SBM PDF

ACADEMIA NAVALĂ "MIRCEA CEL BĂTRÂN"
FACULTATEA DE MARINĂ CIVILĂ
PROIECT LA M.N.C.D.
TEMA: MANEVRA DE ACOSTARE A NAVEI LA SBM
COORDONATOR:
Cpt. cdor. S.L. dr. ing. Alecu Toma
MASTERAND:
Andrei Belehuzi
CONSTANŢA
2017
Cuprins
Capitolul 1 – Caracteristicile constructive și evolutive ale navei............. 1

1.1. Principalele caracteristici costructive și evolutive ale navei ............................................... 2
1.2. Caracteristicile manevriere ale navei .................................................................................. 3
Capitolul 2 – Descrierea mărfii transportate ......................................................................... 5
Capitolul 3 – Manevra de acostare la SBM a unei nave de tip tanc petrolier de

35.191 TDW .............................................................................................................................. 7
3.1. SBM (Single Buoy Mooring) .............................................................................................. 7
3.2. Manevra de apropiere .......................................................................................................... 9
3.3. Manevra de legare și plecare la geamandură .................................................................... 10
3.4. Operațiunea de încărcare a navei ...................................................................................... 10
Concluzii .................................................................................................................................. 11
Bibliografie .............................................................................................................................. 12
Anexe
1
Capitolul I – Caracteristicile constructive și evolutive ale navei
CAPITOLUL I
Caracteristicile constructive și evolutive ale navei
Figura 1.1. M/T Rosa Maersk

[Sursa: http://www.marinetraffic.com]
Numele navei: Rosa Maersk

Anul de construcţie: 2004
Tipul navei: Oil Tanker
Pavilion: Danemarca [DK]
Port de înregistrare: Fredericia
Societatea de clasificare: Bureau Veritas
IMO: 9306940
Indicativ de apel: OVST2
MMSI: 220288000
Proprietar: Maersk Tankers A/S
1
1.1. Principalele caracteristici costructive și evolutive ale navei
Tabelul 1.1 Principalele caracteristici ale navei

Caracteristici constructive
Lungimea maximă 171,13 m
Lungimea între perpendiculare 162,00 m
Lățimea 27,39 m
Înălțimea maximă 44,7 m
Pescajul la linia de încărcare de vară 11,95 m
Bordul liber la linia de încărcare de vară 5,367 m
Deplasamentul Deadweight 35.191 TDW
Deplasamentul la linia de încărcare de vară 44.349 t
Tonaje
Tonaj Brut 22.184 t
Tonaj Net 9.675 t
Caracteristicile corpului
Constructor Guangzhou Shipyard International
Îmbinare Sudură
Material Oțel
Caracteristicile propulsorului
Constructor MAN B&W
Model 5S50MC
Număr cilindri 6
Turaţie maximă 127 r.p.m.
Puterea propulsorului 7.150 kW
Viteza maximă 15,6 Nd.
Viteza economică 12,5 Nd.
Elice 4 pale, cu pas fix, spre dreapta
Propulsor pupa Rolls Royce, 865 kW
Propulsor prova Rolls Royce, 865 kW
Caracteristici de transport
Numărul tancurilor de marfă 14
Volumul total al tancurilor de marfă 38.838 m3
Capacitatea maximă de încărcare 38.061 m3
2
1.2. Caracteristicile manevriere ale navei
Figura 1.2. Calitățile manevriere ale navei în condiția de plină încărcare

[Sursa: Documentația navei Rosa Maersk]
Figura 1.3. Calitățile manevriere ale navei în condiția de balast

3
Figura 1.4. Vinciurile folosite la amararea navei

Figura 1.5. Instalațiile și echipamentele folosite pentru amararea navei

4
Capitolul II – Descrierea mărfii transportate
CAPITOLUL II
Descrierea mărfii transportate
Marfa transportată la bordul navei în cadrul acestui voiaj este reprezentată de motorină
destinată uzului civil.
Tabelul 2.1. Proprietațile fizico-chimice ale mărfii transportate
Starea de agregare Lichidă
Culoare galbenă
Miros slab, caracteristic produselor petroliere
Densitatea relativă (la 20°C) 860 kg/m3
Vâscozitatea (la 20°C) >1,5 mm2/s
Punctul de rouă -10°C
Punctul de aprindere 56°C
Temperatura de autoaprindere 300°C
Punctul de fierbere >160°C
Solubilitatea în apă aproape insolubil
Codul internațional al substanței transportate este 1202, aceasta făcând parte din clasa
3 conform Codului IMDG, iar ambalarea în vederea transportului va fi de Grupa a III-a.
Tabelul 2.2. Stabilitatea și reactivitate mărfii transportate

Reactivitatea stabilă în condiții normale
Stabilitatea chimică stabilă în condiții normale
Probabilitatea de reacție periculoasă polimerizarea nu este posibilă
temperaturi înalte, flacără deschisă, scântei,
Condiții ce trebuiesc evitate
alte surse de aprindere
Substanțe de evitat a se feri de substanțe puternic acide și oxizi
monoxid de carbon, dioxid de carbon,
Substanțe emanate
hidrogen sulfurat
Măsuri de prim-ajutor
În caz de inhalare, dacă victima nu respiră se va executa respirație artificială și masaj
cardiac cu administrare de oxigen medical, iar dacă victima respiră, aceasta se va degaja
imediat din zona de expunere. Cei ce vor oferi asistență vor fi obligați să folosească aparate de
respirat.
5
Capitolul II – Descrierea mărfii transportate
În caz de contact cu pielea, se spală bine zona afectată cu apă și săpun și i se vor
înlătura victimei hainele contaminate. Daca apar arsuri ale pielii în urma contactului cu
produsul se va ține sub jet de apă rece zona afectată timp de cel puțin cinci minute. Daca
produsul ajunge sub piele se va cere imdiat asistență medicală specializată.
În caz de contact cu ochii se vor înlătura lentilele de contact dacă este cazul și se vor
clăti ochii cu apă rece timp de cel puțin cinci minute. Daca apare iritația ochilor sau tulburări
de vedere se va cere imediat asistență medicală specializată.
În caz de ingestie victima va fi transportată de urgență la o unitate spitalicească.
Măsuri de combatere a incendiilor

