Regulatory Update 28-Aug-09

m

Including news from IMO MSC 86, MEPC 59

and the Hong Kong Recycling Conference
28 August 2009
!
SOLAS
½ Amendments recently adopted
MARPOL
½ Annex VI
½ Green House Gases
M
New Recycling Convention
IMO strategic plan 2008-2014
EU
Summing up
p Det Norske Veritas AS. All rights reserved 08 March 2011 Slide 2
Ô
½

m
Assembly
Council
Maritime Safety Committee (MSC)
Fire Protection (FP)
Radio-communications and Search and Rescue (COMSAR)
Safety of Navigation (NAV)
Ship Design and Equipment (DE)
Stability and Load Lines and Fishing Vessels Safety (SLF)
Standards of Training and atchkeeping (ST )
Flag State Implementation (FSI)
The Marine Environment Protection Committee (MEPC)
ulk Liquids and Gases (LG)
Carriage of Dangerous Goods, Solid Cargoes and Containers (DSC)
Legal Committee (LC)
Technical Co-operation Committee (TCC)
Facilitation Committee
m
m!
2

SOLAS regulation II-1/3-4 (Emergency
towing arrangements on tankers), has
been extended to ships other than tankers
20 000 GT; in force on = =
MSC 84 also approved Guidelines for
Owners/Operators on preparing
Emergency Towing Procedures
(MSC/Circ.1255)
All ships shall be provided with a ship-
specific emergency towing Ô

applicable as follows:
- All (i.e. new and existing) passenger
ships, not later than
1 January 2010;
- Cargo ships constructed on or after
1 January 2010; and Note: Only tankers are required to
carry Emergency towing
- Cargo ships constructed before arrangements. All other ships shall
1 January 2010, not later than
1 January 2012 have emergency towing procedure
m =
`

From = ==, for all
ships, new installation of
materials which contain
asbestos shall be prohibited
(SOLAS regulation II-1/3-5)
new installation of materials´ will be

defined by DE
m =

A new SOLAS regulation

II-1/3-9 adopted at MSC 84
requires ships constructed on or
after = = to be
provided with means of
embarkation and disembarkation,
such as gangways and
accommodation ladders,
constructed and installed,
maintained and inspected or
surveyed based on

Ô

==
m =

Ô

The 2008 IS Code was adopted by at MSC 85 by res. MSC.267(85) and
will be implemented by amendments to SOLAS regulation II-1/5 (res.
MSC.269(85) Annex 1) and the Load Line Convention reg. I/1 and I/3
(res. MSC.270(85)) and enters into force on = =
New ships L 24 m to comply with specific intact criteria of Part A of the
IS Code from = =
Î Part contains recommendations to
be used as basis for relevant safety
standards for certain ships not
covered in Part A (like fishing vessels),
unless national stability requirements
provide at least an equivalent degree
of safety
Î Explanatory Notes to the Code were
also approved and issued as
MSC.1/Circ.1281
m =
º

½
m!½ !
y the à

à =
= fixed
carbon dioxide fire-
extinguishing systems for
the protection of
machinery spaces and
cargo pump rooms on
ships constructed à

= shall comply
with requirements for two
separate controls (FSS
Code 5.2.2.2)

à
m
j

½

Ships constructed on or after =
=, shall be provided with
means to prevent blockage of
drainage arrangements of closed
spaces fitted with fixed water spraying
systems to prevent accumulation of
water on the vehicle deck
Ships constructed à
=
= shall comply with this
requirement by the first survey after =
=
Guidelines for the Drainage of Fire-
fighting Water from Closed Vehicle
and Ro-Ro Spaces and Special
Category Spaces of Passenger and
Cargo Ships issued in
MSC.1/Circ.1320
m

"
MSC 84 adopted amendments - in force from
= = - to replace requirements for
"radar transponders" with a requirement for a
"search and rescue locating device"
Search and rescue locating devices shall be
carried on each side of every passenger ship
and every cargo ship of 500 gross tonnage and
upwards. At least one such device shall be
carried on every cargo ship between 300 and
500 gross tonnage. Additional requirements
apply to fitting of search and rescue devices in
liferafts on ro-ro cargo ships.
The search and rescue locating devices shall
conform to the performance standards adopted
by IMO and shall be capable of operating either
in the 9 GHz band or on frequencies dedicated
for AIS.
um = m

m à =! "
#
m

# "
½ 2Ôj
Mandatory carriage of Electronic Chart Display and Information Systems
(ECDIS) for different ship types and sized constructed in the period =
to = was adopted at
From = == ECDIS is accepted as meeting the chart carriage
requirements. From 2002 it may be accepted by the Administration
Use of electronic navigational

charts will probably reduce the
frequency of groundings by more
than one third
It is expected that ECDIS will
reduce the risks related to
several generic accident
scenarios such as groundings,
collision and contact
m

