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MARITIME SAFETY COMMITTEE 95th session Agenda item 22

MSC 95/22/Add.2

22 June 2015 Original: ENGLISH

REPORT OF THE MARITIME SAFETY COMMITTEE ON

ITS NINETY-FIFTH SESSION Attached are annexes 2 to 27 to the report of the Maritime Safety Committee on its ninety-fifth session (MSC 95/22).

MSC 95/22/Add.2 Page 2


LIST OF ANNEXES ANNEX 2 RESOLUTION MSC.392(95) – AMENDMENTS TO THE INTERNATIONAL

CONVENTION FOR THE SAFETY OF LIFE AT SEA, 1974, AS AMENDED (CHAPTERS II-1, II-2 AND APPENDIX)

ANNEX 3 RESOLUTION MSC.393(95) – AMENDMENTS TO THE INTERNATIONAL MARITIME SOLID BULK CARGOES (IMSBC) CODE

ANNEX 4 RESOLUTION MSC.394(95) – AMENDMENTS TO THE PROTOCOL OF 1978 RELATING TO THE INTERNATIONAL CONVENTION FOR THE SAFETY OF LIFE AT SEA, 1974

ANNEX 5 RESOLUTION MSC.395(95) – AMENDMENTS TO THE PROTOCOL OF 1988 RELATING TO THE INTERNATIONAL CONVENTION FOR THE SAFETY OF LIFE AT SEA, 1974

ANNEX 6 RESOLUTION MSC.396(95) – AMENDMENTS TO THE INTERNATIONAL CONVENTION ON STANDARDS OF TRAINING, CERTIFICATION AND WATCHKEEPING FOR SEAFARERS (STCW), 1978, AS AMENDED

ANNEX 7 RESOLUTION MSC.397(95) – AMENDMENTS TO PART A OF THE SEAFARERS' TRAINING, CERTIFICATION AND WATCHKEEPING (STCW) CODE

ANNEX 8 DRAFT MSC RESOLUTION ON AMENDMENTS TO THE INTERNATIONAL CONVENTION ON STANDARDS OF TRAINING, CERTIFICATION AND WATCHKEEPING FOR SEAFARERS (STCW), 1978, AS AMENDED

ANNEX 9 DRAFT MSC RESOLUTION ON AMENDMENTS TO PART A OF THE SEAFARERS' TRAINING, CERTIFICATION AND WATCHKEEPING (STCW) CODE

ANNEX 10 DRAFT STCW CIRCULAR ON AMENDMENTS TO PART B OF THE SEAFARERS' TRAINING, CERTIFICATION AND WATCHKEEPING (STCW) CODE

ANNEX 11 RESOLUTION MSC.398(95) – AMENDMENTS TO PART B OF THE INTERNATIONAL CODE ON INTACT STABILITY, 2008 (2008 IS CODE)

ANNEX 12 DRAFT AMENDMENTS TO THE INTRODUCTION OF THE 2008 IS CODE

ANNEX 13 RESOLUTION MSC.399(95) – AMENDMENTS TO THE GUIDELINES FOR THE APPLICATION OF PLASTIC PIPES ON SHIPS (RESOLUTION A.753(18)), AS AMENDED BY RESOLUTION MSC.313(88)

ANNEX 14 DRAFT AMENDMENTS TO SOLAS REGULATION II-2/13

ANNEX 15 DRAFT AMENDMENTS TO THE 2011 ESP CODE

MSC 95/22/Add.2 Page 3


ANNEX 16 RESOLUTION MSC.400(95) – AMENDMENTS TO THE REVISED PERFORMANCE STANDARDS AND FUNCTIONAL REQUIREMENTS FOR THE LONG-RANGE IDENTIFICATION AND TRACKING OF SHIPS (RESOLUTION MSC.263(84), AS AMENDED)

ANNEX 17 RESOLUTION MSC.401(95) – PERFORMANCE STANDARDS FOR MULTI-SYSTEM SHIPBORNE RADIONAVIGATION RECEIVERS

ANNEX 18 DRAFT AMENDMENTS TO THE FSS CODE

ANNEX 19 BIENNIAL STATUS REPORTS OF THE SUB-COMMITTEES

ANNEX 20 PROVISIONAL AGENDAS FOR THE SUB-COMMITTEES

ANNEX 21 BIENNIAL STATUS REPORT OF THE MARITIME SAFETY COMMITTEE

ANNEX 22 PROPOSALS FOR THE HIGH-LEVEL ACTION PLAN OF THE ORGANIZATION AND PRIORITIES FOR THE 2016-2017 BIENNIUM FOR THE MARITIME SAFETY COMMITTEE

ANNEX 23 POST-BIENNIAL AGENDA OF THE MARITIME SAFETY COMMITTEE

ANNEX 24 MESSAGE OF THE UNITED NATIONS SECRETARY-GENERAL

ANNEX 25 DRAFT ASSEMBLY RESOLUTION ON ENTRY INTO FORCE AND IMPLEMENTATION OF THE 2012 CAPE TOWN AGREEMENT

ANNEX 26 DRAFT ASSEMBLY RESOLUTION ON AMENDMENTS TO THE RECOMMENDATION ON PILOT TRANSFER ARRANGEMENTS (RESOLUTION A.1045(27))

ANNEX 27 STATEMENTS BY DELEGATIONS AND OBSERVERS

(See document MSC 95/22/Add.1 for annex 1)

***

MSC 95/22/Add.2 Annex 2, page 1


ANNEX 2

RESOLUTION MSC.392(95) (adopted on 11 June 2015)

AMENDMENTS TO THE INTERNATIONAL CONVENTION FOR THE SAFETY OF LIFE AT SEA, 1974, AS AMENDED

THE MARITIME SAFETY COMMITTEE, RECALLING Article 28(b) of the Convention on the International Maritime Organization concerning the functions of the Committee, RECALLING ALSO article VIII(b)(vi)(2) of the International Convention for the Safety of Life at Sea, 1974 ("the Convention"), concerning the amendment procedure applicable to the annex to the Convention, other than to the provisions of chapter I, HAVING CONSIDERED, at its ninety-fifth session, amendments to the Convention, proposed and circulated in accordance with article VIII(b)(i) thereof, 1 ADOPTS, in accordance with article VIII(b)(iv) of the Convention, amendments to the Convention, the text of which is set out in the annex to the present resolution; 2 DETERMINES, in accordance with article VIII(b)(vi)(2)(bb) of the Convention, that the said amendments shall be deemed to have been accepted on 1 July 2016, unless, prior to that date, more than one third of the Contracting Governments to the Convention or Contracting Governments the combined merchant fleets of which constitute not less than 50% of the gross tonnage of the world's merchant fleet, have notified to the Secretary-General their objections to the amendments; 3 INVITES Contracting Governments to the Convention to note that, in accordance with article VIII(b)(vii)(2) of the Convention, the amendments shall enter into force on 1 January 2017 upon their acceptance in accordance with paragraph 2 above; 4 REQUESTS the Secretary-General, for the purposes of article VIII(b)(v) of the Convention, to transmit certified copies of the present resolution and the text of the amendments contained in the annex to all Contracting Governments to the Convention; and 5 REQUESTS ALSO the Secretary-General to transmit copies of this resolution and its annex to Members of the Organization which are not Contracting Governments to the Convention.



ANNEX

AMENDMENTS TO THE INTERNATIONAL CONVENTION FOR THE SAFETY OF LIFE AT SEA, 1974, AS AMENDED

CHAPTER II-1 CONSTRUCTION – STRUCTURE, SUBDIVISION AND STABILITY,

MACHINERY AND ELECTRICAL INSTALLATIONS

Part A General

Regulation 2 – Definitions 1 The following new paragraphs 29 and 30 are added after the existing paragraph 28:

"29 IGF Code means the International Code of safety for ships using gases or other low-flashpoint fuels as adopted by the Maritime Safety Committee of the Organization by resolution MSC.391(95), as may be amended by the Organization, provided that such amendments are adopted, brought into force and take effect in accordance with the provisions of article VIII of the present Convention concerning the amendment procedures applicable to the annex other than chapter I. 30 Low-flashpoint fuel means gaseous or liquid fuel having a flashpoint lower than otherwise permitted under regulation II-2/4.2.1.1."

Part F Alternative design and arrangements

Regulation 55 – Alternative design and arrangements 2 The existing paragraphs 1 to 3 are replaced with the following:

"1 Purpose The purpose of this regulation is to provide a methodology for alternative design and arrangements for machinery, electrical installations and low-flashpoint fuel storage and distribution systems. 2 General 2.1 Machinery, electrical installation and low-flashpoint fuel storage and distribution systems design and arrangements may deviate from the requirements set out in parts C, D, E or G, provided that the alternative design and arrangements meet the intent of the requirements concerned and provide an equivalent level of safety to this chapter.

2.2 When alternative design or arrangements deviate from the prescriptive requirements of parts C, D, E or G, an engineering analysis, evaluation and approval of the design and arrangements shall be carried out in accordance with this regulation.



3 Engineering analysis The engineering analysis shall be prepared and submitted to the Administration, based on the guidelines developed by the Organization* and shall include, as a minimum, the following elements:

.1 determination of the ship type, machinery, electrical installations, low-flashpoint fuel storage and distribution systems and space(s) concerned;

.2 identification of the prescriptive requirement(s) with which the machinery, electrical installations and low-flashpoint fuel storage and distribution systems will not comply;

.3 identification of the reason the proposed design will not meet the prescriptive requirements supported by compliance with other recognized engineering or industry standards;

.4 determination of the performance criteria for the ship, machinery, electrical installation, low-flashpoint fuel storage and distribution system or the space(s) concerned addressed by the relevant prescriptive requirement(s):

.1 performance criteria shall provide a level of safety not inferior to the relevant prescriptive requirements contained in parts C, D, E or G; and

.2 performance criteria shall be quantifiable and measurable;

.5 detailed description of the alternative design and arrangements, including a list of the assumptions used in the design and any proposed operational restrictions or conditions;

.6 technical justification demonstrating that the alternative design and arrangements meet the safety performance criteria; and

.7 risk assessment based on identification of the potential faults and hazards associated with the proposal.

_______________ * Refer to the Guidelines on alternative design and arrangements for SOLAS chapters II-

1 and III (MSC.1/Circ.1212) and the Guidelines for the approval of alternatives and

equivalents as provided for in various IMO instruments (MSC.1/Circ.1455)."



3 The new part G is added after the existing part F as follows:

"Part G Ships using low-flashpoint fuels

Regulation 56 – Application

1 Except as provided for in paragraphs 4 and 5, this part shall apply to ships using low-flashpoint fuels:

.1 for which the building contract is placed on or after 1 January 2017;

.2 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

.3 the delivery of which is on or after 1 January 2021.

Such ships using low-flashpoint fuels shall comply with the requirements of this part in addition to any other applicable requirements of the present regulations.

2 Except as provided for in paragraphs 4 and 5, a ship, irrespective of the date of construction, including one constructed before 1 January 2009, which converts to using low-flashpoint fuels on or after 1 January 2017 shall be treated as a ship using low-flashpoint fuels on the date on which such conversion commenced.

3 Except as provided for in paragraphs 4 and 5, a ship using low-flashpoint fuels, irrespective of the date of construction, including one constructed before 1 January 2009, which, on or after 1 January 2017, undertakes to use low-flashpoint fuels different from those which it was originally approved to use before 1 January 2017 shall be treated as a ship using low-flashpoint fuels on the date on which such undertaking commenced.

4 This part shall not apply to gas carriers, as defined in regulation VII/11.2:

.1 using their cargoes as fuel and complying with the requirements of the IGC Code, as defined in regulation VII/11.1; or

.2 using other low-flashpoint gaseous fuels provided that the fuel storage and distribution systems design and arrangements for such gaseous fuels comply with the requirements of the IGC Code for gas as a cargo.

5 This part shall not apply to ships owned or operated by a Contracting Government and used, for the time being, only in Government non-commercial service. However, ships owned or operated by a Contracting Government and used, for the time being, only in Government non-commercial service are encouraged to act in a manner consistent, so far as reasonable and practicable, with this part.

Regulation 57 – Requirements for ships using low-flashpoint fuels

Except as provided in regulations 56.4 and 56.5, ships using low-flashpoint fuels shall comply with the requirements of the IGF Code."



CHAPTER II-2 CONSTRUCTION – FIRE PROTECTION, FIRE DETECTION

AND FIRE EXTINCTION

Part B Prevention of fire and explosion

Regulation 4 – Probability of ignition

4 In paragraph 2.1.3.4, the word "and" is deleted. 5 In paragraph 2.1, the existing subparagraph .4 is replaced with the following:

".4 in cargo ships, to which part G of chapter II-1 is not applicable, the use of oil fuel having a lower flashpoint than otherwise specified in paragraph 2.1.1, for example crude oil, may be permitted provided that such fuel is not stored in any machinery space and subject to the approval by the Administration of the complete installation; and

.5 in ships, to which part G of chapter II-1 is applicable, the use of oil fuel having

a lower flashpoint than otherwise specified in paragraph 2.1.1 is permitted."

6 At the end of existing paragraph 5.3.2.2, the following sentence is added:

"For tankers constructed on or after 1 January 2017, any isolation shall also continue to permit the passage of large volumes of vapour, air or inert gas mixtures during cargo loading and ballasting, or during discharging in accordance with regulation 11.6.1.2."

Part C Suppression of fire

Regulation 11 – Structural integrity 7 At the end of existing paragraph 6.2, the following sentence is added:

"For tankers constructed on or after 1 January 2017, the openings shall be arranged in accordance with regulation 4.5.3.4.1."

8 In paragraph 6.3.2, the following text is added between the first and the second sentences:

"In addition, for tankers constructed on or after 1 January 2017, the secondary means shall be capable of preventing over-pressure or under-pressure in the event of damage to, or inadvertent closing of, the means of isolation required in regulation 4.5.3.2.2."



Part G Special requirements

Regulation 20 – Protection of vehicle, special category and ro-ro spaces

9 The existing paragraph 3.1.2 is replaced with the following:

"3.1.2 Performance of ventilation systems

3.1.2.1 In passenger ships, the power ventilation system shall be separate from other ventilation systems. The power ventilation system shall be operated to give at least the number of air changes required in paragraph 3.1.1 at all times when vehicles are in such spaces, except where an air quality control system in accordance with paragraph 3.1.2.4 is provided. Ventilation ducts serving such cargo spaces capable of being effectively sealed shall be separated for each such space. The system shall be capable of being controlled from a position outside such spaces.

3.1.2.2 In cargo ships, the ventilation fans shall normally be run continuously and give at least the number of air changes required in paragraph 3.1.1 whenever vehicles are on board, except where an air quality control system in accordance with paragraph 3.1.2.4 is provided. Where this is impracticable, they shall be operated for a limited period daily as weather permits and in any case for a reasonable period prior to discharge, after which period the ro-ro or vehicle space shall be proved gas-free. One or more portable combustible gas detecting instruments shall be carried for this purpose. The system shall be entirely separate from other ventilation systems. Ventilation ducts serving ro-ro or vehicle spaces shall be capable of being effectively sealed for each cargo space. The system shall be capable of being controlled from a position outside such spaces.

3.1.2.3 The ventilation system shall be such as to prevent air stratification and the formation of air pockets.

3.1.2.4 For all ships, where an air quality control system is provided based on the guidelines developed by the Organization,* the ventilation system may be operated at a decreased number of air changes and/or a decreased amount of ventilation. This relaxation does not apply to spaces to which at least ten air changes per hour is required by paragraph 3.2.2 of this regulation and spaces subject to regulations 19.3.4.1 and 20-1. __________________ * Refer to the Revised design guidelines and operational recommendations for ventilation systems

in ro-ro cargo spaces (MSC/Circ.1515)."



APPENDIX

CERTIFICATES

FORM OF SAFETY CERTIFICATE FOR PASSENGER SHIPS

PASSSENGER SHIP SAFETY CERTIFICATE 10 The following new paragraph 2.2 is added after the existing paragraph 2.1:

"2.2 the ship complied with part G of chapter II-1 of the Convention using ……… as fuel/N.A.1"

11 The existing paragraphs 2.2 to 2.11 are renumbered accordingly.

FORM OF SAFETY CONSTRUCTION CERTIFICATE FOR CARGO SHIPS

CARGO SHIP SAFETY CONSTRUCTION CERTIFICATE 12 The existing paragraph 2 is replaced with the following:

"2. That the survey showed that: .1 the condition of the structure, machinery and equipment as defined

in the above regulation was satisfactory and the ship complied with the relevant requirements of chapters II-1 and II-2 of the Convention (other than those relating to fire safety systems and appliances and fire control plans); and

.2 the ship complied with part G of chapter II-1 of the Convention using

……. as fuel/N.A4."

***



ANNEX 3


AMENDMENTS TO THE INTERNATIONAL MARITIME

SOLID BULK CARGOES (IMSBC) CODE

THE MARITIME SAFETY COMMITTEE, RECALLING Article 28(b) of the Convention on the International Maritime Organization concerning the functions of the Committee, NOTING resolution MSC.268(85) by which it adopted the International Maritime Solid Bulk Cargoes Code (hereinafter referred to as "the IMSBC Code"), which has become mandatory under chapter VI of the International Convention for the Safety of Life at Sea (SOLAS), 1974, as amended (hereinafter referred to as "the Convention"), NOTING ALSO article VIII(b) and regulation VII/1.1 of the Convention concerning amendment procedure for amending the IMSBC Code, HAVING CONSIDERED, at its ninety-fifth session, amendments to the IMSBC Code, proposed and circulated in accordance with article VIII(b)(i) of the Convention, 1 ADOPTS, in accordance with article VIII(b)(iv) of the Convention, amendments to the IMSBC Code, the text of which is set out in the annex to the present resolution; 2 DETERMINES, in accordance with article VIII(b)(vi)(2)(bb) of the Convention, that the said amendments shall be deemed to have been accepted on 1 July 2016, unless prior to that date, more than one third of the Contracting Governments to the Convention or Contracting Governments the combined merchant fleets of which constitute not less than 50% of the gross tonnage of the world's merchant fleet, have notified their objections to the amendments; 3 INVITES Contracting Governments to the Convention to note that, in accordance with article VIII(b)(vii)(2) of the Convention, the amendments shall enter into force on 1 January 2017 upon their acceptance in accordance with paragraph 2 above; 4 AGREES that Contracting Governments to the Convention may apply the aforementioned amendments in whole or in part on a voluntary basis as from 1 January 2016; 5 REQUESTS the Secretary-General, for the purpose of article VIII(b)(v) of the Convention, to transmit certified copies of the present resolution and the text of the amendments contained in the annex to all Contracting Governments to the Convention; and 6 FURTHER REQUESTS the Secretary-General to transmit copies of this resolution and its annex to Members of the Organization, which are not Contracting Governments to the Convention.



ANNEX

DRAFT AMENDMENTS TO THE INTERNATIONAL MARITIME SOLID BULK CARGOES (IMSBC) CODE

Contents 1 At the end, a new entry "appendix 5" is added with the following:

"Appendix 5 Bulk Cargo Shipping Names in three languages (English, Spanish and French)"

Section 1 General provisions

1.3 Cargoes not listed in this Code 1.3.3 Format for the properties of cargoes not listed in this Code and conditions of

the carriage* 2 In the footnote assigned to the title, after the words "(IMSBC) Code", insert the words "(see supplement of this Code)". 1.4 Application and implementation of this Code 3 In paragraph 1.4.2, the following entries are inserted in the corresponding order:

"Paragraph 4.2.2.2;"

"Section 14 Prevention of pollution by cargo residues from ships;". 4 In the existing paragraph 1.4.2, the line for "Appendices other than appendix 1 Individual schedules of solid bulk cargoes; and" is replaced with the following:

"Appendices other than appendix 1 (Individual schedules of solid bulk cargoes) and appendix 5 (Bulk Cargo Shipping Names in three languages (English, Spanish and French)); and"

1.6 Conventions 5 In the body of paragraph 1.6, at the end of the first sentence, the words "are reproduced in full" are replaced by the words "the relevant parts are reproduced below", and the second sentence is deleted.



Chapter VI Carriage of cargoes

Part A

General provisions

6 The title of chapter VI is replaced by the following:

"Carriage of cargoes and oil fuels"

Regulation 1 Application 7 At the beginning of paragraph 1, the words "Unless expressly provided otherwise," are added and the existing word "This" is replaced by the word "this". Regulation 4 The use of pesticides in ships 8 In the footnote, in subparagraph .2, the reference for "(MSC.1/Circ.1264)" is replaced by "(MSC.1/Circ.1264, as amended by MSC.1/Circ.1396)". Regulation 5-1 Material safety data sheets 9 Regulation 5-1 is deleted.

Chapter VII Carriage of dangerous goods

Part A-1

Carriage of dangerous goods in solid form in bulk Regulations 7-4 Reporting of incidents involving dangerous goods 10 In the footnote assigned at the end of paragraph 1, the reference "(MSC/Circ.857)" is amended to read "(MSC/Circ.857, as contained in the supplement to the IMDG Code)". 1.7 Definitions 11 In the definition for "Manual of Tests and Criteria", replace the words (ST/SG/AC.10/11/Rev.5/Amendment 1) by the words "(ST/SG/AC.10/11/Rev.5/Amendment 2)".



Section 3 Safety of personnel and ship

3.1 General requirements 12 After the existing paragraph 3.1.1, insert a new paragraph 3.1.2 with the following:

"3.1.2 Routine on board operational fire safety risk assessments shall be carried out by the ship's crew for cargo handling areas on self-unloading bulk carriers featuring internally installed conveyor systems within the ship's structure. Due consideration shall be given to fire prevention and the effective operation of fire detection systems, containment and suppression under all anticipated operating conditions and cargoes. The fire safety risk assessments shall be detailed in the ship's Safety Management System (SMS) together with a recommended timing to provide regular assessments."

and the existing paragraph 3.1.2 is renumbered as 3.1.3. 3.2 Poisoning, corrosive and asphyxiation hazards 13 In paragraph 3.2.4, the corresponding footnote is amended to read as follows:

"Refer to the Revised recommendations for entering enclosed spaces aboard ships, adopted by the Organization by resolution A.1050(27) (see the supplement to this Code)."

3.6 Cargo under in-transit fumigation 14 In paragraph 3.6.2, the existing footnotes are amended to read as follows:

"* Refer to the Recommendations on the safe use of pesticides in ships applicable to the fumigation of cargo holds (MSC.1/Circ.1264), as amended by MSC.1/Circ.1396. (see the supplement to this Code)."

"† Refer to subsection 3.3.2.4 of MSC.1/Circ.1264, as amended by

MSC.1/Circ.1396."

and a new footnote "ǂ" is added at the end of the paragraph with the following:

"ǂ Refer to subsection 3.3.2.10 of MSC.1/Circ.1264, as amended by MSC.1/Circ.1396".



Section 4 Assessment of acceptability of consignments for safe shipment

4.2 Provision of information 15 The existing paragraph 4.2.2 is renumbered as "4.2.2.1" and the following new paragraph "4.2.2.2" is added:

"4.2.2.2 The cargo information should include whether or not the cargo is harmful to the marine environment*.]

____________________ * Refer to paragraphs 3.2 and 3.4 of 2012 Guidelines for the implementation of MARPOL Annex V

(MEPC.219(63)) (See paragraph 14.2 in this Code)."

16 In paragraph 4.2.3, in the "Form for cargo information for Solid Bulk Cargoes", after the row for that describes Group of the cargo, the following rows are inserted:

"

Classification relating to MARPOL Annex V

harmful to the marine environment

not harmful to the marine environment

"

Section 7 Cargoes that may liquefy

7.3 Provisions for cargoes that may liquefy 7.3.1 General 17 The existing paragraphs 7.3.1.1 to 7.3.1.4 are replaced by the following:

"7.3.1.1 Concentrates or other cargoes which may liquefy shall only be accepted for loading when the actual moisture content of the cargo is less than its TML. Notwithstanding this provision, cargoes having moisture content in excess of the TML may be carried on a specially constructed or fitted cargo ship for confining cargo shift specified in paragraph 7.3.2. 7.3.1.2 Notwithstanding the provisions in section 1.4 of this Code, the requirements in sections 4.2.2.9, 4.2.2.10, 4.3.2 to 4.3.5, 4.5, 4.6 and 8 of this Code need not apply to a cargo which may liquefy provided that the cargo is carried on a specially constructed or fitted cargo ship for confining cargo shift specified in paragraph 7.3.2 or on a specially constructed ship for dry powdery cargoes specified in paragraph 7.3.3. 7.3.1.3 Cargoes which contain liquids other than packaged canned goods or the like shall not be stowed in the same cargo space above or adjacent to these solid bulk cargoes.



7.3.1.4 Adequate measures shall be taken to prevent liquids entering the cargo space in which these solid bulk cargoes are stowed during the voyage.

7.3.1.5 Masters shall be cautioned about the possible danger of using water to cool these cargoes while the ship is at sea. Introducing water may bring the moisture content of these cargoes to a flow state. When necessary, due regard shall be paid to apply water in the form of spray."

7.3.2 Specially constructed or fitted cargo ships

18 The existing subsection 7.3.2 is replaced by the following:

"7.3.2 Specially constructed or fitted cargo ships for confining cargo shift

7.3.2.1 Specially constructed cargo ships for confining cargo shift shall have permanent structural boundaries, so arranged as to confine any shift of cargo to an acceptable limit. The ship concerned shall carry evidence of approval by the Administration.

7.3.2.2 Specially fitted cargo ships for confining cargo shift shall be fitted with specially designed portable divisions to confine any shift of cargo to an acceptable limit. Specially fitted cargo ships shall be in compliance with the following requirements:

.1 The design and positioning of such special arrangements shall adequately provide not only the restraint of the immense forces generated by the flow movement of high-density bulk cargoes, but also for the need to reduce to an acceptable safe level the potential heeling movements arising out of a transverse cargo flow across the cargo space. Divisions provided to meet these requirements shall not be constructed of wood.

.2 The elements of the ship's structure bounding such cargo shall be strengthened, as necessary.

.3 The plan of special arrangements and details of the stability conditions on which the design has been based shall have been approved by the Administration. The ship concerned shall carry evidence of approval by the Administration.

7.3.2.3 A submission made to an Administration for approval of such a ship shall include:

.1 relevant structural drawings, including scaled longitudinal and transverse sections;

.2 stability calculations, taking into account loading arrangements and possible cargo shift, showing the distribution of cargo and liquids in tanks, and of cargo which may become fluid; and

.3 any other information which may assist the Administration in the assessment of the submission."



19 Add the following new subsection 7.3.3:

"7.3.3 Specially constructed cargo ships for dry powdery cargoes 7.3.3.1 Specially constructed cargo ships for dry powdery cargoes shall be designed and constructed to:

.1 carry solely dry powdery cargoes; and

.2 handle cargoes by means of closed type systems using pneumatic

equipment which prevent the cargo from the exposure to weather.

7.3.3.2 The ship concerned shall carry evidence of approval by the Administration."

Section 8

Test procedures for cargoes that may liquefy

8.1 General 20 In the end of paragraph "8.1", the words "unless the cargo is carried in a specially constructed or fitted ship" are deleted.

Section 9 Materials possessing chemical hazards

9.2.3. Materials hazardous only in bulk (MHB) 9.2.3.1 General 21 After the existing paragraphs 9.2.3.1.3, two new subparagraphs 9.2.3.1.4 and 9.2.3.1.5 are added with the following:

"9.2.3.1.4 Although the chemical hazards are intended to be closely defined in order

to establish a uniform approach to MHB classification, where human experience or other factors indicate the need to consider other chemical hazards, these shall always be taken into account. Where deviations from the chemical hazards described in 9.2.3.2 to 9.2.3.7, have been recognized (Other hazards (OH)), they shall be properly recorded with justifications. Other hazards are to be included in the section for "Hazard" in the individual schedule.



9.2.3.1.5 A notational reference shall accompany the MHB designation in the "Class" cell of the Characteristics table for each individual schedule for cargoes classified as MHB. When a material possesses one or more of the chemical hazards as defined below, the notational reference for each hazard shall be included in the "Class" cell. A summary of the notational references is presented in the table below:

Chemical Hazard Notational Reference

Combustible solids CB

Self-heating solids SH

Solids that evolve flammable gas when wet WF

Solids that evolve toxic gas when wet WT

Toxic solids TX

Corrosive solids CR

Other hazards OH

" and amend the following subsection headings under 9.2.3 as follows:

"9.2.3.2 Combustible solids: MHB (CB) 9.2.3.3 Self-heating solids: MHB (SH)

9.2.3.4 Solids that evolve flammable gas when wet: MHB (WF)

9.2.3.5 Solids that evolve toxic gas when wet: MHB (WT)

9.2.3.6 Toxic solids: MHB (TX)

9.2.3.7 Corrosive solids: MHB (CR)" 9.2.3.7 Corrosive solids 22 In paragraph 9.2.3.7.3, replace the reference "ISO 3574:199" by the reference "ISO 3574:1999". 9.3 Stowage and segregation requirements 9.3.3 Segregation between bulk materials possessing chemical hazards and

dangerous goods in packaged form 23 The second paragraph of the existing paragraph 9.3.3.1, before the table, is numbered as "9.3.3.2".



Section 13 References to related information and recommendations

13.1 General

24 In paragraph 13.1, after the words "IMO Instruments", insert the words "and other international standards (such as ISO, IEC)".

13.2 Reference list

25 In paragraph 13.2, after the words "IMO Instruments", in the first sentence, insert the words "or standard"; and, in the third sentence of the paragraph, after the words "IMO Instruments", insert the words "or reference standard".

26 In the heading of the table, in column "Reference to the relevant IMO instruments (2)", add the words "or standard" after the words "IMO instruments".

13.2.3 Fire-extinguishing arrangements

27 Under section 13.2.3 of the table, insert a new second row with the following: "

General Group B FSS Code chapter 5 Fixed Gas Fire-Extinguishing Systems

" and under section 13.2.3 of the table, in the column "Reference to the relevant IMO instruments (2)", for entry "Groups A, B and C", replace the text with "MSC/Circ.1395/Rev.2; and, in the column "Subject (3)", after the words "may be exempted", add the words "or for which a fixed gas fire-extinguishing system is ineffective". 13.2.4 Ventilation

28 Under section 13.2.4 of the table, at the end of the section, insert three new rows with the following: "

General Group B MSC.1/Circ.1434 Unified Interpretation of SOLAS II-2/19.3.4

General Group B MSC.1/Circ.1120 Unified Interpretation of SOLAS including II-2 /19.3.2, 19.3.4 and 19.3.4.2

General Group B IEC 60092-506 Electrical standards for equipment safe for use in an explosive atmosphere

"

13.2.6 Gas detection

29 Under section 13.2.6 of the table, in the column "Reference to the relevant IMO instruments (2)", the words "section 3" are replaced by "as amended by MSC.1/Circ.1396",

and, at the end of the section, insert a new row with the following: "

General IEC 60092-506 Electrical standards for equipment safe for use in an explosive atmosphere

"



13.2.10 Segregation 30 Under section 13.2.10 of the table, at the end of the section, insert a new row with the following:

"

Group B IEC 60092-352 Standards for electrical cable penetrations in boundaries

"

13.2.12 Entering enclosed spaces 31 Under section 13.2.12 of the table, in the column "Reference to the relevant IMO instruments (2)", amend the text to read "resolution A.1050(27), 30 November 2011"; and in the column "Subject (3)", amend the title to read "Revised recommendations for entering enclosed spaces aboard ships". 13.2.13 Avoidance of excessive stresses 32 Under section 13.2.13 of the table, at the end of the section, insert two new rows with the following: "

2.1.2 Resolution A.862(20), as amended

Code of Practice for the Safe Loading and Unloading of Bulk Carriers (BLU Code)

2.1.2 MSC.1/Circ.1357 Additional Considerations for the Safe Loading of Bulk Carriers

" 33 A new "Section 14" is added with the following texts:

"Section 14 Prevention of pollution by cargo residues from ships

14.1 The provisions of this section address the management of residues of solid bulk cargoes, in relation to the 2012 Guidelines for the implementation of MARPOL Annex V (resolution MEPC.219(63), as amended) (the Guidelines). In accordance with MARPOL Annex V, the management of the residues of solid bulk cargoes depends primarily on the classification of a solid bulk cargo as to whether it is harmful to the marine environment (HME) or non-HME. The responsibility for classifying and declaring, whether a solid bulk cargo is HME or non-HME, lies with the shipper as per section 3.4 of the Guidelines. The information in this section is provided in order to assist users of the IMSBC Code. 14.2 The Guidelines assist with the implementation of requirements in MARPOL Annex V. The text of the Guidelines, relevant to residues of solid bulk cargoes is reproduced below. The Guidelines may be amended after the adoption of this version of the IMSBC Code, and the latest version of the Guidelines should always be referred to.



"2012 GUIDELINES FOR THE IMPLEMENTATION OF MARPOL ANNEX V PREFACE (Not reproduced.) 1 INTRODUCTION 1.1 The revised MARPOL Annex V with an entry into force date of 1 January 2013, prohibits the discharge of all types of garbage into the sea unless explicitly permitted under the Annex. These guidelines have been developed taking into account the regulations set forth in Annex V, as amended, of the International Convention for the Prevention of Pollution from Ships, (MARPOL) (hereinafter referred to as the "Convention"). The purpose of these guidelines is to provide guidance to governments, shipowners, ship operators, ships' crews, cargo owners, port reception facility operators and equipment manufacturers. The guidelines are divided into the following six sections that provide a general framework upon which governments can formulate programmes:

Introduction;

Garbage management;

Management of cargo residues of solid bulk cargoes;

Training, education and information;

Port reception facilities for garbage; and

Enhancement of compliance with MARPOL Annex V.

1.2 Under the revised MARPOL Annex V, discharge of all garbage is now prohibited, except as specifically permitted in regulations 3, 4, 5 and 6 of MARPOL Annex V. MARPOL Annex V reverses the historical presumption that garbage may be discharged into the sea based on the nature of the garbage and defined distances from shore. Regulation 7 provides limited exceptions to these regulations in emergency and non-routine situations. Generally, discharge is restricted to food wastes, identified cargo residues, animal carcasses, and identified cleaning agents and additives and cargo residues entrained in wash water which are not harmful to the marine environment. It is recommended that ships use port reception facilities as the primary means of discharge for all garbage. 1.3 Recognizing that the MARPOL Annex V regulations continue to restrict the discharge of garbage into the sea, require garbage management for ships, and that garbage management technology continues to evolve, it is recommended that governments and the Organization continue to gather information and review these guidelines periodically. 1.4 (Not reproduced.) 1.5 (Not reproduced.) 1.6 Definitions (Not reproduced.)



1.7 Application 1.7.1 This section provides clarification as to what should and should not be considered garbage under MARPOL Annex V. 1.7.2 (Not reproduced.) 1.7.3 (Not reproduced.) 1.7.4 While cleaning agents and additives contained in hold washwater, and deck and external surface washwater are considered "operational wastes" and thus "garbage" under Annex V, these cleaning agents and additives may be discharged into the sea so long as they are not harmful to the marine environment. 1.7.5 A cleaning agent or additive is considered not harmful to the marine environment if it:

.1 is not a "harmful substance" in accordance with the criteria in MARPOL Annex III; and

.2 does not contain any components which are known to be carcinogenic,

mutagenic or reprotoxic (CMR). 1.7.6 The ship's record should contain evidence provided by the producer of the cleaning agent or additive that the product meets the criteria for not being harmful to the marine environment. To provide an assurance of compliance, a dated and signed statement to this effect from the product supplier would be adequate for the purposes of a ship's record. This might form part of a Safety Data Sheet or be a stand-alone document but this should be left to the discretion of the producer concerned. 1.7.7 (Not reproduced.) 1.7.8 (Not reproduced.) 2 GARBAGE MANAGEMENT 2.1 Waste Minimization 2.1.1 All shipowners and operators should minimize taking on board material that could become garbage. Ship-specific garbage minimization procedures should be included in the Garbage Management Plan. It is recommended that manufacturers, cargo owners, ports and terminals, shipowners and operators and governments consider the management of garbage associated with ships' supplies, provisions, and cargoes as needed to minimize the generation of garbage in all forms. 2.1.2 (Not reproduced.) 2.1.3 (Not reproduced.)

2.1.4 (Not reproduced.) 2.2 Fishing gear (Not reproduced.)



2.3 Shipboard garbage handling (collection, processing, storage, discharge) 2.3.1 Regulation 3 of MARPOL Annex V provides that the discharge of garbage into the sea is prohibited, with limited exceptions, as summarized in table 1. Under certain conditions discharge into the sea of food wastes, animal carcasses, cleaning agents and additives contained in hold washwater, deck and external surface washwater and cargo residues which are not considered to be harmful to the marine environment is permitted.

TABLE 1 – SUMMARY OF RESTRICTIONS TO THE DISCHARGE OF GARBAGE INTO THE SEA UNDER REGULATIONS 4, 5 AND 6

OF MARPOL ANNEX V (Not fully reproduced)

(Note: Table 1 is intended as a summary reference. The provisions in MARPOL Annex V, not table 1, prevail.)

Garbage type1

All ships except platforms4 Offshore platforms located more than 12 nm

from nearest land and ships when alongside or

within 500 metres of such platforms4

Regulation 5

Outside special areas

Regulation 4 (Distances are from

the nearest land)

Within special areas Regulation 6

(Distances are from nearest land or

nearest ice-shelf)

Cargo residues5, 6 not contained in washwater > 12 nm, en route

and as far as practicable

Discharge prohibited

Discharge prohibited Cargo residues5, 6

contained in washwater

> 12 nm, en route and as far as practicable (subject to conditions in regulation 6.1.2)

Cleaning agents and additives6 contained in cargo hold washwater

Discharge permitted

> 12 nm, en route and as far as practicable (subject to conditions in regulation 6.1.2)

Discharge prohibited Cleaning agents and additives6 in deck and

external surfaces washwater

Discharge permitted

1 When garbage is mixed with or contaminated by other harmful substances prohibited from discharge or

having different discharge requirements, the more stringent requirements shall apply. 4 (not reproduced). 5 Cargo residues means only those cargo residues that cannot be recovered using commonly available

methods for unloading. 6 These substances must not be harmful to the marine environment.

2.3.2 (Not reproduced.) 2.3.3 (Not reproduced.) 2.3.4 (Not reproduced.)



2.4 Collection (Not reproduced.) 2.5 Processing (Not reproduced.) 2.6 Storage (Not reproduced.) 2.7 Discharge (Not reproduced.) 2.8 Shipboard equipment for processing garbage (Not reproduced.) 2.9 Grinding or comminution (Not reproduced.) 2.10 Compaction (Not reproduced.) 2.11 Incineration (Not reproduced.) 2.12 Treatment of animal carcasses (Not reproduced.) 2.13 Discharge of fish carried as a cargo (Not reproduced.) 3 MANAGEMENT OF CARGO RESIDUES OF SOLID BULK CARGOES 3.1 Cargo residues are included in the definition of garbage within the meaning of MARPOL Annex V, regulation 1.9 and may be discharged in accordance with regulations 4.1.3 and 6.1.2. However, cargo material contained in the cargo hold bilge water should not be treated as cargo residues if the cargo material is not harmful to the marine environment and the bilge water is discharged from a loaded hold through the ship's fixed piping bilge drainage system. 3.2 Cargo residues are considered harmful to the marine environment and subject to regulations 4.1.3 and 6.1.2.1 of the MARPOL Annex V if they are residues of solid bulk substances which are classified according to the criteria of the United Nations Globally Harmonized System for Classification and Labelling of Chemicals (UN GHS) meeting the following parameters1:

.1 Acute Aquatic Toxicity Category 1; and/or .2 Chronic Aquatic Toxicity Category 1 or 2; and/or .3 Carcinogenicity2 Category 1A or 1B combined with not being rapidly

degradable and having high bioaccumulation; and/or .4 Mutagenicity2 Category 1A or 1B combined with not being rapidly degradable

and having high bioaccumulation; and/or



.5 Reproductive Toxicity2 Category 1A or 1B combined with not being rapidly degradable and having high bioaccumulation; and/or

.6 Specific Target Organ Toxicity Repeated Exposure2 Category 1 combined

with not being rapidly degradable and having high bioaccumulation; and/or

.7 Solid bulk cargoes containing or consisting of synthetic polymers, rubber, plastics, or plastic feedstock pellets (this includes materials that are shredded, milled, chopped or macerated or similar materials).

_________________ Notes: 1) The criteria are based on UN GHS, fourth revised edition (2011). For specific products (e.g. metals and

inorganic metal compounds) guidance available in UN GHS, annexes 9 and 10 are essential for proper interpretation of the criteria and classification and should be followed.

2) Products that are classified for Carcinogenicity, Mutagenicity, Reproductive toxicity or Specific Target Organ

Toxicity Repeated Exposure for oral and dermal hazards or without specification of the exposure route in the hazard statement.

3.3 Cargo residues that are harmful to the marine environment may require special handling not normally provided by reception facilities. Ports and terminals receiving such cargoes should have adequate reception facilities for all relevant residues, including when contained in washwater. 3.4 Solid bulk cargoes should be classified and declared by the shipper as to whether or not they are harmful to the marine environment. Such declaration should be included in the information required in section 4.2 of the IMSBC Code. 3.5 Ports, terminals and ship operators should consider cargo loading, unloading and onboard handling practices1 in order to minimize production of cargo residues. Cargo residues are created through inefficiencies in loading, unloading, onboard handling. Options that should be considered to decrease the amount of such garbage include the following:

.1 ensuring ships are suitable to carry the intended cargo and also suitable for unloading the same cargo using conventional unloading methods;

.2 unloading cargo as efficiently as possible, utilizing all appropriate safety

precautions to prevent injury or ship and equipment damage and to avoid or minimize cargo residues; and

.3 minimizing spillage of the cargo during transfer operations by carefully

controlling cargo transfer operations, both on board and from dockside. This should include effective measures to enable immediate communications between relevant ship and shore-based personnel during the transfer operations and when feasible, enclosure of conveyance devices such as conveyor belts. Since this spillage typically occurs in port, it should be completely cleaned up immediately following the loading and unloading event and handled as cargo; delivering it into the intended cargo space or into the appropriate unloading holding area.

1 Refer to the International Maritime Solid Bulk Cargoes (IMSBC) Code and supplement.



3.6 When the master, based on the information received from the relevant port authorities, determines that there are no adequate reception facilities2 at either the port of departure or the port of destination in the case where both ports are situated within the same special area, the condition under regulation 6.1.2.3 should be considered satisfied.

3.7 MARPOL Annex V, regulation 6.1.2 also applies when the "port of departure" and the "next port of destination" is the same port. To discharge cargo hold washwater in this situation, the ship must be en route and the discharge must take place not less than 12 miles from the nearest land.

4 TRAINING, EDUCATION AND INFORMATION (Not reproduced.) 5 PORT RECEPTION FACILITIES FOR GARBAGE (Not reproduced.) 6 ENHANCEMENT OF COMPLIANCE WITH MARPOL ANNEX V (Not reproduced.)]"

2 IMO Circular MEPC.1/Circ.469/Rev.1, Revised consolidated format for reporting alleged inadequacies of

port reception facilities.



APPENDIX 1

Individual schedules of solid bulk cargoes Amendments to existing individual schedules ALFALFA 34 In the individual schedule for "ALFALFA", under the section for "Loading", in the first sentence, replace the words "of the Code" by the words "of this Code". ALUMINA HYDRATE 35 In the individual schedule for "ALUMINA HYDRATE", under the section for "Weather precautions", in the first paragraph, the words "specially constructed or fitted cargo" are deleted. CLINKER ASH, WET 36 In the bulk cargo shipping name, the word "WET", is deleted. Under the section for "Description", the third sentence "Insoluble in water." is replaced by the following:

"This cargo can be classified into wet type, which is taken out using water, and dry type, which is taken out under dry condition."

and under the section for "Weather precautions", in the first paragraph, the words "specially constructed or fitted cargo" are deleted. After the reference "7.3.2", insert the words "or a ship complying with the requirements in subsection 7.3.3". COAL 37 In the individual schedule for "COAL", under the section for "Weather precautions", in the first paragraph, the words "specially constructed or fitted cargo" are deleted. In the appendix for the individual schedule for "COAL", in the section for "Procedures for gas monitoring of coal cargoes", the corresponding footnote in paragraph "2.7.1.4" is amended to read as follows:


COAL SLURRY 38 In the section for "Weather precautions", in the first paragraph, the words "specially constructed or fitted cargo" are deleted. COKE BREEZE 39 In the section for "Weather precautions", in the first paragraph, the words "specially constructed or fitted cargo" are deleted.



FLUORSPAR 40 In the section for "Weather precautions", in the first paragraph, the words "specially constructed or fitted cargo" are deleted. FLY ASH, WET 41 In the section for "Weather precautions", in the first paragraph, the words "specially constructed or fitted cargo" are deleted. ILMENITE CLAY 42 In the section for "Weather precautions", in the first paragraph, the words "specially constructed or fitted cargo" are deleted. ILMENITE (UPGRADED) 43 In the section for "Weather precautions", in the first paragraph, the words "specially constructed or fitted cargo" are deleted. IRON ORE 44 Replace the existing individual schedule for "IRON ORE" by the following: "IRON ORE The provisions of this schedule shall apply to iron ore cargoes:

.1 containing either:

.1 less than 10% of fine particles less than 1 mm (D10 > 1 mm); or .2 less than 50% of particles less than 10 mm (D50 > 10 mm); or .3 both; or

.2 iron ore fines where the total goethite content is 35% or more by mass, provided the master receives from the shipper a declaration of the goethite content of the cargo which has been determined according to internationally or nationally accepted standard procedures.

Description Iron ore varies in colour from dark grey to rusty red. It varies in iron content from haematite, (high grade ore) to ironstone of the lower commercial ranges. Mineral Concentrates are different cargoes (see IRON CONCENTRATE). Characteristics

Angle of repose Bulk density (kg/m3) Stowage factor (m3/t)

Not applicable 1,250 to 3,500 0.29 to 0.80

Size Class Group

Up to 250 mm Not applicable C



Hazard No special hazards. This cargo is non-combustible or has a low fire-risk. Iron ore cargoes may affect magnetic compasses. Stowage & segregation No special requirements. Hold cleanliness No special requirements. Weather precautions No special requirement. Loading Trim in accordance with the relevant provisions required under sections 4 and 5 of this Code. When the stowage factor of this cargo is equal or less than 0.56 m3/t, the tank top may be overstressed unless the cargo is evenly spread across the tank top to equalize the weight distribution. Due consideration shall be given to ensure that the tank top is not overstressed during the voyage and during loading by a pile of the cargo. Precautions Loading rates of this cargo are normally very high. Due consideration shall be given to the ballasting operation to develop the loading plan required by SOLAS regulation VI/7.3. Bilge wells shall be clean, dry and protected as appropriate to prevent ingress of the cargo. Ventilation No special requirements. Carriage No special requirements. Discharge No special requirements. Clean-up No special requirements." IRON ORE PELLETS 45 In the individual schedule for "IRON ORE PELLETS", under "Precautions", delete the words "No special requirements". METAL SULPHIDE CONCENTRATES 46 In the section for "Weather precautions", in the first paragraph, the words "specially constructed or fitted cargo" are deleted. MINERAL CONCENTRATES 47 In the section for "Weather precautions", in the first paragraph, the words "specially constructed or fitted cargo" are deleted."



NICKEL ORE 48 In the section for "Weather precautions", in the first paragraph, the words "specially constructed or fitted cargo" are deleted. PEAT MOSS 49 In the section for "Loading", the words "specially fitted or constructed ships (see subsection 7.3.2)" are replaced by the words "a ship complying with the requirements in subsection 7.3.2 of this Code". SAND, HEAVY MINERAL 50 In the section for "Weather precautions", in the first paragraph, the words "specially constructed or fitted cargo" are deleted. SULPHUR (formed, solid) 51 In the individual schedule for "SULPHUR (formed, solid)", the corresponding footnote under "Clean-up" is amended to read as follows:


WOOD PELLETS 52 The existing individual schedule for "WOOD PELLETS" is deleted. New individual schedules 53 Insert the following new individual schedules accordingly in alphabetical order: "ALUMINIUM FLUORIDE

Description Aluminium fluoride is a fine, white powder, odourless which presents itself dry. The cargo is not cohesive. The moisture content is less than 1%. Characteristics

Angle of repose Bulk density (kg/m3)

Stowage factor (m3/t)

32° to 35°

1,527 0.65

Size

Class Group

Fine powder Not applicable A

Hazard This cargo may liquefy if shipped at a moisture content in excess of its Transportable Moisture Limit (TML). See sections 7 and 8 of this Code.



The cargo may be slightly irritating to eyes and mucous membranes. In contact with acids, it develops toxic vapours of hydrogen fluoride. If involved in a fire, it may develop toxic fumes of hydrogen fluoride. This cargo is non-combustible or has a low fire-risk. Stowage & segregation No special requirements. Hold cleanliness No special requirements. Weather precautions When a cargo is carried in a ship other than a ship complying with the requirements in subsection 7.3.2 of this Code, the following provisions shall be complied with:

.1 the moisture content of the cargo shall be kept less than its TML during voyage;

.2 unless expressly provided otherwise in this individual schedule, the cargo

shall not be handled during precipitation; .3 unless expressly provided otherwise in this individual schedule, during

handling of the cargo, all non-working hatches of the cargo spaces into which the cargo is loaded or to be loaded shall be closed;

.4 the cargo may be handled during precipitation under the conditions stated in

the procedures required in paragraph 4.3.3 of this Code; and

.5 the cargo in a cargo space may be discharged during precipitation provided that the total amount of the cargo in the cargo space is to be discharged in the port.

