Lloyds Register - Future IMO Legislation (August 2013)

Future IMO legislation
August 2013
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
August 2013; the major topics currently under discussion
and development (discussions up to MSC 92 (June 2013)).
Lloyds Register : Future IMO Legislation
Lloyd's Register August 2013

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, SOLAS regulation V/19 entered into force on 1 January 2011, however, the requirements applies on different dates depending
on type and size of ship, as well as whether target is a new ship or retrofitting to an existing ship.

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 FP 56, COMSAR 17, BLG 17, SLF 55, FSI 21, DE 57, STW 44, MEPC 65 and MSC 92. The item ID number is the reference
used in this document for the detailed entry.

Significant approvals or adoptions:

MARPOL amendments were adopted which extend the Energy Efficiency Design Index (EEDI) regulatory framework to include ro-ro ships, cruise passenger
ships with non-conventional propulsion and to exempt cargo ships with ice-breaking capacities (ID 188).

SOLAS amendments were adopted which will require drills at least once every two months for entry into enclosed spaces and rescue of personnel from the
space, from 1 January 2015 (ID 248).

SOLAS amendments were adopted to require muster drills prior to, or immediately upon, departure for ships where passengers will be on board for more
than 24 hours, from 1 January 2015 (ID 249).

Following a review of NOx emissions reduction technology, a 5-year delay to the entry into force of the Tier III controls for NOx emissions under MARPOL
Annex VI was agreed. However this remains subject to adoption at MEPC 66 and we recommend waiting for this conclusion (ID 263-D).

SOLAS amendments were approved which would require inert gas systems for new oil and chemical tankers between 8,000 and 20,000 dwt (ID 239-D).

The draft text for a comprehensive revision of the International Code for the Construction and Equipment of Ships Carrying Liquefied Gases in Bulk (IGC
Code) was approved. It has been prepared as a set of amendments to the existing IGC Code, rather than a new code (ID 189-D).

SOLAS amendments were approved which will require additional means of escape from machinery spaces for new passenger and cargo ships, and the
means to ensure additional protection to open ladders forming part of escape routes or providing access to them (ID 254-D).


Significant new items being considered or milestones in ongoing developments:

A draft Assembly resolution to support a smoother entry into force of the Ballast Water Convention has been agreed. If adopted by IMOs Assembly in
November 2013 there will be a new schedule for compliance for ships constructed before the entry into force of the Convention (ID 154).

Norway became the first national administration to ratify the Ship Recycling Convention (ID 155).

A proposal is being discussed for oil tankers to be fitted with a stability instrument capable of verifying compliance with the relevant intact and damage
stability requirements, or in some instances to have access to a remote system such as shore support instead (ID 255-D).

New requirements for the fire resistance of ventilation ducts for new ships are under consideration, which would require additional inspection hatches, fire
dampers and extended insulation (ID 252-D).

Significant entries into force in the near future:

The ILO Maritime Labour Convention 2006 will enter into force on 20 August 2013 (ID ILO 0001).

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

None at this time.
Lloyds Register Marine Business Stream : Future IMO Legislation, January 2013
5

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

From
page
Ship type
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
11
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
21
182*
188
188-1
182*
188
188-1
182*
188
188-1
167
182*
188
188-1
182*
188
188-1
182*
188
188-1
182*
188
188-1
198
182*
188
188-1
182*
188
188-1
182*
188
188-1
188-1 188-1
1 August 2013 32 233 233 233 233 233 233 233 233 233 233
20 August 2013 32 ILO0001 ILO0001 ILO0001 ILO0001 ILO0001 ILO0001 ILO0001 ILO0001 ILO0001 ILO0001
1 January 2014
34
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 June 2014 44 186
1 July 2014
46
158*
159*
182*
199
201
219
220
221
222
223
226
227
235
236
250
158*
159*
182*
199
201
208
219
220
221
222
223
224
226
227
235
236
250
158*
159*
182*
183
199
201
202
208
219
220
221
222
223
224
226
227
235
236
250
158*
159*
182*
199
201
208
219
220
221
222
223
225
226
227
235
236
250
158*
159*
182*
199
201
208
219
220
221
222
223
225
226
227
235
236
250
158*
159*
182*
199
201
208
219
220
221
222
223
226
227
235
236
250
158*
159*
182*
199
201
202
208
219
220
221
222
223
226
227
235
236
250
158*
159*
182*
199
201
202
208
219
220
221
222
223
226
227
235
236
250
158*
159*
182*
199
201
208
219
220
221
222
223
226
227
235
236
250
158*
159*
182*
183
199
201
202
208
219
220
221
222
223
226
227
235
236
250

1 October 2014 64 247 247 247 247 247 247 247 247 247 247
1 January 2015
64
150-1*
244
248
266
150-1*
244
248
249
150-1*
244
248
249
150-1*
244
248
266
150-1*
244
248
266
150-1*
244
248
266
150-1*
240
244
248
150-1*
244
248
266
150-1*
244
248
266
150-1*
244
248
266

Lloyds Register Marine Business Stream : Future IMO Legislation, August 2013
6

266 266 266
1 July 2015 69 159* 159* 159* 159* 159* 159* 159* 159* 159* 159*
1 January 2016
70
150-1*
153-1*
150-1*
153-1*
195*

150-1*
153-1*
195*
150-1*
153-1*
150-1*
153-1*
150-1*
153-1*
150-1*
153-1*
150-1*
153-1*
150-1*
153-1*
150-1*
153-1*
153-3*
1 July 2016
72 159* 159* 159*
159*
175
159* 159*
159*
175
159* 159* 159*
1 July 2017 73 159* 159* 159* 159* 159* 159* 159* 159* 159* 159*
1 January 2018
73 195* 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
7

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

From
page
Ship type
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
75
232
265
232
264
265
232
264
265
232
265
232
265
232
264
265
232
265
232
265
232
265
232
264
265

Expected
January 2016
onwards
81
154
155
217
234
241
246
252
253
254
255
256
258
259
260
262

154
155
185
217
234
241
246
252
253
254
255
256
258
259
260
262
154
155
185
217
218
234
241
246
252
253
254
255
256
258
259
260
262
154
155
185
192
217
234
239
241
246
252
253
254
255
256
258
259
260
261
262
154
155
185
192
217
234
239
241
246
252
253
254
255
256
258
259
260
262
154
155
189
192
217
234
241
246
252
253
254
255
256
258
259
260
262
154
155
185
192
217
234
241
246
252
253
254
255
256
258
259
260
261
262
154
155
185
192
217
234
241
250
246
252
253
254
255
256
258
259
260
262
154
155
185
192
217
234
241
246
252
253
254
255
256
258
259
260
262
154
155
185
192
217
218
234
241
246
252
253
254
255
256
258
259
260
262
155 155
155
256

8

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

From
page
Ship type
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
11
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
21
182*
188-1
182*
188-1
182*
188-1
182*
188-1
182*
188-1
182*
188-1
182*
188-1
198
182*
188-1
182*
188-1
182*
188-1
188-1 188-1
1 August 2013 32 233 233 233 233 233 233 233 233 233 233
20 August 2013 32 ILO0001 ILO0001 ILO0001 ILO0001 ILO0001 ILO0001 ILO0001 ILO0001 ILO0001 ILO0001
1 January 2014
34
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 June 2014 44 186
1 July 2014
46
158*
159*
182*
199
214
219
226
227
235
236
250
158*
159*
182*
199
214
219
226
227
235
236
250
158*
159*
182*
199
214
219
226
227
235
236
250
158*
159*
182*
199
214
219
226
227
235
236
250
158*
159*
182*
199
214
219
226
227
235
236
250
158*
159*
182*
199
214
219
226
227
235
236
250
158*
159*
182*
199
214
219
226
227
235
236
250
158*
159*
182*
199
214
219
226
227
235
236
250
158*
159*
182*
199
214
219
226
227
235
236
250
158*
159*
182*
199
214
219
226
227
235
236
250

1 October 2014 64 247 247 247 247 247 247 247 247 247 247
1 January 2015
64
150-1*
244
248
266
150-1*
244
248
249
266
150-1*
244
248
249
266
150-1*
244
248
266
150-1*
244
248
266
150-1*
244
248
266
150-1*
244
248
266
150-1*
240*
244
248
266
150-1*
244
248
266
150-1*
244
248
266

1 July 2015 69 159* 159* 159* 159* 159* 159* 159* 159* 159* 159*
1 January 2016
70
150-1*
153-1*
150-1*
153-1*
150-1*
153-1*
150-1*
153-1*
150-1*
153-1*
150-1*
153-1*
150-1*
153-1*
150-1*
153-1*
150-1*
153-1*
150-1*
153-1*
153-3*
9

1 July 2016 72 159* 159* 159* 159* 159* 159* 159* 159* 159* 159*
1 July 2017
73 159* 159* 159* 159* 159* 159* 159* 159* 159* 159*
1 January 2018
73 195* 195*
10

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

From
page
Ship type
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
75
232
265
232
265
232
265
232
265
232
265
186
232
265
232
265
232
265
232
265
232
265

Expected
January 2016
onwards
81
154
155
217
232
234
241
246
255
258
259
262
154
155
185
217
232
234
241
246
255
258
259
262
154
155
185
217
218
232
234
241
246
255
258
259
262
154
155
185
192
217
232
234
241
246
255
258
259
261
262
154
155
185
192
217
232
234
241
246
255
258
259
262
154
155
189
192
217
232
234
241
246
255
258
259
262
154
155
185
192
217
232
234
241
246
255
258
259
261
262
154
155
185
192
217
232
234
241
246
255
258
259
262
154
155
185
192
217
232
234
241
246
255
258
259
262
154
155
185
192
217
218
232
234
241
246
255
258
259
262
155 155 155


11

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.

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 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 the
date of entry into force as of 1st July 2010. Consequently the reduction in the SECA / ECA limit to 1.00% m/m would also so be
delayed.

Summary: Revised entry dates on the key issues
SOx control
Global Emission Control Area
Currently: 4.5% Currently:1.5%
From entry into force of revised Annex (
1 July 2010) 4.50 %
1 July 2010: 1.00%
1 January 2012: 3.50% 1 January 2015: 0.10%
1 January 2020: 0.50%
(or 1 January 2025: 0.50% depending of
the review of the fuel availability in
2018)

NOx control
Tier II control 1 January 2011
Tier III control (Emission Control Area
only)
1 January 2016

NOx control new engine
12

The following requirements were adopted at MEPC 59.

For ships built between 1 January 2000 and 31 December 2010 (Tier I limits):
The requirement applies to each marine diesel with a power output of more than 130kW

17 g/kWhr where n is less than 130 rpm;
45.0 x n (-0.2) g/kWhr when n is 130 rpm or more but less than 2000 rpm;
9.8 g/kWhr when n is 2000 rpm or more
where n = rated engine speed (crankshaft revolutions per minute).
Note: These are the current MARPOL Annex VI, Regulation 13 limits.

For ships built between 1 January 2011 and 31 December 2015 (Tier II limits):
The requirement applies to each marine diesel with a power output of more than 130kW

14.36 g/kWhr where n is less than 130 rpm;
44.0 x n (-0.23) g/kWhr when n is 130 rpm or more but less than 2000 rpm; 7.66 g/kWhr when n is 2000 rpm or more

For ships built after 1 January 2016 (Tier III limits):
(The requirement applies to a diesel engine installed on a ship with a length of 24 metre or over; or to a diesel engine installed on a
ship with a combined nameplate diesel engine propulsion power of 750kW or more)
When operating with designated Emissions Control Areas:
3.4 g/kWhr where n is less than 130 rpm;
9.0 x n (-0.2) g/kWhr when n is 130 rpm or more but less than 2000 rpm;
1.96 g/kWhr when n is 2000 rpm or more

When operating outside a designated Emissions Control Area the Tier II limits shall apply.

Note: Operation within a designated Emissions Control Area will require the operation of exhaust gas treatment devices, such as a
Selective Catalytic Reduction (SCR) device.

Regulation 18.4 Gas fuelled ships and definition of fuel
The Committee agreed to exempt certain gas fuels such as LNG, CNG and LPG from those aspects of Regulation 18 which covers
bunker delivery notes and MARPOL samples together with the associated supplier controls.
The following was added to the Regulation 18.4:
Paragraph 5.6, 7.1 7.2, 8.1, .8.2,9.2, 9.3 and 9.4 of this regulation do not apply to gas fuels such as LNG, Compressed natural gas,
or liquefied petroleum gas. The sulphur contents of the gas fuel deliver to the ship specifically for combustion on board that ship
shall be provided by the supplier.
13

VOC Management Plan
With effect from July 1, 2010, every tanker carrying crude oil will be required to have on board and implement a ship-specific VOC
Management Plan, approved by the Administration.

The plan should be prepared taking into account guidelines contained in resolution MEPC.185 (59) and MEPC.1/Circ.680. The
purpose of the plan is to ensure that VOC emissions resulting from tanker operations to which regulation 15.6 applies are prevented
or minimised as much as possible.

A ship-specific VOC Management Plan must at the least provide written procedures for minimising VOC emissions during:
loading of cargo
sea passage, and
discharge of cargo.

Additionally, VOCs generated during crude oil washing need to be considered.

If tanker design modifications (such as increasing the pressure of the cargo tanks) are to be made to minimise VOC emissions,
strength aspects need to be considered and comprehensive calculations have to be carried out to confirm the structural strength and
other related issues. This information must be provided within the VOC Management Plan when submitting it for approval.

Marine Fuel Oil specification
MEPC 59 agreed that the matter should be left to ISO, however, it was also agreed to forward a request to verify the status of
substances given in the indicative list of parameters developed by the Committee.

Definition of sulphur
MEPC 59 agreed that referencing ISO Standard should be sufficient.

Procedure to verify sulphur content in fuel oil
MEPC Circular on a Unified Interpretation concerning Sulphur Limits in Fuel and Fuel Oil Verification Procedure for MARPOL Annex VI
was approved.

Implication and application of this part of the section
SOx control is matter of ship operation thus up to the effort of the petroleum industry, while ship will be required to be capable of
using more than one fuel in order to operate in emission control areas. NOx control relates to the engines onboard. Shipbuilders and
shipowners are invited to pay due attention to the development, especially application to existing engines installed between 1990
and 2000.

14

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.

