MINUTES FROM THE LAST MEETING and STATUS OF LIST OF ACTION

AGENDA

2.1 Terms of Reference

2.2 Membership

3. GENERAL

3.1 Request to IACS to set up an Industry Technical Committee

3.2 Progress report on INTERTANKO/OCIMF/Class discussions

3.3 Conditions of Class (and Memoranda) used by Oil Companies as rejection criteria

3.4 Engine Room Fires: Oil Mist Detection (currently a UK submission at IMO for discussion)

4. MARINE AND SAFETY

4.1 Report from the Working group on Pilotage

4.2 VDRs

4.3 ISM Code: Update on the LAN initiative

4.4 Lifeboat Safety

4.5 OCIMF new recommendations for ships’ fitting for use with tugs

4.6 Maritime Security

4.7 USCG Campaign on oily-water separators

5.1 Air pollution from ships – US proposal & EU proposal

5.2 Marine Safety Data Sheet

5.3 VOC emissions from tankers, VOCON project

5.4 P/V Valves and Pres-Vac

5.5 Tank Level and Pressure Monitoring (TLPM)

5.6 Bunker Sub-Committee Report from meeting of 28 February 2002

5.7 Protection of Bunker Tanks

5.8 CRUMECON and CRUCLEAN

6. TANKER STRUCTURES

6.1 Coatings on cargo tanks

6.2 Generic versus ship specific corrosion allowances for existing ships

6.3 Newbuilding Awareness Guide

6.4 Newbuildings Policy and involvement with Class: Extended Guarantee / Net-Scantlings/Corrosion Margins

6.5 Means of Access

6.6 Discussions with ABS on ships with substantial corrosion when applying HBL or CAS

6.7 CASTOR and the new ABS rules

7.1 Sulphur Emissions and Emissions Trading

7.2 Environmental Committee Report:

• 
  Ship Recycling – Assessment of costs for ‘green’ recycling
  
• 
  Ballast Water Management – Update on MARTOB Project
  
• 
  Anti-fouling Systems – Update on Guidelines for Survey & Certification and report on latest regulatory developments
  
• 
  DNA Tagging Project - Report
  

1. 
   MINUTES FROM THE LAST MEETING and STATUS OF LIST OF ACTION
   

Approved as circulated.

1. 
   Terms of Reference
   

The Committee agreed to the following changes in its Terms of Reference:

• 
  increase its membership from 18 to 25
  
• 
  clarify that membership is renewed after 2 years by the Committee itself
  

Duties and Responsibilities:

• 
  amendments to the text of paragraph 9.1 to better define the procedure for selection of items for the ISTEC agenda.
  

The amendments are given in italics in Annex 1 of the Minutes.

2. 
   Membership
   

The Committee agreed with the following nominations for ISTEC membership and recommended their approval by the next Council Meeting:

• 
  Expressed appreciation for the activity and input from Mr. Gerasimos Avlonitis, Avin International; Reidar Pederson, Red Band and David Sharp, Unicom Management Serv., whose Membership period have expired. The Secretariat would follow up with letters as appropriate.
  
• 
  Requested clarification from V. Ships whether the Company wishes to be represented by three persons, i.e. Nigel Adams, Kurt Burkart and Prabhat Sharma. It was acknowledged that, with the size of the V.Ships’ operations, there could be a benefit to have more than one representative. However, due to the fact that Nigel Adams and Kurt Burkart were not able to attend, the Committee requested the Secretariat to clarify the matter.
  
• 
  Expressed deep appreciations to Nikos Kiriakakis, David Penny and John Corres for their contributions to ISTEC and regret they had to depart the Committee because of change of their employments and activities. The Committee invited them to consider re-election when appropriate.
  

Finally, the Committee has been informed that Capt Dimitrios Kosmas, Marine Manger of European Navigation (Tanker Division) Mr. Ivanov from Novoship would be nominated for Membership at the next ISTEC meeting. The Committee looks forward to welcoming them to the Committee.

1. 
   Send letters to outgoing ISTEC members
   
2. 
   Invite V.Ships to clarify membership to ISTEC
   
3. 
   Send letters to Capt Kosmas and Mr. Ivanov inviting them to attend the next meeting.
   

1. 
   Request to IACS to set up an Industry Technical Committee
   

1. 
   Recommend INTERTANKO Members to ensure a strong and active representation in Class Societies’ Technical Committees.
   
2. 
   Recommend that INTERTANKO promotes the establishment of an IACS Industry Technical Committee as the permanent link between IACS and the ship owning industry. The IACS Technical Committee could use the same model on which individual Class Societies have set up their Technical Committees.
   

ISTEC discussed this matter at length and there was a unanimous agreement that the consultation and the dialogue between shipowners and IACS needed significant improvement. An IACS Technical Committee would be a good vehicle for such a formal liaison.

