Future IMO Legislation PDF

Future IMO legislation
October 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
October 2012; the major topics currently under discussion
and development (discussions up to NAV 58).
Lloyds Register : Future IMO Legislation
Lloyd's Register July 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.

Summary of major developments:

This version covers updates out of NAV 58. The item ID number is the reference used in this document for the detailed entry.

Significant approvals or adoptions:

Neither MSC nor MEPC has met to approve or adopt legislation in the period covered by this update of Future IMO Legislation.
The conditions for entry into force of the ILO Maritime Labour Convention 2006 have now been met, and it will enter into force on 20 August 2013 (ID
ILO 0001).

Significant new items being considered or milestones in ongoing developments:

NAV 58 did not reach a consensus on amending SOLAS V/22 on bridge visibility. There are conflicting views but some would have a potentially significant
design impact for some ship types. The delays mean that the entry into force of any changes is now delayed by at least another year (ID 217).

Significant entries into force in the near future:

Corrosion protection requirements for cargo oil tanks of crude oil tankers will come into force on 1 January 2013 (ID 167).
Amendments to SOLAS III/1 requiring evaluation and possible replacement of on-load lifeboat release and retrieval systems enter into force on 1 January
2013 (ID 182).
Comprehensive revisions to MARPOL Annex V, which covers garbage, will come into force on 1 January 2013 (ID 184).
A new requirement within MARPOL Annex VI will require an Energy Efficiency Design Index (EEDI) for some ships, with a phased entry into force
arrangement for different ship types and sizes which starts from 1 January 2013 (ID 188).
From 1 January 2013, all ships will require a Ship Energy Efficiency Management Plan (SEEMP) (ID 188-1).
The conditions for entry into force of the ILO Maritime Labour Convention 2006 have now been met, and it will enter into force on 20 August 2013 (ID
ILO 0001).

Previously adopted requirements with a significant upcoming phased entry into force date:

The schedule for the carriage requirement of a bridge navigational watch alarm system (BNWAS) is underway. Some existing ships are required to have a
BNWAS fitted not later than their first survey on or after 1 July 2013 (ID 158).
The schedule for the carriage requirement of electronic chart display and information systems (ECDIS) is underway. Some new ships constructed from 1
July 2013 are required to have ECDIS (ID 159).
Lloyds Register Marine Business Stream : Future IMO Legislation, July 2012
5

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
9
150-1*
150-2
153-1*
158*
159*
209*
150-1*
150-2
153-1*
158*
159*
209*
150-1*
150-2
153-1*
158*
159*
209*
150-1*
150-2
153-1*
158*
159*
209*
150-1*
150-2
153-1*
158*
159*
209*
150-1*
150-2
153-1*
158*
159*
209*
150-1*
150-2
153-1*
158*
159*
209*
150-1*
150-2
153-1*
158*
159*
209*
150-1*
150-2
153-1*
158*
159*
209*
150-1*
150-2
153-1*
158*
159*
209*
153-3*
1 January 2013
20
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
35
158*
159*
209*
231
158*
159*
209*
231
158*
159*
209*
231
158*
159*
209*
231
158*
159*
209*
231
158*
159*
209*
231
158*
159*
209*
231
158*
159*
209*
231
158*
159*
209*
231
158*
159*
209*
231

1 August 2013 38 233 233 233 233 233 233 233 233 233 233
20 August 2013 38 ILO0001 ILO0001 ILO0001 ILO0001 ILO0001 ILO0001 ILO0001 ILO0001 ILO0001 ILO0001
1 January 2014
40
187
193
197
203
204
206
210
212
245
187
193
197
203
204
206
210
211
212
245
187
193
197
203
204
206
210
211
212
245
187
193
197
203
204
206
207
210
212
213
245
187
193
197
203
204
206
210
212
213
245
187
193
197
203
204
206
210
212
245
187
193
197
203
204
206
207
210
212
245
187
193
197
203
204
206
210
212
245
187
193
197
203
204
206
210
212
245
187
193
197
203
204
206
210
212
245
205
1 July 2014
51
158*
159*
182*
158*
159*
182*
158*
159*
182*
158*
159*
182*
158*
159*
182*
158*
159*
182*
158*
159*
182*
158*
159*
182*
158*
159*
182*
158*
159*
182*

1 January 2015 51 150-1* 150-1* 150-1* 150-1* 150-1* 150-1* 150-1* 150-1* 150-1* 150-1*
1 July 2015 51 159* 159* 159* 159* 159* 159* 159* 159* 159* 159*
1 January 2016
52
150-1*
153-1*
246
150-1*
153-1*
195*
246
150-1*
153-1*
195*
246
150-1*
153-1*
246
150-1*
153-1*
246
150-1*
153-1*
246
150-1*
153-1*
246
150-1*
153-1*
246
150-1*
153-1*
246
150-1*
153-1*
246
153-3*
1 July 2016
55 159* 159* 159*
159*
175
159* 159*
159*
175
159* 159* 159*
1 July 2017 56 159* 159* 159* 159* 159* 159* 159* 159* 159* 159*
1 January 2018
56 195* 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
6

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 2014
December 2015
57
199
201
208
214
219
220
221
222
223
226
227
232
235
236
244
199
201
208
214
219
220
221
222
223
224
226
227
232
235
236
244
183
199
201
202
208
214
219
220
221
222
223
224
226
227
232
235
236
244
199
201
208
214
219
220
221
222
223
225
226
227
232
235
236
239
244
186
199
201
208
214
219
220
221
222
223
225
226
227
232
235
236
239
244
199
201
208
214
219
220
221
222
223
226
227
232
235
236
244
199
201
208
214
219
220
221
222
223
226
227
232
235
236
240
244
199
201
202
208
214
219
220
221
222
223
226
227
232
235
236
244
199
201
202
208
214
219
220
221
222
223
226
227
232
235
236
244
183
199
201
202
208
214
219
220
221
222
223
226
227
232
235
236
244

Expected
January 2016
onwards
78
154
155
217
234
241
154
155
185
217
234
241
154
155
185
217
218
234
241
154
155
185
192
217
234
241
154
155
185
192
217
234
241
154
155
189
192
217
234
241
154
155
185
192
217
234
241
154
155
185
192
217
234
241
154
155
185
192
217
234
241
154
155
185
192
217
218
234
241
155 155 155

