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DNV GL © 2014 02.10.2014 SAFER, SMARTER, GREENER DNV GL © 2014
02.10.2014
A.Pagalos
MARITIME
INTERTANKO HELLENIC MEDITERRANEAN PANEL
1
What is on the Regulatory Agenda
and various market/technical issues related to tankers
DNV GL © 2014 02.10.2014
Agenda
What is on the Regulatory Agenda wrt new requirements coming into force for
tankers
A few Technical Issues related to building of new tankers
– Testing procedures of cargo tanks during construction
– Openings on superstructures/deckhouses walls facing cargo area
– Practical consequences of HCSR implementation in comparison with CSR
– Findings after a year in service (DNVGL fleet)
Brief market outlook for tankers
PSC performance of tankers (global fleet)
2
DNV GL © 2014 02.10.2014 SAFER, SMARTER, GREENER DNV GL © 2014
02.10.2014
A.Pagalos
MARITIME
What's on the regulatory agenda wrt new requirements coming into force for tankers
3
Including news from 66th session of MEPC and
93rd session of MSC
DNV GL © 2014 02.10.2014
From 2014 Committees and Sub-committees of IMO
5
Assembly
Council
Maritime Safety Committee (MSC)
The Marine Environment Protection Committee (MEPC)
Legal Committee (LC)
Technical Co-operation Committee (TCC)
Ship Systems and Equipment (SSE)
Pollution Prevention and Response (PPR)
Ship Design and Construction (SDC)
Carriage of Cargoes and Containers (CCC)
Navigation, Communications, Search and Rescue (NCSR)
Implementation of IMO Instruments (III)
Human Element, Training and Watchkeeping (HTW)
Facilitation Committee
OVERVIEW
DNV GL © 2014 02.10.2014
Some significant resolutions adopted by 28th IMO Assembly
A.1067(28) Framework and procedures for the IMO member state audit scheme
A.1068(28) Transition from the voluntary IMO member state audit scheme to the IMO member state audit scheme
A.1070(28) IMO Instruments Implementation Code (III Code)
A.1071(28) Revised guidelines on the implementation of the international safety management (ISM) Code by administrations
A.1072(28) Revised guidelines for a structure of an integrated system of contingency planning for shipboard emergencies
A.1073(28) Recommendation on the use of national tonnage in applying international conventions
A.1076(28) Amendments to the survey guidelines under the harmonized system of survey and certification (HSSC), 2011
A.1078(28) IMO ship identification number scheme
A.1079(28) Recommendations for the training and certification of personnel on mobile offshore units (MOUs)
A.1086(28) Entry into force and implementation of the 2012 Cape Town agreement
A.1087(28) 2013 Guidelines for the designation of special areas under MARPOL
A.1088(28) Application of the International Convention for the Control and Management of Ships' Ballast Water and Sediments, 2004 (See under Ballast Water Management)
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DNV GL © 2014 02.10.2014
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Chapter I General Provisions
Chapter II-1 Construction - Subdivision and stability, machinery and electrical installations
Chapter II-2 Fire protection, fire detection and fire extinction
Chapter III Life-saving appliances and arrangements Chapter IV Radiocommunications Chapter V Safety of navigation Chapter VI Carriage of Cargoes Chapter VII Carriage of dangerous goods Chapter VIII Nuclear ships Chapter IX Management for the Safe Operation of Ships Chapter X Safety measures for high-speed craft Chapter XI-1 Special measures to enhance maritime safety Chapter XI-2 Special measures to enhance maritime
security Chapter XII Additional safety measures for bulk carriers Chapter XIII Verification of compliance
SOLAS
DNV GL © 2014 02.10.2014
GBS Rule Verification - IACS Common Structural Rules
8
Classification Societies which are
members of IACS submitted their Rules to
IMO for verification of conformity to GBS
in accordance with res. MSC.296(87)
by the end of 2013
The Harmonised Common Structural
Rules adopted 18 December 2013
by IACS Council
Entry into force 1 July 2015
SOLAS Ch. II-1
DNV GL © 2014 02.10.2014
Corrosion protection of tanks of crude oil tankers
A new Regulation II-1/3-11 on Corrosion protection of cargo oil tanks of
crude oil tankers has been added requiring all cargo oil tanks of crude oil
tankers of 5000 tonnes deadweight and above to be coated during the
construction in accordance with the Performance standard for protective
coatings for cargo oil tanks of crude oil tankers, adopted by resolution
MSC.288(87), or be protected by alternative means of corrosion
protection or utilization of corrosion resistance material in accordance
with the Performance standard for alternative means of corrosion
protection for cargo oil tanks of crude oil tankers, adopted by resolution
MSC.289(87).
