Lloyds Register - Future IMO Legislation (August 2013)

Future IMO legislation August 2013 This publication provides an overview of the known amendments to the existing statutory regulations and instruments, mandatory under the conventions and codes. The known amendments include; amendments that are in transitional period toward full implementation; adopted amendments that will enter into force on or after 1 August 2013; the major topics currently under discussion and development (discussions up to MSC 92 (June 2013)).

Index Part 1 – Adopted future IMO legislation A – Adopted IMO requirements in transitional period for full application This part includes requirements that have recently entered into force but are still in a transition period due to their application formulation. For example, SOLAS regulation V/19 entered into force on 1 January 2011, however, the requirements applies on different dates depending on type and size of ship, as well as whether target is a new ship or retrofitting to an existing ship. B – Adopted IMO requirements entering into force in the near future This part includes requirements that have been adopted and have an entry into force date which has been established by the IMO or ILO, but not yet reached. Part 2 – IMO requirements currently under development This part covers legislation that is currently under discussion and has not been adopted; therefore, no fixed entry into force date has been agreed. It also covers legislation that has been adopted but has no certain entry into force date because the conditions have not yet been met. Tables – quick references for application The numbers in the index tables are a reference number for each item, given in the left-hand column of the full entry on the corresponding page.

 Table 1a – New ships – Adopted mandatory regulatory amendments which are entering into force  Table 1b – New ships – Likely amendments which are currently under discussion and development – subject to change  Table 2a – Existing ships – Adopted mandatory regulatory amendments which are entering into force  Table 2b – Existing ships – Likely amendments which are currently under discussion and development – subject to change Notes - Non-mandatory legislation is not included. Applicability of regulations varies for FSUs and FPSOs depending on whether they are detached and

undergoing voyage or fixed. This table refers only to those which are permanently applicable. Requirements for offshore supply vessels (OSVs) are the same as those listed for general cargo ships. Entries marked with * in below tables have staggered application dates and multiple entries.

Lloyd’s Register : Future IMO Legislation © Lloyd's Register August 2013

Summary of major developments: This version covers updates out of FP 56, COMSAR 17, BLG 17, SLF 55, FSI 21, DE 57, STW 44, MEPC 65 and MSC 92. The item ID number is the reference used in this document for the detailed entry. Significant approvals or adoptions: MARPOL amendments were adopted which extend the Energy Efficiency Design Index (EEDI) regulatory framework to include ro-ro ships, cruise passenger ships with non-conventional propulsion and to exempt cargo ships with ice-breaking capacities (ID 188). SOLAS amendments were adopted which will require drills at least once every two months for entry into enclosed spaces and rescue of personnel from the space, from 1 January 2015 (ID 248). SOLAS amendments were adopted to require muster drills prior to, or immediately upon, departure for ships where passengers will be on board for more than 24 hours, from 1 January 2015 (ID 249). Following a review of NOx emissions reduction technology, a 5-year delay to the entry into force of the Tier III controls for NOx emissions under MARPOL Annex VI was agreed. However this remains subject to adoption at MEPC 66 and we recommend waiting for this conclusion (ID 263-D). SOLAS amendments were approved which would require inert gas systems for new oil and chemical tankers between 8,000 and 20,000 dwt (ID 239-D). The draft text for a comprehensive revision of the International Code for the Construction and Equipment of Ships Carrying Liquefied Gases in Bulk (IGC Code) was approved. It has been prepared as a set of amendments to the existing IGC Code, rather than a new code (ID 189-D). SOLAS amendments were approved which will require additional means of escape from machinery spaces for new passenger and cargo ships, and the means to ensure additional protection to open ladders forming part of escape routes or providing access to them (ID 254-D).

Lloyd’s Register : Future IMO Legislation © Lloyd's Register August 2013

Significant new items being considered or milestones in ongoing developments: A draft Assembly resolution to support a smoother entry into force of the Ballast Water Convention has been agreed. If adopted by IMO’s Assembly in November 2013 there will be a new schedule for compliance for ships constructed before the entry into force of the Convention (ID 154). Norway became the first national administration to ratify the Ship Recycling Convention (ID 155). A proposal is being discussed for oil tankers to be fitted with a stability instrument capable of verifying compliance with the relevant intact and damage stability requirements, or in some instances to have access to a remote system such as shore support instead (ID 255-D). New requirements for the fire resistance of ventilation ducts for new ships are under consideration, which would require additional inspection hatches, fire dampers and extended insulation (ID 252-D).

Significant entries into force in the near future: The ILO Maritime Labour Convention 2006 will enter into force on 20 August 2013 (ID ILO 0001). Previously adopted requirements with a significant upcoming phased entry into force date: None at this time.

Lloyd’s Register : Future IMO Legislation © Lloyd's Register August 2013

Table 1a – NEW SHIPS – Adopted mandatory regulatory amendments which are entering into force Ship type From page

All ship types

Passenger Ships

11

150-1* 150-2 153-1* 158* 159* 209*

150-1* 150-2 153-1* 158* 159* 209*

Ro-Ro Passenger Ships 150-1* 150-2 153-1* 158* 159* 209*

21

182* 188 188-1

182* 188 188-1

182* 188 188-1

32 32

233 ILO0001

233 ILO0001

233 ILO0001

34

187 193 197 203 204 206 210 212 245

187 193 197 203 204 206 210 211 212 245

187 193 197 203 204 206 210 211 212 245

Prior to 1 January 2012

1 January 2013

1 August 2013 20 August 2013 1 January 2014

1 June 2014 1 July 2014

Chemical Tankers

Gas Carriers

Bulk Carriers

Container Ships

150-1* 150-2 153-1* 158* 159* 209* 167 182* 188 188-1 233 ILO0001 187 193 197 203 204 206 207 210 212 213 245

150-1* 150-2 153-1* 158* 159* 209*

150-1* 150-2 153-1* 158* 159* 209*

182* 188 188-1

182* 188 188-1

233 ILO0001

233 ILO0001

150-1* 150-2 153-1* 158* 159* 209* 182* 188 188-1 198 233 ILO0001

187 193 197 203 204 206 210 212 213 245

187 193 197 203 204 206 210 212 245

44

46

1 October 2014 1 January 2015

Oil Tankers

64 64

150-1* 150-2 153-1* 158* 159* 209*

General Cargo Ships 150-1* 150-2 153-1* 158* 159* 209*

Ro-Ro Cargo Ships 150-1* 150-2 153-1* 158* 159* 209*

182* 188 188-1

182* 188 188-1

182* 188 188-1

233 ILO0001

233 ILO0001

233 ILO0001

187 193 197 203 204 206 207 210 212 245

187 193 197 203 204 206 210 212 245

187 193 197 203 204 206 210 212 245

187 193 197 203 204 206 210 212 245

High Speed Craft

FSUs and FPSOs

MODUs

188-1

188-1

153-3*

205

186

158* 159* 182* 199 201 219 220 221 222 223 226 227 235 236 250

158* 159* 182* 199 201 208 219 220 221 222 223 224 226 227 235 236 250

247 150-1* 244 248 266

247 150-1* 244 248 249

158* 159* 182* 183 199 201 202 208 219 220 221 222 223 224 226 227 235 236 250 247 150-1* 244 248 249

158* 159* 182* 199 201 208 219 220 221 222 223 225 226 227 235 236 250

158* 159* 182* 199 201 208 219 220 221 222 223 225 226 227 235 236 250

158* 159* 182* 199 201 208 219 220 221 222 223 226 227 235 236 250

158* 159* 182* 199 201 202 208 219 220 221 222 223 226 227 235 236 250

158* 159* 182* 199 201 202 208 219 220 221 222 223 226 227 235 236 250

158* 159* 182* 199 201 208 219 220 221 222 223 226 227 235 236 250

158* 159* 182* 183 199 201 202 208 219 220 221 222 223 226 227 235 236 250

247 150-1* 244 248 266

247 150-1* 244 248 266

247 150-1* 244 248 266

247 150-1* 240 244 248

247 150-1* 244 248 266

247 150-1* 244 248 266

247 150-1* 244 248 266

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1 July 2015 1 January 2016

1 July 2016 1 July 2017 1 January 2018

69

159*

70

150-1* 153-1*

266 159* 150-1* 153-1* 195*

266 159*

72

159*

159*

159*

73 73

159*

159* 195*

159* 195*

150-1* 153-1* 195*

159*

159*

159*

266 159*

159*

159*

159*

150-1* 153-1*

150-1* 153-1*

150-1* 153-1*

150-1* 153-1*

150-1* 153-1*

150-1* 153-1*

150-1* 153-1*

159*

159*

159*

159*

159*

159*

159*

159*

159*

159*

159* 175 159*

159* 175 159*

153-3*

* - 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

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Table 1b – NEW SHIPS – Likely amendments which are currently under discussion and development – subject to change Ship type From page Expected January 2014 – December 2015 Expected January 2016 onwards

75

81

All ship types

Passenger Ships

Ro-Ro Passenger Ships

232 265

232 264 265 154 155 185 217 234 241 246 252 253 254 255 256 258 259 260 262

154 155 217 234 241 246 252 253 254 255 256 258 259 260 262

Oil Tankers

Chemical Tankers

Gas Carriers

Bulk Carriers

Container Ships

General Cargo Ships

Ro-Ro Cargo Ships

232 264 265

232 265

232 265

232 264 265

232 265

232 265

232 265

232 264 265

154 155 185 217 218 234 241 246 252 253 254 255 256 258 259 260 262

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

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

154 155 189 192 217 234 241 246 252 253 254 255 256 258 259 260 262

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

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

154 155 185 192 217 234 241 246 252 253 254 255 256 258 259 260 262

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

High Speed Craft

FSUs and FPSOs

155

155

MODUs

155 256

* - 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

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Table 2a - EXISTING SHIPS – Adopted mandatory regulatory amendments which are entering into force Ship type From page

All ship types

Passenger Ships

Ro-Ro Passenger Ships

Oil Tankers

Chemical Tankers

Gas Carriers

Bulk Carriers

Container Ships

General Cargo Ships

Ro-Ro Cargo Ships

High Speed Craft

11

150-1* 150-2 153-1* 158* 159* 209*

150-1* 150-2 153-1* 158* 159* 209*

150-1* 150-2 153-1* 158* 159* 209*

150-1* 150-2 153-1* 158* 159* 209*

150-1* 150-2 153-1* 158* 159* 209*

150-1* 150-2 153-1* 158* 159* 209*

150-1* 150-2 153-1* 158* 159* 209*

150-1* 150-2 153-1* 158* 159* 209*

150-1* 150-2 153-1* 158* 159* 209*

153-3*

21

182* 188-1

182* 188-1

182* 188-1

182* 188-1

182* 188-1

182* 188-1

182* 188-1

182* 188-1

182* 188-1

32 32

233 ILO0001

233 ILO0001

233 ILO0001

233 ILO0001

233 ILO0001

233 ILO0001

233 ILO0001

233 ILO0001

34

187 193 197 206 210 212 245

187 193 197 206 210 212 245

187 193 197 206 210 212 245

233 ILO0001 187 193 197 206 207 210 212 213 245

150-1* 150-2 153-1* 158* 159* 209* 182* 188-1 198 233 ILO0001

187 193 197 206 210 212 213 245

187 193 197 206 210 212 245

187 193 197 206 207 210 212 245

187 193 197 206 210 212 245

187 193 197 206 210 212 245

187 193 197 206 210 212 245

158* 159* 182* 199 214 219 226 227 235 236 250 247

158* 159* 182* 199 214 219 226 227 235 236 250 247 150-1* 244 248 249 266 159* 150-1* 153-1*

158* 159* 182* 199 214 219 226 227 235 236 250 247 150-1* 244 248 249 266 159* 150-1* 153-1*

158* 159* 182* 199 214 219 226 227 235 236 250 247 150-1* 240* 244 248 266 159* 150-1* 153-1*

158* 159* 182* 199 214 219 226 227 235 236 250 247

158* 159* 182* 199 214 219 226 227 235 236 250 247

150-1* 244 248 266

150-1* 244 248 266

159* 150-1* 153-1*

159* 150-1* 153-1*

Prior to 1 January 2012

1 January 2013

1 August 2013 20 August 2013 1 January 2014

1 June 2014 1 July 2014

44

46

1 October 2014 1 January 2015

64

64

1 July 2015 1 January 2016

69 70

150-1* 244 248 266 159* 150-1* 153-1*

158* 159* 182* 199 214 219 226 227 235 236 250 247

186 158* 159* 182* 199 214 219 226 227 235 236 250 247

158* 159* 182* 199 214 219 226 227 235 236 250 247

158* 159* 182* 199 214 219 226 227 235 236 250 247

150-1* 244 248 266

150-1* 244 248 266

150-1* 244 248 266

150-1* 244 248 266

159* 150-1* 153-1*

159* 150-1* 153-1*

159* 150-1* 153-1*

159* 150-1* 153-1*

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FSUs and FPSOs

MODUs

188-1

188-1

205

153-3*

8

1 July 2016 1 July 2017

72 73

1 January 2018

73

159* 159*

159* 159*

159* 159*

195*

195*

159* 159*

159* 159*

159* 159*

159* 159*

159* 159*

159* 159*

159* 159*

* - entry has staggered application dates according to ship type and size, and therefore multiple entries below. You are advised to read application details carefully in each case

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Table 2b - EXISTING SHIPS – Likely amendments which are currently under discussion and development –subject to change Ship type All ship types

Passenger Ships

Ro-Ro Passenger Ships

Oil Tankers

Chemical Tankers

Gas Carriers

Bulk Carriers

Container Ships

General Cargo Ships

Ro-Ro Cargo Ships

75

232 265

232 265

232 265

232 265

232 265

186 232 265

232 265

232 265

232 265

232 265

81

154 155 217 232 234 241 246 255 258 259 262

154 155 185 217 232 234 241 246 255 258 259 262

154 155 185 217 218 232 234 241 246 255 258 259 262

154 155 185 192 217 232 234 241 246 255 258 259 261 262

154 155 185 192 217 232 234 241 246 255 258 259 262

154 155 189 192 217 232 234 241 246 255 258 259 262

154 155 185 192 217 232 234 241 246 255 258 259 261 262

154 155 185 192 217 232 234 241 246 255 258 259 262

154 155 185 192 217 232 234 241 246 255 258 259 262

154 155 185 192 217 218 232 234 241 246 255 258 259 262

From page Expected January 2014 – December 2015 Expected January 2016 onwards

High Speed Craft

FSUs and FPSOs

MODUs

155

155

155

* - 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

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Part 1 – Adopted future IMO legislation A – Adopted IMO requirements in a transitional period for full application* * Requirements that have already entered into force but have application dates which exceed the entry into force date. For example, requirements with more than one phase of introduction, or requirements with a period of grace. 150-1 1 July 2010

The Revised MARPOL Annex VI Adopted by Resolution MEPC.176(58) Background: This is the comprehensive review of MARPOL Annex VI. As MARPOL Annex VI has been introduced as a protocol to the MARPOL Convention, these amendments will be applicable to the states which are party to the protocol only. The revised text of the MARPOL ANNEX VI was approved at MEPC 57, which was adopted at MEPC 58, October 2008. The Committee agreed to revise the date of entry into force as of 1st July 2010. Consequently the reduction in the SECA / ECA limit to 1.00% m/m would also so be delayed. Summary: Revised entry dates on the key issues SOx control Global Currently: 4.5% From entry into force of revised Annex ( 1 July 2010) – 4.50 % 1 January 2012: 3.50% 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 Tier III control (Emission Control Area only)

Emission Control Area Currently:1.5% 1 July 2010: 1.00% 1 January 2015: 0.10%

1 January 2011 1 January 2016

NOx control – new engine Lloyd’s Register Marine Business Stream : Future IMO Legislation, August 2013

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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.” Lloyd’s Register Marine Business Stream : Future IMO Legislation, August 2013

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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.