7

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
9
125-5
150-1*
150-2
153-1*
158*
159*
209*
125-5
150-1*
150-2
153-1*
158*
159*
209*
125-5
150-1*
150-2
153-1*
158*
159*
209*
125-5
150-1*
150-2
153-1*
158*
159*
209*
125-5
150-1*
150-2
153-1*
158*
159*
209*
125-5
150-1*
150-2
153-1*
158*
159*
209*
125-5
150-1*
150-2
153-1*
158*
159*
209*
125-5
150-1*
150-2
153-1*
158*
159*
209*
125-5
150-1*
150-2
153-1*
158*
159*
209*
125-5
150-1*
150-2
153-1*
158*
159*
209*
153-3*
1 January 2013
20
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
35
158*
159*
209*
231
158*
159*
209*
231
158*
159*
209*
231
158*
159*
209*
231
158*
159*
209*
231
158*
159*
209*
231
158*
159*
209*
231
158*
159*
209*
231
158*
159*
209*
231
158*
159*
209*
231

1 August 2013 38 233 233 233 233 233 233 233 233 233 233
20 August 2013 38 ILO0001 ILO0001 ILO0001 ILO0001 ILO0001 ILO0001 ILO0001 ILO0001 ILO0001 ILO0001
1 January 2014
40
187
193
197
206
210
212
245
187
193
197
206
210
212
245
187
193
197
206
210
212
245
187
193
197
206
207
210
212
213
245
187
193
197
206
210
212
213
245
187
193
197
206
210
212
245
187
193
197
206
207
210
212
245
187
193
197
206
210
212
245
187
193
197
206
210
212
245
187
193
197
206
210
212
245
205
1 July 2014
51
158*
159*
182*
158*
159*
182*
158*
159*
182*
158*
159*
182*
158*
159*
182*
158*
159*
182*
158*
159*
182*
158*
159*
182*
158*
159*
182*
158*
159*
182*

1 January 2015 51 150-1* 150-1* 150-1* 150-1* 150-1* 150-1* 150-1* 150-1* 150-1* 150-1*
1 July 2015 51 159* 159* 159* 159* 159* 159* 159* 159* 159* 159*
1 January 2016
52
150-1*
153-1*
246
150-1*
153-1*
246
150-1*
153-1*
246
150-1*
153-1*
246
150-1*
153-1*
246
150-1*
153-1*
246
150-1*
153-1*
246
150-1*
153-1*
246
150-1*
153-1*
246
150-1*
153-1*
246
153-3*
1 July 2016 55 159* 159* 159* 159* 159* 159* 159* 159* 159* 159*
1 July 2017
56 159* 159* 159* 159* 159* 159* 159* 159* 159* 159*
8

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
Expected
January 2014
December 2015
57
214
219
232
235
236
244
214
219
232
235
236
244
214
219
232
235
236
244
214
219
232
235
236
244
186
214
219
232
235
236
244
214
219
232
235
236
244
214
219
232
235
236
244
214
219
232
235
236
244
214
219
232
235
236
244
214
219
232
235
236
244

Expected
January 2016
onwards
78
154
155
234
154
155
185
234
154
155
185
218
234
154
155
185
192
234
154
155
185
192
234
154
155
189
192
234
154
155
185
192
234
154
155
185
192
234
154
155
185
192
234
154
155
185
192
218
234
155 155 155


9

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.

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
10

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
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;
11

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.
12

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.

Please note that LR has published a guide titled: Understanding exhaust gas treatment systems to support ship owners and
operators in deciding whether this is an appropriate compliance option for them. A PDF is available from
http://www.lr.org/sectors/marine/documents/240772-understanding-exhaust-gas-treatment-systems.aspx

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.
13

Application: All ships to which MARPOL Annex VI applies generally speaking, ships of 400 gross tons and above (new and existing
ships).


150-2
1 July 2010
NOx Technical Code 2008


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.


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)


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.
14

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)


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


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
15

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 OOWs 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 masters 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 IMOs 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.
16

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.


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 ships 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
17

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 IMOs 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 companys 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
Others
20,000 and above 1 July 2013 Not later than the first survey* on or after
18

but less than 50,000 1 July 2017
10,000 and above
but less than 20,000
1 July 2013 Not later than the first survey* on or after
1 July 2018
3,000 and above
but less than 10,000
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.


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.
19

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
(e.g., Switch over of the training programme from 1 July 2013)
20

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 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


See item 153-3 in PART A of this document.


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


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.

21

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

22

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.

23

5. MSC.1/Circ. 1421 - MSC circular on Guidelines on exemptions for crude oil tankers solely engaged in the carriage of cargoes and
cargo handling operations not causing corrosion, together with the possible input from FSI 20 on the draft Guidelines

Background: SOLAS regulation II-1/3-11 (resolution MSC.291(87)) requires that all cargo oil tanks of crude oil tankers be protected
from corrosion. However Administrations may exempt a crude oil tanker from the requirement if the ship is built to trade solely in
the carriage of cargoes which do not cause corrosion. Guidance on these exemptions is needed to ensure consistency.

Summary: The guidelines provide:
information about the causes of corrosion and the way corrosion happens,
criteria for identifying a benign crude oil,
information about blending and the assessment of whether the blended oil is benign, and
a procedure for exemptions and verification.

Implication: The guidelines will assist Flag Administrations with their decision making on whether to permit an exemption or not.
Owners may wish to refer to the guidelines before deciding whether to apply for an exemption, although it should be noted that
the final decision is the Flag Administrations.

Application: Oil tankers which are carrying benign crude oil.

For a Lloyd's Register guidance note on this regulation, please visit www.lr.org/oiltanks

Reference - LR Classification News No.24/2012, available at CDLive ClassNews link

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

24

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.

25

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


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 ships 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;

26

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.

27

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.

