P.S.MURTY VICE PRESIDENT THE INSTITUTE OF MARINE ENGINEERS(INDIA)

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P.S.MURTYVICE PRESIDENTTHE INSTITUTE OF MARINE
ENGINEERS(INDIA)CMD, PSM GROUP OF COMPANIES
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TOPICS

• Phasing out of Single Hull Tankers
• Condition Assessment Scheme
• Changes to MARPOL73/78, Annex I - Regulation 13
  G 13 H
• (New Regulation20)

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13 G and 13 H

• Regulation 13 G as amended, accelerates the
  phasing out of Single Hull tankers.
• Regulation 13 H restricts the carriage of Heavy
  Grade Oil by Single Hull Tankers.

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WHY PHASE OUT SINGLE HULL TANKERS

• WHAT PROMPTED THE CONCEPT
• HOW THIS WILL ASSIST THE MOTIVE
• DEBATES AT IMO
• CONCERN OF THE DEVELOPING NATIONS
• PRESSURE ON SHIPYARDS/NEW BUILDINGS

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MARINE ACCIDENTS
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EXXON VALDEZ

• Shortly after leaving the Port of Valdez, On
  March 24, 1989, the Exxon Valdez ran aground on
  Bligh Reef.
• The Exxon Valdez grounded on Bligh Reef, and
  spilled nearly 11 million gallons of oil into the
  biologically rich waters of Prince William Sound,
  Alaska, USA .

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The Braer - The Grounding

• At 05.19hrs on Tuesday the 5th January 1993,
  Lerwick coastguard (Scotland) was advised that
  the tanker Braer, en route from Mongstad in
  Norway to Quebec in Canada, laden with 84,700
  tonnes of Norwegian Gulfaks crude oil, had lost
  engine power, has run aground off Shetland
  Islands, UK and oil is leaking, It is the 11th
  largest oil spill recorded double then Exxon
  Valdez.

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M.V.Braer, the only part of the ship still
visible
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Erika

• The Erika was a 24 year old, single hulled, badly
  maintained ship that sailed under the Maltese
  flag. On the 12th of December 1999, this ship ran
  into trouble in a heavy storm 70 kilometers off
  the coast of Bretagne, France. The ship broke in
  half and sank to the bottom of the sea. Of the
  30,000 tons of heavy furnace oil it carried,
  14,000 tons spilled into the sea. The remaining
  oil in the wreck is steadily leaking out.
  Hundreds of thousands of birds died and the coast
  was smeared with oil over a length of 400
  kilometers.

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Prestige disaster

• During stormy weather on Wednesday 13th November
  2002 the Greek-owned Prestige suffered a 50 metre
  gash in the right side of the hull.
• On the 19th of November the tanker "Prestige"
  broke in two, after six agonizing days since
  Wednesday, the 13th, when the ship sent the SOS
  signal at a few miles off the Galician coast,
  north western corner of the Iberian Peninsula.
  The tanker, carrying some 77,000 tonnes of oil,
  sunk to the depth of 3,600 meters some 250 km off
  the Spanish coast, with a large quantity of oil
  still on board. Vessel is said to have spilled
  oil in excess of 5,000 tonnes.

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Leaking oil tanker, Spain
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ATHOS IDELAWARE RIVER SPILLAGE

• 26TH November 2004 a major oil spill occurred on
  the Delaware River near Philadelphia.
• ATHOS I, a 750 feet Greek tanker enroute to
  Citago, New Jersey while being moved for berthing
  at Pier, rode over a huge 15 foot curved piece of
  pipe damaging the hull.
• Nearly 6000 tons of Heavy Crude Oil found way
  into the sea damaging marine life and the sea
  shores.
• Incident is still under investigation.

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MARPOL 73/78

• The International Convention for the Pollution
  from Ships 1973,was adopted by IMO in 1973.
• This convention was subsequently modified by the
  protocol of 1978.
• In short above are called MARPOL 73/78

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MARPOL ANNEX-I

• Chapter I-General-Covers regulation 1 to 8 A
• Chapter II-Requirement for control of operational
  pollution
• Regulations 9 to 12, 13 A to 13 H and 14 to 21
• Chapter III- Requirement for minimizing oil
  pollution from oil tankers due to side and bottom
  damages.-Regulation 22 to 25A.
• Chapter IV- Prevention of pollution arising from
  an oil pollution incident.-Regulation 26
  Shipboard pollution emergency plans.

