Regulatory Update 28-Aug-09

On the regulatory agenda

Including news from IMO MSC 86, MEPC 59 and the Hong Kong Recycling Conference

28 August 2009

© Det Norske Veritas AS. All rights reserved Slide 28 April 2023

Agenda

SOLAS- Amendments recently adopted

MARPOL- Annex VI- Green House Gases

BWM

New Recycling Convention

IMO strategic plan 2008-2014

EU

Summing up


Committees and Sub-committees of IMOAssembly

Council

Maritime Safety Committee (MSC)

The Marine Environment Protection Committee (MEPC)

Legal Committee (LC)

Technical Co-operation Committee (TCC)

Fire Protection (FP)

Bulk Liquids and Gases (BLG)

Radio-communications and Search and Rescue (COMSAR)

Carriage of Dangerous Goods, Solid Cargoes and Containers (DSC)

Safety of Navigation (NAV)

Ship Design and Equipment (DE)

Stability and Load Lines and Fishing Vessels Safety (SLF)

Standards of Training and Watchkeeping (STW)

Flag State Implementation (FSI)

Facilitation Committee

OVERVIEW


Emergency towing arrangements and procedures

SOLAS regulation II-1/3-4 (Emergency towing arrangements on tankers), has been extended to ships other than tankers ≥ 20 000 GT; in force on 1 January 2010.MSC 84 also approved Guidelines for Owners/Operators on preparing Emergency Towing Procedures (MSC/Circ.1255)

All ships shall be provided with a ship-specific emergency towing procedure applicable as follows:

- All (i.e. new and existing) passenger ships, not later than 1 January 2010;

- Cargo ships constructed on or after 1 January 2010; and

- Cargo ships constructed before 1 January 2010, not later than

1 January 2012

SOLAS Ch. II-1

Note: Only tankers are required to carry Emergency towing arrangements. All other ships shall have emergency towing procedure


Prohibition of asbestos

From 1 January 2011, for all ships, new installation of materials which contain asbestos shall be prohibited

(SOLAS regulation II-1/3-5)

“new installation of materials” will be defined by DE

SOLAS Ch. II-1


Means of embarkation on and disembarkation from ships

A new SOLAS regulationII-1/3-9 adopted at MSC 84 requires ships constructed on or after 1 January 2010 to be provided with means of embarkation and disembarkation, such as gangways and accommodation ladders, constructed and installed, maintained and inspected or surveyed based on

Guidelines adopted by MSC 86 contained in MSC/Circ.1331

SOLAS Ch. II-1


International Code on Intact Stability 2008

The 2008 IS Code was adopted by at MSC 85 by res. MSC.267(85) and will be implemented by amendments to SOLAS regulation II-1/5 (res. MSC.269(85) Annex 1) and the Load Line Convention reg. I/1 and I/3 (res. MSC.270(85)) and enters into force on 1 July 2010

New ships L ≥ 24 m to comply with specific intact criteria of Part A of the IS Code from 1 July 2010

SOLAS Ch. II-1

Part B contains recommendations to be used as basis for relevant safety standards for certain ships not covered in Part A (like fishing vessels), unless national stability requirements provide at least an equivalent degree of safety

Explanatory Notes to the Code were also approved and issued as MSC.1/Circ.1281


Fixed carbon dioxide fire-extinguishing systems (SOLAS reg. II-2/10)

By the first scheduled dry-docking after 1 January 2010 fixed carbon dioxide fire-extinguishing systems for the protection of machinery spaces and cargo pump rooms on ships constructed before 1 July 2002 shall comply with requirements for two separate controls (FSS Code 5.2.2.2)

Confirmed at MSC 86

SOLAS Ch. II-2


Drainage of special category and ro-ro spaces

Ships constructed on or after 1 January 2010, shall be provided with means to prevent blockage of drainage arrangements of closed spaces fitted with fixed water spraying systems to prevent accumulation of water on the vehicle deck

