TERMPOL 3.9 – SHIP SPECIFICATIONS Trans Mountain Expansion Project

Prepared for:

Prepared by:

777 W. Broadway, Suite 301 Vancouver, BC, V5Z 4J7 November 26, 2013

Termpol 3.9 – Ship Specifications TRANS MOUNTAIN EXPANSION PROJECT

November 26, 2013

M&N Project No. 7773

Prepared by: Reviewed by:

MOFFATT & NICHOL MOFFATT & NICHOL

James Traber, EIT. Ron Byres, P.Eng. Staff Engineer Senior Project Manager

Revision Purpose of Issue Date Author Reviewed Approved 0 For TRC Review November 26, 2013 JT RB Trans Mountain Expansion Project November 26, 2013

TABLE OF CONTENTS

1. OBJECTIVES ...... 1

1.1 CONTEXT ...... 1 1.2 VESSEL OWNERSHIP AND LIABILITY ...... 2 2. SHIP PARTICULARS AND CHARACTERISTICS ...... 3

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

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

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

(a) Aframax – Double hulls only ...... 25 (b) Panamax – Double hulls only ...... 25

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LIST OF FIGURES

Figure 1-1: Typical Panamax Class Tanker 74,500 DWT Antipolis (MarineTraffic.com) ...... 1 Figure 1-2: Typical Aframax Class Tanker 110,300 DWT Mare Nostrum (MarineTraffic.com) ...... 2 Figure 2-1: Typical Tanker Layout ...... 3 Figure 2-2: Double Hull Tanker Design ...... 4 Figure 2-3: General Configuration of Tanker (Shipyard Brodosplit) ...... 11 Figure 2-4: Schematic Tank Configuration - Longitudinal Oil Tight Bulkhead Source: www.teekay.com ...... 13

LIST OF TABLES

Table 2-1: Maximum Design Vessel ...... 8 Table 2-2: Minimum Design Vessel ...... 9 Table 2-3: Classification Societies ...... 14 Table A-1: Aframax Vessel Characteristics ...... 25 Table A-2: Panamax Vessel Characteristics ...... 25

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1. OBJECTIVES

In accordance with the Termpol Review Process (TRP) Guidelines, TP743E 2001, the objective of this study is “to determine the suitability of the design ship, or when applicable, design ships, selected by the proponent.”

1.1 CONTEXT

The design vessels expected to berth at the Westridge Terminal are Panamax class (approximately 60,000 to 80,000 Deadweight Tons, or DWT) and Aframax class (approximately 80,000 to 120,000 DWT). Figure 1-1 and Figure 1-2 below show typical Panamax and Aframax vessels respectively. Trans Mountain will not own or charter the vessels berthing at the terminal, however as the terminal operator Trans Mountain enforces a vessel acceptance criteria and vessel vetting process to ensure vessels calling at the terminal are suitable. The vetting process is described in further detail in Sections 3 and 4 below.

Figure 1-1: Typical Panamax Class Tanker 74,500 DWT Antipolis (MarineTraffic.com)

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Figure 1-2: Typical Aframax Class Tanker 110,300 DWT Mare Nostrum (MarineTraffic.com)

1.2 VESSEL OWNERSHIP AND LIABILITY

Vessels calling at Westridge terminal will typically be hired or chartered by the owner of the oil, either the oil producers or the purchasers. Trans Mountain will neither own nor charter vessels. There are two methods to charter a vessel for transporting goods:

Voyage or spot charter is an agreement in which the charterer (oil owner) leases a vessel and crew to transport cargo between specified loading and discharge ports. The charterer pays the vessel proprietor freight on a per-ton or lump-sum basis, which pays for all operating expenses. Time charter is an agreement in which the charterer (oil owner) leases a vessel for a specified duration of time (e.g. 3 months to more than 10 years). The charterer pays a daily rate, as well as all extra shipping expenses. Under both agreements the ship owner has the sole responsibility for the safety of the vessel and the charterer retains title of the cargo. Both parties will provide their own insurance in the case of a loss of cargo or oil spill. The vessel is insured by the vessel owner. The owner also carries Third Party liability insurance, which is obtained from one of the P&I Clubs1, a mutual insurance arrangement typical in the shipping industry.

