Termpol 3.9 - Ship Specifications: Trans Mountain Expansion Project

TERMPOL 3.
9 – SHIP SPECIFICATIONS
Trans Mountain Expansion Project
Prepared for:
Prepared by:
777 W. Broadway, Suite 301

Vancouver, BC, V5Z 4J7
November 26, 2013
Termpol 3.9 – Ship Specifications
TRANS MOUNTAIN EXPANSION PROJECT
November 26, 2013
M&N Project No. 7773
Prepared by: Reviewed by:
MOFFATT & NICHOL MOFFATT & NICHOL
James Traber, EIT. Ron Byres, P.Eng.

Staff Engineer Senior Project Manager
Revision Purpose of Issue Date Author Reviewed Approved

0 For TRC Review November 26, 2013 JT RB
Trans Mountain Expansion Project November 26, 2013
TABLE OF CONTENTS
1. OBJECTIVES ........................................................................................................................................................ 1
1.1 CONTEXT .............................................................................................................................................................1

1.2 VESSEL OWNERSHIP AND LIABILITY .....................................................................................................................2
2. SHIP PARTICULARS AND CHARACTERISTICS ....................................................................................................... 3
2.1 GENERAL TANKER DESCRIPTION .........................................................................................................................3

2.2 DOUBLE HULLS ....................................................................................................................................................4
2.3 MACHINERY ........................................................................................................................................................4
2.4 INERT GAS SYSTEM ..............................................................................................................................................5
2.5 SEGREGATED BALLAST ........................................................................................................................................5
2.6 ELECTRONICS ......................................................................................................................................................7
2.7 FIRE PREVENTION, FIRE FIGHTING SYSTEMS AND EMERGENCY EQUIPMENT .....................................................7
2.8 OPERATIONAL CHARACTERISTICS .......................................................................................................................8
2.9 GEOMETRICAL CHARACTERISTICS .......................................................................................................................8
2.10 CARGO SYSTEM AND OPERATIONS .................................................................................................................11
2.11 CARGO TANK CONFIGURATIONS .....................................................................................................................12
2.12 ADDITIONAL PARTICULARS AND CHARACTERISTICS .......................................................................................13
3. TANKER VETTING ............................................................................................................................................. 15
3.1 RIGHT TO REJECT VESSEL ...................................................................................................................................15

3.2 TANKER ACCEPTANCE .......................................................................................................................................15
3.2.1 Tanker Pre-Screening for Scheduling Purposes .........................................................................................16
3.2.2 Tanker Physical Inspection ........................................................................................................................17
3.3 INTERNATIONAL SAFETY MANAGEMENT CODE (ISM CODE) .............................................................................17
3.4 ADDITIONAL VESSEL VETTING ...........................................................................................................................17
4. TERMINAL REGULATIONS FOR VESSEL ACCEPTANCE ........................................................................................ 19
4.1 GENERAL REQUIREMENTS.................................................................................................................................19

4.2 VESSEL AGE REQUIREMENTS .............................................................................................................................19
4.3 VESSEL CONSTRUCTION REQUIREMENTS .........................................................................................................19
4.4 VESSEL EQUIPMENT REQUIREMENTS ...............................................................................................................20
4.5 REGULATORY COMPLIANCE ..............................................................................................................................20
4.6 TECHNICAL AND OPERATIONAL REQUIREMENTS ..............................................................................................21
4.7 CREW QUALIFICATIONS AND CONDUCT REQUIREMENTS .................................................................................22
4.8 LOCAL OPERATING REQUIREMENTS .................................................................................................................22
5. REFERENCES ..................................................................................................................................................... 23
APPENDIX A: VESSEL SPECIFICATION DATABASE ................................................................................................. 24

(a) Aframax – Double hulls only ...................................................................................................................................... 25
(b) Panamax – Double hulls only ..................................................................................................................................... 25
Termpol 3.9: Ship Specifications i

LIST OF FIGURES
Figure 1-1: Typical Panamax Class Tanker 74,500 DWT Antipolis (MarineTraffic.com) ................................................1
Figure 1-2: Typical Aframax Class Tanker 110,300 DWT Mare Nostrum (MarineTraffic.com) ......................................2
Figure 2-1: Typical Tanker Layout ..................................................................................................................................3
Figure 2-2: Double Hull Tanker Design ..........................................................................................................................4
Figure 2-3: General Configuration of Tanker (Shipyard Brodosplit) ............................................................................11
Figure 2-4: Schematic Tank Configuration - Longitudinal Oil Tight Bulkhead Source: www.teekay.com ...................13
LIST OF TABLES
Table 2-1: Maximum Design Vessel ...............................................................................................................................8
Table 2-2: Minimum Design Vessel ...............................................................................................................................9
Table 2-3: Classification Societies ................................................................................................................................14
Table A-1: Aframax Vessel Characteristics ..................................................................................................................25
Table A-2: Panamax Vessel Characteristics .................................................................................................................25
Termpol 3.9: Ship Specifications ii

1. OBJECTIVES
In accordance with the Termpol Review Process (TRP) Guidelines, TP743E 2001, the
objective of this study is “to determine the suitability of the design ship, or when applicable,
design ships, selected by the proponent.”
1.1 CONTEXT
The design vessels expected to berth at the Westridge Terminal are Panamax class
(approximately 60,000 to 80,000 Deadweight Tons, or DWT) and Aframax class (approximately
80,000 to 120,000 DWT). Figure 1-1 and Figure 1-2 below show typical Panamax and Aframax
vessels respectively. Trans Mountain will not own or charter the vessels berthing at the
terminal, however as the terminal operator Trans Mountain enforces a vessel acceptance
criteria and vessel vetting process to ensure vessels calling at the terminal are suitable. The
vetting process is described in further detail in Sections 3 and 4 below.
Figure 1-1: Typical Panamax Class Tanker 74,500 DWT Antipolis (MarineTraffic.com)
Termpol 3.9: Ship Specifications 1

Figure 1-2: Typical Aframax Class Tanker 110,300 DWT Mare Nostrum (MarineTraffic.com)
1.2 VESSEL OWNERSHIP AND LIABILITY
Vessels calling at Westridge terminal will typically be hired or chartered by the owner of
the oil, either the oil producers or the purchasers. Trans Mountain will neither own nor charter
vessels.
There are two methods to charter a vessel for transporting goods:
Voyage or spot charter is an agreement in which the charterer (oil owner) leases a
vessel and crew to transport cargo between specified loading and discharge ports. The
charterer pays the vessel proprietor freight on a per-ton or lump-sum basis, which pays
for all operating expenses.
Time charter is an agreement in which the charterer (oil owner) leases a vessel for a
specified duration of time (e.g. 3 months to more than 10 years). The charterer pays a
daily rate, as well as all extra shipping expenses.
Under both agreements the ship owner has the sole responsibility for the safety of the
vessel and the charterer retains title of the cargo. Both parties will provide their own
insurance in the case of a loss of cargo or oil spill. The vessel is insured by the vessel
owner. The owner also carries Third Party liability insurance, which is obtained from one
of the P&I Clubs1, a mutual insurance arrangement typical in the shipping industry.
1
P&I stands for Protection and Indemnity. This is a specialist class of liability insurance protection for ship
owners and charterers that deals with third parties claims.

