HINDUSTAN PETROLEUM CORPORATION LIMITED

(A Government of India Enterprise)

Shipping, International Trade and Supplies

Vessel Chartering Enquiry Notification

CHARTERING ENQUIRY NO : SHIPPING/PROD/VOY/95/2011

DATED 10.10.11

LOADPORT : MUMBAI

DISPORT : BUDGE BUDGE & RAMNAGAR

CARGO : LUBE BASE OIL

QTY : 5.5 – 6.0 TMT

LAYDAYS : 16 OCT – 05 NOV 11

OFFER BY : 1430 HOURS ON 11 OCT 11

FAX : 91 22 22822300

E-MAIL : charterhpcl_2@hpcl.co.in

FOREIGN SHIP-OWNERS SHOULD OFFER VESSELS THROUGH OUR EMAPNELLED SHIP-BROKERS ONLY.

LIST OF EMAPNELLED SHIP-BROKERS ATTACHED

ENQUIRY DOUCMENT ATTACHED

CHARTERPARTY & RIDER CLAUSES ATTACHED

General Manager - Shipping

Hindustan Petroleum Corporation Limited

17 Jamshedji Tata Road, Mumbai 400 020

For further information and clarifications, please send e-mail to rajivkumar@hpcl.co.in

CHARTERING ENQUIRY NO. : SHIPPING/PRODUCT/VOY/95/2011 DT: 10 OCT

2011

HPCL INVITES OFFERS AGAINST THE FOLLOWING ENQUIRY AS PER THE TERMS AND CONDITIONS STATED BELOW:

CARGO/QTY: 5.5 - 6 TMT LUBE BASE OIL 3 GRADES (GROUP I 500N / GROUP II 500 SN / GROUP II 150 SN & 150 BS) WVNS SUBJECT TO FRESH WATER DRAFT AT DISPORT

LOADPORT: 1 SB MUMBAI, INTENTION OLD PIR PAU JETTY

LAYCAN: 16 OCT – 05 NOV 2011 (TO BE NARROWED DOWN TO 2 DAYS CHOPTION)

DISPORT: 2 SB/SP EAST COAST OF INDIA INTENTION BUDGE-BUDGE & RAMNAGAR (KOLKATA)

TOTAL LAYTIME: 96 HRS SHINC BASIS 1-2

DETAILED ITINERARY OF THE VSL (INCLUDING ETA MUMBAI) TO BE PROVIDED WITH OFFERS

ALONG WITH AVG. SAILING SPEED.

ALSO THE ATTACHED VESSEL DETAILS FORMAT (HPCL QUESTIONNAIRE) IS TO BE FILLED AND SENT ALONGWITH THE OFFER.

OTHER TERMS: AS PER HPCL ADAPTED ASBATANKVOY CP ALONG WITH RIDER CLAUSES FOR THIS

TRADE INCLUDING FOLLOWING MAIN TERMS. IF IN CONFLICT WITH CP, THE MAIN TERMS

SHALL APPLY:

1. OWNERS CONFIRM VSL ABLE TO LOAD MIN QTY BSS RESTRICTIONS/REQUIREMENTS AT LOAD/ PORT(S).

2. B/LS TO BE ISSUED AS PER TERMINAL PROCEDURE / REQUIREMENTS

3. IF VSL IS AVAILABLE PRIOR TO LAYCAN AND CHARTERERS HAVE NO OBJECTION LOADING HER PRIOR TO LAYCAN, THE TIME SAVED AT LOADPORT TO BE ADDED TO THE LAYTIME

ALLOWED TO CHARTERERS. 4. OWNERS CONFIRM VSL ACCEPTABLE TO THE LOADING PORT TERMINAL(S) AND

DISPORT(S) AND CONFORM TO INDIAN LAWS.

5. VSL TO BE PRESENTED IN FIT / READY CONDITION IN ALL RESPECTS TO LOAD INTENDED CARGO. VESSEL’S ALL TANKS TO BE CLEANED BY THE OWNERS AT

THEIR COST AND TIME ACCORDING TO THE CLEANING KEY ATTACHED HEREWITH / PROVIDED BY THE CHARTERERS TO THE SATISFACTION OF THE

CHARTERERS’ SURVEYORS BEFORE LOADING. THE VESSEL NOT FOUND CLEAN / FIT TO LOAD THE INTENDED CARGO EVEN AFTER CARRYING OUT CLEANING

WOULD BE REJECTED.

6. HEATING ARRANGEMENT. OWNERS CONFIRM VESSEL IS HAVING PROVISION TO HEAT AND MAINTAIN THE CARGO UPTO 45 DEG. C. DELAY IN DISCHARGE DUE TO VESSLE’S

INABILITY TO HEAT THE CARGO AT THE DESIRED TEMPERATURE WOULD BE ON OWNER’S A/C.

7. ACTUAL TIME AND COST FOR COASTAL CONVERSION, IF ANY, WILL BE ON

OWNERS’ ACCOUNT. NON-ACCEPTANCE OF THIS CONDITION WILL RESULT IN DISQUALIFICATION OF THE VESSEL. VESSEL TO TENDER NOR ONLY ON

CONVERSION TO COASTAL RUN. 8. OWNERS CONFIRM VESSEL POSSESSES ALL VALID STATUTORY LICENSES / CERTIFICATES

AND APPROVALS / PERMISSION FROM STATUTORY / GOVT BODIES FOR INDIAN COASTAL

OPERATIONS. 9. THE VESSEL OFFERED SHALL ONLY BE SBT (SEGREGATED BALLAST TANKS) VESSEL AND

ABLE TO LOAD MIN 3 GRADES WITH POSITIVE SEGREGATION. 10. OWNERS CONFIRM VESSEL IS ABLE TO MEET ALL THE PORT

LIMITATIONS/REQUIREMENTS/ CONDITIONS AT LOADPORTS/DISPORTS AND ACCEPTABLE

TO THE RESPECTIVE TERMINALS.

11. IN THE EVENTUALITY OF BAD WEATHER, HALF TIME TO COUNT AS LAYTIME OR TIME ON DEMURRAGE.

12. OWNERS CONFIRM VESSEL/OWNERS COMPLY WITH ISPS CODE/REQUIREMENT. CHEVRON ISPS CLAUSE TO APPLY.

13. INDIAN INCOME TAX ON FRT/DFRT/DEM, TO BE ON OWNERS’ ACCOUNT. PAYMENT OF

FRT/DFRT/DEM SHALL BE MADE AFTER DEDUCTING APPLICABLE INDIAN INCOME TAX AT SOURCE.

14. OWNERS TO PROVIDE TAX RELATED INFORMATION IN THE ATTACHED HPCL

QUESTIONNARIE. 15. FOREIGN VESSEL OWNER WILL HAVE TO FURNISH INFORMATION REQUIRED FOR

REMITTANCE TO NON RESIDENTS AS PER INDIAN INCOME TAX ACT BEFORE

PAYMENT OF FRT/DFRT/DEM.

16. OWNERS CONFIRM THAT IF IN THE OFFER FOR THEIR VESSEL, ANOTHER VESSEL IS OFFERED UNDER ‘OWNERS’ OPTION’ AND IN CASE ONLY ONE OF THESE VESSELS IS

ACCEPTED BY THE LOADPORT TERMINAL, THE VESSEL SO ACCEPTED WILL NECESSARILY BE THE PERFORMING VESSEL.

17. VESSEL DIMENSION: SHOULD BE SUITABLE FOR BERTHING AT MUMBAI, BUDGE BUDGE AND RAMNAGAR.

18. NOR/LAYTIME COMMENCEMENT RIDER CLAUSE 18.

19. FREIGHT : OWNERS TO QUOTE ON PER MT BASIS 20. OWNERS TO MENTION IN THEIR OFFER WHETHER THEIR SHIP IS ELIGIBLE FOR ‘RIGHT OF

REFUSAL’ AS PER GUIDELINES OF DG-SHIPPING, INDIA. (THE INDIA FLAG VESSELS SHALL HAVE THE RIGHT OF FIRST REFUSAL AS PER POLICY OF GOVERNMENT OF INDIA. IN THE

EVENT OF THE RIGHT OF FIRST REFUSAL NOT GETTING EXERCISED BY ANY BIDDER,

RIGHT OF REFUSAL WILL BE EXERCISED BY THE FOLLOWING TWO CATEGORIES OF VESSELS IN THAT SEQUENCE: (1) INDIAN CITIZENS / COMPANIES / CO-OPERATIVE

SOCIETIES, HAVING BBCD VESSELS, FAILING WHICH (2) ANY OTHER OWNER OR HIS AGENT OFFERING FOREIGN FLAG VESSEL BUILT IN INDIA)

21. INDIAN SHIPOWNERS PARTICIPATING IN THIS ENQUIRY DIRECTLY OR THROUGH SHIP-

BROKERS MUST BE REGISTERED WITH DG-SHIPPING. 22. ADDRESS COMMISSION 2.5% PAYABLE TO HPCL.

FOR MUMBAI (OLD PIR PAU JETTY)

OWNERS TO CONFIRM FOR MUMBAI (OLD PIR PAU JETTY) REQUIREMENTS :

A. VESSEL CAN LOAD THE NOMINATED QTY FOR 6.0 MTRS DRAFT & 19000 MT DISPLACEMENT.

B. VESSEL SHOULD NOT HAVE LOA MORE THAN 150 MTRS.

FOR BUDGE BUDGE AND RAMNAGAR

OWNERS TO CONFIRM FOR BUDGE BUDGE AND RAMNAGAR REQUIREMENTS :

A. VESSEL CAN LOAD THE NOMINATED QTY FOR THE AVAILABLE FRESH WATER DRAFT AT DISPORT AS PER THE NOTIFICATION OF KOLKATA PORT TRUST.

B. VESSEL SHOULD NOT HAVE LOA MORE THAN 172 MTRS & BREADTH MORE THAN 24 MTRS

C. VARIABLE PITCH PROPELLER IS NOT ACCEPTED AT 12 NSD JETTY.

OFFER FIRM BY : 1430 HRS ON 11 OCT 2011

OFFER TO REMAIN VALID UPTO : 1800 HRS ON 11 OCT 2011

E-mail ID : charterhpcl_2@hpcl.co.in

Fax No. : 00 91 22 22822300

Telephone No(s) : 00 91 22 22822400

PLEASE SEND YOUR RESPONSE AT THE ABOVE EMAIL ID AND FAX BOTH, ENCLOSING Q-88 ALONG

WITH DETAILED ITINERARY OF THE VESSEL, LAST 3 GRADES/CHARTERERS.

IN CASE OF VARIATION BETWEEN MORE THAN ONE OFFERS FROM THE BIDDERS FOR THE SAME

VESSEL, THE LOWEST OFFER SHALL BE CONSIDERED FOR EVALUATION AND THE SAME SHALL BE BINDING ON THE BIDDERS.

OFFERS RECEIVED ON ANY OTHER EMAIL ID / FAX NO. SHALL NOT BE CONSIDERED BY

HPCL. PLEASE ENSURE THAT YOUR OFFERS ARE RECEIVED BY US WITHIN THE OFFER TIME

STIPULATED ABOVE. LATE OFFERS WILL NOT BE CONSIDERED.

IT IS MANDATORY FOR ALL BIDDERS TO PUT ALL COMMUNICATION PERTAINING TO THE OFFER AND SUBSEQUENT NEGOTIATIONS ON E-MAIL / FAX FOR RECORDS.

REGDS.

CHARTERING CELL HPCL, MUMBAI

Q-88

BROKER

1.2 VESSEL NAME >>>

OWNERS / OPERATORS

WHETHER THE VESSEL IS BBCD TO ANY INDIAN CITIZEN /

COMPANY / CO-OPERATIVE SOCIETY

TIME AND COST OF COASTAL CONVERSION, IF ANY, TO BE BORNE BY

INDIAN INCOME TAX ON FREIGHT/DEMURRAGE TO BE BORNE BY

COUNTRY OF RESIDENCE FOR INCOME TAX PURPOSE OF THE PARTY TO WHOM

FREIGHT/ DEMURRAGE WILL BE PAID

WHETHER INDIAN PAN (PERMANENT ACCOUNT NUMBER) HAS BEEN ALLOTTED

TO THE PARTY TO WHOM FREIGHT/DEMURRAGE WILL BE PAID AS PER C/P.

1.19 SINGLE HULL / DOUBLE HULL

1.31 YEAR BUILT

WHETHER THE VESSEL IS BUILT IN INDIA

1.34 CLASS

1.49 LOA

1.51 BEAM

1.63 D W T

1.63 DRAFT

1.8 FLAG

2.17 ISPS ISSC CODE

2.31 OCIMF COMPLIANCE

8.18 CARGO PUMPS & CAPACITY

Misc. P & I CLUB

Misc. LAST 3 CARGOES LOADED

Misc. LAST SIRE

Misc. APPROVALS

MAXIMUM QTY VESSEL CAN LOAD BASIS L/P & D/P DRAFT & DISPLACEMENT

WHETHER THE VESSEL MEETS LOAD/DISPORT(S) REQUIREMENTS

WHETHER THE VESSEL HAS POSITIVE SEGREGATION

WHETHER THE VESSEL HAS HEATING FACILITY. IF YES UP TO WHAT DEGREE C.

WHETHER Q 88 ATTACHED

ITINERARY / POSITION

HINDUSTAN PETROLEUM CORPORATION LIMITED

CHARTERING VESSELS CHECKLIST

Association of Ship Brokers

CODE WORD FOR THIS

& Agents (U.S.A.), Inc.

CHARTER

PARTY:

October 1977

ASBATANKVOY

TANKER VOYAGE CHARTER PARTY

PREAMBLE

Place: Mumbai Date

IT IS THIS DAY AGREED between

_________________________________________________________________________________________

chartered owner/owner(hereinafter called the “Owner”) of the _____________ FLAG, Built

_________________________________ SS/MS ________________ M.T. “___________________________ ” ( hereinafter

called the “Vessel”)

and HINDUSTAN PETROLEUM CORPORATION LTD. 17 JAMSHEDJI TATA ROAD, MUMBAI -400020

(hereinafter called the “Charterer”) that the transportation herein provided for will be performed subject to the

terms and conditions of this Charter Party, which includes

this Preamble and Part I and Part II. In the event of a conflict, the provisions of Part I will prevail over those contained in Part

II.