Mijloacele de stingere a incediilor ce pot fi folosite în incediile provocate de această
substanță sunt: spuma, produsele chimice sub formă de pudră, dioxid de carbon, nisip și alte
gaze inerte.
A nu se folosi pentru stingerea incediilor produse de această substanță jetul de apă
direct. A se evita folosirea în tandem a spumei și a apei, deoarece apa va disipa spuma.
6
Capitolul 3 – Manevra de acostare la SBM a unei nave de tip tanc petrolier de 35.191 TDW
CAPITOLUL 3
Manevra de acostare la SBM a unei nave de tip tanc petrolier de 35.191 TDW
3.1. SBM (Single Buoy Mooring)
SBM reprezintă o instalație plutitoare ancorată de fundul mării, prin intermediul căreia se
manipulează mărfurile lichide în vrac. De obicei, sistemele SMB sunt amplasate la o distanță
de câteva Mm de facilitățile de stocarea a produselor descărcate. Practic SBM face legătura
dintre spațiile de stocare de la uscat și nave, în vederea încărcării/descărcării.
Unele dintre cele mai importante beneficii ale SBM sunt:
• posibilitatea de a manevra cu ușurință navele foarte mari;
• folosirea SBM nu necesită ca navele să vină în port pentru operațiunile de
încărcare/descărcare, astfel economisindu-se timp iar costurile scad;
• navele cu pescaje mari pot fi manevrate cu ușurință.
Figura 3.1. SBM

[Sursa: http://www.marineinsight.com]
7
Figura 3.2. Tipuri de SBM

Instalația SBM unde nava Maersk Elliot a desfășurat operațiunea de încărcare se află în
bazinul portuar al Portului Salonic, în poziția 40°36’47”N, 022°52’23”.
Acest SBM deservește rafinăria Hellenic Petroleum Thessaloniki și este de tip ”large
internal turret”.
8
3.2. Manevra de apropiere
De cele mai multe ori manevra de apropiere este influențată de factorii geografici
(configurația geografică a zonei) și factorii meteorologici prezenți.
Apropierea în vânt este ideală deoarece se poate ține prova foarte aproape de
geamandură, însă această metodă necesită numeroase manevre ale mașinii. Dacă în zonă sunt
prezenți factorii vânt și curent, manevra de apropiere se va face luând în considerare
rezultanta celor 2 vectori. Dacă condiţiile nu permit această poziţie, se poate ateriza şi cu pupa
în vânt, dar astfel, nava va fi menţinută în poziție cu ajutorul manevrelor executate cu mașina.
Regulile terminalului prevăd că amararea unei nave la acest SBM se va face sub
îndrumarea unui ”mooring master”, în același timp nava fiind escortată de către două
remorchere (unul la prova și unul la pupa). Viteza de apropiere trebuie să fie cât mai mică
posibil pentru a putea opri nava uşor cu prova în dreptul geamandurii.
Atunci când nava a ajuns la 100 m de geamandură, se vor fila de la bordul navei prin
nările de bordaj (babord și tribord) două parâme. Personalul din barca ce asistă echipajul
navei cu operațiunile de amarare vor trece parâmele filate prin inelul parâmelor metalice ale
geamandurii.
Figura 3.3. Instalația de legare la SBM

9
3.3. Manevra de legare și plecare la geamandură
După legarea parâmei de inelele parâmelor metalice ale geamandurii se va începe virarea
acestora cu ajutorul vinciurilor pentru apropierea de geamandură, iar dacă puterea de tracțiune
a vinciului nu este suficientă, pentru apropierea navei de geamandură se vor folosi
remorcherele.
Lanțurile parâmelor metalice se vor securiza în cele două stope de lanț atunci când nava
ajunge în poziția dorită.
La terminarea operațiunii de încărcare, manevra de plecare a navei va începe prin
desfacerea stopei de lanț și filarea ușoară a parâmei de manevră a legăturii, până când lanțul și
legătura ajung la apă, se desface parâma intermediară de parâma de ridicare și aceasta se
molează la apă. Nava fiind orientată cu prova în vânt şi curent prin punerea mașinii pe marş
înapoi se va îndepărta de geamandura mono-buoy-ului.
3.4. Operațiunea de încărcare a navei
După ce operațiunea de legare s-a finalizat cu succes se trece la inspecția stării în care se
află nava, făcută de către reprezentantul terminalului (loading master) împreună cu căpitanul
navei. Odată ce inspecția a luat va avea loc schimbul de informații ce privesc operațiunea de
încărcare a mărfii. Temele atinse pe timpul acestei discuții se materializează în documentele
pe care le-am prezentat la Anexa I.
După sfârșitul inspecției și acestei întâlniri se găsește ca totul fiind în ordine și se trece la
la conexiunea tubulaturii flexibile a SBM-ului pentru încărcarea navei, această operațiune
fiind îndeaproape monitorizată de către ofițerul de cart. În timpul întâlnirii persoane
desemnate din partea terminalului și a navei vor efectua inspecția tancurilor de marfă, pentru a
se concretiza faptul că tancurile întrunesc condițiile pentru transportul acestui tip de marfă.
Încărcarea mărfii începe la o rată scăzută, pentru a permite personalului de la terminal să
efectueze controalele de rutină, pentru a se asigura că totul este în regulă şi că marfa curge
prin tubulatură de la terminal, prin SBM la navă.
O atenţie deosebită va fi acordată legăturilor navei cu SBM-ul, acestea, în funcţie de
variaţia înălţimii bordului liber, trebuie să fie întinse sau slăbite.
După terminarea operațiunii de încărcare mărfii, căpitanul însoţit de reprezentantul
terminalului va proceda la inspectarea cargotancurilor pentru a putea certifica cantitatea de
marfă existentă la bordul navei.
10
Capitolul 4 – Concluzii
CAPITOLUL 4
Concluzii
Manevra de legare la SBM este o manevră ce necesită atenție sporită din partea echipei
de navigație cât și din partea echipei de manevră prova. În cazul acestei operațiuni cerințele
terminalului în ceea ce privește experiența personalului managerial de la bordul navei pentru a
fi posibilă executarea acestei manevre sunt: comandantul să aibă experiență pe funcție de ce
puțin 12 luni sau căpitanul să aibă experiență pe funcție de cel puțin 24 luni.
Dificultatea acestei manevre constă în modul de planificare a apropierii în funcție de
condițiile hidrometeorologice din zonă și riscul de poluare cu hidrocarburi.
Operațiunea de încărcare a navei la un SBM este o activitate complexă, de aceea ea
necesitând un nivel foarte bun de organizare. Ofițerii de cart trebuie să se asigure că
încărcarea se face conform planului şi trebuie să fie în măsură să rezolve toate problemele
apărute de-a lungul operațiunii.
11
Bibliografie
1. Manevra navei si COLREG – Îndrumar de laborator, Editura Academiei Navale ”Mircea