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Criteria and Procedure for Designation of Emission control area MEPC 59 agreed to keep the criteria as prepared by MEPC 57. Ozone depleting substances An inventory for the list of substances kept onboard will be required. Please note that LR has published a guide titled: “Understanding exhaust gas treatment systems” to support ship owners and operators in deciding whether this is an appropriate compliance option for them. Implication: Owner: Significant impact. The following is the primary areas for the owners concern:  Selection of the fuel (There could be difficulties in obtaining required fuel, possible difficulties of using two fuels – especially change over prior to entering into SECA)  VOC Management Plan  Possible upgrade of existing engine Shipbuilder/Equipment manufacture: Significant impact for the compliance with the new standard for engines. There may be demands for the development of exhaust gas cleaning systems for which, numbers of regulatory developments are still required. National Administration / Recognized Organization: Significant impact. It may require additional resources and expertise for the proper implementation of the new requirements. Development of the policy / standard for the requirement to the existing engine needs careful attention. Application: All ships to which MARPOL Annex VI applies – generally speaking, ships of 400 gross tons and above (new and existing ships). Reference - LR Classification News No. 19/2011 and No. 33/2012, available at CDLive ClassNews link 150-2 1 July 2010

NOx Technical Code 2008 Adopted by Resolution MEPC.177(58) Background and summary: The main changes to the Code are: a new chapter for the approval of ‘approved method’ (existing ships) arrangements; inclusion of requirements covering the approval of direct measurement and monitoring methods; and amended NOx emission calculation procedures. The MEPC will be issuing a circular to facilitate the application of the revised Code to Tier II engine certification.

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Implication: Shipbuilder/Equipment manufacture: Required to meet the new standard introduced by this code. National Administration / Recognized Organization: To prepare new type approval and survey procedures based upon the new code. Application: Engines over 130 kW irrespective of the size of ship onto which such engines are subsequently installed. Reference - LR Classification News No. 22/2010, available at CDLive ClassNews link 153-1 1 January 2011

SOLAS 1974. Chapter II-2 Regulations 1 and 19 – Carriage of dangerous goods (Note to table 1 and 2 and entire table 19.3) Adopted by Resolution MSC.269(85) Background: The proposal was to update the Note 1 to table 19.1 and 19.2 as well as replace entire table 19.3 with the relevant amendments to regulation 1. The similar amendments were proposed together to chapter 7 of the HSC Code. Summary: The changes have been made to eliminate inconsistencies between SOLAS and the IMDG Code and will mainly affect the requirements for the carriage of dangerous goods in packaged form. There will be little or no effect on vessels carrying only solid dangerous goods in bulk. Implication: No changes are required to ship construction but the dangerous goods cargo classes which vessels can carry may be affected. Application (further amendments were approved at MSC 89 look at 214-D): New ships (constructed on or after 1 January 2011). They are applied to existing ships through amendments to Chapter II-2, regulation 1. The following ships must comply no later than the date of the first renewal survey on or after January 1, 2011:  cargo ships of 500 gt and above and passenger ships constructed on or after September 1,1984, but before January 1, 2011, and  cargo ships of less than 500 gt constructed on or after February 1, 1992, but before January 1, 2011. Exceptions Chapter II-2, regulation 1 exempts older vessels from complying with certain requirements of the revised regulation 19 if they differ from those contained in the previous regulation 19 and the older regulation 54, which is being phased out. Specifically:  alterations to cargo space fire detection systems are not required on older vessels if the revised regulation 19 requirements are different, and  vessels built before July 1, 1998, do not need to comply with the revised regulation 19 ro-ro space separation requirements. Note: The MSC 85 confirmed that the provisions of regulation II-2/19 do not apply to dangerous goods in “excepted quantities”

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pending entry into force of the relevant amendments to regulation II-2/19 (1 January 2011). (Refer to chapter 3.5 of the IMDG Code) Reference - LR Classification News No. 40/2010, available at CDLive ClassNews link 153-3 1 January 2011

International Code of Safety for High-Speed Craft, 2000 (HSC Code 2000) Paragraph 7.17 – Fire Safety – note 1 to table 7.17-1 and entire table 7.17-3 Adopted by Resolution MSC.271(85) Background: Similar amendments were approved for SOLAS chapter II-2. (see item 153-1) Summary: A set of amendment similar to those to the SOLAS Chapter II-2 were introduced in the HSC Code 2000. Existing note 1 to table 7.17-1 has been revised to clarify an application of ventilation requirements for different classes of dangerous goods carried in container cargo spaces. Similar to the re-insertion of the footnote for SOLAS Regulation 19, footnotes 17 and 18 under table 7.17-3 of the 2000 HSC code were also agreed for re-insertion. Footnotes 9 and 10 under table 7.17-3 were also inserted. The MSC 85, in conjunction with the decision made to SOLAS Regulation II-2/19 above, agreed not apply the requirements to dangerous goods in excepted quantities pending entry into force of the relevant amendments (1 January 2011). Implication: Nominal, as this is primarily solving the inconsistencies between texts. Applications: New crafts (constructed on or after 1 January 2011) and not later than the date of the first renewal survey on or after 1 January 2011 for existing crafts (crafts constructed on or after 1 July 2002). Note: MSC 85 confirmed that the provisions of paragraph 7.17 do not apply to dangerous goods in “excepted quantities” pending entry into force of the relevant amendments to Paragraph 7.17 (1 January 2011). (Refer to chapter 3.5 of the IMDG Code)

158 1 January 2011

SOLAS 1974. Chapter V Regulation 19 – Carriage requirements for a bridge navigational watch alarm system (BNWAS) Adopted by: Resolution MSC.282(86) Background: A bridge watch navigational alarm system is a device which triggers an alarm if an Officer on Watch (OOW) becomes incapable of performing the 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

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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 fireprotection boundaries.  BNWAS is required to meet the IMO’s performance standard (MSC.128 (75)).  BNWAS is to be type approved by the flag Administration or its Recognized Organization (e.g., Classification Society). Shipowners  BNWAS will be required on the existing ships (at the first survey after the date specified) as well. Owners will need to be prepared to make retrofitting arrangements. Owners are encouraged to take the opportunity to make such arrangements at dry-docking, if there is such an opportunity. Flag Administrations & their recognized organizations  It will be necessary to type approve the system in a timely manner.  Relevant survey guidelines should be prepared.  The requirements will apply to ships not engaged on international voyages as well. Application: Ship type

Gross tonnage

Passenger ships Non-passenger ships

All 3,000 gt and above 500 gt and above but less than 3,000 gt 150 gt and above but less than 500 gt

New ships (keel laying date) 1 July 2011 1 July 2011 1 July 2011

Existing ships (not new ship) Not later than the first survey* on or after 1 July 2012 Not later than the first survey* on or after 1 July 2012 Not later than the first survey* on or after 1 July 2013

1 July 2011

Not later than the first survey* on or after 1 July 2014

*The first survey means the first annual survey, the first periodical survey or the first renewal survey, whichever is due first after the date specified. For a passenger ship, this is the first renewal survey for Passenger Ship Safety Certificate; for a cargo ship (nonLloyd’s Register Marine Business Stream : Future IMO Legislation, August 2013

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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. Reference - LR Classification News No. 23/2010, available at CDLive ClassNews link 159 1 January 2011

SOLAS 1974. Chapter V Regulation 19 – Carriage requirements of ECDIS Adopted by: Resolution MSC.282(86) Background: ECDIS (Electronic Chart Display and Information System) is shipborne navigational equipment, which is regarded as an equivalent to paper charts as per the SOLAS regulation V/27 and the regulation V/19.2.1.4. In other words, it is currently optional equipment. By the amendment adopted at MSC 86, ECDIS will be mandatory for new ships in 2012 (passenger ships and oil tankers) or 2013/2014 (other ships). Existing ships will be required to retrofit the system. Summary: In paragraph 2.1, the existing subparagraph .4 is replaced by the following: “4 nautical charts and nautical publications to plan and display the 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;

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

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

Passenger ships

500 and above

New ships (Construction – keel laying date) 1 July 2012

Existing ships (Ships not new ships)

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 (nonpassenger ship), this is either the Cargo Ship Safety Equipment Survey or, for ships with a Cargo Ship Safety Certificate, the Cargo Ship Safety Survey. For both passenger ships and cargo ships which are under construction, if the keel is laid before, but the ship is delivered after, the date specified in the relevant regulation, the first survey is the initial survey. Reference - LR Classification News No. 33/2009, available at CDLive ClassNews link Lloyd’s Register Marine Business Stream : Future IMO Legislation, August 2013

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209 1 January 2012

2010 STCW Convention and STCW Code Adopted by 2010 Manila Conference Background: The original STCW convention was adopted in 1979. The totally revised convention, supplemented by the STCW Code was adopted in 1995. Further comprehensive revision to the convention was concluded in 2010. Summary: Major changes are  Update standards of competence required, particularly in light of emerging technologies;  Detailed requirements on hours of work and rest, prevention of drug and alcohol abuse, and medical fitness standards for seafarers.  Improved measures to prevent fraudulent practices associated with certificates of competency and strengthen the evaluation process (monitoring of Parties' compliance with the Convention).  New certification requirements for able seafarers.  New requirements relating to training in modern technology such as electronic charts and information systems (ECDIS).  New requirements for marine environment awareness training and training in leadership and teamwork.  New training and certification requirements for electro-technical officers.  Updating of competence requirements for personnel serving on board all types of tankers, including new requirements for personnel serving on liquefied gas tankers.  New requirements for security training, as well as provisions to ensure that seafarers are properly trained to cope if their ship comes under attack by pirates.  Introduction of modern training methodology including distance learning and web-based learning.  New training guidance for personnel serving on board ships operating in polar waters.  New training guidance for personnel operating Dynamic Positioning Systems. Implication: Shipowners and managers are to note:  Implication of the rest change made to the rest periods may affect manning level  During the transitional periods, owners must ensure that seafarers will have new certificates meeting new standard. Application Seafarers working onboard (not relevant to ship type). While the requirements entered into force on 1 January 2012, there are 5 year transitional period granted for taking full effect (until 1 January 2017). Relevant instruments STCW.7/Circ.16 Clarification of transitional provisions relating to the 2010 Manila Amendments to the STCW Convention and Code (e.g., Switch over of the training programme from 1 July 2013)

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167 1 January 2013

SOLAS 1974. Chapter II-1 Regulation 3-11 - Corrosion protection of cargo oil tank of crude oil tankers Adopted by Resolution MSC.291(87) Background : Following the accident resulted from the structural failure tankers; corrosion protection measures for cargo oil tankers were developed. Summary: This regulation makes the performance standard mandatory. The following are the key points of the draft SOLAS regulation:  It sets up entry into force date by building contract, keel lay date and delivery date (in the same manner current SOLAS regulation II-1/3-2 defines)  It refers to the mandatory coating standard, which is to be adopted simultaneously  It accepts the alternative measures – i.e. use of the corrosion resistant steel, subject to compliance with the mandatory standard that will be developed by the IMO  The requirements do not apply to combination carriers and chemical tankers.  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:

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    

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 Lloyd’s Register Marine Business Stream : Future IMO Legislation, August 2013

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of crude oil tankers Background: Protective coatings are required in cargo oil tanks on crude oil tankers by SOLAS II-1/3-11. This circular gives guidelines for the in-service repair and maintenance of coatings. Summary: Specific guidance on the repair and maintenance is given (including “permissible” levels of deterioration before repair is required, coating thicknesses of repairs and conditions before repair can be carried out). Implications: Owners: The guidelines can be used as a reference document when repair or re-coating is required. There will be a significant impact on these works. Flag Administrations/Recognized Organizations: will need to include the guidance in training and instructions to surveyors. Application: Coating requirements of cargo oil tanks on crude oil tankers of 5,000 dwt or above contracted for construction on or after 1 January 2013. 5. MSC.1/Circ. 1421 - MSC circular on Guidelines on exemptions for crude oil tankers solely engaged in the carriage of cargoes and cargo handling operations not causing corrosion, together with the possible input from FSI 20 on the draft Guidelines Background: SOLAS regulation II-1/3-11 (resolution MSC.291(87)) requires that all cargo oil tanks of crude oil tankers be protected from corrosion. However Administrations may exempt a crude oil tanker from the requirement if the ship is built to trade solely in the carriage of cargoes which do not cause corrosion. Guidance on these exemptions is needed to ensure consistency. Summary: The guidelines provide:  information about the causes of corrosion and the way corrosion happens,  criteria for identifying a “benign” crude oil,  information about blending and the assessment of whether the blended oil is “benign”, and  a procedure for exemptions and verification. Implication: The guidelines will assist Flag Administrations with their decision making on whether to permit an exemption or not. Owners may wish to refer to the guidelines before deciding whether to apply for an exemption, although it should be noted that the final decision is the Flag Administration’s. Application: Oil tankers which are carrying “benign” crude oil. For a Lloyd's Register guidance note on this regulation, please visit www.lr.org/oiltanks Lloyd’s Register Marine Business Stream : Future IMO Legislation, August 2013

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Reference - LR Classification News No.24/2012, available at CDLive ClassNews link 182 1 January 2013

Amendments to the SOLAS regulation III/1 – on load release mechanisms and to the LSA Code – paragraph 4.4.7.6 – on load release hooks Adopted by Resolution MSC.317 (89) Entry into force – 1 January 2013 – will take effect on 1 July 2014 Background: In order to minimise accidents associated with on load release mechanism the IMO developed amendments to SOLAS regulation III/1.5, the LSA Code chapter IV, and “Recommendations on the test procedure for Life Saving Appliances (MSC.81 (70))” with a view to applying the requirements to both new and existing ships on-load release and retrieval systems. The circular MSC.1/Circ.1392 was also developed to evaluate compliance of existing on-load release and retrieval systems. Summary: As a result of many years of discussion the Guidelines for Evaluation and Replacement of Lifeboat Release and Retrieval Systems (MSC.1/Circ.1392) were finalised by DE 55. These guidelines consist of a multi stage evaluation: initial design assessment of each release mechanism type by the manufacturer; a design review by the Flag Administration and/or Recognised Organisation against relevant parts of the LSA Code, followed by a performance test; and reporting of the results of the evaluation to the IMO. Additionally, an onboard verification will be carried out (one-time follow up overhaul examination) for every operating mechanism on every ship. Summary of new requirements adopted/approved at MSC 89: 1. Resolution MSC. 317 (89) which introduces new requirements under SOLAS regulation III/1.5 for lifeboat release and retrieval systems (RRS). The requirements apply to on-load mechanisms installed on all ships (new and existing cargo and passenger ships). The entry into force date is January 1, 2013, and the requirements will take effect on July 1, 2014. 2. Resolution MSC. 320 (89) which revises the LSA Code (Chapter IV). The expected entry into force date is January 1, 2013. The main purpose of the revision of chapter IV of the Code is to prevent unexpected accidents during lifeboat drills and/or inspections. 3. MSC.1/Circ.1392, Guidelines for Evaluation and Replacement of Lifeboat Release and Retrieval Systems. These Guidelines are only applicable to existing RRS. They cover: design review; performance test; reporting the evaluation results for existing RRS; one-time follow-up overhaul examination; and procedure for replacing non-compliant RRS. 4. MSC.1/Circ.1393, MSC circular on Early Application of new SOLAS regulation III/1.5. This circular clarifies the application to new ships and encourages the use of compliant on-load RRS at the earliest opportunity.

