Future IMO Legislation

Future IMO legislation
January 2012
This publication provides an overview of the known

amendments to the existing statutory regulations and
instruments, mandatory under the conventions and codes.
The known amendments include; amendments that are in

transitional period toward full implementation; adopted
amendments that will enter into force on or after 1
January 2012; the major topics currently under discussion
and development (discussions up to 27th Assembly).
Index
Part 1 – Adopted future IMO legislation
A – Adopted IMO requirements in transitional period for full application
This part includes requirements that have recently entered into force but are still in a transition period due to their application formulation,
for example. For example, the AFS Convention, which entered into force on September 17, 2008, applies as follows:
“All new ship types built on or after the date of entry into force, and existing ships built before the date of entry into force, at the next
scheduled dry docking held on or after the date of entry into force, but within 3 years of this date”.
B – Adopted IMO requirements entering into force in the near future

This part includes requirements that have been adopted and have an entry into force date which has been established by the IMO or ILO,
but not yet reached.
Part 2 – IMO requirements currently under development

This part covers legislation that is currently under discussion and has not been adopted; therefore, no fixed entry into force date has been
agreed. It also covers legislation that has been adopted but has no certain entry into force date because the conditions have not yet been
met.
Tables – quick references for application
The numbers in the index tables are a reference number for each item, given in the left-hand column of the full entry on the corresponding page.
• Table 1a – New ships – Adopted mandatory regulatory amendments which are entering into force
• Table 1b – New ships – Likely amendments which are currently under discussion and development – subject to change
• Table 2a – Existing ships – Adopted mandatory regulatory amendments which are entering into force
• Table 2b – Existing ships – Likely amendments which are currently under discussion and development – subject to change
Notes - Non-mandatory legislation is not included. Applicability of regulations varies for FSUs and FPSOs depending on whether they are detached and
undergoing voyage or fixed. This table refers only to those which are permanently applicable. Requirements for offshore supply vessels (OSVs) are the same
as those listed for general cargo ships. Entries marked with * in below tables have staggered application dates and multiple entries, so read entry carefully.
Lloyd’s Register : Future IMO Legislation

© Lloyd's Register January 2012
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referred to in this clause as the 'Lloyd's Register Group'. The Lloyd's Register Group assumes no responsibility and shall not be liable
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Lloyd’s Register : Future IMO Legislation

© Lloyd's Register January 2012
Table 1a – NEW SHIPS – Adopted mandatory regulatory amendments which are entering into force
Ship type
All ship Passenger Ro-Ro Oil Chemical Gas Bulk Container General Ro-Ro High FSUs and MODUs
From
types Ships Passenger Tankers Tankers Carriers Carriers Ships Cargo Cargo Speed FPSOs
page
Ships Ships Ships Craft
Prior to 47*
47* 47* 47* 47* 47* 47* 47* 47* 47*
1 January 2012 96*
96 96 96 96* 96* 96* 96* 96* 96*
150-1*
150-1* 150-1* 150-1* 150-1* 150-1* 150-1* 150-1* 150-1* 150-1*
150-2
150-2 150-2 150-2 150-2 150-2 150-2 150-2 150-2 150-2
153-1*
153-1* 153-1* 153-1* 153-1* 153-1* 153-1* 153-1* 153-1* 153-1*
158*
8 158* 158* 158* 158* 158* 158* 158* 158* 158* 153-3*
159*
159* 159* 159* 159* 159* 159* 159* 159* 159*
161
161 161 161 161 161 161 161 161 161
163*
164 164 164 164 164 164 164 164 164
164
165 165 165 165 165 165 165 165 165
165
209 209 209 209 209 209 209 209 209
209
1 April 2012 24 163*
1 July 2012 47* 47*
47* 47* 47* 47* 47* 47* 47* 47*
96* 96*
96* 96* 96* 96* 96* 96* 96* 96*
158* 158*
158* 158* 158* 158* 158* 158* 158* 158*
159* 159*
159* 159* 159* 159* 159* 159* 159* 159*
174 174
25 174 174 174 174 174 174 174 174
176 176
176 176 176 176 176 176 176 176
177 177
177 177 177 177 177 177 177 177
178 178
178 178 178 178 178 178 178 178
180 180
180 180 180 180 180 180 180 180
181 181
1 August 2012 30 169 169 169 169 169 169 169 169 169 169
1 January 2013 167 153-1*
153-1* 153-1* 153-1* 153-1* 153-1* 153-1* 153-1* 153-1*
153-1* 182
182 182 182 182 182 182 182 182
182 184 184
32 184 184 184 184 184 184 184 184 153-3* 188-1
184 188 188-1
188 188 188 188 188 188 188 188
188 188-1
188-1 188-1 188-1 188-1 188-1 188-1 188-1 188-1
188-1 198
1 July 2013 158* 158* 158* 158* 158* 158* 158* 158* 158* 158*
44
159* 159* 159* 159* 159* 159* 159* 159* 159* 159*
1 January 2014 193 193 193 193 193 193 193 193 193 193
45
197 197 197 197 197 197 197 197 197 197
1 July 2014 158* 158* 158* 158* 158* 158* 158* 158* 158* 158*
46
159* 159* 159* 159* 159* 159* 159* 159* 159* 159*
1 January 2015 46 150-1* 150-1* 150-1* 150-1* 150-1* 150-1* 150-1* 150-1* 150-1* 150-1*
1 July 2015 46 159* 159* 159* 159* 159* 159* 159* 159* 159* 159*
1 January 2016 150-1* 150-1*
150-1* 150-1* 150-1* 150-1* 150-1* 150-1* 150-1* 150-1*
47 153-1* 153-1* 153-3*
153-1* 153-1* 153-1* 153-1* 153-1* 153-1* 153-1* 153-1*
195* 195*
1 July 2016 159* 159*
49 159* 159* 159* 159* 159* 159* 159* 159*
175 175
1 July 2017 50 159* 159* 159* 159* 159* 159* 159* 159* 159* 159*
1 January 2018 50 195* 195*
* - entry has staggered application dates according to ship type and size, and therefore multiple entries below. You are advised to read application details carefully in each case
Lloyd’s Register Marine Business Stream : Future IMO Legislation, January 2012 4
Table 1b – NEW SHIPS – Likely amendments which are currently under discussion and development – subject to change
Ship type
All ship Passenger Ro-Ro Oil Chemical Gas Bulk Container General Ro-Ro High FSUs MODUs
From types Ships Passenger Tankers Tankers Carriers Carriers Ships Cargo Cargo Speed and
page Ships Ships Ships Craft FPSOs
Expected ILO0001 ILO0001 ILO0001 ILO0001 ILO0001 ILO0001 ILO0001 ILO0001 ILO0001 ILO0001
January 2012 – 154 154 154 154 154 154 154 154 154 154
51
December 2013 231 231 231 231 231 231 231 231 231 231
233 233 233 233 233 233 233 233 233 233
Expected 183
187 186
January 2014 – 187 187 187 183
199 187 187 187 187
December 2015 187 199 199 199 187
201 199 189 199 199
199 201 201 201 199
203 201 199 201 201
201 203 202 202 201
204 203 201 202 202
203 204 203 203 202
206 204 203 203 203
204 206 204 204 203
207 206 204 204 204
206 208 206 206 204
208 208 206 206 206
208 210 208 207 206
210 210 208 208 208
210 211 210 208 208
212 212 210 210 210
212 212 211 210 210
213 213 212 212 212
214 214 212 212 212
58 214 214 214 214 214 205
217 217 214 214 214
217 217 217 217 217
219 219 217 217 217
219 219 219 219 219
220 220 219 219 219
220 220 220 220 220
221 221 220 220 220
221 221 221 221 221
222 222 221 221 221
222 222 222 222 222
223 223 222 222 222
223 223 223 223 223
226 224 223 223 223
225 225 226 226 226
227 226 224 226 226
226 226 227 227 227
230 227 226 227 227
227 227 230 230 230
232 230 227 230 230
230 230 232 232 232
232 230 232 232
232 232
232
Expected 155
155 155 155 155 155 155
January 2016 155 155 185
155 185 185 185 185 185 185
onwards 80 185 192 192 155 155 155
234 218 192 192 192 192 192
234 234 218
234 234 234 234 234 234
234
Table 2a - EXISTING SHIPS – Adopted mandatory regulatory amendments which are entering into force
Ship type
From types Ships Passenger Tankers Tankers Carriers Carriers Ships Cargo Cargo Speed FPSOs
page Ships Ships Ships Craft
Prior to 125-5
125-5 125-5 125-5 125-5 125-5 125-5 125-5 125-5 125-5
1 January 2012 150-1*
150-1* 150-1* 150-1* 150-1* 150-1* 150-1* 150-1* 150-1* 150-1*
150-2
150-2 150-2 150-2 150-2 150-2 150-2 150-2 150-2 150-2
153-1*
153-1* 153-1* 153-1* 153-1* 153-1* 153-1* 153-1* 153-1* 153-1*
158*
158* 158* 158* 158* 158* 158* 158* 158* 158*
8 159* 153-3*
159* 159* 159* 159* 159* 159* 159* 159* 159*
161
161 161 161 161 161 161 161 161 161
163*
164 164 164 164 164 164 164 164 164
164
165 165 165 165 165 165 165 165 165
165
209 209 209 209 209 209 209 209 209
209
1 April 2012 24 163*
1 July 2012 158* 158* 158* 158* 158* 158* 158* 158* 158* 158*
159* 159* 159* 159* 159* 159* 159* 159* 159* 159*
174 174 174 174 174 174 174 174 174 174
25
176 176 176 176 176 176 176 176 176 176
177 177 177 177 177 177 177 177 177 177
178 178 178 178 178 178 178 178 178 178
1 August 2012 30 169 169 169 169 169 169 169 169 169 169
1 January 2013 153-1* 182
182 182 182 182 182 182 182 182
182 184
32 184 184 184 184 184 184 184 184 153-3* 188-1 188-1
184 188-1
188-1 188-1 188-1 188-1 188-1 188-1 188-1 188-1
188-1 198
1 July 2013 158* 158* 158* 158* 158* 158* 158* 158* 158* 158*
44
159* 159* 159* 159* 159* 159* 159* 159* 159* 159*
1 January 2014 193 193 193 193 193 193 193 193 193 193
45
197 197 197 197 197 197 197 197 197 197
1 July 2014 158* 158* 158* 158* 158* 158* 158* 158* 158* 158*
46
159* 159* 159* 159* 159* 159* 159* 159* 159* 159*
1 January 2015 46 150-1* 150-1* 150-1* 150-1* 150-1* 150-1* 150-1* 150-1* 150-1* 150-1*
1 July 2015 46 159* 159* 159* 159* 159* 159* 159* 159* 159* 159*
1 January 2016 150-1* 150-1* 150-1* 150-1* 150-1* 150-1* 150-1* 150-1* 150-1* 150-1*
47 153-3*
153-1* 153-1* 153-1* 153-1* 153-1* 153-1* 153-1* 153-1* 153-1* 153-1*
1 July 2016 49 159* 159* 159* 159* 159* 159* 159* 159* 159* 159*
1 July 2017 50 159* 159* 159* 159* 159* 159* 159* 159* 159* 159*
Table 2b - EXISTING SHIPS – Likely amendments which are currently under discussion and development –subject to change
Ship type
From types Ships Passenger Tankers Tankers Carriers Carriers Ships Cargo Cargo Speed FPSOs
page Ships Ships Ships Craft
Expected ILO0001
ILO0001 ILO0001 ILO0001 ILO0001 ILO0001 ILO0001 ILO0001 ILO0001 ILO0001
January 2012 – 154
154 154 154 154 154 154 154 154 154
December 2013 51
231 231 231 231 231 231 231 231 231
231
233 233 233 233 233 233 233 233 233
233
Expected 187 186
187 187
January 2014 – 187 187 187 206 187 187 187 187
189 206
December 2015 206 206 206 207 206 206 206 206
206 207
210 210 210 210 210 210 210 210
210 210
212 212 212 212 212 212 212 212
58 212 212 205
214 214 214 213 213 214 214 214
214 214
219 219 219 214 214 219 219 219
219 219
230 230 230 219 219 230 230 230
230 230
232 232 232 230 230 232 232 232
232 232
232 232
Expected 155
155 155 155 155 155 155
January 2016 155 155 185
155 185 185 185 185 185 185
onwards 80 185 192 192 155 155 155
234 218 192 192 192 192 192
234 234 218
234 234 234 234 234 234
234
Part 1 – Adopted future IMO legislation
A – Adopted IMO requirements in a transitional period for full application*
* Requirements that have already entered into force but have application dates which exceed the entry into force date. For example, requirements with
more than one phase of introduction, or requirements with a period of grace.
47 SOLAS 1974. Chapter II-1 Regulation 3-2 – Corrosion prevention of seawater ballast tanks in oil tankers and bulk carriers
1 July 2008
SOLAS 1974. Chapter XII Regulation 6 – Structural and other requirements for bulk carriers
Adopted by: Resolution MSC.216(82)
Background: The draft amendment to this regulation approved at MSC 81 was adopted without change at MSC 82. Significant
changes were, however, made to the associated protective coating performance standard, details of which will be given in the
appropriate entry below.
Summary: Regulation II-1/3-2: The existing text and the heading of regulation 3-2 were replaced by “protective coatings of dedicated
seawater ballast tanks in all types of ships and double-side skin spaces of bulk carriers”.
Regulations XII/6: The existing paragraph 3 was deleted and the existing paragraphs 4 and 5 were renumbered as paragraphs 3 and
4
Implications:
Owner: Significant better life expectancy of the steel structure of ballast tanks and double-side skin spaces, but at an additional cost
implication, not only at the new building stage, but also through the life of the ship, whenever touch-up or even re-coating was
necessary.
Shipbuilder / Equipment manufacturer: Significant additional equipment, personnel, time and cost implications, in terms of
preparation, application and documentation for the protective coating, all of which in monetary terms would have to be passed on
to owner.
National Administration / Recognised Organisation: Significant addition time and cost, in terms of the verification and through life
survey of the protective coating.
Application : All new ship types of 500 GRT and over :

• for which the building contract is placed on or after 1 July 2008; or
• n the absence of a building contract, the keels of which are laid or which are at a similar stage of construction on or after 1
January 2009; or
• the delivery of which is on or after 1 July 2012.
96 Resolution MSC.215(82) Performance standard for protective coatings for dedicated seawater ballast tanks in all types
1 July 2008 of ships and double-side skin spaces of bulk carriers
Adopted by Resolution MSC.215(82)
Background: Mandatory performance standard which is incorporated into the SOLAS regulation II-1/3-2.
Summary: This standard provides technical requirements for protective coatings in dedicated seawater ballast tanks of all type of
ships of not less than 500 gross tonnage and double-side skin spaces arranged in bulk carriers of 150 m in length and upward1 for
which the building contract is placed, the keels of which are laid or which are delivered on or after the dates referred to in SOLAS
regulation II-1/3-2 as adopted by resolution MSC.216(82).
Implications:
Owner: Significant better life expectancy of the steel structure of ballast tanks and double-side skin spaces, but at an additional cost
implication, not only at the new building stage, but also through the life of the ship, whenever touch-up or even re-coating was
necessary.
Shipbuilder / Equipment manufacturer: Significant additional equipment, personnel, time and cost implications, in terms of
preparation, application and documentation for the protective coating, all of which in monetary terms would have to be passed on
to owner.
National Administration / Recognised Organisation: Significant addition time and cost, in terms of the verification and through life
survey of the protective coating.
Application : All new ship types of 500 GRT and over :

• for which the building contract is placed on or after 1 July 2008; or
• in the absence of a building contract, the keels of which are laid or which are at a similar stage of construction on or after 1
January 2009; or
125-5 SOLAS 1974. Chapter II-2 Regulation 10

1 January 2010
Back ground and Summary: It was recognized that the existence of many single control systems presented an unacceptable level of
risk to crew personnel. In view of the above, IMO developed amendments to SOLAS regulation II-2/10, to require all carbon dioxide
systems to have two separate releasing controls.
Implications: Arrangement of major modification to the existing fleet will be required.
Application: Existing ships (constructed before 1 October 1994) will have to comply with the above amendments by completion of
the first scheduled dry-docking after 1 January 2010.
Reference - LR Classification News No. 37/2009, available at CDLive ClassNews link
150-1 The Revised MARPOL Annex VI

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

SOx control
Global Emission Control Area
Currently: 4.5% Currently:1.5%
From entry into force of revised Annex ( 1 July 2010: 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
14.36 g/kWhr where n is less than 130 rpm;

44.0 x n (-0.23) g/kWhr when n is 130 rpm or more but less than 2000 rpm; 7.66 g/kWhr when n is 2000 rpm or more
For ships built after 1 January 2016 (Tier III limits):

(The requirement applies to a diesel engine installed on a ship with a length of 24 metre or over; or to a diesel engine installed on a
ship with a combined nameplate diesel engine propulsion power of 750kW or more)
When operating with designated Emissions Control Areas:
3.4 g/kWhr where n is less than 130 rpm;
9.0 x n (-0.2) g/kWhr when n is 130 rpm or more but less than 2000 rpm;
1.96 g/kWhr when n is 2000 rpm or more
When operating outside a designated Emissions Control Area the Tier II limits shall apply.
Note: Operation within a designated Emissions Control Area will require the operation of exhaust gas treatment devices, such as a
Selective Catalytic Reduction (SCR) device.
Regulation 18.4 – Gas fuelled ships and definition of fuel

The Committee agreed to exempt certain gas fuels such as LNG, CNG and LPG from those aspects of Regulation 18 which covers
bunker delivery notes and MARPOL samples together with the associated supplier controls.
The following was added to the Regulation 18.4:
“Paragraph 5.6, 7.1 7.2, 8.1, .8.2,9.2, 9.3 and 9.4 of this regulation do not apply to gas fuels such as LNG, Compressed natural gas,
or liquefied petroleum gas. The sulphur contents of the gas fuel deliver to the ship specifically for combustion on board that ship
shall be provided by the supplier.”
VOC Management Plan
With effect from July 1, 2010, every tanker carrying crude oil will be required to have on board and implement a ship-specific VOC
Management Plan, approved by the Administration.
The Plan should be prepared taking into account guidelines contained in resolution MEPC.185 (59) and MEPC.1/Circ.680. The
purpose of the Plan is to ensure that VOC emissions resulting from tanker operations to which regulation 15.6 applies are prevented
or minimised as much as possible.
A ship-specific VOC Management Plan must at the least provide written procedures for minimising VOC emissions during:
• loading of cargo
• sea passage, and
• discharge of cargo.
Additionally, VOCs generated during crude oil washing need to be considered.
If tanker design modifications (such as increasing the pressure of the cargo tanks) are to be made to minimise VOC emissions,
strength aspects need to be considered and comprehensive calculations have to be carried out to confirm the structural strength and
other related issues. This information must be provided within the VOC Management Plan when submitting it for approval.
Marine Fuel Oil specification

MEPC 59 agreed that the matter should be left to ISO, however, it was also agreed to forward a request to verify the status of
substances given in the indicative list of parameters developed by the Committee.
Definition of sulphur
MEPC 59 agreed that referencing ISO Standard should be sufficient.
Procedure to verify sulphur content in fuel oil

