Marine Surveying, Inspection and Safety Practices - Coursework Example

IMO conventions and construction of a new product tanker Introduction The safety of the ship building industry is ensured through the implementation of various international conventions through International Maritime Organisation (IMO). It is therefore, imperative and mandatory for the industry to adhere and enforce these regulations. In this study, the researcher is being asked to analyse various IMO conventions and apply them in the construction of the new 37000mt dwt product tanker with the following particulars: Draft-11.5m LOA-180m beam-26m tanker-14 (12+2 slops) GRT-20300 NRT-10150 double hull construction However, even before applying the IMO conventions in the designing and construction of the new vessel, it is important to understand the premises of various IMO rules and regulations and the significance of implementing these conventions in the shipbuilding industry. Therefore, the paper would provide a comprehensive outlook of the various IMO conventions applicable to this particular vessel. It would also discuss the designing of the vessel that would follow the IMO regulations. For the construction of this 37000mt DWT product tanker with double hull, SPS technology would be used. A detailed analysis of this design and its feasibility and compliance with IMO conventions would be conducted. Further, this report would also focus on the importance of researching about serious accidents and oil spills in the past to understand the implication of following IMO conventions. The report would focus on the fact that due to the highly risky operations involved in the shipping industry, it is important to follow the stringent operational and design policies developed by the IMO. Therefore, this report would provide a comprehensive outlook about the various IMO conventions, their importance in the shipping industry and the compliance of these conventions by the proposed 37000mt dwt product tanker. Background Data reveals that around 60 per cent of the oil transported around the world is done through the sea route. Almost every economy of the world is dependent on this competent, consistent and cost-effective mode of transportation i.e. tanker shipping. However, it is also important to note that due to the enormous risks associated with this form of shipping, safety and environmental protection become potent factors to consider in the tanker industry. The industry has implemented various stringent rules and regulations to reduce oil spills and serious accidents involving product tankers. Further, the industry is committed towards maintaining the safety standards and protecting the environment against pollution (Khalid, 2009). As per the IMO, product tankers form a bigger proportion of the fleet of merchant ships worldwide. The below table indicates the number of oil tankers being added over the years. The figures clearly indicate the increase in number of tankers over the last two decades. Table 1: Number of shipping fleet according to vessel types Source: UNCTAD It has been found that around 40 per cent of the merchant ships worldwide consist of tanker vessels. It has been projected by the Institute of Shipping Economics and Logistics (ISL), Germany that product tankers would at least have 50 per cent share of the world’s merchant ships by the year 2010. Therefore, the tanker trade is considered to be one of the most essential businesses in the shipping industry, as it is used to carry most of the world’s oil and gas from one place to another (Khalid, 2009). In 2008 total seaborne trade, the share of the tanker trade was about one-third, as per the data released by the United Nations Conference in Trade and Transport (UNCTAD). Further, the cargo carried during the same year had around two-third of crude oil. The transportation of oil through the sea route has grown gradually in the past few decades as shown in the table below. Although, it had been seen that the demand for oil decreased during the recession, it is believed that oil would still register good performance in the future as compared to various other shipping businesses, as the energy demand would still increase globally (Khalid, 2009). Table 2: Volume of oil trade on the sea route (vol. = mil. tons) Source: UNCTAD It has also been found that various cargos were classified as dangerous goods by the IMO under the International Convention for the Prevention of Pollution by Ships (MARPOL). Some of the goods that are classified as dangerous good are substance that are flammable and combustible, which can produce gases that are flammable; radio-active materials, poisonous cargo; and corrosives (Khalid, 2009). Although, most shipping companies are building bigger oil tankers, such tankers take a long time to commission. Therefore, most oil