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5. Resolution MSC.321 (89), Amendments to the revised recommendation on testing of life-saving appliances (Resolution MSC.81 (70), as amended), relevant to the revised LSA Code Chapter IV. Implications: Shipowners & Ship managers: Existing ships: Identify whether installed lifeboats’ on-load release mechanisms have been evaluated and identified as being in compliance with the LSA Code Chapter IV, as amended by MSC.320(89), If not, replacement of release mechanisms will be required. Further, if the manufacturer of the hooks onboard is no longer in existence, there may be a possibility that such hooks will be required to be replaced, as design appraisal, etc. may not be possible. New ships: On-load release mechanisms on lifeboats installed on/after the entry into force date of the amendments to the LSA Code will be required to comply with the new requirements in full. The application scheme is crucial in this regard – see the “application” section below. Manufacturers: Ensure that past and existing lifeboats’ on-load release mechanism designs have been evaluated as being a “safe design/have a good safety record”. If not, then clients will be required to replacement mechanisms. New mechanisms will be required to comply with the new requirements of the LSA Code in full and be suitably type approved. Manufactures will be required to undergo a re-approval process for hooks that have previously been approved. There may be additional costs for this process. Flag Administrations and their Recognized Organizations (classification society): Ensure that existing lifeboats’ on-load release mechanism are evaluated to verify compliance with the LSA Code as amended by MSC.320(89) and share this information with other Administrations. Application: Lifeboat on-load release hooks as required by the SOLAS chapter III (passenger ships regardless of tonnage engaged on international voyages and cargo ships (non-passenger ships) of 500 GT or over engaged on international voyages). It is tentatively agreed that implementation (after the entry into force of the requirement) will be 1 July 2014 for new ships, and first scheduled dry docking for existing ships. However, it should be noted that design appraisal of the on-load release mechanism and other necessary verification work should be completed well before that date. Refer to MSC.1/Circ.1393. Reference - LR Classification News No.09/2011, available at CDLive ClassNews link, LR guidelines on Lifeboat release and retrieval systems are also available on the website 188 1 January 2013

New Chapter 4 of MARPOL Annex VI –Energy Efficiency Design Index (EEDI) Adopted by Resolution MEPC.203 (62) Entered into force – 1 January 2013 Background: EEDI is a design index for a ship’s energy efficiency. It was originally developed as a non-mandatory instrument to help control CO2 emissions from shipping but now the EEDI is mandatory under Annex VI of the MARPOL Convention which was

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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 applicable for new ships as given below, except for ships with diesel-electric, steam turbine or hybrid propulsion system: (Date)  Ship for which the building contract is placed on or after 1st January 2013;  In the absence of a building contract, the keel is either laid or which is at a similar stage of construction, on or after 1st July 2013;  The delivery of the ship is on or after 1st July 2015.  Additional phase implementation dates are detailed under MEPC.1/Circ.795 (Ship types)  Bulk carrier  Gas tanker  Container ship  General cargo ships (excluding specialized dry cargo ships, namely livestock carrier, barge carrier, heavy load carrier, yacht carrier, nuclear fuel carrier)  Refrigerated cargo carrier  Combination carrier  Passenger ships  Ro-ro cargo ship (vehicle carrier)  Ro-ro cargo ship (volume carrier) These ships are required to have an Attained EEDI (i.e. actual verifiable values). In addition, some ship types listed below are required to meet an Attained EEDI which is equal to or less than the Required EEDI values (i.e. determined using reference lines). The required EEDI is drawn up based on the EEDI reference line related to ships construction as shown in the table below. Table - Reduction rate in percentage for the Required EEDI compared to the EEDI Reference line Ship type

Size

Phase 0 1-Jan-13 – 31-Dec-14

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Phase 1 1-Jan-15 – 31-Dec-19

Phase 2 1-Jan-20 – 31-Dec-24

Phase 3 1-Jan-25 onwards

26

Bulk carrier

20,000 DWT and above 10,000 – 20,000 DWT Gas tanker 10,000 DWT and above 2,000 – 10,000 DWT Tanker 20,000 DWT and above 4,000 – 20,000 DWT Container 15,000 DWT ship and above 10,000 – 15,000 DWT General 15,000 DWT Cargo ship and above 3,000 – 15,000 DWT Refrigerated 5,000 DWT cargo carrier and above 3,000 – 5,000 DWT Combination 20,000 DWT carrier and above 4,000 – 20,000 DWT

0

10

20

30

n/a

0-10*

0-20*

0-30*

0

10

20

30

n/a

0-10*

0-20*

0-30*

0

10

20

30

n/a

0-10*

0-20*

0-30*

0

10

20

30

n/a

0-10*

0-20*

0-30*

0

10

15

30

n/a

0-10*

0-15*

0-30*

0

10

15

30

n/a

0-10*

0-15*

0-30*

0

10

20

30

n/a

0-10*

0-20*

0-30*

Implications: Please note that LR has produced some guidance for owners, operators and shipyards, entitled ‘Implementing the Energy Efficiency Design Index (EEDI). Builder and designers: Potential change to ship/machinery design to reduce GHG emissions. There are several ways to achieve this, such as Lloyd’s Register Marine Business Stream : Future IMO Legislation, August 2013

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        

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

Owners & managers: There are a number of technical and operational measures that can be considered to reduce GHG emissions. Application: The EEDI needs to be calculated for the ship types listed above which are greater than 400 gt. The following instruments were also developed in relation to this amendment. 2012 guidelines on the method of calculation of attained EEDI for new ships (Resolution MEPC.212 (63)) The guidelines includes:       

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

Amendments To 2012 Guidelines on the Method of Calculation of the Attained Energy Efficiency Design Index (EEDI) for New Ships (MEPC 224 (64)) MEPC 64 amended the 2012 Guidelines on Calculation of the EEDI (Resolution MEPC.212(63)) in relation to EEDI calculation methods for shaft generators and auxiliary engine power PAE. The amendments also amended the guidelines in order to account for Lloyd’s Register Marine Business Stream : Future IMO Legislation, August 2013

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ships equipped with more than one engine through summation. The guidelines for calculation of reference lines for use with the energy efficiency design index (Resolution MEPC.215 (63)) The guidelines for the calculation of these reference lines for use with the EEDI. The amendments includes removal of any references to ship types for which the reference lines were not agreed (Passenger and RoRo ship types) as well as some minor textual amendments. The annex to the guidelines was amended to align the references to the various ship types with those stated in the new Chapter 4 of MARPOL Annex VI. 2012 guidelines for survey and certification of EEDI (Resolution MEPC.214 (63)) The Regulations require that verification of EEDI is carried out for each ship by an authorised Recognised Organisation (RO) whereupon an International Energy Efficiency Certificate (IEEC) will be issued by the RO on behalf of the Flag State. The guidelines include an amendment to the text regarding tank tests for individual ships which may be omitted for ships of same type only and not for ships of similar type. Unified interpretations (MEPC.1/Circ. 795) The circular provides interpretations on major conversion, new ships, SEEMP, application to Fruit Juice Carrier, offshore installations. Interim Guidelines for the Calculation of the Coefficient Fw for Decrease in Ship Speed In A Representative Sea Condition (MEPC.1/Circ. 796) Interim guidelines for calculating this coefficient based on the application of Beaufort 6 for all ships and other amendments were approved at MEPC 64 whilst a correspondence group will further review.

Reference - LR Classification News 15/2011 and 33/2012, available at CDLive ClassNews link 188 -1 1 January 2013

New Chapter 4 of MARPOL Annex VI –Regulation 22 - SEEMP (Ship Energy Efficiency Management Plan) Adopted by Resolution MEPC.203 (62) Entry into force – 1 January 2013 Background: In conjunction with the requirements on EEDI given above, requirements for SEEMP were also adopted at MEPC 62. Summary: The Regulation requires that all ships of 400 gt or above are to have a Ship Energy Efficiency Management Plan (SEEMP) onboard which addresses ship-specific energy efficiency measures and which should meet Guidelines developed by the IMO. While SEEMP is a part of requirements for the newly introduced International Energy Efficiency Certificate (IEE Certificate), the presence of

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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: Please note that LR has produced some guidance for owners, operators and shipyards, entitled ‘Implementing a Ship Energy Efficiency Management Plan (SEEMP)’. Owners & managers: There are a number of technical and operational measures that can be considered to reduce GHG emissions which need to be addressed in SEEMP. To provide SEEMP to all ships in its fleet by 1 January 2013 (on board on delivery for new ships; and for existing ships, available to have its presence on board verified at the first intermediate or renewal survey for the IAPP certificate, whichever is first) may be a challenge as SEEMP must be a ship specific plan. Flag Administrations and recognized organisations: Completion of the technical guidelines which are under discussion at MEPC prior to the entry into force of the above requirements is imperative. Application: SEEMP will be required for all ships, including MODU, FPSO and FSU. For existing ships, the verification of the requirement to have a SEEMP on board according to regulation 22 shall take place at the first intermediate or renewal survey for IAPP certificate, whichever is the first, on or after 1 January 2013. SEEMP will not be required for platforms, rigs and offshore structures The following instruments were also developed in relation to this amendment. 2012 guidelines for the development of a ship energy efficiency management plan (SEEMP) (Resolution MEPC.213 (63)) Resolution MEPC.203(62), adopted by the IMO at MEPC 62, introduced the requirement for a Ship Energy Efficiency Management Plan (SEEMP).

Reference - LR Classification News No. 15/2011, available at CDLive ClassNews link 196 1 January 2013

Amendments to MARPOL Annex VI – regulation 14 - SULPHUR OXIDES (SOx) AND PARTICULATE MATTER Adopted by Resolution MEPC.202 (62) Entry into force – 1 January 2013

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Background: MEPC 62 adopted an amendment to the MARPOL Convention to insert an exemption in regulation 14 of MARPOL Annex VI to allow the “steam powered ships constructed on or before 1 August 2011 not designed for continuous operation on marine distillate or natural gas fuels to be exempted from the fuel sulphur limits for North America ECA or the United States Caribbean Sea ECA Summary: The amendments will  allow such exemption to ships until 31 December 2019 ;  limit such exemption only in the North American and United States Caribbean Sea ECAs. Implication: Builders and owners: No impact as it is aimed at relatively small numbers of old vessels. Flag Administration and ROs: If the proposal is accepted, there may be potential conflict against other areas of the Convention (e.g., treatment of auxiliary boiler). Application: Existing steamships which operate within the North American ECA or the US Caribbean ECA, were built on or before 1 August 2011, and are powered by propulsion boilers that were not originally designed for continued operation on marine distillate fuel or natural gas. Reference - LR Classification News No.11/2012, available at CDLive ClassNews link

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B – Adopted IMO requirements entering into force in the near future This part includes requirements that have been adopted and have an entry into force date which has been established by the IMO, but not yet reached.

1 August 2013 233 1 August 2013

Amendments to MARPOL Annex I, II, IV, V and VI on regional arrangements for port reception facilities Adopted by Resolution MEPC.216 (63) & MEPC 217 (63) Entry into force – 1 August 2013 Background & Summary: The proposal to establish regional arrangements for MARPOL Annex I and II, which was later on expanded to annexes IV V and VI was agreed. This is designed to allow small island developing states to satisfy MARPOL's requirements for port reception facilities through regional arrangements, using the Guidelines for the development of a Regional Reception Facilities Plan. Advice to clients Shipowners: This official approval of a “regional arrangement” may impose operational restrictions as there may not be a reception facility in the port a ship is visiting. In case of a chemical tanker, this may cause a problem with pre-wash requirements. In such a case, a notification to the authority of the next port of call will be required. Member States: This arrangement will facilitate further ratification of annexes to the MARPOL convention. Applicability: All ships indirectly via new setting of port reception facility arrangements. Various interpretations and amendments to the MARPOL convention were discussed, that included guidelines for revised Annex V adopted by MEPC 62 (resolution MEPC 201 (62)) which will enter into force on 1 January 2013. Cargo residue, including washing water and cargo hold and deck, will impact operation of bulk carrier/general cargo ships significantly.

20 August 2013 ILO0001 20 August 2013

The International Labour Organisation Maritime Labour Convention 2006 (MLC, 2006) Estimated entry into force – 20 August 2013 Summary: The convention has been adopted by ILO (International Labour Organization) and the conditions for the entry into force have recently been met (30 ILO member States representing 33 per cent of the world gross tonnage have now ratified the convention).

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Once the Convention enters into force, it will require verification of seafarers’ working and living conditions, i.e. payment of wages; hours of work or rest; recruitment and placement; manning levels; accommodation recreational facilities food and catering; health protection, medical care, welfare and social security protection; and seafarers’ complaint procedures etc. All ships to which the Convention applies must be inspected. In addition, ships over 500grt must be certified to demonstrate compliance. Port State Control inspections against MLC, 2006 requirements will also be carried out in addition to the inspections by the flag Administrations or organizations acting on their behalf. Implications Builder & Designer: New accommodation construction and equipment requirements in the new Convention for new ships will require for example larger wider floor areas and higher ceiling heights etc. Owner and managers of ships: The Convention requirements are comprehensive with regard to employment documentation and company procedures and practices. Flag Administration: Administrations may delegate in part or in whole inspection and certification against the MLC, 2006 to a recognised organisation such as 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.

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1 January 2014 211 1 January 2014

Amendments to SOLAS regulation II-1/8-1 to introduce a mandatory requirement for either onboard stability computers or shore-based support Adopted by Resolution MSC 325 (90) Entry into force – 1 January 2014 Background: The IMO has introduced requirements to ensure that certain systems on passenger ships of 120 m length or more, or having 3 or more main vertical fire zones, remain operable after a fire or flooding. These requirements are contained in SOLAS II-1/8-1, II-2/21 and II-2/22. Amendments to SOLAS II-1/8-1 have been approved which require the provision of an on board computer, or shore based system which is immediately available, to give the ship’s crew stability information after a flooding. Guidelines on the information to be provided to the master to assist him in his decision as to whether to return to port or evacuate the ship were also agreed. Summary: SOLAS regulation II-1/8-1 has been amended and now requires operational information to be provided to the Master after a flooding casualty to assist with the decision whether to return to port. Passenger ships constructed on or after 1 January 2014, with a length or 120 m or more or having 3 or more main vertical fire zones are to have either an onboard stability computer or shore based support which should provide the information given in the supporting guidelines. These guidelines are the “Guidelines on operational information for Masters of passenger ships for safe return to port by own power or under tow” MSC.1/Circ.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

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

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

Implication: Builders/Designers: Builders / designers will need to remember that affected ships will need to be provided with a computer able to carry out damage stability calculations for any damage scenario. The information that masters will require should be provided in an easy to use, readily available form. Owners/managers: Where owners have ships to which this regulation is applicable they need to provide an onboard or shore based computer able to assess stability after a flooding. Regardless of where the computer is based (onboard or ashore) it will need to be approved to the same requirements. There are currently no requirements for the approval of the support provided on shore if this option is chosen, and advice from the relevant flag Administration should be sought. The information for the 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. 212 1 January 2014

Amendments to SOLAS regulation III/20.11.2 to introduce a new sub-paragraph 4 regarding operational test of free-fall lifeboats Adopted by Resolution MSC.325 (90) Entry into force – 1 January 2014

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Background: The testing of free-fall lifeboats can pose safety risks to those carrying out the test. This amendment will permit a simulated launching in place of an actual launch for free-fall lifeboats. Summary: A simulated launch will be permitted during all drills involving free-fall lifeboats. Implication: Owners will be able to advise crews that simulated launches of free-fall lifeboats will be permitted from 1 January 2014. Application: To SOLAS ships fitted with a free fall lifeboat (both new and existing ships) Reference - LR Classification News No.28/2012, available at CDLive ClassNews link 206 1 January 2014

Amendments to SOLAS regulation V/14 - Ship’s manning Adopted by Resolution MSC 325 (90) Entry into force – 1 January 2014 Background: The current mechanism of issuing minimum manning certificates varies depending upon each flag. IMO tried to establish unified mechanism among flag Administrations. Summary: Despite of the efforts for the mandatory minimum uniform manning provision, the draft prepared for adoption does not contain any fundamental difference from the current text. Amendment to the Assembly resolution A.890 (21) and A.955 (23) – Principles of minimum safe manning were also prepared and adopted at 27th session of the IMO Assembly. Implication: There is no fundamental change as a result of this amendment. Flag Administration will be allowed to continue their current practice. Application: All ships. (but primarily governs Administrations in issuing safe manning certificates). Relevant instruments 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;

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   213 1 January 2014

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.