cel Bătrân” Constanța, Constanța, 2008;
2. Recommendations for equipment employed in the mooring of ships at Single Point
Moorings, OCIMF, 1993;
3. Mooring equipment guidelines, OCIMF, 1997;
4. Tratat de Manevra navei, Vol. II, Deboveanu Marian, Lumina Lex, 2000;
5. *** Documentația de la bordul navei „Maersk Elliot”;
6. *** http://www.marineinsight.com;
7. *** http://www.marinetraffic.com;
8. *** http://www.wikipedia.com.
12
Anexe
Anexe
Anexa 1
AUTHORISED BY SHIPNET FORM ID
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REVIEWED BY REVISION
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PREPARED BY PAGE
SUBJECT: ISGOTT - The Ship/Shore Safety Checklist - Oil Carrier SJA 109 1/6
This checklist is to be filled in by hand and filed in file CCR-8 as per Standard filing procedure.
This checklist to be completed prior commencement of cargo operation.
Vessel: Port:
Berth: Arrival Date/Time:
Part 'A' - Bulk Liquid General - Physical Checks

Bulk Liquid - General Ship Terminal Code Remarks
1. There is safe access between the ship and the
R
shore
2.The ship is securely moored. R
3. The agreed ship/shore communication system System:
is operative AR
Backup System:
4. Emergency towing-off pennants are correctly
R
rigged and positioned
5. The ship's fire hoses and fire-fighting
equipment are positioned and ready for R
immediate use
6. The terminal's fire hoses and fire-fighting
equipment are positioned and ready for R
immediate use
7. The ship's cargo and bunker hoses,
pipelines and manifolds are in good condition,
properly rigged and appropriate for the service
intended.
8. The terminal's cargo and bunker hoses or
arms are in good condition, properly rigged and
appropriate for the service intended.
9. The cargo transfer system is suficiently
isolated and drained to allow safe removal of
blank flanges prior to connection.
10. Scuppers and save-alls on board are
effectively plugged and drip trays are in position R
and empty.
11. Temporarily removed scupper plugs will
R
be constantly monitored
12. Shore spill containment and sumps are
R
correctly managed
13. The ship's unused cargo and bunker
connections are properly secured with blank
flanges fully bolted
14. The terminals unused cargo and bunker
connections are properly secured with blank
flanges fully bolted
15. All cargo, ballast and bunker tank lids are
closed
16. Sea and overboard discharge valves when
not in use, are closed and visibly secured
17. All external doors, ports, and windows in
the accommodation stores and machinery spaces R
are closed. Engine room vents may be open
18. The ship's emergency fire control plans Location:
are located externally
Retention time: 36 months Printed: 12-02-2017

AUTHORISED BY SHIPNET ID
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SUBJECT:
ISGOTT - The Ship/Shore Safety Checklist ORG. DOC ID PREPARED BY PAGE
- Oil Carrier XXX SHA099 2/ 6
If the ship is fitted , or is required to be fitted, with an inert gas system (IGS), the following points should be physically
checked:
Inert Gas System Ship Terminal Code Remarks
19. Fixed IGS pressure and oxygen content
R
recorders are working
20. All cargo tank atmospheres are at positive
pressure with oxygen content of 8% or less by PR
volume
Part 'B' - Bulk Liquid General - Verbal Verification

21.The ship is ready to move under its own
PR
power.
22. There is an effective deck watch in
attendance on board and adequate
R
supervision of operations on the ship and in
the terminal.
23. There are sufficient personnel on board
R
and ashore to deal with an emergency.
24. The procedures for cargo, bunker and
AR
ballast handling have been agreed.
25. The emergency signal and shutdown
procedure to be used by the ship and shore A
have been explained and understood.
26. Material Safety Data Sheets (MSDS) for
the cargo transfer have been exchanged where PR
requested.
27. The hazards associated with toxic H2S Content: _______________
substances in the cargo being handled have
been identified and understood. Benzene Content: _________________
28. An International Shore Fire Connection
has been provided.
29. The agreed tank venting system will be
AR Method: ___________________
used.
30. The requirements for closed operations
R
have been agreed.
31. The operation of the P/V system has been
verified.
32. Where a vapour return line is connected,
AR
operating parameters have been agreed.
33. Independent high level alarms, if fitted,
AR
are operational and have been tested.
34. Adequate electrical insulating means are
AR
in place in the ship/shore connection.
35. Shore lines are fitted with a non-return
valve, or procedures to avoid back filling PR
have been discussed.
36. Smoking rooms have been identified and
AR Nominated smoking rooms: _________
smoking requirements are being observed.
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37. Naked light regulations are being
AR
observed.
38. Ship/shore telephones, mobile phones and
AR
pager requirements are being observed..
39. Hand torches (flashlights) are of an
approved type.
40. Fixed VHF/UHF transceivers and AIS
equipment are on the correct power mode or
switched off.
41. Portable VHF/UHF transceivers are of an
approved type.
42.The ship's main radio transmitter aerials
are earthed and radars are switched off.
43. Electric cables to portable electrical
equipment within the hazardous area are
disconnected from power.
44. Window type air conditioning units are
disconnected.
45. Positive pressure is being maintained
inside the accommodation, and air
conditioning intakes, which may permit the
entry of cargo vapours, are closed.
46. Measures have been taken to ensure
sufficient mechanical ventilation in the R
pumproom.
47. There is provision for an emergency
escape.
Stop cargo at: ________
48. The maximum wind and swell criteria for Disconnect at: ________
A
operations have been agreed.
Unberth at: _________

49. Security protocols have been agreed
between the Ship Security Officer and the A
Port Facility Security Officer, if appropriate..
50. Where appropriate, procedures have been
agreed for receiving nitrogen supplied from
AP
shore, either for inerting or purging ship's
tanks, or for line clearing into the ship.
If the ship is fitted, or is required to be fitted, with an inert gas system (IGS) the following statements should be addressed:
51. The IGS is fully operational and in good
P
working order.
52. Deck seals, or equivalent, are in good
R
working order.
53. Liquid levels in pressure/vacuum
R
breakers are correct.
54. The fixed and portable oxygen analysers
have been calibrated and are working R
properly.

