IMO environment meeting completes packed agenda

Marine Environment Protection Committee (MEPC) – 62nd session: 11 to 15 July 2011

IMO adopted amendments to the International Convention for the Prevention of Pollution from Ships (MARPOL) to designate the United States Caribbean Sea as a new emission control area (ECA); to designate the Baltic Sea as a Special Area with respect to pollution by sewage from ships; and to adopt a revised Annex V related to the control of garbage, at the 62nd session of the Marine Environment Protection Committee (MEPC), which met from 11 to 15 July 2011 at the IMO Headquarters in London.

IMO also adopted mandatory measures to reduce emissions of greenhouse gases (GHGs) from international shipping 

The MEPC also designated the Strait of Bonifacio as a Particularly Sensitive Sea Area (PSSA) and adopted the first-ever international recommendations to address biofouling of ships, to minimize the transfer of aquatic species.

In other matters, the MEPC approved a number of ballast water management systems and adopted guidelines related to the implementation of both the ballast water management and ship recycling Conventions.

Energy efficiency measures adopted
Mandatory measures to reduce emissions of greenhouse gases (GHGs) from international shipping were adopted by Parties to MARPOL Annex VI represented in the MEPC 

The MEPC agreed to the terms of reference for an intersessional working group on energy efficiency measures for ships, scheduled to take place in February/March 2012, tasked with:

• further improving, with a view to finalization at MEPC 63, draft Guidelines on the method of calculation of the EEDI for new ships; draft Guidelines for the development of a SEEMP; draft Guidelines on Survey and Certification of the EEDI; and draft interim Guidelines for determining minimum propulsion power and speed to enable safe manoeuvring in adverse weather conditions;

• considering the development of EEDI frameworks for other ship types and propulsion systems not covered by the draft Guidelines on the method of calculation of the EEDI for new ships;

• identifying the necessity of other guidelines or supporting documents for technical and operational measures;

• considering the EEDI reduction rates for larger tankers and bulk carriers; and

• considering the improvement of the guidelines on the Ship Energy Efficiency Operational Indicator (EEOI) (MEPC.1/Circ.684).

United States Caribbean Emission Control Area adopted 
Following approval at its last session, the MEPC adopted MARPOL amendments to designate certain waters adjacent to the coasts of Puerto Rico (United States) and the Virgin Islands (United States) as an ECA for the control of emissions of nitrogen oxides (NOX), sulphur oxides (SOX), and particulate matter under MARPOL Annex VI Regulations for the prevention of air pollution from ships. Another amendment will make old steamships exempt from the requirements on sulphur relating to both the North American and United States Caribbean Sea ECAs. The MARPOL amendments are expected to enter into force on 1 January 2013, with the new ECA taking effect 12 months later.

Currently, there are two designated ECAs in force under Annex VI, the Baltic Sea area and the North Sea area, while a third, the North American ECA, which was adopted in March 2010 with entry into force in August 2011, will take effect in August 2012.

Other Annex VI issues
The MEPC adopted Guidelines for reception facilities under MARPOL Annex VI and Guidelines addressing additional aspects to the NOx Technical Code 2008 with regard to particular requirements related to marine diesel engines fitted with selective catalytic reduction (SCR) systems.

The MEPC approved, for future adoption, draft amendments to the NOx Technical Code 2008, relating to engines not pre-certified on a test bed and to NOx-reducing devices. It also agreed terms of reference for the review of the status of technological developments to implement the Tier III NOx emission standard.

Black carbon measures to be further considered
The MEPC agreed a work plan on addressing the impact in the Arctic of black carbon emissions from ships and instructed the Sub-Committee on Bulk Liquids and Gases (BLG) to:  develop a definition for black carbon  emissions from international shipping; consider measurement methods for black carbon  and identify the most appropriate method for measuring black carbon emissions from international shipping; investigate appropriate control measures to reduce the impacts of black carbon emissions from international shipping in the Arctic; and submit a final report to MEPC 65 (in 2014).

Black carbon is a strongly light-absorbing carbonaceous aerosol produced by incomplete combustion of fuel oil and is considered a constituent of primary particulate matter, as distinguished from secondary particulate matter pollutants formed in the atmosphere from sulphur dioxide emissions. In addition to harmful human health effects associated with exposure to particulate matter, Black carbon has effects on climate change. When deposited on snow and ice in the Arctic and lower latitudes, it darkens light surfaces and absorbs energy, causing snow and ice to melt.

Annex IV (Sewage) Baltic Special Area adopted 
The MEPC adopted amendments to MARPOL Annex IV Prevention of pollution by sewage from ships to include the possibility of establishing “Special Areas” for the prevention of such pollution from passenger ships and to designate the Baltic Sea as a Special Area under this Annex. The amendments are expected to enter into force on 1 January 2013.

Revised Annex V (garbage) adopted
The MEPC adopted the revised MARPOL Annex V Regulations for the prevention of pollution by garbage from ships, which has been developed following a comprehensive review to bring the Annex up to date. The amendments are expected to enter into force on 1 January 2013.

The main changes include the updating of definitions; the inclusion of a new requirement specifying that discharge of all garbage into the sea is prohibited, except as expressly provided otherwise (the discharges permitted in certain circumstances include food wastes, cargo residues and water used for washing deck and external surfaces containing cleaning agents or additives which are not harmful to the marine environment); expansion of the requirements for placards and garbage management plans to fixed and floating platforms engaged in exploration and exploitation of the sea-bed; and the addition of discharge requirements covering animal carcasses.

PSSA for Strait of Bonifacio designated 
The MEPC agreed to designate the Strait of Bonifacio as a Particularly Sensitive Sea Area (PSSA), following its approval in principle at the last session, and consideration of associated protective measures by the Sub-Committee on Safety of Navigation (NAV) in June 2011.

The MEPC also agreed, in principle, to designate the Saba Bank in the Caribbean Sea as a PSSA, noting that the Netherlands would submit detailed proposals for associated protective measures to the NAV Sub-Committee, which would provide recommendations to the Committee with a view to final designation of the PSSA at MEPC 64 in October 2012.

Biofouling guidelines adopted
The MEPC adopted the first set of international recommendations to address biofouling of ships, to minimize the transfer of aquatic species. The Guidelines for the control and management of ships' biofouling to minimize the transfer of invasive aquatic species will address the risks of introduction of invasive aquatic species through the adherence of sealife, such as algae and molluscs, to ships’ hulls.

