Lloyds Register - Future IMO Legislation (August 2013)

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

(2) Index Part 1 – Adopted future IMO legislation A – Adopted IMO requirements in transitional period for full application This part includes requirements that have recently entered into force but are still in a transition period due to their application formulation. For example, SOLAS regulation V/19 entered into force on 1 January 2011, however, the requirements applies on different dates depending on type and size of ship, as well as whether target is a new ship or retrofitting to an existing ship. B – Adopted IMO requirements entering into force in the near future This part includes requirements that have been adopted and have an entry into force date which has been established by the IMO or ILO, but not yet reached. Part 2 – IMO requirements currently under development This part covers legislation that is currently under discussion and has not been adopted; therefore, no fixed entry into force date has been agreed. It also covers legislation that has been adopted but has no certain entry into force date because the conditions have not yet been met. Tables – quick references for application The numbers in the index tables are a reference number for each item, given in the left-hand column of the full entry on the corresponding page..  Table 1a – New ships – Adopted mandatory regulatory amendments which are entering into force  Table 1b – New ships – Likely amendments which are currently under discussion and development – subject to change  Table 2a – Existing ships – Adopted mandatory regulatory amendments which are entering into force  Table 2b – Existing ships – Likely amendments which are currently under discussion and development – subject to change Notes - Non-mandatory legislation is not included. Applicability of regulations varies for FSUs and FPSOs depending on whether they are detached and. undergoing voyage or fixed. This table refers only to those which are permanently applicable. Requirements for offshore supply vessels (OSVs) are the same as those listed for general cargo ships. Entries marked with * in below tables have staggered application dates and multiple entries.. Lloyd’s Register : Future IMO Legislation © Lloyd's Register August 2013.

(3) Summary of major developments: This version covers updates out of FP 56, COMSAR 17, BLG 17, SLF 55, FSI 21, DE 57, STW 44, MEPC 65 and MSC 92. The item ID number is the reference used in this document for the detailed entry. Significant approvals or adoptions: MARPOL amendments were adopted which extend the Energy Efficiency Design Index (EEDI) regulatory framework to include ro-ro ships, cruise passenger ships with non-conventional propulsion and to exempt cargo ships with ice-breaking capacities (ID 188). SOLAS amendments were adopted which will require drills at least once every two months for entry into enclosed spaces and rescue of personnel from the space, from 1 January 2015 (ID 248). SOLAS amendments were adopted to require muster drills prior to, or immediately upon, departure for ships where passengers will be on board for more than 24 hours, from 1 January 2015 (ID 249). Following a review of NOx emissions reduction technology, a 5-year delay to the entry into force of the Tier III controls for NOx emissions under MARPOL Annex VI was agreed. However this remains subject to adoption at MEPC 66 and we recommend waiting for this conclusion (ID 263-D). SOLAS amendments were approved which would require inert gas systems for new oil and chemical tankers between 8,000 and 20,000 dwt (ID 239-D). The draft text for a comprehensive revision of the International Code for the Construction and Equipment of Ships Carrying Liquefied Gases in Bulk (IGC Code) was approved. It has been prepared as a set of amendments to the existing IGC Code, rather than a new code (ID 189-D). SOLAS amendments were approved which will require additional means of escape from machinery spaces for new passenger and cargo ships, and the means to ensure additional protection to open ladders forming part of escape routes or providing access to them (ID 254-D).. Lloyd’s Register : Future IMO Legislation © Lloyd's Register August 2013.

(4) Significant new items being considered or milestones in ongoing developments: A draft Assembly resolution to support a smoother entry into force of the Ballast Water Convention has been agreed. If adopted by IMO’s Assembly in November 2013 there will be a new schedule for compliance for ships constructed before the entry into force of the Convention (ID 154). Norway became the first national administration to ratify the Ship Recycling Convention (ID 155). A proposal is being discussed for oil tankers to be fitted with a stability instrument capable of verifying compliance with the relevant intact and damage stability requirements, or in some instances to have access to a remote system such as shore support instead (ID 255-D). New requirements for the fire resistance of ventilation ducts for new ships are under consideration, which would require additional inspection hatches, fire dampers and extended insulation (ID 252-D).. Significant entries into force in the near future: The ILO Maritime Labour Convention 2006 will enter into force on 20 August 2013 (ID ILO 0001). Previously adopted requirements with a significant upcoming phased entry into force date: None at this time.. Lloyd’s Register : Future IMO Legislation © Lloyd's Register August 2013.

(5) Table 1a – NEW SHIPS – Adopted mandatory regulatory amendments which are entering into force Ship type From page. All ship types. Passenger Ships. 11. 150-1* 150-2 153-1* 158* 159* 209*. 150-1* 150-2 153-1* 158* 159* 209*. Ro-Ro Passenger Ships 150-1* 150-2 153-1* 158* 159* 209*. 21. 182* 188 188-1. 182* 188 188-1. 182* 188 188-1. 32 32. 233 ILO0001. 233 ILO0001. 233 ILO0001. 34. 187 193 197 203 204 206 210 212 245. 187 193 197 203 204 206 210 211 212 245. 187 193 197 203 204 206 210 211 212 245. Prior to 1 January 2012. 1 January 2013. 1 August 2013 20 August 2013 1 January 2014. 1 June 2014 1 July 2014. Chemical Tankers. Gas Carriers. Bulk Carriers. Container Ships. 150-1* 150-2 153-1* 158* 159* 209* 167 182* 188 188-1 233 ILO0001 187 193 197 203 204 206 207 210 212 213 245. 150-1* 150-2 153-1* 158* 159* 209*. 150-1* 150-2 153-1* 158* 159* 209*. 182* 188 188-1. 182* 188 188-1. 233 ILO0001. 233 ILO0001. 150-1* 150-2 153-1* 158* 159* 209* 182* 188 188-1 198 233 ILO0001. 187 193 197 203 204 206 210 212 213 245. 187 193 197 203 204 206 210 212 245. 44. 46. 1 October 2014 1 January 2015. Oil Tankers. 64 64. 150-1* 150-2 153-1* 158* 159* 209*. General Cargo Ships 150-1* 150-2 153-1* 158* 159* 209*. Ro-Ro Cargo Ships 150-1* 150-2 153-1* 158* 159* 209*. 182* 188 188-1. 182* 188 188-1. 182* 188 188-1. 233 ILO0001. 233 ILO0001. 233 ILO0001. 187 193 197 203 204 206 207 210 212 245. 187 193 197 203 204 206 210 212 245. 187 193 197 203 204 206 210 212 245. 187 193 197 203 204 206 210 212 245. High Speed Craft. FSUs and FPSOs. MODUs. 188-1. 188-1. 153-3*. 205. 186. 158* 159* 182* 199 201 219 220 221 222 223 226 227 235 236 250. 158* 159* 182* 199 201 208 219 220 221 222 223 224 226 227 235 236 250. 247 150-1* 244 248 266. 247 150-1* 244 248 249. 158* 159* 182* 183 199 201 202 208 219 220 221 222 223 224 226 227 235 236 250 247 150-1* 244 248 249. 158* 159* 182* 199 201 208 219 220 221 222 223 225 226 227 235 236 250. 158* 159* 182* 199 201 208 219 220 221 222 223 225 226 227 235 236 250. 158* 159* 182* 199 201 208 219 220 221 222 223 226 227 235 236 250. 158* 159* 182* 199 201 202 208 219 220 221 222 223 226 227 235 236 250. 158* 159* 182* 199 201 202 208 219 220 221 222 223 226 227 235 236 250. 158* 159* 182* 199 201 208 219 220 221 222 223 226 227 235 236 250. 158* 159* 182* 183 199 201 202 208 219 220 221 222 223 226 227 235 236 250. 247 150-1* 244 248 266. 247 150-1* 244 248 266. 247 150-1* 244 248 266. 247 150-1* 240 244 248. 247 150-1* 244 248 266. 247 150-1* 244 248 266. 247 150-1* 244 248 266. Lloyd’s Register Marine Business Stream : Future IMO Legislation, January 2013. 5.

(6) 1 July 2015 1 January 2016. 1 July 2016 1 July 2017 1 January 2018. 69. 159*. 70. 150-1* 153-1*. 266 159* 150-1* 153-1* 195*. 266 159*. 72. 159*. 159*. 159*. 73 73. 159*. 159* 195*. 159* 195*. 150-1* 153-1* 195*. 159*. 159*. 159*. 266 159*. 159*. 159*. 159*. 150-1* 153-1*. 150-1* 153-1*. 150-1* 153-1*. 150-1* 153-1*. 150-1* 153-1*. 150-1* 153-1*. 150-1* 153-1*. 159*. 159*. 159*. 159*. 159*. 159*. 159*. 159*. 159*. 159*. 159* 175 159*. 159* 175 159*. 153-3*. * - entry has staggered application dates according to ship type and size, and therefore multiple entries below. You are advised to read application details carefully in each case. Lloyd’s Register Marine Business Stream : Future IMO Legislation, August 2013. 6.