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 systems for which, numbers of regulatory developments are still required.

National Administration / Recognized Organization: Significant impact. It may require additional resources and expertise for the
proper implementation of the new requirements. Development of the policy / standard for the requirement to the existing engine
needs careful attention.

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

Reference - LR Classification News No. 19/2011 and No. 33/2012, available at CDLive ClassNews link

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.

15

Implication:
Shipbuilder/Equipment manufacture: Required to meet the new standard introduced by this code.
National Administration / Recognized Organization: To prepare new type approval and survey procedures based upon the new code.
Application: Engines over 130 kW irrespective of the size of ship onto which such engines are subsequently installed.

Reference - LR Classification News No. 22/2010, available at CDLive ClassNews link

153-1
1 January 2011

SOLAS 1974. Chapter II-2 Regulations 1 and 19 Carriage of dangerous goods (Note to table 1 and 2 and entire table
19.3)

Adopted by Resolution MSC.269(85)

Background: The proposal was to update the Note 1 to table 19.1 and 19.2 as well as replace entire table 19.3 with the relevant
amendments to regulation 1. The similar amendments were proposed together to chapter 7 of the HSC Code.

Summary: The changes have been made to eliminate inconsistencies between SOLAS and the IMDG Code and will mainly affect the
requirements for the carriage of dangerous goods in packaged form. There will be little or no effect on vessels carrying only solid
dangerous goods in bulk.

Implication: No changes are required to ship construction but the dangerous goods cargo classes which vessels can carry may be
affected.

Application (further amendments were approved at MSC 89 look at 214-D): New ships (constructed on or after 1 January 2011).
They are applied to existing ships through amendments to Chapter II-2, regulation 1. The following ships must comply no later than
the date of the first renewal survey on or after January 1, 2011:
cargo ships of 500 gt and above and passenger ships constructed on or after September 1,1984, but before January 1, 2011,
and
cargo ships of less than 500 gt constructed on or after February 1, 1992, but before January 1, 2011.

Exceptions
Chapter II-2, regulation 1 exempts older vessels from complying with certain requirements of the revised regulation 19 if they differ
from those contained in the previous regulation 19 and the older regulation 54, which is being phased out. Specifically:
alterations to cargo space fire detection systems are not required on older vessels if the revised regulation 19 requirements
are different, and
vessels built before July 1, 1998, do not need to comply with the revised regulation 19 ro-ro space separation requirements.

Note: The MSC 85 confirmed that the provisions of regulation II-2/19 do not apply to dangerous goods in excepted quantities
16

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
January 2011 for existing crafts (crafts constructed on or after 1 July 2002).

Note: 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
17

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.

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
Non-passenger ships 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
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-
18

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
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;
19

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
Others 50,000 and above 1 July 2013 Not later than the first survey* on or after
1 July 2016
20,000 and above
but less than 50,000
1 July 2013 Not later than the first survey* on or after
1 July 2017
10,000 and above
1 July 2013 Not later than the first survey* on or after
1 July 2018
3,000 and above
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.


20

209
1 January 2012
2010 STCW Convention and STCW Code

Adopted by 2010 Manila Conference

Background: The original STCW convention was adopted in 1979. The totally revised convention, supplemented by the STCW Code
was adopted in 1995. Further comprehensive revision to the convention was concluded in 2010.

Summary: Major changes are
Update standards of competence required, particularly in light of emerging technologies;
Detailed requirements on hours of work and rest, prevention of drug and alcohol abuse, and medical fitness standards for
seafarers.
Improved measures to prevent fraudulent practices associated with certificates of competency and strengthen the evaluation
process (monitoring of Parties' compliance with the Convention).
New certification requirements for able seafarers.
New requirements relating to training in modern technology such as electronic charts and information systems (ECDIS).
New requirements for marine environment awareness training and training in leadership and teamwork.
New training and certification requirements for electro-technical officers.
Updating of competence requirements for personnel serving on board all types of tankers, including new requirements for
personnel serving on liquefied gas tankers.
New requirements for security training, as well as provisions to ensure that seafarers are properly trained to cope if their ship
comes under attack by pirates.
Introduction of modern training methodology including distance learning and web-based learning.
New training guidance for personnel serving on board ships operating in polar waters.
New training guidance for personnel operating Dynamic Positioning Systems.

Implication: Shipowners and managers are to note:
Implication of the rest change made to the rest periods may affect manning level
During the transitional periods, owners must ensure that seafarers will have new certificates meeting new standard.

Application
Seafarers working onboard (not relevant to ship type). While the requirements entered into force on 1 January 2012, there are 5
year transitional period granted for taking full effect (until 1 January 2017).

Relevant instruments
STCW.7/Circ.16 Clarification of transitional provisions relating to the 2010 Manila Amendments to the STCW Convention and Code
(e.g., Switch over of the training programme from 1 July 2013)
21

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.
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:
22

Area of application
Design of the coating system
Primary and secondary surface preparation
Inspection and verification requirements
Test procedures for coating systems.

Alternative coating systems can also be considered under this standard. Details of test procedures are included in the standard.

Implications:
Owner and builders: the coating standard will affect the fabrication process of a crude oil tanker and to some extent, the design
itself. Builders would be required to have a qualified paint inspector for the job.
Flag Administrations and their ROs (classification societies): to be ready for the appropriate implementation once this discussion is
concluded by the IMO.

2. Resolution MSC.289(87) on Performance standard for alternative means of corrosion protection for cargo oil tanks of crude oil
tankers
This standard currently only contains requirements for corrosion resistant steel. As the alternative means of corrosion protection
(other than protective coatings covered in the above standard) are developed, additional annexes may be written and added to this
standard. The current annex includes requirements for the testing of corrosion resistance steel.

Implications:
Owner and builders: the standard will affect the fabrication of crude oil tankers and, to some extent, the design itself.
Flag Administrations and their ROs (classification societies): to be ready for the appropriate implementation.

3. MSC.1/Circ. 1381 - Updating footnotes of Performance Standards for Protective Coating (PSPC) for Cargo Oil Tanks of Crude Oil
Tankers (resolution MSC.288 (87)) and Performance Standard for Protective Coatings for Dedicated Seawater Ballast Tanks in all
Types of Ships and Double-Side Skin Spaces of Bulk Carriers (MSC.215 (82))

An updates of the footnote in MSC.288 (87) to include new testing standards for alternative testing technology was agreed. A
similar for the PSPC for Ballast Water Tank (MSC.215 (82)) were also agreed.

Implication: Builders will have another option for measuring salt limit during construction which may facilitate their work.

Application: For the construction of ships subject to SOLAS regulations II-1/3-2 or/and 3-11. In general this will be applicable to all
ship types of 500 gt or more. (this footnote covers both regulations II-1/3-2 and II-1/3-11)

4. MSC.1/Circ. 1399 on Guidelines on the procedures for in-service maintenance and repair of coating systems for cargo oil tanks
23

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.

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

24

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 minimise accidents associated with on load release mechanism the IMO developed amendments to SOLAS
regulation III/1.5, the LSA Code chapter IV, and Recommendations on the test procedure for Life Saving Appliances (MSC.81 (70))
with a view to applying the requirements to both new and existing ships on-load release and retrieval systems. The circular
MSC.1/Circ.1392 was also developed to evaluate compliance of existing on-load release and retrieval systems.

Summary: As a result of many years of discussion the Guidelines for Evaluation and Replacement of Lifeboat Release and Retrieval
Systems (MSC.1/Circ.1392) were finalised by DE 55. These guidelines consist of a multi stage evaluation: initial design assessment of
each release mechanism type by the manufacturer; a design review by the Flag Administration and/or Recognised Organisation
against relevant parts of the LSA Code, followed by a performance test; and reporting of the results of the evaluation to the IMO.
Additionally, an onboard verification will be carried out (one-time follow up overhaul examination) for every operating mechanism on
every ship.

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

2. Resolution MSC. 320 (89) which revises the LSA Code (Chapter IV). The expected entry into force date is January 1, 2013.
The main purpose of the revision of chapter IV of the Code is to prevent unexpected accidents during lifeboat drills and/or
inspections.

3. MSC.1/Circ.1392, Guidelines for Evaluation and Replacement of Lifeboat Release and Retrieval Systems. These Guidelines are
only applicable to existing RRS. They cover: design review; performance test; reporting the evaluation results for existing RRS;
one-time follow-up overhaul examination; and procedure for replacing non-compliant RRS.

4. MSC.1/Circ.1393, MSC circular on Early Application of new SOLAS regulation III/1.5. This circular clarifies the application to
new ships and encourages the use of compliant on-load RRS at the earliest opportunity.

25

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

Implications:
Shipowners & Ship managers:
Existing ships: Identify whether installed lifeboats on-load release mechanisms have been evaluated and identified as being in
compliance with the LSA Code Chapter IV, as amended by MSC.320(89), If not, replacement of release mechanisms will be required.
Further, if the manufacturer of the hooks onboard is no longer in existence, there may be a possibility that such hooks will be
required to be replaced, as design appraisal, etc. may not be possible.
New ships: On-load release mechanisms on lifeboats installed on/after the entry into force date of the amendments to the LSA Code
will be required to comply with the new requirements in full. The application scheme is crucial in this regard see the application
section below.
Manufacturers: Ensure that past and existing lifeboats on-load release mechanism designs have been evaluated as being a safe
design/have a good safety record. If not, then clients will be required to replacement mechanisms. New mechanisms will be
required to comply with the new requirements of the LSA Code in full and be suitably type approved. Manufactures will be required
to undergo a re-approval process for hooks that have previously been approved. There may be additional costs for this process.
Flag Administrations and their Recognized Organizations (classification society): Ensure that existing lifeboats on-load release
mechanism are evaluated to verify compliance with the LSA Code as amended by MSC.320(89) and share this information with
other Administrations.

Application: Lifeboat on-load release hooks as required by the SOLAS chapter III (passenger ships regardless of tonnage engaged on
international voyages and cargo ships (non-passenger ships) of 500 GT or over engaged on international voyages). It is tentatively
agreed that implementation (after the entry into force of the requirement) will be 1 July 2014 for new ships, and first scheduled dry
docking for existing ships. However, it should be noted that design appraisal of the on-load release mechanism and other necessary
verification work should be completed well before that date. Refer to MSC.1/Circ.1393.

Reference - LR Classification News No.09/2011, available at CDLive ClassNews link, LR guidelines on Lifeboat release and retrieval
systems are also available on the website

188
1 January 2013

New Chapter 4 of MARPOL Annex VI Energy Efficiency Design Index (EEDI)

Adopted by Resolution MEPC.203 (62)

Entered into force 1 January 2013

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 now the EEDI is mandatory under Annex VI of the MARPOL Convention which was
26

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 applicable for new ships as given below, except for ships with diesel-electric, steam turbine or hybrid
propulsion system:
(Date)
Ship for which the building contract is placed on or after 1st January 2013;
In the absence of a building contract, the keel is either laid or which is at a similar stage of construction, on or after 1st July
2013;
The delivery of the ship is on or after 1st July 2015.
Additional phase implementation dates are detailed under MEPC.1/Circ.795
(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 are 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.
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
27

Bulk carrier 20,000 DWT
and above
0 10 20 30
10,000
20,000 DWT
n/a 0-10* 0-20* 0-30*
Gas tanker 10,000 DWT
and above
0 10 20 30
2,000
10,000 DWT
n/a 0-10* 0-20* 0-30*
Tanker 20,000 DWT
and above
0 10 20 30
4,000
20,000 DWT
n/a 0-10* 0-20* 0-30*
Container
ship
15,000 DWT
and above
0 10 20 30
10,000
15,000 DWT
n/a 0-10* 0-20* 0-30*
General
Cargo ship
15,000 DWT
and above
0 10 15 30
3,000
15,000 DWT
n/a 0-10* 0-15* 0-30*
Refrigerated
cargo carrier
5,000 DWT
and above
0 10 15 30
3,000
5,000 DWT
n/a 0-10* 0-15* 0-30*
Combination
carrier
20,000 DWT
and above
0 10 20 30
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).
Builder and designers: Potential change to ship/machinery design to reduce GHG emissions. There are several ways to achieve this,
such as
28

Increase ship size: engine power ratio
Reduce light ship weight
Innovative solutions (air bubble friction reduction)
Optimizing propeller efficiency
Hydrodynamics improvement
Speed reduction
Use of renewal power source (Wind, Solar power)
Low carbon fuels (e.g., LNG)
Energy Saving Devices (e.g., WHR, Shaft Generators)

Owners & managers: There are a number of technical and operational measures that can be considered to reduce GHG emissions.

Application: The EEDI needs to be calculated for the ship types listed above which are greater than 400 gt.

The following instruments were also developed in relation to this amendment.

2012 guidelines on the method of calculation of attained EEDI for new ships (Resolution MEPC.212 (63))
The guidelines includes:

Cubic capacity correction factor for chemical tankers based upon the ratio of summer deadweight to volumetric capacity
Cubic capacity correction factor for LNG ships, based upon a similar ratio of summer deadweight to volumetric capacity
Improvements to the ice class correction factors
Agreement on retaining a weather correction factor, fw, and that it is to be set at 1.0 until further work is carried out on
methods to establish more accurate determination of this factor.
Voluntary structural enhancement factor for ships which employ additional design factors to improve structural safety. This
is expressed as a ratio of the deadweight for a reference design to the deadweight of the same design but incorporating the
design enhancements
Correction factor for ships built using the common structural rules (CSR)
A revision to the Capacity term for containerships to be set at 70% deadweight as well as clarification on the interpretation
of the reference lines for this ship type. The required EEDI will be obtained from the reference line plotted against 100%
deadweight for containerships.

Amendments To 2012 Guidelines on the Method of Calculation of the Attained Energy Efficiency Design Index (EEDI) for New Ships
(MEPC 224 (64))
MEPC 64 amended the 2012 Guidelines on Calculation of the EEDI (Resolution MEPC.212(63)) in relation to EEDI calculation
methods for shaft generators and auxiliary engine power PAE. The amendments also amended the guidelines in order to account for
29

ships equipped with more than one engine through summation.

The guidelines for calculation of reference lines for use with the energy efficiency design index (Resolution MEPC.215 (63))
The guidelines for the calculation of these reference lines for use with the EEDI.