2. SHIP PARTICULARS AND CHARACTERISTICS
Since the vessels calling at the Westridge terminal will be chartered tankers drawn from
the world fleet of Panamax and Aframax classed vessels, the specific ships and their individual
characteristics are not known at this time. Specific vessels will be proposed or nominated by
the pipeline shippers in advance of their arrival at the terminal, subject to acceptance through
the vessel vetting process. While specific vessels are not known at this time, all tankers within
the class range share many common characteristics, described below. According to DNV
(Termpol 3.15) in 2012 the world fleet of modern Panamax and Aframax crude tankers total 989
tankers with an average age of nine years. The forecasted size of the Aframax/Panamax crude tanker
fleet in 2018 is estimated at 1,048 vessels and the average age is expected as nine years or less.
2.1 GENERAL TANKER DESCRIPTION
Tankers typically house the navigational bridge, crew accommodations, engine room,
auxiliary generators, propulsion, steering, and cargo pumps in the stern of the ship. The middle
section of the vessel is occupied by the cargo and ballast tanks. The bow contains additional
storage space for spares and consumables. The top deck of the vessel has cargo manifolds (pipe
connections and control valves), mooring winches, lights, etc. Figure 2-1 below shows a typical
tanker layout.
Figure 2-1: Typical Tanker Layout

2.2 DOUBLE HULLS
All petroleum tankers are now required to have double hulls by Canadian and International law.
A double hull is basically a hull within a hull. The cargo is carried inside the inner hull, with a
space (typically about 2 meters wide) between the inner and outer hull. This space between the
two hulls is used to ballast the unladen vessel with seawater for proper stability and propeller
immersion. The double hull design is intended to reduce the likelihood of a cargo spill by acting
in two ways:
A spill can be prevented in the event of a low energy grounding or collision with
another ship or object where only the outer hull is breached while the inner hull
remains intact.
In case of the inner hull developing a defect, the outer hull will contain any minor
inner hull leaks that may occur.
Figure 2-2: Double Hull Tanker Design
2.3 MACHINERY
Tankers primarily use a single large engine to propel the vessel. A variety of fuels are used in
modern marine engines including Heavy Fuel Oil (Bunker C), Intermediate Fuel Oil, or Marine Diesel
Oil. Modern engines are designed to work with dual or multiple fuels to allow them to switch to
cleaner-burning low-sulphur fuels in port areas having emissions controls (e.g. North America
Emission Control Area which includes Port Metro Vancouver). The engine turns a single propeller
connected via a large drive shaft. In addition there are a number of service generators for producing
electrical power for ship’s pumps and utilities including the ship’s accommodations. These

generators do not operate simultaneously and have redundancy so that in the event of a failure of
one generator the vessel continues to have adequate power supply. Tankers also have boilers to
power steam turbine cargo pumps to discharge the oil cargo. Flue gas from the boilers is often
cleaned and used to produce inert gas that is used to reduce oxygen content in the cargo tanks;
otherwise the tanker will be fitted with a separate inert gas generator (See Section 2.4 ). Heat from
the main engine and boilers when these are in operation is used for a number of utilities onboard,
such as hot water, heating of the fuel oil and accommodation spaces, producing freshwater, etc.
Engine rooms are centrally controlled and contain sensors and alarms throughout that
monitor operating parameters of all critical components and notify personnel of less than optimum
operating events as well as any defects and malfunctions. The engine control room is where
personnel can observe engine components and operations of the machinery. Main engines are
normally operated from the ship’s bridge and only transferred to local or manual control in case of
a system malfunctioning.
The steering system is hydraulically operated and has built-in redundancy. All major
components of the system are tested daily. Hydraulically operated deck machinery operates
mooring winches, cranes and anchor handling equipment. Tankers also have water purifying,
sewage treatment, and trash compacting systems on board.
2.4 INERT GAS SYSTEM

All tankers are required to carry an inert gas system designed to protect the cargo tank
spaces from the threat of fire or explosion. Inert gas produced onboard is used to displace the air
spaces of the cargo tanks, which reduces the oxygen content in the cargo tanks to a level below
which a fire or explosion cannot occur; the regulations require this to be kept below 8% limit but it
is typically 5%. During cargo discharge operations, inert gas is continually fed into the cargo tanks to
prevent ingress of oxygen bearing air entering the tanks. Inert gas is provided by an independent
inert gas generator or cleaned flue gas from the boiler.
Both The International Convention for the Safety of Life at Sea (SOLAS) as referenced by
ISGOTT (International Chamber of Shipping, 2006) and Transport Canada’s publication “Standard of
Inert Gas Systems” (Transport Canada, 1984) require that the inert gas system is capable of
delivering inert gas with an oxygen content less than 5% at any flow rate. The system must also be
capable of maintaining a positive pressure in the cargo tanks and an atmosphere with less than 8%
oxygen content. If these maximum limits are exceeded, cargo operation cannot be conducted.
Tankers are required to have a method to measure the oxygen content in each cargo tank to
confirm oxygen levels remotely. These are also checked using manual instruments.
2.5 SEGREGATED BALLAST

Unloaded vessels take on ballast water for additional weight to improve stability and
manoeuvrability while transiting between destinations. Double hulled tankers have segregated
ballast tanks. Separating the ballast water from the cargo is accomplished by using the space
between the inner and outer hull as the ballast tank. Segregation of cargo and ballast tanks
means the ballast water is free of hydrocarbons and can be discharged directly to the sea.

