secured with a floating flange.
B. Hose assemblies must not be twisted either on installation
or in use.
C. Hose assemblies subject to movement while operating
should be installed in such a way that flexing occurs in the
same plane.
Clause No.
Page No.114
D. When installing hose assemblies, careful attention should

be paid to minimum bend radii specifications.
12.5.6 TRANSFER HOSE HANDLING GUIDELINES WHILE IN
SERVICE
12.5.6.1 DO’S
a) Support the hose within 3 to 12 feet of flange
connections always maintaining horizontal plane.
b) Support the hose using recommended hose supports
throughout the balance of the length.
c) Cushion the hose against sharp edges, dock edge,
ships rail, etc.
d) Cushion the hose when the application demands use
of reciprocating machinery. It is recommended that
all points of contact be cushioned to avoid potential
damage due to the pulsating effect of reciprocating
machinery.
12.5.6.2 DON’TS
a) Do not use the hose unsupported.
b) Do not support the hose with a single rope.
c) Do not allow the hose to hang unsupported between
ship and quay.
Clause No.
Page No.115
Clause No.
OPERATIONS MANUAL 12.5.7-12.6
Page No.116
12.5.7 INSPECTION OF HOSE /TROUBLESHOOTING

Before each operation, hose assemblies should be visually examined
paying attention to the following points:
A. Significant Displacement of reinforcing wires from their
normal pitch.
B. Significant Abrasion or corrosion of the hose outer wire
C. Abrasion of the reinforcing fabrics beneath the outer cover.
D. Significant Dents or kinks.
E. Damage or displacement of end fittings.
F. Evidence of leakage from end fittings. Assemblies with
any of the above significant defects or any other abnormal
feature should be withdrawn from service immediately.
12.5.8 FIELD TESTING OF COMPOSITE HOSE
It is recommended that hose assemblies be tested regularly depending
on service and in-line with OEM guidelines. If OEM guidelines are
not available, the same should be taken from OEM.
12.6 MARINE LOADING ARMS
A Marine Loading Arm, also known as a mechanical loading arm or MLA is a
device consisting of articulated steel pipes that connect a tank ship such as an
oil tanker to a cargo terminal. Generalized trademarks such as Chiksan (often
misspelled Chicksan) are often used to refer to Marine Loading Arms.
A Marine Loading Arm is an alternative to direct hose hookups that is particularly
useful for larger vessels and transfers at higher loading rates and pressures.
Controlled manually or hydraulically, a loading arm employs swivel joints and can,
to some extent, follow the movement of a moored vessel. Many loading arm systems
feature quick-connect fittings. Gasket or o-ring arrangements are required to make
a secure seal to the ship’s manifold flange. A loading arm must be drained or closed
off before the connection is broken off. This is done by draining the contents in
the MLA into Jetty slop oil tanks by gravity. The set up of slop oil tanks & pumps
wherever provided at Jetties needs to be maintained at all times.
Loading arms can handle both liquids and gases, in a wide range of viscosities
and temperatures. Cargo from liquid sulphur to liquefied natural gas are moved
through Marine Loading Arms. Loading arms service vessels in a wide range of
sizes, from small river barges to the largest supertankers.
Clause No.
Page No.117
Various designs exist, and specific installations can be tailored for a given
port based on considerations such as vessel size, cargo flow rate and cargo
temperature. Environmental constraints, such as the range of tide, wind
conditions, and earthquake tolerance, can also affect choice of loading arm. A
loading arm installation may include add-ons such as hydraulic or manual quick
connect couplers, position monitoring systems, emergency release systems, and
piggyback vapor return lines.
Compared to cargo hoses, the loading arm’s main drawback is its comparative
lack of flexibility.
Loading / unloading of tankers using an MLA is the safest operating procedure.
Accordingly wherever facility is not available, the port location in-charge & State
Operations group should adopt the following strategy.
12.6.1 Priority for provision of MLAs for tanker operation to be taken up
with port authorities.
12.6.2 If port is not willing to provide the same, possibility to be explored on
provision of MLA on industry basis.
The number & type/model of MLAs provided at Port Locations are as follows.
TYPE Sr No Location Model Qty Size ServiceCapacity Remarks
*
1 Kandla RCMA, 2 12 Inch Naphtha 1500 m3/
FMC hr - 2000
France M3/hr Maintained by
I 2 Kandla RCMA, 1 12 Inch FO/LDO 1500 m3/ IOC
FMC hr - 2000
France M3/hr
3 Paradeep RCMA, 2 12 Inch W/O 1500 m3/ Maintained by
FMC hr - 2000 IOC
France M3/hr
4 Tuticorin RCMA, 2 12 Inch W/O 1500 m3/ Maintained by
FMC hr - 2000 IOC
France M3/hr
Gilardini 1 12 Inch BO
5 JNPT, RCMA, 6 18 inch 2 BO + 1280- Maintained
Mumbai FMC 1450 m3/ by BPC
France hr
6 Mangalore RCMA, 2 12 Inch W/O 1500 m3/ Maintained by
FMC hr - 2000 HPC
France M3/hr
Sub Total 16
Clause No.
Page No.118
II 7 Narimanam Emco 1 10 Inch WO 1000 m3/ Maintained by

Wheaton hr - 1500 CPCL
M3/hr
III 8 Haldia Nigata 3 & 12 & 16 WO & 1500 m3/ Maintained by
2 inch BO hr - 2000 KoPT
M3/hr
Sub Total 6
TOTAL 22
* Capacity for MLAs is given in OCIMF guidelines (Oil Company International Marine Forum ) The
OCIMF guideline specifies Max flow of 12 Meter / Sec for LPG looking into requirements of Static Charge.
The values for POL is not specified. The figures given are translated from 12 Met/ Sec value as per OEMs.
Wherever MLAs are provided they should be maintained in good condition
by respective owners of MLAs. Port Location In-charge to according take up
with port authotity if MLAs are owned by port. It should be covered under
Annual Maintenance Contract (AMC) with the OEM (Original Equipment
Manufacturer) in order to ensure safe working during tanker loading. OEM
prescribed routine preventive maintenance should be ensured without exception.
The location should maintain list of mandatory spares as prescribed by OEM,
so that any breakdown is attended by OEM promptly. The spares prescribed by
OEM are costly & hence due care should be taken to ensure that these are kept in
proper place to prevent damage during storage.
12.7 MASS FLOW METER

A mass flow meter, also known as an inertial flow meter is a device that measures
mass flow rate of a fluid traveling through a tube. The mass flow rate is the mass
of the fluid traveling past a fixed point per unit time.
The mass flow meter does not measure the volume per unit time (e.g., cubic
meters per second) passing through the device; it measures the mass per unit time
(e.g., kilograms per second) flowing through the device. Volumetric flow rate is
the mass flow rate divided by the fluid density. If the density is constant, then
the relationship is simple. If the fluid has varying density, then the relationship
is not simple. The density of the fluid may change with temperature, pressure, or
composition, for example. The fluid may also be a combination of phases such as
a fluid with entrained bubbles or fluid with water!
Clause No.
Page No.119
12.7.1 CALIBRATION
The MFM needs to be calibrated in line with statutory guidelines of
Legal Metrology.
12.7.2 AUTOMATION FUNCTIONAL DESIGN SPECIFICATIONS:
The Functional Design Specifications (FDS) document stipulates the
following configuration for Port & Bunker barge loading locations.
Sr No System Existing L1 Proposed L1
1 Bunkering & Barge Provision of Electronic Provision of Electronic
locations operations flow meters with local flow meters with local
batch controllers batch controllers
2 Tanker Operations NIL All tanker receipts
through MFM
12.7.3 ADVANTAGES OF MFM:
MFM shall provide proper measurement of quantity of product
transferred, so as to avoid chances of pilferage and also has a quantity
measurement counter - check as a good commercial practice.
Installation of MFM at port locations will be specific to every port
location / line service & should be meticulously arrived by joint site
study of Location In-Charge, State Operations & Engineering group.
At most of our port locations, we have jetty lines handling more than
one grade of POL product. For correct quantity assessment of product,
the MFM can be installed at the tank receipt line, in the manifold, or
at the Jetty end on the Jetty line.
It has been decided to install MFMs at port location for ensuring that
all tanker receipts are through MFMs.
12.8 JETTY FACILITIES:

The following Jetty facilities are to be maintained at all times
Sr No Item Remarks
1 Jetty Civil Structure The upkeep of the civil structure including the
mooring hooks, foundation piles, working
platform should be maintained at all times.
Clause No.
Page No.120
2 Lighting Adequate lighting should be provided at Jetty as

recommended vide OISD Standard 244 (Draft)
3 Fire Fighting Adequate Fire Fighting facilities in line with
Facilities OISD Standard 142, 156 should be provided &
maintained at all times. The Jetty Fire engines,
Electrical system & Foam handling system should
be covered under AMC & must be maintained at
all times.
4 CCTV & Security The Jetty activities should be covered by CCTV
in similar lines as it is provided in locations. The
Jetty security should be CISF / DGR security with
100 % ex servicemen manning the setup round
the clock. The Jetty area shall be maintained free
of Bidi, Cigarette, Matches, Lighters, Camera
and other non FLP items at all times. Jetty area
should be maintained free of trespassing and
personal required for entering the area should be
allowed only with valid gatepass. ACS should be
provided at IOC owned Jetties.
5 Automation System At Jetties where automation setup is provided.
The same needs to be maintained by having
comprehensive AMC with OEM. Mandatory
spares for automation facility should be
maintained at location so that breakdown is
promptly attended by OEM
6 Fenders Fender is a bumper used to absorb the kinetic
energy of a vessel berthing against a Jetty, quay
wall or other vessel. Fenders are used to prevent
damage to vessels and berthing structures.
Fenders need to be maintained at all times to
ensure timely safe berthing of vessels at Jetty.
Wherever Jetty facilities are maintained jointly
by IOC & OMC, we need to have comprehensive
AMC with OEM for maintenance & upkeep of
fenders.
Clause No.
Page No.121
7 Hose Storage These are provided to stack & store composite

Stations tanker hoses & Bunker hoses in lines with OEM
specifications to prevent damage due to rain &
sun. The setup ensures that hoses are laid in such
a way that during storage it is free of kinks &
stress.
8 OSR facilities The Port Location / OMC should enter into MOU
with Port for mitigating risk arising out of Oil
Spill during tanker operations. The mandatory
list of OSR equipment shall be procured &
maintained by the Port authorities. This list shall
be vetted by Coast Guards before procurement.
The Port location should have adequate number
of supervisors who are trained in IMO Level
II, Oil Pollution Preparedness Response course
conducted by Coast Guards. The OSR setup shall
be maintained in lines with OISD GDN 200.
9 ERD & Drills The Jetty facility handles huge quantities of oil &
this it is mandatory that fire drill, ERD & Security
Preparedness assessment drills are conducted at
Jetty once in a year to access the preparedness of
Port Terminal, OMCs, District Administration
& Port in handling major disasters during tanker
handling.
Clause No.
Page No.122
10 Supervision of Jetty The Location In-Charge & DSO should

Operation mandatorily visit Jetty once in a day & assess
the overall upkeep & security of the Jetty &
facilities. During the round, condition of Jetty
pipelines, pedestals & supports of Jetty pipelines,
valves should also be checked. The Jetty POL
pipelines & Bunker lines are critical pipe lines
which are covered under M&I guidelines. The
Jetty communication setup comprising of fixed
telephones, VHF handsets & Base Stations should
be checked for functioning on daily basis. The
Boarding officer should be present at Jetty while
the vessel is getting berthed. Local intelligence
setup of location should be activated to check for
pilferage from Jetty lines, particularly where the
lines are under ground. Oil should not be stored
in barrels or in loose form in Jetty area. The
product drained from MLAs / hoses collected in
Jetty slop tanks should be promptly disposed off
as per guidelines. Wherever provided, Jetty slop
tanks & slop pumps should be maintained with
minimum product & should be kept dry at all
times. Proper accounting of Diesel used in Jetty
fire engines & DGs should be maintained & care
should be taken to prevent theft & pilferage of
Diesel from Jetty area.
11 Contract for supply As per the Charter Party Agreement with Ship
of Bunker Fuels & Owners, it is Charterer’s responsibility to provide
Boiler Feed Water Bunker / Water to the time chartered vessels
as and when required. State Operation Head
controlling Port Locations to ensure availability
of valid contract for supply of Bunker Fuel and
Water to vessels, at all times.
TANKER

location .

