IMO DE 56 - Lloyd's Register · IMO DE 56 Agenda preview ... Load Line regulations are applicable to ships over 24 metres in ... The current IMO Resolution A.468(XII)

IMO DE 56 Agenda preview (Overview) @Lloyd’s Register 2012

IMO DE 56 Agenda preview – External Client Version

Introduction

The 56th session of the IMO Sub-Committee on Ship Design and Equipment (DE 56) will be held from 13 to 17 February 2012, at the IMO headquarters in London. This briefing summarises subjects under discussion which are relevant to the work of Lloyd's Register. 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 despite the close proximately of DE 56 to MSC 90 it has been agreed that DE 56 can report in full to MSC 90. Non-urgent items from DE 55 will also be addressed at MSC 90.

Overview of agenda items

The following agenda items are relevant to the work of Lloyd’s Register: Performance standards for recovery systems for all types of ships (agenda item 3) 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, decided that this amendment would not come into force until a performance standard could be agreed against which recovery systems could be assessed. At the last DE meeting (DE 55, March 2011) it was agreed that the performance standards should focus on “recovery capability” instead of “recovery systems”. There was concern that focus on recovery systems would encourage misuse of ships lifting equipment that is not designed or certified for lifting people. Further discussions regarding the proper use of existing onboard equipment will take place at DE 56. This item is expected to be discussed in plenary. The target completion date for this item is 2012. For details, please refer to Annex 1 to this document. Development of amendments to SOLAS regulation II-1/40.2 concerning general requirements on electrical installations (agenda item 4) This is a new agenda item which was raised following an incident where a serious fire was caused by an electrical fitting being replaced with one which was not up to the correct standard. Amendments to SOLAS II-1/40.2 requiring electrical fittings to be replaced with an equivalent will be proposed. This item is expected to be discussed in plenary. The target completion date for this item is 2013. For details, please refer to Annex 2 to this document. Making the provisions of MSC.1/Circ.1206/Rev.1 mandatory (agenda item 5) 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. DE has been discussing whether to make this circular mandatory but several issues are still pending before the final decision.


DE 56 will discuss further the global coverage by independent service providers and whether MSC.1/Circ.1277 and MSC.1/Circ.1206/Rev.1 should be merged. Other issues to be discussed are instances when lifeboat release hooks had inadvertently opened while under load due to vibration (vibration has been identified as a possible cause of lifeboat on-load failures but more information is needed before regulations can be developed) and further proposal to amend the recently approved Guidelines (MSC.1/Circ.1392) on the evaluation of lifeboat on-load release mechanisms. This item is expected to be discussed in a working group. The target completion date for this item is 2013. For details, please refer to Annex 3 to this document. Development of a new framework of requirements for life-saving appliances (agenda item 6) 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 has been proposed that the new draft guidelines framework can be use as a tool for future amendments to SOLAS Chapter III and the LSA Code. It is also proposed that work continue on this item to review and re-structure the LSA Code and SOLAS Chapter III based on tier I and tier II. The draft framework includes relevant references to means of escape, evacuation, abandonment and search and rescue as part of the functional requirements. In addition, DE 56 may have to re-consider discussions on designs, ergonomic and standardisation of lifeboat and lifeboat systems, construction and design as part of the discussion for a new framework of requirements for life-saving appliances. This item is expected to be discussed in a working group. The target completion date for this item is 2012. For details, please refer to Annex 4 to this document. Development of safety objectives and functional requirements of the Guidelines on alternative design and arrangements for SOLAS Chapters II-1 and III (agenda item 7) Performance criteria to support the guidelines on alternative design and arrangements for SOLAS Chapters II-1 and III are to be developed to ensure consistent application of equivalencies. This item is expected to be discussed in plenary. The target completion date for this item is 2013. For details, please refer to Annex 5 to this document. Development of amendments to the LSA Code for thermal performance of immersion suits (agenda item 8) Two options are being explored to evaluate thermal performance for immersion suits; by using a reference test device (RTD) or by introducing a method specifying the minimum thermal resistance of immersion suits. In addition, the viability of using thermal manikins to replace a human subject when testing immersion suits will be further discussed. This item is expected to be discussed in plenary. The target completion date for this item is 2012. For details, please refer to Annex 6 to this document. Development of amendments to the LSA Code for free-fall lifeboats with float free capabilities (agenda item 9) The amendments to SOLAS III/31 to make mandatory the use of float free capabilities prepared at DE 46 (March 2003) were discussed at DE 47 (February 2004) at which point it was agreed to hold the amendments in abeyance until such a time as the relevant technology for float-free lifeboats has become available. This item is expected to be discussed in plenary. The target completion date for this item is 2012. For details, please refer to Annex 7 to this document.


Development of a mandatory Code for ships operating in polar waters (agenda item 10) Some ships operate in polar waters (the Arctic or the Antarctic) and, although non-mandatory guidelines have been adopted, it is considered that mandatory requirements are needed. The DE Sub-Committee has been tasked with overseeing the development of a mandatory code, calling on other sub-committees as necessary. There is much debate on this issue as it covers all aspects of ship construction and operation. It is expected that this item will be discussed in a working group. The target completion date for this item is 2012. For details, please refer to Annex 8 to this document. Protection against noise on board ships (agenda item 11) 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 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. Draft text is expected to be finalised in a drafting group. For noise generated by ships and propagated through the water, please refer to agenda item 24 This item is expected to be discussed in plenary. The target completion date for this item is 2012. For details, please refer to Annex 9 to this document. Classification of offshore industry vessels and consideration of the need for a Code for offshore construction support vessels (agenda item 12) 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. The last session of DE agreed some interpretations to the 2008 SPS Code, however some changes identified were considered to require amendments to the text. This agenda item will discuss any proposed amendments. Further suggestions have been made concerning ships which construct and support wind farms. It is expected that this item will be discussed in plenary. The target completion date for this item is 2013. For details, please refer to Annex 10 to this document. Consideration of IACS unified interpretations and amendments to the ESP Code (agenda item 13) IACS presents its interpretations of unclear regulations to the appropriate sub-committees to advise the member delegations of the approach IACS members will take. Twelve submissions have been made under this agenda item: The IMO Secretariat has prepared a paper detailing the consequential amendments to other mandatory instruments following the introduction of the ESP Code. New IACS Unified Interpretations (UI) have been developed and are submitted to the sub-committee:

UI SC 244, relating to the load testing of lifeboats UI SC 248 on the greatest launching height for a free-fall lifeboat UI SC 246 relating to steering gear tests when vessel is not at its deepest draught UI SC249 regarding the verification that asbestos has not been used onboard ships UI SC 251 on controls of emergency bilge suction valve in periodically unattended machinery spaces

Revisions to IACS Unified Interpretations (UI) have been made: UI SC 227 relating to what is considered as being a dedicated seawater ballast tank for the purposes of SOLAS II-1/3-2. UI SC 223 relating to coatings UI SC179 relating to the dewatering of forward spaces of bulk carriers UI SC191 concerning handrail arrangements for longitudinal permanent means of access


Additionally gaps in the requirements for testing infant lifejackets have been identified and the UR Z10 series (enhanced survey programme) has been extensively updated. This item is expected to be discussed in plenary. This is a continuous agenda item. For details, please refer to Annex 11 to this document. Development of guidelines for use of fibre reinforced plastic (FRP) within ship structures (agenda item 14) MSC 87 tasked the DE and FP Sub-Committees to consider the issue of developing guidelines for use of fibre-reinforced plastic (FRP) within ship structures. The guidelines are proposed to be applied if FRP is accepted as material to be used in ships structures within the SOLAS framework (SOLAS II-2/3.43) instead of steel or other equivalent material. This item is expected to be discussed in plenary. The target completion date for this item is 2013. For details, please refer to Annex 12 to this document. Revision of testing requirements for lifejacket RTDs in resolution MSC.81(70) (agenda item 15) Since the introduction of 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 is required and changes to the current definition of the RTD may need to be made. The items to be discussed include: RTD construction, calibration and testing procedures, amendments to MSC.81(70) and MSC.200(80). This item is expected to be discussed in plenary. The target completion date for this item is 2012. For details, please refer to Annex 13 to this document. Amendments to SOLAS regulation II-1/11 and development of associated Guidelines to ensure the adequacy of testing arrangements for watertight compartments (agenda item 16) Watertight testing requirements have been in SOLAS since the days of rivets. Today's use of welding has significantly reduced the chances of leaks, so most Classification Societies removed the testing requirement from their rules, but an EMSA audit queried this. This item is expected to be discussed in plenary. The target completion date for this item is 2013. For details, please refer to Annex 14 to this document. Revision of the Recommendation on conditions for the approval of servicing stations for inflatable liferafts (resolution A.761(18)) (agenda item 17) There is a conflict regarding the replacement of expired items (or due to expire) between resolution A.761(18) (revision of the recommendation on conditions for the approval of servicing stations for inflatable liferafts) and MSC.1/Circ.1328 (guidelines for the approval of inflatable liferafts subject to extended service intervals not exceeding 30 months). This item is expected to be discussed in plenary. The target completion date for this item is 2012. For details, please refer to Annex 15 to this document. Development of guidelines for wing-in-ground craft (agenda item 18) 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 was presented at the last session of DE. This item is expected to be discussed in plenary. The target completion date for this item is 2013.


For details, please refer to Annex 16 to this document. Revision of the Revised guidelines on implementation of effluent standards and performance tests for sewage treatment plants (resolution MEPC.159(55)) (agenda item 19) Following the adoption of the amendments to MARPOL Annex IV by resolution MEPC.200 (62), Special Area Provisions and the Designation of the Baltic Sea as a Special Area under MARPOL Annex IV, a revision of the performance standard for sewage treatment plants for the new special area in the Baltic Sea is required. The new standard requirements will be applied to sewage treatment plants supplied to passenger ships contracted/constructed on or after 1 January 2016 when such a ship visits the area. Following an initial discussion at the previous session, DE 56, will address various proposals. This item is expected to be discussed in a working group. The target completion date for this item is 2012. For details, please refer to Annex 17 to this document. Any other business (agenda item 22) Any matters which need to be brought to the attention of the sub-committee but do not fit under one of the agenda items will be discussed under this item. Documents have been submitted on the following matters for consideration at this session: • Amendments to the performance standards for coatings • Issues relating to lifting appliances • Whether MSC.1/Circ.1284 should be revoked or not • Matters relating to steering gear trials • New ISO standards on LSA. These items are expected to be discussed in plenary. This is a continuous agenda item. For details, please refer to Annex 18 to this document. Revision of the Standard specification for shipboard incinerators (resolution MEPC.76(40) (agenda item 23) Ships, particularly passenger ships, are producing more sludge and garbage which needs to be incinerated onboard. There is a standard specification for incinerators (MEPC.76(40) as amended by MEPC.93(45)) but this is limited to incinerators with a capacity of up to 1500 kW. This new agenda item will look at reviewing the resolution with a view to ensuring that it covers incinerators with a higher capacity. This agenda item is expected to be discussed in a working group. The target completion date for this item is 2012. For details, please refer to Annex 19 to this document. Provisions for the reduction of noise from commercial shipping and its adverse impacts on marine life (agenda item 24) There are concerns that the noise generated by ships is causing problems with the wildlife in the sea, which the IMO is investigating. At the last session of DE there was a little discussion on this issue. DE concluded that initially it should consider developing technical guidance to reduce noise which is radiated from a ship. MEPC has supported this opinion and requested that DE proceed. This agenda item is expected to be discussed in plenary. The target completion date for this agenda item is 2012. For details, please refer to Annex 20 to this document


Lloyd’s Register, its affiliates and subsidiaries and their respective officers, employees or agents are, individually and collectively, referred to in this clause as the ‘Lloyd’s Register Group’. The Lloyd’s Register Group assumes no responsibility and shall not be liable to any person for any loss, damage or expense caused by reliance on the information or advice in this document or howsoever provided, unless that person has signed a contract with the relevant Lloyd’s Register Group entity for the provision of this information or advice and in that case any responsibility or liability is exclusively on the terms and conditions set out in that contract.

IMO DE 56 Agenda preview (Annex 1 - Performance standards for recovery systems for all types of ships (agenda item 3)) @Lloyd’s Register 2012

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Annex 1 - Performance standards for recovery systems for all types of ships (agenda item 3)

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, decided that this amendment would not come into force until a performance standard could be agreed against which recovery systems could be assessed. At the last DE meeting (DE 55, March 2011) it was agreed that the performance standards should focus on “recovery capability” instead of “recovery systems”. There was concern that focus on recovery systems would encourage misuse of ships lifting equipment that is not designed or certified for lifting people. Further discussions regarding the proper use of existing onboard equipment will take place at DE 56.