# "
$ %#&!
ridge navigational watch alarm
system (N AS) to be carried
from
= == to = =!
for all cargo ships of 150 gross
tonnage and upwards and
passenger ships irrespective of
size
(SOLAS Reg. V/19)
An $
is
under development and is
intended to be implemented from
=
m

%Ô

%Ô!Ô

The Code of Safe Practice for Solid
Bulk Cargoes (BC Code), adopted
as a recommendatory Code in
1965 and updated at regular
intervals since then, will be
replaced by the mandatory IMSC
Code adopted at MSC 85 by
res. MSC.268(85)
The IMSC Code will be
implemented by amendments to
SOLAS Ch. VI entering into force
on = ==
The provisions of the Code may be applied from = on a

voluntary basis, pending the entry into force on = ==
m

%
m &= %
'
Material safety data sheets for cargo carried by ships carrying MARPOL
Annex I oil and marine fuel oils
The amendments were adopted by resolution MSC.239(83) and enter
into force on =
From = == Material safety data
sheets are to be provided prior to the loading
of such cargoes and taking on à

in accordance with
res. MSC.286(86) and MSC/Circ.1303
m
Ô "
Ô

The Code of the International Standards and Recommended Practices for a
Safety Investigation into a Marine Casualty or Marine Incident
(Casualty Investigation Code) was adopted as Resolution MSC.255(84) in
May 2008; in force from = =
The Code requires a marine safety investigation into every marine casualty
involving the total loss of the ship or a death or severe damage to the
environment
SOLAS Chapter XI-1 was also

amended, making the Code
mandatory and expanding on
Regulation I/21, which more
vaguely requires Administrations
to conduct investigations
m (=
j

%Ô
MSC 85 adopted res. MSC.277(85) on Clarification of the term ulk
carrier´ and Guidance for application of regulations in SOLAS to ships
which occasionally carry dry cargoes in ulk and are not determined as
ulk carriers in accordance with regulation XII/1.1 and chapter II-1
The Guidance covers new ships, only
The MSC Resolution is

, but
may be made mandatory later and
nevertheless governments are urged to apply
the operational measures (paragraph 1.1 of
the Guidance) to ships with keel laying on or
after = and the structural
requirements (paragraph 1.2 of the
Guidance) to ships with keel laying on or after
= =
m (
½ " ! !!Ô

MSC 85 revised the LSA Code and MSC.81(70) by res. MSC.272(85)
and MSC.274(85)
The Code will effective from = = apply 82,5 kg as the average
mass of persons for the prototype testing of lifeboats intended for cargo
ships, free-fall lifeboats and rescue boats
The Code also describes extended requirement to seating arrangement
for free-fall lifeboat
hen adopting the amendment to the
LSA Code, MSC agreed that the
amendments should only apply to
equipment installed on new ships.
However, regarding the installation of
such equipment on existing ships,
MSC considered that the matter is
adequately addressed by the principle
in SOLAS regulation III/1.4.2.

`

'Ô
MSC 85 adopted amendments to
2000 HSC Code regulation 7.17
by res. MSC.271(85)
Existing provisions of paragraph
7.17 of the HSC Code do not
apply to dangerous goods in
accepted quantities pending the
entry into force date of the relevant
amendments to 7.17 of the Code
(i.e. = ==)
"

Ô
" Ô(
The revised ISM Code, adopted by res. MSC.273(85), will from

= = require stronger and mandatory requirements for Company to
identify and assess risks and on this basis to establish appropriate plans
and instructions
Î Company will from same date also be required to

perform internal audits at least annually
Î The ISM Code further elaborates on the
procedures upon renewal verification and
situations mandating extension of expiring SMC
certificates
Î The forms for Safety Management Certificate
(SMC) and the Interim SMC are expanded by a
new field for endorsements

!