Research indicates that biofouling is a significant mechanism for species transfer by vessels.  A single fertile fouling organism has the potential to release many thousands of eggs, spores or larvae into the water with the capacity to found new populations of invasive species such as crabs, fish, sea stars, molluscs and plankton.  Minimizing biofouling will significantly reduce the risk of transfer.

Guidelines on recycling of ships adopted 
The MEPC adopted the 2011 Guidelines for the development of the Ship Recycling Plan as well as updated Guidelines for the development of the Inventory of Hazardous Materials, which are  intended to assist in the implementation of the Hong Kong International Convention for the Safe and Environmentally Sound Recycling of Ships, adopted in May 2009.

The Committee encouraged Governments to ratify the Convention, which has been signed, subject to ratification, by five countries, and to review the programme of technical assistance aimed at supporting its early implementation.

Ballast water management systems approved

The MEPC granted final approval to two and basic approval to seven ballast water management systems that make use of active substances, following the recommendations of the fifteenth, sixteenth and seventeenth meetings of the Joint Group of Experts on the Scientific Aspects of Marine Environment Protection (GESAMP) Ballast Water Working Group, which met in December 2010, February/March and May 2011, respectively.

The MEPC also adopted the Procedure for approving other methods of ballast water management in accordance with regulation B-3.7 of the Ballast Water Management Convention, which will open the door for new methods and concepts to prevent risks arising from the transfer of invasive species, provided that such methods will ensure at least the same level of protection of the environment as set out in the Convention and are approved in principle by the MEPC.

Guidance on scaling of ballast water management systems was also approved.

The MEPC reiterated the need for countries to ratify the International Convention for the Control and Management of Ships' Ballast Water and Sediments, 2004, to achieve its entry into force at the earliest opportunity. To date, 28 States, with an aggregate merchant shipping tonnage of 26.37 per cent of the world total, have ratified the Convention.  The Convention will enter into force twelve months after the date on which not fewer than 30 States, the combined merchant fleets of which constitute not less than 35 percent of the gross tonnage of the world’s merchant shipping, have become Parties to it.

Guidelines for the carriage of blends of petroleum oil and bio-fuels approved
The MEPC approved Guidelines for the carriage of blends of petroleum oil and bio-fuels, which set out carriage and discharge requirements for bio-fuel blends containing 75% or more of petroleum oil (they are subject to Annex I of MARPOL); bio-fuel blends containing more than 1% but less than 75% of petroleum oil (subject to Annex II of MARPOL); and bio-fuel blends containing 1% or less petroleum oil (also subject to Annex II of MARPOL).

FSA environmental risk evaluation criteria endorsed
The MEPC endorsed environmental risk evaluation criteria, for inclusion in the Guidelines for Formal Safety Assessment (FSA) for use in the IMO rule-making process, subject to approval by the Maritime Safety Committee (MSC).

 Implementation of the International Convention on Oil Pollution Preparedness, Response and Co-operation (OPRC Convention), 1990, and the Protocol on Preparedness, Response and Co-operation to Pollution Incidents by Hazardous and Noxious Substances, 2000 (OPRC-HNS Protocol) 
The MEPC also discussed the report of the OPRC HNS Technical Group, which met for its twelfth meeting the week prior to the MEPC session to progress several matters, including the development of guidelines and manuals, on marine pollution preparedness and response.

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NOTES ON BWM

What is the latest status of the BWM Convention?

The BWM Convention will enter into force 12 months after ratification by 30 States, representing 35 per cent of world merchant shipping tonnage. As at 14 October 2010,  27 countries have ratified the Convention, representing 25.32% of the world merchant fleet tonnage .

How many Guidelines on ballast water management have been adopted?

The following Guidelines relating to the uniform implementation of the BWM Convention have been developed and adopted since MEPC 53:

Guidelines for sediment reception facilities (G1) adopted by resolution MEPC.152(55);
Guidelines for ballast water sampling (G2) (resolution MEPC.173(58));
Guidelines for ballast water management equivalent compliance (G3) adopted by resolution MEPC.123(53);
Guidelines for ballast water management and development of ballast water management plans (G4) adopted by resolution MEPC.127(53);
Guidelines for ballast water reception facilities (G5) adopted by resolution MEPC.153(55);
Guidelines for ballast water exchange (G6) adopted by resolution MEPC.124(53);
Guidelines for risk assessment under regulation A-4 of the BWM convention (G7) adopted by resolution MEPC.162(56);
Guidelines for approval of ballast water management systems (G8) (resolution MEPC.174(58))
Procedure for approval of ballast water management systems that make use of Active Substances (G9) (resolution MEPC.169(57))
Guidelines for approval and oversight of prototype ballast water treatment technology programmes (G10) adopted by resolution MEPC.140(54);
Guidelines for ballast water exchange design and construction standards (G11) adopted by resolution MEPC.149(55);
Guidelines on design and construction to facilitate sediment control on ships (G12) adopted by resolution MEPC.150(55);
Guidelines for additional measures regarding ballast water management including emergency situations (G13) adopted by resolution MEPC.161(56);
Guidelines on designation of areas for ballast water exchange (G14) adopted by resolution MEPC.151(55);
Guidelines for ballast water exchange in the Antarctic treaty area adopted by resolution MEPC.163(56).

What are the requirements for approval of ballast water management systems?

In accordance with the Ballast Water Management Convention (BWM Convention), ballast water management systems used to comply with the Convention must be approved by the Administration taking into account Guidelines for approval of ballast water management systems (G8).

Ballast water management systems which make use of Active Substances to comply with the Convention shall be approved by IMO in accordance with ‘Procedure for approval of ballast water management systems that make use of Active Substances (G9)’. According to regulation A-1.7 of the BWM Convention, an Active Substance is a substance or organism, including a virus or a fungus, that has a general or specific action on or against harmful aquatic organisms and pathogens.

What are the requirements for testing body performing the test of ballast water management systems?

Both the Guidelines for approval of ballast water management systems (G8) and Procedure for approval of Ballast Water Management systems that make use of Active Substances (G9) require that the testing body performing the test should have implemented appropriate quality control measures in accordance with recognized international standards (such as IS0/IEC 17025) acceptable to the Administration. All the tests should be carried out in accordance with international recognized guidelines. In the context of sample analysis of the organisms, Guidelines (G8) recommended that a non-exhaustive list of standard methods and innovative research techniques be considered. Suggested methods may include but not be limited to ISO standard methods, UNESCO standard methods, American Society of Testing and Materials (ASTM) standard methods, and the United States Environmental Protection Agency standard methods.

