SOLAS regulation II-1

INTERPRETATIONS TO CHAPTER II-

1, INCLUDING THE TECHNICAL

PROVISIONS FOR MEANS OF ACCESS FOR INSPECTIONS,

Table of contents

1 SOLAS regulation II-1/3-6 - Access to and within spaces in the cargo area of oil tankers

and bulk carriers

2 Technical provisions for means of access for inspections (resolution MSC.158(78))

3 SOLAS regulation II-1/26 - General

4 SOLAS regulations II-1/40 - General - and II-1/41 - Main source of electrical power and

lighting systems

5 SOLAS regulation II-1/41 - Main source of

electrical power and lighting systems

6 SOLAS regulation II-1/42 and 43 - Emergency source of electrical power in passenger and

cargo ships

7 SOLAS regulation II-1/44 - Starting arrangements for emergency generating sets

8 SOLAS chapter II-1, parts B ñ Subdivision nd stability - and B1 - Subdivision and

damage stability of cargo ships

Summary of SOLAS Chapter II-2

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CONSTRUCTION – FIRE PROTECTION, FIRE DETECTION AND FIRE EXTINCTION

Entry into force: 1 July 2002

PART A - GENERAL

Regulation 1 - Application - The chapter applies to ships built on or after 1 July 2002. Ships constructed before that date should comply with the chapter in force prior to 1 July 2002, however there are some requirements for existing ships in the revised chapter.

Regulation 2 - Fire safety objectives and functional requirements – Provides the fire safety objectives and functional requirements for the chapter.

Regulation 3 - Definitions - Gives definitions of terms used in the chapter.

PART B - PREVENTION OF FIRE AND EXPLOSION

Regulation 4 - Probability of ignition - The purpose of this regulation is to prevent the ignition of combustible materials or flammable liquids.

Regulation 5 - Fire growth potential - The purpose of this regulation is to limit the fire growth potential in every space of the ship.

Regulation 6 - Smoke generation potential and toxicity - The purpose of this regulation is to reduce the hazard to life from smoke and toxic products generated during a fire in spaces where persons normally work or live.

PART C- SUPPRESSION OF FIRE

Regulation 7 - Detection and alarm - The purpose of this regulation is to detect a fire in the space of origin and to provide for alarm for safe escape and fire-fighting activities.

Regulation 8 - Control of smoke spread - The purpose of this regulation is to control the spread of smoke in order to minimize the hazards from smoke.

Regulation 9 - Containment of fire - The purpose of this regulation is to contain a fire in the space of origin.

Regulation 10 - Fire fighting - The purpose of this regulation is to suppress and swiftly extinguish a fire in the space of origin.

Regulation 11 - Structural integrity - The purpose of this regulation is to maintain structural integrity of the ship preventing partial or whole collapse of the ship structures due to strength deterioration by heat.

PART D - ESCAPE

Regulation 12 - Notification of crew and passengers - The purpose of this regulation is to notify crew and passengers of a fire for safe evacuation.

Regulation 13 - Means of escape -The purpose of this regulation is to provide means of escape so that persons onboard can safely and swiftly escape to the lifeboat and liferaft embarkation deck.

PART E - OPERATIONAL REQUIREMENTS

Regulation 14 - Operational readiness and maintenance - The purpose of this regulation is to maintain and monitor the effectiveness of the fire safety measures the ship is provided with.

Regulation 15 - Instructions, onboard training and drills -The purpose of this regulation is to mitigate the consequences of fire by means of proper instructions for training and drills for persons onboard responsible for carrying out ship procedures under emergency conditions.

Regulation 16 – Operations -The purpose of this regulation is to provide information and instructions for proper ship and cargo handling operations in relation to fire safety.

PART F - ALTERNATIVE DESIGN AND ARRANGEMENTS

Regulation 17 - Alternative design and arrangements - The purpose of this regulation is to provide a methodology for approving alternative design and arrangements for fire safety.

PART G - SPECIAL REQUIREMENTS

Regulation 18 - Helicopter facilities - The purpose of this regulation is to provide additional measures in order to address the fire safety objectives of this chapter for ships fitted with special facilities for helicopters.

Regulation 19 - Carriage of dangerous goods - The purpose of this regulation is to provide additional safety measures in order to address the fire safety objectives of this chapter for ships carrying dangerous goods.

