Lloyds Register - Future IMO Legislation (August 2013)

7/29/2019 Lloyds Register - Future IMO Legislation (August 2013)

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Future IMO legislation August 2013

This publication provides an overview of the knownamendments to the existing statutory regulations andinstruments, mandatory under the conventions and codes.

The known amendments include; amendments that are intransitional period toward full implementation; adoptedamendments that will enter into force on or after 1August 2013; the major topics currently under discussionand development (discussions up to MSC 92 (June 2013)) .


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Lloyds Register : Future IMO Legislation Lloyd's Register August 2013

Index

Part 1 Adopted future IMO legislationA Adopted IMO requirements in transitional period for full applicationThis 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 dependingon 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 futureThis 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 developmentThis part covers legislation that is currently under discussion and has not been adopted; therefore, no fixed entry into force date has beenagreed. It also covers legislation that has been adopted but has no certain entry into force date because the conditions have not yet beenmet.

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


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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 referenceused 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 passengerships 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 thespace, 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 morethan 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 (IGCCode) 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).


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Significant new items being considered or milestones in ongoing developments:

A draft Assembly resolution to support a smoother entry into force of the Ballast Water Convention has been agreed. If adopted by IMOs Assembly inNovember 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 damagestability 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, firedampers 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.


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

266 266 2661 July 2015 69 159* 159* 159* 159* 159* 159* 159* 159* 159* 159*1 January 2016

70 150-1*153-1*

150-1*153-1*195*

150-1*153-1*195*

150-1*153-1*

150-1*153-1*

150-1*153-1*

150-1*153-1*

150-1*153-1*

150-1*153-1*

150-1*153-1* 153-3*

1 July 2016 72 159* 159* 159* 159*175 159* 159*159*175 159* 159* 159*

1 July 2017 73 159* 159* 159* 159* 159* 159* 159* 159* 159* 159*1 January 2018 73 195* 195** - entry has staggered application dates according to ship type and size, and therefore multiple entries below. You are advised to read application details carefully in each case


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

Frompage

Ship type

All shiptypes

PassengerShips

Ro-RoPassenger

Ships

OilTankers

ChemicalTankers

GasCarriers

BulkCarriers

ContainerShips

GeneralCargoShips

Ro-RoCargoShips

HighSpeedCraft

FSUsand

FPSOs

MODUs

ExpectedJanuary 2014 December 2015

75 232265

232264265

232264265

232265

232265

232264265

232265

232265

232265

232264265

ExpectedJanuary 2016onwards

81

154155217234241246252253254255256258259260262

154155185217234241246252253254255256258259260262

154155

185217218234241246252253254255256

258259260262

154155185

192217234239241246252253254255256

258259260261262

154155185192217234239241246252253254255256258259260262

154155

189192217234241246252253254255256

258259260262

154155185192217234241246252253254255256258259260261262

154155185192217234241250246252253254255256258259260262

154155

185192217234241246252253254255256

258259260262

154155185192217218234241246252253254255256258259260262

155 155 155256

* - 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

Frompage

Ship type

All shiptypes

PassengerShips

Ro-RoPassenger

Ships

OilTankers

ChemicalTankers

GasCarriers

BulkCarriers

ContainerShips

GeneralCargoShips

Ro-RoCargoShips

HighSpeedCraft

FSUs andFPSOs

MODUs

Prior to1 January 2012

11

150-1*150-2

153-1*158*159*209*

150-1*150-2

153-1*158*159*209*

150-1*150-2

153-1*158*159*209*

150-1*150-2

153-1*158*159*209*

150-1*150-2

153-1*158*159*209*

150-1*150-2

153-1*158*159*209*

150-1*150-2

153-1*158*159*209*

150-1*150-2

153-1*158*159*209*

150-1*150-2

153-1*158*159*209*

150-1*150-2

153-1*158*159*209*

153-3*

1 January 201321 182*188-1

182*188-1

182*188-1

182*188-1

182*188-1

182*188-1

182*188-1198

182*188-1

182*188-1

182*188-1 188-1 188-1

1 August 2013 32 233 233 233 233 233 233 233 233 233 23320 August 2013 32 ILO0001 ILO0001 ILO0001 ILO0001 ILO0001 ILO0001 ILO0001 ILO0001 ILO0001 ILO00011 January 2014