j
)
j)!Ô

MSC 84, in May 2008, adopted the bi-annual set of amendments to the
Code (34-08), including changes to provisions for certain substances (such
as changes in requirements for documentation for dangerous goods in
excepted quantities), results from UN Sub-Committee on Experts relating to
UN Recommendations on transport of dangerous goods and a large number
of minor amendments; in force from = =
)

2 "
%Ô m
* +!,-- !!2`) !
The enhanced survey requirements for
bulk carriers and oil tankers have been
extended also to cover bulk carriers
having double-side skin construction
by including a new part in Annex A
of Res. A.744(18) The new part is
primarily based on the IACS Unified
Requirements UR Z10.5
The attendance at the Survey Planning
meeting (para 5.6) has been modified
to include an appropriate qualified
representative appointed by the
master or Company
ÔÔ à
= =
!!u=#
!+`m
Annex I: Prevention of pollution by

Annex II: Control of pollution by

*
+
Annex III: Prevention of pollution by
à Ô à

Annex IV: Prevention of pollution by % from ships
Annex V: Prevention of pollution by from ships
Annex VI: Prevention of

from Ships
`"

*!
A new chapter 8 to MARPOL Annex I was
adopted at MEPC 59, applicable from = Ô
= to all oil tankers of 150 gross tonnage
MEPC 59 also
and above engaged in transfer of oil cargo adopted minor
between oil tankers at sea (STS operations) amendments to
MARPOL Annex I
Such tankers shall hold an STS operations
Regulations 1, 12,
plan approved by the Administration, and must 13, 17, and 38,
notify the coastal state 48 hours in advance if Supplement to the
operation takes place inside the economical IOPP Certificate
zone and Oil Record
ook Parts I and II
m *
!+`m! .!

$
#
"
MEPC 58 in October 2008 adopted the

following new sulphur limits for marine oil fuels
applicable from 1 July 2010:
Globally 4.50% prior to 1 January 2012
3.50% from 1 January 2012
0.50% from 1 January 2020*
In SECAs 1.00% from 1 July 2010
0.10% from 1 January 2015
Sulphur scrubbing will still be an acceptable

method for compliance and there will be no
HFO ban
m *
!+`m! .!

$
##m

2`Ô(
Ô
ÔÔ

à

Ô , $
u = # + *Ô
%
= 1st IAPP Renewal Survey

Engine size 12 months after IMO advised
> 5000 k and by Party of availability
90 liters £
Retroactive (physical and cost)
to existing engines of ³upgrade kit *
â * -==
> 130 k ----
== â * -=
Ships 24m L or £
Operation outside of ECA
= total propulsion
power 750k £ Operation within ECA
£

à .m
u# $
.m

- = = / - à
£
£ = !& 0u #
£ =! ! !! 0u # =& &1 = 1
£ ! 0u # 1
m *
`
2Ô!
m *
`"

2Ô!
!+`m! .!$ 2`Ô(/"

The proposal to designate an ECA for
the coastal waters of USA and Canada Î 2009 Guidelines for Exhaust
was approved with a view to adoption at Gas Cleaning Systems
MEPC 60 adopted by res.
MEPC184(59), now including
Entry into force from August 2012 likely changes to requirements for
monitoring and discharge of
wash water
Î Guidelines for the
Development of a VOC
Management Plan adopted by
res. MEPC185(59)
Requirement applies to all
crude oil tankers from
= =
m *
+
"½ 2

"

Softening commitment to EU 2020 goals (some countries) due
to financial instability
However, "The European Council confirms its determination to
honour the am itious commitments on climate and energy
policy³. Complex agreement finalised December ¶08. Practical
ramifications and impact not clear, but goals for land-based
industry are weakened.
European Parliament (EP) agreed revised carbon trading
system (ETS) in 2008. Airlines to be included. EP instructed
the Commission to consider including shipping by 2013.

$ m ==
à

% Ô

=.
In practical terms this is a decision that is both binding and
non-revocable.
+
"$ m

m
Ô
$ .2

Ô
à um =&# )

m .2 ÔÔ
½ Significant differences in national positions as regards IMO¶s role in curbing
ship emissions of GHG in relation to the mandate of the UNFCCC and Kyoto
protocol
½ Developing countries (non-Annex I) generally in consensus that IMO must
adopt the principles of UNFCCC / Kyoto, i.e.

3 )àà
Ô
u3)#4
½ This is strongly opposed by delegations of the developed countries (Annex 1),
invoking the IMO principle of .

