Future IMO legislation

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1 Future IMO legislation January 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 January 2013; the major topics currently under discussion and development (discussions up to MSC 91).

2 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. Lloyd s Register : Future IMO Legislation Lloyd's Register January 2013

3 Summary of major developments: This version covers updates out of DSC 17, MEPC 64 and MSC 91. The item ID number is the reference used in this document for the detailed entry. Significant approvals or adoptions: A revision of the International Code for the Construction and Equipment of Ships Carrying Dangerous Chemicals in Bulk (IBC) Code has been adopted which will affect the way in which some cargoes are carried, and all certificates of fitness and associated cargo lists will be required to be reissued. This enters into force on 1 June 2014 (ID 186) The Code on Noise Levels on Board Ships and associated SOLAS amendments have been adopted and will enter into force on 1 July Some ship types are excluded but for most there is a potentially significant impact on design and choice of materials (ID 208). A large number of fire safety changes have been adopted through amendments to SOLAS II-2 and associated changes to the Fire Safety Systems (FSS) Code (183, 201, 202, 214, 219, 220, 221, 222, 223, 224, 225, 226, 227). These all enter into force on 1 July A new SOLAS regulation on recovery of people from water was adopted, which will require all ships to have plans and procedures on board to show how they can recover someone from the water. It should be noted that this replaces the original intention of requiring equipment to be carried for this purpose (ID 236). Significant new items being considered or milestones in ongoing developments: DSC17 prepared draft amendments to SOLAS which would require drills for entry into enclosed spaces and rescue of personnel from such spaces every two months (ID 248). Renewed efforts are being made to overcome the barriers to entry into force of the International Convention for the Safety of Fishing Vessels (Torremolinos Convention) (ID 238) Lloyd s Register : Future IMO Legislation Lloyd's Register January 2013

4 Significant entries into force in the near future: Amendments to amendments to the NOx Technical Code, which provide for the introduction of the selective catalytic reduction (SCR) guidelines, will enter into force on 1 July 2013 (ID 231) The conditions for entry into force of the ILO Maritime Labour Convention 2006 have now been met, and it will enter into force on 20 August 2013 (ID ILO 0001). Previously adopted requirements with a significant upcoming phased entry into force date: The schedule for the carriage requirement of a bridge navigational watch alarm system (BNWAS) is underway. Some existing ships are required to have a BNWAS fitted not later than their first survey on or after 1 July 2013 (ID 158). The schedule for the carriage requirement of electronic chart display and information systems (ECDIS) is underway. Some new ships constructed from 1 July 2013 are required to have ECDIS (ID 159). Lloyd s Register : Future IMO Legislation Lloyd's Register January 2013

5 Table 1a NEW SHIPS Adopted mandatory regulatory amendments which are entering into force Prior to 1 January January 2013 From page All ship types 150-1* * 159* 209* 182* Passenger Ships 150-1* * 159* 209* 182* Ro-Ro Passenger Ships 150-1* * 159* 209* 182* Oil Tankers 150-1* * 159* 209* * * 159* 209* 231 Chemical Tankers 150-1* * 159* 209* 182* Gas Carriers 150-1* * 159* 209* 182* Ship type Bulk Carriers 150-1* * 159* 209* 182* * 159* 209* 231 Container Ships 150-1* * 159* 209* 182* General Cargo Ships 150-1* * 159* 209* 182* Ro-Ro Cargo Ships 150-1* * 159* 209* 1 July * 158* 158* 158* 158* 158* 158* 158* * 159* 159* 159* 159* 159* 159* 159* 209* 209* 209* 209* 209* 209* 209* 209* August August ILO0001 ILO0001 ILO0001 ILO0001 ILO0001 ILO0001 ILO0001 ILO0001 ILO0001 ILO January June July * 159* 182* * 159* 182* * 159* 182* * 159* 182* * 159* 182* * 159* 182* * 159* 182* * 159* 182* * 159* 182* * * 159* 182* High Speed Craft 153-3* 153-3* 205 FSUs and FPSOs MODUs Lloyd s Register Marine Business Stream : Future IMO Legislation, January

6 1 January * 150-1* 150-1* 150-1* 150-1* 150-1* 150-1* 150-1* 150-1* 150-1* 1 July * 159* 159* 159* 159* 159* 159* 159* 159* 159* 1 January * 150-1* 150-1* 150-1* 150-1* 150-1* 150-1* 150-1* 150-1* 150-1* * 195* July * 159* * 159* 159* 159* 159* * 159* 159* 1 July * 159* 159* 159* 159* 159* 159* 159* 159* 159* 1 January * 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 153-3* Lloyd s Register Marine Business Stream : Future IMO Legislation, January

7 Table 1b NEW SHIPS Likely amendments which are currently under discussion and development subject to change Ship type From page All ship types Passenger Ships Ro-Ro Passenger Ships Oil Tankers Chemical Tankers Gas Carriers Bulk Carriers Container Ships General Cargo Ships Ro-Ro Cargo Ships High Speed Craft FSUs and FPSOs MODUs Expected January 2014 December Expected January 2016 onwards * - 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 Lloyd s Register Marine Business Stream : Future IMO Legislation, January

8 Table 2a - EXISTING SHIPS Adopted mandatory regulatory amendments which are entering into force Ship type From page All ship types Passenger Ships Ro-Ro Passenger Ships Oil Tankers Chemical Tankers Gas Carriers Bulk Carriers Container Ships General Cargo Ships Ro-Ro Cargo Ships High Speed Craft FSUs and FPSOs MODUs Prior to 1 January January * * 159* 209* 182* * * 159* 209* 182* * * 159* 209* 182* * * 159* 209* 182* * * 159* 209* 182* * * 159* 209* 182* * * 159* 209* 182* * 159* 209* * * 159* 209* 182* * * 159* 209* 182* * * 159* 209* 1 July * 158* 158* 158* 158* 158* 158* 158* 158* * 159* 159* 159* 159* 159* 159* 159* 159* 209* 209* 209* 209* 209* 209* 209* 209* 209* August August ILO0001 ILO0001 ILO0001 ILO0001 ILO0001 ILO0001 ILO0001 ILO0001 ILO0001 ILO January June July * 159* 182* * 159* 182* * 159* 182* * 159* 182* * 159* 182* * 159* 182* * 159* 182* * 159* 182* * 159* 182* * * 159* 182* * 153-3* January * 150-1* 150-1* 150-1* 150-1* 150-1* 150-1* 150-1* 150-1* 150-1* 1 July * 159* 159* 159* 159* 159* 159* 159* 159* 159* Lloyd s Register Marine Business Stream : Future IMO Legislation, January

9 1 January * * * * * * * * * * July * 159* 159* 159* 159* 159* 159* 159* 159* 159* 1 July * 159* 159* 159* 159* 159* 159* 159* 159* 159* * - 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 153-3* Lloyd s Register Marine Business Stream : Future IMO Legislation, January

10 Table 2b - EXISTING SHIPS Likely amendments which are currently under discussion and development subject to change Ship type From page All ship types Passenger Ships Ro-Ro Passenger Ships Oil Tankers Chemical Tankers Gas Carriers Bulk Carriers Container Ships General Cargo Ships Ro-Ro Cargo Ships High Speed Craft FSUs and FPSOs MODUs Expected January 2014 December Expected January 2016 onwards * - 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 Lloyd s Register Marine Business Stream : Future IMO Legislation, January

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 January 2010 SOLAS Chapter II-2 Regulation 10 Adopted by Resolution MSC.256(84) Back ground and Summary: It was recognized that the existence of many single control systems presented an unacceptable level of risk to crew personnel. In view of the above, IMO developed amendments to SOLAS regulation II-2/10, to require all carbon dioxide systems to have two separate releasing controls. Implications: Arrangement of major modification to the existing fleet will be required. Application: Existing ships (constructed before 1 October 1994) will have to comply with the above amendments by completion of the first scheduled dry-docking after 1 January Reference - LR Classification News No. 37/2009, available at CDLive ClassNews link July 2010 The Revised MARPOL Annex VI Adopted by Resolution MEPC.176(58) Background: This is the comprehensive review of MARPOL Annex VI. As the MARPOL Annex VI has been introduced as a protocol to the MARPOL Convention, these amendments will be applicable to the states which are party to the protocol only. The revised text of the MARPOL ANNEX VI was approved at MEPC 57, which was adopted at MEPC 58, October The Committee agreed to revise date of entry into force as of 1sst July 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 Lloyd s Register Marine Business Stream : Future IMO Legislation, January

12 Currently: 4.5% Currently:1.5% From entry into force of revised Annex ( 1 July 2010: 1.00% 1 July 2010) 4.50 % 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 1 January 2016 only) NOx control new engine The following requirements were adopted at MEPC 59. For ships built between 1 January 2000 and 31 December 2010 (Tier I limits): The requirement applies to each marine diesel with a power output of more than 130kW 17 g/kwhr where n is less than 130 rpm; 45.0 x n (-0.2) g/kwhr when n is 130 rpm or more but less than 2000 rpm; 9.8 g/kwhr when n is 2000 rpm or more where n = rated engine speed (crankshaft revolutions per minute). Note: These are the current MARPOL Annex VI, Regulation 13 limits. For ships built between 1 January 2011 and 31 December 2015 (Tier II limits): The requirement applies to each marine diesel with a power output of more than 130kW 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; Lloyd s Register Marine Business Stream : Future IMO Legislation, January

13 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, , 8.1,.8.2,9.2, 9.3 and 9.4 of this regulation do not apply to gas fuels such as LNG, Compressed natural gas, or liquefied petroleum gas. The sulphur contents of the gas fuel deliver to the ship specifically for combustion on board that ship shall be provided by the supplier. VOC Management Plan With effect from July 1, 2010, every tanker carrying crude oil will be required to have on board and implement a ship-specific VOC Management Plan, approved by the Administration. The Plan should be prepared taking into account guidelines contained in resolution MEPC.185 (59) and MEPC.1/Circ.680. The purpose of the Plan is to ensure that VOC emissions resulting from tanker operations to which regulation 15.6 applies are prevented or minimised as much as possible. A ship-specific VOC Management Plan must at the least provide written procedures for minimising VOC emissions during: loading of cargo sea passage, and discharge of cargo. Additionally, VOCs generated during crude oil washing need to be considered. If tanker design modifications (such as increasing the pressure of the cargo tanks) are to be made to minimise VOC emissions, strength aspects need to be considered and comprehensive calculations have to be carried out to confirm the structural strength and other related issues. This information must be provided within the VOC Management Plan when submitting it for approval. Marine Fuel Oil specification MEPC 59 agreed that the matter should be left to ISO, however, it was also agreed to forward a request to verify the status of substances given in the indicative list of parameters developed by the Committee. Lloyd s Register Marine Business Stream : Future IMO Legislation, January

14 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 Criteria and Procedure for Designation of Emission control area MEPC 59 agreed to keep the criteria as prepared by MEPC 57. Ozone depleting substances An inventory for the list of substances kept onboard will be required. Please note that LR has published a guide titled: Understanding exhaust gas treatment systems to support ship owners and operators in deciding whether this is an appropriate compliance option for them. A PDF is available from Implication: Owner: Significant impact. The following is the primary areas for the owners concern: Selection of the fuel (There could be difficulties in obtaining required fuel, possible difficulties of using two fuels especially change over prior to entering into SECA) VOC Management Plan Possible upgrade of existing engine Shipbuilder/Equipment manufacture: Significant impact for the compliance with the new standard for engines. There may be demands for the development of exhaust gas cleaning system for which, numbers of regulatory developments are still required. National Administration / Recognized Organization: Significant impact. It may require additional resources and expertise for the proper implementation of the new requirements. Development of the policy / standard for the requirement to the existing engine needs careful attention. Lloyd s Register Marine Business Stream : Future IMO Legislation, January

15 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 July 2010 NOx Technical Code 2008 Adopted by Resolution MEPC.177(58) Background and summary: The main changes to the Code are: a new chapter for the approval of approved method (existing ships) arrangements; inclusion of requirements covering the approval of direct measurement and monitoring methods; and amended NOx emission calculation procedures. The MEPC will be issuing a circular to facilitate the application of the revised Code to Tier II engine certification. Implication: Shipbuilder/Equipment manufacture: Required to meet the new standard introduced by this code. National Administration / Recognized Organization: To prepare new type approval and survey procedures based upon the new code. Application: Engines over 130 kw irrespective of the size of ship onto which such engines are subsequently installed. Reference - LR Classification News No. 22/2010, available at CDLive ClassNews link January 2011 SOLAS 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. Lloyd s Register Marine Business Stream : Future IMO Legislation, January