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55. All the individual tank IG valves (if

R
fitted) are correctly set and locked.
56. All personnel in charge of cargo
operations are aware that, in the case of
failure of the inert gas plant, discharge
operations should cease and the terminal be
advised.
If the ship is fitted with a Crude Oil Washing (COW) system, and intends to crude oil wash, the following statements should
be addressed:
Crude Oil Washing Ship Terminal Code Remarks
57. The Pre-Arrival COW check-list, as
contained in the approved COW manual, has
been satisfactorily completed.
58. The COW check-lists for use before,
during and after COW, as contained in the
R
approved COW manual, are available and
being used.
If the ship is planning to tank clean alongside, the following statements should be addressed:
Tank Cleaning Ship Terminal Code Remarks
59.Tank cleaning operations are planned
during the ship's stay alongside the shore
installation.
60. If 'yes', the procedures and approvals for
tank cleaning have been agreed.
61. Permission has been granted for gas
freeing operations.
* Delete Yes or No as appropriate
Part 'C' - Bulk Liquified Chemicals - is applicable to Chemical Carriers only

Part 'D' - Bulk Liquified Gases - is applicable to Gas Carriers only
DECLARATION
We, the undersigned, have checked the above items in Parts A and B in accordance with the instructions, and have satisfied
ourselves that the entries we have made are correct to the best of our knowledge.
We have also made arrangements to carry out repetitive checks as necessary and agreed that those items with code
R in the Check-List should be re-checked at intervals not exceeding _______ hours
If to our knowledge the status of any item changes, we will immediately inform the other party.
A (`Agreement'). This indicates an agreement or procedure that should be identified in the `Remarks' column of the Check-
List or communicated in some other mutually acceptable form.
P (`Permission'). In the case of a negative answer to the statements coded `P', operations should not be conducted without
the written permission from the appropriate authority.
R (`Re-check'). This indicates items to be re-checked at appropriate intervals, as agreed between both parties, at periods
stated in the declaration.
For Ship For Shore

Name: Name:
Position Or
Rank: Chief Officer
Title
Signature Signature
Date/Time: Date/Time
Record of repetitive checks
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If the shore representative refuses to sign the checklist, then reason for same to be recorded below.
Date Time Initials for Ship Initials for Shore

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SUBJECT:
Company
Terminal
Date
The Master SS/ MV
Port
Dear Sir,
Responsibility for the safe conduct of operations while your ship is at this terminal rests jointly with you, as Master of the
ship, and with the responsible Terminal Representative. We wish, therefore, before operations start, to seek your full
co-operation and understanding on the safety requirements set out in the Ship/Shore Safety Check-List, which are based on
safe practices that are widely accepted by the oil and tanker industries.
We expect you, and all under your command, to adhere strictly to these requirements throughout your ships stay alongside this
terminal and we, for our part, will ensure that our personnel do likewise, and co-operate fully with you in the mutual interest
of safe and efficient operations.
Before the start of operations, and from time to time thereafter, for our mutual safety, a member of the terminal staff, where
appropriate together with a Responsible Officer, will make a routine inspection of your ship to ensure that elements addressed
within the scope of the Ship/Shore Safety Check-List are being managed in an acceptable manner. Where corrective action is
needed, we will not agree to operations commencing or, should they have been started, we will require them to be stopped.
Similarly, if you consider that safety is being endangered by any action on the part of our staff or by any equipment under our
control, you should demand immediate cessation of operations.
There can be no compromise with safety.
Please acknowledge receipt of this letter by countersigning and returning the attached copy.
Signed
Terminal Representative
Terminal Representative on duty is:
Position or Title:
Contact Details:
Signed
Master
SS/MV
Date / Time
JAU010 D14
BNA018 22-May-2012
PREPARED BY PAGE
SUBJECT: Key Transfer Meeting NKO029 1/ 3
Key Transfer Meeting (Pre-Cargo Transfer Information Exchange & Agreement)

This form is to be filled in and filed in file CCR-7 as per Standard filing procedure.
Date: Port: Voyage No.:
Please furnish the vessel with the following information as a part of information exchange, so as to enable us to
have a safe operation at this terminal.
Vessel Operation: Loading □ Discharge □ Tank cleaning □ Purging □
Terminal Information
_____________________________________________________________
Terminal name:
Draft alongside:
Size and number of Shore connections:
Length of shore line:
Size of shore line:
Booster pumps on shore line: Yes □ No □
Expected line displacement:
Qty of shore line:
Max. Allowed back-pressure:
Max. Allowed rate:
Expected rate:
Expected stoppages/delays:
Notice required to stop:
Line draining Qty:
Air blowing Permitted: Yes □ No □
Pigging lines: Yes □ No □ Qty:
Vapor Control use/size: Yes □ No □ Size:
Nitrogen supply (size/pressure): Yes □ No □ Size: Pressure:

JAU010 D14
BNA018 22-May-2012
PREPARED BY PAGE
Hose connections done by Ship/Shore: Ships Staff □ Shore Staff □
Use of Deck crane allowed: Yes □ No □
Cargo Information
_________________________________________________________________
(Please use separate sheet for each different grade)
Product:
Nominated Qty:
Temp:
Density:
Stowage:
Ship’s Manifold:
Final stop Ship/Shore:
Static Accumulator: Yes □ No □

MSDS Onboard: Yes □ No □
N2 Pre-purge: Yes □ No □
N2 Pad: Yes □ No □
Inhibitor Cert: Yes □ No □
MARPOL Prewash: Yes □ No □
Tanks Inerted: Yes □ No □
Use IGG for Inert: Yes □ No □
Sequence Information
_______________________________

JAU010 D14
BNA018 22-May-2012
PREPARED BY PAGE
Vessel Information
_________________________________________________________________
• Cargo line size:
• Maximum allowed line pressure:
• Maximum discharge rate (Homogeneous cargo) :
• Maximum discharge rate (Single tank) :
• Maximum loading rate (Single tank) :
• Maximum loading rate / manifold:
The vessel will always maintain a minimum manifold pressure of N/A Bar for discharge unless
otherwise restricted by terminal.
Please note the Vessel and her Owners accept no responsibility for damaged/lost shore
equipment, nor assume any liability for pollution arising as a result of vessel personnel being
requested to make manifold connections with shore hoses, hard arms or any other associated
equipment.
___________________________ ______________________
Chief Officer, M.T. Loading Master
______________________
Representing