34

187193197206210

212245

187193197206210

212245

187193197206210

212245

187193197206207210

212213245

187193197206210212213245

187193197206210

212245

187193197206207210212245

187193197206210

212245

187193197206210

212245

187193197206210

212245

205

1 June 2014 44 1861 July 2014

46

158*159*182*199214219226

227235236250

158*159*182*199214219226

227235236250

158*159*182*199214219226

227235236250

158*159*182*199214219226

227235236250

158*159*182*199214219226

227235236250

158*159*182*199214219226

227235236250

158*159*182*199214219226

227235236250

158*159*182*199214219226

227235236250

158*159*182*199214219226

227235236250

158*159*182*199214219226

227235236250

1 October 2014 64 247 247 247 247 247 247 247 247 247 2471 January 2015

64

150-1*244248266

150-1*244248249266

150-1*244248249266

150-1*244248266

150-1*244248266

150-1*244248266

150-1*244248266

150-1*240*244248266

150-1*244248266

150-1*244248266

1 July 2015 69 159* 159* 159* 159* 159* 159* 159* 159* 159* 159*

1 January 2016 70 150-1*153-1* 150-1*153-1* 150-1*153-1* 150-1*153-1* 150-1*153-1* 150-1*153-1* 150-1*153-1* 150-1*153-1* 150-1*153-1* 150-1*153-1* 153-3*


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

*

- 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 withmore 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 theMARPOL Convention, these amendments will be applicable to the states which are party to the protocol only. The revised text of theMARPOL ANNEX VI was approved at MEPC 57, which was adopted at MEPC 58, October 2008. The Committee agreed to revise thedate 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 bedelayed.

Summary: Revised entry dates on the key issuesSOx control

Global Emission Control AreaCurrently: 4.5% Currently:1.5%From entry into force of revised Annex (1 July 2010) 4.50 %

1 July 2010: 1.00%

1 January 2012: 3.50% 1 January 2015: 0.10%

1 January 2020: 0.50%(or 1 January 2025: 0.50% depending ofthe review of the fuel availability in2018)

NOx controlTier II control 1 January 2011Tier III control (Emission Control Areaonly)

1 January 2016

NOx control new engine


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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 130kW17 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 morewhere 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 aship 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 aSelective Catalytic Reduction (SCR) device.

Regulation 18.4 Gas fuelled ships and definition of fuelThe Committee agreed to exempt certain gas fuels such as LNG, CNG and LPG from those aspects of Regulation 18 which coversbunker 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.


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VOC Management PlanWith 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. Thepurpose of the plan is to ensure that VOC emissions resulting from tanker operations to which regulation 15.6 applies are preventedor 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 cargosea passage, anddischarge 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 andother related issues. This information must be provided within the VOC Management Plan when submitting it for approval.

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

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

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

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


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Criteria and Procedure for Designation of Emission control areaMEPC 59 agreed to keep the criteria as prepared by MEPC 57.

Ozone depleting substancesAn 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 andoperators 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 especiallychange 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 bedemands 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 theproper implementation of the new requirements. Development of the policy / standard for the requirement to the existing engineneeds careful attention.

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

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

150-21 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 NOxemission calculation procedures. The MEPC will be issuing a circular to facilitate the application of the revised Code to Tier II enginecertification.
http://www.lr.org/sectors/marine/documents/240772-understanding-exhaust-gas-treatment-systems.aspxhttp://cdlive/information/Documents/ClassNews/2011/CN1911.pdfhttp://cdlive/information/Documents/ClassNews/2012/CN3312.pdfhttp://cdlive/information/default.asp?preOpen=Classification%20Newshttp://cdlive/information/default.asp?preOpen=Classification%20Newshttp://cdlive/information/Documents/ClassNews/2012/CN3312.pdfhttp://cdlive/information/Documents/ClassNews/2011/CN1911.pdfhttp://www.lr.org/sectors/marine/documents/240772-understanding-exhaust-gas-treatment-systems.aspx


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http://cdlive/information/Documents/ClassNews/2010/CN4010.pdfhttp://cdlive/information/default.asp?preOpen=Classification%20News


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July 2011 may subsequently be exempted from full compliance with the standards adopted by the Organization, at the discretion ofthe Administration.