Ships constructed before 1 January 2010 shall comply with this requirement by the first survey after 1 January 2010

Guidelines for the Drainage of Fire-fighting Water from Closed Vehicle and Ro-Ro Spaces and Special Category Spaces of Passenger and Cargo Ships issued in MSC.1/Circ.1320

SOLAS Ch. II-2


Search and rescue locating devices MSC 84 adopted amendments - in force from

1 January 2010 - to replace requirements for "radar transponders" with a requirement for a "search and rescue locating device"

Search and rescue locating devices shall be carried on each side of every passenger ship and every cargo ship of 500 gross tonnage and upwards. At least one such device shall be carried on every cargo ship between 300 and 500 gross tonnage. Additional requirements apply to fitting of search and rescue devices in liferafts on ro-ro cargo ships.

The search and rescue locating devices shall conform to the performance standards adopted by IMO and shall be capable of operating either in the 9 GHz band or on frequencies dedicated for AIS.

(SOLAS reg. III/6, III/26 and IV/7, 1988 SOLAS Protocol, SOLAS Certificates and the 1994 and 2000 HSC codes)

SOLAS Ch. III


Safety of Navigation - ECDIS

Mandatory carriage of Electronic Chart Display and Information Systems (ECDIS) for different ship types and sized constructed in the period 2012 to 2018 was adopted at MSC 86

From 1 January 2011 ECDIS is accepted as meeting the chart carriage requirements. From 2002 it may be accepted by the Administration

Use of electronic navigational charts will probably reduce the frequency of groundings by more than one third

It is expected that ECDIS will reduce the risks related to several generic accident scenarios such as groundings, collision and contact

SOLAS Ch. V


Safety of Navigation – BNWAS etc.

Bridge navigational watch alarm system (BNWAS) to be carried from1 January 2011 to 1 July 2014 for all cargo ships of 150 gross tonnage and upwards and passenger ships irrespective of size(SOLAS Reg. V/19)

An e-navigation strategy is under development and is intended to be implemented from 2012

SOLAS Ch. V


International Maritime Solid Bulk Cargoes (IMSBC) Code

The Code of Safe Practice for Solid Bulk Cargoes (BC Code), adopted as a recommendatory Code in 1965 and updated at regular intervals since then, will be replaced by the mandatory IMSBC Code adopted at MSC 85 by res. MSC.268(85)

The IMSBC Code will be implemented by amendments to SOLAS Ch. VI entering into force on 1 January 2011

The provisions of the Code may be applied from 1 January 2009 on a voluntary basis, pending the entry into force on 1 January 2011

SOLAS Ch. VI and VII


Material safety data sheets

A new regulation SOLAS Ch. VI Reg. 5-1 was added by MSC 83 and amended by MSC 86:

Material safety data sheets for cargo carried by ships carrying MARPOL Annex I oil and marine fuel oils

The amendments were adopted by resolution MSC.239(83) and enter into force on 1 July 2009

From 1 January 2011 Material safety datasheets are to be provided prior to the loadingof such cargoes and taking on fuel oil in accordance with res. MSC.286(86) and MSC/Circ.1303

SOLAS Ch. VI


Casualty Investigation Code

The Code of the International Standards and Recommended Practices for a Safety Investigation into a Marine Casualty or Marine Incident(Casualty Investigation Code) was adopted as Resolution MSC.255(84) in May 2008; in force from 1 January 2010

The Code requires a marine safety investigation into every marine casualty involving the total loss of the ship or a death or severe damage to the environment

SOLAS Chapter XI-1 was also amended, making the Code mandatory and expanding on Regulation I/21, which more vaguely requires Administrations to conduct investigations

SOLAS Ch. XI-1


Definition of the term Bulk Carrier

MSC 85 adopted res. MSC.277(85) on Clarification of the term “bulk carrier” and Guidance for application of regulations in SOLAS to ships which occasionally carry dry cargoes in bulk and are not determined as bulk carriers in accordance with regulation XII/1.1 and chapter II-1

