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HS07/VETTI/001.DOC Page 1 of 13
Asian Vetting Road Show - AGENDA
Approved by Howard Snaith – Marine Manager
ASIAN VETTING ROADSHOW 2002
AGENDA ITEMS
5. CDI - ISSUES
5.1 INTERTANKO position regarding the release of CDI Data & Transparency
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Asian Vetting Road Show - AGENDA
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8. Report on Independent Vetting Inspections (Noble Denton)
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AGENDA
The 18- month period suggested [in the OCIMF Mooring Equipment Guidelines, page 94,
section 6.2.7] is a general guideline based on "average use" for "normal" tails. In some
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vessels, using the tails every day on rough ground or jetties will create abrasive handling
damage in addition to any load stress damage, and may make replacement necessary every
few months. A vessel that uses the tails 3 or 4 times a year, keeps the tails out of sunlight
and in a clean, dry environment may be able to use them for a few years without any
significant weakening factors becoming apparent.
Either option will conform to the OCIMF guidelines. In any case, but particularly if an
extended period above the 18 months is planned, it would be prudent for the ship operator
to have a clear policy on rope tail replacement established within the vessel's safety
management system.
Parameters for assessment of the tail's condition and the experience and qualifications of
the competent inspector (including a knowledge of the characteristics of the material the
tail is made from) should be the minimum type of information within such a policy, along
with records of periodical inspections and findings.
(Full details are available on the INTERTANKO Web site)
Below you will find a copy of the confirmation received from Shell The confirmation
from Shell reads:
QUOTE
1) The STASCO Ship Quality Assurance Department operates a comprehensive ship
vetting programme to protect the interests of the Royal Dutch Shell Group of
Companies. Generally, our inspections are carried out in port during cargo operations
when access to a vessel's internal cargo and ballast compartments is restricted. In
order to address this issue, we have introduced additional measures to assist us in
better determining the condition of a vessel's structural integrity. Unlike some of the
other majors STASCO has not laid down additional requirements such as CAP ratings
and fatigue analysis which place a financial burden upon ship owners, we prefer to
gain the structural assurance required through professional assessment of data readily
obtainable from owners records and class documentation. We employ a team of in-
house naval architects specifically for this task.
For good order I attach a generic copy of our request letter and the list of information
required to make a meaningful assessment.
We proactively seek this information for vessels over 15 years old; the requests are
initiated from this office. The programme commenced in April 2000 and was initially
focussed upon ULCC's and VLCC's but has since been cascaded down the tonnage
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bands. Requests are made for data on all vessels in an owner’s fleet over 15 years of
age.
In addition we also request the data for single ships, irrespective of age whenever the
content of a SIRE report gives rise to potential concern in chapter seven. Owners are
made aware of the results of the assessment and the date at which further information
is required (typically the date of the next special survey). Assessments are made on a
case-by-case basis but it is fair to say we are particularly concerned with corrosion
protection systems and the measures taken by owners to ensure their effectiveness.
We also look for a clearly defined steel replacement policy.
3) As you are aware Stasco "vets" each vessel when it is proposed for Shell
business. All information available to us at the time is taken into account during the
vetting and steps are taken to close out any matters arising by requesting data from
the vessels technical managers. For example port state control interventions are
followed up in this manner, as are any incidents or casualties. These items and our
structural review require an owner’s response in order to close any outstanding
issues. When important items cannot be closed due to lack of information the vessel
is rejected.
UNQUOTE
INTERTANKO Comment:
We would like to extend our thanks to SHELL for supplying us with the
information and the explanation or clarification. INTERTANKO suggests to its
members that the supply of such information to Shell would be in order and
reminds its members that all such correspondence is in strict confidence
between the owner and Shell.
Details are on the INTERTANKO Web site
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2.4 New Vessel Inspections
Due to increased requests from members regarding the requirements for new building
vetting criteria and the difficulties in attaining that 1st acceptability after the vessel is built.
INTERTANKO has made enquiries to the various Oil Majors requesting the respective
requirements. The vetting committee has passed these collective replies to the European
Vetting reference Group who are reviewing the comments and/or questionnaires and
identify the areas that are common. These finding will be presented to the vetting
committee in March 2002. Most of the Oil Companies have responded and any details
including questionnaire are now available on our web site under the Marine &
Environmental section at the following link http://www.intertanko.com/marine/
3.2 Vetting Statement & C/P Clauses – report from the Secretariat.
The final vetting Statement and C/P were published in the weekly news and are available
on our website at the following link
http://www.intertanko.com/members/vetting/statement2001.asp
Subsequent to the Ship Inspection Vetting Committee meeting No.19 in London in October
this year, we have issued the following weekly news article
We refer to our Weekly NEWS No. 28/2001 regarding the revised Vetting Statement
and Charter Party Clauses, which are available on our web site. The Ship Vetting
Inspection Committee at its meeting on 5 October reported that some members were
already incorporating these into their charter parties. As part of our continuing review
process, we would appreciate to receive feedback from members regarding the
acceptability of these clauses
Please submit comments to either howard.snaith@intertanko.com or john.fawcett-
ellis@intertanko.com
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training course that would deal with vetting training. Subsequent meetings in November
2001 indicate that the first course may be early in 2002.