The amendments includes removal of any references to ship types for which the reference lines were not agreed (Passenger and
RoRo ship types) as well as some minor textual amendments. The annex to the guidelines was amended to align the references to
the various ship types with those stated in the new Chapter 4 of MARPOL Annex VI.

2012 guidelines for survey and certification of EEDI (Resolution MEPC.214 (63))
The Regulations require that verification of EEDI is carried out for each ship by an authorised Recognised Organisation (RO)
whereupon an International Energy Efficiency Certificate (IEEC) will be issued by the RO on behalf of the Flag State.

The guidelines include an amendment to the text regarding tank tests for individual ships which may be omitted for ships of same
type only and not for ships of similar type.

Unified interpretations (MEPC.1/Circ. 795)
The circular provides interpretations on major conversion, new ships, SEEMP, application to Fruit Juice Carrier, offshore installations.

Interim Guidelines for the Calculation of the Coefficient Fw for Decrease in Ship Speed In A Representative Sea Condition
(MEPC.1/Circ. 796)
Interim guidelines for calculating this coefficient based on the application of Beaufort 6 for all ships and other amendments were
approved at MEPC 64 whilst a correspondence group will further review.

Reference - LR Classification News 15/2011 and 33/2012, available at CDLive ClassNews link

188 -1
1 January 2013

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


Entry into force 1 January 2013

Background: In conjunction with the requirements on EEDI given above, requirements for SEEMP were also adopted at MEPC 62.

Summary: The Regulation requires that all ships of 400 gt or above are to have a Ship Energy Efficiency Management Plan (SEEMP)
onboard which addresses ship-specific energy efficiency measures and which should meet Guidelines developed by the IMO. While
SEEMP is a part of requirements for the newly introduced International Energy Efficiency Certificate (IEE Certificate), the presence of
30

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).
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 fleet by 1 January 2013 (on board on delivery for new
ships; and for existing ships, available to have its presence on board verified at the first intermediate or renewal survey for the IAPP
certificate, whichever is first) may be a challenge as SEEMP must be a ship specific plan.
Flag Administrations and recognized organisations: Completion of the technical guidelines which are under discussion at MEPC prior
to the entry into force of the above requirements is imperative.

Application: SEEMP will be required for all ships, including MODU, FPSO and FSU. For existing ships, the verification of the
requirement to have a SEEMP on board according to regulation 22 shall take place at the first intermediate or renewal survey for
IAPP certificate, whichever is the first, on or after 1 January 2013. SEEMP will not be required for platforms, rigs and offshore
structures

The following instruments were also developed in relation to this amendment.

2012 guidelines for the development of a ship energy efficiency management plan (SEEMP) (Resolution MEPC.213 (63))
Resolution MEPC.203(62), adopted by the IMO at MEPC 62, introduced the requirement for a Ship Energy Efficiency Management
Plan (SEEMP).


196
1 January 2013

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



31

Background: MEPC 62 adopted an amendment to the MARPOL Convention 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.


32

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 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 per cent of the world gross tonnage have now ratified the convention).

33

Once the Convention enters into force, it will require verification of seafarers working and living conditions, i.e. payment of wages;
hours of work or rest; recruitment and placement; manning levels; accommodation recreational facilities food and catering; health
protection, medical care, welfare and social security protection; and seafarers complaint procedures etc. All ships to which the
Convention applies must be inspected. In addition, ships over 500grt must be certified to demonstrate compliance. Port State Control
inspections against MLC, 2006 requirements will also be carried out in addition to the inspections by the flag Administrations or
organizations acting on their behalf.

Implications
Builder & Designer: New accommodation construction and equipment 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.

34

1 January 2014
211
1 January 2014
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

35

ship specific particulars as specified in MSC.1/Circ.1245.

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



36

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 free fall 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 were 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 their
current practice.

Application: All ships. (but primarily governs Administrations in issuing safe manning certificates).


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;

37

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, a 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

38

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. MSC 87 approved 36-12.
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

39

Revise certain documentation provision in MARPOL Annex III in order to align them with the proposed amendments to SOLAS
regulation VII/4

The requirements for marking, labelling and documentation have been simplified to refer to the IMDG Code requirements. The
appendix has also been updated.

Some changes for clarification for the Port State Control related regulations were also made during this session.

Implications: Shippers and ship operators should note this development as the proposal is to harmonize all requirements to those
stipulated in the IMDG Code; there should not be a significant impact.

Application: Ships carrying harmful substances in the packaged form. The envisaged entry-into-force date is 1 January 2014, in order
to align the entry-into-force date of these amendments with amendment (36-12) of the IMDG Code.

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

40

separately if wanted, provided that the record is attached to the thickness measurement document.
The requirements for tank testing have been clarified and the head to which tanks are to be tested is stated.
A new annex with guidelines for thickness measurements of side shell frames and brackets in single side skin bulk carriers
required to comply with Res. MSC.168(79) has been added to Annex A, Part A. This annex gives information about pitting and
thickness measurement in high risk areas.
For oil tankers a definition of combined cargo/ballast tank has been included. Where ballast water is routinely carried in a cargo
tank then the tank should be treated as a ballast tank for the purposes of the Code.

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
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 (MSC.341 (91))
Amendments to resolution MSC.288(87) Performance standard for protective coatings for cargo oil tanks of crude oil tankers
(MSC.342 (91))
Amendments to resolution MEPC.94(46), as amended, Condition assessment scheme (CAS) (by Resolution MEPC 235 (65))

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.

41

Implication: This series of amendments are designed to make the stowage and carriage of Dangerous Goods more logical across all the
transport networks so that the implications of each cargo are consistent and dealt with similarly. This will affect 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
introduced above.

42

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 or 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 equipment 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:

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
1 January 2014
Amendment to the International Code of Safety for High-Speed Craft, 2000 (2000 HSC Code) Chapter 14 -
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.

43

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
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.

44

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.

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.


1 June 2014
186

Revision of the IBC Code

Adopted by MSC.340(91) & MEPC.225(64)

Entry into force 1 June 2014

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.

45

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 may be carriage requirement changes for some products which affecting the
design of the ship and the equipment required to be installed for the carriage of intended cargoes the ship is being designed to carry
National Administration / Recognized Organization: Significant as all certificates of fitness and associated cargoes lists will be required
to be reissued.

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

46

1 July 2014
208
1 July 2014

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)


Entry into force 1 July 2014

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

Summary: MSC 91 adopted the new regulation II-1/3-12, which requires applicable ships to be constructed in accordance with the new
Code On Noise Levels on board Ships.

Application: Regulation II-1/3-12 and the Code on Noise Levels On board Ships will be applicable to ships of 1600GT or above, based
upon the following criteria:

for which the building contract is placed on or after 1 July 2014; or
in the absence of a building contract, the keels of which are laid or which are at a similar stage of construction on or after 1
January 2015; or
the delivery of which is on or after 1 July 2018

Ships satisfying the following criteria should comply with the requirements of existing regulation II-1/36, the text of which has been
included in the new regulation II-1/3-12; consequentially II-1/36 will expire on 1 July 2014, when II-1/3-12 will enter into force.

Ships delivered before 1 July 2018 and:

contracted for construction before 1 July 2014 and constructed on or after 1 January 2009 but before 1 January 2015; or
in the absence of a building contract, the keels which were laid or at a similar stage construction on or after 1 January 2009 but
before 1 January 2015

The code is not applicable to ship types mentioned in paragraph 1.3.4 of the code, as shown below.

dynamically supported craft;
high-speed craft;
fishing vessels;

47

pipe-laying barges;
crane barges;
mobile offshore drilling units;
pleasure yachts not engaged in trade;
ships of war and troopships;
ships not propelled by mechanical means;
pile driving vessels; and
dredgers.


Code on noise levels on board ships (Resolution MSC 337 (91))

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. 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 recommendatory sections include requirements for noise measurements to
be taken during port condition, from ships cargo handling equipment and in cargo spaces of vehicle carriers during loading and
discharging of vehicles. 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: See the section Application above

48

199
1 July 2014
Amendments to SOLAS regulation II-2/1 Application



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 was some opposition to this approach and at 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
existing ships. The matter was reported to MSC 90 and considered 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: MSC 91 adopted amendments to Regulation II-1, to clarify that the amendments introduced by Resolution MSC. 308(88) to
regulations II-2/3.23 (definition of Fire Test Procedures Code") and II-2/7.4.1 (new subparagraph .3) only applies to ships constructed
on or after 1 July 2012. It also clarifies that all other regulations of SOLAS Chapter II-2 will apply to ships constructed on or after 1 July
2002.

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.

183
1 July 2014
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: It was proposed that special spaces or ro-ro cargo spaces of ro-ro passenger ships should also be classified as spaces with
high-fire risk since the consequences of fire spread in these spaces could have a similar catastrophic impact on the ship. Therefore, the
fire integrity standards and the categorization should be the same for special spaces and ro-ro cargo spaces.

Summary: For cargo ships, it was proposed that the fire integrity of bulkheads and decks between ro-ro spaces or vehicle spaces of

49

such ships as prescribed in the present tables 9.5 and 9.6 of SOLAS chapter II-2 should be increased from the present *h to A-30
class.

For ro-ro spaces on passenger ships carrying no more than 36 passengers, it was proposed that the fire integrity of bulkheads and
decks between ro-ro spaces or special category spaces of such ships, as prescribed in present tables 9.3 and 9.4 of SOLAS chapter II-2,
should be increased from the current A-0 to A-30 class.

MSC 88 approved the draft amendments to regulation II-2/9 with a view to adoption at MSC 90. Tables 9.3; 9.4; 9.5 and 9.6 were
amended to reflect increase in fire integrity protection. MSC 90, however could not agree upon the set of amendments to SOLAS
chapter II-2 and subsequently these amendments were adopted at MSC 91.

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 of tonnage) and ro-ro
cargo ships (500 gt or over)) constructed on or after 1 July 2014.

219
1 July 2014
Amendments to SOLAS Chapter II-2 - regulation II-2/10.10.1 - Audible alarm device to notify low air pressure in self-
contained breathing apparatus cylinders



Background: : FP 55 agreed that self-contained breathing apparatus shall be fitted 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(Chapter 3.2.1.2) agreed at FP 55 that will be applied retrospectively; these amendments were approved at
MSC 90

Summary: While considering the amendments to Chapter 3.2.1.2 of FSS Code, MSC 91 also recognised the need for amending SOLAS
regulation II-2/10.10.1. Accordingly, MSC 91 adopted amendments to regulation II-2/10.10.1 and associated amendments to Chapter
3.2.1.2 of FSS Code (please see details below), to clarify that self-contained compressed air breathing apparatus of fire-fighters outfits
shall be fitted with an audible alarm and a visual or other device which will alert the user before the volume of the air in the cylinder
has been reduced to no less than 200 litres. The Committee also noted that the ships built prior to 1 July 2002 were only required to be
fitted with smoke helmets/smoke masks (without portable tanks) as part of firemans outfits and therefore a five year period of grace
was allowed for such ships to be provided with the new equipment, to comply with the new requirements.

50

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: This requirement will apply retrospectively to all ships (not just tankers) and they all shall comply with this requirement by 1
July 2019.


Amendment to the FSS Code Chapter 3 - Personnel Protection (Breathing apparatus) (MSC.339(91))

Background: FP was carrying out 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
Summary: The amendments require fitting 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.

Implication: see above.

Application: see above.

201
1 July 2014
Amendment to SOLAS regulation II-2/10.5.6.3 Fire fighting - Fixed local application fire-fighting systems



Background: In the course of revising MSC Circular .913 on application of fire-fighting system it was found that revision of SOLAS
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 draft guidelines (as contained in FP 54/3/1, annex 8), 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: MSC 91 adopted amendments to regulation II-2/10.5.6.3.1, to clarify that for new ships (constructed on or after 1 July
2014), the fire hazard portions of all internal combustion machinery (including those which are not associated with the propulsion and

51

ship manoeuvrability; for example, diesel engine-driven hydraulic power packs used solely for cargo operations, oil-fired inert gas
generators, thermal oil heaters, etc) located in category A machinery spaces greater than 500m
3
, shall be protected by a fixed local
application fire extinguishing system, however in ships constructed prior to 1 July 2014, the local application system may only serve the
internal combustion machinery used for the ships main propulsion and power generation systems.

Implication: It is intended that new systems will meet the revised requirements of MSC/Circ.913 as contained in MSC.1/Circ.1387,
except that fire and component tests previously conducted in accordance with MSC/Circ.913 remain valid for the approval of new
systems. Existing fixed water-based local application fire-fighting systems approved and installed based on MSC/Circ.913 should be
permitted to remain in service as long as they are serviceable. Equipment manufacturers, designers, test laboratories, vessel owners and
other parties concerned should be aware of the new requirements.

Application: This requirement will apply to new passenger ships of 500 gross tonnage and above and cargo ships of 2000 gross
tonnage and above, constructed on or after 1 July 2014.


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)

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

226
1 July 2014
Amendments to SOLAS Chapter II-2 - regulation II-2/10.10.4 - Communication equipment for fire-fighting teams



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: MSC 91 adopted amendments to SOLAS Regulation II-2/10 to add a new paragraph 10.4, to clarify that a minimum of two
two-way portable radiotelephone apparatus for each fire party for fire-fighter's communication shall be carried on board. These radio
devices shall be of an explosion proof type or intrinsically safe.

52

Implication: The new SOLAS Regulation II-2/10.4 do not specify a performance standard or a criteria to verify whether portable radio
apparatuses are fit for purpose, but only states that regardless of the ship type, these devices shall be of an explosion proof type or
intrinsically safe. This could cause some problems as the specification requirements/acceptance criteria for individual Flag
states/approval authorities can be different and therefore clients are advised to consult with the relevant authorities in advance to find
out their requirements.

Application: This requirement will apply to all SOLAS ships constructed on or after 1 July 2014. Existing ships should comply with this
requirement, not later than the first survey after 1 July 2018.

227
1 July 2014
Amendments to SOLAS Chapter II-2 - Regulation 15 Instructions, on board training and drills


Background: FP 55 considered 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. Since the purpose was to recharge air that was
depleted from the cylinders during training exercises, but not actual emergencies, FP 55 agreed that regulation II/2-15 should be
amended instead of II/2-10. These amendments were approved at MSC 90.