1 P&I stands for Protection and Indemnity. This is a specialist class of liability insurance protection for ship owners and charterers that deals with third parties claims.

Termpol 3.9: Ship Specifications 2 Trans Mountain Expansion Project November 26, 2013 2. SHIP PARTICULARS AND CHARACTERISTICS

Since the vessels calling at the Westridge terminal will be chartered tankers drawn from the world fleet of Panamax and Aframax classed vessels, the specific ships and their individual characteristics are not known at this time. Specific vessels will be proposed or nominated by the pipeline shippers in advance of their arrival at the terminal, subject to acceptance through the vessel vetting process. While specific vessels are not known at this time, all tankers within the class range share many common characteristics, described below. According to DNV (Termpol 3.15) in 2012 the world fleet of modern Panamax and Aframax crude tankers total 989 tankers with an average age of nine years. The forecasted size of the Aframax/Panamax crude tanker fleet in 2018 is estimated at 1,048 vessels and the average age is expected as nine years or less.

2.1 GENERAL TANKER DESCRIPTION

Tankers typically house the navigational bridge, crew accommodations, engine room, auxiliary generators, propulsion, steering, and cargo pumps in the stern of the ship. The middle section of the vessel is occupied by the cargo and ballast tanks. The bow contains additional storage space for spares and consumables. The top deck of the vessel has cargo manifolds (pipe connections and control valves), mooring winches, lights, etc. Figure 2-1 below shows a typical tanker layout.

Figure 2-1: Typical Tanker Layout

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2.2 DOUBLE HULLS

All petroleum tankers are now required to have double hulls by Canadian and International law. A double hull is basically a hull within a hull. The cargo is carried inside the inner hull, with a space (typically about 2 meters wide) between the inner and outer hull. This space between the two hulls is used to ballast the unladen vessel with seawater for proper stability and propeller immersion. The double hull design is intended to reduce the likelihood of a cargo spill by acting in two ways: A spill can be prevented in the event of a low energy grounding or collision with another ship or object where only the outer hull is breached while the inner hull remains intact. In case of the inner hull developing a defect, the outer hull will contain any minor inner hull leaks that may occur.

Figure 2-2: Double Hull Tanker Design 2.3 MACHINERY Tankers primarily use a single large engine to propel the vessel. A variety of fuels are used in modern marine engines including Heavy Fuel Oil (Bunker C), Intermediate Fuel Oil, or Marine Diesel Oil. Modern engines are designed to work with dual or multiple fuels to allow them to switch to cleaner-burning low-sulphur fuels in port areas having emissions controls (e.g. North America Emission Control Area which includes Port Metro Vancouver). The engine turns a single propeller connected via a large drive shaft. In addition there are a number of service generators for producing electrical power for ship’s pumps and utilities including the ship’s accommodations. These

