BP Operating Manual Confidential

BP Operating Manual,

Third Party Managers.

(OIL)

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BP Operating Manual Confidential

Silinmiş: ¶
INTRODUCTION RECORD OF NEW OR
CORRECTION SHEETS
This manual is issued to all bp Shipping ‘controlled vessels’. This includes Time Charter vessels and bp INSERTED¶
¶
vessels under management by Companies external to bp Shipping. This Manual is intended to standardise the New or correction sheets are
controls which are in place over the differing range of contract types and is written on an ‘exception’ basis. issued under a serial number and
date, which is noted on the bottom
All controls apply to bp vessels, where specific sections do not apply to Time Charter vessels this will be right corner of each sheet. This
clearly stated and the information contained within such sections available on an information basis only. serial number and date together
with the signature of the corrector
are to be entered below. In the
Your ship will be administered by the Operations Division of BP Shipping located in Singapore, event of a serial number not being
received, BP Shipping must be
Hemel Hempstead (Sunbury) and London. notified by letter immediately.¶
¶

The purpose of this Manual is to provide Masters of ships controlled by bp with the basic information and
instructions necessary for the efficient performance of the obligations arising under the relevant contract.

This Manual is intended to cover the general instructions considered to be a minimum for a bp-controlled Silinmiş: The contractual
relationship between Owners and
vessel. It is intended to supplement voyage instructions, which will continue to be issued. Charterers is defined in the Charter
Party and nothing contained in this
Manual has the effect of varying,
All reasonable efforts will be made to maintain this Manual in an up to date condition by issuing or shall be construed as copying,
amendments reflecting commercial, operational, and legal developments. To this end, Masters are welcome in any way the terms of the Charter
Party.¶
at all times to make suggestions for improvements in the content of the Manual and in particular to bring to ¶
BPS’s attention any actual or anticipated operational difficulty arising from the use of this Manual. Any such Silinmiş: notice
amendments should be addressed to [email protected]

The text of this Manual is based on BPS Policies and Procedures applicable to its directly managed ships. Silinmiş: &

All operations should be conducted with due regard to the contents and safety recommendations contained in Silinmiş: It is implicit
throughout the Manual that a
the ISGOTT (International Safety Guide for Oil Tankers and Terminals) Manual (as amended from time to
time) together with all applicable International Regulations and International Industry Practices. The vessel
should at all times operate within the guidelines of the Operators ISM Safety Management System. This
Manual is not designed to take the place of such a system, but to reinforce it with specific requirements of the
disponent owner/charterer..

This Manual is CONFIDENTIAL, and nothing in it, or in other related bp publications, may be given to any
person or party without the prior permission of BPS. All bp publications must be retained at all times
onboard the ship to which they were originally issued and upon termination of the Management Agreement
all such publications issued by bp must be returned to BPS.

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BP Operating Manual Confidential

Record Of Amendments

New or correction sheets are issued under a Correction Number and date. This Correction Number and date
should be entered in the table below. In the event of a Correction Number being missed BP Shipping should
be notified immediately.

Correction
Correction. Date Issued Date Inserted Signature
No.

1 New Edition 24/04/2003

2 New Edition Jan 2004

Silinmiş: ¶

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BP Operating Manual Confidential

CONTENTS
SECTION 1. Emergency Procedures

1.1 Emergency/Casualty Reporting Procedures

1.2 Notification Message
1.3 BP Shipping Response
1.4 Test Procedures
1.5 Crew-lists
1.6 Emergency Situation Responsibilities Matrix
1.7 Ship Security
Silinmiş: ¶
SECTION 2. Pollution Control ¶

2.1 Introduction
2.2 Oil Spillage
2.3 Oil Pollution Legislation and Industry Guidelines

SECTION 3. Communications Silinmiş: ¶

Silinmiş: 3
3.1 Mail Address
3.2 Telex / E-mail Communications
3.3 Telephones and Fax
3.4 Acknowledgement of Messages
3.5 Pre-Arrival Messages to Agents
3.6 Documentation
3.7 Forwarding of Documents
3.8 Response Time Pre Fixture
3.9 Master’s Handover Notes

SECTION 4. General Instructions Silinmiş: 4

4.1 Acceptance of Orders

4.2 Completion of BP Forms
4.3 Notes of Protest
4.4 Notice of Readiness
4.5 Liaison with Shore
4.6 Heat of Cargo (if applicable)
4.7 Variation of Nominated Quantities
4.8 Safe Condition
4.9 Loading Rates
4.10 Ullages
4.11 Discrepancy of Loaded Quantities
4.12 Water in Cargo
4.13 Early Departure Procedure
4.14 Bills of Lading
4.15 Discharging against Letter of Indemnity
4.16 Connecting and Disconnecting Hoses
4.17 Lightering
4.18 Cargo Handling
4.19 Ballast
4.20 Bunkers
4.21 Water, Stores and Lubricating Oil
4.22 Change of Master
4.23 Monthly Bunker Reporting
4.24 Use Of Inert Gas
4.25 Navigation
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4.26 Ballast Water Exchange
4.27 Cargomax loadcase conditions
4.28 OCIMF VPQ
4.29 H2S Measurement
4.30 Vessel Performance Survey
4.31 Reporting for Security/Insurance Purposes
4.32 Facilitation Payments
4.33 Terminal Feedback Form

SECTION 5. Vessel Reporting Requirements Silinmiş: 5

5.1 Introduction
5.2 Incident Reporting
5.3 Environmental Emission Reporting
5.4 Data Reporting
5.5 Voyage Communications
Silinmiş: ¶
SECTION 6. Cargo Tank Preparation & Quality Guidelines

6.1 Scope Of Instructions

6.2 Responsibility
6.3 Safety Precautions
6.4 Instructions Received with Lading Orders
6.5 Standard Required
6.6 Bottom and Line Flushing
6.7 Elimination Of Water In Special Cargoes
6.8 Retained Residues
6.9 Tank Washing
6.10 Cargo and Associated Lines
6.11 Product Quality
6.12 Tank Cleaning Guidelines

SECTION 7. Ship Managers Requirements

7.1 Organisational Chart

7.2 Annual Performance Contract
7.3 Risk Profile Matrix/HSE Action Plan
7.4 Performance Reporting
7.5 Quarterly Superintendents Report
7.6 Monthly Vetting Approvals
7.7 Quarterly Incident Summary
7.8 Flag, Class and SIRE reports
7.9 Quarterly Guarantee Claims Report
7.10 Manning Data
7.11 Pre Joining Briefings
7.12 Preferred Suppliers
7.13 Emergency Response Exercises

ANNEX. Examples of Completed Forms Silinmiş: Schedule to

Charterparty
A1 Time Sheet
A2 Bunker Oil Statement (C5)
A3 Cargo Tank Report
A4 Hourly Pumping Log

Additional Regional/Product Annex as required

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BP Operating Manual Confidential

SECTION 1 - EMERGENCY PROCEDURES

1.1 Emergency/Casualty Reporting Procedures

1.2 Notification Message

1.3 BP Shipping Response

1.4 Test Procedures

1.5 Crew –lists

1.6 Emergency Situation Responsibilities Matrix

1.7 Ship Security

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1.1 Emergency/Casualty Reporting Procedures

1.1.1 Ship casualties are the responsibility of the ship owner who must be immediately advised of any
emergency situation in accordance with individual company procedures.

1.1.2 Legislative notifications must be made in accordance with the area in which the ship is situated. The
IMO “Shipboard Oil Pollution Emergency Plan” prepared for your ship gives details of the
international requirements applicable to oil spill or potential oil spill casualties.

When the ship is within 200 miles of the coast of the United States, The United States Coast Guard
approved “Vessel Response Plan” details the notification procedures required.

1.1.3 In the event that your ship is involved in an emergency such as a fatality or multiple serious injuries,
collision, grounding, fire, pollution or other incident where immediate assistance is required or
adverse reaction from authorities, media, non governmental organisations or the general public may
be expected, you are requested to notify BP Shipping immediately. The aim of the procedure is to
speed up the response to an emergency, with benefit to all concerned.

BP requires ALL Emergency incidents that seriously threaten the immediate or future safety of
people, the environment, property or business to be reported. Emergency incidents include actual or
probable; fatalities, serious injuries, marine pollution, collision, grounding, fire, explosion, and
situations where the vessel is exposed to adverse reaction / publicity from authorities, the media, the
general public or other credible source. In addition the unplanned loss of any oil, chemical or gas
from tanks, pipes and hoses to the deck/environment must be reported. Finally, any breach of vessel
security where actual or probable loss of control over vessel operations, or harm to people, or, damage
to the environment did or could have occurred, shall be reported. This instruction is to be followed
for BP Casualty Emergency notification.

CASUALTY MESSAGES MUST BE SENT BY TELEX (not E-Mail)

Notification depends on the vessels geographical location.

West of 30 degrees West to 180 degrees

Notification by telephone to: Naperville (USA) +1 (630) 961 6200

Followed by a telex to BP Shipping USA (telex 6738208) containing the words
BP CASUALTY

Rest of the world

Notification by telex to: BP Shipping UK (telex 290851 BPSHIP G) copied to BP London
(telex 888811 BPLDN G) containing the words BP CASUALTY
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The words BP CASUALTY should appear at the beginning of the first line of text immediately
following the address. The words BP CASUALTY must have no spaces, stops or commas
between b and p and may be in the upper or lower case.

1.2 Notification Message Silinmiş: (such as collision,

grounding, fire, pollution etc.), the
Master should immediately send a
Notification by either telephone or telex should contain the following information: telex informing BP Shipping of
such an emergency. The message
should be sent to BP Shipping
telex number 290851 and must be
prefixed with the words BP
a- Name of ship CASUALTY.¶
¶
It is most important that the
b- Nature of the emergency, eg fire, explosion, pollution etc. prefix BP CASUALTY is sent as
shown, with no stops, commas or
spaces between B and P. Upper
c- Position of the ship or lower case is acceptable. This
is required in order that the
automatic alert system is activated.
d- Name, nationality and type of any other ships involved (see Section 1.3)

Telexes bearing the words BP

e- Nature and extent of any damage CASUALTY must also be copied
to the BP London telex system on -
888811 - (this requirement also
f- Any injuries/fatalities applies to urgent telexes requiring
immediate out of hours action).
The BP London telex system is
g- State of sea and weather (present and forecast) operated on a 24 hour basis.

The duty ship operator can be

h- Whether towage is required contacted for emergency only on
44 (0) 1442 224477. The number
is available 24 hours per day. ¶
i- Is the situation escalating or under control ¶
The telephone numbers of those
listed above can be found in the
j- Time of casualty BPS Private and Office Telephone
numbers Booklet.¶
k- Situation regarding cargo ¶
¶
¶
l- Charterer ¶
¶
¶
m- Cargo Type and quantity onboard ¶
¶
¶
n- Cargo owner (If known) ¶
Silinmiş: Casualty messages
should contain the following
o- Date, time and origin of report information:-¶

p- Any other relevant comments

If the incident involves an oil spill or the potential for an oil spill, the following additional information
should be sent: -

q- The local time, date and location of the spill.

r- Name of the installation (if in port) and whether jetty, SBM etc.

s- Type or oil eg crude, black, white lubricating etc.

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t- Cause of the spill if known

u- Estimated quantity of spill.

v- Estimate rate of spill if continuing

w- Whether clean up has been commenced by ship or third party

1.3 BP Shipping Response

1.3.1 The BP Shipping telex system number – 290851 BPSHIP G - has the facility to recognise an
incoming telex prefixed with the words BP CASUALTY. The effect of prefixing a message with
these words is as follows:

a) It displays the word “EMERGENCY TELEX RECEIVED” prominently on the screen of every Silinmiş: D
telex system user currently logged onto the system.

b) It alerts responsible shipping persons who will be carrying radio pagers by transmitting the first Silinmiş: Call
240 characters of text of the message to the pagers. Silinmiş: are

1.3.2. When the telex is sent to the BP London telex number - 888811 BPLDN G- the duty telex operator in Silinmiş: On receipt of the
message copied to the
London will act as follows:-
Silinmiş:

a) Forward the telex to BP Shipping telex number, thus activating the pagers. Silinmiş: operator at telex

Silinmiş: After hours during

weekdays (1700 hours through to
b) Contact any one of the duty response team, preferably the Duty Ship Operator and advise them 0900 hours) activate the radio
of the information. pager numbers call out system.¶
Silinmiş: During weekends
(1700 hours Friday through to
0900 hours Monday) contact the
1.3.3. The BP Shipping Emergency Call Out Rota ensures a dedicated team of head office BP Shipping Duty Operator by
telephone or pager.
staff are available to respond immediately. The staff on the duty team is available for call out on a 24
hour basis for seven consecutive days commencing 0900 hrs London time every Monday morning to Silinmiş: c) During holiday
periods (1700 hours on the last
respond in the event of an incident involving an owned, time chartered or voyage chartered ship. To working day to 0900 hours on the
contact the Duty Operator in an Emergency Telephone +44 1442 247147. first working day after the holiday)
contact the BP Shipping Duty
Operator by telephone or pager.¶
1.3.4. In recognition that on some occasions information on an incident will come from sources other than ¶
BP Shipping Duty Operators will
the BP casualty telex, all BP Shipping staff are instructed to contact a member of the duty team activate the BP Shipping
immediately on receipt of any reports of a casualty involving a BP owned, managed or chartered Emergency Call Out Rota.¶
vessel. Silinmiş: staff. ¶
who
Silinmiş: GMT

1.4 Test Procedures Silinmiş: render assistance to

Silinmiş: and
The BP Shipping automatic telex alert system is tested every Monday between 0900 and 1400 hours Silinmiş: s
London time. Tests are initiated from ships in order to test the complete operation. During your time Silinmiş: +
on board you may receive a telex in advance asking you to initiate a test of the system at the Silinmiş: at
appropriate time. In such cases your message should contain the words THIS IS A TEST MESSAGE Silinmiş: TEST - REPEAT -
immediately after the words BP CASUALTY at the beginning of the message. TEST both
Silinmiş: at the
An acknowledgement message will be sent by the Ship Operator acknowledging receipt of Casualty Silinmiş: beginning and at the
Message and confirming satisfactory testing of the system. end of

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BP Operating Manual Confidential

1.5 Crew Lists

To ensure that an up to date crew-list is available in case of emergency a crew list is to be sent
immediately after any crew changes and on departure from every port. The crew list should be sent
preferably as a text message (Not as an attachment) to [email protected] . Alternatively a
telexed crew list should be sent to Telex No. 290851 with answer back BPSHIP G.

1.5.1 The prepared Crewlist telex shall be in the following agreed format:
a) Ship Name
b) Crewlist
c) From Port
d) Date
e) Surname and Initials
f) Rank
g) Nationality
h) Date On

1.5.2 Standard abbreviations are to be used in all Crewlists telexes:

Rank
Master – CAPT
Chief Officer – C/O
Second Officer – 2/O
Third Officer – 3/O
Radio Officer – R/O
Electro Tech Officer – ETO
Chief Engineer – C/E
Second Engineer – 2/E
Cargo Engineer – CGO/E
Third Engineer – 3/E
Fourth Engineer – 4/E
Junior Engineer – J/E
Electrician – ELECT
Deck Cadet – CDT
Engineer Cadet – ECDT
Dual Cadet – DCDT
Deck Assistant – DASST
Engineer Assistant – EASST
Boatswain – BSN
Pumpman – PUMP
Fitter – FITR
Chief Cook – C/CK
Second Cook – 2/CK
Able Seaman – AB
Ordinary Seaman – OS
Supernumerary Adult – SPNYA
Supernumerary Minor – SPNYM
Seagoing Maintenance – SGM
Motorman – MM
Oiler – OLR
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Messman – MESSM
Boy/Trainee – BOY
Integrated Rating - IR

Nationality
Australian – AUS
British – GB
Irish – EI
Polish – POL
Norwegian – NOR
Canadian – CAN
Indian – IND
Pakistani – PAK
Filipino – FIL
Singaporean – SING
Sierra Leone – SL
French – FRE
Egyptian – EGY
UAE – UAE
USA – USA
Latvian - LAT
Croatian - CRO
Italian - ITA

1.6 Emergency Situation Responsibilities Matrix (NOT APPLICABLE TO TIME CHARTER VESSELS).

In the event of am emergency situation aboard your vessel response to the situation will lie primarily
with your vessels Technical Managers. Bp will however make available resources and skills as well as
our Worldwide Emergency Response organisation. Details of the specific responsibilities of each
party are as detailed within the following embedded document.

Microsoft Excel
Worksheet

1.7 Ship Security

Security of any vessel and her compliance with International security legislation is and will remain the
responsibility of the vessels Technical Manager. In addition information generated by the bp Security
Officer will be forwarded to bp interest vessels on a regular basis. Compliance with the requirements
outlined within this information is required at all times.

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BP Operating Manual Confidential

SECTION 2 - POLLUTION CONTROL

CONTENTS

2.1 Introduction

2.2 Oil Spillage

2.3 Oil Pollution Legislation and Industry Guidelines Silinmiş: 3

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2.1 Introduction

2.1.1 Concern over environmental pollution is increasing throughout the world and the stringency of
controls is increasing internationally. It is BP Group policy to comply with environmental pollution
control practices.

2.1.2 It is incumbent upon every Master to ensure that safe working practices are adhered to onboard his
ship.

2.1.3 During all cargo handling, bunkering, gas-freeing, ballasting and associated operations, the Master
must ensure full observance of the requirements of ISGOTT. Guidance contained in the ship’s
Operational and Instructions Manuals must also be observed. Relevant checklists are always to be
completed.