ANNEXURE-XIV)
CHAPTER 13
ALLIED ACTIVITIES
Chapter - 13 Allied Activities
TANKER
Clause No.
Page No.124
ALLIED ACTIVITIES
13.1 ILH DUES ON TIME CHARTERED VESSELS:

13.1.1 LIABILITIES FOR PAYMENT:
IOC is liable to make payment of ILH (Indian Light House) dues to
the Indian Customs Authorities on all IOC’s Time Chartered Vessels.
In all other cases, the Ship Owner is liable to make payment of the
ILH dues.
13.1.2 VALIDITY OF ILH PAYMENT:
ILH dues are valid for a period of one calendar month from the date
of payment.
If the vessel enters a port on any date after expiry of the validity of the
previous payment, the ILH dues have to be paid once again.
13.1.3 PROOF OF PAYMENT:
Customs Authorities issue a receipt for the payment made for a
particular vessel. This original receipt is to be forwarded to HO
Shipping Department for control purposes.
However, photocopies of the payment receipt, separately verified and
attested by the Local Customs Authorities on each photocopy, are to
be placed on board with the Master and also distributed to the LPOC/
NPOC. In case the official customs receipt and attested copies thereof
are not available by the time the vessels sails from port, the Location
must telephonically advise the next port of call of the vessel and advise
details of the payment made. Photocopy of the receipt should also be
faxed to the NPOC. This will enable the NPOC to provide proof to the
Customs Authorities at that port of the payment having been made as
due.
In case such proof of payment is not available, the location in-charge
at the port shall give a letter of guarantee to the Customs Authorities
to minimize the need for making a double payment and a claim
for refund subsequently. The location giving such a guarantee must
telephonically ascertain from HO Shipping, details of payment made
by other ports and then co-ordinate with such ports for obtaining the
proof of payment so that the guarantees can be redeemed from the
Customs Authorities.
TANKER
Clause No.
Page No.125
13.2 CONVERSION OF VESSELS:

13.2.1 STATUS OF VESSELS:
Time Chartered Vessels are normally cleared for operations in Indian
Coastal Waters by Customs Authorities. Duty, including concessional
duties in certain cases, is payable on all bunkers and stores supplied to
the vessels for consumption during such voyages.
13.2.2 CONVERSION OF VESSELS:
When Indian Flag Vessels on time chartered with us are deployed on
foreign run, conversion of the vessel from Coastal to Foreign run is
to be organized through our agents at the last Indian Port from where
the vessel will sail to the foreign port.
This involves taking a complete inventory of bunkers and ships
stores jointly with customs authorities which will form the basis on
which duty drawback can be claimed on existing bunkers / stores on
board, and fresh bunkers / stores can be provided in bond i.e. without
payment of duty.
13.2.3 RE-CONVERSION OF VESSELS:
On completion of the import voyage, i.e. after the import cargo is
completely discharged, if the vessel is to be deployed only on coastal
run, a complete inventory of bunkers and ship stores is to be taken
along with Customs and conversion from foreign to coastal run
completed through our agent.
13.3 DUTY ON SHIP STORES:

13.3.1 ASSESSMENT OF DUTY:
Based on the procedure outline for conversion / re-conversion of
vessel at various ports, the duty payable is assessed by Customs and
demand served on our agents. The correctness of the assessment
must be promptly verified by the Locations / Regional Office and
payment made, as due, to the Customs within the specified time
frame. The details of the duty thus paid must be immediately notified
by the locations with complete details to the Shipping Department
for recovering relevant amounts from the concerned Ship owners.
TANKER
Clause No.
Page No.126
13.4 OIL POLLUTION CESS:

13.4.1 PURPOSE OF LEVY:
An oil pollution cess is leviable under article 356A of the Indian
Merchant Shipping Act on vessels carrying “OIL” as cargo including
bunkers and ship stores. Port Authorities are expected to provide
measures for prevention of sea pollution and measures for combating
oil pollution when it occurs. The purpose of this cess is to compensate
the port authorities towards the costs of providing such equipment /
facilities on par with International Standards.
13.4.2 DEFINITION OF OIL:
As per clause 356-B of the Indian Merchant Shipping Act the term
‘OIL’ is deemed to cover – “crude oil, fuel oil, lubricating oil and Heavy
Diesel Oil.”
13.5 AGENCY WORK:

13.5.1 APPOINTMENT OF AGENTS:
Appointment of tanker handling agents within each State Office is
finalized through a tendering process as per the DOA by the concerned
State Office
13.5.2 FUNCTION OF AGENTS:
Agents operating at tanker handling ports will undertake the following
works:
- Liaison with terminals regarding tanker movements on
IOC account , including ETA / ETD for vessels calling at
the ports;
- All relative Customs/Port formalities and documentation
connected with the loading or discharge operations;
including payment of wharfage other port charges, ILH
dues, Oil pollution cess etc.
- Conversion/re-conversion of vessels as per IOC’s
instructions, and coordinating assessment/payment of
duty on ship stores.
TANKER
Clause No.
Page No.127
13.6 INTER-COMPANY TRANSACTIONS:

13.6.1 RECEIPT OF PRODUCT FROM OMC’S TANKERS:
The delivery of product from OMC’ tankers to IOC out of their own
product will be on the basis of our shore tank gauges.
13.6.1.1 The type of transaction may also be advised by HO
(Shipping) /Regional S&D Departments for specific
voyage.
13.6.1.2 OMC’S TANKER-IOC’S CARGO ALSO ON BOARD:
13.6.1.3 IF IOC’S INDIGENOUS/IMPORTED PRODUCT IS NOT
ON BOARD, NO IOC OFFICER WILL BE ASSOCIATING
IN THE TANKER DISCHARGE OPERATIONS AT THE
JETTY END.
13.6.1.4 If part or whole of IOC’s cargo on board, such a tanker
is being discharged at port, then IOC’s officer will be
associated not only with the initial/final ullage on ship but
also with the gauging of shore tanks at locations where
such products is received.
13.6.1.5 As per agreement with OMCs, on usage of T/C vessels,
whenever any vessel on T/C with OMCs is utilized by
other OMC, then all port charges including wharfage is to
be borne by sub-charterer.
13.6.2 LOADING OPERATION:
13.6.2.1 If part or whole of IOC’s cargo is planned to load at the
port then IOC’s officer will be associated not only with
the initial/final ullage on ship but also with the gauging of
shore tanks at locations including OMC from where such
products is loaded.
13.7 PENAL CHARGES :

In case of FOB exports, buyer will pay all normal port charges including berth
hire charges. However, in case any penal charges are imposed by port authorities
due to deficiency from shore side, then the same will have to be borne by the
supplier. State Operation Head & his team, visiting official from HO shall check
for such payments made if any and ascertain the cause of such incident suitable
corrective action to be taken immediately to avoid such financial outgo.
TANKER

location .

ANNEXURE-XIV)
CHAPTER 14
REPORTING AND
ACCOUNTABILITY
Chapter - 14 Reporting And
TANKER Accountability
Clause No.
Page No.129
REPORTING AND ACCOUNTABILITY
14.1 KEY RESULT AREAS:

14.1.1 TANKER MANAGEMENT:
This involves control of tanker operations so as to facilitate:
- Speedy turn around of the vessel in port;
- Efficient handing of loading/discharge operations,
including related documents.
- Prompt communication of relevant results/data to HO/SO
/ LPOC / NPOC;
- Timely submission of documents /MIS reports to HO /SO.
14.1.2 OCEAN LOSS MANAGEMENT:
This involves control of ocean losses to the barest minimum levels
within the targets advised by HO Operations from time to time.
Concerned State Office should closely monitor to minimise unloading
/ loading losses at port locations and also investigate any abnormal
losses in voyage / unloading / loading in consultation with HO
Shipping / Operations.
14.2 ACCOUNTABILITY:
14.2.1 OFFICER RESPONSIBLE:
14.2.1.1 SINGLE LOCATION:
The Location In-charge / Refinery Coordinator at the
port location is responsible for ensuring proper tanker
management and ocean loss control as per the guidelines
contained in this manual and the Product Loss Control
Manual, Vol. 2 respectively.
14.2.1.2 The concerned State Operations Head is responsible for
monitoring and controlling loading & unloading losses
and investigating any abnormalities in losses experienced
in voyage / loading / unloading and to initiate corrective
actions to avoid recurrences.
Chapter - 14 Reporting And
TANKER Accountability
Clause No.
Page No.130
14.3 CHECK LIST:

14.3.1 MODEL CHECK LIST:
A model check list to help the concerned Location In-charge monitor
tanker operations is enclosed at Annexure-XIV.
14.3.2 LOCATION SPECIFIC NEEDS:
This may be modified to meet location specific requirements over and
above what is given in the above checklist.
14.4 REVIEW:
14.4.1 LOCATION LEVEL:
The location In-charge shall review each voyage in detail and take
corrective action that is necessary, based on such review.
14.4.2 STATE OFFICE LEVEL:
Tanker Operations at each port location shall be reviewed by State
Operations Head of the SO on tanker to tanker basis & physically
during their regular inspections of port locations in their jurisdiction.
The officer looking after stock loss at concerned State of the respective
port location will assist the State Operations Head in monitoring and
controlling ocean losses related to their port locations.
TANKER

location .

ANNEXURE-XIV)
CHAPTER 15
OIL SPILL RESPONSE &
MARPOL GUIDELINES
Oil Spill Response &
Chapter - 15
TANKER Marpol Guidelines
OIL SPILL RESPONSE
Preservation and Protection of marine environment and Prevention and Control

of Pollution is a statutory duty of the Coast Guard under the Coast Guard Act 1978.
Responsibilities of co-ordination in the event of an oil spill at sea were transferred to the
Coast Guard from the Director General (Shipping) on 07 Mar 1986. A draft National Oil
Spill Disaster Contingency Plan (NOS-DCP) was prepared on 14 Apr 1988 and forwarded
to all concerned agencies for comments. Final draft was approved by the Committee of
Secretaries on 04 Nov 1993. The NOS-DCP declares the Director General Coast Guard as
the Central Coordinating Authority for marine oil spill response activities in the maritime
zones of India, and delineates the duties and responsibilities of each participating agency
One of the statutory duties of the Indian Coast Guard is marine environmental
preservation, protection, and prevention and control of pollution in the maritime zones
of India. Coast Guard is also the Central Coordinating Agency for marine pollution
response in the country since March 1986. In execution of these duties the Coast Guard
is engaged in gradually building up pollution response capability to deal with a major
oil spill of approximately 10,000 ton in the Exclusive Economic Zone of India. Indian
Coast Guard is responsible for implementation and enforcement of the relevant marine
pollution laws.
Depending on type & level of facilities to be created for combat on IMO guidelines, the oil
spill is classified in three categories. These are termed as Tier I, Tier II & Tier III facilities.
Tier I pertains to facilities to combat oil spill from a minimum of 100 tons to 700 tons
(based on risk analysis). The equipment, chemicals & trained manpower required to
combat Tier I spills is the responsibility of the owner of the port or installation. The ports
are however free to make arrangements for financing these facilities, either by themselves
or by sharing the cost with facility users, as they deem fit. In case of actual spill, the Indian
Coast Guard may supervise or even help in spill combat.
Tier II pertains to combined total facilities to combat oil spill upto 10,000 tones. The
facilities must be available at a location within a reasonable distance from the oil spill
sources to ensure quick mobilization of resources. The initial time is very crucial to
initiate combat as any delay may inhibit the use of certain simple & less costly techniques
such as chemical dispersant.
Tier III pertains to capability of responding to oil spill beyond 10,000 tones.
Chapter - 15
Tier I Oil Spill Response Centers (OSRCs)
SO LOCATION NODAL COMPANY FOR

MAINTAINING OIL
SPILL RESPONSE MOU
KASO KARWAR NAVY
MANGALORE MRPL
KESO ERNAKULAM BPC
WELLINGTON ISLAND TERMINAL & BPC
COCHIN TERMINAL
TNSO TUTICORIN IOC
FST CHENNAI IOC
NARIMANAM CPCL
APSO VIZAG / FHI VIZAG HPC
KAKINADA ONGC
GSO KANDLA- FST BPC
KANDLA- MAIN BPC
MSO JNPT / SEWREE- I BPC
VASCO HPC
WBSO PORT BLAIR IOC
HALDIA IOC
BUDGE- BUDGE IOC
OSO PARADEEP IOC
National Oil Spill Disaster Contingency Plan (NOS-DCP) stipulates the organizational
and operational details to effectively combat a national oil spill contingency.
The objectives of the plan are:-
(a) To develop appropriate and effective systems for the detection and reporting of
spillage of oil.
(b) To ensure prompt response to prevent, control, and combat oil pollution.
(c) To ensure that adequate protection is provided to the public health and welfare,
and the marine environment.
Chapter - 15
(d) To ensure that appropriate response techniques are employed to prevent, control,
and combat oil pollution, and dispose of recovered material in an environmentally
accepted manner.
(e) To ensure that complete and accurate records are maintained of all expenditure
to facilitate cost of recovery.
The following government departments and agencies will act as resource agencies as
required to support the actions of the Indian Coast Guard:-
(a) Indian Navy
(b) Ministry of Shipping
(c) Department of Ocean Development
(d) Ministry of Environment and Forests
(e) Ministry of Petroleum and Natural Gas
(f) Department of Agriculture and Co-operation
(g) Major Port Authorities
(h) Coastal State Authorities
(j) Central and Coastal State Pollution Control Boards
(k) Oil and Natural Gas Corporation
(l) Oil India Limited
(m) Oil Refineries
(p) Mercantile Marine Department
(q) Directorate General of Shipping
(r) Shipping Corporation of India
(s) National Institute of Oceanography
(t) Central Marine Fisheries Research Institute
The port authorities will be responsible for the response to accidents within the port
limits. They will keep the Coast Guard Regional Commanders informed and request for
any additional assistance through the Regional Communication/Operations Centre. The
responsibility for combating oil spill contingencies on shore would be that of the Coastal
State for prevention and control of water pollution. The oil and petroleum exploration and
production agencies will be totally responsible for instituting preventive, precautionary,
and other measures for monitoring, controlling and combating an oil spill contingency
in their area of operations.
Chapter - 15
The NOS-DCP is designed to accommodate various changes and amendments from

telephone numbers to policy decisions. Various circulars & guidelines with respect to
Oil Spill Response are put up at the web site of Indian Coast Guards. Locations & Port
Location controlling State Offices are expected to keep themselves updated with the
latest guideline / circular at all times. The NOSDCP document should be kept handy
at Port locations. The document clearly enumerates roles & responsibilities of various
agencies during incident of oil spill. Location In-Charge of Port Locations is advised to
share & discuss the NOSDCP document with DSO, Supervisors & interested groups.
State Operations Head & his team, visiting officials from HO should check on awareness
of NOSDCP & OISD GDN 200 during inspection of Port Locations.
Certification of Facility Oil Spill Risk Assessment & Responses Preparedness has been
made mandatory. The plan need to be reviewed & endorsed by an officer not below the
post of Deputy Conservator of Port & should be submitted to Indian Coast Guard for
approval. OSR circular is attached.
Prebooming of tankers at alongside berths & SPM has been advised by Indian Coast
Guards along with SOP for this unit operation. Prebooming is a prerequisite at all ports
leaving Vasco & New Mangalore port due to obstruction to adjacent berth & low shore
line sensitivity. OSR circular is attached.
Both these circulars are attached below. The National Plan Inventory of Oil Spill Equipments
is attached in Annexure XVII. This document needs to be reviewed along with OMCs and
port authorities and needs to be kept updated at all times. State Operation Head and his
team, visiting official from HO should check for this updated list along with guidelines
issued in chapter 22 of Health, Safety & Environment Manual on OSR equipments for
the port location and also check on knowledge awareness on subject among Location In-
charge, DSO & Tanker Cell Officers.
MARPOL
Knowledge on Marine Pollution in the form of most probable questions & answers is
attached as in Annexure XVIII.
Chapter - 15
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
 