Termpol 3.9: Ship Specifications 4 Trans Mountain Expansion Project November 26, 2013 generators do not operate simultaneously and have redundancy so that in the event of a failure of one generator the vessel continues to have adequate power supply. Tankers also have boilers to power steam turbine cargo pumps to discharge the oil cargo. Flue gas from the boilers is often cleaned and used to produce inert gas that is used to reduce oxygen content in the cargo tanks; otherwise the tanker will be fitted with a separate inert gas generator (See Section 2.4 ). Heat from the main engine and boilers when these are in operation is used for a number of utilities onboard, such as hot water, heating of the fuel oil and accommodation spaces, producing freshwater, etc. Engine rooms are centrally controlled and contain sensors and alarms throughout that monitor operating parameters of all critical components and notify personnel of less than optimum operating events as well as any defects and malfunctions. The engine control room is where personnel can observe engine components and operations of the machinery. Main engines are normally operated from the ship’s bridge and only transferred to local or manual control in case of a system malfunctioning. The steering system is hydraulically operated and has built-in redundancy. All major components of the system are tested daily. Hydraulically operated deck machinery operates mooring winches, cranes and anchor handling equipment. Tankers also have water purifying, sewage treatment, and trash compacting systems on board. 2.4 INERT GAS SYSTEM All tankers are required to carry an inert gas system designed to protect the cargo tank spaces from the threat of fire or explosion. Inert gas produced onboard is used to displace the air spaces of the cargo tanks, which reduces the oxygen content in the cargo tanks to a level below which a fire or explosion cannot occur; the regulations require this to be kept below 8% limit but it is typically 5%. During cargo discharge operations, inert gas is continually fed into the cargo tanks to prevent ingress of oxygen bearing air entering the tanks. Inert gas is provided by an independent inert gas generator or cleaned flue gas from the boiler. Both The International Convention for the Safety of Life at Sea (SOLAS) as referenced by ISGOTT (International Chamber of Shipping, 2006) and Transport Canada’s publication “Standard of Inert Gas Systems” (Transport Canada, 1984) require that the inert gas system is capable of delivering inert gas with an oxygen content less than 5% at any flow rate. The system must also be capable of maintaining a positive pressure in the cargo tanks and an atmosphere with less than 8% oxygen content. If these maximum limits are exceeded, cargo operation cannot be conducted. Tankers are required to have a method to measure the oxygen content in each cargo tank to confirm oxygen levels remotely. These are also checked using manual instruments. 2.5 SEGREGATED BALLAST Unloaded vessels take on ballast water for additional weight to improve stability and manoeuvrability while transiting between destinations. Double hulled tankers have segregated ballast tanks. Separating the ballast water from the cargo is accomplished by using the space between the inner and outer hull as the ballast tank. Segregation of cargo and ballast tanks means the ballast water is free of hydrocarbons and can be discharged directly to the sea.

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

Dilution or Flow-through Exchange Method: Clean ocean water is pumped into the ballast tank(s), which are allowed to overflow continuously. This process continues until volume of the water pumped in is at least 3 times the ballast tank(s) volume. Typically only one ballast pump is used to promote better mixing and dilution as well as reduce the stress on the ballast tank(s). Calculations of the amount of water and pumping rates are recorded and achieved. Sequential Exchange Method: First the ballast tank(s) are completely emptied and then refilled with clean ocean water. The process is performed in a sequence to minimize the stresses on the ballast tank(s) and ship hull. The sequence of this process is dependent on the vessel configuration. This method is limited to fair weather conditions only to ensure ship safety.

Under rare conditions, such as encountering unusually heavy weather at sea while in ballast, a vessel may take on additional ballast water stored in empty cargo tanks which have been rinsed of cargo residue. The heavy weather ballast may therefore contain residual hydrocarbons. In such cases the disposition of contaminated ballast water is managed in accordance with the Canada Shipping Act, Ballast Water Control and Management Regulations (BWCMR), which includes use of the tanker’s fitted Class approved Oil Discharge Monitoring Equipment (ODME) and separation and retention onboard of any remaining oily water.

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

Onboard navigational equipment is regulated under IMO regulations and at a minimum must meet the requirements of SOLAS Chapter V. It includes redundant gyro compasses, Radio Detection and Ranging (RADAR), Global Positioning Systems (GPS) and GMDSS (Global Maritime Distress and Safety System) communications equipment. Navigational aids such as Electronic Chart Information Display Systems (ECDIS) together with appropriate navigation charts issued by members of the International Hydrographic Organization (IHO) such as the CHS (Canadian Hydrographic Service) and United Kingdom Hydrographic Office (UKHO) assist in routing the vessel to the desired destination while highlighting all hazards on the way. Automatic Identification Systems (AIS) and Computerized Collision Avoidance Systems, such as Automatic Radar Plotting Aids (ARPA) inform navigation officers of vessels transiting nearby and can determine heading and speed necessary for collision avoidance. AIS is a communication device that broadcasts information about the vessel and receives navigational information all through the use of VHF radio. Since 2003 AIS equipment has been required on all vessels greater than 300 gross tons by the International Maritime Organization (IMO) Regulation 19 (Emergency Training and Drills) of the International Convention for Safety of Life at Sea (SOLAS). AIS broadcasts the ship’s identity, type, position, course, speed, navigational status, and other safety-related information to onshore stations. AIS information is displayed on a dedicated unit onboard and also input to vessel’s radars and ECDIS. Vessels carry dedicated satellite communications systems that allow ships anywhere in the world to communicate with head offices, authorities, port authorities, coast guard, and Vessel Traffic Management (VTM) agencies. In the case of an emergency a vessel can communicate using the Global Maritime Distress & Safety System (GMDSS).