Since ballast water is clean seawater and is normally taken on while in port prior to
sailing, there is the potential for ballast water to contain invasive species from the previous port
that are not indigenous to the destination. To reduce the risk of invasive species entering the
local waters, vessels are required to conduct a ballast water exchange in open ocean prior to
arriving in local waters. This procedure replaces the water from the previous port with water
from the open ocean.
Once ballast exchange has been performed in accordance with International and
Canadian laws, tankers are allowed to discharge clean segregated ballast into Canadian waters.
Ballast water discharge in Canadian waters is regulated federally under the BWCMR. The
current regulations requires vessel arriving at a British Columbian port to carry a Ballast Water
Management Plan and submit a complete ballast water report to Marine Communications and
Traffic Services (MCTS) prior to entry into Canadian waters. In future vessels will be required to
be fitted with Ballast Water Treatment Systems (GloBallast) and that will obviate the need for
ballast exchange at sea.
BWCMR requires vessels to conduct ballast exchange more than 200 nautical miles from
shore and in water deeper than 2,000 metres. Alternative exchange zones may be specified by
the MCTS officer if the vessel cannot comply with the open ocean exchange due to voyage
route, weather, or safety concerns.
Ballast exchange is primarily conducted by one of the two following methods:
Dilution or Flow-through Exchange Method:

Clean ocean water is pumped into the ballast tank(s), which are allowed to overflow
continuously. This process continues until volume of the water pumped in is at least 3
times the ballast tank(s) volume. Typically only one ballast pump is used to promote
better mixing and dilution as well as reduce the stress on the ballast tank(s). Calculations
of the amount of water and pumping rates are recorded and achieved.
Sequential Exchange Method:
First the ballast tank(s) are completely emptied and then refilled with clean ocean water.
The process is performed in a sequence to minimize the stresses on the ballast tank(s)
and ship hull. The sequence of this process is dependent on the vessel configuration. This
method is limited to fair weather conditions only to ensure ship safety.
Under rare conditions, such as encountering unusually heavy weather at sea while in
ballast, a vessel may take on additional ballast water stored in empty cargo tanks which have
been rinsed of cargo residue. The heavy weather ballast may therefore contain residual
hydrocarbons. In such cases the disposition of contaminated ballast water is managed in
accordance with the Canada Shipping Act, Ballast Water Control and Management Regulations
(BWCMR), which includes use of the tanker’s fitted Class approved Oil Discharge Monitoring
Equipment (ODME) and separation and retention onboard of any remaining oily water.

2.6 ELECTRONICS
Tankers carry a wide array of navigation and communication equipment for redundancy
and reduce the probability of collisions or groundings. Backup emergency power source is
available in case a total power failure onboard.
Onboard navigational equipment is regulated under IMO regulations and at a minimum

must meet the requirements of SOLAS Chapter V. It includes redundant gyro compasses, Radio
Detection and Ranging (RADAR), Global Positioning Systems (GPS) and GMDSS (Global Maritime
Distress and Safety System) communications equipment. Navigational aids such as Electronic
Chart Information Display Systems (ECDIS) together with appropriate navigation charts issued
by members of the International Hydrographic Organization (IHO) such as the CHS (Canadian
Hydrographic Service) and United Kingdom Hydrographic Office (UKHO) assist in routing the
vessel to the desired destination while highlighting all hazards on the way. Automatic
Identification Systems (AIS) and Computerized Collision Avoidance Systems, such as Automatic
Radar Plotting Aids (ARPA) inform navigation officers of vessels transiting nearby and can
determine heading and speed necessary for collision avoidance.
AIS is a communication device that broadcasts information about the vessel and
receives navigational information all through the use of VHF radio. Since 2003 AIS equipment
has been required on all vessels greater than 300 gross tons by the International Maritime
Organization (IMO) Regulation 19 (Emergency Training and Drills) of the International
Convention for Safety of Life at Sea (SOLAS). AIS broadcasts the ship’s identity, type, position,
course, speed, navigational status, and other safety-related information to onshore stations.
AIS information is displayed on a dedicated unit onboard and also input to vessel’s radars and
ECDIS.
Vessels carry dedicated satellite communications systems that allow ships anywhere in
the world to communicate with head offices, authorities, port authorities, coast guard, and
Vessel Traffic Management (VTM) agencies. In the case of an emergency a vessel can
communicate using the Global Maritime Distress & Safety System (GMDSS).
2.7 FIRE PREVENTION, FIRE FIGHTING SYSTEMS AND EMERGENCY EQUIPMENT
Under applicable SOLAS regulations all internationally trading vessels (which include any
tanker calling at Westridge) must be built and operated to internationally recognized standards.
Only certified intrinsically safe equipment (e.g. machinery, lighting, communication, etc)
are fitted in areas of the tanker that are outside of her accommodation and main machinery
spaces. Their design helps prevent introduction of electrical ignition sources in areas where
there could be accumulation of combustible vapours.
All tankers are required to carry firefighting systems that consist of water, foam, and
other chemicals. Each system is located appropriate to the relevant area of the vessel, e.g.
engine and machinery spaces, pump room, accommodation, storerooms and paint lockers,

galley, etc. The crew is trained in fire response techniques. Large fire pumps as well as a backup
emergency fire pump are provided for this purpose. In addition, the cargo tanks are protected
using inert gas and there are means to also inert the ballast tanks located in the vessel’s double
hull spaces.
In the event of an emergency all vessels must carry lifesaving equipment for the crew.
This equipment includes life boats, life rafts, and personal life saving equipment. The lifeboats
are capable of emergency launching and are designed to be protected from fire, capable of
operating in a totally enclosed environment and capable of manoeuvring through a fire.
Tankers are required to carry an emergency towage system. Tankers larger than 50,000
DWT are provided the following arrangement to tether the vessel to a tug either on her bow or
stern using:
A chock (fairlead) arrangement, with a minimum Safe Working Load (SWL) of 200
metric tonnes; and
A strong point arrangement, with a minimum Safe Working Load (SWL) of 200
metric tonnes when used with a single eye towing line or grommet.
2.8 OPERATIONAL CHARACTERISTICS
Tankers operating from the current and proposed Westridge terminal do and will
operate in accordance with Standards of Training, Certification and Watchkeeping (STCW). The
STCW requires sea-going personnel to meet standardized regulations of competency for each
position aboard a vessel. Every position is filled with an individual who can demonstrate they
have the required skills and knowledge to perform the tasks required of that position.
Periodical updating of skills and knowledge is mandatory to ensure best practices are being
followed and for the vessel’s officers to maintain their individual certificates of competency.
2.9 GEOMETRICAL CHARACTERISTICS
Geometric characteristics of vessels vary widely and for the purpose of this report two
“design vessels” are selected to represent a range of vessel size anticipated to call at the
terminal based on the current fleet of tankers worldwide. The maximum design vessel is the
largest Aframax vessel available and the minimum design vessel is the smallest Panamax vessel
available. Table 2-1 and Table 2-2 below are examples of the maximum and minimum design
vessels respectively.
In Termpol 3.15 reference is made to an Aframax tanker that is of a size average to that
class of vessel.
Table 2-1: Maximum Design Vessel
Vessel Class: Aframax (Design Maximum)

