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IMO DE 55 Agenda preview © Lloyd's Register 2011

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Lloyd's Register briefing

IMO DE 55 Full report for clients

Overview

The 55th session of the IMO Ship Design and Equipment (DE) Sub-Committee was held from 21st to 25th March 2011, at the IMO headquarters in London, the United Kingdom. This briefing provides a summary of topics which are relevant to the work of Lloyd's Register which were discussed at the meeting. Due attention should be made to the “Advice” and “Application” sections given under each subject.

Readers should note that regulations relating to SOLAS are generally, unless expressly provided otherwise, applicable to ships (cargo ships of 500 gross tonnage and above, and passenger ships irrespective of tonnage) engaged on international voyages. Similarly, Load Line regulations are applicable to ships over 24 metres in length which are engaged on international voyages.

It should be noted that owning to the close proximately between DE 55 and MSC 89, only urgent matters (identified as agenda items 4, 7, 10, 11 and 15) will be sent to MSC 89 in May 2011. The remaining items will be addressed at MSC 90 in May 2012.

Consideration of IACS unified interpretations (agenda item 3)

IACS presents its interpretations of unclear regulations to the appropriate sub-committees to advise the member delegations of the approach IACS members will take. One unified interpretation was presented to this session of DE relating to the arrangements for novel steering systems. The unified interpretation was agreed as being very useful and was recommended to become an IMO unified interpretation.

For details, please refer to Annex 1 to this document

Performance standards for recovery systems for all types of ships (agenda item 4)

Agreed amendments to SOLAS (new regulation III/17-1) will require all ships to have onboard a means of recovering a person from the water. It was, however, agreed that this amendment would not come into force until a performance standard could be agreed against which such recovery systems could be assessed. A draft text of the Performance standard for recovery capability for all types of ships was prepared which will be further discussed at DE 56 (in February 2012) for submission to MSC 90 for approval in conjunction with the adoption of draft SOLAS regulation III/17-1. Current discussions are between “functional requirement” approach and traditional “prescriptive” approach. DE 55 was not able to find a consensus for the standards which can be verified by a Flag Administration or its recognized organisation.


Safety provisions applicable to tenders operating from passenger ships (agenda item 5)

Sometimes passenger ships, particularly cruise ships, visit remote places where berths alongside are not available, or they are of a size where it is not possible to berth alongside. In order to transfer passengers ashore for on-shore sightseeing, small craft on the “mother ship” are used. DE 55 agreed a draft MSC circular for Guidelines for passenger ship tenders. The draft guidelines will be sent to FP 55 (July 2011) for further discussion and finalisation before being submitted MSC 90 for approval and subsequent approval.


Guidelines for a visible element to general alarm systems on passenger ships (agenda item 6)


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There is an idea that when the general alarm sounds on a ship, those who are hard of hearing may not be aware that any action needs to be taken. It has been proposed that a visible element to the general alarm should be provided. The DE Sub-Committee further discussed possible guidelines on the visible element and agreed that the text submitted to DE 54 could be used as a draft circular. DE 55 completed its deliberation and sent the draft circular to FP 55 for further input and submission to MSC 90 for approval.


Matters relating to lifeboat safety (agenda item 7)


Guidelines for the standardization of lifeboat control arrangements (agenda item 8)

During the discussion on measures to prevent accidents with lifeboats, one possible cause of crew confusion identified was the different locations of essential levers in different makes of lifeboat. It was suggested that there would be a reduction in accidents if there was a standard layout for lifeboat controls. After discussion, DE 55 finalised some guidelines to promote this.


Development of a new framework of requirements for life-saving appliances (agenda item 9)

The IMO has developed the concept of Goal Based Standards. This agenda item is looking at developing tier I and tier II requirements for life-saving appliances covered by SOLAS chapter III and the LSA Code. It was agreed that further in depth discussion would be needed at DE 56 (February 2012).


Amendments to Resolution A.744(18) (agenda item 10)

Resolution A.744(18) is the mandatory IMO guidelines on the enhanced programme of inspections during surveys for bulk carriers and oil tankers. IACS also has requirements (the UR Z10 series) for enhanced surveys and the two sets of requirements have been reviewed with the IMO guidelines being amended to reflect relevant parts of the UR Z10 series. A new Enhanced Survey Programme Code (ESP Code), that is in principle updating Resolution A.744 (18) has been drafted and accommodates major changes made to UR Z10s. The new Code will be adopted by Assembly and a draft resolution will be sent to MSC 89 (May 2011) for approval and subsequent adoption by Assembly 27 (November 2011). The necessary associated amendments required in SOLAS XI-1 will be sent to MSC 89 (May 2011) for approval and subsequent adoption.


Supporting guidelines for cargo oil tank coating and corrosion protection (agenda item 11)

Requirements to apply a protective coating to cargo oil tanks, or use an alternative means of protection, have been introduced by a new SOLAS regulation II-1/3-11. Major issues that were discussed at DE 55 were:

- whether maintenance and repair of coating for cargo oil tanks of crude oil tankers are required, noting that regulation II-1/3-11 does not have a paragraph that is similar to SOLAS regulation II-1/3-2 paragraph 4 (maintenance of coatings in ballast water tanks). DE 55 agreed that application of protective coating systems meeting the performance standard is required during the construction; however no subsequent maintenance and repair are required. Subsequently, the guidelines were developed, as non-mandatory guidelines for owners and repair yards to consider if maintenance or repair work is undertaken

- interpretation of SOLAS II-1/3-11. It was agreed that a slop tank is regarded as a cargo tank, so far as it carries crude oil.


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- guidelines for exemption were developed on the basis of trade exemption, rather than each loading. The guidelines will be further revised by the FSI Sub-Committee.


Development of a mandatory Code for ships operating in Polar waters (agenda item 12)

Some ships operate in Polar waters (the Arctic or the Antarctic) and, although non-mandatory guidelines have been approved, it was considered that mandatory requirements are needed. The DE Sub-Committee has been tasked with overseeing the development of the Polar Code, calling on other sub-committees as necessary. Draft text was prepared which will be further discussed by an intersessional correspondence group. The attempt to introduce a “risk based approach” makes the work extremely difficult. Further, the current draft is intended to cover safety construction, operation and environmental protection. For that reason, the parent legal instrument to make the Code mandatory is also subject of further debate, which will be revised by the IMO Secretariat during this intersessional period.


Revision of Resolution A.760(18) (agenda item 13)

The symbols used to identify life saving appliances and arrangements are currently covered by Resolution A.760(18). This resolution is being reviewed and, as the International Standards Organisation (ISO) is currently developing a new standard for this aspect, it is proposed that the revised resolution should make reference to the new ISO standard. Progress on the development of the standard was provided and noted by DE 55. At this stage DE decided that A.760(18) would not be revised and the item was considered to be concluded.


Protection against noise on board ships (agenda item 14)

The IMO is currently considering two aspects of noise; that generated by ships and propagated through the water and that which the crew experiences on board. This agenda item is currently concerned with the noise experienced by crew. The current IMO Resolution A.468(XII) is non-mandatory and is considered to be out of date. The DE Sub-Committee is reviewing the resolution and considering the issues surrounding making it mandatory. After much discussion in the working group it was agreed that the majority of the existing noise level requirements would remain unchanged. There remain many items to be resolved and these will be further discussed intersessionally.


Classification of offshore industry vessels and consideration of the need for a Code for offshore construction support vessels (agenda item 15)

There had been a suggestion that there was a need for a Code for offshore construction support vessels. This was not agreed but during the discussions ambiguities in the 2008 Code of Safety for Special Purpose Ships (2008 SPS Code) were identified. Proposals for unified interpretations on issues including coastal voyages, application of SOLAS Chapter V, bilge pump numeral were agreed and will be sent to MSC 90 for approval. There was further discussion about possible amendments to the 2008 SPS Code which will be further discussed at DE 56.


Measures to promote integrated bilge water treatment systems (agenda item 16)

An integrated bilge water treatment system (IBTS), although more expensive to install initially compared to traditional bilge systems, can reduce the in-service costs and reduce pollution. The concept of an IBTS was explained and a draft checklist to help owners demonstrate what aspects of an IBTS have been provided where an owner has opted to install IBTS in whole or part was agreed. This will be submitted to MEPC 62 (July 2011) for approval as an amendment to circular


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MEPC.1/Circ.642 and is expected to be available for use on new and existing ships fitted with IBTS soon after MEPC 62 (July 2011).


Revision of Resolution MEPC.159(55) (agenda item 17)

The Baltic Sea States are concerned about the quantities of Nitrogen and Phosphorus which are being discharged into the Baltic Sea from passenger ships. An amendment to MARPOL Annex IV making the Baltic Sea a ‘Special Area’ is expected to be adopted at MEPC 62 (July 2011) which will include stricter sewage discharge standards for passenger ships. It is proposed that a new standard for passenger ship sewage treatment plants is developed which will include maxima for Nitrogen and Phosphorus in the effluent. DE 55 concluded that further discussion is necessary as there are still a number of unsolved issues, such as effluent standard, availability of equipment, and the use of grey water dilution and a correspondence group was established to progress this intersessionally.


Revision of testing requirements for lifejacket RTDs (agenda item 18)

Since the introduction of a reference test devices (RTDs) for lifejackets, a number of concerns have been raised with various Flag Administrations over their use. The DE Sub-Committee reviewed the provisions to see what could be done to ensure that RTDs are used correctly and decided that further discussion was required. Delegations were encouraged to submit draft text for the next session.