2.7 FIRE PREVENTION, FIRE FIGHTING SYSTEMS AND EMERGENCY EQUIPMENT

Under applicable SOLAS regulations all internationally trading vessels (which include any tanker calling at Westridge) must be built and operated to internationally recognized standards. Only certified intrinsically safe equipment (e.g. machinery, lighting, communication, etc) are fitted in areas of the tanker that are outside of her accommodation and main machinery spaces. Their design helps prevent introduction of electrical ignition sources in areas where there could be accumulation of combustible vapours. All tankers are required to carry firefighting systems that consist of water, foam, and other chemicals. Each system is located appropriate to the relevant area of the vessel, e.g. engine and machinery spaces, pump room, accommodation, storerooms and paint lockers,

Termpol 3.9: Ship Specifications 7 Trans Mountain Expansion Project November 26, 2013 galley, etc. The crew is trained in fire response techniques. Large fire pumps as well as a backup emergency fire pump are provided for this purpose. In addition, the cargo tanks are protected using inert gas and there are means to also inert the ballast tanks located in the vessel’s double hull spaces. In the event of an emergency all vessels must carry lifesaving equipment for the crew. This equipment includes life boats, life rafts, and personal life saving equipment. The lifeboats are capable of emergency launching and are designed to be protected from fire, capable of operating in a totally enclosed environment and capable of manoeuvring through a fire. Tankers are required to carry an emergency towage system. Tankers larger than 50,000 DWT are provided the following arrangement to tether the vessel to a tug either on her bow or stern using: A chock (fairlead) arrangement, with a minimum Safe Working Load (SWL) of 200 metric tonnes; and A strong point arrangement, with a minimum Safe Working Load (SWL) of 200 metric tonnes when used with a single eye towing line or grommet.

2.8 OPERATIONAL CHARACTERISTICS

Tankers operating from the current and proposed Westridge terminal do and will operate in accordance with Standards of Training, Certification and Watchkeeping (STCW). The STCW requires sea-going personnel to meet standardized regulations of competency for each position aboard a vessel. Every position is filled with an individual who can demonstrate they have the required skills and knowledge to perform the tasks required of that position. Periodical updating of skills and knowledge is mandatory to ensure best practices are being followed and for the vessel’s officers to maintain their individual certificates of competency.

2.9 GEOMETRICAL CHARACTERISTICS

Geometric characteristics of vessels vary widely and for the purpose of this report two “design vessels” are selected to represent a range of vessel size anticipated to call at the terminal based on the current fleet of tankers worldwide. The maximum design vessel is the largest Aframax vessel available and the minimum design vessel is the smallest Panamax vessel available. Table 2-1 and Table 2-2 below are examples of the maximum and minimum design vessels respectively. In Termpol 3.15 reference is made to an Aframax tanker that is of a size average to that class of vessel.

Table 2-1: Maximum Design Vessel

Vessel Class: Aframax (Design Maximum)

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

Vessel Class: Panamax (Design Minimum)

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

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2.10 CARGO SYSTEM AND OPERATIONS

Cargo transfer systems have been designed to ensure the transfer of cargo occurs in a totally enclosed system. These systems include in-tank cargo measurements and inert gas systems. Keeping the entire transfer of goods enclosed prevents the venting of gases into the atmosphere at the vessel and thus prevents the accumulation of cargo vapors on deck areas and consequently the danger of fire from such gases if perchance there should be an ignition source available.