Loading Trim in accordance with the relevant provisions required under sections 4 and 5 of this Code. Precautions Persons who may be exposed to the dust of the cargo shall wear protective clothing, goggles or other equivalent dust eye-protection and dust filter masks, as necessary. Ventilation No special requirements. Carriage The appearance of the surface of this cargo shall be checked regularly during voyage. If free water above the cargo or fluid state of the cargo is observed during voyage, the master shall take appropriate actions to prevent cargo shifting and potential capsize of the ship, and give consideration to seeking emergency entry into a place of refuge. Discharge Maintain accommodation and equipment protected from dust. Clean-up Make sure that decks and holds are shovelled and swept clean before using water."



"AMORPHOUS SODIUM SILICATE LUMPS This schedule shall apply only to amorphous sodium silicate lumps with molar ratio of silicon dioxide to sodium oxide (SiO2/Na2O) greater than 3.2. Description Lumps. Colorless to green glassy solid. Characteristics

Angle of repose Bulk density (kg/m³) Stowage factor (m³/t)


Size Class Group

Up to 100 mm MHB (CR) B

Hazard Dust may cause skin and eye irritation. This cargo is non-combustible or has a low fire-risk. This cargo is hygroscopic and will cake if wet. Stowage & segregation No special requirements. Hold cleanliness Clean and dry as relevant to the hazards of the cargo. Weather precautions This cargo shall be kept as dry as practicable. This cargo shall not be handled during precipitation. During handling of this cargo all non-working hatches of the cargo spaces into which this cargo is to be loaded shall be closed. Loading During loading, due consideration shall be given to minimize dust generation. Trim in accordance with the relevant provisions required under sections 4 and 5 of this Code. Precautions Bilge wells shall be clean and dry and covered as appropriate to prevent ingress of the cargo. Persons who may be exposed to the cargo shall wear protective clothing, goggles or other equivalent dust eye-protection and dust filter masks. Appropriate precautions shall be taken to protect machinery and accommodation spaces from the dust of the cargo. Ventilation The cargo spaces carrying this cargo shall not be ventilated during voyage. Carriage No special requirements. Discharge During discharge, due consideration shall be given to minimize dust generation. This cargo is hygroscopic and may cake in overhangs, impairing safety during discharge. If this cargo has hardened, it shall be trimmed to avoid the formation of overhangs, as necessary.



Clean-up No special requirements. Emergency procedures

Special emergency equipment to be carried

Nil

Emergency procedures

Nil

Emergency action in the event of fire

Nil

Medical First Aid

Refer to the Medical First Aid Guide (MFAG), as amended

" "BORIC ACID Description A white free-flowing crystalline powder. Odourless and dry with not more than 1.0% moisture. Water soluble. Characteristics


Not applicable 544 to 862 1.16 to 1.84

Size Class Group

Fine crystalline powder, dry MHB (TX) B

Hazard Mild irritation effects to nose and throat may occur from inhalation. May cause irritation to skin. May cause long-term health effects. This cargo is non-combustible. This cargo is hygroscopic and will cake if wet. Stowage & segregation "Separated from" metal hydrides and alkali metals. Hold cleanliness Clean and dry as relevant to the hazards of the cargo. Weather precautions This cargo shall be kept as dry as practicable. This cargo shall not be handled during precipitation. During handling of this cargo, all non-working hatches of the cargo spaces into which this cargo is loaded or to be loaded shall be closed. Loading Trim in accordance with the relevant provisions required under sections 4 and 5 of this Code.



Precautions Persons who may be exposed to the dust of the cargo shall wear protective clothing, goggles or other equivalent dust eye-protection and dust filter masks, as necessary.

Ventilation No special requirements.

Carriage No special requirements.

Discharge No discharge operations during precipitation. Boric acid is hygroscopic and may cake in overhangs, impairing safety during discharge. If this cargo has hardened, it shall be trimmed to avoid the formation of overhangs, as necessary.

Clean-up Thorough dry cleaning to be carried out prior to washing all cargo spaces. Emergency procedures

Special emergency equipment to be carried Nil.

Emergency procedures Nil.


Nil.

Medical First Aid Refer to the Medical First Aid Guide (MFAG), as amended.

" "CHEMICAL GYPSUM

Description Calcium sulphate hydrate generated as a product or by-product in the process of smelter and refinery, and polyaluminum chloride. White or brown powder without smell and insoluble. In use for Gypsum-Board and Cement.

Characteristics


Not applicable 570 to 1,170 0.85 to 1.74

Size Class Group

40 μm to 1 mm Not applicable A

Hazard This cargo may liquefy if shipped at a moisture content in excess of its Transportable Moisture Limit (TML). See sections 7 and 8 of this Code. This cargo is non-combustible or has a low fire-risk.

Stowage & segregation No special requirements.



Hold cleanliness No special requirements. Weather precautions When a cargo is carried in a ship other than a ship complying with the requirements in subsection 7.3.2 of this Code, the following provisions shall be complied with:

.1 the moisture content of the cargo shall be kept less than its TML during loading operations and the voyage;





the procedures required in subsection 4.3.3 of this Code; and .5 the cargo in a cargo space may be discharged during precipitation provided

that the total amount of the cargo in the cargo space is to be discharged in the port.

Loading Trim in accordance with the relevant provisions required under sections 4 and 5 of this Code. Precautions No special requirements. Ventilation No special requirements. Carriage The appearance of the surface of this cargo shall be checked regularly during voyage. If free water above the cargo or fluid state of the cargo is observed during voyage, the master shall take appropriate actions to prevent cargo shifting and potential capsize of the ship, and give consideration to seeking emergency entry into a place of refuge. Discharge No special requirements. Clean-up Prior to washing out the residues of this cargo, the decks and the cargo spaces shall be shovelled and swept clean, because washing out of this cargo is difficult." "COPPER SLAG Description Residue generated from copper smelting process. This cargo is highly permeable and pore water of this cargo drains quickly. It is black or red-brown in colour and either granular or lump.



Characteristics



Size Class Group

Up to 10 mm Not applicable A

Hazard This cargo may liquefy if shipped at moisture content in excess of its Transportable Moisture Limit (TML). See sections 7 and 8 of this Code. This cargo is abrasive. This cargo is non-combustible and has a low fire-risk. Stowage & segregation No special requirements. Hold cleanliness No special requirements. Weather precautions When a cargo is carried in a ship other than a ship complying with the requirements in subsection 7.3.2 of this Code, the following provisions shall be complied with:








Loading This cargo shall be trimmed to ensure that the height difference between peaks and troughs does not exceed 5% of the ship's breadth and that the cargo slopes uniformly from the hatch boundaries to the bulkheads and no shearing faces remain to collapse during voyage. When the stowage factor of this cargo is equal or less than 0.56 m3/t, the tank top may be overstressed unless the cargo is evenly spread across the tank top to equalize the weight distribution. Due consideration shall be given to ensure that the tank top is not overstressed during the voyage and during loading by a pile of the cargo.

Precautions Appropriate action shall be taken to protect machinery and accommodation spaces from the dust of the cargo. Bilge wells of the cargo spaces shall be protected from ingress of the cargo. Due consideration shall be given to protect equipment from the dust of the cargo.



Persons who may be exposed to the dust of the cargo shall wear protective clothing, goggles or other equivalent dust eye-protection and dust filter masks, as necessary.


Carriage Bilge water shall be removed regularly during the voyage.

Discharge No special requirements.

Clean-up No special requirements." "GLASS CULLET

Description Green, brown or uncoloured glass. May have a slight sweet smell. Used to make new glass, glass wool and foam glass.

Characteristics



Size Class Group


Hazard This cargo is non-combustible or has a low fire-risk. Potential inhalation hazard and skin and eye irritation from cullet dust during handling, placement and transportation. Potential risk for cuts or punctures during handling and placement.


Hold cleanliness No special requirements.

Weather precautions No special requirements.

Loading Trim in accordance with the relevant provisions required under sections 4 and 5 of this Code.

Precautions To protect against possible cuts or penetration injuries as well as against exposure of glass dust to skin, ears and eyes, personnel working with glass cullet shall wear long sleeves, pants, gloves, work boots, hard hats, ear protection and eye protection. Shirt sleeves and pant legs can be taped for additional protection.

Personnel can also wear disposable nuisance dust masks to protect against dust inhalation.






Clean-up Avoid handling which creates dust. Wet suppression is an effective measure of dust control."

"IRON AND STEEL SLAG AND ITS MIXTURE

This cargo may contain substances hazardous to human health such as cadmium, lead, hexavalent chromium, boron and fluorine. This individual schedule shall not apply to cargoes that meet the criteria specified in 9.2.2.5 and 9.2.3.6.

Description The main component of the cargo is a slag arising from iron and steel manufacture, and a slag mixed with one of the following additives or a combination thereof: cement, granulated blast furnace slag and concrete debris.

The cargo is mostly stabilized before transportation by ageing and slaking for the volume and/or chemical stability in practical usages, and physical properties such as the grain size, etc. are controlled for the performance requirement if necessary the cargo is transported at room temperature.

This cargo does not include both slag residue and hot iron and steel slag discharged from iron and steelmaking processes.

The iron and steel slag is a vitrified or crystallized solid formed out of high temperature processes, and it is a mixture of several mineralogical phases.

This cargo may include shaped blocks made of iron and steel slag with a combination of cement and ground granulated blast furnace slag. The colour is in the range from greyish-white to dark grey, and the appearance is in the range from granulated, pebble to blocks. Examples of the application of this cargo are: road construction materials, concrete aggregate, soil improvement, civil engineering materials, raw materials of cement industry and raw materials for fertilizer. Characteristics



Size Class Group


Hazard This cargo may liquefy if shipped at a moisture content in excess of its Transportable Moisture Limit (TML). See sections 7 and 8 of this Code. This cargo is non-combustible and has a low fire-risk.



Stowage & segregation No special requirements. Hold cleanliness No special requirements. Weather precautions When a cargo is carried in a ship other than a ship complying with the requirements in subsection 7.3.2 of this Code, the following provisions shall be complied with:

.1 the moisture content of the cargo shall be kept at less than its TML during loading operations and the voyage;







Loading Trim in accordance with the relevant provisions required under sections 4 and 5 of this Code. When the stowage factor of this cargo is equal or less than 0.56 m3/t, the tank top may be overstressed unless the cargo is evenly spread across the tank top to equalize the weight distribution. Due consideration shall be given to ensure that the tank top is not overstressed during the voyage and during loading by a pile of the cargo. Precautions Persons who may be exposed to the dust of the cargo shall wear protective clothing, goggles or other equivalent dust eye-protection and dust filter masks, as necessary. Ventilation No special requirements. Carriage The appearance of the surface of this cargo shall be checked regularly during voyage. If free water above the cargo or fluid state of the cargo is observed during voyage, the master shall take appropriate actions to prevent cargo shifting and potential capsize of the ship, and give consideration to seeking emergency entry into a place of refuge. Discharge No special requirements. Clean-up No special requirements."



"IRON ORE FINES The provisions of this schedule shall apply to iron ore cargoes containing both:

.1 10% or more of fine particles less than 1 mm (D10 ≤ 1 mm); and .2 50% or more of particles less than 10 mm (D50 ≤ 10 mm).

Notwithstanding the above provision, iron ore fines where the total goethite content is 35% or more by mass may be carried in accordance with the individual schedule for "IRON ORE", provided the master receives from the shipper a declaration of the goethite content of the cargo which has been determined according to internationally or nationally accepted standard procedures. Description Iron ore fines vary in colour from dark grey, rusty red to yellow and contain hematite, goethite and magnetite with varying iron content. IRON CONCENTRATE is a different cargo (see individual schedule for "Mineral Concentrates") Characteristics



Size Class Group

10% or more of fine particles less than 1 mm and 50% or more of particles less than

10 mm

Not applicable A

Hazard This cargo may liquefy if shipped at moisture content in excess of its transportable moisture limit (TML). See sections 7 and 8 of this Code. This cargo may affect magnetic compasses. This cargo is non-combustible or has a low fire-risk. Stowage & segregation No special requirements Hold cleanliness No special requirements Weather precautions When a cargo is carried in a ship other than a ship complying with the requirements in subsection 7.3.2 of this Code, the following provisions shall be complied with:



shall not be handled during precipitation;



.3 unless expressly provided otherwise in this individual schedule, during handling of the cargo, all non-working hatches of the cargo spaces into which the cargo is loaded or to be loaded shall be closed;




Loading Trim in accordance with the relevant provisions required under sections 4 and 5 of this Code. When the stowage factor of this cargo is equal or less than 0.56 m3/t, the tank top may be overstressed unless the cargo is evenly spread across the tank top to equalize the weight distribution. Due consideration shall be given to ensure that the tank top is not overstressed during the voyage and during loading by a pile of the cargo. Precautions Loading rates of this cargo are normally very high. Due consideration shall be given to the ballasting operation in developing the loading plan required by SOLAS regulation VI/7.3. Bilge wells shall be clean, dry and protected as appropriate to prevent ingress of the cargo. Ventilation No special requirements Carriage Cargo hold bilges shall be sounded at regular intervals and pumped out, as necessary. The appearance of the surface of this cargo shall be checked regularly during voyage, as far as practicable. If free water above the cargo or fluid state of the cargo is observed during voyage, the master shall take appropriate actions to prevent cargo shifting and potential capsize of the ship, and give consideration to seeking emergency entry into a place of refuge. Discharge No special requirements. Clean-up No special requirements." "IRON OXIDE TECHNICAL Description Iron oxide technical is generated as a product or by-product in the manufacture of di-iron trioxide (iron (III) oxide) for the industrial and commercial use. The material is odourless and red in colour.



Characteristics


Not applicable 1,000 1.0

Size Class Group

Fine particles Not applicable A

Hazard Dust may cause skin and eye irritation. Iron cargoes may affect magnetic compasses. This cargo may liquefy if shipped at moisture content in excess of its Transportable Moisture Limit (TML). See sections 7 and 8 of this Code. This cargo is non-combustible or has a low fire-risk.

Stowage & segregation No special requirements

Hold cleanliness No special requirements

Weather precautions When a cargo is carried in a ship other than a ship complying with the requirements in subsection 7.3.2 of this Code, the following provisions shall be complied with:


.2 unless expressly provided otherwise in this individual schedule, the cargo shall not be handled during precipitation;


.4 the cargo may be handled during precipitation under the conditions stated in the procedures required in subsection 4.3.3 of this Code; and


Loading Trim in accordance with the relevant provisions in compliance with sections 4 and 5 of this Code.

Precautions Persons who may be exposed to the dust of the cargo shall wear protective clothing, goggles or other equivalent dust eye-protection and dust filter masks, as necessary. Bilge wells shall be clean, dry and covered as appropriate, to prevent ingress of the cargo.

Ventilation No special requirements



Carriage The appearance of the surface of this cargo shall be checked regularly during voyage. If free water above the cargo or fluid state of the cargo is observed during voyage, the master shall take appropriate actions to prevent cargo shifting and potential capsize of the ship, and give consideration to seeking emergency entry into a place of refuge. Discharge No special requirements Clean-up After discharge of this cargo, the bilge wells and the scuppers of the cargo spaces shall be checked and any blockage in the bilge wells and the scuppers shall be removed." "IRON SINTER Description The thermally agglomerated substance formed by heating a variable mixture of finely divided coke, iron ore, blast furnace dust, steelmaking dust, mill scale, other miscellaneous iron-bearing materials, limestone, and dolomite at 1315°C to 1482°C. Characteristics



Size Class Group


Hazard Dust of this cargo is fine and may be irritating to eye and respiratory tract. This cargo is non-combustible or has a low fire-risk. Stowage & segregation No special requirements. Hold cleanliness No special requirements. Weather precautions No special requirements. Loading

Trim in accordance with the relevant provisions required under sections 4 and 5 of this Code.

As the density of the cargo is extremely high, the tank top may be overstressed unless the

cargo is evenly spread across the tank top to equalize the weight distribution. Due

consideration shall be paid to ensure that the tank top is not overstressed during voyage and

during loading by a pile of the cargo. Precautions Bilge wells of the cargo space shall be protected from ingress of the cargo. Persons who may be exposed to the dust of the cargo shall wear protective clothing, goggles or other equivalent dust eye protection and dust filter masks, as necessary.



Ventilation No special requirements. Carriage Bilge shall be sounded and pumped out as necessary during the voyage. Discharge No special requirements. Clean-up No special requirements." "MANGANESE COMPONENT FERROALLOY SLAG

Description By-product generated in process of manufacturing manganese component ferroalloy. Particles or lumps of green, brownish-red or grayish-black. Moisture: 1.2% to 5.6%. Characteristics


Not applicable

1,480 to 1,935 0.52 to 0.68

Size Class Group

Up to 200 mm

Not applicable C

Hazard No special hazards. This cargo is non-combustible or has a low fire-risk. Stowage & segregation No special requirements.

Hold cleanliness No special requirements. Weather precautions No special requirements. Loading Trim in accordance with the relevant provisions required under sections 4 and 5 of this Code. When the stowage factor of this cargo is equal or less than 0.56 m3/t, the tank top may be overstressed unless the cargo is evenly spread across the tank top to equalize the weight distribution. Due consideration shall be given to ensure that tank top is not overstressed during voyage and during loading by a pile of the cargo. Precautions Persons who may be exposed to the dust of the cargo shall wear protective clothing, goggles or other equivalent dust eye-protection and dust filter masks, as necessary.






Clean-up No special requirements." "MANGANESE ORE FINES

The provisions of this schedule shall apply to manganese ore cargoes containing both:

.1 10% or more of fine particles less than 1 mm (D10 ≤ 1 mm); and

.2 50% or more of particles less than 10 mm (D50 ≤ 10 mm).

Notwithstanding the above provisions, manganese ore cargoes which do not exhibit a flow moisture point (FMP) are not liable to liquefy and shall be shipped as a Group C cargo under the provisions of the MANGANESE ORE individual schedule. This schedule applies to manganese ore cargoes which may liquefy. For manganese ore cargoes not liable to liquefy see the MANGANESE ORE schedule. Description Manganese ore fines is multicoloured, and usually brown to black. Its colour and texture may vary due to variations of the manganese and gangue minerals present. It is a very heavy cargo with typical moisture content up to 15% by weight. Characteristics



Size Class Group

Typically up to 15 mm with more than 10% finer than 1 mm and more than 50%

finer than 10 mm

Not applicable A

Hazard This cargo may liquefy if shipped at moisture content in excess of its Transportable Moisture Limit (TML). See sections 7 and 8 of this Code.

The dust of this cargo is irritating to the eyes and mucous membranes.

This cargo is non-combustible or has a low fire-risk. It is stable and non-reactive under normal conditions of use, storage and transport. However, this cargo may ignite in contact with incompatible materials such as acids, alkalis, oxidizing and reducing agents. It may decompose to form toxic manganese oxide particles when heated to decomposition.

Stowage & segregation Separated from acids, alkalis, oxidizing and reducing agents.



Hold cleanliness Clean and dry as relevant to the hazards of the cargo.




.3 unless expressly provided otherwise in this schedule, during handling of the cargo all non-working hatches of the cargo spaces into which the cargo is loaded, or to be loaded, shall be closed;



Loading Trim in accordance with the relevant provisions required under sections 4 and 5 of this Code.

When the stowage factor of this cargo is equal to or less than 0.56 m3/t, the tank top may be overstressed unless the cargo is evenly spread across the tank top to equalize the weight distribution. Due consideration shall be paid to ensure that the tank top is not overstressed during voyage and during loading by a pile of the cargo.

Precautions Persons who may be exposed to the dust of the cargo shall wear protective clothing, goggles or other equivalent dust eye-protection and dust filter masks, as necessary. Bilge wells shall be clean, dry and covered as appropriate, to prevent ingress of the cargo. Bilge system of a cargo space to which this cargo is to be loaded shall be tested to ensure it is working. Appropriate precautions shall be taken to protect machinery and accommodation spaces from the dust of the cargo.


Carriage The appearance of the surface of the cargo shall be checked regularly during voyage. If free water above the cargo or fluid state of the cargo is observed during the voyage, the master shall take appropriate actions to prevent cargo shifting and potential capsize of the ship, and give consideration to seeking emergency entry into a place of refuge.


Clean-up No special requirements."



"SCALE GENERATED FROM THE IRON AND STEEL MAKING PROCESS

Description This cargo consists mainly of ferric oxide which is collected from various places of iron and steel making process. Mill scale, which is scale collected from water used in hot rolling process and from drainage pits with a small amount of oil which is used for rolling, is a main component of this cargo. This cargo is reused as a raw material for iron. Shape varies from powder to lumps. Colour is gray, ash brown, ash black green, brown, burnt umber or black. Specific gravity of solids is 3 to 6.

This cargo consists mainly of moisture, oil (less than 1.2%), Wustite (FeO), Magnetite (Fe3O4), Hematite (Fe2O3), metallic iron and Fayalite (Fe2SiO4). It consists of main chemical elements in this cargo except for moisture and oil are in the range of the followings: Fe > 70%, Ca < 0.8%, Si < 0.7%, Al < 0.3%, Cr < 1.5%, Ni < 0.5%, Mn < 1.0%.

Characteristics



Size Class Group


Hazard This cargo may liquefy if shipped at moisture content in excess of its Transportable Moisture Limit (TML). See sections 7 and 8 of this Code. This cargo is non-combustible or has a low fire-risk.








.5 the cargo in a cargo space may be discharged during precipitation provided




Loading

Trim in accordance with the relevant provisions required under sections 4 and 5 of this Code.

When the stowage factor of this cargo is equal or less than 0.56 m3/t, the tank top may be

overstressed unless the cargo is evenly spread across the tank top to equalize the weight

distribution. Due consideration shall be given to ensure that the tank top is not overstressed

during voyage and during loading by a pile of the cargo.

Precautions Persons who may be exposed to the dust of the cargo shall wear protective clothing, goggles or other equivalent dust eye-protection and dust filter masks, as necessary. As this cargo may contain oil less than 1.2%, due consideration shall be given not to discharge bilge directly from the cargo holds.


Carriage The appearance of the surface of this cargo shall be checked regularly during voyage. If free water above the cargo or fluid state of the cargo is observed during voyage, the master shall take appropriate actions to prevent cargo shifting and potential capsize of the ship, and give consideration to seeking emergency entry into a place of refuge.



"SPODUMENE (UPGRADED)

Description Spodumene (upgraded) is an odourless and tasteless off-white to beige sand containing a mixture of naturally occurring silicates and quartz. It is produced by processing naturally occurring spodumene.

Characteristics


30° to 40° 1,600 to 2,000 0.50 to 0.63

Size Class Group







Weather precautions When this cargo is carried in a ship other than a ship complying with the requirements in subsection 7.3.2 of this Code, the following provisions shall be complied with:



.3 unless expressly provided otherwise in this schedule, during handling of the cargo, all non-working hatches of the cargo spaces into which the cargo is loaded or to be loaded shall be closed;



Loading Trim in accordance with the relevant provisions required under sections 4 and 5 of this Code. When the stowage factor of this cargo is equal or less than 0.56 m3/t, the tank top may be overstressed unless the cargo is evenly spread across the tank top to equalize the weight distribution. Due consideration shall be given to ensure that the tank top is not overstressed during the voyage and during loading by a pile of the cargo. Precautions Bilge wells shall be clean, dry and covered as appropriate, to prevent ingress of the cargo. Bilge system of a cargo space to which this cargo is to be loaded shall be tested to ensure it is working. Ventilation No special requirements. Carriage The appearance of the surface of the cargo shall be checked regularly during the voyage. If free water above the cargo or fluid state of the cargo is observed during the voyage, the master shall take appropriate actions to prevent cargo shifting and potential capsize of the ship, and give consideration to seeking emergency entry into a place of refuge. Discharge No special requirements. Clean-up No special requirements." "WOOD PELLETS CONTAINING ADDITIVES AND/OR BINDERS Description The wood pellets covered by this schedule are those containing additives and/or binders. These wood pellets are light blond to dark brown in colour; very hard and cannot be easily squashed; have a typical specific density between 1,100 to 1,700 kg/m3. Wood pellets are



made of sawdust, planer shavings and other wood waste such as bark coming out of the lumber manufacturing processes. The raw material is fragmented, dried and extruded into pellet form using appropriate additives and/or binders. The raw material is compressed approximately 3.5 times and the finished wood pellets typically have a moisture content of 4% to 8%. Wood pellets are used as a fuel in district heating and electrical power generation as well as a fuel for small space heaters such as stoves and fireplaces. Wood pellets are also used as animal bedding due to the absorption characteristics. Such wood pellets typically have a moisture content of 8% to 10%. For wood pellets not containing any additives and/or binders see separate schedule. Characteristics


Approximately 30° 600 to 750

1.33 to 1.67

Size Class Group

Cylindrical with

Diameter: 3 mm to 12 mm

Length: 10 to 20 mm

MHB (WF) B

Hazard Shipments are subject to oxidation leading to depletion of oxygen and increase of carbon monoxide and carbon dioxide in cargo and communicating spaces (also see Weather precautions). Swelling if exposed to moisture. Wood pellets may ferment over time if moisture content is over 15%, leading to generation of asphyxiating and flammable gases which may cause spontaneous combustion. Handling of wood pellets may cause dust to develop. Risk of explosion at high dust concentration. Stowage & segregation Segregate as for class 4.1 materials. Hold cleanliness Clean and dry as relevant to the hazards of the cargo. Weather precautions This cargo shall be kept as dry as practicable. This cargo shall not be handled during precipitation. During handling of this cargo, all non-working hatches of the cargo spaces into which this cargo is loaded or to be loaded shall be closed. There is a high risk of renewed oxygen depletion and carbon monoxide formation in previously ventilated adjacent spaces after closure of the hatch covers. Loading Trim in accordance with the relevant provisions required under sections 4, 5 and 6 of this Code.



Precautions Entry of personnel into cargo and adjacent confined spaces shall not be permitted until tests have been carried out and it has been established that the oxygen content and carbon monoxide levels have been restored to the following levels: oxygen 21% and carbon monoxide <100 ppm. If these conditions are not met, additional ventilation shall be applied to the cargo hold or adjacent confined spaces and re-measuring shall be conducted after a suitable interval. An oxygen and carbon monoxide meter shall be worn and activated by all crew when entering cargo and adjacent enclosed spaces. Ventilation Ventilation of enclosed spaces adjacent to a cargo hold before entry may be necessary even if these spaces are apparently sealed from the cargo hold. Carriage No special requirements. Discharge No special requirements. Clean-up No special requirements. Emergency procedures


Self-contained breathing apparatus and combined or individual oxygen

and carbon monoxide meters should be available.


Nil


Batten down; use ship's fixed fire-fighting installation, if fitted.

Exclusion of air may be sufficient to control fire.

Extinguish fire with carbon dioxide, foam or water.

Medical First Aid

Refer to the Medical First Aid Guide (MFAG), as amended.

"



"WOOD PELLETS NOT CONTAINING ANY ADDITIVES AND/OR BINDERS Description The wood pellets covered by this schedule are those not containing any additives and/or binders. These wood pellets are light blond to dark brown in colour; very hard and cannot be easily squashed; have a typical specific density between 1,100 to 1,700 kg/m3. The wood pellets are made of sawdust, planer shavings and other wood waste such as bark coming out of the lumber manufacturing processes. The raw material is fragmented, dried and extruded into pellet form. The raw material is compressed approximately 3.5 times and the finished wood pellets typically have a moisture content of 4% to 8%. Wood pellets are used as a fuel in district heating and electrical power generation as well as a fuel for small space heaters such as stoves and fireplaces. Wood pellets are also used as animal bedding due to the absorption characteristics. Such wood pellets typically have a moisture content of 8% to 10%. For wood pellets containing additives and/or binders see separate schedule. Characteristics


Approximately 30° 600 to 750 1.33 to 1.67

Size Class Group

Cylindrical with

Diameter: 3 mm to 12 mm

Length: 10 to 20 mm

MHB (OH) B

Hazard Shipments are subject to oxidation leading to depletion of oxygen and increase of carbon monoxide and carbon dioxide in cargo and communicating spaces (also see "Weather precautions"). Swelling if exposed to moisture. Wood pellets may ferment over time if moisture content is over 15%, leading to generation of asphyxiating and flammable gases but gas concentrations do not reach flammable levels. This cargo has a low fire-risk. Handling of wood pellets may cause dust to develop. Risk of explosion at high dust concentration. Stowage & segregation Segregate as for class 4.1 materials. Hold cleanliness Clean and dry as relevant to the hazards of the cargo. Weather precautions This cargo shall be kept as dry as practicable. This cargo shall not be handled during precipitation. During handling of this cargo, all non-working hatches of the cargo spaces into which this cargo is loaded or to be loaded shall be closed. There is a high risk of renewed oxygen depletion and carbon monoxide formation in previously ventilated adjacent spaces after such closure.



Loading Trim in accordance with the relevant provisions required under sections 4, 5 and 6 of this Code. Precautions Entry of personnel into cargo and adjacent confined spaces shall not be permitted until tests have been carried out and it has been established that the oxygen content and carbon monoxide levels have been restored to the following levels: oxygen 21% and carbon monoxide <100 ppm. If these conditions are not met, additional ventilation shall be applied to the cargo hold or adjacent confined spaces and remeasuring shall be conducted after a suitable interval. An oxygen and carbon monoxide meter shall be worn and activated by all crew when entering cargo and adjacent enclosed spaces. Ventilation Ventilation of enclosed spaces adjacent to a cargo hold before entry may be necessary even if these spaces are apparently sealed from the cargo hold. Carriage No special requirements. Discharge No special requirements. Clean-up No special requirements. Emergency procedures


Self-contained breathing apparatus and combined or individual oxygen

and carbon monoxide meters should be available.


Nil


Batten down; use ship's fixed fire-fighting installation, if fitted.

Exclusion of air may be sufficient to control fire.

Extinguish fire with carbon dioxide, foam or water.

Medical First Aid

Refer to the Medical First Aid Guide (MFAG), as amended.

" "ZINC SLAG Description Residue generated from zinc smelting process. This cargo is highly permeable and pore water of this cargo drains quickly. It is black or red-brown in colour and either granular or lump.



Characteristics



Size Class Group


Hazard This cargo may liquefy if shipped at moisture content in excess of its Transportable Moisture Limit (TML). See sections 7 and 8 of this Code. This cargo is abrasive. This cargo is non-combustible or has a low fire-risk.









Loading This cargo shall be trimmed to ensure that the height difference between peaks and troughs does not exceed 5% of the ship's breadth and that the cargo slopes uniformly from the hatch boundaries to the bulkheads and no shearing faces remain to collapse during voyage.

When the stowage factor of this cargo is equal or less than 0.56 m3/t, the tank top may be overstressed unless the cargo is evenly spread across the tank top to equalize the weight distribution. Due consideration shall be given to ensure that the tank top is not overstressed during the voyage and during loading by a pile of the cargo.

Precautions Appropriate action shall be taken to protect machinery and accommodation spaces from the dust of the cargo. Bilge wells of the cargo spaces shall be protected from ingress of the cargo. Due consideration shall be given to protect equipment from the dust of the cargo. Persons who may be exposed to the dust of the cargo shall wear protective clothing, goggles or other equivalent dust eye-protection and dust filter masks, as necessary.




Carriage Bilge water shall be removed regularly during the voyage.



"ZIRCON KYANITE CONCENTRATE

Description Zircon kyanite concentrate is an odourless and tasteless off-white to brown mixture of the heavy mineral sand processing waste stream (concentrate) and zircon sand. It is used for upgrading mineral sand products such as zircon and kyanite. It is a very heavy cargo.

Characteristics



Size Class Group

Fine particles Not applicable A




Weather precautions When this cargo is carried in a ship other than a specially constructed or fitted cargo ship complying with the requirements in subsection 7.3.2 of this Code, the following provisions shall be complied with:



.3 unless expressly provided otherwise in this schedule, during handling of the cargo, all non-working hatches of the cargo spaces into which the cargo is loaded or to be loaded shall be closed;





Loading Trim in accordance with the relevant provisions required under sections 4 and 5 of this Code. When the stowage factor of this cargo is equal or less than 0.56 m3/t, the tank top may be overstressed unless the cargo is evenly spread across the tank top to equalize the weight distribution. Due consideration shall be given to ensure that the tank top is not overstressed during the voyage and during loading by a pile of the cargo. Precautions Bilge wells shall be clean, dry and covered as appropriate, to prevent ingress of the cargo. Bilge system of a cargo space to which this cargo is to be loaded shall be tested to ensure it is working. Ventilation No special requirements. Carriage The appearance of the surface of the cargo shall be checked regularly during the voyage. If free water above the cargo or fluid state of the cargo is observed during the voyage, the master shall take appropriate actions to prevent cargo shifting and potential capsize of the ship, and give consideration to seeking emergency entry into a place of refuge. Discharge No special requirements. Clean-up No special requirements."

APPENDIX 2

Laboratory test procedures, associated apparatus and standards

1 Test procedures for materials which may liquefy and associated apparatus 54 Add the following new "subsection 1.4":

"1.4 Modified Proctor/Fagerberg test procedure for Iron Ore Fines 1.4.1 Scope

.1 The test procedure specified in this section (this test) should only be used for determining transportable moisture limit (TML) of Iron Ore Fines. See individual schedule for Iron Ore Fines.



.2 Iron Ore Fines is iron ore containing both:

.1 10% or more of fine particles less than 1 mm, and

.2 50% or more of particles less than 10 mm. .3 The TML of Iron Ore Fines is taken as equal to the critical

moisture content at 80% degree of saturation according to the modified Proctor/Fagerberg method test.

.4 The test procedure is applicable when the degree of saturation corresponding to Optimum Moisture Content (OMC) is 90% or higher.

1.4.2 Modified Proctor/Fagerberg test equipment

.1 The Proctor apparatus (see figure 1.4.1) consists of a cylindrical iron mould with a removable extension piece (the compaction cylinder) and a compaction tool guided by a pipe open at its lower end (the compaction hammer).

.2 Scales and weights (see 3.2) and suitable sample containers.

.3 A drying oven with a controlled temperature interval from 100C

to maximum 105C. .4 A container for hand mixing. Care should be taken to ensure that

the mixing process does not reduce the particle size by breakage or increase the particle size by agglomeration or consistency of the test material.

.5 A gas or water pycnometry equipment to determine the density of

the solid material as per a recognized standard (e.g. ASTM D5550, AS1289, etc.)

1.4.3 Temperature and humidity

(see 1.1.3) 1.4.4 Procedure

.1 Establishment of a complete compaction curve

A representative sample according to a relevant standard (see section 4.7 of the IMSBC Code) of the test material is partially dried

at a temperature of approximately 60C or less to reduce the samples moisture to suitable starting moisture, if needed. The representative sample for this test should not be fully dried, except in case of moisture content measurement.

The total quantity of the test material should be at least three times as big as required for the complete test sequence. Compaction tests are executed for five to ten different moisture contents (five to ten separate tests). The samples are adjusted in order that partially dry to almost saturated samples are obtained. The required quantity per compaction test is about 2,000 cm3.



Figure 1.4.1

At each compaction test a suitable amount of water is added to the sample of the test material. The sample material is gently mixed before being allowed to rest and equilibrate. Approximately one fifth of the mixed sample is filled into the mould and levelled and then the increment is tamped uniformly over the surface of the increment. Tamping is executed by dropping a 150 g hammer 25 times through the guide pipe, 0.15 m each time. The performance is repeated for all five layers. When the last layer has been tamped, the extension piece is removed and the sample is levelled off along the brim of the mould with care, ensuring to remove any large particles that may hinder levelling of the sample, replacing them with material contained in the extension piece and re-levelling.

When the weight of the cylinder with the tamped sample has been determined, the cylinder is emptied, the sample is dried at 105ºC and the weight is determined. Reference is made to ISO 3087:2011 "Iron ores – Determination of the moisture content of a lot". The test then is repeated for the other samples with different moisture contents.

Density of solid material should be measured using a gas or water pycnometry equipment according to internationally or nationally accepted standard, e.g. ASTM D5550 and AS 1289 (see subsection 1.4.2.5).



.2 Definitions and data for calculations (see figure 1.4.2)

- empty cylinder, mass in grams:

- cylinder with tamped sample, mass in grams:

- wet sample, mass in grams:

- dry sample, mass in grams:

- water, mass in grams (equivalent to volume in cm3):

Volume of cylinder: 1000 cm3

Figure 1.4.2

.3 Calculation of main characteristics

- density of solid material, g/cm3 (t/m3):

- dry bulk density, g/cm3 (t/m3):

- net water content, volume %:

- void ratio: (volume of voids divided by volume of solids)

- degree of saturation, percentage by volume:

A

B

C

C B A

D

E

E C D

air

water

solid

E

D

C

weightvolume

voids

1000 cm3

d

1000

D

ve

100v

Ee d

D

e

1d

e

S

veS

e



- gross water content, percentage by mass:

- net water content, percentage by mass:

.4 Presentation of the compaction tests

For each compaction test the calculated void ratio ( ) value is

plotted as the ordinate in a diagram with net water content ( ) and

degree of saturation ( ) as the respective abscissa parameters.

Figure 1.4.3

.5 Compaction curve

The test sequence results in a specific compaction curve (see figure 1.4.3).

The critical moisture content is indicated by the intersection of the compaction curve and the line S = 80% degree of saturation. The transportable moisture limit (TML) is the critical moisture content.

Optimum Moisture Content (OMC) is the moisture content corresponding to the maximum compaction (maximum dry density) under the specified compaction condition. To check the applicability of this test, the relationship between moisture content and dry density should be evaluated, during this test. Then the OMC and the corresponding degree of saturation should be determined. This test procedure was developed based on the finding that the degree of saturation corresponding to OMC of iron ore fines was 90 to 95%, while such degree of saturation of mineral

1W

1 100E

WC

W

100E

WD

e

ve

S

20 40 60 80 100

0.4

0.6

0.8

1.0

Void ratio

e

Net water content in volume %: ev

Net water content in weight %: W =ev

d

Gross water content in weight %: W1 =100ev

100d+ev

S = 40% 60% 80% 100%



concentrates was 70% to 75%. In the case that the degree of saturation corresponding to OMC is less than 90%, the shipper should consult with an appropriate authority, for the reason that this test may not be applicable for the material and the TML determined by this test may be too high."

APPENDIX 3

Properties of solid bulk cargoes

1 Non-cohesive cargoes

1.1 The following cargoes are non-cohesive when dry:

55 In the list, add the following new entries in alphabetical order:

"ALUMINIUM FLUORIDE" "SPODUMENE (UPGRADED)" "WOOD PELLETS CONTAINING ADDITIVES AND/OR BINDERS" "WOOD PELLETS NOT CONTAINING ANY ADDITIVES AND/OR BINDERS"

and the entry for "WOOD PELLETS" is deleted.

APPENDIX 4

INDEX

56 Insert the following new entries in alphabetical order: "

Material Group References

ALUMINIUM FLUORIDE A

AMORPHOUS SODIUM SILICATE LUMPS B

BORIC ACID B

CHEMICAL GYPSUM A

COPPER SLAG A

GLASS CULLET C

IRON AND STEEL SLAG AND ITS MIXTURE A

IRON ORE FINES A

IRON OXIDE TECHNICAL A

IRON SINTER C

MANGANESE COMPONENT FERROALLOY SLAG C

MANGANESE ORE FINES A

SCALE GENERATED FROM THE IRON AND STEEL MAKING PROCESS

A

SPODUMENE (UPGRADED) A

WOOD PELLETS CONTAINING ADDITIVES AND/OR BINDERS

B

WOOD PELLETS NOT CONTAINING ANY ADDITIVES AND/OR BINDERS

B

ZINC SLAG A

ZIRCON KYANITE CONCENTRATE A

"



57 The entry for "WOOD PELLETS" is deleted. 58 In the entry for "CLINKER ASH, WET" the word "WET" is deleted.

APPENDIX 5

Bulk Cargo Shipping Names in three languages (English, Spanish and French)

59 A new appendix 5 is inserted with following:

"Bulk Cargo Shipping Names in three languages (English, Spanish and French)

ENGLISH SPANISH FRENCH

ALFALFA ALFALFA LUZERNE

ALUMINA ALÚMINA ALUMINE

ALUMINA, CALCINED ALÚMINA CALCINADA ALUMINE CALCINÉE

ALUMINA HYDRATE HIDRATO DE ALÚMINA HYDRATE D'ALUMINE

ALUMINIUM FLUORIDE FLUORURO DE ALUMINIO FLUORURE D'ALUMINIUM

Aluminium hydroxide Hidróxido de aluminio Hydroxyde d'aluminium

ALUMINA SILICA ALÚMINA SÍLICE ALUMINE SILICEUSE

ALUMINA SILICA, pellets ALÚMINA SÍLICE, pellets de ALUMINE SILICEUSE en granules

ALUMINIUM DROSS RESIDUOS DE ALUMINIO LAITIER D'ALUMINIUM

ALUMINIUM FERROSILICON POWDER UN 1395

ALUMINIO-FERROSILICIO EN POLVO, No ONU 1395

ALUMINO-FERRO-SILICIUM EN POUDRE UN 1395

ALUMINIUM NITRATE UN 1438 NITRATO DE ALUMINIO, No ONU 1438

NITRATE D'ALUMINIUM UN 1438

ALUMINIUM REMELTING BY-PRODUCTS UN 3170

PRODUCTOS DERIVADOS DE LA REFUNDICIÓN DEL ALUMINIO, No ONU 3170

SOUS-PRODUITS DE LA REFUSION DE L'ALUMINIUM UN 3170

Aluminium salt slags ESCORIA DE SALES DE ALUMINIO

SCORIES SALINES D'ALUMINIUM

ALUMINIUM SMELTING / REMELTING BY-PRODUCTS, PROCESSED

PRODUCTOS DERIVADOS DE LA FUNDICIÓN DEL ALUMINIO o PRODUCTOS DERIVADOS DE LA REFUNDICIÓN DEL ALUMINIO, TRATADOS

SOUS-PRODUITS DE LA FABRICATION/REFUSION DE L'ALUMINIUM, TRAITÉS

ALUMINIUM SILICON POWDER, UNCOATED UN 1398

ALUMINIO-SILICIO EN POLVO, NO RECUBIERTO, No ONU 1398

SILICO-ALUMINIUM EN POUDRE NON ENROBÉ UN 1398

ALUMINIUM SKIMMINGS ESPUMA DE ALUMINIO CRASSE D'ALUMINIUM

ALUMINIUM SMELTING BY-PRODUCTS UN 3170

PRODUCTOS DERIVADOS DE LA FUNDICIÓN DEL ALUMINIO, No ONU 3170

SOUS-PRODUITS DE LA FABRICATION DE L'ALUMINIUM UN 3170

AMMONIUM NITRATE UN 1942 NITRATO AMÓNICO, No ONU 1942

NITRATE D'AMMONIUM UN 1942

AMMONIUM NITRATE BASED

FERTILIZER UN 2067

ABONOS A BASE DE NITRATO AMÓNICO, No ONU 2067

ENGRAIS AU NITRATE D'AMMONIUM UN 2067




AMMONIUM NITRATE BASED FERTILIZER UN 2071

ABONOS A BASE DE NITRATO AMÓNICO, No ONU 2071

ENGRAIS AU NITRATE D'AMMONIUM UN 2071

AMMONIUM NITRATE, BASED FERTILIZER (non-hazardous)

ABONOS A BASE DE NITRATO AMÓNICO (no entrañan riesgos)

ENGRAIS AU NITRATE D'AMMONIUM (non dangereux)

AMMONIUM SULPHATE SULFATO AMÓNICO SULFATE D'AMMONIUM

AMORPHOUS SODIUM SILICATE LUMPS

TERRONES DE SILICATO SÓDICO AMORFO

MORCEAUX DE SILICATE DE SODIUM AMORPHE

ANTIMONY ORE AND RESIDUE

ANTIMONIO, MINERAL Y RESIDUOS DE

MINERAI D'ANTIMOINE ET RÉSIDU DE MINERAI D'ANTIMOINE

Bakery materials Materias de panadería Produits de boulangerie

BARIUM NITRATE UN 1446 NITRATO DE BARIO, No ONU 1446

NITRATE DE BARYUM UN 1446

Barley malt pellets Malta de cebada, pellets de Malte d'orge en boulettes

BARYTES BARITAS BARYTINE

BAUXITE BAUXITA BAUXITE

Beet, expelled Remolacha, prensada Betterave, triturée

Beet, extracted Remolacha, en extracto Betterave, sous-produits de l'extraction

BIOSLUDGE FANGOS BIOLÓGICOS BOUE ACTIVÉE

Blende (zinc sulphide) Blenda (sulfuro de cinc) Blende (sulfure de zinc)

BORAX (PENTAHYDRATE CRUDE)

BÓRAX (CRUDO PENTAHIDRATADO)

BORAX (BRUT PENTAHYDRATÉ)

BORAX, ANHYDROUS, crude BÓRAX ANHIDRO, crudo BORAX ANHYDRE brut

BORAX, ANHYDROUS, refined C BÓRAX ANHIDRO, refinado BORAX ANHYDRE raffiné C

BORIC ACID ÁCIDO BÓRICO ACIDE BORIQUE

Bran pellets Salvado, pellets de Son en boulettes

Brewer's grain pellets Orujo de cerveza, pellets de Drêches de brasserie en boulettes

BROWN COAL BRIQUETTES BRIQUETAS DE LIGNITO CHARBON BRUN EN BRIQUETTES

Calcined clay Arcilla calcinada Argile calcinée

Calcined pyrites Piritas calcinadas Pyrites calcinées

Calcium fluoride Fluoruro de calcio Fluorure de calcium

CALCIUM NITRATE NITRATO CÁLCICO, No ONU 1454

NITRATE DE CALCIUM

CALCIUM NITRATE FERTILIZER

ABONOS A BASE DE NITRATO CÁLCICO

ENGRAIS AU NITRATE DE CALCIUM

Calcium oxide Óxido de calcio Oxyde de calcium

Canola pellets Píldoras de canola Canola en boulettes

CARBORUNDUM CARBORUNDO CARBORUNDUM

CASTOR BEANS UN 2969 SEMILLAS DE RICINO, No ONU 2969

GRAINES DE RICIN UN 2969

CASTOR FLAKE UN 2969 ESCAMAS DE RICINO, No ONU 2969

GRAINES DE RICIN EN FLOCONS UN 2969

CASTOR MEAL UN 2969 HARINA DE RICINO, No ONU 2969

FARINES DE RICIN UN 2969

CASTOR POMACE UN 2969 PULPA DE RICINO, No ONU 2969

TOURTEAUX DE RICIN UN 2969

CEMENT CEMENTO CIMENT

CEMENT CLINKERS CEMENTO, CLINKERS DE CIMENT, CLINKERS DE

CEMENT COPPER COBRE DE CEMENTACIÓN CUIVRE CÉMENT

Chalcopyrite Calcopirita Chalcopyrite




CHAMOTTE CHAMOTA CHAMOTTE

CHARCOAL CARBÓN VEGETAL CHARBON

CHEMICAL GYPSUM YESO QUÍMICO GYPSE DE SYNTHÈSE

CHOPPED RUBBER AND PLASTIC INSULATION

FRAGMENTOS DE REVESTIMIENTOS AISLANTES DE GOMA Y PLÁSTICO

FRAGMENTS D'ISOLANT EN PLASTIQUE ET EN CAOUTCHOUC

Chile saltpetre Salitre de Chile Salpêtre du Chili

Chilean natural nitrate Nitrato natural de Chile Nitrate naturel du Chili

Chilean natural potassic nitrate Nitrato potásico natural de Chile Nitrate de potassium naturel du Chili

Chrome ore Cromo, mineral de Minerai de chrome

CHROME PELLETS CROMO, PELLETS DE CHROME EN PELLETS

CHROMITE ORE CROMITA, MINERAL DE MINERAI DE CHROMITE

Chromium ore Cromio, mineral de Minerai de chromium

Citrus pulp pellets Cítricos, pellets de pulpa de Pulpe d'agrumes en boulettes

CLAY ARCILLA ARGILE

CLINKER ASH CENIZAS DE CLÍNKER CENDRES DE MÂCHEFER

COAL CARBÓN CHARBON

COAL SLURRY FANGOS DE CARBÓN BOUES DE CHARBON

COAL TAR PITCH BREA DE ALQUITRÁN DE HULLA

BRAI DE GOUDRON DE HOUILLE

COARSE CHOPPED TYRES FRAGMENTOS DE NEUMÁTICOS TRITURADOS

FRAGMENTS DE PNEUS DE GRANDES DIMENSIONS

COARSE IRON AND STEEL SLAG AND ITS MIXTURE

ESCORIA GRUESA DE HIERRO Y ACERO Y SU MEZCLA

SCORIES DE FER ET D'ACIER À GROS GRAINS ET LEUR MÉLANGE

Coconut Coco Noix de coco

COKE COQUE COKE

COKE BREEZE CISCO DE COQUE POUSSIER DE COKE

COLEMANITE COLEMANITA COLÉMANITE

COPPER CONCENTRATE COBRE, CONCENTRADO DE CONCENTRÉ DE CUIVRE

COPPER GRANULES COBRE, GRÁNULOS DE CUIVRE EN GRANULES

COPPER MATTE COBRE, MATA DE MATTE DE CUIVRE

Copper nickel Cuproníquel Nickel-cuivre

COPPER SLAG COBRE, ESCORIA DE SCORIES DE CUIVRE

Copper ore concentrate Cobre, concentrado mineral de Concentré de minerai de cuivre

