STATUTORY REQUIREMENTS - Amendments entering into force from 1 January 2010 to 1 January 2015...

STATUTORY REQUIREMENTS - Amendments entering into force from 1 January 2010 to 1 January 2015

Updated date : 10 November 2013

Peter Yang

2Bureau Veritas Presentation _ Date

General Infomation

► The following information is displayed in this material to indicate the main amendments to statutory instruments entering into force from 1 January 2010 to 1 January 2015 to be applied to New ships only.

Amendments to SOLAS Convention

Amendments to the LSA Code and FSS Code

Amendments to the IBC Code and IGC Code

Amendments to the HSC Code

Amendments to MARPOL Convention

Implementation of BWM Convention

Chapter 1 - Amendments to SOLAS ConventionChapter 2 - Amendments to the LSA Code and FSS CodeChapter 3 – Amendments to the IBC Code and IGC CodeChapter 4 – Amendments to the HSC Code Chapter 5 - Amendments to MARPOL Convention Chapter 6 - Implementation of BWM ConventionChapter 7 - Goal Based Standards for new ship constructionChapter 8 - Adoption of IMSBC Code

Chapter 1

Amendments to SOLAS Convention


SOLAS requirements applicable to All Ships

► Entry into force on 1st January 2010

Ships shall be provided with a ship-specific emergency towing procedure. Such a procedure shall be carried aboard the ship for use in emergency situations and shall be based on existing arrangements and equipment available on board the ship.

Ships shall be provided with a ship-specific emergency towing procedure.

For all ships the means of embarkation and disembarkation shall be inspected and maintained in suitable condition for their intended purpose.

Requirement for "Radar transponders" is replaced by a requirement for "Search and rescue locating devices", which includes Radar transponders and AIS SART

Every ship shall be provided with a search and rescue locating device capable of operating either in the 9 GHz band or on frequencies dedicated for AIS



► Ships shall be provided with a ship-specific emergency towing procedure..

Resolution MSC.256(84), entering into force on 1 January 2010, introduces a retroactive amendment to regulation II-1/3-4, section 2 - Emergency towing procedures on ships. – Applied to cargo ships constructed on or after 1 January 2010

Ships shall be provided with a ship-specific emergency towing procedure. Such a procedure shall be carried aboard the ship for use in emergency situations and shall be based on existing arrangements and equipment available on board the ship.

In order to assist the owners/operators in preparing the ship-specific emergency towing procedures, a circular, MSC.1/Circ.1255 was published which is attached here after for your easy reference.

Emergency towing arrangements should be fitted at both ends on board every Tanker of not less than 20.000 tons deadweight.

Emergency Towing arrangement



► Entry into force on 1st January 2010 - For all ships the means of embarkation and disembarkation shall be inspected and maintained in suitable condition for their intended purpose.

Resolution MSC.256(84), entering into force on 1 January 2010, introduces the new SOLAS regulation II-I/3-9 Means of embarkation on and disembarkation from ships. This new regulation contains requirements for construction, installation, maintenance and inspection/survey applicable to ships built on or after 1 January 2010 and inspection and maintenance requirements applicable to ALL ships, as from 1 January 2010.

These ships shall be fitted with means of embarkation and disembarkation, constructed, installed and maintained according to IMO guidelines MSC.1/Circ.1331.

Shipyard/makers shall submit a written declaration or statement of conformity with the construction requirements specified with MSC.1/Circ.1331 and/or the applicable construction standards adopted by the Administration.

Surveyor should witness the Load test and issue an Attestation after satisfactory with test result.

Attestation of Embarkation test



► The means of embarkation and disembarkation;

Should be sited clear of the working area and should not be placed where cargo or other suspended solids may pass overhead.

The purpose and use of the “Means of embarkation and disembarkation” are different from arrangements for pilot transfer. For new ships, this may result in two accommodation ladders being required on each side of the ship: i.e., one for use in port (SOLAS 74 as amended, Regulation II-1/3-9) in an area where cargo or other suspended solids do not run overhead (in way of the accommodation, for example) and one in the midship parallel part of the ship for pilot transfer (SOLAS 74 as amended, Regulation V/23, for a ship with freeboard which exceeds 9 meters ).

Each accommodation ladder should be of such a length to ensure that, at a maximum design operating angle of inclination, the lowest platform will be not more than 600 mm above the waterline in the lightest seagoing condition, as defined in SOLAS regulation III/3.13.

For ships on which the height of the embarkation/disembarkation deck exceeds 20 m above the waterline specified in above, an alternative means of providing safe access to the ship or supplementary means of safe access to the bottom platform of the accommodation ladder may be accepted.

Each accommodation ladder or gangway should be clearly marked at each end with a plate showing the restrictions on the safe operation and loading, including the maximum and minimum permitted design angles of inclination, design load, maximum load on bottom end plate, etc. Where the maximum operational load is less than the design load, it should also be shown on the marking plate.



► Entry into force on 1st July 2010 (1/2)

Personal life-saving appliances - Adult lifejackets for persons weighing up to 140kg

Radio equipment - Change in transmission of distress alert through the polar orbiting satellite service operating in the 406 MHz band.

When Machinery and Electrical installation alternative design or arrangements deviate from the prescriptive requirements of parts C, D and E, provided that the alternative design and arrangements meet the intent of the requirements concerned and provide an equivalent level of safety to SOLAS, an engineering analysis, evaluation and approval of the design and arrangements shall be carried out in accordance with this regulation.

Satellite EPIRB should be capable of transmitting a distress alert through the polar orbiting satellite service operating in the 406 MHz band (no longer INMARSAT)

Ship to shore distress alert through the Inmarsat geostationary satellite service by a ship earth station.



► Entry into force on 1st July 2010 (2/2)

Doors approved without the sill being part of the frame, installed on or after 01/07/2010 shall be installed with a gap under the door not exceeding 12 mm. A non-combustible sill shall be installed

The ducts shall be made of heat resisting non-combustible material, which may be faced internally and externally with membranes having low flame-spread characteristics and, in each case, a calorific value not exceeding 45 MJ/m2 of their surface area for the thickness used

The ventilation system serving safety centres may be derived from the ventilation system serving the navigation bridge, unless located in an adjacent main vertical zone.



