MARPOL changes are just month away

There is just one month to go before amendments to MARPOL - namely, new regulations 13G and 13H - come into force on April 5.

Opinion among leading regional tanker charterers suggests many tanker operators in the Middle East have not yet woken up to the upcoming changes.

This ignorance could lead to denial of entry to ports and terminals, or even detention of vessels, after April 5.

A random telephone poll of 21 operators, carried out by Sea Views, revealed just 12 were aware of the changes the remainder appeared to be oblivious of the impending major revisions to the International Convention for the Prevention of Pollution from Ships 1973, as modified in 1978 (MARPOL 73/78).

These changes affect the 130 flag states that have ratified MARPOL, representing more than 97 per cent of the world's merchant shipping tonnage.

The revised regulation 13G brings forward the phase-out schedule that was first established in 1992, and revised in 2001 for existing single-hull tankers.

Tankers that are single hull should be phased out or converted to a "double hull" by the dates set out in the revision, according to the revised regulation.

Category 1 tankers are those of 20,000 tonnes deadweight (DWT) and above, carrying crude oil, fuel oil, heavy diesel oil or lubricating oil as cargo.

Category 1 also includes tankers of 30,000 tonnes deadweight and above carrying other oils, which do not comply with the requirements for protectively located segregated ballast tanks.

Phase-out

If not converted, these must no longer trade after April 5, if they were delivered on April 5, 1982, or earlier.

For Category 1 tankers delivered after that date, they shall not trade after the respective anniversary date in 2005, according to the revisions.

For Category 2 and 3 tankers, the phase-out is staggered. In Category 2 are oil tankers of 20,000 tonnes DWT and above, carrying crude oil, fuel oil, heavy diesel oil or lubricating oil as cargo.

It also includes tankers of 30,000 tonnes deadweight and above carrying other oils, which do comply with the protectively located segregated ballast tank requirements.

In Category 3 are oil tankers of 5,000 tonnes DWT and above, but less than the tonnage specified for Category 1 and 2 tankers.

For Category 2 and 3 ships delivered on April 5, 1977, or earlier, the phase out deadline is April 5, 2005, unless they have been converted.

For similar ships delivered after April 5, 1977, but before January 1, 1978, they must no longer trade after the respective anniversary date in 2005.

Deadline

For ships delivered in 1978 and 1978, the deadline shall be the respective anniversary date in 2006. For ships delivered in 1980 and 1981, the deadline shall be the anniversary during 2007.

For ships delivered in 1982 and 1983, the deadline shall be the respective anniversaries on 2008 and 2009. Finally, all other such ships delivered in 1984 or later shall not trade after the respective anniversary in 2010.

The new Regulation 13H bans the carriage of heavy grade oil (HGO) in single-hull tankers of 5,000 tonnes DWT and above, after the date of entry into force of the regulation (April 5, 2005).

It also bans the carriage of HGOs in single-hull oil tankers of 600 DWT and above but less than 5,000 tonnes DWT, not later than the anniversary of their delivery date in 2008.

HGOs are defined as crude oils having a density at 15 degrees Celsius higher than 900 kg per cubic metre.

The definition includes fuel oils having either a density at 15 degrees Celsius higher than 900 kg per cubic metre or a kinematic viscosity at 50 degrees Celsius higher than 180 centistoke. Lastly, it includes bitumen, tar and their emulsions.

There are provisions for exemptions in certain circumstances, at flag-state discretion. Any unprepared operators faced with these deadlines are strongly advised to speak to their respective administrations.

In the case of Regulation 13G, however, this would certainly require the vessel in question to be part of a Condition Assessment Scheme implemented in accordance with IMO requirements

Furthermore, in the case of any exemptions granted by a Flag Administration, operators are warned any party to MARPOL 73/78 is still allowed to deny entry of single-hull tankers which have been allowed to continue operating under flag-exemption, into ports or offshore terminals under its jurisdiction.

The writer is a Dubai-based marine consultant.