AUTHORISED BY: SHIPNET FORM ID:
PHA125 D16
REVIEWED BY:
REVISION NUMBER AND DATE:
NKO029
PREPARED / EDITED BY:
4 / 18 AUG. 2015
CSK026
SUBJECT: Cargo Operation Checklist Oil / Chemical
This form is to be filled in by hand and filed in file CCR-7 as per Standard filing procedure
VESSEL:
DATE:
PORT:
VOYAGE:
BERTH:
PRE-OPERATIONS CHECKLIST
DESCRIPTION OF CHECKS OOW REMARKS
All deck Scuppers tightly closed
All P/V valves manually tested and found operational
(both pressure and vacuum sides). Vents clear and
filters clean
Emergency towing wires correctly rigged for the port
Moorings checked tight and secure (split drum max. 1
layer, brake on, coupling disengaged, loose ropes
turned up correctly)
Gangway safely rigged with safety net / appropriate
notices posted
Anti-pollution gear ready at the manifold
Firefighting equipment ready and monitors directed to
manifold
Manifolds de-pressurised and drained before
connection. Manifold sample drains closed ( OOW to
supervise)
Unused manifolds blanked, fully bolted and valve fully
shut / lashed. Overboard lines blanked
Pressure gauges on port and stbd side of
load/discharge manifolds
Sample bottles ready by the manifold - in adequate
supply for grades of cargo to be loaded
Shore cargo hoses in apparent good condition /
properly connected (OOW to supervise)
All drip tray suction valves shut. Drip tray drain valves
shut, plugs in.
All MARPOL valves closed and sealed
All internal stripping valves checked shut on each
tank and manifold. Strip Hose connections shut
IG liquid P/V breaker level / IG deck seal water level
checked and correct
Ballast pumproom, paint store, deck locker fans
continuously running
Retention time: 6 months Page 1 of 9 Printed: 12-02-2017

PHA125 D16
REVIEWED BY:
NKO029
4 / 18 AUG. 2015
CSK026
All IG drains shut on IG line

Residual tank manual valves checked shut / lashed
Wilden pumps ready to operate, pump and earth
connections in good order
Accommodation A/C switched over to partial re-
circulation, accommodation under slight positive
pressure
All external doors shut: accommodation block, deck
houses, forecastle. One access use to board vessel
and one for accommodation
Ship’s radars and radio transmitters switched off /
earthed. AIS and VHF's set on low power
Deck fire plan holders updated with the latest crew
list, cargo layout, and cargo MSDS's
Deck watchman conversant with his duties, and in
communication with CCR
Are visitors log and visitors passes ready at gangway.
Security level posted
Tidal, port restrictions, port contacts posted as
applicable
Alarms transferred from Bridge to CCR
Duty engineer noted, informed when starting and
UMS ER entry log established
Communications with shore and deck tested in good
order. Procedures in the event of an emergency
understood by both ship and shore
High level alarms tested / Framo emergency stops
tested (PreOpsCheck with C/O)
If using vapour return system, has the correct
manifold been selected and sample valve opened
Designated smoking areas clearly marked.
Ballast tank covers, clean and free to sight/sample
prior to any deballasting
Tank cleaning lines blinded / hoses disconnected
OOW (Name & Sign):
Date & Time:

PHA125 D16
REVIEWED BY:
NKO029
4 / 18 AUG. 2015
CSK026
INERT GAS PLANT SAFETY CHECK

No Items Sign Remark
Prior to discharge
1 Oxygen Meter (Check Calibration) (Date :___________________)
2 Test Shut down of IG plant
a) Low Scrubber Water Pressure/Flow
b) High Scrubber water level
c) High Gas Temperature
d)Blower Failure
3 Test Shut Down of IG plant on extra low IG pressure
IG SYSTEM VALVES CHECKLIST

TANK I.G. Master Valves MANIFOLD X-OVERS B=Blanked With
TANK No
Valves Spectacle Blanks
TK SHUT OPEN SHUT X-OVERS OPEN SHUT
MASTER I.G VALVES (MUST BE OPEN WHEN I.G Plant in Operation)
OOW (Name & Sign):
Date & Time:

PHA125 D16
REVIEWED BY:
NKO029
4 / 18 AUG. 2015
CSK026
Chief Officer – CARGO OPERATION CHECKLIST

DESCRIPTION OF CHECKS Ch.OFF REMARKS
Portable Gas Detectors calibrated and ready for use
Remote I.G pressure/ O2 gauges checked and
correspond with main reading (ie. – Bridge Console)
Cargo Tank Atmosphere checked below 8% O2
Content (Purge if necessary)
H2S content checked and safety precautions taken
as required
Cargo System tight and free of leaks
Cargo pumps purged and tested
PV Valves tested and secondary means set correctly
Cargo pump emergency stops tested
High Level and Overfill alarms tested
Remote operated valves tested
Manifold correctly rigged with appropriate reducers
Fixed gas detection systems tested and operational
Cargo operations plan complete and pre cargo
meeting held with officers and crew
Cargo operation checklists, logs and documentation
ready
Stress and Stability verified for cargo operational
stages. Damage stability assessment available.
Cargo calculations and reports ready for surveyors
Overboard & MARPOL lines blanked and sealed
Check cargo line up and valves. This is to be double
checked by a Jr. OOW.
Pre-Transfer agreement completed with shore
ISGOTT SSSCL completed with shore and signed
MSDS available
Deck Seal and IGG system operation checked and
ready
Oil & Cargo Record books completed
Berth soundings taken and tide table available. UKC
monitored during cargo operation.
Weather forecast data available and monitored during
cargo operations.
Tank cleaning system fully isolated and blinded
Ch. Off (Name & Sign):

Date & Time:

PHA125 D16
REVIEWED BY:
NKO029
4 / 18 AUG. 2015
CSK026
SOUNDINGS AROUND VESSEL and UKC ALONGSIDE
PORT: BERTH:
Port/Stbd side alongside:
Soundings taken from to: on:
Water depth corrected to Chart Datum.
E D C B
F
A
J I H G
LW =
PORT SIDE STARBOARD SIDE
SOUND POSITION ON Sounding Tide DEPTH SOUND POSITION ON Sounding Tide DEPTH
POINT VESSEL Height OF POINT VESSEL Height OF
WATER WATER
A F
B G
C H
D I
E J
Tide Tables to be attached
OOW (Name & Sign):
Date:

PHA125 D16
REVIEWED BY:
NKO029
4 / 18 AUG. 2015
CSK026
DURING OPERATIONS – REGULAR CHECKS

DESCRIPTION OF CHECKS TIME
There is a safe access between ship and
shore/terminal
Moorings Checked tight and secure (split drum
max. 1 layer, brake on, coupling disengaged,
loose ropes turned up correctly)
The agreed main and secondary ship/shore
communication periodically checked. Terminal
to be advised about all significant changes in
cargo ops
Emergency Towing wires correctly rigged as
required by OCIMF or the Port
Firefighting gear ready at the manifold
All deck scuppers tightly closed, with “strainers”
available
IG liquid P/V breaker level / IG deck seal water
level checked and correct
Pump room fan running. Permit and entry log
status clear.
Wilden pumps ready to operate as necessary
All external doors shut: accommodation, deck
houses, forecastle.
Deck watchmen conversant with their duties,
and in regular communication with CCR
Visitors log and visitors passes ready at
gangway, with safety inductions completed
Smoking regulations being observed
Naked light regulations being observed
Agreed venting system In operation and
functional (including correct tank pressure
maintained)
Rate and ullage sheets updated hourly. Periodic
cross checks between remote and local gauging
systems
Regular check on BM and SF (Trim and stability)
Vessel ready to move under own power at
minutes’ notice
Shore leave board updated and “persons ashore
board maintained in CCR”. Sufficient personnel
to be on board at all initials to deal with
emergencies
Cargo handling agreement being followed

PHA125 D16
REVIEWED BY:
NKO029
4 / 18 AUG. 2015
CSK026
Periodic checks of readings (temperature and

pressure) from local sensors with those in CCR
Deck officer maintains periodic rounds on deck
to check moorings, gangway, manifold, cargo
system, wind and sea conditions, deck watch
safety awareness
Weather, sea, tide and water movements
monitored and maintained within acceptable
parameters for present operations
Presence of oil monitored; deck, manifold, sea
surface. Log and report as necessary
All cargo tanks monitored including those not
presently being used
Ballast tank surfaces checked for oil sheen
before deballasting
Appropriate signals displayed for Port and
operations
Log Initials and checks made by Terminal
Checked By (Initials)
RANK NAME SIGNATURE

PHA125 D16
REVIEWED BY:
NKO029
4 / 18 AUG. 2015
CSK026
POST-OPERATIONS CHECKLIST
DESCRIPTION OF CHECKS OOW REMARKS
Check all P/V valves closed and seated correctly
Fire wires brought back onboard just before stations
Manifolds de-pressurized, drained and blanks fitted
correctly
All drip tray suction valves shut. Drip tray drain valves
shut
with plugs in valves fully shut / lashed port and
All MARPOL
starboard
manifolds
All internal stripping valves checked shut on each tank
and
manifold.
Vapor Strip Hose
manifolds connections
drained, shut
where necessary
Residual tank manual valves checked shut / lashed
Cargo operations log sheets printed
Rate Sheet Printed
Accommodation A/C switched over to fresh air
Ballast Eductor drive valve shut.
High level alarms over-ridden (Ch. Off. responsible)
Visitors log handed over to SSO, once all visitors
accounted
for
UTI and Sampler stowed appropriately
Alarms transferred from CCR to bridge
Pump room fan switched off, unless further work dictates
Cargo tank heating set correctly
Secure for sea, stow loose gear, secure, replace
protective
covers
Crew called for standby
Gangway notices and visitors desk secured for sea
Crane secured
Fixed gas detection switched on / initialized for WBT
where applicable.
Manual valves set as below:

PHA125 D16
REVIEWED BY:
NKO029
4 / 18 AUG. 2015
CSK026
IG SYSTEM VALVES CHECKLIST

TANK I.G. Master Valves MANIFOLD X-OVERS B=Blanked With
TANK No
Valves Spectacle Blanks
TK SHUT OPEN SHUT X-OVERS OPEN SHUT
MASTER I.G VALVES (MUST BE OPEN WHEN I.G Plant in Operation)
OOW (Name & Sign):
Date & Time:

AU010 D12
BNA018 22-May-2012
PREPARED BY PAGE
SUBJECT: CARGO TRANSFER PLAN AND INSTRUCTION NKO029 1/6
This report is to be filled in and filed in file CCR-6 as per Standard filing procedure.
This has to be completed prior commencing cargo operations.
These instructions shall be read in conjunction with company procedures, Master’s & C/O’s standing instructions.
Vessel: Date: Voy: Port: Terminal:
Contacts
TERMINAL Shore VHF radio CH. Secondary:
Fire: See fire emergency plan
Spill Reporting: See Oil Spill emergency plan – print out
PFSO:
Emergency action by ship’s staff

Emergency stopping Signal: Stop stop stop Location of emergency Stop button: Manf. and CCR
Spillage of cargo Signal: General Alarm; Action: Stop cargo operation and muster all crew
Fire Signal: Fire; Action: Stop cargo operation and muster all crew
First aid Contact with cargo: See MSDS; Inhalation of cargo: See MSDS
Transfer Rate
Initial Rate/Pressure
Maximum Rate/Pressure 4000 m3/hr / 10 Bar
Expected Rate
Topping off rate 300 m3/hr
Cargo Information (Refer to MSDS for details.)

Grade
Quantity
Density
Temp.
General/Hazardous
Particulars of the cargo,
presence of toxic gases etc
Tanks
Line/MF
Venting
Stability information
Refer to conditions saved in stability computer or printouts with minimum of 3 stages.
Key Transfer Meeting

Refer to form D14 and ISGOTT Ship Shore safety checklist for agreed transfer procedure between vessel and terminal.
Retention time: 3 Years Printed: 12-02-2017

AU010 D12
BNA018 22-May-2012
PREPARED BY PAGE
Draft & UKC
Maximum expected draft during Maximum allowable trim:
Maximum available list:
operation:
Available depth at berth: m
Minimum UKC while alongside: m
TIDE (Height in Meters)

Date Time Ht Of Tide Date Time Ht Of Tide Date Time Ht f Tide
SEE TIDE TABLES POSTED IN THE CCR

Deadweight Calculations
DWT CALC. Arrival Departure Remarks

FO
DO
Lub Oil
FW+DW
Ballast
Slop
Constant
Cargo
Dwt
Lt. Weight
Displ
Max BM
Max SHF
DRAFTS FWD AFT M’SHIP

ARRIVAL
DEPARTURE

AU010 D12
BNA018 22-May-2012
PREPARED BY PAGE
Anti-Static Procedures
.
Refer to ISGOTT chapter 3 for full guidance on the topic. Shipnet ID 06.213.02 for Static Accumulators and Static Electricity
Transfer Sequence ( A separate copy may be attached in lieu giving the required details)
SQ Stg Grade MF COT Till Ullg WBT Till Sdg Remarks*
2w,4w,6w, 50% - 1.43 m
1 1 ULSD 50% 2 DB
8w
2-12.50 3 DB EMPTY
4-12.50 4 SB 30 % - 3.05m FOR LIST CORRECTION FROM 4 SB