COPPER CONCENTRATE COBRE, CONCENTRADO DE CONCENTRÉ DE CUIVRE

Copper precipitate Cobre, precipitado de Précipités de cuivre

CEMENT COPPER COBRE DE CEMENTACIÓN CUIVRE CÉMENT

COPRA (dry) UN 1363 B COPRA (seca), No ONU 1363 B COPRAH (sec) UN 1363

Copra, expelled Copra, prensada Coprah, trituré

Copra, extracted Copra, en extracto Coprah, sous-produit d'extraction

Corn gluten Maíz, gluten de Gluten de maïs

Cotton seed Semillas de algodón Graines de cotonnier

CRUSHED CARBON ANODES ÁNODOS DE CARBÓN TRITURADOS

ANODES EN CARBONE CONCASSÉES




CRYOLITE CRIOLITA CRYOLITHE

Deadburned magnesite Magnesita calcinada a muerte Magnésite calcinée

DIAMMONIUM PHOSPHATE FOSFATO DIAMÓNICO HYDROGÉNOPHOSPHATE DE DIAMMONIUM

DIRECT REDUCED IRON (A) Briquettes, hot-moulded

HIERRO OBTENIDO POR REDUCCIÓN DIRECTA (A)En forma de briquetas moldeadas en caliente

FER OBTENU PAR RÉDUCTION DIRECTE (A) Briquettes moulées à chaud

DIRECT REDUCED IRON (B) Lumps, pellets, cold-moulded briquettes

HIERRO OBTENIDO POR REDUCCIÓN DIRECTA (B) Terrones, pellets y briquetas moldeadas en frío

FER OBTENU PAR RÉDUCTION DIRECTE (B) Morceaux, pellets, briquettes moulées à froid et tournures de fer indiennes

DIRECT REDUCED IRON (C) By-product fines

HIERRO OBTENIDO POR REDUCCIÓN DIRECTA (C) (Finos obtenidos como productos derivados)

FER OBTENU PAR RÉDUCTION DIRECTE (C) (Fines en tant que sous-produit)

DISTILLERS DRIED GRAINS WITH SOLUBLES

GRANOS SECOS DE DESTILERÍA CON SOLUBLES

DISTILLATS SÉCHÉS DE GRAINS AVEC RÉSIDUS SOLUBLES

DOLOMITE DOLOMITA DOLOMITE

Dolomitic quicklime Cal dolomítica chaux vive dolomitique

D.R.I. HRD not applicable in French

Expellers Tortas de presión Expellers

FELSPAR LUMP FELDESPATO EN TERRONES FELDSPATH EN MORCEAUX

FERROCHROME FERROCROMO FERROCHROME

FERROCHROME, exothermic FERROCROMO exotérmico FERROCHROME, exothermique

FERROMANGANESE FERROMANGANESO FERROMANGANÈSE

Ferromanganese, exothermic Ferromanganeso exotérmico Ferromanganèse exothermique

FERRONICKEL FERRONÍQUEL FERRONICKEL

FERROPHOSPHORUS FERROFÓSFORO FERROPHOSPHORE

Ferrophosphorus briquettes Ferrofósforo, briquetas de Ferrophosphore en briquettes

FERROSILICON UN 1408 FERROSILICIO, No ONU 1408 FERROSILICIUM UN 1408

FERROSILICON FERROSILICIO FERROSILICIUM

FERROUS METAL BORINGS UN 2793

VIRUTAS DE TALADRADO DE METALES FERROSOS, No ONU 2793

ROGNURES DE MÉTAUX FERREUX UN 2793

FERROUS METAL CUTTINGS UN 2793

RECORTES DE METALES FERROSOS, No ONU 2793

ÉBARBURES DE MÉTAUX FERREUX UN 2793

FERROUS METAL SHAVINGS UN 2793

RASPADURAS DE METALES FERROSOS, No ONU 2793

COPEAUX DE MÉTAUX FERREUX UN 2793

FERROUS METAL TURNINGS UN 2793

VIRUTAS DE TORNEADO DE METALES FERROSOS, No ONU 2793

TOURNURES DE MÉTAUX FERREUX UN 2793

FERROUS SULPHATE HEPTAHYDRATE

SULFATO FERROSO HEPTAHIDRATADO

SULFATE FERREUX HEPTAHYDRATÉ

FERTILIZERS WITHOUT NITRATES

ABONOS SIN NITRATOS (no entrañan riesgos)

ENGRAIS SANS NITRATES

FISH (IN BULK) PESCADO (A GRANEL) POISSON (EN VRAC)

FISHMEAL, STABILIZED UN 2216

HARINA DE PESCADO ESTABILIZADA, No ONU 2216

FARINE DE POISSON STABILISÉE UN 2216

FISHSCRAP, STABILIZED UN 2216

DESECHOS DE PESCADO ESTABILIZADOS, No ONU 2216

DÉCHETS DE POISSON STABILISÉS UN 2216




FLUORSPAR ESPATOFLÚOR SPATH FLUOR

FLY ASH, DRY CENIZAS VOLANTES SECAS CENDRES VOLANTES SÈCHES

FLY ASH, WET CENIZAS VOLANTES HÚMEDAS

CENDRES VOLANTES HUMIDES

Galena (lead sulphide) Galena (sulfuro de plomo) Galène (sulfure de plomb)

Garbage tankage Detritos orgánicos Détritus organiques

GLASS CULLET DESPERDICIOS DE VIDRIO CALCIN DE VERRE

Gluten pellets Gluten, pellets de Gluten en boulettes

GRAIN SCREENING PELLETS PELLETS DE GRANZA DE GRANO

CRIBLURES DE GRAIN EN PELLETS

GRANULAR FERROUS SULPHATE

SULFATO FERROSO GRANULAR

SULFATE FERREUX EN GRANULES

GRANULATED NICKEL MATTE (LESS THAN 2% MOISTURE CONTENT)

MATA DE NÍQUEL GRANULADA (CONTENIDO DE HUMEDAD INFERIOR A 2 %)

MATTE DE NICKEL EN GRANULES (TENEUR EN HUMIDITÉ INFÉRIEURE À 2 %)

GRANULATED SLAG ESCORIA GRANULADA SCORIES EN GRAINS

GRANULATED TYRE RUBBER NEUMÁTICO GRANULADO CAOUTCHOUC DE PNEUS EN GRANULES

Ground nuts, meal Maní (cacahuetes), harina de Farine d'arachide

GYPSUM YESO GYPSE

Hominy chop Machacado Hominy chop

GYPSUM GRANULATED YESO GRANULADO GYPSE EN GRAINS

ILMENITE CLAY ILMENITA, ARCILLA DE ARGILE D'ILMÉNITE

ILMENITE (ROCK) ILMENITA (ROCA) ILMÉNITE (ROCHE)

ILMENITE SAND ILMENITA, ARENA DE SABLE D'ILMÉNITE

ILMENITE (UPGRADED) ILMENITA (ENRIQUECIDA) ILMÉNITE VALORISÉE

IRON AND STEEL SLAG AND ITS MIXTURE

ESCORIA DE HIERRO Y ACERO Y SU MEZCLA

SCORIES DE FER ET D'ACIER ET LEUR MÉLANGE

IRON CONCENTRATE HIERRO, CONCENTRADO DE CONCENTRÉ DE FER

IRON CONCENTRATE (pellet feed)

HIERRO, CONCENTRADO DE (para pellets)

CONCENTRÉ DE FER (pour pellets)

IRON CONCENTRATE (sinter feed)

HIERRO, CONCENTRADO DE (para aglomerados)

CONCENTRÉ DE FER (pour agglomérés)

Iron disulphide Disulfuro de hierro Disulfure de fer

IRON ORE HIERRO, MINERAL DE MINERAI DE FER

Iron ore (concentrate, pellet feed, sinter feed)

Hierro, mineral de (concentrado, aglomerados o pellets)

Minerai de fer (concentré, pour pellets, pour agglomérés)

IRON ORE FINES FINOS DE MINERAL DE HIERRRO

FINES DE MINERAI DE FER

IRON ORE PELLETS HIERRO, PELLETS DE MINERAL DE

MINERAI DE FER EN PELLETS

IRON OXIDE, SPENT UN 1376 ÓXIDO DE HIERRO AGOTADO, No ONU 1376

OXYDE DE FER RÉSIDUAIRE UN 1376

IRON OXIDE TECHNICAL ÓXIDO DE HIERRO-GRADO TÉCNICO

OXYDE DE FER DE QUALITÉ TECHNIQUE

IRON SINTER HIERRO SINTERIZADO AGGLOMÉRÉS DE FER

Iron swarf Hierro, virutas de copeaux de fer

IRON SPONGE, SPENT UN 1376

ESPONJA DE HIERRO AGOTADA, No ONU 1376

TOURNURE DE FER RÉSIDUAIRE UN 1376

IRONSTONE ROCA FERRUGINOSA ROCHE FERRUGINEUSE

LABRADORITE LABRADORITA LABRADOR




LEAD AND ZINC CALCINES (mixed)

PLOMO Y CINC, CALCINADOS DE (en mezclas)

PLOMB ET ZINC CALCINÉS (en mélange)

LEAD AND ZINC MIDDLINGS PLOMO Y CINC, MIXTOS DE MIXTES DE PLOMB ET DE ZINC

LEAD CONCENTRATE PLOMO, CONCENTRADO DE CONCENTRÉ DE PLOMB

LEAD NITRATE UN 1469 NITRATO DE PLOMO, No ONU 1469

NITRATE DE PLOMB UN 1469

LEAD ORE PLOMO, MINERAL DE MINERAI DE PLOMB

Lead ore concentrate Plomo, concentrado de mineral de

Concentré de minerai de plomb

LEAD ORE RESIDUE PLOMO, RESIDUOS DE MINERAL DE

RÉSIDU DE MINERAI DE PLOMB

LEAD SILVER CONCENTRATE PLOMO Y PLATA, CONCENTRADO DE

CONCENTRÉ DE PLOMB ARGENTIFÈRE

Lead silver ore Plomo y plata, mineral de Minerai de plomb argentifère

Lead sulphide Sulfuro de plomo Sulfure de plomb

Lead sulphide (galena) Sulfuro de plomo (galena) Sulfure de plomb (galène)

Lignite Lignita Lignite

LIME (UNSLAKED) CAL (VIVA) CHAUX (VIVE)

LIMESTONE PIEDRA CALIZA CALCAIRE

LINTED COTTON SEED SEMILLAS DE ALGODÓN DESPEPITADO

GRAINES DE COTONNIER AVEC LINTER

Linseed, expelled Linaza, prensada Graines de lin, triturées

Linseed, extracted Linaza, en extracto Graines de lin, sous-produits de l'extraction

LOGS TRONCOS GRUMES

MAGNESIA (DEADBURNED) MAGNESIA (CALCINADA A MUERTE)

MAGNÉSIE (CALCINÉE)

MAGNESIA (UNSLAKED) MAGNESIA (VIVA) MAGNÉSIE (VIVE)

Magnesia, clinker Magnesia, clinker de Magnésie en clinkers

Magnesia, electro-fused Magnesia electrofundida Magnésie électrofondue

Magnesia, lightburned Magnesia quemada ligeramente Magnésie calcinée légère

Magnesia, calcined Magnesia calcinada Magnésie calcinée

Magnesia, caustic calcined Magnesia cáustica calcinada Magnésie calcinée caustique

Magnesite, clinker Magnesita, clinker de Magnésite, clinkers de

MAGNESITE, natural MAGNESITA natural MAGNÉSITE, naturelle

Magnesium carbonate Carbonato de magnesio Carbonate de magnésium

MAGNESIUM NITRATE UN 1474

NITRATO DE MAGNESIO, No ONU 1474

NITRATE DE MAGNÉSIUM UN 1474

MAGNESIUM SULPHATE FERTILIZERS

ABONOS DE SULFATO DE MAGNESIO

ENGRAIS AU SULFATE DE MAGNÉSIUM

Maize, expelled Maíz, prensado Maïs, trituré

Maize, extracted Maíz, en extracto Maïs, sous-produit de l'extraction

MANGANESE COMPONENT FERROALLOY SLAG

ESCORIA DE ALEACIÓN DE HIERRO CON MANGANESO

SCORIES DE FERRO-ALLIAGES DE MANGANÈSE

MANGANESE CONCENTRATE MANGANESO, CONCENTRADO DE

CONCENTRÉ DE MANGANÈSE

MANGANESE ORE MANGANESO, MINERAL DE MINERAI DE MANGANÈSE

MANGANESE ORE FINES FINOS DE MINERAL DE MANGANESO

FINES DE MINERAI DE MANGANÈSE

M.A.P. FMA [not applicable in French]




MARBLE CHIPS MÁRMOL, ASTILLAS DE ÉCLATS DE MARBRE

Meal, oily Harina oleosa Farines oléagineuses

METAL SULPHIDE CONCENTRATES

SULFUROS METÁLICOS, CONCENTRADOS DE

CONCENTRÉS DE SULFURES MÉTALLIQUES

Mill feed pellets Piensos, pellets de Sous-produits de meunerie en boulettes

Milorganite Milorganita Milorganite

Mineral Concentrates Concentrados de minerales Concentrés de minerais

MONOAMMONIUM PHOSPHATE

FOSFATO MONOAMÓNICO MONOPHOSPHATE D'AMMONIUM

Muriate of potash Muriato de potasa Muriate de potasse

NEFELINE SYENITE (mineral) SIENITA NEFELÍNICA (mineral) SYÉNITE NÉPHÉLINIQUE (minerai)

NICKEL ORE MINERAL DE NÍQUEL MINERAI DE NICKEL

NICKEL CONCENTRATE NÍQUEL, CONCENTRADO DE CONCENTRÉ DE NICKEL

Nickel ore concentrate Níquel, concentrado de mineral de

Concentré de minerai de nickel

Niger seed, expelled Níger, semillas de, prensadas Graines de niger, triturées

Niger seed, extracted Níger, semillas de, en extracto Graines de niger, sous-produits de l'extraction

Oil cake Torta oleaginosa Tourteaux oléagineux

Palm kernel, expelled Nuez de palma, prensada Amande de palmiste, triturée

Palm kernel, extracted Nuez de palma, en extracto Amande de palmiste, sous-produit de l'extraction

Peanuts, expelled Cacahuetes (maní), prensados Cacahuètes, triturées

Peanuts, extracted Cacahuetes (maní), en extracto Cacahuètes, sous-produits de l'extraction

PEANUTS (in shell) CACAHUETES (con vaina) CACAHUÈTES (en coques)

PEAT MOSS TURBA FIBROSA TOURBE HORTICOLE

PEBBLES (sea) CANTOS RODADOS (de mar) GALETS (de mer)

PELLETS (concentrates) PELLETS (concentrados) PELLETS (concentrés)

Pellets (cereal) Cereales, pellets de Céréales en boulettes

Pencil pitch Brea en lápices Brai en crayons

PENTAHYDRATE CRUDE PENTAHIDRATO EN BRUTO PENTAHYDRATE BRUT

PERLITE ROCK PERLITA, ROCA DE ROCHE PERLITE

PETROLEUM COKE (calcined) COQUE DE PETRÓLEO (calcinado)

COKE DE PÉTROLE (calciné)

PETROLEUM COKE (uncalcined)

COQUE DE PETRÓLEO (no calcinado)

COKE DE PÉTROLE (non calciné)

PHOSPHATE ROCK (calcined) FOSFATO EN ROCA (calcinado)

ROCHE PHOSPHATÉE (calcinée)

PHOSPHATE ROCK (uncalcined)

FOSFATO EN ROCA (no calcinado)

ROCHE PHOSPHATÉE (non calcinée)

PHOSPHATE (defluorinated) FOSFATO (desfluorado) PHOSPHATE (défluoré)

PIG IRON HIERRO EN LINGOTES FONTE EN GUEUSES

PITCH PRILL BREA EN BOLITAS BRAI EN GRAINS

Pollard pellets Trasmochos, pellets de Recoupette en boulettes

POTASH POTASA POTASSE

Potash muriate Muriato de potasa Muriate de potasse

POTASSIUM CHLORIDE CLORURO POTÁSICO CHLORURE DE POTASSIUM




POTASSIUM NITRATE UN 1486

NITRATO POTÁSICO, No ONU 1486

NITRATE DE POTASSIUM UN 1486

Potassium nitrate/sodium nitrate (mixture)

Nitrato potásico y nitrato sódico, mezclas de

Nitrate de potassium/nitrate de sodium (en mélange)

POTASSIUM NITRATE MIXTURE

Nitrato potásico en mezcla NITRATE DE POTASSIUM EN MÉLANGE

POTASSIUM SULPHATE SULFATO DE POTASIO SULFATE DE POTASSIUM

Prilled coal tar Alquitrán de hulla en bolitas Goudron de houille en grains

PULP WOOD MADERA PARA PASTA PAPELERA

BOIS À PÂTE

PUMICE PIEDRA PÓMEZ PONCE

PYRITE (containing copper and iron)

PIRITA (contiene cobre y hierro) PYRITE (contenant du cuivre et du fer)

PYRITES, CALCINED PIRITAS CALCINADAS PYRITES CALCINÉES

PYRITES PIRITAS PYRITES

Pyrites (cupreous, fine, flotation, or sulphur)

Piritas (cuprosas, disgregadas, flotación o azufre)

Pyrites (cuivreuses, fines, flottation, soufre)

Pyritic ash Cenizas piríticas Cendres pyriteuses

PYRITIC ASHES (iron) CENIZAS PIRITOSAS (hierro) CENDRES PYRITEUSES (fer)

PYRITIC CINDERS ESCORIAS PIRITOSAS CENDRES PYRITEUSES

PYROPHYLLITE PIROFILITA PYROPHYLLITE

QUARTZ CUARZO BLANCO QUARTZ

QUARTZITE CUARCITA QUARTZITE

Quicklime Cal viva chaux vive

RADIOACTIVE MATERIAL, LOW SPECIFIC ACTIVITY (LSA-I) UN 2912

MATERIALES RADIACTIVOS, DE BAJA ACTIVIDAD ESPECÍFICA (BAE-I), No ONU 2912

MATIÈRES RADIOACTIVES DE FAIBLE ACTIVITÉ SPÉCIFIQUE (LSA-I) UN 2912

RADIOACTIVE MATERIAL, SURFACE CONTAMINATED OBJECTS (SCO-I) UN 2913

MATERIALES RADIACTIVOS, OBJETOS CONTAMINADOS EN LA SUPERFICIE (OCS-I), No ONU 2913

MATIÈRES RADIOACTIVES, OBJETS CONTAMINÉS SUPERFICIELLEMENT (SCO-I) UN 2913

Rape seed, expelled Semillas de colza, prensadas Graines de colza, triturées

Rape seed, extracted Semillas de colza, en extracto Graines de colza, sous-produits de l'extraction

RASORITE (ANHYDROUS) RASORITA (ANHIDRA) RASORITE (ANHYDRE)

Rice bran Arroz, salvado de Son de riz

Rice broken Arroz partido Brisures de riz

Rough ammonia tankage Amonio en bruto, desechos orgánicos de

Déchets organiques ammoniacaux

ROUNDWOOD ROLLIZOS RONDINS

RUTILE SAND RUTILO, ARENA DE SABLE DE RUTILE

Safflower seed, expelled Cártamo, semillas de, prensadas

Graines de carthame, triturées

Safflower seed, extracted Cártamo, semillas de, en extracto

Graines de carthame, sous-produits de l'extraction

SALT SAL SEL

SALT CAKE SAL, TORTAS DE PAIN DE SEL

SALT ROCK SAL GEMA ROCHE SALINE

Saltpetre Salitre Salpêtre




SAND ARENA SABLE

Sand, ilmenite Arena de ilmenita Sable, ilménite

Sand, zircon Arena de circonio Sable, zircon

Spodumene Espodumeno Spoduméne

SAND, HEAVY MINERAL ARENAS DE MINERALES PESADOS

SABLE, MINÉRAUX LOURDS

SAWDUST SERRÍN SCIURE DE BOIS

SAW LOGS TRONCOS PARA ASERRAR BOIS DÉBITÉ

SCALE GENERATED FROM THE IRON AND STEEL MAKING PROCESS

CASCARILLA GENERADA EN LOS PROCESOS SIDERÚRGICOS

DÉPÔTS PROVENANT DE LA FABRICATION DU FER ET DE L'ACIER

SCRAP METAL CHATARRA FERRAILLE

SEED CAKE, containing vegetable oil UN 1386 (a) mechanically expelled seeds, containing more than 10% of oil or more than 20% of oil and moisture content

TORTA DE SEMILLAS, con una proporción de aceite vegetal, No ONU 1386 a) residuos de semillas prensadas por medios mecánicos, con un contenido de más del 10 % de aceite o más del 20 % de aceite y humedad combinados

TOURTEAUX contenant de l'huile végétale UN 1386 a) Graines triturées par procédé mécanique contenant plus de 10 % d'huile ou plus de 20 % d'huile et d'humidité combinées

SEED CAKE, containing vegetable oil UN 1386 (b) solvent extraction and expelled seeds, containing not more than 10% of oil and when the amount of moisture is higher than 10%, not more than 20% of oil and moisture combined

TORTA DE SEMILLAS, con una proporción de aceite vegetal, No ONU 1386 b) residuos de la extracción del aceite de las semillas con disolventes o por prensado, con un contenido de no más del 10 % de aceite o, si el contenido de humedad es superior al 10 %, no más del 20 % de aceite y humedad combinados

TOURTEAUX contenant de l'huile végétale UN 1386 b) Sous-produits de l'extraction au solvant ou graines triturées contenant au maximum 10 % d'huile et, si la teneur en humidité est supérieure à 10 %, pas plus de 20 % d'huile et d'humidité combinées

SEED CAKE UN 2217 TORTA DE SEMILLAS, No ONU 2217

TOURTEAUX UN 2217

SEED CAKE (non-hazardous) TORTA DE SEMILLAS (no entraña riesgos)

TOURTEAUX (non dangereux)

Seed expellers, oily Semillas oleosas, torta de presión de

Expellers oléagineux

SILICOMANGANESE SILICOMANGANESO SILICOMANGANÈSE

SILICON SLAG ESCORIA DE SILICIO SCORIES DE SILICIUM

SILVER LEAD CONCENTRATE PLATA Y PLOMO, CONCENTRADO DE

CONCENTRÉ DE PLOMB ARGENTIFÈRE

Silver lead ore concentrate Plata y plomo, concentrado de mineral de

Concentré de minerai de plomb argentifère

Sinter Sinterizado Agglomérés

Slag, granulated Escoria granulada Scories, en grains

SLIG, iron ore SLIG (mineral de hierro) SLIG (minerai de fer)

SODA ASH SOSA, CENIZA DE SOUDE DU COMMERCE

SODIUM NITRATE UN 1498 NITRATO SÓDICO, No ONU 1498

NITRATE DE SODIUM UN 1498

SODIUM NITRATE AND POTASSIUM NITRATE MIXTURE UN 1499

NITRATO SÓDICO Y NITRATO POTÁSICO, EN MEZCLA, No ONU 1499

NITRATE DE SODIUM ET NITRATE DE POTASSIUM EN MÉLANGE UN 1499

Soyabean, expelled Soja, prensada Graines de soja, triturées




Soyabean, extracted Soja, en extracto Graines de soja, sous-produits de l'extraction

SOLIDIFIED FUELS RECYCLED FROM PAPER AND PLASTICS

COMBUSTIBLES SOLIDIFICADOS RECICLADOS DE PAPELES Y PLÁSTICOS

COMBUSTIBLES SOLIDIFIÉS RECYCLÉ À PARTIR DE PAPIER ET DE PLASTIQUE

SPENT CATHODES CÁTODOS AGOTADOS CATHODES USÉES

SPENT POTLINER CUBAS ELECTROLÍTICAS AGOTADAS

REVÊTEMENT USÉ DES CUVES

SPODUMENE (UPGRADED) ESPODÚMENO (ENRIQUECIDO)

SPODUMÈNE (ENRICHI)

STAINLESS STEEL GRINDING DUST

ACERO INOXIDABLE, POLVO DEL RECTIFICADO DE

ACIER INOXYDABLE, POUSSIÈRE DE MEULAGE

Steel swarf Acero, virutas de Rognures d'acier

Stibnite Estibina Stibnite

STONE CHIPPINGS GRAVILLA PIERRES CONCASSÉES

Strussa pellets Strussa, pellets de Strussa en boulettes

SUGAR AZÚCAR SUCRE

SULPHATE OF POTASH AND MAGNESIUM

SULFATO DE POTASA Y MAGNESIO

SULFATE DE POTASSIUM ET DE MAGNÉSIUM

Sulphide concentrates Sulfuros, concentrados de Concentrés sulfurés

SULPHUR UN 1350 (crushed lump and coarse grained)

AZUFRE, No ONU 1350 (en terrones triturados o en polvo de grano grueso)

SOUFRE UN 1350 (concassé en morceaux et en poudre à gros grains)

SULPHUR (formed, solid) AZUFRE (sólido con forma) SOUFRE (solide, moulé)

Sunflower seed, expelled Girasol, semillas de, prensadas Graines de tournesol, triturées

Sunflower seed, extracted Girasol, semillas de, en extracto Graines de tournesol, sous-produits de l'extraction

SUPERPHOSPHATE SUPERFOSFATO SUPERPHOSPHATE

SUPERPHOSPHATE (triple, granular)

SUPERFOSFATO (triple granular)

SUPERPHOSPHATE (triple, granuleux)

Swarf Virutas Rognures

TACONITE PELLETS TACONITA, PELLETS DE TACONITE EN PELLETS

TALC TALCO TALC

TANKAGE DESECHOS ORGÁNICOS DÉCHETS ORGANIQUES

Tankage fertilizer Fertilizante orgánico Engrais à base de déchets organiques

TAPIOCA TAPIOCA TAPIOCA

TIMBER MADERAJE BILLES DE BOIS

Toasted meals Harinas tostadas Farines grillées

Triple superphosphate Superfosfato triple Superphosphate triple

UREA UREA URÉE

VANADIUM ORE VANADIO, MINERAL DE MINERAI DE VANADIUM

VERMICULITE VERMICULITA VERMICULITE

WHITE QUARTZ CUARZO BLANCO QUARTZ BLANC

WOODCHIPS MADERA, ASTILLAS DE COPEAUX DE BOIS

WOOD PELLETS CONTAINING ADDITIVES AND/OR BINDERS

PELLETS DE MADERA QUE CONTIENEN ADITIVOS Y/O AGLUTINANTES

GRANULÉS (PELLETS) DE BOIS CONTENANT DES ADDITIFS OU LIANTS

WOOD PELLETS NOT CONTAINING ANY ADDITIVES AND/OR BINDERS

PELLETS DE MADERA QUE NO CONTIENEN ADITIVOS NI AGLUTINANTES

GRANULÉS (PELLETS) DE BOIS NE CONTENANT AUCUN ADDITIF OU LIANT




Wood Products – General Productos generales de madera Produits du bois – Généralités

WOOD TORREFIED MADERA TORRADA BOIS TORRÉFIÉ

ZINC AND LEAD CALCINES (mixed)

CINC Y PLOMO, CALCINADOS DE (en mezclas)

ZINC ET PLOMB CALCINÉS (en mélange)

ZINC AND LEAD MIDDLINGS CINC Y PLOMO, MIXTOS DE MIXTES DE ZINC ET DE PLOMB

ZINC ASHES UN 1435 CINC, CENIZAS DE, No ONU 1435

CENDRES DE ZINC UN 1435

ZINC CONCENTRATE CINC, CONCENTRADO DE CONCENTRÉ DE ZINC

Zinc, dross, residue or skimmings

Cinc (escoria de, residuos de o espuma de)

Zinc, crasses, résidus, laitier

Zinc ore, burnt Cinc, mineral quemado de Minerai de zinc, brûlé

Zinc ore, calamine Cinc, mineral de, calamina Minerai de zinc, calamine

Zinc ore, concentrates Cinc, mineral de, concentrados Minerai de zinc, concentrés

Zinc ore, crude Cinc, mineral de, bruto Minerai de zinc, brut

ZINC SINTER CINC SINTERIZADO AGGLOMÉRÉS DE ZINC

ZINC SLAG CINC, ESCORIA DE SCORIES DE ZINC

ZINC SLUDGE CINC, FANGOS DE BOUES DE ZINC

Zinc sulphide Sulfuro de cinc Sulfure de zinc

Zinc sulphide (blende) Sulfuro de cinc (blenda) Sulfure de zinc (blende)

ZIRCON KYANITE CONCENTRATE

CONCENTRADO DE CIANITA DE CIRCONIO

CONCENTRÉ DE KYANITE ET DE ZIRCON

ZIRCONSAND CIRCONIO, ARENA DE SABLE DE ZIRCON

"

***



ANNEX 4


AMENDMENTS TO THE PROTOCOL OF 1978 RELATING TO THE INTERNATIONAL

CONVENTION FOR THE SAFETY OF LIFE AT SEA, 1974 THE MARITIME SAFETY COMMITTEE, RECALLING Article 28(b) of the Convention on the International Maritime Organization concerning the functions of the Committee, RECALLING ALSO article VIII(b) of the International Convention for the Safety of Life at Sea, 1974 ("the Convention") and article II of the Protocol of 1978 relating to the International Convention for the Safety of Life at Sea, 1974 (1978 SOLAS Protocol) concerning the amendments procedure applicable to the 1978 SOLAS Protocol, HAVING CONSIDERED, at its ninety-fifth session, amendments to the 1978 SOLAS Protocol proposed and circulated in accordance with article VIII(b)(i) of the Convention and article II of the 1978 SOLAS Protocol, 1 ADOPTS, in accordance with article VIII(b)(iv) of the Convention and article II of the 1978 SOLAS Protocol, amendments to the appendix to the annex to the 1978 SOLAS Protocol, the text of which is set out in the annex to the present resolution; 2 DETERMINES, in accordance with article VIII(b)(vi)(2)(bb) of the Convention and article II of the 1978 SOLAS Protocol, that the said amendments shall be deemed to have been accepted on 1 July 2016, unless, prior to that date, more than one third of the Parties to the 1978 SOLAS Protocol or Parties the combined merchant fleets of which constitute not less than 50% of the gross tonnage of the world's merchant fleet, have notified to the Secretary-General their objections to the amendments; 3 INVITES Parties concerned to note that, in accordance with article VIII(b)(vii)(2) of the Convention and article II of the 1978 SOLAS Protocol, the amendments shall enter into force on 1 January 2017, upon their acceptance in accordance with paragraph 2 above; 4 REQUESTS the Secretary-General, for the purposes of article VIII(b)(v) of the Convention and article II of the 1978 SOLAS Protocol, to transmit certified copies of the present resolution and the text of the amendments contained in the annex to all Parties to the 1978 SOLAS Protocol; and 5 REQUESTS ALSO the Secretary-General to transmit copies of this resolution and its annex to Members of the Organization, which are not Parties to the 1978 SOLAS Protocol.

MSC 95/22.Add.2 Annex 4, page 2


ANNEX

AMENDMENTS TO THE PROTOCOL OF 1978 RELATING TO THE INTERNATIONAL CONVENTION FOR THE SAFETY OF LIFE AT SEA, 1974, AS AMENDED

ANNEX

MODIFICATIONS AND ADDITIONS TO THE ANNEX TO THE INTERNATIONAL

CONVENTION FOR THE SAFETY OF LIFE AT SEA, 1974

APPENDIX


CARGO SHIP SAFETY CONSTRUCTION CERTIFICATE The existing paragraph 2 is replaced with the following:

"2 That the survey showed that: .1 the condition of the structure, machinery and equipment as defined

in the above regulation was satisfactory and the ship complied with the relevant requirements of chapters II-1 and II-2 of the Convention (other than those relating to fire safety systems and appliances and fire control plans); and

.2 the ship complied with part G of chapter II-1 of the Convention using

……… as fuel/N.A.4"

***

MSC 95/22 Annex 5, page 1


ANNEX 5


AMENDMENTS TO THE PROTOCOL OF 1988 RELATING TO THE INTERNATIONAL

CONVENTION FOR THE SAFETY OF LIFE AT SEA, 1974 THE MARITIME SAFETY COMMITTEE, RECALLING Article 28(b) of the Convention on the International Maritime Organization concerning the functions of the Committee, RECALLING ALSO article VIII(b) of the International Convention for the Safety of Life at Sea, 1974 ("the Convention") and article VI of the Protocol of 1988 relating to the International Convention for the safety of Life at Sea, 1974 (1988 SOLAS Protocol) concerning the procedure for amending the 1988 SOLAS Protocol, HAVING CONSIDERED, at its ninety-fifth session, amendments to the 1988 SOLAS Protocol proposed and circulated in accordance with article VIII(b)(i) of the Convention and article VI of the 1988 SOLAS Protocol, 1 ADOPTS, in accordance with article VIII(b)(iv) of the Convention and article VI of the 1988 SOLAS Protocol, amendments to the appendix to the annex to the 1988 SOLAS Protocol, the text of which is set out in the annex to the present resolution; 2 DETERMINES, in accordance with article VIII(b)(vi)(2)(bb) of the Convention and article VI of the 1988 SOLAS Protocol, that the said amendments shall be deemed to have been accepted on 1 July 2016, unless, prior to that date, more than one third of the Parties to the 1988 SOLAS Protocol or Parties the combined merchant fleets of which constitute not less than 50% of the gross tonnage of the world's merchant fleet, have notified to the Secretary-General their objections to the amendments; 3 INVITES the Parties concerned to note that, in accordance with article VIII(b)(vii)(2) of the Convention and article VI of the 1988 SOLAS Protocol, the amendments shall enter into force on 1 January 2017, upon their acceptance in accordance with paragraph 2 above; 4 REQUESTS the Secretary-General, for the purposes of article VIII(b)(v) of the Convention and article VI of the 1988 SOLAS Protocol, to transmit certified copies of the present resolution and the text of the amendments contained in the annex to all Parties to the 1988 SOLAS Protocol; and 5 REQUESTS ALSO the Secretary-General to transmit copies of this resolution and its annex to Members of the Organization which are not Parties to the 1988 SOLAS Protocol.

MSC 95/22 Annex 5, page 2


ANNEX

AMENDMENTS TO THE PROTOCOL OF 1988 RELATING TO THE INTERNATIONAL CONVENTION FOR THE SAFETY OF LIFE AT SEA, 1974

ANNEX

MODIFICATIONS AND ADDITIONS TO THE ANNEX TO THE INTERNATIONAL CONVENTION FOR THE SAFETY OF LIFE AT SEA, 1974

APPENDIX

MODIFICATIONS AND ADDITIONS TO THE APPENDIX TO THE ANNEX TO THE INTERNATIONAL CONVENTION FOR THE SAFETY OF LIFE AT SEA, 1974

FORM OF SAFETY CERTIFICATE FOR PASSENGER SHIPS

PASSENGER SHIP SAFETY CERTIFICATE

1 The following new paragraph 2.2 is added after the existing paragraph 2.1:

"2.2 the ship complied with part G of chapter II-1 of the Convention using ……… as fuel/N.A.1"



CARGO SHIP SAFETY CONSTRUCTION CERTIFICATE

3 The existing paragraph 2. is replaced with the following:

"2. That the survey showed that:

.1 the condition of the structure, machinery and equipment as defined in the above regulation was satisfactory and the ship complied with the relevant requirements of chapters II-1 and II-2 of the Convention (other than those relating to fire safety systems and appliances and fire control plans); and

.2 the ship complied with part G of chapter II-1 of the Convention using ………… as fuel/N.A.4"

FORM OF SAFETY CERTIFICATE FOR CARGO SHIPS

CARGO SHIP SAFETY CERTIFICATE

4 The following new paragraph 2.2 is added after the existing paragraph 2.1:

"2.2 the ship complied with part G of chapter II-1 of the Convention using ………. as fuel/N.A.4"


***



ANNEX 6


AMENDMENTS TO THE INTERNATIONAL CONVENTION ON STANDARDS OF TRAINING, CERTIFICATION AND WATCHKEEPING

FOR SEAFARERS (STCW), 1978, AS AMENDED

THE MARITIME SAFETY COMMITTEE, RECALLING Article 28(b) of the Convention on the International Maritime Organization concerning the functions of the Committee, RECALLING FURTHER article XII of the International Convention on Standards of Training, Certification and Watchkeeping for Seafarers, 1978 ("the Convention"), concerning the procedures for amending the Convention, HAVING CONSIDERED, at its ninety-fifth session, amendments to the Convention proposed and circulated in accordance with article XII(1)(a)(i) thereof, 1 ADOPTS, in accordance with article XII(1)(a)(iv) of the Convention, amendments to the Convention, the text of which is set out in the annex to the present resolution; 2 DETERMINES, in accordance with article XII(1)(a)(vii)(2) of the Convention, that the said amendments shall be deemed to have been accepted on 1 July 2016, unless, prior to that date more than one third of Parties or Parties the combined merchant fleets of which constitute not less than 50% of the gross tonnage of the world's merchant shipping of ships of 100 gross register tons or more, have notified to the Secretary-General of the Organization their objections to the amendments; 3 INVITES Parties to note that, in accordance with article XII(1)(a)(viii) of the Convention, that the amendments annexed hereto, shall enter into force on 1 January 2017 upon their acceptance in accordance with paragraph 2 above; 4 INVITES ALSO Parties to note that, in the absence of the ships subject to the IGF Code at the time of the entry into force of these amendments, to take into account experience gained on board ships in accordance with the Interim guidelines on safety for natural gas-fuelled engine installations in ships, as adopted by resolution MSC.285(86); 5 REQUESTS the Secretary-General, for the purposes of article XII(1)(a)(v) of the Convention, to transmit certified copies of the present resolution and the text of the amendments contained in the annex to all Parties to the Convention; and 6 REQUESTS ALSO the Secretary-General to transmit copies of this resolution and its annex to Members of the Organization, which are not Parties to the Convention.



ANNEX


FOR SEAFARERS (STCW), 1978, AS AMENDED

CHAPTER I – GENERAL PROVISIONS Regulation I/1 – Definitions and clarifications 1 In paragraph 1, after the existing subparagraph .40, the following new definition is inserted:

".41 The IGF Code means the International Code of safety for ships using gases or other low-flashpoint fuels, as defined in SOLAS regulation II-1/2.29."

Regulation I/11 – Revalidation of certificates 2 Existing paragraph 1 is amended to read:

"1 Every master, officer and radio operator holding a certificate issued or recognized under any chapter of the Convention other than regulation V/3 or chapter VI, who is serving at sea or intends to return to sea after a period ashore, shall, in order to continue to qualify for seagoing service, be required, at intervals not exceeding five years, to:

.1 meet the standards of medical fitness prescribed by regulation I/9;

and

.2 establish continued professional competence in accordance with section A-1/11 of the STCW Code."

CHAPTER V – SPECIAL TRAINING REQUIREMENTS FOR PERSONNEL ON CERTAIN TYPES OF SHIP

3 The following new regulation V/3 is added after existing regulation V/2:

"Regulation V/3

Mandatory minimum requirements for the training and qualifications of masters, officers, ratings and other personnel on ships subject to the IGF Code

1 This regulation applies to masters, officers and ratings and other personnel serving on board ships subject to the IGF Code.

2 Prior to being assigned shipboard duties on board ships subject to the IGF Code, seafarers shall have completed the training required by paragraphs 4 to 9 below in accordance with their capacity, duties and responsibilities.

3 All seafarers serving on board ships subject to the IGF Code shall, prior to being assigned shipboard duties, receive appropriate ship and equipment specific familiarization as specified in regulation I/14, paragraph 1.5.



4 Seafarers responsible for designated safety duties associated with the care, use or in emergency response to the fuel on board ships subject to the IGF Code shall hold a certificate in basic training for service on ships subject to the IGF Code.

5 Every candidate for a certificate in basic training for service on ships subject to the IGF Code shall have completed basic training in accordance with provisions of section A-V/3, paragraph 1 of the STCW Code.

6 Seafarers responsible for designated safety duties associated with the care, use or in emergency response to the fuel on board ships subject to the IGF Code who have been qualified and certified according to regulation V/1-2, paragraphs 2 and 5, or regulation V/1-2, paragraphs 4 and 5 on liquefied gas tankers, are to be considered as having met the requirements specified in section A-V/3, paragraph 1 for basic training for service on ships subject to the IGF Code.

7 Masters, engineer officers and all personnel with immediate responsibility for the care and use of fuels and fuel systems on ships subject to the IGF Code shall hold a certificate in advanced training for service on ships subject to the IGF Code.

8 Every candidate for a certificate in advanced training for service on ships subject to the IGF Code shall, while holding the Certificate of Proficiency described in paragraph 4, have:

.1 completed approved advanced training for service on ships subject to the IGF Code and meet the standard of competence as specified in section A-V/3, paragraph 2 of the STCW Code; and

.2 completed at least one month of approved seagoing service that includes a minimum of three bunkering operations on board ships subject to the IGF Code. Two of the three bunkering operations may be replaced by approved simulator training on bunkering operations as part of the training in paragraph 8.1 above.

9 Masters, engineer officers and any person with immediate responsibility for the care and use of fuels on ships subject to the IGF Code who have been qualified and certified according to the standards of competence specified in section A–V/1-2, paragraph 2 for service on liquefied gas tankers are to be considered as having met the requirements specified in section A-V/3, paragraph 2 for advanced training for ships subject to the IGF Code, provided they have also:

.1 met the requirements of paragraph 6; and

.2 met the bunkering requirements of paragraph 8.2 or have participated in conducting three cargo operations on board the liquefied gas tanker; and

.3 have completed sea going service of three months in the previous five years on board:

.1 ships subject to the IGF Code;

.2 tankers carrying as cargo, fuels covered by the IGF Code; or

.3 ships using gases or low flashpoint fuel as fuel.



10 Every Party shall compare the standards of competence which it required of persons serving on gas-fuelled ships before 1 January 2017 with the standards of competence in Section A-V/3 of the STCW Code, and shall determine the need, if any, for requiring these personnel to update their qualifications. 11 Administrations shall ensure that a Certificate of Proficiency is issued to seafarers, who are qualified in accordance with paragraphs 4 or 7, as appropriate. 12 Seafarers holding Certificates of Proficiency in accordance with paragraph 4 or 7 above shall, at intervals not exceeding five years, undertake appropriate refresher training or be required to provide evidence of having achieved the required standard of competence within the previous five years."

***



ANNEX 7


AMENDMENTS TO PART A OF THE SEAFARERS' TRAINING,

CERTIFICATION AND WATCHKEEPING (STCW) CODE THE MARITIME SAFETY COMMITTEE, RECALLING Article 28(b) of the Convention on the International Maritime Organization concerning the functions of the Committee, RECALLING FURTHER article XII and regulation I/1.2.3 of the International Convention on Standards of Training, Certification and Watchkeeping for Seafarers, 1978 ("the Convention"), concerning the procedures for amending part A of the Seafarers' Training, Certification and Watchkeeping (STCW) Code, HAVING CONSIDERED, at its ninety-fifth session, amendments to part A of the STCW Code, proposed and circulated in accordance with article XII(1)(a)(i) of the Convention, 1 ADOPTS, in accordance with article XII(1)(a)(iv) of the Convention, amendments to the STCW Code, the text of which is set out in the annex to the present resolution; 2 DETERMINES, in accordance with article XII(1)(a)(vii)(2) of the Convention, that the said amendments to the STCW Code shall be deemed to have been accepted on 1 July 2016, unless, prior to that date, more than one third of Parties or Parties the combined merchant fleets of which constitute not less than 50% of the gross tonnage of the world's merchant shipping of ships of 100 gross register tons or more, have notified to the Secretary-General of the Organization their objections to the amendments; 3 INVITES Parties to note that, in accordance with article XII(1)(a)(ix) of the Convention, the annexed amendments to the STCW Code shall enter into force on 1 January 2017 upon their acceptance in accordance with paragraph 2 above; 4 REQUESTS the Secretary-General, for the purposes of article XII(1)(a)(v) of the Convention, to transmit certified copies of the present resolution and the text of the amendments contained in the annex to all Parties to the Convention; and 5 REQUESTS ALSO the Secretary-General to transmit copies of this resolution and its annex to Members of the Organization, which are not Parties to the Convention.



ANNEX

AMENDMENTS TO PART A OF THE SEAFARERS' TRAINING, CERTIFICATION AND WATCHKEEPING (STCW) CODE

CHAPTER V – SPECIAL TRAINING REQUIREMENTS FOR PERSONNEL ON CERTAIN TYPES OF SHIP

1 The following new section A-V/3 is added after existing section A-V/2:

"Section A-V/3

Mandatory minimum requirements for the training and qualification of masters, officers, ratings and other personnel on ships subject to the IGF Code

Basic training for ships subject to the IGF Code

1 Every candidate for a certificate in basic training for service on ships subject to the IGF Code shall:

.1.1 have successfully completed the approved basic training required by regulation V/3, paragraph 5, in accordance with their capacity, duties and responsibilities as set out in table A-V/3-1; and

.1.2 be required to provide evidence that the required standard of competence has been achieved in accordance with the methods and the criteria for evaluating competence tabulated in columns 3 and 4 of table A-V/3-1; or

.2 have received appropriate training and certification according to

the requirements for service on liquefied gas tankers as set out in regulation V/3, paragraph 6.

Advanced training for ships subject to the IGF Code

2 Every candidate for a certificate in advanced training for service on ships subject to the IGF Code shall:

.1.1 have successfully completed the approved advanced training required by regulation V/3, paragraph 8 in accordance with their capacity, duties and responsibilities as set out in table A-V/3-2; and

.1.2 provide evidence that the required standard of competence has been achieved in accordance with the methods and the criteria for evaluating competence tabulated in columns 3 and 4 of table A-V/3-2; or

.2 have received appropriate training and certification according to the requirements for service on liquefied gas tankers as set out in regulation V/3, paragraph 9.

Exemptions

3 The Administration may, in respect of ships of less than 500 gross tonnage, except for passenger ships, if it considers that a ship's size and the length or character of its voyage are such as to render the application of the full requirements of this section unreasonable or impracticable, exempt the seafarers on such a ship or class of ships from some of the requirements, bearing in mind the safety of people on board, the ship and property and the protection of the marine environment.