► Entry into force on 1st January 2011 (1/3) - Prohibition of new installation of materials which contain asbestos;

Since the 1st July 2002, new installation of materials which contain asbestos have been prohibited, for all ships, except for some specific types of vanes, watertight joints and linings and supple and flexible thermal insulation assemblies, through SOLAS Reg. II-1/3-5.

From the 1st January 2011, new installation of materials which contain asbestos shall be completely prohibited for all ships, through the revised SOLAS Reg. II-1/3-5.

Asbestos (C.A.S. 1332-21-4) is a generic term for a group of six naturally occurring fibrous minerals: amosite (C.A.S. 12172-73-5), chrysotile (C.A.S. 12001-29-5), crocidolite (C.A.S. 12001-28-4), and the fibrous varieties of tremolite (C.A.S. 14567-73-8), actinolite (C.A.S. 13768-00-8), and anthophyllite (C.A.S. 17068-78-9). The most common mineral type is chrysotile. These minerals are made of fibers that vary in length and may be straight or curled. Asbestos can be found naturally in soil and rocks in some areas.



► Prohibition of new installation of materials which contain asbestos;

Asbestos (C.A.S. 1332-21-4) is a generic term for a group of six naturally occurring fibrous minerals: amosite (C.A.S. 12172-73-5), chrysotile (C.A.S. 12001-29-5), crocidolite (C.A.S. 12001-28-4), and the fibrous varieties of tremolite (C.A.S. 14567-73-8), actinolite (C.A.S. 13768-00-8), and anthophyllite (C.A.S. 17068-78-9). These minerals are made of fibers that vary in length and may be straight or curled. Asbestos can be found naturally in soil and rocks in some areas.

Chrysotile, also known as "white" asbestos, is by far the most common variety. 95% of all asbestos-containing materials are made with this material, which is found in serpentine rocks.

Amosite is a brown, gray, or greenish color; chrysotile is white, gray, green, or yellowish; crocidolite is lavender, blue, or green; tremolite is white to light green; actinolite color is not known; and anthophyllite is gray, white, brown-gray, or green.

Asbestos is classified as a substance known to be carcinogenic (lung itself, and mesothelioma - a cancer of the thin membrane that surrounds the lung and other internal organs ),



► Prohibition of new installation of materials which contain asbestos;

This natural material was used because of its insulating and fireproofing properties and characteristics.

List of places and areas where asbestos materials were found on board:

• The most common use of asbestos onboard has been for insulation. Asbestos could be found in pipe covering which insulated hot steam pipes, hot water lines and fuel lines.

• Another common use of asbestos was in brick and cement used on pumps, turbines, compressors and condensers, and virtually any other equipment that generated a great deal of heat. Boilers contained asbestos brick and asbestos liners sandwiched between brick and steel layers. Asbestos was also used in exhaust systems including connectors and manifolds.

• Beyond the engine room, asbestos was used in electric cabling, brake linings, gaskets and packing in flanges and valves, and as a component in sealing materials. An asbestos insulation layer might cover steel decking beneath a layer of cement. Floor tiles, wall and ceiling panels could also contain asbestos.



► Entry into force on 1st January 2011 (2/3)

New installation of materials which contain asbestos shall be prohibited

Bilge pumping arrangements: Provisions for the drainage of closed vehicle and ro-ro spaces and special category spaces shall also comply with regulations II-2/20.6.1.4 and II-2/20.6.1.5

Ships shall be fitted with a bridge navigational watch alarm system (BNWAS) is required as follows,

• cargo ships >150 gt and passenger ships irrespective of size constructed on or after 1 July 2011;

• passenger ships irrespective of size constructed before 1 July 2011, not later than the first survey* after 1 July 2012;

• cargo ships > 3,000 gt constructed before 1 July 2011, not later than the first survey* after 1 July 2012;

• cargo ships > 500 gt but < 3,000 gt constructed before 1 July 2011, not later than the first survey* after 1 July 2013; and

• cargo ships > 150 gt but < 500 gt constructed before 1 July 2011, not later than the first survey after 1 July 2014.



► Entry into force on 1st January 2011 (3/3) Ships shall be fitted with an ECDIS, applicability depending on date of built and

tonnage;

• passenger ships > 500 gt constructed on or after 1 July 2012;

• passenger ships > 500 gt constructed before 1 July 2012, not later than the first survey* on or after 1 July 2014;

• tankers > 3,000 gt constructed on or after 1 July 2012;

• tankers > 3,000 gt constructed before 1 July 2012, not later than the first survey* on or after 1 July 2015;

• cargo ships, other than tankers, > 10,000 gt constructed on or after 1 July 2013;

• cargo ships, other than tankers, > 3,000 gt but < 10,000 gt constructed on or after 1 July 2014;

• cargo ships, other than tankers, > 50,000 gt constructed before 1 July 2013, not later than the first survey* on or after 1 July 2016;

• cargo ships, other than tankers, > 20,000 gt but < 50,000 gt constructed before 1 July 2013, not later than the first survey* on or after 1 July 2017;

• cargo ships, other than tankers, > 10,000 gt but < 20,000 gt constructed before 1 July 2013, not later than the first survey* on or after 1 July 2018


SOLAS requirements applicable to Cargo Ships


Bulk carrier / oil tanker length > 150 m (SOLAS Ch. II-1 Reg. 3-10)

• Paragraph 3-10 is added “Goal Based Standards” apply to oil tankers of 150 m in length and above and to bulk carriers of 150 m in length and above, constructed with single deck, top-side tanks and hopper side tanks in cargo spaces, excluding ore carriers and combination carriers for which the building contract is placed on or after 1 July 2016 or the delivery of which is on or after 1 July 2020.