The Guidance covers new ships, only

SOLAS Ch. XII

The MSC Resolution is non-mandatory, but may be made mandatory later and nevertheless governments are urged to apply the operational measures (paragraph 1.1 of the Guidance) to ships with keel laying on or after 1 January 2009 and the structural requirements (paragraph 1.2 of the Guidance) to ships with keel laying on or after 1 July 2010


Life-Saving Appliances (LSA) Code MSC 85 revised the LSA Code and MSC.81(70) by res. MSC.272(85)

and MSC.274(85)

The Code will effective from 1 July 2010 apply 82,5 kg as the average mass of persons for the prototype testing of lifeboats intended for cargo ships, free-fall lifeboats and rescue boats

The Code also describes extended requirement to seating arrangement for free-fall lifeboat

When adopting the amendment to the LSA Code, MSC agreed that the amendments should only apply to equipment installed on new ships.

However, regarding the installation of such equipment on existing ships, MSC considered that the matter is adequately addressed by the principle in SOLAS regulation III/1.4.2.

LSA Code


Packed dangerous goods on board HSC

MSC 85 adopted amendments to 2000 HSC Code regulation 7.17 by res. MSC.271(85)

Existing provisions of paragraph 7.17 of the HSC Code do not apply to dangerous goods in accepted quantities pending the entry into force date of the relevant amendments to 7.17 of the Code (i.e. 1 January 2011)

HSC Code


ISM Code revised at MSC 85

The revised ISM Code, adopted by res. MSC.273(85), will from 1 July 2010 require stronger and mandatory requirements for Company to identify and assess risks and on this basis to establish appropriate plans and instructions

Company will from same date also be required to perform internal audits at least annually

The ISM Code further elaborates on the procedures upon renewal verification and situations mandating extension of expiring SMC certificates

The forms for Safety Management Certificate (SMC) and the Interim SMC are expanded by a new field for endorsements

ISM Code


Amendments to the International Maritime Dangerous Goods (IMDG) Code

MSC 84, in May 2008, adopted the bi-annual set of amendments to the Code (34-08), including changes to provisions for certain substances (such as changes in requirements for documentation for dangerous goods in excepted quantities), results from UN Sub-Committee on Experts relating to UN Recommendations on transport of dangerous goods and a large number of minor amendments; in force from 1 January 2010

IMDG Code


Enhanced Surveys for Bulk Carriers and Oil Tankers (Res. A.744(18)) (ESP Guidelines)

The enhanced survey requirements for bulk carriers and oil tankers have been extended also to cover bulk carriers having double-side skin construction by including a new part B in Annex A of Res. A.744(18) The new part B is primarily based on the IACS Unified Requirements UR Z10.5

The attendance at the Survey Planning meeting (para 5.6) has been modified to include an appropriate qualified representative appointed by the master or Company

Applicable from 1 January 2010

Res. A.744(18)

MARPOL

Annex I: Prevention of pollution by oilAnnex II: Control of pollution by

noxious liquid substancesAnnex III: Prevention of pollution by

harmful substances in packaged formAnnex IV: Prevention of pollution by sewage from shipsAnnex V: Prevention of pollution by garbage from shipsAnnex VI: Prevention of Air Pollution from Ships


Prevention of pollution during transfer of oil cargo between oil tankers at sea (STS)

A new chapter 8 to MARPOL Annex I was adopted at MEPC 59, applicable from 1 April 2012 to all oil tankers of 150 gross tonnage and above engaged in transfer of oil cargo between oil tankers at sea (STS operations)

Such tankers shall hold an STS operations plan approved by the Administration, and must notify the coastal state 48 hours in advance if operation takes place inside the economical zone

MEPC 59 also adopted minor amendments to MARPOL Annex I Regulations 1, 12, 13, 17, and 38, Supplement to the IOPP Certificate and Oil Record Book Parts I and II