Any other business (agenda item 21)

The following matters were considered by DE 55:

− Pilot transfer arrangements. The results of the safety campaign carried out by the International Maritime Pilots’ Association in September 2010 were noted.

− Requirements for steering gear trials. What to do when it is not possible to ballast a ship to the deepest load waterline for sea-trials. It was agreed that an amendment to SOLAS was required and a proposal for this work would need to be submitted to MSC.

− Proposed corrigendum on the Code on alerts and indicators 2009 (Resolution A.1021(26)) - to require at least two additional locations where it is possible to sound the emergency alarm. DE 55 agreed that it was best to have consistency in requirements and noted that the matter was being brought to the attention of MSC by a submission to MSC 89 (May 2011).

− Counterfeit life saving appliance - DE 55 had two draft circulars to discuss, neither of which was unanimously supported. New text will be prepared by the IMO Secretariat and sent to MSC 90 (May 2012) for approval.

− Wing-in-ground effect craft - The need for possible amendments to the current IMO guidance was discussed. Member States were invited to submit papers for further consideration to DE 56.

− Wireless communications - issues with different national requirements and limitations on use. There was not much discussion on this topic and DE 55 referred the paper to FP for further discussion.


List of completed instruments

A list of the amendments to SOLAS, draft circulars and other IMO instruments which DE 55 has agreed is given at the end of this document.



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Next session

DE 56 is scheduled from 13 to 17 February 2012. Working / drafting groups will be selected from the following depending on submissions:

1. Development of a new framework of requirements for life-saving appliances; and development of safety objectives and functional requirements of the guidelines on alternative design and arrangements for SOLAS chapter III;

2. Development of a mandatory Code for ships operating in Polar waters;

3. Amendments to SOLAS regulation II-1/40.2 concerning general requirements on electrical installation; and Developments of safety objectives and functional requirements of the guidelines on alternative design and arrangements for SOLAS chapter II-1;

4. Protection against noise on board ships;

5. Revision of the revised guidelines on the implementation of effluent standards and performance tests for sewage treatment plants (resolution MEPC.159(55))

6. Making the provisions of MSC.1/Circ.1206/Rev.1 mandatory;

7. Development of guidelines for wing-in-ground craft; and

8. Reference test devices for lifejackets.


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IMO DE 55 Annex 1 - Consideration of IACS unified interpretations (agenda item 3)

Overview

IACS presents its interpretations of unclear regulations to the appropriate sub-committees to advise the member delegations of the approach IACS members will take. One unified interpretation was presented to this session of DE relating to the arrangements for novel steering systems. The unified interpretation was agreed as being very useful and was recommended to become an IMO unified interpretation after appropriate modification.

Background

IACS reviews IMO legislation and where there is ambiguity or the possibility for different interpretations then IACS will come to a consensus of what is intended. When a unified interpretation is agreed within IACS, it is brought to the attention of the IMO so that the relevant sub-committees can decide whether to use it as an IMO interpretation.

This is a constant agenda item under which IACS can advise the DE Sub-Committee about any new or amended unified interpretations which have been developed and which are relevant to the Sub-Committee since the last meeting. The Sub-Committee can then decide whether they consider the unified interpretation should be made an accepted IMO unified interpretation or not.

A new IACS Unified Interpretation, UI SC 242, relating to the arrangements for steering systems other than traditional arrangements for a ship’s directional control (SOLAS II-1/29) has been developed and submitted for DE 55’s consideration.

Discussion

There was brief discussion in plenary which was in general supportive of the IACS paper which included the unified interpretation “Arrangements for steering capability and function on ships fitted with propulsion and steering systems other than traditional arrangements for a ship’s directional control”. Concerns were raised about redundancy requirements. After further discussion, the DE Sub-Committee agreed that the unified interpretation with a minor modification was acceptable as an IMO unified interpretation. A new draft MSC circular was agreed and will be sent to MSC 90 (May 2012) for approval.

Advice for all clients

The unified interpretation will provide a consistent basis for the assessment of steering systems other than traditional ones.

Applicability

The unified interpretation will be applicable to new SOLAS ships from 1 January 2012 which are fitted with a non-traditional means of steering The date of application is 1 January 2012.

What is LR doing?

The unified interpretation comes into force for ships where the application for certification is dated on or after 1 January 2012, or for such equipment installed on ships for which the date of contract for construction is on or after 1 January 2012. Where LR is requested to certify such steering arrangements, this unified interpretation will be applied.


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Return to overall summary at start of document


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IMO DE 55 Annex 2 - Performance standards for recovery systems for all types of ships (agenda item 4)

Overview

Agreed amendments to SOLAS (new regulation III/17-1) will require all ships to have onboard a means of recovering a person from the water. It was, however, agreed that this amendment would not come into force until a performance standard could be agreed against which such recovery systems could be assessed. A draft text of the Performance standard for recovery capability for all types of ships was prepared which will be further discussed at DE 56 (in February 2012) for submission to MSC 90 for approval in conjunction with the adoption of draft SOLAS regulation III/17-1. Current discussions are between “functional requirement” approach and traditional “prescriptive” approach. DE 55 was not able to find a consensus for the standards which can be verified by a Flag Administration or its recognised organisation.

Background

MSC 81 (May 2006) agreed amendments to SOLAS (new regulation III/17-1) to ensure that all ships had onboard a means to easily recover persons from the sea even if they were unconscious and unable to help themselves. MSC also decided that performance standards for these “recovery systems” would have to be developed before the SOLAS amendment could come into force. Discussions in the past have been concerned with whether dedicated systems or functional requirements which could use existing onboard equipment should be developed. DE 54 had agreed that functional requirements should be developed.

There is some concern over the length of time that is being taken to conclude this subject. There is no dispute about the need for performance standards or the need for ships to be able to rescue people from the water. The discussion continues to be focused on the contents of the performance standards.

Discussion

There was extensive discussion on this item in plenary which focused mainly on the use of existing equipment and procedures for using it in an emergency situation or on the need to provide dedicated equipment. Dedicated equipment may never be used in the life of the ship and would require maintaining, however the crew should be familiar with its use through practices and it would achieve the requirements contained in the performance standards. Existing equipment may be put to a use for which it was not intended and then fail when it is most needed, however it would be maintained as part of the usual ship maintenance routine and crews would be familiar with its use for emergencies through regular training.

There was agreement that the decision to assist a person or people in the water had to rest with the master of the rescuing ship, who would know both the crew’s abilities and the vessel’s manoeuvring capability.

Despite extensive discussion, agreement could not be reached on performance standards that can be verified by a Flag Administration or it’s Recognized Organization. Discussions are still in progress between a “functional requirement” approach and the traditional “prescriptive” approach. The current proposals include vague phrases which will lead to inconsistent application of the requirements. The different parties were encouraged to discuss their differences and try to develop performance standards which are acceptable to all before DE 56. Relevant and verifiable performance standards need to be developed which enable Flag Administrations or their Recognized Organizations to determine whether the regulatory requirements have been met. [what about PSC inspections too?]


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Taking into account the progress made at the session, DE 55 has requested MSC 89 to extend the target completion year for the output to 2012

Due to the close proximity between DE 56 and MSC 90, DE 55 has requested that MSC 90 would consider this item as an urgent matter emanating from DE 56.

Advice for owners / operators

Owners of existing ships will need to ensure an approved system is provided onboard at the first intermediate or first renewal survey after the application date (yet to be determined). This may require some construction work on ships, such as the fitting of davits/booms in a location away from propellers, thrusters and overboard discharges.

Owners may wish to review the procedures required by chapter 8 of the ISM Code concerning emergency preparedness to ensure that recovery of persons from the water is included.

Advice for builders

Ship designers and builders may need to modify designs to ensure that a compliant system is provided and can be operated from a clear space either side of the ship.

Advice for manufacturers

Manufacturers will need to review systems for compliance and ensure that systems are type approved well in advance of the implementation date.

Advice for Flag Administrations / Recognized Organizations

Flag Administrations and their Recognized Organizations will have to ensure that their surveyors are trained in the operational and functional characteristics of recovery devices and are prepared for the extra survey work required to ensure that the necessary equipment is fitted.

Applicability

The application date of the SOLAS amendments and the performance standards is yet to be decided, however the proposals will be retrospective and applicable to all SOLAS ships, new and existing. It is expected that existing ships will be required to be provided with an approved system to rescue people from the sea by the first intermediate or first renewal survey after entry into force date of the SOLAS amendment.

What is LR doing?

LR will monitor the progress of this proposal.



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IMO DE 55 Annex 3 - Safety provisions applicable to tenders operating from passenger ships (agenda item 5)

Overview

Sometimes passenger ships, particularly cruise ships, visit remote places where berths alongside are not available, or they are of a size where it is not possible to berth alongside. In order to transfer passengers ashore for on-shore sightseeing, small craft on the “mother ship” are used. DE 55 agreed a draft MSC circular for Guidelines for passenger ship tenders. The draft guidelines will be sent to FP 55 (July 2011) for further discussion and finalisation before being submitted MSC 90 for approval and subsequent approval.

Background

Sometimes it is not possible for passenger ships to berth alongside so that passengers can disembark for sightseeing. To enable passengers to get ashore in these circumstances tenders are used. These are sometimes certified as lifeboats and sometimes they are not. There are no internationally agreed standards that address operational procedures, performance standards, safety provisions and manning requirements for such craft.

At DE 53 draft guidelines were developed and these were circulated to other sub-committees (COMSAR, FP, NAV, SLF and STW) for their input.