The Cargo system is comprised of tanks, pipes, and pumps. The tanks are in a series of divided inner hull compartments, which have been mandated through regulations. In case of tankers of the sizes proposed by the project, each cargo tank would typically be subdivided port and starboard by means of a continuous fore and aft oil tight bulkhead. Each tank, or compartment, is connected by a series of pipes and pumps. The aft section of the vessel contains the pumps, typically there are between 3 or 4 large cargo pumps to serve all the cargo tanks, however some tankers do carry individual cargo pumps that are dedicated to each cargo tank but discharge ashore through common large diameter piping. The pumps are used in the unloading of the vessel. The cargo is pumped from the tanks to on deck manifolds that connect to the onshore system. When loading the vessel the pumps are bypassed and the cargo is sent directly into the desired tanks. Figure 2-3 below shows the general configuration of tanks, pipes, and pumps.

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

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

2.11 CARGO TANK CONFIGURATIONS

Cargo tank configurations for double hulled vessels, depending on the size of the vessel include: Center longitudinal oil tight separation bulkhead that reduces cargo sloshing and increase cargo flexibility; and Double longitudinal oil tight separation bulkheads creating port, center, and starboard tanks. All configurations generally include two or three slop tanks at the rear of the cargo space area, next to the pump room, which have been designed to facilitate the collection and separation of oil and water mixtures after tank cleaning.

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

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inspections and surveys to ensure compliance with the standards. Often Flag States authorise Classification Societies to certify and inspect the vessels in their registry on their behalf. Table 2-3: Classification Societies Name Abbreviation Date Head Office IACS EMSA Lloyd’s Register of Shipping LR 1760 London X X Bureau Veritas BV 1828 Paris X X Registro Italiano Navale RINA 1861 Geneva X X American Bureau of Shipping ABS 1862 Houston X X Det Norske Veritas DNV 1864 Oslo X X Germanischer Lloyd GL 1867 Hamburg X X Nippon Kaiji Kyokai NKK 1899 Tokyo X X Notes: IACS – International Association of Classifications Societies EMSA – European Maritime Safety Agency Dimensions – LOA, LBP, beam, breadth, depth, and overall dimensions; Tonnages – Net and gross tonnage; Load-line Information – Freeboard, draft, deadweight, and displacements for summer, winter, tropical, lightship, and normal ballast condition; Ownership and Operation – Contact information for registered owner, technical operator, and commercial operator; Vessel Certification and Documentation – All required vessel certifications with issue and expiry dates; Crew Management – Details of manning agency, vessel master, officers, and crew. Including all training certifications, nationality, and language. Cargo and Ballast Handling – Cargo and ballast tank capacities and capabilities including pumping system details; Navigation Equipment – Full details of all navigational equipment and instruments onboard; Safety Management – Details of Safety Management System (SMS) such as firefighting and lifesaving procedures and equipment; Operational History – Details of any incidents or accidents involving the vessel; Pollution and Prevention – Emission details for pollution prevention equipment and policies; Structural Condition – Condition details of cargo tanks, coatings, anodes, etc. And planned maintenance and inspection programs in place; Inert Gas Systems (IGS) and Crude Oil Washing (COW) Systems – Details of IGS and COW equipment and operational procedures; Mooring Systems – Details of mooring equipment and layout, and emergency towing system; Communications and Electronics – Vessel external and internal communication systems onboard, including Global Maritime Distress Safety System (GMDSS), Search and Rescue (SAR) capabilities, and survival craft radios; Engine Room and Steering Gear Systems – Details of vessels main propulsion, thrusters, generator, compressors, bunker types and capacities, steering gear and engine room details; and Vetting – SIRE and CDI inspection dates and locations.