2.1.4 The Master must ensure that no accidental loss of cargo occurs . Should an emergency situation arise, Silinmiş: particularly within port
limits
immediate action should be taken to minimise the effects of such an emergency.
Silinmiş: in port
Ship’s staff must co-operate fully with the shore authorities in such circumstances.

2.2 Oil Spillage

2.2.1 If, despite the adherence to proper procedures, an oil spill does occur, all cargo and bunker
operations should be stopped by the quickest means and should not be re-started until the
source of the leak has been identified and cured and hazards from the released oil have been
eliminated. In most cases the cause of the leak will be obvious, but in some instances, such as
spillages resulting from a slight hull leakage the source may be difficult to locate requiring the
services of a diver.

2.2.2 Arrangements should be made to prevent any spillage when connecting and/or disconnecting hoses.
When a permanent fitting is not provided, a portable tray should be placed under the connections. Any
oil spillage retained on deck should be immediately mopped up or otherwise recovered.

2.2.3 When any cargo or bunkering/ballasting operations in port are being carried out scuppers must be
plugged to prevent any spilt oil running overboard.

2.2.4 Equipment required for clearance of any on deck oil spillage should be readily to hand during any
cargo/bunkering/ballasting operations and the crew should be periodically drilled in it’s use.

2.2.5 From the time of starting any cargo/bunkering/ballasting operations a regular watch must be kept on
the sea surface surrounding the ship to ensure that no oil is escaping overboard. If escape of oil is
detected then operations should cease immediately, the escape should be stopped and cleanup
operations set in motion through the appropriate authorities.

2.3 Oil Pollution Legislation and Industry Guidelines Silinmiş: 3

2.3.1 Reference should be made to the following publications which contain information on the correct Silinmiş: 3
procedures for shipboard operations and on pollution prevention, monitoring and reporting:

Operators ISM Manuals

Peril at Sea and Salvage. A Guide for Masters (ICS/OCIMF)

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Ship to Ship Transfer Guide (ICS/OCIMF)

Manual on Oil Pollution Sections I, II, III, and IV (IMO)

International Convention for the Prevention of Pollution from Ships (IMO/MARPOL 73/78)

Clean Seas Guide for Oil Tankers (OCIMF/ICS)

Recommendations for Oil Tankers Manifolds and Associated Equipment (OCIMF)

Prevention of Oil Spillage Through Cargo Pumproom Sea Valves (OCIMF/ICS)

USCG Regulations for Tankers (USCG 33 CFR/46 CFR)

Manual on Chemical Pollution (IMO)

ICS Tanker Safety Guide (Chemicals)

Guidelines on Oil Spill Dispersant Application and Environmental Considerations (IMO/UNEP)

Regulations for the Prevention of Pollution by Oil - Annex I, MARPOL 73/78 (IMO)

Regulations for the Control of Pollution by Noxious Liquid Substances in Bulk - Annex II, MARPOL
73/78 (IMO)

Provisions concerning the Reporting of Incidents involving Harmful Substances under

MARPOL 73/78 (IMO)

Shipping and the Environment (ISFS003)

Code of Safe Working Practices for Merchant Seamen (HMSO)

International Safety Guide for Oil Tankers and Terminals (ICS/OCIMF/IAPH)

Petroleum Measurement Paper No. 8 Crude Oil Washing

2.3.2 Most nations have legislated that any ship using their ports or navigable waters must have a Silinmiş: 3
Certificate of Financial Responsibility onboard. In addition ships should be in possession of the Silinmiş: A number of nations in
particular the U.S.A. (OPA.90)
relevant IOPP certificates. Masters must ensure that these and all necessary pollution certification are and Japan (CLC)
valid for the period on charter and for the areas to be visited.

2.3.3 United States Coast Guard Regulations produced under OPA 90 are particularly stringent and if ships Silinmiş: 3
are proceeding to the US staff should take special note of these requirements.

2.3.4 Ships should be in possession of an approved IMO Shipboard Oil Pollution Emergency Plan and if Silinmiş: 3
trading to the US, a USCG approved Vessel Response Plan. Ships should hold regular training
exercises to ensure that staff are familiar with the procedures contained within these plans.

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BP Operating Manual Confidential

SECTION 3 - COMMUNICATIONS

CONTENTS

3.1 Mail Address

3.2 Telex / E-Mail Communications Silinmiş: c

3.3 Telephones and Fax

3.4 Acknowledgement of Messages

3.5 Pre-Arrival Messages to Agents

3.6 Documentation

3.7 Forwarding of Documents Silinmiş: 7

3.8 Response Time Pre Fixture

3.9 Masters Handover Notes

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3.1 Mail Address

All mail should be forwarded to:-

For Vessels commercially Operated from Singapore,

Commercial Operator.
BP Shipping Singapore Pte Ltd.
396 Alexandra Road
#01-01 BP Tower
Singapore 119954

For Vessels commercially Operated from UK,

Commercial Operator. From 23/02/2004 Commercial Operator

BP Shipping Ltd, BP Shipping Ltd,
Breakspear Park, Building G,
Breakspear Way, Chertsey Road,
Hemel Hempstead, Sunbury on Thames,
Herts HP2 4UL. Middlesex,
United Kingdom TW16 7LN.
United Kingdom.

3.2 Telex / E-Mail Communications

3.2.1. Telex communications should be sent to Telex No. 290851 with answer back BPSHIP G.
All Operational e-mail messages must be sent to [email protected]
This e-mail address enables the message to be viewed in an open system throughout BP Shipping
worldwide. Additionally any e-mail messages to bp must be copied to
bps-*******@bp.com (Insert ships name in lower case eg [email protected] in
place of asterisks)

3.2.2 Telex or E-Mail messages that require immediate response should be prefixed with the word Silinmiş: are
“URGENT” followed by a telephone call to the Ship Operator. In case of an emergency please follow Silinmiş: and should be copied
to BP London on telex number
the procedures set out in Section 1. 888811. On receipt of such a
message the duty officer will be
contacted for immediate response.
3.2.3 The Inmarsat system operates through four geostationary satellites. To ensure satellite continuity it is Details of the procedures for
essential that the Master informs the Ship Operator and Manning Contractors when changing from casualty reporting are contained in
Section 1.
one Ocean Area satellite to another.

3.3 Telephones and Fax

Your ship will be under the control of the Team listed in your Introduction Letter. The team Silinmiş: Full details of all office
and home telephone numbers,
members’ contact details are as detailed within that letter. Your main contact will be with BPS Fleet together with fax numbers and
Operations Team. Contact details can be viewed in the “Green Book” list of BPS personnel contact emergency contacts is contained in
the BP Shipping Home and Office
details. Telephone booklet which has been
These numbers are to be kept strictly confidential. supplied to your ship.

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3.4 Acknowledgement Of Messages

3.4.1 We require prompt acknowledgement of all instructions. In particular when a ship is ordered to
proceed to a port or ports the acknowledgement must clearly state the name of the port (or first port)
to which the ship is proceeding and the expected date and time of arrival. All messages must indicate
whether G.M.T. or Local Time has been quoted.

3.4.2 Stoppage / Change of ETA Report Telex

If the vessel stops for any reason, or if the lastest ETA changes by more than six (6) hours, a telex
must be sent to the Ship Operator as soon as possible.

3.4.3 In the event of a delay at sea the Master must immediately inform the Ship Operator for how long the Silinmiş: caused by engine
defect, heavy weather, fog,
ship is expected to be delayed, giving the new ETA and continually revising ETA’s as necessary. deviation, etc.,
Silinmiş: E.T.A.
Silinmiş: E.T.A.
3.5 Pre-Arrival Messages To Agents

3.5.1 7 days (where the voyage time permits), 72 hours, 48 hours and 24 hours before arriving at a port, the
Master must send a message to the agents giving the expected time of arrival, indicating whether the
ETA is applicable to Pilot Station or berth and indicating the ship’s fore and aft arrival draught. Any Silinmiş: E.T.A
changes in the ETA must be promptly telexed to the agents.

3.5.2 If the ship is to arrive at the local weekend or over a local holiday the message should reach its
destination in good time before that period. Silinmiş: holiday
Silinmiş: ¶
¶
3.5.3 When the voyage is too short to permit the full period of notice, the Master must ensure that an 3.5.3 Should any significant
indication of the ship’s ETA is telexed by the agents from the previous port, in addition to a telex change in the ETA occur later, a
further telex should be sent.
from the ship.
Silinmiş: 4

3.6 Documentation Silinmiş: E.T.A

Silinmiş: and requirements
The following documents will be supplied as part of the performance monitoring system. Silinmiş: graph
The majority of the forms will be supplied on a CD ROM, which will enable the forms to be
completed electronically. Hard copies of completed forms should continue to be forwarded as
outlined under section 3.7 below.

Notice Of Readiness
Timesheet
Cargo Tank Report
Hourly Pumping Log
OBQ/ROB Report
Slops Certificate
Tank Inspection Log
Bunker Shipment Record
Bunker Oil Statement
Crude Oil Wash Record

Bills Of Lading will continue to be supplied as hard copies. Should additional Bill Of Lading pads be
required please request these via your Ship Operator.

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Please see the Annex section at the end of this manual for examples of completed forms.

3.7 Forwarding of Documents Silinmiş: ¶

Silinmiş: 7
3.7.1 All Statements and relevant forms must be completed and despatched to BP Shipping as soon as Silinmiş: 7
possible from every port of call, and not retained onboard until the completion of the voyage.

3.7.2 In cases where the ship makes a call at an intermediate port, or passes through a canal, then separate Silinmiş: 7
sets of all the appropriate forms must be completed for each part of the passage.
Silinmiş: ¶
3.7.3 As soon as your ship clears
3.7.3 Prior to a dry docking, it is essential that all outstanding Deck and Engine records forms up to arrival the final discharge port prior to the
at the dry dock port (or berth if the ship is to discharge at the same port) are prepared, and are dry dock port, it is essential that all
outstanding Deck and Engine
despatched to BP Shipping immediately on arrival at the dry dock port (or berth). records forms up to arrival at the
dry dock port (or berth if the ship
is to discharge at the same port)
3.8 Response Time Pre Fixture are prepared and despatched to BP
Shipping immediately on arrival at
the dry dock port (or berth).¶
During the Voyage Pre Fixture stage, response to queries from the Ship Operator relating to the
forthcoming cargo should be made within 30 minutes of receipt where operationally possible.

3.9 Masters Handover Notes

Copies of handover notes developed by Masters on handing over the vessel to a new Master should be
forwarded to [email protected] for verification.

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BP Operating Manual Confidential

SECTION 4 - GENERAL INSTRUCTIONS

CONTENTS
4.1 Acceptance of Orders
4.2 Completion of BP Forms
4.3 Notes of Protest
4.4 Notice of Readiness Silinmiş: 3

4.5 Liaison with Shore Silinmiş: 4

Silinmiş: s
4.6 Heat of Cargo (if applicable)
Silinmiş: ¶
4.7 Variation of Nominated Quantities
Silinmiş: 4.5 Commencing
4.8 Safe Condition Operations¶
4.6 Tank Preparation
4.9 Loading Rates Programme
4.10 Ullages Silinmiş: of Loading/Ballast
4.11 Discrepancy of Loaded Quantities Silinmiş: 4.9 Order of
Loading and Discharging¶
4.12 Water in Cargo
Silinmiş: 10
4.13 Early Departure Procedure
Silinmiş: 1
4.14 Bills of Lading
Silinmiş: 2
4.15 Discharging against Letter of Indemnity
Silinmiş: 3
4.16 Connecting and Disconnecting Hoses Silinmiş: c
4.17 Lightering Silinmiş: 4
4.18 Cargo Handling Silinmiş: 5
4.19 Ballast Silinmiş: 6
4.20 Bunkers Silinmiş: 7
4.21 Water, Stores and Lubricating Oil Silinmiş: 8

4.22 Change of Master Silinmiş: 9

4.23 Monthly Bunker Reporting Silinmiş: 20

4.24 Use Of Inert Gas Silinmiş: 1

Silinmiş: 2
4.25 Navigation
Silinmiş: o
4.26 Ballast Water Exchange
Silinmiş: Quarterly
4.27 Cargomax loadcase conditions
Silinmiş: s
4.28 OCIMF VPQ
4.29 H2S Measurement
4.30 Vessel performance Survey
4.31 Reporting for Security/Insurance Purposes
4.32 Facilitation Payments
Silinmiş: 4.24 Owners Costs¶
4.25 BP House Flags
Silinmiş: 4.26 Marine
Service Contr

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BP Operating Manual Confidential
4.1 Acceptance Of Orders

4.1.1 ALL voyage instructions will be sent to the Master by BP Shipping. Under NO circumstances should
the Master ever accept voyage or local instructions from any other party unless specifically Silinmiş: concerning grades and
quantities of cargo to be loaded,
authorised to do so by BP Shipping. Advice of any alteration of orders from any source must be loading or discharging ports or
notified to BPS immediately by “URGENT” telex to 290851 BPSHIP G (copied to 888811 BPLNDX rotation of ports unless he is
specifically authorised to do so by
G) or e-mail [email protected]. BP Shipping.

4.1.2 Where the Master is concerned about orders regarding safe draught, stress, trim and proper Silinmiş: 4.1.2 In the event of
local instructions from an Agent or
segregation of grades, BP Shipping must be advised immediately. installation being received which
are contrary to those from BP
Shipping and which are already
4.1.3 In any discussions with agents relating to safe draught or safe depth, it is essential to make sure held by the ship, immediate advice
precisely what is being referred to, since confusion frequently arises over these terms. must be sought from BP Shipping
by "Urgent" Telex To 290851
BPSHIP G (copies to 888811
4.2 Completion of BP Forms BPLNDX G). or by direct
telephone call to Operations
Division at BPS's head office.
4.2.1 All BPS supplied forms must be completed correctly and sent to BP Shipping from the port (0442) 232323 (Switchboard)¶
¶
concerned after completion of the loading or discharging operation. Please refer to Sections 5 & also
the Annex Section for guidance on completing these forms. Silinmiş: 3
Silinmiş: , in

4.3 Notes of Protest Silinmiş: 's judgement,

Silinmiş: exists after the receipt
of
4.3.1 In port the Master should issue a signed and ship stamped Note of Protest for any delays or irregular
occurrences caused by shore personnel / facilities, including but not limited to:- Silinmiş: 4.1.4 If by varying
loaded quantities, draught is
increased over that contained in
a) Any significant delay between tendering Notice of Readiness and Sailing, after completion the original instructions, and/or if
the Master has any doubts about
of cargo. the depth of water available he
b) Inadequate loading or discharge facilities. should contact BP Shipping as
soon as possible.¶
c) Extended loading or discharge time. ¶
Silinmiş: 5
d) Ship/shore differences and water in cargo or bunkers.
Silinmiş: 4.1.6 If the ship is on
e) Incorrect completion of Bills of Lading a voyage which is not for BP
Shipping account, any orders to
f) Pollution in harbour change the destination, whether
the ship be loaded or in ballast,
g) Damage caused by tugs or mooring craft or damage caused as a result of contact with must be accepted from BP
Shipping only. Advice of any
locks, jetties or berths. alteration of orders from any other
source must be sent immediately
h) Grounding or suspected grounding under pilotage. by telex to BP Shipping.¶
¶

A copy of any Note of Protest issued or received is to be sent to the Company.

When receiving Notes of Protest the Master should endorse the Protest with For Receipt Only when
signing.

On occasions where a Terminal refuses to accept a Note of Protest, the Notice should be endorsed
Terminal refused to accept, and the documentation should then be forwarded to BP Shipping Head
Office with a copy passed to the Local Agent.

Any statement issued in relation to an accident or incident relating to liability matters must
always be headed without prejudice. Similar documents should be endorsed For receipt only.

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BP Operating Manual Confidential

4.4 Notice of Readiness Silinmiş: 3

4.4.1 The original of these forms of Notice of Readiness to load and/or discharge, duly signed and stamped Silinmiş: 3
by the Master and terminal representative, must be handed to the Supplier and/or Receiver at the Silinmiş:
earliest possible moment at all loading or discharge ports, whatever the circumstances.

The duplicate copy must be despatched to BP Shipping attached to the copy of the Time Sheet. Silinmiş: s

The triplicate copy should be retained in the book on board.

4.4.2 Notice of Readiness is to be given in accordance with the voyage instructions, and in any event no Silinmiş: 3
later than on the vessel’s arrival at the usual waiting place at a port. The Notice should show the hour
and date that it is tendered.
When duly signed and stamped by the terminal representative, the Notice should show time and date
of acceptance. Silinmiş: of such arrival at the
port or of the pilot joining
whichever is the earlier.
4.4.3 If written notice cannot conveniently be given owing to the position of the ship (i.e. lying at Silinmiş: 3
anchorage, waiting for tide or a vacant berth etc.), notice by telex should be sent either through the
Silinmiş: ,
agents or direct to the suppliers if at loading port, or to receivers if at a discharge port. The NOR
Silinmiş: written notice cannot
form should all the same be completed and handed in at the earliest opportunity. conveniently be given
Silinmiş: , if possible,
4.5 Liaison with Shore Silinmiş: Agent
Silinmiş: , and confirmation in
4.5.1 When in port, close liaison must be maintained with the installation personnel, and all personnel writing should be
must be fully aware of action to be taken if an emergency occurs. Silinmiş: 4
Silinmiş: 4
4.5.2 In the event of local instructions from an agent or installation being received which are contrary to
Silinmiş: any cargo or associated
those from BP Shipping and which are already held by the ship, immediate advice must be sought operations are taking place
from BP Shipping by “URGENT” telex (Or E-Mail) to 290851 BPSHIP G (copies to 888811 Silinmiş: the Master should be
BPLNDX G). and by direct telephone call to the Ship Operator or, if uncontactable, the Duty fully aware, and ensure that key
Operator Silinmiş: are
Silinmiş: ,
4.6 Heat of Cargo (if applicable)

4.6.1 Loading temperatures should not normally exceed 60OC (1400F). This limit may be raised to 75OC
(167OF) at the discretion of the Master and the Terminal Manager provided that:

The temperature difference between the oil and the water in which the ship is floating does not exceed
66OC (151OF),
The method of loading does not lead to splashing or other risks to personnel because of the heat of the
cargo,
If the loading temperature exceeds the flashpoint of the oil, precautions for the handling and carriage
of volatile oil are followed.