companies are dependent on transporting oil through small tankers. The owner of these small tankers have not yet signed for the mandatory phasing out of single hull tankers implemented by the IMO and therefore, are still using these seemingly dangerous modes of transporting oil. However, the demand for double hulled tankers are on rise as the IMO requires the tankers with single hulls would be taken off service by 2026 (Hayler & Keever, 2003). Similarly, the United Nations has also decided to phase out tankers with single hull by 2010 (Single Hull Oil Tankers Banned, 2003). It has been found that most of the contemporary product tankers are constructed with double hulls, which consists of extra gap between the tanks and the hull (Hayler & Keever, 2003). There are various hybrid designs in the market as well. Some of them are a combination of single and double-hull designs, whereas, some has double-bottom hulls. IMO conventions Numerous regulations have been evolved in the arena of Ship construction, design and exploitation. The section will elucidate the important rules and regulations that affect tanker design and bulk carriers mostly. The rules and regulations are classified: International Maritime Organization (IMO) have imposed some rules and regulations There is a international convention for Prevention of Pollution from Ships (MARPOL) The International Convention for the Safety of Life at Sea (SOLAS) The International Convention on Load Lines (ICLL) Formulation of rules and regulation by the International Maritime Organisation, the SOLAS Convention, states the standards for the equipment, construction and operation of ships. This is basically focused towards seeking compatibility towards safety. The most interesting part deals with the rules for subdivision. Creating the stability factor is also very intriguing (Tusiani & Shearer, 2007). Also, the safety norms devised by the regulations also elucidates the probabilistic calculation that helps the ship to move with stability that prevents any occurrence of damage for the vessels and maritime animals. These probabilistic calculation are complex, it is a combination of calculations that is related to studying the damage caused if there are conditions such as flooding. Thereafter, the effect of these conditions such as flooding is studied over the overall damage and  the  then the stability is weighted in accordance to the degree of probability incase these disaster occur (Anianova, 2006). The convention named, The MARPOL basically consists of set of rules that deal with preventing of operational pollution. Rules and requirement dealing with such parameters has to be taken into consideration in order to design a tanker. Also some of the components include designing tanker stability and geometry. With this, some of the factor also evolves around taking adequate steps for minimizing pollution occurring due to the use of oil from oil tankers. This can be due to the damaged bottom of the tank. As these rules and regulations have been jotted down and available in prints, the time for adoption and their usage has to be strictly adhered to (Button & Hensher, 2005). The ICLL Convention (1966) and the amendments that had come into existence provides definition to the minimum freeboard calculation for any ship. This is except the one used in wars, ships that are less than 24 m, yachts, or any fishing vessels. With the effect of all the influential factors such as block coefficient, freeboard, depth, trunk deck, sheer, camber, poop, dimensions of forecastle, has been taken into consideration while evolving the calculation (Orszulik, 1996). Ships have been divided into two types: Type “A” – These ships are designed to carry liquid cargoes in bulk only. They have cargo tanks that have small access openings which are closed by watertight covers Type “B” – Any other ships except the one that is mentioned above. Because of the characteristics of demand, the tankers can survive even after flooding. This is the main reasons for making a minimum required for freeboard. Wherein, the need for is lower in type “A” vessels in comparison to type “B”. Type “B” vessels can also be assigned with a lower freeboard in comparison to the one which is calculated one. In case of the type “B” has been reduced freeboard. In most cases, there has been a difference within 60 per cent in comparison to type “B” and type “A” freeboards. In case, the condition of the ship can be defined in the conditions of flooding, it is said to have met the convention (Orszulik, 1996).   