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Maritime Regulations

Regulations regarding dumping of soiled or damaged cargo at sea

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Numerous environmental protection regulations have been launched for the ocean, while efforts have been made by the shipping industry in relation to the dumping of damaged cargo at sea. Examining these regulations, here is an overview :

Disposal of waste materials

1. MARPOL

Ship’s disposal methods and other items regarding waste materials involving meals and other personal activities of crew members, in addition to items used for the operation of a ship are stipulated in MARPOL 73/78.

The current rule concerning dumping waste materials from a ship into the sea became effective on March 1st 2018. This rule is the result of an amendment to Annex V adopted on 28th October 2016.  Japan’s Marine Pollution Prevention Act and its enforcement regulations were also amended to comply with the amendments to Annex V.

According to UK P&I Club, there are two main components of the amendments to Annex V that were approved at MEPC70:

  1. The addition of standards to determine if bulk cargo other than grain is harmful to the marine environment.
  2. The requirement for shippers to provide the captain of a ship with information about whether or not cargo is harmful to the marine environment.

As a rule, the dumping into the sea waste materials on a ship is prohibited. However, this restriction does not apply to some of the waste materials that are certified as not harmful to the marine environment.

The amended Annex V covers the following waste materials:

  • Cargo residues;
  • Cleaning agents and additives in water used for cleaning;
  • Dunnage and lining materials;
  • Animal carcasses;
  • All types of plastics;
  • Food waste;
  • Hot water used for cooking;
  • Fishing gear;
  • Domestic waste and other standard categories of waste materials.

The amendment to Annex V added cargo residues and cleaning agents and additives in water used for cleaning to the covered waste materials and allows dumping overboard only the types of these materials not harmful to the marine environment at a distance of at least 12 nautical miles from shore.

2. London Dumping Convention

The dumping of waste materials coming from the shore from a ship or other sources into the sea is restricted by the Convention on the Prevention of Marine Pollution by Dumping of Wastes and Other Matter 1972, which is commonly known as the ‘London Dumping Convention’.

This international convention, which was established on November 13, 1972 and entered into force on August 30, 1975, prevents marine pollution by restricting the dumping of waste materials originating on shore into the sea from a ship, marine structure or aircraft and restricts the incineration of waste materials at sea.

On November 7, 1996, the 1972 London Dumping Convention was updated by the 1996 London Protocol with even stronger restrictions. The most significant change was the addition of a methodology called the “precautionary approach.”

This approach is applicable in cases where there is a reason to believe that discarding waste material or some other substance in the sea could have a detrimental effect. Even if there is no clear proof concerning a relationship between the discarded material and detrimental effect, “appropriate defensive measures” are required.

Furthermore, although the 1972 Convention allows discarding materials at sea under some conditions, the 1996 Protocol includes a list of materials that can never be discarded at sea. The full text of the Convention and the Protocol is available for those interested.

As of November 2018, 87 countries had approved the 1972 Convention and 51 countries had approved the 1996 Protocol, which has been amended three times. Both the 1996 Protocol and the amended version as of 2006 are in force. The United States has approved the Convention but has not yet approved the Protocol.

Dumping at sea of soiled or damaged cargo

1. Current status of disposal at sea of soiled or damaged cargo

As the UK P&I Club says, currently there are no specific provisions in any conventions concerning the disposal of soiled or damaged cargo. A strict interpretation of the MARPOL Convention and the London Dumping Convention leads to the conclusion that a ship’s cargo is not domestic waste or waste material associated with the operation of the ship. These waste materials can be categorized as unnecessary items. Therefore, under the Marine Pollution Prevention Act, ships cannot in principle dispose of these materials at sea.

If a ship’s cargo is dumped at sea based on the interpretation that the cargo is a waste material resulting from the operation of the ship, the MARPOL Convention and the Marine Pollution Prevention Act will be applicable. Nevertheless, discarding at sea any waste materials on a ship is, in principle, banned.

The only exception is some of the waste materials recognized as not harmful to the marine environment by MEPC62. On the other hand, Annex V of the amended MARPOL states that ships are allowed to dump cargo residues that are not harmful to the marine environment at a distance of at least 12 nautical miles from shore.