9 SOLAS Ch. II-1
MSC 91 Updated references from res. A.744(18)
to 2011 ESP Code
This requirement applies for ships with building
contract dated on or after 1 January 2013, keel
laying 1 July 2013 or delivery after
1 January 2016
DNV GL © 2014 02.10.2014
PSPC-COT Area of application or alternative solution
Area of
application
Alternative
solution –
corrosion
resistant steel
Combination of
coating and
corrosion
resistant steel
10 SOLAS Ch. II-1
DNV GL © 2014 02.10.2014
MSC 93 SOLAS Chapter II-1 amendments
Steering gear
Regulation II-1/29 has been
amended to accept that all ships
irrespective of date of construction
that cannot be ballasted during sea
trials so that their rudder is fully
submerged, may demonstrate
compliance with requirements for
main and emergency steering gear
with alternative methods
MSC.1/Circ.1482 invites for early
implementation
In force from 1 January 2016
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SOLAS Ch. II-1
DNV GL © 2014 02.10.2014
MSC 91 SOLAS Chapter II-2 amendments
Chapter II-2, Regulation 10.10 – Fire fighting
Paragraph 10 Fire-fighters outfit has been amended
with reference to the FSS Code regarding self-
contained breathing apparatus that will have to
comply with the revised FSS Code requirements for
breathing apparatus latest by 1 July 2019
This applies to all ships
Also, a new subparagraph 10.4 Fire-fighter’s
communication has been added
Two two-way portable radiotelephone apparatus of an
explosion proof or intrinsically safe type have to be
provided for each fire parties (as in Reg. III/37) not
later than first survey after 1 July 2018
12 SOLAS Ch. II-2
DNV GL © 2014 02.10.2014
MSC 93 SOLAS Chapter II-2 amendments
Inert gas systems and operations
Regulation II-2/4.5.5 has been replaced by a requirement for fixed
installed inert gas systems on oil and chemical tankers of 8000 dwt and
upwards constructed on or after 1 January 2016
Small chemical tankers with tank capacities of 3000 m³ or less are
exempted from the requirement
A new sub-paragraph has been added to Regulation II-2/16
introducing new requirements for operations of inert gas-systems
In force from 1 January 2016
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SOLAS Ch. II-2
DNV GL © 2014 02.10.2014
MSC 93 SOLAS Chapter II-2 amendments
Means of escape from machinery spaces
Regulation II-2/13.4 (Means of escape
from machinery spaces and workshops and
control rooms within machinery spaces) has
been amended to require a continuous fire
shelter for such means of escape on new
passenger and cargo ships
The revised regulation also covers Inclined
ladders and stairways in such means of
escape
In force from 1 January 2016
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SOLAS Ch. II-2
DNV GL © 2014 02.10.2014
Lifeboat release and retrieval systems – On-load release mechanism
IMO has adopted new rules in order to enhance lifeboat safety. The new
requirements are set out in the LSA Code, paragraphs 4.4.7.6.2 to 4.4.7.6.6.
(Res. MSC.320(89), while prototype test requirements are contained in Res.
MSC.321(89)).
For new buildings, the requirements apply to ships with keel laid after 1 January
2013
Vessels in operation is to comply with the retroactive requirement given in the
amended SOLAS Reg. III/1.5 (Res. MSC.317(89)) by the vessel’s first dry docking
after 1 July 2014 (by 1 July 2019 at the latest). This meant that all existing on-
load release hooks is to evaluated for compliance with the LSA Code paragraphs
4.4.7.6.4 to 4.4.7.6.6. This was to be initiated by the hook manufacturer, and
compliant hooks were added to a “whitelist” kept by IMO. Application for
whitelisting was only possible up to 1 July 2013.
Ships provided with whitelisted hooks must have a one-time follow-up overhaul
examination carried out by the hook manufacturer. The manufacturer shall then
issue a factual statement to be kept on board.
If the hook is not on the whitelist, it needs to be replaced.
15 SOLAS Ch. III/LSA Code
DNV GL © 2014 02.10.2014
Procedures for replacement of lifeboat release and retrieval systems with on-load release capability
Ship owner (Manufacturer may also do this on behalf of Owner) selects replacement
equipment and initiate the following:
Design approval
Following information is submitted for review and approval:
Type approval and product certificates for existing lifeboat.
Proposed replacement equipment including TA/MED Certificate stating compliance
with IMO Res. MSC.320(89) and IMO Res. MSC.321(89).
Engineering analysis of the replacement installation including:
— drawings of the original lifeboat release and retrieval system arrangement
— detailed drawings showing clearly the proposed changes
— if in accordance with submitted drawings forces are to be changed or fixed
structural connections of the release mechanism are changed, then calculation of
static forces from lifeboat release and retrieval system into lifeboat structure, are
required to be submitted also.
Amended operating and training manuals.
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DNV GL © 2014 02.10.2014
Procedures for replacement of lifeboat release and retrieval systems with on-load release capability (cont.)
Installation
An approval letter and copy of approved drawings shall be used during
installation and testing and retained on board.
The installation work should be carried out by the Manufacturer or by one of their
representatives and shall be witnessed by DNV surveyor.
Updated and valid operating and safety instructions shall be posted at the
operating position and adjacent to the lifeboat release and retrieval system(s).
Post installation testing
1.1 load and simultaneous release test according to resolution MSC.81(70), part
2, paragraph 5.3.1, or an equivalent;
load test according to resolution MSC.81(70), part 2, paragraph 5.3.4, as
amended by resolution MSC.226(82), if the fixed structural connections of the
release mechanism of the lifeboat is modified;
if the lifeboat is also a rescue boat and/or is installed on a cargo ship of 20,000
gross tonnage or above, the 5 knots installation test shall be carried out, in
accordance with resolution MSC.81(70), part 2, paragraph 5.4.
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DNV GL © 2014 02.10.2014
Safety of Navigation – ECDIS
Application for tankers :
– tankers of 3,000 gross tonnage and upwards
constructed on or after 1 July 2012
– tankers of 3,000 gross tonnage and upwards
constructed before 1 July 2012, not later than the
first survey on or after 1 July 2015Use of
electronic navigational charts will probably
reduce the frequency of groundings by more than
one third
It is expected that ECDIS will reduce the risks
related to several generic accident scenarios such
as groundings, collision and contact
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SOLAS Ch. V
Mandatory Electronic Chart Display and Information System (ECDIS) for different ship types and sized constructed in the period 2012 to 2018 (SOLAS Reg. V/19 amend. by MSC.282(86))
From 1 January 2011 ECDIS is accepted as meeting the chart and nautical publication carriage requirements
DNV GL © 2014 02.10.2014
Safety of Navigation – ECDIS
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SOLAS Ch. V
Resource: www.admiralty.co.uk
DNV GL © 2014 02.10.2014
MSC 92 - Amendments to SOLAS Ch. V, res. MSC.350(92)
SOLAS Reg. V/19, regarding application of
requirements for bridge navigational watch alarm
system (BNWAS) was amended to clarify that:
BNWAS is applicable to all ships, also existing
ships built before 1 July 2002 with a phase-in
implementation for ships constructed before 1
July 2002
exemptions could be given for ships which
would be taken permanently out of service
within two years after the implementation date
Phase in period is between 1st survey after 1
January 2016 and 1 January 2018, depending on
ship type and size
In force from 1 January 2015
20 SOLAS Ch. V
DNV GL © 2014 02.10.2014
Revised performance standards for VDR
VDRs installed on or after 1 July 2014 are to comply with MSC.333(90) revised
standards.