Note : In the existing footnote to paragraph 2 the reference to the performance standard (resolution MSC.128(75) performancestandards 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 orafter 1 July 2011.

This is not stand alone equipment on the navigation bridge. The secondary alarm will be activated in the masters cabin, thuswiring will be required in other parts of the crew accommodation area. Due attention is to be paid to wire penetration at fire-protection boundaries.

BNWAS is required to meet the IMOs performance standard (MSC.128 (75)). BNWAS is to be type approved by the flag Administration or its Recognized Organization (e.g., Classification Society).

Shipowners BNWAS will be required on the existing ships (at the first survey after the date specified) as well. Owners will need to be

prepared to make retrofitting arrangements. Owners are encouraged to take the opportunity to make such arrangements atdry-docking, if there is such an opportunity.

Flag Administrations & their recognized organizations It will be necessary to type approve the system in a timely manner. Relevant survey guidelines should be prepared. The requirements will apply to ships not engaged on international voyages as well.

Application :

Ship type Gross tonnage New ships (keellaying date)

Existing ships (not new ship)

Passenger ships All 1 July 2011 Not later than the first survey* on or after 1 July 2012Non-passenger ships 3,000 gt and above 1 July 2011 Not later than the first survey* on or after 1 July 2012

500 gt and above but lessthan 3,000 gt

1 July 2011 Not later than the first survey* on or after 1 July 2013

150 gt and above but lessthan 500 gt

1 July 2011 Not later than the first survey* on or after 1 July 2014

*The first survey means the first annual survey, the first periodical survey or the first renewal survey, whichever is due first after thedate specified. For a passenger ship, this is the first renewal survey for Passenger Ship Safety Certificate; for a cargo ship (non-


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2091 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 Codewas 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 evaluationprocess (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 shipcomes 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.

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

Relevant instrumentsSTCW.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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1671 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 tankerswere developed.

Summary: This regulation makes the performance standard mandatory. The following are the key points of the draft SOLASregulation:

It sets up entry into force date by building contract, keel lay date and delivery date (in the same manner current SOLASregulation 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 isconcluded 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 tankersMSC 87 adopted MSC resolution on Performance standard for protective coatings for cargo oil tanks of crude oil tankers. Theperformance standard contains requirements for the following items:


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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 guidelinesfor 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 isrequired, coating thicknesses of repairs and conditions before repair can be carried out).

Implications :Owner s: The guidelines can be used as a reference document when repair or re-coating is required. There will be a significant impacton 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 orafter 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 andcargo 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 protectedfrom corrosion. However Administrations may exempt a crude oil tanker from the requirement if the ship is built to trade solely in thecarriage 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 thefinal decision is the Flag Administrations.

Application : Oil tankers which are carrying benign crude oil.

For a Lloyd's Register guidance note on this regulation, please visit www.lr.org/oiltanks


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http://www.lr.org/Images/LR%20Guidance%20Notes_RRS_final_May%202012_tcm155-222259.pdfhttp://cdlive/information/default.asp?preOpen=Classification%20Newshttp://cdlive/information/Documents/ClassNews/2011/CN0911.pdf


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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 tocalculation of a ships energy efficiency during design and build of new ships and will be used to control CO2 levels emitted forfuture 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 hybridpropulsion 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 EEDIvalues (i.e. determined using reference lines). The required EEDI is drawn up based on the EEDI reference line related to shipsconstruction 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 01-Jan-13 31-Dec-14

Phase 11-Jan-15 31-Dec-19

Phase 21-Jan-20 31-Dec-24

Phase 31-Jan-25onwards


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Bulk carrier 20,000 DWTand above