Summary: MSC 91 adopted amendments to SOLAS regulation II/2-15, which added a new paragraph 2.2.6 to state that cargo ships
and passenger ships of 500 gt and above, shall be provided with either (a) an onboard means of recharging breathing apparatus
cylinders used during drills; or (b) a suitable number of spare cylinders to replace those used during drills.

Implication: The new amendments do not specify the minimum number of spare cylinders to be used onboard or a criteria to determine
this suitable number. This could cause some problems as the requirements/acceptance criteria for individual Flag states/approval
authorities can be different and therefore clients are advised to consult with the relevant authorities in advance to find out their
requirements.

Application: This amendment applies to all new and existing cargo ships and passenger ships of 500 gt and above. The requirements
will enter into force on 1 July 2014

214
1 July 2014
Amendments to SOLAS regulation II-2/1.2.4 to clarify the application of SOLAS regulation II-2/19 (Carriage of dangerous
goods), to ships constructed between 1984 and 2002.


53


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: MSC 89 having considered the proposal from IACS (MSC 89/19/2), approved amendments to SOLAS regulation II-2/1.2.4
for adoption at MSC 90, to clarify that some provisions of regulation II-2/19 are not applicable to ships constructed between 1984 and
2002. MSC 89 also approved MSC.1/Circ.1407 for early notification purpose. MSC 90, however could not agree upon the set of
amendments to SOLAS chapter II-2 and therefore these amendments were adopted at MSC 91. These amendments clarify that cargo
ships of 500 gross tonnage and upwards and passenger ships constructed on or after 1 February 1992 but before 1 July 2002 need not
comply with regulation 19.3.3 provided that they comply with regulation 54.2.3 as adopted by resolution MSC.13(57); and cargo ships
of 500 gross tonnage and upwards and passenger ships constructed on or after 1 September 1984 but before 1 July 2002 need not
comply with regulations 19.3.1, 19.3.5, 19.3.6, 19.3.9, provided that they comply with regulations 54.2.1, 54.2.5, 54.2.6, 54.2.9 as
adopted by resolution MSC.1(XLV).

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: In general, SOLAS regulation II-2/19 is applicable to all ships that are intended for the carriage of packaged dangerous
goods (including cargo ships less than 500GT); however the subject amendments clarify that some of the requirements of this
regulation are not applicable to cargo ships 500GT and upwards and passenger ships that are constructed on or after 1 September
1984 but before 1 July 2002 (please see summary section above for details)

202
1 July 2014
Amendments to SOLAS regulation II-2/20.6.11 and 6.12 - 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: IMO embarked in a plan to harmonize or develop new performance testing and approval standards for fire and safety
systems. The task involved reviewing the current criteria in SOLAS Chapter II-2, the FSS Code, and related MSC Guidelines and
resolutions. The design criteria in Chapter II-2/20 was deemed sufficient, however some improvement could be made by moving the
design criteria for the carbon dioxide fire extinguishing system from SOLAS II-2/20.6.1.1 to Chapter 5 and to clarify the use of fixed
water based fire-fighting systems by amending II-2/20.6.1.2 and moving the relevant footnotes to Chapter 7 of the FSS Code.

54

Summary: MSC 91 adopted amendments to SOLAS regulation II-2/20.6.1.1 & 6.1.2 and associated amendments to Chapter 5 and 7 of
FSS Code (please see the section Relevant instruments below for details) to clarify that vehicle spaces and ro-ro spaces which are not
special category spaces and are capable of being sealed from a location outside of the cargo spaces may be protected by a fixed water-
based fire fighting system, which complies with the requirements of the new MSC.1/Circ. 1430, which supersedes MSC.1/Circ.1272
and Resolution A.123(V). The application criteria for the above requirements have also been clarified (please see application below).
The provisions for fixed inert gas fire extinguishing system or systems using gaseous products of ship combustion for use in such spaces
were removed since these requirements were considered obsolete. (Please see the section Relevant instruments below for further
details and for other amendments to FSS Code Chapter 5.2.2 related to fixed carbon dioxide systems)

Implication: System manufacturers should consider the costs involved in conducting new tests and obtaining approval in accordance
with the more robust requirements of the new MSC.1/Circ.1430. In addition, the differences in discharge times of CO2 gas for
container spaces and general cargo spaces (10 minutes) and solid cargo spaces (20 minutes), as introduced by amendments to FSS
Code Chapter 5.2.2, would affect the CO2 piping and release arrangements. Therefore these issues should be taken into consideration
at the design stage to ensure compliance with the new requirements

Application: These amendments will only apply to new ships (constructed on or after 1 July 2014) with vehicle spaces, ro-ro and special
category spaces.


Amendment to the FSS Code Chapter 5 Fixed gas fire-extinguishing systems (MSC.339(91))

Background and summary: FSS Code Chapter 5 was amended to describe the following:
The existing requirements in SOLAS Regulation II-2/20.6.1.1.1 have been incorporated into FSS Code Chapter 5 to state that for
fixed carbon dioxide systems used for the protection of vehicle spaces and ro-ro spaces which are not special category spaces,
the quantity of carbon dioxide available shall be sufficient to fill at least 45 per cent of the gross volume of the largest such
cargo space which is capable of being sealed, and least two thirds of the gas shall be introduced within 10 minutes.
Carbon dioxide systems shall not be used for the protection of special category spaces.
The piping and release arrangements for fixed CO
2
systems shall be suitable to discharge at least two thirds of the gas into
container spaces and general cargo spaces within 10 minutes and into solid cargo spaces within 20 minutes. The system
controls shall allow one third, two thirds or the entire quantity of gas to be discharged based on the loading condition of the
hold.
Section 2.4 (systems using gaseous products of ship combustion) was deleted because it was considered obsolete. This section
was originally intended 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

55

Implication; Please see implication section above

Application: The new amendments will only apply to new ships (constructed on or after 1 July 2014) with vehicle spaces ro-ro and
special category spaces.

Amendment to the FSS Code Chapter 7 - Fixed water-based fire-fighting systems for ro-ro spaces, vehicle spaces and special category
spaces (Deferred to MSC 91 for adoption)- (MSC.339(91))

Background and summary: FSS Code Chapter 7 has been amended to add a new paragraph 2.4 to clarify that fixed water-based fire-
fighting systems for ro-ro spaces, vehicle spaces and special category spaces shall comply with the requirements of MSC.1/Circ. 1430
which supersedes MSC.1/Circ.1272 and Resolution A.123(V).

Implication: Please see implication section above

Application: MSC.1/Circ.1430 applies to fixed water-based fire-fighting systems for ro-ro spaces and special category spaces, from 21
May 2012, however existing systems approved and installed based on resolution A.123(V) and MSC.1/Circ.1272 will be permitted to
remain in service as long as they are serviceable.

220
1 July 2014
Amendment to the FSS Code Chapter 5 - sections 2.1.1.1., 2.1.1.3, 2.1.3.2 and 2.2.2 - Fixed Gas Fire-Extinguishing Systems



Background: FP was tasked 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: These amendments clarify that spaces to be protected by fixed gas fire-extinguishing systems shall be provided with means
that automatically give audible and visual warnings of the release of the fire extinguishing medium. It was clarified that such means of
alarms shall be provided in all container holds equipped with integral reefer containers and other spaces accessible by doors or hatches.
This is in addition to existing requirements which asks for alarms to be provided in ro-ro spaces and other spaces in which personnel
normally work or to which they have access. In addition, adjacent spaces not separated by at least A-0 class divisions with independent
ventilation systems should be considered as the same space. Further, suitable means shall be provided to enable crew members to

56

safely check the quantity of the fire-extinguishing medium in the containers, so that the containers need not be moved completely from
their fixing positions for this purpose. For carbon dioxide systems, hanging bars for a weighing device above each bottle row, or other
means shall be provided. 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.

Application: These changes apply to ships constructed on or after 1 July 2014.

221
1 July 2014
Amendment to the FSS Code Chapter 8.2.5.2.3 - Automatic Sprinkler, Fire Detection and Fire Alarm Systems



Background: FP was tasked 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/m2 /min over the nominal area covered by the sprinklers. The amendment clarified that nominal area covered by
sprinklers is to be taken as the gross horizontal projection of the area to be covered.

Implication: There should be no impact for clients. This requirement already existed as a unified interpretation of the FSS Code Chapter
8.2.5.2.3 in MSC/Circ.1120


222
1 July 2014
Amendment to the FSS Code Chapter 9 (2.5.1.3/2.5.2.1)- Fixed Fire Detection and Fire Alarm Systems



Background: FP was tasked 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

57

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 rooms, 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 For new cargo ships with a cargo control room, an additional indicating unit shall be located in the cargo control room


223
1 July 2014
Amendment to the FSS Code Chapter 12.2.2.2.1 - Fixed Emergency Fire Pumps/ Starting of diesel engine



Background: FP was tasked to incorporate unified interpretations contained in MSC.1/Circ.1120 relevant to FSS Code Chapter 12,
specifically that electric heating of the diesel engine cooling water or lubricating oil system is to be fitted to avoid failing when manually
starting diesel engine in its cold condition. In addition, if manual starting fails the Administration may permit compressed air, electricity
or other sources of stored energy to be used as means of starting.

Summary: MSC 91 adopted amendments to FSS Code Chapter 12.2.2.2.1, to state that electric heating of the diesel engine cooling
water or lubricating oil system shall be fitted to facilitate ready starting of any diesel driven power source for the fixed emergency fire
pumps. Additionally, if hand (manual) starting is impracticable, other means such as compressed air, electricity, or other sources of
stored energy, including hydraulic power or starting cartridges may be used for the starting of such diesel driven power sources.

Implications: There should be no impact for clients. This requirement already existed as a unified interpretation of the FSS Code Chapter

58

12.2.2.2.1 in MSC/Circ.1120.

Application: These are amendments applies to new ships of 1000 gt or above contracted on or after 1 July 2014 (cargo ships of 2000
gt and above and passenger ships less than 1000 gt)

224
1 July 2014
Amendment to the FSS Code Chapter 13 - - section 2.2.4 - Arrangement of Means of Escape details of stairways -landings



Background: FP was tasked 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: MSC 91 adopted amendments to FSS Code Chapter 13.2.2.4, to state that intermediate landings shall be considered as part
of escape routes and shall be sized in the same manner as stairways.

Application: This amendment applies to new passenger ships regardless of tonnage constructed on or after 1 July 2014

225
1 July 2014
Amendment to the FSS Code Chapter 14 - Fixed Deck Foam Systems



Background: When considering deck foam systems on oil tankers and chemical tankers, FP 53 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 MSC 87 to create a separate agenda
to discuss the matter in more detail at subsequent meetings (BLG15 - February 2011).

BLG15 concluded that chapter 17 and 18 carriage requirements should stay within the IBC Code and decided FSS Code chapter 14 will
instead only refer to the IBC Code and SOLAS II-2/1.6 regarding foam solutions and foam concentrates that are relevant to the IBC
Code (chapters 17 and 18).

Summary: The amendment includes 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

59

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: The revised chapter applies to new tankers constructed on or after 1 July2014. Readers should 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.

182
1 July 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


Entry into force 1 January 2013 will take effect on 1 July 2014

Background: In order to minimise accidents associated with on load release mechanism the IMO developed amendments to SOLAS
regulation III/1.5, the LSA Code chapter IV, and Recommendations on the test procedure for Life Saving Appliances (MSC.81 (70))
with a view to applying the requirements to both new and existing ships on-load release and retrieval systems. The circular
MSC.1/Circ.1392 was also developed to evaluate compliance of existing on-load release and retrieval systems.

Summary: As a result of many years of discussion the Guidelines for Evaluation and Replacement of Lifeboat Release and Retrieval
Systems (MSC.1/Circ.1392) were finalised by DE 55. These guidelines consist of a multi stage evaluation: initial design assessment of
each release mechanism type by the manufacturer; a design review by the Flag Administration and/or Recognised Organisation against
relevant parts of the LSA Code, followed by a performance test; and reporting of the results of the evaluation to the IMO. Additionally,
an onboard verification will be carried out (one-time follow up overhaul examination) for every operating mechanism on every ship.

Summary of new requirements adopted/approved at MSC 89:

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.

60

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.

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.

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.

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

Implications:
Shipowners & Ship managers:
Existing ships: Identify whether installed lifeboats on-load release mechanisms have been evaluated and identified as being in
compliance with the LSA Code Chapter IV, as amended by MSC.320(89), If not, replacement of release mechanisms will be
required. Further, if the manufacturer of the hooks onboard is no longer in existence, there may be a possibility that such hooks
will be required to be replaced, as design appraisal, etc. may not be possible.
New ships: On-load release mechanisms on lifeboats installed on/after the entry into force date of the amendments to the LSA
Code will be required to comply with the new requirements in full. The application scheme is crucial in this regard see the
application section below.
Manufacturers: Ensure that past and existing lifeboats on-load release mechanism designs have been evaluated as being a safe
design/have a good safety record. If not, then clients will be required to replacement mechanisms. New mechanisms will be required
to comply with the new requirements of the LSA Code in full and be suitably type approved. Manufactures will be required to undergo
a re-approval process for hooks that have previously been approved. There may be additional costs for this process.
Flag Administrations and their Recognized Organizations (classification society): Ensure that existing lifeboats on-load release
mechanism are evaluated to verify compliance with the LSA Code as amended by MSC.320(89) and share this information with other
Administrations.

Application: Lifeboat on-load release hooks as required by the SOLAS chapter III (passenger ships regardless of tonnage engaged on
international voyages and cargo ships (non-passenger ships) of 500 GT or over engaged on international voyages). It is tentatively
agreed that implementation (after the entry into force of the requirement) will be 1 July 2014 for new ships, and first scheduled dry
docking for existing ships. However, it should be noted that design appraisal of the on-load release mechanism and other necessary
verification work should be completed well before that date. Refer to MSC.1/Circ.1393.

61

Reference - LR Classification News No.09/2011, available at CDLive ClassNews link. For the LR guidance note please see release and
retrieval systems new IMO regulation

236
1 July 2014
New SOLAS regulation III/17-1 - Recovery of persons from the water

Adopted by Resolution MSC. 346 (91)


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 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: New regulation III/17-1 requiring all ships to have ship-specific plans and procedures for the recovery of persons from the
water was adopted. The plans and procedures shall identify the equipment intended to be used for recovery purposes and measures to
be taken to minimize the risk to shipboard personnel involved in recovery operations.

