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CARGO OPERATIONS (TANKER) MANUAL

CH.03: LOADING

Rev. No. 5

Date: 28-Oct-16

Page: 1 of 14

3.1. SCOPE

This section provides operating instructions and procedures to be complied with in order to ensure

that loading operations are conducted safely and in accordance with the best practices in the industry.

3.2. RESPONSIBILITY

The Master is responsible for:

Ensuring that the requirements contained in this section are complied with.

Providing clear guidelines to the Chief Officer for preparing Cargo Stowage, Loading plans.

Verifying and approving the stowage plans and loading plans prepared by Chief Officer after

ensuring that they are in compliance with ship specific manuals such as loading manuals,

company policies and best practices in the industry.

Ensuring that the cargo documentation especially protests, time logs and terminal documents

are prepared accurately.

The Chief Officer is responsible for issuing Standing Orders and Night Orders for cargo operations,

preparing the Cargo stowage plan, Loading Plan, lining up the vessel for loading and supervising the

loading operations including topping off.

The OOW is responsible for making themselves familiar with the cargo loading plan and executing the

Loading Plan under the supervision of the Chief Officer and for proper record keeping.

3.3. PROHIBITIONS

On no account shall the vessel’s permissible load lines be submerged.

Loading rates shall never exceed design closed loading and venting parameters of the ship.

At no time during the voyage should the cargo capacity exceed 98% of the volume of the

cargo tanks. 2% is allowed only for variation due to changes in sea temperatures.

Stress and stability limitations recommended by the Approved Loading Manual shall not be

exceeded at any stage of voyage, cargo or ballast operations.

Slop tanks not to be loaded in excess of 90% of volume. If charterers insist to load more than

90% in slop tank(s) then vessel’s Marine Superintendent to be contacted for further advice.

3.4. PLANNING

3.4.1. General

Loading operations must be conducted in accordance with closed loading instructions as contained in

ISGOTT.

Vessels must comply with the maximum draft restrictions imposed by the International Load Line

Zones at any stage of the intended voyage.

Master shall confirm compliance with company UKC policy at berth / in the channel and approaches

to berth.

Uncontrolled when Printed


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3.4.2. Voyage instructions

Information provided in the voyage order shall be thoroughly studied and a suitable stowage plan

shall be prepared after considering following:

loadable quantity

Density of the cargo ( the maximum density of the cargo that can be loaded shall be checked

with the ship’s approved loading manual and class advise sought if the cargo density is more

than 1.025)

Compatibility with previous cargo and tank cleaning requirement if any

purging requirement (for H2S,mercaptans etc)

Cargo segregation (double valve / vapour segregation)

heating requirement,

order of load port and discharge port (port rotations) and port restrictions

EDP applicable or not and

If there is a necessity to re-measure the load line for next voyage, vessel’s Marine

Superintendent to be contacted for further advice.

Load line zones

any other special requirement should be considered while preparing the stowage plan.

If slops on board - Load on top is allowed only if it is permitted in voyage orders.

When loading multi-parcel crude oil cargoes the Master may exercise discretion on which parcel to

LOT, unless specific instructions are issued by the Company or Charterer. Choice may be limited by

parcel sizes, stowage plan etc but if full flexibility is available, it is preferable to use the heaviest cargo

grade for LOT. If No Load on top, double valve segregation should be ensured. Sufficient ullage space

shall be left to allow for cargo expansion due to cargo heating during voyage. Stowage plan should be

sent to office for review by Marine Superintendent.

Multiple grades of cargo which require vapour segregation should be loaded only if the tanks have an

operational independent secondary venting system.

Port rotation shall be verified against time charter instructions and confirmed not in excluded area

In addition to guide to port entry, other necessary information for the port of loading should be

obtained from the ship’s Agents, such as:

Terminal nomination

Number and Size of shore connections

Depth at berth and maximum permissible draft

Maximum and minimum loading rate

“Side to”, the vessel will be moored

Ship or Shore gangway

Special terminal requirement such as line displacement, water plug etc

Any draft restriction

Any UKC requirement imposed by the terminal

Any manifold height restriction

Any trim restriction



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Any Ballast water exchange requirement

API/Density of the cargo

Clear written instruction regarding line displacement by cargo shall be taken prior arrival port and

same included in load plan.

In case, terminal requirement includes a water plug, Master shall contact office for further instructions.

Marine Superintendent will check with charterers, obtain necessary LOI and provide approval on case

to case basis.