Discussion

DE 55 agreed to the modifications proposed by SLF 53, concerned with the stability and freeboard, and STW 42 concerning training requirements, and agreed that the maximum distance of tenders with a single means of propulsion from passenger ship to embarkation point on shore should be "less than 2.5 nm". Subsequently, DE 55 agreed the draft MSC circular on Guidelines for passenger ship tenders.

These guidelines will be sent to FP 55 (July 0211) for their review, in particular concerning the carriage of fuel with a low flash point, before being submitted to MSC 90 for approval and subsequent approval.

Advice for owners / managers

Owners and operators will need to:

− ensure that suitable training is provided to crew members who will operate the tenders;

− make arrangements for the modification of existing equipment and arrangements, if the guidelines are made retroactive, which may require dry-docking;

− review operational procedures to ensure compliance with the guidelines; and

− ensure that adequate lifeboat provision remains with the vessel when lifeboats are being used as tenders.


Manufacturers will need to review designs to ensure that they comply with the guidelines, when they are finalized. The new requirements for tenders not certified as a lifeboat will pose strict approval arrangements on the equipment This may result in a cost rise, or limit the availability of the product to certain markets where the non-mandatory guidelines are not implemented.


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Survey requirements for tenders will need to be developed and surveyors trained accordingly.

Considering that tender operation in coastal waters is the responsibility of the Coastal State, Flag Administrations need to be clear if they expect the guidelines to be followed or if they have alternative requirements.

Applicability

When approved, the guidelines will be applicable to tenders on passenger ships carrying not more than 150 persons from ship to shore and back.

What is LR doing?

This document will be an IMO Circular which LR will implement unless instructed otherwise by Flag Administrations.

LR already issues a voluntary lifeboat/tender boat certificate when a Passenger Safety Certificate is issued to a vessel with such craft, accompanied by a letter to the Master. This documentation includes details of the extra equipment which needs to be carried when the lifeboat is used as a tender.

LR will develop the necessary certification to confirm that tenders not certified as lifeboats meet the requirements of the newly agreed guidelines.



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IMO DE 55 Annex 4 - Guidelines for a visible element to general alarm systems on passenger ships (agenda item 6)

Overview

There is an idea that when the general alarm sounds on a ship, those who are hard of hearing may not be aware that any action needs to be taken. It has been proposed that a visible element to the general alarm should be provided. The DE Sub-Committee further discussed possible guidelines on the visible element and agreed that the text submitted to DE 54 could be used as a draft circular. DE 55 completed its deliberation and sent the draft circular to FP 55 for further input and submission to MSC 90 for approval.

Background

The US Passenger Vessel Emergency Alarms Advisory Committee developed some guidelines on adding a visible element to the general alarm on board passenger ships, and proposed that the IMO adopt the work as a new non-mandatory circular “Guidelines for a visible element to the general alarm systems on passenger ships”. These guidelines are intended to provide some standards so that hard of hearing passengers can see when the general alarm sounds and can proceed to the appropriate muster station.

This issue was discussed at the last two sessions of DE (DE 53 in February 2010 and DE 54 in October 2010) where a draft text was considered. Some delegations had concerns over possible confusion to passengers; possible conflict with existing national legislation; and different definitions in SOLAS and the draft text referring to “passenger public space”.

Discussion

The draft text which had been presented at DE 54 was briefly discussed. Despite some concerns over mandatory language being used in non-mandatory guidelines, the draft guidelines were agreed in principle. DE 55 agreed to send the draft guidelines to FP 55 (July 2011) for their input and subsequent submission to MSC 90 (May 2012) for approval.

The new guidelines ask for a visual signal in all interior public accommodation spaces, e.g. dining rooms, lounges, showrooms, restaurants, stairways etc. The light is to be clear or nominal white, with an intensity of not more than 1000 cd and should flash between 1 and 2 flashes per second. Guidance is also given on the physical location of the signal.


Passenger ships will be encouraged to fit a visual alarm which should operate simultaneously with the general alarm. Flag Administrations and Recognized Organizations will have a standard against which to assess these systems where they are fitted.

Advice for owners

Passenger ship owners should be aware of any national requirements (e.g. those in France and the United States of America) to fit a visible element to the general alarm.

Applicability

Once approved, the guidelines will be applicable to all passenger ships. The guidelines will be non-mandatory and could be applied to both new and existing passenger ships.


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What is LR doing?

When asked to do so, LR will assist clients with assessing systems against these guidelines.



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IMO DE 55 Annex 5 – Matters relating to lifeboat safety (agenda item 7)

Overview

Amendments to the LSA Code and to SOLAS Chapter III were approved by MSC 86 (May / June 2009), however adoption is in abeyance pending agreement on the guidelines for the evaluation of existing systems.

Matters relevant to the safety of lifeboats which use on-load release and retrieval systems (release hooks) were discussed, covering the following topics:

− how to assess and remove release and retrieval systems that are causing accidents in use, including evaluation and testing;

− how to improve crew safety until the release and retrieval systems have been evaluated by the use of fall prevention devices; and

− how to ensure new hook designs will not cause accidents.

Additionally the safety of free-fall lifeboats and the testing of them was discussed.

MSC.1/Circ.1206/Rev.1, “Measures to prevent accidents with lifeboats”, was developed after a number of serious incidents with lifeboats where crew were being injured while participating in lifeboat drills. As a result of many years of discussion the DE Sub-Committee has finalised Guidelines for Evaluation and Replacement of Lifeboat Release and Retrieval Systems. 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. The DE Sub-Committee also agreed:

− amendments to SOLAS regulation III/1.5. All ships fitted with lifeboat on-load release mechanisms not complying with paragraphs 4.4.7.6.4 to 4.4.7.6.6 of the revised LSA Code, not later than the first scheduled dry-docking after [1 July 2014], but not later than [1 July 2019] shall be replaced with equipment that complies with the Code. For more information see below. The Application dates were left in brackets for the decision of MSC 89 (May 2011). The deadline of 1 July 2019 was proposed based on the 5 year inspection period. The Sub-Committee approved an MSC Circular on early application of new SOLAS regulation III/1.5.

− to include in the Guidelines a recommendation to employ Fall Preventer Devices (FPDs) in accordance with MSC.1/Circ.1327 for each existing lifeboat release and retrieval system. The FPDs should only be needed for mechanisms awaiting evaluation, and mechanisms evaluated as being non-compliant with the relevant requirements in the revised LSA Code until they are replaced. It should be noted that the mandatory use of FPDs was not supported, nor was their use necessary in real emergency situations.

− amendments to LSA Code Chapter IV – Survival Craft paragraph 4.4.7.6. The Application date should be no later than the implementation date of SOLAS regulation III/1.5. For more detail see below.

− amendments to the Revised Recommendation on Testing of Life Saving Appliances (Resolution MSC 81(70)), as amended, Part 1 “Prototype Tests for Life-Saving Appliances. For more detail see below.

Regarding testing of free fall lifeboat launching arrangements, the Subcommittee agreed amendments to SOLAS Chapter III/20.11.2, as amended by resolution MSC.216 (82). The amendments permit simulated launching to be carried out based on MSC.1/Circ.1206/Rev.1, confirming that free fall release of the lifeboat is necessary only after initial installation. The amendment will be sent to MSC 90 for adoption.


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On making mandatory MSC.1/Circ. 1206/Rev.1 (and MSC.1/Circ.1277), the Subcommittee recognized the need for more information on the global coverage by independent service providers (Lifeboats and their fittings require maintaining and servicing to ensure their fitness to function in an emergency. This is done by service providers who can be associated with a specific manufacturer or independent.), criteria for such providers, and for clarifications regarding vague expressions, such as "adequate coverage" and "inadequate maintenance", and agreed to further consider the issue at DE 56, in particular how to make the provisions mandatory and whether the two above circulars should be merged into one instrument.

On load release hook

Background

There has been extensive, lively debate on the subject of the safety of on-load release and retrieval systems for lifeboats. The IMO has been trying for some time to agree some amendments to SOLAS III/1.5, the LSA Code and to develop some guidelines on the issue.

Amendments to both SOLAS chapter III and the LSA Code were approved by MSC 86 (May/June 2009) but were not adopted at either MSC 87 (May 2010) or MSC 88 (November/December 2010) due to the ongoing discussions on the guidelines for the evaluation of existing on-load release and retrieval systems.

The debate was continued at a further intersessional working group immediately before DE 55 (ISWG 16 to 18 March 2011, DE 55 21 to 25 March 2011).

Discussions on the testing of existing lifeboat release systems have led to the development of testing standards and LSA Code amendments.

Amendments to resolution MSC.81(70) “Revised recommendation on testing of life saving appliances” have been made to reflect the technical standards of the revised LSA Code. These will be approved at MSC 89 (May 2011). The document is used at the time of type approval of new on-load release and retrieval systems.

Discussion

There was extensive discussion of this subject at the ISWG and in a working group at this session of DE. After much debate, often long into the night, “Guidelines for Evaluation and Replacement of Lifeboat Release and Retrieval Systems” were eventually agreed. The main points of the guidelines are:

− Design review

Documentation and information for each type of lifeboat release and retrieval system should be submitted to the Flag Administration, or Recognised Organisation acting on its behalf, in order that an assessment can be carried out to determine compliance with the revised LSA Code. The submission should include design calculations, plans and testing documentation, together with the specification and installation instructions for the complete operating system. Safety instructions regarding the operating system and details of any interlocks should also be supplied.

− Performance test

After successful completion of the design review, a performance test should be conducted by the manufacturer for each type of lifeboat release and retrieval system for compliance with the relevant paragraphs of the revised LSA Code, using the test specified in the guidelines. The performance test should be witnessed by the Flag Administration or a recognised organization acting on its behalf.