1. 
   perception of Class losing its necessary independence of action (shipowners might pressure IACS to “lighten” their regulations),
   
2. 
   too large participation to such a Committee and thus inefficient activity,
   
3. 
   the danger that the proceedings would be decided by policies rather than technical details.
   

ISTEC recognised the potential risks linked to these aspects and firmly agreed that the IACS Technical Committee should not be above the role of individual Class Societies and not become the Board of IACS. On the other hand, most of these concerns are only in theory, since reality has demonstrated that for quite some years, the shipowners were actually putting pressure on Class to strengthen and not to minimise their inspection and their regulations. It was also noted that, over the last two years, there have been a number of specific occasions where IACS has responded to calls from the industry to meet and to discuss imminent developments or proposed new initiatives, such as Condition Assessment Scheme, INTERTANKO/OCIMF Aide Memoire issues, and the IACS initiatives for bulk carrier safety.

2. 
   Progress report on INTERTANKO/OCIMF/Class discussions
   

ISTEC took note of the report and made recommendations that few other issues could be added to the Aide Memoire. These additional items are:

• 
  oil majors’ policy related to tanker’s condition of class
  
• 
  lifeboat safety and
  
• 
  minimum thickness and corrosion margins for ships in service,
  

as discussed under other agenda items of this meeting.

3. 
   Conditions of Class (and Memoranda) used by Oil Companies as rejection criteria
   

ISTEC agreed that oil majors’ vetting policies to deny contracts to ships with “condition of class” (CC) is wrong and damaging. CC is a good system through which Class could follow up ships and their equipment. Stigmatisation of CC by oil majors’ vetting policies damages the whole CC system and not only for tankers. It was suggested that INTERTANKO, OCIMF and IACS should discuss the matter and find a solution to repair the damage. The dialogue should also consider how other terminologies are more negatively perceived than their actual meanings, such as “substantial corrosion”.

4. 
   Engine Room Fires: Oil Mist Detection (currently a UK submission at IMO for discussion)
   

ISTEC considered the UK submission to MSC 75 and disagreed that installation of oil mist detection equipment would be the most efficient measure and, in the light of alternative measures and pending regulations, it would make any significant safety progress. The drawbacks of such a detection system could be on the reliability of such systems, on unnecessary false alarms. Ships have enough monitoring devices and oil mist detection equipment might be needed only after some other measures are first implemented.

• 
  better survey procedures for insulations
  
• 
  standards for repairs of insulations
  
• 
  engine room equipment thermal images which would indicate where extra measures should be considered (Class Societies offer such a service)
  

Finally, ISTEC would consider further whether a better approach on all this is to have an extra-fire notation as a mandatory Class rule.

1. 
   Report from the Working group on Pilotage
   

The Committee noted the report of current work by the Pilotage Working Group including the EU ports Directive and the de-regulation of Pilotage in Europe, ongoing dialogue with IMPA and the APA, and the current progress with the Pilotage best practices booklet in conjunction with OCIMF and ICS. Interest was expressed by ; -

Mr Mogens Fynbo of A/S Dampskibsselskabet Torm.

2. 
   VDRs
   

The Committee noted the ongoing work regarding the feasibility study into retro-fitting VDR’s and reduced VDR’s (and what form such a reduced VDR may take at IMO). Also that INTERTANKO was recently re-approached by Broadgate and the MCA to work with INTERTANKO and undertake a fresh study of retro-fitting costs of current VDR’s to existing buildings. Broadgate had also requested INTERTANKO to re-submit cost evaluations forms for a fresh quotation that could be used at IMO in the feasibility study, (as INTERTANKO had previously been subjected to confidentiality clauses in the previous quotes by Broadgate a year ago). However, Broadgate were now willing to fore-go these confidentiality clauses on the basis that they anticipated retro-fitting costs have greatly reduced in the last 12 months, due to technological improvements in interfacing.

c. Source alternatives to submit VDR cost evaluation forms for 2 vessels built in 2000 onwards, 2 vessels built in the 1990s, and 2 vessels built pre-1990’s.

3. 
   ISM Code: Update on the LAN initiative
   

The Committee took note of the report, particularly the IACS PR 17 – Routine and Ad-hoc Reporting by surveyors. The Committee was invited to submit comments on this and any practical experiences they may have in order to support further INTERTANKO representation.

4. 
   Lifeboat Safety
   

ISTEC had a lengthy discussion on this high priority matter. It was agreed to:

• 
  Add the Lifeboat safety issue to the OCIMF/INTERTANKO Aide Memoire on Class
  
• 
  Attempt to organise a Conference for raising the awareness within the industry
  
• 
  Contact cruise or passenger shipowners’ association.
  

Among comments given a question was raised but yet answered, namely, is the lifeboat the best means to save people? One knows it is expensive and quite often does malfunction. The launching mechanism is laid out in a manner that people, especially under a distress situation pull the wrong lever and accidents, including casualties have been reported on live situations or during drills.