Vessel Description
Vessel's name (selected as being representative) : SCF Baltica
IMO number: 9305568
Type of vessel: Oil Tanker
Type of hull: Double Hull
Classification society: Det Norske Veritas
Dimensions
Length Over All (LOA): 250 m
Length Between Perpendiculars (LBP): 240 m
Extreme breadth (Beam): 44.0 m
Moulded depth: 22.0 m
Tonnages
Net Tonnage: 35,715
Gross Tonnage: 65,293
Load-line Information
Load-line Freeboard (m) Draft (m) Deadweight (MT) Displacement (MT)
Summer: 6.616 15.422 117,153 137,092
Winter: 6.973 15.101 114,002 133,941
Tropical: 6.295 15.743 120,312 140,251
Lightship: 19.472 2.566 -- 19939
Normal Ballast Condition: 13.788 8.25 48293.7 68692.7
Deadweight Tonnage: 117,153
Cargo And Ballast Handling
Total cubic capacity (98%, excluding slop tanks): 130,213 m3
Slop tank(s) capacity (98%): 2,299 m3
Ballast type: Segregated Ballast Tank
Ballast capacity: 44,390 m3
Number of grades/products can be loaded/discharged: 3
Maximum loading rate per manifold: 2,400 m3/hr
Maximum loading rate for all manifolds: 11,000 m3/hr
Pumping Systems
Pumps No. Type Capacity
Cargo: 3 Centrifugal 3,000 m3/hr
Stripping: 1 Piston 300 m3/hr
Eductors: 1 500 m3/hr
Ballast: 2 Centrifugal 2,200 m3/hr
Table 2-2: Minimum Design Vessel
Vessel Class: Panamax (Design Minimum)

Vessel Description
Vessel's name (selected as being representative): Nestos
IMO number: 9298961
Type of vessel: Oil Tankers
Type of hull: Double Hull
Classification society: Lloyds Register
Dimensions
Length Over All (LOA): 213.354 m
Length Between Perpendiculars (LBP): 206.565 m
Extreme breadth (Beam): 32.292 m
Moulded depth: 18.5 m
Tonnages
Net Tonnage: 16,707
Gross Tonnage: 35,711
Load-line Information
Load-line Freeboard (m) Draft (m) Deadweight (MT) Displacement (MT)
Summer: 6.255 12.286 61,271 72,605
Winter: 6.51 12.031 59,628 70,962
Tropical: 6 12.541 62,915 74,249
Lightship: 16.38 2.164 -- 11,334
Normal Ballast Condition: 12.831 5.71 20,150 31,484
Deadweight Tonnage: 61,271
Cargo And Ballast Handling
Total cubic capacity (98%, excluding slop tanks): 64,006 m3
Slop tank(s) capacity (98%): 6,173 m3
Ballast type: Segregated Ballast Tank
Ballast capacity: 26,079.5 m3
Number of grades/products can be loaded/discharged: 3
Maximum loading rate per manifold: 2,000 m3/hr
Maximum loading rate for all manifolds: 6,000 m3/hr
Pumping Systems
Pumps No. Type Capacity
Cargo: 3 Vertical Centrifugal 2,000 m3/hr
Stripping: 1 Reciprocation 150 m3/hr
Eductors: 1 Liquid Driven 250 m3/hr
Ballast: 2 Vertical Centrifugal 1,125 m3/hr

2.10 CARGO SYSTEM AND OPERATIONS
Cargo transfer systems have been designed to ensure the transfer of cargo occurs in a
totally enclosed system. These systems include in-tank cargo measurements and inert gas
systems. Keeping the entire transfer of goods enclosed prevents the venting of gases into the
atmosphere at the vessel and thus prevents the accumulation of cargo vapors on deck areas
and consequently the danger of fire from such gases if perchance there should be an ignition
source available.
The Cargo system is comprised of tanks, pipes, and pumps. The tanks are in a series of
divided inner hull compartments, which have been mandated through regulations. In case of
tankers of the sizes proposed by the project, each cargo tank would typically be subdivided port
and starboard by means of a continuous fore and aft oil tight bulkhead. Each tank, or
compartment, is connected by a series of pipes and pumps. The aft section of the vessel
contains the pumps, typically there are between 3 or 4 large cargo pumps to serve all the cargo
tanks, however some tankers do carry individual cargo pumps that are dedicated to each cargo
tank but discharge ashore through common large diameter piping. The pumps are used in the
unloading of the vessel. The cargo is pumped from the tanks to on deck manifolds that connect
to the onshore system. When loading the vessel the pumps are bypassed and the cargo is sent
directly into the desired tanks. Figure 2-3 below shows the general configuration of tanks,
pipes, and pumps.
Figure 2-3: General Configuration of Tanker (Shipyard Brodosplit)

Tankers are also equipped with a vapour control system that collects the vapours from
the cargo tanks when loading and sends them ashore to be treated. This system prevents any
vapours in the tanks from being transmitted directly into the atmosphere during loading.
All aspects of a tankers operation require pre-planning and execution with a high degree
of monitoring. Tanker crews are appropriately trained for this purpose and are assisted in port
by terminal staff. For tankers calling Westridge Marine Terminal a Trans Mountain Loading
Master is assigned to each vessel and has appropriate knowledge about tanker operations. The
Loading Master liaises closely with the tanker’s personnel to ensure all safety conditions are
met.
Effective cargo distribution and loading of a tanker is required to ensure that no portion
of the vessel’s hull is unduly stressed. The amount of cargo destined to each tank has to be
carefully pre-calculated in order to meet appropriate draft and trim requirements. To assist the
tanker’s officers in this regard, the vessels are provided with a computer based loading
instrument that offers superior tools for stowage planning, cargo operation monitoring and
damage calculation. Such computers come with a clear, easy-to-use and dynamic graphical user
interface and are most often linked to remote tank measuring instruments that allow remote
monitoring of the filling and discharge rate of the tanker’s cargo and ballast tanks. Necessary
high and overfill light and sound alarms are linked to this instrument and such alarms are also
supplemented through independent means to ensure redundancy.
Tankers that carry crude oil as their primary cargo are provided with permanent tank
cleaning equipment that consists of a number of suitable rotating nozzles, which can be
powered by water or crude oil. When a tank has been emptied of its content crude oil is run
through the nozzles to wash out the tank of residues. Occasionally the tanks might also require
to be washed with water in preparation of inspections and surveys. Westridge Marine Terminal
does not allow tankers to conduct any type of tank washing at the terminal. Further
information on the tanker’s cargo transfer equipment and procedures are available in Termpol
3.11.
2.11 CARGO TANK CONFIGURATIONS
Cargo tank configurations for double hulled vessels, depending on the size of the vessel
include:
Center longitudinal oil tight separation bulkhead that reduces cargo sloshing and
increase cargo flexibility; and
Double longitudinal oil tight separation bulkheads creating port, center, and
starboard tanks.
All configurations generally include two or three slop tanks at the rear of the cargo
space area, next to the pump room, which have been designed to facilitate the collection and
separation of oil and water mixtures after tank cleaning.