As a result, decisions in relation to the disposal of cargo residues depend on the type of cargo. The standard for cargo residues that are not harmful to the marine environment is whether or not the cargo has ‘rapid toxicity, chronic toxicity or a long-term toxicity regarding health’.

However, the crews of ships are not currently required to obtain information about the nature of the cargo they are carrying. As a result, more activities will be needed to establish a clear standard for cargo residues.

2. Proper measures for the dumping at sea of soiled or damaged cargo

When dumping in the sea, the cargo that has become soiled or damaged on the ship is not be possible, the only course of action is to offload the cargo on land. However, the Basel Convention restricts the import and export of waste materials.

This means that soiled or damaged cargo cannot be offloaded as a waste material. Moreover, the London Dumping Convention does not allow ships and other modes of transportation to dump at sea any waste materials that originated on shore. Consequently, the disposal at sea of soiled or damaged cargo is also not allowed.

In conclusion, waste materials must be processed in accordance with designated procedures based on a consensus reached by all government agencies and other parties involved with this matter.

SOLAS Amendments for lifeboats

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With Resolution MSC.402(96), IMO issued amendments for maintenance, thorough examination, operational testing, overhaul and repair of lifeboats /rescue boats, launching appliances and release gear, which came into force in January 2020.

The provisions aim to prevent accidents with survival craft and to address longstanding issues such as the need for uniform, safe and documented standards related to the servicing of these appliances. The core of above amendments is the requirement for thorough examination, operational testing, repair and overhaul of equipment conducted by authorized and certified personnel.

The summary below is extracted by the Resolution.

Equipment covered by the new requirements include:

  • lifeboats (including free-fall lifeboats), rescue boats and fast rescue boats; and
  • launching appliances and on-load and off-load release gear for lifeboats (including primary and secondary means of launching appliances for free-fall lifeboats), rescue boats, fast rescue boats and davit-launched life rafts.

Weekly and monthly inspections and routine maintenance of such equipment must be carried out by authorized service providers, or by shipboard personnel under the direction of a senior ship’s officer in accordance with the maintenance manual(s).

Annual thorough examinations and operational tests must be carried out by certified personnel of either the manufacturer or an authorized service provider. The service provider may be the ship operator, provided they are authorized.

Five-year thorough examination, any overhaul, overload operational tests and repairs of such equipment, must be carried out by certified personnel of either the manufacturer or an authorized service provider.

Authorized service providers are entities authorized by the flag administration in accordance with Sections 3 and 7 of Resolution MSC.402(96). It is important to note that the requirements apply equally to manufacturers when they are acting as authorized service providers.

Certification is issued by authorized service providers to their personnel. Each authorized service provider must certify its personnel for each make and type of equipment to be worked on, as well as for the specific work activities to be carried out, such as annual or five-yearly inspections. Completion of relevant education and training, including a competence assessment using the equipment for which the personnel are to be certified, is a prerequisite for certification.

Additionally, to the above do not forget the requirement of LSA Code for on load release mechanisms, which requires every lifeboat, including lifeboats which are also rescue boats, to be fitted with hooks that have on-load release capability. Exempted are free-fall lifeboats. The requirement is in place and the date of conformance has expired (no later than 01 July 2019). IMO requirements for on load release systems as per IMO Resolution 320(89).

Inspections and Routine Maintenance Table

Interval / Action

Items

(reference to para. of MSC 402(96))

Conducted by:

Weekly Inspections

All items included in SOLAS maintenance manual, as required by Flag Administration (§4.1 and §6.1)

Authorized service provider or shipboard personnel under the direction of a senior ship’s officer in accordance with the maintenance manual

Monthly Inspections

All items included in SOLAS maintenance manual, as required by Flag Administration (§4.1 and §6.1)

Authorized service provider or shipboard personnel under the direction of a senior ship’s officer in accordance with the maintenance manual

Routine Maintenance as specified in the equipment maintenance man

All items included in SOLAS maintenance manual, as required by Flag Administration (§4.1 and §6.1)

Authorized service provider or shipboard personnel under the direction of a senior ship’s officer in accordance with the maintenance manual