DIFFERENCE
6-12.50
8-12.30
1w,3w,5w, 50%-6.65m
2 2 ULSD 50% 1SB Use WBS 1W’S to upright list only
7w
1-11.20 2 DB EMPTY
3-12.50 1 DB 50% - 1.6 m
5-12.60 3 SB EMPTY
7-12.60
1w,3w,5w,
3 3 ULSD 80 % 1 DB Empty
7w
1 – 7.27 2 SB 50% - 6.35 m USE 2 W’S SBTS TO CORRECT LIST
3 – 8.35 Use UTI for final STOP ullages
5 – 8.35
START EDUCTION AS SOON AS DE-
7 – 8.38
BALLASTING BY PUMP IS COMPLETED.
2w,4w,6w,
4 4 ULSD 85% 1 SB EMPTY USE 4 W’S SBTS TO CORRECT LIST
8w
2 – 7.64 4 SB EMPTY Use UTI for final STOP ullages
4 – 7.75 THESE FINAL ULLAGES ARE FOR PLANNING
6 – 7.72 EDUCTION ONLY. ACTUAL WILL BE NOTIFIED TO YOU
AS PER CARGO ACTUAL DENSITY &
8 – 7.60
TEMPERATURE
2w,4w,6w, TOP-
5 5 ULSD CALL C/OFF FOR TOP OFF
8w OFF
2P -7.18
After completion of loading vessel must be
2S -7.19
4P -7.28
On “Even Keel”
4S -7.30
6P -7.27 Use UTI fo final STOP ullages
6S -7.24
8P -7.13 Draft, BM, SF, GM calculation
AU010 D12
BNA018 22-May-2012
PREPARED BY PAGE
8S -7.13
Please see attached
THESE FINAL ULLAGES ARE FOR PLANNING
ONLY. ACTUAL WILL BE NOTIFIED YOU AS
PER CARGO ACTUAL DENSITY &
TEMPERATURE
1w,3w,5w, TOP- Use UTI fo final STOP ullages

6 6 ULSD 2 SB 7% - 0.89 m
7w OFF
THESE FINAL ULLAGES ARE FOR PLANNING
1P -6.57 ONLY. ACTUAL WILL BE NOTIFIED YOU AS
1S -6.56 PER CARGO ACTUAL DENSITY &
TEMPERATURE
3P -7.23 AFTER COMPLETION OF LOADING VESSEL
3S -7.17 MUST BE ON “EVEN KEEL”
5P -7.23
DRAFT, BM, SF, GM CALCULATION
5S -7.17
7P -7.23
PLEASE SEE ATTACHED
7S -7.23
*Where applicable, brief description of cargo/ballast activities at each stage, notice to change rate/stop, identification of critical stage and
other remarks.
M/T: Maersk Elliot

AU010 D12
BNA018 22-May-2012
PREPARED BY PAGE
Voy: 15016
Port: CASTELLON
Date:
CARGO MANIFEST & STOWAGE PLAN
Please see Vessel’s ullage report
Tem
Tank p Temp
Product Qty Load Port Dis Port (V) (D) Vol FP Marpol UN USCG
id
(m/t) °C °C % °C
1P
1S
2P
2S
3P
3S
4P
4S
5P
5S
6P
6S
7P
7S
8P
8S
Slop P
Slop S
Total: m/t (Ship Figure)
Quantity Summary (shown in m/t)

Grad
e Product Ship Qty B/L Qty Δ m/t Δ% Stow
1
2
3
4
5
(A separate copy may be attached in lieu giving the required details)
Watch and Night Orders

AU010 D12
BNA018 22-May-2012
PREPARED BY PAGE
STANDING ORDERS :
- Always comply with Captain's standing orders, ISGOTT & terminal rules
- Two A/B on watch on deck permanently (double watch) - 1 to stand by at the manifold/gangway at all times, 1 to make
rounds on deck (pollution prevention, check of mooring, check of situation around the vessel)
- Tanks hatches to be kept close : for ullaging & sampling, use UTI device and close sampling device.
Call C/O for any other surveyor demand.
- Comply with Smoking rules : smoking is allowed in Smoking room only
- Check that the red flag is up & that the red light is on
- READ AND FOLLOW CAREFULLY TERMINAL RULES
IN CASE OF EMERGENCY : STOP THE LOADING, CLOSE MANIFOLD AND CALL C/O
Officer on watch :
- Sign check ship/shore check list at each end of watch and be sure that re-check is well done (or do it yourself)
- Print a consulate report (loading computer) at the end of each watch if cargo operations are still in progress.
- HIGH & HIGH-HIGH LEVEL ALARMS TO BE SWITCHED ON
- TANK VENTING SYSTEM WITH P/V VALVES and MAST RISER .
- Loading computer must be in ON LINE MODE & set to sea conditions
- In case of lightning in vicinity, stop cargo operations & call C/O
- Call Chief Officer if sharing forces (SF) and/or bending moment (BM) exceed 95 % (Sea conditions)
- Call C/O if IG line pressure, or IG pressure in tanks is below 25 mbar or above 90 mbar
- Follow the loading sequence. Adjust, as necessary the ballast /discharging to comply with the sequence
- Keep the ship in an upright position (list not to exceed 1° and 1° is the maximum permitted for ballast stripping)
- Keep a positive trim (but MAX trim :2.50 m) - NEVER be trimmed by the head
- Each hour, fill the loading / discharge rate sheet, and the hourly operation check list
- Write carefully the time sheet

- Record who is boarding / leaving the ship (ship's staff as visitors)
- Ask the shore to reduce as necessary

AU010 D12
BNA018 22-May-2012
PREPARED BY PAGE
CALL C/O IN CASE OF PROBLEM OR DOUBT
A/Bs on deck :
- Check the mooring & adjust as necessary (but don't touch the spring lines), as the gangway & the connections
- Check that fire wires are always 1.5 meter above the sea level
- Check that scuppers are all tightly plugged
- Check that all outside doors are closed (even in the funnel)
- Check often that there is no leakage on deck (cargo or oil or any other liquid)
- Check that antipollution and fire equipment are ready for use
At manifolds : 2 fire hoses to be ready at each side of the manifolds drip trays
2 portable foam extinguishers
Saw dust cans
Oil spill dispersant (drum + spray gun)
- Foam guns to be positioned towards manifolds
CALL C/O IN CASE OF PROBLEM OR DOUBT
Call C/O and/or Master (in addition to standing instructions)

1. ANY ALARMS ON CRITICAL EQUIPMENT
2 UKC POLICY CANNOT BE ADHERED TO – SEE POLICY PASTED IN CCR
Other Instructions
(Control of cargo heating systems; Line clearing; Inerting and padding; Inhibitor requirements; Special precautions required for the
particular operation, special PPE to be used etc.)
PUMPS: - CARGO PUMPS HYDRAULIC DRIVEN SUBMERGED CENTRIFUGAL TYPE

16 PUMPS IN CARGO TANKS “FRAMO SD200-6DA-HH200-C388-S”
CAPACITY 500 M3/H AT 135 MLC (SG 0.80).
2 PUMPS IN SLOP TANKS “ FRAMO SD150-5DA-HH125-B330-S ”.