2$
£ 4
½ So far not possible to break this impasse, in-depth discussions on application
of CO2 regulations, as well as on introduction market based instruments
(MI¶s), à (March 2010)
½ Disagreements among MI advocates on instrument most appropriate for
international shipping - bunker tax or emission trading
) '
) $2`Ô(/"

No agreement on regulatory matters ± decisions deferred to MEPC 60 earliest
(March 2010)
Discussion on market based instruments deferred until MEPC60, pending
developments at UNFCCC COP15 (Dec. 09)
Consensus reached on interim guidelines for Energy Efficiency Design Index
(EEDI) and verification scheme, to be used on a voluntary trial basis.
Finalisation of guideline for Energy Efficiency Operational Index (EEOI) to be
used on a voluntary basis,
Consensus on draft guidance on the development of a Ship Energy Efficiency
Management Plan (SEEMP) to be used on a voluntary basis
)')

2`Ô0
COP15 of utmost importance for
progress in 2010, as the
outcome will lay the framework
for MEPC 60 discussions in
March 2010
Discussion expected on
mandatory application of EEDI
Discussions expected on market
based instruments, with
possible recommendations to
IMO Assembly concluded by
MEPC 62
% &

Ô
' 13 February 2004

à
' 12 months after ratification by 30 States,
representing 35 per cent of world merchant shipping tonnage
Status as per :
½ 18 countries ratified
½ 15.36% of world tonnage
16 Guidelines are adopted in connection with the M Convention;
most recently:
½ Guidelines or allast water sampling (G2) Res. MEPC.173(58), and
½ Revised guidelines for approval of allast water management systems (G8)
Res. MEPC.174(58) were adopted at MEPC 58 in October 2008
3
)
%&

Only 95 % of ballast water is exchanged
Aquatic species may survive despite of
frequent water exchanges
3
% & +
%½!
!

%&Ô
i 3 ).

= == = = =! =& =
56 £Ô )£ Ô Ô
3400 ± 15000 / Tanker

1500-
4200 ± 14200 / ulk )=) )#
5000
4100 ± 14000 / General cargo
ù 2009
ù 1500 ù3400 >15000 / Tanker
ù4200 >14200 / ulk )=) )
#
> 5000 ù4100 >14000 / General cargo
ù15000 / Tanker
2009 ù 5000 ù14200 / ulk )=) )#
ù4000 / General cargo
2009 >15000 / Tanker

> 5000 >14200 / ulk )=) )
#
ù 2012 >14000 / General cargo
>15000 / Tanker
2012 > 5000 >14200 / ulk )
>14000 / General cargo
a) Not later than the first intermediate or renewal survey after the anniversary date of delivery of the ship in the year of compliance with the standard
applicable to the ship

D-1 = allast ater Exchange standard according to Reg. D-1 (95% volumetric exchange or pumping through three time the volume of each tank)
D-2 = allast ater Treatment systems according to Reg. D-2, approved by the Administration which treat ballast water to an efficacy of:
Î not more than 10 viable organisms per m 3 >50 micrometers in minimum dimension, and
Î not more than 10 viable organisms per millilitre ù 50 micrometers in minimum dimension and >10 micrometers in minimum dimension
3
%&½ *Ô
"

Applicability
½ All ships of in international trade are to be fitted with:
½ International allast ater Management (I M) Certificate
½ An approved allast ater Management Manual
½ And a allast ater Record ook
General requirements
½ Existing vessels - ballast water * u3# (D1)
½ New vessels ± discharge quality requirements, ballast water
u3£# (D2)
½ Application is a function of keel laying date, ballast capacity over or under 1500/5000 m3 and
year (2012, 2014 and 2016)

of E
½ E will be phased out as an acceptable method for complying with the convention
during a period of time from = to =
½ Gradually Ô of Treatment requirements
½ Exemption by risk considerations
½ based on the assessment of risk represented by a specific ballast voyage
3
%&!
" $ !2`Ô(/
£Ô ÔÔ
$ 3 ÔÔ
$
Pureallast Î Pureallast
SEDNA Peraclean Î SEDNA Peraclean
OceanSaver MS Î OceanSaver allast ater Management System
Electro-Cleen System Î Electro-Clean System
Î Cleanallast!
(NEI Treatment System)
Î Optimarin
2 ÔÔ
$ Î NK-03 lue allast System
Pureallast Î Electro-Clean System