What are the main steps for certification and testing of ballast water management systems?

In accordance with Guidelines for Approval of Ballast Water Management Systems (G8), the requirements related to certification and testing may be summarized as follows:

.1 The manufacturer of the equipment should submit information regarding the design, construction, operation and functioning of the Ballast Water Management System. This information should be the basis for a first evaluation of suitability by the Administration.

.2 The Ballast Water Management System should be tested for Type Approval, the testing body performing the tests should have implemented appropriate quality control measures acceptable to the Administration.

.3 The electrical and electronic section of Ballast Water Management Systems should be subjected to the programme of environmental tests set out in Guidelines (G8) at a laboratory approved for the purpose by the Administration.

.4 Successful fulfillment of the requirements and procedures for Type Approval should lead to the issuance of a Type Approval Certificate by the Administration.

.5 When a Type Approved Ballast Water Management System is installed on board, an installation survey should be carried out.

It should be noted that Type Approval testing includes both shipboard testing and land-based testing. It is the Administration who decides the sequence of land-based testing and shipboard testing.

Mandatory energy efficiency measures for international shipping adopted at IMO environment meeting

Marine Environment Protection Committee (MEPC) – 62nd session: 11 to 15 July 2011

Mandatory measures to reduce emissions of greenhouse gases (GHGs) from international shipping were adopted by Parties to MARPOL Annex VI represented in the Marine Environment Protection Committee (MEPC) of the International Maritime Organization (IMO), when it met for its 62nd session from 11 to 15 July 2011 at IMO Headquarters in London, representing the first ever mandatory global greenhouse gas reduction regime for an international industry sector.

The amendments to MARPOL Annex VI Regulations for the prevention of air pollution from ships, add a new chapter 4 to Annex VI on Regulations on energy efficiency for ships to make mandatory the Energy Efficiency Design Index (EEDI), for new ships, and the Ship Energy Efficiency Management Plan (SEEMP) for all ships. Other amendments to Annex VI add new definitions and the requirements for survey and certification, including the format for the International Energy Efficiency Certificate.

The regulations apply to all ships of 400 gross tonnage and above and are expected to enter into force on 1 January 2013.

However, under regulation 19, the Administration may waive the requirement for new ships of 400 gross tonnage and above from complying with the EEDI requirements. This waiver may not be applied to ships above 400 gross tonnage for which the building contract is placed four years after the entry into force date of chapter 4; the keel of which is laid or which is at a similar stage of construction four years and six months after the entry into force; the delivery of which is after six years and six months after the entry into force; or in cases of the major conversion of a new or existing ship, four years after the entry into force date.

The EEDI is a non-prescriptive, performance-based mechanism that leaves the choice of technologies to use in a specific ship design to the industry. As long as the required energy-efficiency level is attained, ship designers and builders would be free to use the most cost-efficient solutions for the ship to comply with the regulations.

The SEEMP establishes a mechanism for operators to improve the energy efficiency of ships.

Promotion of technical co-operation
The new chapter includes a regulation on Promotion of technical co-operation and transfer of technology relating to the improvement of energy efficiency of ships, which requires Administrations, in co-operation with IMO and other international bodies, to promote and provide, as appropriate, support directly or through IMO to States, especially developing States, that request technical assistance.

It also requires the Administration of a Party to co-operate actively with other Parties, subject to its national laws, regulations and policies, to promote the development and transfer of technology and exchange of information to States, which request technical assistance, particularly developing States, in respect of the implementation of measures to fulfil the requirements of Chapter 4.

 

Work plan agreed
The MEPC agreed a work plan to continue the work on energy efficiency measures for ships, to include the development of the EEDI framework for ship types and sizes, and propulsion systems, not covered by the current EEDI requirements and the development of EEDI and SEEMP-related guidelines.

 

The MEPC agreed to the terms of reference for an intersessional working group on energy efficiency measures for ships, scheduled to take place in February/March 2012, tasked with:

 

• further improving, with a view to finalization at MEPC 63, draft Guidelines on the method of calculation of the EEDI for new ships; draft Guidelines for the development of a SEEMP; draft Guidelines on Survey and Certification of the EEDI; and draft interim Guidelines for determining minimum propulsion power and speed to enable safe manoeuvring in adverse weather conditions;

 

• considering the development of EEDI frameworks for other ship types and propulsion systems not covered by the draft Guidelines on the method of calculation of the EEDI for new ships;

 

• identifying the necessity of other guidelines or supporting documents for technical and operational measures;

 

• considering the EEDI reduction rates for larger tankers and bulk carriers; and

 

• considering the improvement of the guidelines on the Ship Energy Efficiency Operational Indicator (EEOI) (MEPC.1/Circ.684).

 

Secretary-General Efthimios E. Mitropoulos satisfaction

Commenting at the close of the session, on the outcome of MEPC, IMO Secretary-General Efthimios E. Mitropoulos expressed satisfaction at the many and various significant achievements with which the session should be credited.

 

“Although not by consensus – which of course would be the ideal outcome – the Committee has now adopted amendments to MARPOL Annex VI introducing mandatory technical and operational measures for the energy efficiency of ships.  Let us hope that the work to follow on these issues will enable all Members to join in, so that the service to the environment the measures aim at will be complete,” he said.

BALLAST WATER MANAGEMENT

Ballast water is necessary for control stability,draught,trim or stresses of the ship.However,ballast water may contain harmful aquatic organisms and pathogens and sediments.

The International Convention for the Control and Management of Ships’ Ballast Water and Sediments was adopted by IMO.This Convention includes technical standards and guidelines to management of ships’ballast water and sediments.

Guidelines have been written for:

• ballast water reception facilities;
• sediments reception facilities;
• ballast water sampling;
• ballast water management equivalent compliance;
• ballast water management plans;
• ballast water exchange;
• risk assessment under Regulation A-4;
• approval of ballast water management systems;
• procedure for approval of ballast water management systems that make use of active substances;
• approval and oversight of prototype ballast water treatment technology programmes;
• ballast water exchange design and construction standards;
• sediment control on ships;
• additional measures including emergency situations; and,
• designation of areas for ballast water exchange.

The ballast water management plan shoud be specific to each ship and at least the following information should be included:

Ships’name;

Flag;

Port of registry;

Gross Tonnage;

IMO number;

Length;

Beam;

International call sign;

Total ballast capacity of the ship in cubic metres;

Identification of the appointed balllast water management officer;

drawing of the ballast system;

ballast water pump capacities;and,

ballast water treatment system.