Crude oil tanker (SOLAS Ch. II-1 Reg. 3-11)

• New regulation 3-11 "Corrosion protection of cargo oil tanks of crude oil tankers" - Apply to tankers of 5,000 tonnes dwt and above for which the building contract is placed on or after 1 January 2013 or the delivery of which is on or after 1 January 2016

• Performance standard for alternative means of corrosion protection for cargo oil tanks of crude oil tankers : technical requirements for the minimum standard for means of corrosion protection or utilization of corrosion resistant material other than protective coating.




Tanker > 20,000 dwt (SOLAS Ch. II-2 Reg. 5.7)

• Paragraph 5.7 is replaced and new 5.7.3 is added: oil tankers > 20,000 tonnes dwt, constructed on or after 1 January 2012, shall be provided with a fixed hydrocarbon gas detection system complying with the FSS Code for measuring hydrocarbon gas concentrations in all ballast tanks and void spaces of double-hull and double-bottom spaces adjacent to the cargo tanks, including the forepeak tank and any other tanks and spaces under the bulkhead deck adjacent to cargo tanks. Oil tankers provided with constant operative inerting systems for such spaces need not be equipped with such a system.



► Entry into force on 1st January 2014;

Minimum Safe Manning to be established in accordance with IMO Resolution A1047(27). The “Guidelines for the Application of Principles of Minimum Safe Manning” was annexed.

The Guidelines should be used to ensure the safe operation of ships to which Chapter XI-2 of the 1974 SOLAS Convention, as amended, applies, and for the protection of the marine environment.



► Entry into force on 1st July 2014;

The adoption of the Code on Noise levels on board ships by MSC.337(91) will take effect on 1 July 2014, upon entry into force of Regulation II-1/3-12 of the Convention;

• The Organization adopted a Recommendation on methods of measuring noise levels at listening posts (Resolution A.343(IX)0, which this Code is not intended to superseded. That Rec. relates to interference by shipborne noise with the proper reception of external audible navigation signals and although the methods of measuring noise levels in accordance with the Rec. and with the Code differ, these documents are to be considered compatible in as much as this Code is concerned primarily with the effect of noise on health and comfort.

• Maximum acceptable sound pressure levels is stated in its Chapter 4.

• Format for Noise survey report and Simplified procedure for determining noise exposure can be found in its appendices.




SOLAS Regulation II-1/3-12 – Protection against noise added, shall apply to ships of 1,600 gross tonnage and above, adopted by MSC.338(91) will take effect on 1 July 2014,;

• For which the building contract is placed on or after 1 July 2014; or

• In the absence of a building contract, the keels of which are laid or which are at a similar stage of construction on or after 1 January 2015; or;

• The delivery of which is on or after 1 July 2018.

Ships shall be constructed to reduce onboard noise and to protect personnel from the noise in accordance with the Code on noise levels on board ships (MSC.337(91)). For the purpose of this regulation, although the Code is treated as a mandatory instrument, recommendatory parts as specified in Chapter 1 of the Code shall be treated as non-mandatory, provided that amendments to such recommendatory parts are adopted by the Marine Safety Committee in accordance with its Rules of Procedure.




The Regulations II-2/ 9 – Containment of Fire; contents in Table 9.3 and Table 9.4, requirements regarding to “Special category and ro-ro spaces” have been increased (such as the A-0 is replaced by the A-15 , A-15 is replaced by the A-30 or A-30 is replaced by the A-60).

The Regulation 10 – Fire fighting; 10.4 – Fire fighting’s communication; a minimum of tow-way portable radiotelephone apparatus for each fir-fighter’s communication apparatus shall be of an explosion-proof type or intrinsically safe (for ships constricted on or after 1 July 2014).

The Regulation 15 – Instructions, onboard training and drill; 2.2.6 – An onboard means of recharging breathing apparatus cylinders used during drills shall be provided or a suitable number or spare cylinders shall be carried on board to replace those used.



► Entry into force on 1st July 2014 MSC 338(91));

SOLAS (Part G – Special Requirement) Reg. 20 – Protection of vehicle, special category and ro-ro spaces, The existing Paragraph 6.1 are replaced by the following;

• 6.1.1 – Vehicle spaces and ro-ro spaces, which are not special category spaces and are capable of being sealed from a location outside of the cargo spaces, shall be fitted with one of fixed fire-extenguishing systems listed in the regulation.

• 6.1.2 – Vehicle spaces and ro-ro spaces not capable of being sealed and special category spaces shall be fitted with a fixed water-based fire-fighting system for ro-ro spaces and special category spaces complying with the provisions of FSS Code which shall protect all parts of any deck and vehicle platform in such spaces.




Regulation III/7-1 Recovery of persons from the water (MSC.338(91));

• All ships shall have ship-specific plans and procedures for recovery of persons from the water, taking into account the guidelines developed by the Organization. The plans and procedures shall identify the equipment intended to be used for recovery purposes and measures to be taken to minimize the risk to shipboard personnel involved in recovery operations.



► Entry into force on 1st January 2015 (MSC 350(92));

The SOLAS Reg. III/19 was amended, a new paragraph 3.3 is inserted as follows;

• Crew members with enclosed space entry or rescue responsibilities shall participate in an enclosed space entry and rescue drill to be held on board the ship at least once every two months.

A new paragraph 3.5, the following new section is added;

• Enclosed space entry and rescue drills should be [planned and conducted in a safe manner, taking into account, as appropriate, the guidance provided in the recommendations developed by the Organization (Resolution A. 1050(27)).

• Each enclosed space entry and rescue drill shall include;

• Checking and use of personal protective equipment required for entry, communication equipment and procedures, instruments for measuring the atmosphere in enclosed spaces, rescue equipment and procedures; and instructions in first aid and resuscitation techniques.

Chapter 2

Amendments to the LSA Code and FSS Code


Amendments to the LSA Code

► Entry into force on 1st July 2010 (MSC 207 (81))

All LSA shall remain operational throughout the air temperature range -15°C to +40°C and be of international or vivid reddish orange on all parts where this will assist detection at sea.

Lifebuoys, if intended to be operated with quick release arrangement provided for the self activated smoke signal, to have a mass > 4 Kg.