Table A-V/3-1

Specification of minimum standard of competence in basic training for ships subject to the IGF Code

Column 1 Column 2 Column 3 Column 4

Competence Knowledge, understanding and proficiency

Methods for demonstrating competence

Criteria for evaluating competence

Contribute to the safe operation of a ship subject to the IGF Code

Design and operational characteristics of ships subject to the IGF Code

Basic knowledge of ships subject to the IGF Code, their fuel systems and fuel storage systems:

.1 fuels addressed by the IGF Code

.2 types of fuel systems subject to the IGF Code

.3 atmospheric, cryogenic or compressed storage of fuels on board ships subject to the IGF Code

.4 general arrangement of fuel storage systems on board ships subject to the IGF Code

.5 hazard zones and areas

.6 typical fire safety plan

.7 monitoring, control and safety systems aboard ships subject to the IGF Code

Basic knowledge of fuels and fuel storage systems' operations on board ships subject to the IGF Code:

.1 piping systems and valves

.2 atmospheric, compressed or cryogenic storage

Examination and assessment of evidence obtained from one or more of the following:

.1 approved in-service experience

.2 approved training

ship experience .3 approved simulator

training .4 approved training

programme

Communications within the area of responsibility are clear and effective Operations related to ships subject to the IGF Code are carried out in accordance with accepted principles and procedures to ensure safety of operations







.3 relief systems and protection screens

.4 basic bunkering operations and bunkering systems

.5 protection against cryogenic accidents

.6 fuel leak monitoring and detection

Basic knowledge of the physical properties of fuels on board ships subject to the IGF Code, including:

.1 properties and characteristics

.2 pressure and temperature, including vapour pressure/ temperature relationship

Knowledge and understanding of safety requirements and safety management on board ships subject to the IGF Code

Take precautions to prevent hazards on a ship subject to the IGF Code

Basic knowledge of the hazards associated with operations on ships subject to the IGF Code, including:

.1 health hazards

.2 environmental hazards

.3 reactivity hazards

.4 corrosion hazards

.5 ignition, explosion and flammability hazards

.6 sources of ignition



.2 approved training ship experience

.3 approved simulator training

.4 approved training programme

Correctly identifies, on a Safety Data Sheet (SDS), relevant hazards to the ship and to personnel, and takes the appropriate actions in accordance with established procedures Identification and actions on becoming aware of a hazardous







.7 electrostatic hazards

.8 toxicity hazards

.9 vapour leaks and clouds

.10 extremely low temperatures

.11 pressure hazards

.12 fuel batch differences

Basic knowledge of hazard controls:

.1 emptying, inerting, drying and monitoring techniques

.2 anti-static measures

.3 ventilation

.4 segregation

.5 inhibition

.6 measures to prevent ignition, fire and explosion

.7 atmospheric control

.8 gas testing

.9 protection against cryogenic damages (LNG)

Understanding of fuel characteristics on ships subject to the IGF Code as found on a Safety Data Sheet (SDS)

situation conform to established procedures in line with best practice







Apply occupational health and safety precautions and measures

Awareness of function of gas-measuring instruments and similar equipment: .1 gas testing

Proper use of specialized safety equipment and protective devices, including:

.1 breathing apparatus .2 protective clothing .3 resuscitators .4 rescue and escape equipment

Basic knowledge of safe working practices and procedures in accordance with legislation and industry guidelines and personal shipboard safety relevant to ships subject to the IGF Code, including: .1 precautions to be taken

before entering hazardous spaces and zones

.2 precautions to be taken before and during repair and maintenance work

.3 safety measures for hot

and cold work

Basic knowledge of first aid with reference to a Safety Data Sheet (SDS)

Examination or assessment of evidence obtained from one or more of the following: .1 approved in-service

experience




Procedures and safe working practices designed to safeguard personnel and the ship are observed at all times

Appropriate safety and protective equipment is correctly used

First aid dos and don'ts







Carry out firefighting operations on a ship subject to the IGF Code

Fire organization and action to be taken on ships subject to the IGF Code

Special hazards associated with fuel systems and fuel handling on ships subject to the IGF Code Firefighting agents and methods used to control and extinguish fires in conjunction with the different fuels found on board ships subject to the IGF Code

Firefighting system operations

Practical exercises and instruction conducted under approved and truly realistic training conditions (e.g. Simulated shipboard conditions) and, whenever possible and practicable, in darkness

Initial actions and follow-up actions on becoming aware of an emergency conform with established practices and procedures

Action taken on identifying muster signals is appropriate to the indicated emergency and complies with established procedures

Clothing and equipment are appropriate to the nature of the firefighting operations

The timing and sequence of individual actions are appropriate to the prevailing circumstances and conditions

Extinguishment of fire is achieved using appropriate procedures techniques and firefighting agents







Respond to emergencies

Basic knowledge of emergency procedures, including emergency shutdown






The type and impact of the emergency is promptly identified and the response actions conform to the emergency procedures and contingency plans

Take precautions to prevent pollution of the environment from the release of fuels found on ships subject to the IGF Code

Basic knowledge of measures to be taken in the event of leakage/spillage/ venting of fuels from ships subject to the IGF Code, including the need to: .1 report relevant

information to the responsible persons

.2 awareness of shipboard

spill/leakage/venting response procedures

.3 awareness of

appropriate personal protection when responding to a spill/ leakage of fuels addressed by the IGF Code

Examination or assessment of evidence obtained from one or more of the following: .1 approved in-service

experience .2 approved training



programme

Procedures designed to safeguard the environment are observed at all times



Table A-V/3-2 Specification of minimum standard of competence of advanced training for ships subject to the IGF Code





Familiarity with physical and chemical properties of fuels aboard ships subject to the IGF Code

Basic knowledge and understanding of simple chemistry and physics and the relevant definitions related to safe bunkering and use of fuels used on board ships subject to the IGF Code, including: .1 the chemical structure

of different fuels used on board ships subject to the IGF Code

.2 the properties and

characteristics of fuels used on board ships subject to the IGF Code, including:

.2.1 simple physical

laws .2.2 states of matter .2.3 liquid and vapour

densities .2.4 boil-off and

weathering of cryogenic fuels

.2.5 compression and

expansion of gases .2.6 critical pressure

and temperature of gases

Examination and assessment of evidence obtained from one or more of the following: .1 approved in-service




programme

Effective use is made of information resources for identification of properties and characteristics of fuels addressed by the IGF Code and their impact on safety, environmental protection and ship operation







.2.7 flashpoint, upper and lower flammable limits, auto-ignition temperature

.2.8 saturated vapour pressure/ reference temperature

.2.9 dewpoint and bubble point

.2.10 hydrate formation

.2.11 combustion properties: heating values

.2.12 methane number/ knocking

.2.13 pollutant characteristics of fuels addressed by the IGF Code

.3 the properties of single liquids

.4 the nature and properties of solutions

.5 thermodynamic units

.6 basic thermodynamic laws and diagrams

.7 properties of materials

.8 effect of low temperature, including brittle fracture, for liquid cryogenic fuels

Understanding the information contained in a Safety Data Sheet (SDS) about fuels addressed by the IGF Code







Operate controls of fuel related to propulsion plant and engineering systems and services and safety devices on ships subject to the IGF Code

Operating principles of marine power plants Ships' auxiliary machinery Knowledge of marine engineering terms




training .4 approved training programme

Plant, auxiliary machinery and equipment is operated in accordance with technical specifications and within safe operating limits at all times

Ability to safely perform and monitor all operations related to the fuels used on board ships subject to the IGF Code

Design and characteristics of ships subject to the IGF Code Knowledge of ship design, systems, and equipment found on ships subject to the IGF Code, including:

.1 fuel systems for different propulsion engines

.2 general arrangement and construction

.3 fuel storage systems on board ships subject to the IGF Code, including materials of construction and insulation

.4 fuel-handling equipment and instrumentations on board ships:

.4.1 fuel pumps and pumping arrangements

.4.2 fuel pipelines





programme

Communications are clear and understood Successful ship operations using fuels addressed by the IGF Code are carried out in a safe manner, taking into account ship designs, systems and equipment Pumping operations are carried out in accordance with accepted principles and procedures and are relevant to the type of fuel Operations are planned, risk is managed and carried out in accordance with accepted principles and procedures to ensure safety of operations and to avoid pollution of the marine environment







.4.3 expansion devices

.4.4 flame screens

.4.5 temperature monitoring systems

.4.6 fuel tank level-gauging systems

.4.7 tank pressure monitoring and control systems

.5 cryogenic fuel tanks temperature and pressure maintenance

.6 fuel system atmosphere control systems (inert gas, nitrogen), including storage, generation and distribution

.7 toxic and flammable gas-detecting systems

.8 fuel Emergency Shut Down system (ESD)

Knowledge of fuel system theory and characteristics, including types of fuel system pumps and their safe operation on board ships subject to the IGF Code

.1 low pressure pumps

.2 high pressure pumps

.3 vaporizers

.4 heaters







.5 pressure build-up units

Knowledge of safe procedures and checklists for taking fuel tanks in and out of service, including:

.1 inerting

.2 cooling down

.3 initial loading

.4 pressure control

.5 heating of fuel

.6 emptying systems

Plan and monitor safe bunkering, stowage and securing of the fuel on board ships subject to the IGF Code

General knowledge of ships subject to the IGF Code

Ability to use all data available on board related to bunkering, storage and securing of fuels addressed by the IGF Code

Ability to establish clear and concise communications and between the ship and the terminal, truck or the bunker- supply ship

Knowledge of safety and emergency procedures for operation of machinery, fuel- and control systems for ships subject to the IGF Code

Proficiency in the operation of bunkering systems on board ships subject to the IGF Code including:


experience .2 approved simulator


programme .4 approved laboratory

equipment training or witnessing bunker operation

Fuel quality and quantity is determined taking into account the current conditions and necessary corrective safe measures are taken Procedures for monitoring safety systems to ensure that all alarms are detected promptly and acted upon in accordance with established procedures Operations are planned and carried out in accordance with fuel transfer manuals and procedures to ensure safety of operations and avoid spill damages







.1 bunkering procedures

.2 emergency procedures

.3 ship-shore/ship-ship interface

.4 prevention of rollover

Proficiency to perform fuel-system measurements and calculations, including:

.1 maximum fill quantity

.2 On Board Quantity (OBQ)

.3 Minimum Remain On Board (ROB)

.4 fuel consumption calculations

Ability to ensure the safe management of bunkering and other IGF Code fuel related operations concurrent with other onboard operations, both in port and at sea

and pollution of the environment

Personnel are allocated duties and informed of procedures and standards of work to be followed, in a manner appropriate to the individuals concerned and in accordance with safe working procedures

Take precautions to prevent pollution of the environment from the release of fuels from ships subject to the IGF Code

Knowledge of the effects of pollution on human and environment

Knowledge of measures to be taken in the event of spillage/leakage/ venting


.1 approved in-service




Procedures designed to safeguard the environment are observed at all times







Monitor and control compliance with legislative requirements

Knowledge and understanding of relevant provisions of the International Convention for the Prevention of Pollution from Ships (MARPOL), as amended and other relevant IMO instruments, industry guidelines and port regulations as commonly applied

Proficiency in the use of the IGF Code and related documents

Assessment of evidence obtained from one or more of the following:





The handling of fuels on board ships subject to the IGF Code complies with relevant IMO instruments and established industrial standards and codes of safe working practices

Operations are planned and performed in conformity with approved procedures and legislative requirements

Take precautions to prevent hazards

Knowledge and understanding of the hazards and control measures associated with fuel system operations on board ships subject to the IGF Code, including: .1 flammability .2 explosion .3 toxicity .4 reactivity .5 corrosivity .6 health hazards .7 inert gas composition .8 electrostatic hazards .9 pressurized gases .10 low temperature


.1 approved in-service




programme

Relevant hazards to the ship and to personnel associated with operations on board ships subject to the IGF Code are correctly identified and proper control measures are taken

Use of flammable and toxic gas-detection devices are in accordance with manuals and good practice







Proficiency to calibrate and use monitoring and fuel detection systems, instruments and equipment on board ships subject to the IGF Code

Knowledge and understanding of dangers of non-compliance with relevant rules/regulations

Knowledge and understanding of risks assessment method analysis on board ships subject to the IGF Code

Ability to elaborate and develop risks analysis related to risks on board ships subject to the IGF Code

Ability to elaborate and develop safety plans and safety instructions for ships subject to the IGF Code

Knowledge of hot work, enclosed spaces and tank entry including permitting procedures

Apply occupational health and safety precautions and measures on board a ship subject to the IGF Code

Proper use of safety equipment and protective devices, including:

.1 breathing apparatus and evacuating equipment

.2 protective clothing and equipment

.3 resuscitators

.4 rescue and escape equipment

Examination and assessment of evidence obtained from one or more of the following: .1 approved

in-service experience


ship experience

Appropriate safety and protective equipment is correctly used Procedures designed to safeguard personnel and the ship are observed at all times







Knowledge of safe working practices and procedures in accordance with legislation and industry guidelines and personal shipboard safety including:

.1 precautions to be taken before, during and after repair and maintenance work on fuel systems addressed in the IGF Code

.2 electrical safety (reference to IEC 600079-17)

.3 ship/shore safety checklist

Basic knowledge of first aid with reference to a Safety Data Sheets (SDS) for fuels addressed by the IGF Code



programme

Working practices are in accordance with legislative requirements, codes of practice, permits to work and environmental concerns

First aid dos and don'ts

Knowledge of the prevention, control and firefighting and extinguishing systems on board ships subject to the IGF Code

Knowledge of the methods and firefighting appliances to detect, control and extinguish fires of fuels addressed by the IGF Code






The type and scale of the problem is promptly identified, and initial actions conform with the emergency procedures for fuels addressed by the IGF Code

Evacuation, emergency shutdown and isolation procedures are appropriate to the fuels addressed by the IGF Code

"

***



ANNEX 8

DRAFT MSC RESOLUTION


FOR SEAFARERS (STCW), 1978, AS AMENDED THE MARITIME SAFETY COMMITTEE, RECALLING Article 28(b) of the Convention on the International Maritime Organization concerning the functions of the Committee; RECALLING ALSO Article XII of the International Convention on Standards of Training, Certification and Watchkeeping for Seafarers, 1978 (“the Convention"), concerning the procedures for amending the Convention; RECALLING ALSO that the Committee, by resolution MSC.386(94), adopted, inter alia, the new chapter XIV of the International Convention for the Safety of Life at Sea (SOLAS), 1974, as amended, RECALLING FURTHER that the Committee, by resolution MSC.385(94), adopted the International Code for Ships Operating in Polar Waters (Polar Code) which will take effect on 1 January 2017 upon entry into force of the new chapter XIV of the Convention; NOTING that there will be a transitional period between the entry into force of the Polar Code and the amendments to the STCW Convention; HAVING CONSIDERED, at its [ninety-sixth] session, amendments to the Convention proposed and circulated in accordance with article XII(1)(a)(i) of the Convention; 1 ADOPTS, in accordance with article XII(1)(a)(iv) of the Convention, amendments to the Convention, the text of which is set out in the annex to the present resolution; 2 DETERMINES ALSO, in accordance with article XII(1)(a)(vii)(2) of the Convention, that the said amendments shall be deemed to have been accepted on [1 July 2017], unless, prior to that date more than one third of Parties or Parties the combined merchant fleets of which constitute not less than 50% of the gross tonnage of the world's merchant shipping of ships of 100 gross register tons or more, have notified to the Secretary-General of the Organization their objections to the amendments; 3 INVITES Parties to note that, in accordance with article XII(1)(a)(ix) of the Convention, that the amendments annexed hereto, shall enter into force on [1 January 2018] upon their acceptance in accordance with paragraph 2 above; and 4 URGES Parties to implement these amendments at an early stage; 5 REQUESTS the Secretary-General, for the purposes of article XII(1)(a)(v) to transmit certified copies of the present resolution and the text of the amendments contained in the annex to all Parties to the Convention; and 6 REQUESTS ALSO the Secretary-General to transmit copies of this resolution and its annex to Members of the Organization, which are not Parties to the Convention.



ANNEX

AMENDMENTS TO THE INTERNATIONAL CONVENTION ON STANDARDS OF TRAINING, CERTIFICATION AND WATCHKEEPING FOR

SEAFARERS (STCW), 1978, AS AMENDED

CHAPTER I – GENERAL PROVISIONS 1 In regulation I/1.1, after the existing subparagraph .36, the following new definition is inserted: ".37 Polar Code means the International Code for Ships Operating in Polar

Waters, as defined in SOLAS regulation XIV/1.1."

2 In regulation I/11, after the existing paragraph 3, the following new paragraph is

inserted:

"3 bis Every master or officer shall, for continuing seagoing service on board ships

operating in polar waters, meet the requirements of paragraph 1 of this regulation and

be required, at intervals not exceeding five years, to establish continued professional

competence for ships operating in polar waters in accordance with section A-1/11,

paragraph 4 of the STCW Code."

CHAPTER V – SPECIAL TRAINING REQUIREMENTS FOR PERSONNEL ON CERTAIN TYPES OF SHIPS

3 In chapter V, after the existing regulation V/3, the following new regulation is inserted:

"Regulation 4

Mandatory minimum requirements for the training and qualifications of masters and deck officers on ships operating in polar waters. 1 Masters, chief mates and officers in charge of a navigational watch on ships operating in polar waters shall hold a certificate in basic training for ships operating in polar waters, as required by the Polar Code. 2 Every candidate for a certificate in basic training for ships operating in polar waters shall have completed an approved basic training for ships operating in polar waters and meet the standard of competence specified in section A-V/4, paragraph 1, of the STCW Code. 3 Masters and chief mates on ships operating in polar waters, shall hold a certificate in advanced training for ships operating in polar waters, as required by the Polar Code. 4 Every candidate for a certificate in advanced training for ships operating in polar waters shall:

.1 meet the requirements for certification in basic training for ships in polar waters;

HTW 2/19 Annex 8, page 3


.2 have at least two (2) months of approved seagoing service in the deck department, at management level or while performing watchkeeping duties in an operational level, within polar waters or other equivalent approved seagoing service; and

.3 have completed approved advanced training for ships operating

in polar waters and meet the standard of competence specified in section A-V/4, paragraph 2 of the STCW Code.

5 Administrations shall ensure that a Certificate of Proficiency is issued to seafarers, who are qualified in accordance with paragraphs 2 or 4, as appropriate. Transitional provisions 6 Until [entry into force date plus 2 years], seafarers who commenced approved seagoing service in polar waters prior to [the date of entry into force of this section] shall be able to establish that they meet the requirements of paragraph 2 by:

.1 having completed approved seagoing service on board a ship operating in polar waters or equivalent approved seagoing service, performing duties in the deck department at the operational or management level, for a period of at least three months in total during the preceding five years; or

.2 having successfully completed a training course meeting the

training guidance established by the Organization for ships operating in polar waters.3

7 Until [entry into force date plus 2 years], seafarers who commenced approved seagoing service in polar waters prior to [the date of entry into force of this section] shall be able to establish that they meet the requirements of paragraph 4 by:

.1 having completed approved seagoing service on board a ship operating in polar waters or equivalent approved seagoing service, performing duties in the deck department at management level, for a period of at least three months in total during the preceding five years; or

.2 having successfully completed a training course meeting the

training guidance established by the Organization for ships operating in polar waters1 and having completed approved seagoing service on board a ship operating in polar waters or equivalent approved seagoing service, performing duties in the deck department at the management level, for a period of at least two months in total during the preceding five years."

***

3 Refer to Section B-V/g of the STCW Code.



ANNEX 9

DRAFT MSC RESOLUTION

AMENDMENTS TO PART A OF THE SEAFARERS' TRAINING, CERTIFICATION AND WATCHKEEPING (STCW) CODE

THE MARITIME SAFETY COMMITTEE, RECALLING Article 28(b) of the Convention on the International Maritime Organization concerning the functions of the Committee, RECALLING FURTHER article XII and regulation I/1.2.3 of the International Convention on Standards of Training, Certification and Watchkeeping for Seafarers (STCW), 1978, ("the Convention"), concerning the procedures for amending part A of the Seafarers’ Training, Certification and Watchkeeping (STCW) Code, HAVING CONSIDERED, at its [ninety-sixth] session, amendments to part A of the STCW Code, proposed and circulated in accordance with article XII(1)(a)(i) of the Convention, 1 ADOPTS, in accordance with article XII(1)(a)(iv) of the Convention, amendments to the STCW Code, the text of which is set out in the annex to the present resolution; 2 DETERMINES ALSO, in accordance with article XII(1)(a)(vii)(2) of the Convention,

that the amendments to the STCW Code shall be deemed to have been accepted on

[1 July 2017], unless, prior to that date more than one third of Parties or Parties the combined merchant fleets of which constitute not less than 50% of the gross tonnage of the world's merchant shipping of ships of 100 gross register tons or more, have notified to the Secretary-General of the Organization their objections to the amendments; 3 INVITES Parties to note that, in accordance with article XII(1)(a)(ix) of the Convention, the annexed amendments to the STCW Code, shall enter into force on [1 January 2018] upon their acceptance in accordance with paragraph 2 above; 4 URGES Parties to implement these amendments at an early stage; 5 REQUESTS the Secretary-General, for the purposes of article XII(1)(a)(v) of the Convention, to transmit certified copies of the present resolution and the text of the amendments contained in the annex to all Parties to the Convention; and 6 ALSO REQUESTS the Secretary-General to transmit copies of this resolution and its annex to Members of the Organization, which are not Parties to the Convention.



ANNEX

DRAFT AMENDMENTS TO PART A OF THE SEAFARERS' TRAINING, CERTIFICATION AND WATCHKEEPING (STCW) CODE

CHAPTER I – GENERAL PROVISIONS 1 In section A-I/11, Revalidation of Certificates, a new paragraph 4 is added as follows:

"4. Continued professional competence for masters and officers on board ships operating in polar waters as required under regulation 1/11 shall be established by:

.1 approved seagoing service, performing functions appropriate to the

certificate held, for a period of at least two months in total during the preceding five years; or

.2 having performed functions considered to be equivalent to the

seagoing service required in paragraph 4.1; or .3 passing an approved test; or .4 successfully completing an approved training course or courses."

CHAPTER V – SPECIAL TRAINING REQUIREMENTS FOR PERSONNEL ON CERTAIN TYPES OF SHIPS 2 A new section A-V/4 is added after the existing section A-V/3 as follows:

"Section A-V/4 Mandatory minimum requirements for the training and qualifications of masters and deck officers on ships operating in polar waters Standard of competence

1 Every candidate for certification in basic training for ships operating in polar waters shall be required to:

.1 demonstrate the competence to undertake the tasks, duties and responsibilities listed in column 1 of table A-V/4-1; and .2 provide evidence of having achieved:

.1 the minimum knowledge, understanding and proficiency listed in column 2 of table A-V/4-1; and

.2 the required standard of competence in accordance with the

methods for demonstrating competence and the criteria for evaluating competence tabulated in column 3 and 4 of table A-V/4-1.



2 Every candidate for certification in advanced training for ships operating in polar waters shall be required to:

.1 demonstrate the competence to undertake the tasks, duties and responsibilities listed in column 1 of table A-V/4-2; and

.2 provide evidence of having achieved:

.1 the minimum knowledge, understanding and proficiency

listed in column 2 of table A-V/4-2; and .2 the required standard of competence in accordance with the

methods for demonstrating competence and the criteria for evaluating competence tabulated in column 3 and 4 of table A-V/4-2.



Table A-V/4-1

Specification of minimum standard of competence in basic training for ships operating in polar waters




Criteria for evaluating

competence

Contribute to safe operation of vessels operating in polar waters

Basic knowledge of ice characteristics and areas where different types of ice can be expected in the area of operation: 1. Ice physics, terms,

formation, growth, aging and stage of melt;

2. Ice types and concentrations;

3. Ice pressure and distribution;

4. Friction from snow covered ice;

5. Implications of spry-icing; danger of icing up; precautions to avoid icing up and options during icing up;

6. Ice regimes in different regions. Significant differences between the Arctic and the Antarctic, first year and multiyear ice, sea ice and land ice;

7. Use of ice imagery to recognize consequences of rapid change in ice and weather conditions;

8. Knowledge of ice sky and water blink;

9. Knowledge of differential movement of icebergs and pack ice;

10. Knowledge of tides and currents in ice;

11. Knowledge of effect of wind and current on ice.

Examination and assessment of evidence obtained from one or more of the following: 1. approved in-service

experience 2. approved training

ship experience 3. approved simulator

training, where appropriate

4. approved training

Identification of ice properties and their characteristics of relevance for safe vessel operation. Information obtained from ice information and publications is interpreted correctly and properly applied. Use of visible and infrared satellite images. Use of egg charts. Coordination of meteorological and oceanographic data with ice data. Measurements and observations of weather and ice conditions are accurate and appropriate for safe passage planning.



Column 1 Column 2 Column 3 Column 4 Competence Knowledge, understanding

and proficiency Methods for

demonstrating competence


competence

Basic knowledge of vessel performance in ice and low air temperature:

1. Vessel characteristics; 2. Vessel types, hull designs; 3. Engineering requirements

for operating in ice; 4. Ice strengthening

requirements; 5. Limitations of ice-classes; 6. Winterization and

preparedness of vessel, including deck and engine;

7. Low-temperature system performance;

8. Equipment and machinery limitation in ice condition and low air temperature;

9. Monitoring of ice pressure on hull;

10. Sea suction, water intake, superstructure insulation and special systems.






Identification of vessel characteristics and limitations under different ice conditions and cold environmental impact. Procedures are made for risk assessment before entering ice. Awareness of fresh water ballast freezing in ballast tanks. Actions are carried out in accordance with accepted principles and procedures to prepare the vessel and the crew for operations in ice and low air temperature. Communications are clear, concise and effective at all times in a seamanlike manner.

Basic knowledge and ability to operate and manoeuvre a ship in ice:

1. Safe speed in the

presence of ice and icebergs;

2. Ballast tank monitoring; 3. Cargo operations in the

polar waters; 4. Awareness of engine

loads and cooling problems;

5. Safety procedures during ice transit.






Use Polar Code and Polar Water Operations Manual to correctly determine the recommended procedures to load/offload cargo/passengers in low temperatures, monitor ballast water for icing, monitor engine temperatures, anchor watch concerns in ice, and transit near ice.







competence Interpretation and analysis of information from radar is in accordance with sharp lookout procedures and with special caution regarding identification of dangerous ice features.

Information obtained from navigational charts, including electronic charts, and publications is relevant, assessed, interpreted correctly and properly applied.

The primary method of position fixing is frequent and the most appropriate for the prevailing conditions and routing through ice.

Performance checks and tests of navigation and communication systems comply with recommendations for high latitude and low air temperature operation.

Monitor and ensure compliance with legislative requirements

Basic knowledge of regulatory considerations: 1. Antarctic Treaty and the

Polar Code; 2. Accident reports

concerning vessels in polar waters;

3. IMO standards for operation in remote areas.






Locate and apply relevant portion parts of the Polar Water Operational Manual.

Communication is in accordance with local/regional and international standard procedures.

Legislative requirements related to relevant regulations, codes and practices are identified.







competence Apply safe working practices, respond to emergencies

Basic knowledge of crew preparation, working conditions and safety: 1. Recognize limitations of

search and rescue readiness and responsibility, including sea radio area A4 and its SAR communication facility limitation;

2. Awareness of contingency planning;

3. How to establish and implement safe working procedures for crew specific to polar environments such as low temps, ice covered surfaces , personal protective equipment, use of buddy system, and working time limitations;

4. Recognize dangers when crews are exposed to low temperatures;

5. Human factors including cold fatigue, medical-first aid aspects, crew welfare;

6. Survival requirements including the use of personal survival equipment and group survival equipment;

7. Awareness of the most common hull and equipment damages and how to avoid these;

8. Superstructure-deck icing, including effect on stability and trim;

9. Prevention and removal of ice including the factors of accretion;

10. Recognize fatigue problems due to noise and vibrations;






Identification and initial actions on becoming aware of hazardous situations for vessel and individual crew members. Actions are carried out in accordance with Polar Water Operational Manual, accepted principles and procedures to ensure safety of operations and to avoid pollution to of the marine environment. Safe working practices are observed and appropriate safety and protective equipment is correctly used at all times. Response actions are in accordance with established plans and are appropriate to the situation and nature of the emergency. Correctly identifies and applies legislative requirements related to relevant regulations, codes and practices. Appropriate safety and protective equipment is correctly used. Defects and damages are detected and properly reported.







competence

11. Identify need for extra resources, such as bunker, food and extra clothing.

Ensure compliance with pollution- prevention requirements and prevent environmental hazards

Basic knowledge of environmental factors and regulations: 1. Identify particular

sensitive sea areas regarding discharge;

2. Identify areas where shipping is prohibited or should be avoided;

3. Special areas in MARPOL;

4. Recognize limitations of oil-spill equipment;

5. Plan for coping with increased volumes of garbage, bilge water, sewage, etc.;

6. Lack of infrastructure. 7. Oil spill and pollution

in ice, including consequences.






Legislative requirements related to relevant regulations, codes and practices are identified. Correctly identify/select the limitations on vessel discharges contained in the Polar Code. Correctly apply Polar Water Operations Manual/ Waste Management Plan to determine limitations on vessel discharges and plans for storing waste. Identify references that detail areas to be avoided, such as wildlife refuges, ecological heritage parks, migratory pathways, etc. (MARPOL, Antarctic Treaty, etc.). Identify factors that must be considered to manage waste stream during Polar voyages.



Table A-V/4-2

Specification of minimum standard of competence in advanced training for ships operating in polar waters


Competence Knowledge, understanding and

proficiency

Methods for demonstrating

competence


competence

Plan and conduct a voyage in polar waters

Knowledge of voyage planning and reporting: 1. Information sources; 2. Reporting regimes in

polar waters; 3. Development of safe

routing and passage planning to avoid ice where possible;

4. Ability to recognize the limitations of hydrographic information and charts in polar regions and whether the information is suitable for safe navigation;

5. Passage planning deviation and modification for dynamic ice conditions.

Knowledge of equipment limitations:

1. Understand and

identify hazards associated with limited terrestrial navigational aids in polar regions;

2. Understand and recognize high latitude errors on compasses;

3. Understand and identify limitations in discrimination of radar targets and ice features in ice-clutter;

Examination and assessment of evidence obtained from

one or more of the following: 1. approved in-service





The equipment, charts and nautical publications required for the voyage are enumerated and appropriate to the safe conduct of the voyage. The reasons for the planned route are supported by facts obtained from relevant sources and publications, statistical data and limitations of communication and navigational systems. Voyage plan correctly identified relevant polar regulatory regimes and need for ice-pilotage or/and icebreaker assistance. All potential navigational hazards are accurately identified. Positions, courses, distances and time calculations are correct within accepted accuracy standards for navigational equipment.





proficiency


competence


competence 4. Understand and

recognize limitations of electronic positioning systems at high latitude;

5. Understand and recognize limitations in nautical charts and pilot descriptions;

6. Understand and recognize limitations in communication systems.

Manage the safe operation of vessels operating in polar waters

Knowledge and ability to operate and manoeuvre a ship in ice: 1. Preparation and risk

assessment before approaching ice, including presence of icebergs, and taking into account wind, darkness, swell, fog and pressure ice;

2. Conduct communications with an icebreaker and other vessels in the area and with Rescue Coordination Centres;

3. Understand and describe the conditions for the safe entry and exit to and from ice or open water, such as leads or cracks, avoiding icebergs and dangerous ice conditions and maintaining safe distance to icebergs;

4. Understand and describe ice ramming procedures including double and single ramming passage;

5. Recognize and determine the need






All decisions concerning navigating in ice are based on a proper assessment of the ship's manoeuvring and engine characteristics and the forces to be expected while navigating within polar waters.

Demonstrate communications skills, request ice routing, plot and commence voyage through ice.

All potential ice hazards are correctly identified.

All decisions concerning berthing anchoring, cargo and ballast operations are based on a proper assessment of the ships manoeuvring and engine characteristics and the forces to be expected and in accordance with the Polar Code guidelines and applicable





proficiency


competence


competence

for bridge watch team augmentation based upon environmental conditions, vessel equipment and vessel ice class;

6. Recognize the presentations of the various ice conditions as they appear on radar;

7. Understand icebreaker convoy terminology, and communications, and take icebreaker direction and move in convoy;

8. Understand methods to avoid besetment and to free beset vessel, and consequences of besetment;

9. Understand towing and rescue in ice, including risks associated with operation;

10. Handling ship in various ice concentration and coverage, including risks associated with navigation in ice, and turning-backing; avoidance; etc.;

11. Use of different type of propulsion and rudder systems, including limitations to avoid damage when operating in ice;

12. Use of heeling and trim-systems, hazards in connection with ballast and trim in relation with ice;

international agreements. Safely demonstrate progression of a vessel through ice, manoeuvring vessel through moderate ice concentration (range of 1/10 to 5/10). Safely demonstrate progression of a vessel through ice, manoeuvring vessel through dense ice concentration (range of 6/10 to 10/10). Operations are planned and carried out in accordance with established rules and procedures to ensure safety of operation and to avoid pollution of the marine environment. Safety of navigation is maintained through sailing strategy and adjustment of ship's speed and heading through different types of ice. Actions are understood to permit use of anchoring system in cold temperatures Actions are carried out in accordance with accepted





proficiency


competence


competence

13. Docking and undocking in ice covered waters, including hazards associated with operation and the various techniques to safely dock and undock in ice covered waters;

14. Anchoring in ice, including the dangers to anchoring system – ice accretion to hawse pipe and ground tackle;

15. Recognize conditions which impact polar visibility and may give indication of local ice and water conditions, including sea smoke, blink and refraction.

principles and procedures to prepare for icebreaker towing, including notch towing.

Maintain safety of the ship's crew and passengers and the operational condition of life-saving, firefighting and other safety systems

Knowledge of safety: 1. Understand the

procedures and techniques for abandoning the ship and survival on the ice and in ice-covered waters;

2. Recognize limitations on of fire-fighting systems and life-saving appliances due to low air temperatures;

3. Understand unique concerns in conducting emergency drills in ice and low temperatures;






Response measures are in accordance with established plans and procedures, and are appropriate to the situation and nature of the emergency.





proficiency


competence


competence

Understand unique concerns in conducting emergency response in ice and low air and water temperatures.

"

***



ANNEX 10

DRAFT STCW CIRCULAR

AMENDMENTS TO PART B OF THE SEAFARERS' TRAINING, CERTIFICATION AND WATCHKEEPING (STCW) CODE

1 The Maritime Safety Committee, at its [ninety-sixth session ([11 to 20 May 2016)], adopted the following amendments to part B of the STCW Code.

2 In section B-I/2, table B-I/2 is replaced with the following:

"Table B-I/2

List of certificates or documentary evidence required under the STCW Convention The list below identifies all certificates or documentary evidence described in the Convention which authorize the holder to serve in certain functions on board ships. The certificates are subject to the requirements of regulation I/2 regarding language and their availability in original form.

Regulations Type of certificate and brief description

Endorsement attesting

recognition of a certificate1

Registration required2

Revalidation of

certificate3

II/1, II/2, II/3, III/1, III/2, III/3, III/6, IV/2, VII/2

Certificate of Competency – For masters, officers and GMDSS radio operators

Yes Yes Yes

II/4, III/4, VII/2

Certificate of Proficiency – For ratings duly certified to be a part of a navigational or engine-room watch

No Yes No

II/5, III/5, III/7, VII/2

Certificate of Proficiency – For ratings duly certified as able seafarer deck, able seafarer engine or electro-technical rating

No Yes No

V/1-1, V/1-2 Certificate of Proficiency or endorsement to a Certificate of Competency –

Yes Yes Yes







Revalidation of

certificate3

For masters and officers on oil, chemical or liquefied gas tankers

V/1-1, V/1-2 Certificate of Proficiency – For ratings on oil, chemical or liquefied gas tankers

No Yes No

V/2 Documentary evidence – Training for masters, officers, ratings and other personnel serving on passenger ships

No No No4

V/3 Certificate of Proficiency – training for masters, officers, ratings and other personnel on ships subject to the IGF Code

No Yes Yes8

V/4 Certificate of Proficiency – for masters and officers on ships operating in polar waters

No Yes Yes

VI/1 Certificate of Proficiency5 – Basic training

No Yes Yes6

VI/2 Certificate of Proficiency5 – Survival craft, rescue boats and fast rescue boats

No Yes Yes6

VI/3 Certificate of Proficiency5 –Advanced fire fighting

No Yes Yes6

VI/4 Certificate of Proficiency5 – Medical first aid and medical care

No Yes No







Revalidation of

certificate3

VI/5 Certificate of Proficiency – Ship security officer

No Yes No

VI/6 Certificate of Proficiency7 – Security awareness training or security training for seafarers with designated security duties

No Yes No

Notes:

1 Endorsement attesting recognition of a certificate means endorsement in accordance with

regulation I/2, paragraph 7. 2 Registration required means as part of register or registers in accordance with regulation I/2,

paragraph 14. 3 Revalidation of a certificate means establishing continued professional competence

in accordance with regulation I/11 or maintaining the required standards of competence in accordance with sections A-VI/1 to A-VI/3, as applicable.

4 As required by regulation V/2, paragraph 3 seafarers who have completed training in "crowd

management", "crisis management and human behaviour" or "passenger safety, cargo safety and hull integrity" shall at intervals not exceeding five years, undertake appropriate refresher training or to provide evidence of having achieved the required standards of competence within the previous five years.

5 The certificates of competency issued in accordance with regulations II/1, II/2, II/3, III/1, III/2, III/3,

III/6 and VII/2 include the proficiency requirements in "basic training", "survival craft and rescue boats other than fast rescue boats", "advanced firefighting" and "medical first aid" therefore, holders of mentioned certificates of competency are not required to carry Certificates of Proficiency in respect of those competences of chapter VI.

6 In accordance with sections A-VI/1, A-VI/2 and A-VI/3, seafarers shall provide evidence of having

maintained the required standards of competence every five years.

7 Where security awareness training or training in designated security duties is not included in the

qualification for the certificate to be issued.

8 In accordance with regulation V/3, seafarers shall, at intervals not exceeding five years, undertake

appropriate refresher training or be required to provide evidence of having achieved the required standard of competence within the previous five years."

***



ANNEX 11

DRAFT MSC RESOLUTION MSC.398(95) (adopted on 5 June 2015)

AMENDMENTS TO PART B OF THE INTERNATIONAL CODE ON INTACT STABILITY, 2008 (2008 IS CODE)

THE MARITIME SAFETY COMMITTEE, RECALLING Article 28(b) of the Convention on the International Maritime Organization concerning the functions of the Committee, RECALLING ALSO resolution MSC.267(85) by which it adopted the International Code on Intact Stability, 2008 (2008 IS Code), NOTING the provisions regarding the procedure for amendments to part B (recommendatory part) of the 2008 IS Code, stipulated in paragraph 27.2 of regulation II-1/2 of the International Convention for the Safety of Life at Sea (SOLAS), 1974 (1974 SOLAS Convention), as amended by resolution MSC.269(85), and in paragraph (16).2 of regulation I/3 of the Protocol of 1988 relating to the International Convention on Load Lines, 1966 (1988 Load Lines Protocol), as amended by resolution MSC.270(85), RECOGNIZING the need to include provisions regarding ice accretion on cargo ships carrying timber deck cargoes in the 2008 IS Code, HAVING CONSIDERED, at its [ninety-fifth session], the proposed amendments to part B of the 2008 IS Code, prepared by the Sub-Committee on Ship Design and Construction, at its second session, 1 ADOPTS amendments to part B of the 2008 IS Code, the text of which is set out in the annex to the present resolution; 2 RECOMMENDS Governments concerned to use the amendments to part B of the 2008 IS Code as a basis for relevant safety standards, unless their national stability requirements provide at least an equivalent degree of safety; and 3 INVITES Contracting Governments to the 1974 SOLAS Convention and Parties to the 1988 Load Lines Protocol to note that the above amendments to the 2008 IS Code will take effect on [date of adoption] 5 June 2015.



ANNEX

AMENDMENTS TO PART B OF THE OF THE INTERNATIONAL CODE ON INTACT STABILITY, 2008 (2008 IS CODE)

PART B RECOMMENDATIONS FOR CERTAIN TYPES

OF SHIPS AND ADDITIONAL GUIDELINES

CHAPTER 6 ICING CONSIDERATIONS

6.2 Cargo ships carrying timber deck cargoes

1 A new paragraph 6.2.3 is added after the existing paragraph 6.2.2, as follows:

"6.2.3 Allowance for ice accretion

.1 The ice accretion weight, w (kg/m2), may be taken as follows:

L

lf

l

Lw bow

tl

FB 16.0

8.3512.153.230

where:

ftl = timber and lashing factor = 1.2 L = length of ship in m lFB = freeboard height in mm

lbow = length of bow flare region in m, to be taken as the distance

from the longitudinal position at which the maximum breadth occurs on a water line located 0.5 metres below the freeboard deck at side to the foremost point of the bow at that waterline.

.2 The ice accretion weight, w (kg/m2), over the timber deck region should be applied to each of the load cases as illustrated in figure 1:

Note. Load cases are to be applied in stability calculations

Figure 1 ‒ Ice accretion load cases for timber deck cargoes"

***

Loadcase 1 – Ice accretion over all timber deck area

Loadcase 2 – Ice accretion over side of timber deck area

Loadcase 3 – Ice accretion over forward third of timber deck area



ANNEX 12

DRAFT AMENDMENTS TO THE INTRODUCTION OF THE 2008 IS CODE 1 Purpose 1 The chapeau of paragraph 1.2 is amended to read as follows:

"1.2 This Code contains intact stability criteria for the following types of ships and other marine vehicles of 24 m in length and above as well as certain ship operations, unless otherwise stated:"

2 In paragraph 1.2, a new subparagraph .7 is inserted as follows:

".7 ships engaged in anchor handling operations;" and the remaining subparagraphs are renumbered accordingly. 2 Definitions 3 A new paragraph 2.27 is inserted after the existing paragraph 2.26 as follows:

"2.27 Ship engaged in anchor handling operations means a ship engaged in operations with deployment, recovering and repositioning of anchors and the associated mooring lines of rigs or other vessels. Forces associated with anchor handling are generally associated with the winch line pull and may include vertical, transverse, and longitudinal forces applied at the towing point and over the stern roller."

***



ANNEX 13

DRAFT MSC RESOLUTION MSC.399(95) (adopted on 5 June 2015)

AMENDMENTS TO THE GUIDELINES FOR THE APPLICATION OF PLASTIC PIPES ON

SHIPS (RESOLUTION A.753(18)), AS AMENDED BY RESOLUTION MSC.313(88) THE MARITIME SAFETY COMMITTEE, RECALLING Article 28(b) of the Convention on the International Maritime Organization concerning the functions of the Committee, RECALLING ALSO resolution A.753(18), by which the Assembly, at its eighteenth session, adopted Guidelines for the application of plastic pipes on ships, to assist maritime Administrations to determine, in a rational and uniform manner, the permitted applications of such materials, NOTING that the Assembly requested the Committee to keep the guidelines under review and amend them as necessary, RECALLING FURTHER resolution MSC.313(88), by which the Committee adopted amendments to the Guidelines for the application of plastic pipes on ships (resolution A.753(18)). RECOGNIZING that the continual development of plastic materials for use on ships and improvement of marine safety standards since the adoption of resolutions A.753(18) and MSC.313(88) necessitates the periodic revision of the provisions of the Guidelines for the application of plastic pipes on ships in order to take into account technological developments and maintain the highest practical level of safety, HAVING CONSIDERED, at its [ninety-fifth session (3 to 12 June 2015)], amendments to the Guidelines for the application of plastic pipes on ships, proposed by the Sub-Committee on Ship Design and Construction, at its second session, 1 ADOPTS amendments to the guidelines for the application of plastic pipes on ships (resolution A.753(18)), as amended by MSC.313(88), the text of which is set out in the annex to the present resolution; and 2 INVITES Governments to apply the annexed amendments when considering the use of plastic piping on board ships flying the flag of their State.



ANNEX

AMENDMENTS TO THE GUIDELINES FOR THE APPLICATION OF PLASTIC PIPES ON SHIPS (RESOLUTION A.753(18)), AS AMENDED BY MSC.313(88)

1 In the table of contents, the entry for "2.2.3 Smoke generation" is replaced by the following:

"2.2.3 Smoke generation, containment and toxicity"

2 In the table of contents, the entry for "2.2.4 Toxicity" is deleted and the ensuing entries are renumbered accordingly.

3 In the table of contents, the entry for "4.6 Penetrations of fire divisions" is deleted and the ensuing entries are renumbered accordingly.

4 In the table of contents, the entry for "Appendix 3 – Test method for flame spread of plastic piping" is replaced by the following:

"Appendix 3 – Test methods and criteria for flame spread, smoke generation and toxicity of plastic piping"

5 In paragraph 2.1.1.4, the following text is added at the end of the last sentence:

"(e.g. pipes for vacuum and pressure systems)".

6 In paragraph 2.1.8.2, the following sentence is added at the end:

"This may require additional support of the piping systems."

7 In paragraph 2.2.1.2, between the words "outflow of flammable liquids" and "and worsen the fire situation" the words "or spread of fire through duct piping" are added.

8 In paragraph 2.2.2.1, between the words "piped tunnels and ducts," and "should have low flame spread" the words "if separated from accommodation, permanent manned areas and escape ways by means of an A class bulkhead," are added.

9 In paragraph 2.2.2.1, the reference "resolution A.653(16) as modified for pipes" is replaced by the reference "appendix 3".

10 In paragraph 2.2.2.2, the reference "resolution A.653(16)" in the first sentence is replaced by the reference "appendix 3".

11 In paragraph 2.2.2.2, the reference "resolution A.653(16)" in the second sentence are replaced by the reference "the 2010 FTP Code, annex 1, part 5".

12 In paragraph 2.2.2.2, between the words "modifications are" and "listed in appendix 3" in the last sentence, the word "also" is added.

13 In paragraph 2.2.2.3, the reference "IMO resolution A.653(16) (surface flammability criteria of bulkhead, wall and ceiling linings)" is replaced by the reference "appendix 3".



14 The title of section 2.2.3 is replaced by the following: "2.2.3 Smoke generation, containment and toxicity" 15 In paragraph 2.2.3.1, the reference "SOLAS regulations II-2/34.7 and 49.2 are" is replaced by the reference "SOLAS regulation II-2/6 is". 16 Paragraph 2.2.3.2 is replaced by the following: "2.2.3.2 Piping materials shall fulfil the requirements of the 2010 FTP Code, annex 1,

part 2, on smoke and toxicity test. Procedure modifications are necessary due to the curvilinear pipe surfaces. These procedure modifications are listed in appendix 3".

17 Section 2.2.4 and paragraph 2.2.4.1 are deleted and the ensuing sections and paragraphs of part 2 are renumbered accordingly. 18 Section 4.6 and paragraphs 4.6.1 and 4.6.2 are deleted and the ensuing sections and paragraphs of part 4 are renumbered accordingly. 19 In appendix 1, note 2 to paragraph 1, the words "as set out in paragraphs 7.1, 7.2 and 7.3 of the annex to Assembly resolution A.754(18)" are replaced by the words " as set out in paragraphs 7.1 to 7.4 of part 3 of annex 1 to the 2010 FTP Code". 20 In appendix 1, paragraph 2, the sentence "One of the ends should allow pressurized nitrogen to be connected." is deleted. 21 In appendix 1, note 2 to paragraph 2, the following sentence is added at the end: "At least largest and smallest diameter or wall thickness should be tested for

approval." 22 In appendix 1, paragraph 7 is deleted. 23 Appendix 3 is replaced by the following:

"Appendix 3

Test methods and criteria for flame spread, smoke generation

and toxicity of plastic piping

Flame spread, smoke generation and toxicity of plastic piping should be determined by the 2010 FTP Code, annex 1, parts 2 and 5 with the modifications listed below.

Tests should be made for each pipe material and should take into account differences in wall thickness.

When conducting testing of plastic piping, testing need not be conducted on every pipe size. Testing should be conducted on pipe sizes with the maximum and minimum wall thicknesses intended to be used. This will qualify all piping sizes for a specific piping material provided that the wall thickness falls within the tested range.



1 Test Specimen Preparation 1.1 For homogenous thermoplastic pipes, the test specimens may be produced as flat plates in the required wall thickness(es). 1.2 The test sample should be fabricated by cutting pipes lengthwise into individual sections and then assembling the sections into a test sample as representative as possible of a flat surface. A test sample should consist of at least two sections. All cuts should be made normal to the pipe wall. The test sample should be 800 mm ± 5 mm long for tests to 2010 FTP Code, annex 1, part 5. The test sample should be 75 mm ± 1 mm square for tests to 2010 FTP Code, annex 1, part 2.

1.3 The number of sections that must be assembled together to form a test sample should be that which corresponds to the nearest integral number of sections which should make a test sample (with an equivalent linearized surface width between 155 mm and 180 mm). The surface width is defined as the measured sum of the outer circumference of the assembled pipe sections that are exposed to the flux from the radiant panel. 1.4 The assembled test sample should have no gaps between individual sections. 1.5 The assembled test sample should be constructed in such a way that the edges of two adjacent sections should coincide with the centreline of the test holder.

1.6 For testing flame spread the individual test sections should be attached to the backing calcium silicate board using wire (No.18 recommended) inserted at 50 mm intervals through the board and tightened by twisting at the back. 1.7 The individual pipe sections should be mounted so that the highest point of the exposed surface is in the same plane as the exposed flat surface of a normal surface. 1.8 The space between the concave unexposed surface of the test sample and the surface of the calcium silicate backing board should be left void. 1.9 The void space between the top of the exposed test surface and the bottom edge of the sample holder frame should be filled with a high temperature insulating wool if the width of the pipe segments extend under the side edges of the sample holding frame. 2 Test Methods

Flame spread of plastic piping should be determined by the 2010 FTP Code, annex 1, part 5. The smoke density and toxicity of gases produced by plastic pipes should be determined by the 2010 FTP Code, annex 1, part 2.



3 Criteria Flame Spread

Parameters Criteria

CFE(kW/m2) ≥20.0

Qsb (MJ/m2) ≥1.5

Qt (MJ) ≤0.7

Qp (kW) ≤4.0

Burning Droplets No burning droplets

Smoke and Toxicity

Smoke: the Dm value shall not exceed 400 in any test condition

Toxicity: the average value of the gas concentration measured under each test condition shall not exceed the following limits:

Species Concentration (ppm)

CO 1450

HCl 600

HF 600

HBr 600

HCN 140

SO2 120

NOx 350

4 Exemption of the test in accordance with part 2 of the 2010 FTP Code

Piping with both the total heat release (Qt) of not more than 0.2 MJ and the peak heat release rate (Qp) of not more than 1.0kW (both values determined in accordance with the 2010 FTP Code, annex 1, part 5) are considered to comply with the requirements the 2010 FTP Code, annex 1, part 5 without further testing (see the 2010 FTP Code, annex 2, paragraph 2.2)."

24 In appendix 4, in the fire endurance requirements matrix, the following new row is added at the end of the matrix:

"

32 Central vacuum cleaners

NA NA NA 0 NA NA NA NA 0 0 0

"

25 In appendix 4, footnote 10, the reference "paragraph 3(f) of regulation 13F" is replaced by the reference "paragraph 3.6 of regulation 19".

26 In appendix 4, in location definitions, in the definition of location A – Machinery spaces of category A, the reference "regulation II-2/3.19" is replaced by the reference "regulation II-2/3.31"

27 In appendix 4, in location definitions, in the definition of location B – Other machinery spaces and pump-rooms, the word "pumps," is deleted.



