Charter a tanker for your clean petroleum products.

How AI screens product tankers for a clean cargo

A clean cargo can fail on a ship that looks right on paper: the wrong last cargo, one segregation short, a manifold the terminal cannot take. CharterDeck's AI checks those points against the particulars each tanker declares, before your broker spends time on it:

• Checks the declared last cargoes against the cargoes your product must not follow, and marks a ship with no declared history as unconfirmed
• Counts the ship's declared segregations, and its separate lines and pumps, against the grades you load
• Compares your minimum pumping rate and manifold size with the pumps, manifold and reducers the ship declares
• Checks your quantity in tonnes, cubic metres or barrels against the ship's cargo capacity, where the density is known
• Notes whether the inspection and terminal-acceptance references your process asks for are on file; the vetting decision stays with you and the terminal
• Works out from each tanker's open port and date whether it can present at your load port inside the laycan

Product, grade and specification

Gasoil and ULSD, gasoline, jet fuel and naphtha are all clean products, but each is traded to its own specification, and a cargo that goes off specification in transit can be rejected at discharge. The grade and the specification you trade to decide what the tanks must be fit for, so they are the first thing we ask for.

Previous cargoes and tank cleanliness

Residues of an earlier cargo can pass into the next one. Jet fuel is the most sensitive: aviation fuel industry guidance asks for the ship's last three cargoes, and biodiesel (FAME) among them calls for extra cleaning and testing, or a different ship. A tanker coming off a dirty or incompatible cargo may need cleaning that does not fit your laycan.

Coating, segregation, pumps and manifold

Where your product or contract calls for a particular coating, the coating the ship declares, and its condition, are checked against it. Each grade you load needs its own tanks and often its own lines and pumps, so the number of segregations a ship keeps limits the parcels it can take. At the terminal, the ship's pumps and manifold have to meet the rate and connection the berth expects.

Vetting and terminal acceptance

Terminals and charterers use tanker inspection reports when deciding whether to accept a ship. OCIMF's SIRE programme shares inspection reports with terminals, charterers and other recipients, and each makes its own decision; OCIMF does not approve ships. Neither does CharterDeck: your broker checks that the references your process asks for exist and are current, and acceptance stays with you and the terminal.

Origin, counterparty and trade restrictions

Petroleum products can fall under sanctions and price-cap rules tied to the origin of the crude, the parties and the ships. Since 21 January 2026, for example, the EU also prohibits importing petroleum products refined in most third countries from Russian crude. Where rules like these may apply, the relevant origin, counterparty and trade restrictions are reviewed as part of the broker workflow. That review records what was looked at; it is not legal advice or a clearance.

Which tankers suit a clean cargo

The parcel size, the number of grades and the terminals point to the ship:

What your broker needs to find ships and quote

• Product and grade, with the specification you trade to
• Quantity and tolerance, in tonnes, cubic metres or barrels
• Density, if you have it, so the volume can be checked
• Load and discharge ports or ranges
• Laycan
• Number of grades, and any segregation rules
• Cargoes your product must not follow, and how far back the history must go
• The vetting or terminal-acceptance requirements your process uses
• Where the product was refined and who is in the chain, where trade restrictions may apply

What moves the freight

• Product tanker size, and the market for that size at the time
• Ballast from the ship's last discharge to your load port
• Cleaning after the previous cargo, above all before jet fuel
• The number of grades and segregations
• Pumping and manifold requirements at the terminals
• Trade restrictions that narrow the ships or routes available
• Load and discharge terms, and the laytime and demurrage terms

How a clean petroleum products fixture runs with CharterDeck

• You send the requirement, in a minute with the form or as you would circulate it
• Our AI structures it, screens suitable ships and compares the voyage economics
• Your broker reviews the shortlist with you and checks every point the AI has flagged
• Your broker works the owners and negotiates freight and terms
• The recap is issued from the agreed terms, and the voyage is followed to discharge