− Reporting of the results of evaluation of existing lifeboat release and retrieval systems

Once the design review and performance test are completed to the satisfaction of the Flag Administration, the results of each type of existing lifeboat release and retrieval system evaluation carried out in accordance with the guidelines should be reported to the IMO.

− One-time follow-up overhaul examination


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Every lifeboat release and retrieval system of a type found to be compliant in respect of the existing lifeboat release and retrieval system evaluation will need to be given an overhaul examination by an approved service supplier. This inspection will include a detailed assessment of the condition of the components of the lifeboat release and retrieval system.

− Procedure for replacement of non-compliant lifeboat release retrieval systems

Should the lifeboat release and retrieval system be found to be non-compliant it should be replaced with an approved design which is compatible with the lifeboat. After installation of the replacement further on board tests are required which should be witnessed by the Flag Administration or by a recognised organisation acting on their behalf.

Following detailed discussion it was agreed by the group that there was an immediate need for provisions on fall preventer devices (FPDs). The WG felt that the best instrument for inclusion of matters related to the FPDs would be the draft Guidelines. The wording of the general section of Guidelines was adjusted to include the use of FPDs. The WG agreed that this was an interim measure and would only be required for mechanisms waiting for evaluation and mechanisms evaluated as being non-compliant to the relevant requirements in the LSA Code until their replacement.

The draft guidelines were agreed by the DE sub-committee and will be sent to MSC 89 as an urgent agenda item for approval.

Concerning the evaluation completion date, it was agreed that release mechanism should be evaluated and modified (if required) by 1st July 2013.


The above discussions will affect maintenance and inspection of lifeboat release and retrieval systems (RRS). The result of evaluations of existing RRS may require replacement or possible modification of many existing RRS at the first scheduled dry-docking on or after 1 July 2014. It is recommended that steps are taken to identify the release mechanisms currently on board ships.

Owners will need to ensure that lifeboat RRS are compliant with the new SOLAS requirements. Where designs are found not to be compliant then they will require modification or replacement with compliant designs. Owners will need to ensure that the one-time follow up overall examination has been conducted by the release gear manufacturer or their representative and witnessed by the Flag Administration or recognised organisation.

Subject to agreement at MSC 89, it is recommend that ship-owners and managers should consider the guidance and implement a review of their lifeboats decide whether suitable fall prevention devices should be made available.

The Sub committee invited the MSC 89 Committee to consider the application date of the draft amendments to the LSA Code, taking into account the necessary time for the development and approval of a new lifeboat release and retrieval system. The application date for new installation on new builds will be advised in due course

Advice for builders

Builders may wish to only use RRS which have been demonstrated as complying with the new requirements. LR will be able to advise which release and retrieval systems have been assessed by LR against these requirements.

It should be noted that Flag Administrations are being requested to provide details of examinations to the IMO so that interested parties can see whether certain release and retrieval systems have been assessed or not.


The new requirements will require a review of all existing and new on-load lifeboat release and retrieval systems. Manufacturers will need to submit each type of release and retrieval system for a review as soon as practical and arrange for the subsequent performance test. Both of these need to be completed before 1 July 2013. Designs which do not comply will either need to be modified and then retested or be considered as non-compliant and require compete replacement.


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New survey requirements and type approval procedures will need to be developed after the amendments are approved but before the entry into force date. The design review will need to take place before the physical test on board.

Flag Administrations will need to advise the IMO of the results of assessments undertaken by them or on their behalf in order to reduce the need for repeat tests.

Entry into force and applicability

The revised LSA Code will enter into force in accordance with the tacit acceptance procedure in SOLAS. It will be mandatory under chapter III of SOLAS.

Implementation dates for the revised LSA Code have been proposed but will be confirmed by MSC 89 (May/June 2011). It is expected that it will be no later than 1 July 2014.

This will be applicable to all new and existing lifeboats on SOLAS ships, and to service suppliers maintaining lifeboats and davits on SOLAS ships. All lifeboat on load release and retrieval systems will require a design review before 1 July 2013 and an onboard one time follow-up verification by not later than the first scheduled dry-docking after 1 July 2014 (but no later than 1 July 2019).

What is LR doing?

This is a very important subject and, recognising the need for full detailed information, LR will be publishing further detailed guidance as soon as practical. In the meantime, LR has been fully involved in the discussions and is able to provide individual guidance where requested. Please contact your local office for help.

LR has a procedure in place for retrofitting release and retrieval systems.

Service suppliers (MSC.1/Circs. 1206 and 1277)

Background

Lifeboats need to be regularly maintained and serviced to ensure that they remain fully functional. Servicing should only be carried out by suppliers approved by the lifeboat manufacturer. The circulars recommend that service suppliers are also approved by Flag Administrations.

MSC.1/Circ.1206/Rev.1 and MSC.1/Circ.1277 are related to each other and are concerned with reducing accidents involving lifeboats. MSC.1/Circ.1206/Rev.1 “Measures to prevent accidents with lifeboats” is a wide ranging document which covers the safe operation, documented servicing and maintenance of lifeboats, launching appliances and on-load release gear. It requires service providers to meet the requirements of MSC.1/Circ.1277, the “Interim recommendation on conditions for authorization of service providers for lifeboats, launching appliances and on-load release gear”.

There are those who currently think that there is adequate provision of independent service providers and those who think that there is currently insufficient co-operation between the various manufacturers to enable independent service providers to operate. If it becomes necessary to replace many existing on load release mechanisms this shortage of service providers will cause problems.

Discussion

On making mandatory MSC.1/Circ. 1206/Rev.1 (and MSC.1/Circ.1277), the Subcommittee recognized the need for more information on the global coverage by independent service providers, criteria for such providers, and for clarifications regarding vague expressions, such as "adequate coverage" and "inadequate maintenance", and agreed to further consider the issue at DE 56, in particular how to make the provisions mandatory and whether the two above circulars should be merged into one instrument. Delegations were encouraged to submit papers for discussion.


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The issue of lifeboat engine servicing and maintenance was agreed to be of vital importance. There was further discussion about who was competent and authorised to carry out servicing and maintenance.

Advice for manufacturers / service suppliers

If MSC.1/Circ.1206/Rev.1 did indeed become mandatory, which would seem unlikely at present, this would also give MSC.1/Circ.1277 a quasi-mandatory status, Circ.1277 being the standard to which service suppliers for this type of work need to be qualified. Under LR’s usual policy, whereby circulars are applied unless instructed otherwise by Flag Administrations, LR already impose this standard through the LR Procedures for the approval of Service Suppliers, so this should not have a significant impact to LR clients.


For owners / operators, the maintenance and operational requirements of Circ.1266 will become mandatory. This should have little effect for LR owners/operators though as we already apply these requirements.

Applicability

Applicable to all SOLAS ships and service suppliers maintaining lifeboats and davits on them.

What is LR doing?

LR will reinforce the need to ensure the lifeboat engine is working at annual survey.

Free-fall lifeboats

Background

Lifeboats are meant to be tested on a regular basis (SOLAS III/20.11.2) to ensure that they operate when needed and that the crew know how to operate them. For free-fall lifeboats a physical launch is not always appropriate, and there is an element of risk to crews. It was proposed that the regulation be amended to permit a simulated launch.

Discussion

Due to the need to agree guidelines on lifeboat on load release mechanisms this aspect was discussed in plenary. After debate it was agreed that an amendment should be made to SOLAS III/20.11.2 and a draft resolution was prepared and will be submitted to MSC 89 (May 2011) as an urgent item for approval. MSC 89 would also be requested to ask flag administrations to implement the change early.


A simulated launch will be possible during all drills involving free-fall lifeboats.

Applicability

To SOLAS ships fitted with a freefall lifeboat.

What is LR doing?

LR will be advising its surveyors that simulated launches will be permitted from 1 January 2014.

LR will be preparing advice for owners which will be published as soon as possible.



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IMO DE 55 Annex 6 - Guidelines for the standardization of lifeboat control arrangements (agenda item 8)

Overview

During the discussion on measures to prevent accidents with lifeboats, one possible cause of crew confusion identified was the different locations of essential levers in different makes of lifeboat. It was suggested that there would be a reduction in accidents if there was a standard layout for lifeboat controls. After discussion, DE 55 finalised some guidelines to promote this.

Background

It has been suggested that a standard layout for lifeboat controls would help reduce incidents caused by crew not being familiar with them. The correspondence group which was set up after DE 52 (March 2009) discussed the matter and prepared draft guidelines which covered general design principles and were included in their report to DE 53 (February 2010) as paper DE 53/3 Annex 1. Due to lack of time, the draft guidelines were not discussed in the lifeboat working group at DE 53 (February 2010) and delegations were invited to submit any comments to DE 55.

Discussion

There was little discussion on the subject of a standard layout for lifeboat controls. It was agreed that the draft guidelines presented in paper DE 53/3 Annex 1 were acceptable; the text given in square brackets was agreed and the square brackets themselves deleted. The text will be sent as a non-mandatory draft circular to MSC 90 for approval.

The guidelines include recommendations for:

− an indicator is fitted which shows when the vessel is waterborne;

− fitting a safety pin which has to be removed before the release will work;

− the release control always being located on the right hand side of the helmsman and is red in colour;

− including an indicator showing the direction to release; and

− the release is completely different to all other controls.


Once approved, the guidelines will be non-mandatory however it would be good practice to ensure that lifeboat control systems are arranged in accordance with them.