16 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, Exceptions Chapter II-2, regulation 1 exempts older vessels from complying with certain requirements of the revised regulation 19 if they differ from those contained in the previous regulation 19 and the older regulation 54, which is being phased out. Specifically: alterations to cargo space fire detection systems are not required on older vessels if the revised regulation 19 requirements are different, and vessels built before July 1, 1998, do not need to comply with the revised regulation 19 ro-ro space separation requirements. Note: The MSC 85 confirmed that the provisions of regulation II-2/19 do not apply to dangerous goods in excepted quantities pending entry into force of the relevant amendments to regulation II-2/19 (1 January 2011). (Refer to chapter 3.5 of the IMDG Code) Reference - LR Classification News No. 41/2010, available at CDLive ClassNews link January 2011 International Code of Safety for High-Speed Craft, 2000 (HSC Code 2000) Paragraph 7.17 Fire Safety note 1 to table and entire table Adopted by Resolution MSC.271(85) Background: Similar amendments were approved for SOLAS chapter II-2. (see item 153-1) Summary: A set of amendment similar to those to the SOLAS Chapter II-2 were introduced in the HSC Code Existing note 1 to table 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 of the 2000 HSC code were also agreed for re-insertion. Footnotes 9 and 10 under table 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 Lloyd s Register Marine Business Stream : Future IMO Legislation, January

17 January 2011 for existing crafts (crafts constructed on or after 1 July 2002) January 2011 Note: The MSC 85 confirmed that the provisions of paragraph 7.17 do not apply to dangerous goods in excepted quantities pending entry into force of the relevant amendments to Paragraph 7.17 (1 January 2011). (Refer to chapter 3.5 of the IMDG Code) SOLAS Chapter V Regulation 19 Carriage requirements for a bridge navigational watch alarm system (BNWAS) Adopted by: Resolution MSC.282(86) Background: A bridge watch navigational alarm system is a device which triggers an alarm if an Officer on Watch (OOW) becomes incapable of performing the OOW s duties. IMO also adopted the performance standard as MSC. 128 (75) and there are ships which have already installed the equipment on a voluntary basis. Summary: In paragraph 2.2, the new subparagraphs.3 and.4 are added after the existing subparagraph.2. Application details are given in new subparagraph.3. sub-paragraph.4 states that a bridge navigational watch alarm system (BNWAS) installed prior to 1 July 2011 may subsequently be exempted from full compliance with the standards adopted by the Organization, at the discretion of the Administration. Note: In the existing footnote to paragraph 2 the reference to the performance standard (resolution MSC.128(75) performance standards for a bridge navigational watch alarm system (BNWAS) is inserted. Implications: Shipbuilders Builders are encouraged to take these requirements into consideration when designing a ship keel of which will be laid on or after 1 July This is not stand alone equipment on the navigation bridge. The secondary alarm will be activated in the master s cabin, thus wiring will be required in other parts of the crew accommodation area. Due attention is to be paid to wire penetration at fireprotection boundaries. BNWAS is required to meet the IMO s performance standard (MSC.128 (75)). BNWAS is to be type approved by the flag Administration or its Recognized Organization (e.g., Classification Society). Shipowners BNWAS will be required on the existing ships (at the first survey after the date specified) as well. Owners will need to be prepared to make retrofitting arrangements. Owners are encouraged to take the opportunity to make such arrangements at dry-docking, if there is such an opportunity. Flag Administrations & their recognized organizations It will be necessary to type approve the system in a timely manner. Relevant survey guidelines should be prepared. The requirements will apply to ships not engaged on international voyages as well. Lloyd s Register Marine Business Stream : Future IMO Legislation, January

18 Application: Ship type Gross tonnage New ships (keel Existing ships (not new ship) laying date) 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 gt and above but less 1 July 2011 Not later than the first survey* on or after 1 July 2013 than 3,000 gt 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 (nonpassenger ship), this is either the Cargo Ship Safety Equipment Survey or, for ships with a Cargo Ship Safety Certificate, the Cargo Ship Safety Survey. For both passenger ships and cargo ships which are under construction, if the keel is laid before, but the ship is delivered after, the date specified in the relevant regulation, the first survey is the initial survey. Reference - LR Classification News No. 23/2010, available at CDLive ClassNews link January 2011 SOLAS 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/ In other words, it is currently optional equipment. By the amendment adopted at MSC 86, ECDIS will be mandatory for new ships in 2012 (passenger ships and oil tankers) or 2013/2014 (other ships). Existing ships will be required to retrofit the system. Summary: In paragraph 2.1, the existing subparagraph.4 is replaced by the following: 4 nautical charts and nautical publications to plan and display the ship s route for the intended voyage and to plot and monitor positions throughout the voyage. An electronic chart display and information system (ECDIS) is also accepted as meeting the chart carriage requirements of this subparagraph. Ships to which paragraph 2.10 applies shall comply with the carriage requirements for ECDIS detailed therein;. After the existing paragraph 2.9, the new paragraphs 2.10 and 2.11 are added. Paragraph 2.10 provides application details and Lloyd s Register Marine Business Stream : Future IMO Legislation, January

19 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 Implications: Shipbuilders and manufacturers Builders will be required to take these requirements into consideration when designing a ship which keel will be laid on or after 1 July 2012/2013/2014 dependent on ship type and size; Manufacturers are to note that ECDIS is required to meet the IMO s performance standard (A.817(19), as Adopted by the Resolutions MSC. 64 (67), MSC. 86 (70) and MSC. 232 (82)); Owners/Ship management companies As ECDIS will be required on the existing ships (at the first survey after the date specified in the table given below), owners will be required to make retrofitting arrangements. Owners are encouraged to take the opportunity to make such arrangements at dry-docking, if there is such an opportunity; Owners are to ensure that ships will be provided with the Electronic Navigational Charts (ENCs) issued by a Hydrographic Authority or its agents that cover the intended voyages; Ship managers are to ensure that appropriate training and familiarization will be incorporated into the company s SMS for the use of ECDIS in accordance with paragraph 6.5 of the ISM Code. Deck officers must be fully familiar with the operation of ECDIS prior to the first voyage after the installation of ECDIS in accordance with paragraph 6.3 of the ISM Code. Due reference is to be made to SN.1/Circ 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 Existing ships (Ships not new ships) (Construction keel laying date) 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 ,000 and above 1 July 2013 Not later than the first survey* on or after Lloyd s Register Marine Business Stream : Future IMO Legislation, January

20 but less than 50,000 1 July ,000 and above but less than 20,000 1 July 2013 Not later than the first survey* on or after 1 July ,000 and above but less than 10,000 1 July 2014 No retrofitting requirements to existing ships less than 10,000 gt *The first survey means the first annual survey, the first periodical survey or the first renewal survey, whichever is due first after the date specified. For a passenger ship, this is the first renewal survey for Passenger Ship Safety Certificate; for a cargo ship (nonpassenger ship), this is either the Cargo Ship Safety Equipment Survey or, for ships with a Cargo Ship Safety Certificate, the Cargo Ship Safety Survey. For both passenger ships and cargo ships which are under construction, if the keel is laid before, but the ship is delivered after, the date specified in the relevant regulation, the first survey is the initial survey. Reference - LR Classification News No. 33/2009, available at CDLive ClassNews link January STCW Convention and STCW Code Adopted by 2010 Manila Conference Background: The original STCW convention was adopted in The totally revised convention, supplemented by the STCW Code was adopted in Further comprehensive revision to the convention was concluded in 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. Lloyd s Register Marine Business Stream : Future IMO Legislation, January

21 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) Lloyd s Register Marine Business Stream : Future IMO Legislation, January

22 B Adopted IMO requirements entering into force in the near future This part includes requirements that have been adopted and have an entry into force date which has been established by the IMO, but not yet reached. 1 January (REPEATED) 1 January 2013 SOLAS Chapter II-2 Regulations 1 and 19 Carriage of dangerous goods (Note to table 1 and 2 and entire table 19.3) See item IN PART A OF THIS DOCUMENT. Further amendments were approved at MSC 89 and adopted at MSC 90 (May 2012) look at 214-D (REPEATED) 1 January 2013 Application: not later than the first renewal survey (non-harmonized and harmonized) on or after 1 January 2011 International Code of Safety for High-Speed Craft, 2000 (HSC Code 2000) Paragraph 7.17 Fire Safety note 1 to table and entire table See item in PART A of this document. Background: Similar amendments were approved for SOLAS chapter II-2. (see item 153-1) January 2013 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). SOLAS Chapter II-1 Regulation Corrosion protection of cargo oil tank of crude oil tankers Adopted by Resolution MSC.291(87) Background Following the accident resulted from the structural failure tankers; corrosion protection measures for cargo oil tankers were developed. Summary: This regulation makes the performance standard mandatory. The following are the key points of the draft SOLAS regulation: It sets up entry into force date by building contract, keel lay date and delivery date (in the same manner current SOLAS regulation II- 1/3-2 defines) It refers to the mandatory coating standard, which is to be adopted simultaneously It accepts the alternative measures i.e. use of the corrosion resistant steel, subject to compliance with the mandatory standard that will be developed by the IMO The requirements do not apply to combination carriers and chemical tankers. Lloyd s Register Marine Business Stream : Future IMO Legislation, January

23 For the definition of a crude oil tanker, references are made to items and 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, In conjunction with the amendment to the SOLAS, the following mandatory resolutions were adopted. 1. Resolution MSC.288(87) on Performance standard for protective coatings for cargo oil tanks of crude oil tankers MSC 87 adopted MSC resolution on Performance standard for protective coatings for cargo oil tanks of crude oil tankers. The performance standard contains requirements for the following items: Area of application Design of the coating system Primary and secondary surface preparation Inspection and verification requirements Test procedures for coating systems. Alternative coating systems can also be considered under this standard. Details of test procedures are included in the standard. Implications: Owner and builders: the coating standard will affect the fabrication process of a crude oil tanker and to some extent, the design itself. Builders would be required to have a qualified paint inspector for the job. Flag Administrations and their ROs (classification societies): to be ready for the appropriate implementation once this discussion is concluded by the IMO. 2. Resolution MSC.289(87) on Performance standard for alternative means of corrosion protection for cargo oil tanks of crude oil tankers Lloyd s Register Marine Business Stream : Future IMO Legislation, January

24 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 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 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 on Guidelines on the procedures for in-service maintenance and repair of coating systems for cargo oil tanks of crude oil tankers Background: Protective coatings are required in cargo oil tanks on crude oil tankers by SOLAS II-1/3-11. This circular gives guidelines for the in-service repair and maintenance of coatings. Summary: Specific guidance on the repair and maintenance is given (including permissible levels of deterioration before repair is required, coating thicknesses of repairs and conditions before repair can be carried out). Implications: Owners: The guidelines can be used as a reference document when repair or re-coating is required. There will be a significant impact on these works. Flag Administrations/Recognized Organizations: will need to include the guidance in training and instructions to surveyors. Application: Coating requirements of cargo oil tanks on crude oil tankers of 5,000 dwt or above contracted for construction on or after 1 January Lloyd s Register Marine Business Stream : Future IMO Legislation, January

25 5. MSC.1/Circ 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 Administration s. Application: Oil tankers which are carrying benign crude oil. For a Lloyd's Register guidance note on this regulation, please visit Reference - LR Classification News No.24/2012, available at CDLive ClassNews link January 2013 Amendments to the SOLAS regulation III/1 on load release mechanisms and to the LSA Code paragraph 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 Lloyd s Register Marine Business Stream : Future IMO Legislation, January

26 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, Resolution MSC. 320 (89) which revises the LSA Code (Chapter IV). The expected entry into force date is January 1, The main purpose of the revision of chapter IV of the Code is to prevent unexpected accidents during lifeboat drills and/or inspections. 3. MSC.1/Circ.1392, Guidelines for Evaluation and Replacement of Lifeboat Release and Retrieval Systems. These Guidelines are only applicable to existing RRS. They cover: design review; performance test; reporting the evaluation results for existing RRS; one-time follow-up overhaul examination; and procedure for replacing non-compliant RRS. 4. MSC.1/Circ.1393, MSC circular on Early Application of new SOLAS regulation III/1.5. This circular clarifies the application to new ships and encourages the use of compliant on-load RRS at the earliest opportunity. 5. Resolution MSC.321 (89), Amendments to the revised recommendation on testing of life-saving appliances (Resolution MSC.81 (70), as amended), relevant to the revised LSA Code Chapter IV. Implications: Shipowners & Ship managers: Existing ships: Identify whether installed lifeboats on-load release mechanisms have been evaluated and identified as being in compliance with the LSA Code Chapter IV, as amended by MSC.320(89), If not, replacement of release mechanisms will be required. Further, if the manufacturer of the hooks onboard is no longer in existence, there may be a possibility that such hooks will be required to be replaced, as design appraisal, etc. may not be possible. New ships: On-load release mechanisms on lifeboats installed on/after the entry into force date of the amendments to the LSA Code will be required to comply with the new requirements in full. The application scheme is crucial in this regard see the application section below. Manufacturers: Ensure that past and existing lifeboats on-load release mechanism designs have been evaluated as being a safe design/have a good safety record. If not, then clients will be required to replacement mechanisms. New mechanisms will be required to comply with the new requirements of the LSA Code in full and be suitably type approved. Manufactures will be required to undergo a re-approval process for hooks that have previously been approved. There may be additional costs for this process. Flag Administrations and their Recognized Organizations (classification society): Ensure that existing lifeboats on-load release Lloyd s Register Marine Business Stream : Future IMO Legislation, January

