The Petroleum Ports Authority permits only double hull tankers to load any grades of oils regardless of the flag and size of the vessel.
ADNOC's ship vetting policy recognizes that the age of a ship is an important factor that has a direct bearing on its physical condition.The following policy regarding maximum acceptable age from date of delivery applies:
|SHIP TYPE||MAXIMUM AGE|
|Oil Tankers, Chemica l Carriers, LPG carriers||25 Years|
|Bulk carriers, general/dry cargo ships, RORO and Container ships||30 Years|
|LNG Carriers and Passenger Ships||Age policy is not presently applicable; however LNG carriers and passenger ships above 30 years of age will be assessed and accepted only on a case by case basis.|
The vetting advice is to ascertain suitability of a vessel for usage. However compatibility of the vessel with a particular terminal or berth's criteria rests with the terminal operating company.
Ships newly delivered shall be assessed against a New Building Questionnaire (NBQ) issued by ADNOC to the ship operators. Based on this being satisfactory, a ship may be granted "One-Off' call, valid for three months, to the nominated terminal (s) after which, an operational SIRE inspection report shall be required for subsequent calls.
Operator's may in lieu of the NBQ, complete a post-delivery SIRE inspection prior to loading the first cargo Based on an assessment of this report the vessel maybe granted a "One-Off' call at the nominated terminal(s) after which, an operational SIRE inspection report shall be required for subsequent calls.
Manning, competency and training of all officers and crew shall, as a minimum, be in compliance with the SOLAS convention as amended, STCW as amended, MLC and relevant IMO & ILO Resolutions on minimum safe manning. Particular emphasis shall be placed on the sea service and type specific experience of the four top ranks "i.e. Master, Chief Engineer, Chief Officer and Second Engineer".
These shall be assessed as listed under the OCIM F-VIQ Officers Matrix and shall be subject to the following minimum requirements
|Years with operator||Shall be noted as a significance of continuity. No specific requirement.|
|Years in rank||The combined aggregate "years in rank" for Master + Chief Officer shall not be less than three (3) years.The combined aggregate "years in rank" for Chief Engineer + Second Engineer shall not be less than three (3) years.|
|Years on this type of tankers||The combined aggregate experi ence on the specific type of tanker shall be; For Master + Chief Officer, minimum of four (4) years, with less emphasis for Chief Engineer + Second Engineer, but not less than three (3) years.|
|Years on all types of tankers||The combined aggregate experience on all types of tankers shall be; For Master + Chief Officer, minimum of eight (8) years, with less emphasis for Chief Engineer + Second Engineer, but not less than six(6) years.|
|Months on board this tour of duty||
A minimum of fourteen (14) days duration shall lapse between the replacement of:
Master and Chief Officer.
Master and Chief Engineer.
Chief Engineer and Second Engineer.
|English Proficiency||To ensure effective communications throughout all types of ship's operations, proficiency in English language shall be "Good" as a minimum.|
ADNOC Ship Vetting Policy has no specific requirement for CAP rating. Voluntary CAP rating shall however promote the ship's ranking in our database.
Condition of Class or Memoranda imposed by ship's Class shall be assessed and evaluated on a case-by-case basis. Conditions of Class or Memoranda related to structural issues may lead to the ship being rejected.
A Tanker Management and Self-Assessment reports (TMSA) completed on an annual basis or more frequently will improve the ship's operators ranking in our database.
Deficiencies and detentions as a result of PSC and / or USCG (COC) inspections which have been detected within the last 6 months shall be assessed and evaluated on a case-by-case basis and may lead to the ship being rejected.
Operators who have established and implemented an effective Incident Reporting & Investigation system will find themselves advantaged in the ranking within our database.
All ships must be classed by a Classification Society full member of IACS (International Association of Classi fication of Classification Societies) or UAE class (TASNEEF).