Ships must have a Ballast Water Record Book (Regulation B-2) to record when ballast water is taken on board; circulated or treated for Ballast Water Management purposes; and discharged into the sea. It should also record when Ballast Water is discharged to a reception facility and accidental or other exceptional discharges of Ballast Water .

The specific requirements for ballast water management are contained in regulation B-3 Ballast Water Management for Ships:

• Ships constructed before 2009 with a ballast water capacity of between 1500 and 5000 cubic metres must conduct ballast water management that at least meets the ballast water exchange standards or the ballast water performance standards until 2014, after which time it shall at least meet the ballast water performance standard.
• Ships constructed before 2009 with a ballast water capacity of less than 1500 or greater than 5000 cubic metres must conduct ballast water management that at least meets the ballast water exchange standards or the ballast water performance standards until 2016, after which time it shall at least meet the ballast water performance standard.
• Ships constructed in or after 2009 with a ballast water capacity of less than 5000 cubic metres must conduct ballast water management that at least meets the ballast water performance standard.
• Ships constructed in or after 2009 but before 2012, with a ballast water capacity of 5000 cubic metres or more shall conduct ballast water management that at least meets the ballast water performance standard.
• Ships constructed in or after 2012, with a ballast water capacity of 5000 cubic metres or more shall conduct ballast water management that at least meets the ballast water performance standard.

Other methods of ballast water management may also be accepted as alternatives to the ballast water exchange standard and ballast water performance standard, provided that such methods ensure at least the same level of protection to the environment, human health, property or resources, and are approved in principle by IMO’s Marine Environment Protection Committee (MEPC).
Under Regulation B-4 Ballast Water Exchange, all ships using ballast water exchange should:

• Whenever possible, conduct ballast water exchange at least 200 nautical miles from the nearest land and in water at least 200 metres in depth, taking into account Guidelines developed by IMO;
• In cases where the ship is unable to conduct ballast water exchange as above, this should be as far from the nearest land as possible, and in all cases at least 50 nautical miles from the nearest land and in water at least 200 metres in depth.

When these requirements can not be met areas may be designated where ships can conduct ballast water exchange. All ships shall remove and dispose of sediments from spaces designated to carry ballast water in accordance with the provisions of the ships’ ballast water management plan (Regulation B-4).
Threatened Species

• Spongia officinalis
• Cyprinion macrostamus
• Salmo trutta labrax
• Hippocampus hippocampus
• Acipenser sturio
• Acipenser nudiventris
• Elodone moschata
• Elodone cirrhosa
• Huso huso
• Caretta caretta
• Mola mola
• Haliotis lamellosa
• Garra rufa
• Gerardia savaglia
• Seal

REMEMBERING TITANIC - 100 YEARS UNDER THE OCEAN

            The world's interest in the fascinating history of Titanic has endured for almost 100 years.No other ship in the history of ocean travel has demanded as much interest as the Titanic. Volumes of books and reels of film have been produced regarding the most infamous shipwreck in history. We have attempted to provide here a brief introduction to some of the more fascinating facts, legends and myths regarding the sinking of the ship that was labeled 'unsinkable' before her disastrous maiden voyage in April of 1912.


Find out more about the most fascinating ship and shipwreck in the world and how the tragedy of the ship continues to affect us today. When the Titanic embarked on her maiden voyage the world was filled with hope and awe. In just a few short days those emotions turned to horror and grief. Find out what really happened that day in 1912: the sinking of the Titanic.
One of the most fascinating aspects about the tragic history of the Titanic, is the eclectic mix of passengers onboard the ill fated luxury liner. When the ship sank, the lives of both the famous and the unknown were lost as well. Spend a few moments learning about the famous and not so famous passengers on the Titanic.


 While the Titanic Ship initially earned fame as the largest luxury liner on the open seas, she would obtain enduring distinction for the tragedy that took the ship to her watery grave. Return to the Titanic and discover the surprising facts that led to the ship's destruction from the moment she set sail. It has been almost 100 years since the Titanic sank. During that time a number of myths and legends have grown up around the sinking of the now infamous ship. Take a few moments to read about some of the more interesting and true Titanic Facts.


 The IMO Council has endorsed a proposal by IMO Secretary-General Efthimios Mitropoulos to adopt ‘IMO: One hundred years after the Titanic’ as the World Maritime Day theme for 2012. ‘The time has come for us to return to this Organization’s roots and raison d’être, i.e. safety of life at sea,’ Mr Mitropoulos said.

One of the consequences of the sinking, in 1912, of the Titanic, in which 1,503 people lost their lives, was the adoption, two years later, of the first International Convention for the Safety of Life at Sea (the SOLAS Convention). The 1914 version of the Convention was gradually superseded, respectively, by SOLAS 1929, SOLAS 1948, SOLAS 1960 (the first adopted under the auspices of IMO, then known as IMCO) and SOLAS 1974. SOLAS 1974 is still in force today, amended and updated many times.


Mr Mitropoulos said the selection of the theme proposed would provide an opportunity to:
- take stock of improvements in maritime safety during the 100 years since the sinking of the Titanic;
- pay tribute to the memory of those, who lost their lives in the freezing waters of the North Atlantic on that fatal night of 14 April 1912;
- highlight that the sacrifice of so many of the Titanic (passengers and crew) has not gone in vain;
- examine whether the lessons drawn from amongst the most costly (in human lives lost) accidents of the last 100 years have been learnt to the full;
- examine the safety record of shipping and identify those areas that have contributed the most to its improvement over the years;
- identify the most contributory factors (systems, concepts, mechanisms, etc) in the quest for ever-enhanced safety in shipping;
- examine which areas, within the overall spectrum of maritime safety (constructional, operational, cargo, human element, etc.), should be given priority consideration in the years to come; and
-pay tribute to all those who, in the course of the 100 years, have contributed to improvements in maritime safety.

Maritime Safety Committee (MSC), 87th session: 12 - 21 May 2010

IMO Maritime Safety meeting completes packed agenda

IMO's Maritime Safety Committee (MSC) met at the Organization's London Headquarters for its 87th session from 12 to 21 May 2010, completing a packed agenda which saw the adoption of mandatory goal-based standards for ship construction, the adoption of amendments to the International Convention for the Safety of Life at Sea (SOLAS),

discussion on piracy and armed robbery against ships off the coast of Somalia and in the Gulf of Aden and the implementation of the Long-Range Identification and Tracking (LRIT) system.