Figure 2-4: Schematic Tank Configuration - Longitudinal Oil Tight Bulkhead Source: www.teekay.com
Figure 2-4 has 14 tanks located in seven pairs longitudinally along the vessel with an oil
tight bulkhead running down the center of the tanks. The bulkhead prevents transverse cargo
sloshing and transfer, as well as provides additional longitudinal strength.
This configuration results in:
A large number of smaller uniform tanks allow for flexible cargo planning
Reduced cargo sloshing ;
More cargo flexibility and loading options;
Good crude oil washing results; and,
Less cargo loss in the event of a single tank breach.
2.12 ADDITIONAL PARTICULARS AND CHARACTERISTICS
Additional particulars and characteristics of the actual ships that will call at Westridge
Terminal are specified by the Oil Companies International Marine Forum (OCIMF) in Ship
Inspection Report Programme (SIRE). The SIRE Programme is a risk assessment tool used to
determine the suitability of a vessel before it berths at the terminal. These particulars include:
Vessel Description – All general information required for identifying and contacting
the vessel such as: name, IMO number, builder, flag, call sign, port of registry,
satcom phone number, type, hull type, etc;
Classification – Vessel classification society and all changes to this classification; A
Classification Society is an organization that establishes and maintains technical
standards for the construction and operation of ships. The society validates that
construction is according to these technical standards and carries out regular

inspections and surveys to ensure compliance with the standards. Often Flag States
authorise Classification Societies to certify and inspect the vessels in their registry on
their behalf.
Table 2-3: Classification Societies
Name Abbreviation Date Head Office IACS EMSA
Lloyd’s Register of Shipping LR 1760 London X X
Bureau Veritas BV 1828 Paris X X
Registro Italiano Navale RINA 1861 Geneva X X
American Bureau of Shipping ABS 1862 Houston X X
Det Norske Veritas DNV 1864 Oslo X X
Germanischer Lloyd GL 1867 Hamburg X X
Nippon Kaiji Kyokai NKK 1899 Tokyo X X
Notes: IACS – International Association of Classifications Societies
EMSA – European Maritime Safety Agency
Dimensions – LOA, LBP, beam, breadth, depth, and overall dimensions;

Tonnages – Net and gross tonnage;
Load-line Information – Freeboard, draft, deadweight, and displacements for summer, winter,
tropical, lightship, and normal ballast condition;
Ownership and Operation – Contact information for registered owner, technical operator, and
commercial operator;
Vessel Certification and Documentation – All required vessel certifications with issue and expiry
dates;
Crew Management – Details of manning agency, vessel master, officers, and crew. Including all
training certifications, nationality, and language.
Cargo and Ballast Handling – Cargo and ballast tank capacities and capabilities including pumping
system details;
Navigation Equipment – Full details of all navigational equipment and instruments onboard;
Safety Management – Details of Safety Management System (SMS) such as firefighting and
lifesaving procedures and equipment;
Operational History – Details of any incidents or accidents involving the vessel;
Pollution and Prevention – Emission details for pollution prevention equipment and policies;
Structural Condition – Condition details of cargo tanks, coatings, anodes, etc. And planned
maintenance and inspection programs in place;
Inert Gas Systems (IGS) and Crude Oil Washing (COW) Systems – Details of IGS and COW
equipment and operational procedures;
Mooring Systems – Details of mooring equipment and layout, and emergency towing system;
Communications and Electronics – Vessel external and internal communication systems onboard,
including Global Maritime Distress Safety System (GMDSS), Search and Rescue (SAR) capabilities,
and survival craft radios;
Engine Room and Steering Gear Systems – Details of vessels main propulsion, thrusters,
generator, compressors, bunker types and capacities, steering gear and engine room details; and
Vetting – SIRE and CDI inspection dates and locations.

3. TANKER VETTING
Every tanker that calls at the terminal is vetted and approved prior to its entry into
Canadian waters. Vetting is carried out both by Transport Canada as part of the port state
control, as well as Trans Mountain as part of the terminal’s operating practices. Canadian
maritime regulations are outlined in the Canada Shipping Act and are regulated and enforced
by both Transport Canada and Fisheries and Oceans Canada. The Canada Shipping Act is based
on the regulations stipulated in the International Maritime Organization (IMO) created by the
United Nations to prevent pollution and improve maritime safety.
3.1 RIGHT TO REJECT VESSEL
The pipeline shippers utilizing the transportation services of Trans Mountain Pipeline
are responsible to nominate a suitable vessel to receive or deliver petroleum at Westridge
Terminal. The rules and regulations governing the transportation of petroleum utilizing the
pipeline facilities of Trans Mountain Pipeline ULC directs as follows:
A shipper tendering petroleum for delivery to the Westridge Terminal is required to

submit a Vessel Proposal Form to Trans Mountain Pipeline ULC prior to the Shipper’s
first batch leaving the Receipt Point.
Trans Mountain Pipeline ULC shall have the right to reject any vessel proposed by the
Shipper that does not meet the safety, odour recovery, dimension or other standards
and criteria as set from time to time by the Harbour Master of Vancouver, British
Columbia and/or Trans Mountain Pipeline ULC.
3.2 TANKER ACCEPTANCE
Prior to any cargo transfers involving a tanker berthed at the Terminal, a two stage
tanker acceptance process will be conducted as follows:
Tanker pre-screening for scheduling purposes
Tanker physical inspection
The objective of the tanker acceptance process is to ensure tanker operations do not
endanger personnel, the public, or the environment. To meet this objective, the tanker
acceptance process requires that tankers accepted for cargo transfer operations at the
Terminal:
are configured appropriately for safe cargo transfers
have no outstanding inspection deficiencies that would materially affect safety or