Regulation 20 - Protection of vehicle, special category and ro-ro spaces - The purpose of this regulation is to provide additional safety measures in order to address the fire safety objectives of this chapter for ships fitted with vehicle, special category and ro-ro spaces.

SEEMP - what exactly is it?

SEEMP - what exactly is it?

IMO - MEPC.213 (63) Guidance for the Development of a SEEMP recognizes that operational efficiencies will make an invaluable contribution to reducing global carbon emissions. Its main purpose is to establish a mechanism for a company and/or a ship to improve the energy efficiency of a ship’s operation that is preferably linked to a broader corporate energy management policy. The SEEMP is to be customized to characteristics and needs of individual companies and ships.

Based on the experience from many successful projects, a good SEEMP is one that works as a tool to improve the energy efficiency and reduce fuel consumption for a vessel. DNV delivers SEEMPs that go beyond just regulatory compliance and to come up with measures that are optimized for our clients.

In order to be able to develop a SEEMP of the highest quality, we always meet our clients, interview key personnel and hold workshops in order to define the “right” measures for them in terms of priority and likelihood of implementation. With this approach, such a SEEMP will actually save fuel for the client.

DNV provides a wide range of SEEMP services to clients and covers full-development options for ‘master / template’ and copies for other vessels in the fleet, in-house workshops, reviewing/improving an existing document and verification in line with IMO requirements.

Four steps to success

• Step 1 – Establish a baseline It is important to examine data, tools and processes in order to determine a credible baseline from which goals, plans and actions all grow
• Step 2 – Identify improvement potential Identify how much you can save and just as importantly, what initiatives you need to undertake to realize the improvements
• Step 3 – Implement and monitor Put the plan into action and track performance using a variety of established systems / processes to help overcome resistance to ‘new’ initiatives
• Step 4 – Evaluate and update The progress of the different improvement initiatives should be regularly followed up by the responsible persons / department with the assessment of performance used to modify future goals and implementation tactics

The DNV guideline (see sidebar) gives recommendations from DNV on how companies can develop SEEMP themselves.

The IMO guideline itself can be found at the IMO website www.imo.org. Please note that this will be updated over the coming 12-months or more, and whilst it is not expected to change too much, it will be modified. Always check the IMO website for the latest version.

An Action Plan to address key concerns surrounding the safety of domestic ferries

An Action Plan to address key concerns surrounding the safety of domestic ferries
in the Pacific Island Countries and Territories (PICTs) was adopted by a forum on the
subject, organized by IMO and held in Suva, Fiji, from 30 October to 2 November 2012
Recent losses of domestic ferries worldwide, including
the sinking of the Rabaul Queen in Papua New
Guinea in February 2012, have increased awareness
of the need to consider a more holistic approach to
domestic ferry safety. The Pacific Forum provided an
opportunity for PICTs, development partners and key
organizations and the maritime industry as a whole,
to collaborate in discussion. The intention now is to
develop regional support to address specific national
solutions, thus ensuring that domestic ferry safety
policies, procedures and activities will be effective,
sustainable and relevant to local situations.
The Pacific Forum focused on a number of broad
issues related to domestic ferry operation including
safety programmes, vessel-specific concerns,
legislative, regulatory and compliance matters,
seafarer training and certification, operational issues,
search and rescue and safety awareness activities.
Current and emerging domestic ferry safety issues
were discussed at the Forum, as well as concerns
and trends from international, regional and national
perspectives. The goal was to identify outcomes
that can be put into practice by national Maritime
Administrations and the maritime industry, resulting in
safer ferry operations throughout the region.
Through the Action Plan, participants in the Forum
hope to sensitize the authorities in the region to the
need for urgent measures to be taken to address their
core concerns.
The Pacific forum followed the success of the
Regional Forum on Domestic Ferry Safety held in
Bali, Indonesia, on 6 and 7 December 2011. It was
organized by IMO under its Integrated Technical
Co-operation Programme, in collaboration with the
Secretariat of the Pacific Community (SPC). It was
funded by the IMO Technical Co-operation Fund,
SPC, the Australian Maritime Safety Authority and
industry organizations in the region.
The Pacific Forum was attended by forty-five
participants from the public sector (administrators and
policy makers) and private sector (shipowners, operators,
maritime training institutions) that have responsibility
for the implementation, enforcement and application of
national requirements related to the safety of domestic
ferries in their countries. Fifteen countries from the Pacific
Islands region were represented at the Forum