Major revised requirements are:
- Requiring 3 different recording mediums i.e. Fixed, Float Free and Long Term;
- Extended recording time (48 hours for Fixed and Float Free, and 720 hours for
Long Term);
- More data items to be recorded. E.g. both radars images, ECDIS image, AIS
data, BWNAS primary bridge alarm and etc.;
- Enhanced bridge audio requirement.
Various interpretations available regarding “installed” in IACS UI SC261 and Flag
Administrations
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DNV GL © 2014 02.10.2014
Mandatory Codes M
an
dato
ry C
od
es
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• Code on noise levels on-board ships
• Fire Safety Systems (FSS) Code
• Life Saving Appliances (LSA) Code
• International Maritime Solid Bulk Cargoes (IMSBC) Code
• International Maritime Dangerous Goods (IMDG) Code
• International Code for the Construction and Equipment of Ships
carrying Dangerous Chemicals in Bulk (IBC Code)
• International Code for the Construction and Equipment of Ships
Carrying Liquefied Gases in Bulk (IGC Code)
• International Safety Management (ISM) Code
• International Code of Safety for High-Speed Craft, 1994 and 2000
• Code for Recognized Organizations (RO Code)
• IMO Instruments Implementation Code (III Code)
• International Code on the Enhanced Programme of Inspections during
Surveys of Bulk Carriers and Oil Tankers, 2011 (2011 ESP Code)
DNV GL © 2014 02.10.2014
Protection against noise
MSC 91 adopted a new Regulation 3-12 making the Code
on noise levels on-board ships mandatory by adopting
res. MSC.337(91)
The Code requires measurement of noise levels in work,
navigation, accommodation and service spaces under
simulated port conditions and at normal service speed at
no less than 80% of the maximum continuous rating
(MCR)
Applicable to ships 1600 GT or more with:
- Building contract on or after 1 July 2014
- Construction on or after 1 January 2015
- Delivery or after 1 July 2018
Existing SOLAS Chapter II-1, Regulation 36 is deleted
23 SOLAS Ch. II-1/Noise Code
DNV GL © 2014 02.10.2014
Noise Level Limits on board a ship
Before : IMO Res. A.468(XII) Recommended noise levels for transit condition only
Now : IMO MSC.337(91)
Ship size
Designation of rooms and spaces Designation of rooms and spaces 1,600 -10,000 GT ≥10,000 GT
Work Spaces Work spaces Machinery spaces (continuous manned) 90
Machinery spaces (not continuous manned) 110 Machinery spaces 110 110
Engine Control Room 75 Machinery control rooms 75 75
Workshops 85 Workshops other than those forming part of machinery spaces
85 85
Non-specified work spaces 90 Non–specified work spaces (other work areas) 85 85
Navigation spaces Navigation spaces
Wheelhouse, chart rooms and radar rooms 65 Navigating bridge and chartrooms 65 65
Listening posts, incl nav. Bridge wings 75 Look-out posts, incl. navigating bridge wings and windows 70 70
Radio rooms 60 Radio rooms (with radio equipment operating but not producing audio)
60 60
Radar rooms 65 65
Crew Accommodation Spaces Accommodation spaces
Cabins and hospital 60 Cabin and hospitals 60 55
Mess rooms 65 Messrooms 65 60
Recreation Rooms 65 Recreation rooms 65 60
65
Open deck recreation 75 Open recreation areas (external recreation areas) 75 75
65 Offices 65 60
Service spaces
Galleys (without food processing equipment in operation) 75
Serveries and pantries 75
Normally unoccupied spaces
Spaces not specified 90
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DNV GL © 2014 02.10.2014
New IMO MSC.337(91) – ACOUSTIC INSULATION BETWEEN ACCOMMODATION SPACES
Designation of rooms and spaces
Criteria
MSC.337(91)
[Rw] DNV Comfort
Class [R´w]
Cabin to cabin 35 32
Messrooms, recreation rooms, public spaces and entertainment areas to cabins and hospitals
45 42
Corridor to cabin 30 28
Cabin to cabin with communicating door 30 28
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DNV GL © 2014 02.10.2014
Amendments to the Fire Safety Systems (FSS) Code – MSC 91
MSC 91 adopted amendments to the Chapter 9 (Fixed Fire Detection and Fire Alarm Systems) of FSS Code by res. MSC.339(91)
Change over switch to be arranged such that a fault will not result in the loss of both power supplies
Continuous operation during changeover to be ensured by the use of a battery of adequate capacity
Emergency source of power may be supplied by accumulator batteries or from emergency switchboard
If batteries are used then they should be located at a location suitable for use in an emergency and charger should be sufficient to maintain normal output power supply while recharging from a fully discharged condition
Updated reference to IEC standard
Additional indicating unit to be fitted at cargo control room
Detectors installed in cold rooms are to be tested accordingly
These amendments enter into force for ships constructed
on or after 1 July 2014
28 SOLAS Ch. II-2/FSS Code
DNV GL © 2014 02.10.2014
Amendments to the Fire Safety Systems (FSS) Code – MSC 93
MSC 93 adopted amendments to the FSS Code by res. MSC.367(93)
Chapter 15 Inert Gas Systems was revised to correspond with the amendments to SOLAS Regulation II-2/4.5.5
These amendments enter into force
1 January 2016
29 SOLAS Ch. II-2/FSS Code
DNV GL © 2014 02.10.2014
Amendments to the Live Saving Appliance (LSA) Code – MSC 93
Amendments to the LSA Code in
section 2.2 on the use of Reference
Test Devices (RTDs) are related to
testing and approving of lifejackets
Accordingly, Resolution MSC.81(70)
has been amended and
MSC.1/Circ.1470 on Guidelines for
validating the construction of a
completed adult life jacket reference
test device (RTD) has been approved
