SOLAS amendments on inert gas systems

SOLAS amendments on 
inert gas systems agreed
Draft amendments to SOLAS to require the installation of inert gas systems on
board new oil and chemical tankers of 8,000 dwt and above, carrying low-fl ashpoint
(below 60°C) cargoes, were agreed by the FP Sub-Committee at its 56th session, for
submission to MSC 92 in June, for approval with a view to subsequent adoption

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FROM the MeetINGS
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Ships carrying gas-powered vehicles
Draft SOLAS amendments to add new
requirements for ships carrying, as cargo, vehicles
with engines fuelled by hydrogen and compressed
natural gas were agreed by the Sub-Committee, for
submission to MSC 92 for approval and subsequent
adoption.
The new regulation II-2/20-1 Requirement
for vehicle carriers carrying motor vehicles with
compressed hydrogen or natural gas for their own
propulsion, sets additional requirements for ships with
vehicle and ro-ro spaces intended for the carriage
of motor vehicles with compressed hydrogen or
compressed natural gas in their tanks as fuel.
The requirements include, for new ships: electrical
equipment and wiring of a certifi ed safe type for use
in explosive methane and air mixtures; fans designed
to avoid a possibility of ignition of hydrogen and air
mixtures; and whenever a vehicle carrier carries,
as cargo, one or more motor vehicles with either
compressed hydrogen or compressed natural gas in
their tanks as fuel, at least two portable gas detectors
shall be provided.
Existing vehicle carriers will also be required
to comply with the requirement for portable gas
detectors from the date of entry into force of the
regulation.
The Sub-Committee agreed to further consider
a draft MSC circular on Recommendation on safety
measures for existing ro-ro cargo ships (vehicle
carriers) carrying motor vehicles with compressed
hydrogen or natural gas in their tanks for their own
propulsion at its next session.
Fire resistance of ventilation ducts
The Sub-Committee agreed draft amendments to
SOLAS regulations II-2/3 and II-2/9.7, relating to the
requirements for the fi re resistance of ventilation ducts,
for submission to MSC 92 for approval with a view to
subsequent adoption.
SUB-COMMIttee ON FIRe PROteCtION (FP) | 56th SeSSION | 7 – 11 JANUARY 2013
The draft amendments to SOLAS regulations
II-2/4.5.5 and II 2/16.3.3 will require an inert gas
system to be fi tted on new oil and chemical tankers
of 8,000 dwt and above, when transporting lowfl
ashpoint cargoes (cargoes having a fl ashpoint less
than 60°C). Oil tankers above 20,000 dwt were
already required to install such systems but the new
regulations will lower the required threshold to 8,000
dwt and above.
Related draft amendments to the International
Code for Fire Safety Systems (FSS Code) were also
agreed, resulting in a complete replacement of chapter
15 (Inert gas systems).
The development of the draft amendments follows
intensive work in recent years aimed at preventing
explosions on oil and chemical tankers transporting
low-fl ashpoint cargoes, following recommendations
by an Inter-Industry Working Group (IIWG), which was
established to study incidents of fi res and explosions
on chemical and product tankers.
Additional means of escape from
machinery spaces
The Sub-Committee agreed draft amendments to
SOLAS mandating additional means of escape from
machinery spaces, for submission to MSC 92, for
approval with a view to subsequent adoption.
The draft amendments to regulation II-2/13.4
require two means of escape to be provided from the
main workshop within a machinery space and from
a machinery control room located within a machinery
space. At least one of these escape routes shall
provide a continuous fi re shelter to a safe position
outside the machinery space.
All inclined ladders/stairways with open treads in
machinery spaces being part of or providing access
to escape routes are to be fi tted with steel shields
attached to their undersides, to provide escaping
personnel protection against heat and fl ame from
beneath.

