Ensuring Tanker Safety (rather than) Phase out of Single Hull Tankers (A dejá vu story)

1. Ensuring Tanker Safety(rather than)Phase out of Single Hull Tankers(A dejá vu story) London, 21st May 2003 Dragos Rauta

2. 245 Members with 2,100 + tankers - 155 million dwt. with average age 13.5 yrs. - ca. 75% independent fleet and > 60% of world tanker fleet 280 Associate Members 25 Staff /6 Consultants The International Association of Independent Tanker OwnersINTERTANKO today Oslo London Singapore Washington

3. representing responsible oil and chemical tanker owners worldwide • promoting Safer Ships, Cleaner Seas and Free Competition

4. strict membership criteria based on quality and performance

5. Membership Criteria : All tank vessels classed with IACS society Owner with reputable P&I club Effective ISM Code Good Port State Control record

6. Membership Criteria : All tank vessels classed with IACS society Owner with reputable P&I club Effective ISM Code Good Port State Control record All tank vessels to be enrolled with an Emergency Response System for Damage Stability (1 January 2004)

7. Accelerating the phasing-out of singled hull tankers Extension of CAS (Condition to Assessment Scheme) to all tankers over 15 years Restricting “heavy oil” to tankers (over 600 dwt) with double hulls only The European Proposals

8. Single-hull tanker phase-out comparision IMO 13G – EU proposal

9. Tanker fleet double-hull development and prediction as per current 13G Source: INTERTANKO

10. Phase-out of single hull tankers > 5,000 dwt

11. Pahse Out Category 2 Tankers

12. Phase-out of single hull tankers > 5,000 dwt

13. Apply to all tankers over 15 years of age All tankers, single and double hull Beginning 1 January 2005 CAS introduces mandatory requirements for: proper documentation accountability for the final assessment BUT Condition Assessment Scheme

14. Why ask CAS at 15 years when need to be phased out? Deadline for application to ALL tankers by 2005 is unworkable Phase-out and inspection is not enough unless coordinated with high standards for new buildings Would Class have enough inspectors to cope with the EU requirements? Condition Assessment Scheme

15. ‘Heavy grades of oil’ shall mean crude oils having a density of 15ºC higher than 900 kg/m3  [1]; fuel oils having a density of 15ºC higher than 900kg/m3 OR a kinematic viscosity at 50ºC higher than 180 mm2/s [2]; bitumen and tar and their emulsions. [1] This equals to an API grade lower than 25.7. [2] This equals to a kinematic viscosity higher than 180 cSt. Heavy Grade of OilEU Definition

16. “Due to their low volatility and high viscosity, heavy grades of oil evaporate slower than lighter grades and hardly disperse. Therefore, these oils tend to remain in slicks and degrade only very slowly and can cause severe ecological damage to the ecosystems of the marine and coastal environments.” EU submission to IMO

17. “The main physical properties, which affect the behaviour of oil spilled at sea, are density, kinematic viscosity, pour point and distillation characteristics. However, it is clearly not practical to use a combination of all the above properties and therefore it is proposed to use, for the purpose of defining heavy grades of oil, density and/or kinematic viscositysince these two parameters are of world-wide application and readily available for enforcement purposes.” EU submission to IMO

18. ‘Heavy grades of oil’ shall mean crude oils having a density of 15ºC higher than 900 kg/m3 Heavy Grade of Oil - EU Definition

22. fuel oils having a density of 15ºC higher than 900kg/m3 OR a kinematic viscosity of 50ºC higher than 180 mm2/s; Heavy Grade of Oil - EU Definition

23. ‘Heavy grades of oil’ shall mean crude oils having a density of 15ºC higher than 900 kg/m3 and a kinematic viscosity of 50ºC higher than 100 mm2/s; fuel oils having a density of 15ºC higher than 900kg/m3 AND a kinematic viscosity at 50ºC higher than 180 mm2/s; bitumen and tar and their emulsions. Heavy Grade of Oil DefinitionINTERTANKO Suggestion

24. ‘Heavy grades of oil’ shall mean any oil having a density of 15ºC higher than 900 kg/m3 and a kinematic viscosity of 50ºC higher than 100 mm2/s; bitumen and tar and their emulsions. Heavy Grade of OilINTERTANKO 2nd Suggestion

25. In Brussels (Commission, Council, Parliament) Brussels will go ahead but when? Would they waite for IMO? Would would have an International solution? OR Would EU go on its own Followed by other Regions with their own proposals? Possible Future Developments

26. Tanker fleet by flag Million dwt world tanker fleet 5,000 dwt and above, source LR/Fairplay 30 Non-EU EU candidate 25 For delivery EU 20 15 10 5 0 1969 1971 1973 1975 1977 1979 1981 1983 1985 1987 1989 1991 1993 1995 1997 1999 2001 2003 2004 Year of build

27. Development of tanker oil spills Source: ITOPF 2003

28. Quantities of Oil Spilt Source: ITOPF

29. Port of Refuge • Port of Refuge • Could the ship have been saved and pollution mitigated if the tanker had been taken into sheltered water?

30. “ It is now quite clear that, if decisive action had been taken at an early stage to move the ship to a more sheltered location, the ship and its cargo would almost certainly have been saved and any pollution would have been minimal. ” Bahamas Maritime Authority – release

31. INTERTANKO - November 2002 “ It is vitally important that we learn from this accident and do all that is reasonably possible to prevent a reccurrence. ”

33. Tonnes spilt • per billion tonne-mile transported

34. Tankers are safe New tankers equal safer operation only if: Adequate high standards for new buildings Class has a unified comprehensive assessment of ships in service Phase-out destabilises business environment and provides disincentives to robust newbuildings and responsible maintenance CONCLUSIONS

35. Respect for International agreements Implementation of existing regulations Mandatory proper assistance to ships in distress Reliable Accident Investigation system De-criminalisation of accidents at sea before investigation is concluded CONCLUSIONS

37. Thank you www.intertanko.com