Amendment to SOLAS Regulation VI/5 -2 – Prohibition of the blending of bulk liquid cargoes during the sea voyage and production process during the sea voyage Adopted by Resolution MSC 325 (90) Entry into force – 1 January 2014 Background: The requirement consists of two parts - prohibition of blending and prohibition of production process. 1. Prohibition of the blending BLG 14 considered the issue of blending bio fuels onboard and concluded that blending onboard can be permitted only when a ship is in port and is not to be carried out on a sea voyage. This view was agreed by MSC 86 and subsequently endorsed by MEPC 59. BLG 15 finalised a draft amendment to SOLAS chapter VI. An amendment to include production processes was agreed by MSC. 2. Prohibition of production process At ESPH 17 under AOB the question was raised as to whether recirculation cargo through a heat exchanger was under the prohibition of blending. Summary: 1. Prohibition of the blending A new regulation, SOLAS/VI-5.2 will be introduced which will ban the blending of bulk liquid cargoes during a sea voyage. The new regulation will not prohibit the master from undertaking cargo transfers to secure the safety of the ship or protect the marine environment or the blending of products or undertaking production processes for use in the search and exploitation of sea-bed mineral resources. 2. Prohibition of production process Any production process on board of a ship during the sea voyage is prohibited. Production processes refer to any deliberate operation whereby a chemical reaction between a ship's cargo and any other substance or cargo takes place. In this relation, a decision was made at BLG 16 that MSC-MEPC.2/Circ.8, does not apply where cargo is re-circulated within its cargo tank or through an external heat exchanger during the voyage for the purpose of maintaining cargo homogeneity or temperature control, including when two or more different products have previously been loaded into the same cargo tank within port limits. See “Application” below regarding offshore exploitation. Implications: Builder/Designer: None Manufacturer: None

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Owner: Ship owners should consider developing procedures and / or instructions to ensure ship’s masters are aware blending of bulk liquid cargoes during a sea voyage to produce a new substance is prohibited. Flag/RO: To note and consider issuing advice on the existence of this new regulation Application: All ships which carry bulk liquid cargoes on or after 1 January 2014. It should be noted that, prohibition of blending of product and production process of cargoes for use in the search and exploitation of seabed mineral source will not be subject of this regulation. 187 1 January 2014

Amendment to SOLAS Chapter VII (Carriage of Dangerous Goods) - Part A (Carriage of dangerous goods in packaged form - regulation VII/4 - Documents Adopted by Resolution MSC 325 (90) Entry into force – 1 January 2014 Background: The IMO has been discussing the amendments to the SOLAS regulation VII/4 in order to eliminate any inconsistency against the IMDG Code. MSC 87 approved 36-12. MSC 87 approved the draft amendments to SOLAS regulation VII/4, which were adopted at MSC 90, with the envisaged entry into force date of 1 January, 2014, in order to align them with the amendment (36-12) to the IMDG Code Summary: The primary change being introduced is a change in the requirements for the provision of information on the dangerous goods. Implications: The documentation requirements have been simplified in SOLAS to make the reference to the IMDG Code requirements only. Shippers of dangerous goods will need to review their existing procedures to ensure that they comply with the requirements. Application: Ships carrying dangerous goods in the packaged form. This requirement will enter into force on 1 January, 2014.

193 1 January 2014

Amendments to MARPOL Annex III Adopted by Resolution MEPC.193(61) Entry into force – 1 January 2014 The revision of the MARPOL Annex III was tasked to the DSC Sub-Committee by MEPC 59 in order to:  Revise the criteria defining marine pollutant in MARPOL Annex III so as to bring them in line with the recently revised Globally Harmonized System (GHS) criteria; and

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

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

The requirements for marking, labelling and documentation have been simplified to refer to the IMDG Code requirements. The appendix has also been updated. Some changes for clarification for the Port State Control related regulations were also made during this session. Implications: Shippers and ship operators should note this development as the proposal is to harmonize all requirements to those stipulated in the IMDG Code; there should not be a significant impact. Application: Ships carrying harmful substances in the packaged form. The envisaged entry-into-force date is 1 January 2014, in order to align the entry-into-force date of these amendments with amendment (36-12) of the IMDG Code. 207 1 January 2014

ESP Code & Amendment to SOLAS regulation XI-1/2 – Enhanced surveys Adopted by Resolution A.1049(27) (ESP Code) and Resolution MSC 325 (90) (SOLAS Amendment) Entry into force – 1 January 2014 Background: Resolution A.744(18) is the current mandatory IMO guidelines on the enhanced programme of inspections during surveys for bulk carriers and oil tankers. The IACS UR Z10 series also covers enhanced surveys for bulk carriers and oil tankers. The two documents were not requesting the same things, so Resolution A.744(18) has been reviewed to bring them into line. Other amendments have been made to ensure consistency of terminology between the different parts of the Resolution. Summary: Following the amendments it was agreed to make the new Resolution a mandatory IMO Code.     

The requirements of the Code are mandatory under SOLAS XI-1/2, which has been amended to refer to the new 2011 ESP Code. The 2011 ESP Code covers enhanced survey requirements for all bulk carriers and oil tankers over 500 gt. It is in two annexes each with two parts covering bulk carriers (Annex A) and oil tankers (Annex B), both single skin and double skin construction. The requirements for enhanced surveys have been aligned with the IACS Z10 series and have been harmonized between parts. Where ships are already prepared for survey in accordance with the IACS Z10 series then there will be nothing significantly different. Most of the amendments are editorial to correct references or to bring clarity to the meaning of the text. Procedural requirements for thickness measurements have been included in all parts of the Code. Thickness measurements should now form part of the close-up survey where such a survey is required. The minimum thickness may be recorded

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  

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

Implication Builder/Designer: Builders / designers may wish to consider changing designs to improve access for close-up survey in the future. Owner: Where owners are already preparing ships for survey in accordance with the IACS Z10 series there should not be significant implication. Flag/RO: Ships should be adequately prepared for survey to a known standard. Application: Bulk carriers and oil tankers of 500 gt or above engaged on international voyages. Relevant instruments     245 1 January 2014

Resolution A.1049(27), 2011 ESP Code Amendments to resolution MSC.215(82) “Performance standard for protective coatings for dedicated seawater ballast tanks in all types of ships and double-side skin spaces of bulk carriers” (MSC.341 (91)) Amendments to resolution MSC.288(87) “Performance standard for protective coatings for cargo oil tanks of crude oil tankers” (MSC.342 (91)) Amendments to resolution MEPC.94(46), as amended, “Condition assessment scheme (CAS) (by Resolution MEPC 235 (65))

IMDG Code - Amendments 36-12 Adopted by Resolution MSC 328 (90) Entry into force – 1 January 2014 Background: The Editorial and Technical Group, at its 16th meeting, was tasked to produce the next set of amendments to the IMDG code (36-12), which were adopted by MSC 90. Summary: This amendment harmonises the requirements with other UN requirements, in particularly with road transport so that the requirements are compatible and therefore movement more simple and logical across all transportation networks. A number of editorial changes have also been made.

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Implication: This series of amendments are designed to make the stowage and carriage of Dangerous Goods more logical across all the transport networks so that the implications of each cargo are consistent and dealt with similarly. This will affect all cargo shippers and help make movements more efficient Application: To all ships carrying dangerous goods from 1 January 2013 on voluntary basis and 1 January 2014 on mandatory basis. 203 1 January 2014

Amendment to the FSS Code Chapter 6 - Fixed high Expansion Foam Fire-Extinguishing Systems Adopted by Resolution MSC.327 (90) Entry into force – 1 January 2014 Background: FP 54 recommended this chapter to be divided; having the principle requirements contained within chapter 6 and the test standards in a separate appendix. Refer to MSC.1/Circ.1384 Summary: The new chapter 6 has been amended in its entirety and will introduce a number of options for fixed high expansion foam fire extinguishing systems, (e.g. inside air foam systems, systems using outside air; systems for the protection of vehicle, ro-ro, spaces, etc) and fixed low –expansion foam fire extinguishing systems. The option chosen will affect the size of the system and other design and production elements of the equipment, e.g. space containing such systems. Associated guidelines have been developed as an MSC circular MSC.1/Circ. 1384. Implication: Manufactures/Builders: The new chapter 6 will introduce different options as listed above and the option chosen will affect the size of the system and other design and production elements of the equipment, e.g. space containing such system. Owners: The change may affect cargo carrying capacity, especially for ro-ro ships. Since the items under consideration are additional. Flag Administrations and its RO: The workload is principally similar to that for the present code, however, surveyors will need to become familiar with the new requirement. Application: Ships constructed on or after 1 January 2014 (all passenger ships regardless of size and cargo ships of 500 gt or above). Relevant instruments 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.

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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 II2/20.6.1.3 will be affected. Application: Intended for new ships constructed on or after 1 January 2014. 204 1 January 2014

Amendment to the FSS Code Chapter 8 – Alternative extinguishing systems for control stations where water discharge from sprinklers may cause damage Adopted by Resolution MSC.327 (90) Entry into force – 1 January 2014 Background & summary: A proposal was made to amend SOLAS regulation II-2/10.6.1.1 in order to clarify the requirements of automatic sprinkler, fire detection system and fire alarm for passenger ships carrying more than 36 passengers for the protection of “control stations” – as use of water sprinkler may damage equipment in the fire control station. However, it was agreed that present SOLAS text is sufficient and to further address this matter, amendment to paragraph 2.1.1 of chapter 8 of the FSS Code were needed instead. MSC 90 discussed further the availability of options for the system (dry pipe system and pre-action system) and after agreeing that both should be available prepared the following modified text for the draft amendments to chapter 8 of the Code: Implication: There is no significant change to existing practice. Application: Intended for ships constructed on or after 1 January 2014 (all passenger ships regardless of size and cargo ships of 500 GT and above).

205 1 January 2014

Amendment to the International Code of Safety for High-Speed Craft, 2000 (2000 HSC Code) – Chapter 14 Radiocommunication Adopted by Resolution MSC.326 (90) Entry into force – 1 January 2014 Background: Various updates to the code were developed by the COMSAR Sub-Committee to be consistent with the requirements given in the SOLAS convention.

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Summary: These amendments will require annual testing of Satellite EPIRBs on all craft. It is concluded that this represents the IMO's intent to align the HSC Code with the equivalent SOLAS regulation, chapter IV regulation15.9. Implication: Owners and managers: Owners and managers are to take this into account when arranging a survey after the entry into force date of the amendments. Flag Administrations and RO: To arrange survey instructions to surveyors. Application: To high speed craft subject to the 2000 Code (craft constructed on or after 1 July 2002). 210 1 January 2014

Amendments to the 1966 Load Line Convention and its 1988 Protocol - Regulation 47 Adopted by Resolution MSC.329 (90) Entry into force – 1 January 2014 Background: This amendment will extend the Southern limit of the Summer zone further South off South Africa. Currently the traffic corridor through the summer zone off Cape Agulhas is quite narrow. With increased piracy activity to the East of the African Continent there has been a marked increase in shipping using this route. The Southern limit of the load line Summer zone has been moved south by 50 miles in order to provide increased sea room to ships passing through this area. Summary: The proposal will extend the Summer zone by about 50 nautical miles around Cape Agulhas. The new Northern boundary of the Southern Winter Seasonal zone will be (part only shown for brevity) “…the rhumb line from the east coast of the American continent at Cape Tres Puntas to the point latitude 34° S, longitude 50° W, then the parallel of latitude 34° S to longitude 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 ….”. While the amendment to the 88 Protocol was concluded, the amendment to 1966 Convention is to be concluded at 28th Assembly scheduled to be held in November 2013. Implication: Shipowners / operators: should make sure that their crews are aware of the new limits once they come into effect. The changes will mean that there is more sea room when transiting Cape Agulhas which should reduce the likelihood of collisions. This does not remove the need to ensure that an adequate watch is maintained at all times. Application: All ships which are permitted to trade in the area.

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197 1 January 2014

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

1 June 2014 186

Revision of the IBC Code Adopted by MSC.340(91) & MEPC.225(64) Entry into force – 1 June 2014 Background: MSC 87 noted that BLG 14 agreed to review the text of chapter 19 of the IBC Code to be incorporated into the next revision of the IBC Code and endorsed the ESPH Working Group's proposals with respect to understanding a systematic review of chapters 17 and 18 of the IBC Code.

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Summary: Primary discussion points and amendments made to the code are as follows:             

In total 43 new cleaning additives were presented and 29 accepted for Annex 10 of MEPC.2/Circ. MEPC.2/Circ – Provisional classification of liquid substances transported in bulk, and other related matters Flag State Administrations were asked to check Annex 8 Tripartite Contact addresses including email addresses and update GISIS in case of changes. MEPC.2/Circ.18 action to be taken by Flag Authorities/manufacturers for ESPH 18 submit expiring tripartite cargoes, so they can be carried after 17 December 2012 without disruption. 2 new products were assessed: a discrepancy with regards to fire-fighting requirements for Hexamethylenediamine (molten) was identified. The new information will be in LIST 1 of the MEPC2/Circ 18 on 17 December 2012, all countries, no expiry. OLOA49819 16/3/3 by SINGAPORE for LIST 3 of the MEPC2/Circ 18 all countries, no expiry. Inconsistencies in carriage requirements noted for a number of entries in chapters 17 and 18 of the IBC code including undertaking a review relevant chapter 21. LIST 1 MEPC.2/Circ.17 will go to Chapter 17 or Chapter 18, respective of their application to the IBC Code. Missing column I products will be updated Chapter 19 - The draft was in BLG 14/3 Annex 3. Now, UN Numbers will be removed and 2 qualifying footnotes about subset and chain length introduced and new synonyms of cargoes implemented since BLG 14. Secretary advised 8 synonyms will be changed. Will be in the Annex of the Report of the WG The complete list will be in Annex of BLG16/3 incl Hexamethylenediame Tall Oil, crude and Tall Oil pitch; reassessed at BLG 11 in 2007 will also be added. Footnotes n and o and a and b will be removed from Chapter 17 and 18 respectively

Implications: Owner: Significant as the cargoes lists attached to the certificate of fitness will be revised to some extent and may affect the cargoes that can be carried and will require the certificate of fitness to be reissued Shipbuilder/Equipment manufacture: Significant as there may be carriage requirement changes for some products which affecting the design of the ship and the equipment required to be installed for the carriage of intended cargoes the ship is being designed to carry National Administration / Recognized Organization: Significant as all certificates of fitness and associated cargoes lists will be required to be reissued. Application: New and existing ships to which the IBC Code applies, i.e. all chemical tankers regardless of tonnage and nature of voyage (international and non-international voyages).