MARPOL Annex I


MARPOL Annex VI Air pollution – New approved sulphur limits

MEPC 58 in October 2008 adopted the following new sulphur limits for marine oil fuels applicable from 1 July 2010:

Globally 4.50% prior to 1 January 2012

3.50% from 1 January 2012

0.50% from 1 January 2020*

In SECAs 1.00% from 1 July 2010

0.10% from 1 January 2015

Sulphur scrubbing will still be an acceptable method for compliance and there will be no HFO ban

MARPOL Annex VI


MARPOL Annex VI Air pollution – New NOx emission limits from MEPC 58

Ship Constructed

(≥ 1 January)Application of Requirements

Emission

LimitsCompliance at engine’s delivery

except as below

1990 to

2000

Retroactive

to existing engines

Engine size > 5000 kW and

≥ 90 liters Tier I

1st IAPP Renewal Survey

≥ 12 months after IMO advised

by Party of availability (physical and cost)

of “upgrade kit” *

2000 ≤ x <2011> 130 kW ----

2011 ≤ x <2016Tier II

≥ 2016Ships ≥ 24m L or total propulsion power ≥ 750kW

Operation outside of ECA

Tier III Operation within ECA

RPM

Total Weight of NO2 Emission (g/kWh)Relative

NO2 Reduction

from Tier I< 130 130 ≤ n < 2000 ≥ 2000

Tier I 17.0 45.0*n(-0.2) 9.8 CurrentTier II 14.4 44.0*n(-0.23) 7.7 15.5% - 21.8%Tier III 3.4 9*n(-0.2) 2.0 80%

MARPOL Annex VI


Possible new SECAs

MARPOL Annex VI


Prevention of air pollution from ships (ECA and MARPOL Annex VI) – MEPC 59 development

The proposal to designate an ECA for the coastal waters of USA and Canada was approved with a view to adoption at MEPC 60

Entry into force from August 2012 likely

MARPOL Annex VI

2009 Guidelines for Exhaust Gas Cleaning Systems adopted by res. MEPC184(59), now including changes to requirements for monitoring and discharge of wash water

Guidelines for the Development of a VOC Management Plan adopted by res. MEPC185(59) Requirement applies to all crude oil tankers from1 July 2010


Regulatory drivers - EU climate change political developments

Softening commitment to EU 2020 goals (some countries) due to financial instability

However, "The European Council confirms its determination to honour the ambitious commitments on climate and energy policy“. Complex agreement finalised December ’08. Practical ramifications and impact not clear, but goals for land-based industry are weakened.

European Parliament (EP) agreed revised carbon trading system (ETS) in 2008. Airlines to be included. EP instructed the Commission to consider including shipping by 2013.

Commission has given IMO until end 2011 to act, if not EU will act unilaterally, imposing regional regulations by 2013. In practical terms this is a decision that is both binding and non-revocable.


Regulatory drivers – IMO politics

IMO under strong pressure to deliver results by UNFCCC Copenhagen climate conference (COP15) December 2009

Political barriers - clashing IMO and UNFCCC principles- Significant differences in national positions as regards IMO’s role in curbing

ship emissions of GHG in relation to the mandate of the UNFCCC and Kyoto protocol

- Developing countries (non-Annex I) generally in consensus that IMO must adopt the principles of UNFCCC / Kyoto, i.e. “Common But Differentiated Responsibilities (CBDR)”

- This is strongly opposed by delegations of the developed countries (Annex 1), invoking the IMO principle of “No More Favourable Treatment”

- So far not possible to break this impasse, in-depth discussions on application of CO2 regulations, as well as on introduction market based instruments (MBI’s), deferred until MEPC 60 (March 2010)

- Disagreements among MBI advocates on instrument most appropriate for international shipping - bunker tax or emission trading


Green House Gases –MEPC 59 developments

No agreement on regulatory matters – decisions deferred to MEPC 60 earliest (March 2010)

Discussion on market based instruments deferred until MEPC60, pending developments at UNFCCC COP15 (Dec. 09)

Consensus reached on interim guidelines for Energy Efficiency Design Index (EEDI) and verification scheme, to be used on a voluntary trial basis.