27 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 For a Lloyd's Register guidance note on this regulation, please visit Reference - LR Classification News No.09/2011, available at CDLive ClassNews link January 2013 IMSBC Code amendments Adopted by Resolution MSC.318(89) Entry into force 1 January 2013 (voluntary implementation on 1 January 2012) Background: The new IMSBC Code lays down requirements for ships wishing to carry cargoes listed in the Code. Since requirements for cargoes are amended and new cargoes are add, it is known that the Code will need regular updating. Accordingly, the IMO has designed and implemented a system whereby the DSC Sub-Committee decides and recommends changes on a rolling two year basis. Summary: The IMSBC Code is enacted by Resolution MSC.268(85). It is intended to be reviewed and amended on a rolling two year basis by actions taken at the DSC Sub-Committee. The latest amendments (Amendment 01-11) include such major items as: clarifying the roles and responsibilities for the cargo, especially by replacing the words competent authority with Administration (in general this indicates whether it is a permanent requirement that might be built into the ship, and hence is covered by the Administration during build or modification, or if the requirement is more temporary in nature and may be done by the competent authority ); identifying cargoes where a ship s fixed gas fire-extinguishing system may be ineffective, and how to act accordingly; further identifying cargoes which may self heat, deplete the atmosphere of oxygen, cake or other negative effect; identifying cargoes where bunkering of fuel oil or pumping of fuel oil in adjacent spaces is not allowed; Lloyd s Register Marine Business Stream : Future IMO Legislation, January

28 Implications: major new entry for Distillers dried grains with soluble which basically describes it as reasonably benign Fly ash is now split into dry fly ash with the same requirements as previously, and wet fly ash which has hazards that it may liquefy; new entry for Granular Ferrous Sulphate, with several operational requirements; and identifying many cargoes which are liable to cake and especially form overhangs during discharge. Builder/Designer: Shipyards need to follow the IMSBC Code for cargoes for which the ship is designed to carry. They need to be aware of this amendment at an early stage. There are no actual major modifications or new designs proposed by this amendment except for the requirement for the ability to apply copious amounts of water for cargoes where the fixed gas fire-extinguishing system may be ineffective, and it is assumed this will be accepted by some arrangement from the fire main. Manufacturer: This amendment does not include significant changes to manufacturers, except for the potential for more measuring and detection equipment on a temporary basis and possibly to provide equipment to assist in the provision of copious amounts of water for some cargoes where the fixed gas fire-extinguishing system may be ineffective. Shipowners/manager: Shipowners and managers are to note the following: For cargoes where it has been identified that the fixed gas fire-extinguishing system may be ineffective, new arrangements, albeit temporary, may have to be fitted such as extra fire hoses. Extra caution will be needed for cargoes which may cake. New cargoes which may self heat or deplete the atmosphere of oxygen. The identification of the Administration being responsible for certain elements may assist in ascertaining that it is expected to be a permanent feature or one fitted at build or modification. Issues with bunkering or moving fuel oil adjacent to certain new cargoes. New cargo listings for: Distillers dried grains with soluble, wet fly ash (may liquefy), Ferrous Sulphate Heptahydrate, granular Ferrous Sulphate, and Magnesium Sulphate fertilisers. Flag Administration/Recognized Organization: Most cargoes have certain requirements and thus it is principally a question of checking the latest version of the Code to see which requirement is applicable for that particular cargo. In the limited instances of unusual requirements, the familiarisation needed to comply is minimal. Application: All ships carrying solid bulk cargoes regardless of ship type or date of construction from: 1 January 2012 on voluntary basis 1 January 2013 on mandatory basis. Lloyd s Register Marine Business Stream : Future IMO Legislation, January

29 Reference - LR Classification News No. 35/2011, available at CDLive ClassNews link January 2013 The Comprehensive Review of MARPOL Annex V Adopted by Resolution MEPC.201 (62) Entered into force 1 January 2013 Background: MARPOL Annex V has been comprehensively revised and updated. Summary: The amendment will impose general prohibition of discharges to sea, i.e., as a default, no discharge of garbage to sea is permitted, unless specifically permitted. Food waste excluding cooking oil and cargo residues may be discharged to sea under certain conditions. In addition the definitions have been significantly revised and additional definitions added. A garbage management plan is now required for all ships of 100 gt and above and on every ship carrying 15 persons or more. It should be noted that with regard to the revised MARPOL Annex V, there appears to be operational- and safety-related issues in addition to environment-related issues, for example: - The management of cargo residues and cargo hold washing water, retention on board of cargo hold washing water may pose a stability related problem and may introduce additional structural problem due to sloshing. - The status of deck (and other external part of ship) washing water - Cleaning agents or additives contained in deck and external surfaces wash water may be discharged into the sea, but only if these substances are not harmful to the marine environment The planned regulations refer to guidelines to be developed by the Organization which are expected to be an updated version of the current Guidelines for the implementation of MARPOL Annex V and will provide further detail concerning the implementation of the requirements. Implication Builders: This implication has given rise to a number of safety and practical issues. Storage of washing water in cargo holds is not feasible due to the adverse effect of free surface on ship stability and the need to have the hold ready for the next cargo. Storage of washings in ballast tanks could lead to damage to the pumping systems and coatings, and have implications for ballast water treatment systems and their lack of capacity as the vessel is usually in ballast condition during washing operations. The lack of adequate reception facilities is also causing concerns. Owners & Managers: In addition to the implications listed for builders, the garbage management plan must be reviewed and updated accordingly. In relation to cargo hold/deck washing water discharge, IMO may consider developing a list of clearing agents/additives. Information on reception facilities (and availability) would be very important for the operation of ships that generate cargo residues. Lloyd s Register Marine Business Stream : Future IMO Legislation, January

30 Flag States and its ROs: In addition to the above implication for builders and owners, flag and RO should advise ISM auditors about the expansion of the requirement of garbage management plan. Application: All ships, including new and existing ships from 1 January Impact will be significant to all ships with additional impacts for fishing vessels and dry cargo ships. The requirements are also applicable to fixed or floating platforms. Relevant instruments The following instruments were also developed in relation to this amendment. Guidelines for the implementation of MARPOL Annex V (Garbage) (MEPC. 219(63)) In order to support implementation of the new MARPOL Annex V adopted by resolution MEPC 201 (62) which will enter into force on 1 January 2013, a set of guidelines were adopted: The critical issue is the classification of the cargo residue (including cleaning agents or additives contained in cargo hold, deck and external surface wash water that are harmful to the marine environment), which are not allowed to discharge into the sea. Guidelines for the development of garbage management plans (MEPC.220(63)) These Guidelines provide direction on complying with the requirements for a ship's garbage management plan, and are intended to assist the shipowner/operator in the implementation of regulation 10.2 of the revised MARPOL Annex V Reference - LR Classification News No. 26/2012, available at CDLive ClassNews link 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 ship s 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 concluded at MEPC 62 (July 2011). Summary: EEDI reflects the amount of CO2 generated per tonne-mile (cargo carrying capacity). It constitutes a uniform approach to calculation of a ship s energy efficiency during design and build of new ships and will be used to control CO2 levels emitted for future ships by encouraging improvements in ship design. Lloyd s Register Marine Business Stream : Future IMO Legislation, January

31 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 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 Dec-14 Bulk carrier 20,000 DWT and above 10,000 20,000 DWT Gas tanker 10,000 DWT and above Phase 1 1-Jan Dec-19 Phase 2 1-Jan Dec-24 Phase 3 1-Jan-25 onwards n/a 0-10* 0-20* 0-30* Lloyd s Register Marine Business Stream : Future IMO Legislation, January

32 Implications: Tanker Container ship General Cargo ship Refrigerated cargo carrier Combination carrier 2,000 10,000 DWT 20,000 DWT and above 4,000 20,000 DWT 15,000 DWT and above 10,000 15,000 DWT 15,000 DWT and above 3,000 15,000 DWT 5,000 DWT and above 3,000 5,000 DWT 20,000 DWT and above 4,000 20,000 DWT n/a 0-10* 0-20* 0-30* n/a 0-10* 0-20* 0-30* n/a 0-10* 0-20* 0-30* n/a 0-10* 0-15* 0-30* n/a 0-10* 0-15* 0-30* n/a 0-10* 0-20* 0-30* Please note that LR has produced some guidance for owners, operators and shipyards, entitled Implementing the Energy Efficiency Design Index (EEDI), available at Builder and designers: Potential change to ship/machinery design to reduce GHG emissions. There are several ways to achieve this, such as Increase ship size: engine power ratio Reduce light ship weight Innovative solutions (air bubble friction reduction) Optimizing propeller efficiency Hydrodynamics improvement Speed reduction Use of renewal power source (Wind, Solar power) Lloyd s Register Marine Business Stream : Future IMO Legislation, January

33 Low carbon fuels (e.g., LNG) Energy Saving Devices (e.g., WHR, Shaft Generators) Owners & managers: There are a number of technical and operational measures that can be considered to reduce GHG emissions. Flag Administrations and recognized organisations: 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 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 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. Lloyd s Register Marine Business Stream : Future IMO Legislation, January

34 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 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 January 2013 New Chapter 4 of MARPOL Annex VI Regulation 22 - SEEMP (Ship Energy Efficiency Management Plan) Adopted by Resolution MEPC.203 (62) Entry into force 1 January 2013 Background: In conjunction with the requirements on EEDI given above, requirements for SEEMP were also adopted at MEPC 62. Summary: The Regulation requires that all ships of 400 gt or above are to have a Ship Energy Efficiency Management Plan (SEEMP) onboard which addresses ship-specific energy efficiency measures and which should meet Guidelines developed by the IMO. While SEEMP is a part of requirements for the newly introduced International Energy Efficiency Certificate (IEE Certificate), the presence of SEEMP will be also verified at intermediate and renewal surveys required under existing MARPOL Annex VI for the International Air Pollution Prevention Certificate. (IAPP Certificate). Lloyd s Register Marine Business Stream : Future IMO Legislation, January

35 Approval of a SEEMP by the flag Administration or its RO is not required. SEEMP may form part of the ship s Safety Management System (SMS). Implications: Please note that LR has produced some guidance for owners, operators and shipyards, entitled Implementing a Ship Energy Efficiency Management Plan (SEEMP), available at 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 SEEMP will not be required for platforms, rigs and offshore structures The following instruments were also developed in relation to this amendment 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). Reference - LR Classification News No. 15/2011, available at CDLive ClassNews link January 2013 Amendments to MARPOL Annex VI regulation 14 - SULPHUR OXIDES (SOx) AND PARTICULATE MATTER Adopted by Resolution MEPC.202 (62) Entry into force 1 January 2013 Background: MEPC 61 approved the proposal for adoption at MEPC 62 to insert an exemption in regulation 14 of MARPOL Annex VI to Lloyd s Register Marine Business Stream : Future IMO Legislation, January

36 allow the steam powered ships constructed on or before 1 August 2011 not designed for continuous operation on marine distillate or natural gas fuels to be exempted from the fuel sulphur limits for North America ECA or the United States Caribbean Sea ECA Summary: The amendments will - allow such exemption to ships until 31 December 2019 ; - limit such exemption only in the North American and United States Caribbean Sea ECAs. Implication: Builders and owners: No impact as it is aimed at relatively small numbers of old vessels. Flag Administration and ROs: If the proposal is accepted, there may be potential conflict against other areas of the Convention (e.g., treatment of auxiliary boiler). Application: Existing steamships which operate within the North American ECA or the US Caribbean ECA, were built on or before 1 August 2011, and are powered by propulsion boilers that were not originally designed for continued operation on marine distillate fuel or natural gas. Reference - LR Classification News No.11/2012, available at CDLive ClassNews link Lloyd s Register Marine Business Stream : Future IMO Legislation, January