In exceptional circumstances, and after reference to BP Shipping, a loading temperature of 85OC

(185OF) may be accepted provided that in addition to the points outlined above, the following are
followed:

Class requirements for the ship are not breached,

The water temperature is not less than 5OC (41OF),

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BP Operating Manual Confidential

The initial loading rate is reduced to 20% of the bulk loading rate while cargo is spread evenly
throughout the ship to ensure even heating of the structure. After this initial period, the length of
which is dependent on the circumstances, the rate can gradually be increased to the normal maximum.

4.6.2 On occasions the characteristics of a particular cargo may call for special control of temperature
during loading, carriage or discharge. In any such case, the instructions issued by the Ship Operator
must be precisely followed.

4.6.3 Cargo is only to be heated on the instructions of the Ship Operator and any difficulty in complying
with heating instructions must be reported immediately. Heating instructions from any other source
must be approved via the Ship Operator.

Generally, heated cargoes should be carried at a minimum 15OC/60OF on Single Hull vessels (10OC/
50OF on Double Hull vessels) above their Pour Point. This should ensure that the cargo will continue
to flow below the heating coils at the draining stage.

4.6.4 On completion of loading, the Pour Point should be identified from the Certificate of Quality and
Quantity. If the cargo is classed as ‘No Heat’ and there is doubt about the cargo falling to within
15OC/60OF on Single Hull vessels (10OC/ 50OF on Double Hull vessels) of the Pour Point, then BP
Shipping should be advised immediately. If the Pour Point is not known, then BP Shipping can supply
this information on request.

4.6.5 Kindly note that BPS may request the vessel to raise the cargo temperature within limits specified in
the charter party and the Master and vessel should be ready at all times to heat up the cargo in
accordance with BPS’s instructions.

4.7 Variation of Nominated Quantities Silinmiş: 4.5 Commencing

Operations¶
¶
4.7.1 The Master should satisfy himself that his ship is suitable for the nominated cargo and every effort 4.5.1 Particular vigilance should
be exercised at the commencement
should be made to load multigrade cargoes with the quantities of individual parcels as close as of cargo and associated operations,
possible to those nominated. until it is established that the
required results are being achieved
and that cargo is entering only
4.7.2 If for any reason the nominated quantities cannot be loaded or if any difficulties are anticipated during those tanks required.¶
¶
loading, the Master should inform BP Shipping immediately. 4.6 Tank Preparation
Programme¶
¶
4.7.3 If the terminal disagrees with the quantities/grades requested, the Master is to advise BP Shipping as 4.6.1 The Master must ensure
soon as possible. that his ship is ready in all respects
to handle nominated cargoes.¶
¶
4.7.4 If shore stops loading before the ordered quantity is achieved or if shore insists on loading in excess Silinmiş: ,
of the quantity required by vessel, the Master is to issue a Note of Protest to the load terminal.
Silinmiş: are not acceptable

4.7.5 The Master is to advise BPS of any reasons for failing to load the quantity nominated and whether
any shore stop applies.
Silinmiş: 4.7.3 Due regard
should be made by the Master to
4.8 Safe Condition the possible internal stresses on
any individual tank which is partly
loaded.¶
4.8.1 During all operations care should be taken to ensure that the ship is so loaded or ballasted as to be
Silinmiş: of Loading/Ballast
fully manoeuvrable and in a safe condition of stress and trim throughout the voyage.
Silinmiş: C
Silinmiş: always
Silinmiş: properly
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BP Operating Manual Confidential

4.9 Loading Rates Silinmiş: 4.9 Order of

Loading or Discharging¶
¶
4.9.1 The maximum loading rate for the ship under normal conditions should be requested and achieved 4.9.1 In arranging the order in
which tanks are to be loaded or
whenever possible. If restrictions are imposed by the terminal the Master shall issue a Note of discharged, the draught and trim
Protest. must be kept within acceptable
limits and stresses on the hull
should be kept within the
4.9.2 The Master may, at his discretion, stipulate any lesser rate which he considers necessary in the prescribed limits of the Class
Society.¶
circumstances, but in this event he must state the reason(s). ¶
Silinmiş: 10
4.10 Ullages
Silinmiş: 10
Silinmiş: 10
4.10.1 Ullages of tanks which have been completed should be checked during the loading of other tanks, and
Silinmiş: 1
before final loading of the ship is completed, to verify that no change has taken place after they have
been shut off. Silinmiş: 1

4.10.2 The ullage of each tank and the quantity of the liquid which it contains, with the temperature and Silinmiş: 1
specific gravity at which it is calculated must be shown in the Cargo Calculation Records.

4.10.3 At a suitable time before commencing discharge of cargo, and in co-operation with the installation, Silinmiş: 1
the Master must ensure that ullages and temperatures of all tanks are taken and compared with the Silinmiş: conjunction
loading figures. The quantities should be calculated as soon as practicable. Silinmiş: s

4.10.4 On completion of discharge, all tanks should be inspected by the Ship’s Representative in company Silinmiş: 1
with an Installation Representative, to verify that they are all well drained. Dips of residue, if any,
should be agreed with the Installation Representative whose signature is to be obtained on the Oil
Measurement forms, where the ship’s figures are to be recorded. If the Installation Representative
refuses to sign - this should be noted in “remarks” and a Note of Protest issued.

4.10.5 When part cargo remains for discharge elsewhere, ullages and dips must be taken in conjunction with Silinmiş: 1
the shore authorities, and empty tanks inspected.

4.11 Discrepancy in Loaded Quantities Silinmiş: 2

4.11.1 If, after applying the Ship Experience Factor (VEF), there is any abnormal (0.2%) discrepancy Silinmiş: 2
between Ship’s Figures and Bill of Lading Figures at a Loading Port, all measurements must be
checked as promptly as possible. If no agreement can be reached the Master must hand to the
Shippers a Note of Protest pointing out the discrepancy, and must forward a copy of the letter to BP
Shipping. The discrepancy must also be advised to BP Shipping by telex immediately.
Silinmiş: 3
4.12 Water in Cargo
Silinmiş: 3
Silinmiş: O
4.12.1 Water dips must be taken on completion of loading. If water is found, the quantity should be
Silinmiş: water dips must be
calculated separately using the appropriate specific gravity, and must be shown separately on the Oil taken
Measurement forms and included in the total dead-weight. BP Shipping should be informed by telex
Silinmiş: ;
and protest should be noted of the quantity involved. If on arrival at a discharge port the quantity is
Silinmiş: ,
found to have increased, the cause should be investigated and the findings reported to BP Shipping. A
Silinmiş: and
Note of Protest should be issued.
Silinmiş: p
Silinmiş: noted
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4.13 Early Departure Procedure Silinmiş: 4

4.13.1 Early Departure Procedure (EDP) may only be undertaken following specific instructions from BP Silinmiş: 4
Shipping. Silinmiş: must
Silinmiş: advice
4.14 Bills of Lading Silinmiş: 5

4.14.1 Masters are advised that UNDER NO CIRCUMSTANCES SHOULD Blank Bills of Lading be Silinmiş: 5
signed. Silinmiş: must not

4.14.2 The BP Tank Ship Bill of Lading (Form G50), should be used unless special instructions are received Silinmiş: 5
from BP Shipping. Where the terminal requests other forms to be used the Master is to issue a Note Silinmiş: .
of Protest.

4.14.3 If copies of Bills of Lading have to be given in order to comply with Port or Exchange Regulations, Silinmiş: 5
such copies must be stamped or printed in large letters
“COPY” - NON NEGOTIABLE.

In normal circumstances no original Bill of Lading should be carried onboard; if, however, Shippers
insist that one original be carried onboard the Master should insist that the two remaining originals
should be endorsed “Third Original Bill of Lading carried onboard ship on Shippers’ orders”. If
Shippers are not willing to endorse the two remaining originals the Master should Note Protest
explaining his request for endorsement and that it was refused by the Shippers.

4.14.4 The Master must ensure that every detail on the Bill of Lading is correct before he signs the original. Silinmiş: 5
In special circumstances the agent may be authorised to sign the completed Bill, but it must be clearly Silinmiş: f
seen to be on the Master’s behalf.

4.14.5 The Master must discharge against an original Bill of Lading or a Letter of Indemnity in all cases Silinmiş: ¶
unless we instruct to the contrary. On completion of discharge, the Bill of Lading should be endorsed Silinmiş: 5
for receipt of cargo out turn quantity by the receivers and thereafter the Master should send the Silinmiş: B/L
endorsed original Bill of Lading to this office.

4.14.6 If the receiver insists on taking the Bill of Lading from the Master on completion of discharge, then as Silinmiş: 5
a last resort the Master may allow him to do so, but only if it has been endorsed for receipt of cargo
out turn quantity and marked Null and Void, Voyage Accomplished. Under no circumstances must
the cargo be discharged against a Bill of Lading carried on board.

4.14.7 If the discharge is at two or more ports to the same consignees, and an original Bill of Lading is Silinmiş: 5
presented to the Master at the first port, then he may proceed to discharge as outlined above.
However, after the Bill of Lading has been endorsed for receipt of cargo out turn quantity at the first
discharge port, it must be retained onboard and endorsed at each subsequent discharge port until
discharging is completed at the final port.

4.14.8 If the ship is on a voyage which is not for BP Shipping account, the production of the original Bill of Silinmiş: 5
Lading or Letter of Indemnity before commencement of discharge is essential. In such a case, the Silinmiş: will be necessary

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BP Operating Manual Confidential
Master will be advised by BP Shipping before arriving at the discharge port if any delay is likely to be
incurred waiting for production of the document.

4.14.9 Cargo Traceability (NOT APPLICABLE TO TIME CHARTER VESSELS – MANAGERS WILL ADVISE SCAC CODE).

Unique Bill of Lading number system. The Unique Bill of Lading numbering
system is required by the U.S. Department of the Treasury to accurately track the
progress of cargo from its arrival until its release.

This identifier will also be required on all customs documents which form part
of the ship’s manifest.

The Identifier is to be a maximum of 16 characters long, of which the first 4

characters are to be the Standard Carrier Alpha Code (hereinafter called the
SCAC Code). The National Motor Freight Traffic Association has issued BP
Shipping with a SCAC Code of BPSH.

The following format is to be adopted when compiling the Unique Identifier:

a) The first six digits (after the SCAC Code) will be obtained by using the last six digits of the
Lloyds Registered Number (IMO Number) e.g. Admiral (8)817643.

b) The next four digits will be the voyage number (less any sub-voyage letter)

c) The next digit will be a letter sequentially applied to each Bill of Lading issued with each parcel of
cargo. Therefore with A – Z available, in theory the vessel can issue up to 26 Bills of Lading.

d) The last digit is optional and is to be applied if part of the cargo on one Bill of Lading is
discharged at a port, and subsequent parts of the same cargo on the same Bill of Lading are
discharged at other ports. This digit will also be a letter sequentially applied to each port of discharge.
Therefore with A – Z available, in theory the vessel can discharge one parcel at up to 26 ports.

Vessels discharging at US Ports shall advise the agents the quantities and Unique Identifiers for the
cargo (‘s) at that port. It is the agent’s responsibility to use these numbers on all the necessary cargo
papers required by the US Customer.

On no account is this Unique Identifier to be written/typed onto any cargo documents at the load
port(s) or on any original Bills of Lading or on cargo documents carried onboard during the voyage
unless specifically requested to do so by the Charterer.
The Master is to advise the receiver of the documents, and the agent, in writing, the Unique Identifier
that he has applied to each Bill of Lading, and leave it to the receiver to write it on his documents if
he so wishes. However, the Unique Identifier may be added to the copies of the documents that have
been specifically designated for the Master.

The following is an example of how the Unique Identifier will work:

British Admiral Voyage 9701 loads 8000mt Mogas, 8000mt Jet, 8000mt Kero, 8000mt Gas Oil,
5000mt Diesel at Rotterdam for Boston, New York and Philadelphia.

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BP Operating Manual Confidential
(1) (2) (3) (4)
Tons/Product SCAC LRN Voy.No.
At Boston 4000Mogas BPSH 817643 9701 A
2000Jet BPSH 817643 9701 B
3000G/Oil BPSH 817643 9701 C
1000D/Oil BPSH 817643 9701 D
5000Kero BPSH 817643 9701 E
At N. York 2000Mogas BPSH 817643 9701 A A
3000Jet BPSH 817643 9701 B A
3000G/Oil BPSH 817643 9701 C A
1000D/Oil BPSH 817643 9701 D A
1500Kero BPSH 817643 9701 E A
At Phil'ia 2000Mogas BPSH 817643 9701 A B
2000Jet BPSH 817643 9701 B B
3000G/Oil BPSH 817643 9701 C B
4000D/Oil BPSH 817643 9701 D B
1500Kero BPSH 817643 9701 E B

The pinhole punch provided to all BP owned ships is to be kept in the Master’s
safe at all times it is not in use.
The Master is to seek the Shipper’s permission to pinhole punch the three
original Bills of Lading; if permission is refused, he is to issue a suitable Note of
Protest.

4.15 Discharging against Letter of Indemnity Silinmiş: 6

4.15.1 Where there is no original Bill of Lading available at the discharge port and the ship is performing a Silinmiş: 6
voyage which is not for BP Shipping account (i.e. BP Shipping have voyage chartered the ship out to
another charterer), then the following procedure must be followed:

(1) BP Shipping must obtain an acceptable Letter of Indemnity from the voyage charterers; Silinmiş: .

Silinmiş: .
(2) The ship’s owners must obtain an acceptable Letter of Indemnity from BP Shipping, or invoke Silinmiş: 6
the appropriate clause in the time charter party; and Silinmiş: 6
Silinmiş: the
(3) The ship’s owners will instruct the Master to discharge.
Silinmiş: q
Silinmiş: g
4.15.2 Where there is no original Bill of Lading available at the discharge port and the ship is performing a
voyage which is for BP Shipping account then the procedure is per (2) and (3) above. Silinmiş: n
Silinmiş: s
4.15.3 To enable BP Shipping to check and issue a Letter of Indemnity, on completion of loading, the Master Silinmiş: n
must provide BP Shipping with the following information as per the Bill of Lading: Silinmiş: c
Silinmiş: d
Quantity Grade Silinmiş: d
Name of Shippers Name of Consignees Silinmiş: 7
Destination Date of Bill of Lading
Silinmiş: 7
Silinmiş: At certain ports it may
be necessary for
Silinmiş: . I
4.16 Connecting and Disconnecting Hoses Silinmiş: where this is done
Silinmiş: should
4.16.1 When ship’s personnel are required to assist in connecting up and/or disconnecting shore hoses it is most important that
the Master makes it quite clear to the terminal authorities in writing that they must supervise and approve the assistance Silinmiş: ,
given by ship’s personnel so as to ensure that the connection and/or disconnection of hoses is carried out properly and Silinmiş: if necessary,
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BP Operating Manual Confidential
safely. It should also be made clear to the authorities that the assistance of ship’s personnel is provided on the basis that
the entire responsibility for the safe and proper connection and/or disconnection of shore hoses rests Silinmiş: ¶
with the terminal.

4.17 Lightering Silinmiş: 8

4.17.1 Lightering of cargoes may be carried out subject to the Master’s discretion as to the safety of the Silinmiş: 8
operations. If on any voyage lightering is anticipated the Master will be informed in advance by BPS.

4.17.2 Lightering operations should only be undertaken when conditions are favourable, in suitable areas of Silinmiş: 4.18.2 If on any
voyage lightering is anticipated the
smooth water, clear of passing traffic and approved by the appropriate local Authority. Master will be informed in
advance by the chartering BP
Associate.¶
4.17.3 Prior to the commencement of lightering operations the Master should satisfy himself that adequate ¶
safety measures have been taken by both the ship and the lightering craft; and the avoidance of Silinmiş: 8.3
environmental pollution must be of prime concern.
Silinmiş: 8.4

4.17.4 Operations must be carried out in conformity with the ICS/OCIMF publication Ship to Ship Transfer Silinmiş: 8
Guide and also ISGOTT Chapters 7, 12 and 20. Silinmiş: 5

4.18 Cargo Handling Silinmiş: 9

4.18.1 During all cargo handling, bunkering, gas-freeing, ballasting and associated operations, the Master Silinmiş: 9
must ensure full observance of the requirements of ISGOTT. Guidance contained in the ship’s
Operational and Instructions Manuals must also be observed.
Relevant check lists are always to be completed.

