L'IMO adotta il calendario dell'UE per la messa al bando delle navi cisterna a scafo singolo

L'International Maritime Organization (IMO) si è affiancata all'Unione Europea nella messa al bando delle navi cisterna a scafo singolo. La data fissata ieri dall'Environment Protection Committeee dell'organizzazione marittima delle Nazioni Unite è il 2010. A partire dal 2010 gli Stati potranno impedire l'accesso ai loro porti alle unità a scafo singolo. Ma già dal 5 marzo 2005 non sarà più consentito il trasporto di combustibili pesanti su navi monoscafo e da quella data, per poter accedere ai porti, le navi a scafo singolo dovranno rispondere ai requisiti del Condition Assessment Scheme. Le bandiere degli Stati avranno la facoltà di permettere alle navi non dotate di doppio scafo appartenenti alle categorie 2 e 3 di operare fino al 2015 o fino al raggiungimento del 25' anno d'età. Le navi a doppio scafo o di doppio fondo o doppio fianco potranno invece operare fino al 25' anno d'età anche dopo il 2015 (inforMARE del 27 aprile 2001 e del 23 dicembre 2002).

Una nazione potrà comunque vietare l'accesso ai suoi porti o ai suoi terminal offshore alle navi cisterna a scafo singolo la cui bandiera ha concesso loro di operare oltre fino al 2015 o fino al raggiungimento del 25' anno d'età e alle navi con doppio fondo o doppio fianco dopo il 2015.

Le nuove misure concordate dall'IMO costituiscono un emendamento alla convenzione Marpol 73/78 ed entreranno in vigore il 5 marzo 2005.

Riportiamo di seguito uno schema elaborato da Intertanko che riassume le misure adottate dall'IMO.

Intertanko

On 4th December, 2003, MEPC 50 adopted Resolution MEPC.111(50).

This consisted of amendments to Regulation 13G and the addition of new Regulation 13H to Annex I of MARPOL 73/78
Entry into force 5 March 2005.

Amendments to MARPOL Annex I, Regulation 13G.

1. Table of phase-out dates remain unchanged from draft of MEPC 49 ' ie maximum 2010 for Category 2 and 3 oil tankers. ( 13G (4) )

2. There is a provision for flag states to allow the continued operation of Category 2 and 3 tankers beyond their phase-out date, but only up to 2015 or when the ship reaches its 25th anniversary, whichever is earlier. ( 13G (7) ) (However, see below for additional provisions for port state right to deny entry to such ships).

3. Category 2 and 3 tankers with double bottom (db) or double sides (ds) (not used for oil and extending the entire cargo tank length) may continue trading up to their 25th anniversary, even if this is beyond 2015 ( 13G (5) ). (But see below on port state right to deny entry after 2015).

4. There is a provisio n for a port state to deny entry to its ports or offshore terminals of a) a single hull tanker which has been allowed by its flag state to extend its life beyond its phase-out date, and b) a tanker with db or ds after 2015. ( 13G (8) (b) ).

5. CAS is required for all Category 2 and 3 oil tankers over 15 years of age (see details below under Resolution MEPC.112(59)). ( 13G (6) )

6. There is a clarification on double hulls which do not meet in all respects the requirements of 13F, which allows a double bottom complying with the minimum height requirement at centreline to be able not to comply with the minimum height away from centreline. ( 13G (1)(c) ). This proposal came from IACS (following liaison between IACS and INTERTANKO) to meet the need for such an interpretation.

7. A tighter, unified interpretation was adopted which requires tankers of 20,000 - 30,000 dwt to have SBT/PL arrangements in order to qualify as Category 2 tankers.

Marpol Annex I, new Regulation 13H.

Carriage requirements for heavy grade oil as cargo.