37 1 July (Repeated) 1 July (Repeated) 1 July (Repeated) 1 July July 2013 SOLAS Chapter V Regulation 19 Carriage requirements for a bridge navigational watch alarm system (BNWAS) Retrofitting requirements for non-passenger ships (of 500 gt or above but less than 3000 gt) See item 158 in part A. SOLAS Chapter V Regulation 19 Carriage requirements of ECDIS Requirements for ships other than passenger ships or tankers of 20,000 gt or above. See item 159 in part A STCW Convention and STCW Code Switch over to the new training programme. Amendments to amendments to the NOx Technical Code 2008 Adopted by Resolution MEPC.217 (63) Entry into force 1 July 2013 Background: In order to provide for the introduction of the SCR Guidelines (resolution MEPC.198 (62)) which under Scheme B provides for a quite different certification procedure, it has been necessary to amend the NTC 2008 in order to provide a reference to those Guidelines. Summary: Whereas the existing text only provided for the engine plus any NOx reducing device to be tested together it is now proposed, subject to the agreement of the Administration, that the totally different approach of Scheme B as given by the SCR Guidelines could alternatively be followed. Implications: Ship builders: Onboard Confirmation testing of the Parent Engine will need to be undertaken after installation onboard of the engine and SCR and that no certification for any engine in an Engine Group established through Scheme B can be issued until that Parent Engine Onboard Confirmation test is satisfactorily completed. See also comments under Shipowner Engine/SCR manufacturers: While scheme B allows certification through the testing of the engine coupled with a modelled estimate of the SCR performance and, in the case of the Parent Engine only, an Onboard Confirmation test, there are concerns as to the reliability of this approach to any single 'engine and SCR' arrangement and its application to the wider Engine Group concept. While modelling can be a useful tool within a particular company s development programmes its use as the centre piece of emission certification involving an outside entity is highly questionable since experience has shown repeatedly that modelling is far from infallible. Different Administrations may have differing views as to when Scheme B would be allowed and that acceptance by one does not necessarily imply acceptance by others either at the initial issue of the EIAPPC or on change of flag. Shipowners: There will be problems with ship delivery where there is either a failure to demonstrate compliance at the Onboard Lloyd s Register Marine Business Stream : Future IMO Legislation, January

38 Confirmation test or where the Parent Engine installation is delayed relative to that of Member Engines. Should the Scheme B approach not prove to be sufficiently rigorous and it is subsequently established that engine and SCR arrangements fully certified in accordance with the Scheme B do not in fact perform as required (e.g., attempting to apply the Direct Measurement and Monitoring option as the Onboard NOx Verification) then ships with such engines installed would not be able to operate in ECA-NOx areas. It should be noted that some States (e.g., the United States) are looking into the possibility of imposing such measures to engines operating in their ECA-NOx designated waters. In view of this shipowners would be advised to ensure that the contracts placed ensure through life support of the SCR both in terms of functionality and required performance and, not withstanding the limitation given in the Guidelines, that newbuilding contracts in general should require satisfactory completion of Onboard Confirmation test for each Member Engine of an Engine Group established on the basis of Scheme B. Flag Administrations and their ROs: To note the above technological challenges. Flags will need to assess what criteria they will apply in respect of situations where it is claimed it is not possible to follow the standard NTC procedures and whether they will accept Member Engine certification in respect of an Engine Group established on the basis of Scheme B. ROs will need to ensure, in all instances, that the emission calculations are undertaken in accordance with the Guidelines and that Technical Files provide sufficient details of the SCR in order to define it and for the purposes of Annex VI surveys. In the case of the application of Scheme B, ROs will need to allow for the fact the flags may have differing views as to its application. ROs will need to establish how the modelling and mock-up validation testing is to be assessed and due oversight provided at the Onboard Confirmation test together with the mechanics of the deferred EIAPPC issue. Additionally, there are the direct and indirect consequences should an engine and SCR arrangement subsequently be shown to be in fact non compliant. Application: All diesel engines to which the NOx Technical Code applies fitted with SCR units where the Administration agrees to the application of Scheme B as given in the SCR Guidelines. Relevant Instrument MEPC resolution on Guidelines addressing additional aspects to the NOx Technical Code 2008 (MEPC.198 (62)) Background: The NOx Technical Code (1997 & 2008) is written in an objective, technology neutral, form and therefore provides for the general certification of engines and any NOx control devices which may be fitted and certified as part of the engine, such as SCR. This point was further emphasised when developing the NOx Technical Code 2008 (NTC 2008) when considerable amendments were made to the existing clause to separate out the cases where it is intended from the outset to fit a NOx control device ( which as originally adopted requires the engine and any device to be tested together on the test bed) and those cases where such a device is fitted as a result of a failure to demonstrate compliance when the engine was tested on the test bed ( which then provides for additional testing onboard after installation of the engine plus device). However, as identified by the Secretariat when presenting the final draft NTC 2008 to MEPC 57 the effect of certain NOx control arrangements on the given calculation procedures should be considered as to whether any reduction technology specific adjustments should be made for example where there is added material, such as urea solution injected into the exhaust gas stream, should that be included in the assessment of exhaust gas flow rate as given in Appendix 6. Lloyd s Register Marine Business Stream : Future IMO Legislation, January

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

40 1 August 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 Cargo residue, including washing water and cargo hold and deck, will impact operation of bulk carrier/general cargo ships significantly. 20 August 2013 ILO August 2013 The International Labour Organisation Maritime Labour Convention 2006 (MLC, 2006) Estimated entry into force 20 August 2013 Summary: The convention has been adopted by ILO (International Labour Organization) and the conditions for the entry into force have recently been met (30 ILO member States representing 33 percent of the world gross tonnage have now ratified the convention). Once the Convention enters into force, it will require verification of seafarers working and living conditions, i.e. payment of wages; hours of work or rest; recruitment and placement; manning levels; accommodation recreational facilities food and catering; health Lloyd s Register Marine Business Stream : Future IMO Legislation, January

41 protection, medical care, welfare and social security protection; and seafarers complaint procedures etc. All ships to which the Convention applies must be inspected. In addition, ships over 500grt must be certified to demonstrate compliance. Port State Control inspections against MLC, 2006 requirements will also be carried out in addition to the inspections by the flag Administrations or organizations acting on their behalf. Implications Builder & Designer: New accommodation construction and equipments requirements in the new Convention for new ships will require for example larger wider floor areas and higher ceiling heights etc. Owner and managers of ships: The Convention requirements are comprehensive with regard to employment documentation and company procedures and practices. Flag Administration: Administrations may delegate in part or in whole inspection and certification against the MLC, 2006 to a recognised organisation such as Lloyd s Register. Application: The Convention applies to all ships except warships and naval auxiliaries, ships engaged in fishing or similar pursuits, ships of traditional build such as dhows and junks and those that navigate exclusively in inland waters or waters within, or closely adjacent to, sheltered waters or areas where port regulations apply. Lloyd s Register Marine Business Stream : Future IMO Legislation, January

42 1 January 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) Entry into force 1 January 2014 Background: The IMO has introduced requirements to ensure that certain systems on passenger ships of 120 m length or more, or having 3 or more main vertical fire zones, remain operable after a fire or flooding. These requirements are contained in SOLAS II-1/8-1, II-2/21 and II-2/22. Amendments to SOLAS II-1/8-1 have been approved which require the provision of an on board computer, or shore based system which is immediately available, to give the ship s crew stability information after a flooding. Guidelines on the information to be provided to the master to assist him in his decision as to whether to return to port or evacuate the ship were also 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 The stability information to be provided to the master should include the following as a minimum: GM transverse in any loading condition; GZ and range; area under the GZ curve; maximum and actual values of free surface moments of all tanks and spaces below the bulkhead deck; location of flooding level indicators within tanks; draughts forward, midship and aft; angles of heel and trim; the effect of flooding and heel and trim angles on: operation of essential equipment; escape routes and evacuation times; and effective deployment of life-saving appliances; profile areas of the ship, above and below the waterline, and means to establish their centres in order to estimate the effects of wind pressure; currently applied global bending moment and sheer forces; fuel consumption data accounting for estimates of increased resistance due to flooding; and ship specific particulars as specified in MSC.1/Circ Lloyd s Register Marine Business Stream : Future IMO Legislation, January

43 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 master s use after damage should be made available in an easy to use, readily available, form. Training for ships crews on the use of the software, where this is onboard, and the additional information should be regularly undertaken to ensure familiarity of use. Manufacturers: Manufacturers of stability software should be aware of the forthcoming need for programs which can calculate stability after any combination of compartments are damaged. The information which should be provided to the master after the assessment of damage is given in the circular and it is recommended that manufacturers ensure that systems are able to provide as much of this information as possible. Flag Administrations/Recognized Organizations: Flag Administrations and Recognized Organizations will need to ensure that the necessary stability information is available onboard the affected ships. There will be a need to ensure that both the access to the necessary calculations and the information for the master are provided at annual survey. The approval of stability computers will become more complex and may require more time to undertake as the combination of damage and loading options is not clearly defined. Flag Administrations may wish to consider how shore based systems are to be approved, and if any approval of the support provided (not just the computer) is needed. Application: to passenger ships with a length of 120 m or more or having three or more main vertical fire zones constructed on or after 1 January January 2014 Amendments to SOLAS regulation III/ to introduce a new sub-paragraph 4 regarding operational test of free-fall lifeboats Adopted by Resolution MSC 325 (90) Lloyd s Register Marine Business Stream : Future IMO Legislation, January

44 Entry into force 1 January 2014 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 Application: To SOLAS ships fitted with a freefall lifeboat (Both new and existing ships) Reference - LR Classification News No.28/2012, available at CDLive ClassNews link January 2014 Amendments to SOLAS regulation V/14 - Ship s manning Adopted by Resolution MSC 325 (90) Entry into force 1 January 2014 Background: The current mechanism of issuing minimum manning certificates varies depending upon each flag. IMO tried to establish unified mechanism among flag Administrations. Summary: Despite of the efforts for the mandatory minimum uniform manning provision, the draft prepared for adoption does not contain any fundamental difference from the current text. Amendment to the Assembly resolution A. 890 (21) and A.955 (23) Principles of minimum safe manning is also prepared and adopted at 27th session of the IMO Assembly. Implication: There is no fundamental change as a result of this amendment. Flag Administration will be allowed to continue there current practice. Application: All ships. (but primarily governs Administrations in issuing safe manning certificate). Relevant instruments A (27) - Principles of minimum safe manning The resolution superseded previous ones, i.e., A. 890 (21) and A.955 (23) It consists of Lloyd s Register Marine Business Stream : Future IMO Legislation, January

45 Guidelines for the application of principles of minimum safe manning: Guidelines for determination of minimum safe manning; Responsibilities in the application of principles of minimum safe manning;` Guidance on content and model form of minimum safe manning document; and Framework for determining minimum safe manning 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 Adopted by Resolution MSC 325 (90) Entry into force 1 January 2014 Background: The requirement consists of two parts - prohibition of blending and prohibition of production process. 1 Prohibition of the blending BLG 14 considered the issue of blending bio fuels onboard and concluded that blending onboard can be permitted only when a ship is in port and is not to be carried out on a sea voyage. This view was agreed by MSC 86 and subsequently endorsed by MEPC 59. BLG 15 finalised a draft amendment to SOLAS chapter VI. An amendment to include production processes was agreed by MSC. 2 Prohibition of production process At ESPH 17 under AOB the question was raised as to whether recirculation cargo through a Heat exchanger was under the prohibition of blending. Summary: 1 Prohibition of the blending A new regulation, SOLAS/VI-5.2 will be introduced which will ban the blending of bulk liquid cargoes during a sea voyage. The new regulation will not prohibit the master from undertaking cargo transfers to secure the safety of the ship or protect the marine environment or the blending of products or undertaking production processes for use in the search and exploitation of sea-bed mineral resources. 2 Prohibition of production process Any production process on board of a ship during the sea voyage is prohibited. Production processes refer to any deliberate operation whereby a chemical reaction between a ship's cargo and any other substance or cargo takes place. In this relation, decision was made at BLG 16 that MSC-MEPC.2/Circ.8, does not apply where cargo is re-circulated within its cargo tank or through an external heat exchanger during the voyage for the purpose of maintaining cargo homogeneity or temperature control, including when two or more different products have previously been loaded into the same cargo tank within port limits. See Application below regarding offshore exploitation. Implications: Lloyd s Register Marine Business Stream : Future IMO Legislation, January

46 Builder/Designer: None Manufacturer: None Owner: Ship owners should consider developing procedures and / or instructions to ensure ship s 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 January 2014 Application: All ships which carry bulk liquid cargoes on or after 1 January 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. Amendment to SOLAS Chapter VII (Carriage of Dangerous Goods) - Part A (Carriage of dangerous goods in packaged form - regulation VII/4 - Documents Adopted by Resolution MSC 325 (90) Entry into force 1 January 2014 Background: The IMO has been discussing the amendments to the SOLAS regulation VII/4 in order to eliminate any inconsistency against the IMDG Code. The MSC 87 approved the draft amendments to SOLAS regulation VII/4, which were adopted at MSC 90, with the envisaged entry into force date of 1 January, 2014, in order to align them with the amendment (36-12) to the IMDG Code Summary: The primary change being introduced is a change in the requirements for the provision of information on the dangerous goods. Implications: The documentation requirements have been simplified in SOLAS to make the reference to the IMDG Code requirements only. Shippers of dangerous goods will need to review their existing procedures to ensure that they comply with the requirements. Application: Ships carrying dangerous goods in the packaged form. This requirement will enter into force on 1 January, January 2014 Amendments to MARPOL Annex III Adopted by Resolution MEPC.193(61) Entry into force 1 January 2014 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 Lloyd s Register Marine Business Stream : Future IMO Legislation, January