This item is expected to be discussed in plenary and draft text finalized in a drafting group. The target completion date for this item is 2012.

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. MSC also decided that performance standards for these “recovery systems” would have to be developed before the 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. 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.

Lloyd’s Register’s position

Lloyd’s Register is of the opinion that in order to determine whether the regulatory requirements have been met relevant and verifiable performance standards should be developed, for specific equipment designed to be used for recovery operations of persons. Moreover, taking into account that with the current proposal there is a risk of misusing existing onboard equipment and a risk of using this equipment outside its approved design criteria, and also considering that the Administration will need to check and approve (if required) the equipment to be used in recovery operations of persons, it is suggested that Type Approval of recovery systems is deemed to be a practical approach. Adequate provisions should be developed for existing systems and ships (including risk assessment documentation by the ship crew). Lloyd’s Register is concerned with the availability of approved and safe systems, which can be used by all types of vessels before the implementation date, the availability of methodology to be used in order to assess ship’s recovery capability, and availability of methodology to be implemented in order to assess/inspect/approve recovery equipment. In addition, the typology, size, design, physical and operational limitations (including geographical area, etc.) of the vessels should be considered when installing recovery equipment. It should be confirmed if the ship’s recovery procedures should be approved or if the Administration/Recognized Organization need only check that the procedures are on board.


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Advice to clients

Advice general All ships will be required to carry means to rescue people from the sea once the amendment to SOLAS III/17-1 is implemented and the performance standards are agreed. Advice for owners / operators Owners / operators of existing ships will need to ensure means to recover persons from the water are provided onboard at the first intermediate or first renewal survey after the application date of the SOLAS amendment. 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. As the requirement will be retrospective owners will need to ensure that the necessary equipment, procedures and training are provided on all their ships. Advice for designers / builders Designers / builders should ensure that recovery capability is provided and can be operated from a clear space either side of the ship. Advice for manufacturers Once the Performance standard for recovery capability and evaluation criteria are finalised, it is expected that if some ships are to be fitted with a purpose-built recovery system, manufactures should ensure their designs comply with the requirements. Advice for Flag Administrations / Recognized Organizations Flag Administrations and 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, if necessary. It should be confirmed whether the ship’s specific recovery procedures should be approved or if the Administration/RO need only check that the procedures are on board.

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 comply at the first intermediate or first renewal survey after entry into force date of the new SOLAS amendment III/17-1.

Documents submitted

DE 56/3 (Australia, Iceland, New Zealand, Papua New Guinea, the United Kingdom and IMRF) – Draft performance standard for recovery capability This paper aims to conclude the debate about the provision of recovery systems on board ships. It recognises that some ships may have existing equipment which can be used to rescue people from the water. It proposes new text for draft SOLAS III/17-1 and the draft performance standard for recovery capability as proposed by DE 55/WP.7. It is to be noted that the requirement to rescue at least 10 persons per hour has been removed from the draft performance standards. DE 56/3/1 (OCIMF) – Development of performance standards for recovery systems for all types of ships This document supports the intent to develop standards to recover persons from the water, however is expressing concerns over the use of ships’ equipment outside their design parameters, without appropriate training and without properly assessing likely risks or potential consequences. OCIMF is concerned that the focus is now shifting to recovery capability rather than recovery systems.


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DE 56/3/2 (Dominica, Liberia, the Marshall Islands, ICS, BIMCO, CLIA, INTERCARGO, INTERTANKO, IFSMA, IMCA, IPTA, the Nautical Institute and OCIMF) - Draft performance standard for recovery capability This document requests clarification on a number of issues contained in the draft proposed SOLAS III/17-1 in document DE 56/3. A number of proposals to improve the text are made. DE 56/3/3 (Sweden) - Comments on the draft new SOLAS regulation III/17-1 Sweden supports proposal in DE 56/3, however is providing a revised proposal on the draft new SOLAS regulation III/17-1 in document DE 56/3 (annex 1). Return to overall summary at start of document.

IMO DE 56 Agenda preview (Annex 2 Development of amendments to SOLAS regulation II-1/40.2 concerning general requirements on electrical installations (agenda item 4)) @Lloyd’s Register 2012

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Annex 2 Development of amendments to SOLAS regulation II-1/40.2 concerning general requirements on electrical installations (agenda item 4)

Overview

This is a new agenda item which was raised following an incident where a serious fire was caused by an electrical fitting being replaced with one which was not up to the correct standard. Amendments to SOLAS II-1/40.2 requiring electrical fittings to be replaced with an equivalent will be proposed. This item is expected to be discussed in plenary. The target completion date for this item is 2013.

Background

A fire onboard a ship was caused by an electrical fault on a light fitting. It claimed the lives of 11 crew members and the ship was lost. The proposal is to mandate a standard for electrical fittings in SOLAS. Currently a standard appears only as a footnote. Footnotes do not form part of the authentic text and therefore are not mandatory. DE 53 (February 2010) also identified that MSC.1/Circ.1120, the FSS Code, the FTP Code and related fire test procedures may all need to be revised. The current footnote in SOLAS II-1/40.2 refers to the recommendations published by the International Electrotechnical Commission (IEC) and, in particular, Publication IEC 60092 – Electrical Installations in Ships. Concern has also been raised about pre-2004 ships which do not have to comply with MSC.1/Circ.1120 “Unified Interpretations of SOLAS chapter II-2, the FSS Code, the FTP Code and related fire test procedures”. This may leave them vulnerable to fires melting electrical cables supplying power to the fire pumps. Cables which are not made of fire-resistant materials when passing through a space with high fire risk may cease to transmit electricity in fires. Another problem identified is the loss of power caused by smoke filling the room providing the power to the fire pumps, eliminating the oxygen and causing the fire pumps to shut down. A proposal to amend SOLAS regulation II-1/40.2 has been submitted which will add the text “[The Administration shall] ensure that electrical equipment is suitable for use on board ships and is approved and maintained according to recognised international standards.”. There is no statement about application to only new ships, it is assumed that the intention is to apply the change to all new and existing electrical installations. Related papers: MSC 86/23/14, DE 53/25/1, DE 52/2/3, FSI 16/6/2.


Lloyd’s Register’s Rules currently do not include a specific standard but do have some requirements regarding flammability (Part.6, Ch.2, Sec.12). Details on how compliance is to be verified is needed from the IMO.

IMO DE 56 Agenda preview (Annex 2 Development of amendments to SOLAS regulation II-1/40.2 concerning general requirements on electrical installations (agenda item 4)) @Lloyd’s Register 2012

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Advice to clients

Advice for builders / designers The new requirements will pose stricter approval arrangements of the equipment. This may cause a rise in costs, or limit the availability of products. If the standards are established and referenced in the regulations then suitable equipment must be used for onboard installations.

Advice for manufacturers Manufacturers of electrical equipment and cables should make it clear which standard their products meet. The regulation specifies in a footnote that the appropriate standard is the IEC 60092 series of standards.

Advice for owners / operators Owners / operators should ensure that replacement electrical fittings meet the same standard as those which they are replacing. The regulation specifies in a footnote that the appropriate standard is the IEC 60092 series of standards. Advice for Flag Administrations / Recognized Organizations Flag Administrations and Recognized Organizations should consider the need to verify the standard to which replacement fittings have been manufactured. Classification society rules have for many years included the standards which are referenced in the regulation.

Applicability

All electrical equipment fitted on SOLAS ships.

Documents submitted

DE 56/4 (Denmark and the Faroes) – Proposal on amendments to SOLAS regulation II-1/40.2 on general requirements for electrical installations This paper presents some background information on the agenda item and proposes some new text for SOLAS II-1/40.2. Return to overall summary at start of document.

IMO DE 56 Agenda preview (Annex 3 Making the provisions of MSC.1/Circ.1206/Rev.1 mandatory (agenda item 5)) @Lloyd’s Register 2012

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Annex 3 Making the provisions of MSC.1/Circ.1206/Rev.1 mandatory (agenda item 5)

Overview

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. DE has been discussing whether to make this circular mandatory but several issues are still pending before the final decision. DE 56 will discuss further the global coverage by independent service providers and whether MSC.1/Circ.1277 and MSC.1/Circ.1206/Rev.1 should be merged. Other issues to be discussed are instances when lifeboat release hooks had inadvertently opened while under load due to vibration (vibration has been identified as a possible cause of lifeboat on-load failures but more information is needed before regulations can be developed) and further proposal to amend the recently approved Guidelines (MSC.1/Circ.1392) on the evaluation of lifeboat on-load release mechanisms. This item is expected to be discussed in a working group. The target completion date for this item is 2013.

Life-saving appliance service providers - global coverage and criteria

Background

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 either be associated with a specific manufacturer or can be independent. When considering making MSC.1/Circ.1206/Rev.1 (and MSC.1/Circ.1277) mandatory at DE 55 (March 2011), the sub-committee agreed on the need for more information regarding global coverage by independent life-saving appliance service providers, independent criteria for such providers, and for clarifications of vague expressions, such as "adequate coverage" and "inadequate maintenance". DE 56 was tasked to further consider the issue and in particular how to make the provisions mandatory and whether the two above circulars should be merged into one instrument.


Lloyd’s Register supports the move to merge the two circulars and considers that making these circulars mandatory would greatly improve the safety of life at sea. Lloyd’s Register recognises the issues regarding the authorisation and availability of independent service providers.

Advice for clients

Advice for manufacturers If MSC.1/Circ.1206/Rev.1 did indeed become mandatory, this would also give MSC.1/Circ.1277 a quasi-mandatory status, Circ.1277 being the standard to which service providers for this type of work need to be qualified. Lloyd’s Register already imposes this standard through the Lloyd’s Register Procedures for the approval of service suppliers, so this should not have a significant impact to Lloyd’s Register’s clients. Advice for owners/operators For owners/operators, the maintenance and operational requirements of Circ.1206.Rev.1 will become mandatory. This should have little effect for Lloyd’s Register owners/operators though as we already apply these requirements.


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Applicability Applicable to SOLAS ships and service suppliers maintaining its lifeboats and davits.

Evaluation and replacement of lifeboat on-load release mechanisms

Background

As a result of many years of discussion the DE 55 finalised MSC.1/Circ1392 Guidelines for Evaluation and Replacement of Lifeboat Release and Retrieval Systems which was approved at MSC 89. 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. At DE 56 the International Lifesaving Appliances Manufacturers’ Association (ILAMA) submitted a proposal to amend above mentioned guidelines under sections related to release test, load test and towing test.


Lloyd’s Register supports the amendments to MSC.1/Circ.1392 clarifying that the release test should be carried out to the hooks and the fixed structural connections of the release mechanism of the lifeboat.

Lloyd’s Register does not support the amendments proposed to the loading test because it is not clear how the proposed figures have been derived. Lloyd’s Register considers that if an older boat may not be showing visible damage, it should be better procedure to test to a load equal to the weight of the boat with its full complement of persons and equipment (or 2 times the weight of the boat in the case of a single fall systems) to seek for clear signs of damage, rather than testing to the proposed figure of 0.75 and still have defects which may not be seen until a full lunch is conducted. Further discussion is required on this issue.

Lloyd’s Register is of the view that the towing test as currently contained in MSC.1/Circ.1392 should remain.

Advice for all clients

It is too early to confirm MSC.1/Circ.1392 will be amended. However, if the MSC circular is amended, manufacturers should update their instructions for the replacement of lifeboats on –load release mechanisms based on the new amendments to MSC.1/Circ.1392.

Applicability

To all SOLAS ships’ lifeboat on-load release mechanisms.


