INTERTANKO Asian Panel Meeting 2 nd March, Tokyo 1.Welcome and introductory remarks 2.INTERTANKO Update 3.Consideration of INTERTANKO’s Key Issues 3.1 Tanker market 3.2 Facilitation payments 3.5 US issues 4.Regional Issues 3.6 Marine Issues 3.3 Piracy 3.4 GHGs 3.7 Environmental Issues 5.Date and place of next meeting 6.Any other business

Anti-Trust/Competition Law Compliance Statement INTERTANKO’s policy is to be firmly committed to maintaining a fair and competitive environment in the world tanker trade, and to adhering to all applicable laws which regulate INTERTANKO’s and its members’ activities in these markets. These laws include the anti-trust/competition laws which the United States, the European Union and many nations of the world have adopted to preserve the free enterprise system, promote competition and protect the public from monopolistic and other restrictive trade practices. INTERTANKO’s activities will be conducted in compliance with its Anti- trust/Competition Law Guidelines.

Asian Panel and Member Seminars 2009 November SingaporeMembers Seminar Hong Kong Asian Panel Meeting December Shanghai Members Seminar 2010 March Tokyo Asian Panel Meeting Seoul Members Seminar DalianMember In-house Seminar Shanghai Member In-house Seminar

INTERTANKO Asian Panel Meeting 2 nd March, Tokyo 1.Welcome and introductory remarks 2.INTERTANKO Update 3.Consideration of INTERTANKO’s Key Issues 3.1 Tanker market 3.2 Facilitation payments 3.5 US issues 4.Regional Issues 3.6 Marine Issues 3.3 Piracy 3.4 GHGs 3.7 Environmental Issues 5.Date and place of next meeting 6.Any other business

3.6 Marine Issues Oil Company Relations

Generic Items Involvement in development of tanker best practice: ISGOTT, the Mooring Equipment Guidelines and the Tanker Management & Self Assessment (TMSA) Cooperation on common new building standards Participation and cooperation on development of best practice for standard maintenance with the oil companies Closer cooperation between ISTEC and OCIMF Technical sub-committee SIRE Seeking increased transparency as to who are the recipients of the SIRE reports (this is currently not available, only the submitters are known) INTERTANKO would like to see: –an increased number of accredited SIRE inspectors, –an ease of complying with 4-6 month validity requirements of SIRE reports, and: –a reduction in the cost of the vetting process. 3.6 Marine Issues Oil Company Relations: key areas of cooperation

Technical Co-operation Requesting an improvement in efforts to notify owners of any change in the vessel’s vetting status within an Oil Company, at the time of change. (Currently owners are only made aware of a change in status when the vessel is offered for business) Freight and Demurrage INTERTANKO members continue to experience problems with demurrage claims and requests that these be paid as soon as they are incurred Terminals INTERTANKO looks to OCIMF for support and cooperation for safe access to vessels at terminals for the safe management and maintenance of vessels together with supporting crew welfare 3.6 Marine Issues Oil Company Relations: key areas of cooperation

Inspections Welcome more cooperation regarding the problems associated with the multiplicity of acceptability in the vetting and screening process Seeking cooperation with OCIMF in establishing TOTS as an industry standard Advocate the use by charterers of the SIRE system to increase the uniformity of inspections Common guidance on inspections at the New Building stage would overcome the current difficulties experienced by owners when seeking an inspection Age discrimination still exists within certain oil companies, contrary to recent regulatory developments. This reduces the owners incentive to maintain vessels after a certain age. 3.6 Marine Issues Oil Company Relations: key areas of cooperation

3.6 Marine Issues Tanker Officer Training Standards

3.6 Marine Issues Tanker Officer Training Standards The need for TOTS... Increasing Incidents Officer Training Requirements – –Matrix requirements – –Continuous Improvement – –TMSA 2 Human Element Factors Shortage of Experienced Officers

TOTS objectives Ensure compliance with today’s rules & regulations. “Ease compliance” with Officer Matrix Requirements Ensure that the team onboard will operate the tanker environmentally aware and safe 3.6 Marine Issues Tanker Officer Training Standards

