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OKYC Terminal Information and Regulation

1. Chapter 2 provides information about the berths at OKYC Terminal, including their locations, directions, tidal conditions, jetty specifications, and target vessel sizes. 2. There are 4 jetties - Jetty 1-3 can accommodate larger vessels up to around 400,000 DWT, while Jetty 4 is for smaller vessels up to around 40,000 DWT. 3. Environmental criteria like wave height, wind speed, and tidal currents considered in terminal design are outlined.

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0% found this document useful (0 votes)

397 views

OKYC Terminal Information and Regulation

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tuyenbsr

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OKYC Terminal

Information and Regulations

( A-TQI-3006-01-01 [Rev. 0] )

(A-TQI-3007-01 [Rev. 1])

Oilhub Korea Yeosu Co., Ltd.

Record of Revisions
Date & [Rev. No.]
Revised Contents
Chapter Item No.
2015.8.01. [Rev. 0] Document number changed and all the revision number reset to [0].
2017.10.01. [Rev. 1]
1. Title and all contents → replaced by ‘Safety Letter’
3. Changed max. allowable displacement of Jetty-1~3
2.
4.2 Changed J–3 L/A working zone → HHLW+22.2m
1.1.1 Changed the content for night berthing restriction
1.1.2 Changed the content for night un-berthing restriction
1.3.2 5) Changed DWT to G/T, Inserted the case of ‘bow thruster’
1.6.1 1) Deleted the content ‘Criteria for strength of mooring line’
1.6.1 3) Changed ‘the criteria of no. for mooring rope & winch’ drum
Changed ‘the content of recommendation criteria for wire
1.6.1 4)
rope’ to ‘using mooring ropes of same size & diameter’
1.6.3 4) Inserted ‘the case of thunderstorm for emergency stop’
2.1 5)2.3 Changed the name & title of ‘CSS’ to ‘VSM’
3. Changed to ‘declared with poor VPR evaluation of the last
2.2.1 2)
operation’
2.2.1 4) Changed the case of unacceptable vessel to ‘single hull vessel’
2.2.1 6) Inserted ‘the case of un-acceptable vessel of non-IACS vessel’
2.3.1 Changed ‘the VSM condition to apply all vessel at OKYC’
Changed the content of registration and qualification for
2.3.2
VSM(company)
2.3.3 Deleted all contents
2.4 2) Deleted the case of ‘first calling vessel at OKYC terminal’
Changed the title & contents of ‘gas venting’ to ‘closed
3.1.3
loading/unloading’
Inserted this new clause for ‘manifold arrangement to conform
1.4.4 to OCIMF guideline’ and ‘the case of under 16,000 DWT
vessels’
2.2 2) Inserted the content of ‘random check of O2 content’
4.
2.3 4) Inserted the explanation of abnormal situation of VRS ops.
2.4 4) Deleted ‘repetitive ship/shore safety check-list’
2.8 2) Changed the limit of ship/shore figure difference to ‘0.3%’
3.3 5) Inserted this new clause for the case of IGS failure
Appendix-1 Changed the title and contents → replaced by ‘Safety Letter’
Appendix-6 Inserted the signature box for repetitive ship/shore check
Appendix-7 Changed the title and content → Safety review & confirmation
6.
Appendix-8 Inserted and changed the various ‘pre-arrival notice content’
Appendix-10 Changed the emergency contact details at present
Appendix-11 Changed the contact details at present
OKYC Terminal Information Doc. No. : A-TQI-3007-01
& Regulations (Content) Rev. No. : 1

- Contents -

Chapter 1. Safety Letter (Condition for Use of Terminal Facilities)

Chapter 2. Berth Information

1. Location
2. Jetty Direction and Tidal Information
3. Jetty Specification and the Target Vessel
4. Jetty Layout and Loading Arm Arrangement

Chapter 3. Terminal Safety Regulations

1. Berthing/Un-berthing Safety Regulation
2. Cargo Safety Regulation
3. General Safety Regulation

Chapter 4. Cargo Operation Procedure

1. Procedure and Preparations before Cargo Operation for Vessel
2. Loading Operation
3. Discharging Operation

Chapter 5. Emergency Plan

1. Emergency Procedure
2. Emergency System of Terminal
3. Emergency Plan of Vessel

Chapter 6. Appendix
1. Safety Letter to Master (Condition for Use of Terminal Facilities)
2. OKYC Jetty Layout & Emergency Evacuation Plan
3. Switch Loading
4. Vapour Emission Control Plan
5. Cargo Operation Agreement
6. Ship/Shore Safety Checklist
7. Ship/Shore Repetitive Safety Check List
8. Check List prior to Arrival at OKYC Terminal
9. Toxic Gas Safety Guideline
10. Emergency Contact System
11. Vessel Nomination Procedure
OKYC Terminal Information Doc. No. :
& Regulations (Chapter 1.) Rev. No. : 0

Chapter 1. Condition for Use of Terminal Facilities

Safety Letter (Appendix-1.)

Dear the Master,

Responsibility for the safe conduct of operations while your ship is at this terminal
rests jointly with you, as Master of the ship, and with the responsible Terminal
Representative. We wish, therefore, before operation start, to seek your full
co-operation and understanding on the safety requirements set out in the
Ship/Shore Safety Check-List, which are based on safe practices that are widely
accepted by the oil and tanker industries.

We expect you, and all under your command, to adhere strictly to these
requirements throughout your ship’s stay alongside this terminal and we, for our
part, will endure that our personnel do likewise, and co-operate fully with you in
the mutual interest of safe and efficient operations.

Before the start of operations, and from time to time thereafter, for our mutual
safety, a member of the terminal staff, where appropriate together with a
Responsible Officer, will make a routine inspection of your ship to ensure that
elements addressed within the scope of the Ship/Shore Safety Check-List are being
managed in an acceptable manner. Where corrective action is needed, we will not
agree to operations commencing or, should they have been started, we will require
them to be stopped.

Similarly, if you consider that safety is being endangered by any action on the part
of our staff or by any equipment under our control, you should demand
immediate cessation of operations.

There can be no compromise with safety.

OKYC Terminal Information Doc. No. : A-TQI-3007-01
& Regulations (Chapter 2) Rev. No. : 1

Chapter 2. Berth Information

1. Location

( Located in just south of KNOC terminal near Gwangyang port limit )

GS-Caltex

KNOC

OKYC Terminal
Jetty-1
Jetty-4
Jetty-2

Jetty-3

(Geographical Jetty Position)

Jetty No. Latitude Longitude

Jetty - 1 34° 50′ 10″ N 127° 46′ 48″ E

Jetty - 2 34° 49′ 58″ N 127° 47′ 50″ E

Jetty - 3 34° 49′ 44″ N 127° 47′ 52″ E

Jetty - 4 34° 49′ 44″ N 127° 46′ 49″ E

OKYC Terminal Information Doc. No. : A-TQI-3007-01
& Regulations (Chapter 2) Rev. No. : 1

2. Jetty Direction and Environmental Information

2.1 Direction : Lying on NNNE~ SSSW (174°~354°) direction

2.2 Environmental Information

Water Height (m) Tide Designed Criteria

DL(+) 4.240 (Obs. H.H.W) * Max. Tidal Current : 2.5 knot
DL(+) 3.780 (H. W. L)
DL(+) 3.616 (App. H.H.W) * Allowable Wave Height :
DL(+) 3.294 (H.W.O.S.T) J-1 & J-2 : 4.17 m
DL(+) 2.820 (H.W.O.M.T) J-3 & J-4 : 6.58 m
DL(+) 2.346 (H.W.O.N.T)
DL(+) 1.808 (M.S.L) * Allowable Wind Speed :
DL(+) 1.270 (L.W.O.N.T) Jetty with Ship : 30 m/sec.
DL(+) 0.796 (L.W.O.M.T) Jetty only : 60 m/sec.
DL(+) 0.322 (L.W.O.S.T)
DL(±) 0.000 (App. L.L.W)

3. Jetty Specification and the Target Vessel

Max. Disp. LOA (m)

Jetty length Depth Max. Draft Cargo
(m/ton) Min.~ Max.
F.O. /
J-1 340 m 17.0 m 14.7 m 104,000 150 ~ 295
Clean Product

C.O.&F.O. /
J-2 380 m 18.0 m 15.5 m 154,000 25 ~ 321
Clean Product

1) 2) C.O.&F.O. /

J-3 440 m 19.5 m 17.7 m 393,000 220 ~ 382
Clean Product

F.O. /
J-4 200 m 12.0 m 10.4 m 40,000 25 ~ 169
Clean Product

*1) For vessel of draft over 16.0m can berth/unberth with consideration of depth allowance by
tidal flood and appropriate UKC.
*2) J-3 is approved for 200,000 dwt by the port regulation, so VLCC can load within 200,000
ton of cargo under appropriate safety consideration
OKYC Terminal Information Doc. No. : A-TQI-3007-01
& Regulations (Chapter 2) Rev. No. : 1

