Maritime Safety Committee - 80th session: 11-20 May 2005
Opening
address by the Secretary-General
Basic principles
and goals for goal-based standards (GBS) for new ship construction were agreed
in principle by IMO's Maritime Safety Committee (MSC) when it met at the Organization's
London Headquarters for its 80th session from 11 to 20 May 2005.
Other important
issues on the MSC agenda included the adoption of revised provisions for subdivision
and stability in SOLAS chapter II-1 Construction - Structure, subdivision
and stability, machinery and electrical installations, continued work on
passenger ship safety and consideration of issues surrounding the implementation
of the maritime security measures adopted by IMO.
Goal-based
new ship construction standards
The five-tier system on which the development of GBS is being based consists
of goals (Tier I), functional requirements (Tier II), verification of compliance
criteria (Tier III), technical procedures and guidelines, classification rules
and industry standards (Tier IV) and codes of practice and safety and quality
systems for shipbuilding, ship operation, maintenance, training, manning, etc.
(Tier V).
The MSC agreed
in principle with the basic principles of goal-based standards and with the
Tier I goals developed by the Working Group on Goal-based New Ship Construction
Standards.
The agreed
basic principles state that IMO goal-based standards are:
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broad,
over-arching safety, environmental and/or security standards that ships
are required to meet during their lifecycle; |
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the
required level to be achieved by the requirements applied by class societies
and other recognized organizations, Administrations and IMO; |
| · |
clear,
demonstrable, verifiable, long standing, implementable and achievable, irrespective
of ship design and technology; and |
| · |
specific
enough in order not to be open to differing interpretations.
|
The Tier 1 goals
are based on the premise that - for all new ships - "ships are to be designed
and constructed for a specified design life and to be safe and environmentally-friendly,
when properly operated and maintained under the specified operating and environmental
conditions, in intact and specified damage conditions, throughout their life".
The Working Group also made progress on developing the Tier II functional requirements,
agreeing that for new oil tankers and bulk carriers in unrestricted navigation
(the ship is not subject to any geographical restrictions (i.e. any oceans,
any seasons) except as limited by the ship's capability for operation in ice);
the specified design life is not to be less than 25 years and they should be
designed in accordance with North Atlantic environmental conditions and relevant
long-term sea state scatter diagrams. Other functional requirements for these
ship types were agreed by the Working Group, including those relating to structural
strength, fatigue life, residual strength, protection against corrosion and
so on.
The MSC approved the work plan for future work on GBS and agreed to establish
a Correspondence Group to develop draft Tier III criteria for the verification
of compliance.
The work
plan for future work includes; consideration of the probabilistic risk-based
methodology in the framework of GBS; completion of Tier II - functional requirements;
development of Tier III - verification of compliance criteria; implementation
of GBS; incorporation of GBS into IMO instruments; development of a ship construction
file and consideration of the need for the development of a ship inspection
and maintenance file; and consideration of the need to review consistency and
adequacy of scope across the tiers.
Revised
SOLAS chapter II-1 adopted
The revision of SOLAS chapter II-1 is intended to harmonize the provisions on
subdivision and damage stability for passenger and cargo ships. The revised
provisions in parts A, B and B-1 will be applicable to new ships built after
the expected entry into force date of 1 January 2009.
The amendments, which have been intensively developed over the past decade,
are based on the "probabilistic" method of determining damage stability,
which is itself based on the detailed study of data collected by IMO relating
to collisions. Because it is based on statistical evidence concerning what actually
happens when ships collide, the probabilistic concept is believed to be far
more realistic than the previously-used "deterministic" method.
The revision
has taken into account the results of the HARDER (Harmonisation of Rules and
Design Rational) research project: a project undertaken by a consortium of European
industrial, research and academic institutions to study the probabilistic approach
for assessing a ship's damage stability and to develop new criteria and indexes
for subdivision based on probability of survival, taking into account effects
from waves, heeling moments, cargo shift, transient effects and equalization
arrangements.