Adoption of goal-based standards

IMO's Maritime Safety Committee (MSC) has instigated an historic change in the way international standards for ship construction are to be determined and implemented in the future.

The adoption of so-called "goal-based standards" (GBS) for oil tankers and bulk carriers by the MSC, means that newly-constructed vessels of these types will have to comply with structural standards conforming to functional requirements developed and agreed by the Committee. This means that, for the first time in its history, IMO will be setting standards for ship construction.

The Committee also adopted guidelines that, equally for the first time, give the Organization a role in verifying conformity with SOLAS requirements. The guidelines establish the procedures to be followed in order to verify that the design and construction rules of an Administration or its recognized organization, for bulk carriers and/or oil tankers, conform to the adopted GBS. The verification process consists of two main elements: self assessment of the rules by the entity submitting them to IMO for verification; followed by an audit, to be carried out by experts appointed by the Organization, of the rules, the self-assessment and the supporting documentation.

Since the beginning of the 2000s, Governments and international organizations had expressed the view that the Organization should play a larger role in determining the structural standards to which new ships are built. The philosophy underpinning this move has been that ships should be designed and constructed for a specified design life and that, if properly operated and maintained, they should remain safe and environmentally friendly throughout their service life.

The MSC formally adopted International Goal based Ship Construction Standards for Bulk Carriers and Oil Tankers, along with amendments to Chapter II-1 of the International Convention for the Safety of Life at Sea (SOLAS), making their application mandatory, with an entry into force date of 1 January 2012.

The new SOLAS regulation II-1/3-10 will apply to oil tankers and bulk carriers of 150m in length and above. It will require new ships to be designed and constructed for a specified design life and to be safe and environmentally friendly, in intact and specified damage conditions, throughout their life. Under the regulation, ships should have adequate strength, integrity and stability to minimize the risk of loss of the ship or pollution to the marine environment due to structural failure, including collapse, resulting in flooding or loss of watertight integrity.

The MSC further adopted Guidelines for the information to be included in a Ship Construction File.

The notion of "goal-based ship construction standards" was introduced in IMO at the 89th session of the Council in November 2002, through a proposal by the Bahamas and Greece, suggesting that the Organization should develop ship construction standards that would permit innovation in design but ensure that ships are constructed in such a manner that, if properly maintained, they remain safe for their entire economic life. The standards would also have to ensure that all parts of a ship can be easily accessed to permit proper inspection and ease of maintenance. The Council referred the proposal to the 77th meeting of the MSC in May/June 2003 for consideration.

The MSC commenced detailed technical work on the development of goal-based ship construction standards at its 78th session in May 2004, when a comprehensive general debate of the issues involved took place and the Committee agreed to utilize a five tier system initially proposed by the Bahamas, Greece and the International Association of Classification Societies (IACS), consisting of the following:

Tier I - Goals

High-level objectives to be met.

Tier II - Functional requirements

Criteria to be satisfied in order to conform to the goals.

  

Tier III - Verification of conformity

Procedures for verifying that the rules and regulations for ship design and construction conform to the goals and functional requirements.

Tier IV - Rules and regulations for ship design and construction

Detailed requirements developed by IMO, national Administrations and/or recognized organizations and applied by national Administrations, and/or recognized organizations acting on their behalf, to the design and construction of a ship in order to conform to the goals and functional requirements.

Tier V - Industry practices and standards

Industry standards, codes of practice and safety and quality systems for shipbuilding, ship operation, maintenance, training, manning, etc., which may be incorporated into, or referenced in, the rules and regulations for the design and construction of a ship.

The goal-based standards adopted at this session reflect tiers I to III.

Piracy and armed robbery against ships

The MSC reviewed the latest statistics on piracy and armed robbery against ships, and condemned all such acts (particularly off the coast of Somalia where piracy and armed robbery continues to be a menace to shipping) and urged, once again, all Governments and the shipping industry to intensify and coordinate their efforts to eradicate piracy and armed robbery against ships.

The number of acts of piracy and armed robbery against ships reported to the Organization to have occurred in 2009 was 406, against 306 during 2008, representing an increase of 32.7%. In the first four months of 2010, 135 incidents had been reported. The majority of actual attacks reported worldwide during 2009 had occurred in international waters, largely as a result of pirate activity in the waters off the coast of Somalia. Meanwhile, the numbers of attacks reported that had occurred in port facilities while the ships were at anchor or berthed, had shown a steady downward trend since the introduction of the International Ship and Port Facilities (ISPS) Code in 2004.

The Committee was updated on measures taken by IMO to assist States in implementing the Djibouti Code of Conduct concerning the repression of piracy and armed robbery against ships in the Western Indian Ocean and the Gulf of Aden. A Project Implementation Unit has been established within the Maritime Safety Division of IMO, charged with developing and implementing a detailed action plan, which will be supported by four key pillars: developing a robust legal framework, maritime situational awareness, exchange of information, and capacity-building to develop coast guard capabilities. The current focus, the Committee heard, is on establishing and developing the three information-sharing centres in Sana'a, Mombasa and Dar es Salaam; and the regional training facilities to be established in Djibouti as building blocks for overall coordination and co-operation within the region.

The Committee agreed to the establishment of a distribution facility at IMO headquarters in London, for the provision of flag State LRIT information to security forces operating in waters of the Gulf of Aden and the Western Indian Ocean, to aid their work in combating piracy and armed robbery against ships. The facility will give flag States the option to instruct ships flying their flags to provide LRIT information in the area and, in turn, allow security forces to receive such information.

The MSC adopted Guidelines on operational procedures for the promulgation of maritime safety information concerning acts of piracy and piracy counter-measure operations, which aims at facilitating the broadcast of navigational safety information originated by naval forces to merchant ships.

Lifeboat release hooks - adoption of amendment postponed to MSC 88

The Committee agreed to postpone (to MSC 88, in November-December 2010) the adoption of an amendment to SOLAS regulation III/1 in conjunction with the approval of Guidelines for evaluation and replacement of lifeboat on-load release mechanisms and adoption of the related amendments to the International Life-Saving Appliances (LSA) Code.

The proposed SOLAS amendment is intended to ensure new, stricter, safety standards for lifeboat release hooks, aimed at preventing accidents involving lifeboats, and will result in the review and possible replacement of a large number of release hooks for lifeboats, thereby requiring action from all involved parties, including flag States, manufacturers, shipowners, surveyors.