Energy efficiency regulations

energy effi ciency regulations
New regulations aimed at improving the
energy effi ciency of international shipping
entered into force on 1 January 2013.
The amendments to the International
Convention for the Prevention of Pollution
from Ships (MARPOL) were adopted in
July 2011.They add a new chapter 4
Regulations on energy effi ciency for ships to
MARPOL Annex VI, to make mandatory the
Energy Effi ciency Design Index (EEDI), for
new ships, and the Ship Energy Effi ciency
Management Plan (SEEMP) for all ships.

Other amendments to Annex VI add new
defi nitions and the requirements for survey
and certifi cation, including the format for the
International Energy Effi ciency Certifi cate.
The regulations apply to all ships of 400
gross tonnage and above. However, under
regulation 19, the Administration may waive
the requirements for new ships up to a
maximum of 4 years.

The EEDI is a non-prescriptive,
performance-based mechanism that
leaves the choice of technologies to use in
a specifi c ship design to the industry. As
long as the required energy-effi ciency level
is attained, ship designers and builders
would be free to use the most cost-effi cient
solutions for the ship to comply with the
regulations.
The SEEMP establishes a mechanism for
operators to improve the energy effi ciency
of ships. Ships are required to keep on
board a ship-specifi c Ship Energy Effi ciency
Management Plan (SEEMP).
Other MARPOL amendments which
entered into force on 1 January 2013:
Annex VI emissions
Amendments to MARPOL Annex VI
designate certain waters adjacent to the
coasts of Puerto Rico (United States) and
the US Virgin Islands (United States) as the
US Caribbean Sea Emission Control Area
for the control of emissions of nitrogen
oxides (NOX), sulphur oxides (SOX) and
particulate matter under regulations
13 and 14 of MARPOL Annex VI. Another
amendment makes old steamships
exempt from the requirements on sulphur
content of fuel oil used on board ships
in both the North American and United
States Caribbean Sea ECAs. The new US
Caribbean Sea ECA takes effect 12 months
after entry into force, that is, 1 January 2014.

Annex IV Sewage
Amendments to MARPOL Annex IV
Prevention of pollution by sewage from
ships include the possibility of establishing
Special Areas, the actual designation of the
Baltic Sea as a Special Area under Annex
IV, and the introduction of stricter discharge
requirements for passenger ships while in a
Special Area.
Annex V Garbage 
The revised MARPOL Annex V Regulations
for the prevention of pollution by garbage
from ships has entered into force, following
a comprehensive review to bring the Annex
up to date.
The main feature of the revision is the
prohibition of the discharge of all garbage
into the sea, except as expressly provided
otherwise in the Annex. The discharges
permitted in certain circumstances include
food wastes, animal carcasses, cargo
residues, and water containing cleaning
agents or additives used for washing deck
and external surfaces or cargo holds.
Cargo residues and cleaning agents
and additives must only be considered
for discharge if they are not harmful to the
marine environment. The changes also
include the updating of definitions; the
introduction of an “en route” requirement for
the discharge of garbage at sea; and the
regrouping of the garbage categories 

SOLAS amendments on lifeboat safety

SOLAS amendments on lifeboat safety 
enter into force
Amendments to SOLAS aimed at preventing
accidents during lifeboat launching entered
into force on 1 January 2013.
The amendments, adopted in May
2011, add a new paragraph 5 to SOLAS
regulation III/1, to require lifeboat on-load
release mechanisms not complying with
new International Life-Saving Appliances
(LSA) Code requirements to be replaced, no
later than the first scheduled dry-docking of
the ship after 1 July 2014 but, in any case,
not later than 1 July 2019.
The SOLAS amendment is intended to
establish new, stricter, safety standards for
lifeboat release and retrieval systems, and
will require the assessment and possible
replacement of a large number of lifeboat
release hooks.
Information submitted by flag States on
their assessments of existing lifeboat hooks
is available on the Global Integrated Shipping
Information System (GISIS), on the IMO website

IMO Sub-Committee restructuring agreed by MSC and MEPC

IMO Sub-Committee restructuring

agreed by MSC and MEPC

The restructuring proposals had already been

considered and approved by the Marine Environment

Protection Committee (MEPC) at its sixty-fifth session.