Bulk
carrier construction standards - interpretations
The Committee considered requests by Members for the preparation of interpretations
to the revised SOLAS chapter XII, which was adopted by MSC 79 in December 2004
and is expected to enter into force on 1 July 2006, and agreed a circular giving
unified interpretations relating to regulation XII/4.2 - Damage stability
requirements applicable to bulk carriers and regulation XII/5.2 - Structural
strength of bulk carriers. With respect to regulation XII/6 Structural and
other requirements for bulk carriers, the Committee agreed to establish an intersessional
working group, to meet in September 2005, in order to prepare a unified interpretation
of SOLAS regulations XII/6.5.1 and 6.5.3. The working group will submit its
report to the Technical Committee of the 24th Assembly in November-December
2005 for consideration and appropriate action.
Voluntary
IMO Member State Audit Scheme and draft Code for the implementation of mandatory
IMO instruments
The Audit Scheme is designed to help promote maritime safety and environmental
protection by assessing how effectively Member States implement and enforce
relevant IMO Convention standards, and by providing them with feedback and advice
on their current performance.
The MSC reviewed the report of the third session of the Joint MSC/MEPC/TCC Working
Group on the Voluntary IMO Member State Audit Scheme and approved the draft
Code for the implementation of mandatory IMO instruments, which was developed
by the Sub-Committee on Flag State Implementation (FSI) to be the audit standard
under the Audit Scheme. The Audit Scheme and the Code will be considered by
the IMO Council in June 2005 with a view to their formal adoption by the IMO
Assembly in November 2005.
The MSC agreed to recommend to the Council that security issues be removed from
the Audit Scheme and Code at this time, but agreed to develop, at an appropriate
time, suitable provisions for the eventual inclusion of other safety- and security-related
issues in the Audit Scheme and Code, taking into account the experience gained
from the implementation of the Scheme and salient safety- and security-related
issues.
The MSC endorsed Guidance to auditors on the STCW Convention areas to be
covered by the Audit Scheme; the draft Pre-audit questionnaire; and
the draft Assembly resolutions on the adoption of the Code for the implementation
of mandatory IMO instruments and on the Framework and Procedures for
the Voluntary IMO Member State Audit Scheme.
Other amendments to SOLAS
The MSC adopted other amendments to SOLAS, with an expected entry into force
date of 1 January 2007, including:
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New
SOLAS regulation II-1/3-7 to require ship construction drawings to be maintained
on board and ashore. |
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New
SOLAS regulation II-1/3-8 concerning towing and mooring equipment. The regulation
will require all ships to be provided with arrangements, equipment and fittings
of sufficient safe working load to enable the safe conduct of all towing
and mooring operations associated with the normal operation of the ship.
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New SOLAS regulation II-1/23-3 concerning water level detectors in the cargo
hold(s) on new single hold cargo ships other than bulk carriers.Amendment
to SOLAS regulation II-1/31 Machinery control to restrict the application
of propulsion control automation systems to new ships only. |
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Amendment
to SOLAS regulation II-1/31 Machnery control to restrict the application
of propulsion control automation systems to new ships only. |
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(With expected
entry into force of 1 January 2009) New SOLAS regulations XI-1/3-1 and
amendments to regulation XI-1/5 on the mandatory company and registered
owner identification number.
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Also
(expected entry into force of 1 January 2009) amendments to add the IMO
unique company and registered identification number to relevant certificates
and documents in the International Management Code for the Safe Operation
of Ships and for Pollution Prevention (the ISM Code) and International ship
and Port Facility Security (ISPS) Code. |
Amendments
to the Guidelines on the enhanced programme of inspections during surveys of
bulk carriers and oil tankers (resolution A.744(18)), as amended
The amendments to the Guidelines on the enhanced programme of inspections
during surveys of bulk carriers and oil tankers (resolution A.744(18)), as amended,
incorporate some elements of the Condition Assessment Scheme (CAS) required
for certain single hull tankers under the revised MARPOL regulation I/13G and
include re-organization of the guidelines to include a new section on survey
guidelines for the inspection of double hull tankers. The date for entry into
force is 1 January 2007.