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Every tanker that calls at the terminal is vetted and approved prior to its entry into Canadian waters. Vetting is carried out both by Transport Canada as part of the port state control, as well as Trans Mountain as part of the terminal’s operating practices. Canadian maritime regulations are outlined in the Canada Shipping Act and are regulated and enforced by both Transport Canada and Fisheries and Oceans Canada. The Canada Shipping Act is based on the regulations stipulated in the International Maritime Organization (IMO) created by the United Nations to prevent pollution and improve maritime safety.

3.1 RIGHT TO REJECT VESSEL

The pipeline shippers utilizing the transportation services of Trans Mountain Pipeline are responsible to nominate a suitable vessel to receive or deliver petroleum at Westridge Terminal. The rules and regulations governing the transportation of petroleum utilizing the pipeline facilities of Trans Mountain Pipeline ULC directs as follows:

A shipper tendering petroleum for delivery to the Westridge Terminal is required to submit a Vessel Proposal Form to Trans Mountain Pipeline ULC prior to the Shipper’s first batch leaving the Receipt Point.

Trans Mountain Pipeline ULC shall have the right to reject any vessel proposed by the Shipper that does not meet the safety, odour recovery, dimension or other standards and criteria as set from time to time by the Harbour Master of Vancouver, British Columbia and/or Trans Mountain Pipeline ULC.

3.2 TANKER ACCEPTANCE

Prior to any cargo transfers involving a tanker berthed at the Terminal, a two stage tanker acceptance process will be conducted as follows:

Tanker pre-screening for scheduling purposes

Tanker physical inspection

The objective of the tanker acceptance process is to ensure tanker operations do not endanger personnel, the public, or the environment. To meet this objective, the tanker acceptance process requires that tankers accepted for cargo transfer operations at the Terminal: are configured appropriately for safe cargo transfers

have no outstanding inspection deficiencies that would materially affect safety or transfer of cargo

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After a review of the initially available information provided by the Shipper as part of the pre-screening for scheduling purposes process, international databases (public and proprietary) Trans Mountain may either accept or deny scheduling of the vessel to the Terminal.

A vessel that has been deemed acceptable at the conclusion of the pre-screening for scheduling purposes process shall undergo, and successfully pass, a further physical inspection prior to being granted final permission to transfer cargo at the Terminal. This inspection shall be conducted by the Trans Mountain Loading Master and the results of this inspection shall be documented.

The tanker acceptance process shall be performed before and every time a vessel is scheduled to arrive in PMV for the purposes of cargo transfer at the Terminal. This process shall be performed regardless of whether or not the vessel has been accepted at the Terminal during a previous voyage. However, once accepted and if the schedule requires, the vessel may berth multiple times during a single voyage to allow cargo to be transferred in separate lifts.

The tanker acceptance process is not intended to, under any circumstances:

Interfere with the normal safe operation of the vessel; or

Interfere, replace, or assume the Masters', Owners', Carriers', Managers' own obligations and responsibilities; or

Interfere replace, or substitute any function or responsibility of Public Authorities or organizations, whether national or international, and/or of Classification Societies.

3.2.1 Tanker Pre-Screening for Scheduling Purposes

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

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Upon receipt of the completed Vessel Proposal form and Q88 questionnaire, the Shipper Services group shall relay this information to the Loading Master for review and investigation of the proposed tanker to ensure compliance.

Upon completion of the review and investigation of the Vessel Proposal form and Q88 questionnaire, the Loading Master shall advise in writing of his recommendation to accept or reject the proposed vessel.

Based on the recommendation of the Loading Master, the director of Western Region Operations will render an initial vessel acceptance or rejection decision. This decision will be communicated in writing to the Shipper by the Shipper Services group. A Shipper whose vessel failed this process may request a further review based on additional information.

3.2.2 Tanker Physical Inspection

Where a decision has been made to accept a vessel for scheduling purposes at the conclusion of the initial review process, the Loading Master will send a Pre-Arrival Checklist to the vessel’s Master.

The pre-arrival checklist must be completed by the Master or his designate and returned to the Loading Master for review at least twenty four hours prior to vessel arrival at the Victoria Pilot Station.