(7) Table 1b – NEW SHIPS – Likely amendments which are currently under discussion and development – subject to change Ship type From page Expected January 2014 – December 2015 Expected January 2016 onwards. 75. 81. All ship types. Passenger Ships. Ro-Ro Passenger Ships. 232 265. 232 264 265 154 155 185 217 234 241 246 252 253 254 255 256 258 259 260 262. 154 155 217 234 241 246 252 253 254 255 256 258 259 260 262. Oil Tankers. Chemical Tankers. Gas Carriers. Bulk Carriers. Container Ships. General Cargo Ships. Ro-Ro Cargo Ships. 232 264 265. 232 265. 232 265. 232 264 265. 232 265. 232 265. 232 265. 232 264 265. 154 155 185 217 218 234 241 246 252 253 254 255 256 258 259 260 262. 154 155 185 192 217 234 239 241 246 252 253 254 255 256 258 259 260 261 262. 154 155 185 192 217 234 239 241 246 252 253 254 255 256 258 259 260 262. 154 155 189 192 217 234 241 246 252 253 254 255 256 258 259 260 262. 154 155 185 192 217 234 241 246 252 253 254 255 256 258 259 260 261 262. 154 155 185 192 217 234 241 250 246 252 253 254 255 256 258 259 260 262. 154 155 185 192 217 234 241 246 252 253 254 255 256 258 259 260 262. 154 155 185 192 217 218 234 241 246 252 253 254 255 256 258 259 260 262. High Speed Craft. FSUs and FPSOs. 155. 155. MODUs. 155 256. * - entry has staggered application dates according to ship type and size, and therefore multiple entries below. You are advised to read application details carefully in each case. Lloyd’s Register Marine Business Stream : Future IMO Legislation, August 2013. 7.

(8) Table 2a - EXISTING SHIPS – Adopted mandatory regulatory amendments which are entering into force Ship type From page. All ship types. Passenger Ships. Ro-Ro Passenger Ships. Oil Tankers. Chemical Tankers. Gas Carriers. Bulk Carriers. Container Ships. General Cargo Ships. Ro-Ro Cargo Ships. High Speed Craft. 11. 150-1* 150-2 153-1* 158* 159* 209*. 150-1* 150-2 153-1* 158* 159* 209*. 150-1* 150-2 153-1* 158* 159* 209*. 150-1* 150-2 153-1* 158* 159* 209*. 150-1* 150-2 153-1* 158* 159* 209*. 150-1* 150-2 153-1* 158* 159* 209*. 150-1* 150-2 153-1* 158* 159* 209*. 150-1* 150-2 153-1* 158* 159* 209*. 150-1* 150-2 153-1* 158* 159* 209*. 153-3*. 21. 182* 188-1. 182* 188-1. 182* 188-1. 182* 188-1. 182* 188-1. 182* 188-1. 182* 188-1. 182* 188-1. 182* 188-1. 32 32. 233 ILO0001. 233 ILO0001. 233 ILO0001. 233 ILO0001. 233 ILO0001. 233 ILO0001. 233 ILO0001. 233 ILO0001. 34. 187 193 197 206 210 212 245. 187 193 197 206 210 212 245. 187 193 197 206 210 212 245. 233 ILO0001 187 193 197 206 207 210 212 213 245. 150-1* 150-2 153-1* 158* 159* 209* 182* 188-1 198 233 ILO0001. 187 193 197 206 210 212 213 245. 187 193 197 206 210 212 245. 187 193 197 206 207 210 212 245. 187 193 197 206 210 212 245. 187 193 197 206 210 212 245. 187 193 197 206 210 212 245. 158* 159* 182* 199 214 219 226 227 235 236 250 247. 158* 159* 182* 199 214 219 226 227 235 236 250 247 150-1* 244 248 249 266 159* 150-1* 153-1*. 158* 159* 182* 199 214 219 226 227 235 236 250 247 150-1* 244 248 249 266 159* 150-1* 153-1*. 158* 159* 182* 199 214 219 226 227 235 236 250 247 150-1* 240* 244 248 266 159* 150-1* 153-1*. 158* 159* 182* 199 214 219 226 227 235 236 250 247. 158* 159* 182* 199 214 219 226 227 235 236 250 247. 150-1* 244 248 266. 150-1* 244 248 266. 159* 150-1* 153-1*. 159* 150-1* 153-1*. Prior to 1 January 2012. 1 January 2013. 1 August 2013 20 August 2013 1 January 2014. 1 June 2014 1 July 2014. 44. 46. 1 October 2014 1 January 2015. 64. 64. 1 July 2015 1 January 2016. 69 70. 150-1* 244 248 266 159* 150-1* 153-1*. 158* 159* 182* 199 214 219 226 227 235 236 250 247. 186 158* 159* 182* 199 214 219 226 227 235 236 250 247. 158* 159* 182* 199 214 219 226 227 235 236 250 247. 158* 159* 182* 199 214 219 226 227 235 236 250 247. 150-1* 244 248 266. 150-1* 244 248 266. 150-1* 244 248 266. 150-1* 244 248 266. 159* 150-1* 153-1*. 159* 150-1* 153-1*. 159* 150-1* 153-1*. 159* 150-1* 153-1*. Lloyd’s Register Marine Business Stream : Future IMO Legislation, August 2013. FSUs and FPSOs. MODUs. 188-1. 188-1. 205. 153-3*. 8.

(9) 1 July 2016 1 July 2017. 72 73. 1 January 2018. 73. 159* 159*. 159* 159*. 159* 159*. 195*. 195*. 159* 159*. 159* 159*. 159* 159*. 159* 159*. 159* 159*. 159* 159*. 159* 159*. * - entry has staggered application dates according to ship type and size, and therefore multiple entries below. You are advised to read application details carefully in each case. Lloyd’s Register Marine Business Stream : Future IMO Legislation, August 2013. 9.

(10) Table 2b - EXISTING SHIPS – Likely amendments which are currently under discussion and development –subject to change Ship type All ship types. Passenger Ships. Ro-Ro Passenger Ships. Oil Tankers. Chemical Tankers. Gas Carriers. Bulk Carriers. Container Ships. General Cargo Ships. Ro-Ro Cargo Ships. 75. 232 265. 232 265. 232 265. 232 265. 232 265. 186 232 265. 232 265. 232 265. 232 265. 232 265. 81. 154 155 217 232 234 241 246 255 258 259 262. 154 155 185 217 232 234 241 246 255 258 259 262. 154 155 185 217 218 232 234 241 246 255 258 259 262. 154 155 185 192 217 232 234 241 246 255 258 259 261 262. 154 155 185 192 217 232 234 241 246 255 258 259 262. 154 155 189 192 217 232 234 241 246 255 258 259 262. 154 155 185 192 217 232 234 241 246 255 258 259 261 262. 154 155 185 192 217 232 234 241 246 255 258 259 262. 154 155 185 192 217 232 234 241 246 255 258 259 262. 154 155 185 192 217 218 232 234 241 246 255 258 259 262. From page Expected January 2014 – December 2015 Expected January 2016 onwards. High Speed Craft. FSUs and FPSOs. MODUs. 155. 155. 155. * - entry has staggered application dates according to ship type and size, and therefore multiple entries below. You are advised to read application details carefully in each case. Lloyd’s Register Marine Business Stream : Future IMO Legislation, August 2013. 10.

(11) Part 1 – Adopted future IMO legislation A – Adopted IMO requirements in a transitional period for full application* * Requirements that have already entered into force but have application dates which exceed the entry into force date. For example, requirements with more than one phase of introduction, or requirements with a period of grace. 150-1 1 July 2010. The Revised MARPOL Annex VI Adopted by Resolution MEPC.176(58) Background: This is the comprehensive review of MARPOL Annex VI. As MARPOL Annex VI has been introduced as a protocol to the MARPOL Convention, these amendments will be applicable to the states which are party to the protocol only. The revised text of the MARPOL ANNEX VI was approved at MEPC 57, which was adopted at MEPC 58, October 2008. The Committee agreed to revise the date of entry into force as of 1st July 2010. Consequently the reduction in the SECA / ECA limit to 1.00% m/m would also so be delayed. Summary: Revised entry dates on the key issues SOx control Global Currently: 4.5% From entry into force of revised Annex ( 1 July 2010) – 4.50 % 1 January 2012: 3.50% 1 January 2020: 0.50% (or 1 January 2025: 0.50% depending of the review of the fuel availability in 2018) NOx control Tier II control Tier III control (Emission Control Area only). Emission Control Area Currently:1.5% 1 July 2010: 1.00% 1 January 2015: 0.10%. 1 January 2011 1 January 2016. NOx control – new engine Lloyd’s Register Marine Business Stream : Future IMO Legislation, August 2013. 11.