INTERTANKO has issued Authorisations to all IACS Members: American Bureau of Shipping (ABS) Bureau Veritas (BV) China Classification Society (CSS) Det Norske Veritas (DNV) Gemanischer Lloyd (GL) Korean Register (KR) Lloyds Register (LR) Nippon Kaiji Kyokai (ClassNK) Registro Italiano Navale (RINA) Russian Maritime Register of Shipping (RS) 3.6 Marine Issues Tanker Officer Training Standards

TOTS to be available fully electronically: E-TOTS Arrangement with Seagull to produce E-TOTS –Unless logo is present, it is not officially licensed by INTERTANKO Numerous companies working on full implementation Winner of Seatrade Award 2009 “Investment in People” 3.6 Marine Issues Tanker Officer Training Standards

3.6 Marine Issues Terminal Vetting Database

INTERTANKO's Terminal Vetting Database broadens its access Published: 05 February 2010 Access to INTERTANKO's Terminal Vetting Database (TVD) is now available to those who are tanker owners/operators, terminal owners/operators, PSC authorities and others with a legitimate interest in improving safety, but who are not Members or Associate Members of the Association. Access to the TVD continues to remain free of charge, although access still requires agreement and compliance with the TVD's terms and conditions of use. We believe that such broadened access to the TVD will be to the benefit of all with an active interest in improving the safety of the vessel at the ship shore interface. 3.6 Marine Issues Terminal Vetting Database (TVD)

Quick recap... What Terminal Vetting –Tankers are vetted but are sometimes asked to make fast to poor quality berths –The vetting process works for ships, so why not for terminals? Why enhance safety at the terminals improve member efficiency by influencing terminals to ‘fix’ problems maintain industry safety record Who Access to the system is controlled by INTERTANKO and was strictly limited to INTERTANKO Members and Associate Members As of 2010, access granted to all interested parties The Terminal Vetting Database is hosted by in partnership with INTERTANKOwww.Q88.com Access is usually set up within one business day 3.6 Marine Issues Terminal Vetting Database (TVD)

A recent upgrade in the format makes its operating style similar to the SIRE and CDI systems, so that if a ship reports a poor rating (a score of 2 or less out of 5) for any of the 12 scored items: 1.the terminal is automatically notified and asked to directly address that item and to provide "Terminal Comments" within 30 days for entry into the TVD 2.a "Low Score Alert" is sent to INTERTANKO and to the Chairman of the TVD Working Group. 3.INTERTANKO's Vetting Committee regularly discusses selected Terminal Vetting Reports (TVRs) as part of its bi-annual meetings. The source of information will continue to be kept confidential. Although the vessel name, IMO number, and Master's name are included as questions in the report form, that information is only for the use of the individual companies and INTERTANKO, and is not accessible on the web site. 3.6 Marine Issues Terminal Vetting Database (TVD)

For more information regarding the TVD and to request access to the TVD please contact or or register at Marine Issues Terminal Vetting Database (TVD)

3.7 Environmental Issues GHGs and the SEEMP / TEEMP

3.7 Environmental Issues GHGs and the SEEMP Ship Energy Efficiency Management Plan –Developed as a ship-specific plan by the ship owner –Part 1 – What the Plan should look like in four parts 1.Planning: Package of measures identified & Goal setting 2.Implementation: Implementation system 3.Monitoring: Monitoring system (tools and record keeping) 4.Self-evaluation & Improvement: Voluntary reporting –Part 2 – List of possible options for improving energy efficiency (enter INTERTANKO’s Guide)

INTERTANKO’s Guide for a Tanker Efficiency and Emission Management Plan Introduction * Establishing the Company and Ship Management Plans Voyage Optimisation Programme Propulsion Resistance Management Programme Machinery Optimisation Programme Cargo Handling Optimisation Energy Conservation Awareness Plan * Also introduces elements associated with the over-lap between SEEMP and OCIMF TMSA Fuel Management Appendix 3.7 Environmental Issues GHGs and the SEEMP

3.7 Environmental Issues Ballast Water Management

3.7 Environmental Issues Ballast Water Treatment IMO BWM Convention The BWM Convention will enter into force 12 months after ratification by 30 States, representing 35 per cent of world merchant shipping tonnage. As at 2 March 2010: 21 countries representing 22.63% of world merchant shipping tonnage Implementation dates still important...

