in the voyage in order to maintain the temperature rather than to be obliged to raise the temperature of the cargo significantly at the end of the voyage. If there is doubt about the heating instructions, the master should check with the charterers. The tank temperatures should be recorded twice daily.
Attention should be paid to the condition and operation of the pressure-vacuum valves on the tank venting system in order to ensure that they are functioning correctly. Failure to operate these valves properly may lead to a significant loss of product during the voyage.
● Pumping/loading records ● Stowage plan ● Loading and discharge port calculations ● Details of any cargo transfers.
They may also include records of all oil transfer, whether loading, discharging or internal and including bunkering operations. It should be noted that such records will assist not only with the defence of shortage and contamination claims but with handling of other possible disputes including performance claims and demurrage and dispatch disputes. The need to keep full records of bunker quantities and to properly maintain the oil record book cannot be over emphasised.
During the voyage
Provided the ship’s fittings are properly maintained, the cargo will require little attention during the voyage unless heating is required. In such cases, it is important to follow the charterer’s instructions particularly bearing in mind the specifications of the cargo carried. In some cases failure to heat the cargo properly may lead to severe difficulties. When crudes requiring heating are carried, particularly those with high wax content, it is important that the charterers provide clear instructions for heating both on the voyage and throughout discharge. Often, heating instructions are not sufficiently precise with the charterers relying on the experience of the master. Usually, it is wise to heat early
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Finally, as mentioned earlier, the loading has been carefully planned, there should be no necessity to transfer cargo between cargo tanks during the voyage. Indeed this should be avoided unless absolutely necessary as differences between ullages and soundings taken before and after the voyage invariably lead to disputes when defending shortage claims. Ideally, the two sets of readings should not differ to any degree. Owners should discourage the practice and insist that any transfers which the master considers urgent and essential be reported and properly recorded in the oil record book. Many charter parties do in fact require the master to notify the charterers of any cargo transfers.
Before arrival at the discharge port
A proper discharging plan should be prepared, taking into account any restrictions or requirements. It must include a careful check on not only the trim condition during discharge but on the stress conditions. Care should be taken to ensure that the parameters laid down by the shipbuilders are adhered to. It is also important to take into account the required discharging temperature and the need to maintain this temperature throughout the discharge. When discharging in ports where low sea temperatures prevail, this may require considerable vigilance. In those tankers fitted with inert gas and COW it is wise to ensure in advance that the systems are fully operational in readiness for the forthcoming discharge.
On arrival at the discharge port
On completion of the arrival formalities, the need to communicate with representatives of the discharging facility is no less important than at the loading port. Full liaison should include the exchange of all relevant information about the cargo, including the maximum discharge rates, the discharge plan, safety procedures, shutdown procedures scheduled shore stops and any local regulations. If the ship is fitted with COW it must be clear whether COW is to be carried out, particularly bearing in mind any Marpol requirements.
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