28

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 (MEPC.220(63))

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)



Background: EEDI is a design index for a ships 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 ships 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:

29

(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
20,000 DWT
and above
0 10 20 30 Bulk carrier
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*

30

20,000 DWT
and above
0 10 20 30 Tanker
4,000
20,000 DWT
n/a 0-10* 0-20* 0-30*
15,000 DWT
and above
0 10 20 30 Container
ship
10,000
15,000 DWT
n/a 0-10* 0-20* 0-30*
15,000 DWT
and above
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*
20,000 DWT
and above
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/sectors/marine/documents/240648-eedi-guidance-for-owners-operators-and-
shipyards.aspx
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)

31

Energy Saving Devices (e.g., WHR, Shaft Generators)
Owners & managers: In relation to the SEEMP 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.


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))

32

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.


188 -1
1 January 2013

New Chapter 4 of MARPOL Annex VI Regulation 22 - SEEMP (Ship Energy Efficiency Management Plan)



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 ships Safety Management
System (SMS).

Implications:
Please note that LR has produced some guidance for owners, operators and shipyards, entitled Implementing a Ship Energy Efficiency
Management Plan (SEEMP), available at http://www.lr.org/sectors/marine/documents/240651-seemp-guidance-for-shipowners-and-
operators.aspx
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.

33

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


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).


196
1 January 2013

Amendments to MARPOL Annex VI regulation 14 - SULPHUR OXIDES (SOx) AND PARTICULATE MATTER



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

34

35

1 July 2013
158
(Repeated)
1 July 2013

Retrofitting requirements for non-passenger ships (of 500 gt or above but less than 3000 gt) See item 158 in part A.
159
(Repeated)
1 July 2013

Requirements for ships other than passenger ships or tankers of 20,000 gt or above. See item 159 in part A.
209
(Repeated)
1 July 2013
2010 STCW Convention and STCW Code

Switch over to the new training programme.
231
1 July 2013

Amendments to amendments to the NOx Technical Code 2008


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 companys 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

36

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.

37

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 engines 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.

38

1 August 2013
233
1 August 2013
Amendments to MARPOL Annex I, II, IV, V and VI on regional arrangements for port reception facilities

Adopted by Resolution MEPC.216 (63) & MEPC 217 (63)

Entry into force 1 August 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.

20 August 2013
ILO0001
20 August
2013
The International Labour Organisation Maritime Labour Convention 2006 (MLC, 2006)

Estimated entry into force 20 August 2013

Summary: The convention has been adopted by ILO (International Labour Organization) and the conditions for the entry into force have
recently been met (30 ILO member States representing 33 percent of the world gross tonnage have now ratified the convention).

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

39

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 Lloyds 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.

40

1 January 2014
211
1 January 2014
Draft amendments to SOLAS regulation II-1/8-1 to introduce a mandatory requirement for either onboard stability
computers or shore-based support

Adopted by Resolution MSC 325 (90)


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 ships 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 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 constructed on or after 1 January 2014, 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.

41

Implication:

Builders/Designers: Builders / designers will need to remember that affected ships will need to be provided with a computer able to
carry out damage stability calculations for any damage scenario. 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 masters 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 January 2014.

212
1 January 2014
Amendments to SOLAS regulation III/20.11.2 to introduce a new sub-paragraph 4 regarding operational test of free-fall
lifeboats


42


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
1 January 2014
Amendments to SOLAS regulation V/14 - Ships manning



Background: The current mechanism of issuing minimum manning certificates varies depending upon each flag. IMO tried to establish
unified mechanism among flag Administrations.

Summary: Despite of the efforts for the mandatory minimum uniform manning provision, the draft prepared for adoption does not
contain any fundamental difference from the current text. Amendment to the Assembly resolution A. 890 (21) and A.955 (23)
Principles of minimum safe manning is also prepared and adopted at 27th session of the IMO Assembly.

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).


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;

43

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.

213
1 January 2014

Amendment to SOLAS Regulation VI/5 -2 Prohibition of the blending of bulk liquid cargoes during the sea voyage and
production process during the sea voyage



Background: The requirement consists of two parts - prohibition of blending and prohibition of production process.
1 Prohibition of the blending
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. An amendment to include production processes was agreed by MSC.
2 Prohibition of production process
At ESPH 17 under AOB the question was raised as to whether recirculation cargo through a Heat exchanger was under the prohibition
of blending.

Summary:
1 Prohibition of the blending
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 or undertaking production processes for use in the search and exploitation of sea-bed mineral
resources.
2 Prohibition of production process
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. In this relation, decision was made
at BLG 16 that 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. See Application below regarding
offshore exploitation.

Implications:
Builder/Designer: None
Manufacturer: None

44

Owner: Ship owners should consider developing procedures and / or instructions to ensure ships masters are aware blending 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 1 January 2014. It should be noted that, prohibition of blending of
product and production process of cargoes for use in the search and exploitation of seabed mineral source will not be subject of this
regulation.
187
1 January 2014
Amendment to SOLAS Chapter VII (Carriage of Dangerous Goods) - Part A (Carriage of dangerous goods in packaged form
- regulation VII/4 - Documents



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, which were adopted 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: The primary change being introduced is a change in the requirements for the provision of information on the dangerous
goods.

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.

193
1 January 2014
Amendments to MARPOL Annex III



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

45

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.

207
1 January 2014
ESP Code & Amendment to SOLAS regulation XI-1/2 Enhanced surveys

Adopted by Resolution A.1049(27) (ESP Code) and Resolution MSC 325 (90) (SOLAS Amendment)


Background: Resolution A.744(18) is the current 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) has been 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 a mandatory IMO Code.

The requirements of the Code are mandatory under SOLAS XI-1/2, which has been 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

46

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.

Implication
Builder/Designer: Builders / designers may wish to consider changing designs to improve access for close-up survey in the future.
Owner: Where owners are already preparing ships for survey in accordance with the IACS Z10 series there should not be significant
implication.
Flag/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.


Resolution A.1049(27), 2011 ESP Code
Draft 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 (for adoption at MSC 91)
Draft Amendments to resolution MSC.288(87) Performance standard for protective coatings for cargo oil tanks of crude oil
tankers (for adoption at MSC 91)
Draft Amendments to resolution MEPC.94(46), as amended, Condition assessment scheme (CAS)

245
1 January 2014
IMDG Code - Amendments 36-12



Background: The Editorial and Technical Group, at its 16th meeting, was tasked to produce the next set of amendments to the IMDG
code (36-12), which were adopted by MSC 90.