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1 July 2014 208 1 July 2014

New regulation II-1/3-12 - Protection against noise & Draft amendment to SOLAS chapter II-1/36 (to delete the regulation in view of the new regulation II-1/3-12) Adopted by Resolution MSC.337(91) Entry into force – 1 July 2014 Background: In order to make the draft Code on noise levels on board ships mandatory amendment to SOLAS is required. Summary: MSC 91 adopted the new regulation II-1/3-12, which requires applicable ships to be constructed in accordance with the new Code On Noise Levels on board Ships. Application: Regulation II-1/3-12 and the “Code on Noise Levels On board Ships” will be applicable to ships of 1600GT or above, based upon the following criteria:   

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

Ships satisfying the following criteria should comply with the requirements of existing regulation II-1/36, the text of which has been included in the new regulation II-1/3-12; consequentially II-1/36 will expire on 1 July 2014, when II-1/3-12 will enter into force. Ships delivered before 1 July 2018 and:  

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

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

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

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       

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

Relevant instruments Code on noise levels on board ships (Resolution MSC 337 (91)) Background: Excessive noise can cause permanent hearing loss either from a single very loud event or from a lower level long term exposure. The IMO has existing (non-mandatory) guidance on noise levels on board ships, which is contained in Resolution A.468 (XII) “Code on noise levels on board ships”. This has been reviewed to take into consideration developments in noise reduction techniques and noise prediction. Some Administrations have introduced national mandatory limits on noise and the IMO has decided that there should be internationally agreed mandatory noise limits. Summary: The new Code has mandatory and recommendatory parts. The majority is mandatory but the recommendatory parts are stated at the beginning of the Code (paragraph 1.1.3). The recommendatory sections include requirements for noise measurements to be taken during port condition, from ship’s cargo handling equipment and in cargo spaces of vehicle carriers during loading and discharging of vehicles. The Code includes requirements for measuring equipment specifications and use, information about how measurements are taken, limits on exposure to noise, measures to be taken in high noise areas, information about acoustic insulation in accommodation spaces and hearing protection options. A noise survey report will be required for all ships to which the Code is applicable. Guidance on the inclusion of noise issues in the safety management systems, on methods of attenuating noise and a simplified procedure for determining noise exposure is also included in the Code. Implication: Designers will have to review designs to ensure that the noise limits are not expected to be exceeded. Noise tests will be required on sea trials. Application: See the section “Application” above

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199 1 July 2014

Amendments to SOLAS regulation II-2/1 – Application Adopted by Resolution MSC.338(91) Entry into force – 1 July 2014 Background: In order to clarify that draft SOLAS II-2 amendments submitted to MSC 88 are only applicable to new ships, the committee proposed to introduce in paragraph II-2/1.2.1 (application of SOLAS II-2 to existing ships) all the latest MSC resolutions that are applicable to existing ships. There was some opposition to this approach and at FP 55 it was recognised that there is a conflict between the proposed amendments to regulation II-2/1 at MSC 88, and a number of SOLAS chapter II-2 regulations that are linked to the date of application to new and existing ships. The matter was reported to MSC 90 and considered by FSI 20 under its related work on the application of SOLAS Chapter III and the LSA Code. MSC 90 differed decision to MSC 91 as it could not agree upon the set of amendments to SOLAS chapter II-2. The way to draft a text to clarify application of the amendments (i.e., to which ships) was not agreed. Summary: MSC 91 adopted amendments to Regulation II-1, to clarify that the amendments introduced by Resolution MSC. 308(88) to regulations II-2/3.23 (definition of “Fire Test Procedures Code") and II-2/7.4.1 (new subparagraph .3) only applies to ships constructed on or after 1 July 2012. It also clarifies that all other regulations of SOLAS Chapter II-2 will apply to ships constructed on or after 1 July 2002. Implication and application: The application of SOLAS Chapter II-2 to new and existing ships is a major issue that requires careful consideration. Currently the only way to know if an amendment applies to existing ships is to look into each individual resolution, because the pace of the amendments to Chapter II-2 is very fast.

183 1 July 2014

Amendments to SOLAS regulation II-2/9, concerning fire integrity of bulkheads and decks of ro-ro spaces (including special category spaces) and cargo ships. Adopted by Resolution MSC.338(91) Entry into force – 1 July 2014 Background: It was proposed that special spaces or ro-ro cargo spaces of ro-ro passenger ships should also be classified as spaces with high-fire risk since the consequences of fire spread in these spaces could have a similar catastrophic impact on the ship. Therefore, the fire integrity standards and the categorization should be the same for special spaces and ro-ro cargo spaces. Summary: For cargo ships, it was proposed that the fire integrity of bulkheads and decks between ro-ro spaces or vehicle spaces of

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such ships as prescribed in the present tables 9.5 and 9.6 of SOLAS chapter II-2 should be increased from the present “*h” to “A-30” class. For ro-ro spaces on passenger ships carrying no more than 36 passengers, it was proposed that the fire integrity of bulkheads and decks between ro-ro spaces or special category spaces of such ships, as prescribed in present tables 9.3 and 9.4 of SOLAS chapter II-2, should be increased from the current “A-0” to “A-30” class. MSC 88 approved the draft amendments to regulation II-2/9 with a view to adoption at MSC 90. Tables 9.3; 9.4; 9.5 and 9.6 were amended to reflect increase in fire integrity protection. MSC 90, however could not agree upon the set of amendments to SOLAS chapter II-2 and subsequently these amendments were adopted at MSC 91. Implication: Increased structural fire protection requirements for new ro-ro cargo ships and ro-ro passenger ships carrying less than 36 passengers. Application: Intended for new ships (both ro-ro passenger ships carrying less than 36 passengers (regardless of tonnage) and ro-ro cargo ships (500 gt or over)) constructed on or after 1 July 2014. 219 1 July 2014

Amendments to SOLAS Chapter II-2 - regulation II-2/10.10.1 - Audible alarm device to notify low air pressure in selfcontained breathing apparatus cylinders Adopted by Resolution MSC.338(91) Entry into force – 1 July 2014 Background: : FP 55 agreed that self-contained breathing apparatus shall be fitted with an audible alarm and a visual or other device which would alert the user before the volume of the air in the cylinder has been reduced to no less than 200 litres. This is the only amendment to the FSS Code(Chapter 3.2.1.2) agreed at FP 55 that will be applied retrospectively; these amendments were approved at MSC 90 Summary: While considering the amendments to Chapter 3.2.1.2 of FSS Code, MSC 91 also recognised the need for amending SOLAS regulation II-2/10.10.1. Accordingly, MSC 91 adopted amendments to regulation II-2/10.10.1 and associated amendments to Chapter 3.2.1.2 of FSS Code (please see details below), to clarify that self-contained compressed air breathing apparatus of fire-fighters’ outfits shall be fitted with an audible alarm and a visual or other device which will alert the user before the volume of the air in the cylinder has been reduced to no less than 200 litres. The Committee also noted that the ships built prior to 1 July 2002 were only required to be fitted with smoke helmets/smoke masks (without portable tanks) as part of fireman’s outfits and therefore a five year period of grace was allowed for such ships to be provided with the new equipment, to comply with the new requirements.

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Implication: The new requirement will pose stricter approval arrangements of the breathing apparatus equipment. This may result in a small cost increase. Training and operational procedures should be updated. In addition, training may be required for crews who have not used this type of BA equipment before. Application: This requirement will apply retrospectively to all ships (not just tankers) and they all shall comply with this requirement by 1 July 2019. Relevant instruments Amendment to the FSS Code Chapter 3 - Personnel Protection (Breathing apparatus) (MSC.339(91)) Background: FP was carrying out a comprehensive review of FSS Code chapter 3 to see the viability of including various ISO standards and also to mandate fitting a low pressure audible alarm on the fireman’s outfit breathing apparatus Summary: The amendments require fitting breathing apparatus with an audible alarm and a visual or other device which would alert the user before the volume of the air in the cylinder has been reduced to no less than 200 litres. Implication: see above. Application: see above. 201 1 July 2014

Amendment to SOLAS regulation II-2/10.5.6.3 – Fire fighting - Fixed local application fire-fighting systems Adopted by Resolution MSC.338(91) Entry into force – 1 July 2014 Background: In the course of revising MSC Circular .913 on application of fire-fighting system it was found that revision of SOLAS regulation II-2/10.5.6.3.1 was required. When considering fixed local application of fire-fighting systems, the working group established by the FP Sub-Committee found that the systems should be installed for the protection of all internal combustion machinery in Category A machinery spaces and not just machinery used for the 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 draft guidelines (as contained in FP 54/3/1, annex 8), and instead agreed to the draft amendments to SOLAS regulation II-2/10.5.6.3.1, for submission to MSC 88 for approval and subsequent adoption. Summary: MSC 91 adopted amendments to regulation II-2/10.5.6.3.1, to clarify that for new ships (constructed on or after 1 July 2014), the fire hazard portions of all internal combustion machinery (including those which are not associated with the propulsion and

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ship manoeuvrability; for example, diesel engine-driven hydraulic power packs used solely for cargo operations, oil-fired inert gas 3 generators, thermal oil heaters, etc) located in category A machinery spaces greater than 500m , shall be protected by a fixed local application fire extinguishing system, however in ships constructed prior to 1 July 2014, the local application system may only serve the internal combustion machinery used for the ship’s main propulsion and power generation systems. Implication: It is intended that new systems will meet the revised requirements of MSC/Circ.913 as contained in MSC.1/Circ.1387, except that fire and component tests previously conducted in accordance with MSC/Circ.913 remain valid for the approval of new systems. Existing fixed water-based local application fire-fighting systems approved and installed based on MSC/Circ.913 should be permitted to remain in service as long as they are serviceable. Equipment manufacturers, designers, test laboratories, vessel owners and other parties concerned should be aware of the new requirements. Application: This requirement will apply to new passenger ships of 500 gross tonnage and above and cargo ships of 2000 gross tonnage and above, constructed on or after 1 July 2014. Relevant instruments MSC Circular on Revised guidelines for the Approval of Fixed Water-Based Local Application Fire-Fighting Systems for use in category A machinery spaces (MSC.1/Circ.913), including consequential amendment to SOLAS II-2 / 10.5.6.3.1 (MSC.1/Circ. 1387) MSC 88 approved MSC.1/ Circ.1387 and as a consequence, draft amendments to SOLAS II-2/10.5.6.3 were approved at MSC 88 (for final adoption). 226 1 July 2014

Amendments to SOLAS Chapter II-2 - regulation II-2/10.10.4 - Communication equipment for fire-fighting teams Adopted by Resolution MSC.338(91) Entry into force – 1 July 2014 Background: This proposal is the outcome of an incident caused by a fire in the engine-room on board the Swedish tanker “Ek-River” while in dry-dock. Based on this, upgrades of radio-communication equipment for fire fighters including additional equipment such as smoke diver emergency alarm, PASS alarm and location lights were proposed. Summary: MSC 91 adopted amendments to SOLAS Regulation II-2/10 to add a new paragraph 10.4, to clarify that a minimum of two two-way portable radiotelephone apparatus for each fire party for fire-fighter's communication shall be carried on board. These radio devices shall be of an explosion proof type or intrinsically safe.

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Implication: The new SOLAS Regulation II-2/10.4 do not specify a performance standard or a criteria to verify whether portable radio apparatuses are fit for purpose, but only states that regardless of the ship type, these devices shall be of an explosion proof type or intrinsically safe. This could cause some problems as the specification requirements/acceptance criteria for individual Flag states/approval authorities can be different and therefore clients are advised to consult with the relevant authorities in advance to find out their requirements. Application: This requirement will apply to all SOLAS ships constructed on or after 1 July 2014. Existing ships should comply with this requirement, not later than the first survey after 1 July 2018. 227 1 July 2014

Amendments to SOLAS Chapter II-2 - Regulation 15 – Instructions, on board training and drills Adopted by Resolution MSC.338(91) Entry into force – 1 July 2014

Background: FP 55 considered a proposal to amend SOLAS regulation II-2/10.10.2 to incorporate a requirement to have means for fully recharging cylinders of air breathing apparatuses on cargo ships and passenger ships. Since the purpose was to recharge air that was depleted from the cylinders during training exercises, but not actual emergencies, FP 55 agreed that regulation II/2-15 should be amended instead of II/2-10. These amendments were approved at MSC 90. Summary: MSC 91 adopted amendments to SOLAS regulation II/2-15, which added a new paragraph 2.2.6 to state that cargo ships and passenger ships of 500 gt and above, shall be provided with either (a) an onboard means of recharging breathing apparatus cylinders used during drills; or (b) a suitable number of spare cylinders to replace those used during drills. Implication: The new amendments do not specify the minimum number of spare cylinders to be used onboard or a criteria to determine this ‘suitable’ number. This could cause some problems as the requirements/acceptance criteria for individual Flag states/approval authorities can be different and therefore clients are advised to consult with the relevant authorities in advance to find out their requirements. Application: This amendment applies to all new and existing cargo ships and passenger ships of 500 gt and above. The requirements will enter into force on 1 July 2014 214 1 July 2014

Amendments to SOLAS regulation II-2/1.2.4 to clarify the application of SOLAS regulation II-2/19 (Carriage of dangerous goods), to ships constructed between 1984 and 2002. Adopted by Resolution MSC.338(91)

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Entry into force –1 July 2014 Background: Application of SOLAS regulation II-2/19 (previous regulation 54) to ships built between 1984 and 2002 was not clear. There could be unintended application to these ships if the text is read literally. Summary: MSC 89 having considered the proposal from IACS (MSC 89/19/2), approved amendments to SOLAS regulation II-2/1.2.4 for adoption at MSC 90, to clarify that some provisions of regulation II-2/19 are not applicable to ships constructed between 1984 and 2002. MSC 89 also approved MSC.1/Circ.1407 for early notification purpose. MSC 90, however could not agree upon the set of amendments to SOLAS chapter II-2 and therefore these amendments were adopted at MSC 91. These amendments clarify that cargo ships of 500 gross tonnage and upwards and passenger ships constructed on or after 1 February 1992 but before 1 July 2002 need not comply with regulation 19.3.3 provided that they comply with regulation 54.2.3 as adopted by resolution MSC.13(57); and cargo ships of 500 gross tonnage and upwards and passenger ships constructed on or after 1 September 1984 but before 1 July 2002 need not comply with regulations 19.3.1, 19.3.5, 19.3.6, 19.3.9, provided that they comply with regulations 54.2.1, 54.2.5, 54.2.6, 54.2.9 as adopted by resolution MSC.1(XLV). Implication: (Shipowners and ship managers) The above amendments to the applicability of SOLAS II-2/19 will not have significant impact, as it is merely reflects current industry practice. Applicability: In general, SOLAS regulation II-2/19 is applicable to all ships that are intended for the carriage of packaged dangerous goods (including cargo ships less than 500GT); however the subject amendments clarify that some of the requirements of this regulation are not applicable to cargo ships 500GT and upwards and passenger ships that are constructed on or after 1 September 1984 but before 1 July 2002 (please see summary section above for details) 202 1 July 2014

Amendments to SOLAS regulation II-2/20.6.11 and 6.12 - Fixed gas and water spraying fire-extinguishing systems for vehicle spaces, ro-ro, container and general cargo spaces. FSS code Chapter 5 and 7 were amended as a consequence. Adopted by Resolution MSC.338(91) Entry into force – 1 July 2014 Background: IMO embarked in a plan to harmonize or develop new performance testing and approval standards for fire and safety systems. The task involved reviewing the current criteria in SOLAS Chapter II-2, the FSS Code, and related MSC Guidelines and resolutions. The design criteria in Chapter II-2/20 was deemed sufficient, however some improvement could be made by moving the design criteria for the carbon dioxide fire extinguishing system from SOLAS II-2/20.6.1.1 to Chapter 5 and to clarify the use of fixed water based fire-fighting systems by amending II-2/20.6.1.2 and moving the relevant footnotes to Chapter 7 of the FSS Code.

