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VANCOUVER, CANADASEPTEMBER 23, 2010
INTERTANKOand
TANKER SAFETYJOSEPH ANGELO
DEPUTY MANAGING DIRECTOR
OVERVIEWOVERVIEW
• INTERTANKO
• International regime for tanker safety
• Tanker statistics
• Risk management
INTERTANKOINTERTANKO
INTERNATIONAL ASSOCIATION OF INDEPENDENT TANKER OWNERS
• Non-profit organization
• Established in 1970
• Voice of the independent tanker owners
INTERTANKO INTERTANKO
MISSION
Provide Leadershipto the Tanker Industry
in serving the World
with the SAFE, ENVIRONMENTALLY
SOUND AND EFFICIENT seaborne transportation of oil, gas
and chemical products
INTERTANKOINTERTANKO
PRIMARY GOAL
Lead the CONTINUOUS IMPROVEMENT
of the Tanker Industry’s Performance
in striving to achieve
the Goals of:
• Zero Fatalities
• Zero Pollution
• Zero Detentions
MEMBERSHIPMEMBERSHIP
MEMBERSHIP is open to independent tanker owners and operators of oil and chemical tankers (i.e. non-oil companies and non-state controlled tanker owners) who meet the membership criteria.
ASSOCIATE MEMBERSHIP is available to any entity with an interest in the shipping of oil and chemicals.
MEMBERSHIPMEMBERSHIP
• 250+ Members
• 3,000+ Tankers
• 260+ Million DWT• Members in 40+ countries
• MORE THAN 75% OF THE INDEPENDENT TANKER FLEET
• 320+ Associate Members
MEMBERSHIPMEMBERSHIP
0
55
110
165
220
275
1997
1998
1999
2000
2001
2002
2003
2004
2005
2006
2007
2008
2009
0
500
1,000
1,500
2,000
2,500
3,000
3,500
No. members
m dwt
No. ships
Members/million dwt No. of tankers
SECRETARIATSECRETARIAT
• 24 STAFF MEMBERS IN 4 OFFICES
Oslo (12), London (10), Singapore (1)
USA (1) + Brussels, Manila (consultant)
• STAFF INCLUDES
- Managing Director
- Technical Director
- Director, Regulatory Affairs
- Marine and Chemical Director
- General Counsel
Annual General Meeting
Council
Associate Members Committee
Bunker Sub-Committee
Chemical Tanker Committee
Chemical Tanker Sub-Committee Americas
Human Element in Shipping Committee
Documentary Committee
Environmental Committee
Insurance & Legal Committee
Executive Committee
Safety and Technical Committee
Information Technology (IT) Committee
Offshore Tanker Committee
Short Sea Tanker Group
Vetting Committee
Worldscale Committee
ASIAN REGIONAL PANEL
HELLENIC FORUM
LATIN AMERICAN PANEL
NORTH AMERICAN PANEL
EUROPEAN REFERNCE GROUP
Q-Quest Sub-Committee
Management Committee
Shipowner Issues Sub-Committee
Governance Structure
15 Committees5 Regional Panels
MAIN ENVIRONMENTAL ISSUESMAIN ENVIRONMENTAL ISSUES
• Air emissions
- Green House Gases
- Exhaust Gas emissions (Annex VI & its revisions)
- VOC emissions
• Spill Prevention and Response Planning• Ballast Water management • Biofouling• Antifouling systems• Ship Recycling• Port Reception Facilities (adequacy & affordability) • Waste management (onboard and ashore)• Radiated Noise pollution• Cetacean strikes
INTERNATIONAL REGIMEINTERNATIONAL REGIME
• International shipping is regulated by the International Maritime Organization (IMO), a specialized agency of the United Nations
• IMO’s main objective is to facilitate cooperation among governments on technical and legal matters affecting international shipping to achieve the highest level of international standards for maritime safety, maritime security and protection of the marine environment
• This is accomplished through the development of international conventions, codes, and recommendations.
