SUGGESTIONS ON CHANGES / CHECKS REQUIRED WHEN OPERATING / PURCHASING PRODUCT

TANKERS

PRE-BUYING INSPECTION – PRODUCT TANKER SPECIFIC

Pre-buying Challenges:

1. Coating Condition in cargo tanks –

 includes engaging a representative from the coating manufacturer for the health
check of paint coating.
 coating damage may have to be closely examined with UV lights for cracks,
blistering, coating discolouration and undercoating corrosion damage etc.
 Request for the Coating Compatibility List and check the coating details with
onboard records.
2. Cargo Additives – Storage, doping equipment, permanently installed safety equipment
 Check Storage Space for storing large amount of cargo additives,
 Check if vessel is provided with closed in-line additive injection system.
 In case of manual doping, check doping equipment & injection system for closed
doping operation, including anti-static, inhibitors, dyes, H2S knockdown etc.
3. Mooring Equipment – Type, Stowage arrangement etc.
 Some trades require stowing of wires as well as ropes. Some vessels are equipped
with it and have special stowing arrangements.
 Mooring equipment need to be checked for compatibility with the standard ports.
4. ODME Compatibility - To check if the ODME is suitable for discharging Bio Oils / Diesels as
this is a permissible cargo (Usually Blended) as per the coating manual / MARPOL. However,
in case ODME is not suitable for decanting these residues, disposal is a costly affair.
5. BWTS & Ballast Tanks –
 Inspection of ballast tanks – as these vessels routinely trade in river ports, they are
susceptible mud accumulation & bottom longitudinal paint abrasions.
 Limitations of the BWTS w.r.t. calling port with challenging waters needs to be
carefully assessed.
6. STX built MR Tankers - Some of the STX Korea built ships do not have Bilge Wells in the Slop
tanks. Though the quantity of residue is theoretically below the admixture limits, it still
becomes necessary to remove the detectable residues by washing & gas freeing the tanks.
The tank particulars to be checked thoroughly for this defect.
7. LSMGO Carriage Capacity - LSMGO carriage capacity should be large enough for extended
operations in Europe / USA.
8. FAME (Fatty Acid Methyl Esters) Cargo History - Last 10 cargo’s certificate of analysis to
determine if they contain FAME (biofuel derived from veg oils or animal fats) containing 75%
or more of petroleum oil are subject to the provisions of Annex 1 of MARPOL.
 ODME compatibility consideration
 Contamination considerations
 propensity for FAME cargoes to cling to the surfaces of tanks only to re-emerge at a
later date and cause contamination issues with subsequent cargoes.
MANNING CHALLENGES

1. Considering the operational challenges as mentioned below, competent crew members are
required who are experienced in handling MR Product with specialized operation, extensive
experience of blending, co-mingling cargoes, doping operations to add additives, carriage of
special cargoes such as clean petroleum products, biofuels etc.
2. Many product tankers are engaged on long term STS operations. Under such circumstances,
Senior Second Officer holding C/O license may have to be provided on board, in order to
provide qualitative help to the Chief Officer During Tank Cleaning / Purging / Gas Freeing /
Tank Cleaning Operations.
3. Junior Officer (Cadet Holding Certificate) should be employed where possible to assist the
Chief Officer with additional generated paperwork.
4. Given the short interval between tank entries. Extra Manpower may be required on occasion
for tank preparation

TRAINING CHALLENGES

1. Training for specialized operations such as blending, comingling of cargoes, doping with
additives, carriage of biofuels, special tank cleaning operations which may also involve
methanol steaming, wall wash tests, change over of cargoes from white to black, black to
white etc.
2. Training for handling specialized equipment which are not common on crude ships such as
fixed additive ingestion systems, manual doping equipment, specialized PPE and other
equipment such as TFE Chemical resistant Wilden P/P etc)

OPERATIONAL / COMMERCIAL

1. Procedural changes – tank washing, purging, gas freeing, tank mopping, chemical rinsing,
methanol steaming, wall wash tests, fixed and manual injection of additives, carrying of
FEMA products (falling under Annex 1 of MARPOL Etc).
2. Open sampling will have to be considered for certain products, may have to be confirmed at
the fixture, risk assessment and approval process may have to be included in Product Tanker
Manual.
3. Indemnity for various additives, inhibitors, H2S Knockdown agents etc. which may
permanently alter the quality of cargo
4. Commercial considerations for carrying biofuels (FEMA products)
5.