MEPC Circular on a Unified Interpretation concerning Sulphur Limits in Fuel and Fuel Oil Verification Procedure for MARPOL Annex VI
was approved.
Implication and application of this part of the section

SOx control is matter of ship operation thus up to the effort of the petroleum industry, while ship will be required to be capable of
using more than one fuel in order to operate in emission control areas. NOx control relates to the engines onboard. Shipbuilders
and shipowners are invited to pay due attention to the development, especially application to existing engines installed between
1990 and 2000.
Criteria and Procedure for Designation of Emission control area
MEPC 59 agreed to keep the criteria as prepared by MEPC 57.
Ozone depleting substances

An inventory for the list of substances kept onboard will be required.
Implication:
Owner: Significant impact. The following is the primary areas for the owners concern:
• Selection of the fuel (There could be difficulties in obtaining required fuel, possible difficulties of using two fuels – especially
change over prior to entering into SECA)
• VOC Management Plan
• Possible upgrade of existing engine
Shipbuilder/Equipment manufacture: Significant impact for the compliance with the new standard for engines. There may be
demands for the development of exhaust gas cleaning system for which, numbers of regulatory developments are still required.
National Administration / Recognized Organization: Significant impact. It may require additional resources and expertise for the
proper implementation of the new requirements. Development of the policy / standard for the requirement to the existing engine
needs careful attention.
Application: All ships to which MARPOL Annex VI applies – generally speaking, ships of 400 gross tons and above (new and existing
ships).
150-2 NOx Technical Code 2008

1 July 2010
Background and summary: The main changes to the Code are: a new chapter for the approval of ‘approved method’ (existing ships)
arrangements; inclusion of requirements covering the approval of direct measurement and monitoring methods; and amended NOx
emission calculation procedures. The MEPC will be issuing a circular to facilitate the application of the revised Code to Tier II engine
certification.
Implication:
Shipbuilder/Equipment manufacture: Required to meet the new standard introduced by this code.
National Administration / Recognized Organization: To prepare new type approval and survey procedures based upon the new code.
Application: Engines over 130 kW irrespective of the size of ship onto which such engines are subsequently installed.
153-1 SOLAS 1974. Chapter II-2 Regulations 1 and 19 – Carriage of dangerous goods (Note to table 1 and 2 and entire table
1 January 2011 19.3)
Background: The proposal was to update the Note 1 to table 19.1 and 19.2 as well as replace entire table 19.3 with the relevant
amendments to regulation 1. The similar amendments were proposed together to chapter 7 of the HSC Code.
Summary: The changes have been made to eliminate inconsistencies between SOLAS and the IMDG Code and will mainly affect the
requirements for the carriage of dangerous goods in packaged form. There will be little or no effect on vessels carrying only solid
dangerous goods in bulk.
Implication: No changes are required to ship construction but the dangerous goods cargo classes which vessels can carry may be
affected.
Application (further amendments were approved at MSC 89 look at 214-D): New ships (constructed on or after 1 January 2011).
They are applied to existing ships through amendments to Chapter II-2, regulation 1. The following ships must comply no later than
the date of the first renewal survey on or after January 1, 2011:
• cargo ships of 500 gt and above and passenger ships constructed on or after September 1,1984, but before January 1, 2011, and
• cargo ships of less than 500 gt constructed on or after February 1, 1992, but before January 1, 2011.
Exceptions
Chapter II-2, regulation 1 exempts older vessels from complying with certain requirements of the revised regulation 19 if they differ
from those contained in the previous regulation 19 and the older regulation 54, which is being phased out. Specifically:
• alterations to cargo space fire detection systems are not required on older vessels if the revised regulation 19 requirements are
different, and
• vessels built before July 1, 1998, do not need to comply with the revised regulation 19 ro-ro space separation requirements.
Note: The MSC 85 confirmed that the provisions of regulation II-2/19 do not apply to dangerous goods in “excepted quantities”
pending entry into force of the relevant amendments to regulation II-2/19 (1 January 2011). (Refer to chapter 3.5 of the IMDG Code)

153-3 International Code of Safety for High-Speed Craft, 2000 (HSC Code 2000)
1 January 2011
Paragraph 7.17 – Fire Safety – note 1 to table 7.17-1 and entire table 7.17-3
Background: Similar amendments were approved for SOLAS chapter II-2. (see item 153-1)
Summary: A set of amendment similar to those to the SOLAS Chapter II-2 were introduced in the HSC Code 2000. Existing note 1 to
table 7.17-1 has been revised to clarify an application of ventilation requirements for different classes of dangerous goods carried in
container cargo spaces. Similar to the re-insertion of the footnote for SOLAS Regulation 19, footnotes 17 and 18 under table 7.17-3
of the 2000 HSC code were also agreed for re-insertion. Footnotes 9 and 10 under table 7.17-3 were also inserted. The MSC 85, in
conjunction with the decision made to SOLAS Regulation II-2/19 above, agreed not apply the requirements to dangerous goods in
excepted quantities pending entry into force of the relevant amendments (1 January 2011).
Implication: Nominal, as this is primarily solving the inconsistencies between texts.
Applications: New crafts (constructed on or after 1 January 2011) and not later than the date of the first renewal survey on or after 1
January 2011 for existing crafts (crafts constructed on or after 1 July 2002).
Note: The MSC 85 confirmed that the provisions of paragraph 7.17 do not apply to dangerous goods in “excepted quantities”
pending entry into force of the relevant amendments to Paragraph 7.17 (1 January 2011). (Refer to chapter 3.5 of the IMDG Code)
158 SOLAS 1974. Chapter V Regulation 19 – Carriage requirements for a bridge navigational watch alarm system (BNWAS)
1 January 2011
Background: A bridge watch navigational alarm system is a device which triggers an alarm if an Officer on Watch (OOW) becomes
incapable of performing the OOW’s duties. IMO also adopted the performance standard as MSC. 128 (75) and there are ships which
have already installed the equipment on a voluntary basis.
Summary: In paragraph 2.2, the new subparagraphs .3 and .4 are added after the existing subparagraph .2. Application details are
given in new subparagraph .3. sub-paragraph .4 states that “a bridge navigational watch alarm system (BNWAS) installed prior to 1
July 2011 may subsequently be exempted from full compliance with the standards adopted by the Organization, at the discretion of
the Administration.”
Note: In the existing footnote to paragraph 2 the reference to the performance standard (resolution MSC.128(75) – performance
standards for a bridge navigational watch alarm system (BNWAS)” is inserted.
Implications:
Shipbuilders
Builders are encouraged to take these requirements into consideration when designing a ship keel of which will be laid on or
after 1 July 2011.
This is not stand alone equipment on the navigation bridge. The secondary alarm will be activated in the master’s cabin, thus
wiring will be required in other parts of the crew accommodation area. Due attention is to be paid to wire penetration at fire-
protection boundaries.
BNWAS is required to meet the IMO’s performance standard (MSC.128 (75)).
BNWAS is to be type approved by the flag Administration or its Recognized Organization (e.g., Classification Society).
Shipowners
BNWAS will be required on the existing ships (at the first survey after the date specified) as well. Owners will need to be
prepared to make retrofitting arrangements. Owners are encouraged to take the opportunity to make such arrangements at
dry-docking, if there is such an opportunity.
Flag Administrations & their recognized organizations
It will be necessary to type approve the system in a timely manner.
Relevant survey guidelines should be prepared.
The requirements will apply to ships not engaged on international voyages as well.
Application:
Ship type Gross tonnage New ships (keel 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-passsenger ships 3,000 gt and above 1 July 2011 Not later than the first survey* on or after 1 July 2012
500 gt and above but less 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 1 July 2011 Not later than the first survey* on or after 1 July 2014
than 500 gt
*The first survey means the first annual survey, the first periodical survey or the first renewal survey, whichever is due first after the
date specified. For a passenger ship, this is the first renewal survey for Passenger Ship Safety Certificate; for a cargo ship (non-
passenger ship), this is either the Cargo Ship Safety Equipment Survey or, for ships with a Cargo Ship Safety Certificate, the Cargo
Ship Safety Survey. For both passenger ships and cargo ships which are under construction, if the keel is laid before, but the ship is
delivered after, the date specified in the relevant regulation, the first survey is the initial survey.
159 SOLAS 1974. Chapter V Regulation 19 – Carriage requirements of ECDIS
1 January 2011
Background: ECDIS (Electronic Chart Display and Information System) is shipborne navigational equipment, which is regarded as an
equivalent to paper charts as per the SOLAS regulation V/27 and the regulation V/19.2.1.4. In other words, it is currently optional
equipment. By the amendment adopted at MSC 86, ECDIS will be mandatory for new ships in 2012 (passenger ships and oil
tankers) or 2013/2014 (other ships). Existing ships will be required to retrofit the system.
Summary: In paragraph 2.1, the existing subparagraph .4 is replaced by the following:
“4 nautical charts and nautical publications to plan and display the ship’s route for the intended voyage and to plot and monitor
positions throughout the voyage. An electronic chart display and information system (ECDIS) is also accepted as meeting the chart
carriage requirements of this subparagraph. Ships to which paragraph 2.10 applies shall comply with the carriage requirements for
ECDIS detailed therein;”.
After the existing paragraph 2.9, the new paragraphs 2.10 and 2.11 are added. Paragraph 2.10 provides application details and
paragraph 2.11 states that “administrations may exempt ships from the application of the requirements of paragraph 2.10 when
such ships will be taken permanently out of service within two years after the implementation date specified in subparagraphs .5 to
.9 of paragraph 2.10.”
Implications:
Shipbuilders and manufacturers
Builders will be required to take these requirements into consideration when designing a ship which keel will be laid on or after
1 July 2012/2013/2014 dependent on ship type and size;
Manufacturers are to note that ECDIS is required to meet the IMO’s performance standard (A.817(19), as Adopted by the
Resolutions MSC. 64 (67), MSC. 86 (70) and MSC. 232 (82));
Owners/Ship management companies
As ECDIS will be required on the existing ships (at the first survey after the date specified in the table given below), owners will
be required to make retrofitting arrangements. Owners are encouraged to take the opportunity to make such arrangements at
dry-docking, if there is such an opportunity;
Owners are to ensure that ships will be provided with the Electronic Navigational Charts (ENCs) issued by a Hydrographic
Authority or its agents that cover the intended voyages;
Ship managers are to ensure that appropriate training and familiarization will be incorporated into the company’s SMS for the use of
ECDIS in accordance with paragraph 6.5 of the ISM Code. Deck officers must be fully familiar with the operation of ECDIS prior to
the first voyage after the installation of ECDIS in accordance with paragraph 6.3 of the ISM Code. Due reference is to be made to
SN.1/Circ. 276 - Transitioning from paper chart to electronic chart display and information systems (ECDIS) navigation.
Administrations & their recognized organizations
Relevant survey guidelines should be prepared, which should include appropriate back up arrangements & the location of
ECDIS in case of retrofitting;
ISM auditors are to be made aware of the new requirements and the need for companies to introduce the corresponding
training and familiarisation.
Application – to ships engaged on international voyages only:
Type of ships Gross tonnage New ships 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 2016
20,000 and above 1 July 2013 Not later than the first survey* on or after
but less than 50,000 1 July 2017
10,000 and above 1 July 2013 Not later than the first survey* on or after
but less than 20,000 1 July 2018
3,000 and above 1 July 2014 No retrofitting requirements to existing
but less than 10,000 ships less than 10,000 gt
*The first survey means the first annual survey, the first periodical survey or the first renewal survey, whichever is due first after the
date specified. For a passenger ship, this is the first renewal survey for Passenger Ship Safety Certificate; for a cargo ship (non-
passenger ship), this is either the Cargo Ship Safety Equipment Survey or, for ships with a Cargo Ship Safety Certificate, the Cargo
Ship Safety Survey. For both passenger ships and cargo ships which are under construction, if the keel is laid before, but the ship is
delivered after, the date specified in the relevant regulation, the first survey is the initial survey.
161 SOLAS 1974. and 88 Protocol - Appendix – Certificates

1 January 2011
Adopted by: Resolutions MSC 282(86) and MSC.283(86)
Background: As a consequence of the amendment made to SOLAS regulation V/19 concerning BNWAS, various record forms given
as attachments to certificates were revised by Resolutions MSC 282 (86) and MSC. 283 (86).
Summary: Amendments to records of certificates are as follows:
Record of Equipment for the Passenger Ship Safety Certificate (Form P)

9 In the Record of Equipment for the Passenger Ship Safety Certificate (Form P), in
section 5, a new item 14 is inserted as follows:
.14 Bridge navigational watch alarm system (BNWAS).
Record of Equipment for the Cargo Ship Safety Equipment Certificate (Form E)
10 In the Record of Equipment for the Cargo Ship Safety Equipment Certificate (Form E),
in section 3, a new item 14 is inserted as follows:
Record of Equipment for the Cargo Ship Safety Certificate (Form C)

In the Record of Equipment for the Cargo Ship Safety Certificate (Form C), in section 5, a new item 15 is inserted as follows:
“15 Bridge navigational watch alarm system (BNWAS)”.Record of Equipment for the Nuclear Passenger Ship Safety Certificate (Form
PNUC)
11 In the Record of Equipment for Nuclear Passenger Ship Safety Certificate (Form PNUC),
Record of Equipment for the Nuclear Cargo Ship Safety Certificate (Form CNUC)
12 In the Record of Equipment for Nuclear Cargo Ship Safety Certificate (Form CNUC),
Implication: The new records will be used upon the replacement of the certificates after the entry into force of the requirements.
Application: These amendments entered into force on 1 January 2011 and be applicable to all ships engaged on international
voyages that are required to hold SOLAS certificates (passenger ships regardless of size and cargo ships (non-passenger ships of 500
gt or over) both engaged on international voyages).
163 MARPOL 73/38. Annex I New Chapter 8 – Prevention of Pollution during Transfer of Oil Cargo between Oil Tankers at
1 January 2011 Sea
Adopted by Resolution MEPC.186.(59)
Summary: New regulations 40, 41, 42
Amendments to MARPOL Annex I (new chapter 8, regulations 40, 41 and 42) regarding prevention of pollution during transfer of oil
cargo between oil tankers at sea will enter into force on January 1, 2011.
These regulations will apply to oil tankers of 150 gt and above engaged in the transfer of oil cargo between oil tankers at sea (STS
operations) and STS operations conducted on or after April 1, 2012.
They will not apply to bunker transfers or to oil transfer operations associated with fixed or floating platforms, including: drilling rigs;
floating production, storage and offloading facilities (FPSOs) used for the offshore production and storage of oil; and floating storage
units (FSUs) used for the offshore storage of produced oil.
The requirements are as follows:

• Any oil tanker involved in STS operations will be required to have on board an approved STS operations Plan no later than
the first annual, intermediate or renewal survey on or after January 1, 2011. Once a Plan is approved, all STS operations will
be required to be carried out in accordance with it.
• All STS operations are to be recorded in the oil record book and retained on board for at least three years.
• The person in overall advisory control of STS operations is to be qualified to perform all relevant duties.
• The appropriate authority is to be notified at least 48 hours in advance of any STS operations that will take place within their
territorial waters or EEZ. Local or national regulations may specify who the appropriate authority is.
To assist owners and operators in preparing STS Plans, Lloyd’s Register has produced a model STS Plan and checklist.
Corresponding amendments are made in the record of Construction and Equipment for Oil Tankers, Form B.
Implication:
Shipowners of oil tankers will be required to have an approved STS operations Plan onboard.
National Administrations and/or their Recognized Organizations will need to approve the plan in a timely manner.
Builder/Designer: May be requested as part of a new build contract to provide an approved STS plan
Manufacture: None
Application: Oil tankers of 150 gt or above, which carry out ship to ship cargo oil transfer.
Reference - LR Classification News No. 27/2010, available at CDLive ClassNews

164 MARPOL 73/78. Annex I Regulations 1, 12, 13, 17 and 38
1 January 2011
Adopted by: Resolution MEPC.187(59) - Annex 1
Summary:
Regulation 1 – the following new definitions are adopted
• Oil residue (sludge) means the residual waste oil products generated during the normal operation of a ship such as those
resulting from the purification of fuel or lubricating oil for main or auxiliary machinery, separated waste oil from oil filtering
equipment, waste oil collected in drip trays, and waste hydraulic and lubricating oils.
• Oil residue (sludge) tank means a tank which holds oil residue (sludge) from which sludge may be disposed directly through the
standard discharge connection or any other approved means of disposal.
• Oily bilge water means water which may be contaminated by oil resulting from things such as leakage or maintenance work in
machinery spaces. Any liquid entering the bilge system including bilge wells, bilge piping, tank top or bilge holding tanks is
considered oily bilge water.
• Oily bilge water holding tank means a tank collecting oily bilge water prior to its discharge, transfer or disposal.”
Regulation 12 (see below “Relevant instruments) is amended by removing the words “such as those resulting from the purification
of fuel and lubricating oils and oil leakages in the machinery spaces” from the end of the regulation. A new paragraph 2 was added
dealing with the disposal of oil residue (sludge)
Regulations 13, 17 and 38-are amended to take account of the new definitions in regulation 1
Implication: All ER oil residue (sludge) tank arrangements will need to comply with the revised regulation 12 and take account of the
revised definitions and the changes to regulations13, 17 and 38.
Settled water may only be drained to an oily bilge water holding tank or bilge well, or an alternative arrangement, but may not be
led directly to an oily water separator. Connections between designated sludge pumps and the oily water separator, which are not
uncommon will need to be removed.
Application: To ships which MARPOL Annex I is applied. The compliance will be verified at the first survey on or after 1 January
2011. There are further subsequent amendments being proposed for clarification of application of regulation 12. Reference is to be
made to item 232 in part B.
(Relevant instruments)
An interpretation to the regulation 12.2, 12.3 and 12.4 was prepared as Annex 14 to MEPC 61 report (MEPC 61/24).
The unified interpretations provide various interpretations, e.g.” designated pump for disposal” used in regulation 12.2. as “any
pump used for the disposal of oil residue (sludge)” through the standard discharge connection referred to in regulation 13, or any
pump used to transfer oil residue (sludge) to any other approved means of disposal such as an incinerator, auxiliary boiler suitable for
burning oil residue (sludge) or other acceptable means which are prescribed in paragraph 3.2 of the supplement to IOPP Certificate,
Form A or B.
Further, interpretations are given to Regulation 12.3, 12.4 as well in order to provide clearer guidance to the “Oil residue (sludge)
tanks”.
Implication:
Builders, Owners: This interpretation will assist with the implementation of resolution MEPC.187(59). Vessels with keel laying
before 31 December 1990 will need to separate out the sludge and bilge water piping. Other arrangements will be reviewed in
line with the new requirements.
Flag Administrations and its ROs: The new requirements will need to be examined for compliance. Lloyd’s Register will be
examining these at the next MARPOL Annex I survey.
Application:
Ships subject to MARPOL Annex I regulation 12.1, .e. all ship types of 400 gt or over.
165 MARPOL 73/78. Appendix II – Forms A (ships other than oil tankers) and B (oil tankers)
1 January 2011
Adopted by: Resolution MEPC.187(59) – Annex 2
Summary: MEPC 59 adopted the text of consequential amendments to the supplement of the IOPP certificate consistent with the
newly agreed definitions. In addition, “maximum capacity” in “kW or kcal/h” was added to the entry for the incinerator (paragraph
3.2.2. of the supplement).
Implication: The new requirements will need to be examined for compliance. Lloyd’s Register will be examining these at the next
MAROL Annex I survey, and reissue the Form A or B.
Application: To ships which MARPOL Annex I is applied (ships required to carry certificates – oil tankers of 150 gt or above and other
types of ships of 400 gt or above).

