Imco

  • The introduction of IMCO regulations, last amended in 1978, and the publication of USCG regulations, September 1979, require that all ships calling on U.S. and IMCO nations' ports will be required to comply with these regulations by the specified dates.

    In the U.S. this date is June 1, 1981. IMCO will be implemented two years after ratification, however, several member nations have already required implementation.

    For new ship construction, the regulations are specific and compliance offers no particular problem since initial ship designs will integrate the required changes.

    However, for existing ships, compliance requires complex modifications.

    The regulations allow several options for compliance, which gives the operator some leeway.

    For example, for tankers over 70,000 dwt, the owner has the option of converting the ship to a segregated or clean ballast tanker or installing a crude oil washing system in the cargo tanks. Obviously, economics will direct the approach. The most difficult portion of this will be to predict accurately the future utilization of the ship, i.e.: trade routes, charters, guaranteed pumping rates, fuel costs and fuel availability.

    However, in order for timely compliance with regulations decisions must be made based upon best estimates. This paper outlines some of the methods which can be utilized, which factors are important and how to best comply with the regulations.

    The regulations apply to all ships in the applicable tonnage categories. However, ships other than tankers can usually comply with minor additions of equipment and modifications.

    The Intergovernmental Maritime Consultative Organization (IMCO) has published standards and regulations which form the basis of the U.S. as well as each member nation's regulatory policy.

    The U.S. regulations are nearly identical to those of IMCO and are published in the Code of Federal Regulations and are administered by the U.S. Coast Guard.

    Alternatives Existing tankers over 40,000 dwt must have either Crude Oil Washing (COW) or Segregated Ballast Tanks (SBT). Clean Ballast Tanker (CBT) is allowed until June 1, 1985 for 40,000 to 70,000-dwt crude carriers or until June 1, 1983 for 70,000-dwt crude carriers. This allows an operator to plan future modifications for the newer ships or a planned phase-out of older ships.

    For existing VLCCs or ULCCs, there usually is an obvious choice of only COW. Most of the more modern ships already have a COW system installed even though it probably does not meet IMCO or USCG requirements. To upgrade an existing COW system is usually the best alternative.

    Those ships with no COW system are more difficult to convert to COW, especially tankers with deepwell pumping systems. Additionally, ships with COW systems must have an Inert Gas System (IGS). Should an existing ship not have IGS, the additional cost of an IGS installation may direct a different approach.

    It is imperative that before a decision is made for each vessel, a complete economic analysis be performed which includes the trade routes, cargo revenue and operating costs as well as conversion options. In each case, the life expectancy of the ship and the guaranteed pumping rate of the charter are additional factors to consider.

    System Selection Owners of vessels in the charter business (and fleet operators) are interested in modifications which will not affect the charter rate of the vessel and which will allow the vessel to operate in a variety of trade routes and have the capability to carry different types of cargo on different voyages.

    The time frame in which these modifications can be carried out is also very important. The USCG date may affect the vessel's operation in an existing charter. The law allows no provisions for granting extensions to these dates for compliance with the regulations.

    Recent amendments to the regulations, from the November 1980 IMCO meeting, allow owners to switch the trade of the vessel, i.e., from a product carrier to a crude carrier, without recertification.

    This allows an owner to operate a vessel in the crude trade on one voyage and in the product trade on the return leg of the voyage without recertification.

    Under these conditions, a ship must comply with the ballast system regulations for each trade.

    Ballast Systems A permanent ballast system is an alternative to meet the regulations.

    The ballast system consists of designated tanks and associated piping systems to carry ballast only, and all other remaining tanks are used for cargo.

    The selection and arrangement of tanks for ballast use is primarily based on the amount of ballast needed to meet the draft and trim requirements of the regulations and the size and the number of tanks on the vessel.

    These requirements, along with the vessel's bending and shear limitations, determine the possible ballast tank arrangement. It is apparent that a vessel with a large number of tank divisions will have more possible tank arrangements available.