IMO BWM Convention Summary of implementation dates: Ship constructed before 2009 BW capacity m3 – have treatment system from first intermediate or renewal survey after anniversary date in 2014 BW capacity less than 1500m3 and greater than 5000m3 – have to have treatment system from first intermediate or renewal survey after anniversary date in 2016 Ship constructed in or after 2009 BW capacity less than 5000m3 shall have a treatment system installed at its second annual survey and no later than 31/12/2011 Ship constructed after 2009 but before 2012 and with a BW capacity greater than 5000m3 shall have a treatment system from first intermediate or renewal survey after anniversary date in 2016 Ship constructed in or after 2012 with a BW capacity of greater than 5000m3 shall be constructed with a BW treatment system 3.7 Environmental Issues Ballast Water Treatment

Treatment Generation of chemicals Approval Capital Cost ($USD) Power Consumption Other Costs: consumables, spares, maintenance Operating costs10-year Cost (Capex + Opex) Size (m3) Weight (kg) Pressure Drop # installations/contracts Largest installation 3.7 Environmental Issues Ballast Water Treatment Concern expressed over treatment systems to meet 2012 deadline INTERTANKO Environmental Committee – need to find solutions to assist members and seek evidence that systems will work in practice

3.7 Environmental Issues Ballast Water Treatment IMO BWM Convention States continue to implement IMO Convention, e.g. Norway Other States seek to go beyond IMO Convention, e.g. USA Implementation issues arising: Ballast Water Record Book format IMO list of Guidelines continues to be important but overlooked by operators: Guidelines for Ballast Water Sampling Guidelines for Ballast Water Management and Development of Ballast Water Management Plans Guidelines for Ballast Water Exchange Guidelines for Ballast Water Exchange Design and Construction Standards Guidelines for Sediment Control on Ships

4. Regional Issues

4. Regional Issues China Oil Pollution Regulations Regulations on the Prevention and Control of Ship-Induced Pollution of the Marine Environment 1st March 2010 Any ship-induced pollution accident or any ship-related operation that causes or may cause pollution damage to the internal waters, territorial seas, and the contiguous zones, exclusive economic zones and continental shelves of the PRC and all other sea areas under the jurisdiction of the PRC Need for ship emergency response plans All ships, except those of less than 1,000gt and not carrying oil cargoes, must carry insurance to cover claims for pollution The limit of liability is that in the PRC Maritime Code (LLMC 76). The insurance must be provided by an entity approved by the China MSA The operators of any ships carrying bulk hazardous and pollutant liquid cargo shall contract with an MSA approved local clean-up contractor It would seem that there this no limit of liability PRC Maritime Code (LLMC 76) Receivers of persistent oil cargoes are required to contribute to the PRC Fund, which would compensate for ship-induced pollution claims that are in excess of CLC limits. Provisions for discharge and receipt of waste (port reception facilities)

Regulations on the Prevention and Control of Ship-Induced Pollution of the Marine Environment INTERTANKO Observations and Queries 1.Not certain whether CLC 92 for persistent oil or Bunker Convention 2001 for ships over 1,000gt would suffice in terms of insurance 2.Entities approved by the China MSA to provide insurance cover – P&I? 3.Require a list of approved clean-up contractors asap so companies can begin establishing contracts by the 1 st March deadline 4.Although China is not a party to the Fund, contributions to a PRC Fund would seem to be a local variation on the CLC Fund principle 5.Assumed that SOPEP and SMPEP would suffice as the ship emergency plans 6.Not clear whether standardised advance notification forms and waste delivery receipts for port waste reception facilities will be used 7.Await an official english translation and further guidance 8.IG P&I clubs state delay for 3 months – no official proof/evidence received 4. Regional Issues China Oil Pollution Regulations

4. Regional Issues Pilotage in the Straits of Malacca and Singapore Singapore Seminar and Hong Kong Asian Panel Meeting: Consideration of voluntary pilotage for laden VLCCs through-out Malacca and Singapore Strait transits Considerations: Availability of qualified pilots (marine advisors) – PSA Class A1 only? Charterers support : Chevron, Exxon and Total already suggest/request Possibility for littoral states to make mandatory and increase pilotage dues above has implications for other parts of the world Why limited to only laden VLCCs? What of smaller tankers or other ship types? Developments: Indonesia leading littoral states in new pilotage requirements (voluntary) Littoral states studying pilotage needs as well as carrying capacity in Straits

5. Any other business 6. Date and place of next meeting - Proposal: Singapore, October – in conjunction with INTERTANKO Council meeting

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