The aim is to produce a course that senior tanker personnel and Superintendents could
attend. One of the primary differences being that this course will not be producing
accredited SIRE inspectors. - Though there will be many common areas of knowledge and
many similar objectives. The purpose of this course would be for those attending to gain a
better understanding of the objectives and requirements of OCIMF's SIRE Programme and
Tanker Vetting. Such training would naturally differ from 'Inspector Training' (which the
SMA participate in, with OCIMF, in Singapore). A large portion of the course work will
however be based upon the OCIMF/SIRE training course. OCIMF have agreed to grant
copy right to the final course (after reviewing and approving of the final course work) and
INTERTANKO have agreed to endorse the course (after reviewing the final course work).
The course itself would then be totally administered by the SMA.
Comments are invited.
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6. Terminal Vetting In Singapore.
6.1 An update report from the Secretariat.
INTERTANKO's involvement with this has being widely reported in the
Weekly news over the last year and through the vetting committee meetings. The
latest information we have on this is as follows: -
Background
There are 3 companies in Singapore that were required by the MPA to
Carry out ship vetting: VOPAK/GATX, Tankstore and Oil tanking. Each of these
Companies have developed its own inspection procedures.
VOPAK/GATX started inspecting vessels from May 2001. VOPAK will use SIRE reports
in their risk assessment evaluation and will only perform vetting inspections on vessels that
are not SIRE. These inspections will be undertaken by
Independent (and not in house) inspectors.
Oiltanking started in January 2001 and inspections are being done by
in- house personnel. Although Oiltanking does not charge" owners for these inspections
they will inspect ALL ships that call at their terminals and will not "fully" rely on SIRE
reports
Tankstore has advised that they will implement a ship- vetting scheme for
Tankers calling at Pulau Busing Terminal, Singapore from 1 November 2001.
We have received the following memo from Tankstore: “As we do not have access to
SIRE / CDI database to extract the necessary information, we requested through
agents of vessels to send us the pre -berthing questionnaire with the information such
as when and by whom the vessel was last inspected. We intend to appoint an
independent reputable SIRE/CDI/OCIMF approved surveying company to inspect
vessels while at berth rather than at anchorage or elsewhere to minimise delay and
cost. Terminal will maintain a database for vessels inspected by our appointed
surveyor and any non-conformity will be noted and a copy will be extended to
the master. The inspection report will remain in our database for one year
and all vessels will be inspected at least once a year and if a vessel
received non-conformity report will be inspected subsequently to verify
compliance. We are anticipating the cost to be in the region of S$650 to S$700 per
inspection excluding GST and a 5% administrative fee by the terminal for
maintaining database and follow up”.
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INTERTANKO has supported this innovation and has submitted its comments to the
USCG Docket management System in the public domain. We have attached a copy of our
submission as (Appendix 1). It can be seen from our submission that we have mentioned
our concerns regarding identification of the “Charterer” and identified this as the head
charterer. We also forwarded a copy of our submission the Paris Mou advisory board for
information and follow up to our meeting with them in May 2001.
This was further discussed at the vetting Committee No.19 where the committee felt that
the definition of charterer as proposed was not accurate enough. Therefore since that
meeting the legal department of INTERTANKO have redefined the term charterer based
on the comments from the vetting Committee. This definition is containe d in 7.3 below.
Definition of The Charterer
After further review INTERTANKO Legal council have redefined the term charterer as
follows: - “The charterer is the person or entity who have deemed this specific
vessel suitable for carrying the cargo and who thus have taken the decision to place the
cargo on-board the vessel for this specific voyage”. The general comments received from
the vetting committee are in favour of this definition as it is simple, concise and without
ambiguity. It is proposed that it is this definition that is sent to The Paris Mou in a spirit of
co-operation and assistance.
The Forum is invited to comment.
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vessels (other than passenger vessels) will be inspected fewer times by US port state
control, as long as their standards are maintained. The Vetting committee was asked if the
way the USCG use the flag criterion on a stand alone basis gives the wrong (and probably
also for the Coast Guard) unintended results. The Vetting Committee observed that this
system did hold an advantage particularly when trying to obtain a TVEL or LOC inspection
by the USCG, where it greatly assisted in the arrangements for such inspections. However,
The Vetting committee further agreed after discussing the flag criterion that this was not a
priority item and that with regards to QUALSHIP 21 Criterion this should remain
unalterered at the current time. (Full details, The Targeting criteria and Boarding
matrix are available on the INTERTANKO web site).