Summary: This amendment harmonises the requirements with other UN requirements, in particularly with road transport so that the
requirements are compatible and therefore movement more simple and logical across all transportation networks. A number of
editorial changes have also been made.

Implication: This series of amendments are designed to make the stowage and carriage of Dangerous Goods more logical across all the

47

transport networks so that the implications of each cargo are consistent and dealt with similarly. This will effect all cargo shippers and
help make movements more efficient

Application: To all ships carrying dangerous goods from 1 January 2013 on voluntary basis and 1 January 2014 on mandatory basis.

203
1 January 2014
Amendment to the FSS Code Chapter 6 - Fixed high Expansion Foam Fire-Extinguishing Systems



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. Refer to MSC.1/Circ.1384

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 MSC.1/Circ. 1384.

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: Ships constructed on or after 1 January 2014 (all passenger ships regardless of size and cargo ships of 500 gt or above).


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

48

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
1 January 2014
Amendment to the FSS Code Chapter 8 Alternative extinguishing systems for control stations where water discharge
from sprinklers may cause damage



Background & summary: 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. MSC 90 discussed further the availability of options for the system (dry pipe system and pre-action system) and after agreeing
that both should be available prepared the following modified text for the draft amendments to chapter 8 of the Code:

"Control stations, where water may cause damage to essential equipment, may be fitted with a dry pipe system or a pre-action system
as permitted by regulation II-2/10.6.1.1 of the Convention."
"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"

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).

205 Amendment to the International Code of Safety for High-Speed Craft, 2000 (2000 HSC Code) Chapter 14 -

49

1 January 2014 Radiocommunication



Background: Various updates to the code were developed by the COMSAR Sub-Committee to be consistent with the requirements
given in the SOLAS convention.

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).

210
1 January 2014
Amendments to the 1966 Load Line Convention and its 1988 Protocol - Regulation 47



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 1716 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 ..

While the amendment to the 88 Protocol was concluded, the amendment to 1966 Convention is to be concluded at 28th Assembly

50

scheduled to be held in November 2013.

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.

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)



Background: MEPC 62 adopted the proposed new Emission Control Area in Central America (in the region of Puerto Rico and US Virgin
Island)

Please note that LR has published a guide titled: Understanding exhaust gas treatment systems to support ship owners and operators
in deciding whether this is an appropriate compliance option for them. A PDF is available from
http://www.lr.org/sectors/marine/documents/240772-understanding-exhaust-gas-treatment-systems.aspx

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.


51

1 July 2014
158
(Repeated)
1 July 2014

Retrofitting requirements for non-passenger ships (of 150 gt or above but less than 500 gt) See item 158 in part A.
159
(Repeated)
1 July 2014

Retrofitting requirements for passenger ships (of 500 gt or above) See item 159 in part A.
182 (Repeated)
1 January 2014
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

Actual application date of the requirements. See item 182 under 1 January 2013.

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
159
(Repeated)
1 July 2015

Retrofitting requirements for tankers (of 3,000 gt or above) See item 159 in part A.

52

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

See item 153-3 in PART A of this document.


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).
150-1
1 Jan 2016
(repeated)
Revised MARPOL Annex VI

NOx tier III control - . See item 150-1 & 150 - 2 in part A.
246-D Amendments to the LSA Code

Background: There is confusion about the application of amendments to the LSA Code and an attempt is being made to make it clear when
amendments are to be applied to LSA equipment which is installed on board both new and existing ships. This is still in the early stages of
discussions and is expected to be progressed at DE 57 (March 2013).

Summary: Under the requirements of SOLAS Chapter III LSA equipment has to comply with the LSA Code. SOLAS Chapter III is applicable to
ships the keels of which are laid on or after 1 July 1998, unless the requirement expressly states otherwise or unless the requirement relates
to all ships. In the latter case all ships requires compliance regardless of keel laying date. Amendments to Chapter I of the LSA Code
are being developed to clarify the application of the LSA Code. The application criteria for the LSA code have been further developed, with
regard to whether the new amendments to the LSA code are applicable on the date when the equipment is installed onboard, or when the
keel of the ship is laid down etc. The main change relates to imposing a limit of 24 months, or earlier if required by the Administration, on
ships already under construction at the time that amendments to the LSA Code become effective. The draft will be further considered at DE
57 in March 2013.

Implication: This discussion affects installation of lifesaving appliances on ships under construction, depending upon the entry into force
mechanism being discussed.

53

Application: All ships

195
1 Jan 2016
MARPOL Annex IV - Establishment of Special Area under MARPOL Annex IV (Sewage) in the Baltic Sea


Background: Because of the areas 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

54

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.

55

1 July 2016
159
(Repeated)
1 July 2016

Retrofitting requirements for ships other than passenger ships or tankers (of 50,000 gt or above) See item 159 in part A.
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


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 ships 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

56

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.

1 July 2017
159
(Repeated)
1 July 2017

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.

57

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 2014 December 2015
208-D Draft new regulation II-1/3-12 - Protection against noise & Draft amendment to SOLAS chapter II-1/36 (to delete the regulation in
view of the new regulation II-1/3-12)

Estimated entry into force 1 July 2014- MIGHT BE SUBJECT TO THE FURTHER CHANGE

Under discussion by the Maritime Safety Committee

Background: In order to make the draft Code on noise levels on board ships mandatory an amendment to SOLAS is required.

Summary: A new regulation in chapter II-1 is proposed to require applicable ships to be constructed to reduce onboard noise and protect people
on board in accordance with the new Code.

Implication: Designers may have to review designs to ensure that the noise limits are not expected to be exceeded. Noise tests will be required
on sea trials.

Application: SOLAS ships, other than dynamically supported craft, high-speed craft, pipe-laying barges, crane barges, mobile offshore drilling
units, pile driving barges and dredgers, with a gross tonnage of not less than 1600 with a keel laying date of 1 July 2014. It should be noted
that this date may change if MSC 91 decides that further amendments are needed to the current draft text for the new Code.