28 In appendix 4, in location definitions, in the definition of location B – Other machinery spaces and pump-rooms, between the words "boilers," and "steam and internal combustion engines" add the words "fuel oil units,".

29 In appendix 4, in location definitions, in the definition of location J – Accommodation, service and control spaces, the reference "regulation II-2/3.10, 3.12, 3.22" is replaced by the reference "regulations II-2/3.1, 3.45, 3.18".

30 In appendix 4, in location definitions, in the definition of location K – Open decks, the reference "regulation II-2/26.2.2(5)" is replaced by the reference "regulation II-2/9.2.2.3.2(5)".

***



ANNEX 14

DRAFT AMENDMENTS TO SOLAS REGULATION II-2/13 Regulation 13 – Means of escape 1 The footnote to title of paragraph 3.2 is deleted. 2 The following new paragraphs are added after the existing paragraph 3.2.6.2:

"3.2.7 Evacuation analysis for passenger ships*

3.2.7.1 Escape routes shall be evaluated by an evacuation analysis early in the design process. This analysis shall apply to:

.1 ro-ro passenger ships [constructed on or after [DD/MM/YY]]; and

.2 other passenger ships constructed on or after [date of entry into

force] carrying more than 36 passengers. 3.2.7.2 The analysis shall be used to identify and eliminate, as far as practicable, congestion which may develop during an abandonment, due to normal movement of passengers and crew along escape routes, including the possibility that crew may need to move along these routes in a direction opposite to the movement of passengers. In addition, the analysis shall be used to demonstrate that escape arrangements are sufficiently flexible to provide for the possibility that certain escape routes, assembly stations, embarkation stations or survival craft may not be available as a result of a casualty.

_____________________________ * Refer to Guidelines for evacuation analysis for new and existing passenger ships

(MSC.1/Circ.1238), as may be amended."

3 Delete paragraph 7.4.

***



ANNEX 15

DRAFT AMENDMENTS TO THE 2011 ESP CODE

ANNEX TO THE INTERNATIONAL CODE ON THE ENHANCED PROGRAMME OF INSPECTIONS DURING SURVEYS OF BULK CARRIERS

AND OIL TANKERS, 2011 (2011 ESP CODE)

ANNEX A

CODE ON THE ENHANCED PROGRAMME OF INSPECTIONS DURING SURVEYS OF BULK CARRIERS

Part A

CODE ON THE ENHANCED PROGRAMME OF INSPECTIONS DURING SURVEYS OF BULK CARRIERS HAVING SINGLE-SIDE SKIN CONSTRUCTION

1 In paragraph 4.2.1.3, the words "hard protective" are inserted after the words "When such breakdown of". is amended as follows:

"4.2.1.3 In ballast tanks other than double-bottom tanks, where a hard protective coating is found in POOR condition and it is not renewed, or where soft or semi-hard coating has been applied, or where a hard protective coating was not applied from the time of construction, the tanks in question should be examined and thickness measurements carried out as considered necessary at annual intervals. When such breakdown of hard protective coating is found in ballast double-bottom tanks, where a soft or semi-hard coating has been applied, or where a hard protective coating has not been applied, the tanks in question may be examined at annual intervals. When considered necessary by the surveyor, or where extensive corrosion exists, thickness measurements should be carried out."

2 Paragraph 5.2.2 is amended as follows: replaced by the following:

"5.2.2 In order to enable the attending surveyors to carry out the survey, provisions for proper and safe access should be agreed between the owner and the Administration, based on recommendations developed by the Organization.3

__________ 3 Refer to the Revised recommendations for entering enclosed spaces aboard ships, adopted by

the Organization by resolution A.1050(27)."

3 Paragraph 5.2.9 is replaced by the following: amended as follows:

"5.2.9 The surveyor(s) should always be accompanied by at least one responsible person, assigned by the owner, experienced in tank and enclosed spaces inspection." In addition a backup team of at least two experienced persons should be stationed at the hatch opening of the tank or space that is being surveyed. The back-up team should continuously observe the work in the tank or space and should keep lifesaving and evacuation equipment ready for use."

4 Paragraph 5.2.10 is deleted.



Part B

CODE ON THE ENHANCED PROGRAMME OF INSPECTIONS DURING SURVEYS OF BULK CARRIERS HAVING DOUBLE-SIDE SKIN CONSTRUCTION


"5.2.2 In order to enable the attending surveyors to carry out the survey, provisions for proper and safe access should be agreed between the owner and the Administration, based on recommendations developed by the Organization.7

__________ 7 Refer to the Revised recommendations for entering enclosed spaces aboard ships, adopted by



"5.2.9 The surveyor(s) should always be accompanied by, at least, one responsible person, assigned by the owner, experienced in tank and enclosed spaces inspection." In addition, a back-up team of at least two experienced persons should be stationed at the hatch opening of the tank or space that is being surveyed. The back-up team should continuously observe the work in the tank or space and should keep life-saving and evacuation equipment ready for use."


ANNEX B

CODE ON THE ENHANCED PROGRAMME OF INSPECTIONS DURING SURVEYS OF OIL TANKERS

Part A

CODE ON THE ENHANCED PROGRAMME OF INSPECTIONS DURING SURVEYS OF DOUBLE-HULL OIL TANKERS

8 Paragraph 5.2.1.1 is replaced by the following: amended as follows:

"5.2.1.1 In order to enable the attending surveyors to carry out the survey, provisions for proper and safe access should be agreed between the owner and the Administration, based on recommendations developed by the Organization.11 __________ 11 Refer to the Revised recommendations for entering enclosed spaces aboard ships, adopted by





"5.2.6 The surveyor(s) should always be accompanied by at least one responsible person, assigned by the owner, experienced in tank and enclosed spaces inspection." In addition a backup team of at least two experienced persons should be stationed at the hatch opening of the tank or space that is being surveyed. The back-up team should continuously observe the work in the tank or space and should keep lifesaving and evacuation equipment ready for use."


Part B

CODE ON THE ENHANCED PROGRAMME OF INSPECTIONS DURING SURVEYS OF OIL TANKERS OTHER THAN

DOUBLE-HULL OIL TANKERS 11 Paragraph 5.2.1.1 is replaced by the following: amended as follows:

"5.2.1.1 In order to enable the attending surveyors to carry out the survey, provisions for proper and safe access should be agreed between the owner and the Administration, based on recommendations developed by the Organization.15 __________ 15 Refer to the Revised recommendations for entering enclosed spaces aboard ships, adopted by

the Organization by resolution A.1050(27)." 12 Paragraph 5.2.6 is replaced by the following: amended as follows:

"5.2.6 The surveyor(s) should always be accompanied by at least one responsible person, assigned by the owner, experienced in tank and enclosed spaces inspection." In addition a backup team of at least two experienced persons should be stationed at the hatch opening of the tank or space that is being surveyed. The back-up team should continuously observe the work in the tank or space and should keep life-saving and evacuation equipment ready for use."


***



ANNEX 16

RESOLUTION MSC.400(95) (Adopted on 8 June 2015)

AMENDMENTS TO THE REVISED PERFORMANCE STANDARDS AND

FUNCTIONAL REQUIREMENTS FOR THE LONG-RANGE IDENTIFICATION AND TRACKING OF SHIPS (RESOLUTION MSC.263(84), AS AMENDED)

THE MARITIME SAFETY COMMITTEE, RECALLING Article 28(b) of the Convention on the International Maritime Organization concerning the functions of the Committee, RECALLING ALSO resolution A.886(21) on Procedure for the adoption of, and amendments to, performance standards and technical specifications, by which the Assembly resolved that the function of adopting performance standards and technical specifications, as well as amendments thereto shall be performed by the Maritime Safety Committee, BEARING IN MIND the provisions of regulation V/19-1 of the International Convention for the Safety of Life at Sea, 1974 (the Convention), relating to the long-range identification and tracking of ships, and the Revised performance standards and functional requirements for the long-range identification and tracking of ships (Revised performance standards), adopted by resolution MSC.263(84), as amended by resolution MSC.330(90), HAVING CONSIDERED, at its [ninety-fifth] session, a number of modifications to the Long-Range Identification and Tracking of ships (LRIT) system with a view to improving the efficiency, effectiveness and use of the system, 1 ADOPTS amendments to the Revised performance standards and functional requirements for the long-range identification and tracking (LRIT) of ships (resolution MSC.263(84), as amended), the text of which is set out in the annex to the present resolution; and 2 INVITES Contracting Governments to the Convention to bring the above amendments to the attention of all parties concerned.



ANNEX

AMENDMENTS TO THE REVISED PERFORMANCE STANDARDS AND FUNCTIONAL REQUIREMENTS FOR THE LONG-RANGE IDENTIFICATION

AND TRACKING OF SHIPS (RESOLUTION MSC.263(84), AS AMENDED)

1 Table 2 (Data to be added by an Application Service Provider and at the LRIT Data Centre) is amended as followsreplaced by the following table and notes:

"Table 2

DATA TO BE ADDED BY AN APPLICATION SERVICE PROVIDER AND AT THE LRIT DATA CENTRE

Parameters Comments

Ship Identity(1) The IMO ship identification number(1) and MMSI for the ship.

Name of ship Name of the ship which has transmitted the LRIT information in the English language using latin-1 alphabet and UTF-8 encoding.

Type of ship(2) Type of the ship which has transmitted the LRIT information using a pre-defined code.

Time Stamp 2 The date and time(23) the transmission of LRIT information is received by the ASP (if used).

Time Stamp 3 The date and time(23) the received LRIT information is forwarded from the ASP (if used) to the appropriate LRIT Data Centre.

LRIT Data Centre Identifier

The identity of the LRIT Data Centre to be clearly indicated by a Unique Identifier.

Time Stamp 4 The date and time(23) the LRIT information is received by the LRIT Data Centre.

Time Stamp 5 The date and time(23) the transmission of LRIT information is forwarded from the LRIT Data Centre to an LRIT Data User.

Notes:

(1) See regulation XI-1/3 and resolution A. 6001078(1528) on IMO ship identification number scheme. (2) Types of ships to be used in LRIT messages are outlined in LRIT Technical documentation, part I

(MSC.1/Circ.1259, as revised). (23) All times should be indicated as Universal Coordinated Time (UTC)."

2 Paragraph 15.2 is amended as follows replaced by the following:

"15.2 Each Administration should provide to the selected LRIT Data Centre the following information for each of the ships entitled to fly its flag which is required to transmit LRIT information:

.1 name of ship;

.2 IMO Ship identification number;

.3 call sign;

.4 Maritime Mobile Service Identity; and

.5 Type of ship."

***



ANNEX 17

RESOLUTION MSC.401(95) (Adopted on 8 June 2015)

PERFORMANCE STANDARDS FOR MULTI-SYSTEM SHIPBORNE

RADIONAVIGATION RECEIVERS THE MARITIME SAFETY COMMITTEE, RECALLING Article 28(b) of the Convention on the International Maritime Organization concerning the functions of the Committee, RECALLING ALSO resolution A.886(21), by which the Assembly resolved that the functions of adopting performance standards for radio and navigational equipment, as well as amendments thereto, should be performed by the Maritime Safety Committee on behalf of the Organization, RECOGNIZING the need for performance standards for multi-system shipborne radionavigation receiver equipment in order to ensure that ships are provided with resilient position-fixing equipment suitable for use with available radionavigation systems throughout their voyage, TAKING INTO ACCOUNT present performance standards for shipborne radionavigation receivers as laid down in resolutions MSC.112(73), MSC.113(73), MSC.114(73), MSC.115(73), MSC.233(82) and MSC.379(93), HAVING CONSIDERED the recommendation made by the Sub-Committee on Navigation, Communications and Search and Rescue at its second regular session, 1 ADOPTS the Performance standards for multi-system shipborne radionavigation receivers, the text of which is set out in the annex to the present resolution; and 2 RECOMMENDS Governments to ensure that multi-system shipborne radionavigation receivers installed on or after 31 December 2017, conform to performance standards not inferior to those specified in the annex to the present resolution.



ANNEX

PERFORMANCE STANDARDS FOR MULTI-SYSTEM SHIPBORNE RADIONAVIGATION RECEIVERS

1 INTRODUCTION

1.1 Global Navigation Satellite Systems (GNSS), some of which are currently recognized as components of the World-Wide Radio Navigation System (WWRNS) by the Organization, are space-based systems that provide World-wide Position, Velocity and Time (PVT) determination services. Each GNSS space segment is composed of up to 30 satellites per constellation, which may be deployed in several orbital planes and orbit types. The spacing of satellites in orbit is normally arranged such that a minimum of four satellites will be in view to users, World-wide. Each satellite transmits signals that can be processed by receiver equipment to establish a three-dimensional position with a Position Dilution Of Precision

(PDOP) 6 or Horizontal Dilution Of Precision (HDOP) 4, to ensure that the position information can be reliably used for navigation purposes.

1.2 Terrestrial radionavigation systems use signals from ground-based transmitting stations to determine PVT information. Signals received from at least three stations should be processed by receiver equipment to establish a two-dimensional position.

1.3 Augmentation systems use ground-based or space-based transmitters to provide augmentation data to improve accuracy and integrity for specific service areas (such as navigation in harbour entrances, harbour approaches and coastal waters).

1.4 The introduction of multi-system shipborne navigation receiver performance standards will allow the combined use of current and future radionavigation as well as augmentation systems for the provision of position, velocity and time data within the maritime navigation system.

1.5 A multi-system receiver using navigation signals from two or more GNSS, with or without augmentation, provides improved position, velocity, and time data. An improved resistance to intentional and unintentional radio frequency interference is achieved when two or more independent or frequency diverse radionavigation systems are used. Such a combined approach also provides redundancy to mitigate the loss of a single system.

1.6 Receiver equipment, capable of combining measurements from multiple GNSS and an optional terrestrial radionavigation system, with or without augmentation, to form a single resilient PVT solution, can be used for navigation purposes on ships of speeds not exceeding 70 knots. Such equipment should, in addition to the general provisions contained in resolution A.694(17)1, comply with the minimum performance standards as stated in this document.

1.7 It is the intention of these performance standards to define the minimum requirements, without defining the approach taken.

1.8 The multi-system shipborne radionavigation receiver determines, as a minimum, the position, course over ground (COG), speed over ground (SOG) and timing either for navigation purposes or as input to other shipboard functions. This information should be available during static and dynamic operations.

1 Refer to Publication IEC 60945.



1.9 The performance standards allow the application of different methods and techniques for the provision of PVT data and related integrity information. Where guidelines dealing with the harmonized provision of PNT data as well as integrity monitoring of PNT system in use and provided data products have been approved by the Organization, these should be applied.

2 RECEIVER EQUIPMENT (MODULE A)

2.1 The term "multi-system shipborne radionavigation receiver equipment" (hereafter referred to as "the equipment") as used in these performance standards includes all the components and units necessary for the system to properly perform its intended functions. The equipment should include the following minimum components and capabilities:

.1 antennas capable of receiving all radionavigation signals required to support the functionality of the receiver equipment;

.2 receiver(s) and processor(s) capable of processing the radionavigation signals required to support the functionality of the receiver equipment;

.3 means of accessing the computed PVT information (e.g. display of latitude, longitude, COG, SOG, time, sources; and the phase(s) of navigation currently supported2);

.4 interface for supplying data controlling/ configuring the receiver;

.5 display;

.6 raw data output, for the provision of additional information, such as range measurements and GNSS's navigation data;

.7 indication of the quality and reliability of the computed and distributed PVT data to the user; and

.8 indication of radionavigation system(s) currently used for the PVT information to the user.

2.2 The design of the antennas should be suitable for fitting at a position(s) on the ship which provides a satisfactory environment for the reception of all required radionavigation signals. Multi-path and electromagnetic compatibility (EMC) effects should be taken into consideration.

2.3 The equipment should be designed to:

.1 mitigate interference from authorized out-of-band sources; and

.2 provide a means of:

.1 integrity monitoring for each PVT source employed (e.g. RAIM, CAIM)3; and

.2 multi-source autonomous integrity monitoring4.

2 The requirements for the different phases of navigation are set out in resolutions A.915(22) and A.1046(27).

3 Resolution A.915(22).

4 Multi-source integrity monitoring is envisioned to be a cross-check between independent PVT sources.



3 OPERATIONAL AND FUNCTIONAL REQUIREMENTS (MODULE B)

The equipment should:

3.1 Operate using civil access navigation signals of at least two independent GNSS recognized by the Organization as part of WWRNS, provided in the radionavigation satellite service (space-to-Earth) frequency bands designated in article 5 of the Radio Regulations5;

3.2 Provide PVT data with the necessary level of resilience and integrity, whether it is used directly as input to other equipment, or provided for use within Integrated Navigation Systems (INS);

3.3 Where terrestrial radionavigation system(s) signals are provided and used in the protected frequency bands, have the possibility to operate using terrestrial radionavigation system(s) signals provided in the protected frequency bands;

3.4 Have the facilities to process augmentation data, in accordance with the appropriate methods6;

3.5 Provide the facility for the user to select or deselect radionavigation and augmentation signals;

3.6 Be capable of processing the above signals and combining to provide a single PVT solution, including:

.1 position information of the consistent common reference point7 in latitude and longitude, referenced to an implementation of an International Terrestrial Reference Frame (ITRF)8, with coordinates in degrees and minutes to a precision reflective of the accuracy of the position information, up to four (4) decimal places;

.2 COG of the consistent common reference point7 in degrees to a precision reflective of the accuracy of the calculated course information, relative to true north, up to one decimal place;

.3 SOG of the consistent common reference point7 in knots to a precision reflective of the accuracy of the calculated speed information, up to two decimal places; and

.4 time, referenced to UTC (BIPM9), to one tenth of one second;

5 "Radio Regulations" means the Radio regulations annexed to, or regarded as being annexed to, the most

recent Convention of the International Telecommunication Union which is in force at any time.

6 e.g. Recommendation ITU-R M.823, RTCM 10410, or other relevant standards , already existing or still to be developed in particular for Satellite Based Augmentation System (SBAS) adoption.

7 A single consistent common reference point for all spatially related information. For consistency

the recommended reference location should be the conning position, according to the resolution MSC 252(83).

8 For example, the World Geodetic System 1984(WGS 84) used by GPS, Earth Parameters 1990 (from Russian "Parametry Zemli" 1990) (PZ-90) used by GLONASS, the Galileo Terrestrial Reference Frame (GTRF) or the China Geodetic Coordination System (CGCS2000) used by BDS.

9 Bureau International de Poids et Mesures.



3.7 Be capable of providing the PVT solution to the required accuracy10 within:

.1 5 min where there is no valid satellite almanac data (cold start);

.2 1 min where there is valid satellite almanac data (warm start); and

.3 2 min, when subjected to a power interruption or loss of signals of < 60 s;

3.8 Provide time in UTC;

3.9 Be capable of meeting the requirements for the phases of navigation outlined in resolution A.1046(27);

3.10 Be capable of generating a new PVT solution at least once every 0.5 s for high-speed craft (HSC) in compliance with speed requirements as in paragraph 1.6 above and at least once every 1 s for conventional vessels;

3.11 Be capable of assessing whether the performance of the PVT solution (e.g. accuracy and integrity) meets the requirements for each phase of navigation11. An alert should be provided when such assessment cannot be determined;

3.12 Provide a caution if after 2 s for HSC or 3 s for conventional vessels, equipment is unable to assess the current achieved performance (e.g. accuracy and integrity) with respect to each navigation phase;

3.13 Provide a warning, if after 5 s for HSC or 7 s for conventional vessels, new PVT data has not been calculated. Under such conditions the last known position and the time of last valid fix, with the explicit indication of the state so that no ambiguity can exist, should be output until normal operation is resumed;

3.14 If it is not possible to provide a new position update at the next scheduled update, output the last plausible position, SOG, COG, and the time of the last valid fix, with indication of this state so that no ambiguity can exist, until position update is resumed;

3.15 Provide an indication of augmentation status, including:

.1 the receipt of augmentation signals;

.2 the validity of the signals received;

.3 whether augmentation is applied to the position in the PVT solution; and

.4 the identification of the augmentation signal(s);

3.16 Provide the following information, in alphanumerical form, for the final PVT solution and for each individual source when requested, to a local display (or a separate interfaced display):

.1 position;

.2 COG and SOG;

.3 time;

.4 the PVT solution source(s);

10 Resolution A.1046(27). 11 Resolution A.1046(27).



.5 the assessment of the navigation phase(s) for which performance requirements are supported;

.6 the identification of the augmentation signal(s) applied to the position solution; and

.7 any alert information.

4 INTERFACING AND INTEGRATION (MODULE C)

The equipment should:

4.1 Provide the following interfaces in accordance with the relevant international standards:12

.1 at least one interface from which the PVT solution should be available in the WGS 84 (i.e. including position information, COG, SOG, time, PVT source(s) (available and used), assessment of phase(s) of navigation for which performance requirements are met, and augmentation information) can be provided. Means may be provided for transforming the computed position based upon WGS 84 into data compatible with the datum of the navigational chart in use;

.2 at least one interface from which data from all available sources can be provided (e.g. to an Integrated Navigation System (INS) for enhanced assessment of PVT information which should be available in WGS 84);

.3 an interface for alert management (i.e. with the Bridge Alert Management (BAM); and

.4 facilities to accept the input of augmentation signals from at least one source;13

4.2 Be capable of operating satisfactorily under normal interference conditions, consistent with the requirements of resolution A.694(17)14, and taking into account the typical electromagnetic and radio frequency spectrum environment on board and from outside a vessel;

4.3 Ensure that no permanent damage can result from an accidental short circuit or grounding of the antenna or any of its input or output connections or any of the inputs or outputs.

5 DOCUMENTATION (MODULE D)

Documentation for the equipment should be provided, preferably in an electronic format, and should include:

5.1 Operating manuals, which should contain an overall function description including:

.1 the multi-system concept and the benefits and limitations of using GNSS and terrestrial radionavigation systems and augmentation (i.e. as source(s) for the PVT solution);

12 Refer to Publication IEC 61162.

13 Recommendation ITU-R M.823. 14 Refer to resolution A.694(17) and IEC 60945.



.2 a statement on which GNSS and terrestrial radionavigation systems and augmentation(s) are supported (i.e. as sources for the PVT solution);

.3 a statement on which navigation phase(s) are supported and by which PVT

source(s); .4 user guidance for receiver adjustments necessary to achieve the navigation

phase requirements; .5 an explanation of the method used for the applied indicators and thresholds; .6 an explanation of the fusion process and input selection for multiple systems;

and .7 a description of possible failures and their effects on the receiver equipment;

5.2 Installation manuals, which should contain:

.1 details of the components and the interconnections between them; .2 details of interfaces and connections for data input/output, and

interconnection diagrams; .3 configuration options and commissioning instructions; .4 power supply and earthing arrangements; and .5 recommendations on the physical layout of equipment, including antenna

mounting requirements and necessary space for installation and maintenance;

5.3 Familiarization material, which should explain all configurations, functions, limitations, controls, displays, alerts, indications and standard operator checks of the equipment; 5.4 A failure analysis,15 at the functional level, which should verify that the equipment is designed using safe design principles and ensuring that the equipment includes "fail-to-safe" actions. The failure analysis should consider the impact of all failure modes (e.g. those caused by electrical, component, radiofrequency interference or jamming, etc.); and 5.5 Information which should support maintenance of the equipment.

***

15 Publication IEC 60812.



ANNEX 18

DRAFT AMENDMENTS TO THE FSS CODE

CHAPTER 8 AUTOMATIC SPRINKLER, FIRE DETECTION AND FIRE ALARM SYSTEMS

1 The text in the existing paragraph 2.4.1 is amended to read as follows:

"2.4.1 General

2.4.1.1 Any parts of the system which may be subjected to freezing temperatures in service shall be suitably protected against freezing.

2.4.1.2 Special attention shall be paid to the specification of water quality provided by the system manufacturer to prevent internal corrosion and clogging of sprinklers."

2 A new chapter 17 is added after existing chapter 16 as follows:

"CHAPTER 17 HELICOPTER FACILITY FOAM FIREFIGHTING APPLIANCES

1 Application

This chapter details the specifications for foam firefighting appliances for the protection of helicopter facilities as required by chapter II-2 of the Convention.

2 Definitions

2.1 D-value means the largest dimension of the helicopter used for assessment of the helideck when its rotors are turning. It establishes the required area of foam application.

2.2 Deck integrated foam nozzles are foam nozzles recessed into or edge mounted on the helideck.

2.3 Foam-making branch pipes are air-aspirating nozzles in tube shape for producing and discharging foam, usually in straight stream only.

2.4 Helicopter landing area is an area on a ship designated for occasional or emergency landing of helicopters, such as an area referred to in SOLAS regulation II-2/18.2.2, and not designed for routine helicopter operations.

2.5 Helideck is a purpose-built helicopter landing platform or other deck area including all structure, firefighting appliances and other equipment necessary for the safe operation of helicopters, as referred to in SOLAS regulations II-2/3.26 and II-2/18.5*.

2.6 Hose reel foam station is a hose reel fitted with a foam-making branch pipe and non-collapsible hose, together with fixed foam proportioner and fixed foam concentrate tank, mounted on a common frame.

* See also paragraph 1.3.27 of chapter 1 of the 2009 MODU Code.



2.7 Monitor foam station is a foam monitor, either self-inducing or together with separate fixed foam proportioner, and fixed foam concentrate tank, mounted on a common frame.

2.8 Obstacle free sector is the take-off and approach sector which totally encompasses the safe landing area and extends over a sector of at least 210º, within which only specified obstacles are permitted.

2.9 Limited obstacle sector is a 150º sector outside the take-off and approach sector that extends outward from a helideck where objects of limited height are permitted.

2.10 Winching area is a pick-up area provided for the transfer by helicopter of personnel or stores to or from the ship, while the helicopter hovers above the deck, such as an area referred to in SOLAS regulation III/28.

3 Engineering specifications

3.1 The system shall be capable of manual release, and may be arranged for automatic release.

3.2 For helidecks the foam system shall contain at least two fixed foam monitors or deck integrated foam nozzles. In addition, at least two hose reels fitted with a foam-making branch pipe and non-collapsible hose sufficient to reach any part of the helideck shall be provided. The minimum foam system discharge rate shall be determined by multiplying the D-value area by 6 l/min/m2. The minimum foam system discharge rate for deck integrated foam nozzle systems shall be determined by multiplying the overall helideck area by 6 l/min/m2. Each monitor shall be capable of supplying at least 50% of the minimum foam system discharge rate, but not less than 500 l/min. The minimum discharge rate of each hose reel shall be at least 400 l/min. The quantity of foam concentrate shall be adequate to allow operation of all connected discharge devices for at least 5 min.

3.3 Where foam monitors are installed, the distance from the monitor to the farthest extremity of the protected area shall be not more than 75% of the monitor throw in still air conditions.

3.4 For helicopter landing areas, at least two portable foam applicators or two hose reel foam stations shall be provided, each capable of discharging a minimum foam solution discharge rate, in accordance with the following table.

Category Helicopter overall length (D- value)

Minimum foam solution discharge rate (l/min)

H1 up to but not including 15 m 250

H2 from 15 m up to but not including 24 m 500

H3 from 24 m up to but not including 35 m 800

The quantity of foam concentrate shall be adequate to allow operation of all connected discharge devices for at least 10 min. For tankers fitted with a deck foam system, the Administration may consider an alternative arrangement, taking into account the type of foam concentrate to be used.

3.5 Winching areas shall comply with SOLAS regulation II-2/18.2.2.



3.6 Manual release stations capable of starting necessary pumps and opening required valves, including the fire main system, if used for water supply, shall be located at each monitor and hose reel. In addition, a central manual release station shall be provided at a protected location. The foam system shall be designed to discharge foam with nominal flow and at design pressure from any connected discharge devices within 30 s of activation.

3.7 Activation of any manual release station shall initiate the flow of foam solution to all connected hose reels, monitors, and deck integrated foam nozzles.

3.8 The system and its components shall be designed to withstand ambient temperature changes, vibration, humidity, shock impact and corrosion normally encountered on the open deck, and shall be manufactured and tested to the satisfaction of the Administration.

3.9 A minimum nozzle throw of at least 15 m shall be provided with all hose reels and monitors discharging foam simultaneously. The discharge pressure, flow rate and discharge pattern of deck integrated foam nozzles shall be to the satisfaction of the Administration, based on tests that demonstrate the nozzle's capability to extinguish fires involving the largest size helicopter for which the helideck is designed.

3.10 Monitors, foam-making branch pipes, deck integrated foam nozzles and couplings shall be constructed of brass, bronze or stainless steel. Piping, fittings and related components, except gaskets, shall be designed to withstand exposure to temperatures up to 925ºC.

3.11 The foam concentrate shall be demonstrated effective for extinguishing aviation fuel spill fires and shall conform to performance standards not inferior to those acceptable to the Organization*. Where the foam storage tank is on the exposed deck, freeze protected foam concentrates shall be used, if appropriate, for the area of operation.

3.12 Any foam system equipment installed within the take-off and approach obstacle free sector shall not exceed a height of 0.25 m. Any foam system equipment installed in the limited obstacle sector shall not exceed the height permitted for objects in this area.

3.13 All manual release stations, monitor foam stations, hose reel foam stations, hose reels and monitors shall be provided with a means of access that does not require travel across the helideck or helicopter landing area.

3.14 Oscillating monitors, if used, shall be preset to discharge foam in a spray pattern and have a means of disengaging the oscillating mechanism to allow rapid conversion to manual operation.

* Refer to the International Civil Aviation Organization Airport Services Manual, part 1, Rescue and Fire Fighting,

chapter 8, Extinguishing Agent Characteristics, paragraph 8.1.5, Foam specifications table 8-1, Performance Level B, or to the Revised guidelines for the performance and testing criteria, and surveys of foam concentrates for fixed fire-extinguishing systems (MSC.1/Circ.1312).



3.15 If a foam monitor with flow rate up to 1,000 l/min is installed, it shall be equipped with an air-aspirating nozzle. If a deck integrated nozzle system is installed, then the additionally installed hose reel shall be equipped with an air-aspirating handline nozzle (foam branch pipes). Use of non-air-aspirating foam nozzles (on both: monitors and the additional hose reel) is permitted only where foam monitors with a flow rate above 1,000 l/min are installed. If only portable foam applicators or hose reel stations are provided, these shall be equipped with an air-aspirating handline nozzle (foam branch pipes)."

***



ANNEX 19

BIENNIAL STATUS REPORTS OF THE SUB-COMMITTEES

SUB-COMMITTEE ON CARRIAGE OF CARGOES AND CONTAINERS (CCC)

Planned output number

Description Target completion

year

Parent organ(s)

Coordinating organ(s)

Associated organ(s)

Status of output for

Year 1


Year 2

References

1.1.2.3 Unified interpretation of provisions of IMO safety, security, and environment related Conventions

Continuous MSC / MEPC III / PPR / CCC / SDC / SSE / NCSR

Ongoing MSC 78/26, paragraph 22.12; CCC 1/13, section 7

5.2.1.2 Amendments to the IGF Code and development of guidelines for low-flashpoint fuels

2016 MSC CCC HTW In progress MSC 94/21, paragraphs 18.5 and 18.6; MSC 95/22, paragraph 3.97; CCC 1/13, section 4

Notes: TCY changed from 2014 to 2016 (MSC 94). IGF Code adopted by MSC 95. The renamed output (Amendments to the IGF Code and development of guidelines for low-flashpoint fuels) is scheduled to be completed in the 2016-2017 biennium (MSC 94).

5.2.1.5 Amendments to the provisions of SOLAS chapter II-2 relating to secondary means of venting cargo tanks

2015 MSC SSE CCC Completed MSC 94/21, paragraph 8.7; MSC 95/22, paragraph 3.99

5.2.1.34 (UO)

Safety requirements for carriage of liquefied hydrogen in bulk

2015 MSC CCC MSC 94/21, paragraph 18.3

Note: TCY changed to 2016.

5.2.3.1 Amendments to CSC 1972 and associated circulars

2015 MSC CCC In progress MSC 94/21, paragraph 18.3; CCC 1/13, section 3

Note: TCY changed from 2014 to 2015 (MSC 94).



SUB-COMMITTEE ON CARRIAGE OF CARGOES AND CONTAINERS (CCC)



year

Parent organ(s)


Associated organ(s)


Year 1


Year 2

References

5.2.3.2 Measures to prevent loss of containers

2014 MSC CCC SDC / HTW Completed DSC 18/13, section 5

Notes: Amendments to SOLAS chapter VI were approved by MSC 93 and adopted by MSC 94 in 2014.

5.2.3.3 Amendments to the IMSBC Code and supplements

Continuous MSC / MEPC CCC Ongoing CCC 1/13, section 5

5.2.3.4 Amendments to the IMDG Code and supplements

Continuous MSC CCC Ongoing CCC 1/13, section 6

5.2.3.5 Revised Guidelines for packing of cargo transport units

2015 MSC CCC In progress MSC 94/21, paragraphs 11.5 to 11.7; CCC 1/13, section 9

7.1.1.1 (UO)

Mandatory requirements for classification and declaration of solid cargoes as harmful to the marine environment

2015 MEPC CCC MEPC 68/21, paragraphs 17.16 and 17.17; MSC 95/22, paragraph 19.1

Notes: MEPC 68 agreed to add this new output to the biennial agenda of the CCC Sub-Committee and the provisional agenda of CCC 2.

12.3.1.1 Consideration of reports of incidents involving dangerous goods or marine pollutants in packaged form on board ships or in port areas

Annual MSC / MEPC CCC III Completed CCC 1/13, section 8



SUB-COMMITTEE ON HUMAN ELEMENT, TRAINING AND WATCHKEEPING (HTW)



year

Parent organ(s)


Associated organ(s)


Year 1


Year 2

References

2.0.1.1 Provisions to ensure the integrity and uniform implementation of the 1969 TM Convention

2014 MSC SDC HTW No work requested of

organ by parent

MSC 89/25, paragraph 22.34

5.1.1.6 (UO)

Amendments to SOLAS chapter II-1 and associated guidelines on damage control drills for passenger ships

2015 MSC SDC HTW No work requested of

organ by parent

MSC 93/22, paragraph 20.22.3; MSC 95/22, paragraph 10.24; MSC 93/22, paragraph 20.5

5.1.2.3 (UO)

Revision of requirements for escape route signs and equipment location markings in SOLAS and related instruments

2015 MSC SSE HTW No work requested of

organ by parent

MSC 94/21, paragraph 18.24; MSC 94/21, paragraph 18.24

Note: Output scheduled to be finalized in the 2016-2017 biennium. TCY is 2016.


2014 MSC CCC HTW Completed MSC 94/21, paragraphs 18.5 and 18.6; MSC 95/22, paragraph 3.97; HTW 1/21, section 17

Notes: TCY changed from 2014 to 2016 (MSC 94). IGF Code adopted by MSC 95 (MSC 95/WP.1/Add.1, para. 3.96). The renamed output (Amendments to the IGF Code and development of guidelines for low-flashpoint fuels) is scheduled to be completed in the 2016-2017 biennium (MSC 94).

5.2.1.3 Review of general cargo ship safety

2014 MSC SDC / NCSR / III / HTW

Completed MSC 90/28, paragraph 25.10; MSC 93/22, paragraphs 15.7; STW 44/19. section 15

Notes: III 2 might complete this output.






year

Parent organ(s)


Associated organ(s)


Year 1


Year 2

References

5.2.1.15 Mandatory Code for ships operating in polar waters

2015 MSC / MEPC SDC PPR / NCSR / SSE / HTW

In progress Completed MSC 93/22, paragraphs 10.44, 10.50 and 20.12; MSC 95/22, paragraphs 3.87 to 3.93; HTW 2/19, section 9

Note: MSC 94 adopted the Polar Code and the amendments to the SOLAS Convention; however, consequential work related to operational limitations and life-saving/fire safety performance standards is still underway, with 2017 as the target completion year.

5.2.1.16 Non mandatory instrument on regulations for non-convention ships

2015 MSC III PPR / SDC / SSE / NCSR /

HTW

In progress Completed MSC 92/26, section 12

5.2.1.20 Follow-up action to the STCW-F Conference resolutions 6 and 7

2015 MSC HTW In progress Completed HTW 1/21, section 6; HTW 2/19, section 7

Note: No documents submitted for two sessions, and MSC 95 deleted this output from the biennial agenda.

5.2.1.23 Guidelines for wing-in-ground craft

2015 MSC SDC SSE / NCSR / HTW

Postponed Postponed MSC 88/26, paragraph 23.30; HTW 1/21, section 7

Note: Target completion date extended to 2016.

5.2.1.32 (UO)

Review of the MODU Code, LSA Code and MSC.1/Circ.1206/Rev.1

2015 MSC SSE HTW No work requested of

organ by parent

MSC 93/22, paragraph 20.17; MSC 93/22, paragraph 20.3







year

Parent organ(s)


Associated organ(s)


Year 1


Year 2

References

5.2.2.1 Guidance for the implementation of the 2010 Manila Amendments

2014 MSC HTW Postponed Postponed MSC 93/22, paragraph 11.4 HTW 2/19, section 6

5.2.2.2 Review of STCW passenger ship-specific safety training

2015 MSC HTW In progress In progress MSC 95/22, paragraph 9.7 HTW 2/19, section 10

Note: MSC 95 extended the TCY to 2016.

5.2.2.3 Validated model training courses

Continuous MSC HTW Ongoing Ongoing HTW 1/21, section 3; HTW 2/19, section 3

5.2.2.4 Reports on unlawful practices associated with certificates of competency

Annual MSC HTW Completed Completed HTW 2/19, section 4

5.2.2.6 Revised guidelines for model course development, updating and validation processes

2015 MSC HTW In progress Completed MSC-MEPC.2/Circ.15; HTW 2/19, section 5

5.2.2.7 Training in hot-work procedures on crude oil tankers

2015 MSC HTW SSE In progress Completed MSC 91/22, paragraphs 19.14 and 19.31; HTW 2/19, section 11

Note: No documents submitted for two sessions, therefore MSC 95 agreed to delete this output from the biennial agenda.

5.2.2.8 Guidance for personnel involved with tug-barge operations

2014 MSC HTW SDC Completed MSC 90/28, paragraph 25.42; HTW 1/21, paragraph 9.5






year

Parent organ(s)


Associated organ(s)


Year 1


Year 2

References

5.2.2.9 Guidelines for shipowners and seafarers for implementation of relevant IMO instruments in relation to the carriage of dangerous goods in packaged form by sea

2015 MSC HTW In progress Completed MSC 95/22, paragraph 9.8; HTW 2/19, section 14

Note: The Committee endorsed HTW recommendation to forward the draft MSC circular to CCC for review and finalization, with a view to subsequent approval by the Committee.

5.2.2.10 A globally consistent format for the certificate of training and education issued under the STCW Convention

2015 MSC HTW Completed HTW 1/21, section 16

5.2.5.2 First outline of the detailed review of the Global Maritime Distress and Safety System (GMDSS)

2015 MSC NCSR HTW In progress In progress MSC 90/28, paragraph 25.18; HTW 2/19, section 12

Note: Taking into account that the detailed review is in a very early stage and cannot be finalized by NSCR 2, MSC 94 has agreed to extend this planned output, for an additional year (to 2018) and approved the revised Plan of work.

5.2.6.1 E-navigation strategy implementation plan

2015 MSC NCSR HTW In progress Completed HTW 2/19, section 13

Note: MSC 95 agreed to delete this planned output.



SUB-COMMITTEE ON IMPLEMENTATION OF IMO INSTRUMENTS (III)



year

Parent organ(s)


Associated organ(s)


Year 1


Year 2

References



Ongoing MSC 78/26, paragraph 22.12

2.0.1.2 Guidelines for port State control under the 2004 BWM Convention, including guidance on ballast water sampling and analysis

2015 MEPC PPR III Completed

Note: This output will not be split into two outputs as proposed by PPR 1 (MEPC 66/21, paragraph 18.22).

2.0.2.1 Analysis of consolidated audit summary reports

2015 Assembly Council MSC / MEPC / LEG / III

In progress MEPC 61/24, paragraph 11.14.1, MSC 88/26, paragraph 10.8

5.1.2.2 Measures to protect the safety of persons rescued at sea

2014 MSC / FAL NCSR III Postponed MSC 95/22, paragraph 21.18.3

Note: MSC 95 has moved from the PBA output 5.1.2.2 on the agenda of NCSR 3 from the 2016-2017 biennium agenda.



In progress MSC 90/28, paragraph 25.10; MSC 93/22, paragraphs 15.7

Note: III 2 might complete this output.



HTW

In progress MSC 92/26, section 12; HTW 2/19, section 15

5.2.1.17 Updated Survey Guidelines under the Harmonized System

Annual MSC / MEPC III Completed FSI 12/22, paragraph 9.4;



SUB-COMMITTEE ON IMPLEMENTATION OF IMO INSTRUMENTS (III)



year

Parent organ(s)


Associated organ(s)


Year 1


Year 2

References

of Survey and Certification (HSSC)

MSC 79/23, paragraph 9.19

5.2.1.29 Non exhaustive list of obligations under instruments relevant to the IMO Instruments Implementation Code (III Code)

Annual MSC / MEPC III Completed MEPC 64/23, paragraph 11.49; MSC 91/22, paragraph 10.30; MEPC 52/24, paragraph 10.15

5.3.1.1 Measures to harmonize port State control (PSC) activities and procedures worldwide

Continuous MSC / MEPC III Ongoing MEPC 66/21, paragraph 18.8; MSC 94/21, paragraph 18.2.1

7.1.3.1 Consideration and analysis of reports on alleged inadequacy of port reception facilities

Annual MEPC III Completed

8.0.3.1 Requirements for access to, or electronic versions of, certificates and documents, including record books required to be carried on ships

2015 FAL MSC / LEG / III / MEPC

In progress

12.1.2.1 Analysis of casualty and PSC data to identify trends and develop knowledge and risk-based recommendations

Annual MSC / MEPC III HTW / PPR / CCC / SDC / SSE / NCSR

Completed MSC 92/26, paragraph 22.29


Annual MSC / MEPC CCC III No work requested of

organ by parent



SUB-COMMITTEE ON NAVIGATION, COMMUNICATIONS AND SEARCH AND RESCUE (NCSR)



year

Parent organ(s)


Associated organ(s)


Year 1


Year 2

References

1.1.2.2 Response to matters related to the Radiocommunication ITU R Study Group and ITU World Radiocommunication Conference

Annual MSC NCSR Completed Completed MSC 94/21, paragraphs 9.29 to 9.32; NCSR 2/23, sections 12 and 13



Ongoing Ongoing MSC 78/26, paragraph 22.12; NCSR 2/23, section 19

1.3.4.1 Amendments to the IAMSAR Manual

Continuous MSC NCSR Ongoing Ongoing NCSR 2/23, section 18

2.0.3.1 Further development of the Global SAR Plan for the provision of maritime SAR services

2015 MSC NCSR In progress Postponed NCSR 2/23, section 16

Note: MSC 95 approved to replace the description of the output to "Further development of the provision of global maritime SAR services" and extend it to 2017.

2.0.3.2 Annual list of IMO documents and publications to be held by MRCCs

Annual MSC NCSR Completed

Note: This work is always carried out as regular work under planned output 2.0.3.3 and hence can be deleted.

2.0.3.3 Guidelines on harmonized aeronautical and maritime search and rescue procedures, including SAR training matters

2014 MSC NCSR Postponed Postponed MSC 94/21, paragraph 18.21; NCSR 2/23, paragraph 15.17

Notes: Extension (to 2015) for this output has been approved as work related to this planned output has been tasked to the ICAO/IMO Joint Working Group by NCSR 1. NCSR 2 has invited the Committee to extend the target completion year for this output to 2017.






year

Parent organ(s)


Associated organ(s)


Year 1


Year 2

References

2.0.3.4 Procedures for routeing distress information in the GMDSS

2015 MSC NCSR In progress Completed NCSR 2/23, section 17

Note: NCSR 2 has invited MSC 95 to delete this planned output.


2014 MSC / FAL NCSR III Postponed Postponed MSC 95/22, paragraph 21.18.3; NCSR 1/28, section 22




Completed Completed MSC 95/22, paragraphs 3.87 to 3.93; NCSR 1/28, section 23


5.2.2.11 (UO)

Recognition of Galileo as a component of the WWRNS

2015 MSC NCSR In progress MSC 93/22, paragraph 20.22.1; NCSR 2/23, section 4

5.2.4.1 Routeing measures and mandatory ship reporting systems


5.2.4.2 Updates to the LRIT system Continuous MSC NCSR Ongoing Ongoing NCSR 2/23, section 5

5.2.4.4 Revised guidelines for the on board operational use of shipborne automatic identification systems (AIS)

2014 MSC NCSR Completed NCSR 1/28, section 11 and annex 9

5.2.4.5 Consolidation of ECDIS-related IMO circulars

2014 MSC NCSR Completed NCSR 1/28, section 5






year

Parent organ(s)


Associated organ(s)


Year 1


Year 2

References

5.2.4.6 Explanatory footnotes to SOLAS regulations V/15, V/18, V/19 and V/27

2014 MSC NCSR Completed MSC 90/28, paragraph 25.27; NCSR 1/28, section 7

5.2.4.7 Approved satellite navigation system "BeiDou" in the maritime field

2014 MSC NCSR Completed MSC 91/22, paragraph 19.20; NCSR 1/28, section 6

5.2.4.8 Guidelines on the carriage of ECDIS

2014 MSC NCSR Completed NCSR 1/28, section 4

5.2.4.9 Performance standards for multi-system shipborne navigation systems

2015 MSC NCSR In progress Postponed MSC 95/22, paragraph 11.11; NCSR 2/23, section 7

Note: MSC 95 approved to replace the description of the output to "Guidelines associated with multi-system shipborne radionavigation receivers dealing with the harmonized provision of PNT data and integrity information" and extend it to 2017.

5.2.5.1 Guidelines on MSI (maritime safety information) provisions


Note: MSC 95 approved to replace the description of the output to "Updating of the GMDSS Master Plan and guidelines on MSI (maritime safety information)" and extend it to 2017.


2015 MSC NCSR HTW In progress In progress MSC 90/28, paragraph 25.18; MSC 94/21, paragraph 9.26; NCSR 2/23, section 9


5.2.5.3 Analysis of developments in maritime radiocommunication systems and technology

2014 MSC NCSR Postponed Postponed MSC 94/21, paragraph 18.19; NCSR 2/23, section 8

Note: MSC 95 agreed to extend the target completion year for this output to 2017.






year

Parent organ(s)


Associated organ(s)


Year 1


Year 2

References

5.2.5.4 Analysis of information on developments in Inmarsat and Cospas-Sarsat



2015 MSC NCSR HTW In progress Completed NCSR 2/23, section 6 and annex 4




SUB-COMMITTEE ON SHIP DESIGN AND CONSTRUCTION (SDC)



year

Parent organ(s)


Associated organ(s)


Year 1


Year 2

References



Ongoing Ongoing MSC 78/26, paragraph 22.12; SDC1/26, section 21

2.0.1.1 Provisions to ensure the integrity and uniform implementation of the 1969 TM Convention

2014 MSC SDC HTW In progress Completed SDC 2/25, section 11

2.0.1.7 Amendments to the ESP Code

Continuous MSC SDC Ongoing Ongoing SDC 2/25, section 20

5.1.1.1 Guidelines on safe return to port for passenger ships

2016 MSC SDC In progress In progress MSC 81/25, paragraph 23.54; MSC 95/22 paragraph 10.7; SDC 2/25, section 4

Notes: Target completion year extended to 2016

5.1.1.2 A review of damage stability regulations for ro-ro passenger ships

2014 MSC SDC Completed MSC 93/22, paragraph 10.1; SDC 1/26, paragraph 6.7

5.1.1.3 Amendments to SOLAS and FSS Code to make evacuation analysis mandatory for new passenger ships and review of the Recommendation on evacuation analysis for new and existing passenger ships

2016 MSC SDC In progress In progress MSC 83/28, paragraph 25.25; MSC 93/22, paragraph 20.11; SDC 2/25, section 14

Note: Target completion year extended to 2016.






year

Parent organ(s)


Associated organ(s)


Year 1


Year 2

References

5.1.1.5 Review of conditions under which passenger ship watertight doors may be opened during navigation and prepare amendments to SOLAS regulation II-1/22 and MSC.1/Circ.1380

2015 MSC SDC In progress Completed MSC 92/26, paragraph 23.17; MSC 95/22, pparagraph 10.23; SDC 2/25, section 16

Note: MSC 95 agreed, in principle, to the Guidelines for approval at MSC 96 in conjunction with the adoption of the amendments to SOLAS chapter II-1.