1. To apply from 5 March 2005 for tankers of 5,000 dwt and above. Exempted are double hull tankers of 5,000 dwt and above even if they do not fully meet the 13F minimum distance requirements. ( 13H (1)(b) )

2. To apply to tankers of 600 dwt up to 5,000 dwt from their anniversary date of delivery in 2008. Exempted are those built with db (according to 13F (7)(a) ) and ds (according to 13F (7)(b) ), but not including the current 13F main option of db and tank size restriction of 13F (7)(b). ( 13H (1)(a), 13H (4)(b) )

3. Heavy grades of oil are defined as:

crude oils with a density higher than 900 kg/cum
fuel oils with a density higher than 900 kg/cum, or with a kinematic viscosity at 50 C higher than 180 centistokes
bitumen, tar and their emulsions ( 13H (2)(a,b,c) )
N.B. The definition of heavy grades oil in 13H together with the definition of fuel oil in 13G (2)(b) has the effect of including in the definition of heavy grades of oil all oil distillates with a density higher than 900 kg/cum. The subject of distillates may be raised by INTERTANKO at MEPC 51.

4. There is provision for a flag administration to allow oil tankers of 5,000 dwt and above fitted with db or ds to continue with the carriage of heavy grades of oil until the ship reaches the 25th anniversary of its delivery (even beyond 2015). ( 13H (5) )

5. Subject to satisfactory CAS, there is provision for a flag administration to allow single hull tankers of 5,000 dwt and above to continue with the carriage of heavy grades of crude oil (of density of 900-945 kg/cum) until the ship reaches the 25th anniversary of its delivery (or 2015 according to 13G (7) whichever is earlier). ( 13H (6)(a) )

6. Subject to non-specified criteria on size, age, operational area and structural condition, a flag administration may allow the continued operation with heavy grades of oil cargo on non double hull oil tankers of 600-5,000 dwt until the ship reaches the 25th anniversary of its delivery (or 2015 according to 13G (7) whichever is earlier). (13H (6)(b) )

7. A flag administration may exempt an oil tanker of 600 dwt and above carrying heavy grades of oil from the provisions of 13H if either: (a) it is engaged in voyages exclusively within its jurisdiction or if it operates as a floating storage unit; or (b) it is engaged in voyages (or in operation as a floating storage unit) exclusively within an area under the jurisdiction of another consenting party.(13H (7) (a,b) )

8. For non double hull oil tankers, and "subject to the provisions of international law," a port state shall be entitled to deny entry to such oil tankers carrying heavy grades of oil or deny ship-to-ship transfers involving heavy grades of oil in areas under its jurisdiction. (13H (8)(b) )

N.B. At the closing session of MEPC 50, 15 European Union countries stated that they will deny entry to their ports of ships according to 13G (8)(b) and 13F (8)(b).

MEPC 50 adopted Resolution MEPC.112(50), containing amendments to the Condition Assessment Scheme.

CAS (Applies to all category 2 and 3 oil tankers of 5,000 dwt and above).

CAS requirements have been amended after much preparatory work this autumn by the Contact Group comprising flag administrations and industry representatives, including INTERTANKO whose contribution has been especially influential.

CAS will be performed at intervals of up to 5 years and 6 months.
First CAS to be undertaken at first renewal (ie special) survey or intermediate survey after 5 March 2005 of every tanker which has reached its fifteenth year.
CAS is to be harmonised with ESP.
Recognised Organisations (ROs) (ie classification societies) will be allowed to issue an interim statement of compliance, with maximum validity of five months, after first CAS, but not after second CAS.
Validity of statement of compliance (ie CAS certificate) will be 5 years and 6 months from the date of survey completion, so as to allow the continued harmonisation with ESP of those ships that will have to undertake a second CAS.
The company (ship manager or operator), with the agreeme nt of the administration, may carry out CAS at an earlier date if desired.
Two separate instances of CAS are defined in the regulation: CAS according to 13G (6) occurring between 2005 and 2010); and CAS according to 13G (7) occurring after 2010 and being the life extension CAS.

MEPC 50 on 4/12/2003 also adopted Resolution MEPC.114 (50)

This invites flag states to consider the application of the amendments to Annex I of Marpol 73/78 as soon as possible.

This also invites the maritime industry to implement the amendments as soon as possible.

This analyis has been prepared by Nikos Mikelis, currently director of Lyras Shipping Ltd., and Chairman of the INTERTANKO Safety, Technical,Environmental Committee (ISTEC)