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A crude-oil tanker is unloaded through a planned ship-to-shore transfer system. After the vessel and terminal agree the cargo plan, responsibilities, communications and safety checks, the tanker’s cargo pumps push crude through shipboard valves, a manifold and a berth connection—usually a cargo hose or marine loading arm. Shore pipelines and valves then direct the flow into the designated receiving tanks.
The operation is a controlled sequence rather than a single pumping action: plan and check readiness, connect the cargo path, start at an agreed rate, monitor the transfer, and finally strip, drain or otherwise clear the connection and lines. The berth layout, vessel, pumps, flow limits, tank routing and port rules determine the exact arrangement.
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The ship-to-storage path in six stages
Every terminal has its own drawings, operating limits and procedures, but the discharge normally follows this order:
- Plan and coordinate: The tanker and terminal exchange cargo, berth and safety information, assign responsibilities and establish communications before arrival.
- Confirm readiness: Both sides complete the applicable ship/shore checklist and jointly agree that the vessel, berth, receiving system and people are ready to start.
- Connect the cargo path: The vessel’s manifold is connected to the berth’s fitted hose or marine loading arm, then to the terminal’s receiving pipeline.
- Commence discharge: The ship operates its cargo pumps and valves in the agreed sequence while the terminal opens and controls its receiving valves.
- Monitor and adjust: Tanker and terminal personnel communicate throughout the transfer, checking pressures, flow behavior, tank levels, equipment condition and any changes to the plan.
- Finish and clear: The cargo is stripped as planned, the line and connection are drained or cleared by the agreed method, and both parties complete final checks before departure.
Industry guidance treats discharge commencement, periodic checks, stripping and line clearing as separate operational stages. A terminal should therefore have a procedure for each stage, not just a general instruction to “pump ashore.”
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What must be agreed before the tanker arrives?
Cargo, berth and receiving-tank planning
The terminal and vessel establish which crude parcels will be discharged, the berth to be used, the intended sequence and the receiving tanks or tank groups. Routing is site-specific: a terminal may have several shore pipelines, manifolds, valves and tanks, and the selected path depends on the cargo plan and the condition or availability of its equipment. Neither a universal tank order nor a single standard pipeline arrangement applies to all terminals.
The plan also considers the ship’s tank distribution, expected trim, stability and hull stresses as cargo is removed. Discharge order and rate can affect those conditions, so the vessel’s cargo officers and the terminal’s operators coordinate any changes rather than improvising them during pumping.
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Responsibilities and communications
The International Safety Guide for Oil Tankers and Terminals (ISGOTT 6), published by the Oil Companies International Marine Forum with the International Chamber of Shipping and the International Association of Ports and Harbors, treats the transfer as a joint ship/shore operation. Its approach is that communication starts before arrival and continues through completion and departure. The vessel and terminal should identify who operates each pump, valve, alarm, emergency shutdown and communication channel, and how either side will stop or suspend the transfer.
OCIMF summarizes the principle this way: “Safe transfer operations depend on good communication between the terminal and tanker, from pre-arrival to post-departure, and on complying with agreed safe procedures at all stages.” That statement is guidance, not a replacement for the terminal’s approved procedures or the port’s legal requirements.
Checklist and readiness meeting
The ship/shore safety checklist is not a formality completed only after mooring. The OCIMF checklist process is intended to begin before the vessel arrives and continue until it leaves. At the berth, the responsible officers verify the agreed cargo, connection, communications, emergency arrangements and operating limits. Discharge starts only after the vessel and terminal jointly establish readiness and agree the planned start.
How the ship connects to the terminal
Hose or marine loading arm
The physical interface is normally a cargo hose or a marine loading arm fitted at the berth. The chosen equipment depends on the berth design, vessel manifold, movement allowances and local operating procedure. A hose and a loading arm are not interchangeable instructions for every berth; operators use the equipment installed and approved for that location.
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On the tanker, crude leaves the selected cargo tank through internal suction arrangements and cargo valves, reaches the cargo manifold and enters the connected hose or loading arm. On shore, the line enters the terminal manifold and is routed through pipelines and valves to the designated receiving tank. The terminal’s operators confirm valve alignment against the cargo plan before opening the path.
| Part of the path | Primary function | What varies by site |
|---|---|---|
| Ship cargo tanks and suction system | Collect the crude parcel and present it to the ship’s cargo pumps | Tank arrangement, stripping equipment and discharge sequence |
| Ship cargo pumps and valves | Move and regulate crude out of the vessel | Pump configuration, controls, operating limits and valve sequence |
| Ship manifold and berth connection | Provide the ship-to-shore interface | Hose or marine loading arm, flange arrangement, reach and movement limits |
| Terminal manifold and pipelines | Receive crude and route it to the selected tank | Pipeline layout, valve stations, segregation and available routes |
| Receiving storage tanks | Accept and hold the crude after discharge | Tank allocation, capacity, operating condition and local controls |
The table describes functions, not a universal design. A particular terminal may include additional equipment or use a different pumping and control arrangement.