Self-acting smoke signal shall be provided with a quick-release arrangement

An immersion suit which has buoyancy and is designed to be worn without a lifejacket shall be provided with a releasable buoyant line, a suitable means to allow a rescuer to lift the wearer from the water.

If an immersion suit is to be worn in conjunction with a lifejacket it shall be marked to indicate that it must be worn in conjunction with a compatible lifejacket.

Anti-exposure suit should covers the whole body except, where the Administration so permits, the feet; covering for the hands and head may be provided by separate gloves and a hood.

An anti-exposure suit shall be fitted with a light complying and the whistle




New section 2.2 - requirement for Lifejackets - Design criteria and performance.(1/2).

• Lifejackets shall be provided in three sizes (Infant, Child, Adult). Lifejackets shall be marked by either weight or height, or by both weight and height.

• If an adult lifejacket is not designed to fit persons > 140 kg and with a chest girth of up to 1,750 mm, a sufficient number suitable accessories shall be available to allow it to be secured to such persons. (Bureau Veritas position is that, where needed, the" sufficient number of accessories" is being documented and determined by the ships managers as part of their duties under the ISM Code. Roughly speaking, as far as the crew only is concerned, the "sufficient number" should cover at least 5% of the crew.)

• The buoyancy of a lifejacket shall not depend on the use of loose granulated materials.




New section 2.2 - requirement for Lifejackets - Design criteria and performance (2/2).

• The buoyancy of a lifejacket shall not depend on the use of loose granulated materials.

• A lifejacket shall be provided with a releasable buoyant line or other means to secure it to a lifejacket worn by another person in the water and with a suitable means to allow a rescuer to lift the wearer from the water into a survival craft or rescue boat.

• The LSA Code and recommendations for testing and evaluating LSA (MSC 81(70)) have also been amended with respect to lifejackets [Resolutions MSC.207(81) and MSC.218(82)] and the testing of lifejackets. These amendments are also entering into force on 1 July 2010. Taking into account SOLAS Reg.III/4 and SOLAS Reg.III/1.4.2, Bureau Veritas position is that lifejackets placed on board any ship on/after the 1 July 2010 are required to comply with the LSA Code and recommended test requirements as amended unless different instructions are received from the Flag Administration.




Carrying capacity of a free-fall lifeboat : (…) persons having an average mass of 82.5 kg (…)Applicable to lifeboat, freefall lifeboat and rescue boat.

► Entry into force on 1st January 2012 (MSC 293 (87))

Carrying capacity of Rigid and Inflatable Liferafts to be calculated with an average Mass of 82.5 kg (instead of 72 kg previously).


Amendments to the FSS Code


New chapter 5 - Fixed gas fire-extinguishing systems - Engineering specifications;

• Fixed gas fire extinguishing systems shall be fitted with normally closed control valves

• In piping sections where valve arrangements introduce sections of closed piping, such sections shall be fitted with a pressure relief valve and the outlet of the valve shall be led to open deck. All discharge piping, fittings and nozzles in the protected spaces shall be constructed of materials having a melting temperature which exceeds 925°C. A fitting shall be installed in the discharge piping to permit the air testing as required by paragraph 2.2.3.1.

• Means for automatically giving audible and visual warning of the release of fire-extinguishing medium into any ro-ro spaces and other spaces in which personnel normally work or to which they have access. To be audible throughout the protected space. The pre-discharge alarm shall be automatically activated. Shall operate for the length of time needed to evacuate the space. Not required for conventional cargo spaces and small spaces (such as compressor rooms, paint lockers)

• Requirement where a Low pressure CO2 systems fitted.


Amendments to the FSS Code

► Entry into force on 1st January 2014 (MSC 327(90));

The existing test of the Chapter 6 - Fixed Form fire-extinguishing systems, is replaced, and the “Inside air form system” is included;

• 2.8 High-expansion form fire-extinguishing systems are fixed total flooding extinguishing systems that use either inside air or outside air for aeration of the foam solution. A high-expansion foam system consists of both the foam generators and the dedicated form concentrate approved during the fire testing specified in MSC Circ. 1384.

• 2.9 Inside air form system is a Fixed high-expansion form fire extinguishing system with form generators located inside the protected space and drawing air from that space. (System for the protection of machinery spaces and cargo pump-rooms).

• 2.16 Outside air form is a fixed high-expansion form fire extinguishing system with form generators installed outside the protected space that are directly supplied with fresh air. (System for the protection of machinery spaces and cargo pump-rooms).

Chapter 3

Amendments to the IBC Code and IGC Code


Amendments to the IBC Code

► Entry into force on 1st June 2014 (Chemical tankers > 500 GT, MSC 340(91) & MEPC 225(64))

The MEPC at its 64th session and MSC 91st session have adopted the 2012 amendments, the existing text of chapters 17 (Summary of minimum requirements and List of Products), 18 (List of products to which the Code does not apply) and 19 (Index of products carried in Bulk) of the IBC Code is replaced.

MEPC and MSC committees agreed to the replacement of an existing certificate by a revised certificate that is issued before the entry into force of amendments of the IBC Code:

• The issuance of the revised certificate may be initiated from the date of adoption of the IBC Code amendments, rather than the date of entry into force of the amendments;

• The revised certificate should have the same expiration date as the existing certificate;

• The revised certificate should be provided with stamp/text on the front page stating that the revised certificate is effective, and supersedes the existing certificate, on the date of entry into force of the amendments to the code.

Chapter 4

Amendments to the HSC Code


Amendments to the HSC Code (MSC 222(82)


At least one search and rescue locating device shall be carried on each side of every passenger HSC and every cargo HSC > 500 gt and be conform to the applicable performance standards

Requirement for "Radar transponders" is replaced by a requirement for "Search and rescue locating devices", which includes Radar transponders and AIS SART (both HSC 1994 and 2000)


Craft constructed on or after 1 July 2002 but before 1 January 2011, with cargo spaces intended for the carriage of packaged dangerous goods, shall comply with 7.13.3. New Table 7.17-3.