Annual thorough examination and operational test

  1. All items listed in checklists for the weekly/monthly inspections required by SOLAS regulations III/20.6 and III/20.7

  2. Lifeboats (incl. FFB), rescue boats, fast rescue boats

  3. Release gear of lifeboats (including free-fall lifeboats), rescue boats, fast rescue boats and liferafts

  4. Davit-launched lifeboats’ and rescue boats’ on-load release function

  5. Davit-launched lifeboats’ and rescue boats’ off-load release function

  6. Free-fall lifeboat release function

  7. Davit launch life raft automatic release function

  8. Launching Appliances condition (corrosion, limit switches etc)

  9. Winches of launching appliances

Certified personnel of either the manufacturer or an authorized service provider

The service provider may be the ship operator, if authorized as per section 3 & 7 of Res. MSC 402(96)

Five-year thorough examination, any overhaul, overload operational tests.

Proof load to be used equal 1.1 times the weight of survival craft or rescue boat and its full complement of persons and equipment

  1. Winches of launching appliances

  2. Above items 4,5,6,7 but with the proof load of 1.1 of weight

  3. Dismantling of hook release units

  4. Examinations with regard to tolerances and design requirements

  5. Adjustment of release gear system after assembly

  6. Vital parts for corrosion or crack

Certified personnel of either the manufacturer or an authorized service provider in attendance of RO Surveyor. (MSC.1/Circ. 1618.)

 

IBC code and MARPOL Annex II changes, affect vessels carrying chemicals

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The amendments to the IBC code and MARPOL Annex II which are expected to come into force on 1 January 2021, will affect tankers carrying chemical cargoes and other vessels carrying Noxious Liquid Substances.

Specifically, the changes adopted at MEPC 74 and MSC 101 will apply from 1 January 2021, and their main changes are the following:

IBC Code

IMO Resolutions MEPC.318(74) and MSC.460(101) introduce significant changes to the existing IBC Code.

Chapters 1, 15 and 16 have been amended while chapters 17, 18, 19 and 21 have been replaced.

Chapter 15 has been amended to include the requirement for hydrogen sulphide (H2S) detection equipment to be carried on board vessels carrying bulk liquids prone to H2S formation.

The amendments in chapter 21 ‘Criteria for assigning carriage requirements for products subject to the IBC Code’ implements new criteria for how carriage requirements are assigned.

This has resulted in changes to the carriage requirements of products listed in chapter 17 and 18. Due to the extent of the revision it is likely that it will be necessary for most ships to update the Certificate of Fitness or Noxious Liquid Substances (N.L.S) certificate to reflect the changes.

Members are advised to contact the Flag State/Classification Society to establish if a new certificate is required. Cargoes that are loaded prior to 1 January 2021 should be carried in accordance with the existing certificate.

MARPOL Annex II

IMO Resolution MEPC.315(74) adopts amendments to MARPOL Annex II.

It includes the addition of the term ‘persistent floater’ which is a slick forming substance such as selected grades of vegetable oil or paraffin like cargoes.

The amendment also includes a dedicated prewash requirement for cargoes deemed persistent floaters discharged in Northern European ports. Cargo residues of persistent floaters in this area will be required to be discharged to a shore reception facility.

“Appendix IV has also been updated to include the requirement for a vessel’s Procedures and Arrangement (P&A) manual to incorporate prewash procedures for persistent floaters. As a result, the P&A manual may need to be updated and approved by the Flag State/Classification Society.”

USCG issues FAQs on life-saving appliances

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USCG Office of Design and Engineering Standards, released FAQs focused on IMO Resolution MSC.402(96) and Navigation and Vessel Inspection Circular (NVIC) 03-19.

Through the FAQs, USCG provides guidance on “Maintenance, Thorough Examination, Operational Testing, Overhaul And Repair Of Lifeboats And Rescue Boats, Launching Appliances And Release Gear”.

In order to best serve our customers, we have compiled a list of answers to frequently asked questions. The guidance in these FAQs are not a substitute for applicable legal requirements and are not intended to impose legally-binding requirements on any party.

… as USCG stated.

What is the significance of MSC Resolutions 402(96) and 404(96), and NVIC 03-19?

Resolution MSC.404(96) amended SOLAS Chapter III to incorporate requirements for maintenance, thorough examination, operational testing, overhaul and repair of lifeboats and rescue boats, launching appliances and release gear, adopted by the Maritime Safety Committee by resolution MSC.402(96).