4. Jetty Layout and Loading Arm arrangement

4.1 Jetty Layout : Refer to the attached Appendix-2.

4.2 Loading Arm Arrangement

Dia Cppacity Working Area Size

Jetty MLA No. Fluid 3
(inch) (m /h) Vertical Horizon Hight Out-Arm
LA-J101 F.O 12 2,000
HHWL
LA-J102 F.O 12 2.000 +15,685
3
J-1 LA-J103 VOC 10 3,750Nm /h ~ ±2,365 18,700 10,000
LA-J111 Product 10 1,500 LLWL

LA-J112 Prod/Comp 10 1,500 +2,505

LA-J211 Product 10 1,500

HHWL
LA-J212 Prod/Comp 10 1,500 +17,395
3
J-2 LA-J203 VOC 16 3,750Nm /h ~ ±2,115 22,500 11,500
LA-J202 Crude/F.O 16 4,000 LLWL

LA-J201 Crude/F.O 16 4,000 +2,505

LA-J305 Product 16 4,000

LA-J304 Product 16 4,000 HHWL
+22,200
LA-J306 VOC 16 3,750Nm3/h
J-3 ~ ±2,115 21,500 9,000
LA-J303 Crude/F.O 16 4,000
LLWL
LA-J302 Crude/F.O 16 4,000 +6,105
LA-J301 Crude/F.O 16 4,000
LA-J401 F.O 10 1,200
HHWL
LA-J405 VOC 6 3,750Nm3/h +10,195
J-4 LA-J402 Gasoil 8 1,200 ~ ±1,503 17,200 11,000
LA-J403 Mogas/Comp 8 1,200 LLWL

LA-J404 Mogas/Comp 8 1,200 +1,503

* L/A arrangement order : North ---->South

* Horizontal Warning Zone : left/right each 1 meter wider than Working Zone
* Atlantic 774 L/A : ERC attached
OKYC Terminal Information Doc. No. : A-TQI-3007-01
& Regulations (Chapter 3) Rev. No. : 1

Chapter 3. Terminal Safety Regulation

1. Berthing/Un-berthing Safety Regulation

1.1 Criteria for Berthing and Un-berthing

All Vessels berthing or un-berthing must meet the following operational criteria.

1.1.1 Vessels criteria restricted by daylight berthing only

1) All vessels more than 50,000 G/T
2) Vessels more than 30,000 G/T with dangerous cargo
3) Vessels with draft 8.5 m or more at Jetty-4
4) For vessels of 10,000~30,000 G/T : restricted during 23:00~05:00 only

1.1.2 Vessels criteria restricted by daylight un-berthing only

1) Vessels over than 13 m of draft
2) Vessels with draft 8.5 m or more at Jetty-4

1.1.3 Allowable maximum tidal current speed : 0.5 knot or less

* In case of un-berthing with draft of under 15m, un-berthing is permissible within
1.0 knot of the tidal current by berth master’s decision in considering of other
circumstances alright.

1.1.4 Allowable height of wave and swell (in case of 10 sec. or less of cycle period)
1) Vessels more than 30,000 DWT : 1.0 meter or less
2) Vessels 10,000 ~ 30,000 DWT : 0.7 meter or less
3) Vessels 10,000 DWT or less : 0.5 meter or less

1.1.5 When berth master considers the berthing operation is dangerous in his
judgement on weather and tidal condition at that time, the berthing operation
shall not be allowed.

1.2 Criteria on Wind Velocity

1) 14 m/sec. (27 knot) or more : Restrict berthing

2) 16 m/sec. (31 knot) or more : Stop cargo operation
3) 18 m/sec. (35 knot) or more : Disconnect loading arms
OKYC Terminal Information Doc. No. : A-TQI-3007-01
& Regulations (Chapter 3) Rev. No. : 1

4) 20 m/sec. (39 knot) or more : Un-berth

5) 26 m/sec. (50 knot) or more : Close terminal
* In case of typhoon approach, the maximum instantaneous wind speed should be
the basis, and the Authority instruction should be followed.
* When electrical storm stays nearby or approach in the vicinity of terminal and/or
considering any possibility of danger on berthing operation, the berthing
operation shall not be allowed.

1.3 Criteria for Pilotage and Use of Tugboats when berthing/un-berthing

1.3.1 According to the Pilotage Laws of Korea, Oil tankers more than 500 G/T
should arrange pilot for berthing/un-berthing operation.

1.3.2 Use of Tugboats :

The master shall comply with the following criteria for use of tugboat additional
to the Reg. of Tug Operation for Yeosu and Gwangyang Port requirements;

1) All Vessels of 500 G/T or more should use tugboat

2) For vessels of berthing/un-berthing at J-4 with her draft 8.5m or more, one(1)
more tugboat of 2,500H.P. than the above regulation should be used.
3) Vessels laden dangerous cargo over 10,000 G/T should use one more tugboat
with 2,000H.P.
4) Numbers of tugboats required shall be increased depending upon weather, sea
conditions, or terminal request as safety reason.
5) At least two(2) tugboats should be used for vessels of 1,500G/T or more.
* when master of vessels which available bow-thruster inform to terminal, only
one tugboat can be used for un-berthing.
6) Whenever following conditions exist or are expected, the master should arrange
additional tugboats to maintain ship’s condition;
* Significant increase in wind speed or change in wind direction, particularly if
the vessel have high freeboard
* Expecting her bottom touch by significant swell, or period of maximum tidal
flow, or her limited UKC, or close passing of big ship.

1.4 Regulation for Vessel Approaching to Jetty Fender

1.4.1 Lateral approaching angle
OKYC Terminal Information Doc. No. : A-TQI-3007-01
& Regulations (Chapter 3) Rev. No. : 1

This is an angle formed by jetty fenders line and ship’s lateral side. Vessel
should be berthed parallel to jetty fenders face as far as possible.

1) Angle of approach : 6° or less (within 30 m range from jetty)

2) Approach impact angle : 3° or less (when touch jetty fender)

1.4.2 Approaching speed (within 30 m range from fender)

Vessel’s lateral approaching speed to jetty fender is defined as follows;

1) 5 cm/sec or less ; allowable speed
2) 6~10 cm/sec : warning speed
3) over 11~15 cm/sec : critical (the master & pilot will be black-listed and
held accountable if in case of fender damage)

1.5 General Regulation for Berthing/Un-berthing

1.5.1 In Dense Fog

The instruction of VTS(Vessel Traffic Service) should be followed.

1.5.2 Additional Regulation for Berthing/Un-berthing

1) In case where a vessel comes alongside without any help of tugboats, both
anchors should be ready to use (to prevent damaging jetty structure with
excessive approaching speed; or for emergency anchoring due to main engine
failure).
2) When vessel has berthing problems with her main engine failure or bad
weather conditions, the master should anchored promptly near the anchoring
basin with reporting the situation to VTS.
3) All the cargo tank hatch should be closed during berthing and un-berthing
operations.
4) Flame arrester of the engine room funnel should be kept closed during the
berthing/un-berthing and cargo operation.
5) Berthing/un-berthing operations basically should be carried out around slack
water time.
6) For un-berthing, all the vessels should check removal of oil-boom around her
before her main engine test (Ahead/Astern).
1.6 Moorings management Regulation
OKYC Terminal Information Doc. No. : A-TQI-3007-01
& Regulations (Chapter 3) Rev. No. : 1

1.6.1 Numbers and the Thickness of Mooring Ropes

1) Vessels berthing at OKYC terminal should have appropriate numbers and size of
mooring ropes as OCIMF ‘Mooring Equipment Guideline 3rd Edition’.
2) Minimum requirements for small vessels:
* Head Line / Stern Line: 2 lines each
* Breast Line / Spring Line: 1 line each on fwd and aft

3) Criteria for Mooring Winch:

* Vessels coming alongside at OKYC jetty should have an appropriate number
of mooring winches as vessels’ size.
* Criteria for numbers of rope and drum directly operated by mooring winch
are as follows:

Mooring Rope
Powered Rope Drum
(including spare)
DWT
Min. Numbers Min. Numbers
(fwd + aft) (fwd + aft)
80,000 or more 10 + 10 8 + 8

30,000 ~ 80,000 8 + 8 6 + 6

10,000 ~ 30,000 6 + 6 4 + 4

2,000 ~ 10,000 5 + 5 2 + 2

less than 2,000 4 + 4 1 + 1

4) It is recommended that all mooring lines of the same size and material. In
case of using wire ropes, tail ropes and certified shackles must be used.
1.6.2 Mooring Management during Berthing

1) The vessel is responsible for consistent monitoring and careful tending of the
mooring ropes.
Mooring ropes should not become slack or too taut and the tension of the
ropes should be equal and appropriately controlled so that the ropes are not
cut or do not allow the vessel to move or break away from the berth.
2) The vessel shall increase the ropes when appropriate requests are made from
the terminal.
3) When the mooring ropes do not match with the location and size of the
QRH/bollard arrangement of the jetty, terminal’s direction should be followed.
OKYC Terminal Information Doc. No. : A-TQI-3007-01
& Regulations (Chapter 3) Rev. No. : 1

4) The vessel should be ready to un-berth with her main engine start whenever
necessary, even during the cargo operation.
5) Should the vessel move unduly in the berth, the terminal may call for the
assistance of tugs to secure the vessel.