Î Special Pipe
SEDNA Peraclean
Î GloEn-Patrol
OceanSaver allast ater Management System
Î Resource allast Technology
Electro-Cleen System
Î Clear allast
R O allast ater Management System
(Cleanallast) Î TG allastcleaner and TG Environmentalguard system
NK-O3 lueallast System (Ozone) Î Greenships's allast ater Management System

Î Ecochlor allast ater Treatment System
Hitachi allast ater Purification System
(Clearallast) Î allast ater Management System (HHI)
Greenship Sedinox allast ater Management Î (Ecoallast)
System
Î AquaTriCombTM allast ater Treatment System
3
#

14th edition February 2008
List of recent amendments
Chronological implementation
schedule for
A: Cargo ships
: Passenger ships
http://webshop.dnv.com/global/categ
ory.asp?c0=2646
exchange.dnv.com
Ô +
*Ô
u(#
+1 2
*
$ ). *'

Ô'Ô

Ô& $
). (
.
m2
Ô*
)

)!

Ô$
+Ô u # has been operative since 1 February
2008, and shall include data on the following PPE approved by Governments:
1. Oil filtering equipment and oil content meters for

bilge alarms (MSC.60(33))
2. Oil content meters for oily water from cargo tanks
(A.586(14))
3. Oil/water interface detectors (MEPC.5(XIII))
4. Sewage treatment plants (MEPC.2(VI)
5. Shipboard incinerators (MEPC.59(33),
MEPC.76(40) and MEPC.93(45))
6. 15 ppm bilge separators and 15 ppm bilge alarms
(MEPC.107(49)
7. Oil content meters for oily water from cargo tanks
(MEPC.108(49))
8. Sewage treatment plants (MEPC.159(55))
+
Health, safety and environmental issues
Photos: DNV
+ $
%
The Convention calls for

$
, a list of
hazardous materials onboard,
for all ships being delivered to a
ship recycling facility
Î The Inventory of Hazardous Materials is the responsibility of the ship owner and
includes 3 parts:
Part 1 - Hazardous Materials Contained in the Ship¶s Structure and Equipment
Part 2 - Operationally generated wastes
Part 3 - Stores
#Ô
"

+
Adopted in (Hong Kong)
The new convention will provide regulations for:
The design, construction, operation and
preparation of ships so as to facilitate safe and
environmentally-sound recycling
The establishment of an appropriate enforcement
mechanism for ship recycling, incorporating
certification and reporting requirements (for
example Inventory of Hazardous Materials,
previously known as Green Passport)
The operation of ship-recycling facilities in a safe
and environmentally-sound manner
+
j
Ô

Rong Kong International Convention for the Safe and Environmentally
Sound Recycling of Ships - Adopted 15 May 2009
Ship Recycling Plan (SRP) - ³Tacit or ³Explicit approval
Four prohi ited materials from new installation (As estos, PCB, Ozone
Depleting Su stances, Organotin Compounds)
Final survey - check that the SRP is approved, check Parts 1, 2 and 3
and safe-for-hot work, safe-for-entry procedures included
Threshold values - Included in the ³Guidelines for the development of the

Inventory of Hazardous Materials , adopted July 2009 by Resolution
MEPC.179(59)
#Ô
"

+
£ "
i

$
à

à $

à Ô
will enter into force ! months after the date on
which:
15 States @
representing 40 per cent of world merchant
shipping by gross tonnage @
the com ined maximum annual ship recycling
volume of those States must, during the
preceding 10 years, constitute not less than 3 per
cent of their com ined merchant shipping
tonnage ??
'½ Ô
) "
).
Ô

à
Ô Ô
)

u
# à
$

à
"7

$ % $ u& #

$ 2 $
= Ô Ô
=
u # = =

).
um%# um%#

à

)
)
)

.% m
£
3 mÔ
)
Version
& 2
m½
Coating of other Spaces than Sea ater allast Tanks
Gas Code - Completely revised and updated
Emissions to air (CO2, NOx, SOx)
allast ater Management ( M) - Treatment vs Exchange
Goal-based standards
Safety of General Cargo Ships
Recycling of ships - Mandatory instrument for global application (safety
and environment) - Several Guidelines to be developed
Prevention of accidents involving lifeboats
Comprehensive Review of the STC Convention and the STC Code -
Diplomatic Conference to adopt amendments expected in 2010
Review of Principles of safe manning levels
Recovery systems for all types of ships for the rescue of persons at sea
by 2012
)
½% +
º