4.18.2 It is a BP requirement that closed-operations procedures must be followed during all cargo tank Silinmiş: 9
operations. This includes:

a) Loading
b) Discharging
c) Ballasting
d) Deballasting

In this context, closed-operations means carrying out the above operations with closed ullage,
sounding and sighting ports. These must be kept securely shut and the gas displaced by incoming
cargo or ballast must be vented through the individual tank vents or mast riser, as appropriate. During
discharge, Inert Gas must be used to replace the cargo/ballast as it is discharged.

4.18.3 Cargo operations should be discussed and agreed with terminals prior to the commencement of cargo. Silinmiş: 9
However, the ship must always operate in accordance with the provisions of the charter party and if
the terminal is unable to comply with such provisions, the Master should issue the terminal with a
Note of Protest stating non-compliance.

4.19 Ballast Silinmiş: 20

4.19.1 De-ballasting and ballasting must be monitored to ensure maximum stability and minimum ship’s Silinmiş: 20
stress at all times during loading and discharging of ballast.

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4.20 Bunkers Silinmiş: 21

4.20.1 On each occasion when BP Shipping requires a ship to replenish bunkers, specific instructions to this Silinmiş: 21
effect will be provided.

4.20.2 The bunker safe margin used by BP owned and controlled ships is:- Silinmiş: 1
Silinmiş: T
3 days normal steaming consumption for steamships.
5 days normal steaming consumption for motorships.

This safe margin is a final safety factor to cover any contingencies that the Master cannot reasonably
foresee. This margin may include gas oil onboard if it can be safely burned in the Main Engine.

4.20.3 When calculating bunker requirements allowances should be made for cargo/ballast/tank cleaning Silinmiş: 1
operations, adverse weather etc. In certain cases, where the next bunkering station, or the ship
destination is likely to be at the limit of the ship’s bunker range and it is considered that
circumstances warrant an additional safety margin, BPS may, once informed, agree that the safe Silinmiş: the chartering BP
Associate
margin be increased.
4.20.4 On motor ships using high viscosity oil in their main engines, the Master should ensure that a Silinmiş: 1
sufficient stock of diesel oil is carried to take into account electrical power generation, boiler flash-up, Silinmiş: 3
emergency operations and for changing over to diesel when required for manoeuvring.

4.20.5 All receipts for bunkers should show the source of supply e.g. ex installation tanks, ex barge or direct Silinmiş: 1
from another ship’s cargo or bunkers. Silinmiş: 4

4.20.6 If for any reason bunkers have to be discharged a receipt should be obtained in duplicate, showing the Silinmiş: 1
place and date of discharge and the exact quantity and grade. The original should be sent to BP Silinmiş: 5
Shipping without delay and a copy must be retained on board.

4.20.7 BP Shipping will advise the agents and the suppliers of any bunkering requirements. Silinmiş: 1
Silinmiş: 6
4.20.8 Wherever possible the bunkers loaded should be segregated onboard. The admixture with good Silinmiş: 1
bunkers minimised, to enable any fuel subsequently proved to be off specification to remain
segregated for discharge to the shore.
At every bunker lifting the Chief Engineer should ensure that a sample of fuel lifted is taken for
analysis purposes.

4.20.9 On all occasions that bunkers are shipped a Bunker Shipment Record (Form 08032103) must be Silinmiş: 1
completed and forwarded to BP Shipping. All bunker records and reports should be made in Silinmiş: 9
metric tonnes.

4.20.10
The Chief Engineer shall have overall responsibility for any bunker loading or transfer operation
including the monitoring of H2S levels and completing any necessary risk assessment.

The following guidelines for the safe management of the H2S vapour concentrations must be
implemented on all controlled vessels:

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(i) When bunkering marine residual fuel oil, fuel tank hatches should be closed and secured and
remain so for a minimum period of 24 hours after completion of bunkering. During this
period staff should be vigilant for signs of H2S.

(ii) 24 hours after completion of bunkering and at intervals of 24 hours thereafter for a minimum
period of 3 days, tank head space vapours should be monitored for H2S.

(iii) The maximum allowable vapour concentration of H2S in fuel storage and treatment tanks
and systems on BP Shipping owned and controlled ships that is considered normal is 200
ppm.

(iv) If vapour readings in excess of 200 ppm are measured after the initial 24 hour period
following bunker loading, a Risk Assessment specific to the ship is to be conducted and
affected tanks are to be vented to atmosphere until their vapour concentrations are reduced
and stabilised within acceptable limits.

(v) The risk of further releases of H2S vapour is significantly increased when fuel is heated and
transferred within the ship. On each occasion that fuels are heated and/or transferred, tank
head space vapour concentrations are to be measured and action taken appropriate to the
concentration determined.
Silinmiş: 2
Silinmiş: 2
(vi) Records of H2S readings, risk assessments carried out and management precautions
implemented should be maintained onboard for a period of 12 months from the date of Silinmiş: O

delivery of the fuel, or date at which the presence of H2S above 200 ppm was identified. The Silinmiş: 2
records may be maintained electronically. Silinmiş: 2
Silinmiş: 2
Silinmiş: S
4.21 Water, Stores And Lubricating Oil Silinmiş: 3
Silinmiş: 3
4.21.1 It is the owners’ responsibility to ensure that adequate, but not excessive, stocks of water, stores and Silinmiş: 4.24 Owners Costs¶
lubricating oil are carried onboard to prosecute the loaded voyage as instructed, and to advise BP ¶
Shipping should they have a problem. 4.24.1 Expenses incurred by
owners on behalf of BP Shipping
will be reimbursed through the
4.21.2 Ships fitted with evaporators should make full use of this equipment for boiler water and where monthly hire settlement on receipt
of the appropriate supportive
applicable domestic purposes on all loaded ocean passages. On coastal passages where evaporators documentation.¶
cannot be used it may be advisable to ship extra water at the loading port. ¶
4.25 BP House Flags¶
¶
4.21.3 Vessels not fitted with evaporators must ensure that quantities of boiler and domestic water are kept 4.25.1 Masters will have been
advised by their Owners of the
within the limits of normal consumption. arrangement for the BP House flag
to be flown on the ship whilst she
is on our time charter to us. The
4.21.4 On ships fitted with evaporators, the use of this equipment on ballast passages as against the shipment BP House flag is an appropriate
of water from shore is left to the discretion of the Master depending upon the quantity or quality of visual means of showing that the
ship is in the service of BP.¶
water available, and whether delay is likely to be incurred in making shipment. ¶
4.26 Marine Service Contracts¶
¶
4.26.1 BP requires all ships on
4.22 Change Of Master time charter to use, wherever
possible, the contractors for
Marine Services (e.g. towage etc.,)
4.22.1 BP Shipping must be advised immediately upon any change of Master with details of the name of the with whom BP has established
Contractual links as per the list
relieving Master and the place and date of change. supplied by BP to time chartered
ships. Amendments to this list
will be sent to Masters as and
when appropriate.¶
4.23 Monthly Bunker Reporting Silinmiş: 7
Silinmiş: Quarterly
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4.23.1 Every month the Master is to advise Bunker Stocks of fuel oil and diesel oil onboard in response to Silinmiş: 7
BPS’s telex/e-mail request. Silinmiş: At each quarter end
namely 3lst March; 30th June;
30th September; and 31st
December, t
Silinmiş: m
4.24 Use Of Inert Gas

4.24.1 The Inert Gas system is an integral part of the ships cargo handling and fire fighting system and must,
where fitted, be operated so that a non-flammable atmosphere is maintained in the cargo tanks at all
times. When cargo pumps are operating the Inert Gas pressure in the cargo tanks should be
continuously monitored.

Should a malfunction of the Inert Gas system occur, cargo operations must be stopped until the
system is again fully operational. The BP Shipping Operator should be advised that this has occurred. Silinmiş: Board at 23.59 on the
day in question.

4.25 Navigation

4.25.1 All BP controlled vessels must be navigated at all times with due regard to the safety of life, the
environment and within all International and any prevailing local legislation. In addition, there are
specific BPS procedures covering the passage through certain restricted areas. Passage through the
waters outlind below is considered prohibited at all times. Should the vessel intend to transit any of
the areas outlined below, advice must be sought from the BPS Ship Operator.

The Company expressly prohibits the passage of any of its tankers in the following waters:

a) Hjelmdyb (Skaggerak area);

b) Falsterbo Canal (Sweden);
c) inside “Aliwal Shoal”;
d) between the Kuria Muria Islands and the mainland of Arabia;
e) the Bonifacio Strait, unless in ballast;
f) the Messina Straits, if of 50,000 GRT or over;
g) the area of the Taiwan Banks;
h) the Old Bahama Channel, between Cuba and the Great Bahama Bank;
i) between Margarita Island and the mainland of Venezuela;
j) Santa Barbara Channel (California);
k) Magellan Straits.

4.26 Ballast Water Exchange

4.26.1 The subject of Ballast Water Exchange has recently become an area of concern in certain ports
of the World. Vessels must at all times comply with local regulations as applicable and IMO
Resolution 774.

4.27 Sailing Conditions / Cargo Max Loadcase conditions (NOT APPLICABLE TO TIME CHARTER VESSELS).

4.27.1 On departure from a port the Cargo Max loadcase condition file (saved as an “lc” file eg Voy0302.lc)
must be e-mailed to [email protected]. The attached file must be “zipped” prior to
sending.

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4.28 OCIMF HVPQ

4.28.1 From new build and at any time that the vessels HVPQ is altered, an HVPQ file must be e-mailed to
both [email protected] and [email protected] . Prior to attaching to an e-mail the VPQ
file must be saved in the “vpz” format ie xxxxxxx.vpz.

4.29 H2S Measurement

4.29.1 Masters should send in H2S reports directly to the Broadgate BP Cargo Assurance Team by
e-mail [email protected],on every occasion that crude oil/dirty condensate cargoes are
carried. Stating ppm H2S in vapour space over a random selection of tanks.

The maximum allowable vapour concentration of H2S within the vessel’s tank ullage head space on
BP owned and managed vessels that is considered normal is 200 PPM. This also concurs with the
levels set for H2S concentrations in Marine Residual Fuel Oils.

Whenever it is necessary to load a cargo which is known or suspected of having a high H2S content,
then there are procedures in place which must be followed from the moment the vessel is ‘fixed’, until
the tanks have been washed after discharge.

The following procedures must be followed when loading H2S cargoes to avoid dangers from
Hydrogen Sulphide poisoning:

a) During loading, on passage, discharging, tank washing, ballasting, purging and gas-freeing
operations, any advices received at the loading port should be followed closely.
b) Closed loading procedures, with masthead venting or high velocity valve venting, are to be
strictly adhered to.
c) Maximum pump room ventilation must be maintained throughout all cargo operations.
d) Personnel involved in operations are to be instructed, trained and supervised in keeping clear
of gas streams.
e) Precautions for handling cargoes containing Hydrogen Sulphide are detailed in ISGOTT.

Hydrogen Sulphide (H2S) occurs naturally in crude oil and is contained within the liquid and
measured in parts per million (PPM). It is released from the liquid into the vessel’s cargo ullage space
and associated venting system. The dangers presented to health and the exposure guidelines are well
documented within the industry and in addition to the Company Quality Assurance System reference
should be made to ISGOTT – Section 16.5.

Loading
During the loading operation, ships’ staff involved with the cargo operations on deck should
be equipped with an ELSA set and a personal monitor at all times. Those not involved in
cargo operations shall wear the personal monitor at all times, and keep the ELSA sets close
at hand such that they are available for immediate use if an emergency should arise.
In Transit

Should there be a requirement to release vapours from the cargo space during transit,
personnel directed to work on deck during that release should wear the personal monitor,
Breathing Apparatus and carry communications equipment.

All other personal shall follow the instructions of the Master. Course, speed and wind
velocity/direction shall be taken into account when releasing vapours in transit.
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Discharge

During the period of discharge, the same guidelines apply as per loading with the exception
of:

a) During connection/disconnection of hoses, Breathing Apparatus shall be worn, and

b) No vapours shall be released under any circumstances. There shall be no dipping or
sampling, and Inert Gas pressure shall be kept balanced to avoid release of vapour due to
over-pressurisation.

On completion of discharge, hoses and manifolds should be drained completely. There

should be minimum ships staff in attendance during the disconnection.

Shore personnel must follow the minimum standard of wearing breathing apparatus and
complying with BP Shipping Safety Standards.

Tank Cleaning

During the period that the vessel will be water-washing cargo tanks and purging after the
discharge of oil containing high levels of H2S, personnel directed to work on deck shall wear
the personal monitor and an ELSA set. If there is likely to be a release of vapour from a
cargo tank during dipping or sampling, etc., then Breathing Apparatus shall be worn in lieu
of the ELSA set.

The dangers posed to health and exposure guidelines are well documented in the industry and can be
further referred to in ISGOTT

4.30 Vessel Performance Survey

4.30.1 Silinmiş: ¶
In order to establish the level of customer satisfaction that BP Shipping is providing to its customers, ¶
¶
a Vessel Performance Survey Form is provided to each of the Company’s owned and managed
vessels. The form is to be submitted by the Master at every port, along with the remainder of cargo
documentation to the Terminal Operator.

When the Form is returned to the Master he shall forward it to the ship operator for the vessel.
Masters may add any additional comments they may have on the port either in the comments section
or as an attachment. Preferred method for receipt is a scanned, signed copy of the original. Partially
completed, unsigned copies will not count towards the ships performance.

"Vessel Performance
Survey.doc"

4.31 Reporting for Security/Insurance purposes

For insurance purposes you should also report passing the following points :-

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Ship • AG - Inbound 24N – report date and time of Report to
crossing, next port and ETA [email protected]
Ship • AG – Outbound 24N – report date and time of crossing. Report to
[email protected]
Ship • Gulf of Aden / Red Sea - Line drawn between; Report to
Northbound Housn Murad (12 40N 43 30 E) [email protected]
Ras Siyan (12 29N 43 20E),
– report date and time of crossing, next
port and ETA
Ship • Gulf of Aden / Red Sea - Line drawn between; Report to
Southbound Housn Murad (12 40N 43 30 E) [email protected]
Ras Siyan (12 29N 43 20E),
– report date and time of crossing.
Ship • Gulf of Suez - Report to
Nortbound [email protected]
Ship • Suez Canal Transit Suez & Port Said – report date and time Ship Operator will extract
of entry and exit of canal. from Port Logs. No extra
report required.

These reporting requirements will be amended according to the security situation and further instructions will
be issued via the BP vessel operator as necessary.

4.32 Facilitation Payments

A Facilitation Payment is a payment of money or goods made by the Master (or any other member of the
crew) to a Third Party Government or non-Government body for the purpose of facilitating the normal
operation of the vessel.

With effect from 1st January 2003 all ships are to report details of facilitation payments on a monthly basis
using Excel in the following format. Reports should be E-mailed direct to [email protected] at the end of each
month.

Vessel Date Port Country Payment (USD)

4.33 Terminal Feedback Report

The Terminal Feedback Report attached should be completed for each berth at which the vessel calls and
returned to the email address detailed on the form. This will allow us to more effectively gather data on
berths utilised for the benefit of all vessels.

"Ship Feedback
Report.doc"

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SECTION 5 – VESSEL REPORTING REQUIREMENTS

CONTENTS

5.1 Introduction

5.2 Incident Reporting

5.3 Environmental Emission Reporting

5.4 Data Reporting Silinmiş: 2

5.5 Voyage Reports Silinmiş:

¶
5.3 Sailing Reports¶

Silinmiş: 4
Silinmiş: Position
Silinmiş: ¶
5.5 End of Passage Report¶
¶

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5.I Introduction

5.1.1 This Section is concerned with the flow of information associated with the operation of the ship.

5.1.2 In order to effectively monitor ship’s performance, ships are required to submit periodic reports to BP
Shipping. These reports consist of :-
Silinmiş: Sailing Reports
(includes Sailing Statement, Cargo
Incident Investigation Report Report and Timesheet)
Near Miss Report Voyage Position Reports
End of Passage Reports
End of Passage Report (includes E.O.P. Summary, Engine
Port Log Report Log Abstract, Deck Log
Abstract and Bunker
Cargo Report Oil Statement).
COW Log
Sailing Statement
Noon Position Report
Time Sheets
Passage Summary
Environmental Emissions Report
Monthly HSE Report

5.2 INCIDENT INVESTIGATION AND REPORTING

Incident investigation has the primary purpose of preventing further incidents by identifying the
causes and lessons learned to allow safeguards to be put in place to prevent recurrence. If the
investigation is only concerned with the actual injuries and losses associated with the incident then
some potential causes and lessons may be missed. In a simpler incident the causes may be more
readily apparent than in a Major Incident. In a Major Incident there will probably be complex multiple
causes and error chains which will take time and effort to identify. In essence the more serious an
incident the more potential there may be to identify causes and lessons. The classification of incidents
in terms of consequence and potential gives a structure to the Incident Investigation process and
ensures that the correct level of effort and expertise is expended for each incident to maximise the
benefit.

The document attached details the incident reporting format utilised within BP Shipping. This should
be utilised for all BP owned vessels and is suggested as a guideline for Time Charter vessels. Also
attached are the instructions for completion of this form.

SLCO1.doc SLCO1Guidelines.doc

Regardless of the category of any incident that occurs, it must be reported as soon as possible and in
any event within 24 hours of occurrence. Follow up with an incident report on completion of
appropriate investigation should be undertaken as soon as practicable.