The proposals could significantly change the layout of lifeboat control systems and manufacturers will need to be aware of the developments.

Applicability

To lifeboats fitted on SOLAS ships.


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What is LR doing?

Where requested, LR will confirm compliance with the guidelines in the design appraisal document.



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IMO DE 55 Annex 7 - Development of a new framework of requirements for life-saving appliances (agenda item 9)

Overview

The IMO has developed the concept of Goal Based Standards. This agenda item is looking at developing tier I and tier II requirements for life-saving appliances covered by SOLAS chapter III and the LSA Code. It was agreed that further in depth discussion would be needed at DE 56 (February 2012).

Background

The IMO Goal Based Standards specify 5 tiers. Tier I gives the high level goal or aim of the requirements. Tier II states the functional requirements, the criteria needed to be met in order to satisfy the tier I goal. Tier III provides the procedures for verifying that any regulations developed meet the goals and functional requirements.

The DE Sub-Committee is reviewing the requirements for life-saving appliances contained in SOLAS chapter III and the LSA Code through a systematic approach with the aim of developing tier I and tier II requirements in accordance with the IMO Goal Based Standards.

Although some preliminary work has been done on this issue, it was agreed at DE 54 (October 2010) that the matter required some in-depth discussion in a working group. Due to the need to resolve the on-load release hooks issue (see agenda item 7) there was no discussion in a working group at this session.

Discussion

There was a little discussion on this item which had been expected to be discussed in detail in a working group. It was agreed that the work carried out so far was valuable and that further discussion would be held at DE 56 (February 2012). It was suggested that resolution A.520(13) should be consulted as part of the further discussions. Delegations are encouraged to develop draft text for submission to DE 56.


There will be a fundamental change in the way in which the regulations are written and presented. It should make demonstrating equivalence easier.

Applicability

To all life-saving equipment covered by SOLAS chapter III and the LSA Code.

What is LR doing?

LR will continue to monitor developments, and will advise clients of any likely changes when they are known.



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IMO DE 55 Annex 8 - Amendments to Resolution A.744(18) (agenda item 10)

Overview

Resolution A.744(18) is the mandatory IMO guidelines on the enhanced programme of inspections during surveys for bulk carriers and oil tankers. IACS also has requirements (the UR Z10 series) for enhanced surveys and the two sets of requirements have been reviewed with the IMO guidelines being amended to reflect relevant parts of the UR Z10 series. A new Enhanced Survey Programme Code (ESP Code), that is in principle updating Resolution A.744 (18) has been drafted and accommodates major changes made to UR Z10s. The new Code will be adopted by Assembly and a draft resolution will be sent to MSC 89 (May 2011) for approval and subsequent adoption by Assembly 27 (November 2011). The necessary associated amendments required in SOLAS XI-1 will be sent to MSC 89 (May 2011) for approval and subsequent adoption.

Background

Resolution A.744(18) is the guidelines for enhanced surveys on oil tankers and bulk carriers. Despite having the title of “guidelines”, as the reference is given within the text of SOLAS XI-1/2, these guidelines are mandatory requirements. DE 54 finalised amendments to the Enhanced Survey Program guidelines (Resolution A.744(18)). This will become the new ESP Code which will also be mandatory under SOLAS XI-1/2.

The new ESP Code reflects the IACS requirements (UR Z10 series) for enhanced surveys on oil tankers and bulk carriers. The IACS requirements are constantly updated and to ensure that the ESP Code is kept up to date agenda item 3 (Consideration of IACS unified interpretations) will be extended to cover this matter too.

The changes previously agreed at DE 54 were mainly to align the IMO guidance with the IACS UR Z10 series, they also made consistent the requirements for single skin and double skin ships.

Discussion

The discussion covered three aspects; the proposed resolutions for Assembly, MSC and consequential amendments. The two proposed resolutions were agreed by DE 55 and will be sent to MSC 89 and Assembly 27 as appropriate. The text of the Code was also agreed.

The IMO Secretariat was requested to prepare consequential amendments to other IMO instruments which make reference to the current guidelines.

This agenda item is considered to be completed. MSC will be requested to expand agenda item 3 Consideration of IACS unified interpretations) to cover future amendments to ensure that the ESP Code and the IACS UR Z10 series were kept in harmony.


Survey requirements should be consistent for all bulk carriers and oil tankers. Owners will need to ensure that their survey preparation meets the requirements before the survey is started and that all required surveys will be possible.


Survey requirements should be consistent for all bulk carriers and oil tankers. Bulk carriers and oil tankers should be adequately prepared before survey.


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Applicability

To new and existing bulk carriers and oil tankers of 500 gross tonnage or over presented for survey on or after a date to be determined by MSC 89 (May 2011).

What is LR doing?

As the majority of the amendments arise from IACS requirements they will not change survey requirements for LR classed ships.

Any necessary changes to forms will be done before the entry into force date.



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IMO DE 55 Annex 9 - Supporting guidelines for cargo oil tank coating and corrosion protection (agenda item 11)

Overview

Requirements to apply a protective coating to cargo oil tanks, or use an alternative means of protection, have been introduced by a new SOLAS regulation II-1/3-11. Major issues that were discussed at DE 55 were:

- whether maintenance and repair of coating for cargo oil tanks of crude oil tankers are required, noting that regulation II-1/3-11 does not have a paragraph that is similar to SOLAS regulation II-1/3-2 paragraph 4 (maintenance of coatings in ballast water tanks). DE 55 agreed that application of protective coating systems meeting the performance standard is required during the construction; however no subsequent maintenance and repair is required. Subsequently, the guidelines were developed, as non-mandatory guidelines for owners and repair yards to consider if maintenance or repair work is undertaken

- interpretation of SOLAS II-1/3-11. It was agreed that a slop tank is regarded as a cargo tank, so far as it carries crude oil.

- guidelines for exemption were developed on the basis of trade exemption, rather than each loading. The guidelines will be further revised by the FSI Sub-Committee.

Background

New SOLAS regulation II-1/3-11, adopted by Resolution MSC.291(87), requiring a protective coating in the cargo holds of crude oil tankers, meeting the performance standard adopted by Resolution MSC.288(87), will enter into force on 1 January 2012 with an actual application to ships contracted for construction on or after 1 January 2013. The DE Sub-Committee was tasked to develop text for the:

− maintenance and repair of coatings in cargo oil tanks (as referred to by Resolution MSC.288(87) - performance standard of coating system); and

− granting of exemptions for the carriage of non-corrosive crude oil (as referred to by new SOLAS regulation II-1/3-11, paragraph 5).

Base documents were prepared by the correspondence group and submitted to DE 55.

Discussion

The fundamental decision made at DE 55 was that, while SOLAS regulation II-1/3-11 requires application of protective coating system meeting the performance standard is required during the construction, no subsequent maintenance and repair is required.

For that reason, the guidelines for maintenance and repair were revised, as non-mandatory guidelines for owners and repair yards to use if maintenance or repair work is undertaken. Consequently, the guidelines have several differences in its technical contents from the maintenance and repair guidelines for ballast water tank coating (MSC.1/Circ. 1330).

DE 55 agreed the guidelines on procedures for in-service maintenance and repair of coating systems for cargo oil tanks of crude oil tankers and this will be forwarded to MSC 89 for approval as an MSC circular.

With regard to the guidelines on exemptions for crude oil tankers solely engaged in the carriage of cargoes and cargo handling operations not causing corrosion, DE 55 found that the section on exemption and verification procedures was


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beyond the remit of the work of the Sub-Committee. DE 55 therefore agreed to forward that part of the guidelines for further review and consideration at FSI 20 (February 2012). The draft text will then be to MSC 90 for approval as an MSC circular.

DE 55 agreed that where a “slop tank” carried crude oil as a cargo then it was covered by the requirement for coatings in SOLAS II-1/3-11.

Advice for owners / managers

Maintenance and repair guidelines

The guidelines will be used as a reference document by owners and shipyards when repair or re-coating is needed; providing guidance on how repairs should be undertaken. The guidelines will have significant impact on these works.

Exemption guidelines

The guidelines affect the decision by the Flag Administration on whether a coating will be required for particular voyage route/cargo. Owners may wish to investigate which crude oils can potentially be classified as “benign” which would qualify for an exemption from the coating requirement, although they should remember that the final decision remains with the Flag Administration.


Maintenance and repair guidelines

Flag Administrations and Recognized Organizations will need to incorporate the guidelines into instructions and training materials for surveyors.

Exemption guidelines

Flag Administrations (and their Recognized Organizations) will need to review the draft prior to the discussions at FSI 20 (February 2012).

Applicability

The guidelines will be applicable to the 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.

What is LR doing?

LR is preparing for the implementation of new SOLAS regulation II-1/3-11, and will take into account the discussions above.

In addition to the implementation as a statutory requirement, LR is also preparing for a voluntary class notation for cargo oil tank coating systems. For this notation, regardless of the decision of IMO, maintenance and repair will be required.



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IMO DE 55 Annex 10 - Development of a mandatory Code for ships operating in Polar waters (agenda item 12)

Overview

Some ships operate in Polar waters (the Arctic or the Antarctic) and, although non-mandatory guidelines have been approved, it was considered that mandatory requirements are needed. The DE Sub-Committee has been tasked with overseeing the development of the Polar Code, calling on other sub-committees as necessary. Draft text was prepared which will be further discussed by an intersessional correspondence group. The attempt to introduce a “risk based approach” makes the work extremely difficult. Further, the current draft is intended to cover safety construction, operation and environmental protection. For that reason, the parent legal instrument to make the Code mandatory is also subject of further debate, which will be revised by the IMO Secretariat during this intersessional period.