0 10 20 30

10,000 20,000 DWT

n/a 0-10* 0-20* 0-30*

Gas tanker 10,000 DWTand above

0 10 20 30

2,000 10,000 DWT

n/a 0-10* 0-20* 0-30*

Tanker 20,000 DWTand above

0 10 20 30

4,000 20,000 DWT

n/a 0-10* 0-20* 0-30*

Containership

15,000 DWTand above

0 10 20 30

10,000 15,000 DWT

n/a 0-10* 0-20* 0-30*

GeneralCargo ship

15,000 DWTand above

0 10 15 30

3,000 15,000 DWT

n/a 0-10* 0-15* 0-30*

Refrigeratedcargo carrier

5,000 DWTand above

0 10 15 30

3,000 5,000 DWT

n/a 0-10* 0-15* 0-30*

Combinationcarrier

20,000 DWTand above

0 10 20 30

4,000 20,000 DWT

n/a 0-10* 0-20* 0-30*

Implications:

Please note that LR has produced some guidance for owners, operators and shipyards, entitled Implementing the Energy Efficiency Design Index (EEDI).

Builder and designers : Potential change to ship/machinery design to reduce GHG emissions. There are several ways to achieve this,such as
http://www.lr.org/sectors/marine/documents/240648-eedi-guidance-for-owners-operators-and-shipyards.aspxhttp://www.lr.org/sectors/marine/documents/240648-eedi-guidance-for-owners-operators-and-shipyards.aspx


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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 thedesign 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 interpretationof 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


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SEEMP will be also verified at intermediate and renewal surveys required under existing MARPOL Annex VI for the International AirPollution Prevention Certificate. (IAPP Certificate).

Approval of a SEEMP by the flag Administration or its RO is not required. SEEMP may form part of the ships Safety ManagementSystem (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 emissionswhich need to be addressed in SEEMP. To provide SEEMP to all ships in its fleet by 1 January 2013 (on board on delivery for newships; and for existing ships, available to have its presence on board verified at the first intermediate or renewal survey for the IAPPcertificate, 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 priorto 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 therequirement to have a SEEMP on board according to regulation 22 shall take place at the first intermediate or renewal survey forIAPP certificate, whichever is the first, on or after 1 January 2013. SEEMP will not be required for platforms, rigs and offshorestructures

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 ManagementPlan (SEEMP).

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

1961 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
http://www.lr.org/sectors/marine/documents/240651-seemp-guidance-for-shipowners-and-operators.aspxhttp://cdlive/information/Documents/ClassNews/2011/CN1511.pdfhttp://cdlive/information/Documents/ClassNews/2011/CN1511.pdfhttp://cdlive/information/default.asp?preOpen=Classification%20Newshttp://cdlive/information/Documents/ClassNews/2011/CN1511.pdfhttp://www.lr.org/sectors/marine/documents/240651-seemp-guidance-for-shipowners-and-operators.aspxhttp://cdlive/information/default.asp?preOpen=Classification%20News


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Background : MEPC 62 adopted an amendment to the MARPOL Convention to insert an exemption in regulation 14 of MARPOLAnnex VI to allow the steam powered ships constructed on or before 1 August 2011 not designed for continuous operation onmarine distillate or natural gas fuels to be exempted from the fuel sulphur limits for North America ECA or the United StatesCaribbean 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 1August 2011, and are powered by propulsion boilers that were not originally designed for continued operation on marine distillatefuel or natural gas.

Reference - LR Classification News No.11/2012 , available at CDLive ClassNews link
http://cdlive/information/Documents/ClassNews/2012/CN1112.pdfhttp://cdlive/information/default.asp?preOpen=Classification%20Newshttp://cdlive/information/Documents/ClassNews/2012/CN1112.pdfhttp://cdlive/information/default.asp?preOpen=Classification%20News


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B Adopted IMO requirements entering into force in the near futureThis 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 20132331 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 toannexes IV V and VI was agreed. This is designed to allow small island developing states to satisfy MARPOL's requirements for portreception facilities through regional arrangements, using the Guidelines for the development of a Regional Reception Facilities Plan.