PART I

A. Description and Position of Vessel : See Rider Clause 12 as attached

Deadweight: ------------------------------ metric tons (2240 lbs.)

Classed: ---------------------------------

Loaded draft of Vessel on assigned summer freeboard ________________ meters ft.

in. in salt water.

Capacity for cargo: ______________________ CBM (at 98% excluding slops ) tons

(of 2240 lbs. each) more or

less, Vessel’s option

Coated: • Yes • No

Coiled • Yes • No Last two

three cargoes :

Now: ___________________________________________________________

Expected Ready: ETA

B. Laydays:

Commencing: ______________________ Cancelling :

__________________________

C. Loading Port(s): Charterers’ Option

D. Discharging Port(s):

Charterers’ Option

E. Cargo / Quantity:

Charterers’ Option

F. Freight Rate:

G. Freight/Demurrage /Deadfreight Payable to: See Rider Clause no. 39, as attached

H. Total Laytime in Running Hours:

HOURS SUNDAYS AND HOLIDAYS INCLUDED

I. Demurrage per day: US $ ----------------------- per day or pro rata

J. Address Commission of 2.5 % is payable by Owner to HINDUSTAN PETROLEUM CORPORATION LTD.,

Mumbai and 1.25% brokerage commission to

__________________________________________________________ on the actual amount freight and

demurrage when and as freight is paid.

K. The place of General Average and arbitration proceedings to be INDIA London / New York (strike out

one).

L. Tovalop : Owner warrants vessel to be a member of TOVALOP scheme and will be so maintained

throughout duration of this

charter.

M. Special Provisions: Rider Clauses 1 to 76, both inclusive, as attached, shall be deemed to be

incorporated in this

Charter Party.

IN WITNESS WHEREOF, the parties have caused this Charter, consisting of a preamble, Parts I and II, to be executed in duplicate as of day and year first above written.

Witness the signature of:

By :

Witness the signature of:

By :

PART II

1. WARRANTY_VOYAGE_CARGO. The vessel, classed as specified in Part I hereof, and to be so

maintained during the currency of this Charter, shall, with all convenient dispatch, proceed as ordered to

Loading Port(s) named in accordance with Clause 4 hereof, or so near thereunto as she may safely get (always

afloat), and being seaworthy, and having all pipes, pumps and heater coils in good working order, and being in

every respect fitted for the voyage, so far as the foregoing conditions can be attained by the exercise of due

diligence, perils of the sea and any other cause of whatsoever kind beyond the Owner’s and/or Master’s control

excepted, shall load (always afloat) from the factors of the Charterer a full and complete cargo of petroleum

and/or its products in bulk, not exceeding what she can reasonably stow and carry over and above her bunker

fuel, consumable stores, boiler feed, culinary and drinking water, and complement and their effects (sufficient

space to be left in the tanks to provide for the expansion of the cargo), and being so loaded shall forthwith

proceed, as ordered on signing Bills of Lading, direct to the Discharging Port(s), or so near thereunto as she may

safely get (always afloat), and deliver said cargo. If heating of the cargo is requested by the Charterer, the

Owner shall exercise due diligence to maintain the temperature requested.

2. FREIGHT. Freight shall be at the rate stipulated in Part I and shall be computed on intake

quantity (except deadfreight as per Clause 3) as shown on the Inspector’s certificate of Inspection. Payment of

freight shall be made by Charterer without discount upon delivery of cargo at destination, less any

disbursements or advances made to the Master or Owner’s agents at ports of loading and/or discharge and cost

of insurance thereon. No deduction of freight shall be made for water and/or sediment contained in the cargo.

The services of the Petroleum Inspector shall be arranged and paid for by the Charterer who shall furnish the

Owner with a copy of the Inspector’s Certificate.

3. DEADFREIGHT. Should the Charterer fail to supply a full cargo, the Vessel may, at the

Master’s option, and shall, upon request of the Charterer, proceed on her voyage, provided that the tanks in

which cargo is loaded are sufficiently filled to put her in seaworthy condition. In the event, however,

deadfreight shall be paid at the rate specified in Part I hereof on the difference between the intake quantity and

the quantity the vessel would have carried if loaded to her minimum permissible freeboard for the voyage.

4. NAMING LOADING AND DISCHARGE PORTS.

(a) The Charterer shall name the loading port or ports at least twenty-four (24) hours prior to the

Vessel’s readiness to sail from the last previous port of discharge, or from bunkering port for the voyage, or

upon signing this Charter if the Vessel has already sailed. However, Charterer shall have the option of ordering

the Vessel to the following destinations for wireless orders:

On a voyage to a port or ports in :

ST. KITTS Caribbean or U.S. Gulf loading port(s)

PORT SAID Eastern Mediterranean or Persian Gulf loading port(s)

(from ports west of Port Said.)

(b) If lawful and consistent with Part I and with the Bills of Lading, the Charterer shall have the

option of nominating a discharging port or ports by radio to the Master on or before the Vessel’s arrival at or off

the following places:

Place On a voyage to a port or ports in :

LAND’S END United Kingdom/Continent (Bordeaux/Hamburg range)

or Scandinavia (including Denmark)

SUEZ Mediterranean (from Persian Gulf)

GIBRALTER Mediterranean (from Western Hemisphere)

(c) Any extra expenses incurred in connection with any change in loading or discharging ports (so

named) shall be paid for by the Charterer and any time thereby lost to the Vessel shall count as laytime.

5. LAYDAYS. Laytime shall not commence before the date stipulated in Part I, except with the

Charterer’s sanction. Should the Vessel not be ready to load by 4:00 o’clock P.M. (local time) on the cancelling

date stipulated in Part I, the Charterer shall have the option of cancelling this Charter by giving Owner notice of

such cancellation within twenty-four (24) hours after such cancellation date; otherwise this Charter to remain in

full force and effect.

6. NOTICE OF READINESS. Upon arrival at customary anchorage at each port of loading or

discharge, the Master or his agent shall give Charterer or his agent notice by letter, telegraph, wireless or

telephone that the Vessel is ready to load or discharge cargo, berth or no berth, and laytime, as hereinafter

provided, shall commence upon the expiration of six (6) hours after receipt of such notice, or upon the Vessel’s

arrival in berth (i.e., finished mooring when at a sealoading or discharging terminal and all fast when loading or

discharging alongside a wharf), whichever first occurs. However, where delay is caused to Vessel getting into

berth after giving notice of readiness for any reason over which Charterer has no control, such delay shall not

count as used laytime.

7. HOURS FOR LOADING AND DISCHARGING. The number of running hours specified as

laytime in Part I shall be permitted the Charterer as laytime for loading and discharging cargo; but any delay due

to the Vessel’s condition or breakdown or inability of the Vessel’s facilities to load or discharge cargo within the

time allowed shall not count as used laytime. If regulations of the Owner or port authorities prohibit loading or

discharging of the cargo at night, time so lost shall not count as used laytime; if the Charterer, shipper or

consignee prohibits loading or discharging at night, time so lost shall count as used laytime. Time consumed by

the vessel in moving from loading or discharge port anchorage to loading or discharge berth, discharging ballast

water or slops, will not count as used laytime.

8. DEMURRAGE. Charterer shall pay demurrage per running hour and pro rata for a part

thereof at the rate specified in Part I for all time that loading and discharging and used laytime as elsewhere

herein provided exceeds the allowed laytime elsewhere herein specified. If, however, demurrage shall be

incurred at ports of loading and/or discharge by reason of fire, explosion, storm or by strike, lockout, stoppage

or restraint of labor or by breakdown of machinery or equipment in or about the plant of the Charterer, supplier,

shipper or consignee of the cargo, the rate of demurrage shall be reduced one-half of the amount stated in Part I

per running hour or pro rata for part of an hour for demurrage so incurred. The Charterer shall not be liable for

any demurrage for delay caused by strike, lockout, stoppage or restraint of labor for Master, offices and crew of

the Vessel or tugboat or pilots.

9. SAFE BERTHING-SHIFTING. The Vessel shall load and discharge at any safe place or wharf,

or alongside vessels or lighters reachable on her arrival, which shall be designated and procured by the

Charterer, provided the Vessel can proceed thereto, lie at, and depart therefrom always safely afloat, any

lighterage being at the expense, risk and peril of the Charterer. The Charterer shall have the right of shifting the

Vessel at ports of loading and/or discharge from one safe berth to another on payment of all towage and pilot

shifting to next berth, charges for running lines on arrival at and leaving that berth, additional agency charges

and expense, customs overtime and fees, and any other extra port charges or port expenses incurred by reason

of using more than one berth. Time consumed on account of shifting shall count as used laytime except as

otherwise provided in Clause 15.

10. PUMPING IN AND OUT. The cargo shall be pumped into the Vessel at the expense, risk and

peril of the Charterer, and shall be pumped out of the Vessel at the expense of the Vessel, but at the risk and peril

of the Vessel only so far as the Vessel’ permanent hose connections, where delivery of the cargo shall be taken by

the Charterer of its consignee. If required by the Charterer, Vessel after discharging is to clear shore pipe lines of

cargo by pumping water through them and time consumed for this purpose shall apply against allowed laytime.

The Vessel shall supply her pumps and the necessary power for discharging in all ports as well as necessary

hands. However, should the Vessel be prevented from supplying such power by reason of regulation

prohibiting fires on board, the Charterer or consignee shall supply, at its expense, all power necessary for

discharging as well as loading, but the owner shall pay for power supplied to the Vessel for other purposes. If

cargo is loaded from lighters, the Vessel shall furnish steam at Charterer’s expense for pumping cargo into its

Vessel, if requested by the Charterer, provided the Vessel has facilities for generating steam and is permitted to

have fires on board. All overtime of officers and crew incurred in loading and/or discharging shall be for

account of the Vessel.

11. HOSES; MOORING AT SEA TERMINALS. Hoses for loading and discharging shall be

furnished by the Charterer and shall be connected and disconnected by the Charterer, or, at the option of the

Owner , by the Owner at the Charterer’s risk and expense. Laytime shall continue until the hoses have been

disconnected. When Vessel loads or discharges at a sea terminal, the Vessel shall be properly equipped at

Owner’s expense for loading or discharging at such place, including suitable ground tackle, mooring lines and

equipment for handling submarine hoses.

12. DUES-TAXES-WHARFAGE. The Charterer shall pay all taxes, dues and other charges on the

cargo, including but not limited to Customs overtime on the cargo, Venezuelan Habilitation Tax, C.I.M. Taxes at

Le Havre and Portuguese Imposto De Comercio Maritime. The Charterer shall also pay all taxes on freight at

loading or discharging ports and any unusual taxes, assessments and governmental charges which are not

presently in effect but which may be imposed in the future on the Vessel or freight. The Owner shall pay all dues

and other charges on the Vessel (whether or not such dues or charges are assessed on the basis of quantity of

cargo), including but not limited to French droits de quai and Spanish derramas taxes. The Vessel shall be free of

charges for the use of any wharf, dock, place or mooring facility arranged by the Charterer for the purpose of

loading or discharging cargo; however, the Owner shall be responsible for charges for such berth when used

solely for Vessel’s purposes, such as awaiting Owner’s orders, tank cleaning, repairs, etc. before, during or after

loading or discharging.

13. (a). CARGOES EXCLUDED VAPOR PRESSURE. Cargo shall not be shipped which has a

vapor pressure at one hundred degrees Fahrenheit (100oF.) in excess of thirteen and one-half pounds (13.5 lb.) as

determined by the current A.S.T.M. Method (Reid) D-323.

(b). FLASH POINT. Cargo having a flash point under one hundred and fifteen degrees

Fahrenheit (115oF.) (closed cup) A.S.T.M. Method D-56 shall not be loaded from lighters but this clause shall not

restrict the Charterer from loading or topping off Crude Oil from vessels or barges inside or outside the bar at

any port or place where bar conditions exist.

14. (a). ICE. In case port of loading or discharging should be inaccessible owing to ice, the

Vessel shall direct her course according to Master’s judgment, notifying by telegraph or radio, if available, the

Charterers, shipper or consignee, who is bound to telegraph or radio orders for another port, which is free from

ice and where there are facilities for the loading or reception of the cargo in bulk. The whole of the time occupied

from the time the Vessel is diverted by reason of the ice until her arrival at an ice-free port of loading or

discharge, as the case may be, shall be paid for by the Charterer at the demurrage rate stipulated in Part I.

(b) If on account of ice the Master considers it dangerous to enter or remain at any

loading or discharging place for fear of the Vessel being frozen in or damaged, the Master shall communicate by

telegraph or radio, if available, with the Charterer, shipper or consignee of the cargo, who shall telegraph or

radio him in reply, giving orders to proceed to another port as per Clause 14 (a) where there is no danger of ice

and where there are the necessary facilities for the loading or reception of the cargo in bulk, or to remain at the

original port at their risk, and in either case Charterer to pay for the time that the Vessel may be delayed, at the

demurrage rate stipulated

in Part I.

15. TWO OR MORE PORTS COUNTING AS ONE. To the extent that the freight rate

standard of reference specified in part I F hereof provides for special groupings or combinations of ports or

terminals, any two or more ports or terminals within each such grouping or combination shall count as one port

for purpose of calculating freight an demurrage only, subject to the following conditions:

(a) Charterer shall pay freight at the highest rate payable under Part I F hereof for a voyage

between the loading and discharge ports used by Charterer.

(b) All charges normally incurred by reason of using more than one berth shall be for Charterer’s

account as provided in Clause 9 hereof.

(c) Time consumed shifting between the ports or terminals within the particular grouping or

combination shall not count as used laytime.

(d) Time consumed shifting between berths within one of the ports or terminals of the particular

grouping or combination shall count as used laytime.

16. GENERAL CARGO. The Charterer shall not be permitted to ship any packaged goods or non-

liquid bulk cargo of any description; the cargo the Vessel is to load under this Charter is to consist only of liquid

bulk cargo as specified in Clause I.

17. (a). QUARANTINE. Should the Charterer send the Vessel to any port or place where a

quarantine exists, any delay thereby caused to the Vessel shall count as used laytime; but should the quarantine

not be declared until the Vessel is on passage to such port, the Charterer shall not be liable for any resulting

delay.

