Finding Cargo and Fixing the Vessel
Finding Cargo and Fixing the Vessel
It all begins when the chartering department is trying to find cargo for the vessel. Refineries and Crude terminals have cargoes to be shipped out on specific dates only. It is the Shipping Company’s Chartering Department’s responsibility to find a vessel which can best suit the charterer’s requirements.
The Chartering Team shortlists a vessel depending on her geographical location, size of the vessel and her current trade. This is when the vessel is sent out several questionnaires to fill up and with multiple stowage plan requests.
While fixing the vessel, time is of the utmost essence and it is imperative that all queries and stowage plans are returned as swiftly as possible. This could make the difference in a vessel winning or losing the cargo.
When drafting stowage plans it is vital that the intake is maximised. A rule of thumb is “More Cargo, More Freight”. Care should be taken to ensure that bunker consumption, FW, Stores, un-pumpable ballast, tank washings, etc. are accurately accounted for Overestimation of these deductibles leads to a loss of cargo intake, while underestimating the deductibles can lead to overloading the vessel.
Once a stowage plan is sent out, the vessel’s Master guarantees that he can load the mentioned quantity provided that the density is either as mentioned in the stowage plan or more. There is no room for error so understanding of the vessel’s sag and deducing a reasonable estimate of the constant is very important.
When the charterer has in principle accepted a vessel for potential trade, it is said to be on Subs (which means subject to). Several companies / brokers are usually vying for the same cargo and it is not uncommon for several vessels to be on subs at the same time for a single cargo. Once the charterers have finalised on one vessel, it is said that the subs are lifted and that particular vessel is nominated for the cargo.
Voyage Fixture, Charter Party and Voyage Orders
•The voyage fixture is generally sent out prior detailed voyage orders and charter party abstracts. This will include a brief snapshot with key details regarding the load port, cargo nomination and discharge port
•Detailed Voyage Orders and Charter Party abstracts are subsequently sent out to all vessels. Any mismatch between the initial voyage fixture and the voyage orders should immediately be taken up with the operations
Bunker ROB and Cargo Tank Preparation
•After receipt of the fixture / voyage orders, it becomes the owner’s responsibility to get the vessel ready to load the cargo. Having sufficient bunkers and preparing the tanks are two vital components of this “responsibility”. For vessels on Time Charter, bunkers become the charterer’s responsibility
While preparing tanks, it should be borne in mind that the cargo should be discharged in the same quantity and quality as was loaded. Tank Preparations should be discussed with the Nautical Department and a Tank Cleaning plan drawn up
•Several reputed publications (Shell Tank Cleaning Guide, BP Tank Cleaning Guide, Dr. Vervey’s T/C Guide, etc.) are available that will give specific guidelines on the methods to be utilised for tank cleaning. The company’s SMS should always be consulted prior commencing operations.