(12) The following requirements were adopted at MEPC 59. For ships built between 1 January 2000 and 31 December 2010 (Tier I limits): The requirement applies to each marine diesel with a power output of more than 130kW 17 g/kWhr where n is less than 130 rpm; 45.0 x n (-0.2) g/kWhr when n is 130 rpm or more but less than 2000 rpm; 9.8 g/kWhr when n is 2000 rpm or more where n = rated engine speed (crankshaft revolutions per minute). Note: These are the current MARPOL Annex VI, Regulation 13 limits. For ships built between 1 January 2011 and 31 December 2015 (Tier II limits): The requirement applies to each marine diesel with a power output of more than 130kW 14.36 g/kWhr where n is less than 130 rpm; 44.0 x n (-0.23) g/kWhr when n is 130 rpm or more but less than 2000 rpm; 7.66 g/kWhr when n is 2000 rpm or more For ships built after 1 January 2016 (Tier III limits): (The requirement applies to a diesel engine installed on a ship with a length of 24 metre or over; or to a diesel engine installed on a ship with a combined nameplate diesel engine propulsion power of 750kW or more) When operating with designated Emissions Control Areas: 3.4 g/kWhr where n is less than 130 rpm; 9.0 x n (-0.2) g/kWhr when n is 130 rpm or more but less than 2000 rpm; 1.96 g/kWhr when n is 2000 rpm or more When operating outside a designated Emissions Control Area the Tier II limits shall apply. Note: Operation within a designated Emissions Control Area will require the operation of exhaust gas treatment devices, such as a Selective Catalytic Reduction (SCR) device. Regulation 18.4 – Gas fuelled ships and definition of fuel The Committee agreed to exempt certain gas fuels such as LNG, CNG and LPG from those aspects of Regulation 18 which covers bunker delivery notes and MARPOL samples together with the associated supplier controls. The following was added to the Regulation 18.4: “Paragraph 5.6, 7.1 7.2, 8.1, .8.2,9.2, 9.3 and 9.4 of this regulation do not apply to gas fuels such as LNG, Compressed natural gas, or liquefied petroleum gas. The sulphur contents of the gas fuel deliver to the ship specifically for combustion on board that ship shall be provided by the supplier.” Lloyd’s Register Marine Business Stream : Future IMO Legislation, August 2013. 12.

(13) VOC Management Plan With effect from July 1, 2010, every tanker carrying crude oil will be required to have on board and implement a ship-specific VOC Management Plan, approved by the Administration. The plan should be prepared taking into account guidelines contained in resolution MEPC.185 (59) and MEPC.1/Circ.680. The purpose of the plan is to ensure that VOC emissions resulting from tanker operations to which regulation 15.6 applies are prevented or minimised as much as possible. A ship-specific VOC Management Plan must at the least provide written procedures for minimising VOC emissions during: loading of cargo sea passage, and discharge of cargo. Additionally, VOCs generated during crude oil washing need to be considered. If tanker design modifications (such as increasing the pressure of the cargo tanks) are to be made to minimise VOC emissions, strength aspects need to be considered and comprehensive calculations have to be carried out to confirm the structural strength and other related issues. This information must be provided within the VOC Management Plan when submitting it for approval. Marine Fuel Oil specification MEPC 59 agreed that the matter should be left to ISO, however, it was also agreed to forward a request to verify the status of substances given in the indicative list of parameters developed by the Committee. Definition of sulphur MEPC 59 agreed that referencing ISO Standard should be sufficient. Procedure to verify sulphur content in fuel oil MEPC Circular on a Unified Interpretation concerning Sulphur Limits in Fuel and Fuel Oil Verification Procedure for MARPOL Annex VI was approved. Implication and application of this part of the section SOx control is matter of ship operation thus up to the effort of the petroleum industry, while ship will be required to be capable of using more than one fuel in order to operate in emission control areas. NOx control relates to the engines onboard. Shipbuilders and shipowners are invited to pay due attention to the development, especially application to existing engines installed between 1990 and 2000.. Lloyd’s Register Marine Business Stream : Future IMO Legislation, August 2013. 13.

(14) Criteria and Procedure for Designation of Emission control area MEPC 59 agreed to keep the criteria as prepared by MEPC 57. Ozone depleting substances An inventory for the list of substances kept onboard will be required. Please note that LR has published a guide titled: “Understanding exhaust gas treatment systems” to support ship owners and operators in deciding whether this is an appropriate compliance option for them. Implication: Owner: Significant impact. The following is the primary areas for the owners concern:  Selection of the fuel (There could be difficulties in obtaining required fuel, possible difficulties of using two fuels – especially change over prior to entering into SECA)  VOC Management Plan  Possible upgrade of existing engine Shipbuilder/Equipment manufacture: Significant impact for the compliance with the new standard for engines. There may be demands for the development of exhaust gas cleaning systems for which, numbers of regulatory developments are still required. National Administration / Recognized Organization: Significant impact. It may require additional resources and expertise for the proper implementation of the new requirements. Development of the policy / standard for the requirement to the existing engine needs careful attention. Application: All ships to which MARPOL Annex VI applies – generally speaking, ships of 400 gross tons and above (new and existing ships). Reference - LR Classification News No. 19/2011 and No. 33/2012, available at CDLive ClassNews link 150-2 1 July 2010. NOx Technical Code 2008 Adopted by Resolution MEPC.177(58) Background and summary: The main changes to the Code are: a new chapter for the approval of ‘approved method’ (existing ships) arrangements; inclusion of requirements covering the approval of direct measurement and monitoring methods; and amended NOx emission calculation procedures. The MEPC will be issuing a circular to facilitate the application of the revised Code to Tier II engine certification.. Lloyd’s Register Marine Business Stream : Future IMO Legislation, August 2013. 14.

(15) Implication: Shipbuilder/Equipment manufacture: Required to meet the new standard introduced by this code. National Administration / Recognized Organization: To prepare new type approval and survey procedures based upon the new code. Application: Engines over 130 kW irrespective of the size of ship onto which such engines are subsequently installed. Reference - LR Classification News No. 22/2010, available at CDLive ClassNews link 153-1 1 January 2011. SOLAS 1974. Chapter II-2 Regulations 1 and 19 – Carriage of dangerous goods (Note to table 1 and 2 and entire table 19.3) Adopted by Resolution MSC.269(85) Background: The proposal was to update the Note 1 to table 19.1 and 19.2 as well as replace entire table 19.3 with the relevant amendments to regulation 1. The similar amendments were proposed together to chapter 7 of the HSC Code. Summary: The changes have been made to eliminate inconsistencies between SOLAS and the IMDG Code and will mainly affect the requirements for the carriage of dangerous goods in packaged form. There will be little or no effect on vessels carrying only solid dangerous goods in bulk. Implication: No changes are required to ship construction but the dangerous goods cargo classes which vessels can carry may be affected. Application (further amendments were approved at MSC 89 look at 214-D): New ships (constructed on or after 1 January 2011). They are applied to existing ships through amendments to Chapter II-2, regulation 1. The following ships must comply no later than the date of the first renewal survey on or after January 1, 2011:  cargo ships of 500 gt and above and passenger ships constructed on or after September 1,1984, but before January 1, 2011, and  cargo ships of less than 500 gt constructed on or after February 1, 1992, but before January 1, 2011. Exceptions Chapter II-2, regulation 1 exempts older vessels from complying with certain requirements of the revised regulation 19 if they differ from those contained in the previous regulation 19 and the older regulation 54, which is being phased out. Specifically:  alterations to cargo space fire detection systems are not required on older vessels if the revised regulation 19 requirements are different, and  vessels built before July 1, 1998, do not need to comply with the revised regulation 19 ro-ro space separation requirements. Note: The MSC 85 confirmed that the provisions of regulation II-2/19 do not apply to dangerous goods in “excepted quantities”. Lloyd’s Register Marine Business Stream : Future IMO Legislation, August 2013. 15.