NVIC 03-19 was published to provide the U.S. Coast Guard’s recommendations with complying with the amendments to SOLAS III and resolution MSC.402(96). These resolutions apply to vessels subject to SOLAS, including those vessels enrolled in the Alternate Compliance Program (ACP) and/or the Maritime Security Program.

For those vessels that are not subject to the requirements of SOLAS, the United States Coast Guard (USCG) recommends they also follow the guidance in NVIC 03-19 when servicing their lifesaving equipment. (See paragraph 5 of NVIC 03-19).

What do these Resolutions and NVIC update or replace?

MSC.402(96) replaces MSC.1/Circ.1206/Rev.1 and MSC.1/Circ.1277. NVIC 03-19 cancels and replaces NVIC 04-07.

Who is the intended audience of NVIC 03-19?

US Flag Vessel owners and operators, USCG marine inspectors, class societies authorized under USCG’s ACP, lifesaving equipment manufacturers, servicing and repair facilities, and associated personnel.

Do these Requirements apply to fixed or floating platforms?

MSC.402(96) and NVIC 03-19 are not required for fixed/floating platforms, however, the USCG recommends that all vessels and platforms that have equipment holding approval under series 160.115, 160.132, 160.133, 160.135, 160.156, and 160.170 conduct the maintenance outlined in MSC.402(96) according to the guidance in NVIC 03-19.

How does the USCG define “make” and “type”?

The USCG definitions of make and type are outlined in Enclosure 3 of NVIC 03-19.  In fact, “make” is refers to the equipment manufacturer.

While, the “type” refers to the US Coast Guard approval series for the equipment, e.g., 160.135. An Authorized Service Provider (ASP) authorized to work on a type of LSA is therefore authorized to work on any equipment under that approval series. See also Q&A in the section below on “AUTHORIZED SERVICE PROVIDERS”.

How do I provide feedback to USCG about their implementation?

In order to provide supporting documentation for future discussions concerning the application of IMO Resolution MSC.402(96), you are encouraged to inform the Commandant (CG-ENG-4) of any practical problems encountered in the implementation of its provisions, particularly with regard to availability of Authorized Service Providers. (see paragraph 6.f. of NVIC 03-19). This feedback should be submitted to TypeApproval@uscg.mil.

Explore all the published FAQS herebelow

https://www.dco.uscg.mil/CG-ENG-4/FAQ/

BIMCO: IBC and MARPOL ANNEX II amendments require preparations by January 1, 2021

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BIMCO reminds the shipping industry to replace existing certificates concerning the International Code for the Construction and Equipment of Ships Carrying Dangerous Chemicals in Bulk (IBC Code) and International Convention for the Prevention of Pollution From Ships, 1973 as modified by the Protocol of 1978 (MARPOL) Annex II – Carriage of noxious liquid substances in bulk, as the amendments will enter into force on January 1st 2021.

Specifically, the amendment to the IBC Code requires a new Certificate of Fitness (CoF) for a vessel, which must be issued and be on board at the latest on 1 January 2021.

It is highlighted that by January 1st 2021,

“the new Certificate of Fitness (CoF) shall replace the existing one and therefore, it is highly recommended to have the new certificate on board as soon as possible, to make sure the vessel will be operational come 1. January 2021.”

BIMCO notes that all vessels are obliged to have a new Certificate of Fitness on board and in use from 1. January 2021. Cargoes loaded prior to 1. January 2021 can be carried and unloaded according to the requirements in force at the date of loading.

“Be prepared to supply the ships with specific vapor-detection instruments for further toxic cargoes. Be prepared to face lack of prewash shore reception facilities in ports in regions where it is required to perform a prewash after unloading persistent floaters.”

… BIMCO adds.

Concluding, it is reminded that MARPOL Annex II regulation 13.4 may exempt for mandatory prewash when the unloaded tank is to be reloaded with the same substance, or another substance compatible with the previous one, and the tank will not be washed prior to loading. Yet, if such an exception takes place, the appropriate entry made in the Cargo record Book shall be endorsed by an authorised surveyor (so-called “Annex II-surveyor”).