5.1.1.6 Amendments to SOLAS chapter II-1 and associated guidelines on damage control drills for passenger ships

2016 MSC SDC HTW In progress MSC 93/22, paragraph 20.22.3; MSC 95/22, paragraph 10.24; SDC 2/25, section 17

5.2.1.1 Amendments to the criterion for maximum angle of heel in turns of the 2008 IS Code

2014 MSC SDC SDC In progress Completed MSC 95/22, paragraph 10.9; SDC 2/25, section 6



In progress Completed MSC 90/28, paragraph 25.10; MSC 93/22, paragraphs 15.7

5.2.1.4 Guidelines addressing the carriage of more than 12 industrial personnel on board vessels engaged on international voyages

2015 MSC SDC In progress Completed MSC 95/22, paragraphs 10.13, 19.24 to 19.26; SDC 2/25, section 8

Note: MSC 95 agreed to include, in the 2016-2017 biennial agendas of MSC and SDC and provisional agendas for MSC 96 and SDC 3, a new planned output on "Mandatory instrument and/or provisions addressing safety standards for the carriage of more than 12 industrial personnel on board vessels engaged on international voyages", with a target completion year of 2017.






year

Parent organ(s)


Associated organ(s)


Year 1


Year 2

References

5.2.1.12 Second generation intact stability criteria

2019 MSC SDC In progress In progress SDC 2/25, section 5

Notes: Target completion year extended to 2019. See post-biennial agenda. MSC 95 approved to replace the description of the output to "Finalization of second generation intact stability criteria" and extend it to 2019.

5.2.1.13 Amendments to SOLAS chapter II 1 subdivision and damage stability regulations

2017 MSC SDC In progress In progress MSC 85/26, paragraph 23.35; MSC 95/22, paragraph 10.5; SSDC 2/25, section 3



Completed MSC 94/21, paragraphs 3.61;

5.2.1.18 Interpretation of SOLAS regulation II-2/13.6 on means of escape from ro-ro cargo spaces

2014 MSC SDC In progress Completed MSC 90/28, paragraph 25.13; MSC.1/Circ.1505; SDC 2/25, section 15

5.2.1.19 Classification of offshore industry vessels and a review of the need for a non-mandatory code for offshore construction support vessels

2016 MSC SDC In progress In progress MSC 85/26, paragraph 23.27; SDC 2/25, section 9


5.2.1.21 Guidelines for use of Fibre Reinforced Plastics (FRP) within ship structures





In progress In progress MSC 88/26, paragraph 23.30; SDC 2/25, section 18







year

Parent organ(s)


Associated organ(s)


Year 1


Year 2

References

5.2.1.24 Amendments to Part B of the 2008 IS Code on towing, lifting and anchor handling operations



5.2.1.26 Amendments to SOLAS regulation II-1/11 and development of associated Guidelines to ensure the adequacy of testing arrangements for watertight compartments

2015 MSC SDC In progress Completed MSC 86/26, paragraph 23.36; MSC 95/22, paragraph 10.15 SDC 2/25, section 10

5.2.1.27 Amendments to SOLAS chapter II 2, the FTP Code and MSC/Circ.1120 to clarify the requirements for plastic pipes on ships

2014 MSC SDC In progress Completed MSC 88/26, paragraph 23.12; MSC.399(95; SDC 2/25, section 13



-COMMITTEE ON SHIP SYSTEMS AND EQUIPMENT (SSE)



year

Parent organ(s)


Associated organ(s)


Year 1


Year 2

References



Ongoing Ongoing MSC 78/26, paragraph 22.12; SSE 2/20, section 11

2.0.1.6 Amendments to SOLAS regulation II-1/40.2 concerning general requirements on electrical installations

2014 MSC SSE Completed MSC 94/21, paragraph 8.1; SSE 1/21, paragraph 4.6

5.1.1.4 Development of life safety performance criteria for alternative design and arrangements for fire safety (MSC/Circ.1002)

2016 MSC SSE Postponed Postponed MSC 95/22, paragraph 19.33 and annex 19; SSE 2/20, paragraph 5.10

Notes: Target completion year extended to 2016.

5.1.2.1 New framework of requirements for life-saving appliances

2015 MSC SSE In progress Completed MSC 95/22, paragraphs 12.6 to 12.8; SSE 2/20, paragraph 6.16

5.1.2.3 Revision of requirements for escape route signs and equipment location markings in SOLAS and related instruments

2016 MSC SSE HTW In progress MSC 94/21, paragraph 18.24

Notes: Target completion year extended to 2016.






year

Parent organ(s)


Associated organ(s)


Year 1


Year 2

References


2015 MSC SSE CCC Completed MSC 95/22, paragraph 3.99; SSE 1/21, paragraph 15.5

5.2.1.6 Amendments to the 2009 MODU Code concerning lifeboat drills

2015 MSC SSE Completed MSC 94/21, paragraphs 8.4 and 8.5; SSE 1/21, paragraph 11.7

5.2.1.7 Considerations related to the double sheathed low-pressure fuel pipes for fuel injection systems in engines on crude oil tankers

2015 MSC SSE In progress Completed MSC 95/22, paragraph 19.33 and annex 19; SSE 2/20, paragraph 9.6

5.2.1.8 Smoke control and ventilation 2015 MSC SSE In progress Completed MSC 95/22, paragraph 12.2; SSE 2/20, paragraph 3.12

5.2.1.9 Requirements for ships carrying hydrogen and compressed natural gas vehicles.

2014 MSC SSE Completed MSC 93/22, paragraphs 3.77 and 3.92.2; SSE 1/21, paragraph 3.11

5.2.1.10 Safety objectives and functional requirements of the Guidelines on alternative design and arrangements for SOLAS chapters II-1 and III

2016 MSC SSE In progress Postponed MSC 95/22, paragraphs 12.8 and 19.33 and annex 19; SSE 2/20, paragraph 7.7







year

Parent organ(s)


Associated organ(s)


Year 1


Year 2

References

5.2.1.11 Amendments to the LSA Code for thermal performance of immersion suits

2014 MSC SSE Postponed MSC 84/24, paragraph 22.48; SSE 1/21, paragraph 9.5

Note: Moved to the Committee's post-biennial agenda (MSC 93).

5.2.1.14 Amendments to SOLAS regulation II-2/20 and associated guidance on air quality management for ventilation of closed vehicle spaces, closed ro-ro and special category spaces

2014 MSC SSE Postponed Completed MSC 95/22, paragraph 12.4; SSE 2/20, paragraph 4.12



Completed MSC 95/22, paragraphs 3.87 to 3.9;3 SSE 1/21, paragraph 20.5

Note: MSC 94 adopted the Polar Code and the amendments to the SOLAS Convention; however, consequential work related to life-saving/fire safety performance standards is still to be considered with a view to advising MSC 96 accordingly.

5.2.1.22 Requirements for onboard lifting appliances and winches

2017 MSC SSE In progress Postponed MSC 95/22, paragraphs 12.24, 12.26 and 19.33; SSE 2/20, paragraph 8.17


5.2.1.25 Revised recommendation on conditions for the approval of servicing stations for inflatable liferafts (resolution A.761(18))







year

Parent organ(s)


Associated organ(s)


Year 1


Year 2

References

5.2.1.28 Amendments to the requirements for foam-type fire extinguishers in SOLAS regulation II 2/10.5

2014 MSC SSE In progress Completed MSC 93/22, paragraph 20.19; SSE 2/20, paragraph 10.5

5.2.1.32 Review of the MODU Code, LSA Code and MSC.1/Circ.1206/Rev.1

2016 MSC SSE HTW In progress MSC 93/22, paragraph 20.17


5.2.1.33 Amendments to the Guidelines for vessels with dynamic positioning (DP) systems (MSC/Circ.645)

2015 MSC SSE Postponed MSC 95/22, paragraph 19.33; SSE 2/20, paragraph 13.17

Note: Moved from post-biennial agenda. Target completion year extended to 2016.

5.2.1.35 Review of flashpoint requirements for oil fuel in SOLAS chapter II-2


5.2.1.36 Revision of requirements for automatic sprinkler systems

2015 MSC SSE Completed MSC 95/22, paragraphs 12.10 and 12.11; SSE 2/20, paragraph 15.14

***



ANNEX 20

PROVISIONAL AGENDAS FOR THE SUB-COMMITTEES

Provisional agenda for CCC 2 Opening of the session 1 Adoption of the agenda 2 Decisions of other IMO bodies 3 Amendments to the IGF Code and development of guidelines for low-flashpoint

fuels (5.2.1.2) 4 Safety requirements for carriage of liquefied hydrogen in bulk (5.2.1.34) 5 Amendments to the IMSBC Code and supplements (5.2.3.3) 6 Amendments to the IMDG Code and supplements (5.2.3.4) 7 Amendments to CSC 1972 and associated circulars (5.2.3.1) 8 Revised Guidelines for packing of cargo transport units (5.2.3.5) 9 Unified interpretation to provisions of IMO safety, security and environment related

Conventions (1.1.2.3) 10 Consideration of reports of incidents involving dangerous goods or marine pollutants

in packaged form on board ships or in port areas (12.3.1.1) 11 Mandatory requirements for classification and declaration of solid bulk cargoes as

harmful to the marine environment* 12 Biennial agenda and provisional agenda for CCC 3 13 Election of Chairman and Vice-Chairman for 2016 14 Any other business 15 Report to the Committees

* Output number to be decided by the Council.



Provisional agenda for HTW 3 Opening of the session 1 Adoption of the agenda 2 Decisions of other IMO bodies 3 Validated model training courses (5.2.2.3) 4 Reports on unlawful practices associated with certificates of competency (5.2.2.4) 5 Guidance for the implementation of the 2010 Manila Amendments (5.2.2.1) 6 Comprehensive review of the 1995 STCW-F Convention* 7 Role of the human element (n/a) 8 Revision of the Guidelines on Fatigue* 9 Revised Guidelines on the Implementation of the ISM Code by Administrations

(resolution A.1071(28)) on training audits* 10 Review of STCW passenger ship-specific safety training (5.2.2.2) 11 Amendments to SOLAS chapter II-1 and associated guidelines on damage control

drills for passenger ships (5.1.1.6) 12 Completion of the detailed review of the Global Maritime Distress and Safety System

(GMDSS) (5.2.5.2) 13 Revision of requirements for escape route signs and equipment location markings in

SOLAS and related instruments (5.1.2.3) 14 Amendments to the IGF Code and development of guidelines for low-flashpoint fuels

(5.2.1.2) 15 Review MODU Code, LSA Code and MSC.1/Circ.1206/Rev.1 (5.2.1.32) 16 Biennial status report and provisional agenda for HTW 4 17 Election of Chairman and Vice-Chairman for 2017 18 Any other business 19 Report to the Maritime Safety Committee

* Output number to be decided by the Council. * Output number to be decided by the Council.



Provisional agenda for III 2 Opening of the session 1 Adoption of the agenda 2 Decisions of other IMO bodies 3 Non-mandatory instrument on regulations for non-convention ships (5.2.1.16) 4 Requirements for access to, or electronic versions of, certificates and documents,

including record books required to be carried on ships (8.0.3.1) 5 Consideration and analysis of reports on alleged inadequacy of port reception

facilities (7.1.3.1) 6 Analysis of casualty and PSC data to identify trends and develop knowledge and

risk-based recommendations (12.1.2.1) 7 Measures to harmonize port State control (PSC) activities and procedures worldwide

(5.3.1.1) 8 Analysis of consolidated audit summary reports (2.0.2.1) 9 Updated Survey Guidelines under the Harmonized System of Survey and Certification

(HSSC) (5.2.1.17) 10 Non-exhaustive list of obligations under instruments relevant to the IMO Instruments

Implementation Code (III Code) (5.2.1.29) 11 Unified interpretation of provisions of IMO safety, security, and environment related

Conventions (1.1.2.3) 12 Review of general cargo ship safety (5.2.1.3) 13 Biennial status report and provisional agenda for III 3 14 Election of Chairman and Vice-Chairman for 2016 15 Any other business 16 Report to the Committees



Provisional agenda for NCSR 3

Opening of the session 1 Adoption of the agenda 2 Decisions of other IMO bodies 3 Routeing measures and mandatory ship reporting systems (5.2.4.1) 4 Amendment to the General Provisions on Ships' Routeing (resolution A.572(14)) on

establishing multiple structures at sea* 5 Recognition of Galileo as a component of the WWRNS (5.2.2.11 UO) 6 Additional modules to the Revised Performance Standards for Integrated Navigations

Systems (INS) (resolution MSC.252(83) relating to the harmonization of bridge design and display of information*

7 Updates to the LRIT system (5.2.4.2) 8 Guidelines associated with multi-system shipborne radionavigation receivers dealing

with the harmonized provision of PNT data and integrity information (5.2.4.9) 9 Guidelines for the harmonized display of navigation information received via

communications equipment* 10 Revised Guidelines and criteria for ship reporting systems (resolution MSC.43(64))* 11 Analysis of developments in maritime radiocommunication systems and technology

(5.2.5.3) 12 Performance Standards for ship-borne GMDSS equipment to accommodate

additional providers of GMDSS satellite services* 13 Interconnection of NAVTEX and Inmarsat SafetyNET receivers and their display on

Integrated Navigation Display Systems (TBA) 14 Completion of the detailed review of the Global Maritime Distress and Safety System

(GMDSS) (5.2.5.2) 15 Updating of the GMDSS master plan and guidelines on MSI (maritime safety

information) provisions (5.2.5.1) 16 Response to matters related to the Radiocommunication ITU R Study Group (1.1.2.2) 17 Response to matters related to ITU World Radiocommunication Conference (1.1.2.2) 18 Measures to protect the safety of persons rescued at sea (5.1.2.2) 19 Analysis of information on developments in Inmarsat and Cospas-Sarsat (5.2.5.4)




20 Revised Performance Standards for EPIRBs operating on 406 MHz (resolution A.810(19)) to include Cospas-Sarsat MEOSAR and second generation beacons*

21 Guidelines on harmonized aeronautical and maritime search and rescue procedures,

including SAR training matters (2.0.3.3) 22 Further development of the Global SAR Plan for the provision of maritime SAR

services (2.0.3.1) 23 Amendments to the IAMSAR Manual (1.3.4.1) 24 Revised guidelines for preparing plans for co-operation between search and rescue

services and passenger ships (MSC.1/Circ.1079)* 25 Unified interpretation of provisions of IMO safety, security, and environment related

Conventions (1.1.2.3) 26 Biennial status report and provisional agenda for NCSR 4 27 Election of Chairman and Vice-Chairman for 2017 28 Any other business 29 Report to the Maritime Safety Committee



Provisional agenda for SDC 3

Opening of the session 1 Adoption of the agenda 2 Decisions of other IMO bodies 3 Amendments to SOLAS regulations II-1/6 and II-1/8-1 (5.2.1.13) 4 Computerized stability support for the master in case of flooding for existing

passenger ships (5.2.1)* 5 Guidelines on safe return to port for passenger ships (5.1.1.1) 6 Finalization of second-generation intact stability criteria (5.2.1.12) 7 Amendments to part B of the 2008 IS Code on towing, lifting and anchor handling

operations (5.2.1.24) 8 Amendments to SOLAS and FSS Code to make evacuation analysis mandatory for

new passenger ships and review of the Recommendation on evacuation analysis for new and existing passenger ships (5.1.1.3)

9 Amendments to SOLAS chapter II-1 and associated guidelines on damage control drills

for passenger ships (5.1.1.6) 10 Revision of section 3 of the Guidelines for damage control plans and information to

the master (MSC.1/Circ.1245) for passenger ships* 11 Classification of offshore industry vessels and a review of the need for a

non-mandatory code for offshore construction support vessels (5.2.1.19) 12 Guidelines for wing-in-ground craft (5.2.1.23) 13 Amendments to the 2011 ESP Code (2.0.1.7) 14 Unified interpretation to provisions of IMO safety, security, and environment-related

Conventions (1.1.2.3) 15 Revised SOLAS regulation II-1/3-8 and associated guidelines (MSC.1/Circ.1175) and

new guidelines for safe mooring operations for all ships*

16 Mandatory instrument and/or provisions addressing safety standards for the carriage

of more than 12 industrial personnel on board vessels engaged on international voyages*

17 Guidelines for use of Fibre Reinforced Plastic (FRP) within ship structures (5.2.1.21) 18 Biennial status report and provisional agenda for SDC 4




19 Election of Chairman and Vice-Chairman for 2017 20 Any other business 21 Report to the Maritime Safety Committee



Provisional agenda for SSE 3 Opening of the session 1 Adoption of the agenda 2 Decisions of other IMO bodies 3 Safety objectives and functional requirements of the Guidelines on alternative design

and arrangements for SOLAS chapters II-1 and III (5.2.1.10) 4 Making the provisions of MSC.1/Circ.1206/Rev.1 mandatory* 5 Review the MODU Code, LSA Code and MSC.1/Circ.1206/Rev.1 (5.2.1.32) 6 Development of life safety performance criteria for alternative design and

arrangements for fire safety (MSC/Circ.1002) (5.1.1.4) 7 Clarification of the requirements in SOLAS chapter II-2 for fire integrity of windows on

passenger ships carrying not more than 36 passengers and special purpose ships with more than 60 (but no more than 240) persons on board*

8 Measures for onboard lifting appliances and winches (5.2.1.22) 9 Amendments to the Guidelines for vessels with dynamic positioning (DP) systems

(MSC/Circ.645) (5.2.1.33) 10 Revision of requirements for escape route signs and equipment location markings in

SOLAS and related instruments (5.1.2.3) 11 Revised SOLAS regulations II-1/13 and II-1/13-1 and other related regulations for new

ships* 12 Unified interpretation of provisions of IMO safety, security, and environment related

conventions (1.1.2.3) 13 Biennial status report and provisional agenda for SSE 4 14 Election of Chairman and Vice-Chairman for 2017 15 Any other business 16 Report to the Maritime Safety Committee

***




ANNEX 21

BIENNIAL STATUS REPORT OF THE MARITIME SAFETY COMMITTEE

MARITIME SAFETY COMMITTEE (MSC)



year

Parent organ(s)


Associated organ(s)


Year 1


Year 2

References

1.1.1.1 Cooperate with the United Nations on matters of mutual interest, as well as provide relevant input/guidance

Annual Assembly Council MSC / MEPC / FAL / LEG /

TCC

1.1.2.1 Cooperate with other international bodies on matters of mutual interest, as well as provide relevant input/guidance

Annual Assembly Council MSC / MEPC / FAL / LEG /

TCC


Annual MSC NCSR Completed Completed MSC 94/21, paragraphs 9.29 to 9.32


Continuous MSC / MEPC

III / PPR / CCC / SDC / SSE / NCSR

Ongoing Ongoing MSC 78/26, paragraph 22.12


Continuous MSC NCSR Ongoing Ongoing

2.0.1.1 Provisions to ensure the integrity and uniform

2014 MSC SDC HTW Postponed Completed






year

Parent organ(s)


Associated organ(s)


Year 1


Year 2

References

implementation of the 1969 TM Convention

2.0.1.6 Amendments to SOLAS regulation II-1/40.2 concerning general requirements on electrical installations

2014 MSC SSE Completed MSC 94/21, paragraph 8.1


Continuous MSC SDC Ongoing Ongoing


2015 Assembly Council MSC / MEPC / LEG / III

In progress In progress

2.0.2.3 Amendments making the IMO Instruments Implementation Code (III Code) and auditing mandatory

2015 MSC / MEPC

Completed Resolutions: MEPC.246(66), MEPC.247(66) and MSC.366(93)


2015 MSC NCSR In progress Postponed

Note: MSC 95 approved to replace the description of the output to "Further development of the provision of global maritime SAR services" and extend it to 2017.






year

Parent organ(s)


Associated organ(s)


Year 1


Year 2

References

2.0.3.2 Annual list of IMO documents and publications to be held by MRCCs

Annual MSC NCSR Completed

Note: This work is always carried out as regular work under planned output 2.0.3.3 and hence can be deleted.


2014 MSC NCSR Postponed Postponed

Notes: Extension (to 2015) for this output has been approved as work related to this planned output has been tasked to the ICAO/IMO Joint Working Group by NCSR 1. NCSR 2 has invited the Committee to extend the target completion year for this output to 2017.

2.0.3.4 Procedures for routeing distress information in the GMDSS

2015 MSC NCSR In progress Completed

Note: NCSR 2 has invited MSC 95 to delete this planned output.

3.4.1.1 Input on identifying emerging needs of developing countries, in particular SIDS and LDCs to be included in the ITCP

Continuous TCC MEPC / FAL / LEG

Ongoing Ongoing

3.5.1.1 Identify thematic priorities within the area of maritime safety and security, marine environmental protection,

Annual TCC MSC / MEPC / FAL / LEG

Completed Completed






year

Parent organ(s)


Associated organ(s)


Year 1


Year 2

References

facilitation of maritime traffic and maritime legislation

3.5.1.2 Input to the ITCP on emerging issues relating to sustainable development and achievement of the MDGs

2015 TCC MSC / MEPC / FAL / LEG

Completed

4.0.1.3 Endorsed proposals for unplanned outputs for the 2014-2015 biennium as accepted by the Committees

Annual Council MSC / MEPC / FAL / LEG /

TCC

C 112/D, paragraphs 8.1 and 8.2(i)

Note: MSC 95 approved to replace the description of the output to "Endorsed proposals for unplanned outputs for the 2016-2017 biennium as accepted by the Committees".

4.0.2.1 Endorsed proposals for the development, maintenance and enhancement of information systems and related guidance (GISIS, websites, etc.)

Continuous Council MSC / MEPC / FAL / LEG /

TCC

C 112/D, paragraphs 8.3 (vii) and 8.3(ix); MSC 87/26, paragraph 21.5 and FSI 21/18, paragraphs 3.23, 5.10 and 6.15; also MEPC 66/21, paragraph 18.29






year

Parent organ(s)


Associated organ(s)


Year 1


Year 2

References

4.0.5.1 Revised Guidelines on the Application of the Strategic Plan and the High-level Action Plan of the Organization ("GAP") and guidelines on organization and method of work of the committees, as appropriate

2015 Assembly Council MSC / MEPC / FAL / LEG /

TCC

Completed MSC 95/22, paragraph 18.2

5.1.1.1 Guidelines on safe return to port for passenger ships

2014 MSC SDC Postponed Postponed MSC 81/25, paragraph 23.54; MSC 95/22, paragraph 10.7


5.1.1.2 A review of damage stability regulations for ro-ro passenger ships

2014 MSC SDC Completed MSC 93/22, paragraph 10.1


2015 MSC SDC In progress In progress MSC 83/28, paragraph 25.25; MSC 93/22, paragraph 20.11







year

Parent organ(s)


Associated organ(s)


Year 1


Year 2

References


2014 MSC SSE Postponed Postponed MSC 95/22, paragraph 19.33 and annex 19

Notes: TCY extended to 2015 (MSC 93). TCY extended to 2016 (MSC 95).

5.1.1.5 Review of conditions under which passenger ship watertight doors may be opened during navigation and prepare amendments to SOLAS regulation II-1/22 and MSC.1/Circ.1380

2015 MSC SDC In progress Completed MSC 92/26, paragraph 23.17; MSC 95/22, paragraphs 10.22 and 10.23

5.1.1.6 (UO)

Amendments to SOLAS chapter II-1 and associated guidelines on damage control drills for passenger ships

2015 MSC SDC HTW In progress MSC 93/22, paragraph 20.22.3; MSC 95/22, paragraph 10.24

5.1.2.1 New framework of requirements for life-saving appliances

2015 MSC SSE In progress Completed MSC 95/22, paragraphs 12.6 to 12.8


2014 MSC / FAL NCSR III Postponed Postponed MSC 95/22, paragraph 21.18.3







year

Parent organ(s)


Associated organ(s)


Year 1


Year 2

References

5.1.2.3 (UO)

Revision of requirements for escape route signs and equipment location markings in SOLAS and related instruments

2015 MSC SSE HTW In progress In progress MSC 94/21, paragraph 18.24


5.2.1.1 Amendments to the criterion for maximum angle of heel in turns of the 2008 IS Code

2014 MSC SDC SDC Postponed Completed MSC 95/22, paragraph 10.9


2014 MSC CCC HTW Postponed In progress MSC 94/21, paragraphs 18.5 and 18.6; MSC 95/22, paragraph 3.97

Notes: TCY changed from 2014 to 2016 (MSC 94). IGF Code adopted by MSC 95 (MSC 95/WP.1/Add.1, paragraph 3.96). The renamed output (Amendments to the IGF Code and development of guidelines for low-flashpoint fuels) is scheduled to be completed in the 2016-2017 biennium (MSC 94).



Postponed In progress MSC 90/28, paragraph 25.10; MSC 93/22, paragraph 15.7

Note: III 2 might complete this output.






year

Parent organ(s)


Associated organ(s)


Year 1


Year 2

References

5.2.1.4 Guidelines addressing the carriage of more than 12 industrial personnel on board vessels engaged on international voyages

2015 MSC SDC In progress Completed MSC 92/26, paragraph 23.19; MSC 95/22, paragraphs 10.13, 19.24 to 19.26

Note: MSC 95 agreed to include, in the 2016-2017 biennial agendas of MSC and SDC and provisional agendas for MSC 96 and SDC 3, a new planned output on "Mandatory instrument and/or provisions addressing safety standards for the carriage of more than 12 industrial personnel on board vessels engaged on international voyages", with a target completion year of 2017.


2015 MSC SSE CCC In progress Completed MSC 95/22, paragraph 3.99

5.2.1.6 Amendments to the 2009 MODU Code concerning lifeboat drills

2015 MSC SSE Completed MSC 94/21, paragraphs 8.4 and 8.5

5.2.1.7 Considerations related to the double sheathed low-pressure fuel pipes for fuel injection systems in engines on crude oil tankers

2015 MSC SSE In progress Completed MSC 95/22, paragraph 19.33 and annex 19

5.2.1.8 Smoke control and ventilation

2015 MSC SSE In progress Completed MSC 95/22, paragraph 12.2

5.2.1.9 Requirements for ships carrying hydrogen and compressed natural gas vehicles

2014 MSC SSE Completed MSC 93/22, paragraphs 3.77 and 3.92.2






year

Parent organ(s)


Associated organ(s)


Year 1


Year 2

References


2015 MSC SSE In progress Postponed MSC 95/22, paragraphs 12.8 and 19.33 and annex 19

Note: TCY extended to 2016 (MSC 95).

5.2.1.11 Amendments to the LSA Code for thermal performance of immersion suits

2014 MSC SSE Postponed MSC 84/24, paragraph 22.48

Note: Moved to the Committee's post-biennial agenda (MSC 93).

5.2.1.12 Second generation intact stability criteria

2015 MSC SDC In progress In progress

Notes: Target completion year extended to 2019. See post-biennial agenda. MSC 95 approved to replace the description of the output to "Finalization of second generation intact stability criteria" and extend it to 2019.

5.2.1.13 Amendments to SOLAS chapter II 1 subdivision and damage stability regulations

2014 MSC SDC Postponed Postponed MSC 85/26, paragraph 23.35; MSC 95/22, paragraphs 10.4 and 10.5

Note: MSC 95 approved to replace the description of the output to "Amendments to SOLAS regulations II-1/6 and II-1/8-1" and extend it to 2017.






year

Parent organ(s)


Associated organ(s)


Year 1


Year 2

References

5.2.1.14 Amendments to SOLAS regulation II-2/20 and associated guidance on air quality management for ventilation of closed vehicle spaces, closed ro-ro and special category spaces

2014 MSC SSE Postponed Completed MSC 95/22, paragraph 12.4

Note: TCY changed to 2015 (MSC 93).


2015 MSC / MEPC

SDC PPR / NCSR / SSE / HTW

In progress In progress MSC 93/22, paragraphs 10.44, 10.50 and 20.12; MSC 95/22, paragraphs 3.87 to 3.93




HTW

In progress MSC 92/26, section 12

5.2.1.17 Updated Survey Guidelines under the Harmonized System of Survey and Certification (HSSC)

Annual MSC / MEPC

III Completed

5.2.1.18 Interpretation of SOLAS regulation II-2/13.6 on means of escape from ro-ro cargo spaces

2014 MSC SDC Postponed Completed MSC 90/28, paragraph 25.13; MSC.1/Circ.1505






year

Parent organ(s)


Associated organ(s)


Year 1


Year 2

References


2015 MSC SDC In progress In progress MSC 85/26, paragraph 23.27


5.2.1.20 Follow-up action to the STCW-F Conference resolutions 6 and 7

2015 MSC HTW In progress Completed

Note: No documents submitted for two sessions, and MSC 95 deleted this output from the biennial agenda.

5.2.1.21 Guidelines for use of Fibre Reinforced Plastics (FRP) within ship structures

2014 MSC SDC Postponed Postponed MSC 95/22, paragraph 10.16

Note: MSC 95 agreed to reinstate the existing output 5.2.1.21 (Guidelines for use of Fibre Reinforced Plastic (FRP) within ship structures) in the agenda of SDC 3.


2015 MSC SSE In progress Postponed MSC 95/22, paragraphs 12.24, 12.26 and 19.33 and annex 19




In progress In progress MSC 88/26, paragraph 23.30







year

Parent organ(s)


Associated organ(s)


Year 1


Year 2

References


2014 MSC SDC Postponed Postponed MSC 88/26, paragraph 23.36; MSC 95/22, paragraph 10.10


5.2.1.25 Revised recommendation on conditions for the approval of servicing stations for inflatable liferafts (resolution A.761(18))

2014 MSC SSE Completed MSC 94/21, paragraph 8.6

5.2.1.26 Amendments to SOLAS regulation II-1/11 and development of associated Guidelines to ensure the adequacy of testing arrangements for watertight compartments

2015 MSC SDC In progress Completed MSC 86/26, paragraph 23.36; MSC 95/22, paragraph 10.15






year

Parent organ(s)


Associated organ(s)


Year 1


Year 2

References

5.2.1.27 Amendments to SOLAS chapter II 2, the FTP Code and MSC/Circ.1120 to clarify the requirements for plastic pipes on ships

2014 MSC SDC Postponed Completed MSC 88/26, paragraph 23.12; MSC.399(95), amendments to the Guidelines for the application of plastic pipes on ships (resolution A.753(18)), as amended by resolution MSC.313(88)

5.2.1.28 Amendments to the requirements for foam-type fire extinguishers in SOLAS regulation II 2/10.5

2014 MSC SSE Postponed Postponed MSC 93/22, paragraph 20.19



Annual MSC / MEPC

III Completed

5.2.1.30 Adoption of the revised IGC Code

2014 MSC Completed MSC 93/22, paragraph 3.82






year

Parent organ(s)


Associated organ(s)


Year 1


Year 2

References

5.2.1.32 (UO)

Review of the MODU Code, LSA Code and MSC.1/Circ.1206/Rev.1

2015 MSC SSE HTW In progress In progress MSC 93/22, paragraph 20.17

Notes: Output scheduled to be finalized in the 2016-2017 biennium. TCY is 2016.


2015 MSC SSE In progress Postponed MSC 95/22, paragraph 19.33 and annex 19

Notes: Moved from post-biennial agenda. TCY extended to 2016 (MSC 95).

5.2.1.34 (UO)

Safety requirements for carriage of liquefied hydrogen in bulk

2015 MSC CCC MSC 94/21, paragraph 18.3

Note: TCY 2016.

5.2.1.35 (UO)

Review of flashpoint requirements for oil fuel in SOLAS chapter II-2

2015 MSC SSE In progress In progress MSC 95/22, paragraph 12.9

Note: Output scheduled to be finalized in the 2016-2017 biennium.

5.2.1.36 (UO)

Revision of requirements for automatic sprinkler systems

2015 MSC SSE In progress Postponed MSC 95/22, paragraphs 12.10 and 12.11

5.2.2.1 Guidance for the implementation of the 2010 Manila Amendments

2014 MSC HTW Postponed Postponed MSC 93/22, paragraph 11.4






year

Parent organ(s)


Associated organ(s)


Year 1


Year 2

References

5.2.2.2 Review of STCW passenger ship-specific safety training

2015 MSC HTW In progress Postponed MSC 95/22, paragraph 9.7

Note: MSC 95 extended the TCY to 2016.

5.2.2.3 Validated model training courses

Continuous MSC HTW Ongoing Ongoing


Annual MSC HTW Completed Completed

5.2.2.5 Reports to the MSC on information communicated by STCW Parties

Annual MSC Completed Completed

5.2.2.6 Revised guidelines for model course development, updating and validation processes

2015 MSC HTW In progress Completed MSC-MEPC.2/Circ.15

5.2.2.7 Training in hot-work procedures on crude oil tankers

2015 MSC HTW SSE In progress Completed MSC 91/22, paragraphs 19.14 and 19.31

Note: No documents submitted for two sessions, therefore MSC 95 agreed to delete this output from the biennial agenda.

5.2.2.8 Guidance for personnel involved with tug-barge operations

2014 MSC HTW SDC Completed MSC 90/28, paragraph 25.42






year

Parent organ(s)


Associated organ(s)


Year 1


Year 2

References

5.2.2.9 Guidelines for shipowners and seafarers for implementation of relevant IMO instruments in relation to the carriage of dangerous goods in packaged form by sea

2015 MSC HTW In progress In progress MSC 95/22, paragraph 9.8

Note: The Committee endorsed HTW recommendation to forward the draft MSC circular to CCC for review and finalization, with a view to subsequent approval by the Committee.

5.2.2.10 A globally consistent format for the certificate of training and education issued under the STCW Convention

2015 MSC HTW Completed

5.2.2.11 (UO)

Recognition of Galileo as a component of the WWRNS

2015 MSC NCSR In progress MSC 93/22, paragraph 20.22.1


2014 MSC CCC In progress MSC 94/21, paragraph 18.3

Note: TCY changed from 2014 to 2015 (MSC 94).

5.2.3.2 Measures to prevent loss of containers

2014 MSC CCC SDC / HTW Completed

Notes: DSC 18 completed work on this output in 2013. Amendments to SOLAS chapter VI were approved by MSC 93 and adopted by MSC 94 in 2014.

5.2.3.3 Amendments to the IMSBC Code and supplements


CCC Ongoing






year

Parent organ(s)


Associated organ(s)


Year 1


Year 2

References

5.2.3.4 Amendments to the IMDG Code and supplements

Continuous MSC CCC Ongoing

5.2.3.5 Revised Guidelines for packing of cargo transport units

2015 MSC CCC In progress MSC 94/21, paragraphs 11.5 to 11.7

5.2.3.7 Adoption of amendments to SOLAS and the relevant codes concerning mandatory carriage of appropriate atmosphere testing instruments on board ships

2014 MSC Completed MSC 93/22, paragraphs 9.21 to 9.27

5.2.4.1 Routeing measures and mandatory ship reporting systems


5.2.4.2 Updates to the LRIT system Continuous MSC NCSR Ongoing Ongoing

5.2.4.3 New symbols for AIS aids to navigation

2014 MSC Completed MSC 93/22, paragraphs 8.12 and 8.13

Note: This planned output was already completed at NAV 59.

5.2.4.4 Revised guidelines for the on board operational use of shipborne automatic identification systems (AIS)

2014 MSC NCSR Completed

5.2.4.5 Consolidation of ECDIS-related IMO circulars







year

Parent organ(s)


Associated organ(s)


Year 1


Year 2

References

5.2.4.6 Explanatory footnotes to SOLAS regulations V/15, V/18, V/19 and V/27

2014 MSC NCSR Completed MSC 90/28, paragraph 25.27

5.2.4.7 Approved satellite navigation system "BeiDou" in the maritime field

2014 MSC NCSR Completed MSC 91/22, paragraph 19.20

5.2.4.8 Guidelines on the carriage of ECDIS


5.2.4.9 Performance standards for multi-system shipborne navigation systems

2015 MSC NCSR In progress Postponed MSC 95/22, paragraph 11.11

Note: MSC 95 approved to replace the description of the output to "Guidelines associated with multi-system shipborne radionavigation receivers dealing with the harmonized provision of PNT data and integrity information" and extend it to 2017.

5.2.4.10 (UO)

Performance review and audit of LRIT Data Centres

2015 MSC Completed MSC 94/21, paragraph 9.13; MSC 95/22, paragraphs 7.7 and 7.8

5.2.5.1 Guidelines on MSI (maritime safety information) provisions


Note: MSC 95 approved to replace the description of the output to "Updating of the GMDSS Master Plan and guidelines on MSI (maritime safety information)" and extend it to 2017.






year

Parent organ(s)


Associated organ(s)


Year 1


Year 2

References


2015 MSC NCSR HTW In progress In progress MSC 90/28, paragraph 25.18


5.2.5.3 Analysis of developments in maritime radiocommunication systems and technology

2014 MSC NCSR Postponed

Note: MSC 95 agreed to extend the target completion year for this output to 2017.

5.2.5.4 Analysis of information on developments in Inmarsat and Cospas-Sarsat



2015 MSC NCSR HTW In progress Completed




III Ongoing Ongoing MEPC 66/21, paragraph 18.8; MSC 94/21, paragraph 18.2.1






year

Parent organ(s)


Associated organ(s)


Year 1


Year 2

References

6.1.1.1 Guidelines and guidance on the implementation and interpretation of SOLAS chapter XI-2 and the ISPS Code


6.2.1.1 Consideration and analysis of monthly and annual reports on piracy


6.2.1.2 Revised guidance relating to the prevention of piracy and armed robbery to reflect emerging trends and behaviour patterns

Annual MSC LEG Completed Completed

7.1.2.13 Code for the transport and handling of limited amounts of hazardous and noxious liquid substances in bulk on offshore support vessels

2015 MSC / MEPC

PPR SDC / SSE In progress In progress

8.0.2.1 Consideration and analysis of reports and information on persons rescued at sea and stowaways

Annual MSC / FAL Completed Completed






year

Parent organ(s)


Associated organ(s)


Year 1


Year 2

References


2015 FAL MSC / LEG / III / MEPC

In progress In progress

10.0.1.1 Verified goal-based new ship construction standards for tankers and bulk carriers

Continuous MSC Ongoing Ongoing MSC 94/21, paragraph 18.2.2

10.0.1.2 Consideration of development of goal-based ship construction standards for all ship types

2015 MSC / MEPC

In progress MEPC 66/21, paragraph 18.8; MSC 94/21, paragraph 18.2.3; MSC.1/Circ.1394/Rev.1

Note: Extend target completion date to 2017.

12.1.1.1 Review of FSA studies by the FSA Experts' Group

Continuous MSC Ongoing Ongoing


Annual MSC / MEPC

III HTW / PPR / CCC / SDC / SSE / NCSR

Completed Completed MSC 92/26, paragraph 22.29


Annual MSC / MEPC

CCC III Postponed

***



ANNEX 22

PROPOSALS FOR THE HIGH-LEVEL ACTION PLAN OF THE ORGANIZATION AND PRIORITIES FOR THE 2016-2017 BIENNIUM FOR THE MARITIME SAFETY COMMITTEE*


PLANNED OUTPUTS 2016-2017


Description Parent organ(s)


Associated organ(s)

Target completion

year

1.1.1.1 Cooperate with the United Nations on matters of mutual interest, as well as provide relevant input/guidance

Assembly Council MSC / MEPC / FAL / LEG / TCC

Annual

1.1.2.1 Cooperate with other international bodies on matters of mutual interest, as well as provide relevant input/guidance

Assembly Council MSC / MEPC / FAL / LEG / TCC

Annual


MSC NCSR Annual


MSC / MEPC III / PPR / CCC / SDC / SSE / NCSR / HTW

Continuous


MSC NCSR Continuous


MSC SDC Continuous

2.0.1.[ ] Analysis and consideration of recommendations to reduce administrative burdens in IMO instruments including those identified by the SG-RAR

Assembly Council MSC / MEPC / FAL / TCC / LEG

2017

Notes: MSC 95 approved to include this new planned output. Number to be assigned by C 114


Assembly Council MSC / MEPC / LEG / III

Annual

Notes: Target completion year proposed to be changed to "Annual" and associated organs proposed to include "FAL/TCC" as the analysis of CASRs could identify issues under the purview of these Committees

* Proposed modifications to the outputs in the 2014-2015 biennium are contained in the "Notes" section only when changes are proposed.








Associated organ(s)

Target completion

year


MSC NCSR 2017

Notes: MSC 95 approved the replacement of the description of the output with the following text: "Further development of the provision of global maritime SAR services", and to extend the target completion year for this output to 2017


MSC NCSR 2017

3.4.1.1 Input on identifying emerging needs of developing countries, in particular SIDS and LDCs to be included in the ITCP

TCC MSC / MEPC / FAL / LEG

Continuous

3.5.1.1 Identify thematic priorities within the area of maritime safety and security, marine environmental protection, facilitation of maritime traffic and maritime legislation


Annual

3.5.1.2 Input to the ITCP on emerging issues relating to sustainable development and achievement of the MDGs


2017

4.0.1.3 Endorsed proposals for unplanned outputs for the 2014-2015 biennium as accepted by the Committees

Council MSC / MEPC / FAL / LEG / TCC

Annual

Notes: MSC 95 approved the replacement of the description of the output with the following text: "Endorsed proposals for unplanned outputs for the 2016-2017 biennium as accepted by the Committees"

4.0.2.1 Endorsed proposals for the development, maintenance and enhancement of information systems and related guidance (GISIS, websites, etc.)

Council MSC / MEPC / FAL / LEG / TCC

Continuous








Associated organ(s)

Target completion

year

4.0.5.1 Guidelines on organization and method of work of the committees, as appropriate Council / MSC / MEPC / FAL / LEG / TCC

Continuous

5.1.1.1 Guidelines on safe return to port for passenger ships MSC SDC 2016


MSC SDC 2016


MSC SSE 2016

5.1.1.6 Amendments to SOLAS chapter II-1 and associated guidelines on damage control drills for passenger ships

MSC SDC HTW 2016

5.1.1.[ ] Passenger ship safety MSC 2017

Notes: MSC 92 approved to include in the post-biennial agenda of MSC, with two sessions to be completed. Number to be assigned by C 114.

5.1.1.[ ] Clarification of the requirements in SOLAS chapter II-2 for fire integrity of windows on passenger ships carrying not more than 36 passengers and special purpose ships with more than 60 (but no more than 240) persons on board

MSC SSE 2017


5.1.2.2 Measures to protect the safety of persons rescued at sea MSC / FAL NCSR III 2017

Notes: MSC 95 approved to move this output from Committee's post-biennial agenda, with 2 sessions for completion.