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Revised MARPOL ANNEX-I

• Chapter 1-GENERAL
• Chapter 2-SURVEYS AND CERTIFICATION
• Chapter 3-REQUIREMENTS FOR MACHINERY SPACES OF
  ALL SHIPS
• Chapter 4-REQUIREMENTS FOR THE CARGO AREAS OF OIL
  TANKERS
• Chapter 5-PREVENTION OF OIL POLLUTION ARISING
  FROM AN OIL INCIDENT
  Reg 37Shipboard Oil Pollution Emergency
  plan
• Chapter 6-RECEPTION FACILITIES
• Chapter 7-REQUIREMENTS FOR FIXED OR FLOATING
  PLATFORMS

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CHAPTER IIIREQUIREMENTS FOR MACHINERY SPACES OF
ALL SHIPS

• Part A Construction
• -Regulation 12 Tanks for Oil Residues (Sludge)
• -Regulation 12 A Fuel oil tank protection
• -Regulation 13 Standard discharge connection
• Part B Equipment
• -Regulation 14 Oil Filtering Equipment
• Part C Control of Operational Pollution
• -Regulation 15 control of discharge of oil
• -Regulation 16 segregation of oil and water
  ballast
• -Regulation 17 Oil Record Book

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REGULATION 13 F

• Prevention of oil pollution in the event of
  collision or stranding
• ( Contract placed after 6th July 1996 )
• Entire cargo tank length be protected by ballast
  tank spaces
• Ballast lines not to pass through cargo tanks and
  vice versa.
• (NEW REGULATIO NO 19 )

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REGULATION 13 GPrevention of oil pollution in
the event of collision or Stranding- Measures for
Existing Tankers

• Applicable to
• Oil tankers 20,000 tons DWT and above carrying
  Crude,FO,Heavy DO or LO as cargo
• Oil tankers of 30,000 tons DWT other then
  referred at a
• Not apply to tankers under 13F
• Tanker under this regulation shall be subjected
  to ENHANCED SURVEY PROGRAMME

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First Proposal

• Sinking of ERIKA in 1999 led to direct amendment
  of Reg I/13 G to phasing out of most single hull
  tankers of 5000 DWT and above by 2015.
• Decision was governed by the fact that Double
  Hull tankers were made mandatory for all new
  buildings since 1996.

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Accelerated Phasing Out

• Sinking of PRESTIGE in 2002 led to further
  amendment to Reg I/13 G to ensure accelerated
  phasing out of single hull tankers and
  introduction of a new Marpol Reg I/13 H.
• Over 2200 single hull tankers of over 5000 DWT
  adding up to over 170 million DWT would be phased
  out between years 2003-2010.

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Phase-out of single hull tankers above 5,000 dwt
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• Three alternatives for converting a single hull
  tanker into a double hull tanker

Inserting an inner side and an inner bottom is
the most common solution.
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PROTECTION OF FUEL TANKSMARPOL Revised Annex I
Reg.12 A

• A maximum capacity limit of 2500 m3 per fuel oil
  tank introduced in the regulation
• Not applicable to fuel oil tanks below 30m3
• Excludes tanks which normally do not carry F.Oil
• FOR NEW VESSELS these reg.enters into force
• -1st August 2007-Contract date
• -If no contract date-Keel laid after 1st Feb
  2008
• -Delivery after 1st August 2010
• Applicable to new ships and major conversions
  with fuel capacity of 600 m3
• Minimum h0.76m. hB/20 m or h2.0 m whichever
  is less

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TANKER CATEGORIES

• Category I (Pre Marpol) Tankers Are 20000 DWT
  and above carrying Crude, FO, Heavy DO or LO as
  cargo and 30000 DWT and above carrying other oil
  which do not comply with the requirement of SBT
  PL.
• Category II Oil Tankers Means tankers of 20000
  DWT and above carrying Crude, FO, Heavy DO or LO
  as cargo and 30000 DWT and above carrying other
  oil which DO comply with the requirement of SBT
  PL.( Marpol Tankers)
• Category III Oil Tankers Means an oil tanker of
  5000 DWT and above but less than the tonnage
  specified for category I II.