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5.2.1. CLASSIFICATION OF INCIDENTS

The following table details the consequences and categories against which the potential of an incident
should be measured in order to ascertain the level of Investigation:

Consequence or Potential
Incident Category Personal Injury Property Damage Spill Near Miss
Fatality Explosion/ 1 barrel of oil Category A
A Collision/ in the water Potential
Grounding

Serious DAFWC Vessel Disabled < 1 barrel of oil Category B

B (>$1,000,000) in the water Potential

DAFWC Loss of
C (no further $1000 Containment Category C
potential) on Deck Potential

RWI Loss of
D or Medical < $1000 Containment Category D
Treatment Injury in the Pumproom, Potential
or cargo system

E First Aid Case Near Miss Near Miss N/A

(< $200)

Level of Investigation

Category A Investigation Team to be appointed by Manager, Operations Group. To include

representation from outside BP Shipping, if required by the severity of the incident.
Internal BP Circulation – BP Shipping Management Team, Operations Group Team Leaders, Ship
Managers, all ships, discussed at HSE Working Group, specific departments where appropriate, HSE
& QA Manager for filing, discussed at HSE Working Group.

Category B Investigation Team to be appointed by the Ship Team Leader concerned. To include
representation from outside Operations Group, if required by the severity of the incident.
Internal BP Circulation – Management Team, Operations Group Team Leaders, Ship Managers, all
ships, discussed at HSE Working Group, specific departments where appropriate, HSE & QA
Manager for filing, discussed at HSE Working Group.

Category C Ship Managers to report the causes and action plan to the Fleet Operations Team
Manager, or deputy, within one week of the incident.
Internal BP Circulation – Operations Group Team Leaders, DPAs, specific departments where
appropriate, copy to sister ships and other classes where appropriate, HSE & QA Manager for filing,
discussed at HSE Working Group.

Category D Master to investigate fully and forward completed report (SLC01) to the Ship Manager
who shall ensure that the investigation has fully explored the possible causes and identified
appropriate actions to prevent recurrence.
Internal BP Circulation – Ship Manager, Manager Fleet Operations Team (or Deputy), specific
department where appropriate, copy to sister ships where appropriate, HSE & QA Manager (for
filing), summary details recorded at HSE Working Group.
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Category E Master is to ensure that the potential of the incident has been accurately identified, that
all onboard are aware of the incident and that the lessons learnt are well promulgated and
incorporated in onboard safety awareness campaigns as necessary.
Internal BP Circulation – Detail in Ship’s HSE Minutes and facts and actions promulgated onboard.
At all levels of investigation above Category E, the Incident Investigation Report SLC01 will form the
basis from which further investigation will be conducted.

N.B. For Category A and B incidents the time-scales for final reporting cannot be specified as
the nature of the incident is liable to require that the ship is visited by an individual or a team of
investigators. However the reporting of full facts from the ship to BP Shipping should be as
soon as practicable. The investigation team should aim to report its findings in terms of full
facts as early as possible. The analysis of these facts to establish cause(s) may take some time
but publishing facts by way of an interim report will allay fears and stop conjecture into what
occurred.

5.2.3. INCIDENT CATEGORISATION

In deciding the Category of an Incident the “Potential” as well as the “Actual” Consequence must be
taken into account. Personal Injury should be the first consequence to be evaluated and this will take
precedence over other types of loss or damage.

When assessing the potential of an incident the level of exposure must be taken into account to ensure
that creditable outcomes are considered and hence “potential” equates to “reasonably possible”.
Usually one additional failed defence or coincident event should be added to the actual event to
identify the potential of the event and thus the appropriate category.
The actions required to correct the outcomes of an incident and those required to prevent a recurrence
may not be totally understood or clear until the investigation into the incident has been completed.

However the circumstances of an incident may determine that it is prudent to circulate the details to
the fleet or class as appropriate. This will be achieved by the use of a Safety Flash (URGENT by
telex) or Safety Alert (by E-mail). The decision to issue either a Safety Flash or Safety Alert will be
taken by Operations Management and will be filed by the Marine Team.

5.2.3.1 Decision on Category – Initial Actions

In order to be able to address each incident with the correct level and speed of response the decision
on the Category must be made within 24 hours of the incident and the relevant personnel informed.
For a Category E incident the actions lie with the Master and are shipboard. However if there is any
doubt that this assessment is not correct or may later be challenged then the Master should discuss the
incident with the Ship Manager.

For incidents of Category D or above the incident must be fully discussed by the Master and
Ship Manager to agree the Category. For incidents which are or have the potential to be Category
A or B then this discussion should include BP Shipping. In order to assist these discussions
the incident details should be reported on the first page of the Incident Investigation Report
form and forwarded to the Ship Manager for forwarding to BP Shipping.

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5.2.4 Decision on Category – Definitions

5.2.4.1 Personal Injury

Category Potential Consequences Example Event

A Fatality Fire, Explosion, Gassing

B Serious DAFWC Fire, Explosion, Gassing, serious fall, broken limbs, loss
of limbs, loss of consciousness, concussion, serious burns/scalds,
major lacerations or loss of an eye.
C DAFWC Fall, small fractures, serious lacerations, back injury, serious eye
NO POTENTIAL FOR injury or small burns/scalds.
GREATER INJURY THAN
ACTUALLY RECEIVED
RWI or Medical Sprains, strains, foreign body in eye or minor laceration,
D Treatment Injury hospitalisation for observation.
E First Aid Case Minor cuts and scratches, abrasions

N.B. The action being undertaken, the way in which the injury was sustained or the potential for greater
injury may result in an incident being assigned a higher category than the actual injury sustained warrants.
Only those injuries sustained as the result of work related activities as defined in Appendix I of this section
(5) under Days Away From Work Case.

5.2.4.2 Property Damage

Category Potential Example Event
Consequences
A Loss of vessel, damage above Explosion, Collision, Grounding.
$0.5m Vessel disabled.
B Damage of Tank over/under pressurisation, heavy contact with jetty or
$100,000 to SBM, Vessel temporarily disabled.
$500,000
C Damage of Damage to machinery or equipment other than fair wear and
$1000 to tear, failure or rupture of pipeline.
$100,000
D Damage of Damage to machinery or equipment other than fair wear and
$200 to tear, failure of pipeline.
$1000
E Near Miss Damage Sighting of conditions which could have lead to damage had
<$200 plant been operated or process not stopped early enough.

5.2.4.3 Spill/Environmental Damage

Category Potential Example Event
Consequences
A Oil in water Cargo or bunker overflow, and off the ship into the water,
1 barrel rupture of cargo or bunker tank.
B Oil in water Cargo or bunker overflow, and off the ship into the water,
1 barrel rupture of cargo or bunker tank. Discharge of oil in ballast.
C Loss of Cargo or bunker overflow, rupture or leak in cargo or COW
containment pipeline. Lead at the manifold and overflow of drip tray.
on deck
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D Loss of Leak in pumproom cargo pipeline, leak at pump mechanical
containment seal.
in the pumproom
E Near Miss Filling cargo or bunker tank above the require level.
Sighting a pipe with a weakness or corrosion that was about to
cause a leak.
N.B. Major leak in pumproom would be categorised as a potential explosion. Category A.

5.2.5 INCIDENT INVESTIGATION

Incident Investigation Report should be completed as fully as possible with all the facts and
Relevant information. Statements from participants and witnesses should be used to establish the
facts. If statements conflict or sufficient information does not become available to establish a
clear sequence of events then individuals should be interviewed again. It should not be assumed
that information is being deliberately being withheld as it may be that the detail is perceived by
the individual as not relevant has been overlooked or due to the trauma of the event has been
suppressed.

5.2.5.1 The Investigator

The seniority of the person carrying out the investigation will vary according to the gravity of the
incident. In the case of major incidents an independent Board of Inquiry may be set up. At the
other end of the scale it would be more appropriate for the immediate line supervisor or
department head of the personnel/area involved to carry out the investigation.
The line supervisor or department head has a personal interest and involvement with the incident and
would be well informed on how to obtain the information needed.

5.2.5.2 Procedure
The first stage in an investigation involves establishing the factual information. This requires
observation at the scene of the incident. Photographs may be taken to help clarify the report and
perhaps assist in promulgation of the lessons learned at a later date. Further information is
obtained by checking records, interviewing personnel involved, witnesses and experts as
appropriate.
The second stage is to analyse the facts and make a judgement on the immediate and basic causes and
the shortcomings in control. This permits the investigator to draw conclusions on causation factors.
The third stage is to recommend actions to ensure, so far as possible, that the incident will not or is
less likely to happen again.
All incidents involving the ship/shore interface shall, whenever possible, be investigated by both
parties involved. Where this is considered impracticable the minimum action required, subject to any
legal or business constraints which may apply, is that a draft copy of the completed investigation
report must be sent to the other party for comment on or addition to the conclusions, followed by a
copy of the final report.

5.2.5.3 Review
The report should then be reviewed at the next level of management to confirm that the incident
has been adequately investigated, analysed and sound recommendations made.

5.2.5.4 Action Plan and Follow-up

In section 3.1.4 of the report format, persons responsible for the Action Items can be assigned and a
target date for completion given. The Master and Engineering Superintendent are responsible for
ensuring that corrective actions are documented, tracked and closed out.

5.2.6. ANALYSIS
The objective of analysis is to identify trends and those “critical few” incidents which result in

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the greater part of the total loss. This will enable the most cost effective action to be carried out
to reduce losses in the future.

Incidents will be reviewed by the HSE Working Group. By categorising incidents by type and
cause trends will be identified which will give rise to further analysis and remedial actions.

5.2.7 Reporting Requirements

The Master of each ship will prove monthly data to BP Shipping, Operations Group for incorporation
in the BP Shipping monthly and quarterly reports.
This will be done by a monthly E-Mail to [email protected] in the following format:

For the attention of Manager Fleet Operations Team

Monthly Safety Statistics Ship’s Name Month/Year

Officers Crew

Average No. Staff on Board Nos. Nos.

Minor Injuries Nos. Nos.
Days Away From Work Case Nos. Nos.
Days Lost Nos. Nos.
Restricted Work Incidents Nos. Nos.
Days on restricted work Nos. Nos.
Near Misses SLC03/SLC01 Nos. Nos.
Property Damage Accidents Nos. Nos.

APPENDIX I – Incident Reporting DEFINITIONS

Incident
An accident, near miss or dangerous occurrence.

Accident
An undesired event that results in harm to people, damage to property, loss to process or loss in
profitability.

Property Damage
Physical damage to hardware such as plant or equipment as a consequence of fire, explosion,
collision, criminal act, etc., or as the result of premature failure of equipment due to lack of
maintenance or inadequate quality of equipment, materials or components. Incidents with the
potential for a similar level of damage should be recorded as Near Misses.

Notifiable Incident
An incident, injury or illness which under local or industry legislation is required to be reported to a
statutory authority (i.e., DTp, Flag State).

Dangerous Occurrence
As defined by Department of Transport form ARF/1G How to complete the Accident and Dangerous
Occurrences report form, Section B.

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Personal Injury Definitions

Recordable Fatality
A fatality resulting from a work related incident relevant to the Health and Safety performance of the
Company. Fatalities arising from, for example, suicide, inexplicable personal behaviour or natural
causes would normally be excluded.
Note: All fatalities associated with BP, whether recordable or not are to be reported by the Master
in an URGENT message. Head Office will report within 24 hours through the Major Incident
Announcement procedure.

Days Away From Work Case

A work-related injury which causes the injured person to be away from work for at least a normal
shift after the shift on which the injury occurred because he/she is unfit for ANY work.
Note: “Work Related” is deemed to include any injury such as a cut, fracture, sprain, amputation,
etc., which results from a single “instantaneous” event or exposure in the work environment (either
on the ship or ashore when on company business). A single incident involving instantaneous exposure
to chemicals is classified as an injury.

Restricted Work Injury

A work-related injury which causes the injured person either:
to be assigned to another job on a temporary basis, or
to work at a permanent job less than full time or
to work at their permanent job without undertaking all the normal duties.

Medical Treatment Injury (Minor Injury)

A work-related injury that requires attention from a medical practitioner (even if treatment is provided
by someone other than a physician, eg. suturing by a nurse ) but does not result in either a Days Away
From Work Case or Restricted Work Injury.
Note – First Aid Cases have a different definition and should not be reported as Medical Treatment
Injuries.

First Aid Case

A work-related injury that requires one off treatment and subsequent observation (for example minor
scratches, burns, cuts which do not ordinarily require medical care) and does not result in a Days
Away From Work Case or a Restricted Work Injury. Such treatment and observation are considered
first aid even if provided by a physician or registered medical professional.

Recordable Injury
Include every occupational death, and those non-fatal injuries which involve one or more of the
following; loss of consciousness, restriction of work or motion, transfer to another job, or medical
treatment (other than first aid). ie, Fatalities + DAFWCs + RWIs + Medical Treatment Injuries.

Frequency Rate
The number of days away from work per 200,000 hours worked.

ie. DAFWC frequency rate = No of Days Away From Work Cases × 200,000
Man-hours worked

Note: Exposure is 24 hours / day

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Notes:
1. The term medical practitioner includes the nominated First Aider on board. Where it is
necessary for the injured person to be referred to a Medical Practitioner ashore either
immediately after an incident or at a later date. This does not mean that the incident should
be recorded in a more severe category if the level of treatment given does not warrant this .

2. Where the requirement to seek medical advice results in the injured person spending time
away from the ship, this time does not count as Lost Time provided the person is able to
resume work on their return to the ship.

3. Non work-related injuries – where a person is injured on board and the activity was not
work-related this injury will not be included in company figures reported to the BP Group.
However, the incident should still be investigated to ensure that the lessons learnt are
identified and any necessary remedial actions are taken to prevent recurrence. Records
will be kept under the heading of Non work-related.

4. Medical Treatment Injury

Include:
injuries which result in loss of consciousness, even if the individual resumes work after
regaining consciousness (NB does not cover loss of consciousness due to ill health);
sutures (stitches) for non-cosmetic purposes; use of casts, splints or other means of
immobilisation; any general surgical treatment; removal of embedded objects from eyes by
surgical means; use of prescriptive drugs or medications (does not include over the counter
medication); use of a series of compresses for treatment of bruises, sprains or strains

Exclude
(i) first aid cases, DAFWCs and RWIs;
(ii) hospitalisation for observation without treatment
(iii) a one-off tetanus injection
(iv) consultative visit to, or examination by, a physician or registered professional for the
purposes of confirmatory check.

5. First Aid Cases

Include:
(i) follow up visits to a physician or nurse for observation ONLY, or for routine dressing
change;
(ii) negative X-ray results;
(iii) cleaning abrasion/wounds with antiseptic and applying dressing;
(iv) irrigation of eye and removal of non-embedded foreign objects using a cotton swab;
(v) one time administration of oxygen after exposure to toxic atmosphere and resumption
of normal (but not restricted) work the following day;
(vi) soaking, application of hot-cold compress and use of elastic bandage on sprains and
strains immediately after injury;
(vii) applying one-off cold compress or limited soaking of a bruise;
(viii) use of non-prescriptive medicines (over the counter medication);
(ix) treatment of First Degree burns.

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5.3 Environmental Emission Reporting

5.3.1 BP Shipping also places a very high priority on the environment and all operations must be carried
out with this in mind.
BP Shipping sets vigorous standards for HSE performance for ships it operates or manages. One of
the purposes of this is to enable us to accurately measure the atmospheric emissions that we make and
enable us to set targets to reduce this figure.
Please report the Environmental Emission figures, as detailed in the attached Emissions spreadsheet
to [email protected] with copy to [email protected] on a Quarterly basis by e-
mail (figures shall be sent no later than two working days after the end of the month).
For the purposes of these figures only cargoes completed within the month should be included. When
a cargo is loaded before the end of a month and discharged after the start of the next month, all details
should be submitted for the later month. The Environmental Emissions report should be forwarded
Quarterly as detailed within the document itself.

Emissions2004.xls

5.4 Data Reporting

"bunker oil statement "bunker shipment "cargo tank report "Crude Oil Wash "hourly pumping log "notice of readiness
c5.xls" record bte 34.doc" 9526 09.xls" Record 9526-10.doc" 9526 19.xls" g49.doc"

"obq rob report 9526 "slops certificate "Tank Inspection "Timesheet

08.xls" 9526 03.xls" Certificate 9526 07.xls" 9527-05.doc"

5.4.1. The majority of the operational data within this system should be passed to BP Shipping by telex or Silinmiş: will
e-mail using a formatted message from ships in port. Silinmiş: Routine general
documentation may be forwarded
by fax.
5.4.2 Where references are made to bunker consumption for “normal purposes” this means bunkers used
for propulsion and normal ship services. It excludes ballast changes, cargo heating, tank cleaning etc.
Silinmiş: ¶
5.2.5 Bunker quantities should
5.5 Voyage Communications always be reported in metric
tonnes.¶
Silinmiş: 3
5.5.1 Acknowledgement of Messages Silinmiş: Sailing Reports

Voyage, cargo, or other orders must be acknowledged as soon as they are understood. These
acknowledgements must repeat the port(s) and include ETAs.

5.5.2 Telex / E - mail

Voyage orders and confirmation shall be sent via e-mail/Telex.

All telexes/e-mails sent to the Company must be sequentially serialised annually (TLX/001/03 etc).
Company telexes are automatically given a reference number (eg. Y7459), which should be used when
referring to a Company telex.

The Company telex/e-mail system is regularly monitored by the Ship Operator during office hours.
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During weekends and Public Holidays, the telex /e-mail system is monitored by the Emergency Duty
Ship Operator for Urgent communications only.

Urgent telex’s should be prefixed URGENT and must be followed up immediately with a phone call to
the (Duty) Ship Operator or Ship Superintendent as appropriate, as the Company telex system is not
continually monitored.