(b) FUMIGATION. If the Vessel, prior to or after entering upon this Charter, has docked

or docks at any wharf which is not rat-free or stegomyia-free, she shall, before proceeding to a rat-free or

stegomyia-free wharf, be fumigated by the Owners at his expense, except that if the Charterer ordered the Vessel

to an infected wharf the Charterer shall bear the expense of fumigation.

18. CLEANING. The Owners shall clean the tanks, pipes and pumps of the Vessel to the

satisfaction of the Charterer’s Inspector. The Vessel shall not be responsible for any admixture if more than one

quality of oil is shipped, nor for leakage, contamination or deterioration in quality of the cargo unless the

admixture, leakage, contamination or deterioration results from (a) unseaworthiness existing at the time of

loading or at the inception of the voyage which was discoverable by the exercise of due diligence, or (b) error or

fault of the servants of the Owner in the loading, care or discharge of the cargo.

19. GENERAL EXCEPTIONS CLAUSE. The Vessel, her Master and Owner shall not, unless

otherwise in this Charter expressly provided, be responsible for any loss or damage, or delay or failure in

performing hereunder, arising or resulting from: - any act, neglect, default or barratry of the Master, pilots,

mariners or other servants of the Owner in the navigation or management of the Vessel; fire, unless caused by

the personal design or neglect of the Owner; collision, stranding or peril, danger or accident of the sea or other

navigable waters; saving or attempting to save life or property; wastage in weight or in bulk, or any other loss or

damage arising from inherent defect, quality or vice of the cargo; any act or omission of the Charterer or Owners

or shipper or consignee of the cargo, their agents or representatives; insufficiency of packing, insufficiency or

inadequacy or marks; explosion, bursting of boilers, breakage of shafts, or any latent defect in hull, equipment or

machinery; unseaworthiness of the Vessel unless caused by want of due diligence on the part of the Owner to

make the Vessel seaworthy or to have her properly manned, equipped and supplied; or from any other cause of

whatsoever kind arising without the actual fault of privity of the Owner, And neither the Vessel nor Master or

Owner, nor the Charterer, shall, unless otherwise in this charter expressly provided, be responsible for any loss

of damage or delay or failure in performing hereunder, arising or resulting from:- Act of God; act of war; perils

of the seas; act of public enemies, pirates or assailing thieves; arrest or restraint of princes, rulers or people; or

seizure under legal process provided bond is promptly furnished to release the Vessel or cargo. strike or lockout

or stoppage or restraint of labor from whatever cause, either partial or general; or riot or civil commotion.

20. ISSUANCE AND TERMS OF BILLS OF LADING

(a) The Master shall, upon request, sign Bills of Lading in the form appearing below for all cargo

shipped but without prejudice to the rights of the Owner and Charterer under the terms of this Charter. The

Master shall not be required to sign Bills of Lading for any port which, the Vessel cannot enter, remain at and

leave in safety and always afloat nor for any blockaded port.

(b) The carriage of cargo under this Charter Party and under all Bills of Lading issued for the

cargo shall be subject to the statutory provisions and other terms set forth or specified in sub-paragraphs (i)

through (vii) of this clause and such terms shall be incorporated verbatim or be deemed incorporated by the

reference in any such Bill of Lading. In such sub-paragraphs and in any Act referred to therein, the word

“carrier” shall include the Owner and the Chartered Owner of the Vessel.

(i) CLAUSE PARAMOUNT. This Bill of Lading shall have effect subject to the provisions of the

Carriage of Goods by Sea Acts of the United States, approved April 16, 1936, except that if this Bill of lading is

issued at a place where any other Act, ordinance or legislation gives statutory effect to the International

Convention for the Unification of Certain Rules relating to Bills of Lading at Brussels, August 1924, then this Bills

of Lading shall have effect subject to the provisions of such Act, ordinance or legislation. The applicable Act,

ordinance or legislation (hereinafter called the “Act”) shall be deemed to be incorporated herein and nothing

herein contained shall be deemed a surrender by the Owners of any of its rights or immunities or an increase of

any of its responsibilities or liabilities under the Act. If any term of this Bill of Lading be repugnant to the Act to

any extent, such term shall be void to the extent but no further.

(ii) JASON CLAUSE. In the event of accident, danger damage or disaster before or after the

commencement of the voyage, resulting from any cause whatsoever, whether due to negligence or not, for

which, or for the consequence of which, the Owner is not responsible, by statute, contract or otherwise, the cargo

shippers, consignees or owners of the cargo shall contribute with the Owner in General Average to the payment

of any sacrifices, losses or expenses of a General Average nature that may be made or incurred and shall pay

salvage and special charges incurred in respect of the cargo. If a salving ship is owners or operated by the

Owner, salvage shall be paid for as fully as if the said salving ship or ships belonged to strangers. Such deposit

as the Owner or his agent may deem sufficient to cover the estimated contribution of the cargo and any salvage

and special charges thereon shall, if required, be made by the cargo, shippers, consignees or owners of the cargo

to the carrier before delivery.

(iii)GENERAL AVERAGE. General Average shall be adjusted, stated and settled according to York/Antwerp

Rules 1950 2004 and, as to matters not provided for by those rules, according to the laws and usages at the

port of New York or at the port of London , whichever place is in India as specified in Part I of this Charter. If

a General Average statement is required, it shall be prepared at such port or place in the United States or

United Kingdom,, whichever country is in India as specified in Part I of this Charter, as may be selected by

the Owner, unless otherwise mutually agreed, by an Adjuster appointed by the Owner and approved by the

Charterer, Such Adjuster shall attend to the settlement and the collection of the General Average, subject to

customary charges. General Average Agreements and/or security shall be furnished by Owner and/or

Charterer, and/or Owner and/or Consignee of cargo, if requested. Any cash deposit being made as security

to pay General Average and/or salvage shall be remitted to the Average Adjuster and shall be held by him

at his risk in a special account in a duly authorized and licensed bank at the place where the General Average

statement is prepared.

(iv) BOTH TO BLAME. If the vessel comes into collision with another ship as a result of the

negligence of the other ship and any act, neglect or default of the Master, mariner, pilot or the servants of the

Owner in the navigation or in the management of the Vessel, the owners of the cargo carrier hereunder shall

indemnify the Owner against all loss or liability to the other or non-carrying ship or her owners in so far as such

loss or liability represents loss of, or damage to, or any claim whatsoever of the owners of said cargo, paid or

payable by the other or recovered by the other or non-carrying ship or her owners as part of their claim against

the carrying ship or Owner. The foregoing provisions shall also apply where the owners, operators or those in

charge of any ships or objects other than, or in addition to, the colliding ships or objects are at fault in respect of

a collision or contact.

(v) LIMITATION OF LIABILITY. Any provision of this Charter to the contrary notwith-standing,

the Owner shall have the benefit of all limitations of, and exemptions from, liability accorded to the owner or

chartered owner of vessels by any statute or rule of law for the time being in force.

(vi) WAR RISKS. (a) If any port of loading or of discharge named in this Charter Party or

to which the Vessel may properly be ordered pursuant to the terms of the Bills of Lading be blockaded, or

(b) If owing to any war, hostilities, warlike

operations, civil war, civil commotions, revolution or the operation of international law (a) entry to any such port

of loading or of discharge or the loading or discharge of cargo at any such port be considered by the Master or

Owners in his or their discretion dangerous or prohibited or (b) it be considered by the Master or Owners in his

or their discretion dangerous or impossible for the Vessel to reach any such port of loading or discharge - the

Charterers shall have the right to order the cargo or such part of it as may be affected to be loaded or discharged

at any other safe port of loading or of discharge within the range of loading or discharging ports respectively

established under the provisions of the Charter Party (provided such other port is not blockaded or that entry

thereto or loading or discharge of cargo thereat is not in the Master’s or Owner’s discretion dangerous or

prohibited). If in respect of a port of discharge no orders be received from the Charterers within 48 hours after

they or their agents have received from the Owners a request for the nomination of a substitute port, the Owners

shall then be at liberty to discharge the cargo at any safe port which they or the Master may in their discretion

decide on (whether within the range of discharging ports established under the provisions of the Charter Party

or not) and such discharge shall be deemed to be due fulfillment of the contract or contracts of affreightment so

far as cargo so discharged is concerned. In the event of the cargo being loaded or discharged at any such other

port within the respective range of loading or discharging ports established under the provisions of the Charter

Party, the Charter Party shall be read in respect of freight and all other conditions whatsoever as if the voyage

performed were that originally designated. In the event, however, that the Vessel discharges the cargo at a port

outside the range of discharging ports established under the provisions of the Charter Party, freight shall be paid

as for the voyage originally designated and all extra expenses involved in reaching the actual port of discharge

and or discharging the cargo thereat shall be paid by the Charterers or Cargo Owners. In the latter event the

Owners shall have a lien on the cargo for all such extra expenses.

(c) The Vessel shall have liberty to comply with any

directions or recommendations as to departure, arrival, routes, ports of call, stoppages, destinations, zones,

waters, delivery or in any otherwise whatsoever given by the government of the nations under whose flag the

Vessel sails or any other government or local authority including any de facto government or local authority or

by any person or body acting or purporting to act as or with the authority of any such government or authority

or by any committee or person having under the terms of war risks insurance on the vessel the right to give any

such directions or recommendations. If by reason of or in compliance with any such directions or

recommendations, anything is done or is not done such shall not be deemed a deviation.

If by reason of or in compliance with any such

direction or recommendation the Vessel does not proceed to the port or ports of discharge originally designated

or to which she may have been ordered pursuant to the terms of the Bills of Lading, the Vessel may proceed to

any safe port of discharge which the Master or Owners in his or their discretion may decide on and there

discharge the cargo. Such discharge shall be deemed to be due fulfillment of the contract or contracts of

affreightment and the Owner shall be entitled to freight as if discharge has been effected at the port or ports

originally designated or to which the vessel may have been ordered pursuant to the terms of the Bills of Lading.

All extra expenses involved in reaching and discharging the cargo at any such other port of discharge shall be

paid by the Charterers and/or Cargo Owners and the Owners shall have a lien on the cargo for freight and all

such expenses.

(vii) DEVIATION CLAUSE. The Vessel shall have liberty to call at any ports in any order, to sail

with or without pilots, to tow or to be towed, to go to the assistance of vessel in distress, to deviate for the

purpose of saving life or property or of landing any ill or injured person on board, and to call for fuel at any port

or ports in or out of the regular course of the voyage. Any salvage shall be for the sole benefit of the Owner.

21. LIEN. The Owner shall have an absolute lien on the cargo for all freight, dead freight,

demurrage and costs, including attorney fees, of recovering the same, which lien shall continue after delivery of

the cargo into possession of the Charterer, or of the holders of any Bills of Lading covering the same or of any

storageman.

22. AGENTS. The Owners shall appoint Vessel’s agent at all ports. See Rider Clause no. 8

23. BREACH. Damages for breach of this Charter shall include all provable damages, and all costs

of suit and attorney fees incurred in any action hereunder.

24. ARBITRATION. Any and all differences and disputes of whatsoever nature arising out of this

Charter shall be put to arbitration in the City of New York or in the City of London whichever place is specified

in Part I of this charter pursuant to the laws relating to arbitration there in force, before a board of three persons,

consisting of one arbitrator to be appointed by the Owner, one by Charterer, and one by the two so chosen. The

decision of any two of the three on any point or points shall be final. Either party hereto may call for such

arbitration by service upon any officer of the other, wherever he may be found, of a written notice specifying the

name and address of the arbitrator chosen by the first moving party and a brief description of the disputes or

differences which such party desires to put to arbitration. If the other party shall not, by notice served upon an

officer of the first moving party within twenty days of the service of such first notice, appoint its arbitrator to

arbitrate the dispute or differences specified, then the first moving party shall have the right without further

notice to appoint a second arbitrator, who shall be a disinterested person with precisely the same force and effect

as if said second arbitrator has been appointed by the other party. In the event that the two arbitrators fail to

appoint a third arbitrator within twenty days of the appointment of the second arbitrator, either arbitrator may

apply to a Judge of any court of maritime jurisdiction in the city above- mentioned for the appointment of a third

arbitrator, and the appointment of such arbitrator by such Judge on such application shall have precisely the

same force and effect as if such arbitrator had been appointed by the two arbitrators. Until such time as the

arbitrators finally close the hearings either party shall have the right by written notice served on the arbitrators

and on an officer of the other party to specify further disputes or differences under this Charter for hearing and

determination. Award made in pursuance to this clause may include costs, including a reasonable allowance for

attorney’s fees, and judgement may be entered upon any award made hereunder in any Court having

jurisdiction in the premises. (See Rider Clause 29).

25. SUBLET. Charterer shall have the right to sublet the Vessel. However, Charterer shall always

remain responsible for the fulfillment of this Charter in all its terms and conditions.

26. OIL POLLUTION CLAUSE. Owner agrees to participate in Charterers’s program

covering oil pollution avoidance. Such program prohibits discharge overboard of all oily water, oily ballast or

oil in any form of persistent nature, except under extreme circumstances whereby the safety of the vessel, cargo

or life at sea would be imperiled.

Upon notice being given to the Owner that Oil Pollution Avoidance controls are required the

Owners will instruct Master to retain in board the vessel all oily residues from consolidated tank washings, dirty

ballast, etc., in one compartment, after separation of all possible water has taken place. All water separated to be

discharged overboard.

If the Charterer requires that demulsifiers shall be used for the separation of oil / water, such

demulsifiers shall be obtained by the Owner and paid for by Charterer.

The oil residues will be pumped ashore at the loading or discharging terminal, either as

segregated oil, dirty ballast or co-mingled with cargo as it is possible for Charterers to arrange. If it is necessary

to retain the residue on board co-mingled with or segregated from the cargo to be loaded, Charterers shall pay

for any deadfreight so incurred.

Should it be determined that the residue is to be co-mingled or segregated on board, the

Master shall arrange that the quantity of tank washings be measured in conjunction with cargo suppliers and a

note of the quantity measured made in the vessel’s ullage record.

The Charterer agrees to pay freight as per the terms of the Charter Party on any consolidated

tank washings, dirty ballast, etc., retained on board under Charterer’s instructions during the loaded portion of

the voyage up to a maximum of 1% of the total deadweight of the vessel that could be legally carried for such

voyage. Any extra expenses incurred by the vessel at loading or discharging port in pumping ashore oil residues

shall be for Charterer’s account, and extra time, if any, consumed for this operation shall count as used laytime.