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Summary: MSC 91 adopted amendments to SOLAS regulation II-2/20.6.1.1 & 6.1.2 and associated amendments to Chapter 5 and 7 of FSS Code (please see the section ‘Relevant instruments’ below for details) to clarify that vehicle spaces and ro-ro spaces which are not special category spaces and are capable of being sealed from a location outside of the cargo spaces may be protected by a fixed waterbased fire fighting system, which complies with the requirements of the new MSC.1/Circ. 1430, which supersedes MSC.1/Circ.1272 and Resolution A.123(V). The application criteria for the above requirements have also been clarified (please see ‘application’ below). The provisions for fixed inert gas fire extinguishing system or systems using gaseous products of ship combustion for use in such spaces were removed since these requirements were considered obsolete. (Please see the section ‘Relevant instruments’ below for further details and for other amendments to FSS Code Chapter 5.2.2 related to fixed carbon dioxide systems) Implication: System manufacturers should consider the costs involved in conducting new tests and obtaining approval in accordance with the more robust requirements of the new MSC.1/Circ.1430. In addition, the differences in discharge times of CO2 gas for container spaces and general cargo spaces (10 minutes) and solid cargo spaces (20 minutes), as introduced by amendments to FSS Code Chapter 5.2.2, would affect the CO2 piping and release arrangements. Therefore these issues should be taken into consideration at the design stage to ensure compliance with the new requirements Application: These amendments will only apply to new ships (constructed on or after 1 July 2014) with vehicle spaces, ro-ro and special category spaces. Relevant instruments Amendment to the FSS Code Chapter 5 – Fixed gas fire-extinguishing systems (MSC.339(91)) Background and summary: FSS Code Chapter 5 was amended to describe the following:  The existing requirements in SOLAS Regulation II-2/20.6.1.1.1 have been incorporated into FSS Code Chapter 5 to state that for fixed carbon dioxide systems used for the protection of vehicle spaces and ro-ro spaces which are not special category spaces, the quantity of carbon dioxide available shall be sufficient to fill at least 45 per cent of the gross volume of the largest such cargo space which is capable of being sealed, and least two thirds of the gas shall be introduced within 10 minutes.  Carbon dioxide systems shall not be used for the protection of special category spaces.  The piping and release arrangements for fixed CO2 systems shall be suitable to discharge at least two thirds of the gas into container spaces and general cargo spaces within 10 minutes and into solid cargo spaces within 20 minutes. The system controls shall allow one third, two thirds or the entire quantity of gas to be discharged based on the loading condition of the hold.  Section 2.4 (systems using gaseous products of ship combustion) was deleted because it was considered obsolete. This section was originally intended where tankers were converted to bulk carriers and the existing tanker inert gas system might be used for fire extinguishing in the cargo holds. Since it was agreed these systems were unlikely to be used, it was agreed that this section was not required Lloyd’s Register Marine Business Stream : Future IMO Legislation, August 2013

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Implication; Please see implication section above Application: The new amendments will only apply to new ships (constructed on or after 1 July 2014) with vehicle spaces ro-ro and special category spaces. Amendment to the FSS Code Chapter 7 - Fixed water-based fire-fighting systems for ro-ro spaces, vehicle spaces and special category spaces (Deferred to MSC 91 for adoption)- (MSC.339(91)) Background and summary: FSS Code Chapter 7 has been amended to add a new paragraph 2.4 to clarify that fixed water-based firefighting systems for ro-ro spaces, vehicle spaces and special category spaces shall comply with the requirements of MSC.1/Circ. 1430 which supersedes MSC.1/Circ.1272 and Resolution A.123(V). Implication: Please see implication section above Application: MSC.1/Circ.1430 applies to fixed water-based fire-fighting systems for ro-ro spaces and special category spaces, from 21 May 2012, however existing systems approved and installed based on resolution A.123(V) and MSC.1/Circ.1272 will be permitted to remain in service as long as they are serviceable. 220 1 July 2014

Amendment to the FSS Code Chapter 5 - sections 2.1.1.1., 2.1.1.3, 2.1.3.2 and 2.2.2 - Fixed Gas Fire-Extinguishing Systems Adopted by Resolution MSC.339(91) Entry into force – 1 July 2014 Background: FP was tasked to incorporate unified interpretations contained in MSC.1/Circ.1120 relevant to FSS Code chapter 5. The amendments were addressing: spaces not separated by A-0 class divisions with independent ventilation to be considered as the same space; further instructions for crew to check the quantity of fire extinguishing systems (e.g. carbon dioxide systems and other types of extinguishing media); means to be provided for automatically giving visual and audible warnings of the release of fire-extinguishing medium into ro-ro spaces, container holds equipped with integral reefer containers, spaces accessible by doors or hatches and other spaces in which personnel normally work or have access. Summary: These amendments clarify that spaces to be protected by fixed gas fire-extinguishing systems shall be provided with means that automatically give audible and visual warnings of the release of the fire extinguishing medium. It was clarified that such means of alarms shall be provided in all container holds equipped with integral reefer containers and other spaces accessible by doors or hatches. This is in addition to existing requirements which asks for alarms to be provided in ro-ro spaces and other spaces in which personnel normally work or to which they have access. In addition, adjacent spaces not separated by at least A-0 class divisions with independent ventilation systems should be considered as the same space. Further, suitable means shall be provided to enable crew members to

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safely check the quantity of the fire-extinguishing medium in the containers, so that the containers need not be moved completely from their fixing positions for this purpose. For carbon dioxide systems, hanging bars for a weighing device above each bottle row, or other means shall be provided. For other types of extinguishing media, suitable surface indicators may be used. Implication - Some of the above amendments come from FSS Code Chapter 5 interpretations contained in MSC./Circ.1120 and are current practice. Application: These changes apply to ships constructed on or after 1 July 2014. 221 1 July 2014

Amendment to the FSS Code Chapter 8.2.5.2.3 - Automatic Sprinkler, Fire Detection and Fire Alarm Systems Adopted by Resolution MSC.339(91) Entry into force – 1 July 2014 Background: FP was tasked to incorporate unified interpretations contained in MSC.1/Circ.1120 relevant to FSS Code chapter 8. Summary: Sprinklers shall be placed in an overhead position and spaced in a suitable pattern to maintain an average application rate of not less than 5 l/m2 /min over the nominal area covered by the sprinklers. The amendment clarified that “nominal area” covered by sprinklers is to be taken as the gross horizontal projection of the area to be covered. Implication: There should be no impact for clients. This requirement already existed as a unified interpretation of the FSS Code Chapter 8.2.5.2.3 in MSC/Circ.1120 Application: These changes apply to ships constructed on or after 1 July 2014.

222 1 July 2014

Amendment to the FSS Code Chapter 9 (2.5.1.3/2.5.2.1)- Fixed Fire Detection and Fire Alarm Systems Adopted by Resolution MSC.339(91) Entry into force – 1 July 2014 Background: FP was tasked to incorporate unified interpretations contained in MSC.1/Circ.1120 relevant to FSS Code chapter 9 (a warning for detectors installed in cold places to be tested using procedures that are applicable for that type of location) and a reference 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

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ensure continuous changeover operation to avoid loss of fire detection capabilities and the use of accumulator batteries were proposed to be included as an option for the supply of emergency source of power. Summary: main amendments to this chapter: 

Ch.9.2.5.1.3 was amended to indicate that in ships with cargo control rooms, an additional indicating unit shall be located in the cargo control room. This text was introduced to clarify the intention of the previous amendments adopted by resolution MSC. 311(88).



Ch.9.2.3.1.2, 2.3.1.3 and 2.3.1.5 - A unified interpretation was prepared to clarify the reference to standard IEC 60092505:2001 in as amended by resolution MSC.311 (88) should be interpreted as IEC 60092-504.



Ch.9.2.2.1, 2.2.2, 2.2.4 and 2.2.5 - The operation of automatic changeover switch should be supported by the use of batteries of adequate capacity to ensure continuous changeover operation and avoid loss of fire detection capabilities.



Ch.9.2.5.2.1, was amendment to indicate that detectors installed within cold spaces such as refrigerated compartments shall be tested using procedures (IEC 60068-2-1) having due regard for such locations.

Implication – For new cargo ships with a cargo control room, an additional indicating unit shall be located in the cargo control room Application: These changes apply to ships constructed on or after 1 July 2014. 223 1 July 2014

Amendment to the FSS Code Chapter 12.2.2.2.1 - Fixed Emergency Fire Pumps/ Starting of diesel engine Adopted by Resolution MSC.339(91) Entry into force – 1 July 2014 Background: FP was tasked to incorporate unified interpretations contained in MSC.1/Circ.1120 relevant to FSS Code Chapter 12, specifically that electric heating of the diesel engine cooling water or lubricating oil system is to be fitted to avoid failing when manually starting diesel engine in its cold condition. In addition, if manual starting fails the Administration may permit compressed air, electricity or other sources of stored energy to be used as means of starting. Summary: MSC 91 adopted amendments to FSS Code Chapter 12.2.2.2.1, to state that electric heating of the diesel engine cooling water or lubricating oil system shall be fitted to facilitate ready starting of any diesel driven power source for the fixed emergency fire pumps. Additionally, if hand (manual) starting is impracticable, other means such as compressed air, electricity, or other sources of stored energy, including hydraulic power or starting cartridges may be used for the starting of such diesel driven power sources. Implications: There should be no impact for clients. This requirement already existed as a unified interpretation of the FSS Code Chapter

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12.2.2.2.1 in MSC/Circ.1120. Application: These are amendments applies to new ships of 1000 gt or above contracted on or after 1 July 2014 (cargo ships of 2000 gt and above and passenger ships less than 1000 gt) 224 1 July 2014

Amendment to the FSS Code Chapter 13 - - section 2.2.4 - Arrangement of Means of Escape details of stairways -landings Adopted by Resolution MSC.339(91) Entry into force – 1 July 2014 Background: FP was tasked to incorporate unified interpretations contained in MSC.1/Circ.1120 relevant to FSS Code chapter 13 addressing the size of landings and intermediate landings. Summary: MSC 91 adopted amendments to FSS Code Chapter 13.2.2.4, to state that intermediate landings shall be considered as part of escape routes and shall be sized in the same manner as stairways. Application: This amendment applies to new passenger ships regardless of tonnage constructed on or after 1 July 2014

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Amendment to the FSS Code Chapter 14 - Fixed Deck Foam Systems Adopted by Resolution MSC.339(91) Entry into force – 1 July 2014 Background: When considering deck foam systems on oil tankers and chemical tankers, FP 53 had agreed that the requirements for chemical tankers in SOLAS and the IBC Code were in need of revision and proposed that ships carrying flammable chemicals listed in chapters 17 and 18 of the IBC Code should be required to meet the higher IBC Code foam application rates regardless of flashpoint. BLG 14 disagreed on having IBC Code carriage requirements within the FSS Code and requested MSC 87 to create a separate agenda to discuss the matter in more detail at subsequent meetings (BLG15 - February 2011). BLG15 concluded that chapter 17 and 18 carriage requirements should stay within the IBC Code and decided FSS Code chapter 14 will instead only refer to the IBC Code and SOLAS II-2/1.6 regarding foam solutions and foam concentrates that are relevant to the IBC Code (chapters 17 and 18). Summary: The amendment includes clarification of the supply rate of foam solution and foam concentration needed on tankers as indicated by the carriage requirements of SOLAS II-2 and the IBC Code. Additional foam concentrate is to be provided if the deck foam

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system is supplied by a common line from the fire main. Chapter 14 now indicates when type B foam concentrates and type A foam concentrates shall be applied and also prescribes that foam concentrate supplied on board shall be approved by the Administration for the cargoes intended to be carried. Incorporation of unified interpretations contained in MSC/Circ.1120 relevant to Ch. 14 regarding capacity, use and handling of deck foam systems. Implication: Additional foam concentrate is to be provided if the deck foam system is supplied by a common line from the fire main. Chapter 14 now indicates when type B foam concentrates and type A foam concentrates shall be applied and also prescribes that foam concentrate supplied on board shall be approved by the Administration for the cargoes intended to be carried. Application: The revised chapter applies to new tankers constructed on or after 1 July2014. Readers should note that for tankers carrying chemicals in bulk listed in Chapter 17 of the IBC Code having a flashpoint not exceeding 60 degree Celsius (closed cup), the rate of supply of foam solution shall be as required by the IBC Code. 182 1 July 2014

Amendments to the SOLAS regulation III/1 – on load release mechanisms and to the LSA Code – paragraph 4.4.7.6 – on load release hooks Adopted by Resolution MSC.317 (89) Entry into force – 1 January 2013 – will take effect on 1 July 2014 Background: In order to minimise accidents associated with on load release mechanism the IMO developed amendments to SOLAS regulation III/1.5, the LSA Code chapter IV, and “Recommendations on the test procedure for Life Saving Appliances (MSC.81 (70))” with a view to applying the requirements to both new and existing ships on-load release and retrieval systems. The circular MSC.1/Circ.1392 was also developed to evaluate compliance of existing on-load release and retrieval systems. Summary: As a result of many years of discussion the Guidelines for Evaluation and Replacement of Lifeboat Release and Retrieval Systems (MSC.1/Circ.1392) were finalised by DE 55. These guidelines consist of a multi stage evaluation: initial design assessment of each release mechanism type by the manufacturer; a design review by the Flag Administration and/or Recognised Organisation against relevant parts of the LSA Code, followed by a performance test; and reporting of the results of the evaluation to the IMO. Additionally, an onboard verification will be carried out (one-time follow up overhaul examination) for every operating mechanism on every ship. Summary of new requirements adopted/approved at MSC 89: 

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.