2020 Regulatory Agenda: What you should know

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The year 2020 has been eagerly anticipated by the maritime industry for the switch to a low-sulphur fuel environment. However, from January 1st of 2020, there are other regulations that take effect as well apart from the IMO Sulphur cap.  Discussions during IMO Meeting and preparations have been ongoing and with immediate implementation, the first day of the year is expected to be dominated by many amendments to SOLAS Chapters, MARPOL Annexes and Code revisions.

The year ahead will inevitably be a year of change and challenges and much of what maritime professionals must be aware of involves the following issues:

SOLAS amendments

#1 Protection against noise (Amendments to SOLAS II-1/3-12)

Because of a discrepancy in the application of the Code on Noise Levels on Board Ships, there has been a necessary amendment through a minor modification, in paragraph 2.1 of Chapter II-1/ Regulation 3-12. Namely, according to MSC.409(97), the existing paragraph 2.1 is amended to read as follows:

“.1 contracted for construction before 1 July 2014 and the keels of which are laid or which are at a similar stage of construction on or after 1 January 2009; or’’

#2 Damage control drills for passenger ships (Amendments to SOLAS II-1/19, III/30 and III/37)

Amendments to SOLAS chapter II-1 regulation 19 and chapter III regulations 30 and 37 to mandate damage control drills were adopted. The requirements are operational in nature with drills required at regular intervals for all passenger ships. According to MSC.421(98), the drills will have to involve crew members who have damage control responsibilities. Additionally, drills will have to be recorded and should cover different damage scenarios.

#3 Fire integrity of windows on passenger ships (Amendments to SOLAS regulation II-2/20)

According to MSC.421(98), Amendments to SOLAS regulation II-2/20 were drafted to clarify the requirements in chapter II-2 for the 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. The amendments explicitly require that for ships carrying not more than 36 passengers, windows facing survival craft and escape slides, embarkation areas and windows situated below such areas shall have a fire integrity at least equal to “A-0” class.

#4 Fire protection of domestic boilers (Amendments to SOLAS Chapter II-2/10.5)

The text of regulation II-2/10.5.1.2.2 has been amended. Prior to the amendment domestic boilers of less than 175kW were not required to carry an approved 135l foam-type fire extinguisher. The 135l foam extinguishers are now not required for boilers that are protected by a fixed local water-based firefighting system. Namely, according to MSC.409(97), in paragraph 5.1.2.2, the last sentence is replaced with the following:

“In the case of domestic boilers of less than 175 kW, or boilers protected by fixed water-based local application fire-extinguishing systems as required by paragraph 5.6, an approved foam-type extinguisher of at least 135 l capacity is not required.”

#5 Evacuation analysis now mandatory (Amendments to SOLAS II-2/13)

Existing paragraph II-2/13.7.4 is deleted. New paragraphs II-2/13.2.7.1 and II-2/13.2.7.2 have been introduced which require escape routes to be evaluated to demonstrate that the ship can be evacuated in the required time. According to MSC.404(96), the evacuation simulation will be used to identify and eliminate congestion which may develop during abandonment and demonstrate that escape arrangements are sufficiently flexible to provide for the possibility that certain routes/areas may not be available as a result of a casualty.

#6 Helicopter facility foam firefighting appliances (Amendments to SOLAS Regulation II-2/18 and the FSS Code Chapter 17)

MSC.404(96) states that amendments to SOLAS II-2/18 have a new paragraph 2.3 to require a foam application system that complies with the new chapter 17 of the FSS Code. The new Chapter 17 of the FSS Code details the specifications for foam firefighting appliances for the protection of helidecks and helicopter landing areas as required by chapter II-2 of SOLAS. As per MSC.403(96), 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.

#7 Fire safety requirements for cargo spaces containing vehicles with fuel in their tanks for their own propulsion (Amendments to SOLAS II-2/20)

Cargo spaces on all ships used for the transport of motor vehicles

(a) with fuel in their tanks for their own propulsion, that are loaded/unloaded into cargo spaces which do not meet the requirements of SOLAS II-2/20, “Protection of vehicle, special category and ro-ro spaces”; and

(b) that do not use their own propulsion within the cargo space

are not required to comply with SOLAS II-2/20 provided the vehicles are carried in compliance with the appropriate requirements of regulation 19 and the IMDG Code, as defined in SOLAS VII/1.1, in accordance with MSC.421(98)

#8 Requirements for lifeboats and rescue boats, launching appliances and release gear (Amendments to SOLAS Regulations III/3 and III/20)

The SOLAS amendments and associated MSC Resolution (MSC.402(96)) include explicit mandatory text clarifying the requirements for the qualification, authorization and certification of service suppliers, procedures for maintenance and testing, and what should be carried out at each stage of testing (weekly, monthly, annually, and 5-yearly).