Initiatives undertaken In order to understand and avoid accidents involving product tankers in a better manner, the researcher would analyse the old records of some of the serious accidents reported in the public domain that involved product tankers. This investigation will help in providing important data on the causes of such accidents as well as solutions to deal with and prevent these accidents to re-occur. Further, it is also important to carry out an analysis of the serious accidents as even small incidents may turn out to be a trigger for bigger accidents or environmental disasters. However, it is ironical to note that just as companies fail to follow the rules and regulations set by international organisations in case of accidents, these companies do not even undertake their responsibilities to record the full details of serious accidents. Further, incidents such as near-miss accidents or minor mishaps are always kept confidential and further investigations into these incidents are not encouraged. This kind of behaviour might have serious implications for the shipping industry as the industry will remain ignorant about any complications or machinery failure that might result into a bigger accident some day (Perrow, 1999). While carrying out the analysis of serious accidents that involved product tankers of the company, the researcher found that around 30 per cent of the incidents occurred due to fire and explosions and about 25 per cent accidents involved failures of machinery, hull or equipments. Further investigations revealed that the failure of machinery is of greater concern that the failure of hull structure due to the environmental threat posed by machinery failures. It was also found that collisions especially at the docks caused almost half of the major accidents as these usually occurred during the entry or departure of the vessel, when the vessel is fully loaded with oil. Therefore, it is essential to focus on following the rules and regulations set up by the maritime agencies and install modern devices such as monitoring systems, bunker suppliers as well appoint experienced terminal and tug operators (Hofer, 2008). It was also found that more than the larger ships, the smaller vessels failed to fulfill the international rules and regulations, which causes serious accidents involving collisions and explosions. Further, the authorities also faces the barrier of local language and rules while dealing with smaller vessels. The ports also need officials to deal with matching the specifications with the safety regulations of the country of origin of the vessel and also the country of termination or halt. However, lack of knowledge on the part of port officials often results in improper inspection of smaller vessels, which might prove to be environmental hazard (Hofer, 2008). Therefore, the company while designing and constructing this new vessel consolidated all the data from old accidents and took special care of the areas that might cause serious damages. The serious accidents analyses helped the researcher to consolidate the point of concerns and address them accordingly. New vessel specifications as per IMO Fire Resistance And Engineering SPS has been given to have exceptional fire resistance. It has been seen that it is effective agent against barrier against heat, smoke, flame, and toxic gases. It will not only contain fire but also prevent from spreading to the next compartments. Thereby limiting the spreading of fire within the structure and other places. It has been mostly demonstrated by extensive series of full-scale bulkhead tests and deck panel, which was conducted per the IMO (SOLAS) standards by independent fire laboratories (Brooking & Kennedy, 2004). The Maritime Coastguard Agency (MCA) has co-developed a fire safety test programme, they have also witnessed these SPS fire tests. During the tests, plate is distorted severely (Hayler & Keever, 2003). The maximum temperature of the surface increases to reach +713ºC on surface that is unexposed. On the other hand, temperature on the surface on SPS plate that has structural fire protection is around +3ºC. While, the corresponding temperature in an insulated steel plate has been recorded close to +192ºC.  Steel face plates are non-combustible barrier and becomes a barrier that may occur due to fire. Also, the elastomer core helps provide an extremely effective insulator against the heat. Incases, where the SPS panel is exposed directly to fire for a long period, the elastomer core then becomes a sacrificial layer incase of fire and gases coming from elastomer surface vents against the fire side by the pressure release valves which is temperature controlled (Brooking & Kennedy, 2004).   