  
 


        
EP/0720/Circular

 14 August 2013


Chairman NOSDCP Circular No: 03/2013
 
 
             
Subject: Certification of Facility Oil Spill
 Risk Assessment and Response Preparedness



1. By a
decision 
of the Committee    
of Secretaries 
on 04  
November 1993and

further,

vide Notification dated 12 December 2002 by the President under clause (3) of
 Article 77 of the Constitution regarding Amendment to the Government of India

(Allocation
of
 Business) Rules, 1961,
   the Coast
  Guard
  Organisation
  is inter
   alia
designated 
as the Central Coordinating
 
Agency for combating
 of oil pollution in

Indian waters and responsible for implementation of National Contingency
       
     Plan
  for  
oil spill     
disaster. 
      


2. Further, every owner
    
or operator

of a port facility, oil installation, or offshore
      
installation is required to
 maintain an oil spill contingency plan duly approved by

the Coast Guard. The Guidelines
        on
elements of facility
 oil spill
  contingency
   plan
are contained
 in Chairman
 NOSDCP
   Circular
 No. 02/2012
 issuedvide

  EP/0720/

Circular
  dated
  09 August
  2012.      
 
 
3. It isimperative that the
   
facility oil spill   
contingency plan with
is prepared  due
            
     
regard to the relevant international best practices, international conventions, and

domestic legislation and reviewed by a person with responsibility for the port



facility, oil installation, or offshore installation and duly endorsed to that effect.

4. 

With immediate effect, every new, or updated, contingency 
plan submitted
   
           
for consideration of approval of the Coast Guard shall, therefore, be required



to be accompanied by a Certificate of Endorsement


of facility oil spill risk

assessment and response preparedness as per the
 format prescribed at Annexure,

duly endorsed by an officer not below the post of Deputy Conservator of a port
 


facility or the Installation Manager of an oil installation, or offshore installation,






Chapter - 15
or equivalent legally responsible authority.

5. This is issued with the approval of the Director General Indian Coast Guard.
(AAHebbar)
Dy Inspector General
Director (Environment)
Chapter - 15
Annexure to NOSDCP Circular No. 03/2013
CERTIFICATE OF ENDORSEMENT
(To be certified personally by an officer not below the post of Deputy Conservator of a
port facility or the Installation Manager of an oil installation, or offshore installation, or
equivalent legally responsible authority)
I hereby certify that:

1. The oil spill contingency plan for the facility under my charge has been prepared
with due regard to the relevant international best practices, international
conventions, and domestic legislation.
2. The nature and size of the possible threat including the worst case scenario, and
the resources consequently at risk have been realistically assessed bearing in
mind the probable movement of any oil spill and clearly stated.
3. The priorities for protection have been agreed, taking into account the viability of
the various protection and clean-up options and clearly spelt out.
4. The strategy for protecting and cleaning the various areas have been agreed and
clearly explained.
5. The necessary organization has been outlined, the responsibilities of all those
involved have been clearly stated, and all those who have a task to perform are
aware of what is expected of them.
6. The levels of equipment, materials and manpower are sufficient to deal with the
anticipated size of spill. If not, back-up resources been identified and, where
necessary, mechanisms for obtaining their release and entry to the country have
been established.
7. Temporary storage sites and final disposal routes for collected oil and debris have
been identified.
8. The alerting and initial evaluation procedures are fully explained as well as
arrangement for continual reView of the progress and effectiveness of the clean-
up operation.
9. The arrangements for ensuring effective communication between shore, sea and
air have been described.
Chapter - 15
10. All aspects of plan have been tested and nothing significant found lacking.
11. The plan is compatible with plans for adjacent areas and other activities.
12. The above is true to the best of my knowledge and belief.
13. I undertake to keep the plan updated at all times and keep the Indian Coast
Guard informed of any changes through submission of a fresh certificate of
endorsement.
Seal:................................................... Signature: ..........................................................

Name: ................................................................
Designation: .....................................................
Organisation: .................................................
Place:................................................... Date: ..................................................................
Chapter - 15




   
 

    

 

  
 


        
EP/0720/Circular

 11 March 2014


Chairman NOSDCP Circular No: 0 1/2014
 
 
             
Subject: Pre-booming 
 of Tankers at alongside Berths and SPMs

        
    
1. By an Office

Memorandum of the Ministry of Defence dated 07 March 1986
and further, by amendment to the Government of India (Allocation of Business)
 Rules, 1961 vide Gazette notification dated 12 December 2002, the Indian Coast

Guard


has been   
designated as the  
Central    
Coordinating Authority
for 
combating


Indian waters and 
oil spills in undertaking oil spill 
prevention and control.
       
    
2.
  Discharge of 
   oil cargo at
 alongside berths
 and at

  SPMs presents
 a significant
   
risk
 cargo
of oil pollution. Pre-booming of oil tankers engaged
 in discharge of
at alongside
  berths
 and at
 SPMs 
 was,
therefore, discussed
 during the
   17th
NOSDCP meeting on 12
 June 2012. The Coast Guard subsequently examined


the feasibility of implementing pre-booming
         at each port and
  SPM.
 The
 study
by 
the Coast Guard 
  
revealed   
that pre-booming is
 at
practiced   
oil berths at
           
Karaikkal, Tuticorin, Chennai, Ennore and Visakhapatnam port and permanent   
boom  
is laid on
docksideat
Sikka 
Reliance  
terminal.  
Pre-booming 
was reported
            
     
feasible and recommended for oil berths at Mumbai and Kochi. Pre-booming

was also reported feasible but not recommended for oil berths at Mormugao and



New Mangalore view obstruction to adjacent berths and low shoreline sensitivity
 respectively. The study further brought out that pre-booming

 is also not being

practiced
  
     
at any of the SPMs within the port jurisdiction. Reported      
constraints

in pre- 
booming included strong currents and tidal streams, 
high tidal ranges,

 
periodic change of direction with flood and ebb stream, as also the swing of tanker



at SPM with tide change and presence of standby tug in vicinity for immediate
 assistance. However, ecological sensitivity is of significant concern, particularly









Chapter - 15
in the GoK and at Kochi, Kakinada, and Paradip.

3. With a view to curtail the risk of oil spill, every deliverer will pre-boom oil transfers
as a Standard Operating Procedure (SOP). However, when it is determined that
it is not safe and effective to pre-boom the oil transfer, a suitable oil spill response
craft will be stationed during cargo discharge, in the vicinity of the tanker for
immediate response and backed by capability to track a spill in low visibility
conditions. The SOP for pre-booming is placed at Annexure.
4. This is issued with the approval of the Director General Indian Coast Guard.
(AA Hebbar)
Dy Inspector General
Director (Environment)
Chapter - 15
Annexure to Chairman NOSDCP Circular No: 01/2014
STANDARD OPERATING PROCEDURE

1. The Standard Operating Procedures (SOP) for pre-booming will be as follows:-
(a) The deliverer will deploy the boom such that it completely surrounds
the vessel(s) and facility/terminal dock area directly involved in the oil
transfer operation or the deliverer may pre-boom the portion of the
vessel and transfer area which will provide for maximum containment
of any oil spilled into the water.
(b) The boom will be deployed with a minimum stand-off of five feet
away from the sides of a vessel, measured at the waterline. This stand-
off may be modified for short durations needed to meet a facility or
ship’s operational needs.
(c) The deliverer will periodically check the boom positioning and
adjust as necessary throughout the duration of the transfer and
specifically during tidal changes and significant wind or wave events.
(d) For pre-boomed transfers, within one hour of being made aware
of a spill, the deliverer will be able to complete deployment of the
remaining boom, should it be necessary for containment, protection,
or recovery purposes.
(e) The determination of safe and effective booming must be made prior
to starting a transfer or, if conditions change, during a transfer.
(f) The deliverer must be able to quickly disconnect the entire boom in
the event of an emergency.
ALTERNATIVE MEASURES
2. If owing to metrological or other factors or mobility desired of the tanker
and it’s assisting craft it is not feasible to safely and effectively implement pre-
booming as a SOP, the following alternate measures will be taken by the deliverer
to address ecological sensitivity concerns of the areas likely to be affected by the
spill:-
(a) As an alternative to pre-booming, a suitable oil spill response craft
will be stationed during cargo discharge, in the vicinity of the tanker
Chapter - 15
for immediate response.

(b) On being made aware of a spill, the deliverer will have the ability to
safely commence tracking of the spill in low visibility conditions.
(c) Within one hour of being made aware of a spill, the deliverer will be
able to completely surround the vessel(s) and facility/terminal dock
area directly involved in the oil transfer operation, or the deliverer
may pre-boom the portion of the vessel and transfer area which will
provide for maximum containment of any oil spilled into the water.
Chapter - 15
Bunker Checklist
It is mandatory for port locations which are supplying bunker fuel to marine vessels to
have Bunker Registration certificate issued by DGS & have valid ISO 9001 certification
A) Pre-delivery Bunker Checklist

Chapter - 15
B) Post-delivery Bunker Checklist

Chapter - 15
C) Sampling procedure for Bunker Supply

Chapter - 15
D) Sample of Bunker Delivery Note

Chapter - 15

Chapter - 15
E) Checklist for Barges
Contract:
Name: Owner:
Crew, Numbers Captain:
Date inspected:
Yes No N/A
S No CERTIFICATES:
MMD certificate / certificate from approved classified society for carriage of petroleum products as
1
per Rule 33 of Petroleum Rules 1975?
2 Latest Calibration chart duly certified by IRS or any other classification society ?
Certificate from approved classification society / MMD certifying that the vessel is constructed in
3 accordance with rules applicable at port of operation ?
License available from port certifying that the barge is permitted to ply in the harbor for bunkering of
4
vessels with fuel oil ?
SITE SAFETY:
5 Is Flame-Proof lighting provided?
6 Emergency phone numbers and procedures displayed ?
7 Sanitation facilities available.
8 First Aid kits available ?
9 Are all sources of ignition prohibited, adequate board / "No Smoking " signs displayed
10 Are moving parts, and hot pipes, guarded or insulated as safety precaution
OPERATIONAL SAFETY:
11 Lay out showing bulk cargo handling facilities including stripping available?
12 Is an operations manual or written transfer procedures available?
Are fuel valves located for easy accessability for any emergency and protected against accidental
13 operation?
14 Are carburetors on gasoline engines equipped with flame arresters?

15 Is lighting sufficient on the barge deck or walking surface?
16 Are fuel tanks and holds provided with gooseneck vents with flame screens?
17 Discharge containment equipment is readily accessible?
18 Are dispensing nozzles equipped with an automatic-closing valve without a latch-open device?
19 Are holdbacks or rings provided to secure loose equipment during rough weather?
20 Are guardrails or tight cable guard lines provided where persons may fall?
21 Slop tank facility to receive line flush cargo & pumping facility exists to pump back afterwards?
22 Are all floors and decks free of an accumulation of fuel and grease?
Are all deck openings, elevated surfaces, and similar locations provided with guardrails, bulwarks, or
23
taut cables guard lines that are in good conditions?
24 Are decks free of tripping hazards or adequately marked in yellow as specified?
25 Are non-slip surfaces available?
26 Is there a safe facility for boarding or deboarding the vessel?
27 Is place available for placement of drip sampler & sampling container?
28 Is a trained operator used for fuel dispensing?
FIRE FIGHTING EQUIPMENT & EMERGENCY:
29 Is the number and type of fire extinguishers adequate?
30 Is there a facility for emergency shutdown?
31 Crew found using Personal Protective Equipments (PPEs) like hand gloves, Helmets & Safety
32 The escape routes are free from obstacles
Remarks : Attach separate sheet
Checked by & handed over to Port Location on for complaince of above status.
Received by on
TANKER

location .