A thorough risk assessment shall be prepared by the vessel for the following cases:

If vessel is loading special cargo such as high density cargo (e.g. CBFS)

Water plug by vessel

Very high H2S cargo (earlier prepared RA may be reviewed)

Where necessary, a Management of change procedure shall be initiated by vessel.

Detailed Loading plan shall be prepared and sent to office for review by Marine Superintendent.

The loading plan shall comply with VOC Management Plan. Calculations shall be made, to ensure

that during any stage of loading or discharging, or the voyage, the vessel stays within the permissible

limits of stresses, stability, draft and trim.

Minimum manpower required for Connection of hoses, Commencement, Loading, Topping Off, and

Disconnection of hoses shall be clearly defined in the Loading plan.

3.4.3. Pre-loading meeting

Prior arrival port, a meeting shall be carried out to discuss the loading operations.

The Master shall chair the meeting. All Officers (except for those on watch), Chief Engineer, Deck

Cadets, Bosun, ABs, OS, and the Pump man are required to attend the meeting. A copy of the

loading plan must be provided to the Chief Engineer for his information. The Chief Engineer must

discuss the planned loading operation with the Engine room personnel.

The agenda of the meeting, as a minimum, shall cover the following issues:

1. Cargo loading plan and risk assessment if any

2. Grades of cargo and segregation and Contamination issues;

3. Nature of cargo;

4. Sampling procedures;

5. Any defects in the cargo / ballast system;

6. Watch schedule (in compliance with rest periods);

7. Topping Off sequence and Max loading rates during various stages of loading.

8. Requirement for pumps

9. Critical stages in loading operations

10. Special requirements at terminal including mooring requirements (e.g. CBM mooring)



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11. LOP’s to be issued (including for free pratique)

12. Other operations expected - Bunkering / Stores / Surveys / Vetting inspections

An entry has to be made in Deck Log book once the meeting is carried out.

3.4.4. Pre arrival checks:

Chief Officer shall ensure that Section-A of Load port checklist is complied with at least 24 hrs prior

arrival load port. Master shall communicate compliance with this section to office.

3.5. LOADING PROCEDURE

In addition to this chapter, refer to Ch 13 for additional instructions for handling high H2S cargo and

refer to Ch 10 for handling high pour point cargo and high vapour pressure cargo.

3.5.1 Prior loading

Upon arrival load port, Ship shore safety meeting shall be conducted between the Loading master

and the Chief Officer.

Ship-shore checklist shall be filled and totally adhered to prior and during loading operation.

Chief Officer shall confirm with the terminal regarding the loading sequence, initial loading

rate, the bulk-loading rate and the topping off rate. This shall be recorded in the ship shore

safety checklist.

Obtain MSDS if it was not available earlier and include any special precautions to be taken

during loading, carriage and discharge of the cargo in the loading plan.

If H2S or other gases are present in the ullage space of cargo tanks, then it should be informed to

terminal and other personnel boarding the vessel.

Cargo tank high level alarm system and independent high level alarm system shall be tested and

ensured in good operating condition.

Load port checklist section B should be complied with.

Refer to chapter 11 for gauging and sampling.

Before connecting hoses / chicksans, vessel’s manifolds must be positively identified by a flag or name

board to facilitate easy identification by the shore personnel. Only crew designated by the vessel

management team may operate shipboard cranes. Operating signals will be in accordance with the

Code of Safe Working Practices. Crane operation checklist shall be complied with.

When lifting cargo hoses using vessel's equipment, the Duty Officer shall:

– Be present at manifold to ensure safe operation;



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– Stop operation if he considers it might endanger the vessel, personnel or

environment.

Cargo valve line up including sea chest valves and overboard valves and tank-venting arrangements

must be cross checked by at least two Deck Officers in order to prevent one-man error. An entry must

be made in the Port log that this has been carried out.

Hose connection / disconnection must be carried out in the presence of deck officer. The officer must

satisfy himself that cargo hoses or loading arms are in good condition and that all connections are fully

bolted using all bolt holes available, before loading commences. If there is any doubt about the

condition of shore hoses/loading arms this must be brought to the attention of the terminal

representative and if necessary a Note of Protest raised before commencing operations.

Prior loading, terminal may pressure test the lines upto manifold valve including the drain valves. Please

note that the leaking drain valves can lead to cargo contamination, Hence, it is of utmost importance that

the ships staff maintain the drain valves and test them while pressure testing the cargo lines.