    The final arrangement of tanks can be based upon the alternatives of pumping and piping arrangements and the trade in which the vessel will operate in the future. This arrangement must be submitted to regulatory bodies for approval.

    There are basically two types of ballast systems, clean ballast tanker and segregated ballast tanker. It should be noted, however, that a CBT system is a means of compliance for a temporary period of time.

    In a clean ballast system, it is possible to isolate one of the existing cargo-oil pumps and suction lines such that it may be used for ballast. This may require small piping modifications both in the cargo tanks and in the pump room. The modifications will consist of connecting and breaking pipe connections and installing valves for the double valve isolation. The disadvantage of this system is that the cargo pumping capacity will be reduced with one pump used for ballast.

    This arrangement will, however, accommodate cargo pumping and ballasting operations simultaneously.

    A segregated ballast system will require the installation of an additional pump specifically designated for ballast service. Placement of the new pump is dependent on available space in the pump room and/or machinery space.

    With a pump located in the pump room and its driver in the machinery space, a new ballast main is installed through the cargo tanks. This new ballast main services the designated ballast tanks.

    Any existing cargo lines servicing the designated ballast tanks will be removed or blanked.

    The owner also has the option of installing a pump and driver in the machinery space. With the pump in this location, a main line can be run to the upper deck servicing the ballast tanks.

    It should be noted that the use of line blinds for segregation of ballast from oil is not acceptable.

    A positive break in the system is required with stored spool pieces which would be used for specific emergencies.

    Crude-Oil Washing Crude-oil washing is another alternative for compliance with the regulations.

    A COW system basically consists of a number of fixed tankcleaning machines in which crude oil is directed at a high pressure and velocity at the sides and There's a new focus at Sun Ship. After 60 years in the shipbuilding business, Sun Ship is now concentrating all of its resources on the repair and conversion of ships.

    And our resources are considerable: a very experienced workforce and some of the best facilities on the East Coast, including five piers, a large floating dry dock, two 1100-ft. outfitting piers, an 800-ton floating derrick, t wo 250-ton gantry cranes, many types of shops and labs, plus much more.

    structure of the cargo tanks to remove the waxy asphaltic deposits that build up from the voyage.

    The tank-cleaning machines used in these operations either have a programmed pattern or have a selective program option to the pattern. The tank-cleaning machines are supplied by a main line that is connected to the discharge side of the cargo pumps, either in the pump room or on the upper deck (sometimes supplied from the cargo manifolds).

    We can do short-term repairs, major repairs and conversions.

    And we can do them fast. We're the ones who converted the tanker S.S. MANHATTAN to an ice-breaking tanker in only eight months. We've even stretched vessels by adding sections amidships.

    Our dry dock capabilities —up to 70,000 tons with a 197-ft.

    beam—let us lift almost any ship clear of the water for major structural or hull repairs.

    So if you want a ship put in shape, come to Sun Ship. We've got what it takes to get the job The number and placement of the COW tank-cleaning machines is determined by the computation of shadowed areas in the tanks.

    Shadows are those which do not receive a direct impingement from the tank-cleaning machines.

    The amount of shadowed areas allowed, as stated in the Regulations, is 10 percent for horizontal surfaces and 15 percent for vertical surfaces.

    As essential to the satisfactory placement of COW tank-cleaning machines is the design and installation of a tank stripping system which is capable of maintaining the tank bottom free of standing oil during the tank cleaning operation. It has been the practice of many owners to increase the tank stripping capability of the vessel. An increased capability in the tank stripping system will allow for the simultaneous operation of a greater number of tank-cleaning machines, thereby reducing total tank cleaning cleaning and terminal time.

    One application utilizes a constant- pressure regulating valve to reduce any pressure surges that may be caused by stopping the tank-cleaning machines. Also, the use of this valve may decrease the terminal time of the vessel due to additional shore discharge of cargo which is not needed for COW operations.

    On the ballast leg of the voyage, the clean-ballast-designated tanks are crude washed and water rinsed prior to receiving clean ballast. Dirty ballast (departure and/or emergency) is discharged in accordance with the regulations without regard to tank washings.