1. Robust Procedures for tank entries will be required, given the short interval between tank entries.
Extra Manpower may be required on occasion for tank preparation.

2. Charterer / shipper to provide the dye, Material data sheets and manpower to carry out the
dye injection. If the operation is to be carried out by ship staff, then proper risk assessment and
approval from office is required & considering the risks, this must be agreed upon in advance.
3. Charterers often insist on Open hatch sampling for certain cargo’s & this must be confirmed
at the time of fixture. If the operation is to be carried out, then proper risk assessment and approval
from office is required in addition to the procedures to be included in the Product tanker manual.

4. Effects of dyeing of the cargo on tank coating – LOI prior every operation if not mentioned in
C/P

5. When shore is using a line displacement method for loading multiple grades with the same
lines, a letter disclaiming vessel’s responsibility for line interfaces between grades should be given –
To be included in SMS

6. When the terminal provides only one line for discharging multiple grades LOP should be
given – To be included in SMS

7. When the Surveyor refuses to seal and mark the samples taken for the ship retention. An
entry should also be made in cargo log book regarding the same & LOP Issued.

8. Master & Mate should use their judgement and experience in analyzing any situation that is
likely to threaten the interests of the Owners / Charterers and issue a letter of protest accordingly,
eg Presence of water in Manifold Sample, Off color cargo during sampling.

9. MSD should be closely consulted regarding line displacements, discharging multiple grades
through a single line, off specification manifold sampling and any other situation or process which is
likely to lead to contamination of the any grade of cargo.

10. Cargo planning should always include complete segregation between multiple grades. Unless
specifically instructed by the charterers against LOI, single valve segregation between different
grades to be completely avoided.

11. Different global trading patterns (Specially short / Multiple voyages in Europe in

12. Ship’s crew to be trained / familiar with Rope handing and inspections routines due to ease
of ware of ropes.

13. Certain terminal’s requires ropes to be of a much higher MBL than the mooring winch brake
rendering capacity. Procedures to be in place for same & crew training for same (Eg La Libertad +
Esmeraldas)

14. Panama Canal Crossing procedures & dealing with Pink Slip notations (Waivers)

15. At fixture stage, charterers must be made aware that for conventional product tankers,
cargo Recirculation will not be possible due to risk of Overflow. In case same is required, vessel will
need to maintain few tanks empty & all operations to be on best endeavor basis without liability &
against LOI.

1. Suggested that during the Pre-Buying Inspection, a representative from of the coating
manufacturer be present for a health check-up. It is found that they have a more pessimistic view of
the coating, and this helps the buyer in case any repairs required during next survey / when
negotiating price. Additionally Coating compatibility list to be requested.

2. Similarly, during buyer inspection, we should arrange a health check-up Inspection by the
engine manufacturer to detect potential problems in the ME.
3. Extensive photos to be taken during the inspection, specially of the stores / spares where
possible. In case OF as is basis sale, helps determine if items have been removed by the previous
owner before handover.

4. Where possible / as part of MOU we should request for Spares list.

5. Cargo tanks to be thoroughly inspected for coating discolouration, blistering, damage.

6. Due to corrosive effects of clean cargo’s, possibility of soft repair patches in the P/Room
bottom drain lines is always there. Additionally Pumps to be checked for Mechanical seal leakages.

7. To check if the ODME is suitable for discharging Bio Oils / Diesels as this is a permissible
cargo (Usually Blended) as per the coating manual / MARPOL. However, in case ODME is not suitable
for decanting these residues, disposal is a costly affair.

8. Some of the STX Korea built ships do not have Bilge Wells in the Slop tanks. Though the
quantity of residue is theoretically below the admixture limits, it still becomes necessary to remove
the detectable residues by washing & gas freeing the tanks. The tank particulars to be checked
thoroughly for this defect.

9. Inspection of ballast tanks – as these vessels routinely trade in river ports, they are
susceptible mud accumulation & bottom longitudinal paint abrasions.

10. LSMGO carriage capacity should be large enough for extended operations in Europe / USA.

11. Last 10 cargo’s certificate of analysis to determine if they contain FAME

MANNING / TRAINING

1. Additional Officer provided onboard should be a Senior Second Officer holding C/O license or an
Additional Chief Officer / Trainee Chief Officer, in order to provide qualitative help to the Chief
Officer During Tank Cleaning / Purging / Gas Freeing / Tank Cleaning Operations.