5.5.3 Port Telex/e-mail Messages

Port messages must be sent by Telex or e-mail, using the following codes (not full operational name).
Estimated times are followed by an “(E)”.

NOR NOR Tendered ANC Anchored

LA Left Anchorage POB Pilot on Board
B Berthed, Allfast HC Hoses Connected
CB Commence Ballasting FB Finish Ballasting
CDB Comm Deballasting FDB Finish Deballasting
CL Commence Load FL Finish Load
SL Stop Load RSL Restart Load
CD Commence Discharge FD Finish Discharge
SD Stop Discharge RSD Restart Discharge
CCW Commence COW FCW Finish COW
CBK Commence Bunkering FBK Finish Bunkering
HO Hoses Off DOC Documents On Board
UB Unberthed FAOP Full Away on Pass.
EC Enter Canal CC Cleared Canal

Four (4) telex or e-mail messages are required to be sent to BP for normal operations in port (third party
charterers receive their own messages). These are to be sent as soon as possible. If practical, the first two, and
last two messages may be combined as one.
Non BP Charterers may require that their own reports are telexed or e-mailed to them, these must be copied
to BP. In addition vessel’s must also continue to send the BP standard reports as described in these
instructions.
Telex or e-mail formats / examples are as follows:

1. After arrival –
END OF PASSAGE SUMMARY

Ship / Voy / Port

PRIDE 02/03 RAS TANURA
End of Sea Passage EOP 1618 27/03/03
Anchor down ANC 2020 27/03/03
Berthing prospects B (E) 0900 28/03/03
Bunkers at EOP BKRS ARR 2601/167
Arrival Draft ARR DRAFT 9.0m / 11.0m

2. After cargo start –

LOADING REPORT (or DISCHARGE)

Ship / Voy / Port

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PRIDE 02/03 RAS TANURA
Pilot on board POB 0740 28/03/03
Anchor aweigh LA 0800 28/03/03
Berthed B 1036 28/03/03
Hose connected HC 1210 28/03/03
Cargo commenced CL 1315 28/03/03
Estimated sailing UB (E) 1500 29/03/03

3. After sailing – to BP and Agent also send crew list.

SAILING REPORT
Ship / Voy / Port
PRIDE 02/03 RAS TANURA
Stop load (give reason) SL 1915 28/03/03
Restart load RSL 2240 28/03/03
Finish load FL 1450 29/03/03
Hoses off HO 1530 29/03/03
Unberthed UB 1630 29/03/03
Documents on board DOC 1800 29/03/03
Full Away on Passage FAOP 2024 29/03/03
Bunkers on sailing BKRS SAIL 2554/164
Bunkers loaded BKRS LOAD NIL
Ballast on sailing BLST NIL
Slops on sailing SLOPS NIL
Cargo R.O.B ROB NIL
Draft on sailing DRAFT 21.0 / 21.0
C/P target time C/P TARGET ACHVD YES (or NO)
Facilitation payments FCLTN PAYMENTS USD 1,000
Destination DEST DURBAN
ETA at destination ETA 0800 09/04/03
Est Arrival Bunkers BKRS (E) 1500 / 160
Est Arrival Draft ARR DRAFT (E) 20.6m /20.8m

Notes – for C/P target time, Masters must confirm whether vessel met Charter Party load / discharge target
time. If not, an explanation must accompany the NO answer.

A Facilitation Payment is a payment of money or goods made by the Master (or any other member of the
crew) to a Third Party Government or non-Government body for the purpose of facilitating the normal
operation of the vessel.

4. After Bills of Lading received – to BP and Agent

CARGO REPORT
Ship / Voy / Port
PRIDE 02/03 RAS TANURA
Grade / API ARABIAN LIGHT 33.18
B/L Gross MT GROSS MT 267,832.3
B/L Nett MT NET MT 267,793.4
B/L Gross Bbls GROSS BBLS 1,973,920
B/L Net Bbls NET BBLS 1,973,637
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Ship’s Gross MT SHIP MT 266,997.4
Consignee CONSIGNEE STASCO
Shipper SHIPPER SAUDI ARAMCO
Date B/L DATE 29/03/03
Original B/L onboard B/L ON BOARD YES

5.5.4 Cargo Documents

After sailing, the following signed cargo documents are to be faxed to BPS, followed up by a hard copy
posted to BPS as soon as practicable. E mailed copies on sailing are acceptable but must be followed up with
signed hard copies from a suitable port as soon as practicable.

Notes of Protest
Time Sheets
Pumping Logs
COW Logs
NOR Certificates

The hard copies, along with Bills of Lading, Quality Certificates etc, will need to be posted to the
Commercial Team from a suitable port.

5.5.5 Daily Noon Report Telex or Email (sent by All Vessels at sea – daily)

NOON REPORT
Ship / Voy PRIDE 02/03
Position POSN 15.34N / 54.49E
Destination DEST DURBAN
ETA ETA 1200 09/03/03
Time from GMT SHIP TIME GMT +4
Speed for last day AVERAGE SPEED 15.2 KT
Ordered Speed ORDERED SPEED 15.0 KT
Reason for not making ordered speed (if applicable)

Ordered Speeds may include –

MCR (Maximum Continual Rating of engine)
NCR (Normal Continual Rating – normally 90% of MCR)
MEP (Most Economical Power – varies with load however often 60% MCR)

5.5.6 Stoppage / Change of ETA Report Telex or e-mail

If the vessel stops for any reason, or if the latest ETA changes by more than six (6) hours, a telex or e-mail
must be sent to the Ship Operator as soon as possible.
Included in the Stoppage Report will be times and reason for stoppage, updated ETA, and any cost
implications associated with the stoppage.

5.5.7 Daily Repair / Drydock Telex or e-mail

After arrival at the repair yard or location, an ETD telex or e-mail (or other means if unavailable) is to be sent
to the Ship Operator. This is to be updated by telex if the ETD changes by more than six (6) hours.

5.5.8 Passage Summary (Weekly + EOP)

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The area of Passage Summaries is currently under a full review and it is intended that as soon as possible a
fully electronic reporting system will be available. Individual ships will be advised as soon as the system is
operable and should continue to report in the same format as presently until specific advice is given.

This is to be e-mailed every seventh day and after every EOP to each vessel's specific e-mail address as
supplied by BPS.

On FAOP enter as much information as possible, including FAOP Position and especially the ordered speed
(this should correspond with the Charter Party ordered speed)

A full entry should be made for each day on passage.

If the ordered speed is not attained an explanation must be given in the Remarks section. The explanation
must detail all slow down, start and stop times due to safe navigation and poor visibility.

Miles steamed are observed (to nearest 1/10 mile)

FO propulsion includes ME consumption and boiler base load. Record all other consumptions under FO
Other (using appropriate FO Other Code).

DO Generation covers normal base load only. Record all "other" consumptions under DO Other Quantity
(and DO Other Code). Codes for FO / DO other consumption

DI De-Inerting*
RI Re-Inerting*
WG Tank washing between grades
WD Tank washing before dry-dock
RT Raising cargo temperature*
MT Maintaining cargo temperature*

"Other": if consumption needs explanation then use the Remarks section.

NOTE: * If one of these activities occurs with another consumption then the actual FO and DO consumed
in these asterisked codes must be detailed in the remarks section.
Stops and deviations must be recorded in full, including times, full bunker consumption for the duration and
the reason for the event.
On completion of a seventh day Passage Summary, enter the seventh day noon position, estimated EOP time
and date, the estimated Bunkers ROB at EOP, the Passage Totals to date and the Lube oil consumption / day
during the passage to date.

When an ordered change of speed is received treat it as an EOP. Complete the current summary and start a
new Passage Summary noting the new ordered speed.

5.5.9 Time Sheets (form 9527/05)

A copy of the Time Sheet shall be faxed (or e mailed) to BP Shipping upon completion (having filled in all
relevant information) and the originals mailed from the next port, or if postal facilities are unsuitable then the
first available opportunity.

The Time Sheet should at the very minimum cover the following:-

The period from End of Passage until Full Away On Passage

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The time of tendering NOR
All periods of delay, giving the reason for delay
All stoppages of or restrictions on cargo operations, giving reason for stoppage/ restrictions

When completing the Time Sheet please ensure:-

That the Time Sheet is completed in black pen, as anything else makes it difficult to copy
That the information is correct and clear
That the Time Sheet has as few alteration as possible
That the Time Sheet is signed by the agent and terminal representative, and, if they refuse, that a suitable
Note of Protest is issued.

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SECTION 6 – CARGO TANK PREPARATION AND

QUALITY GUIDELINES.

CONTENTS

6.1 Scope Of Instructions

6.2 Responsibility

6.3 Safety Precautions

6.4 Instructions Received with Lading Orders

6.5 Standard Required

6.6 Bottom and Line Flushing

6.7 Elimination Of Water In Special Cargoes

6.8 Retained Residues

6.9 Tank Washing

6.10 Cargo and Associated Lines

6.11 Product Quality

6.12 Tank Cleaning Guidelines

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6. TANK PREPARATIONS & QUALITY GUIDELINES (NOT APPLICABLE TO TIME CHARTER VESSELS).

6.1 Scope of Instructions

This guide to the preparation of cargo tanks for the carriage of petroleum products is for use by
BP Vessels only. BP Masters should take into consideration their own vessel’s tank configurations and any
local requirement which may require a departure from this guide necessary to ensure that cargo tanks are
properly prepared for the carriage of the nominated cargo. If a departure is required, the Master must request
permission from the Company.

6.2 Responsibility

The responsibility for the suitability of cargo tanks to carry the nominated grades lies with the Master.

A written plan for every ballast and tank cleaning operation (including stress and trim calculations) shall be
drawn up by the C/O in advance and approved by the Master. The C/O shall provide unambiguous written
instructions prior to any cargo, ballast, tank cleaning or gas freeing operation. Every Officer-of-the-Watch
(OOW) shall read and then sign these instructions as understood prior to conducting a cargo watch, and shall
be responsible for ensuring that the instructions are complied with.

6.3 Safety Precautions

This guide should be read in conjunction with the guidance given in ISGOTT. The Master and deck officers
shall ensure that all procedures and precautions contained within the following publications are adhered to:

a) ISGOTT
b) MARPOL
c) Cargo Operations Manual
d) I.G. Manual
e) Relevant Check Lists

6.4 Instructions Received with Loading Orders

To minimise bunker consumption, environmental impact and associated costs, vessels should only tank clean
when necessary. When the Ship Operator makes cargo inquiries, the Master shall revert with the anticipated
tank preparations required. These must be confirmed once the cargo is fixed. Should the vessel receive tank
cleaning instructions which conflict with those set out in these Instructions, the Master must contact the Ship
Operator to resolve the conflict prior to commencement of tank preparation. If a cargo specification is not
provided, the Master should assume a higher specified grade will be lifted and undertake the tank preparation
required for such higher grade. It should be noted that it is the ship owner’s responsibility to ensure that the
vessel arrives at the load port with tanks prepared to lift the nominated cargo. Charterers are under no
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obligation to provide tank preparation guidance or tank inspection/approval prior to loading.

6.5 Standard Required

The Tank Cleaning Guidelines within these Instructions are to be used as a guide to the degree of cleaning
necessary between cargoes, except when the Charterer, or Company issues special instructions.
The standard of cleanliness required by some Charterers or receivers may be lower than that set out in the
Tank Cleaning Guide. This may be due to the intended use of the cargo being different from that which one
might expect. It is imperative therefore to ensure that, where Charterers’ cleaning instructions
conflict with these Instructions, such instructions are always received in writing, challenged and confirmed
with the Ship Operator before implementation.
Unless specifically agreed in the Charter Party, neither a Time Charterer nor a Voyage Charterer has the right
to insist on the observance of their own tank cleaning requirements in place of these Instructions. However,
the Charter Party may often provide for the vessel to present for loading with its tanks, pumps and
pipelines properly cleaned to the satisfaction of the Charterer’s appointed inspector. Where a Charterer has
tank-cleaning requirements in excess of those required under these Instructions (incl. use of excessive Silinmiş:
pressures or temperatures) these should form part of the agreed Charter Party. If they do not, then the
Charterer must be made aware that any additional time/costs will be for their account.

6.6 Bottom and Line Flushing

Flushing Tank Bottoms

With written instructions, it may be acceptable to flush tank bottoms (usually ashore after agreement) in lieu
of tank washing.

Water Flushing Pumps and Lines

Normally completed after tank washing, it is recommended to wash up cargo lines and drops, not down. On
completion, all lines and pumps must be well stripped into a slop tank or directly ashore.

Fresh Water Rinsing

When loading certain cargoes such as Vacuum Gas Oil, Wax Distillate and some Solvents, it may be
necessary to ‘fresh water rinse’ any tank that has been salt water washed or previously contained salt water
ballast.

6.7 Elimination Of Water In Special Cargoes

Where total elimination of water is required after washing tanks for special cargoes (lubes and Jet), the
following procedures must be followed after comprehensive tank, line & pump stripping:

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1. Cargo lines valves must be opened and lines drained dry. This includes manifolds,
drop lines, discharge lines and tank suctions.
2. Cargo pumps and their associated air vessels, vacuum breakers, strainers and by-passes
must be opened and drained dry.
3. Individual tank suction valves must be opened and remain open during the tank
mopping process.
4. Where fitted, fixed eductor systems must be blown through with air, valves opened,
and lines left to drain into the tank prior to mopping.
5. Fixed tank washing valves must be opened and any water between the main line and
the machine, drained into the tank prior to mopping.

Any list placed on the vessel to assist in draining and mopping must be removed before the tank is finally
inspected to allow any puddles on the upper stringers and stiffeners to drain down. The Inert Gas Deck Seal
overboard line must be checked to ensure that it is free from blockage and all valves are fully open. Any
substantial increase in the deck seal water level will cause “carry over” and introduce water back into the
tank
during re-inerting. It is Company policy not to inert cargo tanks prior to or during, the carriage of
lube oils due to the possibility of introducing water or impurities from the I.G. system.

6.8 Retained Residues

Cargo Residues

The quantity of cargo residues onboard should be reduced in accordance with MARPOL 73/78 Regulations.
Generally loading on top of crude or dirty product slops is unacceptable to most Charterers. Clarification
should be sought from the Company on an individual voyage basis. Subject to receipt of written
instructions, cargo residues may be discharged to slop reception facilities, otherwise they must be retained
onboard, segregated from the cargo.
A Charterer may issue instructions differing from those above. Charterer’s instructions should be followed
unless they contravene the MARPOL 73/78 Regulations in which case Company guidance must be sought.

Tank Washing Residues

Scale and solid residues within a tank can contain volatile liquids and generate gas when disturbed. Crude
carriers can control the build up of residue with effective crude oil washing. When oil impregnated sludge
has
to be physically removed from tanks, it must not be dumped at sea but bagged and landed to
shore reception facilities.

Engine Room Residues

Residues from engine room separators and purifiers should normally be stored in E/R holding tanks but may
sometimes need to be transferred to cargo tanks. Provided this is an approved procedure as stated in the IOPP
Certificates Supplement, a crude or black oil vessel may transfer E/R residues to their slop tanks where they
may be discharged ashore or have cargo “loaded on top”. On clean product tankers, unless the slop tanks can
be adequately cleaned to shore, E/R sludge must not be transferred into cargo or slop tanks to avoid cargo
contamination.
Residue transfers from the E/R to the cargo system must be recorded in both the Machinery and Cargo Oil
Record Books (MARPOL). The temporary connection between the E/R and cargo tank must only be in place
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during transfer operations.

Residues – Singapore area

Strict tank cleaning regulations are in force in the areas around Singapore. All tank cleaning contractors must
be registered with the Ministry of Environment, and tank cleaning waste must be disposed of at a facility
operated by the Port of Singapore Authority (PSA).
PSA tank cleaning permits will only be granted if the tank owner (or representative) can prove that the waste
will be disposed of at an approved facility. The Company will administer such compliance, and any vessel
planning to tank wash should notify its Ship Superintendent well in advance.

6.9 Tank Washing

Methods of Tank Cleaning

The Company’s policy is that tanks must be washed in the inerted condition.
If the Master considers it necessary to undertake tank washing under any other condition, guidance must be
sought from the Company beforehand. ISGOTT describes tank atmospheres for washing.
See also the vessel’s Cargo Operations Manual.

Temperature Restrictions in Coated Tank

The temperature and pressure of washing water in coated tanks must not exceed those recommended by both
the tank coating manufacturer and the tank cleaning equipment manufacturer.
It is recommended to keep the washing water temperature at least 15°C above the Pour Point of the previous
cargo.

After Black Oil Cargoes

Double hull tankers with deep-well pumps and no internal tank framing are generally capable of cleaning
from heavy fuel to gas oil with fixed tank washing machines only. On vessels with internal piping and/or
framing, the use of additional portable tank washing machines may be required to remove residues from
shadow areas.
If portable tank washing machines are used to supplement fixed machines, washing must be conducted in an
inert condition. Portable heads are to be introduced only after the fixed tank wash machines have
completed a full wash. The inert gas pressure must be reduced to a minimum positive pressure while washing
is underway. Sand bags or equivalent should be placed on and around the saddles to reduce the flow
of inert gas through the tank wash openings.
The amount of washing required to change from a black oil to white will depend on the tank configuration
and the standard of washing. As a general rule 3 to 4 hours per tank is required with fixed machines
followed by any additional portable tank machine washing if required. Portable tank machine ‘drop-levels’
should be pre-calculated to maximise the effect on shadow areas unreachable with fixed machines. Unless
the
vessel has obtained a degree of confidence from previous washing, the tank should be gas-freed and
inspected
to confirm the effectiveness of the washing.
It may be necessary to ‘wing-out’ portable machines by tying them off on the tank structure to enhance
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washing effectiveness. If so the tank should be gas-freed for entry, the portable machine ‘winged-out’ and the
tank then re-inerted prior to further washing. While washing, machines should be checked constantly to
ensure they are turning properly. Machines are prone to seizing due to piping scale or rust if they are not used
regularly. Spare machines should be readily available if required for replacement. Damage to machines may
occur if they are suspended near the tank sides or bottom when the vessel is rolling. It may be acceptable for
the Master to alter course to reduce rolling in such circumstances. Washing in heavy rolling conditions is not
recommended because the ineffectiveness of stripping inhibits the washing.