This applies to new SOLAS ships constructed on or after 1 July 2014 and to existing ships by the first periodical or renewal safety
equipment survey after 1 July 2014.

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.


Resolution MSC.346(91): Application of SOLAS Regulation III/17-1 to ships to which SOLAS Chapter III does not apply

agreed that guidelines rather than a performance standard should be developed. The SOLAS amendment to chapter III is only

62

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.

MSC.1/Circular 1447: Guidelines for the development of plans and procedures for recovery of persons from water

agreed that guidelines 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

235
1 July 2014
Amendments to the International Convention on Load Lines, 1966, as modified by the protocol of 1988 relating to -
Regulation 27



Background: As part of the developments on guidelines for verification of damage stability requirements for tankers, some ambiguities

63

in the damage stability requirements contained in the Load Line Convention and its protocol were identified. Amendments to the
regulation 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.

158
(Repeated)
1 July 2014
SOLAS 1974. Chapter V Regulation 19 Carriage requirements for a bridge navigational watch alarm system (BNWAS)

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

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

250 1 July 2014 Amendments to the International Convention for Safe Containers (CSC), 1972
Annex I Regulations for the testing, inspection, approval and maintenance of containers
Annex II Structural safety requirements and tests
Annex III Control and verification
Annex IV Definitions



Background: New annex IV the annex was prepared in order to enable 1993 amendments (resolution 1.7373 (18)) enter into force.

Summary: incorporate amendments to the CSC Convention adopted in 1993 by resolution A.737(18), which have not yet entered into
force, including amendments relating to the safety approval plate and to the approval of existing and new containers.

64

Implication: Container inspection in accordance with the convention.

Application: Maritime containers.

1 October 2014
247
1 October 2014
Amendments to Form A and Form B of Supplements to the IOPP Certificate under MARPOL Annex I)


Entry into force 1 October 2014

Background: incinerator capacity is recorded on the supplement to the IOPP Certificate. Recent amendments to the IOPP Certificate
have introduced different units of measurement such as kW, Kcal/hour and kg/hour which has led to confusion amongst crew,
Administrations, Recognised Organisation and port State control authorities.

Summary: Deletion of the incinerator capacity, as a consequential amendments to the IMO MARPOL Unified Interpretation to regulation
12.1 of MARPOL Annex I (MEPC 58/23, annex 28), from supplement A and B of the IOPP certificate was agreed.

Implication: The new certificate scheme will be avoid any potential conflict at PSC inspection.

Application: All ships that has IOPP certificate (Oil tanker 150 GT or above and others 400GT or above)

1 January 2015
248
1 January 2015
Amendments to SOLAS chapter III/19 related to enclosed space entry and rescue drills and other relating instruments (MSC
350 (92)):
1994 HSC Code Chapter 18 Operational requirements (MSC.351 (92))
2000 HSC Code Chapter 18 Operational requirements (MSC.35w (92))
Amendments to the 1979 MODU Code - Section 10.6.4 Enclosed space entry and rescue drills and Section 14.5 -
Procedures for entry into enclosed spaces as well as Section 14.6 Records (MSC.357 (92))
Amendments to the 1989 MODU Code - Section 14.5 - Procedures for entry into enclosed spaces, Section 14.13 (new) -
Enclosed space entry and rescue drills, and Section 14.15 Records (MSC.358 (92))
Amendments to 2009 MODU code Section 14.7 - 14.7 Procedures for entry into enclosed spaces and 14.14 Enclosed
space entry and rescue drills (MSC.359 (92))

65

Amendments to the DSC code Chapter 17 Operational requirements (MSC.360 (92))

Adopted by various resolutions as indicated above


Background: Entry into enclosed spaces are a serious threat to life of personnel working onboard. IMO adopted Assembly resolution
A.1050 (27) for the recommended measures.

Summary: The amendments require drills for entry into enclosed spaces and rescue of personnel from the space at least once in every
two month.

Implication: The new drill should be included shipboard programme for drills.

Application: SOLAS ship - similar arrangements are prepared for Non-SOLAS Ships

249
1 January 2015
Amendments to SOLAS chapter III/19 related to passenger mustering

Adopted by Resolution MSC 350 (92))


Background: Following the unfortunate capsize of the large cruise ship Costa Concordia in January 2012, the IMO Secretary-General
has pledged that lessons from the incident were considered and appropriate actions were taken in light of those findings. MSC 91 was
invited to consider comments and proposals on passenger ship safety submitted by Member States and international organizations, and
may establish, as decided at MSC 90, a working group on passenger ship safety.

Summary: Amendments to SOLAS regulation III/19.2.2 and III/19.2.3 were adopted with regard to mustering for ships where
passengers will be onboard for more than 24 hours.

Implication: Passenger ship operator needs to consider how to implement these requirements. This may require additional port time or
re-scheduling passenger ship operation time.

Application: all passenger ships engaged in international voyages which last more than 24 hours.

266
1 January 2015
Amendments to SOLAS regulation V/19 - Correction of application clause of Bridge Navigation Watch Alarm Systems
(BNWAS) requirements

66



Background: Carriage requirements of BNWAS introduced by resolution MSC.282(86). While the intent was to require carriage of
BNWAS to both new and existing ships, owing to the error in the text, ships constructed prior to 1 July 2002 was not subject of the
requirement.

Summary: The error was corrected by this resolution. In principle, this reflects the understanding and practice of Lloyds Register In
order to accommodate the needs of flag Administrations which had a different understanding of the requirements, a further phrase in
the scheme and exemption clause for ships constructed before 1 July 2002 was inserted.

Implication: Nominal for ships certified by Lloyds Register.

Application: Ships required to carry BNWAS. (Reference is to be made to item 158 in part 1)
240
1 January 2015

IMSBC Code amendments 02-13



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.
Amendments include new schedules for nickel ore, or ammonium nitrate UN 1942 and ammonium nitrate based fertilizer UN 2071 and
various updates. It was agreed that it was acceptable to carry fuel oil in tanks adjacent to cargo holds loaded with UN 1942 provided
heating arrangements remain disconnected, and it is acceptable to carry fuel oil in any tank, double bottom or pipe adjacent to cargo
holds loaded with UN 2067, UN 2071 and non-hazardous ammonium nitrate based fertiliser, provided there are means to monitor the
means to control the heating of fuel oil to no more than 50 Deg. C. The amendments also include training provisions for shore side-
personnel.

67

Implications: It is expected that new schedule, together with circulars will help safe carriage of the solid bulk cargoes. Shipper/owners
who are involved in the transport of the above cargo should pay due attention to the new requirements as ships structure/ventilation
etc may be required to be modified.
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.
MSC.1/Circ. 1452 - Early implementation of the amendments (02-13) to the International Maritime Solid Bulk Cargoes (IMSBC)
Code
MSC.1/Circ. 1453 - Guidelines for the submission of information and completion of the format for the properties of cargoes not
listed in the International Maritime Solid Bulk Cargoes (IMSBC) Code and their condition of carriage
MSC.1/Circ. 1454 - Guidelines for developing and approving procedures for sampling, testing and controlling the moisture
content for solid bulk cargoes that may liquefy
MSC.1/Circ. 1395/Rev.1 - List of Solid Bulk Cargoes for which Fixed Gas Fire-Extinguishing system may be excepted for which a
fixed gas fire extinguishing system is ineffective

244
1 January 2015
Amendments to the International Safety Management (ISM) Code



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, including a new requirement for the Company to ensure that the
ship is appropriately manned 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:

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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)

243
1 January
2015
Code for Recognized Organizations (RO Code)

Adopted by Resolution MEPC.237 (65) & MSC 349 (92)


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 (MSC.350 (92))
1988 Protocol to 1966 Load Line Convention Annex I regulation 2-1. (MSC.356 (92))
MARPOL Convention Annex I regulation 6 (by resolution MEPC.238 (65))
MARPOL Convention Annex II regulation 8 (by resolution MEPC.238 (65))

150-1
(repeated)
Revised MARPOL Annex VI

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

69

1 July 2015
159
(Repeated)
1 July 2015

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

70

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

SOLAS 1974. Chapter II-2 Regulations 1 and 19 Carriage of dangerous goods (Note to table 1 and 2 and entire table 19.3)

REFER TO 153-1 IN PART A (adopted IMO requirements) OF THIS DOCUMENT. (Further amendments were approved at MSC 89
look at 214-D)

Application: not later than the first renewal survey (non-harmonized and harmonized) on or after 1 January 2011.
153-3
(REPEATED)
1 January
2016
International Code of Safety for High-Speed Craft, 2000 (HSC Code 2000)
Paragraph 7.17 Fire Safety note 1 to table 7.17-1 and entire table 7.17-3

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

Background: Similar amendments were approved for SOLAS chapter II-2. (see item 153-1)

Applications: New crafts (constructed on or after 1 January 2011) and not later than the date of the first renewal survey (harmonized and
non-harmonized) on or after 1 January 2011 for existing crafts (crafts constructed on or after 1 July 2002)

150-1
1 January
2016
(repeated)
Revised MARPOL Annex VI

NOx tier III control - . See item 150-1 & 150 - 2 in part A.

195
1 January
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

71

existing inconsistencies.

It should be noted that the DE Sub-Committee concluded its discussions on the performance standards for the new treatment systems that
meet new requirements. These will be further discussed and hopefully agreed by MEPC 64 in October 2012. There are two areas where
MEPC are asked to decide: whether a dilution factor is required or not (it may be possible to achieve the necessary nutrient reduction factor
without removing anything, by just adding grey water) and the limits for the effluent reduction standard.

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

Application: All passenger ships visiting Special Areas. Application dates for new passenger ships will be from 1 January 2016 and for
existing passenger ships will be from 1 January 2018.

It should be noted that the above dates are the earliest possible entry into force. The actual enforcement will be 12 months after notification
of the readiness of the reception facilities. In other words, if the reception facilities required are not ready, the above dates could be
postponed.


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.

72

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).to define Goal-based ship construction standards for bulk carriers
and oil tankers

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 this 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 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

73

criteria to be applied during the verification process.

3. MSC Circular on guidelines for the information to be included in a Ship Construction File (MSC.1/Circ.1343)
The aim of these Guidelines is to give additional guidance on the content of the Ship Construction File (SCF) to be provided upon
delivery of new bulk carriers and oil tankers in accordance with SOLAS regulation II-1/3-10.4. With the purpose of balancing the
legitimate goals of improving design transparency and safeguarding intellectual property protection, it was agreed to develop the SCF
composed from an SCF onboard and an SCF supplement ashore.

Implications:
Owner and builders: New bulk carriers and oil tankers will be required to be designed and built in accordance with GBS, by using a set
of classification rules which have been verified by IMO as conforming to the GBS functional requirements. The IACS harmonised
Common Structural Rules for oil tankers and bulk carriers will be submitted to the IMO for audit. Owners and builders should make the
necessary arrangements for the Ship Construction File to be produced and maintained. Owners should note that changes to GBS
compliant ships will need to be recorded on the plans and documents in the Ship Construction File.

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

74

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.

75

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
265-D Draft amendment to MARPOL Annex V (Appendix) - the record of Garbage Discharge

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

Under discussion by the Marine Environment Protection Committee (MEPC)

Background: A comprehensive revision to MARPOL Annex V entered into force on 1 January 2013. There are still some clarifications required
out of the new requirements entered into force.

Summary: The amendment is to clarify Estimated amount of discharge whether into the sea or to reception facilities. Since this forms part
of the MARPOL Convention, the final text will be fixed at MEPC 66 following the applicable amendments procedure.

Implication: The amendment is aimed to clarify the meaning in the entry in the garbage record book. This should prevent any conflict during a
port State inspection.

Application: Ships required to have garbage record book (ships of 400 gt or above)


Resolution MEPC 239 (65) - Amendments to the 2012 Guidelines for the implementation of MARPOL Annex V
This resolution provides definition of e-waste. They are electronic cards, gadgets, equipment, computers, printer cartridges,
etc.

263-D Draft amendments to MARPOL Annex VI (effective date for Tier III NOx emission standards)



76

Background: MEPC 65 reviewed the availability of NOx emissions reduction technology, based on a correspondence group report (MEPC
65/4/7). Paragraph 13 of the report recommended that the Tier III application date should remain as 1 January 2016, as stated in Reg 13.5.1 of
MARPOL Annex VI.

Summary: MEPC 65 did not accept this recommendation, and instead agreed with the Russian Federation proposal (MEPC 65/4/27) to postpone
Tier III application by 5 years, to 2021.

Lloyd's Register notes that while this was a majority decision of MEPC 65, no amendments to MARPOL Annex VI have yet been adopted.
Therefore at present there has been no change to the formal regulatory schedule.

We will provide further information on the implications of this decision in future, including reviews of any related MARPOL Annex VI
amendments which may be considered for adoption at MEPC 66 in March 2014. While the decision taken at MEPC 65 was based upon a simple
majority, adopting the amendments will be governed by MARPOL Convention articles. Further discussion, including restricting this postponing
only to a future ECA that may be adopted, is expected at MEPC 66 when the amendments to the MARPOL Convention are adopted.

It should also be noted that if there is strong opposition to such amendments from some member States, there is a possibility of regional
measures being introduced as an alternative to the previously agreed international measures.

Implication & Application: it is strongly recommended to wait for the final conclusion at MEPC 66. (March 2014)

264-D Draft amendment to the MARPOL Annex VI on extension of EEDI requirements and Exemption for cargo ships with Ice-breaking
capacity and others



Background: Energy Efficiency Design Index was introduced by resolution MEPC.203 (62) which entered into force on 1 January 2013. This is
the 2
nd
stage requirements.

Summary: Draft amendments to the MARPOL Convention were agreed and adopted at this session to incorporate the following ship types with
conventional propulsion (unless otherwise stated) into the regulatory framework contained within Chapter 4:

LNG Carriers (including non-conventional propulsion)
Ro-ro cargo ships (vehicle carrier)
Ro-ro cargo ships
Ro-ro passenger ships

77

Cruise passenger ships (having non-conventional propulsion only)

This set of amendments also includes exemption for ships with ice breaking capabilities and clarification of the status of ships not propelled by
mechanical means.

