MSC also placed unsafe mixed migration by sea on its agenda and considered cyber security matters. It adopted new ships’ routeing measures and a number of circulars arising from items put forward by the sub-committees.
As for the IGF Code, the use of gas as fuel, particularly LNG, has increased in recent years, due to lower sulphur and particulate emissions than fuel oil or marine diesel oil. However, gas and other low-flashpoint fuels pose their own set of safety challenges, which need to be properly managed. As a result,the code aims to minimise the risk to the ship, its crew and the environment, having regard to the nature of the fuels involved, the IMO said.
Amendments to SOLAS chapter II-1 (Construction – structure, subdivision and stability, machinery and electrical installations), include amendments to Part F, to provide a methodology for alternative design and arrangements for machinery, electrical installations and low-flashpoint fuel storage and distribution systems; plus a new Part G - Ships using low-flashpoint fuels, to add new regulations to require ships constructed after the expected date of entry into force of 1st January, 2017 to comply with the requirements of the IGF Code, together with related amendments to chapter II-2 and Appendix (certificates).
The new code contains mandatory provisions for the arrangement, installation, control and monitoring of machinery, equipment and systems using low-flashpoint fuels, focusing initially on LNG.
It addresses all areas that need special consideration for the use of low-flashpoint fuels, with goals and functional requirements specified for each section forming the basis for the design, construction and operation of ships using this type of fuel.
The MSC also adopted related amendments to STCW, and STCW Code, to include new mandatory minimum requirements for the training and qualifications of Masters, officers, ratings and other personnel on ships subject to the IGF Code. The amendments will also enter into force on 1st January, 2017, in line with the SOLAS amendments related to the IGF Code.
MSC also adopted amendments to SOLAS regulations II-2/4.5 and II-2/11.6, clarifying the provisions related to the secondary means of venting cargo tanks in order to ensure adequate safety against over- and under-pressure in the event of a cargo tank isolation valve being damaged or inadvertently closed, and SOLAS regulation II-2/20 relating to performance of ventilation systems. The expected entry into force date is again on 1st January, 2017.
During a special session, the committee agreed that urgent action was needed to prevent huge losses of life given the forecast increase in unsafe mixed migration by sea. The meeting stressed the need for the international community to make greater efforts to address unsafe migration through more safe and regular migration pathways, and taking action against criminal smugglers.
To progress work on aspects of this problem that come under the auspices of IMO, the committee agreed to place an agenda item on its work programme.
MSC also asked the sub-committee on navigation, communications and search and rescue (NCSR) to review the industry-developed guidance on ‘Large-scale rescue operations at sea: Guidance on ensuring the safety and security of seafarers and rescued persons’, to promulgate it as an IMO circular.
Cyber security was also discussed. The meeting considered a number of submissions, agreeing that it was an important and timely issue. The MSC noted that the shipping industry round table was developing guidance on cyber security on board ships, to be submitted to the next Facilitation Committee (FAL 40) and MSC 96 in 2016.
The Committee urged member states and international organisations to collaborate on proposals for guidance on maritime cyber security and submit them to the next session.
An MSC circular on Best Management Practices (BMP) for protection against Somalia based piracy was approved, which called for the amendment of the HRA co-ordinates in BMP 4, following a proposal by Egypt to remove the Gulf of Suez and the Red Sea from the HRA definition.
The circular noted that the HRA as defined in the BMP is susceptible to change based on changes in the actual threat circumstances. Currently, for the purpose of BMP, the HRA is set as ‘an area bounded by Suez and the Strait of Hormuz to the North, 10 deg S and 78 deg E.’
MSC also approved revised interim recommendations for flag States regarding the use of privately contracted armed security personnel on board ships in the HRA to recommend that private maritime security companies (PMSC) employing privately contracted armed security personnel (PCASP) on board ships should hold valid, accredited, certification to ISO 28007-1:2015 (Ships and marine technology – Guidelines for PMSCs providing PCASPs on board ships) or meet applicable national requirements.
The meeting also approved the following, for adoption at a future session:
• Draft amendments to the STCW Convention and part A and B of the STCW Code related to revised training requirements for Masters and deck officers on board ships operating in polar waters.
• Draft amendments to chapter 8 of the International Code for Fire Safety Systems (FSS Code) regarding prevention of internal corrosion and clogging of sprinklers and draft new chapter 17 of the FSS Code, containing mandatory requirements for helicopter facility foam fire-fighting appliances.
In addition, MSC approved a plan for continued work on goal-based standards safety level approach (GBS-SLA), over the next three sessions. The outcome of the development of functional requirements for SOLAS chapter III (life-saving appliances) by the sub-committee on ship systems and equipment (SSE) will be considered.
Progress was also made during the session on developing the draft interim guidelines for the application of the GBS-SLA, and the MSC asked member governments and international organisations to submit comments and proposals on them to the next session.
The circular on the generic guidelines for developing IMO goal-based standards was approved. The revised guidelines specify structure and contents of functional requirements to be used in GBS and give examples. The MSC noted that, by the end of March, 2015, all five GBS verification audit teams had delivered their interim reports, which included 13 reports on relevant recognised organisations (ROs); and two interim reports on IACS common packages.
Five audit teams are scheduled to provide their final reports to the secretary general and relevant ROs by the end of this month. The secretariat will then submit these reports to MSC 96 for approval.
Under the GBS standards, construction rules for tankers of classification societies, which act as ROs, or national administrations, must be verified, based on the guidelines for verification of conformity with goal-based ship construction standards for tankers.