future imo legislation - lloyd's register

Future IMO legislation

April 2012

This publication provides an overview of the known amendments to the existing statutory regulations and instruments, mandatory under the conventions and codes. The known amendments include; amendments that are in transitional period toward full implementation; adopted amendments that will enter into force on or after 1 April 2012; the major topics currently under discussion and development (discussions up to MEPC 63).

Lloyd’s Register : Future IMO Legislation © Lloyd's Register April 2012

Index

Part 1 – Adopted future IMO legislation A – Adopted IMO requirements in transitional period for full application

This part includes requirements that have recently entered into force but are still in a transition period due to their application formulation, for example. For example, the AFS Convention, which entered into force on September 17, 2008, applies as follows: “All new ship types built on or after the date of entry into force, and existing ships built before the date of entry into force, at the next scheduled dry docking held on or after the date of entry into force, but within 3 years of this date”.

B – Adopted IMO requirements entering into force in the near future This part includes requirements that have been adopted and have an entry into force date which has been established by the IMO or ILO, but not yet reached.

Part 2 – IMO requirements currently under development This part covers legislation that is currently under discussion and has not been adopted; therefore, no fixed entry into force date has been agreed. It also covers legislation that has been adopted but has no certain entry into force date because the conditions have not yet been met.

Tables – quick references for application The numbers in the index tables are a reference number for each item, given in the left-hand column of the full entry on the corresponding page.

• Table 1a – New ships – Adopted mandatory regulatory amendments which are entering into force • Table 1b – New ships – Likely amendments which are currently under discussion and development – subject to change

• Table 2a – Existing ships – Adopted mandatory regulatory amendments which are entering into force • Table 2b – Existing ships – Likely amendments which are currently under discussion and development – subject to change

Notes - Non-mandatory legislation is not included. Applicability of regulations varies for FSUs and FPSOs depending on whether they are detached and undergoing voyage or fixed. This table refers only to those which are permanently applicable. Requirements for offshore supply vessels (OSVs) are the same as those listed for general cargo ships. Entries marked with * in below tables have staggered application dates and multiple entries.

Lloyd’s Register : Future IMO Legislation © Lloyd's Register April 2012

Summary of major changes:

This version covers updates out of SLF 54, BLG 16, DE 56 and MEPC 63. The item ID number is the reference used in this document for the detailed entry.

Significant approvals or adoptions:

• Approval of amendments to the IBC Code (ID 186)

• Guidelines for implementation of MARPOL Annex V (garbage) (ID 184)

• Various guidelines associated with EEDI (ID 188)

• Guidelines associated with SEEMP (ID 188-1)

• Amendments and guidelines for the NOx Technical Code (ID 231)

• Regional arrangements for port reception facilities (ID 233)

Significant new items being considered or milestones in ongoing developments:

• Submission of draft IGC Code to other sub-committees by BLG (ID 189)

• Sewage treatment systems (ID 195)

• Protection against noise on board ships (ID 208)

Significant entries into force in the near future:

• EEDI and SEEMP (ID 188 & 188-1)

• North American ECA (ID 169)

• Corrosion protection of crude oil cargo tanks (ID 167)

• Lifeboat on-load release hooks (ID 182)

• MARPOL Annex V comprehensive review (ID 184)

Lloyd’s Register Marine Business Stream : Future IMO Legislation, April 2012 4

Table 1a – NEW SHIPS – Adopted mandatory regulatory amendments which are entering into force

Ship type

From page

All ship types

Passenger Ships

Ro-Ro Passenger

Ships

Oil Tankers

Chemical Tankers

Gas Carriers

Bulk Carriers

Container Ships

General Cargo Ships

Ro-Ro Cargo Ships

High Speed Craft

FSUs and FPSOs

MODUs

Prior to 1 January 2012

8

47* 96

150-1* 150-2

153-1* 158* 159* 161 164 165 209

47* 96

150-1* 150-2

153-1* 158* 159* 161 164 165 209

47* 96

150-1* 150-2

153-1* 158* 159* 161 164 165 209

47* 96*

150-1* 150-2

153-1* 158* 159* 161 164 165 209

47* 96*

150-1* 150-2

153-1* 158* 159* 161 164 165 209

47* 96*

150-1* 150-2

153-1* 158* 159* 161 164 165 209

47* 96*

150-1* 150-2

153-1* 158* 159* 161 164 165 209

47* 96*

150-1* 150-2

153-1* 158* 159* 161 164 165 209

47* 96*

150-1* 150-2

153-1* 158* 159* 161 164 165 209

47* 96*

150-1* 150-2

153-1* 158* 159* 161 164 165 209

153-3*

1 July 2012

23

47* 96*

158* 159* 174 176 177 178 180

47* 96*

158* 159* 174 176 177 178 180 181

47* 96*

158* 159* 174 176 177 178 180 181

47* 96*

158* 159* 174 176 177 178 180

47* 96*

158* 159* 174 176 177 178 180

47* 96*

158* 159* 174 176 177 178 180

47* 96*

158* 159* 174 176 177 178 180

47* 96*

158* 159* 174 176 177 178 180

47* 96*

158* 159* 174 176 177 178 180

47* 96*

158* 159* 174 176 177 178 180

1 August 2012 28 169 169 169 169 169 169 169 169 169 169 1 January 2013

30

153-1* 182 184 188

188-1

153-1* 182 184 188

188-1

153-1* 182 184 188

188-1

153-1* 167 182 184 188

188-1

153-1* 182 184 188

188-1

153-1* 182 184 188

188-1

153-1* 182 184 188

188-1 198

153-1* 182 184 188

188-1

153-1* 182 184 188

188-1

153-1* 182 184 188

188-1

153-3* 184

188-1 188-1

1 July 2013

44

158* 159* 231 233

158* 159* 231 233

158* 159* 231 233

158* 159* 231 233

158* 159* 231 233

158* 159* 231 233

158* 159* 231 233

158* 159* 231 233

158* 159* 231 233

158* 159* 231 233

1 January 2014 48

193 197

193 197

193 197

193 197

193 197

193 197

193 197

193 197

193 197

193 197

1 July 2014 49

158* 159*

158* 159*

158* 159*

158* 159*

158* 159*

158* 159*

158* 159*

158* 159*

158* 159*

158* 159*

1 January 2015 49 150-1* 150-1* 150-1* 150-1* 150-1* 150-1* 150-1* 150-1* 150-1* 150-1* 1 July 2015 49 159* 159* 159* 159* 159* 159* 159* 159* 159* 159* 1 January 2016

50 150-1* 153-1*

150-1* 153-1* 195*

150-1* 153-1* 195*

150-1* 153-1*

150-1* 153-1*

150-1* 153-1*

150-1* 153-1*

150-1* 153-1*

150-1* 153-1*

150-1* 153-1*

153-3*

1 July 2016 52 159* 159* 159*

159* 175

159* 159* 159* 175

159* 159* 159*

1 July 2017 53 159* 159* 159* 159* 159* 159* 159* 159* 159* 159* 1 January 2018 53 195* 195*

* - entry has staggered application dates according to ship type and size, and therefore multiple entries below. You are advised to read application details carefully in each case


Table 1b – NEW SHIPS – Likely amendments which are currently under discussion and development – subject to change

Ship type

From page

All ship types

Passenger Ships

Ro-Ro Passenger

Ships

Oil Tankers

Chemical Tankers

Gas Carriers

Bulk Carriers

Container Ships

General Cargo Ships

Ro-Ro Cargo Ships

High Speed Craft

FSUs and

FPSOs

MODUs

Expected January 2012 – December 2013

54 ILO0001

154 ILO0001

154 ILO0001

154 ILO0001

154 ILO0001

154 ILO0001

154 ILO0001

154 ILO0001

154 ILO0001

154 ILO0001

154


58

187 199 201 203 204 206 208 210 212 214 217 219 220 221 222 223 226 227 230 232 235 236 237

187 199 201 203 204 206 208 210 211 212 214 217 219 220 221 222 223 224 226 227 230 232 235 236 237

183 187 199 201 202 203 204 206 208 210 211 212 214 217 219 220 221 222 223 224 226 227 230 232 235 236 237

187 199 201 203 204 206 207 208 210 212 213 214 217 219 220 221 222 223 225 226 227 230 232 235 236 237

186 187 199 201 203 204 206 208 210 212 213 214 217 219 220 221 222 223 225 226 227 230 232 235 236 237

187 199 201 203 204 206 208 210 212 214 217 219 220 221 222 223 226 227 230 232 235 236 237

187 199 201 202 203 204 206 207 208 210 212 214 217 219 220 221 222 223 226 227 230 232 235 236 237

187 199 201 202 203 204 206 208 210 212 214 217 219 220 221 222 223 226 227 230 232 235 236 237

187 199 201 202 203 204 206 208 210 212 214 217 219 220 221 222 223 226 227 230 232 235 236 237

183 187 199 201 202 203 204 206 208 210 212 214 217 219 220 221 222 223 226 227 230 232 235 236 237

205

Expected January 2016 onwards 84

155 234

155 185 234

155 185 218 234

155 185 192 234

155 185 192 234

155 189 192 234

155 185 192 234

155 185 192 234

155 185 192 234

155 185 192 218 234

155 155 155



Table 2a - EXISTING SHIPS – Adopted mandatory regulatory amendments which are entering into force

Ship type

From page

All ship types

Passenger Ships

Ro-Ro Passenger

Ships

Oil Tankers

Chemical Tankers

Gas Carriers

Bulk Carriers

Container Ships

General Cargo Ships

Ro-Ro Cargo Ships

High Speed Craft

FSUs and FPSOs

MODUs

Prior to 1 January 2012

8

125-5 150-1* 150-2

153-1* 158* 159* 161 164 165 209

125-5 150-1* 150-2

153-1* 158* 159* 161 164 165 209

125-5 150-1* 150-2

153-1* 158* 159* 161 164 165 209

125-5 150-1* 150-2

153-1* 158* 159* 161 164 165 209

125-5 150-1* 150-2

153-1* 158* 159* 161 164 165 209

125-5 150-1* 150-2

153-1* 158* 159* 161 164 165 209

125-5 150-1* 150-2

153-1* 158* 159* 161 164 165 209

125-5 150-1* 150-2

153-1* 158* 159* 161 164 165 209

125-5 150-1* 150-2

153-1* 158* 159* 161 164 165 209

125-5 150-1* 150-2

153-1* 158* 159* 161 164 165 209

153-3*

1 July 2012

23

158* 159* 174 176 177 178

158* 159* 174 176 177 178

158* 159* 174 176 177 178

158* 159* 174 176 177 178

158* 159* 174 176 177 178

158* 159* 174 176 177 178

158* 159* 174 176 177 178

158* 159* 174 176 177 178

158* 159* 174 176 177 178

158* 159* 174 176 177 178

1 August 2012 28 169 169 169 169 169 169 169 169 169 169 1 January 2013

30

153-1* 182 184

188-1

153-1* 182 184

188-1

153-1* 182 184

188-1

153-1* 182 184

188-1

153-1* 182 184

188-1

153-1* 182 184

188-1

153-1* 182 184

188-1 198

153-1* 182 184

188-1

153-1* 182 184

188-1

153-1* 182 184

188-1

153-3* 188-1 188-1

1 July 2013

44

158* 159* 231 233

158* 159* 231 233

158* 159* 231 233

158* 159* 231 233

158* 159* 231 233

158* 159* 231 233

158* 159* 231 233

158* 159* 231 233

158* 159* 231 233

158* 159* 231 233

1 January 2014 48

193 197

193 197

193 197

193 197

193 197

193 197

193 197

193 197

193 197

193 197

1 July 2014 49

158* 159*

158* 159*

158* 159*

158* 159*

158* 159*

158* 159*

158* 159*

158* 159*

158* 159*

158* 159*

1 January 2015 49 150-1* 150-1* 150-1* 150-1* 150-1* 150-1* 150-1* 150-1* 150-1* 150-1* 1 July 2015 49 159* 159* 159* 159* 159* 159* 159* 159* 159* 159* 1 January 2016

50 150-1* 153-1*

150-1* 153-1*

150-1* 153-1*

150-1* 153-1*

150-1* 153-1*

150-1* 153-1*

150-1* 153-1*

150-1* 153-1*

150-1* 153-1*

150-1* 153-1*

153-3*

1 July 2016 52 159* 159* 159* 159* 159* 159* 159* 159* 159* 159* 1 July 2017 53 159* 159* 159* 159* 159* 159* 159* 159* 159* 159*



Table 2b - EXISTING SHIPS – Likely amendments which are currently under discussion and development –subject to change

Ship type

From page

All ship types

Passenger Ships

Ro-Ro Passenger

Ships

Oil Tankers

Chemical Tankers

Gas Carriers

Bulk Carriers

Container Ships

General Cargo Ships

Ro-Ro Cargo Ships

High Speed Craft

FSUs and FPSOs

MODUs


54 ILO0001

154 ILO0001

154 ILO0001

154 ILO0001

154 ILO0001

154 ILO0001

154 ILO0001

154 ILO0001

154 ILO0001

154 ILO0001

154


58

187 206 210 212 214 219 230 232 235 236 237

187 206 210 212 214 219 230 232 235 236 237

187 206 210 212 214 219 230 232 235 236 237

187 206 207 210 212 213 214 219 230 232 235 236 237

186 187 206 210 212 213 214 219 230 232 235 236 237

187 206 210 212 214 219 230 232 235 236 237

187 206 207 210 212 214 219 230 232 235 236 237

187 206 210 212 214 219 230 232 235 236 237

187 206 210 212 214 219 230 232 235 236 237

187 206 210 212 214 219 230 232 235 236 237

205

Expected January 2016 onwards 84

155 234

155 185 234

155 185 218 234

155 185 192 234

155 185 192 234

155 189 192 234

155 185 192 234

155 185 192 234

155 185 192 234

155 185 192 218 234

155 155 155



Part 1 – Adopted future IMO legislation

A – Adopted IMO requirements in a transitional period for full application* * Requirements that have already entered into force but have application dates which exceed the entry into force date. For example, requirements with more than one phase of introduction, or requirements with a period of grace. 47 1 July 2008

SOLAS 1974. Chapter II-1 Regulation 3-2 – Corrosion prevention of seawater ballast tanks in oil tankers and bulk carriers SOLAS 1974. Chapter XII Regulation 6 – Structural and other requirements for bulk carriers Adopted by: Resolution MSC.216(82) Background: The draft amendment to this regulation approved at MSC 81 was adopted without change at MSC 82. Significant changes were, however, made to the associated protective coating performance standard, details of which will be given in the appropriate entry below. Summary: Regulation II-1/3-2: The existing text and the heading of regulation 3-2 were replaced by “protective coatings of dedicated seawater ballast tanks in all types of ships and double-side skin spaces of bulk carriers”. Regulations XII/6: The existing paragraph 3 was deleted and the existing paragraphs 4 and 5 were renumbered as paragraphs 3 and 4 Implications: Owner: Significant better life expectancy of the steel structure of ballast tanks and double-side skin spaces, but at an additional cost implication, not only at the new building stage, but also through the life of the ship, whenever touch-up or even re-coating was necessary. Shipbuilder / Equipment manufacturer: Significant additional equipment, personnel, time and cost implications, in terms of preparation, application and documentation for the protective coating, all of which in monetary terms would have to be passed on to owner. National Administration / Recognised Organisation: Significant addition time and cost, in terms of the verification and through life survey of the protective coating. Application : All new ship types of 500 GRT and over : • for which the building contract is placed on or after 1 July 2008; or


• n the absence of a building contract, the keels of which are laid or which are at a similar stage of construction on or after 1 January 2009; or

• the delivery of which is on or after 1 July 2012.

96 1 July 2008

Resolution MSC.215(82) Performance standard for protective coatings for dedicated seawater ballast tanks in all types of ships and double-side skin spaces of bulk carriers Adopted by Resolution MSC.215(82) Background: Mandatory performance standard which is incorporated into the SOLAS regulation II-1/3-2. Summary: This standard provides technical requirements for protective coatings in dedicated seawater ballast tanks of all type of ships of not less than 500 gross tonnage and double-side skin spaces arranged in bulk carriers of 150 m in length and upward1 for which the building contract is placed, the keels of which are laid or which are delivered on or after the dates referred to in SOLAS regulation II-1/3-2 as adopted by resolution MSC.216(82). Implications: Owner: Significant better life expectancy of the steel structure of ballast tanks and double-side skin spaces, but at an additional cost implication, not only at the new building stage, but also through the life of the ship, whenever touch-up or even re-coating was necessary. Shipbuilder / Equipment manufacturer: Significant additional equipment, personnel, time and cost implications, in terms of preparation, application and documentation for the protective coating, all of which in monetary terms would have to be passed on to owner. National Administration / Recognised Organisation: Significant addition time and cost, in terms of the verification and through life survey of the protective coating. Application : All new ship types of 500 GRT and over : • for which the building contract is placed on or after 1 July 2008; or • in the absence of a building contract, the keels of which are laid or which are at a similar stage of construction on or after 1

January 2009; or • the delivery of which is on or after 1 July 2012.

125-5 1 January 2010

SOLAS 1974. Chapter II-2 Regulation 10 Adopted by Resolution MSC.256(84) Back ground and Summary: It was recognized that the existence of many single control systems presented an unacceptable level of


risk to crew personnel. In view of the above, IMO developed amendments to SOLAS regulation II-2/10, to require all carbon dioxide systems to have two separate releasing controls. Implications: Arrangement of major modification to the existing fleet will be required. Application: Existing ships (constructed before 1 October 1994) will have to comply with the above amendments by completion of the first scheduled dry-docking after 1 January 2010. Reference - LR Classification News No. 37/2009, available at CDLive ClassNews link

150-1 1 July 2010

The Revised MARPOL Annex VI Adopted by Resolution MEPC.176(58) Background: This is the comprehensive review of MARPOL Annex VI. As the MARPOL Annex VI has been introduced as a protocol to the MARPOL Convention, these amendments will be applicable to the states which are party to the protocol only. The revised text of the MARPOL ANNEX VI was approved at MEPC 57, which was adopted at MEPC 58, October 2008. The Committee agreed to revise date of entry into force as of 1sst July 2010. Consequently the reduction in the SECA / ECA limit to 1.00% m/m would also so be delayed. Summary: Revised entry dates on the key issues SOx control

Global Emission Control Area Currently: 4.5% Currently:1.5% From entry into force of revised Annex ( 1 July 2010) – 4.50 %

1 July 2010: 1.00%

1 January 2012: 3.50% 1 January 2015: 0.10% 1 January 2020: 0.50% ( or 1 January 2025: 0.50% depending of the review of the fuel availability in 2018)

NOx control Tier II control 1 January 2011 Tier III control (Emission Control Area only)

1 January 2016

NOx control – new engine

http://cdlive/information/default.asp?preOpen=Classification%20News

http://cdlive/information/Documents/ClassNews/2009/CN3709.pdf


The following requirements were adopted at MEPC 59. For ships built between 1 January 2000 and 31 December 2010 (Tier I limits): The requirement applies to each marine diesel with a power output of more than 130kW 17 g/kWhr where n is less than 130 rpm; 45.0 x n (-0.2) g/kWhr when n is 130 rpm or more but less than 2000 rpm; 9.8 g/kWhr when n is 2000 rpm or more where n = rated engine speed (crankshaft revolutions per minute). Note: These are the current MARPOL Annex VI, Regulation 13 limits. For ships built between 1 January 2011 and 31 December 2015 (Tier II limits): The requirement applies to each marine diesel with a power output of more than 130kW 14.36 g/kWhr where n is less than 130 rpm; 44.0 x n (-0.23) g/kWhr when n is 130 rpm or more but less than 2000 rpm; 7.66 g/kWhr when n is 2000 rpm or more For ships built after 1 January 2016 (Tier III limits): (The requirement applies to a diesel engine installed on a ship with a length of 24 metre or over; or to a diesel engine installed on a ship with a combined nameplate diesel engine propulsion power of 750kW or more) When operating with designated Emissions Control Areas: 3.4 g/kWhr where n is less than 130 rpm; 9.0 x n (-0.2) g/kWhr when n is 130 rpm or more but less than 2000 rpm; 1.96 g/kWhr when n is 2000 rpm or more When operating outside a designated Emissions Control Area the Tier II limits shall apply. Note: Operation within a designated Emissions Control Area will require the operation of exhaust gas treatment devices, such as a Selective Catalytic Reduction (SCR) device. Regulation 18.4 – Gas fuelled ships and definition of fuel The Committee agreed to exempt certain gas fuels such as LNG, CNG and LPG from those aspects of Regulation 18 which covers bunker delivery notes and MARPOL samples together with the associated supplier controls. The following was added to the Regulation 18.4: “Paragraph 5.6, 7.1 7.2, 8.1, .8.2,9.2, 9.3 and 9.4 of this regulation do not apply to gas fuels such as LNG, Compressed natural gas, or liquefied petroleum gas. The sulphur contents of the gas fuel deliver to the ship specifically for combustion on board that ship shall be provided by the supplier.”