Implication: The new requirements for these ship types will apply after the start of Phase 1 of the implementation of the EEDI regulation. This
will require new ships of these types to comply with the 5% reduction from EEDI reference line (10% in the case of LNG Carriers). In addition,
these ship types will be required to have their attained EEDI values calculated in accordance with updated guidelines which reflect specific
criteria.

Application: to the above mentioned ship types will be for new ships of these types, contracted on or after the date of entry-into-force of the
amendments to the regulations.


Resolution MEPC.231(65) 2013 Guidelines for Calculation of Reference Lines for Use with the Energy Efficiency Design Index (EEDI)
Resolution MEPC.234(65) Amendments to 2012 Guidelines on Survey And Certification of the Energy Efficiency Design Index (EEDI)
(Resolution MEPC.214(63)), as amended.

As a consequence, the resolutions containing the guidelines for calculation of the EEDI, survey and certification of EEDI reference lines
(MEPC.212(63), MEPC.214(63) and MEPC.215(63) respectively) were amended to reflect these changes and the associated technical parameters
and methods proposed at this session (MEPC 65). These amendments are expected to be adopted at MEPC 66.

257-D Draft amendments to the NOx technical Code 2008 concerning use of dual fuel engines - Introductory part (abbreviations,
subscripts and symbols) ,Section 1, 5 and 6


Under discussion by the Sub-Committee on Bulk Liquid and Gases (BLG)

Background: In the NOx Technical Code 2008, currently the equations and fuel test factors and co-efficients used are based on liquid fuels and it
is recognised that some guidance is needed for those dual fuel engines which are to be certificated on the basis of their gas fuel emission.

Summary: These amendments clarify testing and approval of such engines, including calculation values that dual fuel engines are to be tested at
their maximum liquid/gas fuel ratio (i.e., the worst NOx emission case) is retained and that these changes are in no way a means of offering a
single certification on gas for engines whose normal in service NOx emission values will be higher due to operating with a greater liquid/gas fuel
ratio than that used in the testing process.

78

These additions are fully consistent with ISO 8178-1 on which Chapter 5 of the Code is based. Therefore there are no changes to either the
fundamentals or details of the application of the Code in respect of Parent Engine selection, engine testing or either the Simplified Measurement
Method or Direct Measurement and Monitoring options as Onboard NOx Verification Procedures.

The amendments also include addition of other alternative fuels such as methanol, propane and butane and this should provide clarity and
uniformity to those who are tasked with testing and approving such engines.

Implication:
Shipowners and Managers: Owner/operators who are intending to operate dual fuel engines which operate on gas or the other alternative fuels
included in the guidelines should ensure that they understand the limitation relating to the maximum liquid to gas ratio of fuel which is
permitted. In particular, these changes do not allow for an engine to be certificated on the basis of gas fuel emissions and then operated in
normal service on diesel oil or other oil fuels.
Shipbuilders and equipment manufacturers: Equipment manufacturers should note the list of alternative fuels covered by these guidelines
contained in 5, these are: Rapeseed Methyl Ester, Methanol, Ethanol, Natural Gas, Propane and Butane. Equipment manufacturers should
ensure that they understand the limitation relating to the maximum liquid to gas ratio of fuel which is permitted and in particular the inclusion
of such in the engine technical file. These changes do not allow for an engine to be certificated on the basis of gas fuel emissions and then
operated in normal service on diesel oil or other oil fuels
Flag Administrations and ROs: Flag administrations and ROs should note the list of alternative fuels covered by these guidelines contained in 5,
these are: Rapeseed Methyl Ester, Methanol, Ethanol, Natural Gas, Propane and Butane. Equipment manufacturers should ensure that they
understand the limitation relating to the maximum liquid to gas ratio of fuel which is permitted and in particular the inclusion of such in the
engine technical file. These changes do not allow for an engine to be certificated on the basis of gas fuel emissions and then operated in normal
service on diesel oil or other oil fuels

Application: Dual fuel engines falling within the scope of reg 13 which are not intended to operate on 100% liquid fuel oil for all or part of the
load range applicable to their application cycle. This amendment is intended for tier III engine (ships constructed (keel laid) on or after 1 January
2016

238 International convention for the Safety for Fishing Vessels (Torremolinos Convention)

Estimated entry into force Not yet known (provisional estimate - 31 December 2015)

Under discussion at Maritime Safety Committee (MSC) for the procedure on determining the number of fishing
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 agreed which change the entry into force requirements to 22 flag states and 3600 fishing
vessels which operate on the high seas and modifies some of the technical provisions.

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Summary: The diplomatic conference in South Africa in October 2012 agreed that the entry into force criteria should be 22 flag states which
between then have at least 3600 fishing vessels of 24 metres in length and over operating on the high seas. The survey and certification
requirements were amended to the five year cycle. A phased in application for some part of the requirements for existing fishing vessels was
also agreed.

A draft procedure for confirming the number of fishing vessels each signatory has to be agreed by MSC 92. Signatories will be expected to
provide the number of fishing vessels which are registered with them at the same time they advise the IMO of their signing of the Cape Town
Agreement. If numbers are not provided then the IMO will follow various routes to obtain accurate information.

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
shipborne navigational equipment and arrangements.

When it enters into force these safety items will need to be provided on board fishing vessels. Some of the requirements are applicable to
existing fishing vessels as well as to new construction.
It should be noted that some Flag Administrations have already enacted the Torremolinos Convention and Protocol, fishing vessels flagged with
these administrations will find that nothing will change following these amendments.

Builders / designers of fishing vessels will need to ensure that the regulations are complied with. This may require additional or different safety
equipment to be provided.

Flag Administrations and Recognized Organizations will have to survey new and existing fishing vessels to the extent required and issue
appropriate certification.

Applicability
The Torremolinos Convention and Protocol is, in general, applicable to fishing vessels of 24 metres in length and over.

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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
shipborne 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
shipborne navigational equipment and arrangements.

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Expected entry between January 2016 December 2017
255-D Draft amendments to MARPOL Annex I - Regulation 1, 2 and 28 and Appendix II
Draft amendments to the Code for the Construction and Equipment of Ships Carrying Dangerous Chemicals in Bulk (BCH Code) -
Part A, Section 2.2.1 & Certificate of fitness
Draft amendments to the International Code for the Construction and Equipment of Ships Carrying Dangerous Chemicals in Bulk
(IBC Code) - Section 2.2 & Certificate of fitness
Draft Amendments to the International Code for the Construction and Equipment of Ships Carrying Liquefied Gases in Bulk (IGC
Code) - Section 2.2.6, 2.2.7 & Certificate of fitness

Estimated entry into force 1 January 2016 - SUBJECT TO MEETING THE CONDITION FOR THE ENTRY INTO FORCE

Under discussion by the Maritime Safety Committee (MSC)

Background: The SLF Sub-Committee agreed that it was necessary for tankers to be able to demonstrate compliance with the relevant damage
stability requirements. The easiest way to do this is to fit a stability instrument which is capable of carrying out these calculations. MARPOL
Annex I is to be amended to mandate the provision of such a stability instrument.

Summary: Oil tankers will have to be fitted with a stability instrument capable of verifying compliance with the relevant intact and damage
stability requirements. It will need to be approved by the Flag Administration. The requirement may be waived where the trading pattern of the
ship means that only a limited number of loading conditions are necessary. These will all have to be present in the approved stability manual.

Provision is also made: for accepting a remote system providing the data (for example an approved shore based calculation), for ships which are
loaded within an approved range of loading conditions and for existing ships which have an approved 175 set of limiting KG curves.

Additionally, where an existing ship already has an approved stability instrument onboard which is capable of carrying out all the stability
calculations this does not have to be replaced.

Appropriate amendments are also being made to the Form of the IOPP certificate and supplements, Form B.

Implication:
Owners / operators should prepare ahead for the implementation of these requirements. Approval of stability instruments requires time and
cannot be done at the last minute. All proposals permit the continued use of previously installed stability instruments which can do the
calculations. Crew members will need to be trained in the use of the programs and be confident that they can demonstrate compliance to port
state officers when requested.
Designers and builders will need to be aware of the requirements and be prepared to supply an approved stability instrument to tankers being
built.

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Manufacturers will need to ensure that their damage stability programs are approved for use. This approval process can take some time and it is
strongly recommended that early application to the relevant authorities is made.
Flag Administrations and their Recognized Organizations will need to have sufficient staff trained in the approval of stability instruments to
enable them to approve the stability computers. Flag Administrations will need to train port state control inspectors in the different possibilities
for compliance.

Application: These amendments are applicable to new and existing ships. Existing ships will have to fit a stability instrument by the first
scheduled renewal survey of the ship from a date still to be determined. This date is expected to be 1 July 2016 but is subject to change.


The following non-mandatory instruments will also be amended.

Draft Amendments to the Code for Existing Ships Carrying Liquefied Gases in Bulk (EGC Code) - Section 2.3 & Certificate of fitness.
Draft amendments to the Code for the Construction and Equipment of Ships Carrying Liquefied Gases in Bulk (GC Code) - Section 2.2 &
Certificate of fitness
Draft amendments to the Survey Guidelines under the Harmonized System of Survey and Certification (HSSC), 2011 (resolution A.1053(27))
MSC.1/Circ. 1461 on Guidelines for verification of damage stability requirements for tankers (The circular will be effective from the date of
the entry into force of the mandatory instruments)

260-D Draft amendments to SOLAS regulation II-1/29 concerning requirements for steering gear trials

Estimated entry into force 1January 2016- MIGHT BE SUBJECT TO FURTHER CHANGE


Background: Some ships, particularly container ships, are not able to reach their operating draught using ballast water only. This causes problems
when the vessel is on sea trials as the SOLAS regulations for testing steering gear require the vessel to be at the summer load draught. An IACS
unified interpretation was recently adopted as an IMO unified interpretation (MSC.1/Circ.1425) as an interim measure. These amendments to
SOLAS are designed to resolve the problem.

Summary: Three different possible methods of demonstrating compliance have been agreed:
Ship at even keel and the rudder fully submerged with the speed of the ship corresponding to the number of maximum continuous
revolutions of the main engine and maximum design pitch.
If full rudder immersion is not possible an appropriate speed should be used, calculated on the basis of the actual rudder submersion.
The chosen speed should result in a force and torque on the steering gear which is at least as great as if the full service draught was
being used.

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A prediction made of the actual service condition force and torque on the steering gear, which is then extrapolated to the full load
condition.

Implication:
Designers and builders should be aware of the proposed changes and consider ways by which extrapolation can be done if it is needed.
Flag Administrations and their Recognized Organizations should note the conclusions. The method to extrapolate from the sea trial draught to
the deepest seagoing draught will need to be agreed.

Application: SOLAS ships where it is impracticable to demonstrate compliance with the requirements for testing steering gear at the deepest
draught whilst on sea trials. The draft text is not clear whether this applies to new construction or sea trial carried out from the date.

252 - D Draft amendments to SOLAS regulations II-2/3 and II-2/9.7 concerning fire resistance of ventilation ducts for new ships



Background: FP 55, after consideration of the proposed amendment, decided not to approve the amendments due to the number of issues
raised owing to the impacts to the current design and lack of justification.

Summary: FP 56 agreed in general with the amendments to SOLAS regulation II-2/3 to include definitions of various types of fire dampers and
smoke dampers based on methods used for their activation as well as a comprehensive revision of regulation II-2/9.7. The proposal to allow
smoke management systems onboard was generally accepted as a non-mandatory option which would use the ventilation ducts to manage
smoke, provided that all required fire and smoke dampers will close automatically and independently in a fire.

The following is a summary of changes that will impact the ventilation arrangements for ships.

Ventilation ducts shall be provided with hatches for inspection and cleaning.
Ventilation openings or air balance ducts between two enclosed spaces are now explicitly prohibited, except as permitted by paragraphs
II-2/9.4.1.2.1 and II-2/9.4.2.3 (similar requirements was previously included IACS UI SC119)
Splitting of ducts having cross-sectional area exceeding 0.075 m2 into smaller ducts at the penetration of an "A" class division and then
recombination of them into the original duct once through the division to avoid installing the damper required by this provision is now
explicitly prohibited.
A length of 5m of A-60 insulation beyond dampers is now required both in the case of machinery spaces ventilation running through
accommodation spaces, service spaces and control stations, and vice versa.
Exhaust ducts from galley ranges on cargo ships and passenger ships carrying not more than 36 passengers are now required to be fitted
with an automatically and remotely operated fire damper located in the lower end of the duct at the junction between the duct and the

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galley range hood and, in addition, a remotely operated fire damper in the upper end of the duct close to the outlet of the duct;
In exhaust ducts from galley ranges on passenger ships carrying more than 36 passengers, remote-control arrangements for shutting off
the exhaust fans and supply fans, for operating the fire dampers and for operating the fire-extinguishing system, shall be placed in a
position outside the galley close to the entrance to the galley.

Implication
Owners / builders: In general, owners and builders should consider the costs involved in improving the design and construction of ventilation
ducts to comply with the new requirements. The costs for providing additional inspection hatches, fire dampers and extended length of
insulation along the ventilation ducts should be considered. The requirements concerning the location of ventilation openings and the
arrangement of ducts, the requirements for galley exhaust ducts, in particular the provision for additional dampers, exhaust and supply fans and
location of their controls, should also be considered at the design stage. In addition, the galley exhaust ducts are required to be fitted with a fire
protection system complying with ISO 15371:2009 and therefore builders and owners should familiarise with the requirements of the above
standard while designing and installing such systems.

Fire protection system manufacturers: Fire protection system manufacturers should consider performing fire testing in accordance with ISO
15371:2009 and seeking fire type approval by Recognised Organisations.

Flag Administrations / Recognized Organizations; Surveyors involved in the design appraisal and plan approval, as well as on site surveyors will
need to be aware of the new requirements.

Application: The new requirements will apply to new cargo ships and passenger ships constructed (keel laid) on or after 1 January 2016

239-D

Draft Amendments regulation SOLAS II-2/4.5.5 and II-2/16.3.3 as well as the IBC Code for requiring inerting for tankers of less than
20,000 DWT but more than 8,000 DWT



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).