Chief Officer and terminal representative or cargo surveyor shall accurately measure, calculate and

agree Cargo on board (OBQ + Part cargo + Slops if any) and the results recorded in forms OBQ/ROB

report or in Ullage report).

3.5.1.1 Non – Availability of MSDS

If the vessel is not provided with MSDS for the loaded cargo, following has to done by the vessel:

A Note of Protest (Form: OP-TKR-35) to be issued to the supplier/Terminal for failure to provide

MSDS (COTM Chapter-16).

Charterers to be contacted informing them about supplier’s failure to provide MSDS for the

cargo to be loaded and requesting them to arrange for the same.

Toxic gas ( H2S, Mercaptan, Benzene,etc – as applicable, basis grade of the cargo being

loaded) checks to be carried out of the cargo soon after commencement of the loading

operations. The obtained gas readings to be logged down in the Port log.

Procedures to be followed and all necessary precautions to be taken as per COTM Chapter-13

for the toxic gases found, if any.

Generic MSDS if available onboard for the same grade of cargo previously carried (Crude oil,

Gasoline, Naphtha, Gasoil, Jet Oil, etc), as applicable, to be consulted for guidance. Same to be

displayed at prominent locations onboard.

A level -2 Risk Assessment to be carried out.

Crew briefing to be carried out.



CH.03: LOADING

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3.5.2 Over the tide cargo operations

This is a procedure that utilises tidal changes in water depth, to finish of loading of a tanker to its full

draught as the water depth increases towards high tide, or discharging cargo to lighten a tanker

before the low tidal level is reached.

Terminals with draught limitations and significant tidal variations should have procedures in place if

discharging or loading over the tide operations are to be permitted. These procedures should be

agreed by all parties involved, prior to the arrival of the tanker.

Procedures to control over the tide operations should be developed from a full risk assessment

process with the aim of ensuring that the tanker remains within the under keel clearance requirements

and contingency measures into account.

The terminal would seek assurance that the vessels equipment that is critical to the operation, for

example cargo pumps and main engines, are operational prior to berthing and are kept available

while the vessel is alongside at the critical stage.

3.5.2.1. Loading over the Tide

This may be undertaken where a vessel cannot maintain minimum UKC during the final stages of

loading during the low water period. Vessel should stop loading at the draught at which it can maintain

minimum UKC and should recommence loading as the tide starts rising. Loading should not

recommence unless equipment critical for the departure of the vessel from the berth, main engine for

example, is ready for use. The loading rate should allow the vessel to complete loading and allow

time for cargo measurements, sampling, documentation, clearance formalities and unberthing, while

maintaining the required under keel clearance.

The cargo plan and the Risk assessment should be sent for office review and approval. Letter of

protest shall be issued to the terminal with office consultation for insufficient depth.

Following to be considered when doing risk assessment for over the tide cargo operations:

1. Inaccurate draft measurement.

2. Delay in Pilot boarding.

3. Delay in berthing.

4. Failure of mooring equipment.

5. Failure/Delay of Ship Shore Access.

6. Hose handling crane failure.

7. Delay in gauging.

8. Delay in sampling.

9. Delay in calculation.

10. Delay due to discrepancies on cargo matters (Free water, Difference in quantities, Quality issues,

and temperature issues)

11. Failure of IG System.

12. Failure of Boiler / COP Plant / FRAMO.

13. Terminal restriction.

14. Terminal un-anticipated Back Pressure (Shore tank Ullage space).

15. Main Engine not in state of readiness.

16. Cargo system leakages.



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17. Shore side leakages.

18. Inaccuracies in tidal information/calculations.

19. Weather aspects (Wind speed, lightning, rain leading to delayed start or stoppage)

20. Mooring equipment failure.

21. Pilot delay for unberthing.

22. Escort Tug Delay.

23. Time to abort operations and call pilot.

3.5.3 During Loading / Ballast Operations

3.5.3.1. Commencement of loading

OOW shall be positioned on deck near the manifold area on commencement of loading. Manifold

valves should be opened only after it has been confirmed that both vessel and the terminal are ready

to commence operations.

Loading shall be started at the agreed rate. When the vessel has checked that the cargo line-up is

satisfactory and that cargo is being received in the designated tanks only, the rate may be increased

to the safe maximum rate as agreed.

After commencing loading, cargo transfer lines and all connections shall be periodically inspected for

early detection of possible defects and/or leaks.

In case of leak or defective line detection, OOW shall immediately advise terminal personnel to

suspend transfer operations until proper corrective action has been taken.