Finalisation of guideline for Energy Efficiency Operational Index (EEOI) to be used on a voluntary basis,

Consensus on draft guidance on the development of a Ship Energy Efficiency Management Plan (SEEMP) to be used on a voluntary basis


GHG expectations for MEPC 60

COP15 of utmost importance for progress in 2010, as the outcome will lay the framework for MEPC 60 discussions in March 2010

Discussion expected on mandatory application of EEDI

Discussions expected on market based instruments, with possible recommendations to IMO Assembly concluded by MEPC 62


Ballast Water Management

Adoption: 13 February 2004

Entry into force: 12 months after ratification by 30 States, representing 35 per cent of world merchant shipping tonnage

Status as per August 2009:- 18 countries ratified- 15.36% of world tonnage

16 Guidelines are adopted in connection with the BWM Convention; most recently:

- Guidelines or ballast water sampling (G2) Res. MEPC.173(58), and- Revised guidelines for approval of ballast water management systems (G8)

Res. MEPC.174(58) were adopted at MEPC 58 in October 2008

BWM


General aspects of BW exchangeProblem areas

Only 95 % of ballast water is exchanged

Aquatic species may survive despite of frequent water exchanges

BWM

© Det Norske Veritas AS. All rights reserved Slide 358 April 2023© Det Norske Veritas AS. All rights reserved Slide 358 April 2023

Ballast Water Regulations (B-3)Application based on construction dates and BW Capacity in m3

Keel laid

BW [m3]

DNV Guidance on Typical DWT / Ship type

2009 2010 2011 2012 2013 2014 2015 2016

< 2009

1500-5000

3400 – 15000 / Tanker4200 – 14200 / Bulk4100 – 14000 / General cargo

< 1500

> 5000

<3400 >15000 / Tanker<4200 >14200 / Bulk<4100 >14000 / General cargo

≥ 2009 < 5000<15000 / Tanker<14200 / Bulk<4000 / General cargo

≥ 2009

< 2012> 5000

>15000 / Tanker>14200 / Bulk>14000 / General cargo

≥ 2012 > 5000>15000 / Tanker>14200 / Bulk>14000 / General cargo

D-1/D-2 D-2a)

D-1/D-2D-2

a)

D-1/D-2D-2

a)

D-2

a) Not later than the first intermediate or renewal survey after the anniversary date of delivery of the ship in the year of compliance with the standard applicable to the ship

D-1 = Ballast Water Exchange standard according to Reg. D-1 (95% volumetric exchange or pumping through three time the volume of each tank)

D-2 = Ballast Water Treatment systems according to Reg. D-2, approved by the Administration which treat ballast water to an efficacy of:

not more than 10 viable organisms per m3 >50 micrometers in minimum dimension, and

not more than 10 viable organisms per millilitre < 50 micrometers in minimum dimension and >10 micrometers in minimum dimension

D-1/D-2 D-2a)

BWM


BWM - The Convention framework

Applicability- All ships of in international trade are to be fitted with:

- International Ballast Water Management (IBWM) Certificate- An approved Ballast Water Management Manual- And a Ballast Water Record Book

General requirements- Existing vessels - ballast water exchange (BWE) (D1)- New vessels – discharge quality requirements, ballast water

treatment (BWT) (D2)- Application is a function of keel laying date, ballast capacity over or under 1500/5000 m3 and

year (2012, 2014 and 2016)

Phase-out of BWE- BWE will be phased out as an acceptable method for complying with the convention

during a period of time from 2012 to 2016- Gradually phase-in of BW Treatment requirements - Exemption by risk considerations