VOC Management Plan With effect from July 1, 2010, every tanker carrying crude oil will be required to have on board and implement a ship-specific VOC Management Plan, approved by the Administration. The Plan should be prepared taking into account guidelines contained in resolution MEPC.185 (59) and MEPC.1/Circ.680. The purpose of the Plan is to ensure that VOC emissions resulting from tanker operations to which regulation 15.6 applies are prevented or minimised as much as possible. A ship-specific VOC Management Plan must at the least provide written procedures for minimising VOC emissions during: �loading of cargo �sea passage, and �discharge of cargo. Additionally, VOCs generated during crude oil washing need to be considered. If tanker design modifications (such as increasing the pressure of the cargo tanks) are to be made to minimise VOC emissions, strength aspects need to be considered and comprehensive calculations have to be carried out to confirm the structural strength and other related issues. This information must be provided within the VOC Management Plan when submitting it for approval. Marine Fuel Oil specification MEPC 59 agreed that the matter should be left to ISO, however, it was also agreed to forward a request to verify the status of substances given in the indicative list of parameters developed by the Committee. Definition of sulphur MEPC 59 agreed that referencing ISO Standard should be sufficient. Procedure to verify sulphur content in fuel oil MEPC Circular on a Unified Interpretation concerning Sulphur Limits in Fuel and Fuel Oil Verification Procedure for MARPOL Annex VI was approved. Implication and application of this part of the section SOx control is matter of ship operation thus up to the effort of the petroleum industry, while ship will be required to be capable of using more than one fuel in order to operate in emission control areas. NOx control relates to the engines onboard. Shipbuilders and shipowners are invited to pay due attention to the development, especially application to existing engines installed between 1990 and 2000.


Criteria and Procedure for Designation of Emission control area MEPC 59 agreed to keep the criteria as prepared by MEPC 57. Ozone depleting substances An inventory for the list of substances kept onboard will be required. Implication: Owner: Significant impact. The following is the primary areas for the owners concern:

• Selection of the fuel (There could be difficulties in obtaining required fuel, possible difficulties of using two fuels – especially change over prior to entering into SECA)

• VOC Management Plan • Possible upgrade of existing engine

Shipbuilder/Equipment manufacture: Significant impact for the compliance with the new standard for engines. There may be demands for the development of exhaust gas cleaning system for which, numbers of regulatory developments are still required. National Administration / Recognized Organization: Significant impact. It may require additional resources and expertise for the proper implementation of the new requirements. Development of the policy / standard for the requirement to the existing engine needs careful attention. Application: All ships to which MARPOL Annex VI applies – generally speaking, ships of 400 gross tons and above (new and existing ships). Reference - LR Classification News No. 19/2011, available at CDLive ClassNews link

150-2 1 July 2010

NOx Technical Code 2008 Adopted by Resolution MEPC.177(58) Background and summary: The main changes to the Code are: a new chapter for the approval of ‘approved method’ (existing ships) arrangements; inclusion of requirements covering the approval of direct measurement and monitoring methods; and amended NOx emission calculation procedures. The MEPC will be issuing a circular to facilitate the application of the revised Code to Tier II engine certification. Implication: Shipbuilder/Equipment manufacture: Required to meet the new standard introduced by this code. National Administration / Recognized Organization: To prepare new type approval and survey procedures based upon the new code.




Application: Engines over 130 kW irrespective of the size of ship onto which such engines are subsequently installed. Reference - LR Classification News No. 22/2010, available at CDLive ClassNews link

153-1 1 January 2011

SOLAS 1974. Chapter II-2 Regulations 1 and 19 – Carriage of dangerous goods (Note to table 1 and 2 and entire table 19.3) Adopted by Resolution MSC.269(85) Background: The proposal was to update the Note 1 to table 19.1 and 19.2 as well as replace entire table 19.3 with the relevant amendments to regulation 1. The similar amendments were proposed together to chapter 7 of the HSC Code. Summary: The changes have been made to eliminate inconsistencies between SOLAS and the IMDG Code and will mainly affect the requirements for the carriage of dangerous goods in packaged form. There will be little or no effect on vessels carrying only solid dangerous goods in bulk. Implication: No changes are required to ship construction but the dangerous goods cargo classes which vessels can carry may be affected. Application (further amendments were approved at MSC 89 look at 214-D): New ships (constructed on or after 1 January 2011). They are applied to existing ships through amendments to Chapter II-2, regulation 1. The following ships must comply no later than the date of the first renewal survey on or after January 1, 2011: • cargo ships of 500 gt and above and passenger ships constructed on or after September 1,1984, but before January 1, 2011, and • cargo ships of less than 500 gt constructed on or after February 1, 1992, but before January 1, 2011. Exceptions Chapter II-2, regulation 1 exempts older vessels from complying with certain requirements of the revised regulation 19 if they differ from those contained in the previous regulation 19 and the older regulation 54, which is being phased out. Specifically: • alterations to cargo space fire detection systems are not required on older vessels if the revised regulation 19 requirements are

different, and • vessels built before July 1, 1998, do not need to comply with the revised regulation 19 ro-ro space separation requirements. Note: The MSC 85 confirmed that the provisions of regulation II-2/19 do not apply to dangerous goods in “excepted quantities” pending entry into force of the relevant amendments to regulation II-2/19 (1 January 2011). (Refer to chapter 3.5 of the IMDG Code) Reference - LR Classification News No. 41/2010, available at CDLive ClassNews link






153-3 1 January 2011

International Code of Safety for High-Speed Craft, 2000 (HSC Code 2000) Paragraph 7.17 – Fire Safety – note 1 to table 7.17-1 and entire table 7.17-3 Adopted by Resolution MSC.271(85) Background: Similar amendments were approved for SOLAS chapter II-2. (see item 153-1) Summary: A set of amendment similar to those to the SOLAS Chapter II-2 were introduced in the HSC Code 2000. Existing note 1 to table 7.17-1 has been revised to clarify an application of ventilation requirements for different classes of dangerous goods carried in container cargo spaces. Similar to the re-insertion of the footnote for SOLAS Regulation 19, footnotes 17 and 18 under table 7.17-3 of the 2000 HSC code were also agreed for re-insertion. Footnotes 9 and 10 under table 7.17-3 were also inserted. The MSC 85, in conjunction with the decision made to SOLAS Regulation II-2/19 above, agreed not apply the requirements to dangerous goods in excepted quantities pending entry into force of the relevant amendments (1 January 2011). Implication: Nominal, as this is primarily solving the inconsistencies between texts. Applications: New crafts (constructed on or after 1 January 2011) and not later than the date of the first renewal survey on or after 1 January 2011 for existing crafts (crafts constructed on or after 1 July 2002). Note: The MSC 85 confirmed that the provisions of paragraph 7.17 do not apply to dangerous goods in “excepted quantities” pending entry into force of the relevant amendments to Paragraph 7.17 (1 January 2011). (Refer to chapter 3.5 of the IMDG Code)

158 1 January 2011

SOLAS 1974. Chapter V Regulation 19 – Carriage requirements for a bridge navigational watch alarm system (BNWAS) Adopted by: Resolution MSC.282(86) Background: A bridge watch navigational alarm system is a device which triggers an alarm if an Officer on Watch (OOW) becomes incapable of performing the OOW’s duties. IMO also adopted the performance standard as MSC. 128 (75) and there are ships which have already installed the equipment on a voluntary basis. Summary: In paragraph 2.2, the new subparagraphs .3 and .4 are added after the existing subparagraph .2. Application details are given in new subparagraph .3. sub-paragraph .4 states that “a bridge navigational watch alarm system (BNWAS) installed prior to 1 July 2011 may subsequently be exempted from full compliance with the standards adopted by the Organization, at the discretion of the Administration.” Note: In the existing footnote to paragraph 2 the reference to the performance standard (resolution MSC.128(75) – performance


standards for a bridge navigational watch alarm system (BNWAS)” is inserted. Implications: Shipbuilders

Builders are encouraged to take these requirements into consideration when designing a ship keel of which will be laid on or after 1 July 2011.

This is not stand alone equipment on the navigation bridge. The secondary alarm will be activated in the master’s cabin, thus wiring will be required in other parts of the crew accommodation area. Due attention is to be paid to wire penetration at fire-protection boundaries.

BNWAS is required to meet the IMO’s performance standard (MSC.128 (75)). BNWAS is to be type approved by the flag Administration or its Recognized Organization (e.g., Classification Society).

Shipowners BNWAS will be required on the existing ships (at the first survey after the date specified) as well. Owners will need to be

prepared to make retrofitting arrangements. Owners are encouraged to take the opportunity to make such arrangements at dry-docking, if there is such an opportunity.

Flag Administrations & their recognized organizations It will be necessary to type approve the system in a timely manner. Relevant survey guidelines should be prepared. The requirements will apply to ships not engaged on international voyages as well.

Application: Ship type Gross tonnage New ships (keel

laying date) Existing ships (not new ship)

Passenger ships All 1 July 2011 Not later than the first survey* on or after 1 July 2012 3,000 gt and above 1 July 2011 Not later than the first survey* on or after 1 July 2012 500 gt and above but less than 3,000 gt

1 July 2011 Not later than the first survey* on or after 1 July 2013 Non-passsenger ships

150 gt and above but less than 500 gt

1 July 2011 Not later than the first survey* on or after 1 July 2014

*The first survey means the first annual survey, the first periodical survey or the first renewal survey, whichever is due first after the date specified. For a passenger ship, this is the first renewal survey for Passenger Ship Safety Certificate; for a cargo ship (non-passenger ship), this is either the Cargo Ship Safety Equipment Survey or, for ships with a Cargo Ship Safety Certificate, the Cargo Ship Safety Survey. For both passenger ships and cargo ships which are under construction, if the keel is laid before, but the ship is delivered after, the date specified in the relevant regulation, the first survey is the initial survey.


Reference - LR Classification News No. 23/2010, available at CDLive ClassNews link

159 1 January 2011

SOLAS 1974. Chapter V Regulation 19 – Carriage requirements of ECDIS Adopted by: Resolution MSC.282(86) Background: ECDIS (Electronic Chart Display and Information System) is shipborne navigational equipment, which is regarded as an equivalent to paper charts as per the SOLAS regulation V/27 and the regulation V/19.2.1.4. In other words, it is currently optional equipment. By the amendment adopted at MSC 86, ECDIS will be mandatory for new ships in 2012 (passenger ships and oil tankers) or 2013/2014 (other ships). Existing ships will be required to retrofit the system. Summary: In paragraph 2.1, the existing subparagraph .4 is replaced by the following: “4 nautical charts and nautical publications to plan and display the ship’s route for the intended voyage and to plot and monitor positions throughout the voyage. An electronic chart display and information system (ECDIS) is also accepted as meeting the chart carriage requirements of this subparagraph. Ships to which paragraph 2.10 applies shall comply with the carriage requirements for ECDIS detailed therein;”. After the existing paragraph 2.9, the new paragraphs 2.10 and 2.11 are added. Paragraph 2.10 provides application details and paragraph 2.11 states that “administrations may exempt ships from the application of the requirements of paragraph 2.10 when such ships will be taken permanently out of service within two years after the implementation date specified in subparagraphs .5 to .9 of paragraph 2.10.” Implications: Shipbuilders and manufacturers

Builders will be required to take these requirements into consideration when designing a ship which keel will be laid on or after 1 July 2012/2013/2014 dependent on ship type and size;

Manufacturers are to note that ECDIS is required to meet the IMO’s performance standard (A.817(19), as Adopted by the Resolutions MSC. 64 (67), MSC. 86 (70) and MSC. 232 (82));

Owners/Ship management companies As ECDIS will be required on the existing ships (at the first survey after the date specified in the table given below), owners will

be required to make retrofitting arrangements. Owners are encouraged to take the opportunity to make such arrangements at dry-docking, if there is such an opportunity;

Owners are to ensure that ships will be provided with the Electronic Navigational Charts (ENCs) issued by a Hydrographic Authority or its agents that cover the intended voyages;

Ship managers are to ensure that appropriate training and familiarization will be incorporated into the company’s SMS for the use of ECDIS in accordance with paragraph 6.5 of the ISM Code. Deck officers must be fully familiar with the operation of ECDIS prior to




the first voyage after the installation of ECDIS in accordance with paragraph 6.3 of the ISM Code. Due reference is to be made to SN.1/Circ. 276 - Transitioning from paper chart to electronic chart display and information systems (ECDIS) navigation. Administrations & their recognized organizations

Relevant survey guidelines should be prepared, which should include appropriate back up arrangements & the location of ECDIS in case of retrofitting;

ISM auditors are to be made aware of the new requirements and the need for companies to introduce the corresponding training and familiarisation.

Application – to ships engaged on international voyages only: Type of ships Gross tonnage New ships

(Construction – keel laying date) Existing ships (Ships not new ships)

Passenger ships 500 and above 1 July 2012 Not later than the first survey* on or after 1 July 2014

Tankers 3,000 and above 1 July 2012 Not later than the first survey* on or after 1 July 2015

50,000 and above 1 July 2013 Not later than the first survey* on or after 1 July 2016

20,000 and above but less than 50,000




Others


1 July 2014 No retrofitting requirements to existing ships less than 10,000 gt

*The first survey means the first annual survey, the first periodical survey or the first renewal survey, whichever is due first after the date specified. For a passenger ship, this is the first renewal survey for Passenger Ship Safety Certificate; for a cargo ship (non-passenger ship), this is either the Cargo Ship Safety Equipment Survey or, for ships with a Cargo Ship Safety Certificate, the Cargo Ship Safety Survey. For both passenger ships and cargo ships which are under construction, if the keel is laid before, but the ship is delivered after, the date specified in the relevant regulation, the first survey is the initial survey. Reference - LR Classification News No. 33/2009, available at CDLive ClassNews link

161 1 January 2011

SOLAS 1974. and 88 Protocol - Appendix – Certificates Adopted by: Resolutions MSC 282(86) and MSC.283(86) Background: As a consequence of the amendment made to SOLAS regulation V/19 concerning BNWAS, various record forms given




as attachments to certificates were revised by Resolutions MSC 282 (86) and MSC. 283 (86). Summary: Amendments to records of certificates are as follows: Record of Equipment for the Passenger Ship Safety Certificate (Form P) 9 In the Record of Equipment for the Passenger Ship Safety Certificate (Form P), in section 5, a new item 14 is inserted as follows: .14 Bridge navigational watch alarm system (BNWAS). Record of Equipment for the Cargo Ship Safety Equipment Certificate (Form E) 10 In the Record of Equipment for the Cargo Ship Safety Equipment Certificate (Form E), in section 3, a new item 14 is inserted as follows: .14 Bridge navigational watch alarm system (BNWAS). Record of Equipment for the Cargo Ship Safety Certificate (Form C) In the Record of Equipment for the Cargo Ship Safety Certificate (Form C), in section 5, a new item 15 is inserted as follows: “15 Bridge navigational watch alarm system (BNWAS)”.Record of Equipment for the Nuclear Passenger Ship Safety Certificate (Form PNUC) 11 In the Record of Equipment for Nuclear Passenger Ship Safety Certificate (Form PNUC), in section 5, a new item 15 is inserted as follows: .15 Bridge navigational watch alarm system (BNWAS). Record of Equipment for the Nuclear Cargo Ship Safety Certificate (Form CNUC) 12 In the Record of Equipment for Nuclear Cargo Ship Safety Certificate (Form CNUC), in section 5, a new item 14 is inserted as follows: .14 Bridge navigational watch alarm system (BNWAS). Implication: The new records will be used upon the replacement of the certificates after the entry into force of the requirements. Application: These amendments entered into force on 1 January 2011 and be applicable to all ships engaged on international voyages that are required to hold SOLAS certificates (passenger ships regardless of size and cargo ships (non-passenger ships of 500 gt or over) both engaged on international voyages).

164 1 January 2011

MARPOL 73/78. Annex I Regulations 1, 12, 13, 17 and 38 Adopted by: Resolution MEPC.187(59) - Annex 1


Summary: Regulation 1 – the following new definitions are adopted • Oil residue (sludge) means the residual waste oil products generated during the normal operation of a ship such as those

resulting from the purification of fuel or lubricating oil for main or auxiliary machinery, separated waste oil from oil filtering equipment, waste oil collected in drip trays, and waste hydraulic and lubricating oils.

• Oil residue (sludge) tank means a tank which holds oil residue (sludge) from which sludge may be disposed directly through the standard discharge connection or any other approved means of disposal.

• Oily bilge water means water which may be contaminated by oil resulting from things such as leakage or maintenance work in machinery spaces. Any liquid entering the bilge system including bilge wells, bilge piping, tank top or bilge holding tanks is considered oily bilge water.

• Oily bilge water holding tank means a tank collecting oily bilge water prior to its discharge, transfer or disposal.” Regulation 12 (see below “Relevant instruments) is amended by removing the words “such as those resulting from the purification of fuel and lubricating oils and oil leakages in the machinery spaces” from the end of the regulation. A new paragraph 2 was added dealing with the disposal of oil residue (sludge) Regulations 13, 17 and 38-are amended to take account of the new definitions in regulation 1 Implication: All ER oil residue (sludge) tank arrangements will need to comply with the revised regulation 12 and take account of the revised definitions and the changes to regulations13, 17 and 38. Settled water may only be drained to an oily bilge water holding tank or bilge well, or an alternative arrangement, but may not be led directly to an oily water separator. Connections between designated sludge pumps and the oily water separator, which are not uncommon will need to be removed. Application: To ships which MARPOL Annex I is applied. The compliance will be verified at the first survey on or after 1 January 2011. There are further subsequent amendments being proposed for clarification of application of regulation 12. Reference is to be made to item 232 in part B. (Relevant instruments) An interpretation to the regulation 12.2, 12.3 and 12.4 was prepared as Annex 14 to MEPC 61 report (MEPC 61/24). The unified interpretations provide various interpretations, e.g.” designated pump for disposal” used in regulation 12.2. as “any pump used for the disposal of oil residue (sludge)” through the standard discharge connection referred to in regulation 13, or any pump used to transfer oil residue (sludge) to any other approved means of disposal such as an incinerator, auxiliary boiler suitable for


burning oil residue (sludge) or other acceptable means which are prescribed in paragraph 3.2 of the supplement to IOPP Certificate, Form A or B. Further, interpretations are given to Regulation 12.3, 12.4 as well in order to provide clearer guidance to the “Oil residue (sludge) tanks”. Implication:

Builders, Owners: This interpretation will assist with the implementation of resolution MEPC.187(59). Vessels with keel laying before 31 December 1990 will need to separate out the sludge and bilge water piping. Other arrangements will be reviewed in line with the new requirements. Flag Administrations and its ROs: The new requirements will need to be examined for compliance. Lloyd’s Register will be examining these at the next MARPOL Annex I survey.

Application: Ships subject to MARPOL Annex I regulation 12.1, .e. all ship types of 400 gt or over.

Reference is to be made to LR Classification News No. 45/2010, available at CDLive ClassNews link

165 1 January 2011

MARPOL 73/78. Appendix II – Forms A (ships other than oil tankers) and B (oil tankers) Adopted by: Resolution MEPC.187(59) – Annex 2 Summary: MEPC 59 adopted the text of consequential amendments to the supplement of the IOPP certificate consistent with the newly agreed definitions. In addition, “maximum capacity” in “kW or kcal/h” was added to the entry for the incinerator (paragraph 3.2.2. of the supplement). Implication: The new requirements will need to be examined for compliance. Lloyd’s Register will be examining these at the next MAROL Annex I survey, and reissue the Form A or B. Application: To ships which MARPOL Annex I is applied (ships required to carry certificates – oil tankers of 150 gt or above and other types of ships of 400 gt or above). Reference - LR Classification News No. 45/2010, available at CDLive ClassNews link

209

2010 STCW Convention and STCW Code Adopted by 2010 Manila Conference






Background: The original STCW convention was adopted in 1979. The totally revised convention, supplemented by the STCW Code was adopted in 1995. Further comprehensive revision to the convention was concluded in 2010. Summary: Major changes are • update standards of competence required, particularly in light of emerging technologies; • detailed requirements on hours of work and rest, prevention of drug and alcohol abuse, and medical fitness standards for

seafarers. • Improved measures to prevent fraudulent practices associated with certificates of competency and strengthen the evaluation

process (monitoring of Parties' compliance with the Convention). • New certification requirements for able seafarers. • New requirements relating to training in modern technology such as electronic charts and information systems (ECDIS). • New requirements for marine environment awareness training and training in leadership and teamwork. • New training and certification requirements for electro-technical officers. • Updating of competence requirements for personnel serving on board all types of tankers, including new requirements for

personnel serving on liquefied gas tankers. • New requirements for security training, as well as provisions to ensure that seafarers are properly trained to cope if their ship

comes under attack by pirates. • Introduction of modern training methodology including distance learning and web-based learning. • New training guidance for personnel serving on board ships operating in polar waters. • New training guidance for personnel operating Dynamic Positioning Systems. Implication: Shipowners and managers are to note: • Implication of the rest change made to the rest periods may affect manning level • During the transitional periods, owners must ensure that seafarers will have new certificates meeting new standard. Application Seafarers working onboard (not relevant to ship type). While the requirements entered into force on 1 January 2012, there are 5 year transitional period granted for taking full effect (until 1 January 2017). (Relevant instruments) STCW.7/Circ.16 Clarification of transitional provisions relating to the 2010 Manila Amendments to the STCW Convention and Code


B – Adopted IMO requirements entering into force in the near future This part includes requirements that have been adopted and have an entry into force date which has been established by the IMO, but not yet reached.

1 July 2012 47 & 96 (Repeated) 1 July 2012

SOLAS 1974. Chapter II-1 Regulation 3-2 – Corrosion prevention of seawater ballast tanks in oil tankers and bulk carriers This is the cut off date for the application - delivery of ships. See Item 47 & 96 in Part 1.

181 1 July 2012

Amendments to SOLAS Regulation II-1/41.6 (Further amendments to the regulation adopted as MSC.216(82) ) Adopted by Resolution MSC.308(88) Background: At MSC 87, a Non-Governmental Organization member requested confirmation on the application date of the new requirements of regulation II-1/41.6 (supplementary lighting in cabins of passenger ships) which was adopted by MSC.216 (82)). The requirements are given in Annex 3 of that resolution which entered into force on 1 July 2010 but regulation could be retroactively enforceable to ship constructed on or after 1 January 2009. Summary If the resolution is strictly (legally) applied, it would mean that the requirements are applicable to ships constructed on or after 1 January, 2009 when they entered into force on 1 July 2010 owing to regulation II-1/1.1 which was introduced by the same resolution (in Annex 2), in a light of SOLAS Article VIII(e). While the IMO Secretariat confirmed that was the correct reading of the text in a legal context, many delegations expressed that it was not the intent of the Committee. Therefore, MSC 87 approved MSC.1/Circ.1372 as an interim measure for clarifying that the requirement shall only apply to passengers ships constructed on or after 1 July 2010, and simultaneously, approved draft amendments to the SOLAS Convention which were adopted at this MSC 88 session. Implications: As this is the correction of the erroneously text, there is no implication out of this decision. Application: Legally speaking, this amendment enters into force on 1 July 2012 for passenger ships constructed on or after 1 July 2010. As this is merely an editorial correction to resolution MSC. 216 (82) which entered into force on 1 July 2010.