47 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 January 2014 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. - 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) Entry into force 1 January 2014 Background: Resolution A.744(18) is the current mandatory IMO guidelines on the enhanced programme of inspections during surveys for bulk carriers and oil tankers. The IACS UR Z10 series also covers enhanced surveys for bulk carriers and oil tankers. The two documents were not requesting the same things, so Resolution A.744(18) has been reviewed to bring them into line. Other amendments have been made to ensure consistency of terminology between the different parts of the Resolution. Summary: Following the amendments it was agreed to make the new Resolution a mandatory IMO Code. The requirements of the Code are mandatory under SOLAS XI-1/2, which has been amended to refer to the new 2011 ESP Code. The 2011 ESP Code covers enhanced survey requirements for all bulk carriers and oil tankers over 500 gt. It is in two annexes each with two parts covering bulk carriers (Annex A) and oil tankers (Annex B), both single skin and double skin construction. The requirements for enhanced surveys have been aligned with the IACS Z10 series and have been harmonized between parts. Where ships are already prepared for survey in accordance with the IACS Z10 series then there will be nothing significantly different. Most of the amendments are editorial to correct references or to bring clarity to the meaning of the text. Procedural requirements for thickness measurements have been included in all parts of the Code. Thickness measurements should now form part of the close-up survey where such a survey is required. The minimum thickness may be recorded separately if wanted, provided that the record is attached to the thickness measurement document. Lloyd s Register Marine Business Stream : Future IMO Legislation, January

48 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. Relevant instruments Resolution A.1049(27), 2011 ESP Code Amendments to resolution MSC.215(82) Performance standard for protective coatings for dedicated seawater ballast tanks in all types of ships and double-side skin spaces of bulk carriers (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)) Draft Amendments to resolution MEPC.94(46), as amended, Condition assessment scheme (CAS) January 2014 IMDG Code - Amendments Adopted by Resolution MSC 328 (90) Entry into force 1 January 2014 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 Lloyd s Register Marine Business Stream : Future IMO Legislation, January

49 editorial changes have also been made. Implication: This series of amendments are designed to make the stowage and carriage of Dangerous Goods more logical across all the transport networks so that the implications of each cargo are consistent and dealt with similarly. This will effect all cargo shippers and help make movements more efficient Application: To all ships carrying dangerous goods from 1 January 2013 on voluntary basis and 1 January 2014 on mandatory basis January 2014 Amendment to the FSS Code Chapter 6 - Fixed high Expansion Foam Fire-Extinguishing Systems Adopted by Resolution MSC.327 (90) Entry into force 1 January 2014 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 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). Relevant instruments Lloyd s Register Marine Business Stream : Future IMO Legislation, January

50 1. MSC Circular on Guidelines for the testing and approval of fixed high-expansion foam systems (MSC.1/Circ. 1384) MSC 88 approved these guidelines for circulation which were developed in conjunction with the new chapter 6 of the FSS code introduced above. Implication: Once the above mentioned FSS Code chapter 6 is adopted it is intended that the new systems meet the requirements for fixed foam fire-extinguishing systems set out in the guidance. Fixed foam fire-extinguishing systems for the protection of machinery spaces in accordance with SOLAS regulation II-2/ , cargo spaces in accordance with regulation II-2/ , cargo pump-rooms in accordance with regulation II-2/ and vehicle, special category and ro-ro spaces in accordance with regulation II- 2/ will be affected. Application: Intended for new ships constructed on of after 1 January January 2014 Amendment to the FSS Code Chapter 8 Alternative extinguishing systems for control stations where water discharge from sprinklers may cause damage Adopted by Resolution MSC.327 (90) Entry into force 1 January 2014 Background & summary: A proposal was made to amend SOLAS regulation II-2/ in order to clarify the requirements of automatic sprinkler, fire detection system and fire alarm for passenger ships carrying more than 36 passengers for the protection of control stations as use of water sprinkler may damage equipments in the fire control station. However, it was agreed that present SOLAS text is sufficient and to further address this matter, amendment to paragraph 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) January 2014 Amendment to the International Code of Safety for High-Speed Craft, 2000 (2000 HSC Code) Chapter 14 - Radiocommunication Lloyd s Register Marine Business Stream : Future IMO Legislation, January

51 Adopted by Resolution MSC.326 (90) Entry into force 1 January 2014 Background: Various updates to the code were developed by the COMSAR Sub-Committee to be consistent with the requirements given in the SOLAS convention. Summary: These amendments will require annual testing of Satellite EPIRBs on all craft. It is concluded that this represents the IMO's intent to align the HSC Code with the equivalent SOLAS regulation, chapter IV regulation15.9. Implication: Owners and managers: Owners and managers are to take this into account when arranging a survey after the entry into force date of the amendments. Flag Administrations and RO: To arrange survey instructions to surveyors. Application: To high speed craft subject to the 2000 Code (craft constructed on or after 1 July 2002) January 2014 Amendments to the 1966 Load Line Convention and its 1988 Protocol - Regulation 47 Adopted by Resolution MSC.329 (90) Entry into force 1 January 2014 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 E, thence the rhumb line to the point latitude S, longitude 20 E, thence the rhumb line to the point latitude 34 S longitude 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 Lloyd s Register Marine Business Stream : Future IMO Legislation, January

52 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 January 2014 Amendments to MARPOL Annex VI Regulation 14 Proposal of Emission Control Areas (the Commonwealth of Puerto Rico and the United States Virgin Islands) Adopted by Resolution MEPC.202 (62) Entry into force 1 January 2014 Background: MEPC 62 adopted the proposed new Emission Control Area in Central America (in the region of Puerto Rico and US Virgin Island) Please note that LR has published a guide titled: Understanding exhaust gas treatment systems to support ship owners and operators in deciding whether this is an appropriate compliance option for them. A PDF is available from 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 (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 Reference - LR Classification News No. 19/2011, available at CDLive ClassNews link 1 June Revision of the IBC Code Lloyd s Register Marine Business Stream : Future IMO Legislation, January

53 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. 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 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. OLOA /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 Lloyd s Register Marine Business Stream : Future IMO Legislation, January

54 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). 1 July July 2014 New regulation II-1/ 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) Adopted by Resolution MSC.337(91) 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 Onboard 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 Lloyd s Register Marine Business Stream : Future IMO Legislation, January

55 The code is not applicable to ship types mentioned in paragraph of the code, as shown below. dynamically supported craft; high-speed craft; fishing vessels; 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. Relevant instruments 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 ship s 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. Lloyd s Register Marine Business Stream : Future IMO Legislation, January

56 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 July 2014 Application: See the section Application above Amendments to SOLAS regulation II-2/1 Application Adopted by Resolution MSC.338(91) Entry into force 1 July 2014 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 It also clarifies that all other regulations of SOLAS Chapter II-2 will apply to ships constructed on or after 1 July 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 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. Adopted by Resolution MSC.338(91) Entry into force 1 July 2014 Lloyd s Register Marine Business Stream : Future IMO Legislation, January

57 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 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 July 2014 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 Amendments to SOLAS Chapter II-2 - regulation II-2/ Audible alarm device to notify low air pressure in selfcontained breathing apparatus cylinders Adopted by Resolution MSC.338(91) Entry into force 1 July 2014 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 ) agreed at FP 55 that will be applied retrospectively; these amendments were approved at MSC 90 Summary: While considering the amendments to Chapter of FSS Code, MSC 91 also recognised the need for amending SOLAS regulation II-2/ Accordingly, MSC 91 adopted amendments to regulation II-2/ and associated amendments to Chapter of FSS Code (please see details below), to clarify that self-contained compressed air breathing apparatus of fire-fighters outfits Lloyd s Register Marine Business Stream : Future IMO Legislation, January

58 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 fireman s 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. 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 Relevant instruments 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 fireman s 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 July 2014 Amendment to SOLAS regulation II-2/ Fire fighting - Fixed local application fire-fighting systems Adopted by Resolution MSC.338(91) Entry into force 1 July 2014 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/ was required. When considering fixed local application of fire-fighting systems, the working group established by the FP Sub-Committee found that the systems should be installed for the protection of all internal combustion machinery in Category A machinery spaces and not just machinery used for the ship s main propulsion and power generation. In response to comments raised in FP 54 plenary about implementing carriage requirements in the FSS Code (i.e. carriage requirements should be stipulated in the SOLAS Convention), the Lloyd s Register Marine Business Stream : Future IMO Legislation, January

59 group agreed to delete paragraph 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/ , for submission to MSC 88 for approval and subsequent adoption. Summary: MSC 91 adopted amendments to regulation II-2/ , 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 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 ship s 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 Relevant instruments 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 / (MSC.1/Circ. 1387) MSC 88 approved MSC.1/ Circ/1387 and as a consequence, draft amendments to SOLAS II-2/ were approved at MSC 88 (for final adoption) July 2014 Amendments to SOLAS Chapter II-2 - regulation II-2/ Communication equipment for fire-fighting teams Adopted by Resolution MSC.338(91) Entry into force 1 July 2014 Lloyd s Register Marine Business Stream : Future IMO Legislation, January

60 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. 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 Existing ships should comply with this requirement, not later than the first survey after 1 July July 2014 Amendments to SOLAS Chapter II-2 - Regulation 15 Instructions, on board training and drills Adopted by Resolution MSC.338(91) Entry into force 1 July 2014 Background: FP 55 considered a proposal to amend SOLAS regulation II-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 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 Lloyd s Register Marine Business Stream : Future IMO Legislation, January

61 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 July 2014 Amendments to clarify the application of SOLAS regulation II-2/19 - Carriage of dangerous goods, in SOLAS regulation II- 2/1.2.4 Adopted by MSC.338(91) Entry into force 1 July 2014 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 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 provided that they comply with regulation 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 , , , , provided that they comply with regulations , , , 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 July 2014 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). Amendments to SOLAS regulation II-2/20 - Fixed gas and water spraying fire-extinguishing systems for vehicle spaces, roro, container and general cargo spaces. FSS code Chapter 5 and 7 were amended as a consequence. Lloyd s Register Marine Business Stream : Future IMO Legislation, January

62 Adopted by Resolution MSC.338(91) Entry into force 1 July 2014 Background: MSC 88 approved draft amendments to SOLAS regulation II-2/20 as well as associated draft amendments to chapters 5 and 7 of the Fire Safety Systems (FSS) code. These set of amendments were forwarded to MSC 90 for adoption. MSC 90 differed decision to MSC 91 as it could not agree upon the set of amendments to SOLAS chapter II-2. Summary: MSC 91 adopted amendments to SOLAS regulation II-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 waterbased 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 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 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. Relevant instruments 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/ 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. Lloyd s Register Marine Business Stream : Future IMO Legislation, January

63 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 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 firefighting systems for ro-ro spaces, vehicle spaces and special category spaces shall comply with the requirements of MSC.1/Circ which supersedes MSC.1/Circ.1272 and Resolution A.123(V). Implication: Please see implication section above July 2014 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. Amendment to the FSS Code Chapter 5 - sections , , and Fixed Gas Fire-Extinguishing Systems Adopted by Resolution MSC.339(91) Entry into force 1 July 2014 Background: FP was tasked to incorporate unified interpretations contained in MSC.1/Circ.1120 relevant to FSS Code chapter 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 Lloyd s Register Marine Business Stream : Future IMO Legislation, January

64 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 warning 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 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 July 2014 Application: These changes apply to ships constructed on or after 1 July Amendment to the FSS Code Chapter 8 - Automatic Sprinkler, Fire Detection and Fire Alarm Systems Adopted by Resolution MSC.339(91) Entry into force 1 July 2014 Background: FP was tasked to incorporate unified interpretations contained in MSC.1/Circ.1120 relevant to FSS Code chapter 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 July 2014 Application: These changes apply to ships constructed on or after 1 July Amendment to the FSS Code Chapter 9 ( / )- Fixed Fire Detection and Fire Alarm Systems Adopted by Resolution MSC.339(91) Entry into force 1 July 2014 Background: FP was tasked to incorporate unified interpretations contained in MSC.1/Circ.1120 relevant to FSS Code chapter 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 Lloyd s Register Marine Business Stream : Future IMO Legislation, January