After Clean Oil Cargoes

Cold Water / Hot Water Washing in Coated Tanks

The temperature of water for washing coated tanks is outlined in the Tank Cleaning Guide and should be
followed. Hot water washing may be required in lieu of cold for tank entry or removing greasy films after
some cargoes.

Washing in Un-coated Tanks

Prior to washing uncoated tanks for cargo preparation purposes, the vessel’s intended washing plan must be
forwarded to the Fleet Operation’s Superintendent for approval.

Over-Washing
Important as it is to ensure that all cargo tanks can accept the nominated cargo, it is equally important to
avoid excessive tank washing. Excessive washing is an unnecessary expense due to the extra bunkers
consumed, added wear on washing equipment and tank coating deterioration over time.

Preparing For Dry Dock/Repair

When preparing for a dry-dock or lay-up which requires gas free certification, all tanks, lines, pumps, ‘vac-
strip’, priming systems, and separator tanks must be thoroughly washed with hot water until all traces
of oil have been removed, and thereafter gas-freed. Pump room bilges and cofferdams must also be
thoroughly washed and gas-freed. A very high standard of cleanliness must be achieved, and portable
machines may well be required to reach such a standard. Due to inadequate washing, waxy deposits or
sediment may remain on the tank bottom. These residues might require hand cleaning (picking)
for removal. Due to the high expense and time lost in hand cleaning, all efforts should be made to wash tanks
as effectively as possible.

Using Chemicals
Due to legal restrictions and the Company’s environmental considerations, tank cleaning chemicals are no
longer used as a matter of course. If chemicals are required for stringent cleaning, specific instructions will be
given by the Company.

Crude Oil Washing (COW)

Statutory requirements for Crude Oil Washing are contained within MARPOL. The vessel’s Cargo
Operations and COW Manuals, as well as ISGOTT provide invaluable information.

The entire COW system is to be tested to 1.5 times the working pressure at a suitable time prior to usage
(before arrival). Testing must be recorded in the appropriate Deck Log book and Cargo Record book. When
undertaking COW operations the appropriate checklists contained within the cargo booklet must be
completed.

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TANK INSPECTIONS

3.1 Responsibility
Although responsibility for the suitability of cargo tanks to carry the nominated grades lies with the
Master, installation supervisors or independent cargo surveyors acting on behalf of the cargo owner
may conduct tank inspections. Such tank inspections do not relieve the Master of his/her
responsibilities.

3.2 Inspection of Tanks Under Inerted Conditions

Vessels fitted with Inert Gas systems must arrive at the loading port with the oxygen content in all
cargo tanks below eight percent (8%) unless instructed to the contrary in the voyage orders.

Requests by installation supervisors or cargo surveyors to gas free any cargo tanks for inspection
should only be complied with if the Charter Party provides for this. Any delays and costs involved
would need to have been agreed at the negotiation of the Charter Party. If on BP Group business, or
where the Charter Party does not confer the right to de-inert/re-inert, gas freeing of tanks should only
proceed if the Charterer accepts the subsequent costs and delays. This acceptance must be sought
through the Company office and instructions received in writing.

After gas freeing for inspection, loading may only commence into re-inerted tanks with an oxygen
content of below 8%. Such loading may be concurrent with the continued inerting of other tanks.
Loading must not commence into tanks which do not contain Inert Gas (except for loading Lube
Oils).

6.10 CARGO AND ASSOCIATED LINES

Heating Coils

Heating coils are to be pressure tested, and if necessary blown through and repaired, on each occasion prior
to:
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a) Loading a cargo which requires heating.
b) Tank repairs (to avoid leakage of hydrocarbon product or fumes into tank under repair)
c) Gas freeing for voyage repairs or dry-docking

Non-Carriage of Jet Products in Tanks with Copper Alloy Heating Coils

Jet must not be carried within cargo tanks with heating coils made from copper alloys, as the copper may
have a deleterious effect on the Jet’s thermal stability. Copper-Nickel alloys, Brass and Bronze coils all
contain copper. Ship’s officers must inform themselves whether the vessel’s heating coils contain copper.
The rate at which contamination takes place depends upon the quantity of copper in the alloy, the trace
components in the product, time of exposure and temperature. Concentrations of copper above 10 parts per
billion (ppb) start to affect the thermal stability and 50 ppb invariably produces a complete failure.
If approval has been given for the carriage of Jet-A1 in cargo tanks fitted with copper alloy heating coils,
additional sampling can be expected at the loading and discharge ports. Ship’s staff must also ensure that
ship
samples are taken and that sample bottles are flushed with product at least three times before the final sample
is taken, labelled and sealed.

Line Washing

Line washing procedures are contained within the vessel’s Cargo Operations Manual. Careful visual
inspection of the actual pumproom line configuration should be undertaken to identify any problem areas or
“dead ends” which will require special attention.

6.11 PRODUCT QUALITY

Products Characteristics

The quality characteristics of petroleum products are measured by a number of standard laboratory tests
which either measure an absolute quality of the product in question (density, sulphur content) or show
behaviour of the product under particular conditions.

Information regarding the following characteristics can be found within either ISGOTT or the
Petroleum Measurement Paper No. 8.

• Cloud Point
• Density
• Flash Point
• Pour Point
• Viscosity
• Reid Vapour Pressure
• True Vapour Pressure

Vapour Segregation

When carrying multi-grade cargoes there is a possibility of contamination due to the mixing of vapours

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through the inert gas line(s). Vapours from lower flash point cargoes can reduce the flash point of higher
flash
point cargoes to a point where the entire cargo becomes off specification. This can occur with both white
and black oil cargoes (when both crude and fuel oils are carried).
Volatile cargoes must be vapour segregated from non-volatile cargoes. Cargoes with incompatible vapours
should be physically isolated from each other during the voyage, so long as proper monitoring is in place to
ensure that tank pressures remain within working limits.
Lube oils should be loaded into tanks which are gas free and not inerted, and vented to atmosphere. Only
after
the product has been discharged should inert gas be introduced into the tank.

6.12 TANK CLEANING GUIDELINES

Basis of Tables

The Tank Cleaning Guide Table is intended to give guidance for the tank preparation necessary to achieve a
standard of cleanliness suitable for white oil cargoes loaded into coated tanks and dirty products/crude loaded
into coated or uncoated tanks. Depending upon a specific vessel’s tank configuration and cargo
specifications, preparations may be reduced from those in the guide, provided written approval has been
received from the Company.

For vessels with uncoated tanks hot water washing will generally be required in lieu of cold, however
specific
instructions must be obtained from the Company.

These tables are intended for guidance when no other instructions for tank preparation have been received
from or been approved by the Company.

6.12.1 Naphtha / Clean Condensate / LDF

Naphtha (Full Range/Light/Heavy) Virgin Naphtha (VN)

Light Distillate Feedstock (LDF) Chemical Feedstock
Platformer Feed Cat. Reformer Feedstock
Clean Condensate Natural Gasoline
Pentane Plus Straight Run Gasoline
Straight Run Benzene (SRB)

Comments
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Heavier grades of LDF can tolerate a small contamination by Jet A1, DPK, Solvents, or lighter grades of
LDF. As Feedstocks tend to be unrefined they may put other products off-spec on odour, corrosion test, etc.
Naphtha & LDF cannot tolerate any lead whatsoever and therefore should be buffered from leaded cargoes by
the prior carriage of another product. Washing after Unleaded Motor Spirit is required due to oxygenates
which may adversely affect the processing of Naphtha.
LDF nominated for certain ports (for example BP Saltend) may require loading into “well drained” tanks
rather than washed in order to avoid chlorine ingress. If in any doubt as to whether condensate is “clean” of
“dirty”, contact the Ship Operator.

6.12.2 Aviation Gasoline (Av-Gas)

Avgas Aviation Gasoline

Aviation Spirit

Comments

Av-Gas has a high lead content, a flashpoint within the ambient temperature range, and is usually dyed. It has
a strict specification for aviation purposes. For Uncoated Tanks – wash with hot water and remove loose
scale from tank bottoms if required.

6.12.3 Leaded Motor Spirit

Premium Motor Spirit (PMS) Regular Motor Spirit (RMS)

Motor Gasoline Mogas

Comments

Leaded Motor Spirits are frequently dyed and may contain surface-active additives. Any measurable
contamination with unleaded products (over 1%) will cause the Research Octane Number (RON) to drop.
Where contamination between grades is unavoidable the lower RON grade should be contaminated
with the higher and not vice-versa.
After the carriage of Marked/Dyed Gas Oil or Kerosene, tanks will require washing. For Uncoated Tanks –
wash with hot water rather than cold and remove loose scale from tank bottoms if required.

6.12.4 Unleaded Motor Spirits and Motor Spirit Blending Components

Regular Unleaded Premium Unleaded (ULMS)

Superplus (SUMS) Methyl Tertiary Butyl Ether (MTBE)
Toluene Reformate
Cat Cracked Spirit (light/heavy) Alkylate
Steam Cracked Spirit (light/heavy)

Comments

Thorough water washing of tanks after leaded products and draining of pumps/lines is essential to remove

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any lead contamination. After the carriage of Marked/Dyed Gas Oil or Kerosene, the tanks will require
washing. For Uncoated Tanks – wash with hot water rather than cold and remove loose
scale from tank bottoms if required.

6.12.5 Solvents

Special Boiling Point Solvents (SBPS) BP Solvent

Rubber Solvent Unleaded Cleaning Spirit

Comments

These are unleaded and have flashpoints within the ambient temperature range. Due to a considerable
variation within grades guidance on cross-contamination will be specific. As purity is essential, no
contamination by other types of product can be tolerated.
For Uncoated Tanks – wash with hot water rather than cold and remove loose scale from tank bottoms if
required.

6.12.6 Jets / Aviation Kerosenes

Jet A-1 Aviation Turbine Kerosene (ATK)

Avtur Kerosene Water White
Dual Purpose Kerosene (DPK) Avcat High Flash/Low Freeze
JP5 High Flash/Low Freeze JP8
TS1 (Russian) RT (Russian)

Comments

Unleaded and volatile (flashpoints from 28°C upwards). They have a strict specification for aviation purposes
and contamination from all other grades except for un-dyed Gas Oil / Kerosene’s as well as some Solvents
cannot be tolerated.
If loading on top of un-dyed Gas Oil or Kerosene’s, the tank must be educted so that ROB is less than 0.1%
of the Jet / Kerosene to be loaded. Water haze in Aviation Turbine Kerosene can lead to filter blockage by ice
particles. Water will eventually settle out if left standing but this is not possible at most installations. Utmost
care must be taken to ensure that all tanks, lines and pumps are free from water before loading or
discharging.
Hand mopping is especially essential for Aviation Turbine Kerosene (JP5) for the U.S. Forces. Any water
will leach out an anti-icing additive mixed with JP5.
Special UK Ministry of Defence requirements may be advised at the time of loading. Every precaution must
be taken to drain pumps and lines thoroughly.

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6.12.7 Un-dyed Premium & Regular Kerosenes

Regular Kerosene Blending Kerosene

Premium Kerosene Odourless Kerosene
Kerosene Feedstock Superior Kerosene
Burning Oil (US / Canada) Lighting Kerosene
Stove Oil (US / Canada)

These products are similar to Jet and Aviation Kerosene’s apart from the fact that they will not require
mopping after water washing unless after Lube Oils and LFO.

6.12.8 Dyed Kerosenes

The very small quantity of dye used in dyed kerosene has the ability to put Jet A1, DPK or un-dyed Kerosene
off-spec for colour. Tanks which previously contained dyed kerosene must be washed and mopped or
educted
dry prior to loading the un-dyed products.

6.12.9 Gas Oil

Automotive Gas Oil (AGO) Odourless Gas Oil

Automotive Diesel Oil (ADO) Odourless Gas Oil Feedstock
No. 2 Furnace Oil (US / Canada) Mud Drilling Oil
Extra Light Fuel Oil (ELFO) 47/20 Dieso
Navy Distillate Inferior Kerosene
Distillate Marine Diesel (Pale) DERV High Speed Diesel Oil Navy Distillate

Comments

Unleaded with minimum flashpoint requirements, varying between 55.5°C and 65.6°C. The level of
acceptable contamination by lighter distillates depends on the flashpoint. Although lead free, very small
quantities of lead can be tolerated. Water haze, produced by pumping fuel containing free water, can re
deposit a water layer in installation or domestic customers tanks. When such water contains salt it presents a
potential corrosion hazard if allowed to accumulate. This problem has been particularly associated with hazy
ELFO used for domestic heating, and is unacceptable.

Although water haze in gas oil supplied as fuel for gas turbines is not in itself harmful to the operation of the
engine, its presence does indicate that sodium (which can cause severe pitting on the turbine blades) may be
present in an unacceptably high concentration. Care should be taken to ensure that all water is

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drained from the system and, in particular, from cargo pumps and lines.

If Gas Oil is hazy on loading, water will generally tend to settle out during the voyage. If water dips are found
prior to discharge, receivers should be advised and where possible agreement reached for the settled water to
be stripped ashore before the bulk discharge of the cargo. This will minimise the risk of re-hazing
the oil from the mixing action of the ship’s pumps. If stripping ashore is not possible then it is advisable to
transfer the stripped water to a cargo tank on board. For Uncoated Tanks – wash with hot water rather than
cold and remove loose scale from tank bottoms if required.

6.12.10 Marked or Dyed Gas Oil

The very small quantity of dye used in dyed Gas Oil has the ability to put un-dyed Gas Oil (and Jet-A1, DPK,
un-dyed Kerosene) off-spec for colour. Tanks which previously contained dyed Gas Oil must be washed prior
to loading these un-dyed products.

6.12.11 Ultra Low Sulphur Gas Oil

Ultra Low Sulphur Turbine Gas Oil Low Sulphur Marine Gas Oil

Comments

These products have a sulphur level below 0.5% and are salt water critical. This is due to the extremely high
specification of the product, which precludes sodium (found in sea water). In some cases, vessels may be
requested to fresh water wash, as well as mopping.

6.12.12 Crude Oils / Dirty Condensates

Masters should refer to the Company’s “Crude Oil – Carriage Temperature and COW Requirements”
document prior to loading Crude Oil or Condensate.
Although specific tank preparation instructions will be advised by the Charterer in the voyage instructions,
this document provides Company recommended washing instructions for Single and Double Hull vessels. In
the event of conflict between the Charterer’s specific instructions and this document (Crude Oil –
Carriage Temp & COW), written confirmation of tank washing instructions must be obtained via the Ship
Operator.
The document is regularly updated with H2S information gained directly from BP vessels and terminals.
Masters should send in H2S reports directly to the Broadgate BP Cargo Assurance Team by e-mail
[email protected] on every occasion that crude oil cargoes are carried. Stating ppm H2S in
vapour space over a random selection of tanks.

6.12.13 Lubricating Oils

The presence of any water in lubricating oils is not acceptable, and tank preparation after most cargoes will
involve tank entry and mopping as well as the opening-up of valves and strainer boxes. For quality reasons
and to avoid the introduction of any water, Lube Oils are to be loaded, carried, and discharged

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within Air not Inert Gas.

6.12.14 Wax Distillate/Vacuum Gas Oil / Cracker Feed

Wax Distillate Vacuum Gas Oil

Comments

These products are sodium critical. Tanks that have been washed with seawater, must be finally fresh-
water washed to remove the sodium left behind by the seawater. On occasions Vacuum Gas Oil may be
loaded on top of very light crudes and condensates without washing. On these occasions, specific
instructions will be given from the Company.

6.12.15 Medium & Heavy Fuel Oils

Medium Fuel Oil: 100-225 cSt@50°c

Heavy Fuel Oil: 380 + cSt@50°c (incl. High Sulphur Atmospheric Residue)

Comments

Due to MFO / HFO having a significantly lower pour point than Low Sulphur Fuel Oils (LSFO), only
minimum contaminations of LSFO can be tolerated.
Tanks containing LSFO should be drained (educted / stripped) as much as
possible prior to loading MFO / HFO.
Washing is generally required for loading MFO / HFO after crude, however
washing may be avoided, provided that the following conditions are observed:
a) Crude oil remaining on board is less than 0.1% of the volume in each tank.
b) The fuel oil is maintained at the maximum permissible temperature during the
voyage in order to correct the Flashpoint.
c) The cargo tanks nominated to load Fuel Oil after Crude Oil are purged to reduce
the hydrocarbon level to below the lower flammable limit.

6.12.16 Low Sulphur Fuel Oil (LSFO)

Low Sulphur Fuel Oil (LSFO) Low Sulphur Waxy Residue (LSWR)
Low Sulphur Atmospheric Residue

LSFO has a sulphur content of 1.0% or less. Because LSFO is frequently manufactured with sulphur content
very close to the specification limit, only minimum contaminations with other fuel oils can be tolerated.
Stringent hot washing must normally be carried out before loading Low Sulphur Fuel Oil after
crude oil.