It was agreed that an intersessional Working Group on Lifeboat Release Hooks would meet in October 2010, to finalize the draft Guidelines, review the proposed SOLAS amendment and report to MSC 88.

International LRIT Data Exchange to be established at EMSA, Lisbon

The MSC agreed to the establishment, maintenance and operation of the International LRIT Data Exchange by the European Maritime Safety Agency (EMSA), in Lisbon, Portugal, from 2011, initially to 2013. The new international exchange will take over from the interim international exchange in the United States.

The Committee also approved a circular on Interim continuity of service plan for the LRIT system, for the period between MSC 87 and MSC 88, with a view to reviewing and finalizing the continuity of service plan for the LRIT system at MSC 88, in November-December 2010, taking into account the experience gained with its use and implementation.

Amendments to SOLAS and related mandatory Codes

As well as the amendments relating to goal-based standards, the MSC also adopted the following SOLAS amendments, with an expected entry force date of 1 January 2012:

Corrosion protection of cargo oil tanks

A new SOLAS regulation II-1/3-11 on Corrosion protection of cargo oil tanks of crude oil tankers, to require all such tanks to be protected against corrosion, with related performance standards also adopted;

Fire protection

Amendments to SOLAS regulation II-2/4.5.7 on Gas measurement and detection and to SOLAS regulation II-2/7.4.1 relating to fixed fire detection and fire alarm systems. Amendments to the International Code for Fire Safety Systems (FSS Code) were also adopted.

STCW amendments endorsed

The Committee endorsed draft amendments to the International Convention on Standards of Training, Certification and Watchkeeping for Seafarers (STCW) and its related Code, which will be considered for adoption by a diplomatic conference to be held in Manila, Philippines from 21 to 25 June 2010.

Implementation of the revised STCW Convention

The list of Parties deemed to be giving full and complete effect to the provisions of the International Convention on Standards of Training, Certification and Watchkeeping for Seafarers (STCW) 1978, as amended, was updated with the addition of two Parties, following the submission of the Secretary-General's report on those countries whose independent evaluations had been completed since the previous MSC meeting.

Other issues
The MSC considered other issues arising from the reports of Sub-Committees and other bodies, and took action as follows:

• Approved, for adoption at MSC 88, the International Code for the Application of Fire Test Procedures, 2010 (2010 FTP Code), which is a comprehensive revision of the Code, aimed at making it more user friendly and enhancing its uniform application;
• Adopted amendments to the International Maritime Dangerous Goods (IMDG) Code;
• Adopted amendments to the Code of Practice for the Safe Loading and Unloading of Bulk Carriers (BLU Code) and the Manual on Loading and Unloading of Solid Bulk Cargoes for Terminal Representatives, to update the two instruments in view of the mandatory International Maritime Solid Bulk Cargoes (IMSBC) Code, which is expected to become effective on 1 January 2011;
• Adopted the revised International SafetyNET Manual;
• Approved Safety Recommendations for decked fishing vessels of less than 12 metres in length and undecked fishing vessels, for concurrent endorsement by the International Labour Organization (ILO) and the Food and Agriculture Organization (FAO);
• Approved Guidelines for security-related training and familiarization for port facility personnel with and without security-related duties and Reminder in connection with shore leave and access to ships;
• Approved Interim Guidelines for the construction and equipment of ships carrying natural gas hydrate pellets (NGHP) in bulk;
• Adopted Performance Standards for Bridge Alert Management;
• Approved Amendments to the Code of Safe Practice for Cargo Stowage and Securing (CSS Code), Revised Guidelines for the preparation of the Cargo Securing Manual, Amendments to the Guidelines for securing arrangements for the transport of road vehicles on ro ro ships (resolution A.581(14)) and Amendments to the Elements to be taken into account when considering the safe stowage and securing of cargo units and vehicles in ships (resolution A.533(13)); and
• Adopted a number of new and amended ships' routeing systems and mandatory ship reporting systems.

Maritime Safety Committee (MSC), 89th session: 11 to 20 May 2011

​IMO's Maritime Safety Committee (MSC), which met at the Organization's London Headquarters for its 89th session from 11 to 20 May 2011, completed a packed agenda, including the development of interim guidance on the employment of privately contracted armed security personnel on board ships transiting the high-risk piracy area, the adoption of amendments to the International Convention for the Safety of Life at Sea (SOLAS) concerning lifeboat release hooks, an agreement on the way forward with regard to the implementation of the
Torremolinos Protocol on fishing vessel safety and the approval of a number of draft resolutions for submission to the IMO Assembly, to be held in November 2011.

Piracy and armed robbery against ships 
The MSC approved Interim Recommendations for flag States regarding the use of privately contracted armed security personnel on board ships in the High Risk Area (MSC.1/Circ.1406) and Interim Guidance to shipowners, ship operators, and shipmasters on the use of privately contracted armed security personnel (PCASP) on board ships in the High Risk Area (MSC.1/Circ.1405). Both sets of guidance are aimed at addressing the complex issue of the employment of private, armed security on board ships. These interim Circulars provide considerations on the use of privately contracted armed security personnel if and when a flag State determines that such a measure would be appropriate and lawful. They are not intended to endorse or institutionalize their use and do not represent any change of policy by the Organization in this regard.

The MSC also approved Guidelines to assist in the investigation of the crimes of piracy and armed robbery against ships, and adopted a resolution on the Implementation of Best Management Practice Guidance. 

 

Adoption of SOLAS amendments – lifeboat release mechanisms
The MSC adopted a new paragraph 5 of SOLAS regulation III/1 to require lifeboat on-load release mechanisms not complying with new International Life-Saving Appliances (LSA) Code requirements to be replaced no later than the first scheduled dry-docking of the ship after 1 July 2014 but, in any case, not later than 1 July 2019.

 

The SOLAS amendment, which is expected to enter into force on 1 January 2013, is intended to establish new, stricter, safety standards for lifeboat release and retrieval systems, aimed at preventing accidents during lifeboat launching, and will require the assessment and possible replacement of a large number of lifeboat release hooks.

 

The Committee also adopted Guidelines for evaluation of and replacement of lifeboat release and retrieval systems and related amendments to the LSA Code and associated amendments to the Revised recommendation on testing of life-saving appliances (resolution MSC.81(70)).

 

Member governments were encouraged to initiate, at the earliest opportunity, approval processes for new on-load release and retrieval systems that comply with the amendments to the LSA Code.