209 2010 STCW Convention and STCW Code
Adopted by 2010 Manila Conference

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

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

• Implication of the rest change made to the rest periods may affect manning level
• During the transitional periods, owners must ensure that seafarers will have new certificates meeting new standard.
Application
Seafarers working onboard (not relevant to ship type). While the requirements entered into force on 1 January 2012, there are 5
year transitional period granted for taking full effect (until 1 January 2017).
(LR Internal only - for the sake of ROL entry- application should be all ships, all dates etc)
STCW.7/Circ.16 Clarification of transitional provisions relating to the 2010 Manila Amendments to the STCW Convention and Code
B – Adopted IMO requirements entering into force in the near future
This part includes requirements that have been adopted and have an entry into force date which has been established by the IMO, but not yet reached.
1 April 2012
163 MARPOL 73/38. Annex I New Chapter 8 – Prevention of Pollution during Transfer of Oil Cargo between Oil Tankers at Sea
(Repeated)
1 April 2012 New requirements for Ship To Ship transfer will be applicable from this date. See item 163 in part A.
1 July 2012
47 & 96 SOLAS 1974. Chapter II-1 Regulation 3-2 – Corrosion prevention of seawater ballast tanks in oil tankers and bulk carriers
(Repeated)
1 July 2012 This is the cut off date for the application - delivery of ships. See Item 47 & 96 in Part 1.
181 Amendments to SOLAS Regulation II-1/41.6 (Further amendments to the regulation adopted as MSC.216(82) )
1 July 2012
Background: At MSC 87, a Non-Governmental Organization member requested confirmation on the application date of the new
requirements of regulation II-1/41.6 (supplementary lighting in cabins of passenger ships) which was adopted by MSC.216 (82)). The
requirements are given in Annex 3 of that resolution which entered into force on 1 July 2010 but regulation could be retroactively
enforceable to ship constructed on or after 1 January 2009.
Summary If the resolution is strictly (legally) applied, it would mean that the requirements are applicable to ships constructed on or after
1 January, 2009 when they entered into force on 1 July 2010 owing to regulation II-1/1.1 which was introduced by the same resolution
(in Annex 2), in a light of SOLAS Article VIII(e).
While the IMO Secretariat confirmed that was the correct reading of the text in a legal context, many delegations expressed that it was
not the intent of the Committee.
Therefore, MSC 87 approved MSC.1/Circ.1372 as an interim measure for clarifying that the requirement shall only apply to passengers
ships constructed on or after 1 July 2010, and simultaneously, approved draft amendments to the SOLAS Convention which were
adopted at this MSC 88 session.
Implications: As this is the correction of the erroneously text, there is no implication out of this decision.
Application: Legally speaking, this amendment enters into force on 1 July 2012 for passenger ships constructed on or after 1 July 2010.
As this is merely an editorial correction to resolution MSC. 216 (82) which entered into force on 1 July 2010.
180 Amendments to SOLAS 1974 Chapter II-2 regulation 7.4.1 and FSS Code Chapter 9
1 July 2012
Adopted by Resolutions MSC.308(88) and MSC.311(88)
Background: In order to address fire safety of the compartment where an incinerator is located, following the discussion at the FP Sub-
Committee, MSC 88 adopted amendments to the SOLAS Regulation 7.4.1 and FSS Code Chapter 9.
Summary: In addition to approving amendments to SOLAS regulation II-2/7.4.1, which introduces the requirement for fixed fire
detection and fire alarm systems in enclosed spaces containing incinerators to harmonize with the standard specification for shipboard
incinerators, MSC 88 also adopted amendments to chapter 9 of the FSS Code which specifies the requirements for such systems.
Implications: Manufacturers of fire detection and alarm systems, ship designers, shipyards, shipowners, ship managers and Flag
Administrations (and their Recognized Organizations).
Application: New ships will be required to have a fixed fire detection and fire alarm system in enclosed spaces containing incinerators.
The amendments will be applicable to new ships constructed (keel laid) on or after 1 July 2012.
174 International Code for the Application of Fire Test Procedures, 2010 (2010 FTP Code) & Amendments to SOLAS Regulation
1 July 2012 II-2/3 - definition
Adopted by Resolution MSC.307(88) & MSC.308 (88)
Background: MSC 80 (December 2005) approved a new work programme for the FP Sub-Committee to review and revise, as necessary,
the FTP Code with a view to enhancing its user-friendliness and providing more uniform application of the Code, with the inclusion of
appropriate interpretations approved by the Committee; updating the references to ISO fire test standards; and accommodating
developments in fire protection technologies. MSC 88 adopted the International Code for Application of Fire Test Procedures, 2010
(2010 FTP Code), in conjunction amendments to SOLAS regulation II-2/3.23 as resolution MSC.308 (88).
Summary: This is a comprehensive revision of the Code. The following major changes were introduced:
• Inclusion of all relevant resolutions and circulars on fire test procedures;
• Part 5 extensively re-written to include previous Part 5, Part 6, A. 653 (16) and A.687 (17), as they were essentially the same;
The spacing between the resolution ‘A’ and numbers needs to be consistent
• New Part 10 - Test for fire-restricting materials for high speed craft;
• New Part 11 - Test for fire-restricting divisions for high speed craft;
• Expiry period for fire test certificates (15 years); and
• Revised test report format (7 new additional items in the report).
Implications:
Fire test laboratories will be required to carry out testing and evaluation in accordance with the new procedures on or after 1 July
2012.
Manufacturers of materials which are subject to these tests (e.g. fire restricting materials) will require testing to the new procedures
(after some introductory period) and renewal testing (after 15 years expiry period), which may lead to a significant increase in cost.
Application: To the testing, evaluation and approval of products carried out on or after 1 July 2012 which are subject to the
requirements of the Fire Test Procedure Code referenced in the SOLAS Convention. Such products include fire bulkheads, fire windows,
fire doors, deck coverings, bulkhead and ceiling exposed surfaces, bulkhead and deck penetrations, upholstered furniture, bedding
components, draperies, curtains, paints, varnishes, etc.
177 Amendments to SOLAS 1974 Chapter V regulation 18

1 July 2012
Background: The matter of incorrect AIS data being transmitted was brought up since MSC 82 and then was addressed by
MSC.1/Circ.1252 - Guidelines on Annual Testing of the Automatic Identification System (AIS).
Summary MSC 88 adopted amendments to SOLAS regulation V/18 to reflect the annual testing of the automatic identification system
(AIS) equipment as follows:
“The automatic identification system (AIS) shall be subjected to an annual test. The test shall be conducted by an approved surveyor or
an approved testing or servicing facility. The test shall verify the correct programming of the ship static information, correct data
exchange with connected sensors as well as verifying the radio performance by radio frequency measurement and on-air test using
e.g., a Vessel Traffic Service (VTS). A copy of the test report shall be retained on board the ship.”
Implications:
Builders: No significant impact
Owners and managers: Provided that the Safety Equipment survey or Passenger Ship Safety survey is carried out in conjunction with
the Safety Radio survey, this may not introduce any practical problems. However, the method to verify actual data in the transmission
may require careful consideration.
Flag Administration and RO: To provide necessary instruction to surveyors. Approved surveyor or approved testing or servicing facility”
will require clarification and proper training.
Application: Ships required carrying AIS on board, these being: all passenger ships regardless of tonnage, and cargo ships (non-
passenger ships) of 300 gt or over (engaged on international voyages) or 500 gt or over (engaged on non-international voyages).
(Repeated)
1 July 2012 Retrofitting requirements for passenger ships (all tonnage) and non-passenger ships (of 3000 gt or above) See item 158 in
part A.
(Repeated)
1 July 2012 Requirements for ship passenger ships of 500 gt or above as well as tanker of 3000 gt or above. See item 159 in part A.
178 Amendments to SOLAS 1974 Chapter V regulation 23
1 July 2012
Background: In order to improve safety of pilot transfer, SOLAS regulation V/23 and Assembly resolution A.889 (21) were reviewed by
the NAV Sub-Committee.
Summary: The MSC 88 adopted amendments to SOLAS regulation V/23 which prohibits the use of the mechanical hoist. There are also
a number of changes made to the requirements to enhance the safety of pilot transfers.
It should also be noted that an MSC circular was prepared at MSC 87 to urge early implementation of this requirement.
Implications:
Shipbuilders and manufacturers: To take into account the requirements as well as the revised Assembly resolution to resolution
A.889(21) which is under drafting (see below) for new installations. MSC.1/Circ.1375 does not give any conclusion on the definition
of said ‘installation’ and it is encouraged to apply the requirements as earliest to the newly developped ship design. These are to be
considered separate requirements to SOLAS regulation II-1/3-9 & its guidelines MSC.1/Circ.1331 -using one single ladder for both
purposes as means of embarkation and disembarkation at port (SOLAS regulation II-1/3-9) and pilot transfer (SOLAS regulation V/23)
will be no longer be possible unless Flag’s acceptance would be given.
Owners and managers: Retroactive requirements of prohibitinng mechanical hoist will have significant impact for ships operating in
Polar? regions, as this is a common way to provide pilot transfer in the regions. An alternative solution must be found.
Application: New pilot transfer arrangements (including the replacement for new ships) installed on or after 1 July 2012. Replacement
of arrangements for existing ships are regulated to comply with the new requirements in so far as reasonable and practicable. However,
prohibition of the use of mechanical hoists will apply to all ships, including existing ships. Reference is to be made to MSC.1/Circ.
1375.
The following instruments are also under development in relation to this amendment.
1. Assembly resolution A.1045 (27) - Pilot Transfer Arrangements

th
The 27 Session of the IMO Assembly adopted a new resolution which superseded A.889 (21).
On the discussion of this issue, several delegations expressed the view that early implementation before the entry into force of the
amended SOLAS regulation V/23 and adoption of Assembly resolution should be important for the safety of pilots. The views have
been supported by a large majority and a new MSC circular will be approved and circulated at MSC 88 when relevant SOLAS
requirements are formally adopted (see below).
2. MSC Circular (MSC.1/Circ. 1375) on the interpretation of regulation V/23 (meaning of “Installation”).
This circular provides an interpretation of the “installation”. While the original intent of this circular was to clarify the meaning and the
way to verify “installation”, it provided limited clarification.
3. MSC.1/Circ.1402 Safety of Pilot Transfer Arrangements
In order to ensure safety, an additional circular has been developed for the attention of PSC officials.
176 Amendments to SOLAS 1974 and 1988 Protocol Appendix – certificates

1 July 2012
Adopted by Resolutions MSC.308(88) and MSC.309(88)
Background and summary: MSC 88 adopted consequential amendments to the form of the Safety Construction, Safety Equipment,
Cargo Ship Safety, Nuclear Cargo Ship Safety, Passenger Ship Safety and Nuclear Passenger Ship Safety certificates following recently
adopted amendments to SOLAS chapters II-1 and III. These amended certificates will record whether ships were subject to the
alternative design and arrangements.
Implications:
Flag Administrations and their ROs will need to implement the new certificates after the entry into force of the requirements.
Application: These amendments will enter into force on 1 July 2012 and will be applicable to all ships engaged on international voyages
that are required to hold SOLAS certificates.
1 August 2012
169 Revised MARPOL Annex VI. Regulations 13 and 14 – Emission Control Area
1 August 2012
Background: The current MARPOL Annex VI permits areas to be established in which the SOx content of fuels used on ships can be
limited below the world wide limit if defined conditions are complied with. These areas are currently known as sulphur emission control
areas (SECA). Currently there are two SECAs the Baltic and the North Sea.
The revised MARPOL Annex VI which entered into force 1 July 2010 not only permitted SECA it also permitted the designation of areas
where the NOx emissions from the diesel engines are restricted below the level permitted outside such areas. These areas are known as
emission control areas (ECA) for SOX and or NOx.
The US and Canada with agreement from France (as there is a French Territory in the area) made an application to MEPC for the North
America Area to become an ECA for both SOx and NOx. The application was considered by MEPC 60 and it was agreed that the
conditions for establishing the ECA were met.
Summary: MEPC 60 adopted the proposed North American ECAs (generally approx. 200 nautical miles from the Atlantic, Gulf and
Pacific coasts except where this impacts on the territorial waters of other States) and some of the Hawaiian Islands.
Attention is to be paid to the following points:

• Canada has now ratified MARPOL Annex VI – entry into force 26 June 2010; and
• There is a French territory in the area, which will be included in the ECA.
It should be noted that the details of the area (geographical coordinates) are given in the Appendix VII to the Annex.
Implications:
• Any ship intending to operate in the North American ECA will be required to adhere to the NOx limits defined in the regulation 13
for Tier III engines (applies to engines installed in ships constructed, and engines subject to certain ‘major conversions’, on or after 1
January 2016) and to the SOx limits as per the regulation 14.4, i.e. 1.00% max. sulphur content fuel oil from entry into effect
(taking into account the provisions of regulation 14.7) of the area, i.e., 1 August 2012, and 0.10% max. sulphur fuel oil from 1
January 2015.
• Ships will be required to have written change-over procedures and to change-over fuels prior to entry into the ECA and to maintain
that usage until after exit. Ships are currently used to changing fuels for entry into the North Sea and Baltic SECA areas therefore
there should be no additional burden on ships a s result of the new ECA for SOx. However there maybe ships that have never traded
to the North Sea/Baltic area but do regularly trade to the North America region. For these ships change over procedures will be new
and they will need to be developed and appropriate training to ships’ crew provided. It may also require modification to fuel
storage and handling arrangements to deal with storage and use of low sulphur fuels.
• For all ships intending to operate in the North American ECA for SOx sufficient low sulphur fuel will need to be obtained prior to
arrival at the outer limit of the ECA. The introduction of this SOx ECA will increase the demand for low sulphur fuel this may have
an effect on supply and cost of such fuel.
• When using low sulphur fuel there will be an additional operating cost..
Application: To ships visiting the areas from 1 August 2012, irrespective of the date of the construction for SOx control, and ships
constructed, and as otherwise required, on or after 1 January 2016 for NOx control.
1 January 2013
153-1 SOLAS 1974. Chapter II-2 Regulations 1 and 19 – Carriage of dangerous goods (Note to table 1 and 2 and entire table 19.3)
(REPEATED)
1 January 2013 See item 153-1 IN PART A OF THIS DOCUMENT. Further amendments were approved at MSC 89 and adopted at MSC 90 (May 2012)
look at 214-D.
Application: not later than the first renewal survey (non-harmonized and harmonized) on or after 1 January 2011
(REPEATED)
1 January 2013 Paragraph 7.17 – Fire Safety – note 1 to table 7.17-1 and entire table 7.17-3
See item 153-3 in PART A of this document.
Applications: New crafts (constructed on or after 1 January 2011) and not later than the date of the first renewal survey (harmonized
and non-harmonized) on or after 1 January 2011 for existing crafts (crafts constructed on or after 1 July 2002).
167 SOLAS 1974. Chapter II-1 Regulation 3-11 - Corrosion protection of cargo oil tank of crude oil tankers
1 January 2013
Background Following the accident resulted from the structural failure tankers; corrosion protection measures for cargo oil tankers
were developed.
Summary: This regulation makes the performance standard mandatory. The following are the key points of the draft SOLAS regulation:
• It sets up entry into force date by building contract, keel lay date and delivery date (in the same manner current SOLAS regulation II-
1/3-2 defines)
• It refers to the mandatory coating standard, which is to be adopted simultaneously
• It accepts the alternative measures – i.e. use of the corrosion resistant steel, subject to compliance with the mandatory standard
that will be developed by the IMO
• The requirements do not apply to combination carriers and chemical tankers.
For the definition of a “crude oil tanker”, references are made to items 1.11.1 and 1.11.4 of the Supplement to the International Oil
Pollution Prevention Certificate (Form B).
Implications:
Owner and builders: the coating standard will affect fabrication process of crude oil tanker and to some extent, design itself. Builders
would be required to have a qualified paint inspector for the job.
Flag Administrations and their ROs (classification societies): to be ready for the appropriate implementation once this discussion is
concluded in the IMO.
Application: To new crude oil tankers of 5000 dwt or above engaged on international voyages from the following date:
• Contract date: 1 January, 2013
• Keel laid date (in the absence of a building contract): 1 July, 2013
• Delivery date: 1 January, 2016
---------------------------------
In conjunction with the amendment to the SOLAS, the following mandatory resolutions were adopted.
1. Resolution MSC.288(87) on Performance standard for protective coatings for cargo oil tanks of crude oil tankers
MSC 87 adopted MSC resolution on Performance standard for protective coatings for cargo oil tanks of crude oil tankers. The
performance standard contains requirements for the following items:
• Area of application
• Design of the coating system
• Primary and secondary surface preparation
• Inspection and verification requirements
• Test procedures for coating systems.
Alternative coating systems can also be considered under this standard. Details of test procedures are included in the standard.
Implications:
• Owner and builders: the coating standard will affect the fabrication process of a crude oil tanker and to some extent, the design
itself. Builders would be required to have a qualified paint inspector for the job.
• Flag Administrations and their ROs (classification societies): to be ready for the appropriate implementation once this discussion is
concluded by the IMO.
2. Resolution MSC.289(87) on Performance standard for alternative means of corrosion protection for cargo oil tanks of crude oil
tankers
This standard currently only contains requirements for “corrosion resistant steel”. As the alternative means of corrosion protection
(other than protective coatings covered in the above standard) are developed, additional annexes may be written and added to this
standard. The current annex includes requirements for the testing of corrosion resistance steel.
Implications:
• Owner and builders: the standard will affect the fabrication of crude oil tankers and, to some extent, the design itself.
• Flag Administrations and their ROs (classification societies): to be ready for the appropriate implementation.
3. MSC.1/Circ. 1381 - Updating footnotes of Performance Standards for Protective Coating (PSPC) for Cargo Oil Tanks of Crude Oil
Tankers (resolution MSC.288 (87)) and Performance Standard for Protective Coatings for Dedicated Seawater Ballast Tanks in all
Types of Ships and Double-Side Skin Spaces of Bulk Carriers (MSC.215 (82))
An updates of the footnote in MSC.288 (87) to include new testing standards for alternative testing technology was agreed. A
similar for the PSPC for Ballast Water Tank (MSC.215 (82)) were also agreed.
Implication: Builders will have another option for measuring salt limit during construction which may facilitate their work.
Application: For the construction of ships subject to SOLAS regulations II-1/3-2 or/and 3-11. In general this will be applicable to all
ship types of 500 gt or more. (this footnote covers both regulations II-1/3-2 and II-1/3-11)
4. MSC.1/Circ. 1399 on Guidelines on the procedures for in-service maintenance and repair of coating systems for cargo oil tanks of
crude oil tankers
Background: Protective coatings are required in cargo oil tanks on crude oil tankers by SOLAS II-1/3-11. This circular gives guidelines
for the in-service repair and maintenance of coatings.
Summary: Specific guidance on the repair and maintenance is given (including “permissible” levels of deterioration before repair is
required, coating thicknesses of repairs and conditions before repair can be carried out).
Implications:
Owners: The guidelines can be used as a reference document when repair or re-coating is required. There will be a significant
impact on these works.
Flag Administrations/Recognized Organizations: will need to include the guidance in training and instructions to surveyors.
Application: Coating requirements of cargo oil tanks on crude oil tankers of 5,000 dwt or above contracted for construction on or
after 1 January 2013.
For a Lloyd's Register guidance note on this regulation, please visit www.lr.org/oiltanks
182 Amendments to the SOLAS regulation III/1 – on load release mechanisms and to the LSA Code – paragraph 4.4.7.6 – on
1 January 2013 load release hooks
Adopted by Resolution MSC.317 (89)
Entry into force – 1 January 2013 – will take effect on 1 July 2014
Background: In order to minimised accidents associated with on load release mechanism the IMO developed amendments to SOLAS
regulation III/1.5, the LSA Code chapter IV, and “Recommendations on the test procedure for Life Saving Appliances (MSC.81 (70))”
with a view to applying the requirements to both new and existing ships on-load release and retrieval systems. The circular
MSC.1/Circ.1392 was also developed to evaluate compliance of existing on-load release and retrieval systems.
Summary: As a result of many years of discussion the Guidelines for Evaluation and Replacement of Lifeboat Release and Retrieval
Systems (MSC.1/Circ.1392) were finalised by DE 55. These guidelines consist of a multi stage evaluation: initial design assessment of
each release mechanism type by the manufacturer; a design review by the Flag Administration and/or Recognised Organisation against
relevant parts of the LSA Code, followed by a performance test; and reporting of the results of the evaluation to the IMO. Additionally,
an onboard verification will be carried out (one-time follow up overhaul examination) for every operating mechanism on every ship.
Summary of new requirements adopted/approved at MSC 89:

1. Resolution MSC. 317 (89) which introduces new requirements under SOLAS regulation III/1.5 for lifeboat release and retrieval
systems (RRS). The requirements apply to on-load mechanisms installed on all ships (new and existing cargo and passenger
ships). The entry into force date is January 1, 2013, and the requirements will take effect on July 1, 2014.
2. Resolution MSC. 320 (89) which revises the LSA Code (Chapter IV). The expected entry into force date is January 1, 2013. The
main purpose of the revision of chapter IV of the Code is to prevent unexpected accidents during lifeboat drills and/or
inspections.
3. MSC.1/Circ.1392, Guidelines for Evaluation and Replacement of Lifeboat Release and Retrieval Systems. These Guidelines are
only applicable to existing RRS. They cover: design review; performance test; reporting the evaluation results for existing RRS;
one-time follow-up overhaul examination; and procedure for replacing non-compliant RRS.
4. MSC.1/Circ.1393, MSC circular on Early Application of new SOLAS regulation III/1.5. This circular clarifies the application to new
ships and encourages the use of compliant on-load RRS at the earliest opportunity.
5. Resolution MSC.321 (89), Amendments to the revised recommendation on testing of life-saving appliances (Resolution MSC.81
(70), as amended), relevant to the revised LSA Code Chapter IV.
Implications:
Shipowners & Ship managers:
• Existing ships: Identify whether installed lifeboats’ on-load release mechanisms have been evaluated and identified as being in
compliance with the LSA Code Chapter IV, as amended by MSC.320(89), If not, replacement of release mechanisms will be
required. Further, if the manufacturer of the hooks onboard is no longer in existence, there may be a possibility that such hooks
will be required to be replaced, as design appraisal, etc. may not be possible.
• New ships: On-load release mechanisms on lifeboats installed on/after the entry into force date of the amendments to the LSA
Code will be required to comply with the new requirements in full. The application scheme is crucial in this regard – see the
“application” section below.
Manufacturers: Ensure that past and existing lifeboats’ on-load release mechanism designs have been evaluated as being a “safe
design/have a good safety record”. If not, then clients will be required to replacement mechanisms. New mechanisms will be
required to comply with the new requirements of the LSA Code in full and be suitably type approved. Manufactures will be required
to undergo a re-approval process for hooks that have previously been approved. There may be additional costs for this process.
Flag Administrations and their Recognized Organizations (classification society): Ensure that existing lifeboats’ on-load release
mechanism are evaluated to verify compliance with the LSA Code as amended by MSC.320(89) and share this information with
other Administrations.
Application: Lifeboat on-load release hooks as required by the SOLAS chapter III (passenger ships regardless of tonnage engaged on
international voyages and cargo ships (non-passenger ships) of 500 GT or over engaged on international voyages). It is tentatively
agreed that implementation (after the entry into force of the requirement) will be 1 July 2014 for new ships, and first scheduled dry
docking for existing ships. However, it should be noted that design appraisal of the on-load release mechanism and other necessary
verification work should be completed well before that date. Refer to MSC.1/Circ.1393.
For a Lloyd's Register guidance note on this regulation, please visit www.lr.org/lifeboat
Reference - LR Classification News No.09/2011, available at CDLive ClassNews link
198 IMSBC Code amendments 01-11

1 January 2013
Entry into force – 1 January 2013 (voluntary implementation on 1 January 2012)
Background: The new IMSBC Code lays down requirements for ships wishing to carry cargoes listed in the Code. Since requirements for
cargoes are amended and new cargoes are add, it is known that the Code will need regular updating. Accordingly, the IMO has
designed and implemented a system whereby the DSC Sub-Committee decides and recommends changes on a rolling two year basis.
Summary: The IMSBC Code is enacted by Resolution MSC.268(85). It is intended to be reviewed and amended on a rolling two year
basis by actions taken at the DSC Sub-Committee.
The latest amendments (Amendment 01-11) include such major items as:
• clarifying the roles and responsibilities for the cargo, especially by replacing the words “competent authority” with
“Administration” (in general this indicates whether it is a permanent requirement that might be built into the ship, and hence is
covered by the ‘Administration’ during build or modification, or if the requirement is more temporary in nature and may be
done by the ‘competent authority’);
• identifying cargoes where a ship’s fixed gas fire-extinguishing system may be ineffective, and how to act accordingly;
• further identifying cargoes which may self heat, deplete the atmosphere of oxygen, cake or other negative effect;
• identifying cargoes where bunkering of fuel oil or pumping of fuel oil in adjacent spaces is not allowed;
• major new entry for “Distillers dried grains with soluble” – which basically describes it as reasonably benign
• Fly ash is now split into ‘dry fly ash’ with the same requirements as previously, and ‘wet fly ash’ which has hazards that it may
liquefy;
• new entry for “Granular Ferrous Sulphate”, with several operational requirements; and
• identifying many cargoes which are liable to cake and especially form overhangs during discharge.
Implications:
Builder/Designer: Shipyards need to follow the IMSBC Code for cargoes for which the ship is designed to carry. They need to be
aware of this amendment at an early stage. There are no actual major modifications or new designs proposed by this amendment
except for the requirement for the ability to apply copious amounts of water for cargoes where the fixed gas fire-extinguishing
system may be ineffective, and it is assumed this will be accepted by some arrangement from the fire main.
Manufacturer: This amendment does not include significant changes to manufacturers, except for the potential for more measuring
and detection equipment on a temporary basis and possibly to provide equipment to assist in the provision of copious amounts of
water for some cargoes where the fixed gas fire-extinguishing system may be ineffective.
Shipowners/manager: Shipowners and managers are to note the following:
• For cargoes where it has been identified that the fixed gas fire-extinguishing system may be ineffective, new arrangements,
albeit temporary, may have to be fitted such as extra fire hoses. Extra caution will be needed for cargoes which may cake.
• New cargoes which may self heat or deplete the atmosphere of oxygen.
• The identification of the “Administration” being responsible for certain elements may assist in ascertaining that it is expected
to be a permanent feature or one fitted at build or modification.
• Issues with bunkering or moving fuel oil adjacent to certain new cargoes.
• New cargo listings for: Distillers dried grains with soluble, wet fly ash (may liquefy), Ferrous Sulphate Heptahydrate, granular
Ferrous Sulphate, and Magnesium Sulphate fertilisers.
Flag Administration/Recognized Organization: Most cargoes have certain requirements and thus it is principally a question of checking
the latest version of the Code to see which requirement is applicable for that particular cargo. In the limited instances of unusual
requirements, the familiarisation needed to comply is minimal.
Application: All ships carrying solid bulk cargoes regardless of ship type or date of construction from:
• 1 January 2012 on voluntary basis
• 1 January 2013 on mandatory basis.

184 The Comprehensive Review of MARPOL Annex V
1 January 2013
Adopted by Resolution MEPC.201 (62)
Entry into force – 1 January 2013
Background: MARPOL Annex V has been comprehensively revised and updated.
Summary: The amendment will impose “general prohibition” of discharges to sea, i.e., as a default, no discharge of garbage to sea is
permitted, unless specifically permitted. Food waste excluding cooking oil and cargo residues may be discharged to sea under certain
conditions. In addition the definitions have been significantly revised and additional definitions added. A garbage management plan is
now required for all ships of 100 gt and above and on every ship carrying 15 persons or more.
It should be noted that with regard to the revised MARPOL Annex V, there appears to be operational- and safety-related issues in
addition to environment-related issues, for example:
- The management of cargo residues and cargo hold washing water, retention on board of cargo hold washing water may pose a
stability related problem and may introduce additional structural problem due to sloshing.
- The status of deck (and other external part of ship) washing water - Cleaning agents or additives contained in deck and external
surfaces wash water may be discharged into the sea, but only if these substances are not harmful to the marine environment
The planned regulations refer to “guidelines to be developed by the Organization” which are expected to be an updated version of the
current “Guidelines for the implementation of MARPOL Annex V and will provide further detail concerning the implementation of the
requirements.
Implication
Builders: This implication has given rise to a number of safety and practical issues. Storage of washing water in cargo holds is not
feasible due to the adverse effect of free surface on ship stability and the need to have the hold ready for the next cargo. Storage of
washings in ballast tanks could lead to damage to the pumping systems and coatings, and have implications for ballast water
treatment systems and their lack of capacity as the vessel is usually in ballast condition during washing operations. The lack of
adequate reception facilities is also causing concerns.
Owners & Managers: In addition to the implications listed for builders, the garbage management plan must be reviewed and
updated accordingly. In relation to cargo hold/deck washing water discharge, IMO may consider developing a list of clearing
agents/additives. Information on reception facilities (and availability) would be very important for the operation of ships that
generate cargo residues.
Flag States and its ROs: In addition to the above implication for builders and owners, flag and RO should advise ISM auditors about
the expansion of the requirement of garbage management plan.
Application: All ships, including new and existing ships from 1 January 2013. Impact will be significant to all ships with additional
impacts for fishing vessels and dry cargo ships. The requirements are also applicable to fixed or floating platforms.
188 New Chapter 4 of MARPOL Annex VI –Energy Efficiency Design Index (EEDI)
1 January 2013
Background: EEDI is a design index for a ship’s energy efficiency. It was originally developed as a non-mandatory instrument to help
control CO2 emissions from shipping but currently the IMO is working to make EEDI mandatory under Annex VI of the MARPOL
Convention which was concluded at MEPC 62 (July 2011).
Summary: EEDI reflects the amount of CO2 generated per tonne-mile (cargo carrying capacity). It constitutes a uniform approach to
calculation of a ship’s energy efficiency during design and build of new ships and will be used to control CO2 levels emitted for future
ships by encouraging improvements in ship design.
The regulation is currently prepared to be applicable for new ships as given below, except for ships with diesel-electric, steam turbine or
hybrid propulsion system:
(Date)
• Ship for which the building contract is placed on or after 1st January 2013;
• In the absence of a building contract, the keel is either laid or which is at a similar stage of construction, on or after 1st July 2013;
• The delivery of the ship is on or after 1st July 2015.
(Ship types)
• Bulk carrier
• Gas tanker
• Container ship
• General cargo ships (excluding specialized dry cargo ships, namely livestock carrier, barge carrier, heavy load carrier, yacht carrier,
nuclear fuel carrier)
• Refrigerated cargo carrier
• Combination carrier
• Passenger ships
• Ro-ro cargo ship (vehicle carrier)
• Ro-ro cargo ship (volume carrier)
These ships are required to have an Attained EEDI (i.e. actual verifiable values).
In addition, some ship types listed below will be required to meet an Attained EEDI which is equal to or less than the Required EEDI
values (i.e. determined using reference lines). The required EEDI is drawn up based on the EEDI reference line related to ships
construction as shown in the table below. Whereas the EEDI Reference line is the average energy efficiency for different classes of
vessels and needs yet to be finalised by the IMO.
Table - Reduction rate in percentage for the Required EEDI compared to the EEDI Reference line
Ship type Size Phase 0 Phase 1 Phase 2 Phase 3
1-Jan-13 – 1-Jan-15 – 1-Jan-20 – 1-Jan-25
31-Dec-14 31-Dec-19 31-Dec-24 onwards
Bulk carrier 20,000 DWT 0 10 20 30
and above
10,000 – n/a 0-10* 0-20* 0-30*
20,000 DWT
Gas tanker 10,000 DWT 0 10 20 30
and above
2,000 – n/a 0-10* 0-20* 0-30*
10,000 DWT
Tanker 20,000 DWT 0 10 20 30
and above
4,000 – n/a 0-10* 0-20* 0-30*
20,000 DWT
Container 15,000 DWT 0 10 20 30
ship and above
10,000 – n/a 0-10* 0-20* 0-30*
15,000 DWT
General 15,000 DWT 0 10 15 30
Cargo ship and above
3,000 – n/a 0-10* 0-15* 0-30*
15,000 DWT
Refrigerated 5,000 DWT 0 10 15 30
cargo carrier and above
3,000 – n/a 0-10* 0-15* 0-30*
5,000 DWT
Combination 20,000 DWT 0 10 20 30
carrier and above
4,000 – n/a 0-10* 0-20* 0-30*
20,000 DWT
Implications:
Builder and designers: Potential change to ship/machinery design to reduce GHG emissions. There are several ways to achieve this,
such as
• Increase ship size: engine power ratio
• Reduce light ship weight
• Innovative solutions (air bubble – friction reduction)
• Optimizing propeller efficiency
• Hydrodynamics improvement
• Speed reduction
• Use of renewal power source (Wind, Solar power)
• Low carbon fuels (e.g., LNG)
• Energy Saving Devices (e.g., WHR, Shaft Generators)
Owners & managers: There are a number of technical and operational measures that can be considered to reduce GHG emissions.
Flag Administrations and recognized organisations: Completion of the technical guidelines which are under discussion at MEPC prior
to the entry into force of the above requirements is imperative. Only after this detailed instructions can be given to surveyors.
Application: The EEDI will need to be calculated for the ship types listed above which are greater than 400 gt
188 -1 New Chapter 4 of MARPOL Annex VI –Regulation 22 - SEEMP (Ship Energy Efficiency Management Plan)
1 January 2013
Background: In conjunction with the requirements on EEDI given above, requirements for SEEMP were also adopted at MEPC 62.
Summary: The Regulation requires that all ships of 400 gt or above are to have a Ship Energy Efficiency Management Plan (SEEMP)
onboard which addresses ship-specific energy efficiency measures and which should meet Guidelines developed by the IMO. While
SEEMP is a part of requirements for the newly introduced International Energy Efficiency Certificate (IEE Certificate), the presence of
SEEMP will be also verified at intermediate and renewal surveys required under existing MARPOL Annex VI for the International Air
Pollution Prevention Certificate. (IAPP Certificate).
Approval of a SEEMP by the flag Administration or its RO is not required. SEEMP may form part of the ship’s Safety Management
System (SMS).
Implications:
Owners & managers: There are a number of technical and operational measures that can be considered to reduce GHG emissions
which need to be addressed in SEEMP. To provide SEEMP to all ships in its feet by 1 January 2013 may be a challenge as SEEMP must
be a ship specific plan.
Flag Administrations and recognized organisations: Completion of the technical guidelines which are under discussion at MEPC prior to
the entry into force of the above requirements is imperative.
Application: SEEMP will be required for all ships, including MODU, FPSO and FSU. For existing ships, the verification of the requirement
to have a SEEMP on board according to regulation 22 shall take place at the first intermediate or renewal survey for IAPP certificate,
whichever is the first, on or after 1 January 2013
196 Amendments to MARPOL Annex VI – regulation 14 - SULPHUR OXIDES (SOx) AND PARTICULATE MATTER
1 January 2013
Background: MEPC 61 approved the proposal for adoption at MEPC 62 to insert an exemption in regulation 14 of MARPOL Annex VI to
allow the “steam powered ships constructed on or before 1 August 2011 not designed for continuous operation on marine distillate or
natural gas fuels to be exempted from the fuel sulphur limits for North America ECA or the United States Caribbean Sea ECA
Summary: The amendments will