BILL OF LADING

Shipped in apparent good order and condition by

_______________________________________________________________

Steamship

on board the __________________________________________________ Motorship

___________________________________

whereof ____________________________________________________________ is Master, at the port of

_________________

____________________________________________________________________________________________________

________

____________________________________________________________________________________________________

________

____________________________________________________________________________________________________

________

____________________________________________________________________________________________________

________

to be delivered at the port of

__________________________________________________________________________________

or so near thereto as the Vessel can safely get, always afloat, unto

_________________________________________________

____________________________________________________________________________________________________

________

or order on payment of freight at the rate of

_____________________________________________________________________

____________________________________________________________________________________________________

________

contract

This shipment is carried under and pursuant to the terms of the charter dated New York / London

___________________

between _______________________________________________________ and

____________________________________ as

contract

Charterer, and all the terms whatsoever of the said charter except the rate and payment of freight specified

therein apply to and govern the rights of the parties concerned in this shipment.

In witness whereof the Master has signed ________________________________________________________ Bills of

Lading

of this tenor and date, one of which being accomplished, the others will be void .

Dated at ______________________________________ this _________________ day of

_______________________________

_______________________________________

Master

Rider Clauses

01.

It is understood that if these Rider Clauses as specified herein, conflict with Part I or Part II

of this charter party, the Rider Clauses are to apply.

02.

It is understood and agreed that all Worldscale terms and conditions shall apply to this Charter Party as at date of Bill of Lading.

03.

York/Antwerp Rules 2004 or amendments thereto issued from time to time to apply to this

C/P for General Average.

04.

Owners warrant that vessel is a member of the International Tankers Owners Pollution

Federation Ltd, (ITOPF). Owners further warrant that vessel carries on board a certificate of

insurance as described in Civil Liability Convention for Oil Pollution Damage and that the

vessel has in place insurance cover of USD __________ for oil pollution no less in scope

and amounts than is available under the rules of Protection and Indemnity Clubs entered into

among the International Group of P and I Clubs. Owners confirm vessel complies with the

International Safety Management (ISM) code which came into effect on July 1,1998.

Owners confirm that vessel complies with ISGOTT and also complies with SOLAS

Convention 1974/78 and related protocol of 1978.

05. Owners confirm that the vessel is entered with P & I Club _____________. 06.

Owners warrant the vessel is not blacklisted by the Arab League. Further Owners warrant

the vessel is in all respects eligible for trading within, to and from ranges in areas specified in

this charter and that at all necessary times she shall have on board all the valid certificates,

records and other documents required for such service.

07.

Owners confirm vessel fitted with an inert gas system (IGS). Vessel will not be permitted to berth or load cargo unless the IGS is in good order and the tanks are inerted. On arrival of vessel if IGS system is inoperative, the vessel will not be berthed until the IGS is operative and the tanks are inerted and until that time Notice of Readiness shall not be given and laytime shall not commence.

08.

Owners’ agent at loadports. Charterers nominated owners appointed agents at disports

provided competitive.

09.

Any dues and/or taxes on cargo to be for Charterers’ account but customary vessel’s port charges including berthing expenses, customs entrance, and clearance fee and customs overtime and any dues and/or taxes on vessel / freight even if measured by quantity of cargo on board to be for owners’ account. Any tax calculated with respect to freight, to be for Owners account. Consular fees at load port shall be paid by the owners.

10. Charterers to declare discharge port (s) option within 24 hours upon completion of loading. 11.

Operation of crude oil washing – Owners warrant that the vessel is equipped with crude oil

washing system and Master, Officers and Crew are competent to operate same system. If

requested by Charterers, owners to conduct crude oil washing of all the cargo tanks at

discharge port either concurrent with cargo discharge or not and to Charterers’ satisfaction.

If all the tanks are washed total time for crude oil washing not to exceed 12 hours. Time to

be reduced proportionally for total number of tanks washed.

All time used for crude oil washing in excess of twelve hours not to count as laytime or time on demurrage if laytime has expired.

12.

Description of vessel: -

M.T “ " -

DETAILS AS PER Q88

FLAG / BUILT:

DWT: MTS / FULL SUMMER DRAFT: MTRS

LOA: MTRS/ BEAM MTRS

GRT: TONNES NRT: TONNES

TPC: TONNES BCM: MTRS KTM:

MTRS

CUBIC CAPACITY (98% EXCL SLOPS): CBM

SLOP TANK CAPACITY (98%): CBM

CRANES: MT SWL

CALL SIGN:

CLASS:

P & I:

SPEED: Laden Speed: Ballast

H & M VALUE: MIO USD

ANY OTHER RELATED INFORMATION:

13.

GA / Arbitration India - Indian law to apply to this charter party.

14.

Owners guarantee that the tanker shall discharge an entire homogenous cargo within 24

hours or maintain an average 100 pound per square inch at ship’s manifolds, provided shore

/ receiving facilities permit, always excluding stripping. Actual excess time due to default

shall not be counted as used laytime and charterers are not responsible for any demurrage

on such excess time.

15.

The vessel is equipped with pumps of capacity M3 of water/hour.

16.

Owners confirm that the vessel(s) complies with all applicable governmental and port authority regulations and suppliers/charterers regulations in force at the load/discharge ports relating to vessel operations and safety.

17.

The Master of the vessel to notify the terminal operator and HPCL Mumbai of the vessel’s

estimated time of arrival (ETA), seventy two (72), forty eight (48) and twenty four (24) hours

before the ETA or at such other times as may be required by terminal operator. If the master

of the vessel fails to give 24 hours notice on time, the allowed laytime shall be extended by

the amount of time equal to the period between the time final notice was given and 24 hours

before the vessel arrived. After the 24 hours notice is given the master shall advise the

terminal operator of any deviation of 2 hours or more from the last given ETA.

In addition to usual notices as above, after finalisation of vessel, Owners/ Master to keep HPCL, Mumbai informed every 24 hours about vessel’s position enroute to loadport.

Upon the vessel’s arrival at the customary anchorage for the loadport, the master or his representative shall tender to the terminal Notice of Readiness of the vessel to load oil. Notice of readiness at loadport not to be tendered before commencement of laydays without prior permission from charterers.

18.

Notice of readiness not to be tendered before commencement of lay-days without prior

permission from Charterer’s.If the vessel tenders Notice of Readiness during its acceptance

date range, laytime shall begin, subject to all other provisions of this agreement, upon the

expiration of 6 hours after the tendering of Notice of Readiness or on commencement of

loading, whichever occurs first.

If the vessel tenders Notice of Readiness before its acceptance date range the Notice of Readiness shall not be effective until 0001 hour on the first day of such range, and laytime shall begin on commencement of loading, or 6 hours after the effective tender of Notice of Readiness, whichever occurs first. If the vessel misses canceling date and in the event of Charterers not exercising option to cancel the fixture, time will commence to count when loading commences.

If the Vessel, with Charterers' prior agreement, has commenced loading prior to 0600 hours local time on the Commencement Date, then the time from the commencement of loading to 0600 hours local time on the Commencement Date shall constitute additional laytime available to the charterer and shall be added to the contractual laytime of this Charter Party without any deduction whatsoever. It is further agreed and provided that in the event the loading of the vessel commences prior to 0600 hours local time on the Commencement Date and such loading is duly completed prior to the Commencement Date and time, then in such event the entire time from the point where the vessel berths for loading till the time that hoses are disconnected after completion of loading shall constitute additional laytime. Such additional laytime will be added to the contractual laytime without any deduction whatsoever.

19. Owners confirm that the vessel is capable of loading a full homogenous cargo within twenty-four (24) hours provided shore facilities permit and vessel is allowed to use all ships manifolds. 20. No freight payable on slops. 21. Chevron War Risk: Any increase of hull and machinery war risk premiums over & above those in effect as on the date of this charter party, will be for charterers’ account. Any premiums or increases thereto, attributable to closure, (i.e. blocking and trapping) insurance shall be for owners’ account. Surcharges which are in effect on the date of this charter party, for the first 14 days are for owners account, thereafter to be for charterers’ account.

22.

Owners agree to discharge cargo against HINDUSTAN PETROLEUM Corporation’s Letter of Indemnity in owners P&I club wording, in case Charterers/receivers are unable to present original bill(s) of lading at discharge port(s). Charterers to provide Letter of Indemnity minimum 2 working days prior discharge.

23.

Owners agree, if required by Charterers, to discharge the part/full cargo by ship-to-ship oil transfer operations at safe berth(s)/place(s)/ anchorage(s)/single buoy mooring(s) or lighterage point(s), customary for discharge port, nominated by Charterers and Charterers to supply necessary Yokohama/equivalent fenders to Master’s satisfaction for such operations. All time/costs for Charterer’s account. All time for Officers and crew to be for Owner’s account. All time for Charterer’s personnel shall be for Charterer’s account.

It may be necessary to lighter vessel while anchored at anchorage. Laytime at anchorage (whether or not the vessel is on demurrage) shall begin 6 (six) hours after receipt of Notice of Readiness by Charterers or when first lighter barge arrives alongside, whichever occurred first, and shall end when vessel weighs anchor to proceed to berth. Laytime shall begin again upon the vessel’s arrival in berth (i.e. all fast at discharge wharf), otherwise laytime as per charter party. Although the time used in such lighterage shall count as laytime, such anchorage shall not be considered a second discharge port or second discharge berth and running time from anchorage to such discharge berth or port shall count as laytime (whether or not vessel is on demurrage).

If bad weather, sea conditions, prevent lightering operations or discharging, time to count in

half even if vessel is on demurrage. Master and crew to give all co-operation to loading

Master to double bank, attend moorings, secure fenders, connect hoses, communicate,

prevent pollution, carry out safe operations, deballast, load and discharge.

24.

Charterers shall in no event be liable for demurrage unless the demurrage claim, including in reasonable detail, the specific facts upon which the claim is based provided available to owners, has been presented to Charterers in writing within forty five (45) days upon completion of discharge.

25.

The demurrage if any, is to be remitted by Charterers within 90 days of submission of laytime statement, copy of signed statement of facts by Master and, if obtainable, signed by suppliers, terminal or agents and copy of signed charter party by Owners to Charterers.

26.

Vessel to arrive with clean ballast and with cargo tanks/pipes suitably dry/drained to load the intended cargo.

27.

Discharge of dirty ballast, bilges, slops or other substance(s) into water adjacent to the terminal is prohibited. Discharge of dirty ballast to shore facilities shall be permitted at the Terminal operator’s sole discretion and shall be subject to the Terminal Operator’s regulations and guidelines.

28.

Owners confirm vessel meets and complies with all OCIMF/ SOLAS/MARPOL 1974/78 requirements.

29.

All disputes arising under this charter party including bill of lading disputes shall be settled in India in accordance with the provisions of the Arbitration and Conciliation Act, 1996 (No.26 of 1996) or any further amendments thereof, and under the Maritime Arbitration Rules of the Indian Council of Arbitration. The arbitrators to be appointed from out of the Maritime Panel of Arbitrators of the Indian Council of Arbitration. The arbitrators shall be commercial men.

30.

Time waiting for documents upto maximum 3 hours for Owners’ account, thereafter to Charterers’ account.

31.

Vessel will have 16 wires (220m/ 38mm) / 4 mooring ropes of 220m each on arrival India.

32.

Shifting of the vessel from one safe berth or anchorage to another safe berth or anchorage to be for Charterers account. Charterers shall pay all extra expenses as per port tariff incurred in shifting the vessel and time consumed on account of such shifting shall count as used laytime. Shifting of the vessel for owners purposes shall be at owners expense and time so consumed shall not count as used laytime or time on demurrage.

33.

If the vessel is required to vacate the discharging berth/port/SBM due to bad weather then time to count in half for laytime or demurrage if vessel on demurrage and all expenses for re-berthing as per port tariff to be shared between the owners & charterer’s..

34.

Owners confirm that the vessel acceptable to the loading port terminal (s) and disport (s) and confirm to suppliers country’s laws.

35.

All dues at loadport shall be borne by vessel owners.

36.

For lighterage operations daughter vessel provided by Charterers shall be accepted without insisting on additional vetting procedure, however, would comply to OCIMF requirements.

37.

The brokerage commission on 100% gross amount of freight and deadfreight (if any) due to the Indian Broker under Clause-J, Part I of this charter party, will be deducted from the freight and paid to the Broker direct in Indian Rupees converted at the exchange rate ruling on the date of payment while remitting freight to the Shipowners. Similarly, brokerage commission on demurrage (if any) is to be deducted from the demurrage payable to the Shipowners and paid to the Indian brokers at the time of remitting demurrage to the Ship-owners converted at the exchange rate ruling on the date of payment.

38.

Extra insurance, if any, on account of vessel age, class, flag to be for Owners account.

39.

Freight/demurrage payable in United States Dollars / Indian Rupees by telegraphic transfer / e-payment to:

40.

The Owners/Master of the vessel shall obey all normal procedures and instructions in force

at loading/ discharging Terminals provided not in breach with international regulations.

41.

For the purpose of allocation of risk, title to any quantity of cargo oil under the contract shall

pass to the Owners when the oil passes the tanker’s permanent hose-connection at the

loading terminal (s).

42.

Bills of lading shall be, on behalf of the Owners, signed by the Master of the vessel. Master will issue and sign one original set of bills and as many non-negotiable copy sets thereof as terminal requires.

43.

Owners confirm tanker is capable of berthing and acceptable of berthing at loadport/discharge port terminals and meets with restrictions/local port regulations and suppliers country’s laws.

Vessel to be subject to day light inspection at the loading / discharge port. Vessel to be fit in all respects to the satisfaction of the terminal.

44.

Owners to provide cargo manifold connections compatible with load/discharge lines.

45.

The vessel’s speed shall be about ______ knots, weather and safe navigation permitting.

46.

Owners confirm vessel has not been sold nor will be sold during the currency of this voyage.

47.

Owners to ensure that on demand by Charterers or their Surveyors, Master should make available a copy each of displacement tables / DWT tables, trim correction tables, hydrostatic data and general arrangements plan.

48.

Owners confirm vessel can perform deballasting / ballasting simultaneously to loading/

discharging.

49.

Breakdown clause: In the event of breakdown of machinery/boiler of the vessel which

interrupts the discharging operations, Owners/Master to give Charterers 48 hours notice of

vessel’s readiness to discharge her cargo again.

50.

