Academy | Introducing Tanker Chartering Academy

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Question 1

Building a new VLCC tanker costs double the price of a Suezmax tanker as she has double loading capacity.

Question 2

Jet, Diesel and Gasoil are clean cargoes.

Question 3

Suezmax vessels require the double number of officers and engineers versus MR vessels.

Question 1

The Commercial Operator of a vessel may differ from the Technical Operator.

Question 2

A voyage starts in the first load port and completes in the last discharge port.

Question 3

A vessel goes from ‘On Subs’ back to ‘Unfixed’ status when the fixture is canceled.

Question 1

From a tonnage list, Chartering Officers can mainly extract information on available cargoes.

Question 2

Chartering Officers provide freight market's reports and insights to Brokers.

Question 3

The Additional War Risk Premium is the largest cost component in a TCE calculation.

Question 1

The TCE, the voyage duration as well as the Charterer's preference (i.e. age or capacity) are key considerations during the cargo selection from the Chartering Officer.

Question 2

Q88 is considered the identity card of a tanker as it includes all key technical characteristics of the vessel. Q88 is the most critical document required in any cargo discussion.

Question 3

The vessel itinerary (ETB/ETS) is a critical parameter to take into consideration before fixing a vessel.

Question 1

Voyage Charter Parties are typically custom and re-written between the Owner and the Charterer in every cargo negotiation.

Question 2

When a vessel is actively being worked and has been offered firm to a Charterer, the Chartering Officer cannot send offers for other cargoes.

Question 3

When fixing under WS, the minimum freight is calculated based on the actual quantity of cargo that the vessel loaded.

Question 1

Operations is the main department in a shipping company that holds the communication channel with the vessel.

Question 2

Brokers act as intermediaries between the Owners and the Charterers during the pre-fixing stage. After fixing, the vessel’s Operator contacts the Charterers directly for questions and requests.

Question 3

Part of the Operator's responsibilities is to make sure that the voyage is executed according to the voyage Charter Party.

Question 1

The factor that affects the intake of a vessel is the specific gravity of the cargo. The salinity of the water in the load and discharge areas does not have an impact.

Question 2

A vessel loads ballast water, for stability purposes, while discharging a cargo.

Question 3

The laytime shall commence once the Captain tenders a valid SIRE, notifying all parties that the vessel is in all respects ready to load her cargo.

Question 1

Scrubber-fitted vessels can burn HSFO fuel everywhere.

Question 2

Vessel consumption is linearly related to the sailing speed.

Question 3

Upon fixing a bunkering stem, the Bunkering Officer receives the Certificate of Quality (COQ) from the Supplier.

Question 1

The Port Agent is appointed by the Operator once the vessel arrives at the port.

Question 2

A pilot and tug boats might be needed to ensure safe navigation within the port.

Question 3

In some ports, the charges are higher if the vessel arrives within the weekend.

Question 1

A speed-up claim refers to extra bunkers consumed in cases where the Charterer orders the vessel to sail with higher speed than the agreed one.

Question 2

When needed, the boiler consumes fuel to heat up the cargo, but the extra consumption is usually immaterial.

Question 3

The Post Fixture department sends the claims along with the supporting documentation to the Charterers at the end of each financial year.

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