65 to IEC was proposed to be included. FP 53 agreed that draft amendments to chapter 9 were necessary following IACS unified interpretation SC 35 (SOLAS regulation II-2/13.1.3), related to sources of power supply for fixed fire detection and fire alarm systems, to clarify existing requirements. Operation of automatic changeover switch and the use of batteries of adequate capacity to ensure continuous changeover operation to avoid loss of fire detection capabilities and the use of accumulator batteries were proposed to be included as an option for the supply of emergency source of power. Summary: main amendments to this chapter: Ch 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 , and A unified interpretation was prepared to clarify the reference to standard IEC :2001 in as amended by resolution MSC.311 (88) should be interpreted as IEC Ch , 2.2.2, and 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 , was amendment to indicate that detectors installed within cold spaces such as refrigerated compartments shall be tested using procedures (IEC ) 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 Application: These changes apply to ships constructed on or after 1 July July 2014 Amendment to the FSS Code Chapter 12 - Fixed Emergency Fire Pumps Adopted by Resolution MSC.339(91) Entry into force 1 July 2014 Background: FP was tasked to incorporate unified interpretations contained in MSC.1/Circ.1120 relevant to FSS Code Chapter 12, specifically that electric heating of the diesel engine cooling water or lubricating oil system is to be fitted to avoid failing when manually starting diesel engine in its cold condition. In addition, if manual starting fails the Administration may permit compressed air, electricity or other sources of stored energy to be used as means of starting. Summary: MSC 91 adopted amendments to FSS Code Chapter , 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 Lloyd s Register Marine Business Stream : Future IMO Legislation, January

66 stored energy, including hydraulic power or starting cartridges may be used for the starting of such diesel driven power sources July 2014 Application: These is 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 ) Amendment to the FSS Code Chapter section Arrangement of Means of Escape details of stairways -landings Adopted by Resolution MSC.339(91) Entry into force 1 July 2014 Background: FP was tasked to incorporate unified interpretations contained in MSC.1/Circ.1120 relevant to FSS Code chapter 13 addressing the size of landings and intermediate landings. Summary: MSC 91 adopted amendments to FSS Code Chapter , 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 July 2014 Amendment to the FSS Code Chapter 14 - Fixed Deck Foam Systems Adopted by Resolution MSC.339(91) Entry into force 1 July 2014 Background: When considering deck foam systems on oil tankers and chemical tankers, FP53 had agreed that the requirements for chemical tankers in SOLAS and the IBC Code were in need of revision and proposed that ships carrying flammable chemicals listed in chapters 17 and 18 of the IBC Code should be required to meet the higher IBC Code foam application rates regardless of flashpoint. BLG 14 disagreed on having IBC Code carriage requirements within the FSS Code and requested MSC87 to create a separate agenda to discuss the matter in more detail at subsequent meetings (BLG15 - February 2011). BLG15 concluded that chapter 17 and 18 carriage requirements should stay within the IBC Code and decided FSS Code chapter 14 will instead only refer to the IBC Code and SOLAS II-2/1.6 regarding foam solutions and foam concentrates that are relevant to the IBC Code (chapters 17 and 18). Summary: 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 system is supplied by a common line from the fire main. Chapter 14 now indicates when type B foam concentrates and type A foam Lloyd s Register Marine Business Stream : Future IMO Legislation, January

67 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 July 2014 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. New SOLAS regulation III/ Recovery of persons from the water Adopted by Resolution MSC. 346 (91) Entry into force 1 July 2014 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 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 To existing SOLAS ships by the first intermediate or first renewal survey after 1 July Lloyd s Register Marine Business Stream : Future IMO Legislation, January

68 Relevant instruments Resolution MSC.346(91): Application of SOLAS Regulation III/17-1 to ships to which SOLAS Chapter III does not apply 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: 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 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. 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 To SOLAS ships constructed before 1 July 2014 at the first intermediate or renewal survey after that date 235 Amendments to the International Convention on Load Lines, 1966, as modified by the protocol of 1988 relating to - Lloyd s Register Marine Business Stream : Future IMO Legislation, January

69 1 July 2014 Regulation 27 Adopted by Resolution MSC.345(91) Entry into force 1 July 2014 Background: As part of the developments on guidelines for verification of damage stability requirements for tankers, some ambiguities in the damage stability requirements contained in the 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. 158 (Repeated) 1 July (Repeated) 1 July (Repeated) 1 January 2014 Application: To ships which have to comply with the damage stability requirements of the Load Line Convention. SOLAS Chapter V Regulation 19 Carriage requirements for a bridge navigational watch alarm system (BNWAS) Retrofitting requirements for non-passenger ships (of 150 gt or above but less than 500 gt) See item 158 in part A. SOLAS Chapter V Regulation 19 Carriage requirements of ECDIS Retrofitting requirements for passenger ships (of 500 gt or above) See item 159 in part A. Amendments to the SOLAS regulation III/1 on load release mechanisms and to the LSA Code paragraph on load release hooks Actual application date of the requirements. See item 182 under 1 January January (repeated) Revised MARPOL Annex VI Sulphur control in the emission control area - to 0.1%. See item in part A. 1 July SOLAS Chapter V Regulation 19 Carriage requirements of ECDIS Lloyd s Register Marine Business Stream : Future IMO Legislation, January

70 (Repeated) 1 July 2015 Retrofitting requirements for tankers (of 3,000 gt or above) See item 159 in part A. Lloyd s Register Marine Business Stream : Future IMO Legislation, January

71 1 January (REPEATED) 1 January 2016 SOLAS Chapter II-2 Regulations 1 and 19 Carriage of dangerous goods (Note to table 1 and 2 and entire table 19.3) REFER TO IN PART A (adopted IMO requirements) OF THIS DOCUMENT. (Further amendments were approved at MSC 89 look at 214-D) (REPEATED) 1 January 2016 Application: not later than the first renewal survey (non-harmonized and harmonized) on or after 1 January International Code of Safety for High-Speed Craft, 2000 (HSC Code 2000) Paragraph 7.17 Fire Safety note 1 to table and entire table See item in PART A of this document. Background: Similar amendments were approved for SOLAS chapter II-2. (see item 153-1) Jan 2016 (repeated) 246-D 1 January 2016 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). Revised MARPOL Annex VI NOx tier III control -. See item & in part A. Amendments to the LSA Code Background: There is confusion about the application of amendments to the LSA Code and an attempt is being made to make it clear when amendments are to be applied to LSA equipment which is installed on board both new and existing ships. This is still in the early stages of discussions and is expected to be progressed at DE 57 (March 2013). Summary: Under the requirements of SOLAS Chapter III LSA equipment has to comply with the LSA Code. SOLAS Chapter III is applicable to ships the keels of which are laid on or after 1 July 1998, unless the requirement expressly states otherwise or unless the requirement relates to all ships. In the latter case all ships requires compliance regardless of keel laying date. Amendments to Chapter I of the LSA Code are being developed to clarify the application of the LSA Code. The application criteria for the LSA code have been further developed, with regard to whether the new amendments to the LSA code are applicable on the date when the equipment is installed onboard, or when the keel of the ship is laid down etc. The main change relates to imposing a limit of 24 months, or earlier if required by the Administration, on ships already under construction at the time that amendments to the LSA Code become effective. The draft will be further considered at DE 57 in March Implication: This discussion affects installation of lifesaving appliances on ships under construction, depending upon the entry into force mechanism being discussed. Lloyd s Register Marine Business Stream : Future IMO Legislation, January

72 Application: All ships Jan 2016 MARPOL Annex IV - Establishment of Special Area under MARPOL Annex IV (Sewage) in the Baltic Sea Adopted by Resolution MEPC.200 (62) Background: Because of the area s geography, the water volume exchange rate in the Baltic Sea is very low around 3% a year. As a result, there are concerns about the rising concentration of nutrients caused by discharges from large passenger ships in concentrated areas during concentrated periods. Summary: Amendments to Regulations, 1, 9, 11, 12bis, and form of certificate for the establishment of a Special Area - were adopted. More stringent requirements within the Special Area for discharging sewage from passenger ships that are contracted for construction or in the absence of a building contract, the commencing construction (keel laying) on or after 1 January 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 However, such enforcement is subject to the availability of sufficient reception facilities in the area. Taking this opportunity, MEPC 62 also revised the certification form that was given in the appendix to the MARPOL convention to rectify existing inconsistencies. It should be noted that the DE Sub-Committee concluded its discussions on the performance standards for the new treatment systems that meet new requirements. These will be further discussed and hopefully agreed by MEPC 64 in October 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 Lloyd s Register Marine Business Stream : Future IMO Legislation, January

73 existing passenger ships will be from 1 January 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. Relevant instruments 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 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. Lloyd s Register Marine Business Stream : Future IMO Legislation, January

74 1 July (Repeated) 1 July July 2016 SOLAS Chapter V Regulation 19 Carriage requirements of ECDIS Retrofitting requirements for ships other than passenger ships or tankers (of 50,000 gt or above) See item 159 in part A. SOLAS Chapter II-1 Regulations 2 and 3-10 Goal-based Ship Construction Standards for Bulk Carriers and Oil Tankers Adopted by Resolution MSC.290(87) Background: The notion of "goal-based ship construction standards" (GBS) was introduced in IMO in There was a desire for the IMO to play a larger role in determining the fundamental standards to which new ships are built. It was suggested that the IMO should develop initial standards that would permit innovation in design but ensure that ships are constructed in such a manner that, if properly operated and maintained under specified conditions, they could remain safe for their entire economic life. The standards would also have to ensure that all parts of a ship can be easily accessed to permit proper inspection and ease of maintenance. GBS can therefore be thought of as rules for classification rules, rather than direct rules for ship design. Summary: Regulation 2 Definition (new paragraph 28 is added). New regulation 3-10 Goal-based ship construction standards for bulk carriers and oil tankers was adopted, which requires that classification rules shall comply with GBS. The regulation also requires ships to carry a Ship Construction File, provided upon delivery and kept updated throughout the ship s life. In conjunction with the above amendments, related documents have also been adopted or approved as applicable: 1. MSC Resolution on adoption of the international goal-based ship construction standards for bulk carriers and oil tankers (MSC.287(87)) Classification rules applicable to these types of ships will be subject to the verification process given in the MSC resolution. This means that a classification society wishing to act as a recognised organisation for a flag as far as safety of construction is concerned will have to undergo a verification of its rules as well as a continuous verification of subsequent amendments to these rules in order to establish conformity with the functional requirements. 2. MSC Resolution on the guidelines for verification of conformity with goal based ship construction standards for bulk carriers and oil tankers (MSC.296(87)) These Guidelines for verification of conformity with goal-based ship construction standards for bulk carriers and oil tankers provide the procedures necessary for demonstrating and verifying that the ship design and construction rules for bulk carriers and oil tankers of an Administration or its recognized organization conform to the Standards, including both the method and criteria to be applied during Lloyd s Register Marine Business Stream : Future IMO Legislation, January

75 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/ With the purpose of balancing the legitimate goals of improving design transparency and safeguarding intellectual property protection, it was agreed to develop the SCF composed from an SCF onboard and an SCF supplement ashore. Implications: Owner and builders: New bulk carriers and oil tankers will be required to be designed and built in accordance with GBS, by using a set of classification rules which have been verified by IMO as conforming to the GBS functional requirements. Flag Administrations and recognised organisations: Classification rules applicable to these types of ships will be subject to the verification process given in the MSC resolution. This means that a classification society wishing to act as a recognised organisation for a flag administration as far as safety construction is concerned will have to undergo a verification of its rules as well as a continuous verification of subsequent amendments to these rules in order to establish conformity with the GBS functional requirements. Application: Oil tankers of 150m in length and above and bulk carriers of 150m in length and above, constructed with single deck, topside 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 July (Repeated) 1 July January (Repeated) 1 Jan 2018 SOLAS Chapter V Regulation 19 Carriage requirements of ECDIS Retrofitting requirements for ships other than passenger ships or tankers (of 20,000 gt or above) See item 159 in part A. 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 Lloyd s Register Marine Business Stream : Future IMO Legislation, January

76 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 Draft Amendments to the International Convention for Safe Containers (CSC), 1972 Estimated entry into force 1 July MIGHT BE SUBJECT TO FURTHER CHANGE Under discussion by the Maritime Safety Committee Background: new annex IV the annex was prepared in order to enable 1993 amendments (resolution (18)) enter into force. Summary: Requirements on labelling and load testing are updated. Implication: Container inspection in accordance with the convention. Application: Maritime containers. 247-D Draft amendments to the IOPP certificate form Estimated entry into force - 1 October MIGHT BE SUBJECT TO THE FURTHER CHANGE Under discussion by the Marine Environment protection Committee 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) Lloyd s Register Marine Business Stream : Future IMO Legislation, January