Maximum 3 hours to be allowed for stripping.

51.

Vessel will be inspected at loadport as per normal practice / during daylight but time always

to count as per charter party.

52.

On sailing from loadport master to advise B/L quantity, ETA disport and arrival draft of

vessel. This clause does not constitute Charterers voyage instructions.

53.

CARGO RETENTION CLAUSE: In the event that any liquid, pumpable or reachable cargo

remains on board upon completion of discharge, Charterers shall have the right to claim

from Owners an amount equal to the FOB loadport value of such cargo plus an

apportionment of freight, with respect thereto, provided that the volume of cargo remaining

on board is liquid and reachable and pumpable by the vessel’s fixed pumps or would have

been liquid and reachable and pumpable but for the fault and negligence of Owner(s), the

Master, the vessel or her Crew (including, but not limited to incorrect trim procedures) as

determined by two Surveyors to be appointed, one appointed and paid by Charterers and

one by Owners whose finding shall be final and binding.

Any action or lack of action in accordance with the provision shall be without prejudice to any

other rights or obligations of the parties.

54.

A. VADINAR REQUIREMENTS:

a. On arrival of vessel for discharge at Vadinar, vessel to maintain 70 percent of her DWT on board for safe mooring at SBM provided Vadinar is first discharge port. (N/A)

b. Free Board after discharge not to exceed 23 meters and distance from bow to centre of manifold not to exceed 170 Mtrs

c. Max. DWT acceptable up to 3,00,000 MTs d. Max. permissible arrival draft should not be more than 22.5 meters e. Height of manifold and distance from rail to manifold should not exceed 9M both inclusive f. Vessel should have at least two Panama holes, fair leads of 40 cm diameter each g. Distance from bow to centre of manifold should not exceed 170 M. h. Minimum cargo plus ballast should be 70 % of the total DWT of the vessel. Additionally max.

trim during berthing / cast – off limited to 0.015 x LBP i. Length overall should not exceed 350 meters j. Breadth should not exceed 58 meters k. Free board after discharge should not exceed 23 meters l. Crane/derrick capacity min. 15 tons

m. Tanker should have 30 % DWT for casting off after discharge of cargo. Min draft at the time of cast off limited to 2 + 0.2xLBP

n. Tanker should have large scale Gulf of Kutch navigation chart No.203 or its equivalent charts o. All navigation equipments should be in working order as per SOLAS p. Vessel should have at least two Nos. of AKD tongue type bow chain stoppers (mooring

brackets) for pull back with minimum SWL 200 metric tons each. q. Vessel should have two no. of ropes at AFT for pull back operation.

B. The vessel should also be equipped with the following OCIMF requirements for

lighterage if required:

For Mumbai LPO & Vadinar LPO.

- Polypropylene ropes. – 3 nos fore and 3 nos aft

- Wire ropes with polypropylene rope tail - - 2 Nos. fore and 2 Nos. aft to be used as back

springs.

- 10 inch (I.D.) reducers (10 inch hoses will be used for lighterage) – minimum 2 nos.

- Manifold freeboard should not exceed 22 Mtrs at any stage of operations.

- Lighterage operation to be conducted as per loading Master instructions and full

cooperation to be given for smooth and safe operation.

- For early departure procedures to be followed, all lighterage transfer docs to be

signed/stamped as and when produced by the loading Master.

C. At the time of lighterage operation at transshipment point, master of vessel should

observe the following instructions For Mumbai LPO & Vadinar LPO:

- ETA, NOR, draft, cargo particulars messages etc. should be repeated to all

concerned.

- After the lighterage operation, complete SOF/Time Sheet, quantity transferred to

each daughter vessel would be informed by master / agent to all concerned.

- For above purpose charterers may like to send his own surveyor/agent on board

vessel at lighterage point.

At the time of lighterage operations at transshipment point LPO Mumbai / Vadinar, the

Master of the

vessel should observe the following instructions :-

1.ETA NOR messages should be repeated to Shipping Corporation of India, B&T Division, Mumbai as

per instructions given in the voyage orders. After the lighter age operation, complete

SOF/timesheet

quantity transferred to each daughter vessel should be informed by master / agents to

SCI on the above

address.

For above purpose, charterers may like to send Owners surveyor / agents on board of

vessel at Vadinar/LPO Mumbai Sikka for collecting the information.

2.Master should contact on arrival at LPO Mumbai on the VHF channel 06 and confirm the vessel’s arrival time draft / cargo particulars and obtain the anchoring position and lighterage programme from the loading master through lighterage cell SCI B&T Office at Mumbai.

Note : Vessel must have two numbers Panama Chock type stoppers at bow to hold mooring

chains and must have two numbers Panama holes Fair leads of Size 600MM x 450MM at

Bow.

D. Following additional information should also be furnished by the Owners/Master and

Agents of the vessel in advance of her arrival as required by OCIMF recommendation

For Mumbai LPO & Vadinar LPO: -

1.Length overall/beam. 2.Distance of centre of cargo manifold arrangement from mid length position. 3.Height of centre of cargo manifold above main deck. 4.Horizontal spacing between manifold connections measured centre to centre. 5.Whether the vessel is fitted with hose support rail at the ships side constructed of curved

plate or piping having a diameter of not less than 200 mm.

6.Whether the above support rail is at least 200 mm below centre of cargo manifold. 7.Whether the vessel is able to present 2 x 250mm (10 inch) manifold connections. 8.Whether the vessel is equipped with sufficient enclosed type fairleads on both sides to

receive headlines, stern lines and back springs from the other ship. 9.Whether the two fairleads which will receive the other ships back spring are positioned not

more than 35 Mtrs FWD or AFT of the midship position. 10.Whether the vessel has bitts of sufficient strength and suitably located in-board of

enclosed fairleads to receive eyes of mooring ropes. 11.Whether both sides of the vessel are clear of overhanging projections.

55.

Bills of Lading to be issued as per terminal procedure/ requirements.

56.

If vessel is available prior to lay-can & charterer’s have no objection in loading her prior to

lay-can the time saved at loadport to be added to the laytime allowed to charterer’s.

57. Owners confirm vessel complies with OCIMF guidelines and ICS STS guide with respect to the lighterage operation. Specific checklists as applicable are to be filled up by Masters/mooring Master prior commencement of each stage of operation.

58.

Owners confirm vessel have valid P&l certificate of entry duly covering third party liabilities

including oil pollution and wreck removal. Copies of same are to be submitted to the

Charterers/port prior arrival of vessel.

59.

Copies of additional P&l or insurance covers for STS/lighterage operation wherever

applicable to be furnished to the port.

60.

In the eventuality of bad weather at loadport and discharge port half time to count as laytime

or time on demurrage.

61.

Owners confirm vessel/Owners comply with ISPS code/requirement. Following Chevron

ISPS clause to apply:

(A) (i) From the date of coming into force of the International Code for the Security of Ships

and of Port Facilities and the relevant amendments to Chapter XI of SOLAS (ISPS Code) in

relation to the vessel, the Owners shall procure that both the vessel and "the Company" (as

defined by the ISPS Code) shall comply with the requirements of the ISPS Code relating to

the vessel and "the Company". Upon request the Owners shall provide a copy of the

relevant International Ship Security Certificate (or the Interim International Ship Security

Certificate) to the Charterers. The Owners shall provide the Charterers with the full style

contact details of the Company Security Officer (CSO).

(ii) Except as otherwise provided in this Charter Party, loss, damage, expense or delay,

excluding consequential loss, caused by failure on the part of the Owners or "the Company"

to comply with the requirements of the ISPS Code or this clause shall be for the Owner's

account.

(B) (i) The Charterers shall provide the CSO and the Ship Security Officer (SSO)

IMaster with their full style contact details and any other information the Owners require to

comply with the ISPS Code.

(ii) Except as otherwise provided in this Charter Party, loss, damage, expense, excluding consequential loss, caused by failure on the part of the Charterers to comply with this clause shall be for the Charterer's account and any delay caused by such failure shall be compensated at the demurrage rate.

(C) Provided that the delay is not caused by the Owner's failure to comply with their

obligations under the ISPS Code, and that the measures imposed by the port facility of

relevant authorities applies to all vessels in that port and not solely to the Owner's vessel,

the following shall apply:

(i) Notwithstanding anything to the contrary provided in this Charter Party, the vessel shall be

entitled to tender Notice of Readiness, even if not cleared due to applicable security

regulations or measures imposed by a port facility or any relevant authority under the ISPS

Code.

(ii) Any delay resulting from measures imposed by a port facility or by any relevant authority

under the ISPS Code shall count as half - laytime or half - time on demurrage, if the vessel is

on laytime or demurrage. If the delay occurs before laytime has started or after laytime or

time on demurrage has ceased to count, it shall be compensated by the Charterers at one

half the demurrage rate and always in accordance with A (ii).

(D) Notwithstanding anything to the contrary provided in this Charter Party, any additional

cost or expenses whatsoever solely arising out of or related to security regulations or

measures required by the port facility or any relevant authority in accordance with the ISPS

Code including, but not limited to, security guards, launch services, tug escorts, port security

fees or taxes and inspections, unless such costs or expenses result solely from the Owner's

negligence, shall be shared equally between Owner and Charterer. All measures required by

the Owners to comply with the Ship Security Plan shall be for the Owner's account.

(E) If either party makes any payment which is for the other party's account according to this

clause, the other party shall indemnify the paying party.

62.

Port costs at Iraqi ports would be deemed to have been included in the freight rate whether covered in the Worldscale rate or not. The charterers would reimburse no expenses on this account to owners. 63.

For Mumbai

a). Vessel to have her own portable mot ladder which can be safely rigged and should be

long enough to match with high tide and light conditions besides having a safety net.

b). Vessel to be fitted with 2 AKD Tongue type bow chain stopper of minimum SWL 200

metric tons.

c). Vessel will load above cargo always consistent with 12.2 mtrs swad.

For Vizag

a) Vessel will load the nominated qty for 16.8 mtr draft

b) Vessel not to have loa more than 280 mtrs & beam more than 48 mtrs

c) Vessel to have minimum 3 nos suitable reducers to suit our loading arm coupler flange

(16" x 300# ansi flange)

d) Vessel to provide mot gangway on starboard side.

e) Vessel to have at least 10 ropes each on forward and aft. (ostt can accept vessels with

wire ropes). recommended mooring pattern on each side is 5 head ropes,3b rest ropes & 3

spring ropes

64. In addition to usual notices after finalization of vessel, Owners/Master to keep HPCL Mumbai informed every 24 hours about vessel’s position.

65.

Owners confirm the following Ash Shihr Terminal Clauses:-

- The vessel must be able and ready to load the whole nominated quantity on the agreed laycan.

- Having BOW Chain stopper(s) capable of accepting 76MM Chain. - Having Derricks/Cranes with a minimum SWl of 12 Tonnes - Bow mooring arrangement and manifold being OCIMF Compliant - Able to laod/deballast simultaneously - Satisfactory response to our pre-arrival questionnaire - Satisfactory completion of a Pre-arrival Check list. - Pre-berthing inspection - Satisfactory completion of a Pre-loading inspection - Being fully aware of, and be able to, comply with the terminal’s

requirements for ballast.

66. Ras tanura Clauses

a. Owners to submit to Saudi Aramco :

Oil pollution prevention measures + loading/deballasting plan

Valid sire report issued by an oil major

Q-88

IMO/Lloyds numbers on the vsl.

All deballasting operations must be operated during day light.

Subject to vessel’s passing pre-berthing safety and daylight inspection and complying with Saudi Aramco rules and regulations.

If required by terminal vessel to avail Early Departure Procedure.

67.

Vessel to be presented in fit / ready condition in all respects to load intended cargo.

68.

Time and Cost for coastal conversion if any to be for owners’ account.

69.

Owners confirm vessel possesses valid statutory licences / certificates and approvals /

permission from statutory / Government bodies for coastal operation.

70.

Owners confirm vessel is acceptable at loading terminal and meets Loadport/Disport

requirements / restrictions.

71.

Owners confirm vessel is having SBT and able to provide min. 2 grades segregation.

72.

The ship is having heating coils and capable of heating the cargo upto 60 deg C if required.

73.

Owners confirm vessel meets all DG (Shipping) / Govt regulations

74.

Copies of additional P&I or insurance covers for STS/lighterage operations if any, be also

furnished to the port.

75.

In case of exigencies, the owners will have the option to substitute with a vessel, subject to

charterers’ acceptance.

.

76. It is expressly understood and agreed by and between the owner and charterer that the Government of India is not a party to this agreement and has no liabilities and obligations. It is expressly understood and agreed that charterer is an independent legal entity with power and authority to enter into contracts solely on its own behalf under the applicable laws of India and general principles of contract law. The owner expressly agrees, acknowledges and understands that charterer is not an agent, representative or delegate of the Government of India. It is further understood and agreed that the Government of India is not and shall not be liable for any acts, omission, commissions, breaches, or their wrongs arising out of the contract. Accordingly, the owner hereby expressly waives, releases and foregoes any and all actions or claims including cross claims, impleader claims or counter claims against the Government of India arising out of contract and covenants not to sue the government of India as to any manner, claim, cause of action of thing whatsoever arising of or under this agreement.