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Documents submitted

DE 56/5 (Secretariat) – Draft MSC circular on the early implementation of the amendments to SOLAS regulation III/20.11.2 Amendments to SOLAS III/20.11.2 were approved at MSC 89 and it is hoped will be adopted at MSC 90. Recognising that the implementation date for these amendments will be 1 January 2014 and also that there is a need for early implementation of the amendments which will change the testing of free-fall lifeboats to make tests safer, the secretariat has prepared a draft circular to enable the early implementation of the change. DE 56/5/1 (OCIMF) – Accident on Baltic Champion relating to its rescue boat This paper introduces the accident investigation report of an incident on the “Baltic Champion” when a release hook failed when under load. Details of research into the causes of this incident are presented for consideration as vibration was identified as one of the causes for the failure. DE 56/5/2 (Germany) Experience gained in Germany when using MSC.1/Circ.1206/Rev.1 Germany confirms that using MSC.1/Circ.1206/Rev.1 and MSC.1/Circ.1277 required serious planning by original equipment manufacturers, service providers and managers of a ship. Time frame of +/- 3 month for the annual service is not seen as an issue, since in their view it is sufficient to have necessary facilities in large and main ports and there is no need to have service in ALL ports. Germany supports mandating MSC.1/Circ.1206/rev.1 in a timely manner. DE 56/5/3 (ILAMA) – Proposed amendments on the "Guidelines for evaluation and replacement of lifeboat on-load release mechanisms" referred to in SOLAS regulation III/1.5 ILAMA is bringing to the attention of the Subcommittee that some sections of MSC.1/Circ.1392 need to be revisited. Specifically, the release test could be misinterpreted and instead of testing the fixed structural connections of the release mechanism of the lifeboat only the hook may be tested. In addition the load test and the towing test are proposed to be amended. DE 56/5/4 (ILAMA) – Proposal for amendments to MSC.1/Circ.1206/Rev.1 ILAMA is exposing some practical issues in the application of MSC circulars MSC.1/Circ.1206/Rev.1 and MSC.1/Circ.1277. ILAMA is raising a practical problem when testing lifeboat arrangements above a quayside, since it is only possible to turn the vessel in very few cases. Some examples of test where the vessel cannot be turned around are given. In addition, it is proposed to include an “exception” to extend the test, if for practical reasons it is not possible to complete the work during the annual or five yearly inspections. DE 56/5/5 (Secretariat) - New GISIS module on the results of evaluation of existing lifeboat release and retrieval systems This document presents 2 options to provide access right for viewing only the results of evaluation of existing lifeboat release and retrieval systems to relevant parties other than Flag Administrations. Option 1, viewing access need to be expanded to recognized organizations as per option 2, viewing access should be granted to all relevant parties. DE 56/INF.5 (OCIMF) – Accident on Baltic Champion relating to its rescue boat This paper provides the report of the accident investigation carried out by the Isle of Man into the hook failure on the “Baltic Champion”. A number of different tests were carried out to try and simulate the loads and motions which were present at the time of the accident. The results were not consistent with some tests indicating that the hook should not have opened and others that it could open in the circumstances present at the time of the accident. LR internal only This is one failure that identifies vibration as a factor. The investigation failed to recreate the conditions for release. Manufacturers’ instructions were not followed. It is noted that TID were involved and recommended further investigation. DE 55 noted that there is very little information on vibration effects. Return to overall summary at start of document.

IMO DE 56 Agenda preview (Annex 4 Development of a new framework of requirements for life-saving appliances (agenda item 6)) @Lloyd’s Register 2012

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Annex 4 Development of a new framework of requirements for life-saving appliances (agenda item 6)

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 has been proposed that the new draft guidelines framework can be use as a tool for future amendments to SOLAS Chapter III and the LSA Code. It is also proposed that work continue on this item to review and re-structure the LSA Code and SOLAS Chapter III based on tier I and tier II. The draft framework includes relevant references to means of escape, evacuation, abandonment and search and rescue as part of the functional requirements. In addition, DE 56 may have to re-consider discussions on designs, ergonomic and standardisation of lifeboat and lifeboat systems, construction and design as part of the discussion for a new framework of requirements for life-saving appliances. This item is expected to be discussed in a working group. The target completion date for this item is 2012.

Goal based guidelines on framework of requirements for ships life saving appliances (LSA)

Background

The Sub-Committee continued its work on the development of a new framework of requirements for life-saving appliances. A draft outline framework similar to Chapter II-2/2 (objectives and functional requirements) was discussed. Concerns were raised over some of the text proposed and there was agreement that the matter needed to be given fuller technical discussion. There were also discussions on matters related to:

− Limitation imposed on the number of liferafts serviced per davit; − the need for training and guidelines on the operation of LSA davits; − the need for guidelines for Passenger Ship Safety Certificate renewal surveys to ensure that crew know

how to operate LSA davits; and − when the time limit for abandon ship on a cargo ship should start.

It was agreed that these also required in depth technical discussion, probably also at the next session of DE. Other issues that need further clarification are the best place for the LSA Code and the revised recommendation on testing of LSA in the new framework, the alignment of the revised Chapter III with the provisions of Chapter II-2, and the type approval of LSA.


This is the first attempt at using goal based approached as a tool to shape the prescriptive regulations in SOLAS Chapter III. It is understood, but should be clarified, that the draft goal based framework guidelines are aimed as a tool to be used when proposing new LSA requirements and are not directly a proposal to amend SOLAS Chapter III. In the future, Chapter III could model Chapter II-2 regulation 2 and introduce goal based framework as part of the General Part A (Objectives and functional requirements), complementing the prescriptive approach.


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It is to be noted that the new framework of requirements for life-saving appliances shall be easy to understand and implementable to fulfil the aim of enhancing maritime safety. It is Lloyd’s Register’s opinion that the tier I and tier II framework should be finalised, and examples of its practical use be provided to the Organization before the Committee decides on the complete revision of SOLAS Chapter III. Lloyd’s Register has used the draft framework in DE 54/10 as a trial when approving novel LSA appliance design, and recognised that it is a useful process that can be applied to justify design and confirm the LSA is meeting safety requirements identified at tier I and II.

Advice to clients

There will be a fundamental change in the way in which the regulations are written and presented. It should make demonstrating equivalence for novel LSA easier. However, further development is required before full understanding of the implications and outputs are known.

Applicability

To all life-saving appliances required by SOLAS Chapter III and the LSA Code.

Measures to prevent accidents with lifeboats

Background

MSC 89 adopted amendments to SOLAS regulation III/1.5, LSA Chapter IV and associated MSC circulars introducing new measures to prevent accidents with lifeboats. However, it was agreed that further work is needed on matters related to the safety of lifeboat release and retrieval systems, in particular the need for a permanent secondary safety system for the design of new systems (e.g. locking pin), appropriate vibration test, standardisation of life saving appliances and training issues.


Lloyd’s Register welcomes further discussions to enhance the safety of lifeboat operations and will follow up the developments.

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Advice to clients

The discussions may not be concluded at this session of DE 56. Be aware of possible requirement for a permanent secondary safety system for the design of new systems (e.g. locking pin), appropriate vibration test, standardisation of life saving appliances and training for the crew.

Applicability

Lifeboat release and retrieval system components, including fixed structural connections.


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LSA Code amendment concerning lifeboat exterior colour

Background

MSC 89 did not agree with the proposal to restrict the lifeboat exterior colour to international or vivid reddish orange only, and as a consequence instructed DE 56 to reconsider IACS UI 233 which provides interpretation to LSA Code section 1.2.2.6 on “highly visible colour” and its applicability to the hull and canopy of lifeboats. The MSC 89 decision means that the LSA Code amendment as agreed by resolution MSC.207 (81) stays unmodified (“be of international or vivid reddish orange or a comparably highly visible colour on all parts where this will assist detection at sea”).


Lloyd’s Register supports the use of IACS UI 233, to clarify what is meant by highly visible colour. It is understood that amending the Code itself resulted in more complications because section 1.2.2.6 applies to all life-saving appliances not only lifeboats.

Advice to clients

Design of lifeboats and other life saving appliances used onboard passenger ships that were to be affected by the proposal to only use reddish orange as previously considered will not be applicable. IACS UI SC 233 clarifies that white and all shades of grey shall not be accepted.

Applicability

Lifeboats on SOLAS ships’.

Documents submitted

DE 56/6 (Secretariat) – Outcome of MSC 89 and COMSAR 15 Two matters were referred back to DE by MSC:

− regarding lifeboat release and retrieval systems o the need for a permanent secondary safety system for lifeboat release and retrieval systems, o a vibration test o standardization of life-saving appliances o training issues

− regarding the exterior colour of lifeboats DE was requested to revisit the IACS paper DE 53/17 DE 56/6/1 (Denmark, Finland, Japan, the Netherlands, Norway, Sweden and the United Kingdom) – Draft framework of requirements for ships’ life-saving appliances This document presents a draft framework for requirements for ships’ life-saving appliances as guidance rather than amendments to SOLAS chapter III and the LSA Code. The aim of this paper is to be used as a tool for future amendments. DE 56/6/2 (ICS, BIMCO, IFSMA, IMCA, INTERCARGO, INTERTANKO, ITF, Nautical Institute and OCIMF) ) – Outcome of MSC 89 and outstanding work on measures to prevent accidents with lifeboats This document is requesting that proposal in DE 51/8/7 which include consideration of numerous designs, ergonomic and standardization of lifeboat and lifeboat systems, construction and design is included on the discussion for a new framework of requirements for life-saving appliances. In addition, the document contained the shipping industry guidelines for selecting new or replacement on-load lifeboat release hooks.


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DE 56/6/3 (Germany) - Comments regarding proposed further developments for requirements for the LSA Code Germany supports the GBS framework on LSA and provides further input to the draft contained in DE56/6/1. This document also suggests an extension of the target completion date, to continue the work, especially to further review and re-structure the LSA Code and SOLAS chapter III with respect to the tier I and tier II specifications (GBS). In addition, it is the view of Germany that the draft guidelines in DE 56/6/1 are not only guidelines but also are the basis for related mandatory IMO provision as well as Class Rules. Also, it is suggested that development of guidelines for the approval of novel life-saving appliances be taken into consideration under the new LSA framework. (Reference to MSC 81/6/2, DE 51/28 and DE 54/23) DE 56/6/4 (INTERCARGO) - Outcome of MSC 89 and outstanding work on measures to prevent accidents with lifeboats INTERCARGO presents the results of its human factor study into the evacuation of bulk carriers, to highlight areas of improvement for the development of a new framework for life saving appliances. The document suggests that LSA equipment standardization would facilitate better familiarization and reduce human error. Another, concern raised is that the regulatory requirement should effectively address safe evacuation in relation to the design of LSA equipment. Lloyd’s Register Human Engineering Limited carried out the study. DE 56/6/5 (RINA) - Review of the life-saving appliance accident data on incidents in United Kingdom waters, between 2001 and 2011, for cargo ships 500 gross tonnage and above and passenger ships carrying more than 12 passengers. The Royal Institution of Naval Architects (RINA) in conjunction with the Marine Accident Investigation Branch (MAIB) and the United Kingdom Maritime and Coastguard Agency (MCA) have initiated a review of the life-saving appliance (LSA) accident data on incidents in United Kingdom waters, between 2001 and 2011, for cargo ships 500 gross tonnage and above and passenger ships carrying more than 12 passengers. Underlying factors for both technical and human factors are been compiled. The full study has not been completed and this document is suggesting and extension of this agenda item.

Return to overall summary at start of document.

IMO DE 56 Agenda preview (Annex 5 Development of safety objectives and functional requirements of the Guidelines on alternative design and arrangements for SOLAS Chapters II-1 and III (agenda item 7)) @Lloyd’s Register 2012

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Annex 5 Development of safety objectives and functional requirements of the Guidelines on alternative design and arrangements for SOLAS Chapters II-1 and III (agenda item 7)

Overview

Performance criteria to support the guidelines on alternative design and arrangements for SOLAS Chapters II-1 and III are to be developed to ensure consistent application of equivalencies. This item is expected to be discussed in plenary. The target completion date for this item is 2013.

Background

The IMO approved some non-mandatory guidelines on alternative design and arrangements for SOLAS Chapters II-1 and III, MSC.1/Circ.1212, which were designed to provide advice on demonstrating equivalence to SOLAS II-1/55 and III/38 (adopted by resolution MSC.216(82)). However, part of the guidance requires performance criteria and safety margins to be determined by the designer/builder, using appropriate experts as necessary, thus potentially leading to inconsistencies in the application of equivalence. This agenda item aims to develop some standard criteria for these two regulations. Related documents MSC 82/3/19, MSC.1/Circ.1212.


To closely monitor developments and provide technical advice when practical to do so.

Advice to clients

Advice for builders Builders who wish to make use of alternative designs should find that there is a consistent basis once this guidance is developed. Advice for Flag Administrations / Recognized Organizations Flag Administrations and Recognized Organizations will have a sound basis for accepting alternative designs.

Applicability

The criteria, when developed, will be applicable to SOLAS ships which wish to make use of alternative design options under SOLAS II-1/55 and SOLAS III/38.

Documents submitted

NB No documents have been submitted as of 26 January 2012. Return to overall summary at start of document.

IMO DE 56 Agenda preview (Annex 6 Development of amendments to the LSA Code for thermal performance of immersion suits (agenda item 8)) @Lloyd’s Register 2012

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Annex 6 Development of amendments to the LSA Code for thermal performance of immersion suits (agenda item 8)

Overview

Two options are being explored to evaluate thermal performance for immersion suits; by using a reference test device (RTD) or by introducing a method specifying the minimum thermal resistance of immersion suits. In addition, the viability of using thermal manikins to replace a human subject when testing immersion suits will be further discussed. This item is expected to be discussed in plenary. The target completion date for this item is 2012, however a number of papers submitted propose an extension to the target completion date.