#9 Mobile Satellite Service (Amendments to Chapter IV)

Various regulations of Chapter IV and the Record of Equipment model form were amended to remove references to “Inmarsat” and replace with references to “a recognized mobile satellite service”. MSC.436(99) clarifies that as a recognized mobile satellite service is defined any service which operates through a satellite system and is recognized by the Organization, for use in the global maritime distress and safety system (GMDSS)

#10 Harmonization of survey periods of cargo ships not subject to the ESP Code (SOLAS XI-1/2)

New regulation of SOLAS Chapter XI-1 revised the SOLAS Safety Construction Renewal Survey window for cargo ships which are not subject to the Enhanced Survey Program Code, so as to be harmonized with the Renewal Survey window under the ESP Code. MSC.409(97) states ‘’ For cargo ships not subject to enhanced surveys under regulation XI-1/2, notwithstanding any other provisions, the intermediate and renewal surveys included in regulation I/10 may be carried out and completed over the corresponding periods as specified in the 2011 ESP Code, as may beamended, and the guidelines developed by the Organization, as appropriate’’

#11 Damage Stability Explanatory Notes (SOLAS II-1)

Explanatory notes correspond to the extensive revisions of SOLAS chapter II-1, adopted by resolution MSC.421(98).

#12 INS performance standards (SOLAS V/18 ) – from 1st of July, 2020

Integrated Navigation Systems should comply with the revised performance standards, as per MSC.452(99) and MSC.252(83)

Amendments/ Revisions of Codes

#1 FSS Code, Chapter 8 – Automatic Sprinkler, Fire Detection and Fire Alarm Systems

MSC.1/Circ.1516 includes a new provision for water quality testing for automatic sprinkler systems and new flow charts for the testing and replacement of sprinkler heads and water mist nozzles. The related amendment to Chapter 8 of the FSS Code adds a new requirement for special attention to be paid to the specification of water quality provided by the system manufacturer, to prevent internal corrosion and clogging of sprinklers.

#2 IGC Code – Applicable fire integrity of wheelhouse windows

The IGC code has been revised to align with the requirements given in the SOLAS regulation II-2/4.5.2.3. The amendments remove the requirement for A-0 fire-rated wheelhouse windows. Namely, MSC.411(97) states:

“3.2.5 Windows and sidescuttles facing the cargo area and on the sides of the superstructures and deckhouses within the limits specified in 3.2.4, except wheelhouse windows, shall be constructed to “A-60″ class. Sidescuttles in the shell below the uppermost continuous deck and in the first tier of the superstructure or deckhouse shall be of fixed (non-opening) type.”

#3 IGF Code – Regulations for fire protection

The amendments remove the requirement for A-0 fire-rated wheelhouse windows, as per MSC.422(98)

#4 LSA Code – Amendments on winches and winch brakes

Corrections to the provisions relating to winch and winch brake test loads as prescribed in the LSA Code. MSC.425(98) clarifies that ‘’ Structural members and all blocks, falls, padeyes, links, fastenings and all other fittings used in connection with launching equipment shall be designed with a factor of safety on the basis of the maximum working load assigned and the ultimate strengths of the materials used for construction. A minimum factor of safety of 4.5 shall be applied to all structural members including winch structural components and a minimum factor of safety of 6 shall be applied to falls, suspension chains, links and blocks’’

#5 2008 Intact Stability (IS) Code – anchor handling, towing or lifting operations

The Introduction and Part A of the 2008 IS Code have been amended to include new definitions and clarification about the new criteria. The new criteria require an assessment of the ship’s intact stability when undertaking anchor handling, towing or lifting duties. The new criteria in Part B also require an assessment of the ship’s intact stability when undertaking towing and lifting operations.