(16) pending entry into force of the relevant amendments to regulation II-2/19 (1 January 2011). (Refer to chapter 3.5 of the IMDG Code) Reference - LR Classification News No. 40/2010, available at CDLive ClassNews link 153-3 1 January 2011. International Code of Safety for High-Speed Craft, 2000 (HSC Code 2000) Paragraph 7.17 – Fire Safety – note 1 to table 7.17-1 and entire table 7.17-3 Adopted by Resolution MSC.271(85) Background: Similar amendments were approved for SOLAS chapter II-2. (see item 153-1) Summary: A set of amendment similar to those to the SOLAS Chapter II-2 were introduced in the HSC Code 2000. Existing note 1 to table 7.17-1 has been revised to clarify an application of ventilation requirements for different classes of dangerous goods carried in container cargo spaces. Similar to the re-insertion of the footnote for SOLAS Regulation 19, footnotes 17 and 18 under table 7.17-3 of the 2000 HSC code were also agreed for re-insertion. Footnotes 9 and 10 under table 7.17-3 were also inserted. The MSC 85, in conjunction with the decision made to SOLAS Regulation II-2/19 above, agreed not apply the requirements to dangerous goods in excepted quantities pending entry into force of the relevant amendments (1 January 2011). Implication: Nominal, as this is primarily solving the inconsistencies between texts. Applications: New crafts (constructed on or after 1 January 2011) and not later than the date of the first renewal survey on or after 1 January 2011 for existing crafts (crafts constructed on or after 1 July 2002). Note: MSC 85 confirmed that the provisions of paragraph 7.17 do not apply to dangerous goods in “excepted quantities” pending entry into force of the relevant amendments to Paragraph 7.17 (1 January 2011). (Refer to chapter 3.5 of the IMDG Code). 158 1 January 2011. SOLAS 1974. Chapter V Regulation 19 – Carriage requirements for a bridge navigational watch alarm system (BNWAS) Adopted by: Resolution MSC.282(86) Background: A bridge watch navigational alarm system is a device which triggers an alarm if an Officer on Watch (OOW) becomes incapable of performing the OOW’s duties. IMO also adopted the performance standard as MSC. 128 (75) and there are ships which have already installed the equipment on a voluntary basis. Summary: In paragraph 2.2, the new subparagraphs .3 and .4 are added after the existing subparagraph .2. Application details are given in new subparagraph .3. sub-paragraph .4 states that “a bridge navigational watch alarm system (BNWAS) installed prior to 1. Lloyd’s Register Marine Business Stream : Future IMO Legislation, August 2013. 16.

(17) July 2011 may subsequently be exempted from full compliance with the standards adopted by the Organization, at the discretion of the Administration.” Note: In the existing footnote to paragraph 2 the reference to the performance standard (resolution MSC.128(75) – performance standards for a bridge navigational watch alarm system (BNWAS)” is inserted. Implications: Shipbuilders  Builders are encouraged to take these requirements into consideration when designing a ship keel of which will be laid on or after 1 July 2011.  This is not stand alone equipment on the navigation bridge. The secondary alarm will be activated in the master’s cabin, thus wiring will be required in other parts of the crew accommodation area. Due attention is to be paid to wire penetration at fireprotection boundaries.  BNWAS is required to meet the IMO’s performance standard (MSC.128 (75)).  BNWAS is to be type approved by the flag Administration or its Recognized Organization (e.g., Classification Society). Shipowners  BNWAS will be required on the existing ships (at the first survey after the date specified) as well. Owners will need to be prepared to make retrofitting arrangements. Owners are encouraged to take the opportunity to make such arrangements at dry-docking, if there is such an opportunity. Flag Administrations & their recognized organizations  It will be necessary to type approve the system in a timely manner.  Relevant survey guidelines should be prepared.  The requirements will apply to ships not engaged on international voyages as well. Application: Ship type. Gross tonnage. Passenger ships Non-passenger ships. All 3,000 gt and above 500 gt and above but less than 3,000 gt 150 gt and above but less than 500 gt. New ships (keel laying date) 1 July 2011 1 July 2011 1 July 2011. Existing ships (not new ship) Not later than the first survey* on or after 1 July 2012 Not later than the first survey* on or after 1 July 2012 Not later than the first survey* on or after 1 July 2013. 1 July 2011. Not later than the first survey* on or after 1 July 2014. *The first survey means the first annual survey, the first periodical survey or the first renewal survey, whichever is due first after the date specified. For a passenger ship, this is the first renewal survey for Passenger Ship Safety Certificate; for a cargo ship (nonLloyd’s Register Marine Business Stream : Future IMO Legislation, August 2013. 17.

(18) passenger ship), this is either the Cargo Ship Safety Equipment Survey or, for ships with a Cargo Ship Safety Certificate, the Cargo Ship Safety Survey. For both passenger ships and cargo ships which are under construction, if the keel is laid before, but the ship is delivered after, the date specified in the relevant regulation, the first survey is the initial survey. Reference - LR Classification News No. 23/2010, available at CDLive ClassNews link 159 1 January 2011. SOLAS 1974. Chapter V Regulation 19 – Carriage requirements of ECDIS Adopted by: Resolution MSC.282(86) Background: ECDIS (Electronic Chart Display and Information System) is shipborne navigational equipment, which is regarded as an equivalent to paper charts as per the SOLAS regulation V/27 and the regulation V/19.2.1.4. In other words, it is currently optional equipment. By the amendment adopted at MSC 86, ECDIS will be mandatory for new ships in 2012 (passenger ships and oil tankers) or 2013/2014 (other ships). Existing ships will be required to retrofit the system. Summary: In paragraph 2.1, the existing subparagraph .4 is replaced by the following: “4 nautical charts and nautical publications to plan and display the ship’s route for the intended voyage and to plot and monitor positions throughout the voyage. An electronic chart display and information system (ECDIS) is also accepted as meeting the chart carriage requirements of this subparagraph. Ships to which paragraph 2.10 applies shall comply with the carriage requirements for ECDIS detailed therein;” After the existing paragraph 2.9, the new paragraphs 2.10 and 2.11 are added. Paragraph 2.10 provides application details and paragraph 2.11 states that “administrations may exempt ships from the application of the requirements of paragraph 2.10 when such ships will be taken permanently out of service within two years after the implementation date specified in subparagraphs .5 to .9 of paragraph 2.10.” Implications: Shipbuilders and manufacturers  Builders will be required to take these requirements into consideration when designing a ship which keel will be laid on or after 1 July 2012/2013/2014 dependent on ship type and size;  Manufacturers are to note that ECDIS is required to meet the IMO’s performance standard (A.817(19), as Adopted by the Resolutions MSC. 64 (67), MSC. 86 (70) and MSC. 232 (82)); Owners/Ship management companies  As ECDIS will be required on the existing ships (at the first survey after the date specified in the table given below), owners will be required to make retrofitting arrangements. Owners are encouraged to take the opportunity to make such arrangements at dry-docking, if there is such an opportunity;. Lloyd’s Register Marine Business Stream : Future IMO Legislation, August 2013. 18.

(19) . Owners are to ensure that ships will be provided with the Electronic Navigational Charts (ENCs) issued by a Hydrographic Authority or its agents that cover the intended voyages;  Ship managers are to ensure that appropriate training and familiarization will be incorporated into the company’s SMS for the use of ECDIS in accordance with paragraph 6.5 of the ISM Code. Deck officers must be fully familiar with the operation of ECDIS prior to the first voyage after the installation of ECDIS in accordance with paragraph 6.3 of the ISM Code. Due reference is to be made to SN.1/Circ. 276 - Transitioning from paper chart to electronic chart display and information systems (ECDIS) navigation. Administrations & their recognized organizations  Relevant survey guidelines should be prepared, which should include appropriate back up arrangements & the location of ECDIS in case of retrofitting;  ISM auditors are to be made aware of the new requirements and the need for companies to introduce the corresponding training and familiarisation. Application – to ships engaged on international voyages only: Type of ships. Gross tonnage. Passenger ships. 500 and above. New ships (Construction – keel laying date) 1 July 2012. Existing ships (Ships not new ships). Not later than the first survey* on or after 1 July 2014 Tankers 3,000 and above 1 July 2012 Not later than the first survey* on or after 1 July 2015 Others 50,000 and above 1 July 2013 Not later than the first survey* on or after 1 July 2016 20,000 and above 1 July 2013 Not later than the first survey* on or after but less than 50,000 1 July 2017 10,000 and above 1 July 2013 Not later than the first survey* on or after but less than 20,000 1 July 2018 3,000 and above 1 July 2014 No retrofitting requirements to existing but less than 10,000 ships less than 10,000 gt *The first survey means the first annual survey, the first periodical survey or the first renewal survey, whichever is due first after the date specified. For a passenger ship, this is the first renewal survey for Passenger Ship Safety Certificate; for a cargo ship (nonpassenger ship), this is either the Cargo Ship Safety Equipment Survey or, for ships with a Cargo Ship Safety Certificate, the Cargo Ship Safety Survey. For both passenger ships and cargo ships which are under construction, if the keel is laid before, but the ship is delivered after, the date specified in the relevant regulation, the first survey is the initial survey. Reference - LR Classification News No. 33/2009, available at CDLive ClassNews link Lloyd’s Register Marine Business Stream : Future IMO Legislation, August 2013. 19.