Advice to clientsShipowners : This official approval of a regional arrangement may impose operational restrictions as there may not be a receptionfacility 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 Vadopted 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 2013ILO000120 August2013

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; healthprotection, medical care, welfare and social security protection; and seafarers complaint procedures etc. All ships to which theConvention applies must be inspected. In addition, ships over 500grt must be certified to demonstrate compliance. Port State Controlinspections against MLC, 2006 requirements will also be carried out in addition to the inspections by the flag Administrations ororganizations acting on their behalf.

ImplicationsBuilder & Designer : New accommodation construction and equipment requirements in the new Convention for new ships will requirefor 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 arecognised organisation such as Lloyds Register.

Application: The Convention applies to all ships except warships and naval auxiliaries, ships engaged in fishing or similar pursuits, shipsof traditional build such as dhows and junks and those that navigate exclusively in inland waters or waters within, or closely adjacentto, sheltered waters or areas where port regulations apply.


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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 asimulated 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

2061 January 2014

Amendments to SOLAS regulation V/14 - Ships manning

Adopted by Resolution MSC 325 (90)


Background: The current mechanism of issuing minimum manning certificates varies depending upon each flag. IMO tried to establishunified mechanism among flag Administrations.

Summary: Despite of the efforts for the mandatory minimum uniform manning provision, the draft prepared for adoption does notcontain 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 theircurrent 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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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.

2131 January 2014

Amendment to SOLAS Regulation VI/5 -2 Prohibition of the blending of bulk liquid cargoes during the sea voyage andproduction process during the sea voyage



Background : The requirement consists of two parts - prohibition of blending and prohibition of production process.1. Prohibition of the blendingBLG 14 considered the issue of blending bio fuels onboard and concluded that blending onboard can be permitted only when a ship isin 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 15finalised a draft amendment to SOLAS chapter VI. An amendment to include production processes was agreed by MSC.2. Prohibition of production processAt ESPH 17 under AOB the question was raised as to whether recirculation cargo through a heat exchanger was under the prohibitionof blending.

Summary:1. Prohibition of the blendingA new regulation, SOLAS/VI-5.2 will be introduced which will ban the blending of bulk liquid cargoes during a sea voyage. The newregulation will not prohibit the master from undertaking cargo transfers to secure the safety of the ship or protect the marineenvironment or the blending of products or undertaking production processes for use in the search and exploitation of sea-bed mineralresources.2. Prohibition of production processAny 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 wasmade 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 heatexchanger during the voyage for the purpose of maintaining cargo homogeneity or temperature control, including when two or moredifferent products have previously been loaded into the same cargo tank within port limits. See Application below regardingoffshore exploitation.

Implications:Builder/Designer : None

Manufacturer : None


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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 andthickness 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 cargotank then the tank should be treated as a ballast tank for the purposes of the Code.

ImplicationBuilder/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 significantimplication.Flag/RO: Ships should be adequately prepared for survey to a known standard.Application : Bulk carriers and oil tankers of 500 gt or above engaged on international voyages.


Resolution A.1049(27), 2011 ESP Code Amendments to resolution MSC.215(82) Performance standard for protective coatings for dedicated seawater ballast tanks in

all types of ships and double-side skin spaces of bulk carriers (MSC.341 (91)) Amendments to resolution MSC.288(87) Performance standard for protective coatings for cargo oil tanks of crude oil tankers

(MSC.342 (91)) Amendments to resolution MEPC.94(46), as amended, Condition assessment scheme (CAS) (by Resolution MEPC 235 (65))

2451 January 2014

IMDG Code - Amendments 36-12



Background : The Editorial and Technical Group, at its 16th meeting, was tasked to produce the next set of amendments to the IMDGcode (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 therequirements are compatible and therefore movement more simple and logical across all transportation networks. A number ofeditorial 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 thetransport networks so that the implications of each cargo are consistent and dealt with similarly. This will affect all cargo shippers andhelp 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 .