In force from 1 January 2016
30 SOLAS Ch. III/LSA Code
DNV GL © 2014 02.10.2014
MSC 93 amendments to the IBC Code
New regulations introduce for new gas and chemical tankers approved stability
instruments capable of verifying compliance with the applicable intact and damage
stability requirements
Existing chemical tankers need to comply with the new regulation at the first
scheduled renewal survey after 1 January 2016 but not later than
1 January 2021 but for gas carriers these application dates are shifted by
6 months, i.e. need to comply at the first scheduled renewal survey after
1 July 2016 but not later than 1 July 2021
Other amendments to the IBC Code regulate purging and inerting of cargo tanks
for products that make use of oxygen-dependant inhibitors
The maximum oxygen content to be maintained in tanks has been reduced from
8 % (still applicable for existing oil and chemical tankers) to 5 % for new oil and
chemical tankers
Non-mandatory the BCH, EGC and GC Codes have been updated in accordance
with IBC Code changes
In force from 1 January 2016
31 SOLAS Ch. VII/IBC Code
DNV GL © 2014 02.10.2014
MSC 93 amendments to the IGC Code - Part 1
The revised IGC Code will enter into force 1 January 2016 but applies to ships
whose keels are laid on or after 1 July 2016. The major changes, in addition to
reorganization of requirement for clarification, are:
guidance for handling LNG carriers periodically connected to a buoy and serving
as FLNG or FSRU units has been added
location of cargo tanks changed so that separation of cargo tanks from side shell
has been increased; impact on the design of fully refrigerated LPG carriers
cargo containment safety principles and requirements for partial secondary
barrier and small leak protection system have been added
design loads have been re-categorized as: permanent, functional, environmental
or accidental
revised fatigue criteria having impact on Independent Type B and membrane
tanks
design considerations, fatigue requirements and required design development
testing for membrane tanks have been revised
new requirements for cargo sampling connections, cargo filters, water curtain and
design of high pressure fuel gas system piping have been added
32
SOLAS Ch. VII/IGC Code
DNV GL © 2014 02.10.2014
MSC 93 amendments to the IGC Code - Part 2
The major changes (continued):
requirements for thermal oxidization of vapours which would include boilers and
gas combustion units have been added
a new provision has been added to allow for sequential lifting to reduce the
amount of vented cargo
the requirements for material in pressure relief valves and means of emergency
isolation of such valves have been amended
new requirements for vent piping system have been added
definitions for Zone 0, Zone 1 and Zone 2 Hazardous Areas have been added
new requirement for piping and components in cargo area to be suitable for 925
degrees C has been added
requirements for vent fans and spare outfits have been increased and minimum
number of air changes provided for fixed and portable ventilation equipment for
spaces not normally entered has been added
new sections for automation systems and systems integration have been added
safety equipment for personal protection increased from two to three
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SOLAS Ch. VII/IGC Code
DNV GL © 2014 02.10.2014
MSC 93 amendments to the IGC Code - Part 3
The major changes (continued):
definitions have been provided for filling limit, loading limit and reference
temperature, justification for permitting filling limits greater than 98% are
specified and an absolute maximum filling limit of 99.5 % is specified
detailed requirements for gas fired internal combustion engines and for gas
turbine plants have been added
the use of fuels other than methane may now be accepted
a Cargo Operations Manual is required and new requirements for cargo sampling
have been added
a new section with very detailed requirements for cargo emergency shutdown
systems has been added
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SOLAS Ch. VII/IGC Code
DNV GL © 2014 02.10.2014
MSC 92 – Amendments to the ISM Code
MSC 92 adopted amendments to the International
Safety Management (ISM) Code by res.
MSC.353(92):
Existing text of 6.2 is amended with Company’s
responsibility to ensure that “each ship is
appropriately manned in order to encompass all
aspects of maintaining safe operations on board. A
proposal for min. safe manning may be requested
by the Administration with reference to the
Principles of minimum safe manning – Res.
A.1047(27) – covering peak workload situations
and changes in trade areas or other changes
which may affect safe manning)
New paragraph 12.2 is added with Company’s
responsibility to verify that those undertaking ISM
responsibilities should be acting in conformity with
the Company's responsibilities under the Code
In force from 1 January 2015
35 SOLAS Ch. IX/ISM Code
DNV GL © 2014 02.10.2014
MSC 92 – Amendments to the ISM Code, (cont.)
New paragraph in the foreword referring to
guidelines, recommendations, etc to be
taken into account. Footnotes are added :
– in paragraphs 1.1.10 (Procedures
concerning major non conformities),
1.2.3.2 (List of Codes, recommendations,
guidelines and other safety/security
related non mandatory instruments)
– and end of the title of sections 3
(Guidelines for operational
implementation of ISM), 4 (Guidance for
qualifications, training, and experience of
DPA), 8 (Guidelines for contingency
planning), 9 (Guidance for near-miss
reporting) and 11 (List of certificates and
documents to be carried out on board).