* * * * * * * * * * * * * *

TANK / OCEAN TANKER CLEANING GUIDELINES

2 TANK CLEANING GUIDELINES 2.1 GENERAL INFORMATION 2.1.1 Introduction and cleanliness standards Tank cleaning is carried out to: −− Prepare tanks for the carriage of the next cargo. −− Prevent the build-up of oily residues. −− Facilitate gas-freeing and tank entry for repairs/tank mopping. −− Comply with Charter Party requirements. −− Comply with MARPOL regulations. −− In extreme circumstances, prepare tanks for the carriage of clean ballast. −− It can be accomplished by means of portable or fixed tank washing machines, or sometimes a combination of both using hot, cold, fresh or sea water and/or chemical detergents singly or in combination. In order to reduce unnecessary bunker consumption, impact on the environment and associated costs, vessels should only tank clean when necessary. Also, introducing water into the cargo system is not always the best action as it can increase contamination if tanks and lines are not properly cleared. Cargo tanks should be cleaned to the standard necessary to meet the requirements for the next cargo or, where applicable, for clean ballast or for tank-entry and repairs. The Tank Cleaning Table 4 is to be used as a guide to the degree of cleaning necessary between cargoes. Depending on the intended use of the product concerned, the standard of cleanliness required by some Charterers/Receivers may be different from that found within these guidelines. It is therefore extremely important to ensure that cleaning instructions are provided in writing. In crude oil carriers and black oil product carriers, periodic washing should be carried out to control sediment build-up. On crude oil ships this sediment control is achieved by crude oil washing some or all cargo tanks during cargo discharges as specified by MARPOL or more frequently depending on the cargo characteristics. 2.1.2 Inert gas The inert gas system, where fitted, should be operated appropriately during tank washing, gas-freeing and tank preparation operations. Additional safety precautions should be taken for vessels which do not have inert gas systems, although the tank washing recommendations provided in this document still apply. Safety recommendations contained in OISD Manual/ HPCL Operation Manual should be followed and in particular section 11.3.5.2 for non-inert washing. Prior to commencement of tank washing, and at maximum intervals of one hour, the oxygen level within each tank being washed should be verified as less than 8 % by volume at one metre below deck and at 50 % tank depth. Should the oxygen content exceed 8 % by volume at any time, tank washing should cease and the tank should be purged before washing may continue. In the event that vessels are gas-free for inspection, loading should not commence until all tanks have been re-inerted to below 8 % oxygen. Loading should never commence into tanks which do not contain inert gas. 2.1.3 Static electricity

Precautions to prevent static discharge during washing operations should be followed at all times. These are detailed in OISD Manual. Particularly hazardous conditions may exist when washing under non-inert conditions or when using hot water wash which can increase the temperature of cargo residues closer to their flash point. 2.2 BOTTOM AND LINE FLUSHING 2.2.1 General

It may be acceptable to flush the tank bottoms with the next grade to be loaded as an alternative to washing. This flushing medium is normally then discharged ashore or segregated on board. Discharges to shore can only take place after discussion with all parties involved. Flushing pumps and lines using water can only be considered when suitable reception facilities are available ashore or where washings can be pumped to a suitable slops tank. On completion, all lines and pumps should be well drained, but the practice of draining to the pump room bilge should be avoided 2.2.2 Fuel oil cargoes When changing from heavy to light grades, or from high to low sulfur, it may be possible, under certain circumstances, to reduce the tank preparation procedures. Tanks which are to receive the lighter grade should be very well drained, with a minimum ROB quantity. Provided that any contamination would not significantly alter the quality of the cargo to be loaded, then load on top may be possible. However, this matter should always be clarified with all interested parties and the cargo owners, the necessary calculations undertaken to check the effect on the quality of the subsequent cargo, and preparation procedures received in writing from the Installation Representative and/or Cargo Inspectors. Where uncertainty exists, the tank washing guidelines should be followed. When loading vacuum gas oil/waxy distillate or other feedstock products, it will be necessary to 'fresh water rinse' any tank which has previously contained salt water ballast or has been cleaned using salt water (see Table 3). 2.3 ELIMINATION OF WATER FOR CRITICAL CARGOES When it is necessary to mop tanks dry for critical cargoes such as aviation kerosene or lubricating oil, care should be taken to achieve a compatible standard of preparation throughout that portion of the cargo system allocated to the critical product. The following procedures should be followed:

1. The cargo lines which are to load and discharge the critical product should be opened and drained dry. This includes manifolds, drop line, pump discharge lines and tank suction lines.

2. Cargo pumps and their associated air vessels, strainers and by-passes should be opened and drained dry. This is to include any vacuum breakers.

3. Individual tank suction valves should be opened and remain open during the mopping process. Valve inspection covers should be opened as necessary.

Where fitted, fixed eductor systems should be blown through with air, valves opened and lines left to drain into the tank prior to mopping. −− Fixed tank washing lines should be drained, and any water in the leg between the main line and the machine allowed to drain into the tank via the machine prior to mopping. −− After draining, the fixed tank cleaning machines should be positively isolated from the supply line by blanking or other secure means.

Any list placed on the vessel to assist in draining and mopping should be removed before the tank is finally inspected. This will allow any water which may have collected on upper stringers/stiffeners, etc, to drain down. Particular attention should be paid to the inert gas deck seal overboard line. It should be ascertained that this line is free from blockage and that there are no valves partially or fully closed. Any substantial increase in the deck seal water level will cause 'carry over' and introduce water back into the tank during re-inerting. As a general rule when loading, the product should be directed initially into a single tank using as many lines as possible. This will ensure that any water trapped in the system will be flushed through to this single tank. The water is then much easier to deal with at the discharge port if necessary. However, this procedure should be verified with the charterers. 2.4 DISPOSAL OF RESIDUES 2.4.1 Cargo residues Tank-washings and oily-ballast residues remaining on crude oil and black oil carriers should be retained on board. Crude oil carriers should load cargo on top of these residues, unlessotherwise instructed by the Company or a Charterer. Black oil carriers should discharge the residues to shore reception facilities, when they are available, otherwise they should retain them on board, segregated from the cargo until such times as it is possible to either load on top or discharge to a shore facility. Residues on white oil carriers can be dealt with in compliance with the MARPOL 73/78 Regulations to reduce the quantity of residues on board. When shore reception facilities are available at the loading port, residues should be discharged to the facilities. If they are not available, residues should be retained on board, segregated from the cargo. 2.4.2 Tank washing residues Scale and solid residues on the horizontal surfaces within a tank can contain volatile liquids and generate gas when disturbed. On crude oil carriers the build-up of sludge deposits can be controlled by effective crude oil washing. On other ships, routine water washing can be used. When sludge has to be physically removed from tanks, it shall not be disposed of overboard at sea but should be bagged and landed to shore reception facilities. In coated tanks scale should be minimal, unless significant coating breakdown occurs. 2.4.3 Engine room residues These are generally the by-product of engine room separators/purifiers and are normally stored in holding tanks within the engine room. Periodically it is necessary to empty these tanks, particularly on those vessels not equipped with the facility to burn such products. If shore reception facilities are not available, on black/crude oil vessels it is acceptable to discharge this residue to the cargo slop tanks where it may be subsequently discharged to shore or have cargo 'loaded on top', where voyage orders allow. On white oil vessels, this residue should not be discharged to tanks which may subsequently be loaded with clean oils,as the residues may affect the quality of the loaded cargo. It would however be acceptable to discharge the residue to the slop holding tank where fitted, provided this tank can be washed during subsequent discharge of these slops to shore facilities. Note: not all shore reception facilities will accept engine room residues due to their chemical content and these may have to be stored in segregated slop tanks until arrival at a suitable port. Whenever residues are transferred from the engine room to cargo system, such transfers should be recorded in accordance with MARPOL regulations, in both Machinery and Cargo Oil Record Books. 2.5 TANK WASHING 2.5.1 After black oil cargoes

These cargoes range from gas oils to heavy fuel oils and the degree of cleaning will vary considerably with the grade to be loaded and the grades previously carried. Products within this group are persistent oils and residues and should be handled in accordance with 2.4. In the absence of specific cleaning instructions or advice of next cargoes, with the exception of the slop tank, cargo tanks should be cleaned on normal ballast passages to a standard suitable for any of the products within the ship's usual trading pattern. Inert gas systems should be operated to reduce oxygen and hydrocarbon gases levels in accordance with 2.1.2 of these guidelines. Any slops generated should be disposed of in accordance with 2.4. If the ship is re-loading at the discharge port, it may be possible to pump washings/ residues from tank cleaning operations to a shore facility. Otherwise the residues will be retained on board. Regardless of the medium used for washing (cargo or water) care should be taken to ensure that segregation is not compromised. Heavy fuel oils may leave residues on tank bottoms and structures at low temperatures and these can cause serious contamination of the lighter fuels and gas oils. Washing should be continued until the required degree of cleanliness is achieved. The bottom portion of the tank, together with any internal structure, may require particular attention, especially after carrying heavy or waxy fuel oils. Hot water should always be used when the nature of the cargo warrants it or when a special degree of cleaning is required. The temperature of any residues should be 15 °C above the pour point in order to achieve effective removal by tank washing. Scale formation is not usually heavy in ships which are employed solely on black oil trading, but where present it may be mixed with waxy deposits from fuel oils, which make it difficult to clean to the standard for gas oils and light fuel oils etc. If a build-up occurs special arrangements may need to be made to remove or reduce these deposits. The amount of washing required when changing from a black oil cargo to a white oil cargo cannot be defined precisely as it varies considerably and depends primarily on the length of time the vessel was in the black oil trade, the condition of the tank coating and the arrangement of the cleaning machines within the tanks. In the best of situations it might take a little as four hours per tank; however, under less than ideal circumstances it can take many, many times longer. It is particularly important to ensure that blind areas under structures are adequately washed. After the initial washing, the tank should be gas-freed and inspected to check on the effectiveness of the washing.One of the major causes of tanks not being washed properly is poor monitoring of machines. They are prone to sticking so that the nozzles fail to rotate in the vertical plane and the body fails to rotate in the horizontal plane. This results in the majority of the structure being washed only by splashing. Where washing with hot water has not been undertaken for some time, scale is likely to detach from the inside of the tank-washing main and collect in the neck of the tank-washing machine, preventing rotation. This can occur frequently at the start of a hot wash and ship's staff should have spare machines available for use. 2.5.2 After white oil cargoes White oil cargoes range from very light volatile oils like naphtha, to gas oils and lubricating oils. Good stern trim and efficient use of washing equipment are important. Minimum tank washing patterns should be used. The inert gas system, where fitted, should also be operated to reduce oxygen and hydrocarbon gas levels in accordance with 2.1.2 of these guidelines. Any slops generated should be disposed of in accordance with section 2.4. For coated tanks cold water washing is generally adequate for cleaning after most cargoes, except after the carriage of the heavier lubricating oils where hot water or detergent wash may be required.

Also, the incompatibility of certain grades to one another may require the removal of all previous cargo (see Table 4). The use of hot water expedites tank cleaning and gas-freeing after the discharge of white oil cargoes. It removes oil films more quickly and, by raising the temperature of the tank atmosphere, promotes the release of gas trapped in scale and accelerates ventilation. Hot washing should be used when cleaning for dry-docking or repairs or when a special degree of cleanliness is required. Although it is often important to remove all traces of the last cargo it is equally important to avoid excess tank washing as this may eventually lead to expensive renewal of tank coatings. Providing that the coatings are in a good condition, adhesion of most types of clean oil is minimal and this reduces the amount of washing required. With volatile cargoes, little residue is left on tank sides and structure other than liquid and gases trapped in scale and other loose materials. With gas oils and lubricating oils an oily film will remain. With all cargoes, there is also a small amount of liquid left below the effective stripping level. Bottom washing and stripping should be continued until all oil residues are removed.Most white oil ships have coated or stainless steel cargo tanks and scale deposits will be minimal. Any accumulations of scale should be removed frequently, and excessive coating break-down leading to build-up of scale should be reported. 2.5.3 After crude oil cargoes The statutory requirements for washing after crude oils are contained within MARPOL for both segregated and dedicated ballast tankers. Additional sources of information are the vessel's Cargo Operations Manual and EI HM40. As with other cargo types noted above, inert gas should be operated to reduce oxygen and hydrocarbon gas levels in accordance with 2.1.2 of these guidelines and any slops generated should be disposed of in accordance with section 2.4. The following points should be assessed when considering the need for water washing of crude oil tanks: the build-up of sludge in the tanks; −− wax content of the crude; −− the possibility of delaying the washing until the vessel is in warmer water; −− the use of portable machines, and −− the next crude to be carried and its suitability for washing. 2.5.4 After vegetable oil cargoes Vegetable oils can be defined as drying, non-drying and semi-drying. −− Non-drying oils are liquid at ambient temperatures and are easy to clean from surfaces using detergents and degreasers. Iodine values tend to be below 110 (examples are coconut oil, palm oil, palm kernel oil, olive oil). −− Drying oils create solid residues which can form a hard skin at ambient temperatures. They are more difficult to remove from surfaces. Iodine values tend to be between 140 and 190 (examples are linseed oil, tung oil). −− Semi-drying oils have iodine values between 110 and 140. The drying properties (iodine value) are not related to the melting point so a light oil may well exhibit drying properties. Before loading any white oil cargo after the carriage of vegetable oils, clarification of cleaning procedures should be obtained from the charterer/receiver. There are many types of vegetable oil, some of which have chemical additives.

Generally, efforts should be made to remove all traces of such cargoes before loading petroleum products, as vegetable oil traces may affect not only the next cargo but those following later. Lighter vegetable oils will typically be cold water washed then washed with warm water and a degreaser or saponifier. Heavier types may require hot water washing, again with degreaser or saponifier, followed with a solvent wash. If the previous cargo was a drying oil then a hot wash with saponifier followed by additional water washes until the ph is neutral will be required. Cold water washing of each tank immediately after completion of discharge may avoid formation of a film on internal tank surfaces and should be carried out before warm or hot water washes which may cause oil films to dry ('varnish') unless cold water is used first. See also 2.5.5 and 2.12.7 regarding loading aviation kerosene cargoes after biologically derived products. 2.5.5 After FAME (Fatty Acid Methyl Esther) or blended biodiesel cargoes Recent analysis has shown that FAMEs adhere to surfaces more readily than other oils. However, as they remain liquid at ambient temperatures they can be cleaned using a water wash and saponifier as described in 2.5.4 for lighter vegetable oils. Note: saponifiers should not be used to prepare tanks for aviation kerosene cargoes as residues can harm aviation fuel filters (see 2.12.7). Contamination of aviation kerosene with FAME is a serious concern and current specifications permit only 5 ppm FAME in aviation kerosene (possibly to be increased to 100 ppm). Intermediate cargoes and a strict washing regime is therefore recommended when following these cargoes with aviation kerosene (see 2.12.7). There have been no reported problems from these cargoes with odour or with softening or absorption into coatings. 2.5.6 After gasoline/ethanol blended cargoes For tank cleaning purposes these cargoes may be treated in the same way as the equivalent non-biologically derived cargoes for non aviation fuel purposes. Where aviation products are involved, see Table 2. 2.5.7 Use of chemicals Due to environmental considerations, tank cleaning chemicals should no longer be used except where there is a requirement for stringent cleaning in which case specific instructions should be issued for chemically-assisted cleaning at the time of the cargo nomination. Where chemicals are used slops should be segregated to allow for easier disposal. 2.5.8 Using crude oil (Crude Oil Washing (COW)) Guidelines for crude oil washing are contained within the following publications: −− International safety guide for oil tankers and terminals, 5th edition, published by Witherby. −− Regulations for the prevention of pollution by oil, Annex 1 and Annex II of MARPOL 73/78 including amendments, ISBN 92-801-1280-5, published by IMO −− Crude oil washing systems, revised 1983, ISBN 92-801-1133-7, published by IMO. −− HM40 Guidelines for the crude oil washing of ships' tanks and the heating of crude oil being transported by sea, latest edition, published by the Energy Institute. −− Client/Charterer procedures. The entire COW system should be tested to 1.5 times the working pressure at a suitable time prior to arrival. 2.5.9 Cleaning of sampling equipment and stilling wells The The tight specifications for sensitive grades require extreme care during sampling, particularly closed or restricted sampling, to avoid contamination from previous cargoes or build-up of residues. Examples of this are FAME contamination of aviation fuels, and vegetable oils in gasolines. To reduce the possibility of drawing unrepresentative samples, the cleaning of sampling equipment, vapour locks, stand pipes and stilling wells is recommended as part of the tank cleaning regime.