    Inert Gas Systems The Inert Gas System require- ments of the regulations requires modifications to the system.

    An inert gas system directs flue gas from existing boilers (or from an inert gas generator) through a scrubber unit, blower, and pressure regulating valve to suitable distribution piping located on the upper deck. A deck water seal is also included in the system. The IGS system must maintain an oxygen content of less than 5 percent in gas.

    One major area of importance in the design of the system is the consideration of what type of materials should be used for the components in the system. This is due to the corrosive nature of the gas. Some owners have opted to use reinforced thermosetting resin type piping in the distribution system. It should be noted that the use of this piping has not yet been approved by all regulatory bodies.

    Another major concern is that the system is designed to maintain a positive pressure in the cargo tanks, e s p e c i a l l y during cargo pumping and COW operations.

    The venting arrangement is extremely important.

    Costs and Conclusions The following costs for modifications of existing ships can be used as a guide in estimating future modifications. Each ship will be different due to its particular configuration.

    Inert gas installations, for existing tankers, are in the vicinity of $1,000,000 per ship for a 100,- 000-dwt crude carrier.

    Crude oil wash system installation for a 280,000-dwt crude carrier should cost $600,000 to $1,000,000. However, most recently constructed VLCC and ULCC vessels have an existing COW system which probably does not meet regulatory body requirements.

    A typical modification requiring additional fixed deck machines, some submerged machines, new piping and a modified s t r i p p i n g system would cost $300,000 to $400,000.

    For a deepwell-pump-type tanker, the cost will increase due to the necessity of providing improved stripping capability.

    For existing tankers, 150,000- dwt, installation of a segregated ballast tank system with new piping, a new pump and electrical modifications might cost $500,000 to $600,000. For an 80,000-dwt tanker, the modification of an existing system to a dedicated clean ballast tank system, including isolation of one of the existing cargo pumping systems for use in the CBT, will cost approximately $150,000.

    It is then obvious that the costs are considerable and are an important factor in the decision of which approach to take. However, it is imperative to evaluate the entire regulatory requirement and operational profile as well as the expected life and utilization of each ship before undertaking the modernization of the ship.

  • On June 13, 1980, The Marine Environmental Protection Committee of IMCO adopted resolution MEPC.5 (XIII). Recalling the 1973 ICPPS regulation that tankers should be provided with effective oil/water interface detectors for use in tank discharging effluent into the sea, the new resolution set

  • recently proposed regulations and standards published by the U. S. Coast Guard and the Inter- Governmental Maritime Consultative Organization (IMCO). Prominent among these proposed regulations is the requirement for a steering failure alarm system which can quickly detect rudder position errors

  • The Facet Mark V ballast monitor is said to be the only U.S.- made ballast monitor that meets IMCO requirements and is certified by the United States Coast Guard under the c e r t i f i c a t i on number 162.050/5005/0. The sensing module of the ballast monitor continuously monitors the oil content

  • Developed to meet IMCO standards for inert gas tank measurement, Marine Moisture Control Company, Inc. of Inwood, N.Y., has developed vapor control valves designed for use with MMC's portable gauging tapes to assure closed-tank vapor integrity with maximum gauging accuracy. The system consists of

  • The line of tank cleaning machines manufactured by Butterworth Systems (U.K. and USA) have received approval, in accordance with the latest IMCO requirements for the design of crude oil w a s h i n g systems. Effective August 30, 1978, the approval was made by the United Kingdom Department of Trade

  • , pioneers in the worldwide ocean transportation of specialty liquid products in bulk, has added two new parcel tankers to its growing fleet of modern IMCO certificated tonnage. The M/T Stolt Avenir, the second of two 22,800-dwt vessels built by Estaleiros Navais de Viana do Castelo of Portugal, has just

  • and investors worldwide. The new vice president, Robert J. Lakey, is presently chairman of the Inter-Governmental Maritime Consultative Organization (IMCO) Sub-Committee on Bulk Chemicals. He has been actively involved in President Carter's tanker safety initiatives, as well as the development and