INTERNATIONAL REGIMEINTERNATIONAL REGIME
• Safety of Life at Sea (SOLAS)• Prevention of Pollution (MARPOL)• Standards for Training and
Watchkeeping (STCW)• Preventing Collisions at Sea (COLREGs)• Loadlines• Oil Pollution Response (OPRC)• Ballast Water Management• Recycling of Ships
SOLAS CONVENTIONSOLAS CONVENTION
• Design and construction
• Subdivision and stability
• Machinery and electrical
• Fire detection and prevention
• Lifesaving
• Radiocommunications
• Safety of navigation
• Safety Management
• Security
MARPOL CONVENTIONMARPOL CONVENTION
Six mandatory Annexes
- Oil- Chemicals- Packaged goods- Sewage- Garbage- Air emissions
MARPOL CONVENTIONMARPOL CONVENTION
Annex 1 - Tanker requirements
• Double hulls
• Damage stability
• Tank size limitations
• Limitations on operational discharges
- From cargo tank area
- From machinery spaces
• Monitoring equipment
• Emergency response planning
Investment in New Tonnage - Move to Double Hulls
• More than USD 500 billion invested since 2000 with the result that ~95% of tanker fleet* double hulled by end 2010* over 10,000 dwt
622
5159
67 68 73 78 84 91 9694
78
4941
33 32 27 22 16 9 4
0
20
40
60
80
100
1991
1997
End 0
2
End 0
3
End 0
4
End 0
5
End 0
6
End 0
7
End 0
8
End 0
9
End 1
0
SH/DB/DS
DH
% dwt share:
Average age tanker fleet above 10,000 dwt
Based on LRFairplayBased on LRFairplay
6
8
10
12
14
1619
70
1973
1976
1979
1982
1985
1988
1991
1994
1997
2000
2003
2006
2009
Years
Tanker Incidents and accidental pollution
Number incidentsNumber incidents
Source: INTERTANKO, based on data from LMIU, ITOPF and othersSource: INTERTANKO, based on data from LMIU, ITOPF and others
‘‘0000 ts pollution0000 ts pollution
0
210
420
630
840
1050
78
79
80
81
82
83
84
85
86
87
88
89
90
91
92
93
94
95
96
97
98
99
00
01
02
03
04
05
06
07
08
09
10
0
120
240
360
480
600
Misc/Unknown
Fire/Expl
Hull & Machinery
Grounded
Coll/Contact
Oil pollution
2010 projection based on 110 days
Tanker incidents 2009
Rate is number incidentsdivided by number tankersin the segment
Worst incident 2009 may be collision/fire Formosa Brick collision in the Straits of Singapore Aug 2009 9 fatalities and Elli that broke in to two at the entrance Suez Canal.
Groundings 24%
Fire&explosions, 7%
Hull&Machinery 25%
57 incidents34 engine
related
Misc, 17%
Collision/contact 27%
Collision/contact Grounding Fire/Explosion Hull & machinery Misc/unknown
dwt range Number % Rate
Below 10,000 107 47% 0.014
10-29,999 43 19% 0.025
30-99,999 60 26% 0.020
100,000+ 17 7% 0.010
Total 227 100% 0.016
Decade built Number % Rate
Unknown 6 3%
Built 1970s 32 14% 0.012
Built 1980s 43 19% 0.017
Built 1990s 48 21% 0.015
Built 2000s 98 43% 0.017
Total 227 100% 0.016
Tanker hull & machinery incidents
Number incidentsNumber incidents
Based on data from LMIU, ITOPF + othersBased on data from LMIU, ITOPF + others
0
100
200
300
400
50078 79 80 81 82 83 84 85 86 87 88 89 90 91 92 93 94 95 96 97 98 99 00 01 02 03 04 05 06 07 08 09 10
Engine
Hull & Machinery
Split engine and other Hull & Machinery as from 20022010 is a projection based on 110 days
Tanker hull & machinery incidents
Number incidentsNumber incidents
Based on data from LMIU, ITOPF + othersBased on data from LMIU, ITOPF + others
Year <10 years 10-24 years >25 years TotalAverage
age
2002 4 3 15 22 17.5
2003 3 3 8 14 18.4
2004 2 2 7 11 18.0
2005 9 5 20 34 17.6
2006 12 3 17 32 14.3
2007 20 3 25 48 13.2
2008 25 10 24 59 15.6
2009 8 13 22 53 16.7
2010* 6 3 5 14 17.5
Total 89 45 143 287 15.6
2010 figures are for 110 days2010 figures are for 110 days
Accidental oil pollution into the seaspills per tonne-miles 1970-2009