Background

Following the introduction at the IMO of the reference test device concept for lifejackets (see also agenda item 15), the Sub-Committee considered introducing the same idea for the testing of immersion suits in order to ensure consistent results in testing, particularly as individual resistance to cold makes testing immersion suits in a consistent manner very difficult. Initial proposals were made at DE 53 (February 2010), where concerns were raised on the advisability of immersing people in cold water for extended periods as suggested. Alternative proposals to use thermal manikins in place of humans were also considered. The Sub-Committee came to no clear conclusions and agreed to further consider the matter at this session of DE so that there was time for delegations to investigate and develop proposals.


The use around the world of more than one type of manikin (and the absence of one internationally accepted manikin) for the thermal protective test is a major technical limitation to the acceptability of manikins for immersion suit approval; because it would be necessary to verify that they give results within a determined range of tolerance. At this moment it is considered premature to introduce RTD (and a new thermal performance test methods) since the discussions and studies on the use of thermal manikins and the need for specific environment conditions to be used during the immersion suits thermal protective test are still ongoing. As a consequence, including an RTD requisite at this stage could make the requirements too restrictive and difficult to be implemented. (The current problem with the requirements for RTD lifejackets is an example to be avoided). The final proposal should contain clear application criteria, in order to avoid different interpretations in the application of the new requirements by Flag Administrations/ Recognized Organizations. There is a need for IMO to publish a list of worldwide recognised test laboratories accepted and authorised to perform tests for immersion suits and lifejackets such as the one contained in FP.1/Circ.30/Corr.1. IMO MSC/Circ.980 should be amended to include all test requirements introduced during recent years or should be withdrawn and replaced by a new document. (See agenda item 15)


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Advice to clients

Advice to builders/designers/manufacturers If the proposal is accepted immersion suit manufacturers would have to implement the new test requirements and manufacture immersion/anti exposure suits that comply with the new required thermal specifications. Advice to owners If the proposal is accepted relevant application criteria would need to be established and ship’s owner to act accordingly. Advice to Flag Administrations / Recognized Organizations Monitor the progress of this proposal to ensure the introduction of RTD (and new thermal performance test methods) will not make the requirements too restrictive and difficult to implement. Surveyors that attend a prototype test and national recognised laboratories should familiarise themselves with the new test requirements (when accepted).

Applicability Immersion suits and anti exposure suits provided to SOLAS ships.

Documents submitted

DE 56/8 (Japan) – Proposed amendments to the revised recommendation on testing of LSA This document proposes to amend the revised recommendation on testing of life-saving appliances to specify minimum thermal resistance values for thermal protective tests using a thermal manikin (e.g. for anti-exposure suits test) DE 56/8/1 (Canada) - The importance of environmental conditions and other factors when measuring insulation in immersion suits This document highlights four significant factors that must be considered in terms of establishing thermal protection criteria and test methods:

1. body position; 2. environmental conditions (water circulation, waves, wind); 3. water ingress (and/or urine); and 4. insulation measurement method variability (human testing benefits and limitations, and thermal manikin

benefits and limitations). This document suggests that a reference test device (RTD) is a potential solution to the problems encountered when using humans for testing and the manikin pass/fail criteria. DE 56/8/2 (Denmark, Dominica) - Specifications for immersion suit reference test device (RTD) This document supports the use of thermal manikins for the thermal performance testing of immersion suits and discourages using human test subjects. In addition, the paper suggests to device a method to allow for calibration of thermal manikins or test results for the benefit of comparable test results, as a possible solution to the absence of one international accepted thermal manikin. This document also proposes to extend the completion date of the amendments to the LSA code to 2013. DE 56/8/3 (Canada) - Comments on submission by Japan DE 56/8 In document DE 56/8 Japan proposes amendments to the LSA Code including minimum thermal resistance values acquired using thermal manikins. Although Canada supports the acceptance of thermal manikins, recognized that test methodology is not yet sufficiently detailed to ensure consistent results from various manikins throughout the world. It is suggested to extend the target completion date of this agenda until 2014 to allow for the completion of round robin testing to ascertain the real variability among manikins, establish test methodology and complete RTD specifications, if required.


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IMO DE 56 Agenda preview (Annex 7 Development of amendments to the LSA Code for free-fall lifeboats with float free capabilities (agenda item 9)) @Lloyd’s Register 2012

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Annex 7 Development of amendments to the LSA Code for free-fall lifeboats with float free capabilities (agenda item 9)

Overview

The amendments to SOLAS III/31 to make mandatory the use of float free capabilities prepared at DE 46 (March 2003) were discussed at DE 47 (February 2004) at which point it was agreed to hold the amendments in abeyance until such a time as the relevant technology for float-free lifeboats has become available. This item is expected to be discussed in plenary. The target completion date for this item is 2012.

Background

MSC 76 agreed to accept the recommendation for carriage requirements of free-fall lifeboats with float free capability for new ships and instructed DE 46 to develop relevant draft amendments to SOLAS chapter III and/or the LSA Code accordingly (MSC 76/23, paragraph 5.48). DE 46 noted the item was connected to the matter of guidance on early abandonment of bulk carriers and concluded that a detailed consideration of the issues involved was needed. The working group on Measures to Prevent Accidents with Lifeboats was instructed to consider the development of carriage requirements for free-fall lifeboats with float-free capability for bulk carriers in the form of draft amendments to SOLAS Chapter III. DE 46 discussed SOLAS regulation III/31.1 and paragraph 6.1.3 of the LSA Code (DE 46/WP.7, paragraphs 28 to 30 and annex 5), in the context of free-fall lifeboats with float-free capability for bulk carriers, with a view to preparing draft amendments to the above-referred SOLAS regulation to make the use of free-fall lifeboats with float-free capability mandatory on board bulk carriers. DE 46 noted the following proposed draft new paragraphs 1.8 and 1.9 of SOLAS regulation III/31: 1.8 Notwithstanding the requirements of paragraph 1.1, bulk carriers (as defined in regulation IX/1.6) constructed on or after [….] shall comply with the requirements of paragraph 1.2. 1.9 Devices securing free-fall lifeboats to bulk carriers in paragraph 1.8 shall permit the lifeboat to float free clear of the ship in the event of the ship sinking before the lifeboat can be released. DE 46 agreed that the preparation of the draft amendments would require more time in order to address issues which may not be sufficiently covered within the LSA Code and resolution A.689(17) on Testing of life-saving appliances, and to collect more information on the expected performance standards and testing. DE 47 discussed the above amendments and agreed to hold the amendments in abeyance until such a time as the relevant technology for float-free lifeboats became available.


Lloyd’s Register will monitor any developments under this agenda item and provide technical advice when practical to do so.

Advice to clients

All clients are advised to follow the discussions.

IMO DE 56 Agenda preview (Annex 7 Development of amendments to the LSA Code for free-fall lifeboats with float free capabilities (agenda item 9)) @Lloyd’s Register 2012

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Applicability

Applicability is still to be decided.

Documents submitted

NB No documents have been submitted as of 26 January 2012


IMO DE 56 Agenda preview (Annex 8 Development of a mandatory Code for ships operating in polar waters (agenda item 10)) @Lloyd’s Register 2012

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Annex 8 Development of a mandatory Code for ships operating in polar waters (agenda item 10)

Overview

Some ships operate in polar waters (the Arctic or the Antarctic) and, although non-mandatory guidelines have been adopted, it is considered that mandatory requirements are needed. The DE Sub-Committee has been tasked with overseeing the development of a mandatory code, calling on other sub-committees as necessary. There is much debate on this issue as it covers all aspects of ship construction and operation. This item is expected to be discussed in a working group. The target completion date for this item is 2012.

Background

There has been a notable increase in shipping activities in the polar regions. The IMO has previously issued some guidelines for ships operating in polar areas (resolution A.1024(26) “Guidelines for ships operating in polar waters”) but it was agreed that some mandatory requirements are needed. The IMO has been discussing this for a number of sessions and a correspondence group has been further developing text. The means of implementation will need to be considered.


Lloyd’s Register considers this a very important area and actively participates in the correspondence group. The new Polar Code will be wide ranging in the matters it covers and there is a need to ensure that any requirements are practical.

Advice to clients

All clients are advised that the current non-mandatory guidelines have been widely used and have contributed to the new mandatory code. However there will be further implications for ships trading in the polar regions when the mandatory code is finalised. It is expected that the new code will have stricter requirements on structural and anti-pollution measures, and requirements for the testing of equipment for use in ice conditions will be developed and will be to a higher standard. Training requirements are being reviewed and the expectation is that experience in ice conditions will be introduced as a requirement.

Applicability

Applicability is still to be decided. Currently the 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). Ships which do not operate in polar waters will not have to comply with the requirements of the code.


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Documents submitted

DE 56/10 (Chairman of working group) – Report of the working group (part 2) This paper summarises the work that the working group at DE 55 did after the report (part 1) was prepared. Issues discussed included environmental issues, life-saving appliances, vessel monitoring and a new draft text was agreed. It includes the draft working text which has been further discussed in the correspondence group. DE 56/10/1 (Norway) – Report of the correspondence group This paper provides the report of the intersessional correspondence group. A further draft text has been prepared, however it should be noted that further work is still needed on it. The assistance of other IMO committees and sub-committees is required with certain chapters in the draft code and these have been identified as far as possible. DE 56/10/2 (Argentina and Chile) – Structure and implementation of the Code for Ships Operating in Polar Waters This paper discusses the goal based approach and how it may be applied to the new Polar Code. It highlights the dangers of having vague goals and functional requirements and comments on the possible routes for verification. DE 56/10/3 (Finland) – Proposals for the content of the Polar Waters Operational Manual This paper puts forward proposals for areas which should be included in the Polar Waters Operation Manual (PWOM). A PWOM is intended to be required as a supplement to the Polar Code certificate. Suggestions made include making the safe speed in ice related to ice coverage as well as ice thickness, eliminating a speed restriction in first year ice, careful consideration of safe distance between an icebreaker and assisted vessels, and adding requirements in the PWOM about crew experience in ice. DE 56/10/4 (Iceland) – Safety and environmental requirements for fishing vessels when operating in polar waters This paper considers requirements for fishing vessels in the Polar regions. It suggests that any additional requirements for fishing vessels should be in addition to those contained in the Torremolinos Convention, and that the SLF sub-committee should be tasked to develop any appropriate text. DE 56/10/5 (Iceland) – Hazard variables within Arctic polar waters This paper identifies that the hazards associated with operations in Polar waters can vary depending on the season of the year, the area of operation and the local ice conditions. In particular SAR availability in some parts of the Arctic are no worse than those available in the mid-Atlantic. DE 56/10/6 (Germany) – Requirements for the LSA Code This paper discusses some additional requirements that may be necessary for LSA which is intended to operate in the Polar regions. Particular areas of concern are the low temperatures and their effect on LSA and the liquids in lifeboats, the atmosphere in an enclosed or partially enclosed lifeboat which could rapidly have excessive CO2, the effect of low temperatures on batteries (e.g. used in VHF apparatus), launching lifeboats onto ice, and the problems associated with remoteness and the time for rescue. DE 56/10/7 (United Kingdom) – Consideration of ice-strengthening for ships operating in Antarctica This paper is concerned with the structural integrity of ships operating in Polar waters, particularly in the Antarctic, and the need to prevent water ingress. The prevention of water ingress should be the first line of defence and as such ships in category B should have as a minimum IACS Polar ice class 7. DE 56/10/8 (IACS) – Comments on the report of the correspondence group IACS proposes that the prescriptive requirements should be placed adjacent to the functional requirements so that it is clear which functional requirement is being addressed. Additionally that the hazards which are addressed by each requirement are also given. IACS also raises concerns over the definition and use of air temperature in the Code.