ANNEXURE-XIV)
ANNEXURE – I
TANKER TERMS
ANNEXURE – I Tanker Terms
TANKER
- Accommodations : Area at rear end of the vessel housing

accommodation for crew and officers and also
control room and the vessel’s navigation bridge.
- Across tank : All tanks in the transverse direction.
- Aft Coffer Dam : this is a doubled-walled empty space
between two bulk heads separating the cargo
compartments from other areas such as pump
room engine room, etc.
- Aft Double Bottom : This is an empty space at the bottom of the rear
end of the vessel. It may be used for either fuel
oil or ballast purpose.
- Aft End (STERN) : This is the rear end of the vessel (Propeller
Side).
- Aft Store : This is a space for keeping mechanical ship
stores at the rear end of the vessel.
- Anchor Chain Locker : This is a space where the anchor chains are
stored. They are normally wound by a winch.
- Ballast : Sea water taken into ballast tanks for propeller
immersion on unladen voyage or for trimming
purpose.
- Ballasting : The process of taking on ballast on board.
- Beam : Maximum width of vessel.
- Beaufort scale : A scale of wind force expressed from 0 to 12
which signifies the prevalent weather condition.
- Bilge : Flat part of the ship’s bottom.
- Bilge water : Accumulation in ship’s bilges.
- Boiler Room : This is a space where the ship’s boilers are
located along with various ancillary equipment.
- Brake horse power : Net power produced by a prime mover.
- Breasting Dolphin : Pile or other type of structure against which
ship rests, when moored.
- Bridge : Navigating platform of a ship.
- Bulbous Bow : Rounded projection at the forward end of the
ship which helps in improving speed.
TANKER
- Bulk Head : Any vertical division anywhere inside the

tanker but more especially the vertical oil tight
plating separating the tanks.
- Bunker Tanks : These are storage tanks used for storing bunker
fuels, for consumption in the ship’s boilers and
engines.
- Butterworth head : A mechanical hose head with revolving nozzles
used to wash down cargo tanks.
- Butterworth hole : Holes in the wash deck (normally tightly closed
by brass plates bolted to the deck) through
which the butterworth heads are inserted for
tank cleaning operations.
- Cargo Pumps : These are the main pumps that are used for
discharging the Cargo from the tanker into the
Shore Lines.
- Cargo Tanks : These are the main spaces in which bulk liquid
cargo is carried on board the tanker.
- Centre Tanks : Tanks in the centre row, between the wing
tanks.
- Charter / Charter Party : Contract between shipowner and hirer
(Charterer) governing use of the vessel-
Time Charter : Vessel hired out for a specified
period of time. Charterer pays monthly charter-
ire (based on DWT of vessel) and also provides
bunkers and fresh water (for boilers) at his cost,
all other arrangements by Shipowner.
Voyage Charter : Vessel hired out for a specific
voyage or continuation of voyages with freight
at agreed rate being paid on tonnage loaded as
per the Bill of Lading Quantity.
- Clean Ship : Ship carrying refined light products.
- Coffer Dam : An air space extending from side to side of
the tanker, separating cargo tanks from other
forward and aft spaces of the ship.
- C FR : Cost and Freight basis-the Seller arranges the
TANKER
vessel for delivering the cargo to the Buyer at

the agreed destination. The contract price
includes cost of product and ocean freight, the
latter being settled directly between Seller and
Shipowner.
Insurance for the shipment is arranged by the
Buyer. All risks pass to the Buyer as soon as the
product crosses the ship’s flange at the loadport.
- C.I.F. : Cost, Insurance and freight basis - an extension
of the above CFR arrangement in which marine
insurance for the shipment is also arranged by
the supplier / Seller on behalf of the Buyer, the
cost of insurance being included in the contract
price. As in case of CFR, all risks pass to the
Buyer as soon as the product crosses the ship’s
flange at the loadport.
- Crane (For Hoses) : Tankers are equipped with cranes or derricks,
at the centre rotating 360° or one each on port
and starboard sides to facilitate support of shore
discharge hoses during loading / discharge
operations. These may also be used for lifting
stores from jetty / barges into the deck of the
tanker.
- Dead Weight Tonnage : Quantity of cargo, Fresh water, fuel and stores
(DWT) that the vessel will carry when loaded to the
maximum permissible draft.
- Deballasting : The process of discharging ballast from the
vessel’s tanks either into a shore facility or
overboard.
- Demurrage : Charge for delay beyond agreed free time in
loading or unloading cargo.
- Derrick : See “Cranes” above.
- Dirty Ship : One carrying crude oil or heavy fuel products.
- Displacement : Tonnage of water displaced by ship.
- Displacement Tonnage : weight of water displaced by the tanker when
TANKER
floating at loaded draught.

- Dolphin : Shore structure for mooring purposes.
- Down by Head : Draft forward exceeds draft aft. Such condition
will have detrimental effect on ship’s speed &
steering.
- Draught (Draft) : Height from the keel to the water line; or depth
to which the vessel is immersed in water.
- Engine Room : This is a space in which the main and auxiliary
engines of the vessel are located.
- E.T.A. : Expected time of arrival.
- E.T.D. : Expected time of departure.
- Even Keel : Drafts forward and aft are equal.
- Fathom : 6 Ft. of water depth.
- Fore Coffer Dam : This is an empty space between two bulk heads
separating the cargo storage from the forward
end of the vessel in which other stores may be
kept.
- Fore Deep (Bunkers) : These are bunker tanks in the forward end
(BOW) of the vessel.
- Fore Peak (Ballast) : These are tanks for containing ballast or fresh
water in the forward end of the vessel.
- Forecastle : Quarters of the seamen.
- Foredeck : Extreme forward end of the deck.
- Forward deep tank : Farthest tank forward in regular oil use. Usually
carries bunker fuel (or slop or ballast) and may
be kept empty when cargo is loaded, to facilitate
trimming the tanker. It extends only part way
up into the space below the wash deck. Dry
cargo space is on the top of the tank.
- Forward End (BOW) : This is a front end of the vessel. In modern
tankers the lower end of the vessel will be
bulbous in nature to improve stability of the
vessel.
- Free board : Vertical distance from the water line to the
TANKER
uppermost continuous deck.

- Fresh water allowance : Change in draft of the vessel when she moves
from salt water to fresh water.
- Funnel/Stack : Smoke stack.
- FWD Double Bottom : This is a tank for fuel oil bunkers in the double
bottom space at the forward end of the vessel.
- Galley : Ship’s kitchen.
- Gross Registered Tonnage : Entire internal volume of the vessel, including
(GRT) super structure, expressed in terms of units of
100 cubic feet. This is one basis for levy of taxes
on the vessel.
- Gyro : Mechanical compass always indicating the
North. Other mechanisms may also be
automatically controlled by it.
- Hawse Pipe : The pipe through which the anchor chain passes
through from the forecastle head to the hawse
tip outside the BOW plating.
- Hog : Condition of keel due to loading so that a
concave arc results: Centre tanks empty and
weights fore and aft.
- I.L.H. Dues : Indian Light-House Dues - a levy payable to
customs on the NRT of the vessel plying in
coastal waters.
- Jacob’s ladder : Pilot ladder / Rope ladder.
- Kedge : A small anchor usually carried at aft for
emergency work.
- Keel : The line of plating along the centre of the
bottom of the hull. The first plates in the ship
when built.
- Knot : Measure of speed, sea miles per hour, or nautical
miles per hour.
- List : Inclination of vessel from vertical towards
either port or starboard.
- L.O.A. : Length over all : i.e. total length of the vessel
from bow to stern.
TANKER
- Load (water) line : Maximum draught to which a vessel is allowed

to be submerged when fully loaded. Loadline
is fixed according to the Laws of International
Shipping, governing maximum draughts,
prevalent in various world Shipping zones.
- Loading overtide : An Operation in which the ship completes her
loading and leaves the berth before High tide
ends, thus allowing her to load to a deeper draft
alongside than would be possible at Low tide.
- L.P.O.C. : Last port of call of the vessel.
- Lube Oil : This is lubricating oil used in the main engine
and other equipment on board the vessel.
- Mooring Dolphin : Pile or other type structure to which ship’s
mooring lines are tied.
- Net Registered Tonnage : Gross tonnage minus the volume of such
(NRT) Spaces as engine and boiler rooms, bunkers,
crew accommodation and other parts of the
vessel that do not directly contribute to her
earning power (measured in terms of units of
100 cft.)
- Notice of Readiness : A legally recognized advice tendered by a
(NOR) ship’s Master by telex /cable to loading /
discharge terminals, signifying his arrival and
readiness to commence loading / discharge
operations at the port. “Free time” for loading /
discharge may commence from such time or as
per the terms of the relevant charter party.
- N.P.O.C. : Next port of call of the vessel.
- Neiggerhead : A drum shaped casting fitted to the ends of the
windlass or any power shaft, to apply power to
mooring lines and other purpose.
- Oil Pollution Cess : A statutory charge levied by the Govt of India
and collected by Port operators on the oil cargo
carried by a ship. Once paid, this is valid for 3
months for the same.
TANKER
- On Board Quantity (OBQ) : On board quantity - Quantity of cargo

remaining on board.
- Pilot ladder : See “Jacob’s ladder”.
- Plimsoll mark : Lines on ship’s side showing maximum
permissible water line, upto which draft the
vessel may be loaded.
- Port Side : All that side of ship to the left of the centre line,
looking towards the forward end of the ship
from the deck.
- Port Dues : Charges payable to ports in connection with
tanker operations.
- Remaining on Board : Quantity of crude oil or other cargo remaining
on board.
- Sag : Condition of keel due to loading so that a convex
arc results. Centre tanks loaded. Buoyancy fore
and aft.
- Sea Chest : This is the section of the pump room through
which sea water is drawn into the vessel
(through the sea suction valves) for ballasting
purpose.
- S.B.T. Vessels : Segregated ballast tankers - in such vessels no
ballast is taken into cargo tanks.
- Scuppers : Holes at deck level and elsewhere to carry
drainage overboard.
- Sea mile, Nautical Mile : 6080 ft. or 1.152 land miles.
- Shaft horse power : Horse power transmitted to propeller shaft.
- Ship’s Deck Manifold : This is the main set of valves and lines near
about mid-ship on both port and starboard side
to facilitate receipt / discharge of cargo.
- Starboard Side : All that side of the ship to the right of the centre line,
when looking forward from a point on the deck.
- Stern : This is the aft end of the vessel.
- Stripping Lines : Small suction lines from the pump room to
each tank for removing the last remnants of the
TANKER
cargo from the tank bottom-most portion.

- Swash Plates : Vertical dividing plates in cargo tanks. They
reduce the amount of movement of the oil
when in a seaway, and reduce the possibility of
bulk head damage.
- Trim : Difference between fore and aft draughts. The
vessel is said to be on even keel when fore and
aft draughts are equal.
- Tons dead weight : Displacement of ship fully loaded ready for sea
less weight of empty ship.
- TPC : Tonnes per centimeter of immersion.TPC
varies with draft and with water density.
- Ullage : In a tank, the distance of the oil level from
the top of the tank. It is used to measure the
quantity of oil in the tank.
- Wild cat : A heavy casting made to fit the anchor chain
links. It rotates freely on the wind lash shaft
when dropping the anchor and is “Locked in”
when heaving up.
- Wing Tanks : Tanks at sides of a ship as opposed to those on
the centre line.
TANKER
LOCATION OF MAIN FEATURES OF AN OIL TANKER

TANKER

location .

ANNEXURE-XIV)
ANNEXURE – II
TANKER TANKS
CONFIGURATION
ANNEXURE – II Tanker Tanks
TANKER Configuration

Basic dimensions

Function of Double Hulls

Cross Section of Double-Hull Tanker




TANKER

location .

ANNEXURE-XIV)
ANNEXURE – III
BALLAST TANK
CONFIGURATION
ANNEXURE – III Ballast Tank



TANKER

location .

ANNEXURE-XIV)
ANNEXURE – IV
TANKER PIPING SYSTEM
ANNEXURE – IV Tanker Piping System
TANKER
TANKER
Typical Pipeline Configuration

on a Product Tanker
TANKER
Cargo Piping in a Tanker having Framo

Pumps
TANKER

location .