- allow such exemption to ships until 31 December 2019 ;
- limit such exemption only in the North American and United States Caribbean Sea ECAs.
Implication:
Builders and owners: No impact as it is aimed at relatively small numbers of old vessels.
Flag Administration and ROs: If the proposal is accepted, there may be potential conflict against other areas of the Convention (e.g.,
treatment of auxiliary boiler).
Application: Existing steamships which operate within the North American ECA or the US Caribbean ECA, were built on or before 1
August 2011, and are powered by propulsion boilers that were not originally designed for continued operation on marine distillate fuel
or natural gas.
1 July 2013
(Repeated)
1 July 2013 Retrofitting requirements for non-passenger ships (of 500 gt or above but less than 3000 gt) See item 158 in part A.
(Repeated)
1 July 2013 Requirements for ships other than passenger ships or tankers of 20,000 gt or above. See item 159 in part A.
1 January 2014
193 Amendments to MARPOL Annex III
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
• Revise certain documentation provision in MARPOL Annex III in order to align them with the proposed amendments to SOLAS
regulation VII/4
The requirements for marking, labelling and documentation have been simplified to refer to the IMDG Code requirements. The
appendix has also been updated.
Some changes for clarification for the Port State Control related regulations were also made during this session.
Implications: Shippers and ship operators should note this development as the proposal is to harmonize all requirements to those
stipulated in the IMDG Code; there should not be a significant impact.
Application: Ships carrying harmful substances in the packaged form. The envisaged entry-into-force date is 1 January 2014, in order
to align the entry-into-force date of these amendments with amendment (36-12) of the IMDG Code.
197 Amendments to MARPOL Annex VI Regulation 14– Proposal of Emission Control Areas (the Commonwealth of Puerto
1 January 2014 Rico and the United States Virgin Islands)
Background: MEPC 62 adopted the proposed new Emission Control Area in Central America (in the region of Puerto Rico and US Virgin
Island)
Implication:
Builders: No significant impact, since the proposed area follows the same requirements as the near by and previously agreed North
America ECA. Vessels which are expected to operate in the area may already have specification modifications to operate in ECA
areas by the time this requirement enters into force.
Owners: No significant impact, since the proposed area is near the agreed North America ECA. It is expected that vessels operating
in the area may be already be modified to operate in ECA areas. However they will be using more low sulphur fuels unless they have
taken an alternative option.
Application: To all ships visiting the area from 1 January 2014. (Legal entry into force 1 January 2013 and becoming effective following
a 12 months’ period of grace as per regulation 14.7 of MARPOL Annex VI.) Refer to MEPC.1/Circ. 756.
1 July 2014
(Repeated)
1 July 2014 Retrofitting requirements for non-passenger ships (of 150 gt or above but less than 500 gt) See item 158 in part A.
(Repeated)
1 July 2014 Retrofitting requirements for passenger ships (of 500 gt or above) See item 159 in part A.
1 January 2015
150-1 Revised MARPOL Annex VI
(repeated)
Sulphur control in the emission control area - to 0.1%. See item 150-1 in part A.
1 July 2015
(Repeated)
1 July 2015 Retrofitting requirements for tankers (of 3,000 gt or above) See item 159 in part A.
1 January 2016
153-1 SOLAS 1974. Chapter II-2 Regulations 1 and 19 – Carriage of dangerous goods (Note to table 1 and 2 and entire table 19.3)
(REPEATED)
1 January REFER TO 153-1 IN PART A (adopted IMO requirements) OF THIS DOCUMENT. (Further amendments were approved at MSC 89 look at 214-
2016 D)
Application: not later than the first renewal survey (non-harmonized and harmonized) on or after 1 January 2011.
(REPEATED) Paragraph 7.17 – Fire Safety – note 1 to table 7.17-1 and entire table 7.17-3
1 January
2016 See item 153-3 in PART A of this document.
Applications: New crafts (constructed on or after 1 January 2011) and not later than the date of the first renewal survey (harmonized and
non-harmonized) on or after 1 January 2011 for existing crafts (crafts constructed on or after 1 July 2002).
195 MARPOL Annex IV - Establishment of Special Area under MARPOL Annex IV (Sewage) in the Baltic Sea
1 Jan 2016
Background: Because of the area’s geography, the water volume exchange rate in the Baltic Sea is very low – around 3% a year. As a result,
there are concerns about the rising concentration of nutrients caused by discharges from large passenger ships in concentrated areas during
concentrated periods.
Summary: Amendments to Regulations, 1, 9, 11, 12bis, and form of certificate – for the establishment of a Special Area - were adopted.
More stringent requirements within the Special Area for discharging sewage from passenger ships that are contracted for construction or in
the absence of a building contract, the commencing construction (keel laying) on or after 1 January 2016. In order to meet the requirement,
a passenger ship must have holding tanks or a sewage treatment system meeting the new standard. The requirements will be applicable to
existing ships as well from 1 January 2018. However, such enforcement is subject to the availability of sufficient reception facilities in the
area.
Taking this opportunity, MEPC 62 also revised the certification form that was given in the appendix to the MARPOL convention to rectify
existing inconsistencies.
It should be noted that the DE Sub-Committee is continuing to discuss the performance standards for the new treatment systems that meet
new requirements. Expected completion by DE 2012
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.
Owners: Major impact for passenger ship owners as they will have to consider how to optimise their black and grey water discharge
arrangements inside and outside the Special Areas, plus the constraints of dry dockings and space available onboard. The system needs to
be adaptable as there could be other regional (different) standards.
Flag Administrations and its ROs: As a consequence of the possible decision, they may be required to further consider more sewage type
approval work for large capacity sewage treatment plants. In addition, approval of structure as well as arrangements of holding tanks
would require careful attention.
Application: All passenger ships visiting Special Areas. Application dates for new passenger ships will be from 1 January 2016 and for
existing passenger ships will be from 1 January 2018.
It should be noted that the above dates are the earliest possible entry into force. The actual enforcement will be 12 months after notification
of the readiness of the reception facilities. In other words, if the reception facilities required are not ready, the above dates could be
postponed.
150-1 Revised MARPOL Annex VI

1 Jan 2016
(repeated) NOx tier III control - . See item 150-1 in part A.
1 July 2016
175 SOLAS 1974. Chapter II-1 Regulations 2 and 3-10 – Goal-based Ship Construction Standards for Bulk Carriers and Oil
1 July 2016 Tankers
Background: The notion of "goal-based ship construction standards" (GBS) was introduced in IMO in 2002. There was a desire for the
IMO to play a larger role in determining the fundamental standards to which new ships are built. It was suggested that the IMO should
develop initial standards that would permit innovation in design but ensure that ships are constructed in such a manner that, if properly
operated and maintained under specified conditions, they could remain safe for their entire economic life. The standards would also
have to ensure that all parts of a ship can be easily accessed to permit proper inspection and ease of maintenance. GBS can therefore
be thought of as rules for classification rules, rather than direct rules for ship design.
Summary: Regulation 2 – Definition (new paragraph 28 is added).
New regulation 3-10 ‘Goal-based ship construction standards for bulk carriers and oil tankers’ was adopted, which requires that
classification rules shall comply with GBS. The regulation also requires ships to carry a Ship Construction File, provided upon delivery
and kept updated throughout the ship’s life.
In conjunction with the above amendments, related documents have also been adopted or approved as applicable:.
1. MSC Resolution on adoption of the international goal-based ship construction standards for bulk carriers and oil tankers
(MSC.287(87))
Classification rules applicable to these types of ships will be subject to the verification process given in the MSC resolution. This means
that a classification society wishing to act as a recognised organisation for a flag as far as safety of construction is concerned will have
to undergo a verification of its rules as well as a continuous verification of subsequent amendments to these rules in order to establish
conformity with the functional requirements.
2. MSC Resolution on the guidelines for verification of conformity with goal based ship construction standards for bulk carriers
and oil tankers (MSC.296(87))
These Guidelines for verification of conformity with goal-based ship construction standards for bulk carriers and oil tankers provide the
procedures necessary for demonstrating and verifying that the ship design and construction rules for bulk carriers and oil tankers of an
Administration or its recognized organization conform to the Standards, including both the method and criteria to be applied during
the verification process.
3. MSC Circular on guidelines for the information to be included in a Ship Construction File (MSC.1/Circ.1343)
The aim of these Guidelines is to give additional guidance on the content of the Ship Construction File (SCF) to be provided upon
delivery of new bulk carriers and oil tankers in accordance with SOLAS regulation II-1/3-10.4. With the purpose of balancing the
legitimate goals of improving design transparency and safeguarding intellectual property protection, it was agreed to develop the SCF
composed from an SCF onboard and an SCF supplement ashore.
Implications:
Owner and builders: New bulk carriers and oil tankers will be required to be designed and built in accordance with GBS, by using a set
of classification rules which have been verified by IMO as conforming to the GBS functional requirements.
Flag Administrations and recognised organisations: Classification rules applicable to these types of ships will be subject to the
verification process given in the MSC resolution. This means that a classification society wishing to act as a recognised organisation for
a flag administration as far as safety construction is concerned will have to undergo a verification of its rules as well as a continuous
verification of subsequent amendments to these rules in order to establish conformity with the GBS functional requirements.
Application: Oil tankers of 150m in length and above and bulk carriers of 150m in length and above, constructed with single deck, top-
side tanks and hopper side tanks in cargo spaces, excluding ore carriers and combination carriers:
• for which the building contract is placed on or after 1 July 2016;
• in the absence of a building contract, the keels of which are laid or which are at a similar stage of construction on or after 1 July
2017; or

(Repeated)
1 July 2016 Retrofitting requirements for ships other than passenger ships or tankers (of 50,000 gt or above) See item 159 in part A.
1 July 2017
(Repeated)
1 July 2017 Retrofitting requirements for ships other than passenger ships or tankers (of 20,000 gt or above) See item 159 in part A.
1 January 2018
195 MARPOL Annex IV - Establishment of Special Area under MARPOL Annex IV (Sewage) in the Baltic Sea
(Repeated)
1 Jan 2016 See item 195 in part A - applicability for existing passenger ships will be from 1 January 2018.
Part 2 – IMO requirements currently under development
This part covers legislation that is currently under discussion and has not been adopted; therefore, no fixed entry into force date has been agreed. It also
covers legislation that has been adopted but has no certain entry into force date because the conditions have not yet been met.
Expected entry between January 2012 – December 2013

231 Draft amendments to the NOx Technical Code 2008
Estimated entry into force – 1 July 2013 - MIGHT BE SUBJECT TO FURTHER CHANGE
Under discussion by the Marine Environment Protection Committee (MEPC)
Background: Certification in accordance with the NOx Technical Code is mandatory and Guidelines in themselves cannot contradict such a
Code. Hence in order to provide for the introduction of the SCR Guidelines (see below “Relevant Instrument”), which under Scheme B of same
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. Furthermore since it was required to limit the application of this alternative procedure only to ‘Engine Groups’ it was also necessary
to extract from the existing NTC 2008 2.2.4 that aspect in order to set it as a stand alone clause which could then also be referenced by the
text referring to the SCR Guidelines. The text was approved by MEPC 62 for adoption by MEPC 63.
Summary: Whereas the existing 2.2.5.1 text only provided for the engine plus any NOx reducing device to be tested together it is now
proposed, subject to the agreement of the Administration, that the totally different approach of Scheme B as given by the SCR Guidelines could
alternatively be followed.
The requirements of the existing 2.2.4 are effectively unchanged by the split now into two sections. The 2.2.4.2 text is the limitation of the
2.2.4.1 procedure to Engine Groups and is now also referenced by the amended 2.2.5.1.
Implication:
Ship builders: Ship builders will need to note that Onboard Confirmation testing of the Parent Engine will need to be undertaken after
installation onboard of the engine+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 concerns as to the reliability of this
approach to any single 'engine+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: To note the above technological challenges. There will be problems with ship delivery where there is either a failure to
demonstrate compliance at the Onboard Confirmation test or where the Parent Engine installation is delayed relative to that of Member
Engines. Should the Scheme B approach not prove to be sufficiently rigorous and it is subsequently established that engine+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 which 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 possibility to impose such measures to
engines operating in their ECA-NOx designated waters. In view of this shipowners would be advised to ensure that the contacts 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 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+SCR arrangement subsequently be shown to be in fact non compliant.
Application: All diesel engines to which the NOx Technical Code applies fitted with SCR units where the Administration agrees to the
application of Scheme B as given in the SCR Guidelines.
(Relevant Instrument)
MEPC resolution on Guidelines addressing additional aspects to the NOx Technical Code 2008 (MEPC.198 (62))
Background: The NOx Technical Code (1997 & 2008) is written in an objective, technology neutral, form and therefore provides for the general
certification of engines and any NOx control devices which may be fitted and certified as part of the engine, such as SCR. This point was further
emphasised when developing the NOx Technical Code 2008 (NTC 2008) when considerable amendments were made to the existing 2.2.5
clause to separate out the cases where it is intended from the outset to fit a NOx control device (2.2.5.1 which as originally adopted requires
the engine and any device to be tested together on the test bed) and those cases where such a device is fitted as a result of a failure to
demonstrate compliance when the engine was tested on the test bed (2.2.5.2 – 2.2.5.6 which then provides for additional testing onboard
after installation of the engine plus device). However, as identified by the Secretariat when presenting the final draft NTC 2008 to MEPC 57 the
effect of certain NOx control arrangements on the given calculation procedures should be considered as to whether any reduction technology
specific adjustments should be made – for example where there is added material, such as urea solution injected into the exhaust gas stream,
should that be included in the assessment of exhaust gas flow rate as given in Appendix 6.
However some parties at MEPC / BLG had pressed for a totally different approach, specific to SCRs, which would avoid having to test, on the
test bed in the usual manner, the combined engine+SCR arrangement. While this initially started off as separate testing of the two components
further pressure introduced the concept of modelling (rather than actual measurements) and that Onboard Confirmation testing should be
confined only to the Parent Engine.
Summary: The SCR Guidelines as adopted divide effectively into 3 parts.
The first part provides general guidance as to the aspects of SCRs which would need to be defined in a Technical File in order to define it and to
apply the Parameter Check procedure.
The second part, Scheme A, is based on the engine plus SCR being tested together (in accordance with the existing 2.2.5.1 or 2.2.4) and
provides guidance as to the application of the exhaust gas mass flow calculation, wet/dry correction factor and NOx correction factor in
instances where a SCR unit is fitted.
The third part, Scheme B, provides for the engine and SCR to be tested separately. The engine would be tested in the usual manner and the
emission rates at each mode point would be determined in accordance with the standard procedure taking into account the Scheme A
guidance. While the performance of the SCR itself may be determined this part also provides for that performance to be assessed by means of
modelling with the results validated by scaled testing of bench mock-ups. In either case exhaust gas or alternatively simulated exhaust gas of
composition appropriate to the engine is to be used. The performance of the SCR, in terms of % ppm NOx reduction at each mode point,
would then be applied to the engine’s emission values in order to derive the emission value to be entered on the EIAPP Cert. In the case of the
Parent Engine only, following installation onboard but prior to entry into service this is to have satisfactorily completed the Onboard
Confirmation test (SCR NOx inlet and outlet concentrations at 75%, 50% and 25% load points) before any EIAPPC relevant to that Engine
Group can be issued.
233 Draft amendments to MARPOL Annex I, II, IV, V and VI on regional arrangements for port reception facilities
Estimated entry into force – 1 July 2013 - MIGHT BE SUBJECT TO FURTHER CHANGE
Background: At MEPC 60, there was a proposal on the establishment regional arrangements for MARPOL Annex I and II. The idea was further
expanded and the draft amendments to Annex I, II, IV, V and VI were approved at MEPC 62 for adoption at MEPC 63.
Summary: The amendments are aimed to allow Small Island Developing States to satisfy MARPOL's requirements for port reception facilities
through regional arrangements, together with draft Guidelines for the development of a Regional Reception Facilities Plan, including provisions
for their adoption by the MEPC.
Implication:
Shipowners: This official approval of “regional arrangement” may impose operational restriction as there may not be a reception facility in a
port a ship is visiting. At MEPC 62, Some delegations expressed concerns on practical difficulties that ships may face, including possible need
for deviation from their commercial route and that the MARPOL Annex II pre-wash requirement at the port of unloading was not adequately
addressed in the proposed amendments.
Application: all ship.
154 Ballast Water Management Convention – adopted by 2004 BWM Conference
Estimated entry into force – 1 July 2013 – THIS MAY BE SUBJECT TO FURTHER CHANGE
Background: The problem of the transfer of harmful aquatic organisms via ships ballast water was first raised at IMO in 1988 and since then
Marine Environment Protection Committee (MEPC) has been dealing with the issue, focusing initially on the development of guidelines and
then on developing the new Convention. The International Convention for the Control and Management of Ships' Ballast Water and Sediments
(BWM Convention) was adopted on 13 February 2004.
The BWM Convention will enter into force 12 months after ratification by 30 States, representing 35% of world merchant shipping tonnage.
To date (1 January 2012), 32 States representing 26.46% of the world merchant shipping tonnage have ratified this Convention.
MEPC 60 (March 2010) concluded that there are sufficient type-approved ballast water treatment technologies available for ships constructed
in 2010, and subject to regulation B-3.3, and approved resolution MEPC.188(60) which clarifies that the exemption from applying the
Convention for ships constructed in 2009 would not be further extended. Whilst recognising that although the requirements of regulation B-
3.3 cannot be enforced before the entry into force of the BWM Convention, it should be clearly understood that the ballast water management
systems installed on ships constructed in 2010 will have to meet these requirements once the Convention enters into force. MEPC 61 agreed
that for ships with ballast water capacity up to 5,000 cubic metres, including those constructed in 2011, there are sufficient technologies
available and that their number is increasing. MEPC 62 noted that despite some difficulties, ballast water treatment technologies are available
for certain types of vessels with high capacity and high flow rate and are currently being fitted on board some ships
Summary:
The following is the list of the guidelines approved in relation to the BWM Convention:
ID Issued as Title
G1 MEPC.152(55) Guidelines for sediment reception facilities
G2 MEPC.173(58) Guidelines for ballast water sampling
G3 MEPC.123(53) Guidelines for ballast water management equivalent compliance
G4 MEPC.127(53) Guidelines for ballast water management and development of ballast water management plans
G5 MEPC.153(55) Guidelines for ballast water reception facilities