The restructuring will see the number of Sub-

Committees reduced from nine to seven, with their

terms of reference amended to cover the following

issues:

Sub-Committee on Human Element, Training

and Watchkeeping (HTW):

to address issues

relating to human element training and watchkeeping,

including minimum international standards for training

and certification of seafarers and fishing vessel

personnel; and technical and operational issues

related to maritime safety, security, and environmental

protection, to encourage a safety culture in all ship

operations; safe manning; the review, updating and

revision of IMO model courses; and promotion and

IMO’s Maritime Safety Committee (MSC) has agreed to a restructuring of IMO’s Sub-

Committees, in order to deal more effectively with the technical and operational issues

covered by IMO regulations, as part of the Organization’s review and reform process

implementation of the Organization’s human element

strategy.

Sub-Committee on Implementation of IMO

Instruments (III):

to address the effective and

consistent global implementation and enforcement

of IMO instruments concerning maritime safety and

security and the protection of the marine environment,

including: comprehensive review of the rights and

obligations of States emanating from the IMO treaty

instruments; assessment, monitoring and review of

the current level of implementation of IMO instruments

by States in their capacity as flag, port and coastal

States and countries training and certifying officers

and crews; identification of the reasons for the

difficulties in implementing provisions of relevant

IMO instruments; consideration of proposals to

assist States in implementing and complying with

The number of IMO Sub-

Committees is to be reduced

to help streamline the

Organization

INTELLIGENCE

IMO instruments; analyses of investigation reports into marine casualties and incidents;

review of IMO standards on maritime safety and security and the protection of the

marine environment, to maintain an updated and harmonized guidance on survey and

certification-related requirements; and promotion of global harmonization of port

State control activities.Sub-Committee on Navigation,Communications and Search and

Rescue (NCSR):

to consider technical and operational matters related to the obligations of Governments and operational

measures related to safety of navigation,including hydrographic and meteorological

services, ships’ routeing, ship reporting systems, aids to navigation, radio-

navigation systems, vessel traffic services,and pilotage; operational requirements

and guidelines relating to navigational safety and associated issues, such as

regulations for the prevention of collisions    and groundings, bridge procedures,voyage planning, avoidance of dangerous

situations, places of refuge including maritime assistance services and relevant aspects of maritime security; carriage

requirements, performance standards and operational guidelines for the use of shipborne navigational equipment and other

navigational requirements; obligations of  Governments and operational measures related to the Global Maritime Distress and

Safety System (GMDSS), development and maintenance of the global search and

rescue (SAR) Plan and the Long Range  Identification and Tracking (LRIT) system;

operational requirements and guidelines relating to radio communications and search and rescue, and, in co-operation

with the International Civil Aviation Organization (ICAO), the harmonization of aeronautical and maritime search and

rescue procedures; carriage requirements,  performance standards and operational  guidelines for the use of ship-borne

radiocommunications and search and  rescue equipment; and liaison with the  International Telecommunication Union (ITU)

on maritime mobile radio communication

matters.

Sub-Committee on Pollution Prevention

and Response (PPR):

to consider

technical and operational matters related

to: prevention and control of pollution of

the marine environment from ships and

other related maritime operations; safe and

environmentally sound recycling of ships;

evaluation of safety and pollution hazards

of liquid substances in bulk transported

by ships; control and management of

harmful aquatic organisms in ships’ ballast

water and sediments, and biofouling; and

pollution preparedness, response and co-

operation for oil and hazardous and noxious

substances.

Sub-Committee on Ship Design and

Construction (SDC):

to consider technical

and operational matters related to: design,

construction, subdivision and stability,

buoyancy, sea-keeping and arrangements,

including evacuation matters, of all types

of ships, vessels, craft and mobile units

covered by IMO instruments; testing and

approval of construction and materials; load

line matters; tonnage measurement matters;

safety of fishing vessels and fishermen; and

survey and certification.

