MEMO: Structural Review Requirements

What does a structural review involve and what are the requirements?

We regularly receive questions about a "structural review," specifically what it entails and why it is necessary. With this memo, we would like to provide more detail.

Intro: Vetting and Structural Review

When oil companies – or, due to today’s diversification, the so-called energy companies – wish to transport products, this can be done via different transport modes, such as pipelines, railcars, trucks, or vessels. The larger the volume being transported, the greater the risks if something goes wrong during transport. For transport by vessel, the cargo volume is usually large, which means potential risks must be carefully assessed and minimized in advance.

For this reason, some energy companies conduct an assessment before selecting a vessel for transport. During this so-called vetting process, different aspects may be reviewed.

For example, the validity of certificates, crew qualifications and numbers on board, or the outcomes of the most recent BIQ inspection.

The general condition of the vessel may also be part of this assessment. This assessment is also known as a structural review and can include verification of items such as the vessel’s condition, steel thickness, structural strength, and class inspection records.

Why is this done, don’t we already have Class?

We often receive this question: why would an energy company want to recheck the work already carried out by Class? The answer is simple: risk reduction. Even during a Class inspection, something may be overlooked. Furthermore, it does happen that a vessel receives a Certificate of Approval while not all items on board have actually been completed (the so-called “Conditions of Class”).

In addition, energy companies may have extra requirements. These may include certificates not strictly required by Class, but essential for safe operations and for insurance purposes. To eliminate as many risks as possible, an extra verification – the structural review – is performed.

Most energy companies operate globally and have therefore implemented procedures, including the requirement for a structural review, for all vessels transporting their products. In certain regions, this is by no means a luxury. Consider the sinking of the Volgoneft 212 and 239 vessels, which caused a massive oil spill in the Black Sea at the end of 2024. Media reports suggested that improper conversions and negligence at the shipyard contributed to the incident.

In Western Europe, such cases are less likely to occur. Therefore, structural review requirements are adapted to the standards of Western European inland shipping. These reviews are typically carried out by a team of specialized naval architecture experts.

When is a Structural Review required?

A structural review may be required when a vessel undergoes conversion (such as lengthening or replacement of sections), after a regular five-year Class renewal, or upon reaching a certain age. Again, the level of risk for the charterer plays a role.

For a vessel that will enter into a time charter, more information is generally requested than for one making a single “spot” voyage. Older vessels may also require more documentation than newly built ones.

A structural review is also performed after damage has occurred, for example after a collision. In such cases, evidence must be collected to prove that repairs have been fully completed and the vessel is fit for transport.

What information is requested in a Structural Review?

There is no fixed checklist; requirements vary by charterer. Some companies require extensive documentation, while others ask only for a few details.

It is also important to note that documents are often only requested once there is actual commercial interest in using the vessel. Proactively submitting the information is usually not an option. Sometimes information is requested a year after the Class renewal, for example upon signing a new contract or at the first nomination after Class renewal for a specific energy company. Timely submission can prevent issues, particularly delays in nomination. Thorough documentation during and after the yard period is therefore crucial. We advise documenting at least the following:

Updated documents

• Class certificate

• Class Survey Report (report from Class showing work/inspections carried out at the yard)

• Class Survey Status Report (overview of upcoming Class inspections and any “Conditions of Class”)

• Photos of the vessel in drydock: full port side, starboard side, bow, and stern – preferably after cleaning and fresh coating/antifouling application

• Photos of cargo tanks (with tank numbers, showing tank bottoms and sides; only when SAFE to do so and after proper measurements)

• Photos of ballast tanks (with tank numbers; only when SAFE to do so – fall protection must be used if outside railing on an empty vessel in drydock)

• Ultrasonic Thickness Measurement Report (UTM – thickness measurement report stamped by Class)

Documents in case of damage/repairs

• Photos of the damage

• Photos of the repair process

• Photos of the final result

• Class damage/repair survey report (statement from Class outlining the damage, its extent, and confirmation of completed repairs)

Other

• General Arrangement Plan (GA plan – drawings of the vessel with top and side views)

• Mid-ship Section (construction drawing with cross-section of the vessel)

• Tank coating specifications for both cargo and ballast tanks