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DE 56/10/9 (Clean Shipping Coalition (CSC)) – Co-benefits of a speed regulation instrument (limits or cap) for polar waters to increase safety and reduce the environmental impact of shipping This paper discusses the benefits of introducing a safe speed for operations in the Polar regions. DE 56/10/10 (FOEI, CSC, IFAW, WWF and Pacific Environment) – Heavy fuel oil use in Arctic waters This paper proposes a ban on the use of heavy fuel oil in the Arctic waters. A similar ban is already in place in the Antarctic and benefits would not only reduce the impact on the environment in the case of an accident, but would include benefits related to reductions in air emissions. DE 56/10/11 (FOEI, CSC, IFAW, WWF and Pacific Environment) – Incineration in Polar waters This paper is concerned with the use of onboard incinerators in the Polar regions. It is expected that use of incinerators onboard ships will be greater in the Polar areas as there are very few reception facilities. Increased use of incinerators will increase air pollution and it is proposed to restrict the use of incinerators under the Polar Code. DE 56/10/12 (FOEI, CSC, IFAW, WWF and Pacific Environment) – Environmental protection chapter This paper makes a number of proposals for matters which should be included in the chapter on environmental protection which is proposed in the Polar Code. It considers that sections on oils, noxious liquid substances and packaged dangerous goods; sewage, sewage sludge and grey water; garbage including food wastes; air emissions (black carbon, SOx and NOx); underwater noise; and ballast water discharges are needed. DE 56/10/13 (FOEI, CSC, IFAW, WWF and Pacific Environment) – Reducing the environmental impacts of hull coating and anti-fouling systems when undertaking polar operations This paper requests that measures are included in the Polar Code which ensure that anti-fouling coatings are not likely to cause any environmental damage to the environmentally sensitive Polar waters. DE 56/10/14 (Russian Federation) – A proposal to appoint categories depending on the ice reinforcements of ships This paper suggests an alternative approach to the definition of Polar categories which depends on mitigation and hazards which are addressed rather than a simple reference to existing ice categories contained in various rules and regulations. DE 56/10/15 (Canada) – Access limits for operation in Polar waters This paper introduces Canada’s systems for controlling Polar water ship operations and suggests points for further discussion on the Polar waters operations manual. DE 56/10/16 (Canada) – Escort operations Canada notes that the escort proposals in DE 55/10/3 covers only one kind of escort operations and that there are other kinds of escort duties. There is a suggestion that the Polar waters operations manual will need to include information about escort operations relevant to the expected service, and taking due account of any coastal state requirements. DE 56/10/17 (Canada) – Importance to safe operation of understanding sea ice conditions This paper identifies the importance of accurate knowledge of sea ice conditions to the safe operation of ships navigating where sea ice is, or may be, present. Although various land based sources for sea ice information are available research has shown that a trained person on watch is the best source. Adequate training and experience in identifying the various kinds of sea ice (first year, second year or multi-year and thickness) is essential and needs to be part of the required training for crews onboard ships to which the Polar Code will be applicable. DE 56/10/18 (United States) – Proposals to address SAR in the Polar Water operational manual This paper identifies three essential areas relating to search and rescue which should be addressed in the Polar waters operations manual: notification to the relevant rescue coordination centre, actions needed when abandoning ship, and actions to be taken when assisting someone in distress.


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DE 56/10/19 (United States) – Voyage planning in the Polar water operational manual This paper addresses the issue of ships hitting cetaceans and how voyage planning, used in conjunction with data about cetacean movements, can be used to reduce the number of strikes. Hitting cetaceans causes problems not only for the struck animal, but can cause serious damage to the ship – cracked hulls, damage to propellers, propeller shafts, rudders, actuators, and steering arms, and broken seawater piping. DE 56/INF.2 (Denmark and Norway) – Cruise industry and Arctic state best practices and standards related to safety and environmental protection This paper provides a list of documents which contain guidance or best practice for cruise operations in Polar waters. The documents are grouped into four categories: international, national, industry and non-governmental. DE 56/INF.3 (Secretariat) – Workshop on environmental aspects of the Polar Code This paper reports on the outcome of a workshop held intersessionally about the environmental aspects of the new Polar Code. A number of risks factors were identified and the consequences assessed. DE 56/INF.4 (Finland) – Information on compression in a sea-ice field This paper provides a report on compression in ice fields which was part of the SAFEWIN project. Both real life observations and model tests are discussed on the causes of compression in ice fields and the consequential effects on ships. DE 56/INF.9 (CLIA) – IAATO polar risk assessment This paper presents the results of some research into casualties in the Arctic and Antarctic regions. It draws attention to the fact that all fatalities in these two areas have occurred on ships which are not passenger ships. In fact the paper states that the vast majority of incidents (pollution and other accidents) have occurred on non-Convention ships (fishing vessels, yachts etc.). DE 56/INF.14 (FOEI, CSC, WWF and Pacific Environment) – Developing a strong Polar Code This paper puts forward an argument for restricting the use of heavy fuel oils in the Arctic (already banned in the Antarctic?) and the need for a robust Polar Code. Return to overall summary at start of document.

IMO DE 56 Agenda preview (Annex 9 Protection against noise on board ships (agenda item 11)) @Lloyd’s Register 2012

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Annex 9 Protection against noise on board ships (agenda item 11)

Overview

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 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. For noise generated by ships and propagated through the water, please refer to agenda item 24 This item is expected to be discussed in plenary. The target completion date for this item is 2012.

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 has existing (non-mandatory) guidance on noise levels on board ships, which is contained in Resolution A.468(XII) “Code on noise levels on board ships”. This is being reviewed to take into consideration developments in noise reduction techniques and noise prediction. Some Administrations have introduced national 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 and have finalised the majority of the text. There are still outstanding issues which will require further discussion at DE: • Whether the minimum acceptable engine load, notwithstanding the normal service speed, should be set at

80% MCR or 75% MCR. • Which of two options concerning tests for ships with DP notation is preferred. • Whether sections on determining noise exposure by calculation prior to delivery should be included. • The wording of footnote 6 to Table 4.2 concerning noise levels in machinery spaces needs to be finalised. • Whether the word “ensure” or “enable” should be used in the document. • Whether signs and symbols should be developed by IMO or if ISO standards already exist. • Whether noise cancelling technologies were feasible for inclusion in the code. The correspondence group also noted that if, as proposed, high speed craft were to be exempted from the revised code then amendments to the HSC Code would be required to cover noise limits in crew spaces. The correspondence group also considered that some parts should be mandatory and others recommendatory, but that separating the draft code into two parts would entail considerable editorial adjustments.


Lloyd’s Register welcomes an update to Resolution A.468(XII), and has been involved in the correspondence group’s work. Given the effect on crew tiredness and ability to perform, limiting noise levels should improve safety on ships by reducing human error. Any new code must be technically sound and practical to use.

Advice to clients

Advice for builders The new noise levels are to be measured on board (as are the current guideline levels) and may require additional noise insulation. Builders should consider the positioning of major noise generators (machinery) and

IMO DE 56 Agenda preview (Annex 9 Protection against noise on board ships (agenda item 11)) @Lloyd’s Register 2012

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locate “quiet” areas as far as practical from these, bearing in mind sound transmitters. Builders should also be familiar with the sound insulation index which will also need to be measured on board ship. Advice for owners / operators The current intention is to make the revised code applicable to new ships only. It is, however, good practice to try and reduce noise levels on board ships wherever practical. Advice for manufacturers Manufacturers of shipboard equipment should be aware that builders/owners will need to have information about the sound produced by their equipment and recommended methods to reduce the noise emitted at the time of installation. Advice for Flag Administrations / Recognized Organizations Flag Administrations and Recognized Organizations will need to ensure that relevant employees are aware of the new requirements and are provided with the necessary training to ensure that the regulations are complied with.

Applicability

The new code will be applicable to new SOLAS ships of 1600 gross tonnage or more from a date yet to be decided. It is not expected to be applicable to craft which comply with the High Speed Craft Code.

Documents submitted

DE 56/11 (Denmark) – Report of the correspondence group The correspondence group has worked intersessionally to finalize some text for the new Code. The outstanding issues are listed as are two options for amendments to SOLAS to make the Code mandatory. The draft text of the new Code is included as an annex to the paper. DE 56/11/1 (Vanuatu) – Comments on the report of the correspondence group This paper suggests some alternative text relating to the tests required on ships with dynamic positioning due to the very location specific nature of the design of these systems. It also clarifies the Vanuatu view on noise cancelling equipment in that it could be suitable for certain localised areas on ships only. It also raises concern about using job-description based methods for assessing crew exposure to noise. Crews are often asked to work in areas outside their “usual” areas and are not able to escape from a fairly high constant background noise level. DE 56/INF.6 (Korea) – Statistical analysis of the noise level data of existing ships The Republic of Korea has collated noise data for more than 140 different ships and classified it according to ship type, length and gross tonnage. Machinery space noise was not collated as it did not significantly vary with any of the variables and in general met the required standards. Areas which do not meet the proposed new noise levels are identified. It is noted that cabin areas are currently not meeting the new proposed levels. Return to overall summary at start of document.

IMO DE 56 Agenda preview (Annex 10 Classification of offshore industry vessels and consideration of the need for a Code for offshore construction support vessels (agenda item 12)) @Lloyd’s Register 2012

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Annex 10 Classification of offshore industry vessels and consideration of the need for a Code for offshore construction support vessels (agenda item 12)

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. Although some had been resolved at the last session of DE, others required further consideration and should be discussed at this time. Further suggestions have been made concerning ships which construct and support wind farms. This item is expected to be discussed in plenary. The target completion date for this item is 2013.

Background

Interpretations agreed at the last session of DE covered 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 special purpose ships when they are 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. The interpretation concerning the safe return to port was considered to be an interim measure only and a change to the 2008 SPS Code was needed. Further matters which required changes to the 2008 SPS Code are concerned with the definition of “person” and the ships which may be permitted to carry reduced quantities of life saving equipment. DE 55 had agreed in principle with the idea that a “person” should include members of crew, special personnel and passengers, and that reduced LSA could be carried when not more than 60 persons are on board. These interpretations have been sent to MSC 90 (May 2012) for approval. Papers submitted to this session are concerned with the regulations which are applicable to the construction and maintenance of offshore wind farms and do not address the above issues.


Lloyd’s Register will monitor the developments and provide technical advice when practical to do so.. It is hoped that the amendments agreed previously and those proposed now will make the 2008 SPS Code easier to implement consistently. Lloyd’s Register was involved in the German working group and our recommendation was that offshore wind farm construction vessels (OWFCV) should fall under the IMO MODU Code and not use a mixture of different

IMO DE 56 Agenda preview (Annex 10 Classification of offshore industry vessels and consideration of the need for a Code for offshore construction support vessels (agenda item 12)) @Lloyd’s Register 2012

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statutory standards. However notwithstanding this Lloyd’s Register is aware that application of the relevant statutory standards is for the applicable Flag Administration to advise. Therefore for these types of vessel the approach adopted in DE 56/12/1 appears reasonable i.e. IMO MODU Code. However, where the vessel is more ship type it may be more appropriate to use SOLAS. With regards offshore wind farm service craft (OWFSC), Lloyd’s Register is aware of discussions that are ongoing amongst the North West European States on this issue and Lloyd’s Register’s view is that application of the relevant statutory standards is for the applicable Flag Administration to advise. Lloyd’s Register is aware that the DNV tentative rules include both classification and statutory aspects and have been well received by the renewable industry. However recent discussions have indicated that no North West European Flag Administration have yet formally adopt the statutory aspects of the DNV rules as the basis for statutory compliance. Lloyd’s Register's concern has to be that if the IMO adopts the DNV tentative rules as the applicable statutory standard for these vessel types, it thereby creates a precedence for a single classification society to dictate statutory matters.

Advice to clients

If the IMO come to an agreement on this subject then there will be consistency in the application of statutory requirements to vessels which help with the construction or maintenance of offshore wind farms. Clients who have an interest in offshore wind farms are encouraged to contact Robert Whillock, the Lloyd’s Register renewable energy lead offshore specialist, who is based in our London office (Telephone: +44 (0)20 7423 2455, Email: [email protected]).

Applicability

The 2008 SPS Code is a non-mandatory code which can be applied to special purpose ships. It advises on which parts of SOLAS are applicable to these craft.

Documents submitted

DE 56/12 (Germany, CESA and ICS) – Towards appropriate international standards for offshore industry vessels for the safe and sustainable exploitation of renewable energy sources This paper separates ships which assist with the construction of offshore wind farms (offshore wind farm construction vessel, OWFCV) from those which transport crew for the repair and maintenance of offshore wind farms (offshore wind farm service craft, OWFSC). It recommends the regulations which should be applicable to these different ship types – a mixture of MODU, SPS and SOLAS for OWFCV and mainly the 2000 HSC Code with some parts of the SPS Code for OWFSC. It also proposes definitions and training requirements for the people who are present on the vessel. DE 56/12/1 (Vanuatu) – Comments on the document submitted by Germany, CESA and ICS This paper disagrees with DE 56/12 on the need for new international guidance for vessels which support offshore wind farms. It supports the use of the MODU Code for construction vessels, but does not support the use of the SPS Code for any offshore energy support vessels. Return to overall summary at start of document.

IMO DE 56 Agenda preview (Annex 11 Consideration of IACS unified interpretations and amendments to the ESP Code (agenda item 13)) @Lloyd’s Register 2012

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Annex 11 Consideration of IACS unified interpretations and amendments to the ESP Code (agenda item 13)

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. There are many unified interpretations which will be presented to this session of DE relating to a variety of subjects. This item is expected to be discussed in plenary. This is a continuous agenda item.