ANNEXURE-XIV)
ANNEXURE – V
ULLAGE TAPE
ANNEXURE – V Ullage Tape
TANKER
TANKER
ANNEXURE – VI
THERMOMETER HOLDER
ANNEXURE – VI Thermometer Holder
TANKER
TANKER
ANNEXURE – VII
SAMPLING EQUIPMENT
ANNEXURE – VII Sampling Equipment
TANKER
TANKER
ANNEXURE – VIII
UTI TAPE
www.tanktech.co.kr
ANNEXURE – VIII UTI Tape

TANKER
〉〉Gas-tight Type Portable Oil / Water Interface Detector

ULLAGE, TEMPERATURE, WATER INTERFACE DETECTOR (UTI TAPE)
for Ullage, oil / water interface & temperature gauging
ADVANTAGES
LCD display Gas-tight & waterproof casing

Showing ullage, temperature for intrinsic safety
& oil/water interface
Audible & distinguishable sound
DISPLAY
of gas, oil & water
TANKTECH
TEMP : 21.4 。
C
Anti-for glass window
- GAS -
for easy tape scale reading
Tape wiper
Easy operatable for cleaning and long lifetime
PMS
Rotating handle & push stopper for
measuring and rewinding
Gas-tight storage tube of
Only one switch action
SERIES
sensor probe
(On / Off) for all measurements simulation
Grounding clamp
for static discharge
Quick coupling & convertible adaptor

to other maker
Quick opening and
closing deck valve
Non-corrosive tape scale Demonstration tube

coated by TefzelⓇ ETFE
Sensor weight
Teflon sensor probe head Gas for submerging & non-floating
Protection of corrosion and tank
explosion due to spark. Oil
Sensor probe is kept ultrasonic, Model : T2000-TFC-01
RTD temperature & conductivity sensor. Water
Gas-tight type
Oxygen and flammable gas IMO REQUIREMENT ON TANKER SAFETY AND POLLUTION
Inert gas sampling hose & adaptor PREVENTION, 1978-RESOLUTION A.446(XI), 6.6
concentration measuring
IMO REQUIREMENT ON TANKER SAFETY AND POLLUTION

Pressure gauge Inert gas pressure gauging
ANNEXURE – VIII UTI
PREVENTION, 1978-RESOLUTION A.446(XI), 6.6 (b) Tape
TANKER
TANKTECH
Tank bottom liquid and sediments Tank bottom dryness & sediment IMO REQUIREMENT ON TANKER SAFETY AND POLLUTION
OPERATIONS
checking device checking
MANUALPREVENTION, 1978-RESOLUTION A.446(XI)Page 4.4.4
No.184
IMO MARPOL 1973 / 78 ANNEX I, REGULATION 13b (3)
SOLAS 1974, REGULATION 60 PARAGRAPH 7
Vapor lock installation of portable
Shut on / off valve (REQUIREMENT OF CLOSED ULLAGE SYSTEM)
tank measuring system
IMO MARPOL73 / 78 ANNEX I-CHAP II - REGULATION 15, (3) (b)
SOLAS REGULATION 62, PARAGRAPH 17
PMS
Useful measuring jobs on deck of tanker
SERIES
s
s
ankers GAS : INTERMITTENT BEEP
DISPLAY
Tanks
OIL : FREQUENT BEEP
WATER : CONTINUOUS BEEP
OFF ON
MODEL T2000-TFC
MFG. NO TFC-01-0001
MFG. DATE 1999. 10. 08
MADE IN KOREA
ge and
Farms
TANKER
ANNEXURE – IX
SIGNIFICANCE OF TANKER
TANK TEMPERATURE
Significance of Tanker
ANNEXURE – IX
TANKER Tank Temperature

ANNEXURE – IX

ANNEXURE – IX

ANNEXURE – IX

TANKER
ANNEXURE – X
TANKER TANKS
CLEANING KEY
Tanker Tank
ANNEXURE – X
TANKER Cleaning Key
OPERATIONS
INDUSTRY
MANUAL
Appendix 6 Page
Tanker Tank Cleaning KeyNo.191
QUALITY CONTROL MANUAL Tanker Tank
Cleaning Key
Page No. 1 of 1
TANKER TANKS CLEANING KEY
LAST SERVICE
TO LOAD AV ATF NAP MS SKO HSD LSHF LDO FO CRUDE LSHS LUBES
GAS HSD
NAPHTHA 3 2 1 1 2 4 4 X X X X X
MS 1 2 1 1 2 2 2 X X X X X
SKO 2 1 3 3 1 1 1 X X X X 4
HSD 2 1 2 2 1 1 1 5 X X X 2
LSHFHSD 2 2 2 2 1 1 1 X X X X 2
LDO 2 1 2 2 1 1 1 1 1 2 1 1
FO 2 1 2 2 1 1 1 1 1 2 1 1
CRUDE 1 1 1 1 1 1 1 1 1 1 1 1
LSHS 2 1 2 2 1 1 1 1 1 2 1 1
LUBES 3 3 3 3 3 3 3 X X X X 1
CODE : 1. Tanks, Pumps and Pipelines to be well drained.
2. Flush pipelines, pumps and tank bottom with water and drain well, gas free if last service
was crude, AVGAS, Naphtha or MS.
3. a) Cold water butter worthing for 4 Hrs. (2Hrs. when the tanks are painted)
b) Flush lines, pumps and tank bottoms with water and drain well.
o
4. Carry out item 3(a) & 3(b) but use hot water @ 60 C instead of cold water for butter worthing.
5. Seek prior approval from HO-Shipping. If approved, carry out code 4.
X. Loading not permitted without special cleaning instructions/ clearance from HO-Shipping.
NOTE : I. Previous three cargoes
a) Black oils, lube oils and vegetable oils should not have been carried in previous three
voyages by the vessels nominated for loading Naphtha.
b) At least three voyages of HSD should be carried by a vessel, which was on LDO service
before loading SKO.
NOTE : II. Choice of last service.
a) For loading Naphtha: Vessels with last service on AVGAS, HSD & LSHFHSD shall be
avoided as far as possible.
b) Tankers carrying vegetables oils in their previous load shall not be used for white oils
loading.

TANKER

location .

ANNEXURE-XIV)
ANNEXURE-XI
OCEAN LOSS
ANNEXURE – XI Ocean Loss
TANKER
1. SINGLE/MULTIPLE DISCHARGE OPERATION.

Tanker Jag Preeti loaded SKO ex Kuwait and discharged at Vasco and Kandla.
(All figures in MTS)
a. Bill of Lading 20594.800
b. Actual shore receipts at Vasco 3953.251
at Kandla 16617.487
Total Shore Receipt 20570.738
c. Total loss on Bill of Lading
[20594.800 – 20570.738] 24.062
d. Percentage loss on Bill of Lading
[(24.062/20594.800) x 100] 0.12%
2. TOTAL TRANSSHIPMENT :
Tanker MT. Al Dhabbiyah loaded SKO Ex Kuwait and completely transshipped
the product at Vasco into daughter vessel Vishwadoot. Tanker MT Vishwadoot
discharged the cargo at Vizag /Haldia.
a. Bill of Lading 24500.000
b. Actual shore receipts Ex
Vishwadoot at Vizag 2730.449
at Haldia 21639.228
Total Shore Receipts 24369.677
c. Total loss on Bill of Lading
[24500.000 – 24369.677] 130.323
[(130.323/24500.000) x 100] 0.53%
3. PART SHORE DISCHARGE AND PART TRANSHIPMENT.

Two import tankers MT. Myrtea (HSD EX Bahrain) and MT. Ullan (HSD EX
Bahrain) transshipped part cargo into daughter vessel R.A. Kidwai at Vasco into.
TANKER
MT. Myrtea also discharged part cargo at Vasco and balance cargo at Kandla and
R.A.Kidwai discharged at Mangalore.
a. Bill of Lading
MT. MYRTEA 27497.530
MT. ULLAN 27364.410
Total Bill of Lading 54861.940
b. Actual shore receipts
Ex Myrtea at Vasco 2975.342
Ex Myrtea at Kandla 19760.222
Ex Ullan at Kandla 22710.829
Ex R.A. Kidwai at Mangalore 9110.208
Total Shore Receipt 54556.601
c. Total Loss on Bill of Lading
[54861.940 - 54556.601] 305.339
[(305.339/54861.940)x100] 0.557%
e. Prorated Loss Figures.
(i) MT Myrtea
[(305.339/54861.940) x 27497.530] 53.040
(ii) MT. Ullan
[(305.339/54861.940) x 27364.410] 152.229
f. Prorated Receipt Figures,
(i) MT. Myrtea
[27497.530 - 53.040] 27344.490
CARGO ALLOCATION :
Ex Myrtea at Vasco 2975.342
Ex Myrtea at Kandla 19760.222
Total 2 27344.490
TANKER
(ii) MT. Ullan

[27364.410 – 152.299] 27212.111
CARGO ALLOCATION :
Ex Ullan at Kandla 22710.829
Total 27212.111
4. PRORATION OF LOSSES.
Whenever Customs and Excise Cargo mix up takes place at any stage of operation,
the overall ocean loss proration is prepared for all the figures in MTS only. The
figures at 15oC and natural are worked out at individual locations based on
outturn quantities of individual storage tanks and the prorated MTs quantities.
In case of mix up of IOC Cargo with OMCs Cargo, the overall ocean loss figures
are prorated in KL at 15oC and corresponding figures in natural/MTs are worked
out based on individual shore tank figures.
5. MIX UP OF IOC / OMC CARGO.

Coastal tanker “Nand Kishore” loaded FO on IOC account Ex Madras, LDO on
HPC account Ex Vizag and discharged completely at Budge Budge. Due to cargo
mix up of FO/LDO, the proration is done for combined Bills of Lading and actual
total shore receipt at Budge Budge.
(All Figures in 15 Deg. C.)
a. Bills of Lading
FO (IOC account at Madras) 5226.188
LDO (HPC account at Vizag) 4035.805
Total 9261.993
b. Actual Shore Receipt at Budge Budge
FO in HPC Tanks 4176.963
FO in IOC Tanks 983.686
LDO in IOC Tanks 2241.574
TANKER
LDO in HPC Tanks 1805.100

Total 9207.323
c. Loss on Bill of Lading
[9261.993 - 9207.323] 54.670
d. Percentage Loss on Bill of Lading
[(54.670/9261.993)x100] 0.59%
e. Prorated Losses.
(i) IOC Account
[(54.670/9261.993) x 5226.188] 30.849
(ii) HPC Account
[(54.670/9261.993) x 4035.805] 23.821
f. Prorated Receipts
(i) FO on IOC account
[5226.188 - 30.849] 5195.339
CARGO ALLOCATION :
Received as FO in IOC Tanks 983.686
Received as FO in HPC Tanks 4176.963
Received as LDO in IOC Tanks 34.690
Total 5195.339
(ii) LDO on HPC account
[4035.805 - 23.821] 4011.984
CARGO ALLOCATION :
Received as LDO in HPC Tanks 1805.100
Received as LDO in IOC Tanks 2206.884
Total 4011.984
TANKER
6. MIX UP OF IMPORTS / INDIGENOUS CARGO.

In case of Imports / Indigenous Cargo, proration for cargo allocation against
each individual Bill of Lading is done only in “MTs” figures and for indigenous
cargo quantity in “KL at 15°C” is arrived at as per the “MTs” prorated figure.
EXAMPLE :
Important Tanker MT. Capricorn was loaded with HSD Ex Bahrain, MT. Satuket
loaded HSD Ex Singapore and MT. R.A. Kidwai loaded HSD (Indigenous) on
M/s. BPC Account at Bombay. MT. R.A.Kidwai received transshipped cargo on
top of indigenous cargo from MT. Capricorn /MT. Satuket at Vasco and entire
cargo was discharged at Kandla in IOC / BPC / HPC Shore Tanks.
MT. Capricorn discharged balance cargo at Vasco / Kandla, while MT. Satuket
discharged to shore tanks only at Kandla. The details of proration is as under.
KL AT 15°C MTS.
a. Bills of Ladings
MT. Capricorn - 29693.730
MT. Satuket - 29072.900
MT. R.A. Kidwai 20422.958 17170.784
Total 20422.958 75937.414
b. Actual Shore Receipt Figs.

MT. Capricorn at Vasco 3452.901 2945.635
MT. Capricorn at Kandla 21014.917 17842.119
MT. Satuket at Kandla 24254.510 20525.292
MT. R.A. Kidwai at Kandla
in IOC Tanks. 4692.501 4046.154
in BPC Tanks. 22194.304 18745.845
in HPC Tanks. 12976.695 11030.622
Total 88585.828 75135.667
TANKER
c. Total Loss on Bill of Lading

[75937.414 - 75135.667] - 801.747
d. Percentage Loss on Total Bill of Lading
[(801.74/75937.414)x100] - 1.06%
e. Prorated Loss on Bill of Lading
MT. Capricorn
[(801.747/75937.414) x 29693.730] - 313.503
MT. Satuket
[(801.747/75937.414) x 29072.900] - 306.949
MT. R.A. Kidwai
[(801.747/75937.414) x 17170.784] - 181.295
f. Prorated Receipts
MT. Capricorn
[29693.730 - 313.503] - 29380.227
MT. Satuket
[29072.900 - 306.949] - 28765.951
MT. R.A. Kidwai
[17170.784 - 181.295] - 16989.489
CARGO ALLOCATION :
(i) MT. CAPRICORN
Ex Capricorn At Vasco 3452.901 2945.635
Ex Capricorn At Kandla 21014.917 17842.119
Ex R.A. Kidwai at Kandla
(Cargo allocated against
Receipt in HPC Tanks)
[(8592.473 / 11030.622)
X12976.695] 10108.396 -
[29380.227 - 2945.635
-17842.119] - 8592.473
TANKER
Total 34576.214 29380.227

(ii) MT. SATUKET
Ex Satuket At Kandla 24254.510 20525.292
Ex R.A.Kidwai at Kandla
(Cargo allocated in IOC /
HPC /BPC Tanks)
[28765.951 – 20525.292] - 8240.659
in IOC Tanks 4692.501 4046.154
in HPC Tanks
(Balance cargo after
accounting for
(Capricorn)
[12976.695 - 10108.396] 2868.299 -
[11030.622 - 8592.473] - 2438.149
Ex R.A. Kidwai in BPC Tanks
(Balance Cargo accounted
as per prorated receipt
figures)
[(1756.356/18745.845)
X22194.304] 2079.451 -
[8240.659 – 4046.154]
-2438.149] - 1756.356
Total 33894.461 28765.951
(iii) MT.R.A. KIDWAI
Balance cargo accounted in
BPC Kandla Tanks after
adjusting the quantity for
MT Satuket as per prorated
TANKER
receipt figures.
[22194.304 - 2079.451] 20114.853 -
[18745.845 - 1756.356] - 16989.489
Loss on BPC cargo as per
the prorated figures.
[20422.958 – 20114.853] 308.105 181.295
Percentage loss on Bill
of Lading (BPC cargo)
[(308.105/20422.958) x 100] 1.051% 1.06%
TANKER

location .