G6 MEPC.124(53) Guidelines for ballast water exchange
G7 MEPC.162(56) Guidelines for risk assessment under regulation A-4
G8 MEPC.174(58) Guidelines for approval of ballast water management systems
G9 MEPC.169 (57) Procedure for approval of ballast water management systems that make use of active substances
Guidelines for approval and oversight of prototype ballast water treatment technology
G10 MEPC.140(54)
programmes
G11 MEPC.149(55) Guidelines for ballast water exchange design and construction standards
G12 MEPC.150(55) Guidelines on design and construction to facilitate sediment control on ships
Guidelines for additional measures regarding ballast water management including emergency
G13 MEPC.161(56)
situations
G14 MEPC.151(55) Guidelines on designation of areas for ballast water exchange
Procedure for Approving Other Methods of Ballast Water Management in Accordance With
MEPC.206(62)
Regulation B-3.7 of the BWM Convention
Guidance to ensure safe handling and storage of chemicals and preparations used to treat ballast
BWM.2/Circ.20
- water and the development of safety procedures for risks to the ship and crew resulting from the
(adopted at MEPC 59)
treatment process.
BWM.2/Circ.21
Engineering Questionnaire on Ballast Water Management Systems
BWM.2/circ.29(adopted Clarification regarding the application dates contained in regulation B-3.1 of the BWM
at MEPC 61) Convention
BWM.2/circ.32
Applicability of the Ballast Water Management Convention to hopper dredgers
(adopted at MEPC 62
BWM.2/circ.33
Guidance on scaling of ballast water management systems
The most updated information on the Ballast Water Technology is made available on the Lloyd’s Register’s website:
http://www.lr.org/documents/222616-latest-guidance-on-ballast-water-treatment-technologies.aspx
Further In October 2010 LR issued the document "Ballast Water Treatment Systems - Guide for ship operators on procurement, installation and
operation". The latest document is available on the LR website at:
http://www.lr.org/sectors/marine/documents/202264-ballast-water-treatment-systems-guidance-for-ship-operators-on-procurement-installation-
and-operation.aspx
On entry into force, the BWM Convention will require all ships to manage ballast water and sediment, have an on board approved ballast water
management plan, maintain a ballast water record book, hold a valid ballast water management certificate, and initially exchange ballast every
voyage with limited exception and eventually treat all ballast using an approved ballast water treatment system.
Implications: All ships will be required to install and use an approved ballast water treatment system which is to be installed on a defined time
scale based on the ships date of construction and ballast water capacity.
Application:
N/A at present. However, once the Convention enters into force, it will apply to all ships as follows:
All ships will be required to install and use an approved ballast water treatment system which is to be installed on a defined time scale
based on the ship’s date of construction and ballast water capacity, and have onboard and approved ballast water management plan and
ballast water record book.
All ships over 400 gt will be required to be surveyed and issued with a ballast water management certificate valid for 5 years, subject to
annual and intermediate surveys. For ships below 400 gt An Administration may specify a certification regime for applicable for their fleet
for ships less than 400gt.
Exemptions::
1. exemptions may be granted to ships on voyages between specified ports or locations; or to ships which operate exclusively between
specified ports or locations;
2. such exemptions will be
2.1 effective for a period of no more than five years, subject to intermediate review;
2.2 granted to ships that do not mix ballast water or sediments, other than between the ports or locations specified in 1 above; and
2.3 granted based on the Guidelines on risk assessment in accordance with MEPC.162(56)..
The LR lead specialist on this subject is Graham Greensmith, he can be contacted directly by email: graham.greensmith@lr.org
ILO0001 The International Labour Organisation Maritime Labour Convention 2006 (MLC, 2006)
Estimated entry into force – 1 July 2013 – MIGHT BE SUBJECT TO FURTHER CHANGE
Summary: The convention has been adopted by ILO (International Labour Organization) and is waiting for the conditions for the entry into force
be met (by 30 ILO member States representing 33 percent of the world gross tonnage).
Once the Convention enters into force, it will require verification of seafarers’ working and living conditions, i.e. payment of wages; hours of
work or rest; recruitment and placement; manning levels; accommodation recreational facilities food and catering; health protection, medical
care, welfare and social security protection; and seafarers’ complaint procedures etc. All ships to which the Convention applies must be
inspected. In addition, ships over 500grt must be certified to demonstrate compliance. Port State Control inspections against MLC, 2006
requirements will also be carried out in addition to the inspections by the flag Administrations or organizations acting on their behalf.
Implications
Builder & Designer: New accommodation construction and equipments requirements in the new Convention for new ships will require for
example larger wider floor areas and higher ceiling heights etc.
Owner and managers of ships: The Convention requirements are comprehensive with regard to employment documentation and company
procedures and practices.
Flag Administration: Administrations may delegate in part or in whole inspection and certification against the MLC, 2006 to a recognised
organisation such as Lloyd’s Register.
Application: The Convention applies to all ships except warships and naval auxiliaries, ships engaged in fishing or similar pursuits, ships of
traditional build such as dhows and junks and those that navigate exclusively in inland waters or waters within, or closely adjacent to, sheltered
waters or areas where port regulations apply.
Expected entry between January 2014 – December 2015
211-D Draft amendments to SOLAS regulation II-1/8-1 to introduce a mandatory requirement for either onboard stability computers or
shore-based support
Estimated entry into force – 1 January 2014 - MIGHT BE SUBJECT TO THE FURTHER CHANGE
Under discussion by the Maritime Safety Committee (MSC)
Background: The IMO has introduced requirements to ensure that certain systems on passenger ships of 120 m length or more, or having 3 or
more main vertical fire zones, remain operable after a fire or flooding. These requirements are contained in SOLAS II-1/8-1, II-2/21 and II-2/22.
Amendments to SOLAS II-1/8-1 have been approved which require the provision of an on board computer, or shore based system which is
immediately available, to give the ship’s crew stability information after a flooding. Guidelines on the information to be provided to the master
to assist him in his decision as to whether to return to port or evacuate the ship were also discussed and agreed.
Summary: SOLAS regulation II-1/8-1 has been amended and now requires operational information to be provided to the Master after a flooding
casualty to assist with the decision whether to return to port. Passenger ships with a length or 120 m or more or having 3 or more main vertical
fire zones are to have either an onboard stability computer or shore based support which should provide the information given in the supporting
guidelines. These guidelines are the “Guidelines on operational information for Masters of passenger ships for safe return to port by own power
or under tow” MSC.1/Circ.1400.
The stability information to be provided to the master should include the following as a minimum:
• GM transverse in any loading condition;
• GZ and range;
• area under the GZ curve;
• maximum and actual values of free surface moments of all tanks and spaces below the bulkhead deck;
• location of flooding level indicators within tanks;
• draughts forward, midship and aft;
• angles of heel and trim;
• the effect of flooding and heel and trim angles on:
• operation of essential equipment;
• escape routes and evacuation times; and
• effective deployment of life-saving appliances;
• profile areas of the ship, above and below the waterline, and means to establish their centres in order to estimate the effects of wind
pressure;
• currently applied global bending moment and sheer forces;
• fuel consumption data accounting for estimates of increased resistance due to flooding; and
• ship specific particulars as specified in MSC.1/Circ.1245.
Implication:
Builders/Designers: Builders / designers will need to remember that provision of a computer able to carry out damage stability calculations
for any damage scenario will be required. The information that masters will require should be provided in an easy to use, readily available,
form
Owners/managers: Where owners have ships to which this regulation is applicable they need to provide an onboard or shore based
computer able to assess stability after a flooding. Regardless of where the computer is based (onboard or ashore) it will need to be approved
to the same requirements. There are currently no requirements for the approval of the support provided on shore if this option is chosen,
and advice from the relevant Flag Administration should be sought.
The information for the master’s use after damage should be made available in an easy to use, readily available, form.
Training for ships’ crews on the use of the software, where this is onboard, and the additional information should be regularly undertaken
to ensure familiarity of use.
Manufacturers: Manufacturers of stability software should be aware of the forthcoming need for programs which can calculate stability after
any combination of compartments are damaged. The information which should be provided to the master after the assessment of damage
is given in the circular and it is recommended that manufacturers ensure that systems are able to provide as much of this information as
possible.
Flag Administrations/Recognized Organizations: Flag Administrations and Recognized Organizations will need to ensure that the necessary
stability information is available onboard the affected ships. There will be a need to ensure that both the access to the necessary calculations
and the information for the master are provided at annual survey.
The approval of stability computers will become more complex and may require more time to undertake as the combination of damage and
loading options is not clearly defined.
Flag Administrations may wish to consider how shore based systems are to be approved, and if any approval of the support provided (not
just the computer) is needed.
Application: to passenger ships with a length of 120 m or more or having three or more main vertical fire zones constructed on or after 1
January 2014. (Note: Date will be concluded at MSC 90 scheduled in May 2012 at the final adoption)
199-D Amendments to SOLAS regulation II-2/1 – Application
Under discussion by the Maritime Safety Committee
Background: In order to clarify that draft SOLAS II-2 amendments submitted to MSC 88 are only applicable to new ships, the committee
proposed to introduce in paragraph II-2/1.2.1 (application of SOLAS II-2 to existing ships) all the latest MSC resolutions that are applicable to
existing ships.
There is some opposition to this approach and at the last FP meeting (FP 55) it was recognised that there is a conflict between the proposed
amendments to regulation II-2/1 at MSC 88, and a number of SOLAS chapter II-2 regulations that are linked to the date of application to new
and exiting ships. The matter will be reported to MSC 90 and will be dealt by FSI 20 under its related work on the application of SOLAS Chapter
III and the LSA Code.
Summary: It is expected that the draft amendments to the SOLAS regulation 9, 10 and 20 will enter into force on 1 January 2014, will be
applicable only to new ships. Amendments to Regulation II-2/1 are going to be further considered at FP 55.
Implication and application: The application of SOLAS Chapter II-2 to new and existing ships is a major issue that requires careful
consideration. Currently the only way to know if an amendment applies to existing ships is to look into each individual resolution, because the
pace of the amendments to Chapter II-2 is very fast. Therefore, some confusion may arise if the proposed way forward is accepted.
183-D Amendments to SOLAS regulation II-2/9, concerning fire integrity of bulkheads and decks of ro-ro spaces (including special
category spaces) and cargo ships.
Background:
Investigations indicate that solid combustibles carried by the vehicles and vehicles themselves have become the primary fire source. A Tests and
calculations show that a fire that occurs on a ro-ro cargo deck with a typical length of 180 m can grow to almost 80 MW before it reaches the
ventilation control, and the average gas temperature can be as high as between 250°C and 300°C. Consequently, the temperature and heat
radiation above the fire can be extremely high (refer to SP 2006:02 of Swedish National Testing and Research Institute). This means that there is
an apparent risk for fire to spread through heat conduction to decks above.
China proposed that special spaces or ro-ro cargo spaces of ro-ro passenger ships should also be classified as spaces with high-fire risk since the
consequences of fire spread in these spaces could have a similar catastrophic impact on the ship. Therefore, the fire integrity standards and the
categorization should be the same for special spaces and ro-ro cargo spaces.
Summary: For cargo ships, it was proposed that the fire integrity of bulkheads and decks between ro-ro spaces or vehicle spaces of such ships as
prescribed in the present tables 9.5 and 9.6 of SOLAS chapter II-2 should be increased from the present “*h” to “A-30” class.
For ro-ro spaces on passenger ships carrying no more than 36 passengers, it was proposed that the fire integrity of bulkheads and decks
between ro-ro spaces or special category spaces of such ships, as prescribed in present tables 9.3 and 9.4 of SOLAS chapter II-2, should be
increased from the current “A-0” to “A-30” class.
MSC 88 approved the draft amendments to regulation II-2/9 with a view to be adopted at MSC 90. Tables 9.3; 9.4; 9.5 and 9.6 were amended
to reflect increase in fire integrity protection.
Implication: Increased structural fire protection requirements for new ro-ro cargo ships and ro-ro passenger ships carrying less than 36
passengers.
Application: Intended for new ships (both ro-ro passenger ships carrying less than 36 passengers (regardless tonnage) and ro-ro cargo ships
(500 gt or over)) constructed on or after 1 January 2014.
201-D Amendment to SOLAS regulation II-2/10 – Fire fighting
Estimated entry into force – 1 January 2014 - MIGHT BE SUBJECT TO FURTHER CHANGE
Background: In the course of revising MSC Circular .913 on application of fire-fighting system it was found that revision of the SOLAS
convention was required.
When considering fixed local application of fire-fighting systems, the working group established by the FP Sub-Committee found that the
systems should be installed for the protection of all internal combustion machinery in Category A machinery spaces and not just machinery used
for the ship’s main propulsion and power generation. In response to comments raised in FP 54 plenary about implementing carriage
requirements in the FSS Code (i.e. carriage requirements should be stipulated in the SOLAS Convention), the group agreed to delete paragraph
3.2.6 of the guidelines, and instead agreed to the draft amendments to SOLAS regulation II-2/10.5.6.3.1, for submission to MSC 88 for approval
and subsequent adoption.
Summary: In regulation II-2/10.5.6.3.1, the words "used for the ship's main propulsion and power generation" are deleted. MSC 88 approved
the amendment with view to adoption at MSC 90.
Implication: Once adopted it is intended that new systems will meet the requirements of the revised MSC/Circ 913 now renumbered as
MSC.1/Circ. 1387, except that fire and component tests previously conducted in accordance with MSC/Circ 913 remain valid for the approval of
new systems. Existing fixed water-based local application fire-fighting systems approved and installed based on MSC/Circ.913 should be
permitted to remain in service as long as they are serviceable.
Equipment manufacturers, designers, test laboratories, vessel owners and other parties concerned should be aware of the new requirements.
Application: It is intended that the draft amendments to SOLAS will be applicable to new ships (passenger ships of 500 gross tonnage and
above) and new cargo ships (ships not passenger ships) of 2000 gross tonnage and above) constructed on or after 1 January 2014.
1. MSC Circular on Revised guidelines for the Approval of Fixed Water-Based Local Application Fire-Fighting Systems for use in category A
machinery spaces (MSC.1/Circ.913), including consequential amendment to SOLAS II-2 / 10.5.6.3.1 (MSC.1/Circ. 1387)
The MSC 88 approved the MSC Circ.1/1387 and as a consequence, draft amendments to SOLAS II-2/10.5.6.3 were approved at MSC 88 (for
final adoption at MSC 90 in May 2012).
226-D Draft Amendments to SOLAS Chapter II-2 - Regulation 10 - Fire Fighter’s communication
Estimated entry into force – 1July 2014
Background: This is the outcome of an incident cause by a fire in the engine-room on board the Swedish tanker “Ek-River” while in dry-dock.
Radio-communication equipment for fire fighters including additional equipment such as smoke diver emergency alarm, PASS alarm and
location lights upgrades were identified. Based on this, it was proposed to amend the FSS code section 2.1 Chapter 3, fire fighter’s outfit, to
include a requirement to carry two-way portable radiotelephone for use by members involved in fire fighting. However, it was agreed that
amendments to SOLAS regulation II-2/10 would be better suited.
Summary: FP 55 agreed to amend SOLAS regulation II-2/10 to include a requirement for a minimum of two-way radios for use by fire-fighters. It
is to be noted that the details for such radios were not agreed; therefore no performance requirements or standards are provided.
Application: This requirement applies to new cargo ships of 500 GT and new passenger ships irrespective of tonnage.
227-D Draft Amendments to SOLAS Chapter II-2 - Regulation 15 – Instructions, on board training and drills
Estimated entry into force – 1 July 2014
Background: FP 55 discussed a proposal to amend SOLAS regulation II-2/10.10.2 to incorporate a requirement to have means for fully
recharging cylinders of air breathing apparatuses on cargo ships and passenger ships carrying not more than 36 passengers. However, FP
decided to amend SOLAS regulation II-2/15 instead of II-2/10, because it was agreed that the purpose of the proposal was to re-charge the air
that was depleted during training exercises not to re-charge air during an actual emergency.
Summary: The amendment to SOLAS II-2/15 will require either (a) an onboard means of recharging breathing apparatus cylinder used during
drills; or (b) a suitable number of spare cylinders to replace those used during drills.
Application: New cargo ships of 500 gt and above and passenger ships carrying not more that 36 passengers
214-D Amendments to SOLAS regulation II-2/19 - Carriage of dangerous goods
Background: Application of SOLAS regulation II-2/19 (previous regulation 54) to ships built between 1984 and 2002 was not clear. There could
be unintended application to these ships if the text is read literally.
Summary: Draft amendment to SOLAS regulation II-2/19 (previous regulation 54), to clarify that some provisions of reg. 19 are not applicable to
ships constructed between 1984 and 2002, was approved at MSC 89 for adoption at MSC 90. Meanwhile, an MSC Circular on this issue was
also approved for early notification purpose as MSC.1/Circ.1407.
Implication: (Shipowners and ship managers) The above amendments to the applicability of SOLAS II-2/19 will not have significant impact, as it is
merely reflects current industry practice.
Applicability: Discussion on interpretation of SOLAS regulation II-2/19 - all ships intended for the carriage of packaged dangerous goods
constructed on or after 1 September 1984 but before 1 July 2002.
202-D Amendments to SOLAS regulation II-2/20 - Fixed gas and water spraying fire-extinguishing systems for vehicle spaces, ro-ro,
container and general cargo spaces
Background: FP Sub-Committee has developed amendments to the SOLAS Convention and the FSS. At MSC 88, Draft amendments to SOLAS
regulation II-2/20 were approved as well as associated draft amendments to chapters 5 and 7 of the FSS code. These set of amendments will be
forwarded to MSC 90 (scheduled to take place in May 2012) for adoption.
Summary: Draft amendments to regulation II-2/1intend to clarify the date of application of new regulation II-2/20. Piping design requirements
for fixed gas fire fighting systems for vehicle spaces and ro-ro spaces which are not special category spaces and for container and general cargo
spaces were clarified in Chapter 5 of FSS Code. FSS code Chapter 7 was amended to include requirement for vehicle, ro-ro and special category
spaces.
Implication: These SOLAS draft amendments clarify which requirements ships should comply with depending on their construction date. This
also has implications on the design of piping since the design must be compliant early in order to meet manufacturing, installation and delivery
requirements.
Manufactures/Builders: Manufacturers and builders will already be familiar with the contents of this chapter of SOLAS and should note that
these draft amendments only clarify the applicable standard.
Owners: As above, owners should be aware of the application dates.
Flag Administrations and its RO: To ensure the draft amendments are applied properly.
Application: Ships constructed on or after 1 January 2014 with vehicle spaces ro-ro and special category spaces
(Relevant instruments – under development)