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DNV GL © 2014 02.10.2014
Main regulatory instruments and bodies on environment
37
International conventions
Major regional regulators
DNV GL © 2014 02.10.2014
Possible developments towards 2030
39
2016
NOx tier III for new builds in North
America
2015 2018 2030
EEDI phase 4
2025 2020
Additional ECAs established
Operational requirements on
CO2
HK Recycling convention ratified
Adopted
Possible
Global CO2 monitoring, reporting
and verification
0.1% ECA sulphur limit
EU CO2 monitoring, reporting and verification
Ballast Water Convention - entry
into force
BC, noise, bio-fouling and VOC
regulation
EEDI phase 1
EEDI phase 2
EEDI phase 3 0.5% global sulphur
cap
0.5% global sulphur cap
EU Recycling Regulation
EU 0.5% sulphur cap
US BW requirements
DNV GL © 2014 02.10.2014
Annex VI Sulphur + EU Sulphur Directive
40
Requirement 2010; Sulphur < 1.0% 2015; Sulphur < 0.1%
ECA sulphur
Requirement 2012; ECA reqs. in EU law updated 2020*; Sulphur < 0.50% * All EU waters; EEZ (200NM)
EU sulphur Directive Global sulphur
Requirement 2020 / 2025*; Sulphur < 0.50% * Date TBD pending MEPC review, end-2018 latest
DNV GL © 2014 02.10.2014
MARPOL Annex VI Air pollution – New NOx emission limits from MEPC 58
41
Ship Constructed
(≥ 1 January)
Application of
Requirements
Emission
Limits
Compliance at engine’s delivery
except as below
1990
to
2000
Retroactive
to existing engines
Engine size
> 5000 kW and
≥ 90 liters Tier I
1st IAPP Renewal Survey
≥ 12 months after IMO advised
by Party of availability
(physical and cost)
of “upgrade kit” *
2000 ≤ x < 2011 > 130 kW ----
2011 ≤ x < 2016 * Tier II
≥ 2016 *
*Only for North American and
US Caribbean NECAs
Ships ≥ 24m L or total
propulsion power ≥
750kW
Operation outside of ECA
Tier III Operation within ECA
RPM
Total Weight of NO2 Emission (g/kWh) Relative
NO2 Reduction
from Tier I < 130 130 ≤ n < 2000 ≥ 2000
Tier I 17.0 45.0*n(-0.2) 9.8 Current
Tier II 14.4 44.0*n(-0.23) 7.7 15.5% - 21.8%
Tier III 3.4 9*n(-0.2) 2.0 80%
DNV GL © 2014 02.10.2014
MEPC 65 approved postponement of Tier III entry into force by 5 years
despite substantial disagreement
MEPC 66 negotiated and adopted a compromise:
– Ships constructed after 1 January 2016 will have to comply with NOx
Tier III when sailing in the North American and US Caribbean NECAs
– Future NECAs can apply a different construction date, but not earlier
than the time of adoption of the NECA
– Exemption for purely recreational crafts (“superyachts”) ≥ 24 meters
constructed before 2021, indefinitely for smaller ones
43
MEPC 66 Update - MARPOL Annex VI, NOx Tier III changes
DNV GL © 2014 02.10.2014
Gas engines and NOx regulations MEPC 66
An amendment to the definition of fuel oil and marine diesel engine was
approved to include gas and gas fuelled engines respectively
This means that gas fuel will be subject to the Fuel Oil Quality
requirements in MARPOL Annex VI regulation 18.3
Gas turbines and other forms of combustion engines other than internal
combustion engines are still not covered by MARPOL Annex VI
The amendments are expected to be adopted at MEPC 67 in
October 2014
44
DNV GL © 2014 02.10.2014
New ECAs – fact or fiction?
46
Turkish Straits in 2018? Hong Kong /
Guangdong?
Mexico in ‘17/’18?
DNV GL © 2014 02.10.2014
EU sulphur Directive - revision highlights
Revised Directive agreed by EU;
– Alignment with MARPOL Annex VI requirements
– Agreement on 0.5% for all ships within EU
waters in 2020
– 0.1% at berth and in inland waterways
– PAX vessel requirements at 1,5% in all non-ECA EU
waters until 2020 (200 NM)
– State aid for technology investments (scrubbers,
LNG)
– Member States required to transpose the Directive
into national law by 18 June 2014
Future actions
– EU considering other ECA’s as part of work on Air
Quality Directive, potential option for shipping
emissions to be included in National Emission Ceilings
– Present political climate in affected countries renders
new EU ECA proposals this decade highly unlikely
– Additional support measures may be forthcoming
47
DNV GL © 2014 02.10.2014
California Sulphur Regulations
48
Requirements
Non-compliance fee imposed
- $45,500 for 1st visit, increasing to $182,000 for 5th
Scrubbers will not be allowed as substitute
- Waiver possible if system accepted as R&D project
CARB regulation will be superseded by MARPOL Annex VI in 2015
- IMO regulations allows for use of scrubbers
DNV GL © 2014 02.10.2014
3 sulphur control options
LNG as fuel
49
HFO + scrubbers for exhaust gas cleaning
HFO + change over to low-sulphur fuel in ECA
1
2
3
DNV GL © 2014 02.10.2014
NOx compliance options
Selective catalytic
reduction
50
Exhaust gas recirculation
Various water based technologies
1
2
3
DNV GL © 2014 02.10.2014
Push from developing countries on making the resolution on “Promotion of
Technical Co-operation and Transfer of Technology operational”.
Correspondence group established
Tightly constrained discussions of further energy efficiency measures, limited
to covering potential aspects of a data collection system for fuel consumption
of ships
52
GHG update from MEPC 66
• correspondence group to continue the work and report at MEPC 67
• phased in approach starting with data collection (Monitoring, Reporting and Verification) looks likely, but will take a number of MEPC meetings to agree
• Update of IMO GHG Study 2009 to be finalized for MEPC 67
• No further work on Market Based Measures
DNV GL © 2014 02.10.2014
Particulate matter
Particulate matter
Initially thought that controlling sulphur would reduce the impact of this.