Once the loading rate has been increased to maximum agreed rate, he shall satisfy himself that no

defects / leaks exist on the deck or in the pump room before returning to the cargo control room.

3.5.3.2. During Loading

The Chief Officer shall prepare night order with specific instructions that are not contained in the

Loading Plan / Standing orders.

The OOW must complete a safety round of the deck and if possible the pumproom prior taking over a

watch. The Cargo Control Room must be kept manned throughout the loading operation

OOW must comply with the loading plan. If there are any deviations, he shall inform chief officer.

Relevant entries should be made in port log. De-ballasting must start at the planned stages and the

operation must be monitored throughout loading.

Regular monitoring of loading and deballasting operations shall be carried out and the following

checklists adhered to:

Section C of Load port checklist

Ship shore safety checklist

Pump room entry permit

Hourly monitoring record

COP / Ballast pump monitoring record

Port log



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The ullages of all cargo tanks (including non-designated tanks) and ballast tanks shall be monitored

on hourly basis to ascertain that the stresses are kept within limits. The draft, trim and stress obtained

should be compared with the loading plan to check whether the operation is proceeding according to

the plan. In case of any deviation from the plan, duty officer shall alert Chief Officer immediately.

Hard copies from loadicator shall be printed every 4 Hours and filed.

Once in every four hours, the ullage indicated by fixed gauging system shall be verified by randomly

checking some of the tanks with portable closed gauging equipment and recorded in the port log.

Loading shall be immediately suspended if cargo is entering or leaving from tank in which cargo

operations have been stopped or are not scheduled. The Master shall inform the office of the situation

at the earliest.

A thorough investigation shall then be carried out to determine causes and corrective actions

required. Loading operation shall be resumed only after ensuring that it is safe to do so.

If cargo operations are stopped for any reason the line-up should be re-checked prior to the

recommencement.

3.5.3.3. During Topping off

Topping off operations must be carried out under direct supervision of the Chief Officer.

Topping-off cargo tanks is a very critical operation. All personnel involved in the operation shall not be

assigned any other task until the completion of the topping off operations. Communication equipment

should be checked prior to the topping off operation begins. Throughout the topping off, clear

communication shall be maintained between CCR and deck and also between CCR and terminal.

Remote gauges should be compared against manual UTI tapes well before topping off operations are

started and sufficient tapes must be checked and kept ready. During topping-off, tanks shall be

physically checked using portable closed gauging equipment on a continuous basis until the tank has

been topped-off.

Topping off operations should be carefully planned to ensure that sufficient personnel are available for

the various activities involved.

Do not trim the vessel excessively during loading operations when the vessel has some full tanks or

during topping off in order to prevent overflow from the full tanks.

In the event of malfunction of any equipment required for topping off operations, loading should be

stopped immediately and not resumed until necessary corrective actions have been taken.



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Care must be taken during topping off to ensure that sufficient numbers of valves are kept open.

Pressure gauge at the manifold should be monitored closely by the watch keeper for excessive back

pressure.

Care must be taken to ensure that valves are shut properly. To eliminate possibility of one-man error,

the shutting of tank valves during the topping off stage shall be checked by an individual other than

the initial operator who closed the valve.

After the tank has been topped-off, the tank shall be re-checked after a short interval of time to

confirm that the tank valve is holding.

Due attention shall be given to reduce the loading rate suitably as required for topping-off cargo tanks.

Loading of tanks shall be so arranged that not more than two tanks are topped off simultaneously.

Some terminals cannot reduce below certain minimum rate. While selecting the last tanks or tanks for

topping off due consideration shall be made available to accommodate such minimum topping rates.

Slop tanks shall not be the last tanks to be topped off.

Sufficient notice for slowing down and stopping must be provided to the terminal when the final tank is

being topped off. Shutting off the tank valve against oil flow can cause severe pressure surge in the

ship and shore pipelines.

Where limiting drafts apply the vessel must be trimmed as closely as possible to even keel.

3.5.3.4. Upon completion of loading:

Comply with section D of Load port checklist.

On completion of loading mast risers should be shut and the pressure monitored. Refer to chapters

on Gauging, heated cargo etc.

Load port samples delivered to the vessel by the loading terminal must be handled and stowed with

care. A copy of the receipt is to be retained with the cargo documentation.

If any water content is found after loading, the loading terminal must be informed and a Note of Protest

issued with a copy retained on board with the cargo documentation where necessary, the density of the

water may be checked prior loading is completed and appropriate correction to the freeboard is applied.