In this case only the exposed elastomer surface layer gets affected. The rest of the elastomer and elastomer-steel surface remains unaffected. SPS can also provide insulation to great extent in comparison to conventional arrangements. The standard 60-minute test, the average temperature shoots up to 945ºC in one hour in comparison to surface that is unexposed to SPS 4-25-4 plate. The corresponding increase in heat for SPS 8-40-8 plate somewhere close to 24ºC. SOLAS, incase is not greater than 140ºC for an A-60 barrier. It has been seen that SPS plates in an unexposed surface always remains cooler for a longer period of time. Also it helps extending in containing fire and also allows time for people to escape. This also allows the fire fighters to take charge of the situation. Based on the facts after conducting experiment and analysis from fire engineering conducted by the University of Strathclyde, they suggested about the behavior and performance of SPS incase of fire loads (Brooking & Kennedy, 2004).     Energy Absorption Energy absorption capacity can be increased if the structure can be simplified. It should also be designed in order to allow localised progressive plastic membrane action which is subjected to the side shell plating or hull to occur. For achieving simplification, it can be done by eliminating stiffeners and also introducing the plate into the structure which is most likely to be the equivalent in-plane buckling capacity. Also, this brings around stiffness to the plate. It also has flexural capacity in order to transverse loads. This has been uniquely achieved with SPS plate section. It is also observed that the ductile core also helps in eliminating hard spots in the primary supports. It also provides continuous support to the bending strains and face plates. The net effect is an increase to the puncture resistance and blast resistance (Vinson, 2005). The polyurethane elastomer also provides arrest to the crack. In the double hull product oil tankers, lining can be isolated in the inner cargo tank. This can be saved through cracks that causes tears. On a pendulum swing, the impactor was erected alongside the mass of 2 tonnes, which was raised and released. The impactor then struck the very plate with an approximate speed of 20 km/hr. The stiffeners were then of the steel plate were locked or buckled which was then framed into transverses, and then again the plating was punctured or holed. The faceplate which was impacted of the SPS plate was only partially deformed. This provides lower risk to environmental pollution and protects the assets (Kujala et al, 2004).   Double hull The stringent regulation policies initiated by the UN and MARPOL made it necessary for the company to construct the product tanker with double hull. The double hull design provided many advantages as well as disadvantages to the structure of this vessel. As per a survey undertaken by the Marine Board of the National Academy of Science in 1998 some of the advantages and disadvantages of double hull designs are listed below (Marine Board 1998): Advantages: The design decreased the occurrence of corrosion due to reduction in saltwater ballasting in the tanks It resulted in easier and faster discharge of the cargo Incase of emergency events, it ensured effortless ballasting In case of collisions of low impact and grounding, the cargo was protected in a better manner. It became easy to wash the tank. It gave the ability to protect the environment in a better manner However, the survey also listed some disadvantages of this type of design, which includes (Marine Board 1998): It is expensive to build a double-hull tanker The operating costs are also at the higher end The maintenance of the surface area of such a tanker is more It is also difficult to provide ventilation in the ballast tank There are greater risks of accidents and explosions in case the vapour detection system is not fitted or malfunctions Ballast tanks of double-hull tanker requires constant maintenance and monitoring It is difficult to clean the ballast tanks of double hull ships Although, it has been found that tankers with double hull does provide better safety than tankers with single hull during grounding incidents, it is however, not clear whether double hull ships offer similar benefits in case of high speed collisions (Marine Board 1998). Further, it has also been found that although most tankers with double hull prevent oil spills in smaller accidents, during bigger accidents, when both the hulls are damaged, the oil spill would be evident. In fact, experts believe that oil spills from double hull tankers are considerably higher than the tankers such as Coulombi Egg Tanker and Mid-Deck Tanker (Devanney 2006). Other specifications The vessel was designed in such a manner that it was fitted with modern equipments to ensure higher speed and turnaround for the tanker. This 37,000 mt dwt vessel built with the following specifications: Draft- 11.5m; LOA-180m; Beam-26m; Tanks-14 [12+2 (slops)]; GRT-20,300; NRT-10,150; Double hull construction, complied with IMO III standards. This vessel not only included the standard designs of a product tanker but also had various upgraded equipments, which helped in