(20) 209 1 January 2012. 2010 STCW Convention and STCW Code Adopted by 2010 Manila Conference Background: The original STCW convention was adopted in 1979. The totally revised convention, supplemented by the STCW Code was adopted in 1995. Further comprehensive revision to the convention was concluded in 2010. Summary: Major changes are  Update standards of competence required, particularly in light of emerging technologies;  Detailed requirements on hours of work and rest, prevention of drug and alcohol abuse, and medical fitness standards for seafarers.  Improved measures to prevent fraudulent practices associated with certificates of competency and strengthen the evaluation process (monitoring of Parties' compliance with the Convention).  New certification requirements for able seafarers.  New requirements relating to training in modern technology such as electronic charts and information systems (ECDIS).  New requirements for marine environment awareness training and training in leadership and teamwork.  New training and certification requirements for electro-technical officers.  Updating of competence requirements for personnel serving on board all types of tankers, including new requirements for personnel serving on liquefied gas tankers.  New requirements for security training, as well as provisions to ensure that seafarers are properly trained to cope if their ship comes under attack by pirates.  Introduction of modern training methodology including distance learning and web-based learning.  New training guidance for personnel serving on board ships operating in polar waters.  New training guidance for personnel operating Dynamic Positioning Systems. Implication: Shipowners and managers are to note:  Implication of the rest change made to the rest periods may affect manning level  During the transitional periods, owners must ensure that seafarers will have new certificates meeting new standard. Application Seafarers working onboard (not relevant to ship type). While the requirements entered into force on 1 January 2012, there are 5 year transitional period granted for taking full effect (until 1 January 2017). Relevant instruments STCW.7/Circ.16 Clarification of transitional provisions relating to the 2010 Manila Amendments to the STCW Convention and Code (e.g., Switch over of the training programme from 1 July 2013). Lloyd’s Register Marine Business Stream : Future IMO Legislation, August 2013. 20.

(21) 167 1 January 2013. SOLAS 1974. Chapter II-1 Regulation 3-11 - Corrosion protection of cargo oil tank of crude oil tankers Adopted by Resolution MSC.291(87) Background : Following the accident resulted from the structural failure tankers; corrosion protection measures for cargo oil tankers were developed. Summary: This regulation makes the performance standard mandatory. The following are the key points of the draft SOLAS regulation:  It sets up entry into force date by building contract, keel lay date and delivery date (in the same manner current SOLAS regulation II-1/3-2 defines)  It refers to the mandatory coating standard, which is to be adopted simultaneously  It accepts the alternative measures – i.e. use of the corrosion resistant steel, subject to compliance with the mandatory standard that will be developed by the IMO  The requirements do not apply to combination carriers and chemical tankers.  For the definition of a “crude oil tanker”, references are made to items 1.11.1 and 1.11.4 of the Supplement to the International Oil Pollution Prevention Certificate (Form B). Implications: Owner and builders: the coating standard will affect fabrication process of crude oil tanker and to some extent, design itself. Builders would be required to have a qualified paint inspector for the job. Flag Administrations and their ROs (classification societies): to be ready for the appropriate implementation once this discussion is concluded in the IMO. Application: To new crude oil tankers of 5000 dwt or above engaged on international voyages from the following date:  Contract date: 1 January, 2013  Keel laid date (in the absence of a building contract): 1 July, 2013  Delivery date: 1 January, 2016 --------------------------------In conjunction with the amendment to the SOLAS, the following mandatory resolutions were adopted. 1. Resolution MSC.288(87) on Performance standard for protective coatings for cargo oil tanks of crude oil tankers MSC 87 adopted MSC resolution on Performance standard for protective coatings for cargo oil tanks of crude oil tankers. The performance standard contains requirements for the following items:. Lloyd’s Register Marine Business Stream : Future IMO Legislation, August 2013. 21.

(22)     . Area of application Design of the coating system Primary and secondary surface preparation Inspection and verification requirements Test procedures for coating systems.. Alternative coating systems can also be considered under this standard. Details of test procedures are included in the standard. Implications: Owner and builders: the coating standard will affect the fabrication process of a crude oil tanker and to some extent, the design itself. Builders would be required to have a qualified paint inspector for the job. Flag Administrations and their ROs (classification societies): to be ready for the appropriate implementation once this discussion is concluded by the IMO. 2. Resolution MSC.289(87) on Performance standard for alternative means of corrosion protection for cargo oil tanks of crude oil tankers This standard currently only contains requirements for “corrosion resistant steel”. As the alternative means of corrosion protection (other than protective coatings covered in the above standard) are developed, additional annexes may be written and added to this standard. The current annex includes requirements for the testing of corrosion resistance steel. Implications: Owner and builders: the standard will affect the fabrication of crude oil tankers and, to some extent, the design itself. Flag Administrations and their ROs (classification societies): to be ready for the appropriate implementation. 3. MSC.1/Circ. 1381 - Updating footnotes of Performance Standards for Protective Coating (PSPC) for Cargo Oil Tanks of Crude Oil Tankers (resolution MSC.288 (87)) and Performance Standard for Protective Coatings for Dedicated Seawater Ballast Tanks in all Types of Ships and Double-Side Skin Spaces of Bulk Carriers (MSC.215 (82)) An updates of the footnote in MSC.288 (87) to include new testing standards for alternative testing technology was agreed. A similar for the PSPC for Ballast Water Tank (MSC.215 (82)) were also agreed. Implication: Builders will have another option for measuring salt limit during construction which may facilitate their work. Application: For the construction of ships subject to SOLAS regulations II-1/3-2 or/and 3-11. In general this will be applicable to all ship types of 500 gt or more. (this footnote covers both regulations II-1/3-2 and II-1/3-11) 4. MSC.1/Circ. 1399 on Guidelines on the procedures for in-service maintenance and repair of coating systems for cargo oil tanks Lloyd’s Register Marine Business Stream : Future IMO Legislation, August 2013. 22.

(23) of crude oil tankers Background: Protective coatings are required in cargo oil tanks on crude oil tankers by SOLAS II-1/3-11. This circular gives guidelines for the in-service repair and maintenance of coatings. Summary: Specific guidance on the repair and maintenance is given (including “permissible” levels of deterioration before repair is required, coating thicknesses of repairs and conditions before repair can be carried out). Implications: Owners: The guidelines can be used as a reference document when repair or re-coating is required. There will be a significant impact on these works. Flag Administrations/Recognized Organizations: will need to include the guidance in training and instructions to surveyors. Application: Coating requirements of cargo oil tanks on crude oil tankers of 5,000 dwt or above contracted for construction on or after 1 January 2013. 5. MSC.1/Circ. 1421 - MSC circular on Guidelines on exemptions for crude oil tankers solely engaged in the carriage of cargoes and cargo handling operations not causing corrosion, together with the possible input from FSI 20 on the draft Guidelines Background: SOLAS regulation II-1/3-11 (resolution MSC.291(87)) requires that all cargo oil tanks of crude oil tankers be protected from corrosion. However Administrations may exempt a crude oil tanker from the requirement if the ship is built to trade solely in the carriage of cargoes which do not cause corrosion. Guidance on these exemptions is needed to ensure consistency. Summary: The guidelines provide:  information about the causes of corrosion and the way corrosion happens,  criteria for identifying a “benign” crude oil,  information about blending and the assessment of whether the blended oil is “benign”, and  a procedure for exemptions and verification. Implication: The guidelines will assist Flag Administrations with their decision making on whether to permit an exemption or not. Owners may wish to refer to the guidelines before deciding whether to apply for an exemption, although it should be noted that the final decision is the Flag Administration’s. Application: Oil tankers which are carrying “benign” crude oil. For a Lloyd's Register guidance note on this regulation, please visit www.lr.org/oiltanks Lloyd’s Register Marine Business Stream : Future IMO Legislation, August 2013. 23.