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

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



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



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



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

Implications: Shipowners & Ship managers:  Existing ships: Identify whether installed lifeboats’ on-load release mechanisms have been evaluated and identified as being in compliance with the LSA Code Chapter IV, as amended by MSC.320(89), If not, replacement of release mechanisms will be required. Further, if the manufacturer of the hooks onboard is no longer in existence, there may be a possibility that such hooks will be required to be replaced, as design appraisal, etc. may not be possible.  New ships: On-load release mechanisms on lifeboats installed on/after the entry into force date of the amendments to the LSA Code will be required to comply with the new requirements in full. The application scheme is crucial in this regard – see the “application” section below. Manufacturers: Ensure that past and existing lifeboats’ on-load release mechanism designs have been evaluated as being a “safe design/have a good safety record”. If not, then clients will be required to replacement mechanisms. New mechanisms will be required to comply with the new requirements of the LSA Code in full and be suitably type approved. Manufactures will be required to undergo a re-approval process for hooks that have previously been approved. There may be additional costs for this process. Flag Administrations and their Recognized Organizations (classification society): Ensure that existing lifeboats’ on-load release mechanism are evaluated to verify compliance with the LSA Code as amended by MSC.320(89) and share this information with other Administrations. Application: Lifeboat on-load release hooks as required by the SOLAS chapter III (passenger ships regardless of tonnage engaged on international voyages and cargo ships (non-passenger ships) of 500 GT or over engaged on international voyages). It is tentatively agreed that implementation (after the entry into force of the requirement) will be 1 July 2014 for new ships, and first scheduled dry docking for existing ships. However, it should be noted that design appraisal of the on-load release mechanism and other necessary verification work should be completed well before that date. Refer to MSC.1/Circ.1393. Lloyd’s Register Marine Business Stream : Future IMO Legislation, August 2013

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Reference - LR Classification News No.09/2011, available at CDLive ClassNews link. For the LR guidance note please see release and retrieval systems – new IMO regulation 236 1 July 2014

New SOLAS regulation III/17-1 - Recovery of persons from the water Adopted by Resolution MSC. 346 (91) Entry into force – 1 July 2014 Background: The IMO had agreed (in May 2006) that SOLAS should be amended to require all ships to have a means onboard to recover persons from the sea who were unconscious or otherwise unable to help themselves. It had also been agreed that performance standards for these systems were needed before the amendment should enter into force. Following lengthy discussions it has been agreed that guidelines rather than a performance standard should be developed. The SOLAS amendment to chapter III is only applicable to ships on international voyages, this resolution will encourage flag administrations to consider the extent to which the SOLAS provisions should apply to ships which are not covered by SOLAS chapter III. Summary: New regulation III/17-1 requiring all ships to have ship-specific plans and procedures for the recovery of persons from the water was adopted. The plans and procedures shall identify the equipment intended to be used for recovery purposes and measures to be taken to minimize the risk to shipboard personnel involved in recovery operations. This applies to new SOLAS ships constructed on or after 1 July 2014 and to existing ships by the first periodical or renewal safety equipment survey after 1 July 2014. Implication: All ships will need to ensure that they have plans and procedures onboard showing how the ship can recover persons from the sea. Application: To new SOLAS ships constructed on or after 1 July 2014. To existing SOLAS ships by the first intermediate or first renewal survey after 1 July 2014. Relevant instruments Resolution MSC.346(91): Application of SOLAS Regulation III/17-1 to ships to which SOLAS Chapter III does not apply Background: The IMO had agreed (in May 2006) that SOLAS should be amended to require all ships to have a means onboard to recover persons from the sea who were unconscious or otherwise unable to help themselves. It had also been agreed that performance standards for these systems were needed before the amendment should enter into force. Following lengthy discussions it has been agreed that guidelines rather than a performance standard should be developed. The SOLAS amendment to chapter III is only

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applicable to ships on international voyages, this resolution will encourage flag administrations to consider the extent to which the SOLAS provisions should apply to ships which are not covered by SOLAS chapter III. Summary: SOLAS contracting Governments are invited to determine the extent to which SOLAS III/17-1 should apply to cargo ships below 500 gt engaged on any voyage, cargo ships of more than 500 gt not engaged on international voyages, passenger ships not engaged on international voyages, fishing vessels, high speed craft, dynamically supported craft, special purpose ships, and mobile offshore drilling units. Implication: Non-SOLAS ships will need to discuss with their flag administration the extent to which they will be required to have plans and procedures on board for the recovery of persons from the water. MSC.1/Circular 1447: Guidelines for the development of plans and procedures for recovery of persons from water Background: The IMO had agreed (in May 2006) that SOLAS should be amended to require all ships to have a means onboard to recover persons from the sea who were unconscious or otherwise unable to help themselves. It had also been agreed that performance standards for these systems were needed before the amendment should enter into force. Following lengthy discussions it has been agreed that guidelines rather than a performance standard should be developed. Summary: These guidelines include references to other circulars which are of use when drawing up plans, matters which need to be considered when developing plans and procedures, and a requirement for drills to ensure that crews are familiar with what they need to do. Implication: All SOLAS ships (and certain non-SOLAS ships as determined by the flag administration) will need to have onboard plans and procedures demonstrating how persons can be recovered from the water. It is expected that the plans and procedures will be in accordance with these guidelines. Application: To SOLAS ships constructed on or after 1 July 2014. To SOLAS ships constructed before 1 July 2014 at the first intermediate or renewal survey after that date 235 1 July 2014

Amendments to the International Convention on Load Lines, 1966, as modified by the protocol of 1988 relating to Regulation 27 Adopted by Resolution MSC.345(91) Entry into force – 1 July 2014 Background: As part of the developments on guidelines for verification of damage stability requirements for tankers, some ambiguities

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in the damage stability requirements contained in the Load Line Convention and its protocol were identified. Amendments to the regulation have been proposed. Summary: Clarification is provided on the filling of ballast tanks, also that damage stability calculations are not required to be carried out for service loading conditions. Two methods for considering the free surface effect are given in detail: a virtual correction method and a method for using actual free surface moments. Implication: The damage stability requirements have been clarified. There should not be any major implications. Application: To ships which have to comply with the damage stability requirements of the Load Line Convention. 158 (Repeated) 1 July 2014 159 (Repeated) 1 July 2014 182 (Repeated) 1 July 2014

SOLAS 1974. Chapter V Regulation 19 – Carriage requirements for a bridge navigational watch alarm system (BNWAS) Retrofitting requirements for non-passenger ships (of 150 gt or above but less than 500 gt) See item 158 in part A. SOLAS 1974. Chapter V Regulation 19 – Carriage requirements of ECDIS Retrofitting requirements for passenger ships (of 500 gt or above) See item 159 in part A. Amendments to the SOLAS regulation III/1 – on load release mechanisms and to the LSA Code – paragraph 4.4.7.6 – on load release hooks Actual application date of the requirements. See item 182 under 1 January 2013.

250 1 July 2014

Amendments to the International Convention for Safe Containers (CSC), 1972 Annex I – Regulations for the testing, inspection, approval and maintenance of containers Annex II – Structural safety requirements and tests Annex III – Control and verification Annex IV – Definitions Adopted by Resolution MSC 355 (92) Entry into force – 1 July 2014 Background: New annex IV – the annex was prepared in order to enable 1993 amendments (resolution 1.7373 (18)) enter into force. Summary: incorporate amendments to the CSC Convention adopted in 1993 by resolution A.737(18), which have not yet entered into force, including amendments relating to the safety approval plate and to the approval of existing and new containers.

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Implication: Container inspection in accordance with the convention. Application: Maritime containers.

1 October 2014 247 1 October 2014

Amendments to Form A and Form B of Supplements to the IOPP Certificate under MARPOL Annex I) Adopted by Resolution MEPC.235 (65) Entry into force – 1 October 2014 Background: incinerator capacity is recorded on the supplement to the IOPP Certificate. Recent amendments to the IOPP Certificate have introduced different units of measurement such as kW, Kcal/hour and kg/hour which has led to confusion amongst crew, Administrations, Recognised Organisation and port State control authorities. Summary: Deletion of the incinerator capacity, as a consequential amendments to the IMO MARPOL Unified Interpretation to regulation 12.1 of MARPOL Annex I (MEPC 58/23, annex 28), from supplement A and B of the IOPP certificate was agreed. Implication: The new certificate scheme will be avoid any potential conflict at PSC inspection. Application: All ships that has IOPP certificate (Oil tanker – 150 GT or above and others 400GT or above)

1 January 2015 248 1 January 2015

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

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

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

Adopted by various resolutions as indicated above Entry into force – 1 January 2015 Background: Entry into enclosed spaces are a serious threat to life of personnel working onboard. IMO adopted Assembly resolution A.1050 (27) for the recommended measures. Summary: The amendments require drills for entry into enclosed spaces and rescue of personnel from the space at least once in every two month. Implication: The new drill should be included shipboard programme for drills. Application: SOLAS ship - similar arrangements are prepared for Non-SOLAS Ships 249 1 January 2015

Amendments to SOLAS chapter III/19 related to passenger mustering Adopted by Resolution MSC 350 (92)) Entry into force – 1 January 2015 Background: Following the unfortunate capsize of the large cruise ship Costa Concordia in January 2012, the IMO Secretary-General has pledged that lessons from the incident were considered and appropriate actions were taken in light of those findings. MSC 91 was invited to consider comments and proposals on passenger ship safety submitted by Member States and international organizations, and may establish, as decided at MSC 90, a working group on passenger ship safety. Summary: Amendments to SOLAS regulation III/19.2.2 and III/19.2.3 were adopted with regard to mustering for ships where passengers will be onboard for more than 24 hours. Implication: Passenger ship operator needs to consider how to implement these requirements. This may require additional port time or re-scheduling passenger ship operation time. Application: all passenger ships engaged in international voyages which last more than 24 hours.

266 1 January 2015

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

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Adopted by Resolution MSC 350 (92)) Entry into force – 1 January 2015 Background: Carriage requirements of BNWAS introduced by resolution MSC.282(86). While the intent was to require carriage of BNWAS to both new and existing ships, owing to the error in the text, ships constructed prior to 1 July 2002 was not subject of the requirement. Summary: The error was corrected by this resolution. In principle, this reflects the understanding and practice of Lloyd’s Register In order to accommodate the needs of flag Administrations which had a different understanding of the requirements, a further phrase in the scheme and exemption clause for ships constructed before 1 July 2002 was inserted. Implication: Nominal for ships certified by Lloyd’s Register.

240 1 January 2015

Application: Ships required to carry BNWAS. (Reference is to be made to item 158 in part 1) IMSBC Code amendments 02-13 Adopted by Resolution MSC 354 (92)) Entry into force – 1 January 2015 Background: This is a routine updates to harmonize the development at UN side and to update and add new cargo schedules to Appendix 1 of the Code. Summary: IMSBC Code Amendments 01-11 were finalised and adopted at MSC 89. These came into force voluntarily on 1 January 2012 and will become mandatory on 1 January 2013. The next set of amendments are therefore (02-13) which are to be finalised at DSC 17 (September 2012) for adoption at MSC 92 in May 2013 and these will come into effect voluntarily from 1 January 2014 and on a mandatory basis from 1 January 2015. Amendments include new schedules for nickel ore, or ammonium nitrate UN 1942 and ammonium nitrate based fertilizer UN 2071 and various updates. It was agreed that it was acceptable to carry fuel oil in tanks adjacent to cargo holds loaded with UN 1942 provided heating arrangements remain disconnected, and it is acceptable to carry fuel oil in any tank, double bottom or pipe adjacent to cargo holds loaded with UN 2067, UN 2071 and non-hazardous ammonium nitrate based fertiliser, provided there are means to monitor the means to control the heating of fuel oil to no more than 50 Deg. C. The amendments also include training provisions for shore sidepersonnel.

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Implications: It is expected that new schedule, together with circulars will help safe carriage of the solid bulk cargoes. Shipper/owners who are involved in the transport of the above cargo should pay due attention to the new requirements as ships’ structure/ventilation etc may be required to be modified. Application: All ships carrying solid bulk cargoes regardless of ship type or date of construction from: 

1 January 2014 on voluntary basis



1 January 2015 on mandatory basis.

Relevant instruments  MSC.1/Circ. 1452 - Early implementation of the amendments (02-13) to the International Maritime Solid Bulk Cargoes (IMSBC) Code  MSC.1/Circ. 1453 - Guidelines for the submission of information and completion of the format for the properties of cargoes not listed in the International Maritime Solid Bulk Cargoes (IMSBC) Code and their condition of carriage  MSC.1/Circ. 1454 - Guidelines for developing and approving procedures for sampling, testing and controlling the moisture content for solid bulk cargoes that may liquefy  MSC.1/Circ. 1395/Rev.1 - List of Solid Bulk Cargoes for which Fixed Gas Fire-Extinguishing system may be excepted for which a fixed gas fire extinguishing system is ineffective 244 1 January 2015

Amendments to the International Safety Management (ISM) Code Adopted by Resolution MSC 353 (92)) Entry into force – 1 January 2015 Background: The Joint Working Group on Human Element established within the STW Sub-Committee was tasked to review ISM Code with a view to improving its implementation in order to make it more effective and user-friendly. Summary: Elements, such as “major non-conformity”, safe manning, including a new requirement for the Company to ensure that the ship is appropriately manned were addressed. Implication: The change will require updates of various documents/manuals to meet the requirements of the ISM Code. Application: All ships and management companies. Relevant instruments Simultaneously, amendments to the following instruments were proposed:

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 

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

243

Code for Recognized Organizations (RO Code)

1 January 2015

Adopted by Resolution MEPC.237 (65) & MSC 349 (92) Entry into force – 1 January 2015 Background: Current mandatory resolution A.739 (18) - "Guidelines for the authorization of organizations acting on behalf of the Administration, and A.789 (18) - Specifications on the survey and certification functions of recognized organizations acting on behalf of the Administration have been reviewed to develop as a mandatory code, taking into account the developments of various standards Summary: The Code serves as the international standard and consolidated instrument containing minimum criteria against which organizations are assessed towards recognition and authorization and the guidelines for the oversight by flag States. Implication: No directly impact to the industry. Application: To the government Relevant instruments While the code was being prepared as a new Assembly Resolution, relevant amendments to the international conventions are also prepared to make the code mandatory via these conventions. Proposed changes are:  SOLAS regulation XI-1/1 (MSC.350 (92))  1988 Protocol to 1966 Load Line Convention Annex I regulation 2-1. (MSC.356 (92))  MARPOL Convention Annex I regulation 6 (by resolution MEPC.238 (65))  MARPOL Convention Annex II regulation 8 (by resolution MEPC.238 (65))

150-1 (repeated)

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

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1 July 2015 159 (Repeated) 1 July 2015

SOLAS 1974. Chapter V Regulation 19 – Carriage requirements of ECDIS Retrofitting requirements for tankers (of 3,000 gt or above) See item 159 in part A.

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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) REFER TO 153-1 IN PART A (adopted IMO requirements) OF THIS DOCUMENT. (Further amendments were approved at MSC 89 1 January look at 214-D) 2016 Application: not later than the first renewal survey (non-harmonized and harmonized) on or after 1 January 2011. 153-3 International Code of Safety for High-Speed Craft, 2000 (HSC Code 2000) (REPEATED) Paragraph 7.17 – Fire Safety – note 1 to table 7.17-1 and entire table 7.17-3 1 January See item 153-3 in PART A of this document. 2016 Background: Similar amendments were approved for SOLAS chapter II-2. (see item 153-1) Applications: New crafts (constructed on or after 1 January 2011) and not later than the date of the first renewal survey (harmonized and non-harmonized) on or after 1 January 2011 for existing crafts (crafts constructed on or after 1 July 2002) 150-1 1 January 2016 (repeated) 195 1 January 2016

Revised MARPOL Annex VI NOx tier III control - . See item 150-1 & 150 - 2 in part A. MARPOL Annex IV - Establishment of Special Area under MARPOL Annex IV (Sewage) in the Baltic Sea Adopted by Resolution MEPC.200 (62) Background: Because of the area’s geography, the water volume exchange rate in the Baltic Sea is very low – around 3% a year. As a result, there are concerns about the rising concentration of nutrients caused by discharges from large passenger ships in concentrated areas during concentrated periods. Summary: Amendments to Regulations, 1, 9, 11, 12bis, and form of certificate – for the establishment of a Special Area - were adopted. More stringent requirements within the Special Area for discharging sewage from passenger ships that are contracted for construction or in the absence of a building contract, the commencing construction (keel laying) on or after 1 January 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

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existing inconsistencies. It should be noted that the DE Sub-Committee concluded its discussions on the performance standards for the new treatment systems that meet new requirements. These will be further discussed and hopefully agreed by MEPC 64 in October 2012. There are two areas where MEPC are asked to decide: whether a dilution factor is required or not (it may be possible to achieve the necessary nutrient reduction factor without removing anything, by just adding grey water) and the limits for the effluent reduction standard. Implications: Builders & Manufacturers: There will be major impacts for passenger ship builders as they will have to consider how to optimise their black and grey water discharge arrangements inside and outside the Special Areas. Manufacturers will need to review the proposed performance standard and ensure that equipment is developed which can meet it. Owners: Major impact for passenger ship owners as they will have to consider how to optimise their black and grey water discharge arrangements inside and outside the Special Areas, plus the constraints of dry dockings and space available onboard. The system needs to be adaptable as there could be other regional (different) standards. Flag Administrations and its ROs: As a consequence of the possible decision, they may be required to further consider more sewage type approval work for large capacity sewage treatment plants. In addition, approval of structure as well as arrangements of holding tanks would require careful attention. Application: All passenger ships visiting Special Areas. Application dates for new passenger ships will be from 1 January 2016 and for existing passenger ships will be from 1 January 2018. It should be noted that the above dates are the earliest possible entry into force. The actual enforcement will be 12 months after notification of the readiness of the reception facilities. In other words, if the reception facilities required are not ready, the above dates could be postponed. Relevant instruments Development of Technical Onboard Equipment in relation to the Designation of the Baltic Sea as a Special Sea under MARPOL Annex IV (MEPC 218 (63)) This resolution calls for the development of onboard equipment which will make it possible to achieve the discharge standards required under MARPOL annex IV regulation 11.3. Unless this equipment is available the ships will have to discharge sewage at port reception facilities. The resolution also states that MEPC will keep under review the guidelines on implementation of effluent standards and performance tests for sewage treatment plants.

