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Wednesday, December 13, 2017

Only 5 non-PL/SBT single hull trading tankers above 70,000 dwt left?

According to the latest information from RS Platou Research (which has collated information on each tanker), there are only five non-SBT trading tankers left above 70,000 dwt. This means that there is very little tonnage that has to leave the market due to phase-out requirements until 2010, when the rest of the single hull (SH) tankers have to be phased out if no administrations permit them to trade until they reach 25 years.

However, there are countries that have not ratified MARPOL, such as most of the Middle East oil producing countries, and the U.S. has not ratified MARPOL 13G. It remains to be seen which port and flag administrations will allow SH tankers to trade beyond 2010 until they are 25 years old, although Europe has already banned SH tankers after 2010.

The tables below show the tonnage and the number of tankers that are required to be phased out by MARPOL and the last column shows the EU phase-out, which will be the maximum phase-out in 2010. There are some double-bottomed or double-sided tankers reported to be converted to double hull tankers. We have received information on six tankers above 70,000 dwt that have been converted or are about to be converted in China and Poland.

There appears to be one aframax tanker and one VLCC that should have been phased out in 2003, but the VLCC is used for storage and the aframax tanker appears to be a Jones Act tanker.

Click here to view table

The reason for differences between these and previous figures we have published are that:

  1. Most non-SBT tankers above 70,000 dwt appear to have been converted to PL/SBT
  2. Most of the old VLCCs and suezmaxes left appear to have been converted to FPSOs or FSOs
  3. A few tankers have also been sold for decommissioning since our last update.

The INTERTANKO figures differ from the R.S. Platou figures with regard to the status of a couple of ships.

A full list of tankers can be downloaded here and we would be grateful for any feedback on possible inconsistencies. We encourage classification societies, owners and others that may have information to check the list of their tankers.

We may also look more closely into the status of smaller tankers, but the smaller the tankers the more difficult it appears to obtain information as many trade in local, special segments.

Contact: Erik Ranheim