180 1 July 2012

Amendments to SOLAS 1974 Chapter II-2 regulation 7.4.1 and FSS Code Chapter 9 Adopted by Resolutions MSC.308(88) and MSC.311(88)


Background: In order to address fire safety of the compartment where an incinerator is located, following the discussion at the FP Sub-Committee, MSC 88 adopted amendments to the SOLAS Regulation 7.4.1 and FSS Code Chapter 9. Summary: In addition to approving amendments to SOLAS regulation II-2/7.4.1, which introduces the requirement for fixed fire detection and fire alarm systems in enclosed spaces containing incinerators to harmonize with the standard specification for shipboard incinerators, MSC 88 also adopted amendments to chapter 9 of the FSS Code which specifies the requirements for such systems. Implications: Manufacturers of fire detection and alarm systems, ship designers, shipyards, shipowners, ship managers and Flag Administrations (and their Recognized Organizations). Application: New ships will be required to have a fixed fire detection and fire alarm system in enclosed spaces containing incinerators. The amendments will be applicable to new ships constructed (keel laid) on or after 1 July 2012.

174 1 July 2012

International Code for the Application of Fire Test Procedures, 2010 (2010 FTP Code) & Amendments to SOLAS Regulation II-2/3 - definition Adopted by Resolution MSC.307(88) & MSC.308 (88) Background: MSC 80 (December 2005) approved a new work programme for the FP Sub-Committee to review and revise, as necessary, the FTP Code with a view to enhancing its user-friendliness and providing more uniform application of the Code, with the inclusion of appropriate interpretations approved by the Committee; updating the references to ISO fire test standards; and accommodating developments in fire protection technologies. MSC 88 adopted the International Code for Application of Fire Test Procedures, 2010 (2010 FTP Code), in conjunction amendments to SOLAS regulation II-2/3.23 as resolution MSC.308 (88). Summary: This is a comprehensive revision of the Code. The following major changes were introduced:

• Inclusion of all relevant resolutions and circulars on fire test procedures; • Part 5 extensively re-written to include previous Part 5, Part 6, A. 653 (16) and A.687 (17), as they were essentially the same;

The spacing between the resolution ‘A’ and numbers needs to be consistent • New Part 10 - Test for fire-restricting materials for high speed craft; • New Part 11 - Test for fire-restricting divisions for high speed craft; • Expiry period for fire test certificates (15 years); and • Revised test report format (7 new additional items in the report).

Implications:

Fire test laboratories will be required to carry out testing and evaluation in accordance with the new procedures on or after 1 July 2012.


Manufacturers of materials which are subject to these tests (e.g. fire restricting materials) will require testing to the new procedures (after some introductory period) and renewal testing (after 15 years expiry period), which may lead to a significant increase in cost.

Application: To the testing, evaluation and approval of products carried out on or after 1 July 2012 which are subject to the requirements of the Fire Test Procedure Code referenced in the SOLAS Convention. Such products include fire bulkheads, fire windows, fire doors, deck coverings, bulkhead and ceiling exposed surfaces, bulkhead and deck penetrations, upholstered furniture, bedding components, draperies, curtains, paints, varnishes, etc..

177 1 July 2012

Amendments to SOLAS 1974 Chapter V regulation 18 Adopted by Resolution MSC.308(88) Background: The matter of incorrect AIS data being transmitted was brought up since MSC 82 and then was addressed by MSC.1/Circ.1252 - Guidelines on Annual Testing of the Automatic Identification System (AIS). Summary MSC 88 adopted amendments to SOLAS regulation V/18 to reflect the annual testing of the automatic identification system (AIS) equipment as follows: “The automatic identification system (AIS) shall be subjected to an annual test. The test shall be conducted by an approved surveyor or an approved testing or servicing facility. The test shall verify the correct programming of the ship static information, correct data exchange with connected sensors as well as verifying the radio performance by radio frequency measurement and on-air test using e.g., a Vessel Traffic Service (VTS). A copy of the test report shall be retained on board the ship.” Implications:

Builders: No significant impact Owners and managers: Provided that the Safety Equipment survey or Passenger Ship Safety survey is carried out in conjunction with the Safety Radio survey, this may not introduce any practical problems. However, the method to verify actual data in the transmission may require careful consideration. Flag Administration and RO: To provide necessary instruction to surveyors. Approved surveyor or approved testing or servicing facility” will require clarification and proper training.

Application: Ships required carrying AIS on board, these being: all passenger ships regardless of tonnage, and cargo ships (non-passenger ships) of 300 gt or over (engaged on international voyages) or 500 gt or over (engaged on non-international voyages).

158 (Repeated) 1 July 2012

SOLAS 1974. Chapter V Regulation 19 – Carriage requirements for a bridge navigational watch alarm system (BNWAS) Retrofitting requirements for passenger ships (all tonnage) and non-passenger ships (of 3000 gt or above) See item 158 in part A.



SOLAS 1974. Chapter V Regulation 19 – Carriage requirements of ECDIS Requirements for ship passenger ships of 500 gt or above as well as tanker of 3000 gt or above. See item 159 in part A.

178 1 July 2012

Amendments to SOLAS 1974 Chapter V regulation 23 Adopted by Resolution MSC.308(88) Background: In order to improve safety of pilot transfer, SOLAS regulation V/23 and Assembly resolution A.889 (21) were reviewed by the NAV Sub-Committee. Summary: The MSC 88 adopted amendments to SOLAS regulation V/23 which prohibits the use of the mechanical hoist. There are also a number of changes made to the requirements to enhance the safety of pilot transfers. It should also be noted that an MSC circular was prepared at MSC 87 to urge early implementation of this requirement. Implications:

Shipbuilders and manufacturers: To take into account the requirements as well as the revised Assembly resolution to resolution A.889(21) which is under drafting (see below) for new installations. MSC.1/Circ.1375 does not give any conclusion on the definition of said ‘installation’ and it is encouraged to apply the requirements as earliest to the newly developped ship design. These are to be considered separate requirements to SOLAS regulation II-1/3-9 & its guidelines MSC.1/Circ.1331 -using one single ladder for both purposes as means of embarkation and disembarkation at port (SOLAS regulation II-1/3-9) and pilot transfer (SOLAS regulation V/23) will be no longer be possible unless Flag’s acceptance would be given. . Owners and managers: Retroactive requirements of prohibitinng mechanical hoist will have significant impact for ships operating in Polar? regions, as this is a common way to provide pilot transfer in the regions. An alternative solution must be found.

Application: New pilot transfer arrangements (including the replacement for new ships) installed on or after 1 July 2012. Replacement of arrangements for existing ships are regulated to comply with the new requirements in so far as reasonable and practicable. However, prohibition of the use of mechanical hoists will apply to all ships, including existing ships. Reference is to be made to MSC.1/Circ. 1375. The following instruments were also developed in relation to this amendment.

1. Assembly resolution A.1045 (27) - Pilot Transfer Arrangements The 27th Session of the IMO Assembly adopted a new resolution which superseded A.889 (21). On the discussion of this issue, several delegations expressed the view that early implementation before the entry into force of the


amended SOLAS regulation V/23 and adoption of Assembly resolution should be important for the safety of pilots. The views have been supported by a large majority and a new MSC circular will be approved and circulated at MSC 88 when relevant SOLAS requirements are formally adopted (see below).

2. MSC Circular (MSC.1/Circ. 1375) on the interpretation of regulation V/23 (meaning of “Installation”). This circular provides an interpretation of the “installation”. While the original intent of this circular was to clarify the meaning and the way to verify “installation”, it provided limited clarification.

3. MSC.1/Circ.1402 Safety of Pilot Transfer Arrangements In order to ensure safety, an additional circular has been developed for the attention of PSC officials. Reference - LR Classification News No. 03/2012, available at CDLive ClassNews link

176

1 July 2012

Amendments to SOLAS 1974 and 1988 Protocol Appendix – certificates Adopted by Resolutions MSC.308(88) and MSC.309(88) Background and summary: MSC 88 adopted consequential amendments to the form of the Safety Construction, Safety Equipment, Cargo Ship Safety, Nuclear Cargo Ship Safety, Passenger Ship Safety and Nuclear Passenger Ship Safety certificates following recently adopted amendments to SOLAS chapters II-1 and III. These amended certificates will record whether ships were subject to the alternative design and arrangements. Implications: Flag Administrations and their ROs will need to implement the new certificates after the entry into force of the requirements. Application: These amendments will enter into force on 1 July 2012 and will be applicable to all ships engaged on international voyages that are required to hold SOLAS certificates.




1 August 2012 169 1 August 2012

Revised MARPOL Annex VI. Regulations 13 and 14 – Emission Control Area Adopted by Resolution MEPC.190(60) Background: The current MARPOL Annex VI permits areas to be established in which the SOx content of fuels used on ships can be limited below the world wide limit if defined conditions are complied with. These areas are currently known as sulphur emission control areas (SECA). Currently there are two SECAs the Baltic and the North Sea. The revised MARPOL Annex VI which entered into force 1 July 2010 not only permitted SECA it also permitted the designation of areas where the NOx emissions from the diesel engines are restricted below the level permitted outside such areas. These areas are known as emission control areas (ECA) for SOX and or NOx. The US and Canada with agreement from France (as there is a French Territory in the area) made an application to MEPC for the North America Area to become an ECA for both SOx and NOx. The application was considered by MEPC 60 and it was agreed that the conditions for establishing the ECA were met. Summary: MEPC 60 adopted the proposed North American ECAs (generally approx. 200 nautical miles from the Atlantic, Gulf and Pacific coasts except where this impacts on the territorial waters of other States) and some of the Hawaiian Islands. Attention is to be paid to the following points: • Canada has now ratified MARPOL Annex VI – entry into force 26 June 2010; and • There is a French territory in the area, which will be included in the ECA. It should be noted that the details of the area (geographical coordinates) are given in the Appendix VII to the Annex. Implications: • Any ship intending to operate in the North American ECA will be required to adhere to the NOx limits defined in the regulation 13

for Tier III engines (applies to engines installed in ships constructed, and engines subject to certain ‘major conversions’, on or after 1 January 2016) and to the SOx limits as per the regulation 14.4, i.e. 1.00% max. sulphur content fuel oil from entry into effect (taking into account the provisions of regulation 14.7) of the area, i.e., 1 August 2012, and 0.10% max. sulphur fuel oil from 1 January 2015.

• Ships will be required to have written change-over procedures and to change-over fuels prior to entry into the ECA and to maintain that usage until after exit. Ships are currently used to changing fuels for entry into the North Sea and Baltic SECA areas therefore there should be no additional burden on ships a s result of the new ECA for SOx. However there maybe ships that have never traded to the North Sea/Baltic area but do regularly trade to the North America region. For these ships change over procedures will be new


and they will need to be developed and appropriate training to ships’ crew provided. It may also require modification to fuel storage and handling arrangements to deal with storage and use of low sulphur fuels.

• For all ships intending to operate in the North American ECA for SOx sufficient low sulphur fuel will need to be obtained prior to arrival at the outer limit of the ECA. The introduction of this SOx ECA will increase the demand for low sulphur fuel this may have an effect on supply and cost of such fuel.

• When using low sulphur fuel there will be an additional operating cost.. Application: To ships visiting the areas from 1 August 2012, irrespective of the date of the construction for SOx control, and ships constructed, and as otherwise required, on or after 1 January 2016 for NOx control.


1 January 2013 153-1 (REPEATED) 1 January 2013

SOLAS 1974. Chapter II-2 Regulations 1 and 19 – Carriage of dangerous goods (Note to table 1 and 2 and entire table 19.3) See item 153-1 IN PART A OF THIS DOCUMENT. Further amendments were approved at MSC 89 and adopted at MSC 90 (May 2012) look at 214-D. Application: not later than the first renewal survey (non-harmonized and harmonized) on or after 1 January 2011

153-3 (REPEATED) 1 January 2013

International Code of Safety for High-Speed Craft, 2000 (HSC Code 2000) Paragraph 7.17 – Fire Safety – note 1 to table 7.17-1 and entire table 7.17-3 See item 153-3 in PART A of this document. Background: Similar amendments were approved for SOLAS chapter II-2. (see item 153-1) Applications: New crafts (constructed on or after 1 January 2011) and not later than the date of the first renewal survey (harmonized and non-harmonized) on or after 1 January 2011 for existing crafts (crafts constructed on or after 1 July 2002).

167 1 January 2013

SOLAS 1974. Chapter II-1 Regulation 3-11 - Corrosion protection of cargo oil tank of crude oil tankers Adopted by Resolution MSC.291(87) Background Following the accident resulted from the structural failure tankers; corrosion protection measures for cargo oil tankers were developed. Summary: This regulation makes the performance standard mandatory. The following are the key points of the draft SOLAS regulation: • It sets up entry into force date by building contract, keel lay date and delivery date (in the same manner current SOLAS regulation II-

1/3-2 defines) • It refers to the mandatory coating standard, which is to be adopted simultaneously • It accepts the alternative measures – i.e. use of the corrosion resistant steel, subject to compliance with the mandatory standard

that will be developed by the IMO • The requirements do not apply to combination carriers and chemical tankers. For the definition of a “crude oil tanker”, references are made to items 1.11.1 and 1.11.4 of the Supplement to the International Oil Pollution Prevention Certificate (Form B). Implications:


Owner and builders: the coating standard will affect fabrication process of crude oil tanker and to some extent, design itself. Builders would be required to have a qualified paint inspector for the job. Flag Administrations and their ROs (classification societies): to be ready for the appropriate implementation once this discussion is concluded in the IMO. Application: To new crude oil tankers of 5000 dwt or above engaged on international voyages from the following date: • Contract date: 1 January, 2013 • Keel laid date (in the absence of a building contract): 1 July, 2013 • Delivery date: 1 January, 2016 --------------------------------- In conjunction with the amendment to the SOLAS, the following mandatory resolutions were adopted. 1. Resolution MSC.288(87) on Performance standard for protective coatings for cargo oil tanks of crude oil tankers MSC 87 adopted MSC resolution on Performance standard for protective coatings for cargo oil tanks of crude oil tankers. The performance standard contains requirements for the following items: • Area of application • Design of the coating system • Primary and secondary surface preparation • Inspection and verification requirements • Test procedures for coating systems.

Alternative coating systems can also be considered under this standard. Details of test procedures are included in the standard. Implications: • Owner and builders: the coating standard will affect the fabrication process of a crude oil tanker and to some extent, the design

itself. Builders would be required to have a qualified paint inspector for the job. • Flag Administrations and their ROs (classification societies): to be ready for the appropriate implementation once this discussion is

concluded by the IMO. 2. Resolution MSC.289(87) on Performance standard for alternative means of corrosion protection for cargo oil tanks of crude oil

tankers This standard currently only contains requirements for “corrosion resistant steel”. As the alternative means of corrosion protection (other than protective coatings covered in the above standard) are developed, additional annexes may be written and added to this standard. The current annex includes requirements for the testing of corrosion resistance steel.


Implications: • Owner and builders: the standard will affect the fabrication of crude oil tankers and, to some extent, the design itself. • Flag Administrations and their ROs (classification societies): to be ready for the appropriate implementation. 3. MSC.1/Circ. 1381 - Updating footnotes of Performance Standards for Protective Coating (PSPC) for Cargo Oil Tanks of Crude Oil

Tankers (resolution MSC.288 (87)) and Performance Standard for Protective Coatings for Dedicated Seawater Ballast Tanks in all Types of Ships and Double-Side Skin Spaces of Bulk Carriers (MSC.215 (82))

An updates of the footnote in MSC.288 (87) to include new testing standards for alternative testing technology was agreed. A similar for the PSPC for Ballast Water Tank (MSC.215 (82)) were also agreed. Implication: Builders will have another option for measuring salt limit during construction which may facilitate their work. Application: For the construction of ships subject to SOLAS regulations II-1/3-2 or/and 3-11. In general this will be applicable to all ship types of 500 gt or more. (this footnote covers both regulations II-1/3-2 and II-1/3-11)

4. MSC.1/Circ. 1399 on Guidelines on the procedures for in-service maintenance and repair of coating systems for cargo oil tanks of crude oil tankers

Background: Protective coatings are required in cargo oil tanks on crude oil tankers by SOLAS II-1/3-11. This circular gives guidelines for the in-service repair and maintenance of coatings. Summary: Specific guidance on the repair and maintenance is given (including “permissible” levels of deterioration before repair is required, coating thicknesses of repairs and conditions before repair can be carried out). Implications:

Owners: The guidelines can be used as a reference document when repair or re-coating is required. There will be a significant impact on these works. Flag Administrations/Recognized Organizations: will need to include the guidance in training and instructions to surveyors.

Application: Coating requirements of cargo oil tanks on crude oil tankers of 5,000 dwt or above contracted for construction on or after 1 January 2013. For a Lloyd's Register guidance note on this regulation, please visit www.lr.org/oiltanks

182 1 January 2013

Amendments to the SOLAS regulation III/1 – on load release mechanisms and to the LSA Code – paragraph 4.4.7.6 – on load release hooks


Adopted by Resolution MSC.317 (89) Entry into force – 1 January 2013 – will take effect on 1 July 2014 Background: In order to minimised accidents associated with on load release mechanism the IMO developed amendments to SOLAS regulation III/1.5, the LSA Code chapter IV, and “Recommendations on the test procedure for Life Saving Appliances (MSC.81 (70))” with a view to applying the requirements to both new and existing ships on-load release and retrieval systems. The circular MSC.1/Circ.1392 was also developed to evaluate compliance of existing on-load release and retrieval systems. Summary: As a result of many years of discussion the Guidelines for Evaluation and Replacement of Lifeboat Release and Retrieval Systems (MSC.1/Circ.1392) were finalised by DE 55. These guidelines consist of a multi stage evaluation: initial design assessment of each release mechanism type by the manufacturer; a design review by the Flag Administration and/or Recognised Organisation against relevant parts of the LSA Code, followed by a performance test; and reporting of the results of the evaluation to the IMO. Additionally, an onboard verification will be carried out (one-time follow up overhaul examination) for every operating mechanism on every ship. Summary of new requirements adopted/approved at MSC 89:

1. Resolution MSC. 317 (89) which introduces new requirements under SOLAS regulation III/1.5 for lifeboat release and retrieval systems (RRS). The requirements apply to on-load mechanisms installed on all ships (new and existing cargo and passenger ships). The entry into force date is January 1, 2013, and the requirements will take effect on July 1, 2014.

2. Resolution MSC. 320 (89) which revises the LSA Code (Chapter IV). The expected entry into force date is January 1, 2013. The

main purpose of the revision of chapter IV of the Code is to prevent unexpected accidents during lifeboat drills and/or inspections.

3. MSC.1/Circ.1392, Guidelines for Evaluation and Replacement of Lifeboat Release and Retrieval Systems. These Guidelines are

only applicable to existing RRS. They cover: design review; performance test; reporting the evaluation results for existing RRS; one-time follow-up overhaul examination; and procedure for replacing non-compliant RRS.

4. MSC.1/Circ.1393, MSC circular on Early Application of new SOLAS regulation III/1.5. This circular clarifies the application to new

ships and encourages the use of compliant on-load RRS at the earliest opportunity.

5. Resolution MSC.321 (89), Amendments to the revised recommendation on testing of life-saving appliances (Resolution MSC.81 (70), as amended), relevant to the revised LSA Code Chapter IV.

Implications:

Shipowners & Ship managers:


• Existing ships: Identify whether installed lifeboats’ on-load release mechanisms have been evaluated and identified as being in compliance with the LSA Code Chapter IV, as amended by MSC.320(89), If not, replacement of release mechanisms will be required. Further, if the manufacturer of the hooks onboard is no longer in existence, there may be a possibility that such hooks will be required to be replaced, as design appraisal, etc. may not be possible.

• New ships: On-load release mechanisms on lifeboats installed on/after the entry into force date of the amendments to the LSA Code will be required to comply with the new requirements in full. The application scheme is crucial in this regard – see the “application” section below.

Manufacturers: Ensure that past and existing lifeboats’ on-load release mechanism designs have been evaluated as being a “safe design/have a good safety record”. If not, then clients will be required to replacement mechanisms. New mechanisms will be required to comply with the new requirements of the LSA Code in full and be suitably type approved. Manufactures will be required to undergo a re-approval process for hooks that have previously been approved. There may be additional costs for this process. Flag Administrations and their Recognized Organizations (classification society): Ensure that existing lifeboats’ on-load release mechanism are evaluated to verify compliance with the LSA Code as amended by MSC.320(89) and share this information with other Administrations.

Application: Lifeboat on-load release hooks as required by the SOLAS chapter III (passenger ships regardless of tonnage engaged on international voyages and cargo ships (non-passenger ships) of 500 GT or over engaged on international voyages). It is tentatively agreed that implementation (after the entry into force of the requirement) will be 1 July 2014 for new ships, and first scheduled dry docking for existing ships. However, it should be noted that design appraisal of the on-load release mechanism and other necessary verification work should be completed well before that date. Refer to MSC.1/Circ.1393. For a Lloyd's Register guidance note on this regulation, please visit www.lr.org/lifeboat Reference - LR Classification News No.09/2011, available at CDLive ClassNews link

198 1 January 2013

IMSBC Code amendments 01-11 Adopted by Resolution MSC.318(89) Entry into force – 1 January 2013 (voluntary implementation on 1 January 2012) Background: The new IMSBC Code lays down requirements for ships wishing to carry cargoes listed in the Code. Since requirements for cargoes are amended and new cargoes are add, it is known that the Code will need regular updating. Accordingly, the IMO has designed and implemented a system whereby the DSC Sub-Committee decides and recommends changes on a rolling two year basis.