improving the load time as well as the discharge time. For instance, the vessel had ballast pumps and cargo that had larger capacity to hold oil. Further, the vessel contained at least two cleaning machines for each cargo tank. The vessel also contained a powerful hydraulic system which ensured quicker discharge of the oil. All these installations helped in reducing the loading and discharge time of the cargo (Devanney, 2006). The vessel was designed in such a manner that the capacity to carry inert gas was increased. Just as the hull design, the inert gas system of a product tanker is also an important component of the overall design of the tanker. Although, it is hard to ignite fuel oil, the hydrocarbon vapours present in the oil are explosive and if mingled with air, it can catch fire. Therefore, it is essential to create a system that would control the atmosphere inside these tanks in such a manner that hydrocarbon vapours are not allowed to mix with air (Hayler & Keever 2003). Therefore, the inert gas system is made in such a manner that when the gas is mixed into the hydrocarbon vapours, it lowers the combustible limit at which the vapour may catch fire. As soon as the oxygen concentration in the product tank would reach around 11 per cent, the lower and the upper combustible limits would merge together and then combustible range would disappear. Further, the cargo tanks were covered with the coats of phenolic epoxy that provided better protection to the cargo and also allowed the vessel to carry various types of cargo. Also, in order to optimise the discharge system, the vessel was fixed with a super stripping system. This helped in ensuring that the cargo tanks did not have too much of residue and the tanks could be cleaned easily. The vessel was also fitted with ice class and bow thrusters (Noury et al., 2002). The vessel not only complied with the IMO rules but even complied with the anticipated IMO regulations such as installing a dual ECDIS system that is being fully certificated by the IMO. This system eliminated paper work as the integrated software could be used to control documentation, plan the maintenance schedule as well as create purchasing plans. The decision to incorporate ECDIS system was taken to not just do away with the unnecessary process of conducting paper work for every step but also to integrate a system that could be used both on board and on the shores by the vessel (Ward et al., 2000). Even the accommodation for the crew members were upgraded and were provided with greater comfort and luxury. The vessel is in fact fitted with a sauna and gym for the crew. Further, better communications system is also being provided to the crew. They can now communicate with their friends and family through email as well. The tanker carries the oil in its 10 separate cargo tanks, five on either side of the vessel. The water ballast pumps and cargo tanks are constructed using hydraulic-based and submerged Framo type. A pump with the capacity to pump 500 cu m per hour was installed in every tank. Also, two cleaning machines were fitted with each cargo tank. Additionally, the tanks were also fitted with pumps with the capacity of 300 cu m per hour. The water ballast pumps with the capacity of 800 cu m per hour were installed and each tank was fitted with two ballast pumps. Furthermore, the tanks were painted with phenolic epoxy that helped in providing resistance power to the tanks and enabled the vessel to carry various types of cargoes (Devanney, 2006). The cleaning of the tank was also done in a smooth manner due to the installation of ScanJet machinery. Further, stripping system was fitted to conduct discharge optimally. This ensured that lesser amount of residues remained behind the tank, which helped in cleaning the tank much more efficiently. Thus some of the specifications adopted by the vessel to comply with the IMO rules included (Devanney, 2006): To comply with the NOx emission rules set by the IMO, the vessel was fitted with marine diesel generators that had low emission standards. The NOx emissions were reduced to 0.4 g NOx per kWh with the installation of SCR-converters. This also depended on the quantity of UREA used to clean the tanks. Usage of marine diesel oil with low sulphur level that has a maximum weightage of 0.50 per cent. To provide higher temperature for exhaust gas multiple marine generators were installed with Power Management System. This helped in creating combustion conditions at various speed levels in an optimum manner. Further, it aided in the cleaning of the SCR exhaust gas efficiently as well. The designing and the construction of the vessel was done as per the IMO conventions such as MARPOL as well as the DNV Clean Design. In order to minimise energy loss, the frequency of large energy consumers were controlled. The