Chapter 5





For Oil Tanker - Accidental oil outflow performances in lieu of regulation 25 Hypothetical out flow of oil (old regulation 23) and 26 Limitation of size and arrangement of cargo tanks (old regulation 24)

New performance standard for sewage treatment plant according to MEPC 159(55)


Amendments to MARPOL Annex VI Convention

► Entry into force on 1st July 2010 for Ozone substances ;

Installations which contain ozone depleting substances, other than HCFC, shall be prohibited:

• on ships constructed on or after 19 May 2005; or

• for ships constructed before 19 May 2005, which have a contractual delivery date of the equipment to the ship on or after 19 May 2005 or, in the absence of a contractual delivery date, the actual delivery of the equipment to the ship on or after 19 May 2005.

Installations which contain HCFC shall be prohibited:

• on ships constructed on or after 1 January 2020; or

• in the case of ships constructed before 1 January 2020, which have a contractual delivery date of the equipment to the ship on or after 1 January 2020 or, in the absence of a contractual delivery date, the actual delivery of the equipment to the ship on or after 1 January 2020. .

Ships subject to Reg 6.1 shall maintain a list of equipment containing ozone depleting substances. Ship with rechargeable systems that contain ozone depleting substances shall maintain an Ozone Depleting Substances Record Book.



► Entry into force on 1st July 2010 for NOx & SOx ;

for all ships with keel laying date on or after 01/01/2000, MEPC 58 requirement of New limits for NOx emissions & New limits for SOx emissions

• New application of NOx requirements / Retroactive requirement for engines fitted on board ships built between 1990 and 2000

• The revised NOx Technical Code 2008 shall be applied in the certification, testing, and measurement procedures for the standards set forth in this regulation.



► Entry into force on 1st July 2010 for NOx & SOx ;

The sulphur content shall not exceed: 4.50% prior to 1 January 2012 / 3.50% on and after 1 January 2012; and 0.50% on and after 1 January 2020 - different limits for ECA areas.

Emission Control Area (Presently, ECAs are defined as: the Baltic Sea and the North Sea), the sulphur content of fuel oil shall not exceed: 1.50% prior to 1 July 2010; 1.00% on and after 1 July 2010; and 0.10% on and after 1 January 2015.

A tanker carrying crude oil shall have on board and implement a VOC Management Plan.

Shipboard incineration of the following substances shall be prohibited: sewage sludge and sludge oil either of which are not generated on board the ship; and exhaust gas cleaning system residues


► Applicable to diesel engines with power output ≥ 130 kW

► Entry into force: 1 July 2010

IMO NOx Limits – Revised MARPOL Annex VI

Engine fitted on a ship constructed at date D * Applicable standard

1/1/2000 ≤ D < 1/1/2011 Tier I

1/1/2011 ≤ D < 1/1/2016 Tier II

1/1/2016 ≤ D Tier III in ECA ** Tier II elsewhere

“existing engines”1/1/1990 ≤ D < 1/1/2000

cylinders ≥ 90 l & output > 5,000 kW

Tier I

Engine rpm N < 130 130 ≤ N < 2000 N ≥ 2000

Tier ICurrent

Reg. 13(3)(a)17.0 g/kWh 45 N-0.20 g/kWh 9.8 g/kWh

Tier II~ 80% Tier I 14.4 g/kWh 44 N-0.23 g/kWh 7.7 g/kWh

Tier III~ 20% Tier I 3.4 g/kWh 9 N-0.20 g/kWh 2.0 g/kWh

* MARPOL: construction date = keel laying date** ECA = Emission Control Area


► Note 1: Engines used only in case of emergency are exempted

► Note 2: Exhaust gas treatment systems (e.g. SCR) are acceptable

IMO NOx Limits – Revised MARPOL Annex VI

Tier ITier II

Tier III

General

In ECA

Date of construction


General requirements

1. sulphur content ≤ 4.5 % before 1 January 2012

2. sulphur content ≤ 3.5 % starting 1 January 2012

3. sulphur content ≤ 0.5 % starting 1 January 2020 (subject to a feasibility review to be completed not later than 2018 in order to respond to objections raised by the refining industries; should the review conclude negatively, the effective date would be 1 January 2025)

Emission Control Area (ECA)

1. sulphur content ≤ 1.5% before 1 July 2010 (or exhaust gas cleaning system achieving a total SOx emission ≤ 6.0 g SOx/kWh)

2. sulphur content ≤ 1.0 % starting 1 July 2010 (or exhaust gas cleaning system achieving a total SOx emission ≤ 4.0 g SOx/kWh)

3. sulphur content ≤ 0.1 % starting 1 January 2015 (or exhaust gas cleaning system achieving a total SOx emission ≤ 0.4 g SOx/kWh)

Note: Sulphur content measured by mass

IMO SOx Limits – Revised MARPOL Annex VI

► Applicable to all ships

► Entry into force: 1 July 2010


EU SOx Limits – 2005/33/EC

► While sailing in ECA Sulphur content ≤ 1.5%

May be lowered to 0.5% in the future

► While at berth Sulphur content ≤ 1.0% before 1 January 2010

Sulphur content ≤ 0.1% starting 1 January 2010

Or, alternatively, cold ironing


Combined IMO & EU SOx Limits

Sulphur content [%]

IMO General

In ECAs

In EU ports

Entry into force


► Regulations enforced by California Air Resources Board (CARB)

► Entered in force in July 2009

► Apply to main and auxiliary engines and to auxiliary boilers of ships operating within 24 miles from the coast

California SOx Limits – CARB

Phase Date of entry into force

Type of fuel and permitted sulphur content

I 1 July 2009 Marine gas oil (DMA) with sulphur content ≤ 1.5%orMarine diesel oil (DMB) sulphur content ≤ 0.5%

II 1 January 2012 Marine gas oil (DMA) or marine diesel oil (DMB) with sulphur content ≤ 0.1%

Note: Type of fuel according to ISO 8217


Presentation of MARPOL Annex VI

► EU DIRECTIVE 2005/33/EC Sulphur content of marine fuel, MARPOL Annex VI Air Pollution

From 1 January 2010, the provisions originating from directive 1999/32 and relating to the use of marine gas oils in EU territory are now deleted. Instead a 0.1% sulphur limit is introduced for marine gas oils placed on the market in EU Member States’ territory, and a 0.1% sulphur limit starts to apply to all types of marine fuel used by ships at berth in EU ports and by inland waterway vessels. This applies to any use of the fuel eg in auxiliary engines, main engines, boilers. There are the following exemptions: for ships which spend less than 2 hours at berth according to published timetables, for hybrid sea-river vessels while they are at sea, and for ships which switch off all engines and use shore-side electricity. The outermost regions continue to be exempt from this provision, but Greece does not, apart from a 2-year derogation for 16 named Greek vessels until 2012.