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


Draft Code on noise levels on board ships

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 has existing (non-mandatory) guidance on noise levels on board ships, which is contained in Resolution A.468(XII) Code on noise
levels on board ships. This has been reviewed to take into consideration developments in noise reduction techniques and noise prediction.

58

Some Administrations have introduced national mandatory limits on noise and the IMO has decided that there should be internationally agreed
mandatory noise limits.

Summary: The new Code has mandatory and recommendatory parts. The majority is mandatory but the recommendatory parts are stated at the
beginning of the Code (paragraph 1.1.3). The Code includes requirements for measuring equipment specifications and use, information about
how measurements are taken, limits on exposure to noise, measures to be taken in high noise areas, information about acoustic insulation in
accommodation spaces and hearing protection options.

A noise survey report will be required for all ships to which the Code is applicable.

Guidance on the inclusion of noise issues in the safety management systems, on methods of attenuating noise and a simplified procedure for
determining noise exposure is also included in the Code.

Implication: Designers will have to review designs to ensure that the noise limits are not expected to be exceeded. Noise tests will be required on
sea trials.

Application: SOLAS ships, other than dynamically supported craft, high-speed craft, pipe-laying barges, crane barges, mobile offshore drilling
units, pile driving barges and dredgers, with a gross tonnage of not less than 1600 with a keel laying date of 1 July 2014. It should be noted
that this date may change if MSC 91 decides that further amendments are needed to the current draft text for the new Code.

Draft MSC resolution on Noise levels on board ships

Background: See above Draft Code on noise levels on board ships.

Summary: This resolution is the means of mandating the draft Code.

Implication: See above Draft Code on noise levels on board ships.

Application: See above Draft Code on noise levels on board ships.

199-D Amendments to SOLAS regulation II-2/1 Application

Estimated entry into force 1 July 2014 - MIGHT BE SUBJECT TO THE FURTHER CHANGE


59

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 was 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. MSC 90 differed decision to MSC 91 as it could not agree upon the set of amendments to SOLAS chapter II-2. The way to
draft a text to clarify application of the amendments (i.e., to which ships) was not agreed.

Summary: It is expected that the draft amendments to the SOLAS regulation 9, 10 and 20 will enter into force on 1 July 2014, will be applicable
only to new ships. Amendments to Regulation II-2/1 are going to be further considered at MSC 91.

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.



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 250C and 300C. 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. MSC 90 differed decision to MSC 91 as it could not agree upon the
set of amendments to SOLAS chapter II-2. See item 199D above.

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.

60

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 July 2014.

201-D Amendment to SOLAS regulation II-2/10 Fire fighting

Estimated entry into force 1 July 2014 - MIGHT BE SUBJECT TO FURTHER CHANGE


Background: In the course of revising MSC Circular .913 on application of fire-fighting system it was found that revision of the SOLAS
convention regulation II-2/10.5.6.3.1 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 ships 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. MSC 90 differed decision to MSC 91 as it could not agree upon the set of amendments to
SOLAS chapter II-2. See item 199D above.

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

61

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 of 2000 gross tonnage and above constructed on or after 1 July 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).

226-D Draft Amendments to SOLAS Chapter II-2 - regulation II-2/10.10.4 - Communication equipment for fire-fighting teams

Estimated entry into force 1 July 2014- MIGHT BE SUBJECT TO FURTHER CHANGE


Background: This proposal is the outcome of an incident caused by a fire in the engine-room on board the Swedish tanker Ek-River while in
dry-dock. Based on this, upgrades of radio-communication equipment for fire fighters including additional equipment such as smoke diver
emergency alarm, PASS alarm and location lights were proposed.

Summary: FP55 discussed to amend FSS Code chapter 3 to accommodate (portable) communication equipment for fire-fighting teams as part of
the personal fire fighting outfit. However, after discussions FP 55 agreed instead to amend SOLAS regulation II-2/10.10 to include a requirement
for a minimum of two-way radios for use by fire-fighters under new SOLAS II-2/10.10.4 (Fire fighters communication). Portable radios on
tankers and those intended to be used in hazardous areas shall be of an explosion proof type.

Implication: No criteria were developed against which an assessment could be made to confirm whether the two-way portable radiotelephone
apparatus is fit for purpose. A minimum of 2 two-way portable radiotelephone apparatus for fire-fighters communication must be carried and
those to be use in hazardous areas are to be explosion proof

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

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Background: 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 was discussed at FP 55.

Summary: FP 55 decided that SOLAS regulation II-2/15 should be amended instead of II-2/10 because the purpose was to re-charge the air that
was depleted during training exercises not to re-charge air during an actual emergency.

Implication: Cargo ships and passenger ships carrying not more that 36 passengers 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: This amendment applies to new cargo ships of 500 gt and above and passenger ships carrying not more that 36 passengers.
Tentative date of entry into force 1 July 2014.

214 - D Amendments to SOLAS regulation II-2/19 - Carriage of dangerous goods



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. MSC 90 differed decision to MSC 91 as it could not agree upon the set of
amendments to SOLAS chapter II-2. See item 199D above.

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.

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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.



Background: MSC 88 approved draft amendments to SOLAS regulation II-2/20 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. MSC 90 differed
decision to MSC 91 as it could not agree upon the set of amendments to SOLAS chapter II-2. See item 199D above.

Summary: Draft regulation II-2/20 was not adopted at MSC 90 because it was agreed that further amendments are required
specifically to amend reference to MSC.1/Circ.1272 and Resolution A.123(V) which have been superseded by a new joint MSC circular
approved at MSC 90 (MSC.1/Circ.1430). 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 July 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.

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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.

219 - D Draft Amendment to the FSS Code Chapter 3 - Personnel Protection (Breathing apparatus)

Estimated entry into force 1July 2014- MIGHT BE SUBJECT TO FURTHER CHANGE


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 firemans 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. MSC 90
approved the amendments and MSC 91 will discuss the adoption.

Implication: The new requirement will pose stricter approval arrangements of the breathing apparatus equipment. This may result in a small cost
increase. Training and operational procedures should be updated. In addition, training may be required for crews who have not used this type of
BA equipment before.