 

Implementation of the Torremolinos fishing vessel safety Protocol
The MSC agreed a draft Agreement on the Implementation of the 1993 Protocol relating to the 1977 Torremolinos Convention on the Safety of Fishing Vessels, aimed at achieving the entry into force of the technical provisions of the 1993 Torremolinos Protocol on fishing vessel safety. The Committee also agreed draft amendments to the 1993 Torremolinos Protocol, which would be attached to the Agreement, to facilitate the adoption of the Agreement.

 

Following this, countries could consider implementation of the 1993 Torremolinos Protocol under the terms and conditions contained in the Agreement (countries should give effect to the provisions of the 1993 Torremolinos Protocol under the terms of the Agreement, when they deposit an instrument of ratification). The Agreement would be a new, legally binding, instrument, offering a firm foundation to implement the amended provisions of the Torremolinos Protocol.

 

The MSC agreed to recommend several options to the IMO Council, so that the draft agreement could be adopted at the IMO Assembly in November 2011, or by a diplomatic conference in 2012. 

 

Future work to implement goal-based standards considered
The MSC was updated on progress made with the implementation of the International Goal-based Construction Standards for Bulk Carriers and Oil Tankers, which were adopted at its 87th session, along with the associated amendments to SOLAS Chapter II-1 making their application mandatory, as well as verification guidelines and the ship construction file. 

 

The MSC approved Generic guidelines for developing goal-based standards and agreed how the work on GBS should be progressed. The Committee also discussed its future work in the matter, including developing the safety level approach (SLA) in goal-based standards.

 

LRIT status updated
The MSC was updated on developments in relation to the establishment and testing of LRIT Data Centres (DCs) and the operation of the LRIT system since its last session, including the results of the first modification testing phase and the operation of an Information Distribution Facility (IDF) for the provision of flag State LRIT information to security forces operating in waters off the Gulf of Aden and the western Indian Ocean.

 

The MSC agreed that the transfer of operations of the International LRIT Data Exchange (IDE) from the temporary facility in the United States to the facility at the European Maritime Safety Agency in Lisbon, Portugal, should be conducted before 31 December 2011. 

 

The MSC also reviewed the performance review and audit reports of the IDE and DCs submitted by the International Maritime Satellite Organization (IMSO), as the LRIT coordinator, together with its findings and recommendations; and issues concerning the long-term operational and financial viability of the LRIT system.

Implementation of mandatory IMO audit scheme

Following significant progress made by the Sub-Committee on Flag State Implementation (FSI) towards making the Voluntary IMO Member State Audit Scheme mandatory, the MSC approved the proposed draft IMO Instruments Implementation Code (IIIC), which would be the proposed new title for the mandatory version of the current Code for the implementation of mandatory IMO instruments, 2011. The draft IMO Instruments Implementation Code will also be forwarded for consideration and approval by the Marine Environment Protection Committee (MEPC), and then to the Assembly, for adoption at an appropriate future session.

 

Draft Assembly resolutions approved
The MSC approved, for submission to the IMO Assembly in November 2011:

• the draft Revised Recommendations for entering enclosed spaces aboard ships;
• the new draft International Code on Enhanced Programme of Inspections during Surveys of Bulk Carriers and Oil Tankers, 2011 (2011 ESP Code);
• draft amendments to the International Convention on Load Lines (LL), 1966, to shift the Winter Seasonal Zone off the southern tip of Africa further southward by 50 miles;
• the draft Code of Safe Practice for Ships Carrying Timber Deck Cargoes, 2011 (2011 TDC Code), revising and updating the original code adopted in 1973;
• the draft  IMO/World Metereological Organization (WMO) Worldwide Met-ocean information and warning service guidance document;
• the draft Revised procedures for Port State Control, 2011;
• the draft revised Survey Guidelines under the Harmonized System of Survey and Certification, 2011, which include references to relevant amendments to statutory instruments entering into force up to and including 31 December 2011; and
• the draft revised and updated (non-mandatory) Code for the implementation of mandatory IMO instruments, 2011, to include the requirements deriving from amendments to relevant IMO mandatory instruments that will enter into force up to and including 1 July 2012.

 

Other issues
In connection with other issues arising from the reports of IMO Sub-Committees and other bodies, the MSC:

 

• adopted amendments to the International Maritime Solid Bulk Cargoes Code (IMSBC), to revise individual schedules for a number of cargoes;
• adopted amendments to Part B of the International Code on Intact Stability, 2008 (2008 IS Code) relating to application of the 2009 MODU Code for Mobile offshore drilling units (MODU Code); 
• approved Guidelines on tank entry for tankers using nitrogen as an inerting medium;
• approved the IMO User Guide to SOLAS chapter XI-2 and the ISPS Code; and
• approved amendments to update the IMO/International Labour Organization (ILO)/ United Nations Economic Commission for Europe (UNECE) Guidelines for packing of cargo transport units (CTUs), to be forwarded to ILO and the UNECE for concurrent endorsement.

PREVIEW: MARITIME SAFETY COMMITTEE (MSC), 88 Th SESSION:24 NOV. -- 3 DEC.2010

Mandatory fire test procedures Code and improvements to life boat release hooks set to be adopted by IMO Maritime Safety meeting

Amendments to the International Convention for the Safety of Life at Sea (SOLAS) to
make mandatory the International Code for the Application of Fire Test Procedures (2010 FTP Code)  and to  improve lifeboat release hooks  are set to be adopted when IMO's Maritime Safety Committee (MSC) meets at the Organization's London Headquarters for its 88th session from 24 November to 3 December 2010. 

The busy agenda also includes discussion on piracy and armed robbery against ships off the coast of Somalia and in the Gulf of Aden and the implementation of the Long-Range Identification and Tracking of ships (LRIT) system.

2010 FTP Code to be adopted
The draft 2010 FTP Code, along with relevant SOLAS amendments to make it mandatory, will be considered for adoption.

 

The 2010 FTP Code provides the international requirements for laboratory testing, type-approval and fire test procedures for products referenced under SOLAS chapter II-2. It comprehensively revises and updates the current Code, adopted by the MSC in 1996.

 

The 2010 FTP Code includes the following tests: non-combustibility; smoke and toxicity; test for “A”, “B” and “F” class divisions; test for fire door control systems; test for surface flammability (surface materials and primary deck coverings); test for vertically supported textiles and films; test for upholstered furniture; test for bedding components; test for fire-restricting materials for high-speed craft; and test for fire-resisting divisions of high-speed craft.