Summary: The IMSBC Code is enacted by Resolution MSC.268(85). It is intended to be reviewed and amended on a rolling two year basis by actions taken at the DSC Sub-Committee.




The latest amendments (Amendment 01-11) include such major items as:

• clarifying the roles and responsibilities for the cargo, especially by replacing the words “competent authority” with “Administration” (in general this indicates whether it is a permanent requirement that might be built into the ship, and hence is covered by the ‘Administration’ during build or modification, or if the requirement is more temporary in nature and may be done by the ‘competent authority’);

• identifying cargoes where a ship’s fixed gas fire-extinguishing system may be ineffective, and how to act accordingly;

• further identifying cargoes which may self heat, deplete the atmosphere of oxygen, cake or other negative effect;

• identifying cargoes where bunkering of fuel oil or pumping of fuel oil in adjacent spaces is not allowed;

• major new entry for “Distillers dried grains with soluble” – which basically describes it as reasonably benign

• Fly ash is now split into ‘dry fly ash’ with the same requirements as previously, and ‘wet fly ash’ which has hazards that it may liquefy;

• new entry for “Granular Ferrous Sulphate”, with several operational requirements; and

• identifying many cargoes which are liable to cake and especially form overhangs during discharge.

Implications:

Builder/Designer: Shipyards need to follow the IMSBC Code for cargoes for which the ship is designed to carry. They need to be aware of this amendment at an early stage. There are no actual major modifications or new designs proposed by this amendment except for the requirement for the ability to apply copious amounts of water for cargoes where the fixed gas fire-extinguishing system may be ineffective, and it is assumed this will be accepted by some arrangement from the fire main.

Manufacturer: This amendment does not include significant changes to manufacturers, except for the potential for more measuring and detection equipment on a temporary basis and possibly to provide equipment to assist in the provision of copious amounts of water for some cargoes where the fixed gas fire-extinguishing system may be ineffective.

Shipowners/manager: Shipowners and managers are to note the following:

• For cargoes where it has been identified that the fixed gas fire-extinguishing system may be ineffective, new arrangements, albeit temporary, may have to be fitted such as extra fire hoses. Extra caution will be needed for cargoes which may cake.

• New cargoes which may self heat or deplete the atmosphere of oxygen.

• The identification of the “Administration” being responsible for certain elements may assist in ascertaining that it is expected to be a permanent feature or one fitted at build or modification.

• Issues with bunkering or moving fuel oil adjacent to certain new cargoes.


• New cargo listings for: Distillers dried grains with soluble, wet fly ash (may liquefy), Ferrous Sulphate Heptahydrate, granular Ferrous Sulphate, and Magnesium Sulphate fertilisers.

Flag Administration/Recognized Organization: Most cargoes have certain requirements and thus it is principally a question of checking the latest version of the Code to see which requirement is applicable for that particular cargo. In the limited instances of unusual requirements, the familiarisation needed to comply is minimal.

Application: All ships carrying solid bulk cargoes regardless of ship type or date of construction from:

• 1 January 2012 on voluntary basis

• 1 January 2013 on mandatory basis.

Reference - LR Classification News No. 35/2011, available at CDLive ClassNews link

184 1 January 2013

The Comprehensive Review of MARPOL Annex V Adopted by Resolution MEPC.201 (62) Entry into force – 1 January 2013 Background: MARPOL Annex V has been comprehensively revised and updated. Summary: The amendment will impose “general prohibition” of discharges to sea, i.e., as a default, no discharge of garbage to sea is permitted, unless specifically permitted. Food waste excluding cooking oil and cargo residues may be discharged to sea under certain conditions. In addition the definitions have been significantly revised and additional definitions added. A garbage management plan is now required for all ships of 100 gt and above and on every ship carrying 15 persons or more. It should be noted that with regard to the revised MARPOL Annex V, there appears to be operational- and safety-related issues in addition to environment-related issues, for example: - The management of cargo residues and cargo hold washing water, retention on board of cargo hold washing water may pose a

stability related problem and may introduce additional structural problem due to sloshing. - The status of deck (and other external part of ship) washing water - Cleaning agents or additives contained in deck and external

surfaces wash water may be discharged into the sea, but only if these substances are not harmful to the marine environment The planned regulations refer to “guidelines to be developed by the Organization” which are expected to be an updated version of the current “Guidelines for the implementation of MARPOL Annex V and will provide further detail concerning the implementation of the requirements. Implication




Builders: This implication has given rise to a number of safety and practical issues. Storage of washing water in cargo holds is not feasible due to the adverse effect of free surface on ship stability and the need to have the hold ready for the next cargo. Storage of washings in ballast tanks could lead to damage to the pumping systems and coatings, and have implications for ballast water treatment systems and their lack of capacity as the vessel is usually in ballast condition during washing operations. The lack of adequate reception facilities is also causing concerns. Owners & Managers: In addition to the implications listed for builders, the garbage management plan must be reviewed and updated accordingly. In relation to cargo hold/deck washing water discharge, IMO may consider developing a list of clearing agents/additives. Information on reception facilities (and availability) would be very important for the operation of ships that generate cargo residues. Flag States and its ROs: In addition to the above implication for builders and owners, flag and RO should advise ISM auditors about the expansion of the requirement of garbage management plan.

Application: All ships, including new and existing ships from 1 January 2013. Impact will be significant to all ships with additional impacts for fishing vessels and dry cargo ships. The requirements are also applicable to fixed or floating platforms. The following instruments were also developed in relation to this amendment. Guidelines for the implementation of MARPOL Annex V (Garbage) (MEPC. 219(63)) In order to support implementation of the new MARPOL Annex V adopted by resolution MEPC 201 (62) which will enter into force on 1 January 2013, a set of guidelines were adopted: The critical issue is the classification of the cargo residue (including cleaning agents or additives contained in cargo hold, deck and external surface wash water that are harmful to the marine environment), which are not allowed to discharge into the sea. Guidelines for the development of garbage management plans These Guidelines provide direction on complying with the requirements for a ship's garbage management plan, and are intended to assist the shipowner/operator in the implementation of regulation 10.2 of the revised MARPOL Annex V

188 1 January 2013

New Chapter 4 of MARPOL Annex VI –Energy Efficiency Design Index (EEDI) Adopted by Resolution MEPC.203 (62) Entry into force – 1 January 2013 Background: EEDI is a design index for a ship’s energy efficiency. It was originally developed as a non-mandatory instrument to help control CO2 emissions from shipping but currently the IMO is working to make EEDI mandatory under Annex VI of the MARPOL Convention which was concluded at MEPC 62 (July 2011).


Summary: EEDI reflects the amount of CO2 generated per tonne-mile (cargo carrying capacity). It constitutes a uniform approach to calculation of a ship’s energy efficiency during design and build of new ships and will be used to control CO2 levels emitted for future ships by encouraging improvements in ship design. The regulation is currently prepared to be applicable for new ships as given below, except for ships with diesel-electric, steam turbine or hybrid propulsion system: (Date) • Ship for which the building contract is placed on or after 1st January 2013; • In the absence of a building contract, the keel is either laid or which is at a similar stage of construction, on or after 1st July 2013; • The delivery of the ship is on or after 1st July 2015. (Ship types) • Bulk carrier • Gas tanker • Container ship • General cargo ships (excluding specialized dry cargo ships, namely livestock carrier, barge carrier, heavy load carrier, yacht carrier,

nuclear fuel carrier) • Refrigerated cargo carrier • Combination carrier • Passenger ships • Ro-ro cargo ship (vehicle carrier) • Ro-ro cargo ship (volume carrier)

These ships are required to have an Attained EEDI (i.e. actual verifiable values).

In addition, some ship types listed below will be required to meet an Attained EEDI which is equal to or less than the Required EEDI values (i.e. determined using reference lines). The required EEDI is drawn up based on the EEDI reference line related to ships construction as shown in the table below. Whereas the EEDI Reference line is the average energy efficiency for different classes of vessels and needs yet to be finalised by the IMO.

Table - Reduction rate in percentage for the Required EEDI compared to the EEDI Reference line

Ship type Size Phase 0 1-Jan-13 – 31-Dec-14

Phase 1 1-Jan-15 – 31-Dec-19

Phase 2 1-Jan-20 – 31-Dec-24

Phase 3 1-Jan-25 onwards

Bulk carrier 20,000 DWT and above

0 10 20 30


10,000 – 20,000 DWT

n/a 0-10* 0-20* 0-30*

10,000 DWT and above

0 10 20 30 Gas tanker

2,000 – 10,000 DWT

n/a 0-10* 0-20* 0-30*


0 10 20 30 Tanker

4,000 – 20,000 DWT

n/a 0-10* 0-20* 0-30*


0 10 20 30 Container ship

10,000 – 15,000 DWT

n/a 0-10* 0-20* 0-30*


0 10 15 30 General Cargo ship

3,000 – 15,000 DWT

n/a 0-10* 0-15* 0-30*

5,000 DWT and above

0 10 15 30 Refrigerated cargo carrier

3,000 – 5,000 DWT

n/a 0-10* 0-15* 0-30*


0 10 20 30 Combination carrier

4,000 – 20,000 DWT

n/a 0-10* 0-20* 0-30*

Implications:

Please note that LR has produced some guidance for owners, operators and shipyards, entitled ‘Implementing the Energy Efficiency Design Index (EEDI), available at http://www.lr.org/Images/EEDI%20Guidance%20Notes%20for%20Clients%20v2.0_tcm155-232077.pdf

Builder and designers: Potential change to ship/machinery design to reduce GHG emissions. There are several ways to achieve this, such as • Increase ship size: engine power ratio • Reduce light ship weight • Innovative solutions (air bubble – friction reduction)


• Optimizing propeller efficiency • Hydrodynamics improvement • Speed reduction • Use of renewal power source (Wind, Solar power) • Low carbon fuels (e.g., LNG) • Energy Saving Devices (e.g., WHR, Shaft Generators) Owners & managers: There are a number of technical and operational measures that can be considered to reduce GHG emissions. Flag Administrations and recognized organisations: Completion of the technical guidelines which are under discussion at MEPC prior to the entry into force of the above requirements is imperative. Only after this detailed instructions can be given to surveyors.

Application: The EEDI will need to be calculated for the ship types listed above which are greater than 400 gt The following instruments were also developed in relation to this amendment. 2012 guidelines on the method of calculation of attained EEDI for new ships (Resolution MEPC.212 (63)) The guidelines includes: • Cubic capacity correction factor for chemical tankers based upon the ratio of summer deadweight to volumetric capacity • Cubic capacity correction factor for LNG ships, based upon a similar ratio of summer deadweight to volumetric capacity • Improvements to the ice class correction factors • Agreement on retaining a weather correction factor, fw, and that it is to be set at 1.0 until further work is carried out on methods

to establish more accurate determination of this factor. • Voluntary structural enhancement factor for ships which employ additional design factors to improve structural safety. This is

expressed as a ratio of the deadweight for a reference design to the deadweight of the same design but incorporating the design enhancements

• Correction factor for ships built using the common structural rules (CSR) • A revision to the Capacity term for containerships to be set at 70% deadweight as well as clarification on the interpretation of the

reference lines for this ship type. The required EEDI will be obtained from the reference line plotted against 100% deadweight for containerships.

The guidelines for calculation of reference lines for use with the energy efficiency design index (Resolution MEPC.215 (63)) The guidelines for the calculation of these reference lines for use with the EEDI. The amendments includes removal of any references to ship types for which the reference lines were not agreed (Passenger and RoRo


ship types) as well as some minor textual amendments. The annex to the guidelines was amended to align the references to the various ship types with those stated in the new Chapter 4 of MARPOL Annex VI. 2012 guidelines for survey and certification of EEDI (Resolution MEPC.214 (63)) The Regulations require that verification of EEDI is carried out for each ship by an authorised Recognised Organisation (RO) whereupon an International Energy Efficiency Certificate (IEEC) will be issued by the RO on behalf of the Flag State. The guidelines include an amendment to the text regarding tank tests for individual ships which may be omitted for ships of same type only and not for ships of similar type. Reference - LR Classification News No. 15/2011, available at CDLive ClassNews link

188 -1 1 January 2013

New Chapter 4 of MARPOL Annex VI –Regulation 22 - SEEMP (Ship Energy Efficiency Management Plan) Adopted by Resolution MEPC.203 (62) Entry into force – 1 January 2013 Background: In conjunction with the requirements on EEDI given above, requirements for SEEMP were also adopted at MEPC 62. Summary: The Regulation requires that all ships of 400 gt or above are to have a Ship Energy Efficiency Management Plan (SEEMP) onboard which addresses ship-specific energy efficiency measures and which should meet Guidelines developed by the IMO. While SEEMP is a part of requirements for the newly introduced International Energy Efficiency Certificate (IEE Certificate), the presence of SEEMP will be also verified at intermediate and renewal surveys required under existing MARPOL Annex VI for the International Air Pollution Prevention Certificate. (IAPP Certificate). Approval of a SEEMP by the flag Administration or its RO is not required. SEEMP may form part of the ship’s Safety Management System (SMS).

Implications:

Owners & managers: There are a number of technical and operational measures that can be considered to reduce GHG emissions which need to be addressed in SEEMP. To provide SEEMP to all ships in its feet by 1 January 2013 may be a challenge as SEEMP must be a ship specific plan.

Flag Administrations and recognized organisations: Completion of the technical guidelines which are under discussion at MEPC prior to




the entry into force of the above requirements is imperative. Application: SEEMP will be required for all ships, including MODU, FPSO and FSU. For existing ships, the verification of the requirement to have a SEEMP on board according to regulation 22 shall take place at the first intermediate or renewal survey for IAPP certificate, whichever is the first, on or after 1 January 2013 The following instruments were also developed in relation to this amendment. 2012 guidelines for the development of a ship energy efficiency management plan (SEEMP) (Resolution MEPC.213 (63)) Resolution MEPC.203(62), adopted by the IMO at MEPC 62, introduced the requirement for a Ship Energy Efficiency Management Plan (SEEMP). All ships will be required to maintain a SEEMP onboard from 1st January 2013. Reference - LR Classification News No. 15/2011, available at CDLive ClassNews link

196 1 January 2013

Amendments to MARPOL Annex VI – regulation 14 - SULPHUR OXIDES (SOx) AND PARTICULATE MATTER Adopted by Resolution MEPC.202 (62) Entry into force – 1 January 2013 Background: MEPC 61 approved the proposal for adoption at MEPC 62 to insert an exemption in regulation 14 of MARPOL Annex VI to allow the “steam powered ships constructed on or before 1 August 2011 not designed for continuous operation on marine distillate or natural gas fuels to be exempted from the fuel sulphur limits for North America ECA or the United States Caribbean Sea ECA Summary: The amendments will - allow such exemption to ships until 31 December 2019 ; - limit such exemption only in the North American and United States Caribbean Sea ECAs. Implication: Builders and owners: No impact as it is aimed at relatively small numbers of old vessels. Flag Administration and ROs: If the proposal is accepted, there may be potential conflict against other areas of the Convention (e.g., treatment of auxiliary boiler). Application: Existing steamships which operate within the North American ECA or the US Caribbean ECA, were built on or before 1 August 2011, and are powered by propulsion boilers that were not originally designed for continued operation on marine distillate fuel or natural gas.




Reference - LR Classification News No.11/20112, available at CDLive ClassNews link




1 July 2013 158 (Repeated) 1 July 2013

SOLAS 1974. Chapter V Regulation 19 – Carriage requirements for a bridge navigational watch alarm system (BNWAS) Retrofitting requirements for non-passenger ships (of 500 gt or above but less than 3000 gt) See item 158 in part A.


SOLAS 1974. Chapter V Regulation 19 – Carriage requirements of ECDIS Requirements for ships other than passenger ships or tankers of 20,000 gt or above. See item 159 in part A.

231 1 July 2013

Amendments to amendments to the NOx Technical Code 2008 Adopted by Resolution MEPC.217 (63) Entry into force – 1 July 2013 Background: In order to provide for the introduction of the SCR Guidelines (resolution MEPC.198 (62)) which under Scheme B provides for a quite different certification procedure, it has been necessary to amend the NTC 2008 in order to provide a reference to those Guidelines. Summary: Whereas the existing 2.2.5.1 text only provided for the engine plus any NOx reducing device to be tested together it is now proposed, subject to the agreement of the Administration, that the totally different approach of Scheme B as given by the SCR Guidelines could alternatively be followed. Implications:

Ship builders: Onboard Confirmation testing of the Parent Engine will need to be undertaken after installation onboard of the engine and SCR and that no certification for any engine in an Engine Group established through Scheme B can be issued until that Parent Engine Onboard Confirmation test is satisfactorily completed. See also comments under ‘Shipowner’ Engine/SCR manufacturers: While scheme B allows certification through the testing of the engine coupled with a modelled estimate of the SCR performance and, in the case of the Parent Engine only, an Onboard Confirmation test, there are concerns as to the reliability of this approach to any single 'engine and SCR' arrangement and its application to the wider Engine Group concept. While modelling can be a useful tool within a particular company’s development programmes its use as the centre piece of emission certification involving an outside entity is highly questionable since experience has shown repeatedly that modelling is far from infallible. Different Administrations may have differing views as to when Scheme B would be allowed and that acceptance by one does not necessarily imply acceptance by others – either at the initial issue of the EIAPPC or on change of flag. Shipowners: There will be problems with ship delivery where there is either a failure to demonstrate compliance at the Onboard Confirmation test or where the Parent Engine installation is delayed relative to that of Member Engines. Should the Scheme B approach not prove to be sufficiently rigorous and it is subsequently established that engine and SCR arrangements fully certified in accordance with the Scheme B do not in fact perform as required (e.g., attempting to apply the Direct Measurement and Monitoring


option as the Onboard NOx Verification) then ships with such engines installed would not be able to operate in ECA-NOx areas. It should be noted that some States (e.g., the United States) are looking into the possibility of imposing such measures to engines operating in their ECA-NOx designated waters. In view of this shipowners would be advised to ensure that the contracts placed ensure through life support of the SCR both in terms of functionality and required performance and, not withstanding the limitation given in the Guidelines, that newbuilding contracts in general should require satisfactory completion of Onboard Confirmation test for each Member Engine of an Engine Group established on the basis of Scheme B. Flag Administrations and their ROs: To note the above technological challenges. Flags will need to assess what criteria they will apply in respect of situations where it is claimed it is ‘not possible’ to follow the standard NTC procedures and whether they will accept Member Engine certification in respect of an Engine Group established on the basis of Scheme B. ROs will need to ensure, in all instances, that the emission calculations are undertaken in accordance with the Guidelines and that Technical Files provide sufficient details of the SCR in order to define it and for the purposes of Annex VI surveys. In the case of the application of Scheme B, ROs will need to allow for the fact the flags may have differing views as to its application. ROs will need to establish how the modelling and mock-up validation testing is to be assessed and due oversight provided at the Onboard Confirmation test together with the mechanics of the deferred EIAPPC issue. Additionally, there are the direct and indirect consequences should an engine and SCR arrangement subsequently be shown to be in fact non compliant.

Application: All diesel engines to which the NOx Technical Code applies fitted with SCR units where the Administration agrees to the application of Scheme B as given in the SCR Guidelines. (Relevant Instrument) MEPC resolution on Guidelines addressing additional aspects to the NOx Technical Code 2008 (MEPC.198 (62)) Background: The NOx Technical Code (1997 & 2008) is written in an objective, technology neutral, form and therefore provides for the general certification of engines and any NOx control devices which may be fitted and certified as part of the engine, such as SCR. This point was further emphasised when developing the NOx Technical Code 2008 (NTC 2008) when considerable amendments were made to the existing 2.2.5 clause to separate out the cases where it is intended from the outset to fit a NOx control device (2.2.5.1 which as originally adopted requires the engine and any device to be tested together on the test bed) and those cases where such a device is fitted as a result of a failure to demonstrate compliance when the engine was tested on the test bed (2.2.5.2 – 2.2.5.6 which then provides for additional testing onboard after installation of the engine plus device). However, as identified by the Secretariat when presenting the final draft NTC 2008 to MEPC 57 the effect of certain NOx control arrangements on the given calculation procedures should be considered as to whether any reduction technology specific adjustments should be made – for example where there is added material, such as urea solution injected into the exhaust gas stream, should that be included in the assessment of exhaust gas flow rate as given in Appendix 6. However some parties at MEPC / BLG had pressed for a totally different approach, specific to SCRs, which would avoid having to test, on the test bed in the usual manner, the combined engine+SCR arrangement. While this initially started off as separate testing of the


two components further pressure introduced the concept of modelling (rather than actual measurements) and that Onboard Confirmation testing should be confined only to the Parent Engine. Summary: The SCR Guidelines as adopted divide effectively into 3 parts. The first part provides general guidance as to the aspects of SCRs which would need to be defined in a Technical File in order to define it and to apply the Parameter Check procedure. The second part, Scheme A, is based on the engine plus SCR being tested together (in accordance with the existing 2.2.5.1 or 2.2.4) and provides guidance as to the application of the exhaust gas mass flow calculation, wet/dry correction factor and NOx correction factor in instances where a SCR unit is fitted. The third part, Scheme B, provides for the engine and SCR to be tested separately. The engine would be tested in the usual manner and the emission rates at each mode point would be determined in accordance with the standard procedure taking into account the Scheme A guidance. While the performance of the SCR itself may be determined this part also provides for that performance to be assessed by means of modelling with the results validated by scaled testing of bench mock-ups. In either case exhaust gas or alternatively simulated exhaust gas of composition appropriate to the engine is to be used. The performance of the SCR, in terms of % ppm NOx reduction at each mode point, would then be applied to the engine’s emission values in order to derive the emission value to be entered on the EIAPP Cert. In the case of the Parent Engine only, following installation onboard but prior to entry into service this is to have satisfactorily completed the Onboard Confirmation test (SCR NOx inlet and outlet concentrations at 75%, 50% and 25% load points) before any EIAPPC relevant to that Engine Group can be issued.