ANNEXURE-XIV)
ANNEXURE-XII
TANKER DOCUMENTS
AND FORMS
Tanker Documents
ANNEXURE – XII
TANKER And Forms
Top Sheet to Statement of
OPERATIONS MANUAL Facts Page No.202
Tanker Documents
ANNEXURE – XII
TANKER And Forms
Top Sheet to Statement of
OPERATIONS MANUAL Facts Page No.203
Tanker Documents
ANNEXURE – XII
TANKER And Forms
Program Letter
Tanker Documents
ANNEXURE – XII
TANKER And Forms
Program Letter
Tanker Documents
ANNEXURE – XII
TANKER And Forms
Statement of Facts
Tanker Documents
ANNEXURE – XII
TANKER And Forms
Statement of Facts
Tanker Documents
ANNEXURE – XII
TANKER And Forms
Discharge Pressure Log
INDIAN OIL CORPORATION LIMITED

(Marketing Divn.)
TERMINAL
DISCHARGE PRESSURE LOG
DETAILS OF MANIFOLD PRESSURE MAINTAINED DURING THE DISCHARGE
OF
EX- M/T AT JETTY NO. IS AS BELOW:
MANIFOLD PRESSURE REQUESTED BY THE TERMINAL :
PRODUCT DATE TIME PRESSURE SIGNATURE REMARKS

OBSERVED
AT SHIP’S
MANIFOLD
FROM TO SHIP’S IOC
OFFICER OFFICER
CARGO STRIPPING DETAILS :

PRODUCT DATE TIME PRESSURE SIGNATURE REMARKS
OBSERVED
AT SHIP’S
MANIFOLD
FROM TO SHIP’S IOC
OFFICER OFFICER
SURVEYOR IOC BOARDING OFFICER MASTER/

CHIEF OFFICER
Tanker Documents
ANNEXURE – XII
TANKER And Forms
Statement of Facts
OPERATIONS MANUAL for Sea Passage Page No.209
Tanker Documents
ANNEXURE – XII
TANKER And Forms
Tanker Ullage Report
Tanker Documents
ANNEXURE – XII
TANKER And Forms
Product Statement for
OPERATIONS MANUAL Identification of Cargo Origin Page No.211
Tanker Documents
ANNEXURE – XII
TANKER And Forms
Vessel Experience Factor
OPERATIONS MANUAL Sheet Page No.212
Tanker Documents
ANNEXURE – XII
TANKER And Forms
Tank Inspection
OPERATIONS MANUAL Certificate Page No.213
Tanker Documents
ANNEXURE – XII
TANKER And Forms
Loading / Voyage Loss
OPERATIONS MANUAL Review Page No.214
Tanker Documents
ANNEXURE – XII
TANKER And Forms
Dead Freight Statement
Tanker Documents
ANNEXURE – XII
TANKER And Forms
Bulk Cargo
OPERATIONS MANUAL Receipt Report Page No.216
Tanker Documents
ANNEXURE – XII
TANKER And Forms
Bulk Cargo
Tanker Documents
ANNEXURE – XII
TANKER And Forms
Bulk Cargo
Tanker Documents
ANNEXURE – XII
TANKER And Forms
Letter of Indemnity
TANKER

location .

ANNEXURE-XIV)
ANNEXURE-XIII
DETAILS OF
SURVEY WORK
Details of
ANNEXURE – XIII
TANKER Survey Work
1. LOADING OF VESSELS
A) SHORE END:
- Ensure positive segregation of loading tank/valves/ pipelines / seal
wherever necessary.
- Ensure line pressing before & after gauging the tanks.
- Witness gauging/sampling of the loading tank, both before and after
loading, ensuring quality and correctness of quantity. The quality
of the product should be verified with respected to the relevant test
reports vis-à-vis IOC specifications. Precautions for sampling is
required as per Industry Quality Control Manual.
- Continuous attendance during loading operation and participate
in sampling as per Industry Quality Control Manual, hourly
reconciliation of quantity, etc.
- Calculation/assessment of quantity loaded from the tank/s after
loading and certifies the outturns.
B) VESSEL’S END:
- Ensure tanker tanks/pipeline system, etc., are fit for loading the
particular product - Verify from ship’s logs and master that the
cleaning has been done as per IOC tank cleaning key and issue fitness
certificate. Ensure proper segregation for products.
- If any product is already loaded in the vessel, witness gauging/
sampling/assess quantity of such cargo and certify the same.
- Slop tanks are required to be gauged for oil and water. In cases oil is
available, samples are to be taken and oil quantity is to be assessed.
- Continuous attendance during loading operation and participation in
sampling and intermediate quantity reconciliation.
- Final gauging/sampling/sealing and assessment of quantity on-board
and certify/issue certificates. This includes drawing samples and
sealing of the ship’s tank as required by IOC, samples of slops to be
drawn and sealed.
Details of
ANNEXURE – XIII
TANKER Survey Work
- Collect VEF data from vessel, reconcile the figures and clarify
discrepancies, if any. Also issue/collect protest letter to/from master
whenever required.
- ensure sea suction vavle(s) & over board valve(s) sealing before
loading/verification for seals intact on departure.
- Any other job required for proper survey of the quantity and quality of
the product like checking of pipelines and pumps for full segregation.
2. UNLOADING OF VESSELS
A) SHIP’S END:
- assessment of VEF, collection of protest letters from Master, issued
if any, collection/review of load port/LPOC ullage reports, B/L
Certificate, quality certificates and other relevant documents in
association with the IOC Boarding Officer.
- Witness ullaging/sampling, assess the quantity on-board and certify
the same. Draw samples required, seal and distribute the same to
all concerned. Witness sample testing and ensure quantity before
discharge. Ascertain voyage loss if any. Check and ensure sea suction
valve & over board valve for sealing. Take Master’s clarification if
seals found tampered.
- Gauge/quantify slops on board for oil and water, draw samples..
- Reconcile the B/L, Load port ullage/quantity and unloading port
ullage/quantity of previous port and analyze discrepancies, if any,
after taking VEF of vessel into consideration. Issue protest letter if
observed that vessel resorted to intertank transfer.
- Continuous attendance on-board the vessel during discharge
operation, participation in sampling and quantity reconciliation.
- Ensure emptiness of vessel tank after unloading and certify/ issue
empty certificate of tanks.
Details of
ANNEXURE – XIII
TANKER Survey Work
- In case of part discharge, witness ullaging/sampling, ensure closeness

& sealing of sea chest & overboard sea valve and certify the on-board
quantity. Draw samples/seal/distribute the same before departure as
per IOC’s requirements.
B) SHORE END:
- Ensure positive segregation of receiving tank/s valves, pipeline and
seal wherever necessary.
- Ensure line pressing before & after gauging of tanks.
- Witness gauging/sampling of the receiving tank/s both before and after
receipt. Ensure final sampling/water draining etc. done after proper
settling time as per IOC’s procedure. Ensure quality and correctness
of equipment / calibration charts and other relevant details.
- Continuous attendance at shore end during discharge operation and
participate in sampling/intermediate reconciliation etc. Participate in
provisional gauging to assess provisional receipts immediately after
the tanker is over/ discharge completed in individual tanks.
- Calculation/assessment of exact quantity received in the shore tank/s
and certifies the outturns.
3. TRANSSHIPMENT OPERATION
- Ensure all relevant procedures enumerated in loading/discharge operations
of tankers as mentioned above including sampling as per Industry Quality
Control Manual.
- After transshipment to Daughter Vessel, Mother Vessel ullaging/sampling/
calculation etc. to be done and the quantity transshipped to be compared
with the receipted quantity of Daughter Vessel. Participation in the
formation of B/L quantity for Daughter Vessel. In case of simultaneous
shore discharge the B/L will be based on daughter Vessel’s ullage.
- One surveyor’s representative per ship must be deployed.
- Sample should be drawn, sealed/distributed from Mother Vessel after the
transshipment.
Details of
ANNEXURE – XIII
TANKER Survey Work
4. GENERAL POINTS
- Record/report sequence of operation with relevant details at the shore and
vessel’s end.
- Report statement of facts from beginning to the end of total operation at
either side.
- Whenever contamination is suspected / detected, detailed technical
investigation should be done by Master Mariner. Special care should be
taken in drawing / sealing of such samples and testing the same in Labs of
IOC / Refineries. In case the testing is to be done in any outside Lab, fees
incurred by surveyor will be reimbursed. Surveyor is expected to analyze/
report the causes for such contamination / migration.
- When a vessel discharges full/part cargo and loads another cargo at the
same berth, it will be treated as different operations i.e., as two independent
berthing.
5. DRAFT SURVEY FOR TANKER

This will done in addition to the “General Survey” on certain vessels, as requested
by IOC and will include the following work:-
5.1 recording of the relevant drafts of the vessel on arrival at/departure
from berth;
5.2 Physical verification of the quantity of bunker/water, ballast on board/
on arrival /departure from berth;
5.3 Determination of the corrected displacement /deadweight of the
vessel, taking into account the relevant ship’s data and the necessary
corrections for trim, density, etc.
5.4 Recording and reporting of the following details in consultation with
Master of the vessel:-
5.4.1 Summer DWT / draft.
5.4.2 TPI /MT per cm.
5.4.3 Ship’s constant.
5.4.4 Lightship weight.
5.4.5 Ship’s experience factor.
5.4.6 Reconciliation of bunker stocks on arrival with those
Details of
ANNEXURE – XIII
TANKER Survey Work
reported by the master on-board at Load Port, including

bunkers lifted enroute at intermediate ports.
(Note: All the details from 5.1 to 5.4.6 above must be
recorded under the joint signature of the Master and
Surveyor).
5.5 Determination of the quantity of cargo discharged from the vessel
based on draft survey and reconcile the same with shore receipt
figures.
6 BUNKER SURVEY
6.1 This will be limited to determination of the bunkers and /or fresh
water on-board for our time chartered/import vessels at the time of
6.1.1 Delivery / Re-delivery of TC vessels.
6.1.2 Handing over/taking over of the vessel between IOC and
OMCs.
6.1.3 IOC’s time chartered vessels on each call.
6.2 In case of import vessel, bunker tanks measurement to be observed
and recorded both at the time of arrival and departure of the vessel.
Total bunkers to be analyzed from starting of the voyage. Bunker
consumption at actual and as per norms to be examined together with
any receipt of bunker. Also fresh water & ballast on board also to be
measured before & after operation.
7 DRAWING OF SAMPLES FROM THE TANKS OF FLOATING VESSEL

Sample is to be drawn with the help of surveyor’s own equipment & manpower
from tanker’s tanks either at jetty or in sea for quality test. Sample containers
will be provided by IOC. Sampling operation consists of drawing samples from
tanker’s tank irrespective of number of tanks and grades as per instruction.
Transportation by launch would be arranged by IOC or reimbursed at actuals.
For transportation of samples in land either IOC will arrange or may be arranged
by surveyor after obtaining Location In charge approval and surveyor will be
reimbursed for the same as per actuals.
TANKER

location .

ANNEXURE-XIV)
ANNEXURE-XIV
TANKER OPERATIONS :
CHECKLIST FOR LOCATION
INCHARGE
Tanker Operations :
ANNEXURE – XIV Checklist for Location
TANKER Incharge
A. BEFORE TANKER ARRIVES:

- Loading /Discharge plan received from HO/RO?
- Data received from HO/RO or LPOC?
- E.T.A. from vessel?
- Customs formalities completed?
- Boarding officer properly briefed?
- Tanker Bulletin issued?
B. TANKER AT BERTH:
- Boarding Tanker?
- LP/LPOC Documents in order?
- Q.C. Certificates in order? P.D. Tests O.K.?
- Arrival quantity O.K.?
- Documentation up to date?
* Log book entries up to date/initialed?
* SOF/Ullage report?
* Other correspondence with VSL?
C. RECEIPT AT SHORE END:

- Basic data O.K.
- Ship-shore reconciliation?
- Q.C. Checks?
- Positive segregation status?
- Line bleeding status ?
- Supervision at Refinery/OMC Location?
Tanker Operations :
ANNEXURE – XIV Checklist for Location
TANKER Incharge
D. AFTER TANKER SAILS:

- Departure message to NPOC/RO/HO by email?
- Finalization of documents:
- Density/Temperature checks?
- Receipt figures to HO/SO/NPOC/LPOC by email?
- Completion of customs documents?
E. GENERAL POINTS:
- Master hydrometers/Thermometers?
- Available? Verified by Central Lab, with NPL Equipment?
- Used quarterly to verify equipment in use?
- Hose handling/testing?
- Pollution Control Measures?
- Training locally: Lessons to be learnt?
TANKER
ANNEXURE-XV
DRAFT SURVEY
ANNEXURE – XV Draft Survey
TANKER
Draft Survey is the method for calculating the quantity of cargo loaded or discharged
from a ship using the Archimedes’s Principle. It is commonly used for dry bulk cargo.
However, under certain extraordinary circumstances mentioned in Chapter 12 of the
Product Loss Control Manual, Vol. 2 draft survey may be carried out for oil cargo also.
As per Archimedes’s Principle

{Displacement of Vessel in MT} = {Immersed Volm.} x (Density of Water)
The hydrostatic chart of the vessel provides the TPC i.e. Tonnes per centimeter of
immersion of the vessel for interpolation between drafts. So the TPC gives the weight in
tons required to immerse the vessel bodily by one cm. and the TPC gradually increases
with draft.
Say before loading, mean draft is 5m. As per hydrostatic chart, the displacement weight
for 5m draft is 3500 MT. After loading, say the draft is 6m & the corresponding weight is
10,000 MT. Therefore, the quantity of cargo loaded is 6500 MT.
Inaccuracies in draft surveys may arise due to –