(24) Reference - LR Classification News No.24/2012, available at CDLive ClassNews link 182 1 January 2013. Amendments to the SOLAS regulation III/1 – on load release mechanisms and to the LSA Code – paragraph 4.4.7.6 – on load release hooks Adopted by Resolution MSC.317 (89) Entry into force – 1 January 2013 – will take effect on 1 July 2014 Background: In order to minimise accidents associated with on load release mechanism the IMO developed amendments to SOLAS regulation III/1.5, the LSA Code chapter IV, and “Recommendations on the test procedure for Life Saving Appliances (MSC.81 (70))” with a view to applying the requirements to both new and existing ships on-load release and retrieval systems. The circular MSC.1/Circ.1392 was also developed to evaluate compliance of existing on-load release and retrieval systems. Summary: As a result of many years of discussion the Guidelines for Evaluation and Replacement of Lifeboat Release and Retrieval Systems (MSC.1/Circ.1392) were finalised by DE 55. These guidelines consist of a multi stage evaluation: initial design assessment of each release mechanism type by the manufacturer; a design review by the Flag Administration and/or Recognised Organisation against relevant parts of the LSA Code, followed by a performance test; and reporting of the results of the evaluation to the IMO. Additionally, an onboard verification will be carried out (one-time follow up overhaul examination) for every operating mechanism on every ship. Summary of new requirements adopted/approved at MSC 89: 1. Resolution MSC. 317 (89) which introduces new requirements under SOLAS regulation III/1.5 for lifeboat release and retrieval systems (RRS). The requirements apply to on-load mechanisms installed on all ships (new and existing cargo and passenger ships). The entry into force date is January 1, 2013, and the requirements will take effect on July 1, 2014. 2. Resolution MSC. 320 (89) which revises the LSA Code (Chapter IV). The expected entry into force date is January 1, 2013. The main purpose of the revision of chapter IV of the Code is to prevent unexpected accidents during lifeboat drills and/or inspections. 3. MSC.1/Circ.1392, Guidelines for Evaluation and Replacement of Lifeboat Release and Retrieval Systems. These Guidelines are only applicable to existing RRS. They cover: design review; performance test; reporting the evaluation results for existing RRS; one-time follow-up overhaul examination; and procedure for replacing non-compliant RRS. 4. MSC.1/Circ.1393, MSC circular on Early Application of new SOLAS regulation III/1.5. This circular clarifies the application to new ships and encourages the use of compliant on-load RRS at the earliest opportunity.. Lloyd’s Register Marine Business Stream : Future IMO Legislation, August 2013. 24.

(25) 5. Resolution MSC.321 (89), Amendments to the revised recommendation on testing of life-saving appliances (Resolution MSC.81 (70), as amended), relevant to the revised LSA Code Chapter IV. Implications: Shipowners & Ship managers: Existing ships: Identify whether installed lifeboats’ on-load release mechanisms have been evaluated and identified as being in compliance with the LSA Code Chapter IV, as amended by MSC.320(89), If not, replacement of release mechanisms will be required. Further, if the manufacturer of the hooks onboard is no longer in existence, there may be a possibility that such hooks will be required to be replaced, as design appraisal, etc. may not be possible. New ships: On-load release mechanisms on lifeboats installed on/after the entry into force date of the amendments to the LSA Code will be required to comply with the new requirements in full. The application scheme is crucial in this regard – see the “application” section below. Manufacturers: Ensure that past and existing lifeboats’ on-load release mechanism designs have been evaluated as being a “safe design/have a good safety record”. If not, then clients will be required to replacement mechanisms. New mechanisms will be required to comply with the new requirements of the LSA Code in full and be suitably type approved. Manufactures will be required to undergo a re-approval process for hooks that have previously been approved. There may be additional costs for this process. Flag Administrations and their Recognized Organizations (classification society): Ensure that existing lifeboats’ on-load release mechanism are evaluated to verify compliance with the LSA Code as amended by MSC.320(89) and share this information with other Administrations. Application: Lifeboat on-load release hooks as required by the SOLAS chapter III (passenger ships regardless of tonnage engaged on international voyages and cargo ships (non-passenger ships) of 500 GT or over engaged on international voyages). It is tentatively agreed that implementation (after the entry into force of the requirement) will be 1 July 2014 for new ships, and first scheduled dry docking for existing ships. However, it should be noted that design appraisal of the on-load release mechanism and other necessary verification work should be completed well before that date. Refer to MSC.1/Circ.1393. Reference - LR Classification News No.09/2011, available at CDLive ClassNews link, LR guidelines on Lifeboat release and retrieval systems are also available on the website 188 1 January 2013. New Chapter 4 of MARPOL Annex VI –Energy Efficiency Design Index (EEDI) Adopted by Resolution MEPC.203 (62) Entered into force – 1 January 2013 Background: EEDI is a design index for a ship’s energy efficiency. It was originally developed as a non-mandatory instrument to help control CO2 emissions from shipping but now the EEDI is mandatory under Annex VI of the MARPOL Convention which was. Lloyd’s Register Marine Business Stream : Future IMO Legislation, August 2013. 25.

(26) concluded at MEPC 62 (July 2011). Summary: EEDI reflects the amount of CO2 generated per tonne-mile (cargo carrying capacity). It constitutes a uniform approach to calculation of a ship’s energy efficiency during design and build of new ships and will be used to control CO2 levels emitted for future ships by encouraging improvements in ship design. The regulation is currently applicable for new ships as given below, except for ships with diesel-electric, steam turbine or hybrid propulsion system: (Date)  Ship for which the building contract is placed on or after 1st January 2013;  In the absence of a building contract, the keel is either laid or which is at a similar stage of construction, on or after 1st July 2013;  The delivery of the ship is on or after 1st July 2015.  Additional phase implementation dates are detailed under MEPC.1/Circ.795 (Ship types)  Bulk carrier  Gas tanker  Container ship  General cargo ships (excluding specialized dry cargo ships, namely livestock carrier, barge carrier, heavy load carrier, yacht carrier, nuclear fuel carrier)  Refrigerated cargo carrier  Combination carrier  Passenger ships  Ro-ro cargo ship (vehicle carrier)  Ro-ro cargo ship (volume carrier) These ships are required to have an Attained EEDI (i.e. actual verifiable values). In addition, some ship types listed below are required to meet an Attained EEDI which is equal to or less than the Required EEDI values (i.e. determined using reference lines). The required EEDI is drawn up based on the EEDI reference line related to ships construction as shown in the table below. Table - Reduction rate in percentage for the Required EEDI compared to the EEDI Reference line Ship type. Size. Phase 0 1-Jan-13 – 31-Dec-14. Lloyd’s Register Marine Business Stream : Future IMO Legislation, August 2013. Phase 1 1-Jan-15 – 31-Dec-19. Phase 2 1-Jan-20 – 31-Dec-24. Phase 3 1-Jan-25 onwards. 26.

(27) Bulk carrier. 20,000 DWT and above 10,000 – 20,000 DWT Gas tanker 10,000 DWT and above 2,000 – 10,000 DWT Tanker 20,000 DWT and above 4,000 – 20,000 DWT Container 15,000 DWT ship and above 10,000 – 15,000 DWT General 15,000 DWT Cargo ship and above 3,000 – 15,000 DWT Refrigerated 5,000 DWT cargo carrier and above 3,000 – 5,000 DWT Combination 20,000 DWT carrier and above 4,000 – 20,000 DWT. 0. 10. 20. 30. n/a. 0-10*. 0-20*. 0-30*. 0. 10. 20. 30. n/a. 0-10*. 0-20*. 0-30*. 0. 10. 20. 30. n/a. 0-10*. 0-20*. 0-30*. 0. 10. 20. 30. n/a. 0-10*. 0-20*. 0-30*. 0. 10. 15. 30. n/a. 0-10*. 0-15*. 0-30*. 0. 10. 15. 30. n/a. 0-10*. 0-15*. 0-30*. 0. 10. 20. 30. n/a. 0-10*. 0-20*. 0-30*. Implications: Please note that LR has produced some guidance for owners, operators and shipyards, entitled ‘Implementing the Energy Efficiency Design Index (EEDI). Builder and designers: Potential change to ship/machinery design to reduce GHG emissions. There are several ways to achieve this, such as Lloyd’s Register Marine Business Stream : Future IMO Legislation, August 2013. 27.