Note ; Some EU countries had accepted that non complying ships should provide details of steps taken to achieve compliance (incl. proof from manufacturer) before 31/08/2010. Retrofit plan should be approved by Class society.



► Entry into force on 1st July 2010 for NOC - any tanker engaged in the carriage of crude-oil as cargo shall hold a Volatile Organic Compounds (VOC) Management Plan.

References: Revised Marpol Annex VI, regulation 15.6 - MEPC.176(58). “6. A tanker carrying crude oil shall have on board and implement a VOC Management Plan approved by the Administration. Such a plan shall be prepared taking into account the guidelines developed by the Organization. The plan shall be specific to each ship and shall at least:

Approval Process : VOC Management Plans are approved by DT4/LPO.

Revised Marpol Annex VI, regulation 15.7 reads:

“This regulation shall also apply to gas carriers only if the type of loading and containment systems allow safe retention of non-methane VOCs on board or their safe return ashore”

Regulation 15 as a whole is applicable to gas carriers as defined above. However, it should be understood that alinea 15.6 on VOC Plan is only applicable to the carriage of crude-oil, i.e. is not applicable to gas carriers.



► Entry into force on 1st August 2011, apply to all ships (MEPC 189 (60):

New Chapter 9 “Special requirements for the use or carriage of oils in the Antarctic area”

The North American area is an emission control area (ECA) for the purpose of Reg.13 (Nox) and Reg.14 (Sox).


Amendments to MARPOL Convention - CO2

Reduction - Energy Efficiency Design Index (EEDI)

► New Chapter 4 to MARPOL Annex VI – Regulation 19. 20, 21, entry into force on 1st January 2013, apply to all ships (MEPC 203 (62), except ships which have diesel-electric propulsion, turbine propulsion or hybrid propulsion systems:

New Chapter 4 to MARPOL Annex VI – Regulation 20 – Attained Energy Efficiency Design Index (EEDI).

• The EEDI objective is to stimulate innovation and technical development in order to increase the energy efficiency from the design stage.

• The attained EEDI shall be specific to each ship and shall indicate the estimated performance of the ship in terms of energy efficiency, and be accompanied by the EEDI technical file that contains the information necessary for the calculation of the attained EEDI and shows the process of calculation. It shall be verified , based on the EEDI technical file.

• The formula is;

• The CO2 reduction due to energy recovery systems is taken into account directly in the calculation.

• Auxiliary power calculation refers only to power for propulsion machinery systems & accommodation.

nmgt

COg

nmt

COg

factorscorrectionspeedshipcapacityoc

powersauxiliariefixedMCRatemissionsCO

societyforBenefit

ttalEnvironmen

][

,][

,][arg

%75cos 222nmgt

COg

nmt

COg

factorscorrectionspeedshipcapacityoc

powersauxiliariefixedMCRatemissionsCO

societyforBenefit

ttalEnvironmen

][

,][

,][arg

%75cos 222


► New Chapter 4 to MARPOL Annex VI – Regulation 21 – Required EEDI;

Where X is the reduction factor specified in Table 1 for the required EEDI compared to the EEDI reference line.

Draft regulatory text for mandatory EEDI requirements: target years & reduction rates.

• Amendments to MARPOL Convention - CO2 Reduction - Energy Efficiency Design Index (EEDI)


► BV Involvement regarding EEDI;

Verification of EEDI at initial design stage

Final verification of EEDI during sea trials

Issuance of IEE

First EEDI attestation issued by BV for Crown 63 (SINOPACIFIC, SETAF SAGET,BV)

Attained EEDI 20% lower than phase 0 requirements

JS AMAZON– 63,500DWT – BUILT 2012

• Amendments to MARPOL Convention - CO2 Reduction - Energy Efficiency Design Index (EEDI)



Reduction/Monitoring - Ship Energy Efficiency Management Plan (SEEMP)

► New Chapter 4 to MARPOL Annex VI – Regulation 22, entry into force on 1st January 2013, apply to all ships (MEPC 203 (62):

Each ship shall keep on board a ship specific ”Ship Energy Efficiency Management Plan (SEEMP). This may form part of the ship’s Safety Management System (SMS).

The SEEMP will develop by the ship Owner in accordance with IMO Guidelines adopted by MEPC 63 (march 2012) MEPC 213(63).

There are four steps to be considered for the SEEMP.

Planning

which determines the status of ship energy usage and the expected improvements of ship energy efficiency

Implementation

which includes the development of the procedures for energy management and the definition of the tasks to be performed

Self Evaluation & Improvement

to evaluate the effectiveness of the planned measures and of their implementation and to improve the SEEMP

Monitoring & Measurement

which provides a quantitative indicator of the ship energy effiency




► SEEMP: Possible Measures are quite varied and dependent of the ship type:

Weather routing

Optimization of the commercial speed (just in time arrival)

Slow steaming and super slow steaming

Optimization of ballast and trim

Retrofitting of ESDs

Periodic hull and propeller cleaning

Other

The additional class notation SEEMP is defined in BV NR 586 “SEEMP Additional Class Notation”.




► It deals with the voluntary approval of the Ship Energy Efficiency Management Plan (SEEMP) of individual ships. Within the scope of the SEEMP additional class notation:

The Owner will provide the SEEMP to BV for initial review and approval, as well as future revisions of the plan. The Owner will also send additional documents for information.