233

Amendments to MARPOL Annex I, II, IV, V and VI on regional arrangements for port reception facilities Adopted by Resolution MEPC.216 (63) Entry into force – 1 JJuly 2013 Background & Summary: The proposal to establish regional arrangements for MARPOL Annex I and II, which was later on expanded to annexes IV V and VI was agreed. This is designed to allow Small Island Developing States to satisfy MARPOL's requirements for port reception facilities through regional arrangements, using the Guidelines for the development of a Regional Reception Facilities Plan. Advice to clients Shipowners: This official approval of a “regional arrangement” may impose operational restrictions as there may not be a reception facility in the port a ship is visiting. In case of a chemical tanker, this may cause a problem with pre-wash requirements. In such a case, a notification to the authority of the next port of call will be required. Member States: This arrangement will facilitate further ratification of annexes to the MARPOL convention.


Applicability: All ships indirectly via new setting of port reception facility arrangements. Various interpretations and amendments to the MARPOL convention were discussed, that included guidelines for revised Annex V adopted by MEPC 62 (resolution MEPC 201 (62)) which will enter into force on 1 January 2013. Cargo residue, including washing water and cargo hold and deck, will impact operation of bulk carrier/general cargo ships significantly.


1 January 2014 193 1 January 2014

Amendments to MARPOL Annex III Adopted by Resolution MEPC.193(61) The revision of the MARPOL Annex III was tasked to the DSC Sub-Committee by MEPC 59 in order to: • Revise the criteria defining marine pollutant in MARPOL Annex III so as to bring them in line with the recently revised Globally

Harmonized System (GHS) criteria; and • Revise certain documentation provision in MARPOL Annex III in order to align them with the proposed amendments to SOLAS

regulation VII/4 The requirements for marking, labelling and documentation have been simplified to refer to the IMDG Code requirements. The appendix has also been updated. Some changes for clarification for the Port State Control related regulations were also made during this session. Implications: Shippers and ship operators should note this development as the proposal is to harmonize all requirements to those stipulated in the IMDG Code; there should not be a significant impact. Application: Ships carrying harmful substances in the packaged form. The envisaged entry-into-force date is 1 January 2014, in order to align the entry-into-force date of these amendments with amendment (36-12) of the IMDG Code.

197 1 January 2014

Amendments to MARPOL Annex VI Regulation 14– Proposal of Emission Control Areas (the Commonwealth of Puerto Rico and the United States Virgin Islands) Adopted by Resolution MEPC.202 (62) Entry into force – 1 January 2014 Background: MEPC 62 adopted the proposed new Emission Control Area in Central America (in the region of Puerto Rico and US Virgin Island) Implication:

Builders: No significant impact, since the proposed area follows the same requirements as the near by and previously agreed North America ECA. Vessels which are expected to operate in the area may already have specification modifications to operate in ECA areas by the time this requirement enters into force.


Owners: No significant impact, since the proposed area is near the agreed North America ECA. It is expected that vessels operating in the area may be already be modified to operate in ECA areas. However they will be using more low sulphur fuels unless they have taken an alternative option.

Application: To all ships visiting the area from 1 January 2014. (Legal entry into force 1 January 2013 and becoming effective following a 12 months’ period of grace as per regulation 14.7 of MARPOL Annex VI.) Refer to MEPC.1/Circ. 756. Reference - LR Classification News No. 19/2011, available at CDLive ClassNews link


SOLAS 1974. Chapter V Regulation 19 – Carriage requirements for a bridge navigational watch alarm system (BNWAS) Retrofitting requirements for non-passenger ships (of 150 gt or above but less than 500 gt) See item 158 in part A.


SOLAS 1974. Chapter V Regulation 19 – Carriage requirements of ECDIS Retrofitting requirements for passenger ships (of 500 gt or above) See item 159 in part A.

1 January 2015 150-1 (repeated)

Revised MARPOL Annex VI Sulphur control in the emission control area - to 0.1%. See item 150-1 in part A.

1 July 2015


SOLAS 1974. Chapter V Regulation 19 – Carriage requirements of ECDIS Retrofitting requirements for tankers (of 3,000 gt or above) See item 159 in part A.




1 January 2016 153-1 (REPEATED) 1 January 2016

SOLAS 1974. Chapter II-2 Regulations 1 and 19 – Carriage of dangerous goods (Note to table 1 and 2 and entire table 19.3) REFER TO 153-1 IN PART A (adopted IMO requirements) OF THIS DOCUMENT. (Further amendments were approved at MSC 89 look at 214-D) Application: not later than the first renewal survey (non-harmonized and harmonized) on or after 1 January 2011.

153-3 (REPEATED) 1 January 2016

International Code of Safety for High-Speed Craft, 2000 (HSC Code 2000) Paragraph 7.17 – Fire Safety – note 1 to table 7.17-1 and entire table 7.17-3 See item 153-3 in PART A of this document. Background: Similar amendments were approved for SOLAS chapter II-2. (see item 153-1) Applications: New crafts (constructed on or after 1 January 2011) and not later than the date of the first renewal survey (harmonized and non-harmonized) on or after 1 January 2011 for existing crafts (crafts constructed on or after 1 July 2002).

195 1 Jan 2016

MARPOL Annex IV - Establishment of Special Area under MARPOL Annex IV (Sewage) in the Baltic Sea Adopted by Resolution MEPC.200 (62) Background: Because of the area’s geography, the water volume exchange rate in the Baltic Sea is very low – around 3% a year. As a result, there are concerns about the rising concentration of nutrients caused by discharges from large passenger ships in concentrated areas during concentrated periods. Summary: Amendments to Regulations, 1, 9, 11, 12bis, and form of certificate – for the establishment of a Special Area - were adopted. More stringent requirements within the Special Area for discharging sewage from passenger ships that are contracted for construction or in the absence of a building contract, the commencing construction (keel laying) on or after 1 January 2016. In order to meet the requirement, a passenger ship must have holding tanks or a sewage treatment system meeting the new standard. The requirements will be applicable to existing ships as well from 1 January 2018. However, such enforcement is subject to the availability of sufficient reception facilities in the area. Taking this opportunity, MEPC 62 also revised the certification form that was given in the appendix to the MARPOL convention to rectify existing inconsistencies. It should be noted that the DE Sub-Committee concluded its discussions on the performance standards for the new treatment systems that meet new requirements. These will be further discussed and hopefully agreed by MEPC 64 in October 2012. There are two areas where MEPC are asked to decide: whether a dilution factor is required or not (it may be possible to achieve the necessary nutrient reduction factor


without removing anything, by just adding grey water) and the limits for the effluent reduction standard. Implications:

Builders & Manufacturers: There will be major impacts for passenger ship builders as they will have to consider how to optimise their black and grey water discharge arrangements inside and outside the Special Areas. Manufacturers will need to review the proposed performance standard and ensure that equipment is developed which can meet it. Owners: Major impact for passenger ship owners as they will have to consider how to optimise their black and grey water discharge arrangements inside and outside the Special Areas, plus the constraints of dry dockings and space available onboard. The system needs to be adaptable as there could be other regional (different) standards. Flag Administrations and its ROs: As a consequence of the possible decision, they may be required to further consider more sewage type approval work for large capacity sewage treatment plants. In addition, approval of structure as well as arrangements of holding tanks would require careful attention.

Application: All passenger ships visiting Special Areas. Application dates for new passenger ships will be from 1 January 2016 and for existing passenger ships will be from 1 January 2018. It should be noted that the above dates are the earliest possible entry into force. The actual enforcement will be 12 months after notification of the readiness of the reception facilities. In other words, if the reception facilities required are not ready, the above dates could be postponed.

The following instruments are also under development in relation to this amendment. Development of Technical Onboard Equipment in relation to the Designation of the Baltic Sea as a Special Sea under MARPOL Annex IV (MEPC 218 (63)) This resolution calls for the development of onboard equipment which will make it possible to achieve the discharge standards required under MARPOL annex IV regulation 11.3. Unless this equipment is available the ships will have to discharge sewage at port reception facilities. The resolution also states that MEPC will keep under review the guidelines on implementation of effluent standards and performance tests for sewage treatment plants.

150-1 1 Jan 2016 (repeated)

Revised MARPOL Annex VI NOx tier III control - . See item 150-1 in part A.


1 July 2016 175 1 July 2016

SOLAS 1974. Chapter II-1 Regulations 2 and 3-10 – Goal-based Ship Construction Standards for Bulk Carriers and Oil Tankers Adopted by Resolution MSC.290(87) Background: The notion of "goal-based ship construction standards" (GBS) was introduced in IMO in 2002. There was a desire for the IMO to play a larger role in determining the fundamental standards to which new ships are built. It was suggested that the IMO should develop initial standards that would permit innovation in design but ensure that ships are constructed in such a manner that, if properly operated and maintained under specified conditions, they could remain safe for their entire economic life. The standards would also have to ensure that all parts of a ship can be easily accessed to permit proper inspection and ease of maintenance. GBS can therefore be thought of as rules for classification rules, rather than direct rules for ship design. Summary: Regulation 2 – Definition (new paragraph 28 is added). New regulation 3-10 ‘Goal-based ship construction standards for bulk carriers and oil tankers’ was adopted, which requires that classification rules shall comply with GBS. The regulation also requires ships to carry a Ship Construction File, provided upon delivery and kept updated throughout the ship’s life. In conjunction with the above amendments, related documents have also been adopted or approved as applicable:.

1. MSC Resolution on adoption of the international goal-based ship construction standards for bulk carriers and oil tankers (MSC.287(87))

Classification rules applicable to these types of ships will be subject to the verification process given in the MSC resolution. This means that a classification society wishing to act as a recognised organisation for a flag as far as safety of construction is concerned will have to undergo a verification of its rules as well as a continuous verification of subsequent amendments to these rules in order to establish conformity with the functional requirements.

2. MSC Resolution on the guidelines for verification of conformity with goal based ship construction standards for bulk carriers and oil tankers (MSC.296(87))

These Guidelines for verification of conformity with goal-based ship construction standards for bulk carriers and oil tankers provide the procedures necessary for demonstrating and verifying that the ship design and construction rules for bulk carriers and oil tankers of an Administration or its recognized organization conform to the Standards, including both the method and criteria to be applied during the verification process.

3. MSC Circular on guidelines for the information to be included in a Ship Construction File (MSC.1/Circ.1343)


The aim of these Guidelines is to give additional guidance on the content of the Ship Construction File (SCF) to be provided upon delivery of new bulk carriers and oil tankers in accordance with SOLAS regulation II-1/3-10.4. With the purpose of balancing the legitimate goals of improving design transparency and safeguarding intellectual property protection, it was agreed to develop the SCF composed from an SCF onboard and an SCF supplement ashore. Implications: Owner and builders: New bulk carriers and oil tankers will be required to be designed and built in accordance with GBS, by using a set of classification rules which have been verified by IMO as conforming to the GBS functional requirements. Flag Administrations and recognised organisations: Classification rules applicable to these types of ships will be subject to the verification process given in the MSC resolution. This means that a classification society wishing to act as a recognised organisation for a flag administration as far as safety construction is concerned will have to undergo a verification of its rules as well as a continuous verification of subsequent amendments to these rules in order to establish conformity with the GBS functional requirements. Application: Oil tankers of 150m in length and above and bulk carriers of 150m in length and above, constructed with single deck, top-side tanks and hopper side tanks in cargo spaces, excluding ore carriers and combination carriers:

• for which the building contract is placed on or after 1 July 2016; • in the absence of a building contract, the keels of which are laid or which are at a similar stage of construction on or after 1 July

2017; or • the delivery of which is on or after 1 July 2020.


SOLAS 1974. Chapter V Regulation 19 – Carriage requirements of ECDIS Retrofitting requirements for ships other than passenger ships or tankers (of 50,000 gt or above) See item 159 in part A.


SOLAS 1974. Chapter V Regulation 19 – Carriage requirements of ECDIS Retrofitting requirements for ships other than passenger ships or tankers (of 20,000 gt or above) See item 159 in part A.

1 January 2018 195 (Repeated) 1 Jan 2018

MARPOL Annex IV - Establishment of Special Area under MARPOL Annex IV (Sewage) in the Baltic Sea See item 195 in part A - applicability for existing passenger ships will be from 1 January 2018.


Part 2 – IMO requirements currently under development This part covers legislation that is currently under discussion and has not been adopted; therefore, no fixed entry into force date has been agreed. It also covers legislation that has been adopted but has no certain entry into force date because the conditions have not yet been met.

Expected entry between January 2012 – December 2013 154

Ballast Water Management Convention – adopted by 2004 BWM Conference Estimated entry into force – 1 July 2013 – THIS MAY BE SUBJECT TO FURTHER CHANGE Background: The problem of the transfer of harmful aquatic organisms via ships ballast water was first raised at IMO in 1988 and since then Marine Environment Protection Committee (MEPC) has been dealing with the issue, focusing initially on the development of guidelines and then on developing the new Convention. The International Convention for the Control and Management of Ships' Ballast Water and Sediments (BWM Convention) was adopted on 13 February 2004. The BWM Convention will enter into force 12 months after ratification by 30 States, representing 35% of world merchant shipping tonnage. To date (1 January 2012), 32 States representing 26.46% of the world merchant shipping tonnage have ratified this Convention. MEPC 60 (March 2010) concluded that there are sufficient type-approved ballast water treatment technologies available for ships constructed in 2010, and subject to regulation B-3.3, and approved resolution MEPC.188(60) which clarifies that the exemption from applying the Convention for ships constructed in 2009 would not be further extended. Whilst recognising that although the requirements of regulation B-3.3 cannot be enforced before the entry into force of the BWM Convention, it should be clearly understood that the ballast water management systems installed on ships constructed in 2010 will have to meet these requirements once the Convention enters into force. MEPC 61 agreed that for ships with ballast water capacity up to 5,000 cubic metres, including those constructed in 2011, there are sufficient technologies available and that their number is increasing. MEPC 62 noted that despite some difficulties, ballast water treatment technologies are available for certain types of vessels with high capacity and high flow rate and are currently being fitted on board some ships Summary: The following is the list of the guidelines approved in relation to the BWM Convention:

ID Issued as Title G1 MEPC.152(55) Guidelines for sediment reception facilities G2 MEPC.173(58) Guidelines for ballast water sampling


G3 MEPC.123(53) Guidelines for ballast water management equivalent compliance

G4 MEPC.127(53) Guidelines for ballast water management and development of ballast water management plans

G5 MEPC.153(55) Guidelines for ballast water reception facilities

G6 MEPC.124(53) Guidelines for ballast water exchange G7 MEPC.162(56) Guidelines for risk assessment under regulation A-4

G8 MEPC.174(58) Guidelines for approval of ballast water management systems

G9 MEPC.169 (57) Procedure for approval of ballast water management systems that make use of active substances

G10 MEPC.140(54) Guidelines for approval and oversight of prototype ballast water treatment technology programmes

G11 MEPC.149(55) Guidelines for ballast water exchange design and construction standards

G12 MEPC.150(55) & revised by MEPC.209 (63)

Guidelines on design and construction to facilitate sediment control on ships

G13 MEPC.161(56) Guidelines for additional measures regarding ballast water management including emergency situations

G14 MEPC.151(55) Guidelines on designation of areas for ballast water exchange

MEPC.163(56) Guidelines for ballast water exchange in the Antarctic Treaty area

MEPC.206(62) Procedure for Approving Other Methods of Ballast Water Management in Accordance With Regulation B-3.7 of the BWM Convention

BWM.2/Circ.7 Interim Survey Guidelines for the purpose of the International Convention for the Control and Management of Ships. Ballast Water and Sediments under the Harmonized System of Survey and Certification (resolution A.948(23))

BWM.2/Circ.20 (adopted at MEPC 59)

Guidance to ensure safe handling and storage of chemicals and preparations used to treat ballast water and the development of safety procedures for risks to the ship and crew resulting from the treatment process.

BWM.2/Circ.21 (adopted at MEPC 59)

Engineering Questionnaire on Ballast Water Management Systems

BWM.2/circ.29 Revised by BWM.2/circ.29/rev.1 (adopted at MEPC 62)

Clarification regarding the application dates contained in regulation B-3.1 of the BWM Convention


BWM.2/circ.32 (adopted at MEPC 62

Applicability of the Ballast Water Management Convention to hopper dredgers

BWM.2/circ.33 (adopted at MEPC 62)

Guidance on scaling of ballast water management systems

The most updated information on the Ballast Water Technology is made available on the Lloyd’s Register’s website: http://www.lr.org/documents/222616-latest-guidance-on-ballast-water-treatment-technologies.aspx Further In October 2010 LR issued the document "Ballast Water Treatment Systems - Guide for ship operators on procurement, installation and operation". The latest document is available on the LR website at: http://www.lr.org/sectors/marine/documents/202264-ballast-water-treatment-systems-guidance-for-ship-operators-on-procurement-installation-and-operation.aspx On entry into force, the BWM Convention will require all ships to manage ballast water and sediment, have an on board approved ballast water management plan, maintain a ballast water record book, hold a valid ballast water management certificate, and initially exchange ballast every voyage with limited exception and eventually treat all ballast using an approved ballast water treatment system. Implications: All ships will be required to install and use an approved ballast water treatment system which is to be installed on a defined time scale based on the ships date of construction and ballast water capacity. Application: N/A at present. However, once the Convention enters into force, it will apply to all ships as follows:

All ships will be required to install and use an approved ballast water treatment system which is to be installed on a defined time scale based on the ship’s date of construction and ballast water capacity, and have onboard and approved ballast water management plan and ballast water record book. All ships over 400 gt will be required to be surveyed and issued with a ballast water management certificate valid for 5 years, subject to annual and intermediate surveys. For ships below 400 gt An Administration may specify a certification regime for applicable for their fleet for ships less than 400gt. Exemptions:: 1. exemptions may be granted to ships on voyages between specified ports or locations; or to ships which operate exclusively between specified ports or locations; 2. such exemptions will be 2.1 effective for a period of no more than five years, subject to intermediate review; 2.2 granted to ships that do not mix ballast water or sediments, other than between the ports or locations specified in 1 above; and


2.3 granted based on the Guidelines on risk assessment in accordance with MEPC.162(56)..

The LR lead specialist on this subject is Graham Greensmith, he can be contacted directly by email: [email protected]

ILO0001

The International Labour Organisation Maritime Labour Convention 2006 (MLC, 2006) Estimated entry into force – 1 July 2013 – MIGHT BE SUBJECT TO FURTHER CHANGE Summary: The convention has been adopted by ILO (International Labour Organization) and is waiting for the conditions for the entry into force be met (by 30 ILO member States representing 33 percent of the world gross tonnage). Once the Convention enters into force, it will require verification of seafarers’ working and living conditions, i.e. payment of wages; hours of work or rest; recruitment and placement; manning levels; accommodation recreational facilities food and catering; health protection, medical care, welfare and social security protection; and seafarers’ complaint procedures etc. All ships to which the Convention applies must be inspected. In addition, ships over 500grt must be certified to demonstrate compliance. Port State Control inspections against MLC, 2006 requirements will also be carried out in addition to the inspections by the flag Administrations or organizations acting on their behalf. Implications Builder & Designer: New accommodation construction and equipments requirements in the new Convention for new ships will require for example larger wider floor areas and higher ceiling heights etc. Owner and managers of ships: The Convention requirements are comprehensive with regard to employment documentation and company procedures and practices. Flag Administration: Administrations may delegate in part or in whole inspection and certification against the MLC, 2006 to a recognised organisation such as Lloyd’s Register. Application: The Convention applies to all ships except warships and naval auxiliaries, ships engaged in fishing or similar pursuits, ships of traditional build such as dhows and junks and those that navigate exclusively in inland waters or waters within, or closely adjacent to, sheltered waters or areas where port regulations apply.


Expected entry between January 2014 – December 2015 199-D Amendments to SOLAS regulation II-2/1 – Application

Estimated entry into force – 1 January 2014 - MIGHT BE SUBJECT TO THE FURTHER CHANGE Under discussion by the Maritime Safety Committee Background: In order to clarify that draft SOLAS II-2 amendments submitted to MSC 88 are only applicable to new ships, the committee proposed to introduce in paragraph II-2/1.2.1 (application of SOLAS II-2 to existing ships) all the latest MSC resolutions that are applicable to existing ships. There is some opposition to this approach and at the last FP meeting (FP 55) it was recognised that there is a conflict between the proposed amendments to regulation II-2/1 at MSC 88, and a number of SOLAS chapter II-2 regulations that are linked to the date of application to new and exiting ships. The matter will be reported to MSC 90 and will be dealt by FSI 20 under its related work on the application of SOLAS Chapter III and the LSA Code. Summary: It is expected that the draft amendments to the SOLAS regulation 9, 10 and 20 will enter into force on 1 January 2014, will be applicable only to new ships. Amendments to Regulation II-2/1 are going to be further considered at FP 55. Implication and application: The application of SOLAS Chapter II-2 to new and existing ships is a major issue that requires careful consideration. Currently the only way to know if an amendment applies to existing ships is to look into each individual resolution, because the pace of the amendments to Chapter II-2 is very fast. Therefore, some confusion may arise if the proposed way forward is accepted.

