GL Holds First Tanker Forum

Germanischer Lloyd held its first-ever “GL Tanker Forum” on March 1, 2004. The meeting was convened at the classification society’s head office in Hamburg and featured presentations by GL experts on a range of topical tanker industry issues to some 20 invited representatives of tanker shipping companies and shipyards. The event was the latest in an ongoing series of “Forum” meetings organized by GL. An open discussion session with attending industry representatives once again proved to be a valuable part of the proceedings.

Papers presented by the GL experts covered “Permanent Means of Access”, “Legal Aspects of Anti-Fouling Systems (TBT-free Systems)” and “CAP Condition Assessment Program for Tankers”. The event was chaired by Georg-Alexander Martin, the GL manager responsible for tankers, and Captain Hans G Albers, Commercial Manager for Central Europe.

The new IMO regulation on permanent means of access to ships’ internal structures generated a great deal of discussion at the GL Tanker Forum due to concerns that some of the provisions are not in the industry¹s best interests. Although there is widespread support for the principle of improved means of access, many feel that the regulation does not take adequate account of either the complexities of ship design or the practicalities of inspecting the means of access itself before it is used. The new provisions could actually introduce new hazards for surveyors and crew.

The regulation in question, Regulation 3-6 in Chapter II-1 of the Safety of Life at Sea (SOLAS) Convention, in conjunction with IMO Resolutions MSC.133(76) and 134(76), is due to enter into force on July 1, 2004 for new oil tankers (500 gt and over) and bulk carriers (20,000 gt and over) constructed on or after January 1, 2005. IMO, with the assistance of the International Association of Classification Societies (IACS), is investigating the possibility of adopting a new resolution at its Maritime Safety Committee meeting in May 2004 which would release SOLAS contracting governments from their obligation to implement the regulation and allow adopted revisions to be implemented.

In the GL Tanker Forum paper on CAP, it became clear that the attainment of a CAP rating level for a tanker does not reflect the demands of the classification societies, but rather the technical requirements of the charterers or multinational oil companies seeking to employ the ship. In the case of CAP surveys the class society is providing a special service for the shipowner which necessitates considerable effort in terms of time and organization.