transfer of cargo

After a review of the initially available information provided by the Shipper as part of
the pre-screening for scheduling purposes process, international databases (public and
proprietary) Trans Mountain may either accept or deny scheduling of the vessel to the
Terminal.
A vessel that has been deemed acceptable at the conclusion of the pre-screening for
scheduling purposes process shall undergo, and successfully pass, a further physical inspection
prior to being granted final permission to transfer cargo at the Terminal. This inspection shall
be conducted by the Trans Mountain Loading Master and the results of this inspection shall be
documented.
The tanker acceptance process shall be performed before and every time a vessel is
scheduled to arrive in PMV for the purposes of cargo transfer at the Terminal. This process
shall be performed regardless of whether or not the vessel has been accepted at the Terminal
during a previous voyage. However, once accepted and if the schedule requires, the vessel may
berth multiple times during a single voyage to allow cargo to be transferred in separate lifts.
The tanker acceptance process is not intended to, under any circumstances:
Interfere with the normal safe operation of the vessel; or
Interfere, replace, or assume the Masters', Owners', Carriers', Managers' own

obligations and responsibilities; or
Interfere replace, or substitute any function or responsibility of Public Authorities or

organizations, whether national or international, and/or of Classification Societies.
3.2.1 Tanker Pre-Screening for Scheduling Purposes
Shippers wishing to transfer cargo at the Terminal shall follow the normal nomination
process for movement of product. The Shipper establishes the quality of the vessel proposed to
transfer cargo at the Terminal by undertaking an industry recognized vessel vetting process.
The Shipper shall be provided access to Trans Mountain’s acceptance criteria document in
order to assist their vessel selection process. From time to time, a review of the Shipper’s vessel
selection and proposal process will be conducted to further support the objectives of this
process.
Upon receipt of a proposed nomination from a Shipper for a cargo transfer at the
Terminal the Shipper Services group shall send a Vessel Proposal Form and Vessel Loading Cover
Letter to the Shipper. The cover letter provides guidance to the Shipper on the tanker
acceptance process.
The Shipper shall complete and return the Vessel Proposal form and a completed
Intertanko Q88 questionnaire to the Shipper Services group at least fourteen days prior to the
requested cargo transfer date.

Upon receipt of the completed Vessel Proposal form and Q88 questionnaire, the
Shipper Services group shall relay this information to the Loading Master for review and
investigation of the proposed tanker to ensure compliance.
Upon completion of the review and investigation of the Vessel Proposal form and Q88
questionnaire, the Loading Master shall advise in writing of his recommendation to accept or
reject the proposed vessel.
Based on the recommendation of the Loading Master, the director of Western Region
Operations will render an initial vessel acceptance or rejection decision. This decision will be
communicated in writing to the Shipper by the Shipper Services group. A Shipper whose vessel
failed this process may request a further review based on additional information.
3.2.2 Tanker Physical Inspection
Where a decision has been made to accept a vessel for scheduling purposes at the
conclusion of the initial review process, the Loading Master will send a Pre-Arrival Checklist to
the vessel’s Master.
The pre-arrival checklist must be completed by the Master or his designate and returned
to the Loading Master for review at least twenty four hours prior to vessel arrival at the Victoria
Pilot Station.
Non-compliance with the pre-arrival checklist may result in delay or refusal of berthing
and/or cargo transfer.
The Loading Master will board the vessel and conduct a physical inspection to check
requirements of ISGOTT (International Safety Guide for Oil Tankers and Terminals) are being
met.
3.3 INTERNATIONAL SAFETY MANAGEMENT CODE (ISM CODE)
Developed by the IMO, the ISM Code provides vessels with an international standard for
safe management and operational practices for safety at sea and pollution prevention. An ISM
Certificate is issued only after a process of extensive and stringent audit of the vessel operator
and vessel has been satisfied. A ship will not be allowed to leave port if a vessel does not
comply with the requirements of its ISM Certificate.
3.4 ADDITIONAL VESSEL VETTING
Other organizations that inspect and monitor the condition of tankers are:
Flag State – The authority of the flag state to which the vessel belongs inspects the
vessel periodically. These inspections are focused on the safety of the vessel and
personnel and their operating practices. Trans Mountain will only accept vessels

where the Flag state is a country on the Tokyo MoU White List and meet the flag
criteria for a low risk ship as listed by the Paris MoU.
Port State and/or Coast Guard – Governments perform periodic inspections of
vessels through appointed inspectors or Coast Guard. In Canada this role is
performed by personnel from Transport Canada’s Ship Safety Branch, who inspect
every deep sea vessel upon its first entry into Canadian waters and at annual
intervals thereafter. These inspections ensure that the vessels comply with IMO and
Canada Shipping Act standards of safety and operational condition.
Class – The classification society periodically inspects, carries out detailed surveys of
vessels and issues certificates for navigational safety, safety equipment, pollution
equipment, machinery, structural and vessel condition. This association is appointed
by the vessel owners. A vessel without valid Class certificates will not be accepted,
nor will she be able to be employed on commercial ventures. Owners – Vessel
owners appoint staff such as, vessel managers and ship officers to ensure that the
vessel is maintained to required operational condition. Reputable owners ensure
that the vessel is maintained to a high standard for their customers.
Insurers – Insurers of the vessel carry out periodical inspections to ensure all
conditions of her insurance are met. Vessels must be in Class to retain insurance
cover.
Third party vetting agencies and associations.
The shipping industry, especially for transportation of petroleum products, is well
regulated by the above agencies, however OCIMF –SIRE (Oil Companies International Marine
Forum - Ship Inspection Report Programme) conducts an independent program to ensure that
tankers are appropriately maintained, protecting society and the environment. Trans Mountain
only accepts tankers that participate in the SIRE program.

4. TERMINAL REGULATIONS FOR VESSEL ACCEPTANCE
4.1 GENERAL REQUIREMENTS
The vessel shall have an inspection report entered in the SIRE database that is not less
than 6 months old on the nominated date of loading from the Terminal. During screening, the
Terminal shall review the SIRE database for any observations on record that may pose a safety
or operations risk. The vessel, owner, or operator shall be requested to explain any anomalies
noted. The Ship's Master shall have reviewed, and agreed to in writing, the terms and
conditions specified in the tanker acceptance criteria.
4.2 VESSEL AGE REQUIREMENTS
A tanker shall be less than 15 years old on her nominated Terminal loading date. The
only exception to this may apply if the tanker remains less than 20 years old on the estimated
date of becoming free of cargo loaded from Westridge terminal. Tankers over 15 years of age
shall be Condition Assessment Program (CAP) rated with a minimum rating for its hull in
accordance with the following equivalency tables:
ACP Provider Name of CAP Equivalent Program

LR: Lloyds Register of Shipping (Ship Assessment Scheme, SAS)
GL: Germanischer Lloyd (Condition Assessment Survey, CAS)
DNV: Det Norske Veritas (Condition Assessment Programme, CAP)
ABS: American Bureau of Shipping (SafeHull Condition Assessment Survey)
BV: Bureau Veritas (Harmonized Condition Assessment Programme, HCAP)
Vessel’s owner shall provide a letter of equivalency from the
Others
CAP provider
CAP description according to various Class societies as described below and within
which the acceptance periods are considered acceptable
LR/DNV/ABS GL BV Acceptance Period

As new (5) As new or superficial 4 years from date of
New condition (1)
Negligible waste/wear (4) reduction only (1) survey
3 years from date of
Minor defect (2) Moderate waste/wear (3) Minor defect (2)
survey
4.3 VESSEL CONSTRUCTION REQUIREMENTS
The vessel shall be of double hull construction.
A tanker’s entire cargo tank area must be either provided with oil-tight center-line
bulkheads or designed with center-tanks and wing-tanks.
A tanker’s control room should be so situated as to allow the operator a view of the
cargo deck area, including the manifolds.