While distillates produce a lower total mass of particles than HFO, distillates
will typically produce smaller PM’s than HFO – thus will likely have a larger
health impact. Broadly speaking, indications are that the smaller the
particles, the larger the health impact. Research in several fields covering
this is ongoing.
Black Carbon
Being basically heat absorbing particulate matter has a strong impact on
global warming, in arctic primarily through more rapid melting of ice.
Regulations of both of these are under discussion only at this point of time,
but we will likely be seeing regulations in the not too distant future.
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DNV GL © 2014 02.10.2014
40 countries has signed the BWM Convention
Albania
Antigua & Barbuda
Barbados
Brazil
Canada
Congo
Cook Islands
Croatia
Denmark
Egypt
France
Germany
Iran (Islamic Republic of)
Kenya
Kiribati
Lebanon
Liberia
Malaysia
Maldives
Marshall Islands
Mexico
Mongolia
Montenegro
Netherlands
Nigeria
Niue
Norway
Palau
Republic of Korea
Russian Federation
Saint Kitts and Nevis
Sierra Leone
South Africa
Spain
Sweden
Switzerland
Syrian Arab Republic
Tonga
Trinidad & Tobago
Tuvalu
56
30,25% of world fleet
(target 35%)
DNV GL © 2014 02.10.2014
Not signed the BWM Convention
Country GT
Panama 20,87%
Hong Kong, China 7,59%
Singapore 5,73%
Bahamas 4,67%
Malta 4,35%
Greece 3,97%
China 3,75%
United Kingdom 2,90%
Cyprus 1,91%
Italy 1,74%
Japan 1,72%
Indonesia 0,98%
India 0,82%
Turkey 0,62%
Philippines 0,42%
St. Vincent & Grenadines 0,27%
Thailand 0,25%
Kuwait 0,24%
57
Source: IMO and UK DoT 2012
DNV GL © 2014 02.10.2014
MEPC 65 - new implementation schedule - BWTS
BWM Convention enters into force before 31 December 2016
BWM Convention enters into force after 31 December2016
The applicable date of compliance with D-2 standard is first IOPP renewal survey after entry into force, for all
ships. Ships constructed after entry into force will be required to have a treatment system installed at delivery.
58
constructed year BW capacity (m3) new schedule
before 2009
between 1500 and 5000
first IOPP renewal survey after entry into force of the Convention
less than 1500 or greater than 5000
first IOPP renewal survey after the anniversary date of delivery of ship in 2016
2009 or after
less than 5000 first IOPP renewal survey after entry into force of the Convention
between 2009 and 2011
5000 or more first IOPP renewal survey after the anniversary date of delivery of ship in 2016
after 2011 5000 or more first IOPP renewal survey after entry into force of the Convention
DNV GL © 2014 02.10.2014
MEPC 66
Discussion on whether G8 should be opened.
Conclusion: A study plan to be presented by
Secretariat for MEPC 67 for more changes
are made
MOU guidance approved
Concept of Ballast Water treatment boat
discussed
Stripping conclusion delayed until MEPC 67
9 systems gained type approval
59
DNV GL © 2014 02.10.2014
USCG implementation schedule - BWTS
Treatment must be done using either a USCG type approved system or a system type approved by another
Administration which the USCG has accepted.
This is referred to as AMS (Alternate Management System) and is limited to use for up to 5 years.
Vessel’s management may apply extension of implementation schedule, ref CG-OES Policy Letter No. 13-01
found at Homeport USCG
60
vessel's ballast water capacity
date constructed vessel's compliance date
new vessels all on or after 1 December 2013
on delivery
existing vessels
less than 1500 m3
before 1 December 2013
first scheduled drydocking after 1 January 2016
1500 - 5000 m3 before 1 December 2013
first scheduled drydocking after 1 January 2014
greater than 5000 m3
before 1 December 2013
first scheduled drydocking after 1 January 2016
DNV GL © 2014 02.10.2014 SAFER, SMARTER, GREENER DNV GL © 2014
02.10.2014
A.Pagalos
MARITIME
Technical Issues related to building of new tankers
61
• Testing procedures of cargo tanks during construction
• Openings on superstructures/deckhouses walls facing cargo area
• Practical consequences of HCSR implementation in comparison with CSR
• Findings after a year in service (DNVGL fleet)
DNV GL © 2014 02.10.2014
Testing procedures of cargo tanks during construction (IACS UR S14)
As per subject IACS UR, applicable for ships constructed on or after July 2013 :
Structural test is to be carried out for at least one tank of the same construction
(i.e., same design and same workmanship) on each vessel provided all
subsequent tanks are tested for leaks by an air test.
Subsequent vessels in the series (i.e., sister ships built in the same shipyard) may
be exempted from such testing for other tanks which have the structural similarity
to the tested tank, provided that the water-tightness in all boundaries of
exempted tanks are verified by leak tests and thorough inspection is carried out.
For sister ships built several years
after the last ship of the series, such
exemption may be reconsidered.
In any case, structural testing is to be
carried out for at least one tank for
each vessel in order to verify
structural fabrication adequacy.
62
DNV GL © 2014 02.10.2014
Testing procedures of cargo tanks during construction, (cont.)
Deviation in between SOLAS and IACS UR
As per SOLAS Ch II-1, Part B-2, Reg. 11.3 regarding scope of testing for tanks
forming part of vessels watertight subdivision :
“Tanks which are intended to hold liquids, and which form part of the watertight
subdivision of the ship, shall be tested for tightness and structural strength with
water to a head corresponding to its design pressure. The water head is in no
case to be less than the top of the air pipes or to a level of 2.4 m above the top
of the tank, whichever is the greatest.”
The above regulation does not allow sampling of the tanks to be tested, nor the
relaxation of extent of testing on sister vessel that is allowed as per IACS UR S14.
Conclusion
As a consequence of the above, when DNVGL is acting on behalf of flag
administrations as a RO, permission from flag is required in advance before
following procedures as per IACS UR S14.