  • Maclver Robinson, OBE CEng FRINA, Surveyor General, Marine Division, Department of Trade, will chair a Joint Conference on "The Effect of the 1978 IMCO Tanker Safety and Pollution Prevention Conference on Ship Design and Operation," arranged by The Royal Institution of Naval Architects and The Institute

  • his company has introduced the EN-RTAG, a new compact, low cost, a u t o m a t i c t w o - t o ne alarm signal generator which meets all pertinent IMCO and FCC requirements for radiotelephone- equipped vessels. FCC regulation requires every U.S.-flag vessel over 300 gross tons be equipped with

  • . In its approval, the U.S. Coast Guard has certified that Butterworth® SFC BW oil/ water separators comply with the specifications detailed in IMCO A.393(X). These Butterworth separators utilize integrated permanent filters. Standard semiautomatic and optional fully automatic models are available

  • leading role of London in the international shipping industry, and as the headquarters of the Inter-Governmental Maritime Consultative Organization (IMCO), the maritime arm of the United Nations that formulates many of the regulations governing the transportation of bulk chemicals, adds particular signifi

  • MR May-77#13  — 
LNG 
T9-1 "A Review of the IMCO 
Code for Gas Ships" by)
    May 1977 - Maritime Reporter and Engineering News page: 13

    Sessions T5 and T7. RT-4 Round-Table Discussion — All authors from Sessions T6 and T8. SESSION T9 — May 27, A.M. — LNG T9-1 "A Review of the IMCO Code for Gas Ships" by R.J. Lakey, J.W. Kime and T.R. Dickey. SYNOPSIS —The paper reviews the background of the develop- ment of some of

  • MR May-77#4  Survey 
and anticipated IMCO effluent 
requirements)
    May 1977 - Maritime Reporter and Engineering News page: 4

    certification (Standard 23). Demco plants are also certified by the U.S. Coast Guard, and meet or exceed U.S. Geological Survey and anticipated IMCO effluent requirements. Reduction of BOD and suspended solids below 10PPM is common with the addition of the Demco Dual Media Tertiary Filter

  • MR May-77#3  incurring the penalties of the IMCO regulations regarding segregated)
    May 1977 - Maritime Reporter and Engineering News page: 3

    without admixture. Four large cargo pumps give the vessel an exceptionally short discharge time of 8 - 10 hours. Without incurring the penalties of the IMCO regulations regarding segregated seawater ballast the "66K" offers owners flexible operation at economic cost levels throughout the world. It is

  • MR Jul-77#4  incurring the penalties of the IMCO regulations regarding segregated)
    July 1977 - Maritime Reporter and Engineering News page: 4

    without admixture. Four large cargo pumps give the vessel an exceptionally short discharge time of 8 - 10 hours. Without incurring the penalties of the IMCO regulations regarding segregated seawater ballast the "66K" offers owners flexible operation at economic cost levels throughout the world. It is

  • MR Aug-77#17  
Consultative Organization (IMCO) 
was also represented)
    August 1977 - Maritime Reporter and Engineering News page: 17

    participated in the meeting as a representative of the Associates of IACS, and the Inter-Governmental Maritime Consultative Organization (IMCO) was also represented. Chairman of the meeting was G. Bourceau, managing director, Marine Departments, Bureau Ver- itas. The IACS Council

  • MR Aug-77#8  
Consultative Organization (IMCO) 
regarding maximum size)
    August 1977 - Maritime Reporter and Engineering News page: 8

    aids. She was designed to meet the requirements of the October 1971 resolution of the Inter-Governmental Maritime Consultative Organization (IMCO) regarding maximum size of cargo tanks. Clean discharge water will be assured through use of a slop tank system utilizing two of the cargo