- based on the assessment of risk represented by a specific ballast voyage

BWM


BWM Approval Status – After MEPC 59

Type Approval

PureBallast

SEDNA Peraclean

OceanSaver BWMS

Electro-Cleen System

(NEI Treatment System)

Final Approval

PureBallast

SEDNA Peraclean

OceanSaver Ballast Water Management System

Electro-Cleen System

RWO Ballast Water Management System (CleanBallast)

NK-O3 BlueBallast System (Ozone)

Hitachi Ballast Water Purification System (ClearBallast)

Greenship Sedinox Ballast Water Management System

Basic Approval PureBallast

SEDNA Peraclean

OceanSaver Ballast Water Management System

Electro-Clean System

CleanBallast!

Optimarin

NK-03 Blue Ballast System

Electro-Clean System

Special Pipe

GloEn-Patrol

Resource Ballast Technology

Clear Ballast

TG Ballastcleaner and TG Environmentalguard system

Greenships's Ballast Water Management System

Ecochlor Ballast Water Treatment System

Ballast Water Management System (HHI)

(EcoBallast)

AquaTriCombTM Ballast Water Treatment System

BWM


Note to those concerned

14th edition February 2008

List of recent amendments

Chronological implementation schedule for

A: Cargo ships

B: Passenger ships

http://webshop.dnv.com/global/category.asp?c0=2646

exchange.dnv.com

Replaced by Requirement Explorer (REX) in 2009


Requirement Explorer TM

Available in DNV Exchange:http://production-nps50.dnv.com/DNVX/ImoNote/InternalIMOSearchForm.aspx


Global Integrated Shipping Information System (GISIS)

1. Oil filtering equipment and oil content meters for bilge alarms (MSC.60(33))

2. Oil content meters for oily water from cargo tanks (A.586(14))

3. Oil/water interface detectors (MEPC.5(XIII))

4. Sewage treatment plants (MEPC.2(VI)

5. Shipboard incinerators (MEPC.59(33), MEPC.76(40) and MEPC.93(45))

6. 15 ppm bilge separators and 15 ppm bilge alarms (MEPC.107(49)

7. Oil content meters for oily water from cargo tanks (MEPC.108(49))

8. Sewage treatment plants (MEPC.159(55))

Pollution prevention equipment (PPE) has been operative since 1 February 2008, and shall include data on the following PPE approved by Governments:


Health, safety and environmental issues

Ship Recycling

Photos: DNV


Ship Recycling – Some Basics

The Convention calls for

inventory data, a list of

hazardous materials onboard,

for all ships being delivered to a

ship recycling facility

The Inventory of Hazardous Materials is the responsibility of the ship owner and includes 3 parts:

Part 1 - Hazardous Materials Contained in the Ship’s Structure and Equipment

Part 2 - Operationally generated wastes

Part 3 - Stores


New Convention on Recycling

Adopted in May 2009 (Hong Kong)

The new convention will provide regulations for:

The design, construction, operation and preparation of ships so as to facilitate safe and environmentally-sound recycling

The establishment of an appropriate enforcement mechanism for ship recycling, incorporating certification and reporting requirements (for example Inventory of Hazardous Materials, previously known as Green Passport)

The operation of ship-recycling facilities in a safe and environmentally-sound manner


Recycling news from Diplomatic Conference

Hong Kong International Convention for the Safe and Environmentally Sound Recycling of Ships - Adopted 15 May 2009

Ship Recycling Plan (SRP) - “Tacit” or “Explicit” approval

Four prohibited materials from new installation (Asbestos, PCB, Ozone Depleting Substances, Organotin Compounds)

Final survey - check that the SRP is approved, check Parts 1, 2 and 3 and safe-for-hot work, safe-for-entry procedures included

Threshold values - Included in the “Guidelines for the development of the Inventory of Hazardous Materials”, adopted July 2009 by Resolution MEPC.179(59)


New Convention on Recycling

The Hong Kong International Convention for the Safe and Environmentally Sound Recycling of Ships, 2009

will enter into force 24 months after the date on which:

15 States representing 40 per cent of world merchant

shipping by gross tonnage the combined maximum annual ship recycling

volume of those States must, during the preceding 10 years, constitute not less than 3 per cent of their combined merchant shipping tonnage ??