Non-compliance with the pre-arrival checklist may result in delay or refusal of berthing and/or cargo transfer.

The Loading Master will board the vessel and conduct a physical inspection to check requirements of ISGOTT (International Safety Guide for Oil Tankers and Terminals) are being met.

3.3 INTERNATIONAL SAFETY MANAGEMENT CODE (ISM CODE)

Developed by the IMO, the ISM Code provides vessels with an international standard for safe management and operational practices for safety at sea and pollution prevention. An ISM Certificate is issued only after a process of extensive and stringent audit of the vessel operator and vessel has been satisfied. A ship will not be allowed to leave port if a vessel does not comply with the requirements of its ISM Certificate.

3.4 ADDITIONAL VESSEL VETTING

Other organizations that inspect and monitor the condition of tankers are: Flag State – The authority of the flag state to which the vessel belongs inspects the vessel periodically. These inspections are focused on the safety of the vessel and personnel and their operating practices. Trans Mountain will only accept vessels

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

Termpol 3.9: Ship Specifications 18 Trans Mountain Expansion Project November 26, 2013 4. TERMINAL REGULATIONS FOR VESSEL ACCEPTANCE

4.1 GENERAL REQUIREMENTS

The vessel shall have an inspection report entered in the SIRE database that is not less than 6 months old on the nominated date of loading from the Terminal. During screening, the Terminal shall review the SIRE database for any observations on record that may pose a safety or operations risk. The vessel, owner, or operator shall be requested to explain any anomalies noted. The Ship's Master shall have reviewed, and agreed to in writing, the terms and conditions specified in the tanker acceptance criteria.

4.2 VESSEL AGE REQUIREMENTS

A tanker shall be less than 15 years old on her nominated Terminal loading date. The only exception to this may apply if the tanker remains less than 20 years old on the estimated date of becoming free of cargo loaded from Westridge terminal. Tankers over 15 years of age shall be Condition Assessment Program (CAP) rated with a minimum rating for its hull in accordance with the following equivalency tables:

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

LR/DNV/ABS GL BV Acceptance Period As new (5) As new or superficial 4 years from date of New condition (1) Negligible waste/wear (4) reduction only (1) survey 3 years from date of Minor defect (2) Moderate waste/wear (3) Minor defect (2) survey

4.3 VESSEL CONSTRUCTION REQUIREMENTS

The vessel shall be of double hull construction.

A tanker’s entire cargo tank area must be either provided with oil-tight center-line bulkheads or designed with center-tanks and wing-tanks. A tanker’s control room should be so situated as to allow the operator a view of the cargo deck area, including the manifolds.

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

4.4 VESSEL EQUIPMENT REQUIREMENTS The vessel shall be equipped (including mooring systems) in accordance with her age and size, Flag/State and Class requirements. (Refer to SOLAS, MARPOL, OCIMF, etc.). A copy of her Class Certificate shall be made available upon request. All vessels over 5000 mt DWT shall carry a minimum of eight (8) mooring lines on powered winches. Mooring lines may be of wire or synthetic material and construction suitable for the purpose. In case of wire or HMPE, suitable mooring tails shall also be provided. A vessel nominated to receive cargo at the Terminal shall be fitted with a Vapour Recovery System with capacity to connect to a 406 mm (16 inch) or 254 mm (10 inch) vapour recovery line. All vessels nominated to handle crude oil at the Terminal shall be equipped with an approved inert gas system. Cargo tanks will be inerted in accordance with ISGOTT recommendations. The vessel must be compliant with the requirements established by PMV Harbour Operations Manual and further described in the PPA’s requirements. Particular focus shall be placed on the capacity of fitted towing strong points. The vessel shall be fitted with an IMO approved ECDIS, which uses "official" electronic navigational charts. Tankers shall have individual pressure sensors with means of recording tank pressure fitted to each cargo oil tank if calling PMV during times of the year when ambient temperature is expected to reach or exceed 23°C.