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1 July 2016 159 (Repeated) 1 July 2016 175 1 July 2016

SOLAS 1974. Chapter V Regulation 19 – Carriage requirements of ECDIS Retrofitting requirements for ships other than passenger ships or tankers (of 50,000 gt or above) See item 159 in part A. SOLAS 1974. Chapter II-1 Regulations 2 and 3-10 – Goal-based Ship Construction Standards for Bulk Carriers and Oil Tankers Adopted by Resolution MSC.290(87) Background: The notion of "goal-based ship construction standards" (GBS) was introduced in IMO in 2002. There was a desire for the IMO to play a larger role in determining the fundamental standards to which new ships are built. It was suggested that the IMO should develop initial standards that would permit innovation in design but ensure that ships are constructed in such a manner that, if properly operated and maintained under specified conditions, they could remain safe for their entire economic life. The standards would also have to ensure that all parts of a ship can be easily accessed to permit proper inspection and ease of maintenance. GBS can therefore be thought of as rules for classification rules, rather than direct rules for ship design. Summary: Regulation 2 – Definition (new paragraph 28 is added).to define “Goal-based ship construction standards for bulk carriers and oil tankers” New regulation 3-10 ‘Goal-based ship construction standards for bulk carriers and oil tankers’ was adopted, which requires that classification rules shall comply with GBS. The regulation also requires ships to carry a Ship Construction File, provided upon delivery and kept updated throughout the 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 this MSC resolution. This means that a classification society wishing to act as a recognised organisation for a flag as far as safety of construction is concerned will have to undergo a verification of its rules as well as a continuous verification of subsequent amendments to these rules in order to establish conformity with the functional requirements. 2. MSC Resolution on the guidelines for verification of conformity with goal based ship construction standards for bulk carriers and oil tankers (MSC.296(87)) These Guidelines provide the procedures necessary for demonstrating and verifying that the ship design and construction rules for bulk carriers and oil tankers of an Administration or its recognized organization conform to the Standards, including both the method and

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criteria to be applied during the verification process. 3. MSC Circular on guidelines for the information to be included in a Ship Construction File (MSC.1/Circ.1343) The aim of these Guidelines is to give additional guidance on the content of the Ship Construction File (SCF) to be provided upon delivery of new bulk carriers and oil tankers in accordance with SOLAS regulation II-1/3-10.4. With the purpose of balancing the legitimate goals of improving design transparency and safeguarding intellectual property protection, it was agreed to develop the SCF composed from an SCF onboard and an SCF supplement ashore. Implications: Owner and builders: New bulk carriers and oil tankers will be required to be designed and built in accordance with GBS, by using a set of classification rules which have been verified by IMO as conforming to the GBS functional requirements. The IACS harmonised Common Structural Rules for oil tankers and bulk carriers will be submitted to the IMO for audit. Owners and builders should make the necessary arrangements for the Ship Construction File to be produced and maintained. Owners should note that changes to GBS compliant ships will need to be recorded on the plans and documents in the Ship Construction File. Flag Administrations and recognised organisations: Classification rules applicable to these types of ships will be subject to the verification process given in the MSC resolution. This means that a classification society wishing to act as a recognised organisation for a flag administration as far as safety construction is concerned will have to undergo a verification of its rules as well as a continuous verification of subsequent amendments to these rules in order to establish conformity with the GBS functional requirements. Application: Oil tankers of 150m in length and above and bulk carriers of 150m in length and above, constructed with single deck, topside tanks and hopper side tanks in cargo spaces, excluding ore carriers and combination carriers:  for which the building contract is placed on or after 1 July 2016;  in the absence of a building contract, the keels of which are laid or which are at a similar stage of construction on or after 1 July 2017; or  the delivery of which is on or after 1 July 2020.

1 July 2017 159 (Repeated) 1 July 2017

SOLAS 1974. Chapter V Regulation 19 – Carriage requirements of ECDIS Retrofitting requirements for ships other than passenger ships or tankers (of 20,000 gt or above) See item 159 in part A.

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195 (Repeated) 1 Jan 2018

MARPOL Annex IV - Establishment of Special Area under MARPOL Annex IV (Sewage) in the Baltic Sea See item 195 in part A - applicability for existing passenger ships will be from 1 January 2018.

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Part 2 – IMO requirements currently under development This part covers legislation that is currently under discussion and has not been adopted; therefore, no fixed entry into force date has been agreed. It also covers legislation that has been adopted but has no certain entry into force date because the conditions have not yet been met.

Expected entry between January 2014 – December 2015 265-D

Draft amendment to MARPOL Annex V (Appendix) - the record of Garbage Discharge Estimated entry into force – 1 Aug 2015- MIGHT BE SUBJECT TO THE FURTHER CHANGE Under discussion by the Marine Environment Protection Committee (MEPC) Background: A comprehensive revision to MARPOL Annex V entered into force on 1 January 2013. There are still some clarifications required out of the new requirements entered into force. Summary: The amendment is to clarify “Estimated amount of discharge” – whether into the sea or to reception facilities. Since this forms part of the MARPOL Convention, the final text will be fixed at MEPC 66 following the applicable amendments procedure. Implication: The amendment is aimed to clarify the meaning in the entry in the garbage record book. This should prevent any conflict during a port State inspection. Application: Ships required to have garbage record book (ships of 400 gt or above) Relevant instruments Resolution MEPC 239 (65) - Amendments to the 2012 Guidelines for the implementation of MARPOL Annex V This resolution provides definition of “e-waste”. They are electronic cards, gadgets, equipment, computers, printer cartridges, etc.

263-D

Draft amendments to MARPOL Annex VI (effective date for Tier III NOx emission standards) Estimated entry into force – 1 Aug 2015- MIGHT BE SUBJECT TO THE FURTHER CHANGE Under discussion by the Marine Environment Protection Committee (MEPC)

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Background: MEPC 65 reviewed the availability of NOx emissions reduction technology, based on a correspondence group report (MEPC 65/4/7). Paragraph 13 of the report recommended that the Tier III application date should remain as 1 January 2016, as stated in Reg 13.5.1 of MARPOL Annex VI. Summary: MEPC 65 did not accept this recommendation, and instead agreed with the Russian Federation proposal (MEPC 65/4/27) to postpone Tier III application by 5 years, to 2021. Lloyd's Register notes that while this was a majority decision of MEPC 65, no amendments to MARPOL Annex VI have yet been adopted. Therefore at present there has been no change to the formal regulatory schedule. We will provide further information on the implications of this decision in future, including reviews of any related MARPOL Annex VI amendments which may be considered for adoption at MEPC 66 in March 2014. While the decision taken at MEPC 65 was based upon a simple majority, adopting the amendments will be governed by MARPOL Convention articles. Further discussion, including restricting this postponing only to a future ECA that may be adopted, is expected at MEPC 66 when the amendments to the MARPOL Convention are adopted. It should also be noted that if there is strong opposition to such amendments from some member States, there is a possibility of regional measures being introduced as an alternative to the previously agreed international measures. Implication & Application: it is strongly recommended to wait for the final conclusion at MEPC 66. (March 2014) 264-D

Draft amendment to the MARPOL Annex VI on extension of EEDI requirements and Exemption for cargo ships with Ice-breaking capacity and others Estimated entry into force – 1 Aug 2015- MIGHT BE SUBJECT TO THE FURTHER CHANGE Under discussion by the Marine Environment Protection Committee (MEPC) Background: Energy Efficiency Design Index was introduced by resolution MEPC.203 (62) which entered into force on 1 January 2013. This is nd the 2 stage requirements. Summary: Draft amendments to the MARPOL Convention were agreed and adopted at this session to incorporate the following ship types with conventional propulsion (unless otherwise stated) into the regulatory framework contained within Chapter 4: • • • •

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

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• Cruise passenger ships (having non-conventional propulsion only) This set of amendments also includes exemption for ships with ice breaking capabilities and clarification of the status of ships not propelled by mechanical means. Implication: The new requirements for these ship types will apply after the start of Phase 1 of the implementation of the EEDI regulation. This will require new ships of these types to comply with the 5% reduction from EEDI reference line (10% in the case of LNG Carriers). In addition, these ship types will be required to have their attained EEDI values calculated in accordance with updated guidelines which reflect specific criteria. Application: to the above mentioned ship types will be for new ships of these types, contracted on or after the date of entry-into-force of the amendments to the regulations. Relevant instruments  

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

As a consequence, the resolutions containing the guidelines for calculation of the EEDI, survey and certification of EEDI reference lines (MEPC.212(63), MEPC.214(63) and MEPC.215(63) respectively) were amended to reflect these changes and the associated technical parameters and methods proposed at this session (MEPC 65). These amendments are expected to be adopted at MEPC 66. 257-D

Draft amendments to the NOx technical Code 2008 concerning use of dual fuel engines - Introductory part (abbreviations, subscripts and symbols) ,Section 1, 5 and 6 Estimated entry into force – 1 Aug 2015- MIGHT BE SUBJECT TO THE FURTHER CHANGE Under discussion by the Sub-Committee on Bulk Liquid and Gases (BLG) Background: In the NOx Technical Code 2008, currently the equations and fuel test factors and co-efficients used are based on liquid fuels and it is recognised that some guidance is needed for those dual fuel engines which are to be certificated on the basis of their gas fuel emission. Summary: These amendments clarify testing and approval of such engines, including calculation values that dual fuel engines are to be tested at their maximum liquid/gas fuel ratio (i.e., the worst NOx emission case) is retained and that these changes are in no way a means of offering a single certification on gas for engines whose normal in service NOx emission values will be higher due to operating with a greater liquid/gas fuel ratio than that used in the testing process.

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These additions are fully consistent with ISO 8178-1 on which Chapter 5 of the Code is based. Therefore there are no changes to either the fundamentals or details of the application of the Code in respect of Parent Engine selection, engine testing or either the Simplified Measurement Method or Direct Measurement and Monitoring options as Onboard NOx Verification Procedures. The amendments also include addition of other alternative fuels such as methanol, propane and butane and this should provide clarity and uniformity to those who are tasked with testing and approving such engines. Implication: Shipowners and Managers: Owner/operators who are intending to operate dual fuel engines which operate on gas or the other alternative fuels included in the guidelines should ensure that they understand the limitation relating to the maximum liquid to gas ratio of fuel which is permitted. In particular, these changes do not allow for an engine to be certificated on the basis of gas fuel emissions and then operated in normal service on diesel oil or other oil fuels. Shipbuilders and equipment manufacturers: Equipment manufacturers should note the list of alternative fuels covered by these guidelines contained in 5, these are: Rapeseed Methyl Ester, Methanol, Ethanol, Natural Gas, Propane and Butane. Equipment manufacturers should ensure that they understand the limitation relating to the maximum liquid to gas ratio of fuel which is permitted and in particular the inclusion of such in the engine technical file. These changes do not allow for an engine to be certificated on the basis of gas fuel emissions and then operated in normal service on diesel oil or other oil fuels Flag Administrations and ROs: Flag administrations and RO’s should note the list of alternative fuels covered by these guidelines contained in 5, these are: Rapeseed Methyl Ester, Methanol, Ethanol, Natural Gas, Propane and Butane. Equipment manufacturers should ensure that they understand the limitation relating to the maximum liquid to gas ratio of fuel which is permitted and in particular the inclusion of such in the engine technical file. These changes do not allow for an engine to be certificated on the basis of gas fuel emissions and then operated in normal service on diesel oil or other oil fuels Application: Dual fuel engines falling within the scope of reg 13 which are not intended to operate on 100% liquid fuel oil for all or part of the load range applicable to their application cycle. This amendment is intended for tier III engine (ships constructed (keel laid) on or after 1 January 2016 238

International convention for the Safety for Fishing Vessels (Torremolinos Convention) Estimated entry into force – Not yet known (provisional estimate - 31 December 2015) Under discussion at Maritime Safety Committee (MSC) for the procedure on determining the number of fishing Background: The Torremolinos Convention and its 1993 Protocol have not yet entered into force as the entry into force requirements (15 flag States with an aggregated fleet of 14000 ships) have not been met. There have also been some problems with the technical requirements. In order to address these issues an agreement has been agreed which change the entry into force requirements to 22 flag states and 3600 fishing vessels which operate on the high seas and modifies some of the technical provisions.

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Summary: The diplomatic conference in South Africa in October 2012 agreed that the entry into force criteria should be 22 flag states which between then have at least 3600 fishing vessels of 24 metres in length and over operating on the high seas. The survey and certification requirements were amended to the five year cycle. A phased in application for some part of the requirements for existing fishing vessels was also agreed. A draft procedure for confirming the number of fishing vessels each signatory has to be agreed by MSC 92. Signatories will be expected to provide the number of fishing vessels which are registered with them at the same time they advise the IMO of their signing of the Cape Town Agreement. If numbers are not provided then the IMO will follow various routes to obtain accurate information. Implications: Owners / operators The Protocol has requirements covering the following areas:  construction, watertight integrity and equipment;  stability and associated seaworthiness;  machinery and electrical installations and periodically unattended machinery spaces;  fire protection, detection, extinction and fire fighting;  protection of crew;  life-saving appliances and arrangements;  emergency procedures, musters and drills;  radiocommunications; and  shipborne navigational equipment and arrangements. When it enters into force these safety items will need to be provided on board fishing vessels. Some of the requirements are applicable to existing fishing vessels as well as to new construction. It should be noted that some Flag Administrations have already enacted the Torremolinos Convention and Protocol, fishing vessels flagged with these administrations will find that nothing will change following these amendments. Builders / designers of fishing vessels will need to ensure that the regulations are complied with. This may require additional or different safety equipment to be provided. Flag Administrations and Recognized Organizations will have to survey new and existing fishing vessels to the extent required and issue appropriate certification. Applicability The Torremolinos Convention and Protocol is, in general, applicable to fishing vessels of 24 metres in length and over. Lloyd’s Register Marine Business Stream : Future IMO Legislation, August 2013

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The regulations contained in these chapters have length limits or have different requirements depending on the length of the ship:  machinery and electrical installations and periodically unattended machinery spaces applies when L ≥ 45m;  fire protection, detection, extinction and fire fighting has different requirements for 45m ≤ L 60 m and L≥60m;  life-saving appliances and arrangements applies when L ≥ 45m only;  emergency procedures, musters and drills (some requirements only apply when L ≥ 45m);  radiocommunications applies when L ≥ 45m; and  shipborne navigational equipment and arrangements (different requirements for lengths of 24m ≤ L< 45m, 45m ≤ L