Some flag administration have accepted testing in accordance with IACS UR S14
as equivalent to SOLAS requirement, either on a case by case basis or
permanently.
63
DNV GL © 2014 02.10.2014
Openings on superstructures/deckhouses walls facing cargo area in tankers
SOLAS regulations II-2/4.5.2.1, 4.5.2.2, 4.5.3.4.1, 11.6.2 and 16.3.2.3; IBC
Code, paragraphs 3.2.3, 3.7.4, 8.3.4 and 8.5.1; and IGC Code, paragraphs 3.2.4,
3.8.4, 8.2.9, 8.2.10 in general do not allow access doors, air inlets and openings
to accommodation spaces, service spaces, control stations and machinery spaces
facing the cargo area. Such openings are to be located on the transverse
bulkhead not facing the cargo area or on the outboard side of the superstructure
or deckhouse at a distance of at least 4% of the length of the ship but not less
than 3 m from the end of the superstructure or deckhouse facing the cargo area.
MSC.1/Circ.1459 (8th July 2013) :
IACS UI SC120 appears to be in line with above.
64
DNV GL © 2014 02.10.2014
Openings on superstructures/deckhouses wall facing cargo area in tankers (cont.)
DNVGLs concerns
In case of a fire in the cargo area, access openings (and ventilation openings) will
represent a significant risk to crew members in terms of escape from deck to any
safe space (accommodation or forecastle area), or trapping crew in for example
forecastle spaces from further escape. The provisions of an air lock would not
serve as a preventive measure in this respect.
In case of major liquid spills on deck, liquid would be accumulated at the front of
the forecastle bulkhead or the front of the accommodation bulkhead, since
bulkheads in question normally serve as the spill coaming forward and aft. A
resulting fire would rage in the same area.
Same will apply in cases of liquid spray.
Tanker fires, such as the “Bunga Alpinia” explosion and fire in Malaysia last year,
confirm that the intense fire is raging on main deck and immediately in front of
the accommodation bulkhead.
In addition safety hazards associated with toxic liquids and gases are not
considered MSC.1/Circ.1459
65
DNV GL © 2014 02.10.2014
Openings on superstructures/deckhouses wall facing cargo area in tankers (cont.)
66
Taking also into consideration that: • On the basis of historical standard tanker designs, it is difficult to see why it will
be impossible or practically unreasonable to require compliance with SOLAS/Codes requirements.
• Complaints received from shuttle tanker operators, who consider that UI SC120 introduces a significant additional and unjustified safety hazard on shuttle tankers
It is proposed that :
• MSC.1/Circ.1459 is re-considered so that the aspect of safe escape, exposure to
fire, liquid cargo spills and cargo spray is taken into account. It is believed that such a re-consideration will conclude that MSC.1/Circ.1459 and IACS SC120 must be withdrawn.
• It may be acceptable to accept access doors to forecastle spaces from main deck (i.e. facing cargo area), provided these are arranged with air-locks and on the condition that alternative means of access, not facing the cargo area are also provided. Note however that an air-lock alternative may not be a practical approach for shuttle tankers, as requirements may imply that loss of ventilation requires shut-down of non-certified electrical equipment (e.g. dynamic positioning equipment).
DNV GL © 2014 02.10.2014
Practical consequences of HCSR implementation in comparison with CSR
CSRH improvements over the CSR
Finite element analyses of all cargo holds, e.g. forward and aft cargo holds are
required.
Extended scope of fine mesh modelling for yield check and fatigue check
Design cargo tank pressures for seagoing conditions is increased as vapour
pressure (min 25 kPa) is included for these conditions.
Lateral pressure is applied in hull girder stiffener buckling assessment
67
Goal Based Standard (GBS)
compliance has resulted in
extended verification scope
More transparent and consistent
with a more extensive technical
background than the current CSR
DNV GL © 2014 02.10.2014
Practical consequences of HCSR implementation in comparison with CSR (cont.)
Areas of increased scantling based on the same HTS grades/weight percentages
Cargo tank boundaries (vapour pressure application on top of liquid pressure for
seagoing conditions plus lateral pressure application in the prescriptive stiffener
buckling assessment)
Structures (longitudinal bulkheads, web frames , collision bulkhead and engine
room bulkhead) in
way of forward and aft
cargo holds (buckling
assessment based on
cargo hold FE analysis)
Keel plate and shear
strake (minimum
thickness requirements
from CSR Bulk)
68
DNV GL © 2014 02.10.2014
Practical consequences of HCSR implementation in comparison with CSR (cont.)
Difference in hull steel weight when applying CSRH on existing CSR tankers
Based on the fact that scantling requirements are similar or slightly higher (see
above) it is expected that the actual steel weight will increase when applying
CSRH on existing CSR tankers
Weight increase is not expected to be more than 1%-2% (this is based on
conservative assumptions without any consideration of margins scantling on
existing design and scantling optimization).
69
VLCC
DNV GL © 2014 02.10.2014
Examples of Hull damages during first annual survey MR tanker built in Korea
No.10 cargo tank (S)
- Crack (20 mm in length) was found at the filet weld of forward lower stool
bulkhead (Fr49) in way of corner closed to center longitudinal bulkhead. Backside
of lower stool bulkhead is No.5 water ballast tank (S).
72
DNV GL © 2014 02.10.2014
Examples of Hull damages during first annual survey MR Tanker built in China
A leakage from cargo
tank to adjacent water
ballast tank (No.1 P)
was reported, and crack
was subsequently found
on the welding below
stool top plate.