1.6.3 Cargo operation should be stopped immediately and un-berthing should be

prepared in cases as follows:

1) When safety risks of fire and/or explosion have been found.

2) When oil leakage is found around the vessel or when vessel/equipment defects
or damages which could cause oil leakage are found.
3) When the separation distance between the vessel and jetty fender is over 0.5
meter of allowable separation distance.
4) When wind velocity (max. average) is over 16 m/sec. or found thunderstorm
nearby in the vicinity of terminal.
5) When there are possibility of storms and waves that could break loading arms
and hoses.

1.6.4 In the following emergency cases, necessary measures should be taken and
vessels should be un-berthed promptly:

1) When safety accidents such as fire and explosion are highly expected or already
have happened.
2) When the separation distance between the vessel and jetty fender is over
1meter of maximum allowable separation distance.
3) When wind velocity is over 20 m/sec. or wave height is over 1 meter.

2. Cargo Safety Regulation

2.1 Definition

1) Age of Vessel
Age of vessel means present date (mm/yy) minus vessel delivery date (mm/yy)
(month should be converted to a decimal)

2) VPR (Vessel Performance Report)

The report made by the Loading Master and evaluated as one of five ratings like
OKYC Terminal Information Doc. No. : A-TQI-3007-01
& Regulations (Chapter 3) Rev. No. : 1

Excellent(5), Good(4) Fair(3) Poor(2) Bad(1) after checking the vessel operation
management condition, the maintenance of cargo-handling equipments, and cargo
operation ability of crew and officers including chief officer.

3) Oil Major Inspection

Oil Major Inspection is a kind of SIRE(Ship Inspection Report Programme)

inspection as standard of oil majors (BP, Shell, ExxonMobil, ChevronTexaco, Total,
etc.)

4) TSI (Terminal Safety Inspection)

TSI means a safety inspection performed by the berth master or the loading
master or an inspector(approved and notified by OKYC terminal) before berthing
to prove and ensure ship’s safe cargo operation capability according to the
terminal regulations

5) VSM (Vessel Safety Manager)

VSM is hired by the ship-owner in order to supervise and support the vessel’s
safe cargo operation in cooperation with terminal according to the terminal
regulations.
VSM should attend on board all the time of cargo operation (from L/A on to L/A
off) to enhance efficiency of cargo operation and handle complicated problems
may arise during staying at terminal.
OKYC terminal sets standards of qualification for VSM to ensure VSM’s eligibility
according to regular familiarization and training course for them.

2.2 Criteria of Berthing depending on Vessel Condition

2.2.1 Vessels of following cases are prohibited berthing at OKYC terminal.

1) All oil tankers whose age is more than 23 years
2) Vessel declared with poor VPR evaluation of the last operation
3) Vessel listed on OKYC Terminal’s or Yeosu Port’s black-list
4) Vessel with single-hull structure
5) Vessel having a critical history like fire, explosion and oil pollution within recent
3 years
6) Vessel have no classification certificate from one of IACS (International Association of
OKYC Terminal Information Doc. No. : A-TQI-3007-01
& Regulations (Chapter 3) Rev. No. : 1

Classification Societies)

2.2.2 Vessels carring on board toxic cargo which continuously emits toxic fumes of
more than 50 ppm of H2S content and/or more than 10 ppm of Benzene
content are not acceptable for berthing at OKYC terminal unless the cargo
specifications and the cargo operation procedures have been approved by
OKYC terminal when vessel acceptability clearance.

2.3 VSM (Vessel Safety Manager)

2.3.1 All oil tankers loading/un-loading at OKYC terminal should employ VSM to
work on board to secure safe cargo operation during the whole cargo
operation hours under owner’s or charterer’s expense.

2.3.2 Qualifications for VSM

1) The VSM or VSM company for working on board at OKYC terminal should
contract with OKYC for registration and accomplish the OKYC on-job training
program every years.
2) The qualification of VSM should be in accordance with OKYC terminal guideline
and the Maritime Law of Korea.

2.4 TSI (Terminal Safety Inspection)

Terminal requires safety inspection before berthing for the following vessels under
owner's time/expense.
The safety inspector(company) should be approved by OKYC.

1) All vessels of age 16 year or more

2) Following vessels below 16 year age
* Maiden voyage
* In case of first voyage just after change of owner/technical operator
* Lay-up more than 3 month during recent one year.
* Vessel on OKYC black-list and Vessels operated by the owners/operators on
OKYC black-list
* Poor performance vessel reported through the past operation at OKYC
terminal.
* First calling vessel at OKYC terminal or Re-calling vessel over 3 years from last
OKYC Terminal Information Doc. No. : A-TQI-3007-01
& Regulations (Chapter 3) Rev. No. : 1

calling

3. General Safety Regulation

3.1 Fire/Explosion Prevention

3.1.1 Naked light (Open Flame)

On vessels at the berth, any operations using machines that could set off sparks
or any use of flammable machines such as steel process operations including
grinding, servicing and repairs including welding, incineration and chipping &
scraping are prohibited.
In addition, handling materials such as the combustion of magnesium –composed
alloy, which could set off sparks even if people cannot catch it with the naked
eye.
The use of galley stoves and other cooking appliances must be non-flammable
such as electric hot plates.

3.1.2 Smoking
No smoking is allowed on board and at jetty while the ship is at the berth
except in places which have been jointly approved by the Master and the Loading
Master and named as ‘Smoking Room’.
When such violations are found, sanctions including suspension of cargo operation
and/or un-berthing can be imposed until Master’s statement is submitted or other
related effective measures are taken.

3.1.3 Closed loading/unloading and IGS (Inert Gas System)

1) On vessels without inert gas system, the precautions highlighted in ISGOTT
section 11.8.2 (Measuring and Sampling Non-Inerted Tanks) should be complied.
2) Vessels operating with inert gas should be equipped with proper venting
system and the following two independent systems should be fully operational.
i) Closed gauging system that allows the tank contents to be monitored
without opening tank apertures.
ii) Overfill alarm arrangement that providing audible and visual indication.
3) Gas freeing or tank cleaning shall not be permitted at berth.

3.1.4 Handling of Electric Equipment including Hand Torch, Transceiver

OKYC Terminal Information Doc. No. : A-TQI-3007-01
& Regulations (Chapter 3) Rev. No. : 1

The use of electric appliances near or in the area where there is a danger of gas
leakage or gas residue such as on deck, ballast tanks, pump room and cargo
tanks is strictly prohibited.
Only hand torches or transceivers of intrinsically safe approved types for use in
flammable atmosphere can be used.

3.1.5 Radio Transmitting Aerials and Radar

The vessel’s main radio transmitting aerials and radar must be switched off when
the vessel is in the process of cargo operation at the berth.

3.1.6 Boiler (Sparks from Funnel)

Boiler tubes must not be blown while the vessel is at the berth.
Every precaution must be taken so that sparks and soot are not emitted from the
stack.

3.1.7 Use of Mobile phone

While oil tanker alongside with VOC cargo on board, the use of mobile phone at
the jetty is strictly prohibited.

3.1.8 Toxic gas Precautions including H2S & Benzene gas

To prevent exposure phase of high toxic gas (including H2S & Benzene)
concentrations more than 5 ppm by volume, special precautions should be
arranged through the cargo operation.
Personnel should always carry personal gas monitor when working in enclosed
spaces, gauging, sampling, entering a pump room, connecting and disconnecting
loading arms, cleaning filters, draining to open containments and mopping up
spills if toxic gas concentrations could exceed the TLV-TWA.
Refer to the attached Appendix-9. for the details of safety guideline

3.2 Oil Pollution Prevention

3.2.1 Prohibit Dumping Oil and Garbage into the Sea

It is strictly prohibited to discharge all kind of waste including oily waste into the
sea.

3.2.2 Sea and Overboard Discharge Valves

Before entering port, overboard valve/line connected to cargo lines should be
OKYC Terminal Information Doc. No. : A-TQI-3007-01
& Regulations (Chapter 3) Rev. No. : 1

shut and lashed and must be closed with blind plates inside.
Spool pieces of ballast lines connected to cargo lines should be separated and
then shut down with blind plates.