2031 January 2014

Amendment to the FSS Code Chapter 6 - Fixed high Expansion Foam Fire-Extinguishing Systems

Adopted by Resolution MSC.327 (90)


Background: FP 54 recommended this chapter to be divided; having the principle requirements contained within chapter 6 and the teststandards 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 foamfire 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 designand 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 ofthe 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 tobecome familiar with the new requirement.

Application : Ships constructed on or after 1 January 2014 (all passenger ships regardless of size and cargo ships of 500 gt or above).


1. MSC Circular on Guidelines for the testing and approval of fixed high-expansion foam systems (MSC.1/Circ. 1384)

MSC 88 approved these guidelines for circulation which were developed in conjunction with the new chapter 6 of the FSS codeintroduced 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 forfixed foam fire-extinguishing systems set out in the guidance. Fixed foam fire-extinguishing systems for the protection of machineryspaces in accordance with SOLAS regulation II-2/10.4.1.1.2 , cargo spaces in accordance with regulation II-2/10.7.1.1 , cargopump-rooms in accordance with regulation II-2/10.9.1.2 and vehicle, special category and ro-ro spaces in accordance with regulation II-2/20.6.1.3 will be affected .

Application : Intended for new ships constructed on or after 1 January 2014.

2041 January 2014

Amendment to the FSS Code Chapter 8 Alternative extinguishing systems for control stations where water dischargefrom sprinklers may cause damage



Background & summary : A proposal was made to amend SOLAS regulation II-2/10.6.1.1 in order to clarify the requirements ofautomatic sprinkler, fire detection system and fire alarm for passenger ships carrying more than 36 passengers for the protection ofcontrol stations as use of water sprinkler may damage equipment in the fire control station. However, it was agreed that presentSOLAS 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 agreeingthat 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 GTand above).

2051 January 2014 Amendment to the International Code of Safety for High-Speed Craft, 2000 (2000 HSC Code) Chapter 14 -Radiocommunication



Background : Various updates to the code were developed by the COMSAR Sub-Committee to be consistent with the requirements

given in the SOLAS convention.


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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'sintent 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 ofthe 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).

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1 January 2014

Amendments to the 1966 Load Line Convention and its 1988 Protocol - Regulation 47



Background: This amendment will extend the Southern limit of the Summer zone further South off South Africa. Currently the trafficcorridor through the summer zone off Cape Agulhas is quite narrow. With increased piracy activity to the East of the African Continentthere 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 ofthe Southern Winter Seasonal zone will be (part only shown for brevity) the rhumb line from the east coast of the Americancontinent at Cape Tres Puntas to the point latitude 34 S, longitude 50 W, then the parallel of latitude 34 S to longitude 1716 E ,thence the rhumb line to the point latitude 35 10 36 S, longitude 20 E, thence the rhumb line to the point latitude 34 S longitude28 30 E, thence ..

While the amendment to the 88 Protocol was concluded, the amendment to 1966 Convention is to be concluded at 28th Assemblyscheduled 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. Thechanges will mean that there is more sea room when transiting Cape Agulhas which should reduce the likelihood of collisions. Thisdoes 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.

197 A d t t MARPOL A VI R g l ti 14 P l f E i i C t l A (the Common ealth of P erto


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1971 January 2014

Amendments to MARPOL Annex VI Regulation 14 Proposal of Emission Control Areas (the Commonwealth of PuertoRico and the United States Virgin Islands)



Background: MEPC 62 adopted the proposed new Emission Control Area in Central America (in the region of Puerto Rico and US VirginIsland)

Please note that LR has published a guide titled: Understanding exhaust gas treatment systems to support ship owners and operatorsin 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 NorthAmerica ECA. Vessels which are expected to operate in the area may already have specification modifications to operate in ECA areasby 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 inthe area may be already be modified to operate in ECA areas. However they will be using more low sulphur fuels unless they havetaken an alternative option.