Tankers must meet specific physical dimensions for the berth.

A vessel’s cargo deck area must be suitably provided with scupper bar (fish plate) to
allow for containment of any oil on deck. The aft scupper bar should be of 14" height at side
but may reduce to a minimum of 12" towards the centerline of the vessel.
Vessels should have reasonable means to limit water collecting on deck and contain it in
onboard tanks, including cargo slop tanks.
4.4 VESSEL EQUIPMENT REQUIREMENTS

The vessel shall be equipped (including mooring systems) in accordance with her age
and size, Flag/State and Class requirements. (Refer to SOLAS, MARPOL, OCIMF, etc.). A copy of
her Class Certificate shall be made available upon request. All vessels over 5000 mt DWT shall
carry a minimum of eight (8) mooring lines on powered winches. Mooring lines may be of wire
or synthetic material and construction suitable for the purpose. In case of wire or HMPE,
suitable mooring tails shall also be provided.
A vessel nominated to receive cargo at the Terminal shall be fitted with a Vapour
Recovery System with capacity to connect to a 406 mm (16 inch) or 254 mm (10 inch) vapour
recovery line.
All vessels nominated to handle crude oil at the Terminal shall be equipped with an
approved inert gas system. Cargo tanks will be inerted in accordance with ISGOTT
recommendations.
The vessel must be compliant with the requirements established by PMV Harbour
Operations Manual and further described in the PPA’s requirements. Particular focus shall be
placed on the capacity of fitted towing strong points.
The vessel shall be fitted with an IMO approved ECDIS, which uses "official" electronic
navigational charts.
Tankers shall have individual pressure sensors with means of recording tank pressure
fitted to each cargo oil tank if calling PMV during times of the year when ambient temperature
is expected to reach or exceed 23°C.
4.5 REGULATORY COMPLIANCE
The vessel shall carry certification that verifies that she is built and operated in
accordance with all relevant local and international laws and regulations, in particular the
Canada Shipping Act and IMO provisions, as well as industry standards.
The vessel shall be registered under the Flag of a country on the Tokyo MoU White List
and meet the flag criteria for a low risk ship as listed by the Paris MoU.
The vessel shall be classed with a member of IACS and shall comply with the applicable
class rules.

The vessel shall have onboard officers and ratings licensed in accordance with the
relevant Flag state and latest Standards of Training and Certification Watchkeepers (STCW)
regulations, or equivalent.
The vessel shall comply with the provisions of the relevant rules regarding International
Transport workers Federation (ITF)2 compliance and carry a "Blue Card" or alternatively, a
special agreement letter.
The vessel shall be entered with a P&I club that is a member of the International Group
of P&I Clubs and carry the maximum oil pollution cover normally extended by the P&I club,
relevant to her size. This will be verified with a Certificate of Entry.
The vessel shall, prior to her entry into Canadian waters, enter into an agreement
appointing Western Canada Marine Response Corporation (WCMRC) as the designated Spill
Response Agency in Canadian waters.
4.6 TECHNICAL AND OPERATIONAL REQUIREMENTS

The vessel shall be up-to-date with all Class inspection and survey requirements for
vessels of her age without any pending or overdue Conditions of Class.
The vessel shall carry and implement a Ballast Water Management Manual, which
should be Class approved. The Loading Master shall review records.
The vessel shall be capable of operating under "closed" cargo transfer condition.
The vessel will ensure continuous monitoring of the cargo deck and manifold area
during cargo transfer.
The vessel shall have in operation equipment that prevents the overboard discharge of
untreated sewage.
The vessel shall secure all bilge overboard discharge valves under charge of the Chief
Engineer prior entry in to the Canadian exclusive economic zone (EEZ) and those shall remain
secured until the vessel has departed the Canadian EEZ.
The vessel shall use fuel in main engines and auxiliary engines that is in accordance with
prevalent rules and regulations of the port and region.
2
The International Transport Workers' Federation (ITF) is an international trade union federation of transport
workers' unions. Around 700 unions representing over 4.5 million transport workers from some 150 countries are
members of the ITF. It is one of several Global Federation Unions allied with the International Trade Union
Confederation (ITUC). The ITF represents the interests of transport workers' unions in bodies which take decisions
affecting jobs, employment conditions or safety in the transport industry, such as the International Labour
Organisation (ILO), the International Maritime Organisation (IMO) and the International Civil Aviation Organisation
(ICAO). The ITF's headquarters is located in London and it has offices in Nairobi, Ouagadougou, Tokyo, New Delhi,
Rio de Janeiro, Amman, Moscow and Brussels.