3.2.3 Scuppers

Before cargo operation commences, all deck scuppers must be plugged and be
checked for leakage with pouring water when necessary.
When there is necessity of draining through scuppers due to rain and so on,
firstly make sure there is no oil on the surface with reporting it to terminal and
drain it. Duty crew must watch closely the whole process.

3.2.4 Blind Plate for Manifolds

All unused cargo line manifolds and ballast line manifolds must be fully closed
and fitted with blank flanges with full bolt tightening.

3.2.5 Oil Pollution Prevention from Engine Room

The bilge separator in engine room must be shut and lashed, and should post a
warning notice by chief engineer.

3.2.6 Ballasting/De-ballasting
Before ballasting or de-ballasting, the vessel should notify the terminal for
checking if it is necessary to adjust the time of ballasting/de-ballasting due to
expecting bad weather or any change of cargo operation procedure
Before de-ballasting, the vessel should check any oil film in the ballast tank.
If any oil film is found on the surface at the beginning or during the
de-ballasting, the operation must be immediately stopped and notify the terminal.
The de-ballasting operation can only be resumed after it is investigated that there
is no problem after the cause identification.

3.2.7 Shipboard Oil Pollution Emergency Plan (SOPEP)

In accordance with item 26 of International Convention for the Prevention of
Marine Pollution from Ships (Marpol) 73/78 Annex I, Oil tankers of G/T 150 or
more should have SOPEP on board approved by classification society or the
authorized agency, and utilize it when needed.

3.3 Other Safety Regulations

OKYC Terminal Information Doc. No. : A-TQI-3007-01
& Regulations (Chapter 3) Rev. No. : 1

3.3.1 Main Engine Stand-by

Vessels at the berth should prepare her main engine all the times for emergency
un-berthing with short notice.

3.3.2 Repairs and Inspection

1) When a vessel needs repairs, maintenance services or inspection at the berth, it
should be permitted by Berth Master prior to ship arrival through agent.
2) The following operations are not allowed basically at the berth.
* Work or inspection carried out inside of the tank of vessel
* Work carried out outside of the gunwale (=gutter bar) of vessel
* All kind of work that could hinder vessel’s sailing ability including main
engine maintenance
* All kind of work that can be a source of ignition to explosive gas
* Gas removal operations from tank and tank cleaning operations
* De-ballasting of oily ballast water
3) All inspections should be carried out during the time before cargo operation or
after maintaining normal steady cargo operation.

3.3.3 Lashing Ropes

Lashing ropes are to be ready and fitted with every manually operated valves on
cargo line.

3.3.4 Supply
1) While cargo operation, any type of supply or discharge materials is prohibited.
2) When loading and unloading of essential materials for the vessel is needed,
vessel should request the berth master’s permission through agent in advance.
This operation can be carried out before or after the cargo operation

3.3.5 Main Engine Test before Un-berthing

Vessels should carry out the main engine test before un-berthing, but only after
checking if loading arms, gangway and oil boom are in a safe condition.

3.3.6 Safety Regulations according to the International laws and conventions.

Almost safety regulations and customs commonly applied to other marine
terminals, such as ISGOTT(International Safety Guide for Oil Tanker/Terminal) of
OKYC Terminal Information Doc. No. : A-TQI-3007-01
& Regulations (Chapter 4) Rev. No. : 1

OCIMF(Oil Companies International Marine Forum), Mooring Equipment Guideline

and etc. are also applied to OKYC terminal safety regulation.

Chapter 4. Cargo Operation

1. Procedure and Preparations before Cargo Operation for Vessels

1.1 Berthing Acceptability Clearance;

Vessels want to visit OKYC terminal have to request her berthing acceptability from
terminal with the following informations at least 2 weeks before her calling OKYC.
(Refer to the Appendix-11. Vessel Nomination Procedure)
1) Q88
2) Cargo details to load/unload
3) DDR(Due Date Range) of cargo operation at OKYC
4) Mooring equipments diagram on deck (ex, General Arrangement)

1.2 Additional informations and submittance of documents from the Contracted Vessel;

Vessels proceeding to OKYC terminal for cargo operation shall inform and/or submit
the following items;

1) ‘The master’s declaration’ (Appendix-1.)

2) ‘Check list before arrival OKYC terminal’ (Appendix-8.)
3) Cargo documents, crew List, port of call, and other documents if requested
4) International Tonnage Certificate, Ship Security Information
5) Stowage plan or discharging plan
6) Arrival draft and estimated sailing draft
OKYC Terminal Information Doc. No. : A-TQI-3007-01
& Regulations (Chapter 4) Rev. No. : 1

7) Agent name in Korea, and other informations if requested

1.3 Notice of ETA;

Vessels shall confirm her ETA at OKYC terminal as the following time and
occasions:

1) 14/7/4 days before its ETA at the terminal as the case may be.
2) 48/24/12 hours before such ETA
3) In the event of any variation of more than one(1) hour after 48 hours ETA,
vessels shall advise immediately the terminal of its ETA.

1.4 All vessels proceeding to OKYC terminal have to take following actions prior to
arrival at OKYC terminal

1.4.1 For loading VOC cargo oil

1) Vessel have to take appropriate action to observe ‘OKYC Vapour Emission

Control Plan’ (Appendix-4) and inform the result to OKYC through ‘Check List
Before Arrival at OKYC Terminal’ (Appendix-8) to prevent clog from terminal
VRS(Vapour Return System) by ship’s rusty dust and condensate water.

2) In case of inadequate condition by inspection, terminal can reject loading

operation and vessel is responsible for all consequences arising from this
result.

1.4.2 Before approaching pilot station, vessel should carry out sufficient preparations
to prevent emission of black soot from funnel exhaust and/or scrubber/deck-seal
water discharge outlet.

1.4.3 During approaching, vessel should have all cargo handling system on standby
for immediate loading/unloading operation upon completion of cargo safety
meeting.

1.4.4 Manifold Arrangement should conform to OCIMF ‘Recommendations for Oil

Tanker Manifolds and Associate Equipment’ and vessel should prepare proper
reducers to fit with shore loading arm arrangement (described in Chapter 2, 4.2)
and the Mooring Plan (to be presented before berthing).
1) Manifold flanges to connect shore loading arms should have proper thickness
OKYC Terminal Information Doc. No. : A-TQI-3007-01
& Regulations (Chapter 4) Rev. No. : 1

conforming to ANSI 150 Lbs flange.

2) For small tankers under 16,000 dwt : the manifolds should have sufficient space
that required on ‘Check List Before Arrival at OKYC Terminal’ (Appendix-8)

2. Loading Operation

2.1 Switch Loading and Static Electricity

“Switch loading” means that a previous loaded cargo was much high vapourable
liquid and a present cargo to load into same tank is relatively low vapourable liquid.
In this case (switch loading), there are much possible generated ‘static electricity/
electrostatic field’ throughout the tank both in the liquid surface and in the ullage
space at initial/during loading.
Static electricity presents fire and explosion hazards during handling of petroleum,
and tanker operations are no exception. Certain operation can give rise to
accumulations of electric charge which may be released suddenly in electrostatic
discharge with sufficient energy to ignite flammable hydrocarbon gas/air mixtures.
To avoid any possible ignition of static electricity, vessels in case of switch loading
are strongly requested to fully inerted condition if fitted with IGS and/or gas free
means previous flammable gas content shall be less than 15%LEL before
commencement of present cargo loading, and others than above, requested linear
velocity in the branch line to each individual cargo tank shall not exceed 1m/sec.
until loading bell mouth levels are sufficiently filled and immersed with oil.
And also to release smoothly human static electricity, crew must be earthed
properly with physical hand-touch using metals/discharge plates located onboard
before turn to their cargo work on deck. Refer to the Appendix-3.
.
2.2 Tank Inspection

1) Only as the approval by cargo surveyor and/or loading master after tank
inspection, cargo loading operation can be started to carry out.
2) Random checks of oxygen contents should be carried out for IGS tanker, and
the switch Loading clause (defined 2.1) should be observed for non-inerted
tanker.
OKYC Terminal Information Doc. No. : A-TQI-3007-01
& Regulations (Chapter 4) Rev. No. : 1

3) All the gauging and sampling operation should be carried out by closed system
like using vapour-lock gauging point to prevent exposure of toxic gas.
To prevent high H2S or Benzene concentrations, personal gas detector and
special precautions should be arranged.

2.3 Vapour Return Line

1) When loading VOC cargo, ship/shore VRS(vapour return system) should be

operated to prevent VOC emission to air.
2) Terminal loading master should inspect the inside condition of ship’s vapour
return line by visual and/or blowing method before L/Arm connection.
3) In case of inadequate condition by loading master’s inspection, terminal can
reject loading operation and vessel is responsible for all consequences arising
from this result.
4) During normal loading operation, vessel should check the condition of VRS
regularly and report to terminal immediately when tank pressure reaches
beyond of parameter which ship/shore discussed and agreed.