1) Construction / Design features of the slip
2) Observation of draft & density
3) Elimination of non-cargo weights
4) Computation of cargo on board.
However, draft survey is capable & achieving accuracy upto +/- 0.5%.
Ideally, at the time of the initial & the final survey, the ship should be upright with a trim
of not more than 1m by the stern, lying in still waters with the ballast tanks either full or
completely empty. Any other condition will give raise to a host of corrections which in
turn increases the probability of errors.
Reading the draft : It is essential to read the drafts on both sides of the ship. Even if she
appears upright, she may still have a slight list. An error of 1 cm on the draft could result
in a difference & as much as 30 MT.
Density correction : Since displacement tonnage is based immersion in salt water (density
TANKER
1025 gm / cm3) or fresh water (density 1000 gm/cm3), immersion of vessel will differ in
water of intermediate density and hence density correction is required to be applied.
Example of Draft Survey:

Suppose, prior to cargo loading, the draft readings taken for a ship are :-
Fore Draft Port 2.48 m
St.Bd. 2.52 m
Aft. Draft Port 5.20 m
St.Bd. 5.80 m
Midship Draft Port 4.02 m
St.Bd. 4.08 m
Step-I True fore Draft =
True Aft. draft =
Trim = 5.5 – 2.5 = 3 m by stern
Mean midship draft =

TANKER
Step-II
Since there is substantial trim, the drafts are to be corrected to the perpendiculars. This
is because the draft reading on the displacement scale are relative to the forward & aft.
perpendiculars.
(Illustration : Length between draft marks & Length between perpendiculars)
From the ship’s plans, following data is obtained:

a) Dist. from the forward draft marks to the Say 12.20 m aft of the
forward perpendicular perpendicular
b) Dist. of the aft. draft marks fm. the aft. Say 4.6 m fwd. of the
perpendicular perpendicular
c) LBP (Length Between Perpendiculars) Say 170 m
d) Therefore, length between draft marks 153.20 m
Stem correction (i.e. correction of fwd. draft) =
(Dist. of draft mark fm. perpendicular x Trim)/ . Length between Draft marks
As draft mark is aft. of the perpendicular, this is –ve.

Corrected fwd. draft = 2.50 – 0.24 = 2.26 m (A)
TANKER
Stern correction (i.e. correction of aft. draft) =
As draft mark is fore of the perpendicular, this is +ve

Corrected aft. draft = 5.5 + 0.09 = 5.59 m (B)
Therefore, the trim on the perpendiculars = 5.59 – 2.26 = 3.33 m
Step-III Working draft = Corrected fwd. + Corrected aft. + 6 x Mean

Draft draft midship draft
8
=
= 4.01875
Step-IV
From the ship’s hydrostatic chart, the displacement for the derived draft of 4.019m in salt
water = say 11610 MT. This includes cargo, fresh water, ballast, stores etc.
Step-V
Any vessel’s displacement chart is calculated for even keel condition. Therefore, when the
vessel in having a trim, then the displacement obtained by entering the tables with the
mean of mean drafts will have to be corrected. This is because a ship trims not about its
midpoint but about its centre of floatation (i.e. Tipping Centre) whereas the calculated
midship draft is one at the midship perpendicular and not really a true mean draft at the
Tipping Centre.
Following data is gathered from ship

a) Dist. of longlitudinal centre of floatation from Say 2.24 m fwd. of midship
midship (LCF)
b) LBP Say 170 m
c) Tonnes per cm (TPC) Say 31.41
d) Trim Co-efficient Say 62.32
TANKER
1st Trim correction = TPC x Dist. of LCF fm. x Trim in cm.

Midship
LBP
= 137.82 @ 138 MT
Since centre of floatation is forward of midship & the vessel has a stern trim, the correction
is –ve.
2nd Trim Correction = 50 x (Trim)2 x MCT/m

LBP
Where MCT is the Moment to Change Trim and LBP is Length Between Perpendicalars.
From the ship’s hydrostatic data

MCT at 4.519 = Say 307.07 Tonnes/M
MCT at 3.519 = Say 291.10 Tonnes/M
Correction =
= 52
2nd Trim correction is always applied +ve.
Total trim correction = -138 + 52 = -86 tonnes
Displacement found in Step-IV = 11610 MT
Total trim correction = - 86
Therefore, displacement corrected for trim = 11524 MT
TANKER
Step-VI
Density correction :
Corrected displacement = Displacement x Obs. density
1025
Here, obs. density of water = say 1020 gm/cm3
Corrected displacement =
= 11467.78 MT
Step-VII
Listing the non-cargo wts.
Fuel oil 250 MT
Gas oil 100 MT
Lubes 10 MT
Fresh Water 90 MT
Boiler water 50 MT
Ballast 3040 MT
Total 3540 MT
The difference 11467.78 – 3540 = 7927.78 MT gives the weight of the vessel + constant.
Now, after loading is completed, again the total displacement is found, all non-cargo
weights listed and their weight deducted. Subsequently, the wt. of the vessel + constant is
deducted. This gives the estimated cargo on-board.
TANKER
ANNEXURE-XVI
SOP
ANNEXURE – XVI SOP
TANKER
BROAD FRAME WORK OF STANDARD OPERATING PROCEDURE FOR

TANKER, BARGE & BUNKER OPERATION.
Based on inputs from Tanker Operation Manual, IQCM, Operation Manual 1 and 2,
Product Stock Loss Control Manual 1 & 2, Safety & Environment Protection Manual, ISPS
guidelines, updated circulars, operation, safety, security portal & Operating experience
of maintaining port terminals, broad frame work of Standard Operating Procedures has
been outlined for Tanker Operation. Port locations are advised to make Terminal specific
Standard Operating Procedure for Tanker Operation duly incorporating the following.
• Terminal & Port logistics with respect to infrastructure & manpower.
• Specific job responsibility of officer & workmen
• Specific responsibility of surveyor & agent
• Sharing of facilities with industry & private players if any.
• Port specific ISPS requirements if any.
• Ownership of lines & line status.
• Handling of premium products.
• Oil spill contingency plan of port.
• Security & safety stipulations of port.
• Marpol guidelines.
• Any other issue specific to terminal or port
In lines with Standard Operating Procedure for Tanker Operation enumerated below, all
port locations are advised to make detailed Standard Operating Procedure for Tanker
Operation which will be specific to terminal & display the same prominently for clear
understanding of operating personnel.

General Safety to be observed during Tanker Operations
• Check availability of all PPE at the site in proper working condition.
• Check all personnel’s involved in tanker handling are well versed in using the
PPEs.
• Check use of only intrinsically safe instruments.
• Check jetty hydrant system is in working condition.
TANKER
• Check for proper communication setup with terminal & patrolling security crew.
• Check condition of fender, loading arm, hose, adequacy of lighting, availability
of foam, mobile foam trolley.
• Check trained manpower is assigned for tanker boarding & hose handling jobs.
• Check updated line status log is maintained duly mentioning line quantity,
product & status of valves, limitations of pumping pressure if any.
• Check availability of updated contact information - Customs, Port fire & Safety,
Port Traffic, Agent, Surveyor, Port oil spill contingency cell.
• Check working of spill recovery mop up portable intrinsically safe pumps.
• Check sufficient ullage & calculations before operation
• Keep sufficient copies of MSDS of product for handing over to the operating
personnel including the vessel crew
• Checklist as per ISPS code to be kept ready for filling up by crew.

Coastal & Import tanker – Documentation & activities
SN Activity To be done by
1 After receipt of ETA notice from the Master of the Shipping section
vessel, follow-up with Ship Agent for declaring
vessel’s arrival to port and taking berthing
movement and priority of jetty
2 Inform to Hose Handling contractor at Jetty for Shipping section.
preparedness for hoses and shifting of hoses
from other jetty if required before berthing of the
vessel.
3 As per loading programme received from S&D, Accounts
Coastal /Import shipping bills to be prepared
disport location wise, product wise and to be
submitted to Custom before berthing of the
vessel.
4 After declaring ship’s arrival at port. Port Accounts
dues and custom OT, wharfage, pilot charges to
be paid to port before berthing of the vessel.
TANKER
5 In time charter vessel, if bunker requirement is Shipping section

given by S&D, then arrangement of bunker before
loading or after loading as per ship’s requirement.
6 Tankers Loading/discharge programme to be Shipping section
prepared and sent to port time office and
OMCs if any, well in advance before berthing of
the vessel.
7 Gauging of the shore tanks and sampling with Shipping section /Control
surveyor before receipt or loading operation of Room
the vessel. Ensure shore tank gauging done only
after completion of line bleeding operation.
8 Pilot booking for sailing of the vessel well in Shipping section
advance before six hours of ETC of the vessel.
9 After completion of loading operation, gauging Control Room
of the shore tanks to be done along with the
surveyor.
10 After finalizing B/L, prepare all coastal Shipping section/Accounts
documents.
11 B/L and other documents to be taken to Ship Shipping section
(on Board) for obtaining Master’s signature.
12 After Sailing of the vessel, scanned copies of the Shipping section
tanker documents, QC certificates to be sent to
next disport and HO Shipping within
24 hours
13 For coastal shipments, after loading samples of Shipping section/ Lab.
tanker’s tanks to be tested at Load port and test
report uploaded in SAP before vessel reaches
NPOC.
14 In case of Imports, post operations finalization of Accounts
BoE/ Bond closure.
TANKER
Export Tanker – Documentation & activities

1 After finalizing of the export tender, HO Shipping HO Shipping
sends following information to the location. (1)
Lay Days for loading (2) Vessel Nomination (3)
Name of Surveyor (4) Name of Ship Agent.
2 After finalizing of the tender and vessel HO Commercial
nomination, HO Commercial Dept sends
Document instructions to the location. (This
instruction is about name of buyer, quantity to
be loaded, name of disport, Name of vessel,
loading lay days selling rate in US dollar, B/L
and billing particulars).
3 After receipt of billing instructions from HO Accounts / Shipping
commercial, Shipping bill to be prepared and section
submitted to customs.
4 After receipt of ETA notice from the Master of the Shipping section
vessel, follow-up with Ship Agent for declaring
vessel’s arrival and taking berthing movement.
5 After declaring the vessel in port by shipping Accounts
agent and after receipt of EGM no. from customs
wharf age, port dues and customs OT to be paid.
6 Inform to Hose Handling contractor at Jetty for Shipping Section
preparedness for hoses and shifting of hoses
from other jetty, if required before berthing of the
vessel.
7 Joint sampling of the nominated tanks to be done Shipping section/Control
with joint independent surveyor before loading room/Lab.
and send the sample to lab for testing as per
export specifications in presence of Surveyor’s
chemist and joint signing of QC reports. Isolate
the tank after sampling
8 Tanker Loading programmes to be prepared and Shipping section
sent to port time office and OMCs if any, well in
advance before berthing of the vessel.
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9 Arrange to gauge the nominated shore tanks Shipping/Control Room

with independent surveyor before berthing of the
vessel. Ensure shore tank gauging done only after
completion of line bleeding operation.
10 After completion of loading operation shore Control Room
tanks to be gauged with surveyor and dip memos
to be handed over to Accounts for calculating of
B/L quantity.
11 After finalizing B/L, all export documents to be Shipping section/ Accounts
prepared as per document instructions received
from HO commercial dept.
12 B/L and other export documents to be taken to Accounts/Shipping section
Ship (on Board) for obtaining Master’s signature.
13 After sailing of the vessel, tanker documents Shipping Section
scanned copies to be sent to HO Commercial and
Shipping.

Tanker boarding - Activities (Boarding Officer)
• Meeting with shipping in charge & get e-mails messages of vsl, ETA, NOR etc
discuss tanker programme along with shipping section in charge, control room
officer & Lab officer. All issues to be addressed & clarifications sought wherever
required.
• Boarding officer should be at jetty while the vessel is getting berthed.
• Check Jetty /Ship’s sampling setup is proper/working to draw both top & bottom
samples.
• Check availability of certified pressure gauges at the ship’s manifold/ at jetty
manifold.
• Check availability of duly calibrated hydrometer, thermometer and glass jar.
• Check cleanliness of sampling equipment and sample containers.
• If hoses are to be used, please check for cleanliness, internal damage and validity
of pressure testing.
• Check availability of updated Tanker Checklist.
• Drain the loading arm/ hoses content to the sump.
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• Check that jetty valves are in operating condition.