Background

IACS reviews IMO legislation and where there is ambiguity or the possibility for different interpretations then IACS members 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. It was agreed that the IACS unified requirements for the survey of ships (UR Z 10 series) and the ESP Code should reflect each other and as a consequence any amendments to the ESP Code will also be discussed under this agenda item. Submissions have been received on the following subjects: The IMO Secretariat has prepared a paper detailing the consequential amendments to other mandatory instruments following the introduction of the ESP Code. New IACS Unified Interpretations (UI) have been developed and are submitted to the sub-committee: • UI SC 244, relating to the load testing of lifeboats (as contained in resolution MSC.81(70)). This clarifies that

the test load for falls is only applicable to davit launched lifeboats and not to free fall lifeboats. • UI SC 248 on the greatest launching height for a free-fall lifeboat (LSA Code section 1.1.4). A definition of

“the greatest launching height” has been developed. • UI SC 246 relating to steering gear tests when vessel is not at its deepest draught. This is a problem for

certain ship types and agreement is needed on how to confirm compliance with the requirements for steering gear.

• UI SC249 regarding the verification that asbestos has not been used onboard ships. • UI SC 251 on controls of emergency bilge suction valve in periodically unattended machinery spaces (SOLAS

regulation II-1/48.3) to try and address issues with port state control.

Revisions to IACS Unified Interpretations (UI) have been made: • UI SC 227 relating to what is considered as being a dedicated seawater ballast tank for the purposes of

SOLAS II-1/3-2. Ballast tanks included in the net tonnage, ballast tanks used for black or grey water on passenger ships and ballast tanks also used for dung on livestock carriers are not thought to be covered by the requirements.


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• UI SC 223 relating to coatings has been extensively amended since it was last submitted to the sub-committee.

• UI SC179 relating to the dewatering of forward spaces of bulk carriers. This UI has been brought in to line with the requirement of SOLAS II-1/12.5.1.

• UI SC191 concerning handrail arrangements for longitudinal permanent means of access now includes information about discontinuous rails.

Gaps in the requirements for testing infant lifejackets have been identified and are brought to the attention of the sub-committee. The sub-committee is also advised of updates to UR Z10s. These are quite extensive and are not given in detail, a link to the relevant area of the IACS web site is provided in paper DE 56/13/11 which gives the details.


Lloyd’s Register is involved in the development of IACS Unified Interpretations and implements them.

Advice to clients

The unified interpretations ensure consistency of application of unclear regulation.

Applicability

The different UIs have different application dates depending on when the IACS discussions are concluded. UI Ship type/area of application Application date SC 179 Bulk carriers Contracted for construction from 1 January 2012 SC 191 Discontinuous guard rails for permanent

means of access Contracted for construction from 1 July 2012

SC 227 Seawater ballast tank coatings May 2011 SC 223 Coatings Contracted for construction from 1 July 2012 SC 244 Lifeboat falls Keel laying on or after 1 July 2012 SC 246 Steering gear tests Contracted for construction from 1 July 2012 SC 248 Free fall lifeboats Contracted for construction from 1 July 2012 SC 249 Asbestos As soon as possible but not later than 1 July 2012 SC 251 Emergency bilge suction systems Contracted for construction from 1 January 2013

Documents submitted

DE 56/13 (Secretariat) – Draft amendments to mandatory instruments emanating from the adoption of the ESP Code This paper presents the amendments which will be required to other mandatory instruments as a consequence of the adoption of the ESP Code. DE 56/13/1 (IACS) - Load testing of hooks intended for the primary release of lifeboats (resolution MSC.81(70), part 2, chapter 5.3.4) This paper submits IACS unified interpretation SC 244. The requirement to test lifeboat falls to a load of 2x the static load is considered to be applicable only to conventional (side davit-launched) lifeboats and not to free fall lifeboats.


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DE 56/13/2 (IACS) - Dedicated seawater ballast tanks (SOLAS regulation II-1/3-2) This paper submits revision 1 of IACS unified interpretation SC 227. The previous version of the UI was not accepted as an IMO UI. IACS has revised the UI to take account of the concerns expressed by industry. DE 56/13/3 (IACS) - 2010 LSA Code – Infant lifejacket standards This paper brings to the sub-committee’s attention some identified gaps in the requirements for testing infant lifejackets. Some interpretations are proposed to ensure that there is consistent application of the requirements. DE 56/13/4 (IACS) – IACS unified interpretation SC 191 for the application of amended SOLAS regulation II-1/3-6 (resolution MSC.151(78)) and revised technical provisions for means of access for inspections (resolution MSC.158(78)) Unified interpretation SC 191 is concerned with the means of access for inspections. A review of it has been undertaken and some amendments concerning the spacing between stanchions where discontinuous handrails are provided have been made. Further amendments concerning means of access to spaces where close up inspection is not required have been made. DE 56/13/5 (IACS) – Application of SOLAS regulation II-1/3-2 performance standard for protective coatings (PSPC) for dedicated seawater ballast tanks in all types of ships and double-side skin spaces of bulk carriers, as adopted by resolution MSC.215(82) – IACS UI SC 223 This paper advises the DE sub-committee of two amendments to UI SC 223. The UI has been amended to clarify what is an acceptable equivalent for non-zinc containing or not silicate based shop primers. It has also be updated to take into account MSC circulars MSC.1/Circ.1378 and MSC.1/Circ.1381. Additional amendments have been made for dry film thicknesses, to clarify alternative systems and the acceptance of other methods for secondary surface preparation. DE 56/13/6 (IACS) – Dewatering of forward spaces of bulk carriers This paper advises that IACS unified interpretation SC 179 has been amended to bring it in to line with the requirement of SOLAS II-1/12.5.1, which requires local hand powered operation from above the freeboard deck, or compliance with all the provisions of SOLAS XII/13.1. DE 56/13/7 (IACS) – IACS Unified Interpretation (UI) SC 248 on the greatest launching height for a free-fall lifeboat (LSA Code section 1.1.4) The greatest launching height of a free-fall lifeboat is not defined in SOLAS or the LSA Code. IACS has developed a unified interpretation to cover this omission to ensure consistency in the application of the LSA Code requirements for free-fall lifeboats. DE 56/13/8 (IACS) – IACS Unified interpretation (UI) SC 251 on controls of emergency bilge suction valve in periodically unattended machinery spaces (SOLAS regulation II-1/48.3) This paper introduces a new IACS unified interpretation concerning the valves on emergency bilge systems. This has been developed following some confusion with the SOLAS requirements for valves to be located above a certain level. DE 56/13/9 (IACS) – Steering gear test with the vessel not at the deepest seagoing draught (SOLAS regulations II-1/29.3 and 29.4) This paper introduces a new IACS unified interpretation, UI SC 246, concerning the tests of steering gear when the ship is on sea trails and cannot be immersed by ballast to the deepest seagoing draught. Some ship types are unable to do this. In these circumstances an alternative arrangement has to be agreed. DE 56/13/10 (IACS) – IACS Unified interpretation (UI) SC 249 on implementation of SOLAS regulation II-1/3-5 and MSC.1/Circ.1379 Asbestos is no longer to be installed on board ships. IACS has developed a unified interpretation to provide consistency in the verification which will be carried out by IACS members to ensure that asbestos is not installed in compliance with the SOLAS requirements and the MSC circular.


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DE 56/13/11 (IACS) – Updates to IACS unified requirement (UR) Z10 series The IACS UR Z10 series contains the requirements for surveys of tankers and bulk carriers. These have been updated to include: a definition of transverse section, the CSR survey requirements, requirements for areas of substantial corrosion, a new annex for recommended procedures for thickness measurements, and for CSR bulk carriers a requirement to assess the longitudinal strength based on the measured thicknesses at certain intervals. Return to overall summary at start of document.

IMO DE 56 Agenda preview (Annex 12 Development of guidelines for use of fibre reinforced plastic (FRP) within ship structures (agenda item 14)) @Lloyd’s Register 2012

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Annex 12 Development of guidelines for use of fibre reinforced plastic (FRP) within ship structures (agenda item 14)

Overview

MSC 87 tasked the DE and FP Sub-Committees to consider the issue of developing guidelines for use of fibre-reinforced plastic (FRP) within ship structures. The guidelines are proposed to be applied if FRP is accepted as material to be used in ships structures within the SOLAS framework (SOLAS II-2/3.43) instead of steel or other equivalent material. This item is expected to be discussed in plenary. The target completion date for this item is 2013.

Background

Three options are proposed as a basis for the guidelines: Option 1: Development of guidelines for the application of SOLAS regulation II-2/17 for evaluating FRP structures In this option it is proposed to introduce guidelines on how to carry out an engineering analysis specifically for ship structures made of FRP in accordance with the alternative design and arrangements requirements of SOLAS Chapter II-2 regulation 17 and the guidelines contained in MSC/Circ.1002. Option 2: Development of FRP as a material type within the regulatory framework This option suggests the introduction of FRP as an acceptable material for ships structures within the SOLAS framework by developing fire testing standards to ensure ‘steel equivalency’. According to the proposal, this would mean that SOLAS Chapter II-2 regulation 3.43 would be complied with. However in this option, the major issue of the combustibility of FRP material which, due to its nature, cannot be overcome by the material itself has not been addressed. It is to be noted that option 2 implies an amendment to SOLAS regulation II-2/3.43. Option 3: Approval of FRP based on a fire engineering analysis, in accordance with SOLAS regulation II-2/17 and MSC/Circ.1002. This is an amalgamation of options 1 and 2 (testing standard).


To closely monitor the discussion and provide technical advice when practical to do so..

Advice to clients

These discussions are still at an early stage of development. Builders and owners who are interested in using FRP are encouraged to become involved in the developments to ensure that a practical solution is produced.

Applicability

The guidelines would be used whenever it was proposed to use FRP in SOLAS ships.

IMO DE 56 Agenda preview (Annex 12 Development of guidelines for use of fibre reinforced plastic (FRP) within ship structures (agenda item 14)) @Lloyd’s Register 2012

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Documents submitted

DE 56/14 (Secretariat) – Outcome of FP 55 This paper summarises the discussions which FP 55 (September 2011) held on the issue of the use of FRP on ships. FP noted that the majority of the work would have fire protection issues and is suggesting that it should be the coordinating body for the work, rather than DE. FP also noted that there were two diverging views on how regulations should be developed and that no consensus was achieved at FP. Further submissions to FP 56 were encouraged. Return to overall summary at start of document.

IMO DE 56 Agenda preview (Annex 13 Revision of testing requirements for lifejacket RTDs (agenda item 15)) @Lloyd’s Register 2012

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Annex 13 Revision of testing requirements for lifejacket RTDs (agenda item 15)

Overview

Since the introduction of 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 is required and changes to the current definition of the RTD may need to be made. The items to be discussed include: RTD construction, calibration and testing procedures, amendments to MSC.81(70) and MSC.200(80). This item is expected to be discussed in plenary. The target completion date for this item is 2012.

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). At DE 55 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 at DE 56.


Lloyd’s Register is aware that there have been continuing problems with the RTDs and welcomes the discussions on construction, calibration and testing procedures for RTD. The use of RTDs is seen as contentious by a number of stakeholders, whilst all the submissions attempt to address the issues it is not clear whether any provide a complete solution to them or whether the changes will improve the inconsistency issue. Developments will be closely followed. It is suggested that a working party is formed to review the whole issue of lifejacket testing, the use of RTDs and resolution MSC.200(80). Lloyd’s Register fully agrees that IMO should update MSC/Circ 980 as a priority.

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

Applicability If the amendments are adopted it is expected the application is for all new SOLAS ships’ lifejackets and those to be replaced on existing ships.