73
DNV GL © 2014 02.10.2014
Examples of Hull damages during first annual survey Panamax tanker built in Croatia
Found crack at stiffener / bracket in way of fr. 47 connecting longitudinal stiffener - bulb plate of inner
longitudinal plating of sea chest box
Found crack at the tip of transverse stiffener ( 2nd counted forward from fr. 46 ) fillet round weld connection
between the transverse stiffener and sea chest box bottom plating
74
DNV GL © 2014 02.10.2014
Examples of Hull damages during first annual survey MR tanker built in Korea
Surface crack in the
weld between forward
transverse bulkhead
lower stool sloping
plate, longitudinal
bulkhead (inner side)
lower sloping plate and
inner bottom plating.
75
DNV GL © 2014 02.10.2014
Examples of Hull damages during first annual survey LR1 tanker built in Korea
As reported by vessel, the leaking was
found from Cargo Tank No. 2 Stbd. to
Ballast tank No. 2 Stbd.
During inspection of the ballast tank No. 2
stbd., the crack about 25 cm long was found
on the welding between the longitudinal
lower stool top plate and stbd. side plate in
front of Fr. 85 and in way of erection joint,
when check the adjacent cargo tank No. 2
Stbd, the crack was found on the other side
of the welding and at the same location.
76
DNV GL © 2014 02.10.2014
Examples of Hull damages during first annual survey LR1 tanker built in Croatia
Crack found in web frame (fr
47) stiffener running from
sloped plate from sea chest to
sloped plate cargo tank.
77
DNV GL © 2014 02.10.2014
Crack along the
weld seam in
way of 4 port
ballast
observed.
78
Examples of Hull damages during first annual survey LR1 tanker built in Croatia
DNV GL © 2014 02.10.2014 SAFER, SMARTER, GREENER DNV GL © 2014
02.10.2014
A.Pagalos
MARITIME
Market outlook
79
-
DNV GL © 2014 02.10.2014
New contracts in 2014
Contracting activity slowed down
noticeably in 2014
1648 new contracts signed YTD (incl.
small vessels)
– Around 150 of the above may be
questioned due to unknown owners
(mainly to be built in Japan)
China has taken 44% of the total
volume, mainly bulkers, but also offshore
(OSV and MOU) and container ships
South Korea predominantly occupied with
oil tankers and gas carriers
Japanese orders, mainly with the bulk
and tanker sector
80
DNV GL © 2014 02.10.2014
Orderbook and scrapping
Total orderbook contains 6786 ships
corresponding to 205.6 mill GT
It represents 10.2% and 17.6% of the
existing fleet respectively
Bulk carriers and tankers (incl. gas)
represent as much as 70% of the total
volume currently on order
1279 ships (39.6 mill. GT) have been
delivered YTD
Scrapping remains relatively high, but
some 30% behind the record 2012 year
So far in 2014, 679 ships (14.7 mill. GT)
have been sold for demolition
Net tonnage increase YTD is 577 ships
corresponding to 24.9 mill GT
81
0
1000
2000
3000
4000
0
5
10
15
20
25
30
35
40
19
94
1
99
5
19
96
1
99
7
19
98
1
99
9
20
00
2
00
1
20
02
2
00
3
20
04
2
00
5
20
06
2
00
7
20
08
2
00
9
20
10
2
01
1
20
12
2
01
3
20
14
Nu
mb
er
of
vess
els
GT
Mill
ion
s
Vessels sold for scrapping or lost GT and number as of 2014.08.01
GT Number of ships
DNV GL © 2014 02.10.2014
Ship finance - Total investment in 2014 is expected to be lower by some 20% compared to 2013 due to lower contracting activity
World total orderbook is
estimated to be worth 384 $bn
Almost 50/50 split between
offshore and merchant contracts,
due to much higher investment in
the energy sector
Contracting in 2014 ytd:
– Merchant – 49.2 $bn
– Offshore – 22.1 $bn
– Total – 71.3 $bn
82
Total: $bn 384
DNV GL © 2014 02.10.2014
Crude Oil tankers
Seaborne trade growth very low
Declining US imports, partly compensated by the Far
East
Libyan oil compensated by West Africa
Still relatively high contracting for VLCC and
Suezmaxes due to low NB prices
Oversupply remains as a main problem
In 2016, possible crude export out of US? First
cargos of condensates got approved already
83
DNV GL © 2014 02.10.2014
Products tankers
Seaborne trade growth over 4% per annum,
growing mainly on the back bone of tight and shale
oil revolution
US increased exports to Southern America as well
as Europe (mainly diesel)
Extraordinary contracting of MRs (a lot of private
equity capital)
Refining capacity growth in Asia and Middle East will
boost trade of products to Europe, but we still wait
fro LR1 and LR2 to be ordered
84
DNV GL © 2014 02.10.2014
LPG Carriers – one of the few markets with relatively strong fundamentals
85
Source: SAI/MSI
• Global ethylene trade declined 4% 2013, driven
by a fall of 44% in Middle East exports (due to
sanctions against Iran)
• The small carrier segment is believed to grow
8.3%.
• Historically high spot rates for VLGCs (100.000
USD/day) and the outlook for this segment
remains strong
DNV GL © 2014 02.10.2014
LNG Carriers – recent roller-coaster contracting volume is levelling out to a rather constant but more conservative size
86
• Another year with limited growth in LNG
trade
• Import of LNG to China will however
remain strong
• Growing number of LNG carriers built on
speculation – no fixed contracts
Source: SAI/MSI third Quarter
DNV GL © 2014 02.10.2014 SAFER, SMARTER, GREENER DNV GL © 2014
02.10.2014
A.Pagalos
MARITIME
PSC performance of tankers
87
DNV GL © 2014 02.10.2014 90
Data source: IHS Fairplay Graph includes port States where DNV GL had most detentions
DNV GL © 2014 02.10.2014
Worldwide Detention percentage for tankers vs DNV GL detention percentage for tankers 2010-2014
91
DNV GL © 2014 02.10.2014 92
Data source: IHS Fairplay *Deficiency Ratio = average number of deficiencies per inspection