2. Junior Officer (Cadet Holding Certificate) should be employed where possible to assist the Chief
Officer with additional generated paperwork.

3. As vessels routinely engage in blending / co-mingling of cargo’s while loading procedures to be

included in the SMS.

4. On rare occasions, vessels crew will be required to carry out Additive addition into the cargo,
proper procedures to be available for same including PPE Kits & equipment (TFE Chemical resistant
Wilden P/P etc)

OPERATIONAL / COMMERCIAL

1. Robust Procedures for tank entries will be required, given the short interval between tank
entries. Extra Manpower may be required on occasion for tank preparation.

2. Charterer / shipper to provide the dye, Material data sheets and manpower to carry out the
dye injection. If the operation is to be carried out by ship staff, then proper risk assessment and
approval from office is required & considering the risks, this must be agreed upon in advance.
3. Charterers often insist on Open hatch sampling for certain cargo’s & this must be confirmed
at the time of fixture. If the operation is to be carried out, then proper risk assessment and approval
from office is required in addition to the procedures to be included in the Product tanker manual.

4. Effects of dyeing of the cargo on tank coating – LOI prior every operation if not mentioned in
C/P

5. When shore is using a line displacement method for loading multiple grades with the same
lines, a letter disclaiming vessel’s responsibility for line interfaces between grades should be given –
To be included in SMS

6. When the terminal provides only one line for discharging multiple grades LOP should be
given – To be included in SMS

7. When the Surveyor refuses to seal and mark the samples taken for the ship retention. An
entry should also be made in cargo log book regarding the same & LOP Issued.

8. Master & Mate should use their judgement and experience in analyzing any situation that is
likely to threaten the interests of the Owners / Charterers and issue a letter of protest accordingly,
eg Presence of water in Manifold Sample, Off color cargo during sampling.

9. MSD should be closely consulted regarding line displacements, discharging multiple grades
through a single line, off specification manifold sampling and any other situation or process which is
likely to lead to contamination of the any grade of cargo.

10. Cargo planning should always include complete segregation between multiple grades. Unless
specifically instructed by the charterers against LOI, single valve segregation between different
grades to be completely avoided.

11. Different global trading patterns (Specially short / Multiple voyages in Europe in

12. Ship’s crew to be trained / familiar with Rope handing and inspections routines due to ease
of ware of ropes.

13. Certain terminal’s requires ropes to be of a much higher MBL than the mooring winch brake
rendering capacity. Procedures to be in place for same & crew training for same (Eg La Libertad +
Esmeraldas)

14. Panama Canal Crossing procedures & dealing with Pink Slip notations (Waivers)

15. At fixture stage, charterers must be made aware that for conventional product tankers,
cargo Recirculation will not be possible due to risk of Overflow. In case same is required, vessel will
need to maintain few tanks empty & all operations to be on best endeavor basis without liability &
against LOI.

16.

SAMPLING / CARGO CONTAMINATION / PROCEDURES (Very Important)

1. Robust Sampling / Monitoring is required to protect the owner from any potential claims.

2. SMS should include guidance on Manifold Sampling, First Foot Sampling, Sample Storage /
retention.

3. Adequate space to store samples & Additives with Fixed Fire Fighting systems.
4. Some Hypersensitive cargos can be contaminated by vapour

5. Dealing with contents of Residue tanks & methods of inerting them when under positive
isolation.

6. Possibility of increase in O2 content due to nature of cargo in tanks (Jet A1 & ULSD )

SMS INCLUSIONS

1. Contamination due to IGS / Cargo Vapor / Sea Water

2. Tank Cleaning Guides - Shell / BP / HM50 + Procedures (Include Inerting ~ O2 content > 3% to
avoid soot contamination)

3. Sampling Procedures (Including Open Sampling)

4. Static Electricity Hazards

5. High Vapor Pressure Cargoes - Deck Cooling / Discharge Procedures

6. Vapor Recovery System - Checking Shore Filters

7. Adding of Additives, Blending and Comingling Procedure

8. Product Classification & Background Information on Products

9. Special Cargo Carriage - Bio Fuel

10.FAME, MTBE & ETBE contents in cargo

11.Benzene Precautions

12.Contamination from Shore Lines and Hoses

13. Cargo Tank Inspection procedures – Periodicity to make 12 Months / Coating inspection