5.1.2.3 Revision of requirements for escape route signs and equipment location markings in SOLAS and related instruments

MSC SSE HTW 2016

5.1.2.[ ] Revised guidelines for preparing plans for co-operation between search and rescue services and passenger ships (MSC.1/Circ.1079)

MSC NCSR 2017









Associated organ(s)

Target completion

year


MSC CCC HTW 2016


MSC SSE 2016

5.2.1.12 Second generation intact stability criteria MSC SDC 2019

Notes: MSC 95 approved the replacement of the description of the output with the following text: "Finalization of second generation intact stability criteria", and to extend the target completion year for this output to 2019

5.2.1.13 Amendments to SOLAS chapter II 1 subdivision and damage stability regulations MSC SDC 2017

Notes: MSC 95 approved the replacement of the description of the output with the following text: "Amendments to SOLAS regulations II-1/6 and II-1/8-1”, and to extend the target completion year for this output to 2017


MSC / MEPC SDC PPR / NCSR / SSE / HTW

2017

5.2.1.16 Non mandatory instrument on regulations for non-convention ships MSC III PPR / SDC / SSE / NCSR / HTW

2015

5.2.1.17 Updated Survey Guidelines under the Harmonized System of Survey and Certification (HSSC)

MSC / MEPC III Annual


MSC SDC 2016

5.2.1.21 Guidelines for use of Fibre Reinforced Plastic (FRP) within ship structures MSC SDC 2017


MSC SSE 2017








Associated organ(s)

Target completion

year


MSC SDC SSE / NCSR / HTW 2016


MSC SDC 2016



5.2.1.32 Review of the MODU Code, LSA Code and MSC.1/Circ.1206/Rev.1 MSC SSE HTW 2016


MSC SSE 2016

5.2.1.34 Safety requirements for carriage of liquefied hydrogen in bulk MSC CCC 2016

5.2.1.[ ] Revision of section 3 of the Guidelines for damage control plans and information to the master (MSC.1/Circ.1245) for passenger ships

MSC SDC 2017

Notes: MSC 93 approved to include in the post-biennial agenda of MSC, with three sessions to be completed. Number to be assigned by C 114

5.2.1.[ ] Computerized stability support for the master in case of flooding for existing passenger ships

MSC SDC 2016

Notes: MSC 94 approved to include in the post-biennial agenda of MSC, with two sessions to be completed. Number to be assigned by C 114

5.2.1.[ ] Revised SOLAS regulation II-1/3-8 and associated guidelines (MSC.1/Circ.1175) and new guidelines for safe mooring operations for all ships

MSC SDC SSE/HTW 2017


5.2.1.[ ] Mandatory instrument and/or provisions addressing safety standards for the carriage of more than 12 industrial personnel on board vessels engaged on international voyages

MSC SDC 2017









Associated organ(s)

Target completion

year

5.2.1.[ ] Revised SOLAS regulations II-1/13 and II-1/13-1 and other related regulations for new ships

MSC SSE SDC 2017


5.2.2.1 Guidance for the implementation of the 2010 Manila Amendments MSC HTW 2017

5.2.2.2 Review of STCW passenger ship-specific safety training MSC HTW 2016

5.2.2.3 Validated model training courses MSC HTW Continuous


MSC HTW Annual

5.2.2.5 Reports to the MSC on information communicated by STCW Parties

MSC Annual

5.2.2.11 Recognition of Galileo as a component of the WWRNS

MSC NCSR 2016


MSC CCC 2015

Notes: TCY changed from 2014 to 2015 (MSC 94)

5.2.3.3 Amendments to the IMSBC Code and supplements MSC / MEPC CCC Continuous

5.2.3.4 Amendments to the IMDG Code and supplements MSC CCC Continuous

5.2.3.5 Revised Guidelines for packing of cargo transport units MSC CCC 2015

5.2.4.1 Routeing measures and mandatory ship reporting systems MSC NCSR Continuous

5.2.4.2 Updates to the LRIT system MSC NCSR Continuous








Associated organ(s)

Target completion

year

5.2.4.9 Performance standards for multi-system shipborne navigation systems MSC NCSR 2017

Notes: MSC 95 approved the replacement of the description of the output with the following text: "Guidelines associated with multi-system shipborne radionavigation receivers dealing with the harmonized provision of PNT data and integrity information", and to extend the target completion year for this output to 2017

5.2.4.[ ] Interconnection of NAVTEX and Inmarsat SafetyNET receivers and their display on Integrated Navigation Display Systems

MSC NCSR 2016

Notes: MSC 92 approved to include in the post-biennial agenda of MSC, with one session to be completed. Number to be assigned by C 114

5.2.4.[ ] Amendment to the General Provisions on Ships’ Routeing (resolution A.572(14)) on establishing multiple structures at sea

MSC NCSR 2016


5.2.5.1 Guidelines on MSI (maritime safety information) provisions MSC NCSR Continuous

Notes: MSC 95 agreed that the consideration of issues related to the "Further development of the GMDSS master plan on shore-based facilities" could in future take place under this output agreed to rename this output as "Updating of the GMDSS Master Plan and guidelines on MSI (maritime safety information)"


MSC NCSR HTW 2015

Notes: Taking into account that the Detailed Review is in a very early stage and cannot be finalized by NSCR 2, MSC 94 has agreed to extend this planned output, for an additional year (to 2018) and approved the revised Plan of work. Two different outputs have been approved for the next biennium: "Completion of the detailed review of the Global Maritime Distress and Safety System (GMDSS)" with TCY of 2016, and "Draft Modernization Plan of the Global Maritime Distress and Safety System (GMDSS)" with TCY of 2017, noting that this output will not commence until the first one has been completed

5.2.5.3 Analysis of developments in maritime radiocommunication systems and technology MSC NCSR 2017

5.2.5.4 Analysis of information on developments in Inmarsat and Cospas-Sarsat MSC NCSR Continuous

5.2.5.[ ] Performance Standards for ship-borne GMDSS equipment to accommodate additional providers of GMDSS satellite services

MSC NCSR 2016









Associated organ(s)

Target completion

year

5.2.5.[ ] Revised Performance Standards for EPIRBs operating on 406 MHz (resolution A.810(19)) to include Cospas-Sarsat MEOSAR and second generation beacons

MSC NCSR 2017


5.2.6.[ ] Additional modules to the Revised Performance Standards for Integrated Navigations Systems (INS) (resolution MSC.252(83) relating to the harmonization of bridge design and display of information

MSC NCSR 2017


5.2.6.[ ] Guidelines for the harmonized display of navigation information received via communications equipment

MSC NCSR 2017


5.2.6.[ ] Revised Guidelines and criteria for ship reporting systems (resolution MSC.43(64))

MSC NCSR 2017



MSC / MEPC III Continuous

5.4.1.[ ] Revision of the guidelines on fatigue

MSC HTW 2017

Notes: MSC 94 approved to include in the post-biennial agenda of MSC, with three sessions to be completed. Number to be assigned by C 114

5.4.1.[ ] Comprehensive review of the 1995 STCW-F Convention

MSC HTW 2018


6.1.1.1 Guidelines and guidance on the implementation and interpretation of SOLAS chapter XI-2 and the ISPS Code

MSC Annual

6.2.1.1 Consideration and analysis of monthly and annual reports on piracy MSC Annual








Associated organ(s)

Target completion

year

6.2.1.2 Revised guidance relating to the prevention of piracy and armed robbery to reflect emerging trends and behaviour patterns

MSC LEG Annual

7.1.2.2 Designated Special Areas and PSSAs and their associated protective measures MEPC NCSR Continuous

7.1.2.13 Code for the transport and handling of limited amounts of hazardous and noxious liquid substances in bulk on offshore support vessels

MSC / MEPC PPR SDC / SSE 2017

7.1.3.1 Consideration and analysis of reports on alleged inadequacy of port reception facilities MEPC III Annual

8.0.2.1 Consideration and analysis of reports and information on persons rescued at sea and stowaways

MSC / FAL Annual


FAL MSC / LEG / III / MEPC

2017

10.0.1.1 Verified goal-based new ship construction standards for tankers and bulk carriers MSC Continuous

10.0.1.2 Consideration of development of goal-based ship construction standards for all ship types

MSC / MEPC 2017

12.1.1.1 Review of FSA studies by the FSA Experts' Group MSC Continuous



12.2.1.[ ] Revised Guidelines on the Implementation of the ISM Code by Administrations (resolution A.1071(28)) on training audits

MSC HTW 2016



MSC / MEPC CCC Annual

***



ANNEX 23

POST-BIENNIAL AGENDA OF THE MARITIME SAFETY COMMITTEE


ACCEPTED POST-BIENNIAL OUTPUTS

Number Biennium (when the

output was placed on the post-biennial agenda)

Reference to

High-level Actions


Coordinating organs(s)

Associated organ(s)

Timescale (sessions)

References

7 2012-2013 2.0.1 Mandatory application of the Performance standard for protective coatings for void spaces on bulk carriers and oil tankers

MSC SDC 2 MSC 76/23, paragraphs 20.41.2 and 20.48; DE 50/27, section 4

8 2012-2013 2.0.1 Performance standard for protective coatings for void spaces on all types of ships

MSC SDC 2 MSC 76/23, paragraphs 20.41.2 and 20.48

9 2012-2013 2.0.1 Revision of the provisions for helicopter facilities in SOLAS and the MODU Code

MSC SDC 2 MSC 86/26, paragraph 23.39

32 2012-2013 5.2.4 Recommendations related to navigational sonar on crude oil tankers

MSC SDC 1 MSC 91/22, paragraph 19.23







Reference to

High-level Actions



Associated organ(s)


References

38 2012-2013 5.2.5 Approval of the modernization plan of the Global Maritime Distress and Safety System (GMDSS)

MSC NCSR HTW 2 MSC 90/28, paragraph 25.18

42 2012-2013 5.2.1 Review of the 2009 Code on Alerts and Indicators

MSC SDC NCSR 2 MSC 89/25, paragraph 22.25

45 2012-2013 5.2.1 Development of a requirement for hoist winches to be tested following any maintenance, repair or modification (MSC.1/Circ.1331)

MSC SDC 1 MSC 90/28, paragraph 25.31; MSC.1/Circ.1331

58 2012-2013 5.2.1 Finalization of second generation intact stability criteria

MSC SDC 4 SLF 55/17, paragraph 3.13

62 2012-2013 5.1.1 Passenger ship safety MSC 2 New output for the 2014-2015 HLAP

63 2012-2013 5.2.1 Finalization of a non-mandatory instrument on regulations for non-convention ships

MSC III 2 Interim output 5.2.1.18 in the 2012-2013 HLAP







Reference to

High-level Actions



Associated organ(s)


References

65 2012-2013 5.2.1 Application of amendments to SOLAS and related codes and guidelines

MSC 2 MSC 91/22, paragraphs 3.16 to 3.35

68 2012-2013 5.2.4 Interconnection of NAVTEX and Inmarsat SafetyNET receivers and their display on Integrated Navigation Display Systems

MSC NCSR 1 MSC 92/WP.1, paragraph 23.13

73 2014-2015 5.2.1 Revision of section 3 of the Guidelines for damage control plans and information to the master (MSC.1/Circ.1245) for passenger ships

MSC SDC 3 MSC 93/22, paragraph 6.28.4

74 2014-2015 5.2.2 Recognition of Galileo as a component of the WWRNS

MSC NCSR 1 Output 5.2.2.11







Reference to

High-level Actions



Associated organ(s)


References

75 2014-2015 5.1.1 Amendments to SOLAS chapter II 1, part B-4, Stability Management, and associated guidelines, to include requirements on damage control drills for passenger ships

MSC SDC NCSR 1 Output 5.1.1.6

76 2014-2015 5.2.1 Application of the Mandatory Code to non-SOLAS ships operating in polar waters

MSC 3 Output 5.2.1.15

77 2014-2015 5.2.1 Review MODU Code, LSA Code and MSC.1/Circ.1206/Rev.1

MSC SSE HTW 1 Output 5.2.1.32

78 2014-2015 5.2.1 Amendments to the Guidelines for vessels with dynamic positioning (DP) systems (MSC/Circ.645)

MSC 1 Output 5.2.1.33







Reference to

High-level Actions



Associated organ(s)


References

83 2014-2015 7.1.2 Code for the transport and handling of limited amounts of hazardous and noxious substances in bulk on offshore support vessels (2017)

MSC / MEPC

PPR SDC / SSE 3

86 2014-2015 5.1.2 Measures to protect the safety of persons rescued at sea (2017)

MSC / FAL NCSR III 2

87 2014-2015 2.0.3 Further development of the Global SAR Plan for the provision of maritime SAR services (2017)

MSC NCSR 2

88 2014-2015 2.0.3 Guidelines on harmonized aeronautical and maritime search and rescue procedures, including SAR training matters (2017)

MSC NCSR 2

89 2014-2015 2.0.3 Procedures for routeing distress information in the GMDSS (2017)

MSC NCSR 2







Reference to

High-level Actions



Associated organ(s)


References

90 2014-2015 5.2.1 Amendments to the LSA Code for thermal performance of immersion suits

MSC SSE 2

91 2014-2015 5.2.2 Guidance for the implementation of the 2010 Manila Amendments (2017)

MSC HTW 2

92 2014-2015 5.2.2 Review of STCW passenger ship-specific safety training (2017)

MSC HTW 2

93 2014-2015 5.1.1 Amendments to SOLAS and FSS Code to make evacuation analysis mandatory for new passenger ships and review of the Recommendation on evacuation analysis for new and existing passenger ships (2016)

MSC SDC 2







Reference to

High-level Actions



Associated organ(s)


References

97 2014-2015 5.2.1 Amendments to the IGF Code and development of guidelines for low-flashpoint fuels (2016)

MSC CCC 1 MSC 94/21, paragraphs 18.5 and 18.6

98 2014-2015 5.1.1 Computerized stability support for the master in case of flooding for existing passenger ships

MSC SDC 2 MSC 94/21, paragraphs 6.8 and 18.20

99 2014-2015 5.2.1 Safety requirements for carriage of liquefied hydrogen in bulk (2016)

MSC CCC 2 MSC 94/21, paragraph 18.3

100 2014-2015 5.4.1 Revision of the Guidelines on Fatigue (2017)

MSC HTW 3 MSC 94/21, paragraph 18.8

101 2014-2015 5.2.1 Review of flashpoint requirements for oil fuel in SOLAS chapter II-2 (2016)

MSC SSE 2 MSC 94/21, paragraph 18.23

102 2014-2015 5.1.2 Revision of requirements for escape route signs and equipment location markings in SOLAS and related instruments (2016)

MSC SSE HTW 2 MSC 94/21, paragraph 18.24







Reference to

High-level Actions



Associated organ(s)


References

103 2014-2015 5.2.4 Performance review and audit of LRIT Data Centres (2016)

MSC 2 MSC 94/21, paragraph 9.13

110 2014-2015 8.0.4 Analysis and consideration of recommendations to reduce administrative burdens in IMO instruments including those identified by the SG-RAR (2017)

MSC / MEPC / FAL / LEG

2

111 2014-2015 5.2.6 Guidelines on standardized modes of operation, S-mode

MSC NCSR 2

112 2014-2015 5.2.6 Revised General requirements for shipborne radio equipment forming part of the Global Maritime Distress and Safety System (GMDSS) and for electronic navigational aids (resolution A.694(17)) relating to Built-In Integrity Testing (BIIT) for navigation equipment

MSC NCSR 2







Reference to

High-level Actions



Associated organ(s)


References

113 2014-2015 5.2.4 Amendment to the General Provisions on Ships' Routeing (resolution A.572(14)) on establishing multiple structures at sea (2016)

MSC NCSR 1

114 2014-2015 5.1.2 Revised guidelines for preparing plans for co-operation between search and rescue services and passenger ships (MSC.1/Circ.1079) (2017)

MSC NCSR 2

115 2014-2015 5.2.6 Additional modules to the Revised Performance Standards for Integrated Navigations Systems (INS) (resolution MSC.252(83) relating to the harmonization of bridge design and display of information (2017)

MSC NCSR 2







Reference to

High-level Actions



Associated organ(s)


References

116 2014-2015 5.2.6 Guidelines for the harmonized display of navigation information received via communications equipment (2017)

MSC NCSR 2

117 2014-2015 5.2.6 Revised Guidelines and criteria for ship reporting systems (resolution MSC.43(64)) (2017)

MSC NCSR 2

118 2014-2015 12.2.1 Revised Guidelines on the Implementation of the ISM Code by Administrations (resolution A.1071(28)) on training audits (2016)

MSC HTW 1

119 2014-2015 5.2.1 Revised SOLAS regulation II-1/3-8 and associated guidelines (MSC.1/Circ.1175) and new guidelines for safe mooring operations for all ships (2017)

MSC SDC HTW / SSE 2







Reference to

High-level Actions



Associated organ(s)


References

120 2014-2015 5.2.1 Mandatory instrument and/or provisions addressing safety standards for the carriage of more than 12 industrial personnel on board vessels engaged on international voyages (2017)

MSC SDC 2

121 2014-2015 5.1.1 Clarification of the requirements in SOLAS chapter II-2 for fire integrity of windows on passenger ships carrying not more than 36 passengers and special purpose ships with more than 60 (but no more than 240) persons on board (2017)

MSC SSE 2

122 2014-2015 5.2.1 Making the provisions of MSC.1/Circ.1206/Rev.1 mandatory (2016)

MSC SSE 1







Reference to

High-level Actions



Associated organ(s)


References

123 2014-2015 5.2.5 Revised Performance Standards for EPIRBs operating on 406 MHz (resolution A.810(19)) to include Cospas-Sarsat MEOSAR and second generation beacons (2017)

MSC NCSR 2

124 2014-2015 5.2.5 Performance Standards for ship-borne GMDSS equipment to accommodate additional providers of GMDSS satellite services (2017)

MSC NCSR 2

125 2014-2015 5.2.1 Revised SOLAS regulations II-1/13 and II-1/13-1 and other related regulations for new ships (2017)

MSC SSE SDC 2

126 2014-2015 5.4.1 Comprehensive review of the 1995 STCW-F Convention (2018)

MSC HTW 3

***



ANNEX 24

MESSAGE OF THE UNITED NATIONS SECRETARY-GENERAL

Mr Koji Sekimizu, Secretary-General of the International Maritime Organization, excellencies, ladies and gentlemen. I thank Secretary-General Sekimizu and Members for your efforts to address the migration challenge. This year we have seen an unprecedented acceleration in the numbers of people forced to flee war, famine, poverty, or human rights abuses in search of a better life. Thousands have fallen victim to smugglers, human traffickers or unseaworthy boats. Many more will lose their lives unless something is done. Saving lives remains an urgent priority. The shipping industry and rescue services have saved hundreds of thousands of lives, often at considerable cost and danger to themselves. I commend those efforts. But shipping and maritime rescue services are close to being overwhelmed. We need to find sustainable solutions. The international community must develop more safe and regular migration pathways. We also need to address the factors that force people to risk their lives in this way. Our approach must be comprehensive so that it protects human rights, upholds international law and recognizes the benefits of migration. This is a global issue that requires us all to work together. I welcome the actions already taken since the special meeting held at IMO in March, and look forward to further, positive outcomes from this current session. Please accept my best wishes for a productive meeting. Thank you.

***



ANNEX 25

DRAFT ASSEMBLY RESOLUTION

ENTRY INTO FORCE AND IMPLEMENTATION OF THE 2012 CAPE TOWN AGREEMENT

THE ASSEMBLY, RECALLING Article 15(j) of the Convention on the International Maritime Organization concerning the functions of the Assembly in relation to regulations and guidelines concerning maritime safety,

RECALLING ALSO that an international conference, held in Cape Town, South Africa, adopted, on 11 October 2012, the Cape Town Agreement of 2012 on the Implementation of the Provisions of the Torremolinos Protocol of 1993 relating to the Torremolinos International Convention for the Safety of Fishing Vessels, 1977 (the Agreement),

NOTING that the International Conference on the Safety of Fishing Vessels, by resolution 2 on Avoidance of a situation in which two conflicting treaty regimes are operational, inter alia, was satisfied that States which decided to become Party to an international regime of fishing vessel safety needed only to express their consent to be bound by the Agreement without also taking action in respect of the 1993 Torremolinos Protocol,

NOTING ALSO that the International Conference on the Safety of Fishing Vessels, by resolution 1 on Early implementation of the Agreement, inter alia, believed that the Agreement will eliminate difficulties encountered by a number of States with substantial fishing fleets in implementing the Torremolinos Protocol of 1993 relating to the Torremolinos International Convention for the Safety of Fishing Vessels, 1977, and will provide international standards for the safety of fishing vessels which could be implemented by all States concerned,

NOTING FURTHER that a number of States have deposited with the Secretary-General instruments of ratification, acceptance, approval or accession in respect of the Torremolinos Protocol of 1993 relating to the Torremolinos International Convention for the Safety of Fishing Vessels, 1977, and have implemented national legislation based on this instrument,

BEING AWARE of the existence, in various parts of the world, of regional agreements establishing a regulatory regime for fishing vessels to be applied by coastal States concerned taking into account the prevailing mode of fishing operations, sheltered nature and climatic conditions in such regions,

BEING CONCERNED at the alarmingly high number of fishermen's lives and of fishing vessels lost every year,

NOTING FURTHER that the International Conference on the Safety of Fishing Vessels, by resolution 1 on Early implementation of the Agreement, inter alia, believed that the entry into force and implementation of the Agreement will make a significant contribution to the safety of ships in general and the safety of fishing vessels in particular,

NOTING WITH CONCERN that an inadequate number of Governments have so far deposited instruments of ratification, acceptance, approval or accession to the Agreement to enable it to enter into force,



HAVING CONSIDERED the recommendation made by the Maritime Safety Committee at its ninety-fifth session, 1 URGES Governments to consider accepting the 2012 Cape Town Agreement at the earliest possible opportunity; 2 INVITES Governments which experience difficulties in the process of becoming Parties to the 2012 Cape Town Agreement to inform the Organization of the circumstances thereof, so that consideration can be given to taking appropriate action in this respect, including providing necessary technical assistance; 3 REQUESTS the Maritime Safety Committee to review the situation concerning entry into force of the said instruments and, in the light of such review, to take action as it deems appropriate; and 4 REQUESTS the Secretary-General to take any such additional measures as may be required aimed at assisting Member Governments in the process of becoming Parties to and implementing the 2012 Cape Town Agreement.

***



ANNEX 26

DRAFT ASSEMBLY RESOLUTION

AMENDMENTS TO THE RECOMMENDATION ON PILOT TRANSFER ARRANGEMENTS (RESOLUTION A.1045(27))

THE ASSEMBLY, RECALLING Article 15(j) of the Convention on the International Maritime Organization regarding the functions of the Assembly in relation to regulations and guidelines concerning maritime safety, RECALLING ALSO the provisions of regulation V/23 of the International Convention for the Safety of Life at Sea (SOLAS), 1974, as amended, RECALLING FURTHER resolution A.1045(27) by which it adopted the Recommendation on pilot transfer arrangements, HAVING CONSIDERED the recommendation made by the Maritime Safety Committee at its ninety-fifth session, 1 ADOPTS the amendments to the Recommendation on Pilot Transfer Arrangements, set out in the annex to the present resolution; 2 INVITES Governments to draw the attention of all concerned to these amendments to the Recommendation; and 3 REQUESTS Governments to ensure that pilot ladders and their arrangements, use and maintenance conform to standards not inferior to those set out in the annex to resolution A.1045(27), as amended by the present resolution.



ANNEX

AMENDMENTS TO THE RECOMMENDATION ON PILOT TRANSFER ARRANGEMENTS (RESOLUTION A.1045(27))

5 ACCESS TO DECK The existing paragraphs 5.1 and 5.2 are amended to read as follows:

".1 a gateway in the rails or bulwark, adequate handholds should be provided at

the point of embarking on or disembarking from the ship on each side which should be not less than 0.7 m or more than 0.8 m apart. Each handhold should be rigidly secured to the ship's structure at or near its base and also at a higher point, should be not less than 32 mm in diameter and should extend not less than 1.2 m above the deck to which it is fitted; and

.2 a bulwark ladder, two separate handhold stanchions should be fitted at

the point of embarking on or disembarking from the ship on each side which should be not less than 0.7 m or more than 0.8 m apart. The bulwark ladder should be securely attached to the ship to prevent overturning. Each stanchion should be rigidly secured to the ship's structure at or near its base and also at a higher point, should be not less than 32 mm in diameter and should extend not less than 1.2 m above the top of the bulwarks. Stanchions or handrails should not be attached to the bulwark ladder."

***



ANNEX 27

STATEMENTS BY DELEGATIONS AND OBSERVERS1

INTRODUCTION – ADOPTION OF THE AGENDA

Statement by the delegation of Bangladesh "Thank you Mr. Chairman, The delegation of Bangladesh wishes to draw your attention to the order of consideration of agenda item 7 on "Performance review and audit of LRIT Data Centres" and the establishment of a working group on this subject. Mr Chairman, as you are aware, document 94/21 on the Report of MSC 94, paragraph 9.12 provide the Committee's agreement on the subject "Sustainability and viability of the LRIT System". In this regard sub-paragraph 9.12.2 of the agreement was "a policy decision should be first taken at the Committee level before instructing the NCSR Sub-Committee to embark in any further work". Since the Committee is to consider policy issues on the agenda item 7, it would be helpful to discuss this agenda item at plenary. Also, for a small delegation like ours, it would be too difficult to leave the plenary for attending a working group on this subject. This delegation, therefore believes that the need for establishing a working group at this stage in unwarranted and premature. Furthermore, this delegation is of the view that the agenda item 7 on "Performance review and audit of LRIT Data Centres" is very much linked to agenda item 11 on Navigation, Communications and search and rescue, since the issues are thought to be referred to NCSR Sub-Committee for further work. This delegation would therefore suggest that the agenda item 7 be considered after agenda item 11 on Monday, the 8th June when the interested delegates on NCSR issues would be present. Thank you Mr. Chairman" AGENDA ITEM 4

Statement by the delegation of the Cook Islands "While engaged on innocent passage in Libyan Territorial waters on 10 May 2015 the Cook Islands registered vessel the Tuna 1 suffered an unprovoked attack from shore based artillery at around 1830 hrs and was subsequently attacked by air craft belonging to forces of the internationally recognized Government of Libya. The ship had as cargo 3300 mt of gypsum from Spain for delivery to Tobruk. There were 15 crew members on board at the time, of Turkish, Georgian and Azerbaijan nationality. We have to inform the Committee of the loss of life of the second officer, a Turkish national, and of injury to other members of the crew.

1 Statements have been included in this annex in the order in which they were given, sorted by agenda items,

and in the language of submission (including translation into any other language if such translation was provided).



After coming under fire and suffering damage to steering gear and hull, the ship changed course to clear the coast and escape the area, and fortunately managed to reach safe haven at the port of Fethiye in Turkey where she was boarded by members of my Administration and colleagues from the Turkish Authorities. Those of us involved in maritime affairs know that this is not first time lately that such unprovoked attacks have taken place off the Libyan coast and indeed only last week another merchant ship was attacked, again by aircraft, in these waters. We are not, however, aware of the internationally recognized Government of Libya having published any information under Article 24 .2 or 25.3 of UNCLOS, of its intention to "suspend temporarily in specified areas of its territorial sea the innocent passage of foreign ships if such suspension is essential for the protection of its security". My Government considers it important that tMO, as the competent agency overseeing maritime safety and security, should strongly condemn such incidents in the hope that this may ensure that UNCLOS Articles 24 and 25 are rigidly adhered to, thus helping to prevent further proliferation of such attacks. The Cook Islands would like this statement appended to the report of the Committee."

Statement by the delegation of Georgia "Thank you Mr. Chairman, Distinguished Delegates, Taking this opportunity the Georgian delegation would like to extend sincere condolence to the Chinese delegation for the tragic accident on board the cruise ship in Yangtze River. Our thoughts are with the families of victims. Georgia also would like to express its concerns with regard to armed attack against merchant cargo ship Tuna 1 off the coast of Libya, which resulted in death of one Turkish Officer and wounding of several seafarers – citizens of Turkey, Georgia and Azerbaijan. Georgia reiterates that this precedent is a serious threat to maritime safety in general and should be duly addressed by the maritime industry. Furthermore, this delegation shares the concerns expressed by distinguished delegates of the Cook Island and Turkey. Georgia strongly believes that this organization will provide its valuable support to address the issue to all authorities concerned in order to avoid re-occurrence of similar incidents in future. Thank you."

Statement by the delegation of Libya "Thank you Mr. Chairman. Good evening to all. Commenting on the statements made about the Tuna 1 incident, Libya adheres to its right to exercise full sovereignty over all its territorial waters as reiterated in our previous statement during the MEPC 68 meeting.



Of course we have many reservations about the information that has been submitted by those who have taken the floor. We believe some of this information is incorrect. We affirm that the ship, Tuna 1, was within Libyan territorial waters and inside the area of military operations, without permission from the official authorities. The ship was 8.2 nautical miles from the port of Derna when the incident occurred and failed to respond to warnings sent from the armed forces which led to their military intervention. We confirm through our current information that the Captain did not follow the correct procedures, necessary for a safe trip, governed by the Safety of Life at Sea Convention (SOLAS) chapter V, regulation 19 and regulation 27. Reading and applying paragraphs 1.44, 1.45, 1.46, 1.69 of ADMIRALTY SAILING DIRECTION Mediterranean Sea Volume V define the shipping regulations and procedures, including warnings, when sailing near to or approaching Libyan territorial waters and Reporting Points. We also affirm that Libya has repeatedly and clearly stated its position in correspondence, such as in IMO Circular Letter No.3442. We call upon everyone to be cognizant of the circular. We hope this statement is included in the report of this meeting. Thank you, Mr. President."

Statement by the delegation of Turkey "Mr. Chairman, Distinguished members of delegations.

- As the distinguished delegate of the Cook Islands stated, a dry cargo ship carrying the flag of the Cook Islands and belonging to a Turkish company was attacked on 10 May, 2015 both from land and air, while she was off the coast of Libya.

- We fully support the statement of the Cook Islands. - This issue was also stated during the 68th session of the Marine Enviroment

Protection Committee meeting and communicated to tO with the Note Verbale of the Embassy on the same date.

- The civilian merchant ship was en route from Spain to Tobruk port in Libya. While

she altered her course after the first fire from the land, she became the target of two subsequent attacks by fighter jets.

- As a result of these attacks, the second officer of the ship, a Turkish citizen was

killed, some crew members of different nationalities were wounded and material damage occurred.

- In this regard, the Turkish delegation would like to emphasize the following facts

under this agenda item:

- The reports indicate that the artillery attack was carried out around 16:30 GMT without any warning; the first air attack, during which the second officer of the ship was killed, came 40 minutes and the second air attack came 90 minutes after the first attack.



- Regardless of the location of the vessel, carrying out three subsequent attacks towards a civilian cargo ship is not acceptable and a flagrant violation of the international law, as well as maritime security.

- It was declared by the Libyan side after the attack that sailing through the

Libyan territorial waters in the area where the incident occurred had been prohibited.

- Even if such prohibition exists, trying to implement it by opening fire to a

merchant civilian ship is not acceptable. - Attacking civilian ships on this ground is a grave threat to maritime security. - Moreover, the attack targeted the communication equipment of the vessel,

and the master of the vessel reported that he tried to communicate with the Libyan Coast Guard through radio but did not receive any response.

- In any case, attacking on a civilian merchant ship on the grounds of

communication problem is not acceptable as well. - The photos of the ship taken after the attack have been distributed to the

delegations in the room. It is clearly visible in the photos that the vessel suffered serious damage. It was only by chance that further casualties did not occur, the crew was able to put the fire off which resulted from shelling, and the ship managed to navigate off the area.

- As it was already stated the ship was en route from Spain to Tobruk port

carrying gypsum cargo loaded from Spain. The LRIT records demonstrates that the ship was following the shortest route, which is the general practice in shipping, to reach Tobruk. From Tobruk, the vessel was scheduled to navigate to Beirut port in Lebanon.

- Copies of documents issued at the port of loading, Castellon, in Spain

confirming the cargo and the destinations of the ship are also available. - Security checks were carried out in compliance with the EU Legislation in

Castellon Port. Questioning the cargo of the vessel or any implication to this effect also means questioning the safety and security of this EU port.

- After the attack, the ship was escorted by a Turkish Navy frigate from the

south of Crete to the Turkish port Fethiye. - The Turkish Coast Guard, Customs, and Port authorities carried out detailed

investigation on the ship. The cargo of the ship was confirmed. - Cook Islands representatives also boarded on the ship as the flag State and

completed their own investigation. - The judicial procedure is still going on.

- In light of the abovementioned facts, Turkey, once again, strongly condemns

these attacks and underlines that it reserves its rights emanating from the international law.



- Turkey strongly believes that IMO, as a UN specialized agency whose main focus is the safety and security of vessels and seafarers, should also condemn this attack and express its concerns accordingly.

- IMO should once again urge member states and give necessary considerations

to take necessary measures to ensure that similar attacks against civilian merchant ships do not reoccur.

- In this vain, giving a strong message for the security of shipping and compliance

with the international law is crucial to prevent future violations.

Mr. Chairman, - We would like these points to be reflected in the report and our statement to be

annexed. Thank you." AGENDA ITEM 10

Statement by the observer from CESA "The European shipbuilders would like to welcome and support the definition of "Industrial Personnel" developed by the SDC 2. CESA considers this to be a milestone in order to recognize and clearly describe this new personnel category, which is characterized by abilities and competencies significantly different from average passengers. This definition is urgently needed by the dynamically developing offshore energy sector in order to facilitate safe and efficient transfer of technicians serving offshore installation to avoid inconsistent national interpretations. This delegation supports the approval of the MSC/Circ. at this session. We are, however, open minded to take clarifications and editorial improvements proposed by the US on board. Regarding the submissions by Argentina and France we would like to point out that we understand and respect the concerns and long-term proposals contained. CESA also sees the need to develop a SOLAS amendment in the long run. We do, however, have to acknowledge that in many IMO instruments a large variety of personnel categories are already used successfully that are not recognized by SOLAS as well. This should also be possible with the industrial personnel having in mind that technical guidance on the construction and equipment for offshore wind-farm service vessels is already under development in the SDC Sub-Committee. Therefore we would like to give the straightforward recommendation to try to make almost everybody happy by taking two complementing good decisions at the same session. We should start an initiative to develop SOLAS amendments with a view to introducing industrial personnel into the Convention. But by the same time we should approve the MSC circular and start using it in order to gain experience with the application of this definition. Such an interim trial period is needed and will be helpful when developing the appropriate SOLAS amendments. Finally, with regard to paragraph 13 of the French submission CESA does not consider it necessary to start developing safety regulations for small passenger ships in context with the transport of industrial personnel, because – as already decided earlier and now also clearly defined within the MSC circular – this type personnel is very distinct from passengers."



Statement by the delegation of Greece "Greece would like to thank IACS for the submission of document MSC 95/10/6. It is recalled that SDC-2, after many years of extended and in-depth discussions, reached to a decision to finalize the consideration of amendments to SOLAS regulation II-1/11 and the development of associated guidelines to ensure the adequacy of testing arrangements for watertight compartments of newbuildings, by concluding that there is no need to amend the said regulation. Greece, like many other delegations, believes that the safety level during ship construction is ensured by the regulation itself in its current form and therefore no action is needed. Where it is technically justified by the shipyard and taking into account the owner's opinion, the flag State may exempt a ship from a part of this regulation. Granting the exemption on this case by case basis, the flag Administration could take into account the IACS unified requirement S14, which corresponds to them, in order to set its conditions for such an acceptance. IACS is now proposing that an MSC circular be issued, relating to the Tank testing guidelines, as developed so far but not agreed within SDC. Our concern is that this circular will be understood as an interpretation of the said SOLAS regulation and hence these guidelines could then become effectively the standard way to implement SOLAS regulation II-1/11. This could thus still lead to less tank testing than it should be required under this SOLAS regulation and allow shipyards to circumvent this significant requirement, which is vital for the ship throughout its life, being both a strength and a watertightness test of tanks for newbuildings. It is understood that the IACS unified requirement S14, which corresponds to the said guidelines, is already available to any flag Administration and may be used by it to set any pertinent conditions, when granting the exemption. Greece fails to see any added value in issuing an IMO circular for this purpose. On the contrary, it is believed that it will create confusion, as it may be used as a way to interpret the particular regulation in order to circumvent it and avoid testing all tanks of newbuildings for strength and watertightness. For these reasons as well as a matter of principle, Greece remaining in line on what SDC has decided on this subject cannot support the IACS proposal."

Statement by the observer from EC "The European Commission expressed disappointment that the work done (Amendments to SOLAS regulation II-1/11 and development of associated Guidelines to ensure the adequacy of testing arrangements for watertight compartments (output 5.2.1.26)) leaves untouched a discrepancy between the SOLAS requirements and current practice. The progress made with the development of Guidelines was acknowledged but these do not comply with the SOLAS requirements. This continued discrepancy and a widespread use of flag State waivers would continue to hamper the harmonized implementation of the unchanged SOLAS provisions. An agreement on amendments to SOLAS regulation II-1/11 should still be pursued and the Guidelines should only be issued as implementing guidance after SOLAS is amended."



AGENDA ITEM 15

Statement by the delegation of Egypt

"



"

Statement by the delegation of the Sultanate of Oman

"

ة سلطنـــة ُعمـــــان بالمنظمـــة البحريـــــة ـــكلم

لنـــــــــــــــدن 3 ـ 12 يونيـــــــــو 2015م

سعــــادة رئيـــس اإلجتمـــاع ، سعــــادة األميـــن العـــام ، أصحـــاب السعــــادة اإلخــــوة و األخــــوات

السالم عليكم و رحمة هللا و بركاته ،،،،،،

أيها الحضور الكريم : ـ

ون الدولــــي و اإلقليمـــي و الخطــوات الجـــادة التــي أتخــذت لقـــد كـــان ممـــا أثبتتــه جهـــود مكافحـــة القرصنــة البحريــة ، بالتعـــا

إلـــى درجــــة كبيـــرة ، و أعــــادت للمنطقـــة السمـــــــة ، و مــا زالــت مستمــرة ، نجحــت فـــي إيجــــاد بيئــــة بحريـــــة آمنــــة

م مــن المستـــوى الـــذي تــــم التوصــــل إليــــه و النتائــج التــــي تـــم تحقيقهـــا . فإننــــا و بالرغـــ التجاريــــة البحريـــــة الحيويـــــة

لــى مثـــل هـــذه نترقـــب الوضـــع المثالـــــي بإيجـــــاد الحلـــــول الدائمــــة للمشاكــــل الجذريـــة التـــي تـــؤدي إلــــى اللجـــوء إ

يــة لاإلجراميــة . إننـــا ندعـــو لكـــل الجهـــود المخلصـــة للوصــــول إلــــى النجـــاح و اإلستقـــرار و بيئــــة بحريـــة مثا الوسائــل

لمنابـــر الدوليــــة آمنــــــة . و مــن هنـــا نؤكــد علـــى إلتـــزام سلطنـــة ُعمــــان بدعـــم كـــل الجهــــود المبذولـــة عبـــر مختلـــف ا

ي عمليــة اركــة فــو اإلقليميـــة و كذلــك فإننــا نؤكـــد علـــى دعــم لكــل الجهـود و منهــا إستقبـــال السفــــن الدوليــة و اإلقليميــة المش

لبـــات اإلسنــــاد ، مــــن ناحيـــة أخـــرى تبــــذل محاربــــة القرصنـــة البحريــة فـــــي جميـــع موانــــئ السلطنـــة و تقديـــم كـــل متط

ظوماتهـــا ي منالسلطنـــة جهـــوداً كبيـــــرة للتطويـــر و التحديـــث فـــي البنيــة األساسيـــة فــــي شتـــى المرافـــق البحريـــة و فـــ

ـع ذلــك مـــن تدريــب و تأهيـل مستمــر للكـوادر الوطنيــــة فــــي سبيـــل األمنيــة البحريـة و الجويــة و وسائــل اإلتصــاالت و مـا تبـ

ــــذل دوليــــاً و اإلرتقـــاء بقدراتنـــا فـــي جميـــع المـــجاالت ذات الصلــــة ، ليعــــود ذلـــك إيجابيـــاً و داعمـــــاً لكــــل مـــا يب

إقليميـــاً .

الحضور الكريم : العامسعادة الرئيس األمين

و أذكــر منهـــا هنـــا توجيهـــات الشــك بأنــه ممــا يعــزي إليــــه تحســــن األمـــن البحــري ، العديـــد مـــن اإلجـــراءات و التدابيــــر

( و منــــذ ذلـــك High Risk Area)( حـــول مــا يسمــى بالمنطقــة )عاليــة الخطــــورة( IMOالمنظمـــة البحريــة الدوليــة )

عاليـــة الخطـــورة ، إال أنــــه حــــدث تغيــــراً كبيـــراً و جــذري و منطقــة الوقــــت ضمـــت منطقـــة بحـــر ُعمــــان ضمـــن

ن إلـــى إعـــادة تحســـــن بالــــغ فـــي األمــن و سالمـــة المالحــة البحريــة فـــي بحــــر ُعمـــان و مـــن هنــا تدعـــو سلطنــة ُعمــــا

ـة عاليـــة الخطــــورة( و إخـــراج بحـــر ُعمــــان منهــا كـــون هــــذه المنطقــــة منـــذ سنـــوات تقييـــم الوضــع فــي تحديــد )المنطقـ

ــة المبذوللــم تحـــدث بهــا أيــة عمليـــة قرصنـــة و أصبحــــت منطقــة آمنــة تتمتــع بسالمــة المالحــة البحريــة و ذلــك للجهـــود



كـــل و إن إتخـــاذ هــــذه الخطـــوة ســــوف يكــــون لهـــا نتائــــج إيجابيـــة لتشجيـــع التجـــارة و تسهيـــل ـرافمـــن كـــل األطـ

كـــون و أن يــذي نرجـــالسبــل للجميـــع . و ذلــــك بنـــــاًء علــــى النتائــج الباهـــرة للتعــــاون الدولــــي و اإلقليمــــي القائــــم و الــ

اإلتصـــــال مقدمـــة لتعـــاون أكبـــــر و دائــــــم ، علمـــاً فقــــد شاركــــت السلطنـــة فـــي بروكســـل فـــي إجتمــــاع مجموعـــة

م ، 2015مــــارس 13ــــي الخاصـــــة بمكافحــــة القرصنـــــة البحريـــة إلستعـــراض نطــــاق المناطـــــق عاليــــة الخطــــورة ف

و كانــــــت هنـــاك إقتراحـــات فـــي نهايـــــة اإلجتمـــــاع منهــــــا :

إعـــادة تسميــــة للمناطــــق عاليـــة الخطـــورة و وضــع ثـــالث خيــــارات : .1 ) منطقـــة ذات خطـــر القرصنـــة )كخطوة أولى ( منطقة إبالغ عن أعمال قرصنة)كخطوة ثانية )منطقـــــــــــــــة إبــــــــــــــــــالغ )كخطوة ثالثة تقييـــــــــــــــــــــــــــــــــم التهديـــــــــــــــــــــــــد / الخطـــــــــــــــــــــــــــــر .2 خطــــــــــــــــورة مراجعــــــــــــة تحديـــــــــــد المناطــــــــــق عاليــــــــــــة ال .3 "آليــــــــــــــــــــــة تشاوريــــــــــــــــــــــة "إنشــــــــــــــــــــــــــــــــــــــــــــاء .4

قـــط تعديـــل إال أن السلطنــــة تــــرى ضـــرورة إعــــــادة النظـــــر فـــي نطــــــاق مناطــــق عاليـــــة الخطــــــورة و ليـــس ف

قرصنــة و عليـــه مسماهـــا ، و خاصــة أن كــــل التقاريـــر و واقـــع الحــــال يؤكـــــد خلـــــو بحـــر ُعمـــان تمامـــاً مـــن أعمـــال ال

لمنطقــــة لـــن يكـــون مجديـــاً لاعادة التسميه للمناطق عالية الخطورة ووضع الثالث خيارات أعاله خيــــار تعديـــل المسمــــىفـــإن

و لــــن يغيـــر شيئـــاً علـــــى أرض الواقــــــع .

)و لـــم تبقــى أيـــة أسبـــاب لبقــاء بحـــر ُعمـــان مـــن المناطـــق عاليــــة الخطـــــورة(

سعادة الرئيس الحضور الكريم :ـ

و هـــــذه الجهـــود المخلصـــة و أدعـــــوا للجميـــع الســـداد و التوفيـــق و النجــاح و أرفــع دعائـي أبـــارك لهـــذا اللقـــاء الخيـــر

بـأن يتحقــق السـالم و اإلستقــرار و و اإلزدهــار فــي كــل أرجـــاء العالـم .

و الســــالم عليكــــم و رحمـــــة هللا و بركاتـــــــه

"

Statement by the delegation of the Islamic Republic of Iran "Thank you, Mr. Chairman

First of all, our delegation would like to thank the distinguished delegation of the Sultanate of Oman for submitting the document MSC 95/15/5.

Islamic Republic of Iran has been supporting the efforts to suppress piracy and armed robbery and doing extensive endeavour in combating this menace in the piracy-infested areas. All these efforts have been based upon cooperation in the region with target of strengthening of regional and international trade and economy as well as safety and security of the various activities in international shipping.

We should also add the fact that our waters including Gulf of Oman is among the safest sea area. The delegation of the Islamic Republic of Iran supports the document of the Omani delegation. We are of the view that the exclusion of the Gulf of Oman from the high Risk area could be positive step in promoting and encouraging the economic activities in this area.

This delegation also takes the opportunity to say that it has noticed the use of the incorrect term of "Arabian Gulf" in para 1.6 of the document MSC 95/15/1 of Egypt and that this delegation wish to draw the attention of the committee that according to UN Resolution CS/SER.A/29/Rv.1 of 14 May 1999 the term "Persian Gulf" shall be used in documents, publications and statements for the sea Area between the Arabian Peninsula and the Islamic Republic of Iran. Having said that, this delegation wishes to express its concern and takes the opportunity to urge all Member states of IMO to use the correct and appropriate term of "Persian Gulf". This delegation request that this objection to be reflected in the report."



AGENDA ITEM 16

Statement by the observer from IACS "Thank you, Chairman. IACS would like to make the following statement regarding MSC 95/16 and the recommendations made therein. In paragraph 4 of MSC 95/16, three safety measures are proposed to be addressed by both individual classification societies and IACS. Paragraph 4.1 relates to the bi-axial stresses which would be induced by lateral loading, i.e. external pressure on the bottom shell. Most, if not all, IACS Members have for many years addressed these bi-axial stresses in their individual rules and procedures. However, to ensure that in the future all IACS Members consider this effect in a consistent way, text has been included in the new IACS Longitudinal Strength Standard for Container Ships, known as Unified Requirement S11A which will enter into force on 1 July 2016. Paragraph 4.2 relates to the whipping effect on container ships. This phenomenon continues to be the subject of research, in conjunction with aspects such as how the ship's speed and bow shape influence the magnitude of the whipping component. These effects are becoming better understood, and some individual IACS Members have developed specific rule requirements for consideration of this effect. The development of explicit IACS Unified Requirements for the whipping component of hull girder loading will take time; and for the interim period IACS has introduced a functional requirement into the new Unified Requirement S11A which requires IACS Members to take into account whipping in accordance with their individual procedures. Entry into force is again 1 July 2016. Regarding paragraph 4.3, in the development of the new Unified Requirement S11A, which originally commenced after the MSC Napoli incident in January 2007, a revised wave bending magnitude and longitudinal distribution has been included. To support this revision to the wave bending moment a comprehensive technical background document has already been developed and should be available on the IACS web site before the closing of MSC 95. IACS would also like to provide some additional comments regarding paragraph 5 of MSC 95/16. It is stated that IACS Unified Requirements "cover various areas, such as the ship structure". It should be noted that IACS Unified Requirements are minimum common technical requirements incorporated into the rules of each individual IACS Member. Ships cannot be designed by the application of IACS Unified Requirements alone; and URs are not intended to address all the strength aspects of hull structures, which remain the function and the responsibility of the individual Member. In paragraph 7 of MSC 95/16 there is a request for IACS to report on the results of its considerations of the recommendations made in the document. Since actions on these recommendations have already been taken by IACS, as explained in this statement, the Committee is asked to consider if there is a necessity for future reporting on these particular items. Thank you."



AGENDA ITEM 21

Statement by the representative from UNODC "Excellencies, Distinguished participants, Ladies and gentlemen, I would like to thank the International Maritime Organization for this initiative, which follows up on the fruitful discussion we had at the meeting on 4 and 5 March this year. I would like to underscore that this meeting to address unsafe mixed migration by sea concerns a major and urgent crisis facing us today. Every day brings fresh reports of ever more tragedies, of thousands of migrants undertaking perilous journeys, in the Mediterranean, in the Bay of Bengal and the Andaman Sea and other parts of the world, with many dying in the attempt. The international community is struggling to address the crisis. High-level discussions are taking place, including at the Security Council. On 10 December 2014, UNODC, along with UNHCR, IOM, IMO and OHCHR, had called for concerted action to address the loss of life and serious human rights violations affecting migrants, asylum seekers and refugees traveling by sea. We emphasized the need for closer cooperation between States of origin, transit and destination to address the drivers of dangerous sea journeys and to help identify, prosecute and punish the criminal organizations responsible for the human rights abuses and dangerous sea journeys in breach of all safety regulations. This is in line with the Protocol against the Smuggling of Migrants under the UN Convention against Transnational Organized Crime, which seeks to prevent and combat migrant smuggling, promote cooperation to this end and protect the rights of smuggled migrants. In order to achieve this, the Protocol requires States Parties to make migrant smuggling a criminal offence while protecting the rights of smuggled migrants especially those vulnerable among them that need special protection, such as women and children, refugees, and victims of crime. It also addresses international cooperation, technical assistance, document and border measures, information and prevention. The Protocol makes clear that the offenders are not the smuggled migrants themselves, but rather the organized criminal groups behind the smuggling operations. Looking beyond a criminal justice response, the Protocol further commits States Parties "to combat the root socioeconomic causes of the smuggling of migrants, such as poverty and underdevelopment". This integrated and comprehensive response required by the Protocol must be founded on the principle of shared responsibility, with the engagement of the whole of the international community. It is an incredibly complex problem, with no simple solutions.



We need to develop a multifaceted prevention strategy and join forces to urgently tackle the root causes of migration in the countries of origin through common or mutually reinforcing programmes. However, for a prevention strategy to be effective, it needs to fully incorporate measures that would encompass holistic and equitable sustainable development in the countries of origin. The report of the Open Working Group on Sustainable Development Goals, which will form the basis of negotiations on the post 2015 development agenda, duly recognizes this. While calling for reducing poverty and increasing resilience, it also calls for reducing violence and ensuring broader political participation and access to justice. UNODC believes that for a response to migration and, in particular, to migrant smuggling and human trafficking to be effective, it must be framed within this more expansive and comprehensive context of the development debate. In this regard, and as stated in ECOSOC resolution 2014/23, UNODC would like to underscore "the importance of promoting or strengthening, as appropriate, development programmes and cooperation at the national, regional and international levels, taking into account the socioeconomic realities of migration and paying special attention to economically and socially depressed areas, in order to combat the root socioeconomic causes of the smuggling of migrants, especially those related to poverty". Allow me now to say a few words on recent activities UNODC has undertaken in the Mediterranean and in South and South-East Asia. We have developed a new strategy to contribute to international efforts and address migrant smuggling in the Mediterranean through a strategic and integrated response, including research and analysis to identify trends and flows, and gaps in responses and legislation. UNODC is also supporting Cambodia, Indonesia, and Thailand through the development and mentoring of multi-agency Port Intelligence Units aimed at the disruption of Maritime migrant smuggling activities within, through and from South-East Asia, through intelligence led investigations. We have also recently released a new Report on Migrant Smuggling in Asia in order to bridge the knowledge gap. The report analyses the smuggling of migrants in 28 States from the Middle East to the Pacific. It provides valuable information on routes, patterns and profiles of smugglers and migrants. The report has established that criminal networks are creatively exploiting gaps between demand and regular migration, with smuggling fees to get to some destinations now reported as high as $50,000. Dismantling international migrant smuggling networks and successfully prosecuting the criminals behind them while protecting migrant rights is a daunting task. Inter-agency coordination and cooperation is essential. In this respect, IMO, IOM and UNODC are working on a joint platform to share information on smuggling of migrants at sea. This is aimed at enabling the international community to better monitor this issue.



Too often and for too long, the smuggling of migrants has been considered a "high profits -–low risk" crime, and smugglers have been able to operate with impunity, generating huge profits while appalling tragedies continue to occur on a daily basis. Urgent action is necessary, and UNODC will continue to work with IMO, IOM, UNHCR, OHCHR and other UN agencies to strengthen the capacity of Member States to respond to this crime comprehensively, holistically and within the framework of sustainable development. I wish you fruitful deliberations and I thank you."

Statement by the representative from UNHCR "



"

Statement by the representative from IOM

"Chairman, Secretary-General, Distinguished delegates,

Yesterday's figures show that 101,900 persons have been smuggled across the Mediterranean already in 2015, this before the season has fully begun. Already there are around 2,000 recorded deaths this year. On the Andaman Sea and Bay of Bengal this year has seen 25,000 smuggled persons, 160,000 since 2012. Those surviving have done so along a "trail of tears", we have seen the gruesome practise of "smugglers camps".



These are not the only situations of irregular migration, it also occurs on the Red Sea, Gulf of Aden, the Caribbean and unaccompanied minors are smuggled from El Salvador, Guatemala and Honduras. IOM has recently document in a publications some 50,000 migrant deaths since 2000 which does not represent the total figure but gives an indication of the grave state of affairs. This situation has led to increased activity in the last months within the international community. IOM's Director General was invited on 29 of May to a meeting among South-East Asian counties on smuggling of persons organized by the Thai Government in Bangkok, as well as the European Parliament as the European Commission unveiled a series of measures to contrast the phenomenon of peoples smuggling across the Mediterranean. IOM/UNHCR/UNODC/OHCHR/SRSG on migration issues recently issued a joint statement in wake of the situation of smuggling on the Andaman Sea. Throughout these meetings IOM has had one key message namely the overall imperative to save lives of migrants and refugees, and later to determine the adequate steps. Chairman, permit me to make the following three points that we feel should be kept in mind as we continue our discussions on these matters: Perfect storm – (i) We are in an age of unprecedented mobility with one out of seven on the planet in some kind of migratory status, internally or across borders. Travel opportunities and internet is making our planet smaller; (ii) Currently there is the highest number of forced migrants since World War II, 50 millions are currently displaced and displacements are becoming protracted reaching an average of nine years; (iii) There are five major concurrently running crises/conflicts with no solution in sight in the short or medium-term; (iv) We face increasing anti-migrant sentiment and fear of terrorism. Keeping perspective – (i) Migration is a normal state of affairs and is in human DNA; (ii) Migration is driver of development as mentioned in the post-2015 development agenda process; (iii) Irregular migration is still relatively low in numbers and can be absorbed; (iv) What is abnormal are the current extreme push-factors that make migrants risk their lives, which we need to address urgently. Practical steps – (i) Government capacity has to include foresight and planning for necessary future measures; (ii) Assisted voluntary return and reintegration needs to ready as a possibility; (iii) Stronger measures should be taken against smugglers; (iv) Humanitarian border management needs to become more widespread; (v) More avenues for legal migration like labour migration, family reunification and resettlement (as recently announced by EU) need to be made available. Lastly, IOM and IMO have a long-standing collaboration and we as organisations are looking at the updating of our current Memorandum of Understanding identifying areas of cooperation to address current challenges Thank you for your attention."