Application: The requirement will apply to ships constructed on or after the date of entry into force of the amendments and existing ships
constructed before the date of entry into force should comply 5 years after this date.

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

Estimated entry into force 1July 2014

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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: Chapter 5 Fixed gas fire extinguishing system requirements for the spaces to be protected by carbon dioxide system. Changes were
introduced to paragraphs 2.2.2 (release controls) and 2.1.3.2 to clarify the spaces to be protected by fixed gas fire-extinguishing systems and
that both spaces should be provided with means that automatically give audible and visual warning of the release of CO2. In addition,
paragraph 2.1.1.1 now clarified 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 when
checking remaining quantity, and for other types of extinguishing media, suitable surface indicators may be used.
Implication - Some of the above amendments come from FSS Code Chapter 5 interpretations contained in MSC./Circ.1120 and are current
practice. MSC 90 approved the amendments and MSC 91 will discussed adoption.

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



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 not less
than 5 l/m
2
/min over the nominal area covered by the sprinklers. The amendment clarified that nominal area cover by sprinklers is to be taken
as the gross horizontal projection of the area to be covered. MSC 90 approved amendments and MSC 91 will discussed adoption.

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


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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.
Implication New cargo ships with cargo control room, an additional indicating unit shall be located in the cargo control room

Application: New ships from the date of entry into force

223-D Draft Amendment to the FSS Code Chapter 12 - Fixed Emergency Fire Pumps



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.

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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. MSC 90 approved the amendments and MSC 91 will discuss adoption.

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



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 dont 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. MSC 90 approved the
amendments and MSC 91 will discuss adoption.

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



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).

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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.

Implication: 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.

Application: New tankers. Note that for tankers carrying chemicals in bulk listed in Chapter 17 of the IBC Code having a flashpoint not
exceeding 60 degree Celsius (closed cup), the rate of supply of foam solution shall be as required by the IBC Code.

236- X Draft new SOLAS regulation III/17-1 - Recovery of persons from the water



Background: The IMO had agreed (in May 2006) that SOLAS should be amended to require all ships to have a means onboard to recover
persons from the sea who were unconscious or otherwise unable to help themselves. It had also been agreed that performance standards for
these systems were needed before the amendment should enter into force. Following lengthy discussions it has been agreed that guidelines
rather than a performance standard should be developed. The amendment to SOLAS needed amending to reflect this change.

Summary: SOLAS regulation III/17-1 has been amended to require all ships to have ship-specific plans and procedures for the recovery of persons
from the water.

Implication: All ships will need to ensure that they have plans and procedures onboard showing how the ship can recover persons from the sea.

Application: To new SOLAS ships constructed on or after 1 July 2014. To existing SOLAS ships by the first intermediate or first renewal survey
after 1 July 2014.
.


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Draft MSC resolution on Implementation of SOLAS regulation III-17-1 to ships other than those engaged in international voyages

rather than a performance standard should be developed. The SOLAS amendment to chapter III is only applicable to ships on international
voyages, this resolution will encourage flag administrations to consider the extent to which the SOLAS provisions should apply to ships which are
not covered by SOLAS chapter III.

Summary: SOLAS contracting Governments are invited to determine the extent to which SOLAS III/17-1 should apply to cargo ships below 500
gt engaged on any voyage, cargo ships of more than 500 gt not engaged on international voyages, passenger ships not engaged on
international voyages, fishing vessels, high speed craft, dynamically supported craft, special purpose ships, and mobile offshore drilling units.

Implication: Non-SOLAS ships will need to discuss with their Flag Administration the extent to which they will be required to have plans and
procedures on board for the recovery of persons from the water.

Draft MSC circular on Guidelines for development of plans and procedures for recovery of persons from water

Draft MSC circular on Guidelines for development of plans and procedures for recovery of persons from water

rather than a performance standard should be developed.

Summary: These guidelines include references to other circulars which are of use when drawing up plans, matters which need to be considered
when developing plans and procedures, and a requirement for drills to ensure that crews are familiar with what they need to do.

Implication: All SOLAS ships (and certain non-SOLAS ships as determined by the flag administration) will need to have onboard plans and
procedures demonstrating how persons can be recovered from the water. It is expected that the plans and procedures will be in accordance
with these guidelines.

Application: To SOLAS ships constructed on or after 1 July 2014. To SOLAS ships constructed before 1 July 2014 at the first intermediate or
renewal survey after that date.

186-D Revision of the IBC Code

70


Under discussion by the Maritime Safety Committee (MSC) and Marine Environment Protection Committee (MEPC)

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

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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-X Draft amendments to the International Convention on Load Lines, 1966, as modified by the protocol of 1988 relating to -
Regulation 27

Estimated entry into force - 1 July 2014 - MIGHT BE SUBJECT TO THE FURTHER CHANGE


Background: As part of the developments on guidelines for verification of damage stability requirements for tankers, some ambiguities in the
damage stability requirements contained in the 1966 Load Line Convention and its Protocol of 1988 were identified. Amendments to the
relevant regulations 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 not be any major implications.

Application: To ships which have to comply with the damage stability requirements of the Load Line Convention.

239-X Draft Amendments regulation SOLAS II-2/4.5.5 and the IBC Code for requiring inerting for tankers of less than 20,000 DWT but
more than 8,000 DWT

Estimated entry into force 1 January 2015 - SUBJECT TO MEETING THE CONDITION FOR THE ENTRY INTO FORCE

Under discussion by the Sub-Committee on Fire protection (FP)

Background: Currently, tankers of less than 20,000 dwt are not required to be fitted with a fixed Inert Gas System (IGS). Following several
casualty reports on the explosion of tankers, IMO has been addressing this issue since MSC 83 (October 2007).

At FP 53 (April 2010) it was agreed that new oil tankers of below 20,000 tonnes dwt carrying low-flash point cargoes should be fitted with IGS.