(28)         . Increase ship size: engine power ratio Reduce light ship weight Innovative solutions (air bubble – friction reduction) Optimizing propeller efficiency Hydrodynamics improvement Speed reduction Use of renewal power source (Wind, Solar power) Low carbon fuels (e.g., LNG) Energy Saving Devices (e.g., WHR, Shaft Generators). Owners & managers: There are a number of technical and operational measures that can be considered to reduce GHG emissions. Application: The EEDI needs to be calculated for the ship types listed above which are greater than 400 gt. The following instruments were also developed in relation to this amendment. 2012 guidelines on the method of calculation of attained EEDI for new ships (Resolution MEPC.212 (63)) The guidelines includes:       . Cubic capacity correction factor for chemical tankers based upon the ratio of summer deadweight to volumetric capacity Cubic capacity correction factor for LNG ships, based upon a similar ratio of summer deadweight to volumetric capacity Improvements to the ice class correction factors Agreement on retaining a weather correction factor, fw, and that it is to be set at 1.0 until further work is carried out on methods to establish more accurate determination of this factor. Voluntary structural enhancement factor for ships which employ additional design factors to improve structural safety. This is expressed as a ratio of the deadweight for a reference design to the deadweight of the same design but incorporating the design enhancements Correction factor for ships built using the common structural rules (CSR) A revision to the Capacity term for containerships to be set at 70% deadweight as well as clarification on the interpretation of the reference lines for this ship type. The required EEDI will be obtained from the reference line plotted against 100% deadweight for containerships.. Amendments To 2012 Guidelines on the Method of Calculation of the Attained Energy Efficiency Design Index (EEDI) for New Ships (MEPC 224 (64)) MEPC 64 amended the 2012 Guidelines on Calculation of the EEDI (Resolution MEPC.212(63)) in relation to EEDI calculation methods for shaft generators and auxiliary engine power PAE. The amendments also amended the guidelines in order to account for Lloyd’s Register Marine Business Stream : Future IMO Legislation, August 2013. 28.

(29) ships equipped with more than one engine through summation. The guidelines for calculation of reference lines for use with the energy efficiency design index (Resolution MEPC.215 (63)) The guidelines for the calculation of these reference lines for use with the EEDI. The amendments includes removal of any references to ship types for which the reference lines were not agreed (Passenger and RoRo ship types) as well as some minor textual amendments. The annex to the guidelines was amended to align the references to the various ship types with those stated in the new Chapter 4 of MARPOL Annex VI. 2012 guidelines for survey and certification of EEDI (Resolution MEPC.214 (63)) The Regulations require that verification of EEDI is carried out for each ship by an authorised Recognised Organisation (RO) whereupon an International Energy Efficiency Certificate (IEEC) will be issued by the RO on behalf of the Flag State. The guidelines include an amendment to the text regarding tank tests for individual ships which may be omitted for ships of same type only and not for ships of similar type. Unified interpretations (MEPC.1/Circ. 795) The circular provides interpretations on major conversion, new ships, SEEMP, application to Fruit Juice Carrier, offshore installations. Interim Guidelines for the Calculation of the Coefficient Fw for Decrease in Ship Speed In A Representative Sea Condition (MEPC.1/Circ. 796) Interim guidelines for calculating this coefficient based on the application of Beaufort 6 for all ships and other amendments were approved at MEPC 64 whilst a correspondence group will further review.. Reference - LR Classification News 15/2011 and 33/2012, available at CDLive ClassNews link 188 -1 1 January 2013. New Chapter 4 of MARPOL Annex VI –Regulation 22 - SEEMP (Ship Energy Efficiency Management Plan) Adopted by Resolution MEPC.203 (62) Entry into force – 1 January 2013 Background: In conjunction with the requirements on EEDI given above, requirements for SEEMP were also adopted at MEPC 62. Summary: The Regulation requires that all ships of 400 gt or above are to have a Ship Energy Efficiency Management Plan (SEEMP) onboard which addresses ship-specific energy efficiency measures and which should meet Guidelines developed by the IMO. While SEEMP is a part of requirements for the newly introduced International Energy Efficiency Certificate (IEE Certificate), the presence of. Lloyd’s Register Marine Business Stream : Future IMO Legislation, August 2013. 29.

(30) SEEMP will be also verified at intermediate and renewal surveys required under existing MARPOL Annex VI for the International Air Pollution Prevention Certificate. (IAPP Certificate). Approval of a SEEMP by the flag Administration or its RO is not required. SEEMP may form part of the ship’s Safety Management System (SMS). Implications: Please note that LR has produced some guidance for owners, operators and shipyards, entitled ‘Implementing a Ship Energy Efficiency Management Plan (SEEMP)’. Owners & managers: There are a number of technical and operational measures that can be considered to reduce GHG emissions which need to be addressed in SEEMP. To provide SEEMP to all ships in its fleet by 1 January 2013 (on board on delivery for new ships; and for existing ships, available to have its presence on board verified at the first intermediate or renewal survey for the IAPP certificate, whichever is first) may be a challenge as SEEMP must be a ship specific plan. Flag Administrations and recognized organisations: Completion of the technical guidelines which are under discussion at MEPC prior to the entry into force of the above requirements is imperative. Application: SEEMP will be required for all ships, including MODU, FPSO and FSU. For existing ships, the verification of the requirement to have a SEEMP on board according to regulation 22 shall take place at the first intermediate or renewal survey for IAPP certificate, whichever is the first, on or after 1 January 2013. SEEMP will not be required for platforms, rigs and offshore structures The following instruments were also developed in relation to this amendment. 2012 guidelines for the development of a ship energy efficiency management plan (SEEMP) (Resolution MEPC.213 (63)) Resolution MEPC.203(62), adopted by the IMO at MEPC 62, introduced the requirement for a Ship Energy Efficiency Management Plan (SEEMP).. Reference - LR Classification News No. 15/2011, available at CDLive ClassNews link 196 1 January 2013. Amendments to MARPOL Annex VI – regulation 14 - SULPHUR OXIDES (SOx) AND PARTICULATE MATTER Adopted by Resolution MEPC.202 (62) Entry into force – 1 January 2013. Lloyd’s Register Marine Business Stream : Future IMO Legislation, August 2013. 30.

(31) Background: MEPC 62 adopted an amendment to the MARPOL Convention to insert an exemption in regulation 14 of MARPOL Annex VI to allow the “steam powered ships constructed on or before 1 August 2011 not designed for continuous operation on marine distillate or natural gas fuels to be exempted from the fuel sulphur limits for North America ECA or the United States Caribbean Sea ECA Summary: The amendments will  allow such exemption to ships until 31 December 2019 ;  limit such exemption only in the North American and United States Caribbean Sea ECAs. Implication: Builders and owners: No impact as it is aimed at relatively small numbers of old vessels. Flag Administration and ROs: If the proposal is accepted, there may be potential conflict against other areas of the Convention (e.g., treatment of auxiliary boiler). Application: Existing steamships which operate within the North American ECA or the US Caribbean ECA, were built on or before 1 August 2011, and are powered by propulsion boilers that were not originally designed for continued operation on marine distillate fuel or natural gas. Reference - LR Classification News No.11/2012, available at CDLive ClassNews link. Lloyd’s Register Marine Business Stream : Future IMO Legislation, August 2013. 31.

(32) B – Adopted IMO requirements entering into force in the near future This part includes requirements that have been adopted and have an entry into force date which has been established by the IMO, but not yet reached.. 1 August 2013 233 1 August 2013. Amendments to MARPOL Annex I, II, IV, V and VI on regional arrangements for port reception facilities Adopted by Resolution MEPC.216 (63) & MEPC 217 (63) Entry into force – 1 August 2013 Background & Summary: The proposal to establish regional arrangements for MARPOL Annex I and II, which was later on expanded to annexes IV V and VI was agreed. This is designed to allow small island developing states to satisfy MARPOL's requirements for port reception facilities through regional arrangements, using the Guidelines for the development of a Regional Reception Facilities Plan. Advice to clients Shipowners: This official approval of a “regional arrangement” may impose operational restrictions as there may not be a reception facility in the port a ship is visiting. In case of a chemical tanker, this may cause a problem with pre-wash requirements. In such a case, a notification to the authority of the next port of call will be required. Member States: This arrangement will facilitate further ratification of annexes to the MARPOL convention. Applicability: All ships indirectly via new setting of port reception facility arrangements. Various interpretations and amendments to the MARPOL convention were discussed, that included guidelines for revised Annex V adopted by MEPC 62 (resolution MEPC 201 (62)) which will enter into force on 1 January 2013. Cargo residue, including washing water and cargo hold and deck, will impact operation of bulk carrier/general cargo ships significantly.. 20 August 2013 ILO0001 20 August 2013. The International Labour Organisation Maritime Labour Convention 2006 (MLC, 2006) Estimated entry into force – 20 August 2013 Summary: The convention has been adopted by ILO (International Labour Organization) and the conditions for the entry into force have recently been met (30 ILO member States representing 33 per cent of the world gross tonnage have now ratified the convention).. Lloyd’s Register Marine Business Stream : Future IMO Legislation, August 2013. 32.