Additional constructional matters are included in the amendments to part B of the 2008 IS Code covering the provision of a loading instrument, access to the machinery space, location of freeing ports, winch systems and on deck markings.

The footnote to title of chapter 2, General Criteria, of Part A of IS Code is deleted, to remove any misunderstanding that the referenced regulations of Part B become mandatory via a footnote.

#6 1994 and 2000 HSC Codes

New text to chapter 8 – Life Saving Appliances and Arrangements has been agreed. High-speed craft of less than 30m (2000 HSC Code) and 20m (1994 HSC Code) in length may be exempted from carrying a rescue boat, provided that the requirements in the sub-paragraphs of 8.10.1.6 are fulfilled, and provided a person can be rescued from the water in a horizontal or near-horizontal body position (MSC.1/Circ.1185/Rev.1).

#7 2009 MODU Code – Installations in hazardous areas, Fire Safety, LSA and Operational procedures

Chapters 1, 6, 8, 9, 10, 13 and 14 of the 2009 MODU Code have been amended. As per MSC.435(98),  revisions to the text include defining the ‘H’ class fire protection standard, changes to the required drills, provision of a dedicated rescue boat and allowing multiple fixed monitors to be used as an alternative to the drill floor fixed pressure water-spraying system.

#8 IGC Code – Stability PC

An approved stability instrument capable of verifying compliance with the applicable intact and damage stability requirements is to be fitted onboard. The approval generally applies to the software using MSC.1/Circ.1229, but it may include hardware. This resolution revises the model form of the Certificate of Fitness for Carriage of Liquefied Gases in Bulk to reflect confirmation of this instrument or an accepted alternative during surveys.

#9 BCH & IBC Code – Stability PC

An approved stability instrument capable of verifying compliance with the applicable intact and damage stability requirements is to be fitted onboard. The approval generally applies to the software using MSC.1/Circ.1229, but it may include hardware. This resolution revises the model form of the Certificate of Fitness for Carriage of Dangerous Chemicals in Bulk to reflect confirmation of this instrument or an accepted alternative during surveys.

#10 FTP Code Revision – Fire protection provisions

The Code for Application of Fire Test Procedures, 2010, was revised by resolution MSC.437(99) to be consistent with SOLAS Chapter II which applies the same fire protection provisions for exposed floor coverings on passenger ships carrying not more than 36 passengers with those carrying more than 36 passengers.

#11 FSS Code Chapter 13 – Arrangement of Means of Escape

A revision has been made to 2.1.2.2.2 distribution of persons, case 2 for passenger ship evacuation analysis, for the purpose of clarifying the distribution of crew in public places. In particular, MSC.410(97) mentions that ‘’Passengers in public spaces occupied to 3/4 of maximum capacity, 1/3 of the crew distributed in public spaces; service spaces occupied by 1/3 of the crew; and crew accommodation occupied by 1/3 of the crew’’

#12 International Maritime Dangerous Goods Code – Amendment 39-18

The IMDG Code amends the following classification categories:

  • Class 1: Explosives – hazard divisions for packages containing pyrotechnic substances are revised.
  • Class 3: Flammable liquids – the marking, labelling and testing of packages containing viscous liquids are revised.
  • Class 4: Flammable solids – revision of the classification of self-reactive substances.
  • Class 5: Oxidizing substances and organic peroxides – packing instructions and methods are revised. Class 8: Corrosive substances – a completely new Chapter 2.8 is adopted.
  • Class 9: Miscellaneous dangerous substances and articles, and environmentally hazardous substances – the marking and packaging of lithium batteries are consolidated. MSC.1/Circ.1588 recommends voluntary application of the amendments as of January 1, 2019.

#13 BCH Code – Model Form of Certificate of Fitness

Revised text has been added to the model form to correlate with recent amendments to paragraph 2.2.6 of the Code, which requires provision of an approved stability instrument onboard, or other approved methods for ensuring safe loading of cargoes.

#14 IBC Code- Model Form of Certificate of Fitness

Revised text has been added to the model form to correlate with recent amendments to paragraph 2.2.6 of the Code, which requires provision of an approved stability instrument onboard, or other approved methods for ensuring safe loading of cargoes.