Background

In 2002 the IMO approved MSC/Circ.1056 MEPC/Circ.399 “Guidelines for ships operating in Arctic ice-covered waters”, recognising that this area required provisions in addition to those contained in existing statutory IMO instruments. In December 2004, the Antarctic Treaty Nations requested MSC to extend this to Antarctica. As a result, the non-mandatory “Guidelines for ships operating in Polar waters” (Resolution A.1024(26)) was developed and came into effect for ships constructed on or after 1 January 2011.

It has been recognised that a mandatory Polar Code for ships operating in Polar waters is needed. Work on this mandatory Code has been under consideration by the DE Sub-Committee.

So far it has been agreed that the Code will contain two parts, one part containing mandatory requirements and the other containing non-mandatory recommendations. The Code would cover all design and operational matters including structure, fire, safety, stability and pollution. It was further agreed that there would be goal based objectives and functional requirements supported by prescriptive regulations.

A list of identified hazards has been developed to try and ensure that they are all addressed by the new requirements.

The sensitivity of the Polar regions to environmental damage has been noted and continues to raise a number of concerns. A number of other issues have also been raised covering a wide range of topics such as search and rescue, certification, engine power requirements and ice classes.

Discussion

Plenary discussions at DE 55 covered three broad areas: hazards in the Polar areas; proposals for the Code; and environmental issues.

Concerning the hazards in the Polar areas the DE 55 noted the relevant papers and progress made to date. DE 55 agreed to the use of the methodology contained in the FSA Guidelines (MSC/Circ.1023 – MEPC/circ.392) should further consideration of the hazard matrix be deemed necessary.

Proposals for the Polar Code were discussed, including possible requirements for LSA, ice classes, the need for minimum power and the use of an ice certificate or operation manual. These matters were referred to the working group for further discussion.

A number of papers concerning various environmental matters were submitted. DE 55 agreed that the boundaries of the Arctic and Antarctic should be consistent with other IMO instruments, black carbon and other emissions or discharges


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should be considered by MEPC, issues concerning containers being lost overboard should be referred to the DSC Sub-Committee and that traffic monitoring and voyage planning should be first discussed by the NAV Sub-Committee.

A working group was established to discuss remaining technical matters in detail. The working group spent considerable time debating structural integrity and environmental matters.

Further text has been drafted on other matters and will be further discussed in a correspondence group. It is hoped to have final draft text prepared and ready for discussion for DE 56 (February 2012). The involvement of other sub-committees was expected to be required during their meetings in their sessions after DE 56.


The current non-mandatory guidelines have been widely used, however the new Polar Code will have further implications on ships trading in Polar areas.

The new Code is expected to be stricter in some of its requirements, in particular on structural and anti-pollution measures. Training requirements are also likely to be extensive and are likely to require experience of operations in ice conditions. The availability of search and rescue (or the lack of it) may influence operating decisions. Details are still under development, so it is not possible to be precise about possible implications.

Additional advice for Flag Administrations / Recognized Organizations

Flag Administrations and Recognized Organizations will need to consider the requirements for approval, survey and certification.

Applicability

Applicability is still to be decided. Currently the Polar Code will apply as a minimum to SOLAS ships, and there is discussion on the extent of application to non-Convention vessels (e.g. fishing boats, yachts, naval vessels). Implementation of requirements on non-Convention vessels will be difficult and will require further legislation. Ships which do not operate in Polar waters will not have to comply with the requirements of the Code.

What is LR doing?

LR will actively participate in the correspondence group established at this session.



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IMO DE 55 Annex 11 - Revision of Resolution A.760(18) (agenda item 13)

Overview

The symbols used to identify life saving appliances and arrangements are currently covered by Resolution A.760(18). This resolution is being reviewed and, as the International Standards Organisation (ISO) is currently developing a new standard for this aspect, it is proposed that the revised resolution should make reference to the new ISO standard. Progress on the development of the standard was provided and noted by DE 55. At this stage DE decided that A.760(18) would not be revised and the item was considered to be concluded.

Background

Resolution A.760(18) “Symbols related to life-saving appliances and arrangements” is being considered for review. As ISO is currently developing a standard, ISO 24409 series, which covers the same thing it is proposed to make reference to the new ISO standard in the amended resolution.

The new ISO standard will be in three parts:

− Part 1 - Design principles. This covers the general design principles for safety related signs, markings and notices for use on board ships. This was published in November 2010.

− Part 2 - Catalogue. This is the full portfolio of signs. This is expected to be published mid 2012.

− Part 3 - Code of practice. This will cover the use of the signs to ensure consistency throughout the world fleet. This is expected to be published mid 2012.

Discussion

The status of the development of the new ISO standards was noted. Some delegations urged caution before accepting the new ISO standard without further thorough review. A brief review had been made by one delegation which had identified that certain typical shipboard signs were missing. As no proposals had been made for amendments to A.760(18) it was concluded that the resolution was acceptable as it was, and the agenda item was considered to be completed.

Advice for owners and managers

Owners will need to ensure that crew are aware of the new signs if existing signs are replaced. It is suggested that a mixture of old and new signs should not used as this could lead to confusion.

Advice for builders

Builders are advised to monitor the development and publication of the new ISO standard to identify any differences in symbols between the new ISO standard and those contained in Resolution A.760.


Manufacturers may wish to consider adopting the new standard when it is agreed.



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Surveyors will need to be aware of the new standard to be able to recognise the signs where they are used.

Applicability

No amendment to the existing resolution has been made.

What is LR doing?

LR will monitor developments in the ISO work and advise clients accordingly.



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IMO DE 55 Annex 12 - Protection against noise on board ships (agenda item 14)

Overview

The IMO is currently considering two aspects of noise; the underwater noise generated by ships affecting marine mammals and the internal noise which the crew experiences on board. This agenda item is currently concerned with the noise experienced by crew. The current IMO Resolution A.468(XII) is non-mandatory and is considered to be out of date. The DE Sub-Committee is reviewing the resolution and considering the issues making it mandatory. After much discussion in the working group a final revision to A.468(XII) was not obtained and therefore the work will continue in a correspondence group for presentation at DE56.

Background

Excessive noise can cause permanent hearing loss either from a single very loud event or from a lower level long term exposure. The IMO Resolution A.468(XII) “Code on noise levels on board ships” has existing guidance on noise levels in specific areas on board ships and for the 24 hour noise exposure of crew members. The Code is being reviewed to take into consideration developments in noise reduction techniques and noise prediction.

Some Administrations have introduced mandatory limits on noise and there is discussion at IMO whether there should be internationally agreed mandatory noise limits.

A correspondence group has been discussing the issue since DE 54 (October 2010) and has made some progress. The discussions at DE 55 illustrated that there is still much to discuss and come to an agreement on.

Discussion

There was extensive discussion in the working group covering the absolute limits proposed and the total exposure to noise. The current working document maintains the maximum noise levels from Resolution A.468(XII) for most areas. It was agreed to split the Code into two parts; one mandatory and one recommendatory. Despite the best efforts of those involved agreement was not reached on a complete draft text. A correspondence group was therefore established to further progress the work and will prepare a draft text for discussion at DE 56. Discussions about making the resolution mandatory continued and a final decision on this will be made at DE 56.

The current draft proposals for noise limits compared to the existing requirements in Resolution A.468(XII) are shown in the table below:

Proposals Room designation

Resolution

A.468(XII) 1600 to 10000 GT Over 10000 GT

Work spaces

Continuously manned machinery spaces 90 90 90

Not continuously manned machinery spaces 110 110 110

Machinery control rooms 75 75 75

Workshops 85 85 85

Non-specified work spaces (e.g. open deck work spaces) 90 85 85


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Navigation spaces

Navigating bridge and chartrooms 65 65 65

Listening posts, including navigating bridge wings and windows 70 70 70

Radio rooms (with radio equipment operating but not producing audio signals)

60 60 60

Radar rooms 65 65 65

Accommodation spaces

Cabins and hospitals 60 60 55

Mess room 65 65 60

Recreation rooms 65 65 60

Open recreation areas (external recreation areas) 75 75 75

Offices including treatment rooms 65 65 60

Service spaces

Galleys without food processing equipment operating 75 75 75

Serveries and pantries 75 75 75

Normally unoccupied spaces

Spaces not specified 90 90 90

Survival craft and rescue boat embarkation areas Not currently covered

80 75


The current intention is to make the revised Code applicable to new ships only but to try to reduce noise levels on board ships wherever practical. The Code is planned to apply less strict limits for small ships compared to large ships (see table above) due to practical difficulties in reducing noise in smaller ships.

Advice for builders

The new noise levels are to be measured on board during sea trials (as are the current guideline levels) and may require additional noise insulation. Noise prediction will be recommended. Builders should consider the positioning of major noise sources (e.g. machinery) and locate noise sensitive areas (e.g. cabins) as far as practical from these. Builders should also be familiar with the “in-situ” sound insulation index which is proposed to be measured on board as a supplement to the existing laboratory values for the building elements.

Applicability

The new Code will be applicable to new SOLAS ships from a date yet to be decided.

What is LR doing?

LR will provide assistance to shipyards on methods of reducing noise levels in accommodation spaces and on how noise can be reduced in machinery spaces.