3

Goal ased Standards were originally intended to cover overall requirements for rules, was
initiated in May 2003 (MSC 77), and has since been on the agenda of MSC

Goals (Tier I), Functional requirements (Tier II) and Verification criteria (Tier III) have been
developed
At MSC 86 the following were agreed in

principle with a view to adoption at MSC 87,
in May 2010 :
Tier I
Goals
Draft SOLAS amendments to make GS
mandatory for new bulk carriers and oil
IMO GS
tankers over 150 m in length from 2015
Tier II Functional
Draft International goal-based ship Requirements
construction standards for such ships
Verification
Draft Guidelines for the verification of Tier III Criteria
conformity with GS
(à )
Tier IV Prescriptive Regulations &
Draft Guidelines for the information to be Class Rules
included in a Ship Construction File, still
under consideration by Industry G Applicable Industry Standards &
Tier V Codes of Practice
m Ô à

) Ô

High rate of accidents are associated with general cargo ships
Documentation confirms that the accident risks are high on general cargo
ships compared to other ship types
MSC 83 agreed that:
½ An FSA analysis of the cause of accidents to be done to identify problem
areas and appropriate risk control options
½ Develop a definition of ³general cargo ship
½ Develop a strategy to set a direction on how best to enhance the safety of
these ships
MSC 86 made little progress; waits for IACS FSA

EU does research with the focuses on:
½ Improvement of technologies for prediction of risks
½ Safety and survivability of ships to remain afloat in an almost upright position
regardless of damage
m Ô à

Ô `
*
MSC 81, July 2006, reviewed a report on incidents of explosions on
chemical and product tankers
The analysis revealed that the accidents occurred
½ For ships ù 20,000 D T
½ During tank cleaning, venting or gas freeing
½ hen established procedures were not observed onboard
½ In ships carrying Marpol Annex II cargoes
None of the incidents occurred when inert gas was applied
MSC 83 therefore tasked a sub-committee to

Ô
- )£ by doing a:
½ A formal safety assessment, and
½ A cost/benefit analysis
½ Considering means to reduce sources of ignition, in-tank pump failures, static
electricity
½ Safety, operational and environmental issues w. r. t. inert gas systems
m Ô à

m ½ -
1. Globalization
a. Freer movement of people, goods, services and information
b. Shipping major facilitator of global trade
c. Shipping standards might be compromised by the forces of liberalization and
competition sweeping through the maritime sector
d. Stave off regional or unilateral tendencies which conflicts with IMO
regulatory framework will be prioritised
2. Heightened maritime safety concerns

a. Implementation of requirements. Flag, port, coastal States, ship-owners and
classification societies are specifically mentioned
3. Heightened maritime security concerns

a. Focus on Ô
of the ISPS Code without affecting the efficiency
of shipping and port operations
m ½ -
4. Heightened environmental consciousness
a. Atmospheric pollution including global warming and recycling
b. Developing effective responses to shipping incidents in order to mitigate
their impact on the environment
5. People at sea
a. Focus on protection of lives at sea through success of search and rescue
operations and ensuring the adequacy of all systems used. Important safety
issues that make concerns: the new and bigger passenger vessels,
increased use of ferries and HSLC, migrants, piracy, armed robbery and
fishers' lives
6. The importance of capacity building in ensuring universal and uniform

application of IMO instruments. There are concerns about the long-term
financial sustainability of the ITCP (Integrated Technical Co-operation
Programme) which assists developing countries
m ½ -
7. Shifting emphasis onto people. Place increased emphasis on the
contribution of the human element to safer, more secure and
environmentally friendly shipping
8. Technology as a major driving force for change in the maritime transport
sector. Developments in communications and information technology
will provide opportunities to develop knowledge management so as to
increase transparency and accessibility to information
2
On the agenda
m 2 !
`
Revised and upgraded EU

Common criteria for $

Revised

à m
Revised EU £àà (VTMS)

(incorporating Athens Convention in EU law)
Ô
%, and Financial Guarantees
EU 2 and control
`
3 /
Agreement on all seven elements of the ³Package
obtained in ³Conciliation between Council
(Member States), European Parliament and
Commission on 8 December 2008
Council of EU Transport Ministers informed
accordingly at their meeting 9 December 2008
Formal adoption by Parliament 11 March 2009 and
Council 23 April 2009
Publication in EU Official Journal in 28 May 2009
Regulation on ROs enters into force 17 June 2009
Rest of ³Package gradually enters into force
2009-11
2 4Ô
½
5

Ô

2
` Ô

` "

`j
º
`

`
!
m
6
+ Ô

`

m
Ô

`

+
Ô

!