2.4 Cargo Safety Meeting

1) Before having cargo safety meeting, terminal loading master can inspect her
mooring condition, cargo equipments on deck & CCR, safety managing
condition, and etc.
2) Unless loading master’s comment otherwise, cargo safety meeting basically
should be held together with the master, chief officer, and chief engineer.
3) Vessel and terminal have to confirm the following items and declare ‘Cargo
Operation Agreement’ (Appendix-5.) with both signature.
* Explanation and correct action for non-conformity items during safety
inspection and/or safety round on deck
* Major items of Terminal Informations and Regulations
* Cargo name, cargo quantity, cargo specification, ship’s stowage plan
* MSDS hand over and explanation of the important content (ex.: H2S, Benzene)
* Method of ship/shore communication during cargo operation (cargo operation
to be stopped when communication failure)
* Initial/Max./Topping-off loading rate
* Emergency Shut-down Procedure to prevent possible danger of pressure surge
OKYC Terminal Information Doc. No. : A-TQI-3007-01
& Regulations (Chapter 4) Rev. No. : 1

which exceed the agreed pressure limit including explanation of loading arm
envelope and ERC(Emergency release Coupling) operating condition
* Tank condition for loading(previous cargo, oxy./gas contents etc.)
* Arrival draft, de-ballasting hours, expected sailing draft
* Special ship’s condition that terminal have to be acknowledged.
4) Following documents have to be declared with signature.
* ‘Ship/Shore Safety Check List’ (Appendix-6)
* Notice of Readiness
5) In case small tankers that have no CCR installed should prepare Cargo
Operation Display Board at ship’s manifold area, and this board display the
important contents of cargo operation agreement.

2.5 De-ballasting

1) Vessel officer have to confirm ship’s ballast tank condition not contaminated
with any oily contents and record it accordingly.
2) On start de-ballasting, vessel report this to terminal and arrange deck crew to
watch around overboard sea area.
3) Terminal can request vessel to suspend de-ballasting because such situation of
un-berthing would be expecting due to bad weather & etc.

2.6 Comparing Loading Rate & Loaded Q’ty

1) Loading rate and loaded quantity should be checked and recorded every hour
and reported to terminal when requested.
2) In case the hourly loaded quantity is too different from previous one, vessel
should report to terminal and confirm again its reason by re-check and/or
calculation.

2.7 Topping-Off and Completion of Loading

1) Before topping-off ship’s cargo tanks, vessel should request to reduce loading
rate for safe topping-off operation with sufficient pre-notice like 30 minutes as
agreed on Cargo Operation Agreement .
2) Even though shore-stop, vessel should request to stop loading when expecting
dangerous situation like over-flow.
OKYC Terminal Information Doc. No. : A-TQI-3007-01
& Regulations (Chapter 4) Rev. No. : 1

3) On completion of loading, vessel should close manifold valves after that confirm
the loading arm valves have been closed.

2.8 Cargo Gauging, Calculation and Documentation

1) Cargo gauging and calculation should be carried out by the appointed surveyor,
and loading master should attend unless any special reason.
2) In case that ship’s figure differs from terminal figure 0.50.3% or more,
ship/shore staff and surveyor should carry out re-gauging and report to
terminal.
3) Shipping Documents are basically as follows unless additional D/I(document
instruction) requested.
* B/L --- Issued by Vessel(Master/Agent)
* Certificate of Quantity --- Issued by Terminal(Surveyor)
* Certificate of Quality --- Issued by Terminal(Surveyor)
* Certificate of Origin --- Issued by Terminal(Surveyor)
* Cargo Manifest --- Issued by Vessel(Master/Agent)
* NOR --- Issued by Vessel(Master/Agent)
* Time Statement of Fact --- Issued by Vessel(Master/Agent)
* Protest (if any) --- Issued by Vessel(Master) and/or Terminal

3. Discharging Operation

3.1 Gauging and Sampling

1) Before discharging operation, the appointed cargo surveyor should carry out
exact gauging and calculation.
This gauging hours are not included in contract cargo operation time.
2) In case that ship’s figure differs from B/L figure 0.3% or more, the result should
be reported to terminal and wait for instruction to start discharging commence.
3) Vessel should hand over the loading port cargo documents and samples.
4) Vessel have to help sampling work as per terminal and/or surveyor’s request.
5) All the gauging and sampling operation should be carried out by closed system
like using vapour-lock gauging point to prevent exposure of toxic gas.
To prevent high H2S concentrations more than 5 ppm, personal gas detector
and special precautions should be arranged.
OKYC Terminal Information Doc. No. : A-TQI-3007-01
& Regulations (Chapter 4) Rev. No. : 1

3.2 Cargo Safety Meeting

1) Vessel should present following documents to terminal loading master and/or

surveyor.
* Discharging Plan
* Ship’s Particulars
* Bill Of Lading
* Quantity/Quality Certificate
* Cargo documents of loading port
* MSDS
* Etc.
2) The same items as cargo safety meeting of loading operation (defined 2.4) are
almost applicable.

3.3 Commencement of Discharge

1) In almost case that gas & vapour are filled in cargo pipe line on deck and pump
room, the gas and vapour should be extracted by close-circulation of cargo.
Loading master may advise the appropriate method.
2) When start centrifugal pump, vessel should prevent pressure surge caused by
excessive start RPM. The pump delivery valve should be closed position until the
pump stabilized with minimum RPM.
3) If there are severe vibration on loading arm and/or pipeline at the start of
discharging, vessel should stop or reduce the discharge flow until confirming the
reason and remedy it completely.
4) The start and control discharge operation by pump delivery valve should be
carried out very carefully with loading master’s direction to prevent damage on
terminal equipments by pressure surge or back-flow from shore.
5) In the cases of IGS failures, the discharging operation should be suspended
immediately to prevent air coming into the tanks.

3.4 Report Discharge Rate & Q’ty and Change of Pump Operation

1) Vessel should check and calculate the discharging quantity periodically(hourly) and
report to terminal when requested.
OKYC Terminal Information Doc. No. : A-TQI-3007-01
& Regulations (Chapter 4) Rev. No. : 1

2) Except emergency case and stripping stage, the considerable change of pump
operation should be notified to terminal in advance.
3) For stop cargo pump operation, notification should be given step-by-step like 30
minutes, 10minutes, 5 minutes, 1 minute to stop, or otherwise 2,000 ㎘, 1,000 ㎘,
500 ㎘, 100 ㎘, 50 ㎘, 10 ㎘ to stop.

3.5 Caring for Mooring Line & Gangway

1) In discharging tanker docked at the jetty, Mooring takes excessive tension easily
caused by tide and changing of draft. In this case sometimes Vessel has lose the
position due to damaged mooring, so duty sailors often adjust the entire mooring
to maintain proper tension.
2) Vessel have responsibility to maintain mooring management ‘Not Too Tight, Not
Too Loose’ within mooring rope permissible tension and never away from the berth.
3) Vessel crew have to watch shore gangway not to face dangerous situation by
ship’s height change and notify to terminal to adjust it if in need.

3.6 Crude Oil Washing (COW)

1) COW operation strictly restricted in performing only within 25% volume of tank
capacity of laden tank. This is to be declared when cargo safety meeting and
recorded on ‘Cargo Operation Agreement’ (Appendix-5.)
2) Vessel should check as the related safety check-list before COW operation, and for
the oxygen content of tank, notify terminal for grant. Never carry out COW
operation in case of over 8% of oxygen content.
3) COW operation should be carried out as ‘Closed Cycle’ and the washed oil should
be discharged at final stage of discharging unless otherwise decided by terminal.

3.7 Stripping

When stripping stage, the pump RPM and delivery valve opening should be
carefully controlled to prevent severe vibration and/or pressure surge from sucking
vapour.

3.8 Final Discharging and Tank Dry Inspection

1) Vessel should notify her ETC(Estimated Time of Completion) to terminal at least
OKYC Terminal Information Doc. No. : A-TQI-3007-01
& Regulations (Chapter 5) Rev. No. : 1

1 hour before completion.

2) At the end of discharging stage, all the cargo pipe line including loading arm(s)
should be fully drained and accomplished stripping except the small diameter
discharging line (Marpol line) and one loading arm to use at final discharging.
3) Only one loading arm should be used at the final discharging stage.
4) Before tank dry inspection, cargo surveyor and loading master should check the
following items.
* All the ship’s cargo pipe line were drained and stripped.
* Whole cargo discharging operation have been completed and pumps been
finished.
* All the important cargo valves were closed.
* Vessels is afloat with up-right condition without any list.
5) Tank dry inspection is basically carried out with dipping method using
vapour-lock inspection hole to prevent VOC emission.