1. 
   approach OCIMF and suggest to add the Lifeboat safety to the Aide Memoire
   
2. 
   attempt to organise a Conference in the same manner INTERTANKO organised the industry Conference on Corrosion in 1998.
   
3. 
   coordinate this if possible with other associations, including SIGTTO, ICS, INTERCARGO and possible representatives of passenger shipowners.
   

5. 
   OCIMF new recommendations for ships’ fitting for use with tugs
   

The Committee noted that INTERTANKO and IMPA were to undertake a joint study into the number of failures that have actually taken place of the mooring bitts and in particular the under deck stiffening associated with the bitts. OCIMF has published their publication recommending the permanent markings of SWL on mooring bitts to be used for tug purposes, however we have found no compelling need that this should be applied retrospectively to existing buildings but we endorse the application to new buildings. This therefore, is the purpose of the joint study to determine amongst our collective membership, the full extent of the claimed problem which can then be reported to IMO.

6. 
   Maritime Security
   

ISTEC took note of the report and agreed to check the proposed Security Plan when available and seek to identify any aspects that might jeopardise the safety of the ship and of its crew. The Secretariat should report back when information is available.

7. 
   USCG Campaign on oily-water separators
   

ISTEC has agreed to add this issue to its agenda and give it high priority. There was an unanimous agreement that priority should be given to oily-water separator equipment in the engine room. This is the object of a sustained USCG campaign that resulted in masters and chief engineers being prosecuted and heavily fined. It was agreed to address the issue from two different angles:

1. 
   Correct procedure for the completion of the oily-water separators log, the Oil Record Book and the IOPP certificate data such as the correct volume of the engine room sludge tank. It was agreed that INTERTANKO should aid in resolving this problem by producing a Guide on the completion of the Oil Record Book. Mr. Koutris and Mr Kiriakakis volunteered to provide models which their companies already have in use.
   

2. 
   Investigate possible technical solutions to overcome the practical problems that make oily-water separators not function properly. These devices have not been requested, designed and manufactured to monitor oily-water-sludge-chemical waste mixture. This is the main reason this equipment fails.
   

ISTEC took note that IMO has ongoing work for reconsidering the specifications of the ODMEs used in the cargo block. Information was given that CIMAC is looking into the ODME matter. Although problems do occur with ODMEs as well, INTERTANKO should give priority to issues addressed by the USCG Task Force. It was noted that INTERTANKO will meet with the USCG late September and it would investigate whether this item could be added to the USCG/INTERTANKO Partnership agreement.

1. 
   INTERTANKO to develop a Guide on the completion of the oily-water separators logs, the Oil Record Book and the information of the IOPP Certificate. Add a FQ (frequent questions) section where nameless experiences would be listed and shared as an early warning system among members.
   

2. 
   Consider practical measures and solutions to avoid the current problems with the current lack of reliability of the oily-water separators in the engine rooms.
   

1. 
   Air pollution from ships – US proposal & EU proposal
   

ISTEC noted the progress report on this matter.

• 
  Critical use of Halons
  

As a separate matter, ISTEC discussed the potential implications on the prohibition on the use of halons in fire-fighting systems on ships in advance to the IMO deadline set for 2007. Information was given that Denmark banned use of halons onboard ships with Danish flag. EU is preparing a submission to IMO to accelerate this phase-out. The costs for a change is almost 200,000 USD/VLCC and some of these are due to phase-out in 2007. Thus it is difficult to justify an investment of that level for a very short period of time. A DNV booklet on halons was mentioned and it was suggested to get more information on it.

1. 
   INTERTANKO should participate in the discussion on this at IMO and ensure that existing vessels were not affected by such a change in regulations.
   
2. 
   As per the EU Directive on halons, a proposal for a ban on the use of halons on cargo ships should be accompanied by a cost benefit analysis including a clear indication on the availability of viable alternatives.
   
3. 
   The Secretariat to get the information on the DNV booklet on halons and circulate to ISTEC.
   

2. 
   Marine Safety Data Sheet
   

ISTEC noted the report and the draft submission to IMO which was approved.

3. 
   VOC emissions from tankers, VOCON project
   

ISTEC discussed the feed back information from membership with respect to the VOCON implementation. Some comments were about the difficulty of correctly plotting the pressure inflexion when the unsaturated vapour have been completely released. Advice was given that this difficulty stemmed from the incorrect speed set for the recording paper. Reduce the speed and one would capture the inflexion much easier. Problems were also reported in convincing crews to stand by the valve and close it when told. Some other tankers do let the p/v valves open automatically to their pre-set pressure. Although the CRUCOGSA’s hundreds of measurements show that p/v valves are mostly manually operated, it is recognised that the automatic opening might be in practice. However, this should not be a problem to implement VOCON.

4. 
   
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