Statement by the observer from EC "The European Commission is deeply concerned by the dramatic events unfolding in the Mediterranean and by the number of casualties at sea. These events are unacceptable for a Union that values the principles of solidarity, respect for human rights and dignity for all. The European Commission considers it is necessary to respond with a stronger sense of commitment to stop deaths at sea. The commitment for rapid action to save lives has been expressed by the European Council in its statement of 23 April 2015 and the European Parliament in its Resolution of 29 April 2015. The EU and the Member States are sending a strong message that Europe is ready to take determined action to respond effectively to the current situation in the Mediterranean. On 13 May 2015, the European Commission presented an European Agenda on Migration, thereby acting on the guidance of the European Council and responding to the call of the European Parliament. The aim of the European Agenda on Migration is to approach the issue of migration in a comprehensive manner. The Agenda defines immediate measures to prevent human tragedies and to reinforce mechanisms to deal with emergencies. This will be done by strengthening the presence at sea to save lives, targeting criminal smuggling networks, responding to high volumes of arrivals within the EU with a temporary distribution mechanism for asylum seekers in clear need of international protection (relocation), bringing an increased number of refugees from third countries (resettlement) safely and legally to the EU, and using the EU's operational and financial tools to help frontline Member States. This response will serve as a blueprint for the Union's reaction to possible future crises. On 27 May 2015, the European Commission already presented several concrete measures to respond to the current migration challenges including a proposal for an emergency response mechanism to assist Italy and Greece as regards relocation, a recommendation for a European resettlement scheme, and an action plan against smuggling. As part of an effort to increase the Union's presence in the Mediterranean, the operations Triton and Poseidon which are coordinated by Frontex, the European borders agency, will be reinforced. This will be done by tripling their financial resources for 2015 and 2016, by increasing the number of assets thereby strengthening the capacity for search and rescue of the coastal Member States and with the support of the maritime pictures provided by Frontex and the European Maritime Safety Agency. The new operational plan of the joint operation Triton extends the geographical area of Triton southwards to the limits of the Maltese Search and Rescue Region to include also the area of the former Italian operation '"are Nostrum'" At Member States' level all national coordination centres for border surveillance exchange information with the Maritime Rescue Coordination Centres. The European Commission is currently looking into the possibilities of improving and enhancing cooperation and coordination between national bodies carrying out coast guard functions. The current migration crisis in the Mediterranean is a clear signal that full use of all available resources needs to be made. The EU decided to establish an EU naval operation to break the business model of smugglers and traffickers of people in the Mediterranean. This operation, which is expected to be launched on 22 June by the Council of Ministers, will be one element of the much broader and comprehensive EU response to the current migration challenge in the Mediterranean.



The naval operation will be conducted in sequential phases and in accordance with the requirements of international law. The initial phase will cover surveillance, and the assessment of human smuggling and trafficking networks will be conducted as soon as possible. The second and third phases of the operation would work to search, seize and disenable the assets of smugglers, based on international law and in partnership with Libyan Authorities. Obviously, as stated at earlier occasions, the EU is looking for partnership with the Libyan Authorities, with all the relevant Libyan Authorities, and this can also facilitate a resolution in the Security Council. In the European Agenda on Migration, the European Commission sets out a strategy that should lead the EU forward in the next five to ten years. While the migration crisis in the Mediterranean has put the spotlight on immediate needs, it has also revealed much about the structural limitations of EU migration policy and the tools at its disposal. This is why the European Agenda on Migration also defines a new strategic approach to manage better migration in the medium to long-term, building on four pillars: (1) reducing the incentives for irregular migration; (2) saving lives and securing the external borders; (3) a strong common asylum policy; (4) a new policy on legal migration. In a spirit of greater solidarity, the European Commission is determined to implement a comprehensive approach that will improve significantly the management of migration in Europe and reduce the number of deaths at sea."

Statement by the observer from ICS "ICS is very grateful to IMO for convening this special session today on this critical topic, as well as for the important work which the Organization is doing to assist the development of solutions to this crisis, including the very helpful inter-agency meeting, which the Secretary-General hosted in March. We are all aware that developments have been moving very fast. In general, the industry has welcomed the outcome of the EU leaders' emergency summit in April, particularly, amongst other pledges, the commitment by EU Member States to increase Search and Rescue (SAR) resources. That said, the shipping industry still has questions about the extent to which the scale and coverage of this new impetus to assist will be sufficient to prevent further loss of life, or how quickly these commitments will be met. Current information indicates that despite this high profile recently increased, and welcome contribution to SAR activity by EU Member States very many rescues are still being conducted by merchant vessels and merchant seafarers. Consequently, the 1,000 plus rescue operations in which merchant ships have been involved since the crisis in the Mediterranean began to escalate in 2014 appears almost certain to further increase. Indeed, so far in 2015, some three hundred and two (302) merchant vessels (virtually two ships per day) have been diverted to assist the SAR operation, which between January and the end of May had resulted in the rescue of 13,475 people by merchant ships. ICS and the shipping industry have been closely associated with efforts to rescue migrants at sea since the 1980s, and not just in the Mediterranean. The recently revised but long established guidance published jointly by IMO, UNHCR and ICS is one example of our commitment to addressing this rapidly developing humanitarian issue. In response to the current crisis, further ICS Guidance on Large Scale Rescue Operations at Sea that was published last December has already been used extensively to guide ships regarding the particular difficulties and dangers associated with dealing with hundreds of distressed people at one time. This new guidance has already benefitted from first hand feedback from shipping companies and crews, which is now being used to inform a revision of this guidance. We expect to publish this soon,



this time with a wide range of other industry co-sponsors, serving to demonstrate the unwavering commitment of the international shipping industry to its legal obligations under UNCLOS and SOLAS. These legal requirements are themselves based on the long-standing maritime tradition of assisting anyone in distress at sea irrespective of nationality, status or origin. However, as well as creating a legal responsibility on shipping to assist those in distress, both UNCLOS and SOLAS place a corresponding duty on coastal States to disembark rescued people from a rescuing ship without delay. It is the process of planning and preparing for rescue, recovering those in distress, caring for survivors on board and their disembarkation to a place of safety, as well as the safety and wellbeing of the ship's own crew, which the ICS/Industry Guidelines seek to address. Despite the impressive response by the shipping industry and confirmation of its commitment to rescuing those in distress, it should be recognized that neither UNCLOS (Article 98 (1) & (2)) nor SOLAS chapter V requirements were conceived to address the current situation of "Large Scale" rescue. There are numerous examples in the last year or so of rescues being conducted by ships with relatively small crew numbers that have had to embark several hundred migrants at a time, presenting serious risks risk to the safety of the assisting ship and the welfare of the seafarers on board. It is against the above background that recent developments in the Mediterranean have raised new concerns for the shipping industry. Two weeks ago, a UK registered ship in the Mediterranean was requested by an RCC to search for and then standby an identified vessel. Once on location the ship assessed the situation and determined that the identified vessel did not appear to be in distress. The RCC also directed other vessels to standby. However after these additional vessels were released from duty, the UK ship was retained on location for an extended period despite there being no need to rescue any migrants. It is reported that subsequently the ship was used by the RCC for surveillance rather than in a rescue and recovery role. This is not an isolated occurrence. The action by the RCC is a matter of serious concern to ICS for a number of reasons: 1. UNCLOS & SOLAS provide for ships to be requested to assist in the rescue of those

in distress for the immediate purpose of saving lives. UNCLOS and SOLAS have no provision for ships to be tasked with carrying out surveillance operations;

2. It was precisely to clarify the obligations on coastal States and to ensure the

continuing integrity of the Search and Rescue services that it was expressly agreed in the 2004 amendments to the SOLAS and SAR Conventions, that;

i. a ship should not be subject to undue delay, after coming to the assistance

of Persons in Distress; and ii. the coastal State should therefore relieve the ship as soon as practicable

with further minimum deviation from the ship's intended voyage.

3. We would further remind the Committee that outside of the prescribed circumstances in UNCLOS & SOLAS where a coastal State may intervene, the ship is subject only to the jurisdiction of its flag State. In the event therefore that a coastal State through an RCC has a specific operational request for a ship of another flag State, such a request should initially be communicated to the flag State of the ship involved. Any request for the assistance of a merchant vessel in this regard should fully address all potential safety, security, commercial, insurance and legal implications;



4. The cost to individual shipping companies of meeting the requirements of UNCLOS and SOLAS to rescue those in distress is considerable with some ships and companies bearing a disproportionate financial burden. It must be stressed, however, that the shipping industry has not raised this as a primary concern nor used this as an argument in seeking to avoid its legal responsibilities – nor does it intend to do so. Instead, the shipping industry has focused its efforts on meeting and discharging its legal and humanitarian duties. This commitment does not however extend to the shipping industry bearing the direct and indirect costs associated should a coastal State seek to direct shipping to conduct activities beyond those in UNCLOS/SOLAS. As well as incurring additional unspecified operating costs, such redirecting of a ship has potential consequences including to insurance cover and liability as well as to commercial cargo interests.

Finally, the plight of mixed migrants in the waters of South East Asia is also a matter of increasing concern. Recent reports indicate that coastal States in this region have an unclear approach to receiving migrants, some of whom may have been left marooned at sea for extended periods. Should this situation continue in this region it is possible that merchant ships might become involved in rescuing persons in distress at sea. It will be essential, however, that in such circumstances the coastal States concerned are also fully committed to meeting their UNCLOS and SOLAS responsibilities, without delay. It will be vital they arrange for the prompt and predictable disembarkation of rescued personnel to a place of safety within the sea area with the same alacrity currently shown by Mediterranean States, something which has been greatly appreciated by the shipping industry. Unless the commitment of the coastal States to meeting their UNCLOS & SOLAS responsibilities is both confirmed and acted upon the situation in this area risks becoming even more seriously acute. ICS requests that this statement is included in the report of this meeting."

Statement by the delegation of Bangladesh "Thank you Mr. Chairman, The delegation of Bangladesh expresses its appreciation to the Secretary-General of International Maritime Organization and the Chairman of the Maritime Safety Committee for arranging this special session on unsafe mixed migration by sea. The delegation of Bangladesh expresses deep concern on the unsafe mixed migration by sea. Mr. Chairman, we laud the inter-agency High-level initiative to address unsafe mixed migration by sea (the High-level meeting which took place at IMO Headquarters on 4 and 5 March 2015). Taking into account the link between migration and human development, we view that potential solutions lay in a global comprehensive approach to addressing the drivers of migration such as poverty, climate change, violence, terrorism and war. However, added to that is the problem of human trafficking. Mr. Chairman, though the root cause of the problem is not the IMO matters but we must do our part when the migrants are at sea. We think that the problem shall be discussed with UN and related agencies. Inter-agency cooperation and comprehensive approach is required to resolve the issue.



Mr. Chairman, mixed migration is not only a regional issue in the Mediterranean and Andaman Sea, but it is a global issue, as elaborated by the distinguished representative of the IOM. Mr. Chairman, in our opinion the maritime industry is not capable of handling such huge numbers of migrants at sea. We think more emphasis should be placed on prevention rather than cure, which involves ensuring peace, poverty eradication, reducing the effect of climate change, ensuring habitable condition, justice, fundamental human, social and political rights to human being all over the world. We think further action is required in response to the growing demand on merchant shipping to respond to the problem of searching for, rescuing, caring for and disembarking mixed migrants rescued at sea. We think a holistic approach is required by the maritime community and the IMO's safety, security, pollution, facilitation and legal framework to be revisited to overcome this issue. Mr. Chairman, the Government of Bangladesh has taken measures to identify the smugglers and taking legal action to eradicate the migration by sea and land. Thank you Mr. Chairman."

Statement by the delegation of Greece "We would like to express our deep appreciation to H.E the Secretary-General of this Organization for his initiative to organize an inter-agency meeting last March where the UN agencies , IMO delegations, as well as the NGOs and other stakeholders had the opportunity to consider this outstanding issue making comprehensive interventions by presenting data, facts and figures and submitting proposals providing a substantial contribution to this discussion about a humanitarian problem that is being gradually increased due to several political, social and economic factors as well as conflict situations in the area of the Middle East and of Northern Africa. Distinguished delegates, Almost on a daily basis a huge number of immigrants and refugees, on unseaworthy vessels, trying to reach the European coasts of the Mediterranean Sea. Addressing and dealing with the phenomenon of irregular migratory flows, especially when unseaworthy vessels are used, constitutes the main priority and primary concern of our country. In this context, the Hellenic Coast Guard provides every means to protect human life at sea in accordance with the provisions of the international law and treaties and in particular of the SAR Convention. During 2014, the Hellenic Coast Guard was involved in 778 SAR operations for the rescue of more than 20,000 irregular migrants. It is worthwhile to be mentioned that the operations were successful, this being proved by the mere fact that the rate of SAR effectiveness within Greek Search and Rescue Region, raised up to 99.54%. From our side, priority is also given to the dismantling of organized criminal networks within the context of existing channels of international police cooperation and/or cooperation with third countries through the exchange of relevant information.



The outlook of increasingly large numbers of illegal border-crossings in the Mediterranean route has to be expected in the forthcoming period, reaching the levels of a humanitarian crisis situation, as mentioned before. This prospect is mainly attributed to the political instability in the third countries of origin and of transit, as well as to the presence of well-organized facilitation networks supporting the flow of mixed migratory groups to the European Union. It is our opinion that the international community should respond to the political and operational demands and highlight the importance of the comprehensive and well-coordinated approach in maritime safety and security. In order to achieve the more effective collective and synchronized actions, – the professionalism, know-how and capabilities of the coast guards should be used at the possible extend. Furthermore It is of paramount importance to encourage the application of the existing international maritime legal instruments such as UNCLOS, SOLAS, SAR Convention, etc. while the Guidelines regarding the SAR operation at sea, recently issued by the International Chamber of Shipping (ICS) should be highlighted and implemented to the extent possible by all parties involved as they complement the existing guidelines, namely "Guide to the Principles and Practices as Applied to Migrants and Refugees Rescue at Sea", issued by the UNHCR, in cooperation with IMO and the ICS. In this regard, the Hellenic Coast Authorities will maintain a high level of surveillance and response capacity in the area of their responsibility in order to tackle the irregular migratory flows and at the same time to render assistance to the people in distress at sea. Thank you Mr. Chairman. We would ask the Secretariat this statement to be annexed to the report of this Committee. Thank you."

Statement by the delegation of Indonesia "Thank you Mr. Chairman. I would like to take this opportunity to extend my delegation's congratulations to you on your elections as to Chair the Committee and to express appreciation to the Secretary-General for the initiative and wisdom of convening this Special Session on Mixed Migration by Sea. It certainly is a part of our common endeavor to understand the problem related to the irregular migrants from the wider perspective and address it in a comprehensive manner. We believe that this session will emphasize the concern of the international community, to respond to this matter. As one of the affected countries of such incidence in Asia, Indonesia has had the experience of addressing the issue of irregular movement of persons. In the past, Indonesia had managed the Vietnamese Boat People and contributed to the solution of this problem by providing the island of Galang as temporary processing centre for the asylum seekers, before their resettlement in third countries. Presently, the increasing number of irregular migrants (asylum seekers and refugees) in the Andaman Sea due to conflict in the country of origin is threatening the stability of the Asia-Pacific countries. In Indonesia, these asylum seekers and refugees are being accommodated in existing immigration detention centres all over Indonesia. These centres are however not designed to



accommodate asylum seekers and refugees but they are constructed as detention centres for violators of immigration. As such, they are therefore being transferred to the various community housing. To these asylum seekers and refugees, the following principles of international law are observed by the Indonesian government, namely: non-refoulement; non-discrimination; and international cooperation. Particularly for the refugees in Indonesia, the comprehensive resolution is for a) their resettlement in third countries, and b) their voluntary repatriation. The experience of East Asian countries has proven that international cooperation is required to address all aspects of this issue. Closer cooperation between States is necessary for a more durable solution involving countries of origin, transiting countries, and countries of destination. Furthermore, international organizations and other relevant actors are essential to reduce loss of life at sea. In the region, Indonesia has been actively engaged under the Bali Process on People Smuggling, Trafficking in Person Related Transnational Crime, with the aim to support and strengthen practical cooperation on refugee protection and international migration, including human trafficking and smuggling, and other components of migration management. It also emphasizes the principle of burden sharing between respective countries. At the initiative of the President, on 20 August 2013 Indonesia convened a Special Conference on Irregular Movement of Persons resulting in the Jakarta Declaration on Addressing Irregular Movement of Persons. It identifies concrete steps to overcome trafficking in persons, covering four pillars, namely prevention, early detection, protection, and law enforcement to be undertaken by the country of origin, country of transit and country of destination. With the view of finding a comprehensive solution to the increasing number of irregular migrants, Indonesia has undertaken parallel steps at the domestic, bilateral, regional and multilateral levels.

a. At the national level: enhanced cooperation with international organizations (UNHCR and IOM);

b. At the bilateral level: discussed with countries of origin on finding practical

solution to the problem; c. At the regional level: addressed the matter through the Bali Process on

People Smuggling, Trafficking in Persons and Related Transnational Crime, initiated by Indonesia and Co-chaired with Australia; and

d. At the multilateral level: actively participated in UN conferences, such as

Global Forum on Migration and Development (GFMD), Open-ended Intergovernmental Meeting on smuggling of Immigrants by UNODC, etc.

With regard to the recent increase of irregular movement activities in South East Asia, especially those that involve certain ethnicity from Myanmar and Bangladesh, although it is not a party to the 1951 Convention on refugees, The Government of Indonesia has gone the extra mile and taking measures beyond its international obligations under the International law. On the basis of humanitarian considerations, Indonesia has extended its assistance to support and to help reducing loss of life at sea. Currently these migrants still arrive at Indonesian water. They come by unseaworthy boats loaded with hundreds of people, with minimum sanitation, and without adequate food supply. In response to this situation, we have established temporary emergency shelters/camps in Aceh, northwestern part of Indonesia, where we work closely



with the United Nation High Commissioner for Refugees and International Organization for Migration. However we do not know how long this camp will be able to manage to accommodate such number of people. Within the international context and in close collaboration with other affected countries, Indonesia is pursuing efforts to expedite the resettlement and repatriation process. These are reflected through Indonesia's participation in:

a. Trilateral Foreign Ministers (Indonesia, Malaysia, and Thailand) meeting in

Kuala Lumpur, 20 May 2015; b. Bilateral Foreign Ministers (Indonesia and Myanmar) meeting in Nay Pyi

Taw, 21 May 2015; c. OIC Ministerial Meeting in Kuwait, 27-28 May 2015; and d. Special Meeting on Irregular Migration through regional mechanism (Bali

Process, set up in 2002 involving 48 countries and UNHCR, IOM, and UNODC-the oldest and largest regional cooperation).

As such, these collaborative approaches at various levels to address and discuss possible measures and actions to be taken, for the short and long term, by respective countries to deal with this matter, involves following five pillars:

a. Search and Rescue through joint coordinated operation; b. Provision of shelter, food, medicine, etc; c. Resettlement through intensified collaboration and cooperation with UNHCR

and IOM to identify and verify their status in a-one-year period, and for countries party to the 1951 Convention to increase their resettlement quota based on the principle of burden sharing and shared responsibility;

d. Repatriation, to be undertaken in close cooperation and coordination with

the respective embassies; and e. International cooperation by encouraging ASEAN to play the central role in

addressing the matter in the region.

As we all are aware of, this issue is affecting State Government related to shipping industries, ports and other relevant stakeholders. Therefore, it is indispensable for IMO, which has the mandate to manage shipping industry and port states, to intensify their effort to deter the use of ships from facilitating the illegal movement of persons and take preventive measures to ensure the safety of life at sea. The key issue is how to prevent the ship with mixed migrant aboard leaving a port. IMO needs to develop guidelines for States on the matter. Last but not least, distinguished delegates, the problem of irregular movement of persons at sea is the responsibility of the international community. Therefore, in this forum, Iet us work together, hand-in-hand, in the name of humanity to find a common and comprehensive solution for this particular problem. Thank you"



Statement by the delegation of Italy "Over the past two years migration by sea, by means of unsafe boats to cross the Mediterranean Sea, took over the connotation of a mass exodus. Since November 2013, till November 2014 Italy, through Mare Nostrum operation, the Coast Guard activity and, almost 1,000 diverted merchant ships in support of SAR operations, brought to rescue over 170,000 people (men, women and children). More than 42,000 people were directly rescued through intervention of diverted merchant ships for different emergencies that incessantly happened every day. We are well aware of the adverse impact such a phenomenon caused and is still causing to the world maritime economy in terms of safety of life at sea, safety of navigation as well as in terms of increased costs for shipping industry. Actually, the diversion of merchant ships in support of search and rescue operations on one side, and, on the other side, the use of very old merchant ships for the illegal smuggling of migrants, to transport large numbers of people (800/1000) – and which, by the way, in some cases were abandoned without crew on board, heading towards Italy on automatic pilot – both are two different aspects of the same problem. From the beginning of 2015 already around 54,000 migrants (men, women and children) have been rescued by Italian naval units deployed in the Southern Mediterranean and other units participating to TRITON operation. Over 300 merchant ships of all flags have been participating in support of SAR operations, which have collected and rescued some 15,000 migrants. It is the view of this delegation that on the above-mentioned issues, a more active role of IMO, with the cooperation of Member States, intergovernmental organizations and private shipping sector will contribute to prevent the loss of many human lives at sea. Bearing this in mind, Italy would like to underline some of the key points, that we believe are key steps in collectively and jointly handling this issue: 1) Review SAR legislation including the definition of "distress" and its

interpretation Currently, there is no harmonized interpretation of the concept of "distress" in the

regulations for Maritime SAR operations. We think that it is time to open a discussion aimed at overcoming the current discretionary powers for intervention, which are today the result of different interpretations of this concept.

2) Develop and increase of controls (port State) on board suspect ship or

sub-standard ship not engaged in commercial voyage (no cargo on board or port of destination not known)

It would be appropriate to raise the minimum percentage values intended for

inspections to be carried out by the P.S.C. Officers on the basis of the regional MoU aimed at the strengthening the obligations related to controls on departing vessels.



3) Enhance port and coastal State monitoring, including monitoring ships in transit

We consider essential to increase monitoring ships in transit in SAR area of

jurisdiction of Member States. I refer in particular to those episodes occurred in late December of ships sailing from the Eastern Mediterranean basin and heading towards Italy on automatic pilot, before the Italian Coast Guard sent officers by helicopter and managed to secure the vessel, so avoiding shipwreck and environmental disaster.

4) Develop information and advice to prospective migrants on dangers of irregular

sea routes 5) Develop clear policy statements by States on disembarkations of migrants 6) Re-energize the dialogue between States in the Mediterranean and other

Regions on the prevention of irregular, unsafe journeys by sea and on the treatment of persons rescued at sea, as this is an international issue

7) Develop joint databases on migrant incidents and on suspected smugglers and

vessel

All these proposals have been included in a draft document, already available, that will be shortly circulated through IMO Secretariat and will represent the base for further discussion. In conclusion, Italy believes that those actions to be carried on in the IMO framework,

combined with: a more active role of IMO and others UN agencies; the cooperation of the interested Member States; the cooperation of the shipping industry; all that might highly contribute in preventing the loss of human lives at sea, as well as preventing, as far as possible, the emergency arising from migratory flows on unsafe boats in the Mediterranean Sea. In this regard Italy very much appreciates the strong message that EU and MS are sending to the international community, to take determined action to address unsafe mixed migration by sea in the Mediterranean Sea."

Statement by the delegation of Nigeria "Nigeria delegation will join others to thank the Secretary-General for this initiatives, and also appreciates the concerns and commitments of other UN agencies in resolving this problem. We think the time has come when we should call a spade a spade; this issue has to be tackled headlong; at the source or origin of embarkation and to ensure that all the cartels involved in the smuggling of migrants are brought to book. We also agree that the emphasis to be more on prevention than cure! We therefore call for continuous action nationally, regionally and globally.



We will like to appreciate the good rescue operations being undertaken by the frontline States of Italy, Malta, Greece, and other States and seafarers who are assisting in saving life at sea. When we look at the rate of inflow of the migrants; it bothers on people running away from States with conflicts, bad governance and poverty. Therefore the need for the United Nations to address having stable governments in this area where the migrants come from. There is need for regular cooperation amongst regional States to check traffickers of sea migrants. The call for the redefinition of the word Distress at Sea requires caution however, in view of the ongoing challenges being experienced. We support the continuous efforts being undertaken by IMO and other relevant agencies in finding lasting solution to this challenging task facing us now. Mr. Chairman, permit me to propose while we are standing, to observe a minute silence for the migrants who have perished at sea....... May God grant the souls of the departed eternal rest, Amen. Thank you and you may please sit."

Statement by the delegation of the Philippines "Mr. Chairman, firstly, this delegation would like to express its sincerest appreciation to the Secretary-General for initiating this special session. The Philippines fully supports the call for a coordinated action to address this humanitarian crisis. The Philippines also takes this opportunity to thank ICS for the Industry Guidance on Large Scale Rescue Operation at Sea which seeks to ensure the security and safety of seafarers and rescued persons. The Philippines will promote this document as widely as possible to take appropriate action thereon. Mr. Chairman, the Philippines believes that in addition to a UN-wide effort, addressing the issue should also have a regional component. The issue of irregular migration by sea, though sharing commonalities, also have peculiar regional characteristics. The root causes are shared, in general, but legal structures designed to address specific aspects of the issue, vary per country. The standards set by the IMO, which have worldwide application in ensuring seaworthy vessels, are helpful, but their inapplicability in small artisanal vessels leaves gaps in properly addressing the issue. Mr. Chairman, the Philippines is no stranger to providing assistance to persons who have been caught in the traps of illegal and irregular migration, whether by land or by sea. The Philippines is a signatory to relevant UN Conventions, particularly the 1951 Refugee Convention and its 1967 Protocol, and the 1954 Convention relating to the Status of Stateless Persons, and we abide by our commitment to recognize the lawful rights of migrants. We are one with IMO in its efforts in bringing the issue to a favourable conclusion. Thank you Mr. Chairman."



Statement by the delegation of Thailand "Mr. Chairman, Mr. Secretary-General, Distinguished delegates,

It gives me great pleasure to speak on behalf of the Thai delegation at this special session on Mixed Migration today.

At the outset, my delegation wishes to express our sincere appreciation and support for the Secretary-General for his initiative in setting aside the time during the MSC meeting for us to discuss the problem of mixed migrants at sea, which is pertinent to the work of IMO and indeed very timely.

The current influx of irregular migrants that we see nowadays has posed tremendous challenges to many countries around the world. In the recent weeks, we have seen many migrants trying to risk their lives crossing the Mediterranean Sea in search for a better future in Europe. Likewise, in South East Asia, particularly in the Indian Ocean, there are diverse causes of movements, from seeking protection and safety to seeking better economic opportunities. The movement of irregular migrants in the Indian Ocean has reached an alarming level. It is indeed a sad reality to see the quest for a better life and a better future turned into tragedy.

Looking beyond the peril at sea, we need to address the problem of irregular migration in a collective and sustainable manner. No country can solve this problem alone. It is high time for concerted efforts by all countries concerned, be they countries of origin, transit, or destination. It also requires both time and international cooperation to address the problem comprehensively and in the spirit of international burden-sharing.

Mr. Chairman,

Since January 2013, a large number of illegal migrants who had arrived by sea have been taken into our care. Being aware of the difficult circumstances for some of these, especially the vulnerable groups of women and children, Thailand has been looking after them on a temporary basis while trying to find viable solutions. It has now been over two years since that time.

The urgency and seriousness of the massive numbers of people travelling by sea this year prompted Thailand to host the Special Meeting on Irregular Migration in the Indian Ocean on 29 May 2015 in Bangkok. The meeting was held with three main objectives in mind, namely: (1) to address the immediate humanitarian situation of stranded migrants; (2) to combat the long-term problem of people smuggling and human trafficking to prevent further irregular movements; and (3) to address the root causes from origin.

Seventeen countries in the region attended the meeting as well as the United Nations High Commissioner for Refugees (UNHCR), the United Nations Office on Drugs and Crime (UNODC), the International Organization for Migration (IOM), and the United Nations Resident Coordinator for Thailand. Japan, Switzerland and the United States of America attended as observers.

The meeting was opened by the Deputy Prime Minister and Minister of Foreign Affairs of Thailand, who reaffirmed Thailand's commitment to its tradition of hosting refugees and displaced persons since the 1970s. With more than 40 years of experience and some 130,000 persons still remaining on its border, Thailand knows very well how to balance its security concern with humanitarian consideration as well as our obligation under international law. The



Royal Thai Government recently stepped up its efforts by setting up a special taskforce. Two Royal Thai Navy vessels have been deployed as floating platforms to provide necessary assistance and medical help. Aircrafts from both the Royal Thai Navy and Royal Thai Air Force have also been deployed to patrol and assist in the humanitarian operation.

Bangladesh, Indonesia, Malaysia, Myanmar and Thailand – the five most affected countries – briefed the meeting of their respective efforts to address the scourge of irregular migration as well as reaffirmed their full commitments to continue to provide proper humanitarian assistance to the migrants currently stranded at sea and victims of trafficking, and to strengthen their cooperation on law enforcement to put an end to the activities of the criminal networks. Indonesia and Malaysia also agreed to continue to provide humanitarian assistance and temporary shelter to those 7,000 irregular migrants stranded at sea, provided that they could be resettled and repatriated within one year by the international community. Meanwhile, if disembarkation is absolutely necessary in Thailand, the migrants will be treated first and foremost according to humanitarian principles under Thai laws.

At the same time, search and rescue operations efforts have been intensified by Bangladesh, Indonesia, Malaysia, Myanmar and Thailand. And there would be deployment of the US aircraft in close collaboration with Malaysia and Thailand.

All in all, the meeting expressed grave concern and fully recognized the urgency of the current situation with requires immediate responses. Emphasis was made on the need for relevant countries and the international community to resolve irregular maritime migration, in particular, human trafficking and people smuggling, in a comprehensive and sustainable manner by addressing the root causes and other contributing factors in the spirit of cooperation, international burden sharing and shared responsibility.

Mr. Chairman,

At this juncture, I would like to highlight some of the concrete proposals and recommendations from the meeting in Bangkok.

Firstly, as the immediate responses in providing protection of people stranded at sea, the meeting agreed, among others, to: intensify search and rescue operations; explore further means for identifying disembarkation options and reception arrangements; ensure that UNHCR and IOM have access to the migrants; identify those with protection needs through effective screening processes; strengthen information and intelligence sharing on whereabouts of migrants and vessels stranded at sea; establish a mechanism to ensure necessary support, including resources as well as resettlement and repatriation options from the international community.

Secondly, the meeting agreed, among others, to: strengthen national law enforcement to combat people smuggling and human trafficking and cooperate in eradicating the transnational organized criminal syndicates; identify national contact points to coordinate and exchange real time information and intelligence; establish a special investigation taskforce among the key affected countries; implement comprehensive multimedia regional communication campaigns against the transnational criminal syndicates and deter people in targeted areas from falling prey of those syndicates and taking dangerous and irregular maritime migration.

Lastly, to address root causes and improve livelihood in at-risk communities, the meeting agreed to address factors in the areas of origin including, among others, capacity building of local communities, providing economic incentives, respect for human rights, with involvement of the private sector and relevant stakeholders.



Thailand does not see the Special Meeting as a one-off event. Participants were encouraged to take the proposals that were put forward during the meeting back any try to realize some of the concrete recommendations. Deliberations over the course of the meeting will also be brought to related regional and multilateral fora for further discussion and implementation. As an active member of both ASEAN and the Bali Process, Thailand will push for early coordinated implementation at these fora, and explore how best to integrate these efforts into the existing frameworks, particularly at the upcoming special session of ASEAN Ministerial Meeting on Transnational Crime to be hosted by Malaysia. Mr. Chairman, To conclude, irregular migration is a problem that needs to be addressed urgently and comprehensively. No one country or organization can tackle this problem alone. The IOM and IMO, for example, will need to join hands so that the problem of irregular migration could be addressed effectively both on land and at sea. My delegation fervently hopes that the Special Meeting on Irregular Migration in the Indian Ocean in Bangkok on 29 May 2015 has helped, in one way or another, to underscore the importance of the problem at hand and the urgency for action, as well as paving the way towards the comprehensive and sustainable solutions to the problem of irregular migration in the Indian Ocean and beyond. My delegating is happy to share with you the summary of the meeting in Bangkok and will ask the Secretariat to help circulate it. Thank you Mr. Chairman."

Statement by the delegation of Turkey "Mr. Chairman, Irregular migration is a global problem which requires global and comprehensive approach, and all countries should exert joint efforts in order to prevent and overcome the problems brought by irregular migration. "Security measures" constitute one pillar in combatting this issue. The fight against migrant smugglers and human traffickers, should definitely be intensified. However, "security measures" without overly addressing the root causes of irregular migration, such as economic, political, social instabilities and conflicts, would only yield temporary and limited success. Therefore, it is of utmost importance that destination countries support peace processes and promote peaceful settlement of disputes in conflict-affected areas and to step up humanitarian aid and development investments in the countries of transit and origin with a view to improving standards of living in these countries. While working on sustainable solutions, migration flows will continue. Thus, we believe that further measures have to be taken to strengthen search and rescue operations to prevent more loss of lives in the sea. Saving and helping people in distress should be seen as a joint responsibility of humanity.



We welcome the EU's recent efforts in response to the situation in the Mediterranean. The success of those efforts depends on an effective cooperation with key countries, Turkey being at the forefront.

An emergency relocation mechanism and a pilot project on resettlement offering a number of places to persons in need constitute one of the core components of those efforts. Hosting around 2 million Syrians and Iraqis, Turkey assumes an important role in minimizing mass influxes towards the EU.

Our "open door" policy for Syrians continues without any discrimination of religion or ethnic origin. More than 250.000 Syrians who are accommodated in 25 temporary protection centers are provided with food, health and education services. In addition to that, 1.5 million Syrians who live outside these centers are also under our protection regime.

We have spent more than $6 billion for Syrians in Turkey until now. However, the contribution we received from the international community has been below all expectations. We expect international community to fulfil its responsibilities on burden sharing.

Turkey, while hosting the biggest number of Syrians, is at the same time exerting every effort possible to minimize irregular migration. The number of irregular migrants, apprehended while attempting to cross our territory during 2005-2014, has been approximately 500,000. In 2014, almost 59,000 irregular migrants, of which 14.961 at Sea, were apprehended by the Turkish Authorities.

The Turkish Coast Guard has initiated new operations in the Mediterranean and Agean Seas.

Since the beginning of 2015, Turkish Coast Guard has rescued around 11,000 migrants from sea and apprehended 62 migrant smugglers. The number of rescued migrants in this period is three times higher than the same period of 2014.

Furthermore, Turkey, in order to fight more efficiently against migrant smuggling by sea:

- has increased the Coast Guard Units in risky areas;

- is monitoring closely all commercial ships;

- has increased control of commercial ships while entering and leaving the ports; and

- has intensified fight against organized crime groups in order to identify those who

are involved in migrant smuggling.

Turkey is ready to cooperate with all relevant parties and contribute to joint efforts in order to prevent irregular migration, while believing in the necessity of finding a sustainable solution for migration management that requires a shared responsibility.

Thank you."

Statement by the delegation of the United Kingdom "Thank you, Mr. Chairman. I would like to thank the Secretary-General and industry for their submissions and to UNHCR, IOM and UNODC for their informative interventions.



The Government of the UK shares the desire of others to end the loss of migrants' lives at sea, in particular the current crisis in the Mediterranean. To tackle the problem, we believe efforts must remain focussed 'upstream' in respect of working with the countries of origin and transit.

The UK is also providing humanitarian assistance to as many refugees as possible within the region and the UK continues to support the joint efforts under Frontex Operation Triton. We would also like to take this opportunity to thank our Mediterranean colleagues, particularly Italy, Greece and Malta for their dedication in responding to the crisis that we are currently faced with and also to the very many merchant ships that have assisted. Chairman, it is in respect to the hugely valuable contribution of merchant shipping to the situation in the Mediterranean that the UK would like to bring an issue to the attention of this Committee. Last week it was brought to the attention of the UK Maritime and Coastguard Agency that a UK flagged container ship received a request to deviate and render assistance to a small craft and crew in distress in a position South of Crete. The vessel went to the location and found that a small craft was underway making a speed of 6-9 knots. Visually they noted that there were approximately 20-30 persons on board. All attempts to establish VHF contact failed. The Master continued to try and make contact with the small craft but was not successful and the small craft repeatedly kept turning away from the ship. When the Master sighted the small craft he was asked by the MRCC to report back on the details of the small craft including – nature of distress, request for assistance, any communications established, description of vessel, how many people were on board, course and speed.

The Master provided this information and also informed the MRCC that the small craft had started manoeuvring away from his, that the small craft was now astern of him, that he was now turning the vessel around to its original course and that he was awaiting further instructions from the MRCC. Shortly afterwards the UK vessel was contacted by the MRCC and instructed to reduce speed, approach the small craft, take photos of the small craft and send them to the MRCC. The Master undertook this instruction and advised his company. In return the company, very wisely, instructed the Master not to get any closer than was necessary to take the photographs for the sake of the safety and security of the ship. The Master again confirmed that they had not been able to make contact with the small craft and that each time they approached the small craft it moved away from them, manoeuvring in a way that meant it was difficult to maintain a position alongside them. The MRCC was asked by the ship operators how long the vessel would be on standby. The MRCC, despite not being on scene, advised the small craft was in a hazardous situation that could change in "two minutes", that the ship was ordered to stand by under the authority of the MRCC until a suitable vessel was able to take over.



Sometime later another vessel was instructed by the MRCC to deviate and proceed into position for rescue coordination. The Master of the UK vessel was told he would be released after handing over to the second vessel. Approximately one hour later the second vessel was in the vicinity of the small craft and the Master of the UK vessel asked the MRCC if they had received confirmation from the second stand by vessel. The Master was advised that an MRCC in another State was now taking over the case. At the same time the second stand by vessel reported to the MRCC that the small craft did not need any assistance and resumed her passage. Approximately 2 hours later the second stand by vessel was instructed by the new MRCC to turn back and take over position as stand by. The second vessel was now 20 nautical miles west of the small craft. The Master of the UK vessel stood by the small craft, had several conversations with both MRCC's involved and followed the instructions from the MRCC's throughout. The UK flagged vessel was stood down – some 9 hours after the initial request to render assistance. The UK is quite clear what obligation its vessels are required to fulfil under SOLAS chapter V in respect of a providing assistance to persons in distress at sea and also their duty to render assistance as per Article 98 of UNCLOS. We are also assured that UK flagged vessels will and do fulfil their obligations. SOLAS chapter V regulation 33 places an obligation on the master of the ship "to proceed with all speed to their assistance" upon "receiving information from any source". Regulation 33 does however appear to be within the discretion of the ship responding to the request for assistance in respect of ascertaining what assistance, if any, it should provide when it makes contact with the ship. It is the understanding of this delegation that, if having made contact with the ship and it is ascertained that no assistance is requested (which would include the ship failing to respond to an offer of assistance) it must be the case that any obligation under SOLAS chapter V, regulation 33 has been discharged and the ship is able to proceed on its way. The UK feels that it may be useful to provide some clarity in respect to the requests made for a ship to remain in proximity to another ship on the chance that an emergency/distress situation may occur as this delegation is a little unclear what the legal obligation is. It is our view that if in the view of the master of the request vessel that it is has been ascertained that no assistance is requested (which would include the ship failing to respond to an offer of assistance) or that the threshold to render assistance has not been met then there is no legal obligation for the vessel to stand by for prolonged periods of time. Thank you, Mr. Chairman"

Statement by the delegation of the United States

"Thank you, Mr. Chairman. The United States would like to thank the Secretariat for document MSC 95/21/4/Rev.1. We are pleased to note the high level international engagement in addressing unsafe mixed migration by sea.



Let me begin by complimenting the efforts of our Italian and Maltese Navy and Coast Guard colleagues, and those of other Member States, to protect the safety of life at sea in the Mediterranean and in Southeast Asia. The United States does not view the effort to address unsafe mixed migration by sea exclusively as a function of search and rescue under the International Convention on Maritime Search and Rescue. While some encounters with migrants at sea may require search and rescue efforts, other encounters are fairly characterized as border control and law enforcement activity to disrupt human smuggling activity. The United States further notes that migrant smuggling is a transnational criminal activity that is most appropriately addressed through law enforcement actions that target the criminal smuggling enterprises, while protecting the safety and rights of the migrants. The UN Convention Against Transnational Organized Crime (UNTOC) and its Protocol Against the Smuggling of Migrants by Land, Air, and Sea is the appropriate international legal framework for addressing this activity and we urge its implementation. Some Member States have recommended reviewing national legislation for the purpose of revisiting the definition of "distress." This delegation is unclear what the purpose of this type of effort would be. We urge caution on disrupting the settled law and policy for effective search and rescue to address the current surge in human smuggling activity in the Mediterranean. What is clear is that continued international collaboration on law enforcement, border control and rescue action is required. The United States supports further dialogue on this issue and looks forward to continuing to work with Member States on these important issues. We also wish to commend the efforts being taken by the European Union to address the situation in the Mediterranean Sea. Again, we would like to conclude by commending all of our naval and coast guard colleagues for their forthright action to protect the lives of migrants at sea. Thank you, Mr. Chairman."

Statement by the observer from BIMCO "BIMCO would thank the IMO Secretary-General for this initiative. We would strongly support the pragmatic and practical proposals of the EC and their efforts to deal with the problem. We would also support the observations and comments of the UK and the USA and thank ICS for their document, cautioning against over prescription within the guidance. Mr. Chairman, many BIMCO Members have been involved already this year in rescues and we are concerned with the growing reliance and perception that the industry is seen as another SAR arm. There is a very real risk that this appears to be institutionalizing the role of the industry in SAR in this field. BIMCO has growing and serious concerns for the safety and security of vessels and crews. The mass migration "perfect storm" alluded to by the UNODC is very accurate but if not addressed ashore is likely lead to a serious and disastrous incident at sea. It would be naive to think that this may not happen. We must ensure that however ethically and legally complex dealing with the issue of the business model of these people smugglers, it must be deterred and defeated now. We would call on IMO to be proactive and pragmatic in supporting this effort. IMO resolution MSC.167(78) is very specific as to the responsibility of all stakeholders and especially all Governments."



Statement by the delegation of Georgia

"Georgia fully supports the document MSC 95/21/5 submitted by the Government of Ukraine on Foreign-flagged vessels calling at closed seaports in the territory of the Autonomous Republic of Crimea and the city of Sevastopol (Ukraine).

The United Nations General Assembly Resolution entitled "Territorial integrity of Ukraine" called upon all States, international organizations and specialized agencies not to recognize any alteration of the status of the Autonomous Republic of Crimea and to refrain from any action or dealing that might be interpreted as recognizing any such alteration.

National Maritime Authority of Georgia Maritime Transport Agency of the Ministry of Economy & Sustainable Development of Georgia already has notified the shipowners, managers, masters and any related persons of Georgian flagged ships that navigation in closed ports of Crimean Peninsula is strongly prohibited and will be considered as the violation of territorial integrity of Ukraine and is subject to appropriate legislation of Ukraine.

Georgia remains committed to upholding the sovereignty and territorial integrity of Ukraine. Georgia also fully supports and respects the decision of the Government of Ukraine on closure of its Sea Ports on Crimean peninsula."

Statement by the delegation of Ukraine

"Mr. Chairman, Distinguished delegates,

Current developments in Ukraine caused by Russia's illegal occupation of Crimea and aggression in Donbas clearly demonstrate that violation of international law by one Member State causes serious damage to peace and security in the whole Europe with grave implications for the safety of navigation, protection of the marine environment, search and rescue of seagoing vessels in the Black Sea region.

It happened in Georgia in 2008. It happened in the Autonomous Republic of Crimea in 2014. It is happening now in Donbas in 2015.

The imperialistic ambitions of one Member State – the Russian Federation – and its open military aggression have created the worst crisis in Europe since the end of the Second World War.

The Malaysia Airlines Flight MH-17 tragedy and brutal terrorist acts in Volnovakha and Mariupol committed by Russia-supported terrorists took the lives of hundreds of innocent civilians. Such crimes should not be tolerated.

The Russian aggression against Ukraine is ongoing. Consistent fighting makes it difficult to name accurate numbers of those killed and wounded. An average of ten people die every day because of the Russian aggression against Ukraine. 6,362 people have been killed as a result of Russian aggression as of 15 May 2015. 15,775 were wounded. Over 1.2 million persons were registered as internally displaced persons. They fled from the temporarily occupied territories that suffered from the Russian troops and Russian-backed terrorist groups. Each victim will not be forgotten.

The military invasion of the Russian troops into the territory of peninsula began on 20 February 014 by blocking and seizing of Ukrainian civil and military facilities, administrative buildings and infrastructure, illegitimate imposition of the pro-Russian Crimean Authorities, convening of the so-called "referendum" of 16 March at the barrel of a Russian gun.



In a documentary film for Russian state-run television, broadcast on 15 March 2015, the Russian President admitted for the first time that the plan to annex Crimea had been launched weeks before the so-called "referendum". According to the UN General Assembly Resolution №3314 (ХХІХ) of 14 December 1974 actions undertaken by the Russian Federation in the Autonomous Republic of Crimea and the city of Sevastopol (as well as in the east of Ukraine) fall under the qualification of an act of aggression against Ukraine. Under Article 2 of the UN Charter the forceful acquisition of territory is illegal and, thus, cannot be retrospectively legitimized. This delegation would like to draw the attention of the Committee to the UN General Assembly Resolution 68/262 "The territorial integrity of Ukraine" of 27 March 2014 that calls upon all States, international organizations and specialized agencies (including IMO) not to recognize any alteration of the status of the Autonomous Republic of Crimea and the city of Sevastopol on the basis of the referendum "having no validity" and to refrain from any action or dealing that might be interpreted as recognizing any such altered status. Ukrainian delegation once again stresses that the Russian Federation "taking over" responsibility for international shipping issues, including the safety of navigation, protection of the marine environment from ship pollution, search and rescue, ship registration, certification of crew members of seagoing vessels in maritime areas adjacent to the Autonomous Republic of Crimea and the city of Sevastopol, as an integral part of the territory of Ukraine does not comply with the basic principles and norms of international law and the effective legislation of Ukraine and shall be deemed illegal. Ukrainian delegation assumes that all flag States, shipowners and captains are familiar with the fact of the closure of seaports in the Autonomous Republic of Crimea and the city of Sevastopol and with the risks of the entrance of these Ukrainian ports associated with it. As Ukraine has already informed, the entry of vessels under foreign flags to the closed sea ports in the Autonomous Republic of Crimea and the city of Sevastopol shall be considered as a violation of international law, as acts, that undermine the sovereignty of Ukraine, as well as violations of the national law of Ukraine, which entails the responsibility of the shipowners, operators and masters of ships, including the criminal one, for violation of the order of entry to the temporarily occupied territory of Ukraine and departure from it. Ukraine is deeply concerned about the continuous military build-up by the Russian Federation in the Crimean peninsula that poses additional threat to the safety of navigation and protection of the marine environment in maritime areas adjacent to the Autonomous Republic of Crimea and the city of Sevastopol, Ukraine. Regardless of all warnings, Ukraine still observes foreign-flagged ships calling at closed seaports in the territory of the Autonomous Republic of Crimea and city of Sevastopol. In response to reiterated warnings by the Government of Ukraine ship masters have reacted by disconnecting the Automatic Identification System (AIS) on ships when approaching Crimean seaports. These actions are severe violations of the most significant IMO instrument, the SOLAS Convention. In view of the fact that Article 94 of the UNCLOS established that every State shall effectively exercise its jurisdiction and control in administrative, technical and social matters over ships flying its flag, Ukraine expects that the competent authorities of the States will ensure the compliance by shipowners, operators and ship masters with the international law and the national law of Ukraine, including the status of the closed ports, located in the temporarily occupied territory of the Autonomous Republic of Crimea and the city of Sevastopol.



The Foreign Ministry of Ukraine regularly notifies the Ministries of Foreign Affairs of flag States, whose ships violate the aforementioned regime, requesting them to provide explanations and to take all appropriate measures to prevent such violations in the future. Many of our partners have duly fulfilled their obligations under UNCLOS and excluded the relevant ships-perpetrators from their national registers, and some of them provided official explanations of such actions. In this regard, I would like to urge those Member States who received our respective notifications and have not provided official responses to Ukraine, to do so. This information will be transmitted to appropriate State authority of my country for future consideration and adoption of the decisions in line with the national legislation. Concluding my statement, I would like to stress that the biggest perpetrator of the regime of the closed seaports of Ukraine is the Russian Federation which continues to elude its responsibility and has not provided responses to Ukraine's communications on this particular issue. As of 1 June 2015, eighty-seven vessels under its flag illegally entered closed seaports in the Crimean peninsula. I, therefore, kindly ask the Members of the Committee to support Ukrainian document, consider the information provided therein and in my statement as well as to take actions as appropriate. I would also like the above statement to be included into the final report of the current MSC session. Thank you."

Statement by the delegation of the United States "The United States has read the submission of Ukraine, MSC 95/21/5, with great concern. The paper describes a situation of significant uncertainty with considerable implications for the safety and security of navigation in the area of Crimea. We are particularly concerned about the reports of mariners disabling their AIS while navigating in the area. Given the significant uncertainty of this situation and its considerable implications for the safety and security of navigation, the United States urges all Member States to take these factors into consideration when their ships are operating in this area. Thank you, Mr. Chairman."

Statement by the delegation of Latvia "Latvia, which currently holds the Presidency of the Council of the EU recalls, in the interest of the European Union, that the European Union does not recognize and continues to condemn the illegal annexation of Crimea and Sevastopol by the Russian Federation and that the European Union will remain committed to fully implement its non-recognition policy. The European Union remains committed to upholding the sovereignty and territorial integrity of Ukraine."

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