Summary: FP 56 finalised draft amendments to SOLAS regulations II-2/4.5.5 and II-2/16 and FSS Code Chapter 15 which proposes Fixed Inert Gas
Systems to be used on new oil and chemical tankers (8,000 to 20,000 dwt), constructed (keel laid) on or after 1 January 2016. The draft SOLAS
regulation clarifies the operational requirements of the inert gas systems and sequence of applying the inerting medium in to the cargo tanks.
The existing requirements in Chapter 15 of FSS code and resolution A.567(14) have been merged in to new draft Chapter 15 of FSS Code.
FP 56 also concurred with the draft amendments to the IBC Code (BLG 17/3) prepared by ESPH 18 and requested the Secretariat to inform BLG

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17 and MEPC 65 accordingly.

The following points were agreed:

1. Oil and chemical tankers 8000 dwt and above that are constructed (keel laid) on or after 1 January 2016 shall be fitted with fixed inert gas
systems complying with the proposed new Chapter 15 of the Fire Safety Systems Code (FSS) Code. The draft SOLAS amendments also allow
for equivalent systems to be used in lieu of fixed inert gas systems installations on tankers between 8,000 dwt and 20,000 dwt.
2. Existing oil and chemical tankers 20,000 dwt and above shall be fitted with fixed inert gas systems complying with the requirements in Res.
MSC 98 (73).
3. Under operational requirements, a new regulation II-2/16.3.3 has been agreed which clarifies that for chemical tankers, only nitrogen is
acceptable as the medium for inerting in loaded tanks, however for cargo free tanks, any suitable inerting medium may be used
4. The new requirements shall not apply to new gas carriers built under IGC Code; it is also important to note that FP 56 have not agreed to
any modifications to the existing text of regulation concerning existing ships.

Implications
Owner/Builder: The requirement will impact the design and operation of small oil and chemical tankers. Even though the requirements are
coming into force in 3 years time, it is advisable that owners and builders should take into account the developments of these requirements
when negotiating new building contracts, since the application date is based on keel lay date.

Owners & ship managers: Significant impact due to the costs involved for providing suitable type of inert gas systems (IGS) onboard, depending
on the type of vessel. In addition, the new requirements could possibly result in extended port-stay periods.

Application:
Applicable to new oil and chemical tankers, carrying low flash point cargoes (not exceeding 60C as determined in accordance with SOLAS II-
2/1.6), constructed (keel laid) on or after 1 January 2016.


FSS Code Chapter 15

The existing requirements in Chapter 15 of FSS code and resolution A.567(14) have been merged in to the new draft Chapter 15 of FSS Code.
The requirements for flue gas systems, inert gas generator (IGG) systems have been explained in separate sections for clarity; in addition, a new
section which explains the operational and safety requirements for nitrogen generator systems have also been included. The new chapter also
clarifies requirements for each type of IGS, in particular the location of system components onboard and arrangements for alarms and indicators
as the different IGS types have different critical measurements and failure modes.

IBC Code

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FP 56 also concurred with the draft amendments to chapters 1, 8, 9, 11, 15, 17 and 18 of the IBC Code as prepared by ESPH 18 and contained
in BLG 17/3 and requested the Secretariat to inform BLG 17 and MEPC 65 accordingly. These amendments are consequential to the
amendments to SOLAS regulation II-2/4.5.5 and provide requirements related to the inerting of chemical tankers, in particular arrangements for
cargo tank purging and gas-freeing, carriage of cargoes which require oxygen-dependent inhibitors and fire protection arrangements.

253D Draft amendments to SOLAS regulations II-2/10 concerning fire protection requirements for on-deck cargo areas for new ships and
associated draft MSC circular on Guidelines for the design, performance, testing and approval of mobile water monitors used for
the protection of on-deck cargo areas of ships designed and constructed to carry five or more tiers of containers on or above



Background: IMO agreed that the on-deck fire fighting requirements for containerships, especially large containerships, were in need of update.

Summary: FP 56 finalised amendments to SOLAS regulation II-2/1 and II-2/10 as well as the draft MSC Circular on guidelines for the design,
performance, testing and approval of mobile water monitors used for the protection of on deck cargo areas of ships designed and constructed
to carry five or more tiers of containers on or above the weather deck. The following points were agreed:

1. All new ships (constructed on or after 1 January 2016) that are designed to carry containers on or above the weather deck shall be fitted
with at least one water mist lance, in addition to all other fire protection arrangements that should be provided onboard as per existing
regulations.
2. All new ships (constructed on or after 1 January 2016) that are designed to carry five or more tiers of containers on or above the weather
deck shall also be provided with mobile water monitors, in addition to the water mist lance mentioned above and all other fire protection
arrangements that should be provided onboard as per existing regulations. Ships with breadth up to 30 m should be provided with at least
two mobile water monitors and those ships with breadth exceeding 30 m or more should be provided with at least four mobile water
monitors.
3. FP 56 also agreed that MSC.1/Circ.1432 (Revised guidelines for the maintenance and inspection of fire protection systems and appliances)
should be amended to include mobile water monitors in its scope in any future revision.

Implications
Builders/owners/manufacturers: The on-deck fire protection arrangements for all new ships carrying containers on or above the weather deck
would need significant improvement. Additional requirements that are applicable for larger containerships, capable of carrying five or more tiers
of containers on or above the weather deck, should also be taken into consideration. Owners should also note that crew training is essential for
the efficient use of the new fire fighting equipment.

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Application: In general, the requirements will apply to new ships only (Please also see the summary section above for more specific information
on the application). However, in the future, these requirements may also be extended to existing ships, when sufficient experience is gained with
the use of this equipment.

Relevant Instruments

Draft MSC Circular on guidelines for the design, performance, testing and approval of mobile water monitors used for the protection of on
deck cargo areas of ships designed and constructed to carry five or more tiers of containers on or above the weather deck

254-D Draft amendments to SOLAS regulation II-2/13.4 concerning additional means of escape from machinery spaces for new passenger
and cargo ships



Background: FP 55 discussed amendments to SOLAS II-2/13.4.1 and 13.4.2 that will mandate two means of escape for other enclosed spaces
within machinery spaces of category (A), where the ships crew carry out work on a daily basis, and ensure the same level of protection for the
personnel onboard cargo and passenger ships and ensuring additional means of protection for open ladders forming part of or providing access
to escape routes exploring at the same time, the possibility of providing the same level of protection for the crew on board cargo ships as in
passenger ships and the means to ensure additional protection to open ladders forming part or providing access to escape routes.

Summary: FP 56 finalised amendments to SOLAS regulations II-2/13.4.1 and 13.4.2 for submission to MSC 92, for ensuring effective means of
escape from engine control rooms and other enclosed working spaces located within machinery spaces, in both cargo and passenger ships, with
the aim to provide the same level of fire protection. There was general agreement that the term main work shop (within a machinery space)
would cover all spaces that should be provided with minimum two means of escape, to meet the intent of the original proposals. At least one of
these escape routes shall provide a continuous fire shelter to a safe position outside the machinery space. In addition, improved access to the
normal exit and emergency escape routes, with the provision that all inclined ladders or stairways with open treads, not located within a
protected enclosure, are to be of steel and protected against heat and flame by steel shields attached to their undersides. The new amendments
will only be applicable to new cargo and passenger ships.

Implications
Owners/builders: There will be significant cost implications since the new amendments would require design changes to the escape routes of
machinery spaces of cargo ships and smaller passenger ships, to provide the same level of protection as the passenger ships.

Application: The requirements are intended to apply for new cargo and passenger ships only.

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256-D SOLAS Regulation II-2/18.5-amendments consequential to MSC.1/Circ.1431



Background: Several amendments to SOLAS regulation II-2/18.5, the MODU Code, and MSC/Circ.895 were identified by IMO, as a consequence
to the approval of MSC.1/Circ.1431 (Guidelines for the approval of helicopter facility foam fire-fighting appliances).

Summary: It was agreed to amend SOLAS regulation II-2/18.5.1.3 to 5.1.5 to only refer to the new requirements contained in MSC.1/Circ.1431
which apply to foam fire-fighting appliances for the protection of helicopter facilities. The guidelines are also applicable to installation cover by
chapter 9 of the 2009 MODU Code and the recommendation on helicopter landing areas on ro-ro passenger ships (MSC/Circ.895).

Implication The amendments will make guidelines cover by MSC.1/Circ. 1431 mandatory for ships with helidecks. The requirements of
MSC.1/Circ. 1431 will need careful consideration at the design stage as they could impact the capacity of foam fire fighting systems and the
design arrangements for the helicopter landing area. Ship owners may also consider providing training for the crew for efficient use of the new
foam fire fighting systems.

Application: The SOLAS amendments will apply to new ships with helidecks facilities. The Guidelines contained in MSC.1/Circ.1431 also covers
approval of foam fire -fighting appliances on helicopter landing areas (designated for occasional or emergency landing).

218 - D Draft Amendments to SOLAS regulations II-2/1, II-2/3, and II-2/20-1 concerning protection of vehicle, special category and ro-ro
spaces (and application)



Background: MSC 85 (MSC 85/23/5) accepted a proposal to review requirements for ships carrying hydrogen fuel cell vehicle (HFCV) and
compressed natural gas vehicles (CNGV) 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 56 finalised the amendments to regulation II-2/1, II-2/3 as well as new regulation II-2/20-1 for consideration at MSC 92 to include
requirements for ships carrying motor vehicles with compressed hydrogen or natural gas for their own propulsion.

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In order to clarify the scope of application of the new requirements, a new definition for vehicle carrier was developed for regulation II-2/3 as
follows: Vehicle carrier means a cargo ship with multi deck ro-ro spaces designed for the carriage of empty cars and trucks.

New draft regulation II-2/20-1 contains requirements that are applicable to new and existing ships:

All new requirements which could impact the ship structure, will only apply to new ships. These include the requirement that all electrical
equipment and wiring used in spaces intended to carry such vehicles, including fans and other electrical equipment used in the ventilation ducts
shall be of a certified safe type complying with IEC 60079 standard (Electrical Apparatus for Explosive Gas Atmospheres) and also to prohibit the
use of any equipment that may constitute a fire/explosion risk in such spaces.

However, as explained in paragraphs 2.2 and 5 of the draft regulation II-2/20-1, existing ships should comply with non-structure related
requirements, such as at least two certified safe type portable gas detectors complying with IEC 60079 standard (Electrical Apparatus for
Explosive Gas Atmospheres) shall be provided for the detection of gas fuel emissions from the tanks of such vehicles. However, the date on
which existing ships should comply with this requirement was not clarified and this will be further discussed at MSC 92.

Implications: Significant impact since the proposed amendments when adopted, will affect ship construction, including provision of installation
of fire detection systems, type of ventilation and its location and provision of approved safe type electrical equipment.

Application: These requirements will generally apply to Vehicle Carriers, which carry HFCVs (Hydrogen Fuel Cell Vehicles) and CNGVs
(Compressed natural Gas Vehicles). Please also see the summary section above to see the different requirements that will be applicable to new
and existing ships.

Relevant instrument

Draft MSC circular in support of draft SOLAS regulation II-2/20-1

FP Sub-Committee is developing this circular. (FP 57 or a Sub-Committee taking over this subject will continue the work)

258-D Amendments to SOLAS regulations III/3 and 20 on requirements for periodic servicing and maintenance of lifeboats and rescue
boats, launching appliances and release gear



Background: Lifeboats and their fittings require maintaining and servicing to ensure their fitness to function in an emergency. This is done by
service providers who can either be associated with a specific manufacturer or can be independent. Currently the requirements for the

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recognition of such service suppliers are given in non-mandatory instruments, i.e., MSC.1/Circ.1206/Rev.1 (and MSC.1/Circ.1277)

Summary: The amendments to the SOLAS Convention introduced mandatory application the requirements for such service suppliers.

Implication:
Owners / operators This should have little effect for Lloyds Register owners/operators though as we already apply these requirements.
Manufacturers will need to find out how their flag administration intends to authorize them as service suppliers and make appropriate
arrangements for authorization as necessary. Lloyds Register already imposes this standard through the Lloyds Register Procedures for the
approval of service suppliers, so this should not have a significant impact to Lloyds Registers clients.
Flag administrations and their Recognised Organisations will need to authorize their lifeboat service suppliers. A list of approved service suppliers
will have to be provided to the IMO.

Application: Applicable to SOLAS ships and service suppliers maintaining its lifeboats and davits.


A draft MSC resolution on requirements for periodic servicing and maintenance of lifeboats and rescue boats, launching appliances and release
gear.

A draft resolution is being prepared for adoption at MSC 93.

Draft MSC circular on Guidelines on safety during abandon ship drills using lifeboats

This is the non-mandatory part of former MSC.1/CIrc.1206.

242-D The IMO Instruments Implementation Code (III Code)

Estimated entry into force 1 January 2016- MIGHT BE SUBJECT TO THE FURTHER CHANGE

Under discussion by the Maritime Safety Committee

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
Amendments to the STCW Convention chapter 1 - General provisions - new definitions and new regulation 16.
Amendments to the STCW Code - Chapter I - reflecting changes made to the STCW convention.

259-D Amendments to the LSA Code concerning lifejacket RTDs



Background: The LSA Code requirements concerning the testing of lifejackets using reference test devices (RTDs) have been used for some time
now. Experience with them has identified that some changes to the requirements would be beneficial.

Summary: The changes introduce some variation from the results using the RTD. Further clarification is provided on the testing required for
infants and childrens lifejackets and the need for infants and children to participate in jump and drop tests.

Implication: Manufacturers will need to prepare for the changes. The intention is to make the manufacture and use of RTDs more consistent.
Flag Administrations and their recognized organisations will need to prepare for the changes in testing methods.

Application: Lifejackets tested after the entry into force of the amendments which will be used on SOLAS ships. Whether this applies to new
ships, new approval of the lifejacket or new testing needs to be clarified toward the final adoption.


Draft amendments to the Revised Recommendation on testing of life-saving appliances (resolution MSC.81(70))

Summary: A number of the amendments align the recommendation on testing of life-saving appliances with the amendments to the LSA Code.

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Further amendments address the number of specimens of lifejacket-buoyancy material to be prepared, the selection of test subjects, and the
timing of the tests (RTD and candidate lifejackets should be tested on the same day). Annex 1 has been completely rewritten to clarify the
design and construction requirements of adult RTDs.