Chapter 5. Emergency Plan

1. Emergency Procedure

1.1 Emergency Signal

In the event of fire or other emergency, series of long blast should be sounded
by whistle or siren.

1.2 Emergency Shutdown(Stop)

In case the following circumstances, ship and terminal should take emergency
shutdown(stop) cargo operation. Due regard should be given to the possible
dangers of pressure surge associated with any emergency shutdown procedure.
OKYC Terminal Information Doc. No. : A-TQI-3007-01
& Regulations (Chapter 5) Rev. No. : 1

1) When weather forecast typhoon approaching or wind velocity increase more than
16m/sec.(10 min. average) or wave (including swell) is higher than 1m.
2) When a fire breaks out or found oil spill around vessel(s).
3) When terminal representative has determined that it is too dangerous to continue
cargo operation due to breach of safety regulation or other matters.
4) When an accident is occurred on board.

1.3 Emergency Loading Arm Disconnection

ERC(Emergency release coupling) is equipped on crude/F.O. loading arms of Jetty-2

and all loading arms of Jetty-3.
ERC makes possible to disconnect loading arms from the vessel in a short period
on emergency case such as vessel over-drifting from berth, earthquake, fire, and etc.

1.4 Emergency Un-berthing Operation

In case the following circumstances, the master and terminal representative take
emergency action to un-berth after discuss the situation.

1) When weather forecast typhoon approaching or wind velocity increase up to

20m/sec. or wave (including swell) is higher than 1m.
(When the master and terminal representative conclude the situation dangerous
even though the wind speed is less than 20m/sec., emergency un-berthing should
be taken.)
2) When a fire breaks out vessel(s) around.
3) If loading work delay under the bad weather condition, the master should be
agree to un-berthing.
4) When terminal representative has determined that it is too dangerous to have
vessel alongside berth due to weather condition or other matters.
5) When an accident is occurred on board.
6) When VTS and/or related authority declares special direction.
.
1.5 Emergency Evacuation

When a emergency case of big fire or explosion of vessel/terminal have been

occurred or foreseen, all the people on jetty/vessel must escape from the danger
place through appropriate route as ‘OKYC Jetty Layout & Emergency Evacuation Plan’
OKYC Terminal Information Doc. No. : A-TQI-3007-01
& Regulations (Chapter 5) Rev. No. : 1

(Appendix-2) with consideration of following measures.

1) To request help like rescue boat from out-jetty using portable radio and
emergency contact list.
2) Use appropriate PPE like as life-jacket, life-ring, EEBD, breathing apparatus, etc.
3) In case of presence of toxic gas at the scene, refer to ‘Toxic Gas Safety
Guideline’ (Appendix-9.)

1.6 Emergency Measures and Notifications

When a fire of oil spill accident have been occurred on board, the master must
take appropriate initial emergency measure to control the emergency and inform the
situation to terminal representative without delay.
All the cargo, ballasting and bunkering operation must be stopped immediately
and oil in the loading arms should be drained out to prepare disconnection. Main
engine, steering gear, and all mooring equipments also should be ready to use.

1.7 Assistance of the Boats by the Terminal

In case that terminal representative has found an emergency situation and/or

judges that situation is imminent, he may request help directly from the assist boats
without prior agreement of the master.
In these cases, all mobilization cost of the boats must be charged on the vessel
or the owner.

1.8 Notification for Emergency and Summoning of Assistance

An emergency situation must be reported to the competent authority and the

concerned organizations using ‘Emergency Contact System’ (Appendix-10).
If either the master or terminal representative judges that the resources of the
vessel and terminal are not enough to overcome the emergency situation, assistance
from assisting organizations will be requested by terminal representative.
In this case, Emergency Contact System’ (Appendix-10) shall also be referred to.

1.9 Indemnification

The master of any vessel and its owner shall remain solely responsible for, and
OKYC Terminal Information Doc. No. : A-TQI-3007-01
& Regulations (Chapter 5) Rev. No. : 1

shall hold the terminal indemnified against, damage of terminal and expenses for
third party from whatever cause arising in consequence of all act and/or omissions of
the vessel’s personnel.

2. Emergency Plan of Vessel

2.1 Preparation

The master must have emergency procedures ready for immediate implementation
in the event of various type of emergencies such as a fire in cargo tanks/engine
room/living quarter, personnel injury, and oil spillage. All shipboard personnel must
be familiar with the procedures, be adequately trained and clearly understand the
action they would be required to take when responding to an emergency.

2.2 Fire-Fighting Equipment

Before commencement of cargo operation, fire-fighting equipment on the vessel

must be made ready for immediate use. A least two fire hoses (fwd and aft of
manifold) should be uncoiled and laid out and fire monitor should be aimed to the
manifold of jetty-side.

2.3 Emergency Towing Wire

Emergency Towing Wire should be made fast to bollard and prepared on deck or
maintained above water line on the opposite side hull of jetty.

2.4 Readiness to Move under Own Power

While the vessel is alongside at berth, her boiler, main engine, steering gear, and
other equipments essential for maneuvering must be maintained in a state of
readiness. With short notice, the vessel can move away from berth.

2.5 Materials for Oil Disposal

While the vessel is alongside at berth, materials for oil disposal must be ready for
immediate use. The use of chemicals requires permission of the authority.
OKYC Terminal Information Doc. No. : A-TQI-3007-01
& Regulations (Appendix) Rev. No. : 1

Chapter 6. Appendix

1. Safety Letter (Condition for Use of Terminal Facilities)

2. OKYC Jetty Layout & Emergency Evacuation Plan

3. Switch Loading

4. Vapour Emission Control Plan

5. Cargo Operation Agreement

6. Ship/Shore Safety Checklist

7. Safety Review and Confirmation

8. Check List before Arrival at OKYC Terminal

9. Toxic Gas Safety Guideline

10. Emergency Contact System

11. Vessel Nomination Procedure

A-TQI-3007-01-01 [Rev. 1]

Appendix-1. Safety Letter (for Use of Terminal Facilities)

Dear the Master,

Responsibility for the safe conduct of operations while your ship is at this terminal rests
jointly with you, as Master of the ship, and with the responsible Terminal Representative.
We wish, therefore, before operation start, to seek your full co-operation and
understanding on the safety requirements set out in the Ship/Shore Safety Check-List,
which are based on safe practices that are widely accepted by the oil and tanker industries.

We expect you, and all under your command, to adhere strictly to these requirements
throughout your ship’s stay alongside this terminal and we, for our part, will endure that
our personnel do likewise, and co-operate fully with you in the mutual interest of safe and
efficient operations.

Before the start of operations, and from time to time thereafter, for our mutual safety, a
member of the terminal staff, where appropriate together with a Responsible Officer, will
make a routine inspection of your ship to ensure that elements addressed within the scope
of the Ship/Shore Safety Check-List are being managed in an acceptable manner. Where
corrective action is needed, we will not agree to operations commencing or, should they
have been started, we will require them to be stopped.

Similarly, if you consider that safety is being endangered by any action on the part of our
staff or by any equipment under our control, you should demand immediate cessation of
operations.

There can be no compromise with safety.

Please acknowledge receipt of this letter by countersigning and returning the attached
copy.

the Representative of OKYC Terminal

Date : ______________________________________

M/T _ Signed : __

Master
A-TQI-3007-01-02 [Rev. 0]

Appendix-2. OKYC Jetty Layout and Emergency Evacuation Plan

1) Overall Jetty Evacuation Plan

B/D-1 W/P-2
Escape Ladder Escape Stairs

W/P-4
Escape Stairs

To Shore

1 / 4
A-TQI-3007-01-02 [Rev. 0]
2) Jetty-1 Evacuation Plan

B/D-1
Escape Ladder

To J-2

To Shore

2 / 4
A-TQI-3007-01-02 [Rev. 0]
3) Jetty-2 Evacuation Plan

W/P-2
Escape Stairs

3 / 4
A-TQI-3007-01-02 [Rev. 0]

4) Jetty-3, Jetty-4 Evacuation Plan

W/P-4
Escape Stairs

4 / 4
A-TQI-3007-01-03 [Rev. 0]

Appendix-3. Switch Loading Guideline

1. Purpose and Scope

This guideline aimed to prevent any possible fire/explosions to OKYC Terminal caused
by static electricity discharges with residual gases during loading/unloading oils from
the vessels which loaded with petroleum products except vessels which filled with inert
gas(the oxygen concentration of less than 8%) in tank.