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IMO DE 55 Annex 13 - Classification of offshore industry vessels and consideration of the need for a Code for offshore construction support vessels (agenda item 15)

Overview

There had been a suggestion that there was a need for a Code for offshore construction support vessels. This was not agreed but during the discussions ambiguities in the 2008 Code of Safety for Special Purpose Ships (2008 SPS Code) were identified. Proposals for unified interpretations on issues including coastal voyages, application of SOLAS Chapter V, bilge pump numeral were agreed and will be sent to MSC 90 for approval. There was further discussion about possible amendments to the 2008 SPS Code which will be further discussed at DE 56.

Background

At DE 53 (February 2010) there was no support to develop a new Code for offshore construction support vessels, as it was considered that existing requirements, e.g. those in the 2008 SPS Code or the Code of safe practice for the carriage of cargoes and persons by offshore supply vessels (OSV Code), were adequate. It was recognised, however, that there were some interpretations required to the 2008 SPS Code.

Discussion

The proposed unified interpretations were extensively discussed in plenary and the majority were agreed with minor modifications as detailed below. These will be prepared as a circular and submitted to MSC 90 (May 2012) for approval. The issue concerning the date of application was not agreed as the Code is non-mandatory and it is up to individual Flag Administrations to determine when the 2008 SPS Code is applicable.

The interpretations now agreed as IMO unified interpretations cover the following areas:

− the use of SOLAS II-1/1.4, II-2/1.4, III/2.1, IV/3.2.1 and V/3.2 concerning exemptions for “near coastal voyages” is to be at the discretion of the Flag Administration;

− the number of persons to be used in the bilge pump numeral calculations (SOLAS II-1/35-1) is to be that recorded as special personnel given on the record of equipment;

− clarification that SOLAS requirements which are applicable to all passenger ships as well as those which are restricted to a certain number are applicable to SPS ships where required to comply with passenger ship requirements;

− SOLAS regulations II-2/21 and 22 (safe return to port) are only to be applied when more than 240 persons (crew and special personnel) are onboard;

− clarity that FSA means a documented risk assessment; and

− SOLAS chapter V applies as a cargo ship where not more than 240 persons are onboard, and as a passenger ship when more than 240 persons are onboard.

It should be noted that DE 55 agreed that the interpretation on safe return to port was only to be considered an interim measure and that a change to the 2008 SPS Code was required.


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The matters which required actual amendment to the 2008 SPS Code were extensively discussed. These are concerned with the definition of “person” and the ships which may be permitted to carry reduced quantities of life saving equipment. DE 55 agreed in principle with the amendments proposed; that a “person” should be the number of crew, special personnel and passengers, and that reduced LSA could be carried when not more than 60 persons are on board; and discussed the means by which they could be introduced. It was agreed that the decision taken by DE 55 would be sent to MSC 89 (May 2011) as an urgent item. MSC would be further requested to extend this agenda item to cover amendments to the 2008 SPS Code.


The interpretations should help with the consistent application of the 2008 SPS Code.

Applicability

The interpretations will be applicable to ships constructed in accordance with the 2008 SPS Code.

What is LR doing?

LR will apply the interpretations on all 2008 SPS Code certificated vessels. Where help is needed with the 2008 SPS Code and which parts of SOLAS are applicable, advice should be sought the local LR Design Support Office.



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IMO DE 55 Annex 14 - Measures to promote integrated bilge water treatment systems (agenda item 16)

Overview

An integrated bilge water treatment system (IBTS), although more expensive to install initially compared to traditional bilge systems, can reduce the in-service costs and reduce pollution. The concept of an IBTS was explained and a draft checklist to help owners demonstrate what aspects of an IBTS have been provided where an owner has opted to install IBTS in whole or part was agreed. This will be submitted to MEPC 62 (July 2011) for approval as an amendment to circular MEPC.1/Circ.642 and is expected to be available for use on new and existing ships fitted with IBTS soon after MEPC 62 (July 2011).

Background

An Integrated Bilge Water Treatment System (IBTS) is an engine room layout and management system which can achieve an efficient and effective system for the handling of oily bilge water and oily residues (sludge) which would reduce the quantity of oil reaching the bilges, and thus reduces the need to continuously run oily water treatment equipment. An IBTS is a measure to assist in preventing pollution resulting from oily bilge water by reducing the amount of oily bilge water generated. Details are given in circular MEPC.1/Circ.642.

A “Statement of Fact” had been proposed in paper DE 55/16. There is a need for the collection of some data from ships and it was agreed that the request should be clear in both the format and the content of the information requested.

Discussion

The proposed “Statement of Fact” was discussed and the format and title were modified slightly. It was agreed that the “Statement of Fact” should be part of MEPC.1/Circ.642. A draft circular containing the proposed amendments, including the format of the Statement of Fact, will be sent to MEPC 62 (July 2011) for approval.


Once the amendments to MEPC.1/Circ.642 are approved, the “Statement of Fact” may be used and ship owners will be able to demonstrate compliance with IBTS. IBTS may lead to more complex engine room design.

Ship owners who pay the extra initial costs to achieve compliance should see reduced running costs in the long term and a more environmentally effective ship with a reduced risk of an oil pollution incident. Having a checklist will make it clear when an IBTS has been fitted which will assist with Port State Control inspections where doubt can sometimes be expressed at the low level of usage of oily bilge separators.

Advice for builders

When the format of the “Statement of Fact” is agreed builders will be able to demonstrate that their ships comply with IBTS. IBTS may lead to more complex engine room design and a “greener” ship.

Builders might consider the benefits of IBTS and consider including these arrangements in their designs.


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Flag Administrations and their Recognized Organizations will have a standard format for recording IBTS. There may be extra work required for the approval and survey of IBTS.

Applicability

IBTS is a voluntary system which can be applied to all ships. The proposed checklist may be used from any date after the amendments to the circular are approved.

What is LR doing?

LR will verify the degree of compliance with the amended MEPC.1/Circ.642 and issue an appropriate “Statement of Fact” in accordance with the agreed format when requested to do so by owners or builders and where authorised to do so by Flag Administrations.



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IMO DE 55 Annex 15 - Revision of Resolution MEPC.159(55) (agenda item 17)

Overview

The Baltic Sea States are concerned about the quantities of Nitrogen and Phosphorus which are being discharged into the Baltic Sea from passenger ships. An amendment to MARPOL Annex IV making the Baltic Sea a ‘Special Area’ is expected to be adopted at MEPC 62 (July 2011) which will include stricter sewage discharge standards for passenger ships. It is proposed that a new standard for passenger ship sewage treatment plants is developed which will include maxima for Nitrogen and Phosphorus in the effluent. DE 55 concluded that further discussion is necessary as there are still a number of unsolved issues, such as effluent standard, availability of equipment, and the use of grey water dilution and a correspondence group was established to progress this intersessionally.

Background

MEPC 61 (September 2010) approved an amendment MARPOL Annex IV to incorporate the concept of ‘Special Areas’. This amendment will make the Baltic Sea a Special Area is expected to be adopted at MEPC 62 (July 2011). There is a perceived problem in the Baltic area that sewage discharge from passenger ships into the Baltic Sea is leading to a degradation of the water with consequential environmental impact.

A separate standard for passenger ship sewage treatment for use in these Special Areas is needed, recognising that many existing sewage treatment systems already meet the existing standard (Resolution MEPC.159(55)) and that requiring retesting to a new standard may be overly onerous. The proposed solution is to develop enhancements to Resolution MEPC.159(55) adding requirements for the levels of Nitrogen and Phosphorus.

Discussion

Some delegations suggested that the technology is not yet advanced enough to prove that the suggested levels for Nitrogen and Phosphorus are achievable. Some treatment plants are currently being installed which will have in-service experience to report in 2012.

A related issue seeking clarification on whether the measure of Nitrogen is CBDO5 or BDO5 was briefly discussed. The two are different and clarity is needed as to which is the applicable one.

The proposed implementation date for the Special Area is 1 January 2013 and it was agreed that the matter should be further discussed by a correspondence group which would prepare draft text for discussion at DE 56.


Owners with installed sewage treatment systems will need to consider the implications of having to install upgraded sewage treatment systems or alternatively the option of retaining all sewage onboard for disposal ashore or outside the Baltic Sea Special Area.

Advice for builders

Builders of passenger ships will need to ensure that sewage treatment plants installed on board are certified as meeting the higher standard for passenger ships built after the proposed implementation date of 1 January 2013 for new sewage discharge limits in the Baltic Sea Special Area. It is expected that costs will increase as a result of this.


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Manufacturers may need to upgrade their sewage treatment plants to meet the new limits on Nitrogen and Phosphorus emissions where the plant is to be used on a passenger ship.


Flag Administrations and Recognized Organizations will need to update their procedures to ensure that the different standards for passenger ship sewage treatment plants are clear. Any certificates issued to sewage treatment plants will need to clearly identify whether the plant is suitable for use on passenger ships operating in Special Areas or not. The International Sewage Pollution Prevention Certificate will require amendment to reflect the new requirements for passenger ships.

Applicability

When adopted, it is proposed that the new requirements will be applicable to passenger ships built on or after 1 January 2013 which operate in the Baltic Sea Special Area.

What is LR doing?

LR will continue to monitor the ongoing discussions about sewage treatment plants for use onboard passenger ships which operate in Special Areas.



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IMO DE 55 Annex 16 - Revision of testing requirements for lifejacket RTDs (agenda item 18)

Overview

Since the introduction of a reference test devices (RTDs) for lifejackets, a number of concerns have been raised with various Flag Administrations over their use. The DE Sub-Committee reviewed the provisions to see what could be done to ensure that RTDs are used correctly and decided that further discussion was required. Delegations were encouraged to submit draft text for the next session.