Passenger
ship safety
The MSC agreed a revised work plan for the on-going work by the relevant Sub-Committees
on passenger ship safety, the guiding philosophy for which is based on the premise
that the regulatory framework should place more emphasis on the prevention of
a casualty from occurring in the first place and that future passenger ships
should be designed for improved survivability so that, in the event of a casualty,
persons can stay safely on board as the ship proceeds to port.
The MSC approved
the definition for the time for orderly evacuation and abandonment as "the
time, beginning when the casualty threshold is exceeded until all persons have
safely abandoned the ship, in which the ship remains viable for this purpose".
The MSC agreed that, in the event that the casualty exceeds the threshold for
return to port, an additional casualty scenario, for design purposes, should
be developed. The MSC instructed the Fire Protection (FP) and Stability, Load
Lines and Fishing Vessel Safety (SLF) Sub-Committees to develop these scenarios
to support the concept that a passenger ship should remain viable for at least
three hours, to allow for safe, orderly evacuation and abandonment.
It was agreed
that the casualty threshold is the amount of damage a ship is able to withstand,
according to the design basis, and still safely return to port.
The aim is
to complete the work on passenger ship safety by 2006.
The MSC also
agreed that the World Maritime University (WMU) should begin a project to co-ordinate
a search and rescue (SAR) research programme related to passenger ship safety.
The first phase, to be implemented from May 2005 to April 2006, will include
initial data collection and reporting on the state of the art and current research
efforts and results in the subject area. The MSC requested the IMO Secretary-General
to include in his budget proposal for the 2006-2007 biennium an amount equivalent
to US$90,000 in order to implement phase 2 of the project, which would include
further work in data collection from sources not identified by the Member States;
development of an on-line database of current research; and the organization
of a workshop/seminar on the subject area, to include the research community
as well as other stakeholders.
Measures
to enhance maritime security
The MSC considered issues relating to the implementation of the special measures
to enhance maritime security which were adopted in 2002 and entered into force
on 1 July 2004.
The MSC approved
draft amendments to the STCW Convention on Requirements for the issue of
certificates of proficiency for ship security officers; draft amendments
to part A of the STCW Code on Training requirements for issue of certificates
of proficiency for ship security officers; and related draft amendments
to part B of the STCW Code on Guidance regarding training for ship security
officers. The drafts will be circulated with a view to adoption at MSC 81
in 2006.
The proposed
amendments to the STCW Convention and to parts A and B of the STCW Code require
candidates for a certificate of proficiency as a ship security officer to demonstrate
the knowledge to complete a range of tasks, duties and responsibilities, including:
maintenance and supervision of the implementation of a ship security plan; assessment
of security risk, threat, and vulnerability; undertaking regular inspections
of the ship to ensure that appropriate security measures are implemented and
maintained; ensuring that security equipment and systems, if any, are properly
operated, tested and calibrated; and encouraging security awareness and vigilance.
The MSC also
approved for circulation as MSC circulars:
Guidelines on the training and certification of Company Security Officers
(CSOs); Guidance on the access of public authorities, emergency response
services and pilots onboard ships to which SOLAS chapter XI-2 and the ISPS Code
apply; Guidance on the priority and testing of ship security alert system;
and Interim scheme for the compliance of certain cargo ships with the special
measures to enhance maritime security.
The MSC
also adopted amendments to resolution A.959(23) on Format and guidelines
for the maintenance of the continuous synopsis record intended to update
the CSR format to include the registered owner and the company identification
numbers and to address a number of practical difficulties encountered during
the transfer of ships between flags.