The Forum is invited to take note.
7.5 The Tokyo MoU – Annual Report - Inspection & Targeting Criteria
The Annual report of the PSC in the Asia Pacific Region 2000 has being issued and is
available on our website at the following link http://www.iijnet.or.jp/tokyomou/ann00.pdf
It should be noted that whilst the Tokyo Mou has historically surpassed primary regional
annual target inspection rates of over 50%, The Tokyo Port State Control has adopted an
amendment to the memorandum to increase the annual target inspection rate to from 50%
to 75% as a long term objective to be phased in gradually. A further point of interest is a
new programme of fellowship training that has being introduced in accordance with the
integrated strategic plan for training and exchange of port state control officers in the Asian
pacific region. The Tokyo Mou has also decided to implement a further concentrated
inspection campaign on the ISM code compliance on ALL ships during the period July –
September 2002, which takes place concurrently with the same campaign planned by the
Paris Mou. The report states that of all the ships inspected 3.58% were chemical tankers,
with a detention average of 4.53%, - 1.96% were gas tankers with a detention average of
3.81%, - and 6.81% were oil Tankship/combination carriers, with a detention average of
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5.4% .The highest flag percentage of detentions was Korea and the regional average
detention rate was 6.87%. The area that was found to contain the highest number of
deficiencies was Life Saving Appliances.
.
8. Report on Independent Vetting Inspections (Noble Denton)
We received reports from some of our members regarding an Independent Vetting
Inspection scheme run by a firm of consultants in London called “Noble Denton”. They
reportedly perform between 2-3 inspections every day, 7 days a week for a primary client,
Louis Dreyfuss. Although the inspections are based on the SIRE VIQ’s they are not entered
into the SIRE system or conducted by accredited inspectors. INTERTANKO had quite a
positive meeting with Noble Denton to discuss the matter, the primary aim too ensure that
Noble Denton and Louis Dreyfuss conduct vetting inspections under the existing industry
schemes, OCIMF are continuing with these discussio ns and INTERTANKO is continuing
to monitor and pursue the matter.
The committee agreed that a European vetting reference Group should be formed as well,
with the same aims, which would be to view, discuss and form opinions regarding vetting
matters that involved policy, decision making and position forming that would best
represent members interests. It was agreed that communication would be established
between the members of this group, the secretariat and the Chairman Mr Lars Mossberg.
Whilst communications with the Asian vetting reference group would continue through
INTERTANKO’s Senior Vice President, Minerva Alfonso in the Singapore office.
The committee agreed that the members of the European reference Group would be:
• John Brechin (V-Ships)
• John Pocklington (Norbulk Shipping)
• Alan Johnson (Tsakos Shipping London Ltd)
• Michael Wilson (Laurin Maritime America)
• Nikos Kiriakakis (Pioneer)
• Dimitri Stamoudis (Ceres Hellenic Shipping).
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The IMO have stated that the UKC should be maintained “AT ALL TIMES”, thus the
question of static or Dynamic “should” be unquestionable because by complying at all
times suggests that this would take into account squat and thus be dynamic.
1. The new depth at Bhatu Berhanti is based upon a survey by CONOCO, and was
completed by a multi scan beam echo sounder (not single point echo sounder) and
is thus a 100% bottom scan and accurate. We have faith that the British Admiralty
would not have published the data if there was any doubt about it.
2. However the Singapore local charts do not recognise this new depth. This is
because the Singaporeans did not have access to the CONOCO survey data. But as
from 11th April 2002 the UK, Singapore, Malaysia and Indonesia Governments
will enter into a joint “badging” system whereby the will recognise the data that the
UK has utilised from the CONOCO survey. At this time there will be a whole new
series of charts published for the area.
The intention of OCIMF (subject to final confirmation) will be to re-publish there guide
(BUT with no routing guidelines), just imply as a tidal calculation guide with a
reference to the Minimum UKC as specified by IMO i.e 3.5m at all times. The guide
would probably include 3 examples of tidal calc ulations
1. Using (for example) NERC, (National environment research council) tidal
calculations which show tidal heights for every hour for every day.
2. Based on Admiralty tidal calculation method
3. The Admiralty Harmonic method.
But making the point that reference points do change, and would thus probably be
based upon Buffalo Rock, to the South of Singapore, which currently appears to be the
limiting depth.
The question we put to members relates to the question of Static or Dynamic, what
should be the interpretation and should this be clarified through IMO?
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