(33) Once the Convention enters into force, it will require verification of seafarers’ working and living conditions, i.e. payment of wages; hours of work or rest; recruitment and placement; manning levels; accommodation recreational facilities food and catering; health protection, medical care, welfare and social security protection; and seafarers’ complaint procedures etc. All ships to which the Convention applies must be inspected. In addition, ships over 500grt must be certified to demonstrate compliance. Port State Control inspections against MLC, 2006 requirements will also be carried out in addition to the inspections by the flag Administrations or organizations acting on their behalf. Implications Builder & Designer: New accommodation construction and equipment requirements in the new Convention for new ships will require for example larger wider floor areas and higher ceiling heights etc. Owner and managers of ships: The Convention requirements are comprehensive with regard to employment documentation and company procedures and practices. Flag Administration: Administrations may delegate in part or in whole inspection and certification against the MLC, 2006 to a recognised organisation such as Lloyd’s Register. Application: The Convention applies to all ships except warships and naval auxiliaries, ships engaged in fishing or similar pursuits, ships of traditional build such as dhows and junks and those that navigate exclusively in inland waters or waters within, or closely adjacent to, sheltered waters or areas where port regulations apply.. Lloyd’s Register Marine Business Stream : Future IMO Legislation, August 2013. 33.

(34) 1 January 2014 211 1 January 2014. Amendments to SOLAS regulation II-1/8-1 to introduce a mandatory requirement for either onboard stability computers or shore-based support Adopted by Resolution MSC 325 (90) Entry into force – 1 January 2014 Background: The IMO has introduced requirements to ensure that certain systems on passenger ships of 120 m length or more, or having 3 or more main vertical fire zones, remain operable after a fire or flooding. These requirements are contained in SOLAS II-1/8-1, II-2/21 and II-2/22. Amendments to SOLAS II-1/8-1 have been approved which require the provision of an on board computer, or shore based system which is immediately available, to give the ship’s crew stability information after a flooding. Guidelines on the information to be provided to the master to assist him in his decision as to whether to return to port or evacuate the ship were also agreed. Summary: SOLAS regulation II-1/8-1 has been amended and now requires operational information to be provided to the Master after a flooding casualty to assist with the decision whether to return to port. Passenger ships constructed on or after 1 January 2014, with a length or 120 m or more or having 3 or more main vertical fire zones are to have either an onboard stability computer or shore based support which should provide the information given in the supporting guidelines. These guidelines are the “Guidelines on operational information for Masters of passenger ships for safe return to port by own power or under tow” MSC.1/Circ.1400. The stability information to be provided to the Master should include the following as a minimum:  GM transverse in any loading condition;  GZ and range;  area under the GZ curve;  maximum and actual values of free surface moments of all tanks and spaces below the bulkhead deck;  location of flooding level indicators within tanks;  draughts forward, midship and aft;  angles of heel and trim;  the effect of flooding and heel and trim angles on:  operation of essential equipment;  escape routes and evacuation times; and  effective deployment of life-saving appliances;  profile areas of the ship, above and below the waterline, and means to establish their centres in order to estimate the effects of  wind pressure;  currently applied global bending moment and sheer forces;  fuel consumption data accounting for estimates of increased resistance due to flooding; and. Lloyd’s Register Marine Business Stream : Future IMO Legislation, August 2013. 34.

(35) . ship specific particulars as specified in MSC.1/Circ.1245.. Implication: Builders/Designers: Builders / designers will need to remember that affected ships will need to be provided with a computer able to carry out damage stability calculations for any damage scenario. The information that masters will require should be provided in an easy to use, readily available form. Owners/managers: Where owners have ships to which this regulation is applicable they need to provide an onboard or shore based computer able to assess stability after a flooding. Regardless of where the computer is based (onboard or ashore) it will need to be approved to the same requirements. There are currently no requirements for the approval of the support provided on shore if this option is chosen, and advice from the relevant flag Administration should be sought. The information for the Master’s use after damage should be made available in an easy to use, readily available form. Training for ships’ crews on the use of the software, where this is onboard, and the additional information should be regularly undertaken to ensure familiarity of use. Manufacturers: Manufacturers of stability software should be aware of the forthcoming need for programs which can calculate stability after any combination of compartments are damaged. The information which should be provided to the Master after the assessment of damage is given in the circular and it is recommended that manufacturers ensure that systems are able to provide as much of this information as possible. Flag Administrations/Recognized Organizations: Flag Administrations and Recognized Organizations will need to ensure that the necessary stability information is available onboard the affected ships. There will be a need to ensure that both the access to the necessary calculations and the information for the master are provided at annual survey. The approval of stability computers will become more complex and may require more time to undertake as the combination of damage and loading options is not clearly defined. Flag Administrations may wish to consider how shore based systems are to be approved, and if any approval of the support provided (not just the computer) is needed. Application: to passenger ships with a length of 120 m or more or having three or more main vertical fire zones constructed on or after 1 January 2014. 212 1 January 2014. Amendments to SOLAS regulation III/20.11.2 to introduce a new sub-paragraph 4 regarding operational test of free-fall lifeboats Adopted by Resolution MSC.325 (90) Entry into force – 1 January 2014. Lloyd’s Register Marine Business Stream : Future IMO Legislation, August 2013. 35.

(36) Background: The testing of free-fall lifeboats can pose safety risks to those carrying out the test. This amendment will permit a simulated launching in place of an actual launch for free-fall lifeboats. Summary: A simulated launch will be permitted during all drills involving free-fall lifeboats. Implication: Owners will be able to advise crews that simulated launches of free-fall lifeboats will be permitted from 1 January 2014. Application: To SOLAS ships fitted with a free fall lifeboat (both new and existing ships) Reference - LR Classification News No.28/2012, available at CDLive ClassNews link 206 1 January 2014. Amendments to SOLAS regulation V/14 - Ship’s manning Adopted by Resolution MSC 325 (90) Entry into force – 1 January 2014 Background: The current mechanism of issuing minimum manning certificates varies depending upon each flag. IMO tried to establish unified mechanism among flag Administrations. Summary: Despite of the efforts for the mandatory minimum uniform manning provision, the draft prepared for adoption does not contain any fundamental difference from the current text. Amendment to the Assembly resolution A.890 (21) and A.955 (23) – Principles of minimum safe manning were also prepared and adopted at 27th session of the IMO Assembly. Implication: There is no fundamental change as a result of this amendment. Flag Administration will be allowed to continue their current practice. Application: All ships. (but primarily governs Administrations in issuing safe manning certificates). Relevant instruments A.1047 (27) - Principles of minimum safe manning The resolution superseded previous ones, i.e., A.890 (21) and A.955 (23) It consists of  Guidelines for the application of principles of minimum safe manning:  Guidelines for determination of minimum safe manning;. Lloyd’s Register Marine Business Stream : Future IMO Legislation, August 2013. 36.

(37)    213 1 January 2014. Responsibilities in the application of principles of minimum safe manning; Guidance on content and model form of minimum safe manning document; and Framework for determining minimum safe manning.. Amendment to SOLAS Regulation VI/5 -2 – Prohibition of the blending of bulk liquid cargoes during the sea voyage and production process during the sea voyage Adopted by Resolution MSC 325 (90) Entry into force – 1 January 2014 Background: The requirement consists of two parts - prohibition of blending and prohibition of production process. 1. Prohibition of the blending BLG 14 considered the issue of blending bio fuels onboard and concluded that blending onboard can be permitted only when a ship is in port and is not to be carried out on a sea voyage. This view was agreed by MSC 86 and subsequently endorsed by MEPC 59. BLG 15 finalised a draft amendment to SOLAS chapter VI. An amendment to include production processes was agreed by MSC. 2. Prohibition of production process At ESPH 17 under AOB the question was raised as to whether recirculation cargo through a heat exchanger was under the prohibition of blending. Summary: 1. Prohibition of the blending A new regulation, SOLAS/VI-5.2 will be introduced which will ban the blending of bulk liquid cargoes during a sea voyage. The new regulation will not prohibit the master from undertaking cargo transfers to secure the safety of the ship or protect the marine environment or the blending of products or undertaking production processes for use in the search and exploitation of sea-bed mineral resources. 2. Prohibition of production process Any production process on board of a ship during the sea voyage is prohibited. Production processes refer to any deliberate operation whereby a chemical reaction between a ship's cargo and any other substance or cargo takes place. In this relation, a decision was made at BLG 16 that MSC-MEPC.2/Circ.8, does not apply where cargo is re-circulated within its cargo tank or through an external heat exchanger during the voyage for the purpose of maintaining cargo homogeneity or temperature control, including when two or more different products have previously been loaded into the same cargo tank within port limits. See “Application” below regarding offshore exploitation. Implications: Builder/Designer: None Manufacturer: None. Lloyd’s Register Marine Business Stream : Future IMO Legislation, August 2013. 37.

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