Sub-Committee on Ship Systems and

Equipment (SSE):

to consider technical

and operational matters related to: systems

and equipment, including machinery and

electrical installations, of all types of ships,

vessels, craft and mobile units covered

by IMO instruments; testing and approval

of systems and equipment; life-saving

equipment, appliances and arrangements;

fire protection systems; and analyses of

casualty and incident records relating to

ship systems and equipment.

Sub-Committee on Carriage of Cargoes

and Containers (CCC):

to consider

technical and operational matters related

to: effective implementation of the relevant

conventions, codes and other instruments,

mandatory or recommendatory, as

appropriate, dealing with cargo operations,

which include packaged dangerous goods,

solid bulk cargoes, bulk gas cargoes, and

containers; evaluation of safety and pollution

hazards of packaged dangerous goods,

solid bulk cargoes and gas cargoes; survey

and certification of ships carrying hazardous

cargoes; further enhancement of the safety

and security culture, and environmental

consciousness in all cargo and container

operations; and co-operation with other

relevant UN bodies, IGOs and NGOs on

international standards related to containers

and to cargo operations.

Previous review

The last review of the sub-committee

structure was in the 1996-1997 biennium

when the number of Sub-Committees was

reduced from 11 to 9: the Sub-Committee

on Bulk Liquids and Gases (BLG); Sub-

Committee on Dangerous Goods, Solid

Cargoes and Containers (DSC); Sub-

Committee on Radiocommunications,

Search and Rescue (COMSAR); Sub-

Committee on Navigation (NAV); Sub-

Committee on Ship Design and Equipment

(DE), Sub-Committee on Fire Protection

(FP), Sub-Committee on Stability, Load

Lines and Fishing Vessels Safety (SLF); Sub-

Committee on Flag State Implementation

(FSI); and Sub-Committee on Standards of

Training and Watchkeeping

North American emission control area comes into effect on 1 August 2012

Briefing: 28, July 31, 2012

26

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The North American Emission Control Area (ECA), under the International Convention for the Prevention of Pollution from Ships (MARPOL), comes into effect from 1 August 2012, bringing in stricter controls on emissions of sulphur oxide (SOx), nitrogen oxide (NOx) and particulate matter for ships trading off the coasts of Canada, the United States and the French overseas collectivity of Saint-Pierre and Miquelon. 

Amendments to MARPOL Annex VI (Regulations for the prevention of air pollution from ships) to establish the North American ECA entered into force on 1 August 2011, with a 12-month period before becoming effective. 

There are now three designated ECAs in effect globally, the other two being sulphur oxide ECAs only in the Baltic Sea area and the North Sea area.

A fourth area, the United States Caribbean Sea ECA, covering certain waters adjacent to the coasts of Puerto Rico and the United States Virgin Islands, was designated under MARPOL amendments adopted in July 2011, with expected entry into force on 1 January 2013, with the new ECA taking effect 12 months later on 1 January 2014.

Coordinates for the North American ECA
Coordinates for the North American ECA can be found in Resolution MEPC.190(60)
http://www.imo.org/blast/blastDataHelper.asp?data_id=28815&filename=190(60).pdf 

ECA emissions limits
Within ECAS, the sulphur content of fuel oil (expressed in terms of % m/m – that is, by weight) must be no more than 1.00% m/m; falling to 0.10% m/m on and after 1 January 2015.

This compares to 3.50% m/m outside an ECA, falling to 0.50% m/m on and after 1 January 2020. This date could be deferred to 1 January 2025, depending on the outcome of a review, to be completed by 2018, as to the availability of compliant fuel oil.

In practice, this means that, within an ECA, ships must burn fuel oil of a lower sulphur content. Alternatively, the ship may use any “fitting, material, appliance or apparatus or other procedures, alternative fuel oils, or compliance methods”, which are at least as effective in terms of emissions reductions, as approved by the Party to MARPOL Annex VI. 

With regard to NOx emissions, marine diesel engines installed on a ship constructed on or after 1 January 2011 must comply with the “Tier II” standard set out in regulation 13 of MARPOL Annex VI. Marine diesel engines installed on a ship constructed on or after 1 January 2016 will be required to comply with the more stringent Tier III NOx standard, when operated in a designated NOx ECA. 