double hull was fitted with sloop and oil tanks, even the lube oil and bunker tanks. To reduce spillage, electronic deck equipments were installed. To conduct the discharge and filling of the vessel in an efficient manner, drain tanks were installed. This also checked the probable spillage of oil on the deck. Installation of vapour return system. In order to clean and heat the tank, boiler with low NOx configuration was installed. Separate outlet for draining water by installing the bilge water cleaning system that broke the emulsion. Installation of sludge dewatering unit. Separate units for cleaning black and grey water. In order to curtain oil leakages, proper machinery space was provided. Further enclosed draining system was also given. As per the IMO – MARPOL regulations, the vessel installed a ballast water cleaning system. This provided cyclone cleaning of big solids and residues. Further, the vessel was sterilised using UV radiation. Conclusions The researcher believes that tanker owners should be responsible enough to follow and implement the IMO regulations routinely to avoid serious accidents and environmental disasters. Tanker owners should be committed towards their responsibilities to reduce pollution and ensure maximum safety of the cargo, crew as well as the environment. In order to achieve this, the owners should implement the rules and regulations initiated by international organisations such as IMO. However, for these regulations to succeed, the tanker owners need to fully commit themselves to the cause and coordinate with each other regularly to improve the quality of the vessels by sharing information regarding major mishaps as well as near-miss incidents and minor accidents. This shared information would help the industry in understanding any design flaw and modify these flaws in their forthcoming models. Such steps would ensure reducing of fatal accidents. The researcher also found that it is important to report about near-miss incidents and minor mishaps involving product tankers and circulate the information among the industry. Such information will help in providing important data on the causes of such accidents as well as solutions to deal with and prevent these accidents to re-occur in the future. The paper further provided a comprehensive outlook about various IMO rules and regulations and the significance of implementing these conventions in the shipbuilding industry. In this report, the researcher applied various IMO conventions to construct this particular vessel. In order to comply with the IMO regulations, the vessel was constructed using SPS technology which provided various benefits such as exceptional fire resistance system, energy absorption capacity, strength etc. Therefore, this report provided a comprehensive outlook about the various IMO conventions, their importance in the shipping industry and the compliance of these conventions by the proposed 37000mt dwt product tanker. Reference: Anianova, Ekaterina (2006). The International Maritime Organization (IMO) - Tanker or Speedboot? In Peter Ehlers, Rainer Lagoni Ed. International maritime organisations and their contribution towards a sustainable marine development, 77. Brooking, M.A. & Kennedy, S.J. (2004). The performance, safety and production benefits of SPS structures for double hull tankers. In: Proceedings of the RINA Conference on Double Hull Tankers, February 25-26:1-2. Button, Kenneth John & Hensher, David A. (2005). Handbook of transport strategy, policy and institutions. Elsevier. Devanney, Jack (2006). The Tankship Tromedy: The Impending Disasters in Tankers. Tavernier, FL: The CTX Press: 381-383. Hayler, William B & Keever, John M. (2003). American Merchant Seaman's Manual. Cornell Maritime Pr., 14. Hofer, Tobias N. (2008). Marine pollution: new research. Nova Publishers. Khalid, Nazery (2009). The tanker trade: Calm waters amid turbulent seas. Baird Maritime. Viewed April 18, 2010, from < http://www.bairdmaritime.com/index.php?option=com_content&view=article&id=3608%3Athe-tanker-trade-calm-waters-amid-turbulent-seas-&catid=98%3Afull-speed-ahead&Itemid=122&showall=1>. Kujala, P., Romanoff, J., Tabri, K. & Ehlers, S. (2004). All steel sandwich panels – design challenges for practical application on ships. In: Proceedings of the 9th International Symposium on Practical Design of Ships and Other Floating Structures, September12-17: 915-922. Marine Board (1998). Double-Hull Tanker Legislation: An Assessment of the Oil Pollution Act of 1990. Marine Board Commission on Engineering and Technical Systems. Washington, D.C.: National Academy Press: 259-261. Noury, P., Hayman, B., McGeorge, D. & Weitzenböck, J. (2002). Lightweight construction for advanced shipbuilding – recent development. In: Proceedings of the 37th WEGEMT Summer School, November 11-15: 11. Orszulik, S. T. (1996).Environmental