6.12.17 Light Fuel Oil (LFO)

Light Fuel Oil (LFO) Fuel Oil 30/35

Furnace Fuel Oil 50/50 No. 4 Fuel Oil
U.S. Navy Special Burner Fuel

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Comments

LFO has a low viscosity. Because wax has been known to cause serious problems with some LFO grades, it
is
recommended to wash tanks that previously contained other Fuel Oils or Crude Oil with the hottest water
permissible by the tank coatings and tank washing machine manufacturers respectively in order to remove
wax.
Dispensation from the Company may be received from washing after MFO / HFO / LSWR however, if the
quantity of ROB is less than 0.1%, and previous cargo has a low wax content.

6.12.18 Carriage of Other Products

If products outside the range of the guide are to be loaded, special requirements for tank cleaning will be
passed to the Master via the Ship Operator either with the loading orders, or through other written
instructions.

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Silinmiş: SCHEDULE OF
PARTICULARS

BP Tank Cleaning Guide

Low Sulphur Fuel Oil (LSFO / LSWR)

Naphtha / Clean Condensates / LDF
Previous

Wax Distillate / Vacuum Gas Oil

Crude Oils / Dirty Condensates
Cargo

Ultra Low Sulphur Gas Oil

Heavy / Medium Fuel Oil

Jet / Aviation Kerosenes
Unleaded Motor Spirit

Kerosenes (Un-dyed)

Light Fuel Oil (LFO)

Leaded Motor Spirit

Gas Oil (Un0dyed)

Kerosenes (Dyed)

Gas Oil (Dyed)

Lube Oils
Cargo to

Solvents
Avgas

be Loaded

Naphtha / Clean Condensates / LDF

Avgas
Leaded Motor Spirit
Unleaded Motor Spirit
Solvents PM PM PM PM PM M M M
Jet / Aviation Kerosenes PM PM PM PM PM M M
Kerosenes (Un-dyed) P P P P
Kerosenes (Dyed) P P P P
Gas Oil (Un-dyed) P P P P P P
Gas Oil (Dyed) P P P P P P
Ultra Low Sulphur Gas Oil PM PM PM PM PM PM M M
Crude Oils / Dirty Condensates
Lube Oils PM PM PM PM PM LUB
Wax Distillate / Vacuum Gas Oil P P P P P P
Heavy / Medium Fuel Oil PX PX PX PX P PX
Low Sulphur Fuel Oil (LSFO / LSWR) PX PX PX PX P P
Light Fuel Oil (LFO) PX PX PX PX P P X X

THIS GUIDE COVERS WHITE OIL CARGOES IN COATED TANKS.

AND BLACK OIL / CRUDE CARGOES IN EITHER COATED OR UNCOATED TANKS.
P Tanks to be purged to below 2% Hydrocarbon by volume
No washing required - strip and drain well
Refer Notes: 1 & 2 M Tanks to be MOPPED DRY

X If ROB is less than 0.1%, and purging (if required) is effective,

Wash tanks with COLD sea water until tank is clean cargo may be loaded directly on top without washing
Refer Notes 1, 2 & 3

Tanks that have been washed for the carriage of these products
Wash tanks with HOT sea water until tank is clean. must have a final wash with fresh water followed by Notes 1, 2 &3.
Refer Notes 1, 2 & 3

To ensure minimum grade to grade admixture, tanks to be

Product NOT to be loaded unless specific instructions LUB stripped dry, pump column and deck lines to be blown and
have been issued by BP Head Office drained. Tanks to be visually inspected to ensure min ROB

Notes:
1. Tanks to be stripped dry such that any liquid ROB is confined to the pump well - or better.
2. Pump columns, deck lines, drops are to be educted (or blown for framo pumps) clear, and drained free of all product and water.
3. Deck lines, loading drops and cross over lines must be thoroughly washed and drained.
Silinmiş: SCHEDULE OF
PARTICULARS
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BP Operating Manual Confidential

SECTION 7 – MANAGERS REQUIREMENTS.

CONTENTS

7.1 Organisational Chart

7.2 Annual Performance Contract

7.3 Risk Profile Matrix / HSE Action Plan

7.4 Performance Reporting

7.5 Quarterly Superintendents Report

7.6 Monthly Approvals Report

7.7 Quarterly Incident Summary

7.8 Flag, Class and SIRE Reports

7.9 Quarterly Guarantee Claims Report

7.10 Manning Data

7.11 Pre Joining Briefings

7.12 Preferred Suppliers

7.13 Emergency Response Exercises

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7.1 Organisational Chart

7.1.1 The Organisational Chart attached should be completed for each BP controlled vessel. On completion
this should be forwarded to [email protected] and updated whenever there are any
changes of responsibility within the Company. Managers are responsible for keeping up to date the
Managers and Vessel sections of this chart.

Silinmiş: 4.1.2 In the event of

local instructions from an Agent or
installation being received which
TCOrgChart.doc
are contrary to those from BP
Shipping and which are already
held by the ship, immediate advice
must be sought from BP Shipping
by "Urgent" Telex To 290851
7.2 Annual Performance Contract BPSHIP G (copies to 888811
BPLNDX G). or by direct
telephone call to Operations
7.2.1 An Annual performance Contract should be in place between BP Shipping and individual Third Party Division at BPS's head office.
(0442) 232323 (Switchboard)¶
Managers such that performance against an agreed set of Metrics can be measured. A suggested set of ¶
KPIs are outlined in the document attached. Verification and acceptance of KPIs will be agreed Silinmiş: 4.1.6 If the ship is on
between Ship Managers and BP Shipping Fleet Operations Team. a voyage which is not for BP
Shipping account, any orders to
change the destination, whether
the ship be loaded or in ballast,
must be accepted from BP
Shipping only. Advice of any
"Performance
alteration of orders from any other
Contract3rdParty.xls"
source must be sent immediately
by telex to BP Shipping.¶
¶
7.3 Risk Profile Matrix/HSE Action Plan

7.3.1 Third Party Managers shall prepare a document, known as the “hse plan”, for the management of all
hse aspects of the performance of its obligations under this arrangement. The manager’s hse plan
shall be based on the requirements of the manager’s hse management system.

The manager’s hse plan shall include a “risk assessment template”, based on the format attached
below, which shall be used to perform a risk assessment of all identifiable hse risks associated with
the performance by the manager of its obligations under this arrangement and indicating the proposed
method of controlling those risks to an acceptable level. It shall also include measurable and realistic
targets for hse performance.

"Third Party Manager "ThirdPartyRisk

Risk Matrix11.ppt" Mitigation Plan.doc"

The manager’s hse plan shall include details of the method of auditing the effectiveness of the
manager’s hse management system.

The manager should submit drafts of the hse plan, including the risk assessment template, to BP, at
intervals of not more than one month, to enable the BP to review it and to propose amendments
during its development. The manager shall submit the final version of the hse plan, to BP for final
approval no later than 3 months after the date of receipt of this document. The manager’s hse plan,
once approved by BP, shall form part of the Annual Performance Contract and shall be reviewed at
least annually and updated as necessary to incorporate any changes to this contract or the performance
of the manager’s obligations.

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The manager shall utilise a suitably qualified hse manager to the work programme who shall include
within his responsibilities the maintenance and upkeep of the hse plan, and provide the key interface
to BP’s representative. The hse manager will also be responsible for ensuring any hse incidents taking
place are promptly reported to BP (within 24 hours) and fully investigated in a timely manner, the
findings of the investigation being provided to the owner’s hse representative.

7.4 Performance Reporting Silinmiş: 3

7.4.1 The Operations Group operates a rigorous, accurate and transparent HSE reporting activity. It has
been recognized that in support of the fleet expansion, a greater focus is required to complement the
HSE performance reports with a more robust and transparent system for monitoring and
communicating commercial performance. A Quarterly league table detailing all controlled vessels
performance is developed and will be made available to Managers highlighting the position of their
vessels within the overall table.

In order to meet this requirement, the Operations Group has developed a range of commercial target
metrics against which commercial performance for each vessel under BP’s management can be
measured. HSE metrics have been included in the reporting format so as to derive a picture of ‘total
operational performance’.

Points will be awarded for each metric depending on the variance between actual and target
performance. The points system ensures that both directly managed and time chartered vessels are
treated in exactly the same manner (where metrics are applicable). It also allows each vessel to be
included in a performance league table that will be issued on a quarterly basis. More information
about the points system and the league table is provided later in this section. (Please note that not all
criteria are applicable to all vessels; various league tables will be produced for the appropriate
categories to achieve a fair and comparable reporting system).

All of the information to be analyzed is already provided by the fleet – only two minor changes to
current administrative procedures have been necessary and detailed information has already been
distributed about these alterations relating to the submission of vessel performance surveys and
pumping logs.

Performance will be viewed as acceptable if a vessel meets its targets in the three most heavily
weighted categories (HSE, revenue expenditure and vessel availability) as well as attaining an overall
score of 100 or more. The vessel achieving an acceptable level of performance and scoring the highest
overall marks (and thus heading the league table) will be given a commendation by the Director,
Global Operations and a monetary award ($500) which will be for the ship to use at its discretion
whilst remaining within the bounds of providing for the long term benefit of the ship and ship’s
company.

Assessing Performance: Points System

For each metric, a scoring system has been developed identifying what the acceptable level of
performance is versus a baseline metric. Performance better than that which is acceptable shall
receive points as credits and performance below that which is acceptable shall have points deducted
(index to be set at 100 for each vessel based on 2002 data with movements for 2003 and beyond to be
shown against this).

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Metrics

The 8 metrics, which are divided into the actual elements of performance to be assessed, are as
follows:

Speeds and Consumptions

Performance Element(s):
• Ordered speed stated in charter party vs average speed in laden conditions
• Ordered speed stated in charter party vs average speed in ballast conditions
• Consumption defined in charter party or where unavailable, in vessel documentation vs average
fuel oil consumption in laden conditions
• Consumption defined in charter party or where unavailable, in vessel documentation vs average
fuel oil consumption in ballast conditions
• Consumption defined in charter party or where unavailable, in vessel documentation vs average
diesel oil consumption in laden conditions
• Consumption defined in charter party or where unavailable, in vessel documentation vs average
diesel oil consumption in ballast conditions

NB. This information will be collected via the passage summaries already submitted by email. It is
thus imperative that passage summaries are completed and submitted as timely and accurately as
possible. Any problems should be reported as soon as possible to ensure that an accurate and fair
assessment of vessels’ speeds and consumptions can be made. (Where Passage Summaries are not
yet utilised by Time Charter vessels, they are in the process of development and will be forwarded
shortly).

Pumping Performance
Average hours lost/gained per voyage.

Vessel Availability
Plan net days available vs actual

Revex Performance (NOT APPLICABLE TO TIME CHARTER VESSELS).

Plan overall running costs per day vs actual

Capex Performance (NOT APPLICABLE TO TIME CHARTER VESSELS).

Plan mid-cycle dry dock depreciation $ per day vs actual

HSE related incidents/costs

Number of class A incidents
Number of class B incidents
Number of class C incidents
Number of class D incidents
Number of class E incidents

Trading Approvals
Number of cargoes lost due to non-approval

Customer Survey
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Percentage of feedback forms received
Average score of feedback returns

7.4.2 Managers should forward on a monthly basis a report of ‘off hire’ time, both planned and unplanned.
This should include details of any period during the relevant month during which the vessel lost time
and would, if charterered under the terms of BPTIME 3, have been off-hire, under the terms of such a
contract.

7.4.3 (NOT APPLICABLE TO TIME CHARTER VESSELS). Silinmiş: 3

Managers should forward on a monthly basis cost reports including variance analysis. The managers
shall report monthly to the owners on the expenses with the difference between budget and actual
outlined and explained on a monthly basis.

7.5 Quarterly Superintendents Report Silinmiş: 4

7.5.1 Quarterly Superintendents Reports, using the format attached here should be forwarded to BP on a Silinmiş: 4
Quarterly basis. Reports should be forwarded to [email protected] Time Charter
vessels need not complete the sections titled ‘Budgets’ & ‘Costs.’

"Supts Q'ly.xls"

7.6 Monthly Approvals Report

7.6.1 Oil Major Approvals should be reported to BP using the Microsoft Excel spreadsheet previously
supplied. This should be forwarded to [email protected] on a monthly basis. Failure
of an inspection should be advised to this same address immediately along with plans for rectification
of any such failure.

An assessment of Q88.com as a means to manage Oil Major Acceptances is currently underway. In

the event that this is considered as the means to manage acceptances, Managers will keep Q88.com
updated with the status of all Approvals on a monthly basis. Silinmiş: 4.5 Commencing
Operations¶
¶
4.5.1 Particular vigilance should
7.7 Quarterly Incident Summary be exercised at the commencement
of cargo and associated operations,
until it is established that the
7.7.1 The Manager shall report quarterly, a written hse report to BP Shipping, covering the following required results are being achieved
and that cargo is entering only
matters in relation: those tanks required.¶
¶
4.6 Tank Preparation
• effectiveness of the hse management system. Programme¶
• an overview of all accidents and near-miss events. ¶
4.6.1 The Master must ensure
• performance against hse targets. that his ship is ready in all respects
to handle nominated cargoes.¶
• details of the quantity and nature of any emissions and wastes generated. ¶
• a summary of the status of any remedial actions. Silinmiş: 4.7.3 Due regard
should be made by the Master to
the possible internal stresses on
any individual tank which is partly
loaded.¶
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7.8 Flag, Class and SIRE Reports Silinmiş: of Loading/Ballast

7.8.1 All Flag State, Classification Society and SIRE reports should be forwarded to BP at
[email protected] for verification as and when they arise.

7.9 Quarterly Guarantee Claims Report (NOT APPLICABLE TO TIME CHARTER VESSELS). Silinmiş: 4.9 Order of
Loading or Discharging¶
¶
7.9.1 Managers shall administer and deal with all guarantee claims and repairs under the shipbuilding 4.9.1 In arranging the order in
which tanks are to be loaded or
contracts in respect of the vessel on behalf of the owners, keeping owners advised of the progress of discharged, the draught and trim
the same. Any third party costs reasonably incurred by the managers in carrying out their obligations must be kept within acceptable
limits and stresses on the hull
hereunder shall be reimbursed. should be kept within the
prescribed limits of the Class
Society.¶
A Quarterly report, detailing the status of all outstanding guarantee claims shall be forwarded to ¶
[email protected] Silinmiş: 10
Silinmiş: 10

7.10 Manning Data Silinmiş: 1

7.10.1 Manager shall provide summary personal data of the Master, Chief Officer, Chief Engineer and First Silinmiş: 1
assistant engineer to BP Shipping for their approval not less than 28 days prior to their embarkation
on board the vessel. BP shall respond within 7 days thereafter informing the managers of any changes
they require. Approval shall include, but not be limited to, officer and crew interviews, sight of
service, promotion and appraisal records, a full audit of the manager’s crewing department and the
manager’s training and recruitment arrangements as determined by BP from time to time.

There shall be on board sufficient personnel with a good working knowledge of the English language
to enable cargo operations at loading and discharging places to be carried out efficiently and safely
and to enable communications between the vessel and those loading the vessel or accepting discharge
therefrom to be carried out quickly and efficiently. The operating language of the ship shall be
English and all instructions and manuals shall be in English such that the owners representatives shall
be able to both understand and audit the ship operation effectively.
.

7.11 Pre Joining Briefings Silinmiş: 2

7.11.1 Efforts should be made to ensure that pre joining briefings of Senior Staff (Master and Chief Silinmiş: 2
Engineer) are conducted by BP. This should be in addition to any pre joining briefing by the
Managers and is designed to allow BP Charters, Operators, Commercial Analysts and
Superintendents the opportunity to air service expectations, address HSE specifics and update staff on
any changes which may affect their vessel. Request for such briefings should be made by the
Managers, giving at least one weeks notice, to [email protected]

Such briefings will be undertaken, where possible, by a BP Office within the trading area in which the
vessel operates.

7.12 Preferred Suppliers (NOT APPLICABLE TO TIME CHARTER VESSELS). Silinmiş: 3

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7.12.1 Managers shall select appropriate suppliers for the vessel’s stores and spare parts complying with the Silinmiş: 3
manufacturers’ recommendations. The managers may select suppliers other than the original makers
with owners approval.

7.12.2 If the owners are not satisfied with the quality or service of the suppliers selected in accordance with
the item outlined above, both parties shall discuss the best method to rectify the situation. If the
situation cannot be rectified to owners’ satisfaction, they shall be entitled to request a replacement
supplier of their choice to be appointed.

7.12.3 The owners shall have the advantage of any existing or future contracts of the managers for the
purchase of materials, supplies, facilities, services or equipment, including the benefit of discounts,
rebates or allowances.

7.13 Emergency Response Exercises

7.13.1 Third Party Managers of BP controlled vessels are expected to participate at least once per year in a
BP organised Emergency Response Exercise. This may be a tabletop drill or a full deployment
exercise.

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ANNEX 1 - EXAMPLES OF COMPLETED FORMS

CONTENTS

A.1 Time Sheet

A.2 Bunker Oil Statement (C5)

A.3 Cargo Tank Report

A.4 Hourly Pumping Log

"Example "Examplebunker oil "Examplecargo tank "Example hourly

Timesheet.doc" statement.xls" report .xls" pumping log.xls"

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