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MIMET Technical Bulletin Volume 1 (2) 2010 Feature Article 10 REQUIREMENTS OF INTERNATIONAL MARITIME LAWS IN THE DESIGN AND CON‐ STRUCTION OF A CHEMICAL TANKER AMINUDDIN MD AROF*, FIRDAUS TASNIM CHE PA, ISMAIL FAHMI JAMHURI, A’DLIN RAJA YAHYA Department of Marine & Design Technology BET Naval Architecture & Shipbuilding Malaysian Institute of Marine Engineering Technology, Universiti Kuala Lumpur Received: 28 October 2010; Revised: 2 November 2010; Accepted: 2 November 2010 ABSTRACT A Chemical tanker is a ship that carries chemical products with a high degree of purity and corrosiveness. These types of cargoes are different from other cargoes in that they have a lot more potential for danger to men and the environment. Such dangers could include flammability, toxicity and corrosive properties of extreme nature. In order to reduce the risk of accident, adherence to safety regulations and practices is extremely important. In ensuring safety of chemical tankers at sea, ship builders and ship owners need to observe all legal requirements through various international conventions and codes that have been introduced by IMO to enable their ships meet the qualification for the award of a Certificate of Class for Hull and Machinery issued by recognized Classification Societies on behalf of their flag states. Keywords: IMO, SOLAS, MARPOL INTRODUCTION The industrial use of chemical grew massively as the wings of globalisation and trade spread over the past several decades. Since the sea surface is the only avenue for transporting goods in bulk quantities across the oceans, the trade of chemicals via the wa‐ ter‐route is of vital importance for the indus‐ try and global trade. Apart from the different types of ships, there are ships which special‐ ize in carrying dangerous chemicals and they are commonly known as chemical tankers. A Chemical tanker is a ship that carries chemical products with a high degree of purity and cor‐ rosiveness. It is generally smaller than prod‐ uct carriers and has many compartments within the cargo tank to enable the simulta‐ neous transportation of various chemical products. Each cargo tank is composed of separate pipelines to prevent pollution of the cargo. These types of cargoes are different *Corresponding Author: Tel.: +605‐6909021 Email address: aminuddin@mimet.unikl.edu.my from other cargoes in that they have a lot more potential for danger to men and the environment as compared to other cargoes. Such dangers could include flammability, tox‐ icity and corrosive properties of extreme na‐ ture. Hence, in order to reduce the risk of ac‐ cident, a strict adherence to safety regula‐ tions and practices is extremely important. Safety is the state or condition of being protected against physical, social, psychological, technical, economical or other types of conse‐ quences of failure, damage, error or harm that may either affect human, things or the environ‐ ment. Excellent safety of the ship, her crew and the marine environment starts with a good ship’s structural design. Different ships are sub‐ jected to different risks and for a chemical tanker, the risk is very high. | MARINE FRONTIER @ UniKL 113
LEGAL REQUIREMENTS AND CONSTRAINTS In ensuring safety of chemical tankers at sea, ship builders and ship owners need to ob‐ serve all legal requirements imposed through various conventions and codes by the Interna‐ tional Maritime Organization (IMO). This will en‐ able their ships meet the qualification for the award of a certificate of Class for Hull and Ma‐ chinery issued by designated classification socie‐ ties. The IMO divides chemical tanker into three (3) groups namely vessels designed to carry the most hazardous cargo; vessels designed to carry less hazardous cargo than the first; and the ves‐ sels designed to carry the least hazardous chemi‐ cals (ICS, 2002). Among IMO’s conventions, the International Convention for the Prevention of Pollution from Ships, 1973 (MARPOL) and the International Convention for the Safety of Life at Sea, 1974 (SOLAS) are the most important trea‐ ties implemented to ensure the safety of chemi‐ cal tankers. The main criterion for the safety of a chemical tanker is the ship needs to be con‐ structed in double hull. MARPOL was amended in 1992 to make mandatory for tankers of 5,000 dead‐weight‐tonnes (DWT) and above to be fit‐ ted with a double hull after July 1993. Double hull is a hull design and construction method where the bottom and sides of the ship have two complete layers of watertight hull surface. The outer layer acts as the normal hull of the ship, and the inner hull forms a redundant barrier to seawater in case the outer hull is damaged. Figure 1: Different types of Hull MIMET Technical Bulletin Volume 1 (2) 2010 The space in between the two hull layers is often used as storage tanks for fuel or ballast water. Double hulls are a more extensive safety measure than double bottoms, which have two hull layers only at the bottom of the ship and not the sides. In low energy casualties, double hulls can prevent flooding beyond the penetrated compartment. MARPOL Annex 1 Chapter 4 Regulation 14 had in‐ troduced the requirement to have segregated bal‐ last tanks for all tankers. This means that the ballast tanks which are empty when carrying the cargo and only loaded with ballast water for the return leg must be positioned where the impact of collision likely to be the greatest. The ship should also be included with cofferdam type segregation or bulk‐ head of the sandwich type. The sandwich type bulk‐ head between two adjoining tanks must be at least 760 mm but are usually broader to make it practical for human entry. Class 1 vessels need to be constructed with the emphasis on the prevention of cargo escaping as a result of collision or stranding. The construction specification requires all cargo tanks to be shielded by ballast tank, double bottom and cofferdams. As a result, actual cargo tank bulkheads are protected by void spaces or other tanks. Stability is also taken into account as a result of flooding of one or more wing tanks or void spaces as a result or standing. Vessels in Class 2 must be designed along similar lines, but the criterion is less stringent in some ar‐ eas. Vessels in Class 3 are judged to carry cargo which is less hazardous and are currently not re‐ quired to have an inner and outer skin as in Class 1 and 2. The main restriction appears to be the limited dimensions of any one cargo tank. New vessels over 5000 DWT are required to have double hulls. | MARINE FRONTIER @ UniKL 114
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