4.5 REGULATORY COMPLIANCE

The vessel shall carry certification that verifies that she is built and operated in accordance with all relevant local and international laws and regulations, in particular the Canada Shipping Act and IMO provisions, as well as industry standards. The vessel shall be registered under the Flag of a country on the Tokyo MoU White List and meet the flag criteria for a low risk ship as listed by the Paris MoU. The vessel shall be classed with a member of IACS and shall comply with the applicable class rules.

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

4.6 TECHNICAL AND OPERATIONAL REQUIREMENTS The vessel shall be up-to-date with all Class inspection and survey requirements for vessels of her age without any pending or overdue Conditions of Class. The vessel shall carry and implement a Ballast Water Management Manual, which should be Class approved. The Loading Master shall review records. The vessel shall be capable of operating under "closed" cargo transfer condition. The vessel will ensure continuous monitoring of the cargo deck and manifold area during cargo transfer. The vessel shall have in operation equipment that prevents the overboard discharge of untreated sewage. The vessel shall secure all bilge overboard discharge valves under charge of the Chief Engineer prior entry in to the Canadian exclusive economic zone (EEZ) and those shall remain secured until the vessel has departed the Canadian EEZ. The vessel shall use fuel in main engines and auxiliary engines that is in accordance with prevalent rules and regulations of the port and region.

2 The International Transport Workers' Federation (ITF) is an international trade union federation of transport workers' unions. Around 700 unions representing over 4.5 million transport workers from some 150 countries are members of the ITF. It is one of several Global Federation Unions allied with the International Trade Union Confederation (ITUC). The ITF represents the interests of transport workers' unions in bodies which take decisions affecting jobs, employment conditions or safety in the transport industry, such as the International Labour Organisation (ILO), the International Maritime Organisation (IMO) and the International Civil Aviation Organisation (ICAO). The ITF's headquarters is located in London and it has offices in Nairobi, Ouagadougou, Tokyo, New Delhi, Rio de Janeiro, Amman, Moscow and Brussels.

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

Termpol 3.9: Ship Specifications 22 Trans Mountain Expansion Project November 26, 2013 5. REFERENCES

GloBallast. (n.d.). The IMO Ballast Water Management Convention. Retrieved from GloBallast: http://globallast.imo.org/index.asp?page=mepc.htm&menu=true

International Chamber of Shipping. (2006). International Safety Guide for Oil Tankers and Terminals (ISGOTT). Oil Companies International Marine Forum (OCIMF).

MarineTraffic.com. (n.d.). Retrieved 04 02, 2013, from MarineTraffic.com: http://www.marinetraffic.com/

Shipyard Brodosplit. (n.d.). Tankers Brodosplit Shipyard. Retrieved October 23, 2013, from Nautic Expo: http://pdf.nauticexpo.com/pdf/brodosplit-shipyard/tankers/32260- 16931.html#search-tanker

Transport Canada. (1984). Standard For Inert Gas Systems - TP 04295E. Ottawa: Canadian Government.

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APPENDIX A:

VESSEL SPECIFICATION DATABASE

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(A) AFRAMAX – DOUBLE HULLS ONLY

Table A-1: Aframax Vessel Characteristics

Measurement Minimum Maximum Average LOA (m) 210.5 272.5 244.3 LBP (m) 203.0 260.6 233.9 Beam (m) 32.2 48.8 42.4 Draught (m) 11.6 22.5 14.7 Deadweight Tonnage 81408 119456 106921 Capacity by Volume (m3) 24842 134597 116583 Source: Clarkson Register

(B) PANAMAX – DOUBLE HULLS ONLY

Table A-2: Panamax Vessel Characteristics

Measurement Minimum Maximum Average

LOA (m) 182.9 257.4 227.3 LBP (m) 175.5 236.0 218.1 Beam (m) 32.0 40.0 32.7 Draught (m) 11.3 14.7 13.9 Deadweight Tonnage 60442 78532 72112 Capacity by Volume (m3) 64000 88652 78761 Source: Clarkson Register

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