BV will evaluate the different possible measures initially suggested by the Owner and the order of magnitude of the possible gains by building an energy flow model of the ship with the BV SEECAT simulation tool and using it to simulate the effect of the proposed measures in operating conditions defined by the Owner. BV will also check that the SEEMP is effectively implemented on-board the ships.

BV BV has developed a SEEMP reporting template available in Veristar to guide the Owner through the development of a SEEMP.

This template is accessible to any stakeholder registered in Veristar. The final SEEMP format can be designed with the Owner’s Corporate identity and colours.

The tool can also be used to up-date the plan and carry out a self-evaluation on completion of the implementation period.



► Entry into force on 1st August 2013, apply to all ships (MEPC 217 (63):

Existing paragraph 2.2.4 is replaced by “Engines not pre-certified on a test-bed”, contents are;

• .1 There are engines which, due to their size, construction and delivery schedule, cannot be pre-certified on a test-bed. In such cases, the engine manufacturer, shipowner or shipbuilder shall make application to Administration requesting an onboard test. The applicant must demonstrate to the Adm. That the onboard test fully meets all of the requirements of a test-bed procedure as specified in Ch. 5 of the Code. In no case shall an allowance be granted for possible deviations of measurements if an initial survey is carried out on board a ship without any valid pre-certification test. For engines undergoing an onboard certification test, in order to be issued with an EIAPP certificate, the same procedures apply as if the engine had been re-certified on a test-bed, subject to the limitations given in below.

• .2 This pre-certification survey procedure may be accepted for an individual Engine or for an Engine Group represented by the Parent Engine only, but it shall not be accepted for an Engine Family certification.

Chapter 6




► Entry into force on 1st January 2009, but Conv. not yet ratified,

Ballast water exchange (D1) until 31/12/2013, then ballast water treatment (D2) - for all Ships, Keel laying date before 2009 and ballast capacity between 1500 and 5000 m3

Ballast water exchange (D1) until 31/12/2015, then ballast water treatment (D2) - for all Ships, Keel laying date before 2009 and ballast capacity <1500m3 or >5000 m3

Ballast water exchange (D1) until 31/12/2011, then ballast water treatment (D2) - for all ships, Keel laying date on or after 01/01/2009 and Ballast capacity < 5000 m3

Ballast water exchange (D1) until 31/12/2015, then ballast water treatment (D2) - for all ships, Keel laying date on or after 01/01/2009 and Ballast capacity 5000 m3≧


Ballast Water Management Convention

Reference BWM Convention

Entry into force Expected 2011 – Convention insufficiently ratified

Applicable to all ships

Requirements to carry out ballast water and sediment management on all voyages

Requirements for (approved) ballast water management plan and ballast water record book

Impact for the maritime industry Increased level of environmental protection, enhancing

the green image of the shipping industry Careful planning and management required for ballast

water exchange due to safety issues (ship stability, longitudinal strength, tank venting, local tank strength, icing, etc.)

Increased cost due to installation and maintenance of ballast water treatment equipment


Ballast Water Management Timetable

D-1 Ballast water exchange

1. Flow-through

2. Sequential

3. Dilution

D-2 Ballast water performance

1. Physical solid-liquid separation

► Surface filtration

► Cyclonic separation

► Floculation/Coagulation

2. Disinfection

► Ozone sterilization

► Chlorination

► Ultra-violet

► Thermal devices

► Add biocides

* Construction date = keel laying date

** A ship constructed in or after 2009 with a ballast water capacity of less than 5,000 m3 will not be required to comply with Reg. D-2 until it’s second annual survey, but no later than 31 December 2011

2009 2012 2014 2016

1500

5000

WBCapacity

Construction date

D-2(BWPS)

D-1 or D-2(BW ES) (BWES)

(m3)

*


Ballast Water Treatment Systems

STATUS -----------------------------------------------------

SYSTEM

Land based & shipboard test successfully completed

No active substance

used

Using active substance

(G9)

Final approval

(G9)

Type approval certificate by

Flag-Administration

Pure Ballast

(Alfa Laval, Sweden) X X X XVenturi Oxygen Stripping System

(NEI Treatment Systems LLC, Korea) X X X XSEDNA

(Hamann AG, Germany) X X X XElectro-Cleen

(Techcross, Korea) X X XOcean-Saver

(Oceansaver AS, Norway) X X X XHyde Guardian

(Hyde Marine, USA) X X N/A N/A (X)OptiMarin

(OptiMarin AS, Norway) X X N/A N/A

Selected references


► BV is currently working with equipment manufacturers on type approving a three stage system that makes use of an active substance, UV and filtration (BAWAPLA project)

► BV additional class notations CLEANSHIP, CLEANSHIP (C) and CLEANSHIP SUPER include the requirements of IMO Res. A.868(20) and IMO Water Ballast Management Convention

► BV approves the ballast water management plans in relation to hull structure, stability and machinery

► Assistance to manufacturers to apply the IMO Guidelines G8 (approval of ballast water management systems)

► Assistance to perform the risk assessment for ship and crew (IMO Guidelines G9) for systems making use of active substances

► BV ballast water management guidelines NI538

BV Services for Ballast Water Management

Chapter 7

Goal Based Standards for new ship construction


Goal Based Standards for new ship construction

► SOLAS II-1/3-10, applicable to all bulk carriers and oil tankers of 500 GT and above, expected

This regulation shall apply to new oil tankers of 150 m in length and above and to new bulk carriers of 150 m in length and above. They are required to be designed and constructed for a specified design life and to be safe and environmentally friendly, in intact and specified damage conditions, throughout their life. The ship are designed and constructed with adequate strength, integrity and stability to minimize the risk of loss of the ship or pollution to the marine environment due to structural failure, including collapse, resulting in flooding or loss of watertight integrity. (MSC Resolution 291 (87), enforced dates postponed one and a half year).

• for which the building contract is placed on or after 1 July 2016;

• in the absence of a building contract, the keels of which are laid or which are at a similar stage of construction on or after 1 July 2017; or

• the delivery of which is on or after 1 July 2020.