• Check NRVs are in operating condition wherever only Tanker receipt operations
are undertaken.
• Check line bleeding, line pressing from the nominated shore tank.
• Check double sling support for the hoses. Check two string connection is done.
• Check that the vessel is aligned to the correct position while berthing.
• Check clearance from authorized vessel representative prior to boarding a vessel.
• Check that the access to ship is safe.
• Check the draft of the ship (Fore and Aft) prior to boarding the vessel, verify
same with Surveyor & ship’s officer.
• Sampling under supervision of the boarding officer as per IQCM.
• Involve ship’s representative in sampling procedure, properly seal sample
containers and get his signature in the sample tag. Obtain acknowledgement
from vessel when samples are handed over. Sealed/ signed samples to be retained
by location as per the distribution list given in IQCM.
• Ensure the Sea chest and the overboard valves are fully closed, sealed and record
seal numbers.
• Check for the valid calibration chart details of the cargo oil tanks of the vessel.
• Check from the chief officer of the vessel that the tanks are readied for inspection
/ sampling.
• Record correct slop / bunker quantity in ullage report
• Pre cargo meeting to discuss and agree on loading rate/ discharge rate on topping
up, initial pumping etc.
• In pre cargo meeting, specify whether ‘stoppage’ will be from shore or from ship
end and record same in program letter.
• Complete ship/Shore Safety Check list format as per Annexure-6D of Health,
Safety & Environment Manual (Chapter-06 Page no.33-36) prior to commencing
of cargo operations.
• Checks that the line is made through by operating valves numbered in sequence
& obtain shore clearance prior to start.
• Check that a sample is drawn jointly from the vessel manifold prior to commencing
of operations or just at the start of the operation.
• On starting of operations, check no leak at the jetty end including the vessel deck.
TANKER
• In case of cargo discharge, record pressure reading at ship’s manifold jointly at

regular intervals.
• Check QC checks as per IQCM while discharging/ loading.
• Check receipt of the cargo by shore/ ship prior to increasing the pumping rate as
per the requirement of Shore/Ship.
• Ship shore quantities to be reconciled on an hourly basis. In case of variation
beyond permissible limits, report to competent authority, stop pumping, calculate
quantity & investigate
• During reconciliation tank density will be basis as per IQCM.
• Check for leakage from pipeline during pumping & in case of leakage, stop
pumping, informed competent authority immediately. Mobilize to contain the
spilled product for mop up.
• Check that there is no leak/ spill at the jetty end during operations.
• Specific instructions if required to be given to vessel
• After the operations while disconnecting the hose/ loading arm, check that no
spill occurs.
• Check that Jetty sump is clean & empty after operation
• Abnormalities if any, to be brought to the attention of the competent authorities
immediately.
• The SoF should cover the entire duration from ship’s arrival at anchorage till she
is ready to leave berth. Record only factual events.
• Water flushing is required where multiple products (Non Aviation) being received
through single line (without interface cutting). After the discharge of each grade
shore line is to be flushed with sea water prior to the commencement of the next
grade. However, water flushing operation should not be carried out without NRV
either at Vessel or at Jetty end and the entire water flushing should be carried out
under very close supervision.
TANKER
TANKER OPERATION SHORE LINE UP – Activities

1 Preparation of Tanker Programme. Shipping in charge / LIC
2 Supervision of shore line up. Control room officer
3 Before receipt, shore tank samples are to be drawn Shipping section officer
for retention as per IQCM & Designated tank farm
BCW
4 One set of IOC walkie-talkie can be shared with Boarding officer
the duty officer to ensure proper communication
during critical operations
5 Boarding Officer should ensure witnessing by Boarding officer
surveyor and subsequent recording of ’close’
condition of sea suction valve and seal
numbers in his report/ tanker log book.
6 It should be insisted on vessel in writing for Boarding officer
keeping a single valve control for jetty end/shore
end confirmation of receipt to avoid back flow
7 After the completion of discharge of a grade or Boarding officer
intermediate /unexpected stoppage of pumping,
immediately Ship’s manifold valve has to be
closed by Ship officer in order to prevent the
backflow of cargo into the ship’s tank. This
should be given in writing along with loading
programme and acknowledgement should
be obtained from Ship side. During the above
activity Confirmation from duty officer of vessel
is to be taking by Boarding officer and record with
timings to be maintained in boarding officer’s log
book.
8 Periodic sampling to be carried out and Shipping section officer &
recorded as per IQCM. Pump house BCW
9 Line patrolling to be checked throughout the DGR security
operation.
10 Advise boarding officer to reduce Control Room
the pumping rate at the time of tank topping up.
TANKER
11 After finalizing B/L, all export documents to be Control room officer

prepared as per document instructions received
from HO commercial dept.
12 Proper documentation in recording the Boarding officer & Control
chronological factual events like timing of room officer
shore clearance, commencement of pumping and
receipt confirmation should be ensured without
fail.
13 In the event of water flushing by tanker, once Control room officer/
clearance is given to tanker to commence w/f, Shore Officer
shore tank gauges to be continuously monitored
for steady increase in shore tank dip till
completion of water flushing operation and the
tanks valve are closed.
14 Coordinate with port authorities/ Agents/ Boarding officer
Surveyors and keep track of any delays/ exception
from normal practice and record same in SOF.
Issue LoP, if any, “on the spot” and take vessel’s
acknowledgement.
15 After the receipt of water from Tanker, sufficient Shore Officer
settling time should be given for shore tanks
as stipulated in IQCM prior to water draining.
Ensure strict adherence to the SOP while
draining the water from shore tank.
TANKER
ANNEXURE-XVII
NATIONAL PLAN INVENTORY OF
OIL SPILL EQUIPMENT
National Plan Inventory
ANNEXURE – XVII of Oil Spill Equipment
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ANNEXURE-XVIII
MARPOL
(QUESTION-ANSWERS)
ANNEXURE – XVIII Marpol
TANKER (Question-Answers)
Marine Pollution subject is getting increasingly interesting among the bunker supplying
groups of Oil Companies. Larger facilities are established at various ports & port authorities
have unpleasant task to regulate quality of fuels used by ships as per International Laws.
Q1 WHAT IS MARPOL PROTOCOL?

Ans Marpol protocol is international convention for the prevention of pollution from
ships (1973) As modified by protocols of 1978 and 1997.
Q2 WHICH ARE MAROPL ANNEXURES?

Ans ANNEX I: Regulation for the prevention of pollution by Oil.
ANNEX II: Regulation for the Control of Pollution by noxious Liquid Substances
in Bulk.
ANNEX III: Regulation for the prevention of Pollution by Harmful Substances
Carried at Sea in Packaged Form.
ANNEX IV: Regulation for the Prevention of Pollution by Sewage from Ships.
ANNEX VI: Regulation for the Prevention of Air Pollution from Ships. Marpol
73/78
ANNEX VI outline international requirements for the vessel air emission and
shipboard from pollution prevention measures. Revised Marpol ANNEX VI
come in force on July2010. Cover air pollution from ship caused emission of
Ozone depleting substances.New fire extinguishing installation containing
Ozone depletion Halons had been prohibited. Emission of Gases from Ships,
Oxides of Nitrogen(NOx), Sulphur Oxides(SOx), Carbon Dioxides(CO2)
,Carbon Monoxide(CO), Hydrocarbon(HC) gas, Soot & some particulates
Q3 WHO IS ACCOUNTABLE FOR USE OF BUNKER FUEL MEETING

MARPOL REQUIREMENT?
IS A) SHIPS OWNER B)OIL SUPPLIES ORC) PORT AUTHORITY.
Ans a)Ships owner.
Q4 WHO CAN PENALISE THE SHIP IF VESSEL VIOLATING SULPHUR

CONTENT LIMIT?
Ans When Port State Control(PSC) authorities find visiting ships to be in violation
of Sulphur Content limit., they may penalise the ship’s owner /operator through
fees or ship detention.
Q5 MARPOL ANNEX VI REGULATION ALSO APPLICABLE TO A VESSEL’S

FUEL OIL CARGO?
Ans NO. The regulation only apply to fuel oil for combustion purposes delivered for
use onboard ships.
Q6 HOW WILL THE MARPOL REPRESENTATIVE SAMPLE BE OBTAINED?

Ans In countries that have ratified the Marpol ANNEX VI regulations, CGMP(Current
Good Manufacturing Practice) will endeavor to take the Marpol representative
sample according to the sampling guideline as set forth by the signatory countries.
It should be pointed out that sampling at the receiving ship’s ,manifold, as laid
out in the IMO guidelines, may at some locations prove practically impossible
and unsafe for the supplier’s representative.
Where provided as required in those countries that are signatories to the ANNEX
and in order to prove compliance with ANNEX VI, the representative fuel oil
will be sealed and the sample container will be secured with a label containing
information such as location at which, and method by which, the sample was
drawn, bunker grade, details of seal identification, signatures and name of the
supplier’s and ship’s representative.
In countries that have not ratified the regulation, samples will continue to be
taken according local sampling guidelines
Q7 HOW WILL PAPERWORK SUPPLIED IN SUPPORT OF DELIVERIES

CONFORM TO MARPOL ANNEX VI?
Ans CGMP BDN’ will include the information (such as IMO number of the vessel,
density@15°C kg/m3, Sulphur Content--) defined in Appendix V of ANNEX VI.
In addition, the BDN will state that the fuel as supplied in meeting the Marpol
Annrx VI Max. sulphur and general fuel quality regulation.
Q8 CAN THE MARPOL REPRESENTATIVE SAMPLE BE USED FOR

GENERAL QUALITY CONTROL?
Ans No. This sample should be kept onboard the ship until the fuel oil is substantially
consumed, but in any case for a period not less than 12 months from the time of
delivery. The Marpol sample is solely for inspections by Port State Control.
Q9 WILL THE FUEL OIL SUPPLIER ALSO RETAIN A MARPOL COMPLAINT

SAMPLE?
Ans Supplier is responsible for providing a Marpol complaint bunker sample to the
vessel, the supplier will only retain a copy of BDN for a period of three years. A
sample of record will be retained for at least 30 days for quality verification in
case of quality disputes. Sample should be drawn using DRIP SAMPLER.
Q10 WHAT IS BUNKER DELIVERY NOTE?
Ans The Bunker delivery Note contains the following details
-Name and IMO number of receiving ship
-Bunkering port.
-Name, address and telephone number of marine fuel oil supplier.
-Product name.
-Quantity in metric tons.
-Density @15°C kg/m3
-Sulphur content (%m/m)
References: 1)Sustainable Shipping Pool 2)Marine Environmental Protection Committee, 3) Annex VI of

Marpol 73/78
Disclaimer: The information contained in this document largely cover technical updates, industry
developments, product updates, environmental issues etc. and is for information purposes and may not
apply to every situation. The content does not provide any warranty about its’ accuracy or any other implicit
or explicit attributes. Information provided is subjective and is not intended to deliver guideline and policy.
The issuer of this content will not be liable for any loss of profit or any other commercial damages resulting
from use of this document.
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ANNEXURE-XIX
LESSONS LEARNT
ANNEXURE – XIX Lessons
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TANKER PREFACE

TANKER OPERATIONS MANUAL

CHAPTER : 1 INTRODUCTION AND SCOPE

CHAPTER : 2 TANKER TERMS & CLASSIFICATION

CHAPTER : 3 TANKER CONSTRUCTION &

CHAPTER : 4 CARGO MEASUREMENT SYSTEMS

CHAPTER : 5 SELECTION OF TANKERS

CHAPTER : 6 TANKER LOADING OPERATIONS

CHAPTER : 7 TANKER DISCHARGE OPERATIONS

CHAPTER : 8 HANDLING CONTAMINATION

CHAPTER : 9 OCEAN LOSS

CHAPTER : 10 TANKER DOCUMENTATION AND

CHAPTER : 11 SURVEY OF TANKER OPERATIONS

CHAPTER : 12 TANKER HANDLING HOSES & THEIR

M&I / MARINE LOADING ARMS AND

CHAPTER : 13 ALLIED ACTIVITIES

CHAPTER : 14 REPORTING AND ACCOUNTABILITY

CHAPTER : 15 OSR & MARPOL GUIDELINES

ANNEXURE : I TANKER TERMS

ANNEXURE : II TANKER TANKS CONFIGURATION

ANNEXURE : III BALLAST TANKS CONFIGURATION

ANNEXURE : IV TANKER PIPING SYSTEM

ANNEXURE : V ULLAGE TAPE

ANNEXURE : VI THERMOMETER HOLDER

ANNEXURE : VII SAMPLING EQUIPMENT

ANNEXURE : VIII UTI TAPE

ANNEXURE : IX SIGNIFICANCE OF TANKER TANK TEMPERATURE

ANNEXURE : X TANKER TANKS CLEANING KEY

ANNEXURE : XI OCEAN LOSS

ANNEXURE : XII TANKER DOCUMENTS AND FORMS

ANNEXURE : XIII DETAILS OF SURVEY WORK

ANNEXURE : XIV TANKER OPERATIONS : CHECKLIST FOR LOCATION

ANNEXURE : XV DRAFT SURVEY

ANNEXURE : XVI SOP

ANNEXURE : XVII NATIONAL PLAN INVENTORY

OF OIL SPILL EQUIPMENT

ANNEXURE : XVIII MARPOL (QUESTION-ANSWERS)

ANNEXURE : XIX LESSONS LEARNT

INTRODUCTION AND SCOPE

1.3 SUPERCESSION OF PREVIOUS MANUAL / BULLETINS :

1.4.5 Relevant OISD Standards pertaining to Tanker Operations

1.5 VALIDITY PERIOD :

TANKER TERMS & CLASSIFICATION

2.2 TANKER TERMS :

2.3 CLASSIFICATION OF TANKERS :

Large Range II (LR-II) 80,000 – 1,59,999

2.3.2 CLASSIFICATION BY TYPE OF SERVICE:

2.3.2.3 SPECIAL CARGO SERVICE:

Although crude oil and petroleum products are

2.4 CLASSIFICATION SOCIETIES:

2.5 SURVEY AND CERTIFICATES:

TANKER CONSTRUCTION & SPECIAL REQUIREMENTS

3.2 CARGO SPACE :

3.2.4 PRECAUTION TO BE TAKEN FOR CARGO SEGREGATION ON

3.4 PIPELINE CONFIGURATIONS :

3.6 SPECIAL REQUIREMENT OF OIL TANKERS :

3.6.6 CARGO HEATING SYSTEM:

CARGO MEASUREMENT SYSTEMS:

4.1 Conventionally, ship’s measurements are based on ullage measurements rather

4.3 MODERN TANKER GAUGING REQUIREMENTS:

overflow and product / vapor escape. Reliable topping level

By means of hands-on experience, operating personnel will realize

4.4 CARGO CONTROL ROOM :