2
& 2 7
Action plan for the protection of the high seas
Action plan for maritime R&D
Enhancing EU ³Maritime Clusters and strengthening career
and employment in the maritime sectors
EU input on shipping and GHG ahead of MEPC 59 and
Copenhagen UNFCCC. EU Shipping/ETS initiative in 2011 if
³IMO track fails to deliver
EU strategy on ship dismantling. The concept of ³marine
spatial planning , restricted and protected areas?
Preservation ± and restoration of marine bio diversity
Maritime Transport Strategy 2018 ± published January 2009
* 2 +
+

Strong political drive to avoid oil pollution in EU waters
Increased focus on competitiveness of European Industry
A general belief that IMO works too slowly, hence many new
regulatory initiatives developed and implemented unilaterally
EMSA will take an increasingly stronger role as the EU
maritime technical arm

More and more detailed international

regulations covering more areas than
today
Environmental regulations will be in
focus in the near future, and we will
see a shift from local to global
regulations (from NOx/SOx to CO2)
Increased focus on liability for all
partners within the maritime industry
Corporate Social Responsibility will
play an increasing role in shaping the
maritime industry

Regulatory Update 28-Aug-09

Uploaded by

Document Information

Copyright

Available Formats

Share this document

Share or Embed Document

Sharing Options

Did you find this document useful?

Is this content inappropriate?

Copyright:

Available Formats

Regulatory Update 28-Aug-09

Uploaded by

Copyright:

Available Formats

m 

Including news from IMO MSC 86, MEPC 59

Maritime Safety Committee (MSC)

Fire Protection (FP)

Radio-communications and Search and Rescue (COMSAR)

Safety of Navigation (NAV)

Ship Design and Equipment (DE)

Stability and Load Lines and Fishing Vessels Safety (SLF)

Standards of Training and atchkeeping (ST )

Flag State Implementation (FSI)

The Marine Environment Protection Committee (MEPC)

ulk Liquids and Gases (LG)

Carriage of Dangerous Goods, Solid Cargoes and Containers (DSC)

Legal Committee (LC)

Technical Co-operation Committee (TCC)

new installation of materials´ will be

A new SOLAS regulation

Use of electronic navigational

The provisions of the Code may be applied from =   on a

SOLAS Chapter XI-1 was also

 The MSC Resolution is

The revised ISM Code, adopted by res. MSC.273(85), will from

Î Company will from same date also be required to

Annex I: Prevention of pollution by

 MEPC 58 in October 2008 adopted the

 Sulphur scrubbing will still be an acceptable

3400 ± 15000 / Tanker

 2009 >15000 / Tanker

applicable to the ship

 Pureallast Î Electro-Clean System

 NK-O3 lueallast System (Ozone) Î Greenships's allast ater Management System

$  ). *  '

1. Oil filtering equipment and oil content meters for

Health, safety and environmental issues

 The Convention calls for

 Threshold values - Included in the ³Guidelines for the development of the

  $  % $  u& #   

At MSC 86 the following were agreed in

 MSC 86 made little progress; waits for IACS FSA

2. Heightened maritime safety concerns

3. Heightened maritime security concerns

6. The importance of capacity building in ensuring universal and uniform

 Revised and upgraded EU

`    "

 More and more detailed international

You might also like

m

ulk Liquids and Gases (LG)

new installation of materials´ will be

The provisions of the Code may be applied from = on a

The MSC Resolution is

MEPC 58 in October 2008 adopted the

Sulphur scrubbing will still be an acceptable

2009 >15000 / Tanker

Pureallast Î Electro-Clean System

NK-O3 lueallast System (Ozone) Î Greenships's allast ater Management System

$ ). *'

The Convention calls for

Threshold values - Included in the ³Guidelines for the development of the

$ % $ u& #

MSC 86 made little progress; waits for IACS FSA

Revised and upgraded EU

` "

More and more detailed international