IMO DE 56 Agenda preview (Annex 13 Revision of testing requirements for lifejacket RTDs (agenda item 15)) @Lloyd’s Register 2012

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Documents submitted

DE 56/15 (United States) - Clarification of RTD construction, calibration and testing procedures DE 56/INF.8 (United States) - Adult RTD construction validation guidelines DE 56/INF.10 (United States) - Standardized test forms for lifejacket RTD testing These documents summarise the reasons to amend resolution MSC.81(70) to incorporate the use of an RTD into the test procedures for lifejackets (MSC.200(80)), and also provide feedback on the challenges applying RTD testing methodology which entered into effect 1 July 2010. The US proposes further amendments to resolution MSC.81 (70) and suggests additional work to promote the improvement of repeatability of lifejacket testing by successfully applying RTD methodology. DE 56/15/1 (ISO) - Proposals from ISO to update standards to reflect SOLAS Convention requirements. ISO proposes to re-examine the existing ISO reference testing devices (RTD) standards for lifejackets in order to ensure clear and unambiguous standards in support of IMO instruments. ISO also intend to explore alternate design specifications and explore the relevant use of RTD methodology in the process to ensure confident, reliable, predictable and repeatable testing. DE 56/15/2 (France) - Proposals on the revision of testing and use requirements for lifejacket RTDs. France highlights the difficulties in the implementation of the RTD methodology since its introduction and is providing some solutions. France supports that the buoyancy and distribution of the foams of each RTD “should be checked at each use in accordance with the provisions contained in the “Buoyancy tracking and verification” of the annexes 1, 2 and 3 of resolution MSC.81(70) as amended.. France also suggests defining acceptance criteria before considering the systematic use of RTDs methodology during each approval sequence. DE 56/15/3 (ILAMA) - Amendments to the Revised recommendation on testing of life-saving appliances (resolution MSC.81(70)) DE 56/INF.15 (ILAMA) – Lifejacket RTD test results per resolution MSC.200(80) This document proposes amendments to the Revised recommendation on testing of life-saving appliances (resolution MSC.81(70) amended by resolution MSC.200(80)) based on lifejackets RTD test results compiled from data comprising 342 individual test records when performing the in-water performance tested required by the resolution. Findings are contained in document DE 56/INF.15. DE 56/15/4 (Canada) - Clarification of RTD construction, calibration and testing procedures This supports the recommendations made in DE 56/15 and provides solution for the RTD testing methodology in resolution MSC.200 (80). DE 56/15/5 (Dominica) - Comment on ILAMA documents – Amendments to the revised recommendation on testing of life-saving appliances (resolution MSC.81(70)) This paper supports the continued use of RTDs for lifejackets in order to reduce the influence of variation in human test subjects. It acknowledges that some further work is needed to improve the existing RTD and its use.


IMO DE 56 Agenda preview (Annex 14 Amendments to SOLAS regulation II-1/11 and development of associated Guidelines to ensure the adequacy of testing arrangements for watertight compartments (agenda item 16)) @Lloyd’s Register 2012

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Annex 14 Amendments to SOLAS regulation II-1/11 and development of associated Guidelines to ensure the adequacy of testing arrangements for watertight compartments (agenda item 16)

Overview

Watertight testing requirement have been in SOLAS since the days of rivets. Today's use of welding has significantly reduced the chances of leaks, so most Classification Societies removed the testing requirement from their rules, but an EMSA audit queried this. Related documents: MSC 86/23/13 and also IACS UR S14. This item is expected to be discussed in plenary. The target completion date for this item is 2013.

Background

IACS UR S14 does not require testing of tanks with water for sister ships in a series. The Cook Islands, Marshall Islands and IACS proposed new text for SOLAS II-1/11 (see MSC 86/23/13) which would permit waiving the hydrostatic test provided that all the boundaries had been properly tested in accordance with guidelines which are to be developed by the IMO but which are expected to be based on the IACS UI S14. Since MSC 86, IACS has updated UR S14 which was used as the basis for the proposals for draft guidelines on the testing of watertight boundaries and has submitted the updated version as a basis for discussion. Other papers are generally supportive of the proposals but require a recognised quality system to be in place at the shipyard.


Lloyd’s Register uses UR S14 and supports the proposals.

Advice to clients

Advice for builders Builders will need to ensure that a quality system (at least equivalent to ISO 9001) is in place. Advice for Flag Administrations / Recognized Organizations Flag Administrations and Recognized Organizations will be able to accept reduced hydrostatic testing of tanks without exemptions.

Applicability

The earliest date for the application of any amendments to SOLAS would be 1 July 2014 assuming that all was agreed at this session of DE. If the amendments are not finalised until the target completion date the earliest possible implementation date would be 1 January 2016.

IMO DE 56 Agenda preview (Annex 14 Amendments to SOLAS regulation II-1/11 and development of associated Guidelines to ensure the adequacy of testing arrangements for watertight compartments (agenda item 16)) @Lloyd’s Register 2012

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Documents submitted

DE 56/16 (IACS) – Draft guidelines for procedures of testing tanks and tight boundaries The original draft guidelines were based on an older version of unified requirement S14 which has now been updated. The updated version has been submitted as INF.11 to assist the sub-committee in its deliberations. A summary of the changes is included in this paper. DE 56/16/1 (Japan) – Comments on draft guidelines for procedures of testing tanks and tight boundaries This paper supports in general the proposed guidelines, but wishes to include a requirement that builders have a quality management system in place which is acceptable to the Administration. DE 56/16/2 (Korea) - Draft guidelines for procedures of testing tanks and tight boundaries This paper supports in general the proposed guidelines, but wishes to include a requirement that builders have a quality management system, equivalent to ISO 9001, in place which is acceptable to the Administration. DE 56/16/3 (China) – Comments on draft guidelines for procedures of testing tanks and tight boundaries This paper supports in general the proposed guidelines, but wishes to include a requirement that builders have a quality management system in place which is equivalent to ISO 9000 and is acceptable to the Administration. DE 56/INF.11 (IACS) - Draft guidelines for procedures of testing tanks and tight boundaries This paper provides the sub-committee with the most updated version of unified requirement S14 on the subject of testing of tanks and tight boundaries. Return to overall summary at start of document.

IMO DE 56 Agenda preview (Annex 15 Revision of the Recommendation on conditions for the approval of servicing stations for inflatable liferafts (resolution A.761(18)) (agenda item 17)) @Lloyd’s Register 2012

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Annex 15 Revision of the Recommendation on conditions for the approval of servicing stations for inflatable liferafts (resolution A.761(18)) (agenda item 17)

Overview

There is a conflict regarding the replacement of expired items (or due to expire) between resolution A.761(18) (revision of the recommendation on conditions for the approval of servicing stations for inflatable liferafts) and MSC.1/Circ.1328 (guidelines for the approval of inflatable liferafts subject to extended service intervals not exceeding 30 months). This item is expected to be discussed in plenary. The target completion date for this item is 2012.

Background

MSC 87 in February 2012 (MSC 87/24/2) agree to include this work programme proposing amendments to the aforementioned recommendation to overcome an anomaly with regard to date-expired items in the contents of packed inflatable liferafts following the promulgation of MSC.1/Circ.1328.


To avoid carrying expired items in liferafts that may prejudice the safety and survival of its users, Lloyd’s Register supports amendments to Resolution A.761(18) paragraph 5.11 and if considered necessary, also to amend paragraphs 6.1.5 and 6.2.3.3 of MSC.1/Circ.1328. The existing paragraph 5.11 of Resolution A.761(18) allows ships to have a liferaft that may contain dated items that have expired by up to six months, or up to 11 months (if the maximum service interval extension is granted); however according to SOLAS regulation III/20.2 before the ship leaves port and at all times during the voyage, all life-saving appliances shall be in working order and ready for immediate use. Lloyd’s Register recommends that the service stations “certificate of service and test” should list items and their expiry date (e.g. position indicating lights), to enable crewmembers to confirm they are ready to be used in case of emergency and have not expired. The liferaft ID card could include the equipment type, type approval certificate number, serial number, date of expiry, and date of inspection.

Advice to clients

Advice for manufacturers/ service suppliers Liferaft manufacturers and service stations should look into the possibility to have all dated liferaft equipment with the same or similar date of expiry. Those dates can be listed in the liferaft ID card (Lloyd’s Register has developed a proposed draft procedure) in order to give the ship’s crew and Flag Administration and their Recognized Organization surveyors the chance to verify them. If implemented, this advice could be a good and safe marine practice. It is recommended that the Certificate of Servicing and testing of liferaft is standardised and includes the date of expiration of dated items, to enable the crew to check those dates.

IMO DE 56 Agenda preview (Annex 15 Revision of the Recommendation on conditions for the approval of servicing stations for inflatable liferafts (resolution A.761(18)) (agenda item 17)) @Lloyd’s Register 2012

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Advice for owners / operators According to SOLAS regulationIII/20.2, ship’s crew must check before the ship leaves port and at all times during the voyage that all life-saving appliances are in working order and ready for immediate use. Therefore ship’s crew shall be aware and record as per SOLAS regulation III/36, the expiration date of the liferaft equipment and replace them when it is needed (before the expiry date). However, the Certificate of Servicing and testing of liferaft often does not include the expiry date of dated items; therefore, it is difficult for the crew to check those dates. Shipowners and masters should be reminded of the need to have inflatable liferafts, inflatable boats, rescue boats, fast rescue boats, inflatable lifejackets and hydrostatic release units, where applicable, which form part of their vessel’s life-saving appliances, regularly serviced at an approved service station. Advice for Flag Administrations / Recognized Organizations The life-saving appliances and other equipment on SOLAS ships are subject to the surveys specified. As required by SOLAS Chapter I, Part B, regulations 7 and 8, compliance with SOLAS Chapter III and the LSA Code shall be verified. Therefore, attending surveyors should be able to verify the validity of inflatable liferaft service certificates and the expiry date of dated equipment (the latter will only be possible if the certificates of service and test contain this information).

Applicability

All SOLAS ships.

Documents submitted

DE 56/17 (ILAMA) – Amendments to resolution A.761 (18) ILAMA propose to amend resolution A.761(18), paragraph 5.11, and if considered necessary, also to amend paragraphs 6.1.5 and 6.2.3.3 of MSC.1/Circ.1328, to ensure that the use of date-expired items does not prejudice the safety and survival of liferafts users. ILAMA LSA manufacturers are very aware that survivors in liferafts at sea may be placed in peril due to the malfunction or non-operation of out of date safety equipment, such as pyrotechnics and position indicating lights, particularly at night. Return to overall summary at start of document.

IMO DE 56 Agenda preview (Annex 16 Development of guidelines for wing-in-ground craft (agenda item 18)) @Lloyd’s Register 2012

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Annex 16 Development of guidelines for wing-in-ground craft (agenda item 18)

Overview

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 was presented at the last session of DE. This item is expected to be discussed in plenary. The target completion date for this item is 2013.

Background

After the preliminary discussion last session, where it was agreed that some aspects of the existing circular (MSC/Circ.1054) required review, this session of DE will consider the paper submitted with a view to progressing the work. The following areas have been identified as requiring review: • Extending the scope of application to WIGs carrying fewer than 12 persons. • Clarifying the extent to which type B craft are permitted to exceed their normal operating height. • Clarifying the technical data requirements on ground effect height. • Clarification on the safety and reliability approval standard for stabilisation systems. • Review requirements for radio communications. • Permit the use of attitude and heading reference systems as an alternative to a gyro-compass.


To monitor any developments and provide technical advice when practical to do so.

Advice to clients

Advice for builders / designers This discussion is still in its early stages. Builders who are interested in developing this market are advised to review the existing circular and advise their national Administration of any concerns they have with a view to influencing the discussions. Advice for Flag Administrations Flag Administrations may wish to discuss the existing circular with their builders/designers to identify any perceived weaknesses.

Applicability

The circular is applicable to wing-in-ground effect craft which operate in the ground effect area or only temporarily leave it.

Documents submitted

DE 56/18 (Korea) – Proposals for amendments to the Interim Guidelines for WIG craft (MSC.1/Circ.1054) This paper reviews the existing circular and proposes some alternative text in some sections.

IMO DE 56 Agenda preview (Annex 16 Development of guidelines for wing-in-ground craft (agenda item 18)) @Lloyd’s Register 2012

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IMO DE 56 Agenda preview (Annex 17 Revision of the Revised guidelines on implementation of effluent standards and performance tests for sewage treatment plants (resolution MEPC.159(55)) (Agenda item 19)) @Lloyd’s Register 2012

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Annex 17 Revision of the Revised guidelines on implementation of effluent standards and performance tests for sewage treatment plants (resolution MEPC.159(55)) (Agenda item 19)

Overview

Following the adoption of the amendments to the MARPOL Annex IV by resolution MEPC.200 (62) - Special Area Provisions and the Designation of the Baltic Sea as a Special Area under MARPOL Annex IV, a revision of the performance standard for sewage treatment plants for the new special area in the Baltic Sea is required. DE 56, following an initial discussion at DE 55, will address various proposals. This item is expected to be discussed in a working group. The target completion date for this item is 2012.

Background

Because of the area’s geography, the water volume exchange rate in the Baltic Sea is very low – around 3% a year. As a result, there are concerns about the rising concentration of nutrients caused by discharges from large passenger ships in concentrated areas during concentrated periods. A revision to the revised guidelines on implementation of effluent standards and performance tests for sewage treatment plants (resolution MEPC.159(55)) was discussed intersessionally by a correspondence group. Although substantial progress was made a number of points remain unfinished: • Nitrogen and phosphorous removal standards, • Incorporation of a dilution compensation factor, • International test standards for nitrogen and phosphorous removal, • Test duration for sewage treatment plants for passenger ships intended to discharge sewage in special

areas, • Amendments to the type approval certificate. Four further items were identified by the correspondence group members as requiring further consideration: • Definitions of load of influent and load of effluent, • An additional caveat phrase for the nitrogen and phosphorus removal standard, • An adjustment of the average influent concentration of organic loading by different flushing types, • Restoring a biochemical treatment plant from zero loading during the type test.