© Det Norske Veritas AS. All rights reserved Slide 468 April 2023Version Slide 468 April 2023

IHM - Cradle to Grave

Time

Building stage In Operation

DNV

Dismantling

Ship

Recycling

Plan

SoC Ready for Recycling

Statement of Compliance (SoC) for Inventory of Hazardous Materials

Renewal Survey (5 yr)

Material

Declaration

Material

Declaration

Material

Declaration

New

Material

Declaration

Old

Part 1

(Yard)

Updated

Part 1

(Owner)

Updated

Part 1

(Owner)

Parts 1, 2

and 3

Additional Survey Final SurveyInitial Survey

DNV

Rebuilding

Visual

Sampling

Check Plan


What’s expected from IMO 2008-2020 Coating of other Spaces than Sea Water Ballast Tanks Gas Code - Completely revised and updated Emissions to air (CO2, NOx, SOx) Ballast Water Management (BWM) - Treatment vs Exchange Goal-based standards Safety of General Cargo Ships Recycling of ships - Mandatory instrument for global application (safety

and environment) - Several Guidelines to be developed Prevention of accidents involving lifeboats Comprehensive Review of the STCW Convention and the STCW Code -

Diplomatic Conference to adopt amendments expected in 2010 Review of Principles of safe manning levels Recovery systems for all types of ships for the rescue of persons at sea

by 2012


Goal-Based Regulatory Framework

Background

Goal Based Standards were originally intended to cover overall requirements for rules, was initiated in May 2003 (MSC 77), and has since been on the agenda of MSC

Status

Goals (Tier I), Functional requirements (Tier II) and Verification criteria (Tier III) have been developed

At MSC 86 the following were agreed in principle with a view to adoption at MSC 87, in May 2010 :

Draft SOLAS amendments to make GBS mandatory for new bulk carriers and oil tankers over 150 m in length from 2015

Draft International goal-based ship construction standards for such ships

Draft Guidelines for the verification of conformity with GBS(Self-assessment and Audit)

Draft Guidelines for the information to be included in a Ship Construction File, still under consideration by Industry WG

Tier I

Tier III

Tier V

Tier IV

Tier II

Applicable Industry Standards & Codes of Practice

Prescriptive Regulations & Class Rules

VerificationCriteria

FunctionalRequirements

GoalsTier I

Tier III

Tier V

Tier IV

Tier II









GoalsGoals

IMO

GBS

IMO - Up for discussion


General Cargo Ship Safety

High rate of accidents are associated with general cargo ships

Documentation confirms that the accident risks are high on general cargo ships compared to other ship types

MSC 83 agreed that:- An FSA analysis of the cause of accidents to be done to identify problem

areas and appropriate risk control options- Develop a definition of “general cargo ship”- Develop a strategy to set a direction on how best to enhance the safety of

these ships

MSC 86 made little progress; waits for IACS FSA

EU does research with the focuses on:- Improvement of technologies for prediction of risks- Safety and survivability of ships to remain afloat in an almost upright position

regardless of damage



Chemical and Product Tankers

MSC 81, July 2006, reviewed a report on incidents of explosions on chemical and product tankers

The analysis revealed that the accidents occurred- For ships < 20,000 DWT- During tank cleaning, venting or gas freeing- When established procedures were not observed onboard- In ships carrying Marpol Annex II cargoes

None of the incidents occurred when inert gas was applied

MSC 83 therefore tasked a sub-committee to consider making inert gas systems mandatory to product tankers < 20,000 DWT by doing a:

- A formal safety assessment, and- A cost/benefit analysis- Considering means to reduce sources of ignition, in-tank pump failures, static

electricity- Safety, operational and environmental issues w. r. t. inert gas systems