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MEPC

• The Marine Environment Protection Committee was
  formed in 1974 and reviews various provisions of
  MARPOL 73/78

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Marine Environment Protection Committee 49th
session 14-18 July 2003

• Single-hull tankers - proposals to amend MARPOL
  73/78

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Marine Environment Protection Committee (MEPC),
50th session 1 and 4 December 2003

• IMO meeting adopts accelerated single-hull tanker
  phase-out, new regulation on carriage of heavy
  fuel oil
• (TACIT APPROVAL)

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52nd MEPC- Revised MARPOL Annex I

• Revised MARPOL annex I adopted and to enter into
  force on 1st January 2007.
• Incorporates various amendments including amended
  13 G to Reg 20, Reg 13 H to Reg 21.
• It separates in different chapters, the
  construction equipment provisions from
  operational requirement with clear distinction
  between requirement for New ships and those for
  Existing.
• Revision is more USER FRIENDLY and is simplified

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CARRIAGE OF HEAVY GRADE OILRegulation 13 H(New
regulation 21)

• A new MARPOL regulation on the prevention of
  pollution from oil tankers when carrying Heavy
  Grade Oil (HGO) bans the carriage of HGO in
  single hull tankers of 5,000 tons DWT and above
  after the entry of the regulation (5th April
  2005), and in single hull oil tankers of 600 DWT
  and above but less than 5,000 DWT , not later
  than the anniversary of their delivery date in
  2008.

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Carriage of heavy grade oil

• Under the new regulation, HGO means any of the
  followinga) crude oils having a density at 15ºC
  higher than 900kg/m3b) fuel oils having either
  a density at 15ºC higher than 900 kg/ m3 or a
  kinematic viscosity at 50ºC higher than 180mm2
  /sc) bitumen, tar and their emulsions.

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Accelerated phase-out for single-hull
tankers(5othMEPC, December 2003)

• Under a revised regulation 13G of Annex I of
  MARPOL, the final phasing-out date for Category 1
  tankers (pre-MARPOL tankers) is brought forward
  to 2005, from 2007. The final phasing-out date
  for category 2 and 3 tankers (MARPOL tankers and
  smaller tankers) is brought forward to 2010, from
  2015. Regulation13 H introduced.

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The full timetable for the phasing out of
single-hull tankers is as follows(Effective 5th
April 2005)

• Category 1 5 April 2005 for ships delivered on 5
  April 1982 or earlier2005 for ships delivered
  after 5 April 1982
• Category 2 and Category 3 5 April 2005 for ships
  delivered on 5 April 1977 or earlier
• 2005 for ships delivered after 5 April 1977 but
  before 1 January 19782006 for ships delivered in
  1978 and 19792007 for ships delivered in 1980
  and 1981 2008 for ships delivered in 19822009
  for ships delivered in 19832010 for ships
  delivered in 1984 or later

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ANNIVERSARY DATE

• Consider the Phase out Table
• A tanker delivered i.e. in December 1978 will be
  phased out in December 2006,while a tanker
  delivered in January 1979 will be phased out in
  January 2006, ELEVEN months earlier than the
  relatively older tanker.

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PROTECTION OF FUEL TANKSMARPOL Revised Annex I
Reg.12 A

• A maximum capacity limit of 2500 m3 per fuel oil
  tank introduced in the regulation
• Not applicable to fuel oil tanks below 30m3
• Excludes tanks which normally do not carry F.Oil
• FOR NEW VESSELS these reg.enters into force
• -1st August 2007-Contract date
• -If no contract date-Keel laid after 1st Feb
  2008
• -Delivery after 1st August 2010
• Applicable to new ships and major conversions
  with fuel capacity of 600 m3
• Minimum h0.76m. hB/20 m or h2.0 m whichever
  is less

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Answers to typical questions

• Conversion of single hull tankers to double hull
  is normally not regarded as a major conversion.
  The flag state is consulted from project to
  project.
• Date of construction will not be changed after
  conversion
• After conversion to double hull the phase out
  date of the vessel will not longer be relevant
• The Stillwater water bending moment and shear
  force limits are assumed unchanged. If the limits
  are increased the longitudinal strength must be
  reassessed

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SURVEY OF A VLCC

• Height to climb 11 km
• Area to survey 330 000 m2
• Length of weld 1250 km
• Length of longitudinals 82 km
• Inner bottom area 11 000 m2

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IS DOUBLE HULL THE ANSWER

• MAJOR CAUSES OF OIL SPILLS ARE
• Machinery Failure
• Human Navigational Error
• Fire and Explosion
• Hull Damage

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DOUBLE HULL WILL REDUCE LIKELIHOOD OF OIL SPILLAGE

• ONLY IF
• Double hull tankers are maintained to a higher
  standard than is apparent in some ships today.
• Operated by personnel who are well trained and
  committed to their jobs.
• Vessels are designed and built to high standards.

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THANKS