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

• vehicle space and ro-ro spaces which are not special category space,
• container and general cargo spaces – differentiating quantity of gas to be discharge in minutes .
2. Amendments to the FSS Code Chapter 7 - Fixed pressure water-spraying and water-mist fire-extinguishing systems
New paragraphs 2.4 on Fixed pressure water-spraying fire-extinguishing systems for vehicle, ro-ro and special category spaces and 2.5 on Fixed
water-based fire-fighting systems for ro-ro spaces and special category spaces equivalent to that referred to in resolution A.123(V) were added
in conjunction with amendments made to the relevant SOLAS regulation II-2/20.
212-D Amendments to SOLAS regulation III/20.11.2 to introduce a new sub-paragraph 4 regarding operational test of free-fall lifeboats
Background: The testing of free-fall lifeboats can pose safety risks to those carrying out the test. This amendment will permit a simulated
launching in place of an actual launch for free-fall lifeboats.
Summary: A simulated launch will be permitted during all drills involving free-fall lifeboats.
Implication: Owners will be able to advise crews that simulated launches of free-fall lifeboats will be permitted from 1 January 2014.
Application: To SOLAS ships fitted with a freefall lifeboat (Both new and existing ships)
206-D Amendments to SOLAS regulation V/14 - Ship’s manning
Background: The current mechanism of issuing minimum manning certificates varies depending upon each flag. IMO tried to establish unified
mechanism among flag Administrations.
Summary: The Committee approved the draft amendments to SOLAS regulation V/14, subject to comments made by NAV 56 with a view to
adoption by MSC 90 – May 2012 (not MSC 89 May 2011 – see introduction). There was also associated Assembly resolution in this regard.
Implication: There is no fundamental change as a result of this amendment. Flag Administration will be allowed to continue there current
practice.
Application: All ships. (but primarily governs Administrations in issuing safe manning certificate).
A. 1047 (27) - Principles of minimum safe manning
The resolution superseded previous ones, i.e., A. 890 (21) and A.955 (23) It consists of
• Guidelines for the application of principles of minimum safe manning:
• Guidelines for determination of minimum safe manning;
• Responsibilities in the application of principles of minimum safe manning;
• Guidance on content and model form of minimum safe manning document; and
• Framework for determining minimum safe manning.
187-D Draft amendment to SOLAS Chapter VII, Regulation 4 (Subject to the final adoption at MSC 90)
Under discussion by the Maritime Safety Committee (MSC)
Background: The IMO has been discussing the amendments to the SOLAS regulation VII/4 in order to eliminate any inconsistency against the
IMDG Code. The MSC 87 approved the draft amendments to SOLAS regulation VII/4, with the view to adoption at MSC 90, with the envisaged
entry into force date of 1 January, 2014, in order to align them with the amendment (36-12) to the IMDG Code.
Summary: Primary changes being introduced is change in the requirements for the provision of the information on the dangerous goods.
A member State raised concerns over the replacement of the term “transport document” with “transport information”, and other changes
made to the existing text. However, the Chairman of the DSC Sub-Committee explained that it was the term used in the IMDG Code. It was
also noted that MEPC 60 approved the revised text. The Committee approved the text as prepared by the DSC 14.
Implications: The documentation requirements have been simplified in SOLAS to make the reference to the IMDG Code requirements only.
Shippers of dangerous goods will need to review their existing procedures to ensure that they comply with the requirements.
Application: Ships carrying dangerous goods in the packaged form. This requirement will enter into force on 1 January, 2014.
213-D Amendment to SOLAS Regulation VII/5-2 – Prohibition of the blending of bulk liquid cargoes during the sea voyage
Background: BLG 14 considered the issue of blending bio fuels onboard and concluded that blending onboard can be permitted only when a
ship is in port and is not to be carried out on a sea voyage. This view was agreed by MSC 86 and subsequently endorsed by MEPC 59. BLG 15
finalised a draft amendment to SOLAS chapter VI.
Summary: A new regulation, SOLAS/VI-5.2 will be introduced which will ban the blending of bulk liquid cargoes during a sea voyage. The new
regulation will not prohibit the master from undertaking cargo transfers to secure the safety of the ship or protect the marine environment or
the blending of products for use in the search and exploitation of sea-bed mineral resources.
Implications:
Builder/Designer: None
Manufacture: None
Owner: Ship owners should consider developing procedures and or instructions are in place to ensure ships master are aware blending of of
bulk liquid cargoes during a sea voyage to produce a new substance is prohibited.
Flag/RO: To note and consider issuing advice on the existence of this new regulation
Application: All ships which carry bulk liquid cargoes on or after a date to be decided at MSC 90 (May 2012).
203-D Amendment to the FSS Code Chapter 6 - Fixed high Expansion Foam Fire-Extinguishing Systems
Background: FP 54 recommended this chapter to be divided; having the principle requirements contained within chapter 6 and the test
standards in a separate appendix.
Summary: The new chapter 6 has been amended in its entirety and will introduce a number of options for fixed high expansion foam fire
extinguishing systems, (e.g. inside air foam systems, systems using outside air; systems for the protection of vehicle, ro-ro, spaces, etc) and fixed
low –expansion foam fire extinguishing systems. The option chosen will affect the size of the system and other design and production elements
of the equipment, e.g. space containing such systems.
Associated guidelines have been developed as an MSC circular. Reference is to be made to the circular MSC.1/Circ. 1384 given below.
At MSC 88 having revised the result of fire-extinguishing test using conducted in accordance with the draft standard, delegations expressed
concerns about the conclusion at FP 54. MSC 88 agreed that this item will be further reviewed by FP 55 prior to the final adoption at MSC 90.
Implication:
Manufactures/Builders: Dependent upon the review at FP 55, the new chapter 6 will introduce different options as listed above and the
option chosen will affect the size of the system and other design and production elements of the equipment, e.g. space containing such
system.
Owners: The change may affect cargo carrying capacity, especially for ro-ro ships. Since the items under consideration are additional.
Flag Administrations and its RO: The workload is principally similar to that for the present Code, however, surveyors will need to become
familiar with the new requirement.
Application: Intended for ships constructed on or after 1 January 2014 (all passenger ships regardless of size and cargo ships of 500 gt or
above).
1. MSC Circular on Guidelines for the testing and approval of fixed high-expansion foam systems (MSC.1/Circ. 1384)
MSC 88 approved these guidelines for circulation which were developed in conjunction with the new chapter 6 of the FSS code introduced
above.
Implication: Once the above mentioned FSS Code chapter 6 is adopted it is intended that the new systems meet the requirements for fixed
foam fire-extinguishing systems set out in the guidance. Fixed foam fire-extinguishing systems for the protection of machinery spaces in
accordance with SOLAS regulation II-2/10.4.1.1.2, cargo spaces in accordance with regulation II-2/10.7.1.1, cargo pump-rooms in accordance
with regulation II-2/10.9.1.2 and vehicle, special category and ro-ro spaces in accordance with regulation II-2/20.6.1.3 will be affected.
Application: Intended for new ships constructed on of after 1 January 2014.
204-D Amendment to the FSS Code Chapter 8 – Alternative extinguishing systems for control stations where water discharge from
sprinklers may cause damage
A proposal was made to amend SOLAS regulation II-2/10.6.1.1 in order to clarify the requirements of automatic sprinkler, fire detection system
and fire alarm for passenger ships carrying more than 36 passengers for the protection of “control stations” – as use of water sprinkler may
damage equipments in the fire control station. However, it was agreed that present SOLAS text is sufficient and to further address this matter,
amendment to paragraph 2.1.1 of chapter 8 of the FSS Code were needed instead, self explanatory text as follows:
"Control stations, where water may cause damage to essential equipment, may also be fitted with dry pipe sprinklers as permitted by SOLAS
II-2/10.6.1.1"
This draft amendment will be sent to MSC 90 for final adoption.
Implication: There is no significant change to existing practice.
Application: Intended for ships constructed on or after 1 January 2014 (all passenger ships regardless of size and cargo ships of 500 GT and
above).
205-D Amendment to the International Code of Safety for High-Speed Craft, 2000 (2000 HSC Code) – Chapter 14 - Radiocommunication
Background: Amendments to the 2000 HSC Code were approved subject to adoption at MSC 90 in May 2012.
Summary: These amendments will require annual testing of Satellite EPIRBs on all craft. It is concluded that this represents the IMO's intent to
align the HSC Code with the equivalent SOLAS regulation, chapter IV regulation15.9.
Implication:
Owners and managers: Owners and managers are to take this into account when arranging a survey after the entry into force date of the
amendments.
Flag Administrations and RO: To arrange survey instructions to surveyors.
Application: To high speed craft subject to the 2000 Code (craft constructed on or after 1 July 2002).
207-D ESP Code
Background: Resolution A.744(18) is the mandatory IMO guidelines on the enhanced programme of inspections during surveys for bulk carriers
and oil tankers. The IACS UR Z10 series also covers enhanced surveys for bulk carriers and oil tankers. The two documents were not requesting
the same things, so Resolution A.744(18) was reviewed to bring them into line. Other amendments have been made to ensure consistency of
terminology between the different parts of the Resolution.
Summary: Following the amendments it was agreed to make the new Resolution an IMO Code.
The requirements of the Code are mandatory under SOLAS XI-1/2, which is to be amended to refer to the new [2011] ESP Code.
The 2011 ESP Code covers enhanced survey requirements for all bulk carriers and oil tankers over 500 gt. It is in two annexes each with two
parts covering bulk carriers (Annex A) and oil tankers (Annex B), both single skin and double skin construction.
The requirements for enhanced surveys have been aligned with the IACS Z10 series and have been harmonized between parts. Where ships are
already prepared for survey in accordance with the IACS Z10 series then there will be nothing significantly different.
Most of the amendments are editorial to correct references or to bring clarity to the meaning of the text.
Procedural requirements for thickness measurements have been included in all parts of the Code. Thickness measurements should now form
part of the close-up survey where such a survey is required. The minimum thickness may be recorded separately if wanted, provided that the
record is attached to the thickness measurement document.
The requirements for tank testing have been clarified and the head to which tanks are to be tested is stated.
A new annex with guidelines for thickness measurements of side shell frames and brackets in single side skin bulk carriers required to comply
with Res. MSC.168(79) has been added to Annex A, Part A. This annex gives information about pitting and thickness measurement in high risk
areas.
For oil tankers a definition of combined cargo/ballast tank has been included. Where ballast water is routinely carried in a cargo tank then the
tank should be treated as a ballast tank for the purposes of the Code.
Implication
Builder/Designer: Builders / designers may wish to consider changing designs to improve access for close-up survey in the future.
Manufacture: None.
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.
210-D Amendments to the 1966 Load Line Convention and its 1988 Protocol - Regulation 47
Background: This amendment will extend the Southern limit of the Summer zone further South off South Africa. Currently the traffic corridor
through the summer zone off Cape Agulhas is quite narrow. With increased piracy activity to the East of the African Continent there has been a
marked increase in shipping using this route. The Southern limit of the load line Summer zone has been moved south by 50 miles in order to
provide increased sea room to ships passing through this area.
Summary: The proposal will extend the Summer zone by about 50 nautical miles around Cape Agulhas. The new Northern boundary of the
Southern Winter Seasonal zone will be (part only shown for brevity) “…the rhumb line from the east coast of the American continent at Cape
Tres Puntas to the point latitude 34° S, longitude 50° W, then the parallel of latitude 34° S to longitude 17°16° E , thence the rhumb line to the
point latitude 35° 10’ 36° S, longitude 20° E, thence the rhumb line to the point latitude 34° S longitude 28° 30° E, thence ….”.
Implication:
Shipowners / operators: should make sure that their crews are aware of the new limits once they come into effect. The changes will mean that
there is more sea room when transiting Cape Agulhas which should reduce the likelihood of collisions. This does not remove the need to ensure
that an adequate watch is maintained at all times.
Application: All ships which are permitted to trade in the area.
232-X MARPOL Annex I Regulation 12
Estimated entry into force – 1 March 2014- MIGHT BE SUBJECT TO THE FURTHER CHANGE
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: MEPC 62 clarified, by means of MEPC.1/Circ. 753, ships contracted before 1 January 2011 which are delivered before 1 January 2014
will not be required to comply with the revised regulation 12. An amendment to the regulation is expected to be approved at MEPC 63 for
adoption at MEPC 64.
Implication: Owing to the resolution MEPC 187 (59), some ships were considered retroactive re-arrangement of bilge pipelines which is now
clarified not necessary. Shipowners need to examine the position of flag Administration as some flag Administrations indicated retroactive re-
arrangements prior to the approval of the above mentioned circular.
Application: Ships which delivered before 1 January.2014 (Refer to item 164 in part A of this document)
230-X Amendments to Part B of the 2008 IS Code on towing and anchor handling operations
Estimated entry into force – 1 June 2014 – MIGHT BE SUBJECT TO FURTHER CHANGE
Under discussion by the Sub-Committee on Stability, Load Lines and Fishing Vessels Safety (SLF)
Background: This is a new work programme item proposed by Norway following the sinking of the “Bourbon Dolphin” while undertaking
anchor handling at an offshore rig.
The proposal is to develop IACS Recommendation 24 to produce requirements for tug duties – towing (harbour, inshore and offshore), anchor
handling, and vertical lifting (escort duties are excluded) - and to develop associated operational guidance in the form of limiting operational
criteria (max lifting forces, weather conditions, limiting curves of heeling moment vs. displacement).
Summary: Various intact stability elements relating to anchor handling, towing and vertical lifting, in association with operational
limitations/information, will be addressed.
Implication
Builder/Designer: The new requirements may require new calculations to be carried out (some builders/designers already carry out some of the
calculations, but modifications may introduce completely new calculations), subject to flag administration requirements (the non-mandatory part
of 2008 IS Code being changed so it will be up to flag administrations to require the application of any agreed criteria). More detailed
information on the capability of the vessel for towing/anchor handling/lifting duties will be required in the stability book and any loading
instrument provided.
Manufacturer: Manufacturers of loading instruments will need to ensure that their software is capable of carrying out the necessary calculations
where applicable.
Shipowner/ship manager: Owners of vessels which undertake towing or anchor handling or vertical lifting duties will have a standard against
which to assess their vessels. As the requirements are to be in the non-mandatory part of the 2008 IS Code it will depend on flag requirements
as to whether they are required to be met or will be an optional extra. Owners may wish to consider their obligations under the ISM Code to
develop, implement and maintain instructions and procedures to ensure safe operation of ships and protection of the environment.
Flag/RO: Flag administrations and ROs will need to ensure that those undertaking the approval of stability information for tugs and offshore
supply vessels are trained to understand the new calculations and how to approve submissions.
Application: Ships of 24m or above engaged in the towing of other vessels (tug etc), or anchor handling or vertical lift duties. Provision of
information will most likely be applicable to existing ships. As the requirements will be included in part B of the 2008 IS Code, the legal status as
an international convention is not mandatory, although a flag Administration may choose to implement the requirement as a part of national
legislation.
208-X Development of mandatory noise control requirements
Estimated entry into force – 1 July 2014- MIGHT BE SUBJECT TO THE FURTHER CHANGE
Under discussion by the Sub-Committee on Design and Equipment (DE)
Background: Excessive noise can cause permanent hearing loss either from a single very loud event or from a lower level long term exposure.
The IMO Resolution A.468 (XII) “Code on noise levels on board ships” has existing guidance on noise levels in specific areas on board ships and
for the 24 hour noise exposure of crew members. The Code is being reviewed to take into consideration developments in noise reduction
techniques and noise prediction.
There is ongoing discussion over whether to make the revised guidance mandatory or not, and to what extent. There is also discussion on the
absolute limits and the total exposure to noise.
It is hoped to finalise the discussion at DE 56, which is due to be held in February 2012.
Summary: The current proposals for absolute noise limits are separated into those for smaller ships (1600 to 10000 GT) and larger ships. In
general these follow the current limits in A.468(XII). It is recognised that there are practical difficulties for smaller ships in restricting noise levels.
There is discussion about how to make at least part of the revised code mandatory for new ships.
Implication:
Builder/Designer: Current proposals require noise levels to be measured on board during sea trials and may require additional noise
insulation. Noise prediction will be recommended. Builders/designers should consider the positioning of major noise sources (e.g.
machinery) and where practical position these as far as possible from noise sensitive areas (e.g. cabins). Builders will need to be familiar with
the “in-situ” sound insulation index which is proposed to be measured on board as a supplement to the existing laboratory values for the
building elements.
Manufacture: N/A
Owner: The new code will encourage owners to try and achieve the noise limits on existing ships on a voluntary basis (they will be
mandatory for new ships) where practical.
Flag/RO: Flag/ROs will need to be aware of the new requirements and ensure that surveyors are equipped and trained as required t
confirm compliance.
Application: All future new ship ships of 1,600 gt or above from a date still to be confirmed.
219-D Draft Amendment to the FSS Code Chapter 3 - Personnel Protection (Breathing apparatus)
Background: FP was carrying a comprehensive review of FSS Code chapter 3 to see the viability of including various ISO standards and also to
mandate fitting a low pressure audible alarm on the fireman’s outfit breathing apparatus. In addition, a reference to the International
Electrotechnical Commission (IEC) 60079 (electrical apparatus for explosive gas atmosphere) was to be included.
Summary: FP 55 agreed to fit breathing apparatus with an audible alarm and a visual or other device which would alert the user before the
volume of the air in the cylinder has been reduced to no less than 200 litres. This is the only amendment to the FSS Code agreed at FP 55 that
will be applied retrospectively. (Chapter 3.2.1.2). The IEC standard reference was included; however the ISO standards were not.
Application new ships: the warning alarm should apply to ships constructed on or after the date of entry into force of the amendment.
Application existing ships: Existing ships should comply with the revised requirements five (5) years after the entry into force date.
220-D Draft Amendment to the FSS Code Chapter 5 - Fixed Gas Fire-Extinguishing Systems
Background: FP was task to incorporate unified interpretations contained in MSC.1/Circ.1120 relevant to FSS Code chapter 5. The amendments
were addressing, spaces not separated by A-0 class divisions with independent ventilation to be considered as the same space; further
instructions for crew to check the quantity of fire extinguishing systems (e.g. carbon dioxide systems and other types of extinguishing media);
means to be provided for automatically giving visual and audible warnings of the release of fire-extinguishing medium into ro-ro spaces,
container holds equipped with integral reefer containers, spaces accessible by doors or hatches and other spaces in which personnel normally
work or have access.
Summary: Amendments were introduced to clarify that the spaces protected by fixed gas fire-extinguishing systems under FSS Code, chapter 5,
2.2.2 (release controls), should be the same as those spaces specified in FSS Code chapter 5, paragraph 2.1.3.2 and they should be provided
with means to automatically give audible and visual warning of the release of fire- extinguishing medium, which would ensure consistency in the
application of the requirements. Changes were introduced to both paragraphs to clarify the protection of the spaces by automatically giving
audible and visual warning of the release of CO2.
Chapter 5 paragraph 2.1.1.1 clarifies that adjacent spaces not separated by at least A-0 class divisions with independent ventilation systems
should be considered as the same space. Paragraph 2.1.1.3 introduced instructions to avoid moving containers completely from their fixing
position.
Application: to new cargo ships of 500 gross tonnage and above, and passenger ships irrespective of tonnage
221-D Draft Amendment to the FSS Code Chapter 8 - Automatic Sprinkler, Fire Detection and Fire Alarm Systems
Background: FP was task to incorporate unified interpretations contained in MSC.1/Circ.1120 relevant to FSS Code chapter 8.
Summary: Sprinklers shall be placed in an overhead position and spaced in a suitable pattern to maintain an average application rate of no t less
2
than 5 l/m /min over the nominal area covered by the sprinklers. The amendment clarified that that “nominal area” cover by sprinklers is to be
taken as the gross horizontal projection of the area to be covered.
Application: New ships from the date of entry into force
222-D Draft Amendment to the FSS Code Chapter 9 (2.5.1.3/2.5.2.1)- Fixed Fire Detection and Fire Alarm Systems
Background: FP was task to incorporate unified interpretations contained in MSC.1/Circ.1120 relevant to FSS Code chapter 9 (a warning for
detectors installed in cold places to be tested using procedures that are applicable for that type of location) and a reference to IEC 60068-2-1
was proposed to be included. FP 53 agreed that draft amendments to chapter 9 were necessary following IACS unified interpretation SC 35
(SOLAS regulation II-2/13.1.3), related to sources of power supply for fixed fire detection and fire alarm systems, to clarify existing requirements.
Operation of automatic changeover switch and the use of batteries of adequate capacity to ensure continuous changeover operation to avoid
loss of fire detection capabilities and the use of accumulator batteries were proposed to be included as an option for the supply of emergency
source of power.
Summary: main amendments to this chapter:

• Ch.9.2.5.1.3 was amended to indicate that in ships with cargo control room, an additional indicating unit shall be located in the cargo
control room. This text was introduced to clarify the intention of the previous amendments adopted by resolution MSC. 311(88).
• Ch.9.2.3.1.2, 2.3.1.3 and 2.3.1.5 - A unified interpretation was prepared to clarify the reference to standard IEC 60092-505:2001 in as
amended by resolution MSC.311 (88) should be interpreted as IEC 60092-504.
• Ch.9.2.2.1, 2.2.2, 2.2.4 and 2.2.5 - The operation of automatic changeover switch should be supported by the use of batteries of adequate
capacity to ensure continuous changeover operation and avoid loss of fire detection capabilities.
• Ch.9.2.5.2.1, was amendment to indicate that detectors installed within cold spaces such as refrigerated compartments shall be tested using
procedures (IEC 60068-2-1) having due regard for such locations.
Application: New ships from the date of entry into force
223-D Draft Amendment to the FSS Code Chapter 12 - Fixed Emergency Fire Pumps
Background: FP was tasked to incorporate unified interpretations contained in MSC.1/Circ.1120 relevant to FSS Code Chapter 12, specifically
that electric heating of the diesel engine cooling water or lubricating oil system is to be fitted to avoid failing when manually starting diesel
engine in its cold condition. In addition, if manual starting fails the Administration may permit compressed air, electricity or other sources of
stored energy to be used as means of starting.
Summary: FP 55 agreed to incorporate unified interpretation contained in MSC/Circ.1120 related to heating of diesel driven power sources and
other means of starting.
Application: New ships from the date of entry into force except that Chapter 12 is not applicable to passenger ships of 1,000 gross tonnage and
upwards.
224-D Draft Amendment to the FSS Code Chapter 13 - Arrangement of Means of Escape details of stairways -landings
Background: FP was task to incorporate unified interpretations contained in MSC.1/Circ.1120 relevant to FSS Code chapter 13 addressing the
size of landings and intermediate landings.
Summary: FP 55 agreed to incorporate unified interpretation clarifying that intermediate landings don’t need to comply with Ch.13.2.2.4.
Instead they should comply with Ch13.2.3.1, meaning they should be sized in the same manner as stairways.
Application: New passenger ships from the date of entry into force.
225-D Draft Amendment to the FSS Code Chapter 14 - Fixed Deck Foam Systems
Background: when considering deck foam systems to oil tankers and chemical tankers, FP53 had agreed that the requirements for chemical
tankers in SOLAS and the IBC Code were in need of revision and proposed that ships carrying flammable chemicals listed in chapters 17 and 18
of the IBC Code should be required to meet the higher IBC Code foam application rates regardless of flashpoint. BLG 14 disagreed on having
IBC Code carriage requirements within the FSS Code and requested MSC87 to create a separate agenda to discuss the matter in more detail at
subsequent meetings (BLG15 - February 2011).
BLG15 concluded that chapter 17 and 18 carriage requirements should stay within the IBC Code and decided FSS Code chapter 14 will instead
only refer to the IBC Code and SOLAS II-2/1.6 regarding foam solutions and foam concentrates that are relevant to the IBC Code (chapters 17
and 18).
Summary: FP 55 agreed with BLG 15 advice and prepared the draft Ch. 14 amendments which include clarification of the supply rate of foam
solution and foam concentration needed on tankers as indicated by the carriage requirements of SOLAS II-2 and the IBC Code. Additional foam
concentrate is to be provided if the deck foam system is supplied by a common line from the fire main. Chapter 14 now indicates when type B
foam concentrates and type A foam concentrates shall be applied and also prescribes that foam concentrate supplied on board shall be
approved by the Administration for the cargoes intended to be carried. Incorporation of unified interpretations contained in MSC/Circ.1120
relevant to Ch. 14 regarding capacity, use and handling of deck foam systems.
Application: New tankers from the date of entry into force
217-D Amendments to SOLAS regulation V/22 - Navigation Bridge Visibility
Estimated entry into force – 1 July 2014- MIGHT BE SUBJECT TO THE FURTHER CHANGE
Under discussion by the Sub-Committee on Safety of Navigation (NAV)
Background: NAV 57 agreed amendments to SOLAS V/22, which will be sent to MSC 90 for approval. It was decided that the new text should
take a goal-based approach rather than a prescriptive one.
In its request to MSC 90 for approval, NAV 57 specifically highlighted some areas for consideration. In particular MSC will be asked for a final
decision on the angle of view of the sea surface from the conning position forward of the bow. Therefore it is possible that some of the details
as ultimately approved by MSC will be different from the final proposal by NAV.
Summary: In addition to the change introduced in the above “Background”, the following change will be introduced:
• Use the phrase “steering station” rather than “work station” for consistency.
• Define a conning position, but also allow a combination of two conning stations to “be used in combination to comply with this regulation”
for ships where the centre line is obstructed by a fixed structure or structures. These are to be no more than 3,000mm either side of the
centre line.
• Keep the requirement for framing between navigation bridge windows to be kept to a minimum, but to remove the current requirement
that framing “shall not be installed immediately forward of any work station”.
• Change “The ship’s side shall be visible from the bridge wing” to “The parallel body length of the ship shall be visible from the bridge
wing”.
• Remove the reference to eye height to give instead “The height of the upper edge of the navigation bridge front windows shall not obscure
the forward view of the horizon as described in this regulation”.
• Change “A clear view through at least two of the navigation bridge front windows and, depending on the bridge configuration, an
additional number of clear-view windows shall be provided at all times, regardless of weather conditions” to “Means shall be provided to
ensure at all times a clear horizontal field of vision as described in paragraph 1.6 of this regulation through the navigation bridge front
windows.”
• Introduce a new requirement that: “On ships which carry cargo forward of the wheelhouse that limits the visibility from the conning
position, the master shall be able to verify that the visibility due to the loading condition prior to departure is in compliance with this
regulation based on loading plans, loading conditions, calculations with a computerized dynamic loading program or other methods, as
follows:
.1 new ships constructed on or after 1 July 2014; and
.2 existing ships constructed before 1 July 2014 not later than 1 January 2016.”
Implication:
Shipbuilders: The changes introduced above will require significant change in ships’ design. It will not be limited to the navigation bridge but
the whole arrangement for some types of ships.
Shipowners: To note the above design change. A new operational requirement requiring a verification tool needs to be addressed not only to
new ships but also existing ships.
Flag Administrations and their ROs: Introduction of “functional” approach requires establishment of a unified approach (Interpretation) of
such functional approach, which needs to be addressed prior to the entry into force.
Application:
1 Bridge visibility (structural/construction) requirements - New ships of 55m and above in length (LOA) constructed on or after 1 July 2014.
2 Provision of visibility verification tool - New ships of 55m and above in length (LOA) constructed on or after 1 July 2014 and existing ships of
55m or above by 1 January 2016.
186-X Revision of the IBC Code
Estimated entry into force – 1 July 2014 - MIGHT BE SUBJECT TO THE FURTHER CHANGE
Under discussion by the Sub-Committee on Bulk Liquids and Gases (BLG)
Background: Next revision of the IBC code is being considered by the BLG Sub-Committee. 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: Review of chapters 17 and 18 of the IBC Code is being undertaken, which will result in a revised version of these chapters to be
adopted. These will include new cargoes evaluated since the last revision and amendments to existing cargoes. In addition, the index of products
in chapter 19 will be revised.
Implications:
Owner: Significant as the cargoes lists attached to the certificate of fitness will be revised to some extent and may affect the cargoes that can
be carried and will require the certificate of fitness to be reissued
Shipbuilder/Equipment manufacture: Significant as there made be carriage requirement changes for some products which affecting the design
of the ship and the equipment required to be installed for the carriage of intended cargoes the ship is being designed to carry
National Administration / Recognized Organization: significant as all certificates of fitness and associated cargoes lists will be required to be
reissued.
Application: New and existing ships to which the IBC Code applies, i.e. all chemical tankers regardless of tonnage and nature of voyage
(international and non-international voyages).
189-X Comprehensive revision of the IGC Code
Background and Summary: The BLG Sub-Committee has been tasked by MSC to carry out a review of the IGC Code with a view to producing a
revised Code taking into account the advances in gas ship design of the last few years. This work has been carried out under the co-ordination
of SIGTTO by a group organised by SIGTTO who established number of working groups composed by experts in each particular area which
include representatives from classification societies to work on various aspects of the IGC Code.
BLG 15 considered the draft revised IGC code BLG.15/Inf .2 and an explanatory pare BLG.15/10 also a number commenting papers
BLG.15/10/1, BLG.15/10/2, BLG.15/10/3, BLG.15/10/4 and BLG.15/10/5.
There was no substantive debate on this issue at BLG 15 it was agreed to form a correspondence group to consider a limited and defined
number of technical issues within the draft revised code and to take care of some editorial matters that remain to be addressed.
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.
Application: All LNG gas carriers regardless of size.
Expected entry January 2016 and after
185-X Development of the mandatory IGF Code
Estimated entry into force – 1 January 2016- MIGHT BE SUBJECT TO THE FURTHER CHANGE
Background: The use of gas as fuel in many types of ships, both passenger ships and cargo ships (other than gas tankers using cargo boil
off), is becoming increasingly more interesting as an alternative to conventional fuel. The issue has been included in the work programme of
the Sub-Committee. It had been decided the guidelines would apply initially only to LNG fuelled ships and hence would be referred to as
Interim Guidelines. The BLG Sub-Committee also has been tasked by MSC to develop a mandatory code for gas fuel ships - the IGF Code.
Summary: BLG 15 continued its consideration of the item based on the report of the intersessional correspondence group (BLG 15/6), taking
into account comments including the above submissions by Germany in BLG 15/6/1 and 15/6/2.
There was further discussion in a working group on this issue and the code was renamed as the “International Code of Safety for Ships
using Gases or other Low-Flash Point Fuels" (IGF Code), this change takes into account that it had been agreed the code will cover all fuels
with a low flash point i.e. fuels with a flash point below 60º C
It was agreed that the IGF Code should be harmonised with the IGC code in particular but not limited to IGC Code chapter 16 BLG identified
those sections of the IGC Code where harmonisation is required.
The sub committee further agreed that a correspondence group would be established to continue the work on the development of
provisions for gas fuelled ships for consideration at BLG 16.
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
218 - X Regulation 20 - Protection of vehicle, special category and ro-ro spaces (and application)
Provisional – 1 July 2016 (item not completed)
Background: MSC 85 (MSC 85/23/5) accepted a proposal to review requirements for ships carrying compressed natural gas vehicles and
instructed FP Subcommittee to look into it as high priority. The reason behind this proposal is the increase in demand and supply for such
vehicles, and as a consequence, the efficient transport of these vehicles by sea is becoming essential. On the other hand, the current SOLAS
regulations have been developed based on the carriage of the conventional vehicles with gasoline in their tanks.
Summary: FP 55 discussed a proposal to amend SOLAS regulation II-2/20 (protection of vehicle, special category and ro-ro spaces) to address
safety concerns of ships carrying hydrogen and compressed natural gas vehicles. Initially it was understood the intention was to apply the
requirements to pure car carriers. However, concerns were raised regarding the application to existing ships and to all ro-ro vessels. FP 55
decided to request MSC 90 (May 2012) to clarify which ship types should be addressed for the purpose of developing future requirements.
The only safety measure agreed for existing ships at this stage was a provision for portable gas detectors
Application: Tentatively only to new ships carrying HFCVs and CNGVs. Possibility of expanding the scheme to cover existing ships will be
clarified at MSC 90 (May 2012).
192 Draft Amendments to SOLAS 1974 Chapter I Regulation 10
Please note that amendments to SOLAS Chapter I are subject to ratification criteria (as BWM Convention, Ship Recycling Convention, MLC
Convention), i.e., in accordance with article VIII(b)(iv) of the International Convention for the Safety of Life at Sea, 1974 and article VI(b) of
the Protocol of 1988 relating to the International Convention for the Safety of Life at Sea, 1974, the amendments shall be deemed to have
been accepted on the date on which they have been accepted by two-thirds of the Parties to the Protocol and shall enter into force six
months after that date. As at 10 September 2010, two acceptances of the amendments had been received by IMO.
Regulation 10 - Surveys of structure, machinery and equipment of cargo ships
The existing text of subparagraph (v) of paragraph (a) of the regulation is replaced by the following:
“(v) a minimum of two inspections of the outside of the ship’s bottom during the five-year period of validity of the Cargo Ship Safety
Construction Certificate or the Cargo Ship Safety Certificate, except where regulation 14(e) or 14(f) is applicable. Where regulation 14(e) or
14(f) is applicable, this five-year period may be extended to coincide with the extended period of validity of the certificate. In all cases the
interval between any two such inspections shall not exceed 36 months.”
Adopted by: MSC.204(81)
Background: Bottom survey requirements were amended based upon the current practices by classification societies.
Implication: None to LR ships
Application: To cargo ships that is subject to the SOLAS convention (cargo ships (non-passenger ships) of 500 gt or over engaged on
international voyages.
155 Ship recycling Convention – adopted by 2009 SR Conference
Estimated entry into force – 1 January 2017 - SUBJECT TO MEETING THE CONDITION FOR THE ENTRY INTO FOCE
On 15 May 2009, at a Diplomatic Conference in Hong Kong, the International Convention for the Safe and Environmentally Sound Recycling
of Ships was signed by 67 Member States of the IMO. This internationally binding Convention has been adopted due to concerns about
standards of ship recycling. It affects both recycling facilities and shipowners.
The Convention will enter into force 24 months after it has been ratified by 15 States, representing 40% of the world fleet, and with an
annual ship recycling capacity of 3% of that fleet. It is predicted that this condition will be met by January 2015. As of February 2011, no
State has become party to the Convention.
The Convention requires that, within five years of the entry into force date (or before the ship goes for recycling, if that is earlier), ships must
have on board an ‘Inventory of Hazardous Materials’ (IHM). This requirement will also apply to new ships as soon as the Convention enters
into force.
Overall, the Convention can be described as a response to the lack of regulation and standards in ship breaking industry; especially where
safety, environmental and quality standards are concerned. It covers the entire ship life cycle: from design and construction, through in-
service operation to dismantling and requires:
• ships to have an IHM (also known as ‘the Green Passport’);
• new builds to exclude certain hazardous materials;
• ship recycling facilities to be authorised by the national authority;
• ship recycling facilities to provide an approved ‘Ship Recycling Plan’ detailing how the ship will be recycled;
• ships flying the flag of parties to the Convention to be recycled only in authorised recycling facilities; and
• ship recycling facilities which are located in parties to the Convention to recycle only ships which they are authorised to recycle.
At the final survey before the ship is taken out of service, the IHM will be completed for items such as operational stores and bunkers. The
approved Ship Recycling Plan will then be checked against the IHM to ensure it properly reflects the information it contains.
Currently, the following Guidelines are under development (or have been completed) by MEPC for the implementation of the Convention:
Title Status/target
Completed
Guidelines for the development of the Inventory of Hazardous Material
(MEPC 197 (62))
Under development
Guidelines for safe and environmentally sound ship recycling (Facility
Target – MEPC 61 (September 2011) or MEPC 62 (July
guidelines)
2011)
Completed
Guidelines for the development of the Ship Recycling Plan
(MEPC.196 (62))
Under development
Guidelines for the development of the Ship Recycling Plan (SRP guidelines)
Target - MEPC 62 (July 2011)
Under development
Guidelines for the authorization of Ship Recycling Facilities
Target - MEPC 62 (July 2011)
Under development
Guidelines for survey and certification
Target - MEPC 64 (October 2012)
Under development
Guidelines for inspection of ships
Target - MEPC 64 (October 2012)
Implications:
Shipowners:
• to provide an Inventory of Hazardous Materials for their ship
• to inform the Flag State before a final survey takes place.
• to arrange the final survey before the ship is taken out of service for the completion of IHM for items such as operational stores and
bunkers.
Recycling facilities:
o to obtain “Document of Authorization for Ship Recycling” by the competent authority of the recycling State
o to inform their authorities should they wish to recycle a ship
o to prepare a specific ‘Ship Recycling Plan’, based on the IHM which the owner provides
o to report when recycling is finished.
National authority of States with recycling facilities:
o to authorise ship recycling facilities
o to approve Ship Recycling Plans
Application: Once the Convention enters into force it will apply to all ships and MODUs, high-speed craft, FSUs/FPSOs and barges. For
newbuildings it will enter into force 24 months after the ratification criteria are met. Existing ships will have up to five years after the criteria
are met.
Lloyd’s Register has developed a guide to assist owners and other stakeholders through the recycling process and to explain current practices
and regulations. They are available on the following Lloyd’s Register website
http://www.lr.org/sectors/marine/documents/223320-ship-recycling-practice-and-regulation-today.aspx
234-X Comprehensive review of SOLAS Chapter IV (Review of the GMDSS requirements)

Estimated entry into force – 1 January 2017 - SUBJECT TO MEETING THE CONDITION FOR THE ENTRY INTO FOCE
Under discussion by the Sub-Committee on Radiocommunication and Search and Rescue (COMSAR)
Background: The current SOLAS chapter IV (GMDSS) requirements were adopted in 1988 based upon the technologies developed in 1970s.
Noting development in technologies and change of the status of INMARSAT, a comprehensive review of the requirements are under way.
Summary: The following is the notable change under discussion:

• use of non-IMARSART, new additional satellite system
• possible incorporation of Chapter V (AIS and LRIT), XI-2 (SSAS)
• sea maintenance requirement (Regulation 8 and 15)
• redundancy of DSC EPIRB
Implications: It will be challenge for both shipboard equipment and shore side facilities. If various arrangements will be allowed, survey and
certification, as well as PSC inspection will also be challenges.
Application: All ships of 300 gross tonnage and above. It will most likely affect existing ships as well.
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This publication provides an overview of the known

The known amendments include; amendments that are in

B – Adopted IMO requirements entering into force in the near future

Part 2 – IMO requirements currently under development

Tables – quick references for application

Lloyd’s Register : Future IMO Legislation

Lloyd’s Register : Future IMO Legislation

Adopted by: Resolution MSC.216(82)

Application : All new ship types of 500 GRT and over :

Adopted by Resolution MSC.215(82)

Application : All new ship types of 500 GRT and over :

125-5 SOLAS 1974. Chapter II-2 Regulation 10

Implications: Arrangement of major modification to the existing fleet will be required.

Reference - LR Classification News No. 37/2009, available at CDLive ClassNews link

150-1 The Revised MARPOL Annex VI

Summary: Revised entry dates on the key issues

NOx control – new engine

17 g/kWhr where n is less than 130 rpm;

14.36 g/kWhr where n is less than 130 rpm;

For ships built after 1 January 2016 (Tier III limits):

Regulation 18.4 – Gas fuelled ships and definition of fuel

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

Marine Fuel Oil specification

Procedure to verify sulphur content in fuel oil

Implication and application of this part of the section

Ozone depleting substances

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

150-2 NOx Technical Code 2008

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

Adopted by Resolution MSC.269(85)

Reference - LR Classification News No. 41/2010, available at CDLive ClassNews link

Adopted by Resolution MSC.271(85)

Implication: Nominal, as this is primarily solving the inconsistencies between texts.

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

Summary: In paragraph 2.1, the existing subparagraph .4 is replaced by the following:

Application – to ships engaged on international voyages only:

Reference - LR Classification News No. 33/2009, available at CDLive ClassNews link

161 SOLAS 1974. and 88 Protocol - Appendix – Certificates

Record of Equipment for the Passenger Ship Safety Certificate (Form P)

Record of Equipment for the Cargo Ship Safety Certificate (Form C)

Adopted by Resolution MEPC.186.(59)

The requirements are as follows:

Reference - LR Classification News No. 27/2010, available at CDLive ClassNews

Reference - LR Classification News No. 45/2010, available at CDLive ClassNews link

Reference - LR Classification News No. 45/2010, available at CDLive ClassNews link

Adopted by 2010 Manila Conference

Summary: Major changes are

Implication: Shipowners and managers are to note:

Adopted by Resolution MSC.307(88) & MSC.308 (88)

177 Amendments to SOLAS 1974 Chapter V regulation 18

1. Assembly resolution A.1045 (27) - Pilot Transfer Arrangements

3. MSC.1/Circ.1402 Safety of Pilot Transfer Arrangements

Reference - LR Classification News No. 03/2012, available at CDLive ClassNews link

176 Amendments to SOLAS 1974 and 1988 Protocol Appendix – certificates

Attention is to be paid to the following points:

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

Summary of new requirements adopted/approved at MSC 89:

Reference - LR Classification News No.09/2011, available at CDLive ClassNews link

198 IMSBC Code amendments 01-11

Entry into force – 1 January 2013 (voluntary implementation on 1 January 2012)

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

Entry into force – 1 January 2013