1. Globalization a. Freer movement of people, goods, services and information

b. Shipping major facilitator of global trade

c. Shipping standards might be compromised by the forces of liberalization and competition sweeping through the maritime sector

d. Stave off regional or unilateral tendencies which conflicts with IMO regulatory framework will be prioritised

2. Heightened maritime safety concernsa. Implementation of requirements. Flag, port, coastal States, ship-owners and

classification societies are specifically mentioned

3. Heightened maritime security concerns a. Focus on implementation of the ISPS Code without affecting the efficiency

of shipping and port operations



4. Heightened environmental consciousness a. Atmospheric pollution including global warming and recycling

b. Developing effective responses to shipping incidents in order to mitigate their impact on the environment

5. People at seaa. Focus on protection of lives at sea through success of search and rescue

operations and ensuring the adequacy of all systems used. Important safety issues that make concerns: the new and bigger passenger vessels, increased use of ferries and HSLC, migrants, piracy, armed robbery and fishers' lives

6. The importance of capacity building in ensuring universal and uniform application of IMO instruments. There are concerns about the long-term financial sustainability of the ITCP (Integrated Technical Co-operation Programme) which assists developing countries



7. Shifting emphasis onto people. Place increased emphasis on the contribution of the human element to safer, more secure and environmentally friendly shipping

8. Technology as a major driving force for change in the maritime transport sector. Developments in communications and information technology will provide opportunities to develop knowledge management so as to increase transparency and accessibility to information

EU

On the agenda


On the EU Agenda3rd Maritime Safety Package

Revised and upgraded EU Port State Control

Common criteria for Accident investigation

Revised control of EU ROs

Revised EU Vessel Traffic Management (VTMS)

Passenger carriers liability(incorporating Athens Convention in EU law)

Shipowners’ Liability and Financial Guarantees

EU Flag state criteria and control


3rd Maritime Safety PackageStatus June 2009

Agreement on all seven elements of the “Package” obtained in “Conciliation” between Council (Member States), European Parliament and Commission on 8 December 2008

Council of EU Transport Ministers informed accordingly at their meeting 9 December 2008

Formal adoption by Parliament 11 March 2009 and Council 23 April 2009

Publication in EU Official Journal in 28 May 2009

Regulation on ROs enters into force 17 June 2009

Rest of “Package” gradually enters into force 2009-11


Pre Decision

1st Reading

2nd Reading

CouncilCommission European Parliament

EU “Co-decision” process

OpinionPolitical Agreement

&Common Position

Prepares Initiative

Formal Proposal

2nd Opinion2nd Common

Position

Conciliation AdoptionConciliation


EU regulatory scene. What’s next?

Action plan for the protection of the high seas

Action plan for maritime R&D

Enhancing EU “Maritime Clusters” and strengthening career and employment in the maritime sectors

EU input on shipping and GHG ahead of MEPC 59 and Copenhagen UNFCCC. EU Shipping/ETS initiative in 2011 if “IMO track fails to deliver”

EU strategy on ship dismantling. The concept of “marine spatial planning”, restricted and protected areas?

Preservation – and restoration of marine bio diversity

Maritime Transport Strategy 2018 – published January 2009


The increasing EU Regulatory Role

Strong political drive to avoid oil pollution in EU waters

Increased focus on competitiveness of European Industry

A general belief that IMO works too slowly, hence many new regulatory initiatives developed and implemented unilaterally

EMSA will take an increasingly stronger role as the EU maritime technical arm


More and more detailed international regulations covering more areas than today

Environmental regulations will be in focus in the near future, and we will see a shift from local to global regulations (from NOx/SOx to CO2)

Increased focus on liability for all partners within the maritime industry

Corporate Social Responsibility will play an increasing role in shaping the maritime industry

In the future we will get


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Regulatory Update 28-Aug-09

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