Ullage calculation shall be recorded using Form for Ullage report.

All deck lines including manifolds and drip trays shall be drained on completion of loading. This shall

be done under the supervision of a responsible officer under the guidance of chief officer. Tanks

where the drain will be collected shall not have any cargo that may get contaminated. In the case of

heated cargo if the lines are not drained this can result in clogging of the lines which if left unnoticed can

cause delay in commencement of discharging. It should never be attempted to clear clogged lines by



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pushing the frozen cargo into the shore lines as this can result in clogging of terminal lines.

Cargo lines shall be lined up to avoid pressurization caused from high ambient temperatures

experienced during the voyage.

3.6. EARLY DEPARTURE PROCEDURE

Early departure procedure is practiced in many of the load ports these days.

If an Early Departure Procedure is required to be adopted, then such instructions will be given in the

charterer’s Voyage Orders.

When there is no requirement for an EDP in the Voyage Orders but the loading terminal requests for

EDP to be adopted, the Master must immediately inform the Office and seek clarification. The Office

will check with the Charterers and advise the Master accordingly. Unless and until consent is obtained

from the Office, the Master must not comply with the loading terminal's request for EDP.

When EDP is to be adopted, Master must ensure that following procedures/precautions are

undertaken.

a) Prior sailing, Master must instruct the agent in writing to send the draft B/L details as soon as

they become available, giving the cargo quantity loaded in long tons, metric tons and gross barrels at

600 F (including BS&W) plus API, specific gravity or density of the cargo.

Master must also instruct the agent in writing not to sign the bills of lading without the Masters explicit

authorization. The following wording may be used by the Master to instruct the Agents:

//Quote//

Please be advised that my vessel will be adopting Early Departure Procedure (EDP) at this port.

Upon receipt of the Bill(s) of Lading, please send a copy to me by email or fax, with the cargo quantity

loaded in metric tonnes / long tons / net barrels at 60 deg F plus the API, Specific Gravity or Density

of the cargo.

I will then authorize you to sign the Bill(s) of Lading on my behalf. Please DO NOT sign the Bill(s) of

Lading WITHOUT my explicit authorization.

Please acknowledge receipt of this letter.

//Unquote//

b) If draft B/L is in order, Master shall issue a Letter of Authority (Sample format is give below) to

the agent. Irrespective of whether the ship's figures are higher or lower than the Bill of Lading figures,

the Master must send the Letter of Protest for Cargo Quantity Discrepancy through the agent to the

cargo suppliers with copy to relevant parties and to office. At the same time, Master will issue a Letter

of Authority to agents for signing B/L on his behalf. Master must instruct the agent to attach the LOP

to the Bill Of Lading and authorize him to sign the Bills Of Lading on his behalf and send back the



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vessel all relevant documents including the signed B/Ls. The following wording may be used by the

Master which may be amended as necessary:-

//Quote//

Dear Sir,

On the basis of the Bill(s) of Lading details provided and the Bill(s) of Lading quantity mentioned vide

your message below, I hereby authorize you as Agents, to sign all cargo documents including the

Bill(s) of Lading on my behalf.

However, prior signing all cargo documents, including the Bill(s) of Lading, please forward the

attached Letter of Protest for the Cargo Quantity Discrepancy (CQD), to the Terminal, and have it

acknowledged by them.

Kindly forward a copy of all signed cargo documents and copies of the Bill(s) of Lading and the

Masters and Consignee’s set of documents back to the vessel with a copy to the company.

Kindly note that this authorization is valid only for this single voyage.

Please acknowledge receipt of this letter.

//Unquote//

The practices in some terminals may be different and in such cases, the Master must seek Office

approval before agreeing to comply with this "Modified" EDP.

3.7. OPENING CARGO SEA CHEST DURING LOADED CONDITION

The “Cargo Sea Chest” shall NOT be opened without office permission except in case of emergency.

Following are the cases where the Cargo Sea Chest may be required to be opened:

1. Ballasting Cargo Tanks.

2. Taking in water to use as wash water.

In cases where there is no cargo on board and the cargo sea chest is to be used for ballasting at sea,

then please be guided by the Section 5.6 of the OCIMF Publication “Prevention of Oil Spillages

through Cargo Pump Sea valves” for carrying out such operation.