Source: INTERTANKO/ITOPF
1000 ts spilt1000 ts spiltper bn tonne milesper bn tonne miles
Record low 2008 and gain - record low 2009
0
12
24
36
48
60
1970 1973 1976 1979 1982 1985 1988 1991 1994 1997 2000 2003 2006 2009
Accidental oil pollution into the sea and tanker trade
Source: INTERTANKO/ITOPF/Fearnleys
10001000ts spiltts spilt
bn bn tonne-milestonne-miles
Record low accidental pollution from tanker in 2008 and in 2009
0
1
1
2
3
4
1970s 1980s 1990s 2000s
0
4
9
13
18
22
1000 ts spilled
m ts transported
- 63% -3% -82%
Incidents attended by ITOPF over the past 5 yearsMost oil spills come from bunkers and other shiptypes than tankers
Number of incidentsNumber of incidents
Source: International Tankers Owners Pollution Fund (ITOPF)Source: International Tankers Owners Pollution Fund (ITOPF)
0
2
4
6
8
10
12
14
16
18
20
2004 2005 2006 2007 2008 2009
Tankers
Non-tankers
Estimated total average annual U.S. Oil Spillage
Based on data from USCGBased on data from USCG
bbls
Storage and consumption include: Non-Tank Vessels (Cargo Ships) (2%), Other vessels (5%), Gas stations and Truck stops, Residential, Aircraft, Inland EPA-Regulated facilities (77%), Coastal facilities (Non-Refining) , Inland unknown, Motor vehicles, Others Transport includes: Inland pipelines (80%), Tanker trucks (10%), Railroads (2%), Tank ships (4%), Tank barges (percentages are percentages for the period 1998-2007 for the particular segment. (Percentages in graph is the tank ships percentage of total spillage for he period).
0
100,000
200,000
300,000
400,000
500,000
600,000
700,000
1969-1977 1978-1987 1988-1997 1998-2007
Other Transport
Tank Barges
Tank Ships
Production
Refining
Storage And Consumption
Tank Ships 30%
Tank Ships 15%
Tank Ships 8%
Tank Ships 2%
Pollution from tankers in the US have been strongly reduced both in absolute terms
and as a percentage of total spillage in each period
““WALK THE TALK”WALK THE TALK”
Proactive approach
• Distillate fuels – proposed that IMO require all ships to switch from residual fuels to distillate fuels
• TOTS – developed Tanker Officer Training System to augment existing mandatory requirements
• Targets for GHG emissions – first to propose the IMO set Greenhouse Gas emission targets for shipping
Risk Management
Involves:• Identifying and understanding risks• Mitigating or eliminating risks, where possible• Avoiding unacceptable risks• Balancing risk & reward to arrive at the best
decision for all involved
Goals:• To protect people, the environment and property• To avoid a catastrophic incident• To prevent disruptions to commerce and trade• To improve quality of available tonnage
Risk Management
• IMO provides robust requirements for tanker design, construction, equipment, machinery, tank size, damage stability, operational requirements and crew training
• Opportunities exist for certain navigational matters
IMO Ships Routing
IMO Ships’ Routing Publication
• Traffic separation schemes• Deepwater routes• Areas to be avoided• Other routing measures
– Two way routes (Strait of Juan de Fuca)– Directions of traffic flow– Navigation around the coast
• Mandatory ship reporting• Mandatory routing systems• Mandatory no anchoring areas
Concluding Remarks
• INTERTANKO is a highly respected, responsible association with tanker safety as its highest priority
• IMO comprehensively regulates tanker safety through mandatory requirements
• Statistics clearly show a distinct improvement in tanker safety
• Risk Management analysis is the best way forward to address local/regional issues or concerns
THANKTHANK
YOU!YOU!