 

It also includes annexes on Products which may be installed without testing and/or approval and Fire protection materials and required approval test methods. 

 

Lifeboat release mechanisms amendments to be adopted
The MSC will consider the adoption of a draft amendment to SOLAS regulation III/1, to require lifeboat on-load release mechanisms not complying with new International Life-Saving Appliances (LSA) Code requirements, to be replaced no later than the next scheduled dry-docking of the ship, following entry into force of the SOLAS amendment. Related amendments to the LSA Code, which require safer design of on-load release mechanisms, will also be considered for adoption.

 

Furthermore, the Committee will consider for approval draft Guidelines for evaluation and replacement of lifeboat release and retrieval systems, referred to in the draft amendment to SOLAS regulation III/1. The guidelines and related proposed SOLAS amendment were finalized by an intersessional working group which met in October 2010. 

 

The proposed SOLAS amendment is intended to ensure new, stricter, safety standards for lifeboat release hooks, aimed at preventing accidents involving lifeboats, and will result in the review and possible replacement of  a large number of release hooks for lifeboats, thereby requiring action from all involved parties, including flag States, manufacturers, shipowners, surveyors.

 

Other amendments for adoption 
The MSC will also consider for adoption:

 

• draft amendments to SOLAS regulation V/18 to require annual testing of  automatic identification system (AIS);

• draft amendments to SOLAS regulation V/23 on pilot transfer arrangements, to update and to improve safety aspects for pilot transfer;

• draft amendments to safety certificates in the SOLAS appendix and SOLAS Protocol of 1988, relating to references to alternative design and arrangements;

• draft amendments to the International Convention for Safe Containers, 1972, to include addition of new paragraphs in Regulation 1 Safety Approval Plate, specifying the validity and elements to be included in approved examination programmes; the addition of a new test for containers being approved for operation with one door removed; and the addition of a new annex III Control and Verification, which provides specific control measures to enable authorized officers to assess the integrity of structurally sensitive components of containers and to help them decide whether a container is safe to continue in transportation or whether it should be stopped until remedial action has been taken; and

• a draft new chapter 9 of the International Code for Fire Safety Systems (FSS Code), related to fixed fire detection and fire alarm systems.

 

Piracy and armed robbery against ships to be discussed
The MSC will review the latest statistics on piracy and armed robbery against ships, in particular in relation to the situation off the coast of Somalia and in the Gulf of Aden, where ships continue to be attacked and hijacked, despite the concerted efforts of the international community, spearheaded by IMO, navies and the industry, to protect shipping. The Committee will be updated on measures taken by IMO to assist States in implementing the Djibouti Code of Conduct concerning the repression of piracy and armed robbery against ships in the western Indian Ocean and the Gulf of Aden.

 

The MSC will be invited to consider draft guidelines for the care of seafarers and other persons on board who have been subjected to acts of piracy and armed robbery against ships and a proposal to reflect special measures to prevent and suppress piracy and armed robbery against ships in the ship security plans required under the International Ship and Port Facility (ISPS) Code.

 

LRIT status to be updated
The MSC will be updated on the status of the establishment of the global LRIT system, including the establishment of the International LRIT Data Exchange by the European Maritime Safety Agency (EMSA), in Lisbon, Portugal. 

Information from the continuous review and audit conducted by the LRIT Coordinator of the performance of the International LRIT Data Exchange and all LRIT Data Centres; the report of the ninth meeting of the Ad Hoc LRIT Group, which met in September 2010; and information concerning the modification testing phase and the continuity of services of the LRIT system will be available for review by the MSC. 

 

Future work to implement goal-based standards to be considered
The MSC will monitor the progress made with the implementation of the International Goal-based Construction Standards for Bulk Carriers and Oil Tankers, which were adopted at its last session, along with the associated amendments to SOLAS Chapter II-1 making their application mandatory, as well as verification guidelines and the ship construction file.

 

The Committee will also discuss its future work in the matter, including the completion of generic guidelines for developing goal-based standards.

 

Safe manning: draft resolution and SOLAS amendments to be considered for approval
The MSC will be invited to approve revised Principles of Safe Manning, with a view to adoption by the IMO Assembly next year, and amendments to SOLAS regulation V/14 relating to mandatory requirements for determining safe manning, with a view to adoption by MSC 90, which will be held in 2012.  

 

Follow up to 2010 Manila conference
The MSC will receive a report on the outcome of the 2010 Conference of Parties to the International Convention on Standards of Training, Certification and Watchkeeping for Seafarers (STCW), 1978, held from 21 to 25 June 2010 in Manila, the Philippines, which adopted the Manila amendments to the STCW Convention and Code along with a number of resolutions.

 

STCW Convention: independent evaluations to be considered 
The list of Parties deemed to be giving full and complete effect to the provisions of the STCW Convention, as amended, is expected to be updated when the Secretary-General submits his report on those countries whose independent evaluations have been completed since the previous MSC meeting.

 

Other issues
In connection with other issues arising from the reports of IMO Sub-Committees and other bodies, the MSC will be invited to:

 

• adopt a number of new and amended ships’ routeing systems and mandatory ship reporting systems, which have been approved by the Sub-Committee on Safety of Navigation (NAV);
• review a series of recommendations submitted by the Sub-Committee on Flag State Implementation (FSI) associated with the consideration of possible ways in which the Code for the implementation of mandatory IMO instruments (which is used as the audit standard for the Voluntary IMO Member State Audit Scheme) and auditing could be made mandatory – in particular, the issue of how to introduce the Code and auditing into the annexes to some or all of the 10 instruments covered by the Code;
• in the context of the above-mentioned Audit Scheme, review the analysis of the first three consolidated audit summary reports;
• review the progress made in the development of a new code for recognized organizations;
• approve draft amendments to the LSA Code to require lifeboats to “be of international or vivid reddish orange, on all parts where this will assist detection at sea” and to delete the reference to allowing “a comparably highly visible colour”;
• approve draft amendments to SOLAS regulation II-2/20, regarding fixed gas and water-spraying fire-extinguishing systems for vehicle, ro-ro, container and general cargo spaces, with a view to subsequent adoption;
• approve draft amendments to SOLAS regulation II-2/9, concerning fire integrity of bulkheads and decks separating adjacent spaces of ro ro spaces for passenger ships carrying not more than 36 passengers and cargo ships, with a view to subsequent adoption; and
• approve supplementary advice on the draft IMO position on the World Radiocommunications Conference 2012 agenda items concerning matters relating to maritime services.

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