183-D Amendments to SOLAS regulation II-2/9, concerning fire integrity of bulkheads and decks of ro-ro spaces (including special category spaces) and cargo ships. Estimated entry into force – 1 January 2014 - MIGHT BE SUBJECT TO THE FURTHER CHANGE Under discussion by the Maritime Safety Committee Background: Investigations indicate that solid combustibles carried by the vehicles and vehicles themselves have become the primary fire source. A Tests and calculations show that a fire that occurs on a ro-ro cargo deck with a typical length of 180 m can grow to almost 80 MW before it reaches the ventilation control, and the average gas temperature can be as high as between 250°C and 300°C. Consequently, the temperature and heat radiation above the fire can be extremely high (refer to SP 2006:02 of Swedish National Testing and Research Institute). This means that there is


an apparent risk for fire to spread through heat conduction to decks above. China proposed that special spaces or ro-ro cargo spaces of ro-ro passenger ships should also be classified as spaces with high-fire risk since the consequences of fire spread in these spaces could have a similar catastrophic impact on the ship. Therefore, the fire integrity standards and the categorization should be the same for special spaces and ro-ro cargo spaces. Summary: For cargo ships, it was proposed that the fire integrity of bulkheads and decks between ro-ro spaces or vehicle spaces of such ships as prescribed in the present tables 9.5 and 9.6 of SOLAS chapter II-2 should be increased from the present “*h” to “A-30” class. For ro-ro spaces on passenger ships carrying no more than 36 passengers, it was proposed that the fire integrity of bulkheads and decks between ro-ro spaces or special category spaces of such ships, as prescribed in present tables 9.3 and 9.4 of SOLAS chapter II-2, should be increased from the current “A-0” to “A-30” class. MSC 88 approved the draft amendments to regulation II-2/9 with a view to be adopted at MSC 90. Tables 9.3; 9.4; 9.5 and 9.6 were amended to reflect increase in fire integrity protection. Implication: Increased structural fire protection requirements for new ro-ro cargo ships and ro-ro passenger ships carrying less than 36 passengers. Application: Intended for new ships (both ro-ro passenger ships carrying less than 36 passengers (regardless tonnage) and ro-ro cargo ships (500 gt or over)) constructed on or after 1 January 2014.

201-D Amendment to SOLAS regulation II-2/10 – Fire fighting Estimated entry into force – 1 January 2014 - MIGHT BE SUBJECT TO FURTHER CHANGE Under discussion by the Maritime Safety Committee Background: In the course of revising MSC Circular .913 on application of fire-fighting system it was found that revision of the SOLAS convention was required. When considering fixed local application of fire-fighting systems, the working group established by the FP Sub-Committee found that the systems should be installed for the protection of all internal combustion machinery in Category A machinery spaces and not just machinery used for the ship’s main propulsion and power generation. In response to comments raised in FP 54 plenary about implementing carriage requirements in the FSS Code (i.e. carriage requirements should be stipulated in the SOLAS Convention), the group agreed to delete paragraph 3.2.6 of the guidelines, and instead agreed to the draft amendments to SOLAS regulation II-2/10.5.6.3.1, for submission to MSC 88 for approval and subsequent adoption. Summary: In regulation II-2/10.5.6.3.1, the words "used for the ship's main propulsion and power generation" are deleted. MSC 88 approved


the amendment with view to adoption at MSC 90. Implication: Once adopted it is intended that new systems will meet the requirements of the revised MSC/Circ 913 now renumbered as MSC.1/Circ. 1387, except that fire and component tests previously conducted in accordance with MSC/Circ 913 remain valid for the approval of new systems. Existing fixed water-based local application fire-fighting systems approved and installed based on MSC/Circ.913 should be permitted to remain in service as long as they are serviceable. Equipment manufacturers, designers, test laboratories, vessel owners and other parties concerned should be aware of the new requirements. Application: It is intended that the draft amendments to SOLAS will be applicable to new ships (passenger ships of 500 gross tonnage and above) and new cargo ships (ships not passenger ships) of 2000 gross tonnage and above) constructed on or after 1 January 2014.

1. MSC Circular on Revised guidelines for the Approval of Fixed Water-Based Local Application Fire-Fighting Systems for use in category A machinery spaces (MSC.1/Circ.913), including consequential amendment to SOLAS II-2 / 10.5.6.3.1 (MSC.1/Circ. 1387)

The MSC 88 approved the MSC Circ.1/1387 and as a consequence, draft amendments to SOLAS II-2/10.5.6.3 were approved at MSC 88 (for final adoption at MSC 90 in May 2012).

214 - D Amendments to SOLAS regulation II-2/19 - Carriage of dangerous goods Estimated entry into force – 1 January 2014 - MIGHT BE SUBJECT TO THE FURTHER CHANGE Under discussion by the Maritime Safety Committee Background: Application of SOLAS regulation II-2/19 (previous regulation 54) to ships built between 1984 and 2002 was not clear. There could be unintended application to these ships if the text is read literally. Summary: draft amendment to SOLAS regulation II-2/19 (previous regulation 54), to clarify that some provisions of reg. 19 are not applicable to ships constructed between 1984 and 2002, was approved at MSC 89 for adoption at MSC 90. Meanwhile, an MSC Circular on this issue was also approved for early notification purpose as MSC.1/Circ.1407. Implication: (Shipowners and ship managers) The above amendments to the applicability of SOLAS II-2/19 will not have significant impact, as it is merely reflects current industry practice. Applicability: Discussion on interpretation of SOLAS regulation II-2/19 - all ships intended for the carriage of packaged dangerous goods constructed on or after 1 September 1984 but before 1 July 2002.


202-D Amendments to SOLAS regulation II-2/20, - Fixed gas and water spraying fire-extinguishing systems for vehicle spaces, ro-ro,

container and general cargo spaces. FSS code Chapter 5 and 7 were amended as a consequence. Estimated entry into force – 1 January 2014 - MIGHT BE SUBJECT TO THE FURTHER CHANGE Under discussion by the Maritime Safety Committee Background: FP Sub-Committee has developed amendments to the SOLAS Convention and the FSS. At MSC 88, Draft amendments to SOLAS regulation II-2/20 were approved as well as associated draft amendments to chapters 5 and 7 of the FSS code. These set of amendments will be forwarded to MSC 90 (scheduled to take place in May 2012) for adoption. Summary: Draft amendments to regulation II-2/1intend to clarify the date of application of new regulation II-2/20. Piping design requirements for fixed gas fire fighting systems for vehicle spaces and ro-ro spaces which are not special category spaces and for container and general cargo spaces were clarified in Chapter 5 of FSS Code. FSS code Chapter 7 was amended to include requirement for vehicle, ro-ro and special category spaces. Implication: These SOLAS draft amendments clarify which requirements ships should comply with depending on their construction date. This also has implications on the design of piping since the design must be compliant early in order to meet manufacturing, installation and delivery requirements.

Manufactures/Builders: Manufacturers and builders will already be familiar with the contents of this chapter of SOLAS and should note that these draft amendments only clarify the applicable standard. Owners: As above, owners should be aware of the application dates. Flag Administrations and its RO: To ensure the draft amendments are applied properly.

Application: Ships constructed on or after 1 January 2014 with vehicle spaces ro-ro and special category spaces (Relevant instruments – under development)

1. Amendment to the FSS Code Chapter 5 – Fixed gas fire-extinguishing systems The FP Sub-Committee agreed to delete section 2.4 of chapter 5. This section had laid out requirements for fixed gas fire-extinguishing systems using gaseous products of fuel combustion. This section was originally intended for use where tankers were converted to bulk carriers and the existing tanker inert gas system might be used for fire extinguishing in the cargo holds. Since it was agreed these systems were unlikely to be used, it was agreed that this section was not required. Further, there are new proposed paragraphs on the requirements for


• vehicle space and ro-ro spaces which are not special category space, • container and general cargo spaces – differentiating quantity of gas to be discharge in minutes .

2. Amendments to the FSS Code Chapter 7 - Fixed pressure water-spraying and water-mist fire-extinguishing systems

New paragraphs 2.4 on Fixed pressure water-spraying fire-extinguishing systems for vehicle, ro-ro and special category spaces and 2.5 on Fixed water-based fire-fighting systems for ro-ro spaces and special category spaces equivalent to that referred to in resolution A.123(V) were added in conjunction with amendments made to the relevant SOLAS regulation II-2/20.

212-D Amendments to SOLAS regulation III/20.11.2 to introduce a new sub-paragraph 4 regarding operational test of free-fall lifeboats Estimated entry into force – 1 January 2014 - MIGHT BE SUBJECT TO THE FURTHER CHANGE Under discussion by the Maritime Safety Committee Background: The testing of free-fall lifeboats can pose safety risks to those carrying out the test. This amendment will permit a simulated launching in place of an actual launch for free-fall lifeboats. Summary: A simulated launch will be permitted during all drills involving free-fall lifeboats. Implication: Owners will be able to advise crews that simulated launches of free-fall lifeboats will be permitted from 1 January 2014. Application: To SOLAS ships fitted with a freefall lifeboat (Both new and existing ships)

206-D Amendments to SOLAS regulation V/14 - Ship’s manning Estimated entry into force – 1 January 2014 - MIGHT BE SUBJECT TO THE FURTHER CHANGE Under discussion by the Maritime Safety Committee Background: The current mechanism of issuing minimum manning certificates varies depending upon each flag. IMO tried to establish unified mechanism among flag Administrations. Summary: The Committee approved the draft amendments to SOLAS regulation V/14, subject to comments made by NAV 56 with a view to adoption by MSC 90 – May 2012 (not MSC 89 May 2011 – see introduction). There was also associated Assembly resolution in this regard. Implication: There is no fundamental change as a result of this amendment. Flag Administration will be allowed to continue there current


practice. Application: All ships. (but primarily governs Administrations in issuing safe manning certificate). (Relevant instruments) A. 1047 (27) - Principles of minimum safe manning The resolution superseded previous ones, i.e., A. 890 (21) and A.955 (23) It consists of

• Guidelines for the application of principles of minimum safe manning: • Guidelines for determination of minimum safe manning; • Responsibilities in the application of principles of minimum safe manning; • Guidance on content and model form of minimum safe manning document; and • Framework for determining minimum safe manning.

187-D Draft amendment to SOLAS Chapter VII, Regulation 4 (Subject to the final adoption at MSC 90)

Estimated entry into force – 1 January 2014 - MIGHT BE SUBJECT TO THE FURTHER CHANGE Under discussion by the Maritime Safety Committee (MSC) Background: The IMO has been discussing the amendments to the SOLAS regulation VII/4 in order to eliminate any inconsistency against the IMDG Code. The MSC 87 approved the draft amendments to SOLAS regulation VII/4, with the view to adoption at MSC 90, with the envisaged entry into force date of 1 January, 2014, in order to align them with the amendment (36-12) to the IMDG Code. Summary: Primary changes being introduced is change in the requirements for the provision of the information on the dangerous goods. A member State raised concerns over the replacement of the term “transport document” with “transport information”, and other changes made to the existing text. However, the Chairman of the DSC Sub-Committee explained that it was the term used in the IMDG Code. It was also noted that MEPC 60 approved the revised text. The Committee approved the text as prepared by the DSC 14. Implications: The documentation requirements have been simplified in SOLAS to make the reference to the IMDG Code requirements only. Shippers of dangerous goods will need to review their existing procedures to ensure that they comply with the requirements. Application: Ships carrying dangerous goods in the packaged form. This requirement will enter into force on 1 January, 2014.

203-D Amendment to the FSS Code Chapter 6 - Fixed high Expansion Foam Fire-Extinguishing Systems


Estimated entry into force – 1 January 2014 - MIGHT BE SUBJECT TO THE FURTHER CHANGE Under discussion by the Maritime Safety Committee Background: FP 54 recommended this chapter to be divided; having the principle requirements contained within chapter 6 and the test standards in a separate appendix. Summary: The new chapter 6 has been amended in its entirety and will introduce a number of options for fixed high expansion foam fire extinguishing systems, (e.g. inside air foam systems, systems using outside air; systems for the protection of vehicle, ro-ro, spaces, etc) and fixed low –expansion foam fire extinguishing systems. The option chosen will affect the size of the system and other design and production elements of the equipment, e.g. space containing such systems. Associated guidelines have been developed as an MSC circular. Reference is to be made to the circular MSC.1/Circ. 1384 given below. At MSC 88 having revised the result of fire-extinguishing test using conducted in accordance with the draft standard, delegations expressed concerns about the conclusion at FP 54. MSC 88 agreed that this item will be further reviewed by FP 55 prior to the final adoption at MSC 90. Implication:

Manufactures/Builders: The new chapter 6 will introduce different options as listed above and the option chosen will affect the size of the system and other design and production elements of the equipment, e.g. space containing such system. Owners: The change may affect cargo carrying capacity, especially for ro-ro ships. Since the items under consideration are additional. Flag Administrations and its RO: The workload is principally similar to that for the present Code, however, surveyors will need to become familiar with the new requirement.

Application: Intended for ships constructed on or after 1 January 2014 (all passenger ships regardless of size and cargo ships of 500 gt or above). (Relevant instruments)

1. MSC Circular on Guidelines for the testing and approval of fixed high-expansion foam systems (MSC.1/Circ. 1384) MSC 88 approved these guidelines for circulation which were developed in conjunction with the new chapter 6 of the FSS code introduced above. Implication: Once the above mentioned FSS Code chapter 6 is adopted it is intended that the new systems meet the requirements for fixed foam fire-extinguishing systems set out in the guidance. Fixed foam fire-extinguishing systems for the protection of machinery spaces in accordance with SOLAS regulation II-2/10.4.1.1.2, cargo spaces in accordance with regulation II-2/10.7.1.1, cargo pump-rooms in accordance


with regulation II-2/10.9.1.2 and vehicle, special category and ro-ro spaces in accordance with regulation II-2/20.6.1.3 will be affected. Application: Intended for new ships constructed on of after 1 January 2014.

204-D Amendment to the FSS Code Chapter 8 – Alternative extinguishing systems for control stations where water discharge from

sprinklers may cause damage Estimated entry into force – 1 January 2014 - MIGHT BE SUBJECT TO THE FURTHER CHANGE Under discussion by the Maritime Safety Committee A proposal was made to amend SOLAS regulation II-2/10.6.1.1 in order to clarify the requirements of automatic sprinkler, fire detection system and fire alarm for passenger ships carrying more than 36 passengers for the protection of “control stations” – as use of water sprinkler may damage equipments in the fire control station. However, it was agreed that present SOLAS text is sufficient and to further address this matter, amendment to paragraph 2.1.1 of chapter 8 of the FSS Code were needed instead, self explanatory text as follows:

"Control stations, where water may cause damage to essential equipment, may also be fitted with dry pipe sprinklers as permitted by SOLAS II-2/10.6.1.1"

This draft amendment will be sent to MSC 90 for final adoption. Implication: There is no significant change to existing practice.

Application: Intended for ships constructed on or after 1 January 2014 (all passenger ships regardless of size and cargo ships of 500 GT and above).

213-D Amendment to SOLAS Regulation VI/5-2 – Prohibition of the blending of bulk liquid cargoes during the sea voyage Estimated entry into force – 1 January 2014 - MIGHT BE SUBJECT TO THE FURTHER CHANGE Under discussion by the Maritime Safety Committee Background: BLG 14 considered the issue of blending bio fuels onboard and concluded that blending onboard can be permitted only when a ship is in port and is not to be carried out on a sea voyage. This view was agreed by MSC 86 and subsequently endorsed by MEPC 59. BLG 15 finalised a draft amendment to SOLAS chapter VI. Summary: A new regulation, SOLAS/VI-5.2 will be introduced which will ban the blending of bulk liquid cargoes during a sea voyage. The new


regulation will not prohibit the master from undertaking cargo transfers to secure the safety of the ship or protect the marine environment or the blending of products for use in the search and exploitation of sea-bed mineral resources. Implications:

Builder/Designer: None Manufacture: None Owner: Ship owners should consider developing procedures and or instructions are in place to ensure ships master are aware blending of of bulk liquid cargoes during a sea voyage to produce a new substance is prohibited. Flag/RO: To note and consider issuing advice on the existence of this new regulation

Application: All ships which carry bulk liquid cargoes on or after a date to be decided at MSC 90 (May 2012). (Note) This issue should be read in conjunction with item 237 given below.

205-D Amendment to the International Code of Safety for High-Speed Craft, 2000 (2000 HSC Code) – Chapter 14 - Radiocommunication Estimated entry into force – 1 January 2014 - MIGHT BE SUBJECT TO THE FURTHER CHANGE Under discussion by the Maritime Safety Committee Background: Amendments to the 2000 HSC Code were approved subject to adoption at MSC 90 in May 2012. Summary: These amendments will require annual testing of Satellite EPIRBs on all craft. It is concluded that this represents the IMO's intent to align the HSC Code with the equivalent SOLAS regulation, chapter IV regulation15.9.

Implication:

Owners and managers: Owners and managers are to take this into account when arranging a survey after the entry into force date of the amendments. Flag Administrations and RO: To arrange survey instructions to surveyors.

Application: To high speed craft subject to the 2000 Code (craft constructed on or after 1 July 2002).

207-D ESP Code Estimated entry into force – 1 January 2014 - MIGHT BE SUBJECT TO THE FURTHER CHANGE


Under discussion by the Maritime Safety Committee Background: Resolution A.744(18) is the mandatory IMO guidelines on the enhanced programme of inspections during surveys for bulk carriers and oil tankers. The IACS UR Z10 series also covers enhanced surveys for bulk carriers and oil tankers. The two documents were not requesting the same things, so Resolution A.744(18) was reviewed to bring them into line. Other amendments have been made to ensure consistency of terminology between the different parts of the Resolution. Summary: Following the amendments it was agreed to make the new Resolution an IMO Code. The requirements of the Code are mandatory under SOLAS XI-1/2, which is to be amended to refer to the new [2011] ESP Code. The 2011 ESP Code covers enhanced survey requirements for all bulk carriers and oil tankers over 500 gt. It is in two annexes each with two parts covering bulk carriers (Annex A) and oil tankers (Annex B), both single skin and double skin construction. The requirements for enhanced surveys have been aligned with the IACS Z10 series and have been harmonized between parts. Where ships are already prepared for survey in accordance with the IACS Z10 series then there will be nothing significantly different. Most of the amendments are editorial to correct references or to bring clarity to the meaning of the text. Procedural requirements for thickness measurements have been included in all parts of the Code. Thickness measurements should now form part of the close-up survey where such a survey is required. The minimum thickness may be recorded separately if wanted, provided that the record is attached to the thickness measurement document. The requirements for tank testing have been clarified and the head to which tanks are to be tested is stated. A new annex with guidelines for thickness measurements of side shell frames and brackets in single side skin bulk carriers required to comply with Res. MSC.168(79) has been added to Annex A, Part A. This annex gives information about pitting and thickness measurement in high risk areas. For oil tankers a definition of combined cargo/ballast tank has been included. Where ballast water is routinely carried in a cargo tank then the tank should be treated as a ballast tank for the purposes of the Code. Amendments have been proposed to other mandatory IMO instruments which currently make reference to the old A.744(18) so that they refer to the new Code. Implication

Builder/Designer: Builders / designers may wish to consider changing designs to improve access for close-up survey in the future. Manufacturer: None. Shipowner: Where owners are already preparing ships for survey in accordance with the IACS Z10 series there should not be significant implication. Flag States/RO: Ships should be adequately prepared for survey to a known standard.

Application: Bulk carriers and oil tankers of 500 gt or above engaged on international voyages.


Relevant instruments • Resolution A.1049(27), 2011 ESP Code • Amendments to resolution MSC.215(82) “Performance standard for protective coatings for dedicated seawater ballast tanks in all types of

ships and double-side skin spaces of bulk carriers” • Amendments to resolution MSC.288(87) “Performance standard for protective coatings for cargo oil tanks of crude oil tankers” • Amendments to resolution MEPC.94(46), as amended, “Condition assessment scheme (CAS)”

210-D Amendments to the 1966 Load Line Convention and its 1988 Protocol - Regulation 47 Estimated entry into force – 1 January 2014 - MIGHT BE SUBJECT TO THE FURTHER CHANGE Under discussion by the Maritime Safety Committee Background: This amendment will extend the Southern limit of the Summer zone further South off South Africa. Currently the traffic corridor through the summer zone off Cape Agulhas is quite narrow. With increased piracy activity to the East of the African Continent there has been a marked increase in shipping using this route. The Southern limit of the load line Summer zone has been moved south by 50 miles in order to provide increased sea room to ships passing through this area. Summary: The proposal will extend the Summer zone by about 50 nautical miles around Cape Agulhas. The new Northern boundary of the Southern Winter Seasonal zone will be (part only shown for brevity) “…the rhumb line from the east coast of the American continent at Cape Tres Puntas to the point latitude 34° S, longitude 50° W, then the parallel of latitude 34° S to longitude 17°16° E , thence the rhumb line to the point latitude 35° 10’ 36° S, longitude 20° E, thence the rhumb line to the point latitude 34° S longitude 28° 30° E, thence ….”. Implication: Shipowners / operators: should make sure that their crews are aware of the new limits once they come into effect. The changes will mean that there is more sea room when transiting Cape Agulhas which should reduce the likelihood of collisions. This does not remove the need to ensure that an adequate watch is maintained at all times. Application: All ships which are permitted to trade in the area.