77 248-D Draft amendments to SOLAS chapter III/19 related to enclosed space entry and rescue drills Estimated entry into force 1 January MIGHT BE SUBJECT TO FURTHER CHANGE Under discussion by the Maritime Safety Committee Background: Entry into enclosed spaces are 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 - see below. The amendments to the following instruments requiring such a drill at least once in every two months were prepared for approval by MSC 91: SOLAS regulation 19 - Emergency training and drills 1994 HSC Code Chapter 18 Operational requirements 2000 HSC Code Chapter 18 Operational requirements Amendments to the 1979 MODU Code - Section Enclosed space entry and rescue drills and Section Procedures for entry into enclosed spaces as well as Section 14.6 Records Amendments to the 1989 MODU Code - Section Procedures for entry into enclosed spaces, Section (new) - Enclosed space entry and rescue drills, and Section Records Amendments to 2009 MODU code Section Procedures for entry into enclosed spaces and Enclosed space entry and rescue drills Amendments to the DSC code Chapter 17 Operational requirements 249-D Draft amendments to SOLAS chapter III/19 related to passenger mustering Estimated entry into force 1 January MIGHT BE SUBJECT TO FURTHER CHANGE Under discussion by the Maritime Safety Committee 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 Lloyd s Register Marine Business Stream : Future IMO Legislation, January

78 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/ and III/ were approved with regard to mustering for ships where passengers will be onboard for more than 24 hours. This was with a view to adoption at MSC 92 in order to allow time for DE to review aspects of drill requirements featured in 2.3 and ensure a final chance to review consistency between the two paragraphs at MSC. Implication: Passenger ship operator needs to consider how to implement these requirements. This may require additional port time or rescheduling passenger ship operation time. Application: all passenger ships engaged in international voyages which last more than 24 hours. 239-X Draft Amendments regulation SOLAS II-2/4.5.5 and the IBC Code for requiring inerting for tankers of less than 20,000 DWT but more than 8,000 DWT Estimated entry into force 1 January SUBJECT TO MEETING THE CONDITION FOR THE ENTRY INTO FORCE Under discussion by the Sub-Committee on Fire protection (FP) Background: Currently, tankers of less than 20,000 dwt are not required to be fitted with a fixed Inert Gas System (IGS). Following several casualty reports on the explosion of tankers, IMO has been addressing this issue since MSC 83 (October 2007). At FP 53 (April 2010) it was agreed that new oil tankers of below 20,000 tonnes dwt carrying low-flash point cargoes should be fitted with IGS. The lower dwt limit for the application of such requirements was left for further discussion. It was recognizing that a lower limit could be introduced by modifying provisions in SOLAS regulation II-2/ FP 53 also agreed to develop requirements for the installation of inert gas systems on new chemical tankers; however, since chemical tankers present more operational complexity than oil tankers, separate requirements may need to be developed to cover them by means of amending SOLAS regulation II-2/ FP 54 agreed that amendments to SOLAS regulation II-2/4.5.5 which lead to IGS being a requirement for new oil tankers below 20,000 dwt would trigger amendments to other mandatory instruments (IBC Code and FSS Code) and other non-mandatory circulars (e.g. resolution A.567(14)). Requirements of IGS for chemical tankers would affect IBC Code chapter 17 and 18 cargoes. Summary: FP55 prepared draft amendments to SOLAS II-2/4.5.5 and agreed a lower application limit of 8,000 (dwt) applicable to new oil and chemical tankers, carrying low flash point cargoes, constructed (keel laid) on or after 1 January Nitrogen was agreed as the only medium to be used for inerting cargoes on chemical tankers. Draft SOLAS amendments were prepared to allow the use of equivalent systems in lieu of fixed inert gas systems installations on tankers between 8,000 dwt and 20,000 dwt. For chemical tankers, inert gas system in compliance with the Fire Safety Systems Code may be replaced by other requirements currently been developed by IMO (Guidelines). FP 55 agreed that inerting of cargo tanks after loading was an operational matter. Lloyd s Register Marine Business Stream : Future IMO Legislation, January

79 The draft amendments are going to be finalised at FP 56. These requirements will apply to new oil and chemical tankers, carrying low flash point cargoes, constructed on or after 1 January Implication: The requirement will impact the design and operation of small oil and chemical tankers. Seafarer training should be taken into account. Owners/managers should take into account that IMO has developed separate guidelines on tank entry for tankers using nitrogen as an inerting medium (MSC.1/Circ.1401) which gives specific procedures and minimum precautions to be followed when persons enter a tank that has contained Nitrogen. This new guidance also includes the format of a tank entry permit for use when entering tanks. It is intended that this guidance is to be used in conjunction with the Revised recommendations for entering enclosed spaces aboard ships to be adopted by the 27th Assembly (November 2011). Ships which use Nitrogen as an inerting medium and ships where Nitrogen may be present in tanks should review their tank entry procedures to take account of the new recommendations Application: The lower limit was set to 8,000 dwt for new oil tankers and chemical tankers carrying low-flash point cargoes constructed on or after 1 January D IMSBC Code amendments Estimated entry into force 1 January MIGHT BE SUBJECT TO THE FURTHER CHANGE Under discussion by the Sub-Committee on Dangerous Goods, Solid Cargoes and Containers (DSC) Background: This is a routine updates to harmonize the development at UN side and to update and add new cargo schedules to Appendix 1 of the Code. Summary: IMSBC Code Amendments were finalised and adopted at MSC 89. These came into force voluntarily on 1 January 2012 and will become mandatory on 1 January 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 Implications: Not known at this stage Application: All ships carrying solid bulk cargoes regardless of ship type or date of construction from: 1 January 2014 on voluntary basis 1 January 2015 on mandatory basis. Relevant instruments Despite that the revision has not been concluded, MSC 90 approved an MSC circular for early implementation of the revised code (MSC.1/Circ. MSC.1/Circ. 1441) in order to prevent incidents associated with liquefaction of solid bulk cargoes. Lloyd s Register Marine Business Stream : Future IMO Legislation, January

80 242-D The IMO Instruments Implementation Code (III Code) Estimated entry into force 1 January 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. Implication: No directly impact to the industry. Application: To the government Relevant instruments While the code was being prepared as a new Assembly Resolution, relevant amendments to the international conventions are also prepared to make the code mandatory via these conventions. Proposed changes are: New chapter XIII of the SOLAS New Annex B to the Load Line Convention Amendments to MARPOL Annexes I, II, III, IV and IV 243-D Draft Code for Recognized Organizations (RO Code) Estimated entry into force 1 January MIGHT BE SUBJECT TO THE FURTHER CHANGE Under discussion by the Maritime Safety Committee 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. Lloyd s Register Marine Business Stream : Future IMO Legislation, January

81 Implication: No directly impact to the industry. Application: To the government Relevant instruments 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/ Protocol to 1966 Load Line Convention Annex I regulation 2-1. MARPOL Convention Annex I regulation 6 MARPOL Convention Annex II regulation D Draft Amendments to the International Safety Management (ISM) Code Estimated entry into force 1 January MIGHT BE SUBJECT TO THE FURTHER CHANGE Under discussion by the Maritime Safety Committee Background: The Joint Working Group on Human Element established within the STW Sub-Committee was tasked to review ISM Code with a view to improving its implementation in order to make it more effective and user-friendly. Summary: Elements, such as major non-conformity, safe manning were addressed. Implication: The change will require updates of various documents/manuals to meet the requirements of the ISM Code. Application: All ships and management companies. Relevant instruments Simultaneously, amendments to the following instruments were proposed: Amendments to the Revised Guidelines on Implementation of the International Safety Management (ISM) Code by Administrations (resolution A.1022(26)) Amendments to the Guidelines for the operational implementation of the International Safety Management (ISM) Code by Companies (MSC-MEPC.7/Circ.5) Lloyd s Register Marine Business Stream : Future IMO Legislation, January

82 232-X MARPOL Annex I Regulation 12 Estimated entry into force 1 Aug 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. 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 rearrangements prior to the approval of the above mentioned circular. Application: Ships which delivered before 1 January International convention for the Safety for Fishing Vessels (Torremolinos Convention) Estimated entry into force Not yet known (provisional estimate ) 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 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. 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: Lloyd s Register Marine Business Stream : Future IMO Legislation, January

83 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. The regulations contained in these chapters have length limits or have different requirements depending on the length of the ship: machinery and electrical installations and periodically unattended machinery spaces applies when L 45m; fire protection, detection, extinction and fire fighting has different requirements for 45m L 60 m and L 60m; life saving appliances and arrangements applies when L 45m only; emergency procedures, musters and drills (some requirements only apply when L 45m); radiocommunications applies when L 45m; and 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. Lloyd s Register Marine Business Stream : Future IMO Legislation, January

84 Expected entry January 2016 and after 154 Ballast Water Management Convention adopted by 2004 BWM Conference Estimated entry into force 1 January 2016 THIS MAY BE SUBJECT TO FURTHER CHANGE Background: The problem of the transfer of harmful aquatic organisms via ships ballast water was first raised at IMO in 1988 and since then Marine Environment Protection Committee (MEPC) has been dealing with the issue, focusing initially on the development of guidelines and then on developing the new Convention. The International Convention for the Control and Management of Ships' Ballast Water and Sediments (BWM Convention) was adopted on 13 February 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 Lloyd s Register Marine Business Stream : Future IMO Legislation, January

85 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) G11 MEPC.149(55) MEPC.150(55) & G12 revised by MEPC.209 (63) G13 MEPC.161(56) G14 MEPC.151(55) Guidelines for approval and oversight of prototype ballast water treatment technology programmes Guidelines for ballast water exchange design and construction standards Guidelines on design and construction to facilitate sediment control on ships Guidelines for additional measures regarding ballast water management including emergency situations Guidelines on designation of areas for ballast water exchange MEPC.163(56) MEPC.206(62) BWM.2/Circ.7 BWM.2/Circ.20 (approved MEPC 59) BWM.2/Circ.21 (approved at MEPC 59) BWM.2/circ.29 Revised by BWM.2/circ.29/rev.1 (approved at MEPC 62) BWM.2/circ.32 (approved at MEPC 62 BWM.2/circ.33 (approved at MEPC 62) BWM.2/Circ. 40 (Approved at MEPC64) Guidelines for ballast water exchange in the Antarctic Treaty area Procedure for Approving Other Methods of Ballast Water Management in Accordance With Regulation B-3.7 of the BWM Convention 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)) 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. Engineering Questionnaire on Ballast Water Management Systems Clarification regarding the application dates contained in regulation B-3.1 of the BWM Convention Applicability of the Ballast Water Management Convention to hopper dredgers Guidance on scaling of ballast water management systems 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 Lloyd s Register Marine Business Stream : Future IMO Legislation, January

86 requirements and how to comply with the convention. This is available to download from 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 ship s date of construction and ballast water capacity, and have onboard and approved ballast water management plan and ballast water record book. All ships over 400 gt will be required to be surveyed and issued with a ballast water management certificate valid for 5 years, subject to annual and intermediate surveys. For ships below 400 gt An Administration may specify a certification regime for applicable for their fleet for ships less than 400gt. Exemptions:: 1. exemptions may be granted to ships on voyages between specified ports or locations; or to ships which operate exclusively between specified ports or locations; 2. such exemptions will be 2.1 effective for a period of no more than five years, subject to intermediate review; 2.2 granted to ships that do not mix ballast water or sediments, other than between the ports or locations specified in 1 above; and 2.3 granted based on the Guidelines on risk assessment in accordance with MEPC.162(56). The LR lead specialist on this subject is Peter Catchpole, he can be contacted directly by peter.catchpole@lr.org 185-X Development of the mandatory IGF Code - renamed international code of safety for ships using gases or other low flashpoint fuels Estimated entry into force 1 January MIGHT BE SUBJECT TO THE FURTHER CHANGE Under discussion by the Sub-Committee on Bulk Liquids and Gases (BLG) Lloyd s Register Marine Business Stream : Future IMO Legislation, January

87 Background: BLG was tasked with producing interim guidelines for ships with natural gas fuelled engine installations, which were produced in 2009 (resolution MSC.285 (86))). These guidelines are an interim measure until an International Code for the Safety of Gas Fuelled Ships (IGF Code) is produced, which is intended to be mandatory for ships other than those regulated under the IGC Code. This has also been the subject of an inter-sessional correspondence group between the last few sub-committee meetings and is a contentious issue among various parties who are pushing for particular approaches which are not necessarily in line with LR policy. The burning of gas fuel in ships has been carried out on LNG vessels for many years and there are recognised practices in place detailed in the IGC Code to mitigate the risks. The interim guidelines produced do not align with the IGC Code and there are concerns in some quarters that the draft IGF Code being developed may also fail to align with the IGC Code leading to a double standard depending on the type of vessel with one set of requirements for Gas ships and another set for all other vessels. It could become even more complex if the IGF Code is made applicable to all vessels including Gas ships and there is some indication that this is a long term goal. As the draft code under development covers all low-flashpoint fuel, the name of the draft code has been changed accordingly. Summary: BLG 16 continued the discussions in details. The following was the primary discussion points at BLG 16. Location of fuel tanks and fuel storage Tank location was discussed extensively. One proposal was on a probabilistic approach to assess the risk for tank location including factors like volume, ship type and distance to shell which will give the flexibility other than a fix figure requirements. BLG 16 agreed that the method should be further discussed by a correspondent group because the information supporting the probabilistic approach is not verified. Probabilistic damage is an expertise of the SLF Sub-Committee and therefore the matter will also be forwarded to the Sub-Committee for their input. It was also pointed out that the draft new IGC code has some changes on the distance of tank/pipe location to shell and this need to be noted and harmonized. It was further agreed that Chapter 7 (fuel storage requirement) of IGF code is to be a stand-alone chapter without referring to IGC code. Discussion on compressed natural gas (CNG) tanks There was confusion about what the proposed requirements would entail. There were some who would have wished the requirements to apply to all fuels and others who felt that the specific requirements for CNG were appropriate. Decision on location is that tank storage location is not to be used for any other purpose. Ventilation arrangements (Chapter 13) Lloyd s Register Marine Business Stream : Future IMO Legislation, January