#15 SPS Code Revisions

The form of the Record of Equipment for Compliance with the SPS Code (Form SPS) has been revised in the “Radio Facilities” section, to refer to the use of a “Recognized mobile satellite service ship earth station”, rather than referring to a “Inmarsat ship earth station”.

MARPOL Amendments

#1 Sulphur Content in Fuel Oil (MARPOL VI Regulation 14)

Sulphur content of any fuel oil used on board ships outside of Sox Emission Control Areas (Global Cap) shall not exceed 0.5% m/m on or after 1 January 2020.

#2 Ozone-depleting substances, Hydro chlorofluorocarbon (HCFC) Refrigerants (MARPOL Annex VI)

According to MEPC.176(58), regulation 12 of MARPOL Annex VI states that installations which contain hydro chlorofluorocarbons shall be prohibited:

  • On ships constructed on or after 1st January 2020 or
  • In the case of ships constructed before 1st January 2020 which have a contractual date of the equipment to the ship on or after 1st January 2020, or in the absence of a contractual delivery date, the actual delivery of the equipment to the ship on or after 1st January 2020. However, this does not apply to permanently sealed equipment where there are no refrigerant charging connections or potentially removable components containing ozone depleting substances.

#3 Energy Efficiency Design Index (EEDI) (New Chapter 4 of MARPOL Annex VI)

The CO2 reduction level includes three phases; Phase 2 starts on 01/01/2020.

The new chapter 4 Regulations on energy efficiency for ships to MARPOL Annex VI, makes mandatory the Energy Efficiency Design Index (EEDI), for new ships, and the Ship Energy Efficiency Management Plan (SEEMP) for all ships. Other amendments to Annex VI add new definitions and the requirements for survey and certification, including the format for the International Energy Efficiency Certificate.

EEDI reflects the amount of CO2 generated per tonne-mile (cargo carrying capacity). It constitutes a uniform approach to calculating a ship’s energy efficiency during design and building of new ships and will be used to control CO2 levels emitted for future ships by encouraging improvements in ship design.

#4 Ship Fuel Oil Consumption Database Guidelines (MARPOL VI)

These 2017 Guidelines provide guidance to assist:

  • Administrations in developing their program to verify ship’s fuel oil consumption data
  • The IMO Secretariat on the development and management of the IMO Ship Fuel Oil Consumption Database, and describe methods that will be used to anonymize ship data to ensure the completeness of the database.

Other Regulations

#1 At Berth Ocean Going Vessels Regulation

Regulation applies to container-ship, passenger-ship, and refrigeratedcargo ship fleets that visit the same California port at least:

  1. 25 times per year for container-ship and refrigerated cargo ship or
  2. 5 times per year for passenger ships.

Two options for compliance are provided:

  • Reduced onboard generation option: 80% of the fleet’s port visits must comply with regulations specifying a 3 hour or 5 hour total limit (dependent on power arrangements in port) for auxiliary diesel engine use while berthed.
  • Equivalent emissions reduction option: NOx and particulate matter emissions must be reduced by 80% from the fleet’s baseline.

#2 IRNSS performance standards [from 1st of July, 2020]

IRNSS is compatible with other navigation satellite systems worldwide. It comprises three major components: space segment, ground control segment and user terminals. According to MSC.449(99), the IRNSS receiver equipment should include the following minimum facilities:

  1. antenna capable of receiving IRNSS signals;
  2. IRNSS receiver and processor;
  • means of accessing the computed latitude/longitude position;
  1. data control and interface; and
  2. position display and, if required, other forms of output

#3 Ballast Water Management System Code Approval  [from 28th of October, 2020)

5 years later, with endless discussions, negotiations and multiple revisions of the G8, the IMO decided that a new BWMS Code (which is a revised G8) is to become mandatory for all BWMS that will be installed onboard ships after 28 October 2020. This means that in order to install a BWMS after 28 October 2020, that BWMS must be type approved following the BWMS Code.

Namely, BWM systems are to be approved in accordance with the new Code for Approval of BWMS, which incorporates and is technically consistent with the 2016 G8 Guidelines. Upon entry into force of the BWMS Code, the 2016 G8 Guidelines will be revoked. BWM systems installed before 28 October 2020 may be approved taking into account the earlier G8 Guidelines developed by the IMO.