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Step-by-step: how discharge takes place
1. Complete the pre-arrival plan
Before berthing, the terminal and tanker exchange the information needed to make a workable plan: cargo identity and quantity, berth compatibility, connection requirements, receiving route, communications and emergency contacts. They also consider weather, port restrictions and any local rules that affect dangerous-cargo operations. The checklist process begins at this stage, so discrepancies can be resolved before hoses or arms are connected.
2. Verify berth and vessel readiness
Once moored, the responsible personnel inspect the agreed interface and confirm that the ship and terminal are ready. This includes checking the selected manifold, hose or loading arm, communication link, emergency arrangements and valve line-up. The vessel confirms its cargo system is prepared for the planned sequence; the terminal confirms that the receiving pipeline and tank route are available. Both sides then agree the commencement signal and the initial operating conditions.
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Operators connect the berth equipment to the vessel manifold using the approved procedure for that installation. They verify the connection, support and movement limits, then align the shore and ship valves so the intended path is available while unintended paths remain isolated. Connection work is complete only when both sides have checked it and recorded or communicated readiness according to local procedure.
4. Start slowly and confirm the path
The tanker starts its cargo pumps and opens valves in the agreed order. The terminal opens its receiving valves as planned. An initial, controlled start lets the operators confirm that crude is moving into the intended shore line and tank without an unexpected pressure response, leak or valve-position problem. ISGOTT treats pump and valve operation and commencement as explicit subjects because starting the transfer is a distinct control point.
5. Maintain and monitor the transfer
During the main discharge, the ship and terminal maintain the agreed communication channel and report changes promptly. They monitor the cargo system, connection and receiving route, including relevant pressures, flow indications, tank levels, alarms and visible condition of the interface. The exact instruments and limits are set by the vessel, terminal and port procedures; no single flow rate or pressure value is valid for every tanker and berth.
Periodic checks are separate from the initial start-up. Operators confirm that valves remain correctly aligned, the receiving tank is accepting cargo as expected and the vessel remains within its planned stability, stress and trim limits as weight leaves the ship. Tank atmosphere and other parallel ship operations are also managed under the approved cargo plan. If an abnormal indication, communication failure, leak, alarm or change in conditions occurs, the parties follow their agreed stop or suspension procedure rather than making an uncoordinated adjustment.
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If the plan requires moving from one ship tank, parcel or shore tank route to another, the change is treated as a controlled operation. The ship and terminal agree which valves will change, in what order, and how the receiving system will be protected from an unintended mix or pressure surge. They communicate the change and verify the new alignment before continuing. The number of route changes and the timing are terminal- and cargo-specific.
How the terminal receives and stores the crude
After crossing the berth connection, crude travels through the terminal’s receiving pipeline to the tank selected in the cargo plan. The terminal’s valve network determines whether the flow goes directly to one tank, is split or is switched between tanks. The receiving tank must be designated and available under the terminal’s operating rules before discharge starts.
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Storage routing is therefore a control decision, not an automatic consequence of connecting a tanker. Operators use the terminal’s line-up and communications process to ensure that the crude enters the intended system. The reviewed industry guidance does not establish a universal tank size, pipeline diameter, transfer rate, discharge duration or measurement method, so those values should be obtained from the specific terminal and vessel documentation.
Finishing the cargo operation: stripping, draining and line clearing
Stripping the vessel
Near the end of discharge, the vessel follows its approved stripping plan to remove remaining cargo from tanks and associated lines. Stripping must be coordinated with the terminal because the receiving path, pump conditions and tank capacity still matter. The sequence also continues to account for vessel stability, stress and trim.
Clearing the transfer line
Once bulk pumping is complete, the ship and terminal agree how to drain or clear the hose or marine loading arm and connected pipelines. The method is installation-specific and may involve draining to an approved containment or receiving system under the terminal’s procedure. Operators do not simply disconnect a cargo connection that may still contain crude under pressure. They verify the line condition, isolate valves and complete the agreed clearance steps before breaking the connection.