  • MR Sep-77#35  meets 
tie" toughest USCG and IMCO standards 
for effluent)
    September 1977 - Maritime Reporter and Engineering News page: 35

    class vessel, they came to Red Fox for the MSD. Our Type II MSD, has been an indusjey benchmark since 1970, and meets tie" toughest USCG and IMCO standards for effluent discharge. Even standards scheduled to take effect in the future. Tidewater chose the Red Fox MSD for efficiency of operation

  • MR Sep-77#22  and in addition comply with all IMCO 
recommendations. 
The)
    September 1977 - Maritime Reporter and Engineering News page: 22

    depth sounding device'. The Atlas navigation sounders ATLAS DIGIGRAPH 480 and ATLAS 460 fulfill this USCG requirement, and in addition comply with all IMCO recommendations. The ATLAS DIGIGRAPH 480 offers a unique range selection from 5 fms for shallow navigation and berthing, to 500 fins for deep

  • MR Sep-77#20  Consult-
ative Organization (IMCO), Lon-
don, England, will)
    September 1977 - Maritime Reporter and Engineering News page: 20

    Marine and Fisheries Committee, and Zenon N. Sdougos, Director, Marine Safety Division, Inter- Governmental Maritime Consult- ative Organization (IMCO), Lon- don, England, will be the princi- pal speakers and honored guests at the three-day conference and exhibit, "Marine Weather and Ocean

  • MR Sep-77#8  U.S. Coast Guard and 
proposed IMCO "International" 
Rules)
    September 1977 - Maritime Reporter and Engineering News page: 8

    en- vironmental features. They have full double bottoms and sufficient clean segregated ballast to com- ply with U.S. Coast Guard and proposed IMCO "International" Rules for Prevention of Pollution of the Sea by Oil. Current rules of the Environmental Protection Agency for no overboard dis- char

  • MR Sep-77#3  incurring the penalties of the IMCO regulations regarding segregated)
    September 1977 - Maritime Reporter and Engineering News page: 3

    without admixture. Four large cargo pumps give the vessel an exceptionally short discharge time of 8 - 10 hours. Without incurring the penalties of the IMCO regulations regarding segregated seawater ballast the "66K" offers owners flexible operation at economic cost levels throughout the world. It is

  • MR Oct-77#16  U.S. dele-
gation at several IMCO Subdivi-
sion and Stability)
    October 1977 - Maritime Reporter and Engineering News page: 16

    rep- resentative on the SOLAS United States Working Group on Sub- division and Stability, and has been a member of the U.S. dele- gation at several IMCO Subdivi- sion and Stability Subcommittee meetings in London. Marinette Marine To Build Two Workboats Marinette Marine Corporation has been

  • MR Oct-15-77#24  Consultative Organization 
(IMCO) Sub-Committee on Bulk)
    October 15, 1977 - Maritime Reporter and Engineering News page: 24

    world- wide. The new vice president, Robert J. Lakey, is presently chairman of the Inter-Governmental Mari- time Consultative Organization (IMCO) Sub-Committee on Bulk Chemicals. He has been actively involved in President Carter's tanker safety initiatives, as well as the development

  • MR Nov-77#57  meets 
the Toughest USCG and IMCO standards 
for effluent)
    November 1977 - Maritime Reporter and Engineering News page: 57

    class vessel, they came to Red Fox for the MSD. Our fype II MSD, has been an industry "benchmark since 1970, and meets the Toughest USCG and IMCO standards for effluent discharge. Even standards scftctfiSIed to take effect in the future. • - Kdewat^r chose the Red Fox MSD for •^efficiency

  • MR Nov-15-77#32  considered the 
idea, such as IMCO, INTER-
TANKO, and IMIF)
    November 15, 1977 - Maritime Reporter and Engineering News page: 32

    for storing oil in the oil im- porting areas is a comparatively new one. Various international organizations have considered the idea, such as IMCO, INTER- TANKO, and IMIF. In addition, certain countries have examined the idea, notably the United States and Japan. In the United States,

  • MR Nov-15-77#5  Consultative Organiza-
tion (IMCO) regarding maximum 
size)
    November 15, 1977 - Maritime Reporter and Engineering News page: 5