230 - X Amendments to Part B of the 2008 IS Code on towing and anchor handling operations Estimated entry into force – 1 June 2014 – MIGHT BE SUBJECT TO FURTHER CHANGE


Under discussion by the Sub-Committee on Stability, Load Lines and Fishing Vessels Safety (SLF) Background: This is a new work programme item proposed by Norway following the sinking of the “Bourbon Dolphin” while undertaking anchor handling at an offshore rig. The proposal is to develop IACS Recommendation 24 to produce requirements for tug duties – towing (harbour, inshore and offshore), anchor handling, and vertical lifting (escort duties are excluded) - and to develop associated operational guidance in the form of limiting operational criteria (max lifting forces, weather conditions, limiting curves of heeling moment vs. displacement). Summary: Various intact stability elements relating to anchor handling, towing and vertical lifting, in association with operational limitations/information, will be addressed. Implication Builder/Designer: The new requirements may require new calculations to be carried out (some builders/designers already carry out some of the calculations, but modifications may introduce completely new calculations), subject to flag administration requirements (the non-mandatory part of 2008 IS Code being changed so it will be up to flag administrations to require the application of any agreed criteria). More detailed information on the capability of the vessel for towing/anchor handling/lifting duties will be required in the stability book and any loading instrument provided. Manufacturer: Manufacturers of loading instruments will need to ensure that their software is capable of carrying out the necessary calculations where applicable. Shipowner/ship manager: Owners of vessels which undertake towing or anchor handling or vertical lifting duties will have a standard against which to assess their vessels. As the requirements are to be in the non-mandatory part of the 2008 IS Code it will depend on flag requirements as to whether they are required to be met or will be an optional extra. Owners may wish to consider their obligations under the ISM Code to develop, implement and maintain instructions and procedures to ensure safe operation of ships and protection of the environment. Flag/RO: Flag administrations and ROs will need to ensure that those undertaking the approval of stability information for tugs and offshore supply vessels are trained to understand the new calculations and how to approve submissions. Application: Ships of 24m or above engaged in the towing of other vessels (tug etc), or anchor handling or vertical lift duties. Provision of information will most likely be applicable to existing ships. As the requirements will be included in part B of the 2008 IS Code, the legal status as an international convention is not mandatory, although a flag Administration may choose to implement the requirement as a part of national legislation.


211-D Draft amendments to SOLAS regulation II-1/8-1 to introduce a mandatory requirement for either onboard stability computers or shore-based support Estimated entry into force – 1 July 2014 - MIGHT BE SUBJECT TO THE FURTHER CHANGE Under discussion by the Maritime Safety Committee (MSC) Background: The IMO has introduced requirements to ensure that certain systems on passenger ships of 120 m length or more, or having 3 or more main vertical fire zones, remain operable after a fire or flooding. These requirements are contained in SOLAS II-1/8-1, II-2/21 and II-2/22. Amendments to SOLAS II-1/8-1 have been approved which require the provision of an on board computer, or shore based system which is immediately available, to give the ship’s crew stability information after a flooding. Guidelines on the information to be provided to the master to assist him in his decision as to whether to return to port or evacuate the ship were also discussed and agreed.

Summary: SOLAS regulation II-1/8-1 has been amended and now requires operational information to be provided to the Master after a flooding casualty to assist with the decision whether to return to port. Passenger ships with a length or 120 m or more or having 3 or more main vertical fire zones are to have either an onboard stability computer or shore based support which should provide the information given in the supporting guidelines. These guidelines are the “Guidelines on operational information for Masters of passenger ships for safe return to port by own power or under tow” MSC.1/Circ.1400. The stability information to be provided to the master should include the following as a minimum: • GM transverse in any loading condition; • GZ and range; • area under the GZ curve; • maximum and actual values of free surface moments of all tanks and spaces below the bulkhead deck; • location of flooding level indicators within tanks; • draughts forward, midship and aft; • angles of heel and trim; • the effect of flooding and heel and trim angles on: • operation of essential equipment; • escape routes and evacuation times; and • effective deployment of life-saving appliances; • profile areas of the ship, above and below the waterline, and means to establish their centres in order to estimate the effects of wind

pressure; • currently applied global bending moment and sheer forces; • fuel consumption data accounting for estimates of increased resistance due to flooding; and • ship specific particulars as specified in MSC.1/Circ.1245.

Implication:


Builders/Designers: Builders / designers will need to remember that provision of a computer able to carry out damage stability calculations for any damage scenario will be required. The information that masters will require should be provided in an easy to use, readily available, form Owners/managers: Where owners have ships to which this regulation is applicable they need to provide an onboard or shore based computer able to assess stability after a flooding. Regardless of where the computer is based (onboard or ashore) it will need to be approved to the same requirements. There are currently no requirements for the approval of the support provided on shore if this option is chosen, and advice from the relevant Flag Administration should be sought. The information for the master’s use after damage should be made available in an easy to use, readily available, form. Training for ships’ crews on the use of the software, where this is onboard, and the additional information should be regularly undertaken to ensure familiarity of use. Manufacturers: Manufacturers of stability software should be aware of the forthcoming need for programs which can calculate stability after any combination of compartments are damaged. The information which should be provided to the master after the assessment of damage is given in the circular and it is recommended that manufacturers ensure that systems are able to provide as much of this information as possible. Flag Administrations/Recognized Organizations: Flag Administrations and Recognized Organizations will need to ensure that the necessary stability information is available onboard the affected ships. There will be a need to ensure that both the access to the necessary calculations and the information for the master are provided at annual survey. The approval of stability computers will become more complex and may require more time to undertake as the combination of damage and loading options is not clearly defined. Flag Administrations may wish to consider how shore based systems are to be approved, and if any approval of the support provided (not just the computer) is needed.

Application: to passenger ships with a length of 120 m or more or having three or more main vertical fire zones constructed on or after 1 July 2014. (Note: Date will be concluded at MSC 90 scheduled in May 2012 at the final adoption)

208-D Draft new regulation II-1/3-12 - Protection against noise Estimated entry into force – 1 July 2014- MIGHT BE SUBJECT TO THE FURTHER CHANGE Under discussion by the Sub-Committee on Design and Equipment (DE)


Background: Excessive noise can cause permanent hearing loss either from a single very loud event or from a lower level long term exposure. The IMO Resolution A.468 (XII) “Code on noise levels on board ships” has existing guidance on noise levels in specific areas on board ships and for the 24 hour noise exposure of crew members. The Code is being reviewed to take into consideration developments in noise reduction techniques and noise prediction. There is ongoing discussion over which parts of the revised guidance should be mandatory and which should be non-mandatory, also over the format of the Code (two separate parts or a single document with a statement about which parts were mandatory or recommendatory.). Summary: The current proposals for absolute noise limits are separated into those for smaller ships (1600 to 10000 GT) and larger ships. In general these follow the current limits in A.468(XII). It is recognised that there are practical difficulties for smaller ships in restricting noise levels. An amendment to SOLAS chapter II-1 is proposed to make compliance with the Code mandatory. Implication:

Builder/Designer: Current proposals require noise levels to be measured on board during sea trials and may require additional noise insulation. Noise prediction will be recommended. Builders/designers should consider the positioning of major noise sources (e.g. machinery) and where practical position these as far as possible from noise sensitive areas (e.g. cabins). Builders will need to be familiar with the “in-situ” sound insulation index which is proposed to be measured on board as a supplement to the existing laboratory values for the building elements. Manufacturer: Manufacturers of shipboard equipment should be aware that builders/owners will need to have information about the sound produced by their equipment and recommended methods to reduce the noise emitted at the time of installation. Owner: The new code will encourage owners to try and achieve the noise limits on existing ships on a voluntary basis (they will be mandatory for new ships) where practical. Owners/operators should consider the provision of hearing protection in those areas which are identified as requiring it. Obligations under the ISM Code for training and advice to crew members who work in those areas should also be considered. Flag/RO: Flag/ROs will need to be aware of the new requirements and ensure that surveyors are equipped and trained as required to confirm compliance.

Application: All future new ship ships of 1,600 gt or above from a date still to be confirmed but expected to be 1 July 2014.

226-D Draft Amendments to SOLAS Chapter II-2 - Regulation 10 - Fire Fighter’s communication Estimated entry into force – 1July 2014


Background: This is the outcome of an incident cause by a fire in the engine-room on board the Swedish tanker “Ek-River” while in dry-dock. Radio-communication equipment for fire fighters including additional equipment such as smoke diver emergency alarm, PASS alarm and location lights upgrades were identified. Based on this, it was proposed to amend the FSS code section 2.1 Chapter 3, fire fighter’s outfit, to include a requirement to carry two-way portable radiotelephone for use by members involved in fire fighting. However, it was agreed that amendments to SOLAS regulation II-2/10 would be better suited.

Summary: FP 55 agreed to amend SOLAS regulation II-2/10 to include a requirement for a minimum of two-way radios for use by fire-fighters. It is to be noted that the details for such radios were not agreed; therefore no performance requirements or standards are provided.

Application: This requirement applies to new cargo ships of 500 GT and new passenger ships irrespective of tonnage.

227-D Draft Amendments to SOLAS Chapter II-2 - Regulation 15 – Instructions, on board training and drills Estimated entry into force – 1 July 2014 Background: FP 55 discussed a proposal to amend SOLAS regulation II-2/10.10.2 to incorporate a requirement to have means for fully recharging cylinders of air breathing apparatuses on cargo ships and passenger ships carrying not more than 36 passengers. However, FP decided to amend SOLAS regulation II-2/15 instead of II-2/10, because it was agreed that the purpose of the proposal was to re-charge the air that was depleted during training exercises not to re-charge air during an actual emergency.

Summary: The amendment to SOLAS II-2/15 will require either (a) an onboard means of recharging breathing apparatus cylinder used during drills; or (b) a suitable number of spare cylinders to replace those used during drills.

Application: New cargo ships of 500 gt and above and passenger ships carrying not more that 36 passengers

219 - D Draft Amendment to the FSS Code Chapter 3 - Personnel Protection (Breathing apparatus) Estimated entry into force – 1 July 2014 Background: FP was carrying a comprehensive review of FSS Code chapter 3 to see the viability of including various ISO standards and also to mandate fitting a low pressure audible alarm on the fireman’s outfit breathing apparatus. In addition, a reference to the International Electrotechnical Commission (IEC) 60079 (electrical apparatus for explosive gas atmosphere) was to be included. Summary: FP 55 agreed to fit breathing apparatus with an audible alarm and a visual or other device which would alert the user before the volume of the air in the cylinder has been reduced to no less than 200 litres. This is the only amendment to the FSS Code agreed at FP 55 that will be applied retrospectively. (Chapter 3.2.1.2). The IEC standard reference was included; however the ISO standards were not. Application new ships: the warning alarm should apply to ships constructed on or after the date of entry into force of the amendment. Application existing ships: Existing ships should comply with the revised requirements five (5) years after the entry into force date.


220 - D Draft Amendment to the FSS Code Chapter 5 - Fixed Gas Fire-Extinguishing Systems

Estimated entry into force – 1 July 2014 Background: FP was task to incorporate unified interpretations contained in MSC.1/Circ.1120 relevant to FSS Code chapter 5. The amendments were addressing, spaces not separated by A-0 class divisions with independent ventilation to be considered as the same space; further instructions for crew to check the quantity of fire extinguishing systems (e.g. carbon dioxide systems and other types of extinguishing media); means to be provided for automatically giving visual and audible warnings of the release of fire-extinguishing medium into ro-ro spaces, container holds equipped with integral reefer containers, spaces accessible by doors or hatches and other spaces in which personnel normally work or have access. Summary: Amendments were introduced to clarify that the spaces protected by fixed gas fire-extinguishing systems under FSS Code, chapter 5, 2.2.2 (release controls), should be the same as those spaces specified in FSS Code chapter 5, paragraph 2.1.3.2 and they should be provided with means to automatically give audible and visual warning of the release of fire- extinguishing medium, which would ensure consistency in the application of the requirements. Changes were introduced to both paragraphs to clarify the protection of the spaces by automatically giving audible and visual warning of the release of CO2.

Chapter 5 paragraph 2.1.1.1 clarifies that adjacent spaces not separated by at least A-0 class divisions with independent ventilation systems should be considered as the same space. Paragraph 2.1.1.3 introduced instructions to avoid moving containers completely from their fixing position.

Application: to new cargo ships of 500 gross tonnage and above, and passenger ships irrespective of tonnage

221 - D Draft Amendment to the FSS Code Chapter 8 - Automatic Sprinkler, Fire Detection and Fire Alarm Systems Estimated entry into force – 1 July 2014 Background: FP was task to incorporate unified interpretations contained in MSC.1/Circ.1120 relevant to FSS Code chapter 8. Summary: Sprinklers shall be placed in an overhead position and spaced in a suitable pattern to maintain an average application rate of no t less than 5 l/m2 /min over the nominal area covered by the sprinklers. The amendment clarified that that “nominal area” cover by sprinklers is to be taken as the gross horizontal projection of the area to be covered. Application: New ships from the date of entry into force

222 - D Draft Amendment to the FSS Code Chapter 9 (2.5.1.3/2.5.2.1)- Fixed Fire Detection and Fire Alarm Systems Estimated entry into force – 1 July 2014


Background: FP was task to incorporate unified interpretations contained in MSC.1/Circ.1120 relevant to FSS Code chapter 9 (a warning for detectors installed in cold places to be tested using procedures that are applicable for that type of location) and a reference to IEC 60068-2-1 was proposed to be included. FP 53 agreed that draft amendments to chapter 9 were necessary following IACS unified interpretation SC 35 (SOLAS regulation II-2/13.1.3), related to sources of power supply for fixed fire detection and fire alarm systems, to clarify existing requirements. Operation of automatic changeover switch and the use of batteries of adequate capacity to ensure continuous changeover operation to avoid loss of fire detection capabilities and the use of accumulator batteries were proposed to be included as an option for the supply of emergency source of power. Summary: main amendments to this chapter:

• Ch.9.2.5.1.3 was amended to indicate that in ships with cargo control room, an additional indicating unit shall be located in the cargo control room. This text was introduced to clarify the intention of the previous amendments adopted by resolution MSC. 311(88).

• Ch.9.2.3.1.2, 2.3.1.3 and 2.3.1.5 - A unified interpretation was prepared to clarify the reference to standard IEC 60092-505:2001 in as amended by resolution MSC.311 (88) should be interpreted as IEC 60092-504.

• Ch.9.2.2.1, 2.2.2, 2.2.4 and 2.2.5 - The operation of automatic changeover switch should be supported by the use of batteries of adequate capacity to ensure continuous changeover operation and avoid loss of fire detection capabilities.

• Ch.9.2.5.2.1, was amendment to indicate that detectors installed within cold spaces such as refrigerated compartments shall be tested using procedures (IEC 60068-2-1) having due regard for such locations.

Application: New ships from the date of entry into force

223-D Draft Amendment to the FSS Code Chapter 12 - Fixed Emergency Fire Pumps Estimated entry into force – 1 July 2014 Background: FP was tasked to incorporate unified interpretations contained in MSC.1/Circ.1120 relevant to FSS Code Chapter 12, specifically that electric heating of the diesel engine cooling water or lubricating oil system is to be fitted to avoid failing when manually starting diesel engine in its cold condition. In addition, if manual starting fails the Administration may permit compressed air, electricity or other sources of stored energy to be used as means of starting. Summary: FP 55 agreed to incorporate unified interpretation contained in MSC/Circ.1120 related to heating of diesel driven power sources and other means of starting. Application: New ships from the date of entry into force except that Chapter 12 is not applicable to passenger ships of 1,000 gross tonnage and upwards.


224 - D Draft Amendment to the FSS Code Chapter 13 - Arrangement of Means of Escape details of stairways –landings

Estimated entry into force – 1 July 2014 Background: FP was task to incorporate unified interpretations contained in MSC.1/Circ.1120 relevant to FSS Code chapter 13 addressing the size of landings and intermediate landings. Summary: FP 55 agreed to incorporate unified interpretation clarifying that intermediate landings don’t need to comply with Ch.13.2.2.4. Instead they should comply with Ch13.2.3.1, meaning they should be sized in the same manner as stairways. Application: New passenger ships from the date of entry into force.

225 - D Draft Amendment to the FSS Code Chapter 14 - Fixed Deck Foam Systems Estimated entry into force – 1 July 2014 Background: when considering deck foam systems to oil tankers and chemical tankers, FP53 had agreed that the requirements for chemical tankers in SOLAS and the IBC Code were in need of revision and proposed that ships carrying flammable chemicals listed in chapters 17 and 18 of the IBC Code should be required to meet the higher IBC Code foam application rates regardless of flashpoint. BLG 14 disagreed on having IBC Code carriage requirements within the FSS Code and requested MSC87 to create a separate agenda to discuss the matter in more detail at subsequent meetings (BLG15 - February 2011). BLG15 concluded that chapter 17 and 18 carriage requirements should stay within the IBC Code and decided FSS Code chapter 14 will instead only refer to the IBC Code and SOLAS II-2/1.6 regarding foam solutions and foam concentrates that are relevant to the IBC Code (chapters 17 and 18). Summary: FP 55 agreed with BLG 15 advice and prepared the draft Ch. 14 amendments which include clarification of the supply rate of foam solution and foam concentration needed on tankers as indicated by the carriage requirements of SOLAS II-2 and the IBC Code. Additional foam concentrate is to be provided if the deck foam system is supplied by a common line from the fire main. Chapter 14 now indicates when type B foam concentrates and type A foam concentrates shall be applied and also prescribes that foam concentrate supplied on board shall be approved by the Administration for the cargoes intended to be carried. Incorporation of unified interpretations contained in MSC/Circ.1120 relevant to Ch. 14 regarding capacity, use and handling of deck foam systems. Application: New tankers from the date of entry into force


236- D Draft new SOLAS regulation III/17-1 - Recovery of persons from the water Estimated entry into force – 1 July 2014- MIGHT BE SUBJECT TO FURTHER CHANGE Under discussion by the Sub-Committee on Ship Design and Equipment (DE) Background: MSC 81 (May 2006) agreed amendments to SOLAS (new regulation III/17-1) to ensure that all ships had onboard a means to easily recover persons from the sea even if they were unconscious and unable to help. MSC also decided that performance standards for these “recovery systems” would have to be developed before the amendment could come into force. Discussions in the past have been concerned with whether dedicated systems or functional requirements which could use existing onboard equipment should be developed. There was no dispute about the need for performance standards or the need for ships to be able to rescue people from the water. Summary: The initial proposal to have specific purpose built equipment to recover persons from the water was not agreed and instead SOLAS regulation III/17-1 was amended to require new and existing ships to have ship-specific plans and procedures for the recovery of person from the water. The documentation is to identify equipment onboard which is intended to be used for this purpose. Draft Guidelines have also been developed which give more information about what the onboard documentation is to include. Implication:

Shipowners: Will need to ensure that the relevant documents are provided and the necessary training given to crews. It is expected that the provision of the information and training will be audited via the ISM audits. Flag Administrations and their ROs: Those carrying out ISM audits will need to be familiar with the requirements of the new SOLAS regulation (III/17-1). It is to be noted that it is not intended that compliance with these provisions would be verified, in terms of updates to the emergency preparedness plan required by paragraph 8 of part A of the ISM Code, until after the relevant application date of the draft SOLAS regulation III/17-1. In addition, the surveys referred to in the draft Regulation III/17-1, are those related to the certificates issued in relation to SOLAS chapter III.

Application: This regulation will be applicable to all ships. Existing ships will be expected to demonstrate compliance at the first ISM audit after 1 July 2014. Relevant instruments Draft guidelines for recovery of persons from the water for all types of ships A brief introduction of this guideline will be provided at the next update of this document.

217 - D Amendments to SOLAS regulation V/22 - Navigation Bridge Visibility


Estimated entry into force – 1 July 2014- MIGHT BE SUBJECT TO THE FURTHER CHANGE Under discussion by the Sub-Committee on Safety of Navigation (NAV) Background: NAV 57 agreed amendments to SOLAS V/22, which will be sent to MSC 90 for approval. It was decided that the new text should take a goal-based approach rather than a prescriptive one. In its request to MSC 90 for approval, NAV 57 specifically highlighted some areas for consideration. In particular MSC will be asked for a final decision on the angle of view of the sea surface from the conning position forward of the bow. Therefore it is possible that some of the details as ultimately approved by MSC will be different from the final proposal by NAV. Summary: In addition to the change introduced in the above “Background”, the following change will be introduced: • Use the phrase “steering station” rather than “work station” for consistency. • Define a conning position, but also allow a combination of two conning stations to “be used in combination to comply with this regulation”

for ships where the centre line is obstructed by a fixed structure or structures. These are to be no more than 3,000mm either side of the centre line.

• Keep the requirement for framing between navigation bridge windows to be kept to a minimum, but to remove the current requirement that framing “shall not be installed immediately forward of any work station”.

• Change “The ship’s side shall be visible from the bridge wing” to “The parallel body length of the ship shall be visible from the bridge wing”.

• Remove the reference to eye height to give instead “The height of the upper edge of the navigation bridge front windows shall not obscure the forward view of the horizon as described in this regulation”.

• Change “A clear view through at least two of the navigation bridge front windows and, depending on the bridge configuration, an additional number of clear-view windows shall be provided at all times, regardless of weather conditions” to “Means shall be provided to ensure at all times a clear horizontal field of vision as described in paragraph 1.6 of this regulation through the navigation bridge front windows.”

• Introduce a new requirement that: “On ships which carry cargo forward of the wheelhouse that limits the visibility from the conning position, the master shall be able to verify that the visibility due to the loading condition prior to departure is in compliance with this regulation based on loading plans, loading conditions, calculations with a computerized dynamic loading program or other methods, as follows:

.1 new ships constructed on or after 1 July 2014; and

.2 existing ships constructed before 1 July 2014 not later than 1 January 2016.” Implication:

Shipbuilders: The changes introduced above will require significant change in ships’ design. It will not be limited to the navigation bridge but the whole arrangement for some types of ships. Shipowners: To note the above design change. A new operational requirement requiring a verification tool needs to be addressed not only to


new ships but also existing ships. Flag Administrations and their ROs: Introduction of “functional” approach requires establishment of a unified approach (Interpretation) of such functional approach, which needs to be addressed prior to the entry into force.