88 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 Regarding any limitations on size and power BLG 16 could not reach a consensus. However, the majority of the working group were in favour of not limiting the size and power of engine for ESD protected space. Fuel covered by this code Working Group at BLG 16 agreed to concentrate its work on natural gas as fuel. Other low flash point fuels would be specifically addressed by separate sections of the code. Relevant parts of the section for natural gas fuel will be referenced in the other sections together with any additional specific requirements applicable to the various fuels. Implications: There is a number of safety related aspects that affect design and building of such ships including the concept of emergency shot down arrangements and the location of low flash point fuel storage tanks. Application: To all ships using low flash point fuels except those regulated by the IGC Code. (Further information) Lloyd s Register Rules for the Classification of Natural Gas Fuelled Ships were approved at the 2011 Technical Committee Meeting and are to be published July The Rules explain the current Lloyd s Register s opinion on the use of natural gas (and low flash point fuel with similar properties, provided any differences are taken into account as a part of the design and their hazards mitigated) as fuel for ships other than LNG carriers. The rules accommodate the majority of the requirements of the annex of resolution MSC.285(86) which forms the basis of the draft IGF Code X Regulation 20 - Protection of vehicle, special category and ro-ro spaces (and application) Estimated entry into force 1July MIGHT BE SUBJECT TO FURTHER CHANGE Under discussion by the Sub-Committee on Fire Protection (FP) Background: MSC 85 (MSC 85/23/5) accepted a proposal to review requirements for ships carrying compressed natural gas vehicles and Lloyd s Register Marine Business Stream : Future IMO Legislation, January

89 instructed FP Subcommittee to look into it as a 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-2/3 and II-2/20 to include the requirements for ships carrying motor vehicles with compressed hydrogen or natural gas for their own propulsion as cargo. In order to clarify the scope of application of the new requirements, a new definition for vehicle carrier was developed as follows: Vehicle carrier means a cargo ship with multi deck ro-ro spaces designed for the carriage of empty cars and trucks." It was also clarified that these requirements will only be applicable to new vehicle carriers. 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 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, existing ships should comply with non-structure related requirements, such as at least two certified safe type portable gas detectors complying with IEC standard (Electrical Apparatus for Explosive Gas Atmospheres) should be provided for the detection of gas fuel emissions from the tanks of such vehicles. Application: All new requirements which could affect the ship structure will only apply to new Vehicle Carriers, which carry HFCVs (hydrogen fuel cell vehicles) and CNGVs (compressed natural gas vehicles). However, the non-structure related requirements, such as the carriage of approved gas detectors as explained in the summary section above, will apply to all existing ships which fall under the above definition of a vehicle carrier. 189-X Comprehensive revision of the IGC Code Estimated entry into force 1 January MIGHT BE SUBJECT TO THE FURTHER CHANGE Under discussion by the Sub-Committee on Bulk Liquids and Gases (BLG) Background and Summary: In October 2007, MSC 83 tasked BLG to review all current areas of the IGC Code with a view to fully revising and updating the Code and, where necessary, to identify other instruments that may be affected and require consequential amendments, taking into account the latest technologies, operational practices and the increasing size of the newest ships. Lloyd s Register has been intimately involved in the SIGTTO project to develop a revised IGC Code. Significant technical input has been given by Lloyd s Register s specialists as members of the working groups. Lloyd s Register Marine Business Stream : Future IMO Legislation, January

90 At BLG 16 (Jan-Feb 2012), there was substantial progress on the draft text of the code; requirements have been revised to reflect developments in technology as well as many editorial improvements. The draft developed at BLG will be forwarded to other relevant Sub-Committees for their review: The major changes to the existing code include: A goal statement has been added to each chapter, although the requirements remain prescriptive The definition and delineation of gas dangerous spaces has been changed to reflect IEC practice Changes to the separation of the cargo tank from the side shell. Safety principles and functional requirements introduced into Chapter 4 - Cargo containment Introduction of limit state methodologies for novel configuration of cargo containment design that cannot meet prescriptive requirements given in the draft revised IGC Code. A further guidance for this limit state methodologies are being developed by the BLG Sub- Committee. Introduction of new material grade FH Cargo tank pressure relief valve - n the event of a failure of a cargo tank pressure relief valve a safe means of emergency isolation shall be allowed. Introduction of requirements for vapour oxidation which include boilers and gas combustion units Substantial revision of Chapter 10 Electrical Systems, to reflect current IEC requirements Implications: The new code will affect the design and construction of all gas carriers contracted after entry into force of the revised code with keels laid on or after a date to be established by the IMO. In terms of impact for ship owners, the requirement for increased separation between the cargo tank and side shell will have an impact on new fully refrigerated LPG ships and very small LNG carriers Application: All gas carriers regardless of size X Amendments to SOLAS regulation V/22 - Navigation Bridge Visibility Estimated entry into force 1 July MIGHT BE SUBJECT TO THE FURTHER CHANGE Under discussion by the Sub-Committee on Safety of Navigation (NAV) Background: NAV 57 agreed amendments to SOLAS V/22, which will be sent to MSC 90 for approval. It was decided that the new text should take a goal-based approach rather than a prescriptive one. 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- Lloyd s Register Marine Business Stream : Future IMO Legislation, January

91 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 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 Lloyd s Register Marine Business Stream : Future IMO Legislation, January

92 192 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 ship s bottom during the five-year period of validity of the Cargo Ship Safety Construction Certificate or the Cargo Ship Safety Certificate, except where regulation 14(e) or 14(f) is applicable. Where regulation 14(e) or 14(f) is applicable, this five-year period may be extended to coincide with the extended period of validity of the certificate. In all cases the interval between any two such inspections shall not exceed 36 months. Adopted by: MSC.204(81) Background: Bottom survey requirements were amended based upon the current practices by classification societies. Implication: None to LR ships Application: To cargo ships that is subject to the SOLAS convention (cargo ships (non-passenger ships) of 500 gt or over engaged on international voyages. 241-D Mandatory Polar code Estimated entry into force 1 January 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 Lloyd s Register Marine Business Stream : Future IMO Legislation, January

93 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 Estimated entry into force 1 January SUBJECT TO MEETING THE CONDITION FOR THE ENTRY INTO FOCE On 15 May 2009, at a Diplomatic Conference in Hong Kong, the International Convention for the Safe and Environmentally Sound Recycling of Ships was signed by 67 Member States of the IMO. This internationally binding Convention has been adopted due to concerns about standards of ship recycling. It affects both recycling facilities and shipowners. The Convention will enter into force 24 months after it has been ratified by 15 States, representing 40% of the world fleet, and with an annual ship recycling capacity of 3% of that fleet. It is predicted that this condition will be met by January As of February 2011, no State has become party to the Convention. The Convention requires that, within five years of the entry into force date (or before the ship goes for recycling, if that is earlier), ships must have on board an Inventory of Hazardous Materials (IHM). This requirement will also apply to new ships as soon as the Convention enters into Lloyd s Register Marine Business Stream : Future IMO Legislation, January

94 force. Overall, the Convention can be described as a response to the lack of regulation and standards in ship breaking industry; especially where safety, environmental and quality standards are concerned. It covers the entire ship life cycle: from design and construction, through in-service operation to dismantling and requires: ships to have an IHM (also known as the Green Passport ); new builds to exclude certain hazardous materials; ship recycling facilities to be authorised by the national authority; ship recycling facilities to provide an approved Ship Recycling Plan detailing how the ship will be recycled; ships flying the flag of parties to the Convention to be recycled only in authorised recycling facilities; and ship recycling facilities which are located in parties to the Convention to recycle only ships which they are authorised to recycle. At the final survey before the ship is taken out of service, the IHM will be completed for items such as operational stores and bunkers. The approved Ship Recycling Plan will then be checked against the IHM to ensure it properly reflects the information it contains. Currently, the following Guidelines are under development (or have been completed) by MEPC for the implementation of the Convention: Title Guidelines for the development of the Inventory of Hazardous Material Guidelines for safe and environmentally sound ship recycling (Facility guidelines) Guidelines for the development of the Ship Recycling Plan Guidelines for the development of the Ship Recycling Plan (SRP guidelines) Guidelines for the authorization of Ship Recycling Facilities Guidelines for survey and certification Guidelines for inspection of ships Status/target Completed (MEPC 197 (62)) Under development Target MEPC 61 (September 2011) or MEPC 62 (July 2011) Completed (MEPC.196 (62)) Completed (MEPC.210 (63)) Completed (MEPC.211 (63)) Completed (MEPC.222 (64)) Completed (MEPC.223 (64)) Implications: Shipowners: Lloyd s Register Marine Business Stream : Future IMO Legislation, January

95 to provide an Inventory of Hazardous Materials for their ship to inform the Flag State before a final survey takes place. to arrange the final survey before the ship is taken out of service for the completion of IHM for items such as operational stores and bunkers. Recycling facilities: o to obtain Document of Authorization for Ship Recycling by the competent authority of the recycling State o to inform their authorities should they wish to recycle a ship o to prepare a specific Ship Recycling Plan, based on the IHM which the owner provides o to report when recycling is finished. National authority of States with recycling facilities: o to authorise ship recycling facilities o to approve Ship Recycling Plans Application: Once the Convention enters into force it will apply to all ships and MODUs, high-speed craft, FSUs/FPSOs and barges. For newbuildings it will enter into force 24 months after the ratification criteria are met. Existing ships will have up to five years after the criteria are met. Lloyd s Register has developed a guide to assist owners and other stakeholders through the recycling process and to explain current practices and regulations. They are available on the following Lloyd s Register website Reference - LR Classification News No. 14/2009, available at CDLive ClassNews link 234-X Comprehensive review of SOLAS Chapter IV (Review of the GMDSS requirements) Estimated entry into force 1 January SUBJECT TO MEETING THE CONDITION FOR THE ENTRY INTO FOCE Under discussion by the Sub-Committee on Radiocommunication and Search and Rescue (COMSAR) Background: The current SOLAS chapter IV (GMDSS) requirements were adopted in 1988 based upon the technologies developed in 1970s. Noting development in technologies and change of the status of INMARSAT, a comprehensive review of the requirements are under way. Summary: The following is the notable change under discussion: use of non-imarsart, new additional satellite system possible incorporation of Chapter V (AIS and LRIT), XI-2 (SSAS) sea maintenance requirement (Regulation 8 and 15) redundancy of DSC EPIRB Lloyd s Register Marine Business Stream : Future IMO Legislation, January

96 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. Lloyd s Register Marine Business Stream : Future IMO Legislation, January

97 Lloyd's Register Group Limited, its affiliates and subsidiaries and their respective officers, employees or agents are, individually and collectively, referred to in this clause as 'Lloyd's Register'. Lloyd's Register assumes no responsibility and shall not be liable to any person for any loss, damage or expense caused by reliance on the information or advice in this document or howsoever provided, unless that person has signed a contract with the relevant Lloyd's Register entity for the provision of this information or advice and in that case any responsibility or liability is exclusively on the terms and conditions set out in that contract. External Affairs, Lloyd s Register Lloyd s Register EMEA Lloyd s Register Asia Lloyd s Register Americas, Inc. T +44 (0) F +44 (0) E external-affairs@lr.org T + 44 (0) F + 44 (0) E emea@lr.org T F E asia@lr.org T F E americas@lr.org 71 Fenchurch Street London EC3M 4BS, UK 71 Fenchurch Street London EC3M 4BS, UK 22nd Floor, Dah Sing Financial Centre 108 Gloucester Road, Wanchai, Hong Kong, SAR of PRC 1330 Enclave Parkway, Suite 200 Houston, Texas, 77077, USA Lloyd s Register Marine Business Stream : Future IMO Legislation, January Lloyd s Register is a trading name of Lloyd s Register Group Limited and its subsidiaries. For further details please see Lloyd's Register Group Limited 2013

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