To closely monitor the development and provide technical advice when practical to do so. It is essential to complete the task in timely manner to be able to implement requirements by the time the revised MARPOL Annex IV enters into force.

Advice to clients

Advice for builders / manufacturers There will be major impacts for passenger ship builders as they will have to consider how to optimise their black and grey water discharge arrangements inside and outside the Special Areas.

IMO DE 56 Agenda preview (Annex 17 Revision of the Revised guidelines on implementation of effluent standards and performance tests for sewage treatment plants (resolution MEPC.159(55)) (Agenda item 19)) @Lloyd’s Register 2012

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Advice for owners / operators Major impact for new and existing passenger ship owners as they will have to consider how to optimise their black and grey water discharge arrangements inside and outside the Special Areas, plus the constraints of dry dockings and space available onboard. The system needs to be adaptable as there could be other regional (different) standards.

Advice for Flag Administrations / Recognized Organizations As a consequence of the possible decision, they may be required to further consider more sewage type approval work for large capacity sewage treatment plants. In addition, approval of structure as well as arrangements of holding tanks would require careful attention. Port reception facilities in the Special Area and in areas adjacent to the Special Area may need to be expanded.

Applicability

All passenger ships visiting Special Areas. Application dates are for new passenger ships contracted for construction on or after 1 January 2016 and for existing passenger ships from 1 January 2018. It should be noted that the above dates are the earliest possible entry into force. The actual enforcement will be 12 months after notification of the readiness of the reception facilities. In other words, if the required reception facilities are not ready, the above dates could be postponed.

Documents submitted

DE 56/19 (Germany) – Report of the correspondence group This paper advises of the progress made intersessionally with the review of the revised guidelines on implementation of effluent standards and performance tests for sewage treatment plants (resolution MEPC.159(55)) and details areas where further consideration is needed. DE 56/19/1 (CLIA) – Comment on the report of the correspondence group – nutrient standards This paper raises some concerns with the lack of a technically sound basis for the level of nutrient reduction in a marine environment. The current proposals use onshore targets as their basis and there currently a lack of systems available to meet the higher suggested rates. Return to overall summary at start of document.

IMO DE 56 Agenda preview (Annex 18 Any other business (agenda item 22)) @Lloyd’s Register 2012

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Annex 18 Any other business (agenda item 22)

Overview

Matters of importance related to subjects usually considered by the sub-committee but which do not have specific agenda items are submitted under this agenda item. The following topics have submissions:

− Performance standards for protective coatings − Issues relating to lifting appliances − Whether MSC.1/Circ.1284 should be revoked or not − Matters relating to steering gear trials − New ISO standards on LSA.

This agenda item is expected to be discussed in plenary. This a continuous agenda item.

Performance standards for protective coatings

Background

Performance standards for protective coatings have been agreed over a number of years. There is now some concern that the standards developed are inconsistent with the ISO standards.


To monitor the discussions as Lloyd’s Register understands that the standards are consistent.

Issues relating to lifting appliances

Background

A new work program item has been added to the agenda of the DE Sub-Committee to develop requirements for onboard lifting appliances and winches. It has not yet appeared on the agenda. A number of submissions on the subject have been made. One provides some background information and proposes that SOLAS will need to be amended to include requirements for lifting appliances and onboard winches. Another gives some specific proposals for some text relating to onboard lifting appliances and winches. There are two submissions with further background information on onboard lifting appliances.


To closely monitor the discussions. Lloyd’s Register supports the need for developing some text concerning lifting appliances, and notes that many Classification Societies already have some standards.

Whether MSC.1/Circ.1284 should be revoked or not

Background

MSC.1/Circ.1284 gives unified interpretations of SOLAS II-1/1.3 and II-1/3-6 and their application to conversions of single-hull tankers to double-hull tankers. These are also covered by the newly approved MSC-MEPC.2/Circ.10 “Unified interpretations on the application of SOLAS, MARPOL and Load Line requirements to conversions of


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single-hull tankers to double-hull tankers or bulk carriers”, and it has been suggested that MSC.1/Circ.1284 should be revoked.


LR notes the IMO Secretariat’s point that an application date (conversions occurring on or after 1 December 2011) has been included in MSC-MEPC.2/Circ.10, which means that the earlier text does not need to be revoked.

Matters relating to steering gear trials

Background

Some ship types have problems reaching their summer draught using only ballast as is needed when on sea trials at the completion of the ship. Steering gear tests are meant to be carried out at the summer draught to demonstrate that the gear will work at the maximum expected load. An interim solution is proposed together with a long term solution. It should be noted that IACS has developed a unified interpretation on this subject (see agenda item 13).


To closely monitor the discussions. Lloyd’s Register is aware that the matter is currently also being discussed by IACS and that there may be further interpretations needed in addition to that submitted under agenda item 13.

New ISO standards for LSA

Background

The International Standards Organisation (ISO) develops standards for all sorts of equipment. The ISO is advising the DE Sub-Committee of proposals for new standards on LSA which may be of interest. A new standard for marine evacuation systems is due to be published on 10 December 2012. A new ISO Standard series, expected to consist of five parts, will cover the servicing of inflatable life-saving appliances.


To monitor any discussion.

Documents submitted

DE 56/22 (Russian Federation) – Amendments to resolutions MSC.215(82), MSC.244(83) and MSC.288(87) Resolutions MSC.215(82), MSC.244(83) and MSC.288(87) are the performance standards for protective coatings for dedicated seawater ballast tanks in all types of ships and double-side skin spaces of bulk carriers, for void spaces on bulk carriers and oil tankers and for cargo oil tanks of crude oil tankers. This paper identifies a difference between the ISO standard and the way it has been used in the resolutions, and proposes amendments to the resolutions to ensure consistency.


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DE 56/22/1 (Secretariat) – Draft MSC-MEPC circular on Unified Interpretations on the application of SOLAS, MARPOL and LL requirements to conversions of single-hull oil tankers to double-hull oil tankers or bulk carriers Circular MSC-MEPC.2/Circ.10 on the application of SOLAS, MARPOL and LL to conversions of single-hull tankers to double-hull tankers or bulk carriers may be thought to conflict with an earlier MSC circular MSC.1/Circ.1284. This paper seeks to clarify the situation. DE 56/22/2 (Secretariat) – Outcome of DSC 16 This paper advises on matters which were discussed at DSC 16 which are relevant to the DE sub-committee. It covers cargo liquefaction, requirements for onboard lifting appliances and winches, and measures to prevent loss of containers. DE 56/22/3 (ICHCA International Limited) – Development of requirements for onboard lifting appliances This paper introduces some background on the development of requirements for onboard lifting appliances and suggests that SOLAS will need to be amended to introduce some regulations for them. DE 56/22/4 (Norway) – Development of requirements for onboard lifting appliances and winches Following on from the “Bourbon Dolphin” accident, this paper introduces some suggestions about requirements for the quick release gear of onboard lifting appliances and winches. DE 56/22/5 (Germany) – Clarification of SOLAS application for steering gear trials This paper suggests two options for resolving the issue of ships which cannot be ballasted to their deepest seagoing draught for the purposes of testing the steering gear when on sea trials. DE 56/22/6 (ISO) – Comments on onboard lifting appliances This paper advises that ISO will check all relevant existing standards for lifting appliance for their continued validity and will develop any new standards which are deemed to be necessary. Member states are requested to advise ISO of any matters which they consider need attention. DE 56/INF.7 (ISO) – New work item proposals on the agenda of ISO TC 8/SC 1 This paper advises the sub-committee of new work items that the ISO will be undertaking and advises of the imminent publication of another. Both relate to life saving appliances and are relevant to the work of the sub-committee. DE 56/INF.12 (Japan) – Information on onboard lifting appliances and winches This paper provides some background information which may be useful in future discussions on lifting appliances and winches including definitions, categorizations and some comments on existing classification rules. DE 56/INF.13 (Japan) – Summary of the investigation report on a fatal accident due to a crane failure This paper gives a summary of the Japanese investigation into a fatal accident on the “Rickmers Jakarta” where a deck crane wire broke and dropped the load it was lifting, killing one person and injuring three. It also resulted in the loss of a barge. Return to overall summary at start of document.

IMO DE 56 Agenda preview (Annex 19 Revision of the standard specification for shipboard incinerators (resolution MEPC.76(40)) (Agenda item 23)) @Lloyd’s Register 2012

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Annex 19 Revision of the standard specification for shipboard incinerators (resolution MEPC.76(40)) (Agenda item 23)

Overview

Ships, particularly passenger ships, are producing more sludge and garbage which needs to be incinerated onboard. There is a standard specification for incinerators (MEPC.76(40) as amended by MEPC.93(45)) but this is limited to incinerators with a capacity of up to 1500 kW. This new agenda item will look at reviewing the resolution with a view to ensuring that it covers incinerators with a higher capacity. This agenda item is expected to be discussed in a working group. The target completion date for this item is 2012.

Background

The original specification for shipboard incinerators (resolution MEPC.76(40), amended by resolution MEPC.93(45)) only covers incinerators with a capacity up to 1500 kW per unit. Since its update in 2000 incinerator capacity has grown considerably and incinerators are now required to burn garbage as well as the fuel oil sludge which ships are generating in larger quantities. Some ships are also required to only use incinerators during the day time which makes dealing with the previous 24 hours worth of sludge and garbage very difficult without larger capacity incinerators. It has been proposed that the existing resolution be reviewed and amended to account for the need to reduce emissions and be applicable to larger capacity incinerators. Related document: MEPC 62/20 which sets out the proposal in more detail.


Lloyd’s Register appreciates this move to improve the existing resolution.

Advice to clients

Advice for builders / manufacturers Builders and manufacturers should find a new standard which covers larger capacity incinerators useful.

Advice for owners / operators Owners and operators will be able to fit larger capacity incinerators which meet a recognised standard.

Advice for Flag Administrations / Recognized Organizations Flag Administrations and Recognized Organizations will have the basis for the approval of larger capacity incinerators.

Applicability

The new standard will be applicable to shipboard incinerators.

IMO DE 56 Agenda preview (Annex 19 Revision of the standard specification for shipboard incinerators (resolution MEPC.76(40)) (Agenda item 23)) @Lloyd’s Register 2012

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Documents submitted

No documents have been submitted under this agenda item as of 26 January 2012 Return to overall summary at start of document.

IMO DE 56 Agenda preview (Annex 20 Provisions for the reduction of noise from commercial shipping and its adverse impacts on marine life (agenda item 24)) @Lloyd’s Register 2012

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Annex 20 Provisions for the reduction of noise from commercial shipping and its adverse impacts on marine life (agenda item 24)

Overview

There are concerns that the noise generated by ships is causing problems with the wildlife in the sea, which the IMO is investigating. At the last session of DE there was a little discussion on this issue. DE concluded that initially it should consider developing technical guidance to reduce noise which is radiated from a ship. MEPC has supported this opinion and requested that DE proceed. This agenda item is expected to be discussed in plenary. The target completion date for this agenda item is 2012.

Background

MEPC had previously discussed noise generated by ships and its impact on marine life in a correspondence group. That group gave its final report to MEPC 61 (MEPC 61/19) and concluded that the experts who attend the DE Sub-Committee were needed to provide assistance. MEPC had identified propeller noise and cavitation as being the first area requiring attention, in particular: • propeller noise and the relationship between cavitation and the cause of underwater acoustic energy, and • noise profiles for individual ships using standardised measurement protocols, including those in which

quieting technologies have been implemented. MEPC also requested that models for predicting underwater noise be assessed by DE to determine whether they are suitable for determining the noise reduction which could be achieved if certain changes are made to propeller designs. Reference should also be made to MEPC papers MEPC 62/11/10 and MEPC 61/19.


Lloyd’s Register will monitor the discussions and provide technical advice when practical to do so.

Advice to clients

This discussion is still at the early stages of development. If requirements are developed to help reduce the noise generated by ships, there is the potential for considerable design changes. There is a possibility that quieter propellers will also be more efficient.

Applicability

Until discussions are more advanced it is not possible to say to what extent the guidance will be applicable. It is currently assumed that the guidelines will be able to be used on any standard propeller.

IMO DE 56 Agenda preview (Annex 20 Provisions for the reduction of noise from commercial shipping and its adverse impacts on marine life (agenda item 24)) @Lloyd’s Register 2012

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Documents submitted

DE 56/24 (United States) – Proposed framework for non-mandatory guidelines This paper gives some background to the development work which has been carried out by MEPC, and proposes a draft framework for the development of non-mandatory guidelines. Return to overall summary at start of document.

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