Precautions to be taken prior ballasting and before opening sea valves:

a) Cargo sea chest integrity test to be carried out as per Section 12.3.2.

b) Carry out a thorough risk assessment and send the plan for office approval.

c) The residual oil in the line to be completely stripped.

d) Set the line for ballasting but with the outboard sea valve kept closed.

e) Pump shall be started first and after confirming sufficient vacuum in suction gauge, the

concerned sea chest valve shall be opened in presence of Chief Officer.



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In case the terminal requests the vessel to carry out line displacement of shore line after completion

of discharging operations, following precautions must be exercised:

a) Vessel not to use the cargo sea chest for any water flushing operation.

b) Proceed with the flushing plan only when the LOI is received from the Charterers.

c) Prepare a risk assessment and the flushing plan.

d) Obtain office review of the Risk assessment and approval for the flushing plan.

e) Ballast the designated ballast wing tanks to a level that there is sufficient positive head for

water to flow from the ballast to the cargo systems using ship’s fixed pump room

connection or spool piece.

f) Ensure Spool Piece is removed on completion of operation and all valves closed.

g) All records to be maintained as required and relevant entries to be recorded in the ORB

part II.

3.8. LOADED VOYAGE

During loaded voyage, comply with VOC management plan. Voyage orders, cargo quality and loss

prevention is second in importance only to the safety of the vessel and those on board. The efforts of

all involved in cargo handling must be directed towards ensuring that the cargo is delivered to the

receiver in the same condition and of the same quantity as it was received from the supplier.

Wherever fitted, pump room shall be inspected at least once a day while at sea (weather permitting)

and at anchorage to detect any signs of leakage or abnormalities.

3.8.1 Monitoring of ballast spaces on loaded passage

The atmosphere in ballast tanks and cofferdams adjacent to cargo tanks must be regularly monitored

for hydrocarbon content to confirm the integrity of the cargo tank boundaries and identify any leakage

from the tanks.

In vessels fitted with a fixed gas detection system, monitoring must be carried out daily. In vessels with

no fixed system, the monitoring must be carried out weekly with portable gas detection equipment used

at designated sampling points in each double hull space.

Sounding of each double hull space must be carried out daily in all vessels as an additional check for

ingress of oil or water into the space.

In all cases, the results of the atmosphere monitoring and sounding must be recorded in the deck log

book and in the sounding log of cargo, Ballast and Void spaces.

3.8.2 Prohibition of Blending of Bulk Liquid Cargoes

SOLAS amendments prohibit blending of bulk liquid cargoes and production processes during sea

voyages



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1. The physical blending of bulk liquid cargoes during sea voyages is prohibited. Physical blending

refers to the process whereby the ship's cargo pumps and pipelines are used to internally circulate

two or more different cargoes with the intent to achieve a cargo with a new product designation. This

prohibition does not preclude the master from undertaking cargo transfers for the safety of the ship or

protection of the marine environment.

2. Any production process on board a ship during sea voyages is prohibited. Production processes

refer to any deliberate operation whereby a chemical reaction between a ship's cargo and any other

substance or cargo takes place.

3.9 UNSYMMETRICAL LOADING

As far as possible unsymmetrical loading of cargo must be avoided. Where it is required to be done

the following safety precautions must be followed

A thorough RA must be carried out in consultation with the vessel’s superintendent.

Free Surface effects must be kept to the minimum.

The loading condition must be sent to the class for their advice.

3.10 RECORDS

To avoid duplication, if charterer provides cargo forms, vessels do not require to use equivalent

company forms. Following documents related to cargo loading must be dispatched to office:

Notice of Readiness (OP-TKR-01)

Stowage Plan(OP-TKR-02)

Load Port checklist (OP-TKR-04)

Loading Plan (OP-TKR-06)

Ship / shore safety checklist (OP-TKR-08)

Time Sheet (OP-TKR-12)

Ullage Report (OP-TKR-15)

OBQ (On Board Quantity) Report (OP-TKR-17)

COP / Ballast pump monitoring record (OP-TKR-18)

Terminal Satisfaction Report (OP-TKR-24)

Hourly Maintenance Record (OP-TKR-26)

Crane operation checklist (OP-TKR-27)

Sounding log of cargo, Ballast and Void spaces (OP-TKR-31).

Port Log (OP-TKR-32)

Pump Room Entry Permit (OP-TKR-33A)

Pump Room Entry Log (OP-TKR-33B)

Note of protest (OP-TKR-35)



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Samples Receipt

Receipt for Cargo Documents

All Letters of Protests issued and received

Bills of Lading

Certificate of Quality, Quantity, Origin

Cargo Manifest

Copies of these documents must be retained on board for three years


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