Background

Following a serious accident in 1999 it was identified that there were inconsistencies in the testing of lifejackets. To try and overcome this problem the IMO developed a “standard” lifejacket (reference test device or “RTD”) against which other designs could be tested. This was adopted as Resolution MSC.200(80).

There have, however, been a number of problems with the use of RTDs which were brought to the attention of IMO at DE 54 (October 2010). Further papers providing more test results on RTDs were submitted to DE 55 for discussion.

Further clarification on the use of RTDs was provided.

Discussion

There was some debate about the use of RTDs in general and specifically concerning the repeatability of tests and the selection of test subjects. It was agreed that there might be justification for a complete review of the RTD requirements and that this needed to be further discussed, however all available correspondence groups had been taken. Delegations were encouraged to submit proposals to DE 56 for further discussion.


As nothing has yet been decided, it is too early to predict the implications.

Applicability

All new SOLAS ships’ lifejackets.

What is LR doing?

LR will monitor the developments and advise clients accordingly.



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IMO DE 55 Annex 17 - Any other business (agenda item 21)

Overview

The following matters were considered by DE 55:

− Pilot transfer arrangements. The results of the safety campaign carried out by the International Maritime Pilots’ Association in September 2010 were noted.

− Requirements for steering gear trials. What to do when it is not possible to ballast a ship to the deepest load waterline for sea-trials. It was agreed that an amendment to SOLAS was required and a proposal for this work would need to be submitted to MSC.

− Proposed corrigendum on the Code on alerts and indicators 2009 (Resolution A.1021(26)) - to require at least two additional locations where it is possible to sound the emergency alarm. DE 55 agreed that it was best to have consistency in requirements and noted that the matter was being brought to the attention of MSC by a submission to MSC 89 (May 2011).

− Counterfeit life saving appliance - DE 55 had two draft circulars to discuss, neither of which was unanimously supported. New text will be prepared by the IMO Secretariat and sent to MSC 90 (May 2012) for approval.

− Wing-in-ground effect craft - The need for possible amendments to the current IMO guidance was discussed. Member States were invited to submit papers for further consideration to DE 56.

− Wireless communications - issues with different national requirements and limitations on use. There was not much discussion on this topic and DE 55 referred the paper to FP for further discussion.

Pilot transfer arrangements

Background

The International Maritime Pilots’ Association carried out a safety campaign in September 2010 to raise awareness of the need for safe pilot boarding ladders. It noted that there is a very slow improvement in the ladders pilots are expected to use.

Discussion

The information provided by the International Maritime Pilot’s Association was noted.

What is LR doing?

LR’s Surveyors will be reminded of the importance of the condition of the pilot ladder.

Requirements for steering gear trials

Background

There are two requirements for steering gear trials in SOLAS II-1; regulations 29.3.2 and 29.4.2 for the main and auxiliary steering gear respectively. Both these regulations require the ship to be at its deepest seagoing draught for the trials. Some


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ship types (e.g. container ships and LNG carriers) do not have the capacity to get to this draught using ballast while on sea trials. The DE Sub-Committee was requested to decide what should be done in such circumstances.

Discussion

It was agreed that there was a problem that needed to be addressed. As an amendment to SOLAS will be needed, a proposal will have to be sent to MSC before the DE Sub-Committee can progress this issue.

What is LR doing?

LR will work with its clients to ensure that ship’s equipment is tested in accordance with the requirements. Different methods of ensuring the ship is at the deepest seagoing draught will be examined in discussions with clients and Flag Administrations.

Code on alerts and indicators 2009 (Resolution A.1021(26)) – proposed corrigendum

Background

Resolution MSC.48(66), the LSA Code, requires that the general alarm is operable from the navigation bridge and other strategic points, with “other strategic points” being defined in MSC/Circ.887 as covering at least two locations. It is noted that the Code on alarms and indicators 2009 (Resolution A.1021(26)) only requires the alarm to be operable from at least one other strategic point and a proposal was made to amend the Code to match the older SOLAS requirement.

Discussion

DE 55 agreed that it was necessary to have consistency in requirements and noted that the matter was being brought to the attention of MSC by a submission to MSC 89 (May 2011).

What is LR doing?

LR will monitor the developments and advise clients accordingly.

Counterfeit life saving appliance products

Background

The problems with counterfeit life saving appliance (LSA) products was brought to the attention of the DE 54 (October 2010), at which time the IMO Secretariat was requested to prepare an appropriate circular to address the problem. Two draft texts for the circular were presented to DE 55.

Discussion

After further extensive discussion on the two draft texts, it was proposed that a draft circular consisting of text from both draft texts would be prepared by the IMO Secretariat and sent to MSC 90 (May 2012) for approval. Delegations were reminded that there would be plenty of time for review of the document and that comments could be submitted to MSC.

Advice for owners, managers and builders

Purchasers of LSA products should be aware of counterfeit items which may be cheaper to buy but in many cases do not meet the required standards and so could fail when they are needed.


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Flag Administrations and Recognized Organizations should check as far as practical that LSA items are genuine and that covering certification has not been forged.

What is LR doing?

Where LR is made aware of problems with counterfeit certificates or products, surveyors will be advised accordingly.

Wing-in-ground effect craft

Background

In 2002 the IMO developed interim guidelines for wing-in-ground (WIG) craft, Circular MSC/Circ.1054. This circular now needs reviewing to take into account experience in its use since its introduction. A preliminary list of areas of concern has been developed.

Discussion

There was some debate about the need for revision of the circular, and the points raised in the submission were noted. Delegations were encouraged to review the existing text and submit proposals to DE 56.


The current proposals are clarifying vague phrases. There was a proposal to extend the scope of applicability to WIGs which have fewer than 12 seats but caution was urged on this. It was suggested that separate guidelines might be more appropriate for smaller craft.

Application

Wing-in-ground effect craft which operate in the ground effect area or only temporarily leave it.

What is LR doing?

LR will review the text based on its own experience with using the circular.

Use of wireless communications links

Background

Many systems used on board ships are using wireless technology for communication. The increased use of wireless technology and locally agreed restrictions on available frequencies and usage is causing problems with ships’ equipment.

Discussion

There was little discussion on the issue raised. It was suggested that the information should be passed to the FP Sub-Committee for their review.

What is LR doing?

The problems identified are being discussed by IACS and LR is involved in these discussions. LR will provide advice to clients who wish to use wireless technology.



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IMO DE 55 Annex 18 - Summary of the discussions (list of finalized instruments)

Overview

The documents listed have been drafted for submission to MSC, MEPC and Assembly for approval and subsequent adoption, as appropriate. The list includes any amendments to the SOLAS Conventions; LSA Code; draft circulars and guidelines and guidance; and justifications for new work items or changes to existing work items

Where an amendment to the SOLAS 1988 Protocol is required there is a two stage approach before the entry into force. The amendment is approved at one session of MSC and then the following session of MSC will formally adopt the amendment and it will enter into force 18 months later.

Draft amendments to SOLAS Convention

Section Title/content Approval Adoption Entry into Force

Ref. (section)

III/1.5 Requirement to replace non-compliant lifeboat on-load release mechanisms

MSC 89 MSC 90 1 July 2014 (to be confirmed)

Agenda item 7

III/20.11.2 New sub-paragraph 4 regarding operational test of free-fall lifeboats

MSC 89 MSC 90 To be confirmed.

Agenda item 7

XI-1/2 “Special measures to enhance maritime safety” Implementation of the ESP Code

MSC 89 MSC 90 1 January 2014 Agenda item 10

Draft MSC/Assembly resolutions

Title/content Approval Adoption Ref. (section)

Amendments to the revised recommendation on testing of life-saving appliances (Resolution MSC.81(70)), as amended

N/A (amendments have already been approved)

MSC 89 Agenda item 7

Adoption of the International Code on the enhanced programme of inspections during surveys of bulk carriers and oil tankers 2011(ESP Code)

MSC 89 A 27 Agenda item 10

Draft amendments to the LSA Code

Chapter Title/content Approval Adoption Entry into Force Ref. (section)

IV Survival Craft MSC 89 MSC 90 To be decided Agenda item 7

Draft circulars (guidelines, guidance etc.)

Title Approval Effective date Ref (Section)


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Early application of new SOLAS regulation III/1.5 MSC 89 Soon after MSC 89

Agenda item 7

Guidelines for evaluation and replacement of lifeboat release and retrieval systems

MSC 89 Soon after MSC 89

Agenda item 7

Guidelines on the procedures for in-service maintenance and repair of coating systems for cargo oil tanks of crude oil tankers

MSC 89 1 January 2013 Agenda item 11

Amendments to the 2008 Revised guidelines for systems for handling oily wastes in machinery spaces of ships incorporating guidance notes for an integrated bilge water treatment system (IBTS)

MEPC 62 Soon after MEPC 62

Agenda item 16

Unified interpretation of SOLAS regulations II-1/28 and 29 MSC 90 Soon after MSC 90

Agenda item 3

Guidelines for passenger ship tenders MSC 90 subject to review by FP.

Soon after MSC 90

Agenda item 5

Guidelines for the design and installation of a visible element to the general emergency alarm system on passenger ships

MSC 90 Soon after MSC 905

Agenda item 6

Guidelines for the standardization of lifeboat control arrangements MSC 90 Soon after MSC 90

Agenda item 8

Unified interpretations of the 2008 SPS Code MSC 90 Soon after MSC 90

Agenda item 15

Awareness of counterfeit and sub-standard life-saving appliances MSC 90 Soon after MSC 90

Agenda item 21

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