Further information
Further information and guidance is available from the United States Environmental Protection Agency’s website for Ocean Vessels and Large Ships: http://www.epa.gov/otaq/oceanvessels.htm#north-american.

___________

___

IMO – the International Maritime Organization – is the United Nations specialized agency with responsibility for the safety and security of shipping and the prevention of marine pollution by ships.

Web site: www.imo.org

  Singapore has taken a significant step forward in the development of the practical operational procedures and standards for Liquefied Natural Gas (LNG) bunkering operations.

The Maritime and Port Authority of Singapore (MPA) and its appointed consultant, Lloyd’s Register, have completed its study on the Technical Standards and Procedures for LNG bunkering in the Port of Singapore. The study consolidated information that needs to be addressed before LNG bunkering can take place into five key areas as follow:

1.  LNG Bunkering Standards and Procedures within the Port’s limits
2. Technical Requirements and Specifications for LNG bunker tankers and receiving vessels with regard to transfer system, fittings and safety equipment
3. Safety Standards for LNG Bunkering operations
4. Identification of Safety Exclusion Zones and Emergency Procedures
5. Competency Standards for Personnel handling LNG bunkering

Following the completion of the study, MPA will be organising industry consultation sessions to share the results of the study with the maritime industry and seek their feedback. With the industry feedback, MPA will subsequently finalise the LNG bunkering standards for the Port of Singapore.
“There is an increasing need for the shipping industry to look at alternative sources of fuel and LNG is a promising option that we should consider. The completion of the study is an important milestone in the development of LNG bunkering in the Port of Singapore and we would like to share this significant progress with the industry” said Captain M Segar, MPA’s Assistant Chief Executive (Operations).
Singapore is recognised for its transparency and places a strong emphasis on the quality of bunkering services and safety standards. In 2012, the Port of Singapore recorded bunker sales volume of 42.7 million tonnes, retaining its position as the world’s top bunkering port. Singapore’s strong performance in bunker sales can be attributed to its strategic location at the crossroads of international trade and the industry structure that results in competitive bunker prices and assured quality and safety standards

MARITIME NEWS

The London P&I Club said that a recent analysis of collision cases has highlighted the effect which complacency on the bridge of the vessel can have on the incidence of casualties.

The club recently undertook a ‘root cause’ analysis of collision cases which concluded that the majority could be categorised as human error, with complacency often a significant contributing factor. In the latest issue of its StopLoss Bulletin, it cites the case of a bulk carrier which was approaching the end of a Traffic Separation Scheme. The ship was slowing to make an ETA at a pilot station in the adjacent Inshore Traffic Zone, and was soon to make a substantial alteration of course to starboard in accordance with its passage plan. At the same time, the vessel was being overtaken by a container ship. As a changeover of navigational watch was approaching, it became apparent to the Officer of the Watch (OOW) on the bulk carrier that the overtaking ship was not taking action to pass well clear in accordance with its obligations under Rule 13 of the Collision Regulations.

A VHF conversation took place in which the bulk carrier made its intentions known to the overtaking container ship, and an agreement was reached whereby the bulk carrier would make its alteration to starboard, and the overtaking ship would alter course to port and pass on the port side of the bulker. Shortly thereafter, the relieving officer arrived on the bridge of the bulk carrier and the watch handover process began. It was apparent that the OOW was confident that the plan was fully understood by both ships and expected the containership to pass on the port quarter. Unfortunately, he failed to monitor the situation, failed to alter course to starboard as agreed, and was taken by complete surprise in mid-conversation when the overtaking containership collided with the bulk carrier just forward of the bridge on the starboard side.
It was clear that, throughout the episode, the ships were in a developing close-quarters situation, and that good seamanship ought to have dictated that the OOW monitored the conduct of the overtaking ship very closely until it was finally past and clear, possibly delaying the watch-handover. The club says that misplaced complacency and over-confidence may have significantly contributed to the resulting collision claim.