72

The lower dwt limit for the application of such requirements was left for further discussion. It was recognizing that a lower limit could be
introduced by modifying provisions in SOLAS regulation II-2/4.5.5. FP 53 also agreed to develop requirements for the installation of inert gas
systems on new chemical tankers; however, since chemical tankers present more operational complexity than oil tankers, separate requirements
may need to be developed to cover them by means of amending SOLAS regulation II-2/4.5.5.2.

FP 54 agreed that amendments to SOLAS regulation II-2/4.5.5 which lead to IGS being a requirement for new oil tankers below 20,000 dwt
would trigger amendments to other mandatory instruments (IBC Code and FSS Code) and other non-mandatory circulars (e.g. resolution
A.567(14)). Requirements of IGS for chemical tankers would affect IBC Code chapter 17 and 18 cargoes..

Summary: FP55 prepared draft amendments to SOLAS II-2/4.5.5 and agreed a lower application limit of 8,000 (dwt) applicable to new oil and
chemical tankers, carrying low flash point cargoes, constructed (keel laid) on or after 1 January 2015. Nitrogen was agreed as the only medium
to be used for inerting cargoes on chemical tankers. Draft SOLAS amendments were prepared to allow the use of equivalent systems in lieu of
fixed inert gas systems installations on tankers between 8,000 dwt and 20,000 dwt. For chemical tankers, inert gas system in compliance with
the Fire Safety Systems Code may be replaced by other requirements currently been developed by IMO (Guidelines). FP 55 agreed that inerting
of cargo tanks after loading was an operational matter.
The draft amendments are going to be finalised at FP 56. These requirements will apply to new oil and chemical tankers, carrying low flash point
cargoes, constructed on or after 1 January 2015.

Implication: The requirement will impact the design and operation of small oil and chemical tankers. Seafarer training should be taken into
account. Owners/managers should take into account that IMO has developed separate guidelines on tank entry for tankers using nitrogen as an
inerting medium (MSC.1/Circ.1401) which gives specific procedures and minimum precautions to be followed when persons enter a tank that
has contained Nitrogen. This new guidance also includes the format of a tank entry permit for use when entering tanks. It is intended that this
guidance is to be used in conjunction with the Revised recommendations for entering enclosed spaces aboard ships to be adopted by the 27th
Assembly (November 2011). Ships which use Nitrogen as an inerting medium and ships where Nitrogen may be present in tanks should review
their tank entry procedures to take account of the new recommendations

Application: The lower limit was set to 8,000 dwt for new oil tankers and chemical tankers carrying low-flash point cargoes constructed on or
after 1 January 2015

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240

IMSBC Code amendments 02-13

Estimated entry into force 1 January 2015- MIGHT BE SUBJECT TO THE FURTHER CHANGE

Under discussion by the Sub-Committee on Dangerous Goods, Solid Cargoes and Containers (DSC)

Background: This is a routine updates to harmonize the development at UN side and to update and add new cargo schedules to Appendix 1 of
the Code.
Summary: IMSBC Code Amendments 01-11 were finalised and adopted at MSC 89. These came into force voluntarily on 1 January 2012 and
will become mandatory on 1 January 2013. The next set of amendments are therefore (02-13) which are to be finalised at DSC 17 (September
2012) for adoption at MSC 92 in May 2013 and these will come into effect voluntarily from 1 January 2014 and on a mandatory basis from 1
January 2015.
Implications: Not known at this stage
Application: All ships carrying solid bulk cargoes regardless of ship type or date of construction from:
1 January 2014 on voluntary basis
1 January 2015 on mandatory basis.
Despite that the revision has not been concluded, MSC 90 approved an MSC circular for early implementation of the revised code (MSC.1/Circ.
MSC.1/Circ. 1441) in order to prevent incidents associated with liquefaction of solid bulk cargoes.

242 The IMO Instruments Implementation Code (III Code)


Under discussion by the Sub-Committee on Flag State Implementation (FSI)

Background: A new code is being developed, to make current voluntary code that applies to flag Administrations mandatory. The objective of
this code is to enhance global maritime safety and protection of the marine environment and assist States in the implementation of instruments
of the IMO.

Summary: The code covers various elements, and stipulates obligations of Flag, Coastal and Port States.

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Implication: No directly impact to the industry.

Application: To the government


While the code was being prepared as a new Assembly Resolution, relevant amendments to the international conventions are also prepared to
make the code mandatory via these conventions. Proposed changes are:
New chapter XIII of the SOLAS
New Annex B to the Load Line Convention
Amendments to MARPOL Annexes I, II, III, IV and IV

243 Draft Code for Recognized Organizations (RO Code)


Under discussion by the Sub-Committee on Flag State Implementation (FSI)

Background: Current mandatory resolution A.739 (18) - "Guidelines for the authorization of organizations acting on behalf of the
Administration, and A.789 (18) - Specifications on the survey and certification functions of recognized organizations acting on behalf of the
Administration have been reviewed to develop as a mandatory code, taking into account the developments of various standards

Summary: The Code serves as the international standard and consolidated instrument containing minimum criteria against which organizations
are assessed towards recognition and authorization and the guidelines for the oversight by flag States.

Implication: No directly impact to the industry.

Application: To the government


While the code was being prepared as a new Assembly Resolution, relevant amendments to the international conventions are also prepared to
make the code mandatory via these conventions. Proposed changes are:
SOLAS regulation XI-1/1
1988 Protocol to 1966 Load Line Convention Annex I regulation 2-1.
MARPOL Convention Annex I regulation 6

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MARPOL Convention Annex II regulation 8

244 Draft Amendments to the International Safety Management (ISM) Code


Under discussion by the Sub-Committee on Standards of Training and Watchkeeping (STW)

Background: The Joint Working Group on Human Element established within the STW Sub-Committee was tasked to review ISM Code with a
view to improving its implementation in order to make it more effective and user-friendly.

Summary: Elements, such as major non-conformity, safe manning were addressed.

Implication: The change will require updates of various documents/manuals to meet the requirements of the ISM Code.

Application: All ships and management companies.


Simultaneously, amendments to the following instruments were proposed:
Amendments to the Revised Guidelines on Implementation of the International Safety Management (ISM) Code by Administrations
(resolution A.1022(26))
Amendments to the Guidelines for the operational implementation of the International Safety Management (ISM) Code by Companies
(MSC-MEPC.7/Circ.5)

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

76

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.