Application : To all ships visiting the area from 1 January 2014. (Legal entry into force 1 January 2013 and becoming effective followinga 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 2014186 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 nextrevision of the IBC Code and endorsed the ESPH Working Group's proposals with respect to understanding a systematic review ofchapters 17 and 18 of the IBC Code.
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1 J l 2014


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1 July 20142081 July 2014

New regulation II-1/3-12 - Protection against noise & Draft amendment to SOLAS chapter II-1/36 (to delete the regulationin view of the new regulation II-1/3-12)


Entry into force 1 July 2014

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

Summary: MSC 91 adopted the new regulation II-1/3-12, which requires applicable ships to be constructed in accordance with the new

Code On Noise Levels on board Ships.Application: Regulation II-1/3-12 and the Code on Noise Levels On board Ships will be applicable to ships of 1600GT or above, basedupon 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 2018Ships satisfying the following criteria should comply with the requirements of existing regulation II-1/36, the text of which has beenincluded 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 butbefore 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.


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 termexposure. 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 techniquesand noise prediction. Some Administrations have introduced national mandatory limits on noise and the IMO has decided that thereshould be internationally agreed mandatory noise limits.

Summary: The new Code has mandatory and recommendatory parts. The majority is mandatory but the recommendatory parts arestated at the beginning of the Code (paragraph 1.1.3). The recommendatory sections include requirements for noise measurements tobe taken during port condition, from ships cargo handling equipment and in cargo spaces of vehicle carriers during loading anddischarging of vehicles. The Code includes requirements for measuring equipment specifications and use, information about howmeasurements are taken, limits on exposure to noise, measures to be taken in high noise areas, information about acoustic insulation inaccommodation 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 simplifiedprocedure 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 berequired on sea trials.

Application : See the section Application above


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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 fromtheir fixing positions for this purpose. For carbon dioxide systems, hanging bars for a weighing device above each bottle row, or other


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g p p p y , g g g g ,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 arecurrent practice.

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

2211 July 2014

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



Background: FP was tasked to incorporate unified interpretations contained in MSC.1/Circ.1120 relevant to FSS Code chapter 8.

Summary: Sprinklers shall be placed in an overhead position and spaced in a suitable pattern to maintain an average application rate ofnot less than 5 l/m2 /min over the nominal area covered by the sprinklers. The amendment clarified that nominal area covered bysprinklers 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 Chapter8.2.5.2.3 in MSC/Circ.1120

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

2221 July 2014

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



Background : FP was tasked to incorporate unified interpretations contained in MSC.1/Circ.1120 relevant to FSS Code chapter 9 (awarning for detectors installed in cold places to be tested using procedures that are applicable for that type of location) and a referenceto IEC 60068-2-1 was proposed to be included. FP 53 agreed that draft amendments to chapter 9 were necessary following IACSunified interpretation SC 35 (SOLAS regulation II-2/13.1.3), related to sources of power supply for fixed fire detection and fire alarmsystems, to clarify existing requirements. Operation of automatic changeover switch and the use of batteries of adequate capacity to


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12.2.2.2.1 in MSC/Circ.1120.


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

2241 July 2014

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



Background: FP was tasked to incorporate unified interpretations contained in MSC.1/Circ.1120 relevant to FSS Code chapter 13addressing 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 partof 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

2251 July 2014

Amendment to the FSS Code Chapter 14 - Fixed Deck Foam Systems



Background: When considering deck foam systems on oil tankers and chemical tankers, FP 53 had agreed that the requirements forchemical tankers in SOLAS and the IBC Code were in need of revision and proposed that ships carrying flammable chemicals listed inchapters 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 agendato 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 willinstead only refer to the IBC Code and SOLAS II-2/1.6 regarding foam solutions and foam concentrates that are relevant to the IBCCode (chapters 17 and 18).

Summary: The amendment includes clarification of the supply rate of foam solution and foam concentration needed on tankers asindicated 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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in the damage stability requirements contained in the Load Line Convention and its protocol were identified. Amendments to theregulation have been proposed.


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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 methodand a method for using actual free surface moments.

Implication : The damage stability requirements have been clarified. There should not be any major implications.

Application: To ships which have to comply with the damage stability requirements of the Load Line Convention.