    Independence was designed to meet the require- ments of the October 1971 reso- lution of the Inter-Governmental Maritime Consultative Organiza- tion (IMCO) regarding maximum size of cargo tanks." Clean discharge water will be assured through use of a slop tank system utilizing two of the cargo

  • MR Dec-77#11  Consulta-
tive Organization (IMCO), including sessions 
of)
    December 1977 - Maritime Reporter and Engineering News page: 11

    Power Committee. Between 1959 and 1970, he attended numerous meetings of bodies of the Inter-Governmental Maritime Consulta- tive Organization (IMCO), including sessions of the Maritime Safety Committee, Council and Assembly. In 1968 and 1969, he was elected chairman of the IMCO Maritime Safety

  • MR Jan-78#4th Cover  incurring the penalties of the IMCO regulations regarding segregated)
    January 1978 - Maritime Reporter and Engineering News page: 4th Cover

    without admixture. Four large cargo pumps give the vessel an exceptionally short discharge time of 8 - 10 hours. Without incurring the penalties of the IMCO regulations regarding segregated seawater ballast the "66K" offers owners flexible operation at economic cost levels throughout the world. It is

  • MR Jan-78#42  pilot ladders 
• SOLAS and IMCO approved pilot ladders)
    January 1978 - Maritime Reporter and Engineering News page: 42

    02109 (1-617-725-3344) A WIDE WORLD OF WOOD PRODUCTS excelling in specialty items for the marine trade • USCG approved pilot ladders • SOLAS and IMCO approved pilot ladders • Oval side pilot ladders • Boatswains chairs • Fids • Mallets • Serving boards • Rungs • Boat poles • Paddles, oars •

  • MR Jan-78#41  Survey and anticipated IMCO 
effluent requirements)
    January 1978 - Maritime Reporter and Engineering News page: 41

    upon loading conditions). The Demco plants are also cer- tified by the U.S. Coast Guard, and meet or exceed U.S. Geologi- cal Survey and anticipated IMCO effluent requirements. For a free copy of Bulletin ST-A7, write Mike Gordon, Demco Incorporated, P.O. Box 94700, Oklahoma City, Okla. 73109

  • MR Jan-78#6  and in addition comply with all IMCO 
recommendations. 
The)
    January 1978 - Maritime Reporter and Engineering News page: 6

    depth sounding device'. The Atlas navigation sounders ATLAS DIGIGRAPH 480 and ATLAS 460 fulfill this USCG requirement, and in addition comply with all IMCO recommendations. The ATLAS DIGIGRAPH 480 offers a unique range selection from 5 fms for shallow navigation and berthing, to 500 fins for deep

  • MR Mar-78#16  and in addition comply with all IMCO 
recommendations. 
The)
    March 1978 - Maritime Reporter and Engineering News page: 16

    depth sounding device'. The Atlas navigation sounders ATLAS DIGIGRAPH 480 and ATLAS 460 fulfill this USCG requirement, and in addition comply with all IMCO recommendations. The ATLAS DIGIGRAPH 480 offers a unique range selection from 5 fins for shallow navigation and berthing, to 500 fins for deep

  • MR Mar-78#9 . certified and will meet future IMCO 
standards. Each is unique)
    March 1978 - Maritime Reporter and Engineering News page: 9

    and design techniques have developed the SS-600, MTT-3 and MTT-4 Physical/Chemical MSD Systems. Each is U.S.C.G. certified and will meet future IMCO standards. Each is unique in that they were developed with you in mind. To save you time and money, Marland/Clear Water modular sys- tems will

  • MR Jul-78#3rd Cover  Coast Guard reg-
ulations, and IMCO requirements. 
Unequalled)
    July 1978 - Maritime Reporter and Engineering News page: 3rd Cover

    in 22 standard sizes to accommodate crew sizes from two to 2,500. All Red Fox MSD's exceed EPA standards, U.S. Coast Guard reg- ulations, and IMCO requirements. Unequalled record of performance . . . • Pearlson Engineering is the ONLY company in the world devoted exclusively to the design