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

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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 L60m;
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.

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Expected entry January 2016 and after
154

Ballast Water Management Convention adopted by 2004 BWM Conference

Estimated entry into force 1 January 2016 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

79

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
Engineering Questionnaire on Ballast Water Management Systems

BWM.2/circ.29
Revised by
BWM.2/circ.29/rev.1
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
Guidance on scaling of ballast water management systems

The most updated information on the Ballast Water Technology is made available on the Lloyds Registers website:
http://www.lr.org/sectors/marine/Services/Environment/biosecurity/bwt.aspx

80

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 the same link as above.

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 ships 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 Peter Catchpole, he can be contacted directly by email: peter.catchpole@lr.org

185-X

Development of the mandatory IGF Code - renamed international code of safety for ships using gases or other low flashpoint
fuels


81

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.

82

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)
Lloyds 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 Lloyds Registers 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)


Under discussion by the Sub-Committee on Fire Protection (FP)

83

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.

Lloyds Register has been intimately involved in the SIGTTO project to develop a revised IGC Code. Significant technical input has been given by
Lloyds Registers specialists as members of the working groups.

At BLG 16 (Jan-Feb 2012), there was substantial progress on the draft text of the code; requirements have been revised to reflect developments
in technology as well as many editorial improvements. The draft developed at BLG will be forwarded to other relevant Sub-Committees for their
review:

The major changes to the existing code include:
A goal statement has been added to each chapter, although the requirements remain prescriptive
The definition and delineation of gas dangerous spaces has been changed to reflect IEC practice
Changes to the separation of the cargo tank from the side shell.
Safety principles and functional requirements introduced into Chapter 4 - Cargo containment
Introduction of limit state methodologies for novel configuration of cargo containment design that cannot meet prescriptive requirements

84

given in the draft revised IGC Code. A further guidance for this limit state methodologies are being developed by the BLG Sub-
Committee.
Introduction of new material grade FH
Cargo tank pressure relief valve - n the event of a failure of a cargo tank pressure relief valve a safe means of emergency isolation shall be
allowed.
Introduction of requirements for vapour oxidation which include boilers and gas combustion units
Substantial revision of Chapter 10 Electrical Systems, to reflect current IEC requirements

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 gas carriers regardless of size.
.

217 - X

Amendments to SOLAS regulation V/22 - Navigation Bridge Visibility


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.

IMSC 90 could not approve the draft text as there still remains large number of vague expressions. The text was sent back to the NAV Sub-
Committee for further consideration.

Summary: NAV 58 did not reach a conclusion on the revised draft SOLAS Chapter V/22 as requested by MSC 90. There were differing opinions,
some Members States wanted a full revision of SOLAS regulation V/22 while other Members were of the opinion that a partial review of
ambiguous text that affected the stowage of containers above the line of visibility, such as Height of lower edge of bridge front windows with
respect to minimum lower height, size of window framing and the unclear use of computerized dynamic loading program or other methods,
has to be thoroughly discussed by a proper technical group not currently available at NAV 58. NAV 58 concluded that without a new
unplanned output, i.e., to change that task from simple clarification to significant upgrading of the requirements..

Implication: Until the revised task is approved, it is not possible to predict final outcome and impact to the industry. However, the following can
be envisaged.
Shipbuilders: The changes introduced above will require significant change in ships design. It will not be limited to the navigation bridge but

85

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.

192
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 ships 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 ships (non-passenger ships) of 500 gt or over engaged on
international voyages.

86

241-D Mandatory Polar code

Estimated entry into force 1 January 2017 - SUBJECT TO MEETING THE CONDITION FOR THE ENTRY INTO FOCE

Under discussion by various Sub-Committees lead by the Sub-Committee on Ship Design and Equipment (DE)

Background: There has been a notable increase in shipping activities in the polar regions, particularly now that ice free waters are expanding in
the Arctic. The IMO has previously issued some guidelines for ships operating in polar areas (resolution A.1024(26) Guidelines for ships
operating in polar waters) but it was agreed that some mandatory requirements are needed.

The IMO has been discussing this for a number of sessions and a correspondence group has been further developing text

Summary; The draft code under discussion comprises a comprehensive set of requirements including stability, ice strengthening, ice operation,
life saving appliances, radiocommunication, navigational equipment and training as well as the competency of seafarers on ships which navigate
in ice conditions.

The importance of including non-SOLAS ships has been raised by some delegations. It was, however, noted that a decision had been taken to
cover SOLAS ships first and then non-SOLAS ships.

The various environmental issues (discharge of grey water, black carbon emissions and others) have been extensively discussed. The DE Sub-
Committee noted that MEPC had been asked to provide further direction for this area, and agreed that environmental matters would not be
discussed until such time as MEPC had given clear instructions.

Draft text for the various chapters which would require input from other Sub-Committees has been circulated to them.

Implication: All clients are advised that the current non-mandatory guidelines have been widely used and have contributed to the new
mandatory code. However there will be further implications for ships trading in the polar regions when the mandatory code is finalised. It is
expected that the new code will have stricter requirements on structural and anti-pollution measures, and requirements for the testing of
equipment for use in ice conditions will be developed and will be to a higher standard. Training requirements are being reviewed and the
expectation is that experience in ice conditions will be introduced as a requirement.

Application; Applicability is still to be decided. Currently the code will apply as a minimum to SOLAS ships, and there is discussion on the extent
of application to non-Convention vessels (e.g. fishing boats, yachts, naval vessels). Ships which do not operate in polar waters will not have to
comply with the requirements of the code.

155 Ship recycling Convention adopted by 2009 SR Conference

87


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

88

(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.

Lloyds 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 Lloyds Register website
http://www.lr.org/sectors/marine/documents/223320-ship-recycling-practice-and-regulation-today.aspx


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

89


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.

90

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Lloyd's Register Group Limited, its affiliates and subsidiaries and their respective officers, employees or agents are, individually and
collectively, referred to in this clause as 'Lloyd's Register'. Lloyd's Register assumes no responsibility and shall not be liable to any person for
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