Close-out and departure
The parties record completion, close the applicable checklist items, report any defects or deviations and confirm that the berth is safe for disconnection. Communication continues through post-transfer activities and departure, consistent with the ISGOTT approach that ship/shore coordination extends beyond the pumping period.
Crude oil washing is a separate operation
Crude oil washing (COW) should not be presented as an automatic part of unloading every tanker. It is a separate operation requiring the applicable ship procedures, permissions and controls. Whether it can be carried out depends on the vessel’s approved COW manual, the crude’s suitability, the terminal and port rules, and the agreed cargo plan.
ADNOC Petroleum Ports Authority rules illustrate how local requirements can add specific conditions. In those ports, a COW request must be made at least 24 hours before arrival, the terminal must accept it, the vessel must have an approved COW manual and suitable crude, and a record of system pressure testing is required. Those conditions apply to that jurisdiction; they are not a worldwide rule for every oil terminal.
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Why terminal setups cannot be reduced to one standard diagram
Two terminals may both discharge crude from tankers yet differ materially in equipment and operating limits. A useful comparison examines the following dimensions:
| Comparison dimension | Questions to ask | Why it matters |
|---|---|---|
| Ship/shore connection | Is the berth fitted with a hose, a marine loading arm or another approved interface? Does it match the vessel manifold? | Determines how the cargo path is physically established and cleared. |
| Pumping and control | Which vessel pumps and valves move the cargo, and what terminal controls govern receipt? | Defines start-up, adjustment and shutdown responsibilities. |
| Berth and pipeline layout | How many manifolds, lines and valve stations are available, and which are approved for the cargo? | Controls routing, segregation and possible tank changes. |
| Receiving tanks | Which tank or tanks are designated, and what capacity and operating restrictions apply? | Determines whether the shore system can accept the planned parcel. |
| Monitoring and limits | What pressures, alarms, communications and inspection intervals are specified? | Provides the basis for detecting and responding to abnormal conditions. |
| Rules and procedures | Which port, terminal, vessel and national requirements govern the transfer? | Local legal requirements can add checklist items or permissions. |
There is no evidence for a single industry-wide transfer rate, discharge time or equipment configuration. Those figures must come from the terminal’s operating documents and the vessel’s cargo plan.
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Common problems and the correct response
The connection does not match
A manifold, hose or loading arm that is incompatible with the berth plan is a readiness failure. Do not improvise an adapter or alter the sequence without authorization. Stop the connection activity, notify the responsible ship and terminal officers, and resolve the mismatch through the approved berth procedure.
The receiving tank or route is unavailable
If the designated tank cannot accept cargo, the terminal should not redirect flow casually. The ship and terminal must agree a new tank or route, verify the valve line-up and confirm that the change fits the cargo and stability plan before pumping continues.
Pressure, alarm or leak indication appears
An unexpected pressure response, alarm, visible leak or loss of communication calls for the agreed suspension or emergency-stop procedure. The responsible personnel communicate the status, secure the system as required and investigate before resuming. The correct action and isolation points are site-specific and should be defined before transfer.
Vessel condition changes during discharge
As cargo leaves, draft, trim, stability and hull stresses change. If the vessel approaches a planned limit, the cargo officers and terminal coordinate a revised sequence or rate under the approved plan. Continuing solely because the shore tank is available can create an unsafe ship condition.
Which guidance governs the operation?
ISGOTT 6 is the principal international industry reference identified for the ship/shore safety interface. It covers communication, checklist use, cargo pump and valve operation, commencement, periodic checks, stripping, line clearing, tank stability, stress and discharge planning. It should be used as professional guidance alongside the vessel’s manuals, the terminal’s procedures and the applicable port law.
Port rules can make those controls mandatory or add local conditions. ADNOC Petroleum Ports Authority, for example, requires crude-oil and petroleum-product transfers in its ports to comply with the latest ISGOTT edition and requires checklist compliance before, during and after dangerous-cargo transfer. A different port may publish different requirements, so operators must identify the governing jurisdiction before the vessel arrives.
What the process means in practical terms
Unloading a crude tanker is a coordinated transfer from the ship’s cargo system, through a controlled berth connection and terminal pipeline, into an assigned storage tank. Pumps and valves provide movement and isolation; the ship/shore checklist and continuous communication provide coordination; monitoring and stability planning keep the operation within its agreed limits; and stripping and line clearing complete the job safely. The equipment and exact sequence belong to the particular vessel, berth and port—not to a universal oil-terminal template.
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