158(Repeated)1 July 2014

SOLAS 1974. Chapter V Regulation 19 Carriage requirements for a bridge navigational watch alarm system (BNWAS)

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

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.182(Repeated)1 July 2014

Amendments to the SOLAS regulation III/1 on load release mechanisms and to the LSA Code paragraph 4.4.7.6 onload 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), 1972Annex I Regulations for the testing, inspection, approval and maintenance of containersAnnex II Structural safety requirements and testsAnnex III Control and verificationAnnex IV Definitions



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

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

Implication : Container inspection in accordance with the convention.

Application: Maritime containers.


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Application: Maritime containers.

1 October 20142471 October 2014

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


Entry into force 1 October 2014

Background : incinerator capacity is recorded on the supplement to the IOPP Certificate. Recent amendments to the IOPP Certificatehave 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 regulation12.1 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 20152481 January 2015

Amendments to SOLAS chapter III/19 related to enclosed space entry and rescue drills and other relating instruments (MSC350 (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))

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

Adopted by various resolutions as indicated above


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Entry into force 1 January 2015Background: Entry into enclosed spaces are a serious threat to life of personnel working onboard. IMO adopted Assembly resolutionA.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 everytwo month.

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

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

2491 January 2015

Amendments to SOLAS chapter III/19 related to passenger mustering

Adopted by Resolution MSC 350 (92))


Background: Following the unfortunate capsize of the large cruise ship Costa Concordia in January 2012, the IMO Secretary-Generalhas pledged that lessons from the incident were considered and appropriate actions were taken in light of those findings. MSC 91 wasinvited to consider comments and proposals on passenger ship safety submitted by Member States and international organizations, andmay 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 wherepassengers 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 orre-scheduling passenger ship operation time.

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

2661 January 2015

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



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

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

Implication : Nominal for ships certified by Lloyds Register.

Application : Ships required to carry BNWAS. (Reference is to be made to item 158 in part 1)2401 January 2015

IMSBC Code amendments 02-13



Background : This is a routine updates to harmonize the development at UN side and to update and add new cargo schedules toAppendix 1 of the Code.

Summary: IMSBC Code Amendments 01-11 were finalised and adopted at MSC 89. These came into force voluntarily on 1 January2012 and will become mandatory on 1 January 2013. The next set of amendments are therefore (02-13) which are to be finalised atDSC 17 (September 2012) for adoption at MSC 92 in May 2013 and these will come into effect voluntarily from 1 January 2014 and ona 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 andvarious updates. It was agreed that it was acceptable to carry fuel oil in tanks adjacent to cargo holds loaded with UN 1942 providedheating arrangements remain disconnected, and it is acceptable to carry fuel oil in any tank, double bottom or pipe adjacent to cargoholds loaded with UN 2067, UN 2071 and non-hazardous ammonium nitrate based fertiliser, provided there are means to monitor themeans to control the heating of fuel oil to no more than 50 Deg. C. The amendments also include training provisions for shore side-personnel.

Implications: It is expected that new schedule, together with circulars will help safe carriage of the solid bulk cargoes. Shipper/ownerswho are involved in the transport of the above cargo should pay due attention to the new requirements as ships structure/ventilationetc may be required to be modified.


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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 moisturecontent 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 afixed gas fire extinguishing system is ineffective

2441 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 Codewith 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 theship is appropriately manned were addressed.

Implication : The change will require updates of various documents/manuals to meet the requirements of the ISM Code.

Application : All ships and management companies.


Simultaneously, amendments to the following instruments were proposed:

Amendments to the Revised Guidelines on Implementation of the International Safety Management (ISM) Code byAdministrations (resolution A.1022(26))

Amendments to the Guidelines for the operational implementation of the International Safety Management (ISM) Code by


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Companies (MSC-MEPC.7/Circ.5)

2431 January2015

Code for Recognized Organizations (RO Code)

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


Background: Current mandatory resolution A.739 (18) - "Guidelines for the authorization of organizations acting on behalf of the

Administration, and A.789 (18) - Specifications on the survey and certification functions of recognized organizations acting on b

Lloyds Register - Future IMO Legislation (August 2013)

Documents

Transcript of Lloyds Register - Future IMO Legislation (August 2013)