2. Definition
1) High Vapour Pressure Product : products with less than 100°F(37.8°C) flash point
and RVP is more than 4.5 psia(31Kpa) (Naphtha, Mogas, etc.) which generate more
gas than the explosive range at normal temperature.
2) Medium Vapour Pressure Product : product with less than 100°F flash point and RVP
is less than 4.5 psia (JP-4, Jet-B, Benzene, Toluene, Xylene, etc.) which generate gas
within the explosive range at normal temperature.

3) Low Vapour Pressure Product : products with more than 100°F flash point (Kerosene,
Jet A-1, JP-8, Diesel[Gasoil] Lube, B-A, LRFO, B-C, etc.) which generate less gas than
the explosive range at normal temperature.
4) Switch Loading : meaning that loading the low/mid. vapour pressure products in the
cargo tank which residual gas from previous cargo remains above the lower
explosive limit. There is risk of fire and explosion when static electricity discharge.
[Table : Switch Loading criteria]
Medium
High Vapour
Vapour Low Vapour Pressure ②
Pressure②
Pressure
Benzene Kerosene
Present Naphtha Diesel
Toluene JP-8 Lube
Previous Mogas (Gasoil)
Xylene Jet A-1
Naphtha
X O O O O
Mogas
Benzene
Toluene X O③ O O O
Xylene
Kerosene
JP-8 X O④ X X X
Jet A-1
Diesel
X O④ X X X
(Gasoil)

Lube X O④ X X X

① O : Applicable to Switch Loading X : Not Applicable to Switch Loading

page 1 / 2
A-TQI-3007-01-03 [Rev. 0]

Appendix-3. Switch Loading Guideline

② If loading the Low Vapor Pressure Products at the condition of higher than the flash
point temperature or loading the High Vapour Pressure Products at the condition of
low temperature (-15℃ or less), it should be considered as the Medium Vapour
Pressure Products because of its possibility to generate the gas within the explosive
range.
③ If in case of loading BTX cargo same as previous voyage, the 1) item of “Drying/Gas
Freeing“ at Section 3.2.3 do not need to be carried out.
④ In case that residual gas from the previous voyage remains less than the explosive
range at normal temperature, the Medium Vapour Pressure Products generates the
gas within the explosive range during loading, so it should be considered as the
Switch Loading.
⑤ Reference
- Chevron Field manual – Guide to Fire Protection
- API RP 2003 – Protection against Arising out of Static, Lightning, and Stray
Currents
 GS-Caltex Product Wharf Standard Safety Manual – Switch Loading

3. Procedure

1) Any vessels which applicable to the Switch Loading shall carry out the Drying/Gas
Freeing prior to loading cargos and any crews are prohibited to enter the cargo tanks
until confirmation of safety by measuring gas/oxygen content (Gas content: less
than 15% of LEL, Oxygen content: more than 20%).
2) Vessels must establish loading plan for each cargo/tank and carry out appropriate
safety measures prior to berthing, and shall notify them to OKYC terminal. Terminal
staff shall confirm the loading plan along with the safety measures.
3) Shall check/record whether the product is Switch Loading or not as well as
notification about compliance with safety rules and regulations during ship/shore
safety meeting.
4) Shall check the content of flammable gas (at least less than 15% of the LEL) in the
cargo tanks which applicable Switch Loading prior to loading operation (cross-
check between ship/shore).
5) Shall carry out initial rate loading (initial loading rate : below than 1m/sec) for all
cargo tanks which applicable Switch Loading until Bell Mouth is submerged
completely.
6) Metal equipment is not allowed to use for dipping, gauging and sampling cargo for
30 minutes after completion of loading, and material of rope, which is used for the
above, should be made of natural fibers and prohibited to use synthetic fibers (nylon,
polypropylene, etc.).
7) Vessels shall record the above No.1) ~ 5) items.

page 2 / 2
A-TQI-3007-01-04 [Rev. 0]

Appendix-4. Vapour Emission Control Plan

To the Master
Please duly arrange ship’s vapour return system as following;

1. Vessel's Preparation
1) Prior to berthing
① Keeping proper positive pressure(+500mmH2O) and fully inerted condition
(Oxygen content : Less than 8% by volume)
② Following devices are to be in good order and operational condition
- Vapor monitoring systems including vapor pressure gauges
- Pressure safety devices such as P/V, breather valves, P/V breaker
- Vent valves such as IG branch valves and associated valves
③ Ready for use of vapor return line
- Free up port & starboard-side VOC manifold flanges
- Clean up scales or any articles inside of vapor return pipeline
- Remove the condensate water inside of pipes by draining appropriately
2) After Berthing
① Blowing out at ship's VOC manifold to check any foreign body inside of IG
deck pipeline in presence of the loading master before connecting terminal VOC
loading Arm
② Reduce tank pressure to about 100mmH2O to remove any foreign body inside IG
deck pipeline via ship’s mast riser
3) Items to be discussed while Ship/Shore Safety Meeting
① Make sure of max. loading/flow rate per an hour ⇒
② Normal working vapor pressure on board ⇒
(In consideration of present vessel's setting limits)
③ Shore setting pressure based on above ②
④ To keep closed loading overall
(If vessel can maintain closed loading even in gauging and sampling)
⑤ Open/Check manifold drain every 2 hr and gathering drainage.
⑥ Check hydro-carbon gas concentration every 2 hr at vapour manifold
(if requested by Loading Master)
2. Notice to Vessel's Master
1) Vessel should render full cooperation to protect Terminal DSU(Dock Safety Unit)
through above Item 1. “Vessel's Preparation 1)~3)”.
2) In case of any delays, costs, expenses and consequential loss that we and/or
any third party may suffer by ship's foreign body, such as moisture, scales, and/or
soot, among ship's gas inside of IG Deck Pipeline, We will issue our protest
holding you responsible for all consequent problems.

Thanks for your kind cooperation

A-TQI-3007-01-05 [Rev. 0]

Appendix-5. Cargo Operation Agreement

SHIP’S NAME : Berth / Port :

1. Cargo Specifications :
Cargo
API / Dencity /
S.G. / Temp.
Quantity
Ship’s Tank
Shore Tank
* Remarks :
2. Sequence of Cargo Operation :

3. Loading arms/Manifold Connection & Allowable Max. Pressure :

4. Transfer Rate :
Initial Max. Topping-off

5. Communication :

6. COW / Inerting or Venting :

7. Departure Draft / ETC / ETD :

8. Remarks :

* Emergency Procedure including Emergency Shutdown: Refer on the back page.

Declaration : We the undersigned have checked the items on this agreement and satisfied that the entries we have made
are correct to the best of our knowledge.
For Ship For Shore
Name : Name :

Rank : Position :

Signature : Signature :

Date and Time :

A-TQI-3007-01-05 [Rev. 0]

* Emergency Procedure

1. Emergency Signal
In the event of fire or other emergency, series of long blast (not less than 10 sec.) should be sounded by whistle or
siren.

2. Emergency Shutdown

In case the following circumstances, ship and terminal should take emergency shutdown cargo operation. Due regard
should be given to the possible dangers of pressure surge associated with any emergency shutdown procedure.

1) When weather forecast typhoon approaching or wind velocity increase more than 16m/sec.(10 min. average) or wave
(including swell) is higher than 1m.
2) When a fire breaks out or found oil spill around vessel(s).
3) When terminal representative has determined that it is too dangerous to continue cargo operation due to breach of
safety regulation or other matters.
4) When an accident is occurred on board.

3. Emergency Loading Arm Disconnection

ERC(Emergency release coupling) is equipped on crude/F.O. loading arms of Jetty-2 and all loading arms of Jetty-3.
ERC makes possible to disconnect loading arms from the vessel in a short period on emergency case such as vessel
over-drifting from berth, earthquake, fire, and etc.

4. Emergency Evacuation

When a emergency case of big fire or explosion of vessel/terminal have been occurred or foreseen, all the people on
jetty/vessel must escape from the danger place through appropriate route as ‘OKYC Jetty Layout & Emergency
Evacuation Plan’ (Appendix-2. in Terminal Information & Reg.) with consideration of following measures.
1) To request help like rescue boat from out-jetty using portable radio and emergency contact list.
2) Use appropriate PPE like as life-jacket, life-ring, EEBD, breathing apparatus, etc.
3) In case of presence of toxic gas at the scene, refer to ‘Toxic Gas Safety Guideline’ (Appendix-9. In Terminal
Information & Reg.)

5. Emergency Measures and Notifications

When a fire of oil spill accident have been occurred on board, the master must take appropriate initial emergency
measure to control the emergency and inform the situation to terminal representative without delay. All the cargo,
ballasting and bunkering operation must be stopped immediately and oil in the loading arms should be drained out
to prepare disconnection. Main engine, steering gear, and all mooring equipments also should be ready to use.
F-TQI- 3007-01-06 [Rev. 1]

Appendix-6. Ship/Shore Safety Check-List

Ship’s Name ………………………………

Berth ……………………………… Port ……………………………….
Date of Arrival ……………………………… Time of Arrival ……………………………….