technology in the oil industry. Springer, 345. Perrow, Charles (1999).Normal accidents: living with high-risk technologies. Princeton University Press, 189. Single Hull Oil Tankers Banned Worldwide from 2005 (2003). Environmental News Service. December 5. Tusiani, Michael D. & Shearer, Gordon (2007). LNG: A Nontechnical Guide. PennWell Books, 358. Vinson, J.R. (2005). Sandwich structures: past, present, and future. In: Thomsen, O.T., Bozhevolnaya, E. and Lyckegaard, A. (Eds.): Sandwich Structures 7: Advancing with Sandwich Structures and Materials, 3-12. Ward, Robert, Roberts, Chris & Furness, Ronald (2000). Electronic Chart Display and Information Systems (ECDIS): State-of-the-Art in Nautical Charting. In Dawn J. Wright, Darius J. Bartlett Ed. Marine and coastal geographical information systems. CRC Press, 149. Read More

As per the IMO, product tankers form a bigger proportion of the fleet of merchant ships worldwide. The below table indicates the number of oil tankers being added over the years. The figures clearly indicate the increase in number of tankers over the last two decades. Table 1: Number of shipping fleet according to vessel types Source: UNCTAD It has been found that around 40 per cent of the merchant ships worldwide consist of tanker vessels. It has been projected by the Institute of Shipping Economics and Logistics (ISL), Germany that product tankers would at least have 50 per cent share of the world’s merchant ships by the year 2010.

Therefore, the tanker trade is considered to be one of the most essential businesses in the shipping industry, as it is used to carry most of the world’s oil and gas from one place to another (Khalid, 2009). In 2008 total seaborne trade, the share of the tanker trade was about one-third, as per the data released by the United Nations Conference in Trade and Transport (UNCTAD). Further, the cargo carried during the same year had around two-third of crude oil. The transportation of oil through the sea route has grown gradually in the past few decades as shown in the table below.

Although, it had been seen that the demand for oil decreased during the recession, it is believed that oil would still register good performance in the future as compared to various other shipping businesses, as the energy demand would still increase globally (Khalid, 2009). Table 2: Volume of oil trade on the sea route (vol. = mil. tons) Source: UNCTAD It has also been found that various cargos were classified as dangerous goods by the IMO under the International Convention for the Prevention of Pollution by Ships (MARPOL).

Some of the goods that are classified as dangerous good are substance that are flammable and combustible, which can produce gases that are flammable; radio-active materials, poisonous cargo; and corrosives (Khalid, 2009). Although, most shipping companies are building bigger oil tankers, such tankers take a long time to commission. Therefore, most oil companies are dependent on transporting oil through small tankers. The owner of these small tankers have not yet signed for the mandatory phasing out of single hull tankers implemented by the IMO and therefore, are still using these seemingly dangerous modes of transporting oil.

However, the demand for double hulled tankers are on rise as the IMO requires the tankers with single hulls would be taken off service by 2026 (Hayler & Keever, 2003). Similarly, the United Nations has also decided to phase out tankers with single hull by 2010 (Single Hull Oil Tankers Banned, 2003). It has been found that most of the contemporary product tankers are constructed with double hulls, which consists of extra gap between the tanks and the hull (Hayler & Keever, 2003). There are various hybrid designs in the market as well.

Some of them are a combination of single and double-hull designs, whereas, some has double-bottom hulls. IMO conventions Numerous regulations have been evolved in the arena of Ship construction, design and exploitation. The section will elucidate the important rules and regulations that affect tanker design and bulk carriers mostly. The rules and regulations are classified: International Maritime Organization (IMO) have imposed some rules and regulations There is a international convention for Prevention of Pollution from Ships (MARPOL) The International Convention for the Safety of Life at Sea (SOLAS) The International Convention on Load Lines (ICLL) Formulation of rules and regulation by the International Maritime Organisation, the SOLAS Convention, states the standards for the equipment, construction and operation of ships.

This is basically focused towards seeking compatibility towards safety. The most interesting part deals with the rules for subdivision. Creating the stability factor is also very intriguing (Tusiani & Shearer, 2007).

Read More