GBS Information to be included

Chapter 8

Adoption of IMSBC Code


IMSBC Code

► The International Maritime Safety Bulk Cargoes (IMSBC) Code has been adopted during the MSC 85 session as Resolution MSC. 286 (85) superseding the existing (BC) Code of Safe Practice for Solid Bulk Cargoes, 2004 adopted by resolution MSC. 193(79) and is made mandatory through new SOLAS Regulation VI/1-2 adopted by Resolution MSC. 268 (85), with following schedule;

on or after 1 January 2009 on a voluntary basis,

on or after 1 January 2011 as mandatory.

It is highly recommended by Cyprus flag administration that all Cyprus flag vessels carrying solid bulk cargoes other than Grain should be provided with a relevant Statement of Compliance with the IMSBC Code on or after 1 July 2009 and all Recognised Organisations are hereby authorised to carry out surveys and issue the relevant Statement of Compliance on behalf of the Republic of Cyprus.

Accordingly, the Bahamas, Malta Administrations confirm that the Code may be applied on a voluntary basis, if so requested by the Owner. Recognised Organisations are hereby authorised to carry out such services, to the same extent as currently conferred with respect to the Code of Safe Practice for Solid Bulk Cargoes.


► Special hazards are associated with solid cargoes in bulk when they are shipped

Structural damage due to improper cargo distribution

Liquefaction of cargo, causing loss of (intact) stability during the voyage

Chemical reaction of cargoes

The IMSBC Code…

…serves to facilitate the safe stowage and shipment of solid bulk cargoes by giving information on the possible dangers and instructions on carriage procedures

…contains mostly operational instructions on stowage and handling of cargoes; some specific provisions refer to the design or the equipment of the ship

…is applicable to any ship carrying cargoes in bulk (except grains)…is not only applicable to bulk carriers!

IMSBC Code – Introduction


► The IMSBC Code and amendments to SOLAS Ch VI to make the code mandatory were adopted by IMO Resolution MSC.268(85) dated 4 December 2008

► The amendments are expected to enter into force on 1 January 2011

► IMO however encourages interested parties to implement the Code on a voluntary basis as from 1 January 2009

► Note: The IMSBC Code does not address the carriage of grain in bulk which is covered by the International Code for the Safe Carriage of Grain in Bulk (International Grain Code, 1991)

IMSBC Code – IMO Facts


► The new mandatory IMSBC Code, entering into force on 1 January 2011, will supersede the existing recommendatory BC Code

Draws a parallel with the structure of the IMDG Code

Includes references to the most recent SOLAS amendments

Includes new products and to updated information for existing cargoes

► Class societies can issue a Statement of Compliance upon verification of compliance with relevant requirements

List of list of products

List of provisions applicable to products chosen

► Cross checking with SOLAS requirements carriage of Dangerous Goods (requiring DoC) is a key point for the issuance of the IMSBC SoC

► The IMSBC Code will be continuously updated (reviewed every two years, as it is the case for IMDG Code) to facilitate easy updating and inclusion of new products

► IACS proposal for a Certificate of Compliance

IMSBC Code – Key Points


► Sections 1 to 10: mandatory

Provide general information on Loading, carriage and unloading precautions

Safety of personnel and ship

Cargoes that may liquefy

Etc.

► Sections 11 to 13: recommendatory/additional Security

Stowage factor conversion tables

List of references

► Appendix 1: individual schedules of solid bulk cargoes

► Appendixes 2 to 4: various information

IMSBC Code – Lay-out


Appendix 1 – List of cargoes

Cargoes are categorized in 3 groups, plus a special category

Group A: cargoes which may liquefy if shipped at a moisture content in excess of their transportable moisture limit

Group B: cargoes which possess a chemical hazard which could give rise to a dangerous situation on a ship

Group C: consists of cargoes which are neither liable to liquefy (A) nor to possess chemical hazards (B)

Materials Hazardous only in Bulk (MHB): materials which may possess chemical hazards when carried in bulk, other than

materials classified as dangerous goods in the IMDG Code

Note: moisture content means that portion of a representative sample consisting of water, ice or other liquid expressed as a percentage of the total wet mass of that sample

IMSBC Code – Lay-out


► The IMSBC Code does not contain any specific requirement for issuance of a document to ships complying with the Code. However, it is a common practice for Recognised Organisations to issue a Statement of Compliance (SoC) to relevant ships, as such a document can be requested by Ports authorities or Administration.

► From the 1st of January 2011, only Statement of Compliance to the IMSBC Code will be issued. ASMS Certificate editor will be amended consequently (no more BC/IMSBC choice).

IMSBC Code – issue a Statement of Compliance (SoC)


IMSBC Code Amendment 02-13

► Enforced from 1st January 2015 MSC 354(92));

Updates the list of covered cargoes and reinforces the process related to cargoes that may liquefy.

New definition in below was inserted; “Sources of heat” means heated ship structures, where the surface temperature is liable to exceed 55˚C. Examples of such heated structures are steam pipes, heating coils, to or side walls of heated fuel and cargo tanks, and bulkheads of machinery spaces.

Replace the first sentence of “Certificates of test” of paragraph 4.3.2 with the following; When a concentrate or other cargo which may liquefy is carried, the shipper shall provide the ship’s master or his representative with a signed certificate of the TML, and a signed certificate or declaration of the moisture content, each issued by an entity recognized by the Competent Authority of the port of loading.

When a concentrate or other cargo which may liquefy is carried, procedures for sampling, testing and controlling moisture content to ensure the moisture content is less than the TML when it is on board the ship shall be established by the shipper, taking account of the provisions of this Code. Such procedures shall be approved and their implementation checked by the competent authority of the port of loading. The document issued by the competent authority stating that the procedure have been approved shall be provided to the master or his representative. (Refer to MSC Circ.1454 on Guidelines for developing and approving procedures for sampling, testing and controlling the moisture content for solid bulk cargoes which may liquefy).

STATUTORY REQUIREMENTS - Amendments entering into force from 1 January 2010 to 1 January 2015...

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