PART ‘A’ – BULK LIQUID GENERAL - PHYSICAL CHECKS

Bulk Liquid – General Ship Shore Code Remarks

1. There is safe access between the ship and shore. R Ship/Shore gangway

2. The ship is securely moored. R

3. The agreed ship/shore communication system is Shore radio UHF Ch.
operative. AR Back Up VHF Ch.72
4. Emergency towing-off pennants are correctly rigged
and positioned. R
5. The ship’s fire hoses and fire-fighting equipment are Fire hose should be filled
positioned and ready for immediate use. R with water on manifold

6. The terminal’s fire-fighting equipment is positioned 2 pressurized RCM

and ready for immediate use. R available
7. The ship’s cargo and bunker hoses, pipelines and
( ) L/A connected &
manifolds are in good condition, properly rigged and
tested by N2 gas
appropriate for the service intended.
8. The terminal’s cargo and bunker hoses/arms are in Working envelope
good condition, properly rigged and appropriate for Longitudinal: 2m
the service intended. Lateral: 2m
9. The cargo transfer system is sufficiently isolated and
drained to allow safe removal of blank flanges prior
to connection.

10. Scuppers and ‘save alls’ on board are effectively Aft scupper to be tested
plugged and drip trays are in position and empty. R by water

11. Temporarily removed scupper plugs will be Confirm to L/M before

R
constantly monitored. opening plug to drain

12. Shore spill containment and sumps are correctly

managed. R
13. The ship’s unused cargo and bunker connections are
properly secured with blank flanges fully bolted.
14. The terminal’s unused cargo and bunker connections
are properly secured with blank flanges fully bolted.

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F-TQI- 3007-01-06 [Rev. 1]

15. All cargo, ballast and bunker tank lids are closed.
16. Sea and overboard discharge valves, when not in use,
To be blanked
are closed and visibly secured.
17. All external doors, ports and windows in the Using external door;
accommodation, stores and machinery spaces are R ________side
closed. Engine room vents may be open. ________deck
18. The ship’s emergency fire control plans are located
externally. Location;.……………

If the ship is fitted, or is required to be fitted, with an Inert Gas System (IGS) the following points
should be physically checked:

Inert Gas System Ship Shore Code Remarks

19. Fixed IGS pressure and oxygen content recorders
are working. R

20. All cargo tank atmospheres are at positive pressure PR

with oxygen content of 8% or less by volume.

PART ‘B’ – BULK LIQUID GENERAL – VERBAL VERIFICATION

Bulk Liquid – General Ship Shore Code Remarks

21. The ship is ready to move under its own power. PR with short notice

22. There is an effective deck watch in attendance on R CCR:

board and adequate supervision of operations on the Manifold:
ship and in the terminal. Mooring tender:
23. There are sufficient personnel on board and ashore R More than 2/3 of crew
to deal with an emergency. on board at all times
24. The procedures for cargo, bunker and ballast AR Confirm to L/Master
handling have been agreed before operation start
25. The emergency signal and shutdown procedure to Emergency Cargo Stop :
A
be used by ship and shore have been explained and 3 times Stop by Radio
understood (General : Series of Long Blast)

26. Material Safety Data Sheets (MSDS) for the cargo

PR
transfer have been exchanged where requested.
27. The hazards associated with toxic substances in the H2S:
cargo being handled have been identified and Benzene:
understood.
28. An International Shore Fire Connection has been
provided.
29. The agreed tank venting system will be used. AR Method .............
30. The requirements for closed operations have been Ullaging:
R
agreed. Sampling:

Page 2 / 6
F-TQI- 3007-01-06 [Rev. 1]

31. The operation of the P/V system has been verified.

32. Where a vapour return line is connected, operating
AR
parameters have been agreed.
33. Independent high level alarms, if fitted, are Test date :
operational and have been tested. AR

34. Adequate electrical insulating means are in place in Insulation inserted in

the ship/shore connection. AR L/Arm flange
35. Shore lines are fitted with a non-return valve or Shore line have no
procedures to avoid ‘back filling’ have been PR non-return valve
discussed.
36. Smoking rooms have been identified and smoking Smoking rooms:
AR
requirements are being observed. .................................
37. Naked light regulations are being observed. AR
38. Ship/shore telephones, mobile phones and pager Do not use mobile
requirements are being observed. AR phone on deck

39. Hand torches (flashlights) are of an approved type.

40. Fixed VHF/UHF transceivers and AIS equipment
are on the correct power mode or switched off.
41. Portable VHF/UHF transceivers are of an approved
type.
42. The ship’s main radio transmitter aerials are earthed Sw. off at least during
and radars are switched off. hose on ~ hose off
43. Electric cables to portable electrical equipment
within the hazardous area are disconnected from
power.
44. Window type air conditioning units are
disconnected.
45. Positive pressure is being maintained inside the
accommodation, and air-con. intakes, which may
permit the entry of cargo vapours, are closed
46. Measures have been taken to ensure sufficient R
mechanical ventilation in the pump room
47. There is provision for an emergency escape. Terminal evacuation
plan to be provided
48. The maximum wind and swell criteria for Stop cargo at: 16 m/s
operations have been agreed. A Disconnect at: 18 m/s
Unberth at: 20 m/s
49. Security protocols have been agreed between the Security level :
Ship Security Officer and the Port Facility Security A
Officer, if appropriate.
50. Where appropriate, procedures have been agreed
for receiving nitrogen supplied from shore, either AP
for inerting or purging ship’s tanks.

Page 3 / 6
F-TQI- 3007-01-06 [Rev. 1]

If the ship is fitted, or is required to be fitted, with an Inert Gas System (IGS) the following statements
should be addressed.
Inert Gas System Ship Shore Code Remarks
51. The IGS is fully operational and in good working order. P
52. Deck seals, or equivalent, are in good working order. R
53. Liquid levels in pressure/vacuum breakers are correct. R
54. The fixed and portable oxygen analysers have been
R
calibrated and are working properly.
55. All the individual tank IGS valves (if fitted) are correctly
R
set and locked.
56. All personnel in charge of cargo operations are aware that
in the case of failure of the Inert Gas Plant, discharge
operations should cease, and the terminal be advised.

If the ship is fitted with a Crude Oil Washing (COW) system, and intends to crude oil washing, the
following statements should be addressed.
Crude Oil Washing Ship Shore Code Remarks
57. The Pre-Arrival COW check list, as contained in the
approved COW manual, has been satisfactorily completed.
58. The COW check lists for use before, during and after
COW, as contained in the approved COW manual, are R
available and being used.

If the ship is planning to tank clean alongside, the following statements should be addressed.

Tank Cleaning Ship Shore Code Remarks

59. Tank cleaning operations are planned during the ship’s No allowed at the
Yes/No* Yes/No*
stay alongside the shore installation. berth
60. If ‘yes’ the procedures and approvals for tank cleaning have
been agreed.
61. Permission has been granted for gas freeing operations. Yes/No* Yes/No*
• Delete Yes or No as appropriate

PART ‘C’ – BULK LIQUID CHEMICALS - VERBAL VERIFICATION

Bulk Liquid – Chemicals Ship Shore Code Remarks
1. Material Safety Data Sheets are available giving the
necessary data for the safe handling of the cargo.
2. A manufacturer’s inhibition certificate, where applicable,
P
has been provided.
3. Sufficient protective clothing and equipment is ready for
immediate use and is suitable for the product being
handled.

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F-TQI- 3007-01-06 [Rev. 1]

4. Counter measures against accidental personal contact with

the cargo have been agreed.
5. The cargo handling rate is compatible with the automatic
A
shut down system, if in use.
6. Cargo system gauges and alarms are correctly set and in
good order.
7. Portable vapour detection instruments are readily available
for the products being handled.
8. Information on fire-fighting media and procedures has
been exchanged.
9. Transfer hoses are of suitable material, resistant to the
action of the products being handled.
10. Cargo handling is being performed with the permanent
P
installed pipeline system.
11. Where appropriate, procedures have been agreed for
receiving nitrogen supplied from shore, either for inerting or AP
purging ship’s tanks, or for line clearing into the ship.

DECLARATION

We, the undersigned, have checked the above items in Parts A and B, and where appropriate, Part C or D, in
accordance with the instructions and have satisfied ourselves that the entries we have made are correct to the
best of our knowledge.
We have also made arrangements to carry out repetitive checks as necessary and agreed that those items
coded ‘R’ in the Check List should be re-checked at intervals not exceeding _______ hours.
If to our knowledge the status of any item changes, we will immediately inform the other party.

For Ship For Shore

Name Name

Rank ______________________________ Position ______________________________
Signature ______________________________ Signature ______________________________
Date ______________________________ Date ______________________________
Time _______________________________ Time ___________________________