Application: 1 Bridge visibility (structural/construction) requirements - New ships of 55m and above in length (LOA) constructed on or after 1 July 2014. 2 Provision of visibility verification tool - New ships of 55m and above in length (LOA) constructed on or after 1 July 2014 and existing ships of 55m or above by 1 January 2016.

237-D Amendment to SOLAS Regulation VI/5-3 – Prohibition of the production process during the sea voyage Estimated entry into force – 1 July 2014 - MIGHT BE SUBJECT TO THE FURTHER CHANGE Developed by the BLG Sub-Committee Background: At ESPH 17 under AOB the question was raised as to whether recirculation cargo through a Heat exchanger was under the ban on blending (see item 213) Summary: Subject to MSC approval and subsequent adoption a new regulation VI 5-3, SOLAS will be introduced into SOLAS prohibiting chemical processing onboard ships. The provisional text is:

”Any production process on board of a ship during the sea voyage is prohibited. Production processes refer to any deliberate operation whereby a chemical reaction between a ship's cargo and any other substance or cargo takes place.”

BLG 16 noted a need for revising existing SOLAS IV 5-2 for future consideration. It was proposed, as an interim measure, to circulate the following interpretation as an MSC-MEPC.2/Circular:

“The prohibition of the blending of cargoes, as set out in MSC-MEPC.2/Circ.8, does not apply where cargo is re-circulated within its cargo tank or through an external heat exchanger during the voyage for the purpose of maintaining cargo homogeneity or temperature control, including when two or more different products have previously been loaded into the same cargo tank within port limits.“

The intention of the BLG 16 was that this regulation does not apply where cargo is re-circulated within its cargo tank or through an external heat exchanger during the voyage for the purposes of maintaining cargo homogeneity or temperature control, including when two or more different products have previously been loaded into the same cargo tank within port limits. Implications:


Remain to be seen. There appears to be some offshore ships/installation engaged in this production process as a part of their day to day operation. To them, there could be very significant impact.

Application: All ships. (Note) This issue should be read in conjunction with item 213 above

186-D Revision of the IBC Code Estimated entry into force – 1 July 2014 - MIGHT BE SUBJECT TO THE FURTHER CHANGE Under discussion by the Sub-Committee on Bulk Liquids and Gases (BLG) Background: MSC 87 noted that BLG 14 agreed to review the text of chapter 19 of the IBC Code to be incorporated into the next revision of the IBC Code and endorsed the ESPH Working Group's proposals with respect to understanding a systematic review of chapters 17 and 18 of the IBC Code. Summary: Primary discussion points and amendments made to the code are as follows: • In total 43 new cleaning additives were presented and 29 accepted for Annex 10 of MEPC.2/Circ. • MEPC.2/Circ – Provisional classification of liquid substances transported in bulk, and other related matters • Flag State Administrations were asked to check Annex 8 Tripartite Contact addresses including email addresses and update GISIS in case of

changes. • MEPC.2/Circ 18 action to be taken by Flag Authorities/manufacturers for ESPH 18 submit expiring tripartite cargoes, so they can be carried

after 17 December 2012 without disruption. • 2 new products were assessed: a discrepancy with regards to fire-fighting requirements for Hexamethylenediamine (molten) was identified.

The new information will be in LIST 1 of the MEPC2/Circ 18 on 17 December 2012, all countries, no expiry. OLOA49819 16/3/3 by SINGAPORE for LIST 3 of the MEPC2./Circ 18 all countries, no expiry.

• Inconsistencies in carriage requirements noted for a number of entries in chapters 17 and 18 of the IBC code including undertaking a review relevant chapter 21.

• LIST 1 MEPC.2/Circ 17 will go to Chapter 17 or Chapter 18, respective of their application to the IBC Code. • Missing column I products will be updated • Chapter 19 - The draft was in BLG 14/3 Annex 3. Now, UN Numbers will be removed and 2 qualifying footnotes about subset and chain

length introduced and new synonyms of cargoes implemented since BLG 14. • Secretary advised 8 synonyms will be changed. Will be in the Annex of the Report of the WG


• The complete list will be in Annex of BLG16/3 incl Hexamethylenediame • Tall Oil, crude and Tall Oil pitch; reassessed at BLG 11 in 2007 will also be added. • Footnotes n and o and a and b will be removed from Chapter 17 and 18 respectively Implications:

Owner: Significant as the cargoes lists attached to the certificate of fitness will be revised to some extent and may affect the cargoes that can be carried and will require the certificate of fitness to be reissued Shipbuilder/Equipment manufacture: Significant as there made be carriage requirement changes for some products which affecting the design of the ship and the equipment required to be installed for the carriage of intended cargoes the ship is being designed to carry National Administration / Recognized Organization: significant as all certificates of fitness and associated cargoes lists will be required to be reissued.

Application: New and existing ships to which the IBC Code applies, i.e. all chemical tankers regardless of tonnage and nature of voyage (international and non-international voyages).

235-D Draft amendments to the International Convention on Load Lines, 1966, as modified by the protocol of 1988 relating to - Regulation 27 Estimated entry into foce - 1 July 2014 - MIGHT BE SUBJECT TO THE FURTHER CHANGE Under discussion by the Sub-Committee on Stability Load Line and on Fishing Vessel Safety (SLF) Background: During discussions on the ability of tankers to demonstrate compliance with the existing requiements for damage stability, some ambiguities in the damage stability requirements contained in the load line convention were identified. In order to clarify these, amendments to regulation 27 have been proposed. Summary: Clarification is provided on the filling of ballast tanks, also that damage stability calculations are not required to be carried out for service loading conditions. Two methods for considering the free surface effect are given in detail: a virtual correction method and a method for using actual free surface moments. Implication: The damage stability requirements have been clarified. There should be no major implications. Application: To ships which have to comply with the damage stability requirements of the Load Line Convention.

232-X MARPOL Annex I Regulation 12


Estimated entry into force – 1 Aug 2015- MIGHT BE SUBJECT TO THE FURTHER CHANGE Under discussion by the Marine Environment Protection Committee (MEPC) Background: At MEPC 62, the scope of application of regulation 12 of Annex I adopted by MEPC 187(59) was questioned as the current text, if literally read; apply all ships including existing ships. Summary: The application of the requirements was further debated at MEPC 63. The matter was deferred to DE 57 for further discussion. Implication: Owing to the resolution MEPC 187 (59), some ships were considered retroactive re-arrangement of bilge pipelines which is now clarified not necessary. Shipowners need to examine the position of flag Administration as some flag Administrations indicated retroactive re-arrangements prior to the approval of the above mentioned circular. Application: Ships which delivered before 1 January.2014 (Refer to item 164 in part A of this document)

238 International convention for the Safety for Fishing Vessels (Torremolinos Convention) Estimated entry into force – Not yet known (provisional estimate - December 2015) Under discussion at Maritime Safety Committee (MSC) and Diplomatic Conference in South Africa (October 2012) Background: The Torremolinos Convention and its 1993 Protocol have not yet entered into force as the entry into force requirements (15 flag States with an aggregated fleet of 14000 ships) have not been met. There have also been some problems with the technical requirements. In order to address these issues an agreement has been drafted which would change the entry into force requirements and modify some of the technical provisions. Summary: MSC will discuss the proposed entry into force criteria with a view to achieving an agreement on the numbers before the diplomatic conference in South Africa in October 2012. Implications:

Owners / operators The Protocol has requirements covering the following areas: • construction, watertight integrity and equipment; • stability and associated seaworthiness; • machinery and electrical installations and periodically unattended machinery spaces; • fire protection, detection, extinction and fire fighting; • protection of crew;


• life saving appliances and arrangements; • emergency procedures, musters and drills; • radiocommunications; and • shipbourne navigational equipment and arrangements. When it enters into force these safety items will need to be provided on board fishing vessels. Some of the requirements are applicable to existing fishing vessels as well as to new construction. It should be noted that some Flag Administrations have already enacted the Torremolinos Convention and Protocol, fishing vessels flagged with these administrations will find that nothing will change following these amendments. Builders / designers of fishing vessels will need to ensure that the regulations are complied with. This may require additional or different safety equipment to be provided. Flag Administrations and Recognized Organizations will have to survey new and existing fishing vessels to the extent required and issue appropriate certification.

Applicability The Torremolinos Convention and Protocol is, in general, applicable to fishing vessels of 24 metres in length and over. The regulations contained in these chapters have length limits or have different requirements depending on the length of the ship: • machinery and electrical installations and periodically unattended machinery spaces applies when L ≥ 45m; • fire protection, detection, extinction and fire fighting has different requirements for 45m ≤ L 60 m and L≥60m; • life saving appliances and arrangements applies when L ≥ 45m only; • emergency procedures, musters and drills (some requirements only apply when L ≥ 45m); • radiocommunications applies when L ≥ 45m; and • shipbourne navigational equipment and arrangements (different requirements for lengths of 24m ≤ L< 45m, 45m ≤ L <75 m and L ≥ 75m) . Although the majority of the requirements are applicable only to new ships, the following are also applicable to existing ships: • life saving appliances and arrangements - only regulation 13 ‘Radio life-saving appliances’ and regulation 14 ‘Radar transponders’; • emergency procedures, musters and drills; • radiocommunications; and • shipbourne navigational equipment and arrangements.


Expected entry January 2016 and after 185-X

Development of the mandatory IGF Code - renamed “international code of safety for ships using gases or other low flashpoint fuels” Estimated entry into force – 1 January 2016- MIGHT BE SUBJECT TO THE FURTHER CHANGE Under discussion by the Sub-Committee on Bulk Liquids and Gases (BLG) Background: BLG was tasked with producing interim guidelines for ships with natural gas fuelled engine installations, which were produced in 2009 (resolution MSC.285 (86))). These guidelines are an interim measure until an International Code for the Safety of Gas Fuelled Ships (IGF Code) is produced, which is intended to be mandatory for ships other than those regulated under the IGC Code. This has also been the subject of an inter-sessional correspondence group between the last few sub-committee meetings and is a contentious issue among various parties who are pushing for particular approaches which are not necessarily in line with LR policy. The burning of gas fuel in ships has been carried out on LNG vessels for many years and there are recognised practices in place detailed in the IGC Code to mitigate the risks. The interim guidelines produced do not align with the IGC Code and there are concerns in some quarters that the draft IGF Code being developed may also fail to align with the IGC Code leading to a double standard depending on the type of vessel with one set of requirements for Gas ships and another set for all other vessels. It could become even more complex if the IGF Code is made applicable to all vessels including Gas ships and there is some indication that this is a long term goal. As the draft code under development covers all low-flashpoint fuel, the name of the draft code has been changed accordingly. Summary: BLG 16 continued the discussions in details. The following was the primary discussion points at BLG 16. Location of fuel tanks and fuel storage

Tank location was discussed extensively. One proposal was on a probabilistic approach to assess the risk for tank location including factors like volume, ship type and distance to shell which will give the flexibility other than a fix figure requirements. BLG 16 agreed that the method should be further discussed by a correspondent group because the information supporting the probabilistic approach is not verified. Probabilistic damage is an expertise of the SLF Sub-Committee and therefore the matter will also be forwarded to the Sub-Committee for their input. It was also pointed out that the draft new IGC code has some changes on the distance of tank/pipe location to shell and this need to be noted and harmonized.


It was further agreed that Chapter 7 (fuel storage requirement) of IGF code is to be a stand-alone chapter without referring to IGC code.

Discussion on compressed natural gas (CNG) tanks

There was confusion about what the proposed requirements would entail. There were some who would have wished the requirements to apply to all fuels and others who felt that the specific requirements for CNG were appropriate. Decision on location is that tank storage location is not to be used for any other purpose.

Ventilation arrangements (Chapter 13)

There were comments about the use of airlocks. This will need to be checked in the correspondence group. Emergency Shut Down (ESD) concept

BLG 16 agreed, in general, that the ESD would protect machinery space. However, BLG 16 also agreed that the ESD concept should be limited to unattended operation and for gases lighter than air, and it must conform to the goal/functional requirements given in section 6.2.1. Regarding any limitations on size and power BLG 16 could not reach a consensus. However, the majority of the working group were in favour of not limiting the size and power of engine for ESD protected space.

Fuel covered by this code

Working Group at BLG 16 agreed to concentrate its work on natural gas as fuel. Other low flash point fuels would be specifically addressed by separate sections of the code. Relevant parts of the section for natural gas fuel will be referenced in the other sections together with any additional specific requirements applicable to the various fuels.

Implications: There is a number of safety related aspects that affect design and building of such ships including the concept of emergency shot down arrangements and the location of low flash point fuel storage tanks. Application: To all ships using low flash point fuels except those regulated by the IGC Code. (Further information) Lloyd’s Register Rules for the Classification of Natural Gas Fuelled Ships were approved at the 2011 Technical Committee Meeting and are to be published July 2012. The Rules explain the current Lloyd’s Register’s opinion on the use of natural gas (and low flash point fuel with similar properties, provided any differences are taken into account as a part of the design and their hazards mitigated) as fuel for ships other than LNG carriers. The rules accommodate the majority of the requirements of the annex of resolution MSC.285(86) which forms the basis of the draft IGF


Code.

218 - X Regulation 20 - Protection of vehicle, special category and ro-ro spaces (and application) Provisional – 1 July 2016 (item not completed) Background: MSC 85 (MSC 85/23/5) accepted a proposal to review requirements for ships carrying compressed natural gas vehicles and instructed FP Subcommittee to look into it as high priority. The reason behind this proposal is the increase in demand and supply for such vehicles, and as a consequence, the efficient transport of these vehicles by sea is becoming essential. On the other hand, the current SOLAS regulations have been developed based on the carriage of the conventional vehicles with gasoline in their tanks. Summary: FP 55 discussed a proposal to amend SOLAS regulation II-2/20 (protection of vehicle, special category and ro-ro spaces) to address safety concerns of ships carrying hydrogen and compressed natural gas vehicles. Initially it was understood the intention was to apply the requirements to pure car carriers. However, concerns were raised regarding the application to existing ships and to all ro-ro vessels. FP 55 decided to request MSC 90 (May 2012) to clarify which ship types should be addressed for the purpose of developing future requirements. The only safety measure agreed for existing ships at this stage was a provision for portable gas detectors Application: Tentatively only to new ships carrying HFCVs and CNGVs. Possibility of expanding the scheme to cover existing ships will be clarified at MSC 90 (May 2012).

189-X Comprehensive revision of the IGC Code Estimated entry into force – 1 January 2016 - MIGHT BE SUBJECT TO THE FURTHER CHANGE Under discussion by the Sub-Committee on Bulk Liquids and Gases (BLG) Background and Summary: In October 2007, MSC 83 tasked BLG to review all current areas of the IGC Code with a view to fully revising and updating the Code and, where necessary, to identify other instruments that may be affected and require consequential amendments, taking into account the latest technologies, operational practices and the increasing size of the newest ships. Lloyd’s Register has been intimately involved in the SIGTTO project to develop a revised IGC Code. Significant technical input has been given by Lloyd’s Register’s specialists as members of the working groups. Therefore the vast majority of the text in the draft code is supported by Lloyd’s Register. At BLG 16 (Jan-Feb 2012), there was substantial progress on the draft text of the code, including various issues on definition used in this code and editorial improvements. The draft developed at BLG will be forwarded to other relevant Sub-Committees for their review Implications: The new code will affect the design and construction of all gas carriers contracted after entry into force of the revised code with


keels laid on or after a date to be established by the IMO. In terms of impact for ship owners, the requirement for increased separation between the cargo tank and side shell will have an impact on new fully refrigerated LPG ships and very small LNG carriers Application: All LNG gas carriers regardless of size.

192 Draft Amendments to SOLAS 1974 Chapter I Regulation 10 Please note that amendments to SOLAS Chapter I are subject to ratification criteria (as BWM Convention, Ship Recycling Convention, MLC Convention), i.e., in accordance with article VIII(b)(iv) of the International Convention for the Safety of Life at Sea, 1974 and article VI(b) of the Protocol of 1988 relating to the International Convention for the Safety of Life at Sea, 1974, the amendments shall be deemed to have been accepted on the date on which they have been accepted by two-thirds of the Parties to the Protocol and shall enter into force six months after that date. As at 10 September 2010, two acceptances of the amendments had been received by IMO. Regulation 10 - Surveys of structure, machinery and equipment of cargo ships The existing text of subparagraph (v) of paragraph (a) of the regulation is replaced by the following: “(v) a minimum of two inspections of the outside of the ship’s bottom during the five-year period of validity of the Cargo Ship Safety Construction Certificate or the Cargo Ship Safety Certificate, except where regulation 14(e) or 14(f) is applicable. Where regulation 14(e) or 14(f) is applicable, this five-year period may be extended to coincide with the extended period of validity of the certificate. In all cases the interval between any two such inspections shall not exceed 36 months.” Adopted by: MSC.204(81) Background: Bottom survey requirements were amended based upon the current practices by classification societies. Implication: None to LR ships Application: To cargo ships that is subject to the SOLAS convention (cargo sihps (non-passenger ships) of 500 gt or over engaged on international voyages.

155 Ship recycling Convention – adopted by 2009 SR Conference Estimated entry into force – 1 January 2017 - SUBJECT TO MEETING THE CONDITION FOR THE ENTRY INTO FOCE On 15 May 2009, at a Diplomatic Conference in Hong Kong, the International Convention for the Safe and Environmentally Sound Recycling of Ships was signed by 67 Member States of the IMO. This internationally binding Convention has been adopted due to concerns about standards of ship recycling. It affects both recycling facilities and shipowners.


The Convention will enter into force 24 months after it has been ratified by 15 States, representing 40% of the world fleet, and with an annual ship recycling capacity of 3% of that fleet. It is predicted that this condition will be met by January 2015. As of February 2011, no State has become party to the Convention. The Convention requires that, within five years of the entry into force date (or before the ship goes for recycling, if that is earlier), ships must have on board an ‘Inventory of Hazardous Materials’ (IHM). This requirement will also apply to new ships as soon as the Convention enters into force. Overall, the Convention can be described as a response to the lack of regulation and standards in ship breaking industry; especially where safety, environmental and quality standards are concerned. It covers the entire ship life cycle: from design and construction, through in-service operation to dismantling and requires: • ships to have an IHM (also known as ‘the Green Passport’); • new builds to exclude certain hazardous materials; • ship recycling facilities to be authorised by the national authority; • ship recycling facilities to provide an approved ‘Ship Recycling Plan’ detailing how the ship will be recycled; • ships flying the flag of parties to the Convention to be recycled only in authorised recycling facilities; and • ship recycling facilities which are located in parties to the Convention to recycle only ships which they are authorised to recycle. At the final survey before the ship is taken out of service, the IHM will be completed for items such as operational stores and bunkers. The approved Ship Recycling Plan will then be checked against the IHM to ensure it properly reflects the information it contains. Currently, the following Guidelines are under development (or have been completed) by MEPC for the implementation of the Convention: Title Status/target

Guidelines for the development of the Inventory of Hazardous Material Completed (MEPC 197 (62))

Guidelines for safe and environmentally sound ship recycling (Facility guidelines)

Under development Target – MEPC 61 (September 2011) or MEPC 62 (July 2011)

Guidelines for the development of the Ship Recycling Plan Completed (MEPC.196 (62))

Guidelines for the development of the Ship Recycling Plan (SRP guidelines) Completed (MEPC.210 (63))

Guidelines for the authorization of Ship Recycling Facilities Completed (MEPC.211 (63))


Guidelines for survey and certification Under development Target - MEPC 64 (October 2012)

Guidelines for inspection of ships Under development Target - MEPC 64 (October 2012)

Implications: Shipowners: • to provide an Inventory of Hazardous Materials for their ship • to inform the Flag State before a final survey takes place. • to arrange the final survey before the ship is taken out of service for the completion of IHM for items such as operational stores and bunkers. Recycling facilities: o to obtain “Document of Authorization for Ship Recycling” by the competent authority of the recycling State o to inform their authorities should they wish to recycle a ship o to prepare a specific ‘Ship Recycling Plan’, based on the IHM which the owner provides o to report when recycling is finished. National authority of States with recycling facilities: o to authorise ship recycling facilities o to approve Ship Recycling Plans Application: Once the Convention enters into force it will apply to all ships and MODUs, high-speed craft, FSUs/FPSOs and barges. For newbuildings it will enter into force 24 months after the ratification criteria are met. Existing ships will have up to five years after the criteria are met. Lloyd’s Register has developed a guide to assist owners and other stakeholders through the recycling process and to explain current practices and regulations. They are available on the following Lloyd’s Register website http://www.lr.org/sectors/marine/documents/223320-ship-recycling-practice-and-regulation-today.aspx Reference - LR Classification News No. 14/2009, available at CDLive ClassNews link

234-X Comprehensive review of SOLAS Chapter IV (Review of the GMDSS requirements)

Estimated entry into force – 1 January 2017 - SUBJECT TO MEETING THE CONDITION FOR THE ENTRY INTO FOCE Under discussion by the Sub-Committee on Radiocommunication and Search and Rescue (COMSAR) Background: The current SOLAS chapter IV (GMDSS) requirements were adopted in 1988 based upon the technologies developed in 1970s.




Noting development in technologies and change of the status of INMARSAT, a comprehensive review of the requirements are under way. Summary: The following is the notable change under discussion: • use of non-IMARSART, new additional satellite system • possible incorporation of Chapter V (AIS and LRIT), XI-2 (SSAS) • sea maintenance requirement (Regulation 8 and 15) • redundancy of DSC EPIRB Implications: It will be challenge for both shipboard equipment and shore side facilities. If various arrangements will be allowed, survey and certification, as well as PSC inspection will also be challenges. Application: All ships of 300 gross tonnage and above. It will most likely affect existing ships as well.


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