Draft MSC circular on Guidelines for validating the construction of a completed adult reference test device (RTD), for final approval at MSC 93 in
conjunction with the adoption of the associated amendments to the LSA Code and the Revised Recommendation on testing of life-saving
appliances

Summary: The new guidelines provide guidance on how to confirm that an adult RTD lifejacket has been constructed in accordance with the
requirements:

261-D Draft amendments to the 2011 ESP Code

Estimated entry into force 1 January 2016- MIGHT BE SUBJECT TO FURTHER CHANGE


Background: The 2011 ESP Code covers the survey requirements for oil tankers and bulk carriers. To a certain extent it follows the IACS
requirements, however the IACS requirements are frequently updated and it is necessary to track the amendments which IACS makes to ensure
consistency with the 2011 ESP Code.

Summary: These updates to the 2011 ESP Code bring it into line with the latest revision of the IACS UR Z10 series of unified requirements on
surveys of oil tankers and bulk carriers. Some changes have been made to the wording as contained in the IACS documents to ensure
consistency with SOLAS I/10.

Implication:
Owners / operators should find that the IACS requirements and the IMO requirements are the same. This will make planning for surveys easier.
Designers and builders should consider the access to structure for survey and adjust designs where possible to make this easier.
Flag Administrations and their Recognized Organizations will need to ensure that any procedures relating to the survey of tankers and bulk
carriers reflect the latest requirements.

Application: The new survey requirements of the 2011 ESP Code are applicable to oil tankers and bulk carriers (including Ore carriers and
Combination carriers) of 500 tons and above. The survey on which will take place on or after the entry into force date

262-D Amendments to the STCW Code related to Minimum in-service Eyesight Standards for Seafarers


93


Background: The Maritime Safety Committee (MSC), at its ninety-first session (MSC 91), considered document MSC 91/19/3 (Canada and United
States) proposing amendments to the STCW Code's colour vision requirements in order to address practical implementation issues as required by
the 2010 Manila Amendments. MSC 91 agreed and included in the provisional agenda for STW 44, an unplanned output on "Proposed
amendment to the STCW Code's colour vision requirements", with a target completion year of 2013. One of the elements was colour vision
requirements introduced by that amendment.

Summary: It was agreed that until reasonable alternatives for colour vision testing can be identified, the colour vision requirements detailed in
table A-I/9 of the STCW Code should be amended to allow Administrations the ability to develop alternative standards that ensure that seafarers
have adequate colour vision for the certificate being sought. The revised text will give flexibility allowing other equivalent methods recognized by
the flag Administration.

Implication: No - as this simply endorses current practice.

Application: To seafarers certification.


STCW.7/Circ.20on Interim Guidance on Colour Vision Testing

This circular provides details of interim measures for testing to cover transitional arrangements

246-D

Amendments to the LSA Code - clarification of application

Estimated entry into force 1 January 2017 - MIGHT BE SUBJECT TO THE FURTHER CHANGE

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

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

94

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.

Application: All ships

189-D Comprehensive revision of the IGC Code



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.

BLG 17 prepared a draft text for approval at MSC 92 and subsequent adoption at MSC 93 for possible entry into force on 1 January 2016. The
IGC code is prepared as an amendment to the existing IGC code, rather than a new IGC code.

The major changes to the existing code include:

Ship Design and Arrangement

The definition and delineation of gas dangerous spaces has been changed to reflect IEC practice. The cross reference to IEC requirements
when determining hazardous areas will increase the workload of the shipyards initial design section to understand these requirements.
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 new material grade FH
Introduction of limit state methodologies for novel configuration of cargo containment design that cannot meet prescriptive

95

requirements given in the draft revised IGC Code. A further guidance for this limit state methodologies are being developed by the
BLG Sub/Committee

Electrical systems

Substantial revision of Chapter 10 Electrical Systems, to reflect current IEC requirements
Tank pressures and hull temperatures to be controlled also in the event of single faults in the electrical supply.

Cargo Handling

Cargo tank pressure relief valve - in the event of a failure or a cargo tank pressure relief valve a safe means of emergency isolation shall
be allowed
Means to monitor the quality of inert gas supplied to the insulation space
Introduction of requirements for vapour oxidation which include boilers and gas combustion units

Operation

Requirements for a Cargo Operation Manual
Method to assess the acceptability of increased filling limits
Sequential lifting of relief valves in order to minimise the release of vapour.
The number of Safety Equipment sets increased from two to three
Cargo transfer requirements for a pre-cargo operation meeting

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. (Constructed on or after 1 Jan 2016)

Relevant instrument

Standard for the use of limit state methodologies in the design of cargo containment systems of novel configuration

This standard was developed by a joint meeting of flag Administrations and industry to enable the consistent use of limit state methodologies in
the design of cargo containment systems and has been agreed as a new mandatory appendix to the IGC Code. It will be adopted at the same
time as the revised IGC Code.

96

Note - this amendment includes requirements on the verification of the damage stability. Please refer to item 255 above.
.
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 (31
st
January 2013), 36 States representing 29.07% of the world merchant shipping tonnage have ratified this Convention.

MEPC 60 (March 2010) concluded that there are sufficient type-approved ballast water treatment technologies available for ships constructed in
2010, and subject to regulation B-3.3, and approved resolution MEPC.188(60) which clarifies that the exemption from applying the Convention
for ships constructed in 2009 would not be further extended. Whilst recognising that although the requirements of regulation B-3.3 cannot be
enforced before the entry into force of the BWM Convention, it should be clearly understood that the ballast water management systems
installed on ships constructed in 2010 will have to meet these requirements once the Convention enters into force. MEPC 61 agreed that for
ships with ballast water capacity up to 5,000 cubic metres, including those constructed in 2011, there are sufficient technologies available and
that their number is increasing. MEPC 62 noted that despite some difficulties, ballast water treatment technologies are available for certain types
of vessels with high capacity and high flow rate and are currently being fitted on board some ships

Summary:

The following is the list of the guidelines approved in relation to the BWM Convention:
ID Issued as Title
G1 MEPC.152(55) Guidelines for sediment reception facilities
G2 MEPC.173(58) Guidelines for ballast water sampling
G3 MEPC.123(53) Guidelines for ballast water management equivalent compliance
G4 MEPC.127(53) Guidelines for ballast water management and development of ballast water management plans
G5 MEPC.153(55) Guidelines for ballast water reception facilities
G6 MEPC.124(53) Guidelines for ballast water exchange
G7 MEPC.162(56) Guidelines for risk assessment under regulation A-4

97

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
(approved 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
(approved at MEPC 59)
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
(approved 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

BWM.2/Circ. 40
(Approved at MEPC64)
Issuance of Ballast Water Management Certificates prior to entry into force of the BWM
Convention and Ballast Water Management Plans approved according to resolution A.868(20)

Lloyds Register has produced a series of guidance on Understanding Ballast Water Management including status of technology, installation

98

requirements and how to comply with the convention.

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: Most ships are expected to comply by installing and using 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 discharge ballast water in compliance with the D-2 discharge standard in accordance 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

Relevant instrument

A draft Assembly resolution for providing smooth entry into force scheme has been agreed by MEPC 65 for final adoption by the 28th Assembly
in November 2013.

Reschedule for ships constructed before the entry into force (EIF)* of the Convention

99

Ballast capacity Constructed before 2009 Constructed in
or after 2009
but before 2012
Constructed in
or after 2012
Less than 1500m
3

EIF before 2016: by 1
st
IOPP**
renewal survey after the anniversary
of the delivery of the ship in 2016
EIF after 2016: by 1
st
IOPP renewal
survey
By 1
st
IOPP renewal survey after EIF
Between 1500m
3
and
5000m
3

st
IOPP renewal
survey after the anniversary of the
delivery of the ship in 2014
st
IOPP renewal
survey
Greater than 5000m
3

st
IOPP renewal survey after the
anniversary of the delivery of the ship in 2016
st
IOPP renewal survey
By 1
st
IOPP
renewal survey
after EIF

*
EIF means entry into force of the BWM Convention. This occurs 12 months after the date when condition for entry into force
is met by sufficient number and tonnage of ratifications
**
The IOPP renewal survey indicated in the table below refers to the renewal survey associated with the IOPP Certificate required
under MARPOL Annex I

232-X Draft amendments to MARPOL Annex I Regulation 12

Estimated entry into force 1 March 2016- MIGHT BE SUBJECT TO THE FURTHER CHANGE

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

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.
However DE 57 was unable to conclude anything and proposed amendments will be further considered at DE 58

100

Implication: Owing to the resolution MEPC 187 (59), some ships were considered retroactive re-arrangement of bilge pipelines which is now
clarified not necessary. Shipowners need to examine the position of flag Administration as some flag Administrations indicated retroactive re-
arrangements prior to the approval of the above mentioned circular.

Application: Ships delivered before 1 January 2014.

185-X

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

Estimated entry into force 1 January 2017- MIGHT BE SUBJECT TO THE FURTHER CHANGE

Under discussion by the Sub-Committee on Bulk Liquids and Gases (BLG)

Background: BLG was tasked with producing interim guidelines for ships with natural gas fuelled engine installations, which were produced in
2009 (resolution MSC.285 (86))). These guidelines are an interim measure until an International Code for the Safety of Gas Fuelled Ships (IGF
Code) is produced, which is intended to be mandatory for ships other than those regulated under the IGC Code. This has also been the subject
of an inter-sessional correspondence group between the last few sub-committee meetings and is a contentious issue among various parties who
are pushing for particular approaches which are not necessarily in line with LR policy.

The burning of gas fuel in ships has been carried out on LNG vessels for many years and there are recognised practices in place detailed in the
IGC Code to mitigate the risks. The interim guidelines produced do not align with the IGC Code and there are concerns in some quarters that
the draft IGF Code being developed may also fail to align with the IGC Code leading to a double standard depending on the type of vessel with
one set of requirements for Gas ships and another set for all other vessels. It could become even more complex if the IGF Code is made
applicable to all vessels including Gas ships and there is some indication that this is a long term goal.

As the draft code under development covers all low-flashpoint fuel, the name of the draft code has been changed accordingly.

Summary: BLG 16 continued the discussions in details. The following was the primary discussion points at BLG 16.

Location of fuel tanks and fuel storage

Tank location was discussed extensively. One proposal was on a probabilistic approach to assess the risk for tank location including factors like
volume, ship type and distance to shell which will give the flexibility other than a fix figure requirements. BLG 16 agreed that the method should
be further discussed by a correspondent group because the information supporting the probabilistic approach is not verified.

Probabilistic damage is an expertise of the SLF Sub-Committee and therefore the matter will also be forwarded to the Sub-Committee for their

101

input.

It was also pointed out that the draft new IGC code has some changes on the distance of tank/pipe location to shell and this need to be noted
and harmonized.

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

Discussion on compressed natural gas (CNG) tanks

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

Ventilation arrangements (Chapter 13)

There were comments about the use of airlocks. This will need to be checked in the correspondence group.

Emergency Shut Down (ESD) concept

BLG 16 agreed, in general, that the ESD would protect machinery space. However, BLG 16 also agreed that the ESD concept should be limited to
unattended operation and for gases lighter than air, and it must conform to the goal/functional requirements given in section 6.2.1.

Regarding any limitations on size and power BLG 16 could not reach a consensus. However, the majority of the working group were in favour of
not limiting the size and power of engine for ESD protected space.

Fuel covered by this code

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

Implications: There is a number of safety related aspects that affect design and building of such ships including the concept of emergency shot
down arrangements and the location of low flash point fuel storage tanks.

Application: To all ships using low flash point fuels except those regulated by the IGC Code.

Further information

102

Lloyds Register Rules for the Classification of Natural Gas Fuelled Ships were 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.

103

Expected entry January 2018 and after
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.

MSC 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
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.

104

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.

241-D Mandatory Polar code

Estimated entry into force 1 January 2018 - 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 substantial amount of work remains to be done

105

Summary; The draft code under discussion comprises a comprehensive set of requirements including stability, ice strengthening, ice operation,
life-saving appliances, radio communication, 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 and remain
contentious.

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

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


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 July 2013, only one 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.

106

Overall, the Convention can be described as a response to the lack of regulation and standards in ship breaking industry; especially where safety,
environmental and quality standards are concerned. It covers the entire ship life cycle: from design and construction, through in-service operation
to dismantling and requires:
ships to have an IHM (also known as the Green Passport);
new builds to exclude certain hazardous materials;
ship recycling facilities to be authorised by the national authority;
ship recycling facilities to provide an approved Ship Recycling Plan detailing how the ship will be recycled;
ships flying the flag of parties to the Convention to be recycled only in authorised recycling facilities; and
ship recycling facilities which are located in parties to the Convention to recycle only ships which they are authorised to recycle.

At the final survey before the ship is taken out of service, the IHM will be completed for items such as operational stores and bunkers. The
approved Ship Recycling Plan will then be checked against the IHM to ensure it properly reflects the information it contains.

Currently, the following Guidelines are under development (or have been completed) by MEPC for the implementation of the Convention:

Title Status/target
Guidelines for the development of the Inventory of Hazardous Material
Completed
(MEPC 197 (62))
Guidelines for safe and environmentally sound ship recycling (Facility
guidelines)
Under development
Target MEPC 61 (September 2011) or MEPC 62 (July
2011)
Guidelines for the development of the Ship Recycling Plan
Completed
(MEPC.196 (62))
Guidelines for the development of the Ship Recycling Plan (SRP guidelines)
Completed
(MEPC.210 (63))
Guidelines for the authorization of Ship Recycling Facilities
Completed
(MEPC.211 (63))
Guidelines for survey and certification
Completed
(MEPC.222 (64))
Guidelines for inspection of ships
Completed
(MEPC.223 (64))

Implications:
Shipowners:
to provide an Inventory of Hazardous Materials for their ship

107

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:
to obtain Document of Authorization for Ship Recycling by the competent authority of the recycling State
to inform their authorities should they wish to recycle a ship
to prepare a specific Ship Recycling Plan, based on the IHM which the owner provides
to report when recycling is finished.
National authority of States with recycling facilities:
to authorise ship recycling facilities
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 newbuilds
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, Ship recycling practice and
Regulation today and to explain current practices and regulations.


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


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

108

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.

Lloyds Register Marine Business Stream : Future IMO Legislation, January 2012
85

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