4.7 CREW QUALIFICATIONS AND CONDUCT REQUIREMENTS

Officers and crew serving in a position that require them to communicate with others
regarding navigation, loading/discharging and bunker operations, shall have verbal proficiency
in English sufficient to carry out these duties.
All vessel officers shall have operational experience on similar vessels. On tankers,
officers shall possess combined time in rank on similar vessels to meet the following criteria:
Senior Deck officers (Master and Chief Officer) – 36 months;
Senior Engine officers (Chief Engineer and his immediate subordinate) – 36 months.
The vessel shall have an onboard Drug and Alcohol Implementation Policy that meets
OCIMF recommendations.
The vessel shall have implemented onboard a Ship Security Plan appropriate to her Flag.
Once within Canadian EEZ, the Master shall be under instructions from Owners to
immediately notify Authorities and the Terminal in case of any incident affecting safety or the
environment as well as loss of propulsion.
WCMRC shall be immediately notified by the Master in case of any oil spill, however
minor.
The Master shall be familiar with means to promptly obtain (in case of need)
computerized, shore-based damage stability and residual structural strength information and
will confirm that she/he has the authority to do so directly without awaiting additional approval
from the Owner.
4.8 LOCAL OPERATING REQUIREMENTS
All vessels shall conduct operations within Canada, specifically PMV, in accordance with
any additional guidance provided by the Terminal, and always respectful of the rights of the
residents in surrounding neighbourhoods to not be unnecessarily disturbed by noise, odours
and health or other concerns from vessel operations. Such additional instructions may be
verbal or written in nature and shall be issued by the Loading Master.
Any vessel destined to/from the Terminal shall respect and remain outside the voluntary
Tanker Exclusion Zone off the West Coast of Vancouver Island, both while laden or in ballast.
The vessel shall always navigate within the designated marine traffic corridors and
comply with relevant rules of the Pacific Pilotage Authority (PPA) and Port Metro Vancouver, as
amended from time to time. The appointed ship's agent must confirm that those have been
shared with the vessel's Master.
A vessel planning to depart Canada via the Juan de Fuca Strait shall agree that, upon
exiting the Juan de Fuca Strait, it will steer a course no more northerly than due West (270°) till
the vessel is outside Canadian EEZ (200 NM from coast of Canada).
The Terminal may monitor the vessel’s position from the time her nomination to load is
accepted until she leaves the Canadian EEZ.

5. REFERENCES
GloBallast. (n.d.). The IMO Ballast Water Management Convention. Retrieved from GloBallast:
http://globallast.imo.org/index.asp?page=mepc.htm&menu=true
International Chamber of Shipping. (2006). International Safety Guide for Oil Tankers and
Terminals (ISGOTT). Oil Companies International Marine Forum (OCIMF).
MarineTraffic.com. (n.d.). Retrieved 04 02, 2013, from MarineTraffic.com:

http://www.marinetraffic.com/
Shipyard Brodosplit. (n.d.). Tankers Brodosplit Shipyard. Retrieved October 23, 2013, from
Nautic Expo: http://pdf.nauticexpo.com/pdf/brodosplit-shipyard/tankers/32260-
16931.html#search-tanker
Transport Canada. (1984). Standard For Inert Gas Systems - TP 04295E. Ottawa: Canadian
Government.

APPENDIX A:
VESSEL SPECIFICATION DATABASE

(A) AFRAMAX – DOUBLE HULLS ONLY
Table A-1: Aframax Vessel Characteristics
Measurement Minimum Maximum Average

LOA (m) 210.5 272.5 244.3
LBP (m) 203.0 260.6 233.9
Beam (m) 32.2 48.8 42.4
Draught (m) 11.6 22.5 14.7
Deadweight Tonnage 81408 119456 106921
3
Capacity by Volume (m ) 24842 134597 116583
Source: Clarkson Register
(B) PANAMAX – DOUBLE HULLS ONLY
Table A-2: Panamax Vessel Characteristics
Measurement Minimum Maximum Average
LOA (m) 182.9 257.4 227.3

LBP (m) 175.5 236.0 218.1
Beam (m) 32.0 40.0 32.7
Draught (m) 11.3 14.7 13.9
Deadweight Tonnage 60442 78532 72112
Capacity by Volume (m3) 64000 88652 78761
Source: Clarkson Register

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TERMPOL 3.

777 W. Broadway, Suite 301

M&N Project No. 7773

Prepared by: Reviewed by:

MOFFATT & NICHOL MOFFATT & NICHOL

James Traber, EIT. Ron Byres, P.Eng.

Revision Purpose of Issue Date Author Reviewed Approved

1.1 CONTEXT .............................................................................................................................................................1

2. SHIP PARTICULARS AND CHARACTERISTICS ....................................................................................................... 3

2.1 GENERAL TANKER DESCRIPTION .........................................................................................................................3

3. TANKER VETTING ............................................................................................................................................. 15

3.1 RIGHT TO REJECT VESSEL ...................................................................................................................................15

4. TERMINAL REGULATIONS FOR VESSEL ACCEPTANCE ........................................................................................ 19

4.1 GENERAL REQUIREMENTS.................................................................................................................................19

APPENDIX A: VESSEL SPECIFICATION DATABASE ................................................................................................. 24

Termpol 3.9: Ship Specifications i

Termpol 3.9: Ship Specifications ii

Termpol 3.9: Ship Specifications 1

1.2 VESSEL OWNERSHIP AND LIABILITY

Termpol 3.9: Ship Specifications 2

2. SHIP PARTICULARS AND CHARACTERISTICS

2.1 GENERAL TANKER DESCRIPTION

Figure 2-1: Typical Tanker Layout

Termpol 3.9: Ship Specifications 3

2.2 DOUBLE HULLS

Figure 2-2: Double Hull Tanker Design

Termpol 3.9: Ship Specifications 4

2.4 INERT GAS SYSTEM

2.5 SEGREGATED BALLAST

Termpol 3.9: Ship Specifications 5

Dilution or Flow-through Exchange Method:

Termpol 3.9: Ship Specifications 6

Onboard navigational equipment is regulated under IMO regulations and at a minimum

2.7 FIRE PREVENTION, FIRE FIGHTING SYSTEMS AND EMERGENCY EQUIPMENT

Termpol 3.9: Ship Specifications 7

2.8 OPERATIONAL CHARACTERISTICS

2.9 GEOMETRICAL CHARACTERISTICS

Table 2-1: Maximum Design Vessel

Vessel Class: Aframax (Design Maximum)

Termpol 3.9: Ship Specifications 8

Vessel Class: Panamax (Design Minimum)

Termpol 3.9: Ship Specifications 9

Termpol 3.9: Ship Specifications 10

2.10 CARGO SYSTEM AND OPERATIONS

Figure 2-3: General Configuration of Tanker (Shipyard Brodosplit)

Termpol 3.9: Ship Specifications 11

2.11 CARGO TANK CONFIGURATIONS

Termpol 3.9: Ship Specifications 12

Termpol 3.9: Ship Specifications 13

Dimensions – LOA, LBP, beam, breadth, depth, and overall dimensions;

Termpol 3.9: Ship Specifications 14

3.1 RIGHT TO REJECT VESSEL

A shipper tendering petroleum for delivery to the Westridge Terminal is required to

3.2 TANKER ACCEPTANCE

Tanker pre-screening for scheduling purposes

Tanker physical inspection

have no outstanding inspection deficiencies that would materially affect safety or

Termpol 3.9: Ship Specifications 15

Interfere with the normal safe operation of the vessel; or

Interfere, replace, or assume the Masters', Owners', Carriers', Managers' own

Interfere replace, or substitute any function or responsibility of Public Authorities or

3.2.1 Tanker Pre-Screening for Scheduling Purposes

Termpol 3.9: Ship Specifications 16