2 PUMPS IN ROT “ FRAMO SD100-5DA-HH28-B220-S ”
2 PORTABLE CARGO PUMPS “ FRAMO TK150-MU HH56-225-S

2 BALLAST PUMPS “FRAMO SD300-3MU-HH200-C380-S”

HYDRAULIC DRIVEN SUBMERGED CENTRIFUGAL TYPE
CAPACITY 1000 M3/H AT 30 MLC (SG 1.025)
2 TANK CLEANING PUMPS “ FRAMO SD125-WDU HH90-A325-S

HYDRAULIC DRIVEN SUBMERGED CENTRIFUGAL TYPE
CAPACITY 150 M3/H AT 135 MWC (SG 1.025)
AU010 D12
BNA018 22-May-2012
PREPARED BY PAGE
2 STRIPPING PUMPS “ BORNEMAN” W6.42K50.02

HYDRAULIC DRIVEN SCREW PUMPS TYPE
Watch Keeping Schedule

00:00 - 04:00 04:00 - 08:00 08:00 - 12:00 PIC of all cargo transfer
12:00 - 16:00 16:00 -20:00 20:00 – 00:00 operations:
D/Officer 2nd Off. 2nd Off. 3rd Off. Chief Officer
Artiom Podoliak Elmer Ganzas Edgardo Santiago
Tel: 114 Tel: 117 Tel: 118 Tel: 115
Crew 00:00 – 06:00 AB Junar Sera Tel: 123
12:00 – 18:00 AB Diosdado R. Tel : 124
Crew 06:00 – 12:00 AB Michael Capunitan Tel : 122
18:00 – 24:00 OS Antonio Salado Tel: 120
Crew On Call P/man Randy Baltazar Tel: 126

Bsn Julius Cilmar Tel: 119
Prepared by C/O Approved by Master Read by Officer of the Watch
Sign Sign: Sign:

Sign: Sign:
Date: Date: Date:
Date: Date:

ORIGINAL FORM ID AUTHORISED BY REVISION
222 0
ORIGINAL DATE REVIEWED BY TMSA
PREPARED BY PAGE
Tank Inspection Certificate Prior To Loading
1/ 1
Date:
Port:
Voyage No.
Vessel:
Terminal:
To:
Dear Sirs,
This is to certify that the undersigned, duly appointed by the CARGO SUPPLIERS, after having inspected the following
Cargo tank's:
Nos;
found them to be EMPTY, CLEAN AND FIT TO RECEIVE THE NOMINATED CARGO OF
For Cargo Receivers Master/Chief Officer
Retention time: xx Printed: 12-02-2017

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ACADEMIA NAVALĂ "MIRCEA CEL BĂTRÂN"

FACULTATEA DE MARINĂ CIVILĂ

TEMA: MANEVRA DE ACOSTARE A NAVEI LA SBM

Capitolul 1 – Caracteristicile constructive și evolutive ale navei............. 1

Capitolul 2 – Descrierea mărfii transportate ......................................................................... 5

Capitolul 3 – Manevra de acostare la SBM a unei nave de tip tanc petrolier de

Caracteristicile constructive și evolutive ale navei

Figura 1.1. M/T Rosa Maersk

Numele navei: Rosa Maersk

1.1. Principalele caracteristici costructive și evolutive ale navei

Tabelul 1.1 Principalele caracteristici ale navei

1.2. Caracteristicile manevriere ale navei

Figura 1.2. Calitățile manevriere ale navei în condiția de plină încărcare

Figura 1.3. Calitățile manevriere ale navei în condiția de balast

Figura 1.4. Vinciurile folosite la amararea navei

Figura 1.5. Instalațiile și echipamentele folosite pentru amararea navei

Descrierea mărfii transportate

Tabelul 2.2. Stabilitatea și reactivitate mărfii transportate

Măsuri de combatere a incendiilor

3.1. SBM (Single Buoy Mooring)

Figura 3.1. SBM

Figura 3.2. Tipuri de SBM

3.2. Manevra de apropiere

Figura 3.3. Instalația de legare la SBM

3.3. Manevra de legare și plecare la geamandură

3.4. Operațiunea de încărcare a navei

1. Manevra navei si COLREG – Îndrumar de laborator, Editura Academiei Navale ”Mircea

Berth: Arrival Date/Time:

Part 'A' - Bulk Liquid General - Physical Checks

Retention time: 36 months Printed: 12-02-2017

- Oil Carrier XXX SHA099 2/ 6

Part 'B' - Bulk Liquid General - Verbal Verification

- Oil Carrier XXX SHA099 3/ 6

Bulk Liquid - General Ship Terminal Code Remarks

Unberth at: _________

Inert Gas System Ship Terminal Code Remarks

- Oil Carrier XXX SHA099 4/ 6

55. All the individual tank IG valves (if

* Delete Yes or No as appropriate

Part 'C' - Bulk Liquified Chemicals - is applicable to Chemical Carriers only

For Ship For Shore

- Oil Carrier XXX SHA099 5/ 6

Date Time Initials for Ship Initials for Shore

- Oil Carrier XXX SHA099 6/ 6

There can be no compromise with safety.

Key Transfer Meeting (Pre-Cargo Transfer Information Exchange & Agreement)

Date: Port: Voyage No.:

Vessel Operation: Loading □ Discharge □ Tank cleaning □ Purging □

Size and number of Shore connections:

Length of shore line:

Size of shore line:

Booster pumps on shore line: Yes □ No □

Expected line displacement:

Qty of shore line:

Max. Allowed back-pressure:

Max. Allowed rate:

Notice required to stop:

Line draining Qty:

Air blowing Permitted: Yes □ No □

Pigging lines: Yes □ No □ Qty:

Vapor Control use/size: Yes □ No □ Size:

Nitrogen supply (size/pressure): Yes □ No □ Size: Pressure:

Retention time: 36 months Printed: 12-02-2017