2.6 TANK INSPECTIONS 2.6.1 General Responsibility for the cleanliness and overall suitability of tanks, lines and pumps to carry the nominated grades lies with the Master. Inspections are frequently carried out by the loading supervisors from the shore facility or by independent inspectors acting on behalf of the cargo owner. However, while such inspections may provide an opinion regarding those tanks which have been inspected they do not relieve the Master of his/her responsibilities. Tank entry for inspections is potentially dangerous and should only be done under close scrutiny in accordance with a strict permit to enter/work system in gas-free tanks. Careful attention should be given to the need for lighting, access, safety equipment, personal protective equipment and the general tank environment e.g. residues on plates (slip hazard) etc. 2.6.2 Inerted tanks Any requirement for cargo tank(s) to be de-inerted and gas-freed to allow internal inspection should be contained within the agreed Charter Party or voyage orders for the voyage about to be undertaken as de-inerting/re-inerting is costly and time consuming. Reference should be made to OISD recommendations with regard to inerting.

2.7.1 Testing Heating coils should be pressure tested, and if necessary, blown through and repaired, on each occasion prior to: −− Loading a cargo which requires heating. −− carrying out tank repairs or tank entry (so that any coil leak will not introduce hydrocarbon gases or product into the tank). −− Gas-freeing for voyage repairs or dry-docking. Similar action should be taken when changing from a low flashpoint to a high flashpoint cargo or from black oil products to white oil products. 2.7.2 Heating coils made from copper-containing alloys Heating coils made from copper-containing alloys can reduce the thermal stability of aviation kerosene due to copper dissolving into the cargo from the alloy. Concentrations of copper in aviation kerosene fuel above 10 parts per billion (ppb) start to affect thermal stability and 50 ppb invariably results in failure to meet specified requirements. For this reason, aviation kerosene should not be carried in ships fitted with heating coils made from copper containing alloys. 2.8 TANK COATINGS 2.8.1 Temperature restrictions In ships with coated tanks, the temperature and pressure of washing water should not normally exceed 66 °C and 10.5 kg/cm² respectively. However, these may be increased subject to the following criteria: −− Agreement from the coating manufacturer that excessive heat and/or pressure will not damage the coating.

−− Agreement from the tank cleaning equipment manufacturer that excessive heat or pressure will not cause damage to the machines. The temperature of the washing water should always be at least 15 °C above the pour point of the previous cargo. In coated tanks of white oil carriers washing with cold water is generally adequate, except where more stringent cleaning is required after the carriage of vegetable oils, lubricating oils and diesel fuel. Hot water (and/or detergents) may be used occasionally to degrease tank structures, expedite gas-freeing for entry or where a gas-free condition is required for a major change of grade. When hot water is used this should be in accordance with the criteria noted above. 2.8.2 Coating compatibility Although not directly related to tank washing, it should be noted that tank coatings are not compatible with all products. Problems usually relate to chemicals rather than petroleum products but manufacturers' Resistance Lists (usually kept on board) should be consulted if there are any doubts regarding coating compatibility. Organic epoxy coatings can absorb some chemical cargoes, particularly chlorinated solvents. The contamination potential to subsequent cargoes (particularly aviation kerosene) may be considerable as significant quantities can be absorbed and retained depending on the chemical, exposure time, temperature, specific coating type, thickness, condition, etc. Contamination can persist after several subsequent cargoes and washings. For aviation fuels, many oil companies have their own list of acceptable coatings.Coatings containing zinc may not be suitable for the carriage of aviation fuels as zinc can dissolve into the cargo and can reduce the thermal stability. The charterer should be consulted regarding coating acceptability for aviation fuel cargoes. 2.8.3 Stainless steel Although stainless steel is compatible with most grades it is subject to attack by chlorinated compounds. This is made worse by the presence of water. Also, some stainless steel grades are subject to attack by sea water so if a sea water wash is used in a stainless steel tank this should be followed immediately by a fresh water rinse. Note: some shore supplied 'fresh' water can contain sufficient chlorine to attack discolour stainless steel. 2.8.4 Coating condition Damaged, flaking or blistering paint can increase hold up of residues from previous cargoes and tanks with damaged coating should be avoided, particularly for critical cargoes such as naphthas, light distillate feedstock and aviation kerosene. 2.9 CARGO LINES 2.9.1 General Procedures for line washing should be contained in the vessel's Cargo Operations Manual. Careful visual inspection of the actual pump room and above-deck piping configuration should be undertaken to identify any problem areas or 'dead ends' which will require special attention. 2.9.2 Cargo compatibility When loading more than one grade of cargo it should be determined whether the grades are compatible in both the liquid and vapour state. Compatibility between cargoes is entirely dependent on their essential characteristics and the quality specification of each grade. Permissible admixture of

one cargo by another is governed by the tolerance of quality characteristics such as flashpoint, colour, sulfur content, viscosity, etc. Table 1 provides guidance for acceptability of pipeline admixture and the more detailed information in Tables 2 and 3 can also be used to assist in determining the pump/line changeover procedures equired between cargoes during loading and discharging operations and to optimise the use of lines and pumps to expedite cargo handling. 2.9.2.1 Liquid compatibility If the grades are not compatible each grade should be loaded through a separate system with segregation provided by two valves or a blind. Where different but compatible cargoes, such as two grades of crude, are loaded single valve segregation may be acceptable providing that the critical valves have been tested and proved tight. If two or more cargoes are compatible, loading should be carried out in sequence commencing with the most critical cargo. Any admixing which may occur will then not adversely affect the quality of the second cargo to be loaded and it will still meet the required specification requirements. Lines should be drained and/or stripped dry between grades. 2.9.2.2 Vapour Compatibility Vapours from a volatile cargo such as gasoline, can be taken up in diesel or gas oil cargoes which share the same vent systems, or are under the same positive pressure of inert gas. If vapour mixing can occur each cargo should be loaded on a separate cargo and vent system with vent system cross-over valves locked and tagged in the closed position. If it is not possible to load using separate vent systems then, when the ship design allows without impacting on SOLAS Chapter 2 – II Reg 2.5.3, individual tanks should be isolated from the system. Interconnecting inert gas block valves should be closed and tagged and if vapour contamination from slops is possible, slops should be isolated from the main inert gas line. The oxygen content of isolated slop tanks should be monitored to ensure that it remains less than 8 % by volume. Note: before any tank is isolated from the main venting system due consideration should be given to meeting the SOLAS requirements and a formal risk assessment should be conducted. The pressure in any tank segregated from the main venting system should be carefully monitored to ensure that individual tank venting arrangements are adequate to prevent formation of vacuum or a build-up of pressure.

2.9.3 Testing of cargo lines and valves On each occasion a tank is gas-freed and opened for entry, every effort should be made to pressure test the associated internal pipelines and valves. A brief inspection of coatings and fittings should be undertaken at the same time. On no account should cargo be used to test pipelines and valves. Only clean water should be used for this purpose. 2.10 PRODUCT QUALITY 2.10.1 Product characteristics The quality of petroleum and petroleum products is defined by certain characteristics meeting specified requirements. These characteristics are measured by standard laboratory tests. The specification of the product will depend on its end use and, if it is a finished product, where it is to be marketed. 2.10.2 Critical Properties Some critical properties for white and black oils respectively are given in Tables 2 and 3. 2.11 TANK CLEANING 2.11.1 Cleaning table Table 4 provides guidelines for cleaning. These guidelines are based on the following comments, taking into account the critical aspects of each cargo as summarised in Tables 2 and 3. The Table assumes that tanks are coated and in good condition. Where this is not the case additional cleaning may be required depending on the cargo involved, typically the addition of gas-freeing, descaling and mopping where wash only is specified. Stripping and draining following discharge or washing is assumed to be thorough such that any liquid ROB is confined to the pump well (if present). All associated lines (suction, deck lines, and drop lines, etc.) are to be cleared and drained of all product or water. Where washing is specified this includes deck lines, loading drop lines and cross over lines. The following of these guidelines does not necessarily mean that the tank(s) will be acceptable for the next intended cargo. The Master is ultimately responsible for the cleanliness of the tank(s) and should ensure that the end result meets the Owner's/Charterer's/Shipper's expectation. 2.12 COMMENTS ON INDIVIDUAL CARGOES (CARGO TYPES) 2.12.1 Naphthas and light distillate feedstocks (and/or – clean condensate, feedstocks, straight run benzene, pentane, natural gasoline, straight run gasoline) Naphtha and light distillate feedstocks should not be contaminated by lead and should not be carried directly after cargoes that contained lead e.g. aviation gasoline. Tank coating should be in good condition as blistered or flaking tank coating can be a source of contamination from the previous cargo. Oxygenates can affect naphtha processing and washing is therefore required when loading naphtha into tanks which have previously contained unleaded gasoline cargoes. Sea water washing should be followed by a fresh water rinse to remove chlorides. Heavier feedstocks can tolerate minor admixing of aviation kerosene, kerosene, solvents or lighter feedstocks. 2.12.2 Aviation gasoline (and/or – avgas, aviation spirit) These products 2.12.2 Aviation gasoline (and/or – avgas, aviation spirit) These products normally have a high lead content and are always dyed. Uncoated tanks should be hot water washed and have any loose bottom scale removed before loading. Water cannot be tolerated and extreme care should be taken to ensure that tanks and lines are dry before loading or discharging. Hand mopping is recommended. Detergents and saponifiers should not be used to prepare tanks for aviation gasoline cargoes as residues can harm fuel filters/coalescers.

Ethanol/MTBE contamination of aviation gasoline could lead to specification issues. Thorough washing is required to ensure prevention of cross contamination and the proposed tank cleaning/flushing plan should be discussed and agreed with the Charterer. To avoid contamination from FAME it is recommended to have three intermediate cargoes with no FAME between FAME (B100) or any cargo with a FAME content greater than 15 % (B15) and an aviation gasoline cargo. When following cargoes with a FAME content of 5 % or less (B5 or below) a hot water wash, including flushing of pumps and lines followed by draining is recommended as a minimum. When following cargoes with a FAME content of 15 % (B15) or less, but above B5, a hot water wash, including flushing of pumps and lines, followed by draining is again recommended as a minimum. However, tanks must be in good condition and washing needs to be particularly stringent. A single intermediate cargo with no FAME content is suggested as an alternative, followed by a hot water wash, including flushing of pumps and lines, and by draining. The very low tolerance for FAME contamination requires extreme care during sampling. To reduce the possibility of drawing unrepresentative samples, consideration should be given to cleaning of stand pipes and stilling wells as part of the tank cleaning regime when tanks have previously held cargoes containing FAME. Note: the recommendations relating to FAME also apply to FAEE.

2.12.3 Leaded motor gasoline (and/or – premium/regular motor spirit, motor gasoline, mogas) These products are often dyed and may contain surfactant additives.Only minimal amounts of higher boiling point cargoes such as gas oil can be tolerated in motor gasoline. Depending on the product specification up to 0,1 % volume may be tolerated. Where the product is close to specification limits a nil tolerance level will apply. Tanks will require washing when following cargoes of dyed gas oil or kerosene. Uncoated tanks should be hot water washed and have loose bottom scale removed before loading. 2.12.4 Unleaded2.12.4 Unleaded motor gasoline (and/or – unleaded motor spirit, regular unleaded, premium unleaded, super unleaded, toluene, methyl tertiary butyl ether (MTBE), reformate, alkylate, cracked spirit, motor spirit/gasoline blending components) Thorough tank washing is required when following leaded products, dyed gas oil or kerosene. Uncoated tanks should be hot water washed and have any loose bottom scale removed before loading. 2.12.5 Ultra low sulfur gasolines In addition to the comments in 2.12.4 these cargoes have a typical maximum sulfur content of 10 ppm (or possibly 50 ppm depending on location). If they are to be loaded into tanks or through lines that have previously contained cargoes that had a greater sulfur content care should be taken to ensure that admixing is kept to a minimum. These products are salt water critical as the high specifications will not allow sodium or potassium. Fresh water washing and mopping may be specified. 2.12.6 Solvents (and/or – special boiling point solvents, rubber solvent, unleaded cleaning spirit) These are volatile unleaded products. Due to wide variations in specifications within grades specific guidance should be sought on the allowable levels of admixing with other solvents. No admixing with other types of product can be tolerated and these products should not be carried after leaded cargoes. Uncoated tanks should be hot water washed and have any loose bottom scale removed before loading. 2.12.7 Aviation kerosene (and/or – dual purpose kerosene, Jet, Jet-A1, Avtur, ATK, JP5, JP8)

Products are unleaded and fairly volatile. Products may contain relatively high levels of sulphur which could affect the quality of a subsequent low sulphur cargo. Very tight specifications preclude admixing by other cargoes except undyed general purpose kerosenes with no biological components. Water cannot be tolerated and extreme care should be taken to ensure that tanks and lines are dry before loading or discharging. Hand mopping is recommended. Due to strict limitations on biological contamination (FAME content maximum 5 ppm, possibly increasing to 100 ppm) it is recommended to have three intermediate cargoes with no FAME between FAME (B100) or any cargo with a FAME content greater than 15 % (B15) and a subsequent aviation kerosene cargo. When following cargoes with a FAME content of 5 % or less (B5 or below) a hot water wash, including flushing of pumps and lines followed by draining is recommended as a minimum. When following cargoes with a FAME content of 15 % (B15) or less, but above B5, a hot water wash, including flushing of pumps and lines, followed by draining is again recommended as a minimum. However, tanks must be in good condition and washing needs to be particularly stringent. A single intermediate cargo with no FAME content is suggested as an alternative, followed by a hot water wash, including flushing of pumps and lines, and by draining. The very low tolerance for FAME contamination requires extreme care during sampling. To reduce the possibility of drawing unrepresentative samples, consideration should be given to cleaning of stand pipes and stilling wells as part of the tank cleaning regime when tanks have previously held cargoes containing FAME. Where the FAME content of a previous cargo is not known it should be assumed to be 15 %. Note: the recommendations relating to FAME also apply to FAEE. Other cargoes can have a deleterious effect on aviation kerosene product quality and intermediate cargoes are recommended in these circumstances (see Tables 2 and 4). Detergents and saponifiers should not be used to prepare tanks for aviation kerosene cargoes as residues can harm aviation fuel filters. In all cases a fresh water rinse is required after washing with sea water in order to reduce salt contamination. 2.12.8 Premium and regular kerosenes (and/or – kerosene feedstock, burning oil, stove oil) Products may contain relatively high levels of sulphur which could affect the quality of a subsequent low sulphur cargo. Admixing of dyed kerosene with un-dyed kerosenes can result in the un-dyed cargo not meeting colour specifications. Tanks which have carried dyed products will require washing and mopping dry prior to loading un-dyed products. Where dye is not a concern, these products will not require tanks to be mopped after water washing unless following lube oil or light fuel oil. Small amounts of gas oil may be tolerated (up to 0,1 % volume) subject to comments under 2.12.9. 2.12.9 Gas oil and automotive diesel fuel (and/or – automotive gas oil, automotive diesel oil, DERV, extra light fuel oil, distillate marine diesel) Some admixing with lighter distillate cargoes such as kerosene is acceptable, depending on minimum flashpoint requirements for the individual cargo. However, flashpoint requirements will preclude admixing with any naphtha, motor gasoline or other cargoes with low flashpoints. Water contamination is a problem leading to 'haze' in' the product. This can produce a water layer and subsequent corrosion in downstream storage. Sodium in any dissolved salt can lead to damage to blades if the fuel is used for gas turbines. Care should therefore be taken to ensure that water is removed from tanks, pumps and lines before loading. Uncoated tanks should be hot water washed and have any loose bottom scale removed before loading. The admixing of dyed gas oil with un-dyed gas oil can result in the un-dyed material not meeting the colour specification and tanks which have carried dyed products will require washing prior to loading un-dyed products. Saponifiers and degreasers can have a negative effect on gas oil or automotive diesel fuel quality and if these are used hot water washing is recommended to remove any traces. Increasingly, diesel fuels for road transport are blends of FAME and conventional diesel fuel–blended biodiesel. These blends may simply be referred to as diesel fuel, but the grade name may indicate the

percentage of FAME. Thus a B5 diesel fuel contains 5 % FAME and B15 diesel fuel, 15 % FAME. Cleaning procedures vary with the percentage of FAME in the blend so it is important that shippers determine the FAME content of diesel fuel cargoes. Where the FAME content of a diesel fuel cargo is not known it should be assumed to be 15 %. Note: these comments also apply to FAEE.

2.12.10 Ultra low sulfur automotive diesel fuel (and/or – ULSD, ULS turbine gas oil, LS marine gas oil, ULS Diesel) In addition to the comments in 2.12.9 these cargoes typically have a typical maximum sulfur content of 10 ppm (possibly 50 ppm depending on location). If they are to be loaded into tanks or through lines that have previously contained cargoes that had a greater sulphur specification care should be taken to ensure that admixing is kept to a minimum. These products are salt water critical as the high specifications will not allow sodium or potassium. Fresh water washing and mopping may be specified. 2.12.11 Crude oil and condensate The specifications of these cargoes vary considerably. General guidance together with a list of physical properties of many grades together with washing and carriage recommendations is given in HM40 Guidelines for the crude oil washing of ships' tanks and the heating of crude oil being transported by sea. 2.12.12 Lubricating oils The quality of lubricating oils is greatly affected by admixing with water and tank preparation will normally include mopping. Valves and strainers will also require opening and draining.To maintain quality and avoid introduction of water, lubricating oils should be loaded, carried and discharged under air and not inert gas. 2.12.13 Vacuum gas oil (and/or – cracker feed, waxy distillate) These cargoes are sodium critical and tanks which have been salt water washed will require fresh water washing to remove any salt traces. Vacuum gas oil may be loaded on top of some light crude oils and condensates without washing. However, as with fuel oils, the need toheat the product leads to a high flashpoint specification and precludes admixing with any volatile residues. 2.12.14 Medium and heavy fuel oils The admixing of these cargoes with waxy residues can result in the material not meeting the maximum pour point specification limit. Tanks which have carried high pour point cargoes should be carefully drained and stripped prior to loading. The need to heat the product leads to a high flashpoint specification and precludes admixing with any volatile residues. Washing will generally be required when loading these products after crude oil cargoes. 2.12.15 Low sulfur fuel oil (and/or – Low Sulfur Atmospheric Residue (LSAR), Low Sulfur Waxy Residue (LSWR)) In addition to comments in 2.12.14, these products are frequently traded with sulfur content very close to the specified upper limit. Admixing with cargoes with higher sulfur content should therefore be kept to a minimum. Hot washing will normally be required when loading after crude oils or other fuel oils. Cargoes for refinery cracking will also be sodium critical and tanks which have been salt water Washed will require washing with fresh water to remove any salt traces. 2.12.16 Light fuel oil

The admixing of these cargoes with waxy residues can result in the material not meeting the maximum viscosity and/or pour point specification limit. Tanks which have carried high pour point or high viscosity fuel oil or crude oil should be hot washed at the highest permitted temperature to remove wax traces. Washing may be avoided if a previous cargo of heavier grade fuel oil has low wax content and ROB is minimal (less than 0,1 % of volume). 2.12.17 Gas to Liquids (GTL) products A number of these are entering the market; typically naphtha, condensate and diesel. Properties are as per similar non-GTL cargoes but all are ultra low sulfur and should be handled accordingly.

Methanol as cargo :-

Wash the walls with water, recirculate with water and drain. Again repeat for the second time

with warm water. Bone dry with dry air.

The cargo filled with base oil will have a bottom sample tested for methanol residue as

follows :-

A direct liquid chromatographic method for the determination of C1-C3 alcohols and water

in base oil-alcohol blends ). The separation was performed on either one or two

microparticulate size-exclusion columns of ultrastyragel with toluene as the mobile phase.

The quantification of alcohols and water in the effluent was achieved by a differential

refractometer at 30°C. The lower limits of detection for C1-C3 alcohols was 0.005 vol %.

Methanol in base oil-alcohol blends has been determined by nuclear magnetic resonance

(Renzoni et al., 1985). The method takes advantage of a window in the proton nuclear

magnetic resonance spectrum of gasoline that extends from a chemical shift of 2.8 to 6.8

ppm. Methanol was quantified in base oil by integration of the methyl singlet at 3.4

ppm. The method gave linear calibration curves in the range of

0-25% (v/v) methanol with a detection limit of less than 0.1%.

The cost of the above test will be borne by the ship owner.

2. LAB Cargo :- LAB has very little solubility in water. Solubility at room temperature is

0.041 mg per Ltr. Hence it should be washed with spindle oil. After wash with spindle oil the

remainder should be water washed and rinsed. Thereafter the wet surfaces should be

impinged with hot dry air till the surfaces become bone dry.

3. Paraffin Oil Cargo :-

If the cargo is paraffin wax then the surfaces should be impinged with hot oil till all the wax

deposits have got removed. Then the side walls should be steam cleaned and then dried using

hot dry air till the surfaces become bone dry.

The bottom samples will be tested for viscosity and pour point. Any change in pour point is

an indication of contamination

Sl. No. Company Name Telephone Fax E-Mail Home Mobile

1 Braemar Seascope India Pvt Ltd.

Suite No. 505-8, Paharpur Business

Centre, 21 Nehru Place, New Delhi

- 110019

Nikhil Raj

Kunal

Ankit Rana

011 46555000-03

011 41207137

011 4155 2505 indiatank@braemarseascope

.co.in

0 9910037053

0 9910308053

0 9910660850

2 CTI Shipbrokers (I) Pvt Ltd.,

7th Floor, Commercial Tower, Le-

Meridien Hotel, New Delhi 110001

Capt. Jaideep S. Kapoor

Sachin Verma

Ms Rupinder Kaur

Naveen Bhansali

0124 4646 946 0124 4646 947 brokers@cti-shipbroker.com,

cti.shipbrokers@gmail.com

0 98111 07730

0 98119 29316

0 98734 22024

0 98111 07730

3 HOPP Worldwide Limited,

F-03, Bhagat Singh Market, New

Delhi 110001

Capt. Ashish Bhalla

Jitender Singh

Ashish Chandra

Pramod Mehta

011 4156 1346, 4363 1002

011 4363 1015, 4363 1000 (B)

011 4363 1020/1018 tankers@hopp.biz /

shipping@hopp.biz,captbhall

a@hopp.biz

0 97172 95559

0 98996 94577

0 98711 04542

0 9650080240

0 9810253142

4 Interocean Shipping (India) Pvt

Ltd. 75,

Link Road, Lajpat Nagar III, New

Delhi 110024

B. Dhanaraj (Dirty)

Aman Mehrotra

Armrita Mann

Shailav Jain

Amit Behl

Ashish Kalra

Capt.Rohit Tuli

Rachitra Sehgal

Rupali Singh (Clean)

Manish Pokhriyal

011 4155 1166 011 4155 1177 tank@interoceangroup.com,i

osc@vsnl.net

011 2983 8827

0129 2560 024

011 2693 3095

0 98100 13093

0 98183 66155

0 98180 50506

098101 89712

0 99102 41801

0 98189 97488

0 98102 01842

0 95602 76669

0 98106 08231

0 98186 28512

5 J. M. Baxi & Co.

F-76, 7th floor, Himalaya House,

23, K G Marg, New Delhi -01

Capt Ashok Sharma

Shalender

011 6543 8002

011 2332 0303

011 4151 8919 tankers@jmbaxi.com,

jmbaxi@yahoo.com

0 98190 54027

0 98103 43151

6 Marshall Produce Brokers Co. Pvt.

Ltd., 302, New Delhi House, 27,

Barakhamba Road, New Delhi

Ashok Trehan

P C Verma

R N Katyal

Sidharth Trehan

011 2331 4448/4421/6186

011 2335 7622, 2331 7011

011 2335 3127

011 2331 6186

011 2335 3125 marshall@mpb.in;

aktrehan@yahoo.co.uk

011 4157 2591/2592 0 98101 04382

0 99581 81426

0 99581 81427

09811677500

7 Ravindra K. Reshamwala

7/A PIL Court, 111 Maharshi Karve

Road,Mumbai - 20

Ajay M Reshamwala

Vivek Reshawala

Vivek Patkar

Anand Mehta

Ajay Jadhav

022 61317000 022 6634 5091 chartering@reshamwalaship

brokers.com

022 6664 1820

022 6664 1820

9821012570

98703 48999

98210 68512

98210 68513

9821430911

8 Shiplinks, 75 Link Road, Room No.

201, 2nd Floor, Lajpat Nagar III,

New Delhi 110024

Shree Krishan

Anshuman Jajodia

011 41716115

011 4155 0452

011 2984 1030 chartering@shiplinks.net 0 98100 32225

0 98103 89579

9 Sujora Shipping Pvt Ltd. 1004

Vikram Tower, 16, Rajendra Place,

New Delhi 110 008

Gursharan Singh

Anil Marwaha

Ajay Chopra

011 25752241

011 2573 4069

(B) 011 4153 8641/42/43

011 4153 8643 mail@sujora.in 0 98107 49996

0 98100 65269

0 9818839385

10 Tradex Chartering & Trading Pvt

Ltd., A-5, Sagar Darshan, 308 Carter

Road, Khar West, Mumbai - 400 052

Henry Monterio

Anil Pande

Abhijijeet Roy

+91 22 61578903

+91 22 61578905

+91 22 61578911

91 22 26490506 tankers@tradexchart.com 9820191437

9833923246

9820064862

11 Transocean Agency, 63, Bajaj

Bhavan, Nariman Point, Mumbai

Snehal J Mehta

M S Mayal

Capt Mukul Attri

Capt.Yogesh Vats

022 4050 2014/2044,

022 4050 2016/2046,

0124 4240047

0124 4240046(B)

0124 4240048

022 2285 4667 transocean@transoceanagen

cy.com,tankers@transoceana

gency.com

98200 20358

98200 39116

0 98103 14856

0 99110 93101

12 Clarksons India Amit Mehta 011 30848208 011 46102985 tankers.india@clarksons.com 0 8800599199

124-125 Rectangle-1 D-4, Tarun Chaudhry tankers@clarksons.com 0 99585 82583

Saket District Centre Gaurang Kapur 0 9810117367

New Delhi 110 017 Ankush Sharma 0 9810117547

13 ACM Shipping India Ltd 022 61121212 / 1200 / 1213 022 61121213

Maker Chambers 5, S S Juneja 022 611211222 sjuneja@acmshipping.co.in 9820545218Office no 1118, 11th floor , Himanshu Sharma 022 61121277 hmsharma@acmshipping.co.i 99300 04147 221 Nariman Point. Mumbai-21 Atul Sharma 022 61121299 atsharma@acmshipping.co.in 99300 04148

Hiren Shah 022 61121266 hrshah@acmshipping.co.in 99300 04146

Manasi Vichare 022 61121211 mvichare@acmshipping.co.in 98209 56254

14 SSY Capt Rajneesh Raj 022 6113 1001 022 6113 1010 india@ssytankers.com 99205 85174

A-307, 215 Atrium, Capt Amit Kalhans 022 6113 1002 Kab786@gmail.com 98202 50546

Kanakia Spaces, Andheri Kurla Capt Kshitij Banvalikar 022 6113 1011 Captrajneeshraj@gmail.com 99209 55456

Road, Andheri (E), Mumbai 69 022 6113 1000 Akalhans@yahoo.com