Long-range
identification and tracking of ships
The Working Group on Maritime Security held extensive discussions relating to
proposed draft amendments to SOLAS to include a new regulation on long-range
identification and tracking of ships (LRIT). The purpose of the proposed draft
regulation is to establish a mechanism for the collection from ships of LRIT
information for security, search and rescue and any other purpose as determined
by the Organization and also a scheme for the provision of LRIT information
to Contracting Governments. The ships which are required to comply with SOLAS
chapter XI-2 and the ISPS Code would be required to transmit LRIT information.
The Committee
noted that there were still a number of outstanding technical issues to be resolved
and agreed that an intersessional working group should meet ahead of the 10th
session of the COMSAR Sub-Committee in early 2006 so that COMSAR 10 would be
able to finalize the work. The COMSAR correspondence group on LRIT was also
tasked with considering a number of technical issues, so as to enable COMSAR
10 to complete its own work on LRIT.
The Committee
also authorized the convening of an MSC intersessional working group on LRIT,
not later than seven months before MSC 81, for the purpose of developing draft
SOLAS amendments on LRIT to be circulated with a view to consideration and adoption
at MSC 81.
Formal
safety assessment
The MSC reviewed the report of the Joint MSC/MEPC Working Group on Formal Safety
Assessment (FSA) which met during the session.
The MSC approved, subject to MEPC concurrence, draft amendments to the Guidelines
for Formal Safety Assessment (FSA) for use in the IMO rule-making process
(MSC/Circ.1023 -MEPC/Circ.392) and a draft revised MSC/MEPC circular.
The amendments include revisions to section 3 Methodology, including
the addition of a paragraph outlining the need for data on incident reports,
near misses and operational failures to be reviewed objectively and their reliability,
uncertainty and validity to be assessed and reported. The assumptions made and
limitations of these data must also be reported.
The MSC agreed to establish a Correspondence Group to further consider unresolved
issues in particular concerning inconsistent results of different FSAs on the
same subject and clarifications of the technology used for particular FSAs.
The MSC also
agreed on the establishment, when necessary, of an FSA Group of Experts for
the purpose of reviewing an FSA study if the Committee plans to use the study
for making a decision on a particular issue. A flow-chart for the FSA review
process was agreed. The MSC agreed in principle that the proposed expert group
would undertake to review FSA studies on specific subjects submitted to the
Organization, as directed by the Committee(s) and prepare relevant reports for
submission to the Committee(s). The structure of the group of experts was left
open for future discussion, though the Committee agreed, in principle, that
members participating in the expert group should have risk assessment experience;
a maritime background; and knowledge/training in the application of the FSA
Guidelines.
Implementation of the revised STCW Convention
The list of Parties confirmed by the Committee as having communicated information
demonstrating full and complete effect to the relevant provisions of the International
Convention on Standards of Training, Certification and Watchkeeping for Seafarers
(STCW), 1978, as amended, was updated.
The MSC also agreed an MSC circular on Promulgation of information related
to reports of independent evaluation submitted by Parties to the International
Convention on Standards of Training, Certification and Watchkeeping for Seafarers
(STCW), 1978, as amended, confirmed by the Maritime Safety Committee to have
communicated information which demonstrates that Parties are giving full and
complete effect to the relevant provisions of the Convention. The circular
provides information on the due date of the report of independent evaluation;
the date of the report of the independent evaluation communicated to the Secretary
General (if applicable); and the outcome of the process of evaluation of the
reports of independent evaluation communicated by the STCW Parties demonstrating
that they are continuing to give full and complete effect to the relevant provisions
of the STCW Convention.
Training
of crew in launching/recovering operations of fast rescue boats and means of
rescue in adverse weather conditions
The MSC approved draft amendments to part A of the STCW Code regarding additional
training requirements for the launching and recovery operations of fast rescue
boats, with a view to their adoption at MSC 81. It agreed an MSC circular on
Guidance on training for fast rescue boats launch and recovery teams and
boat crews.
Officers
on Wing-in-Ground craft
The MSC approved general principles and recommendations for knowledge, skills
and training for officers on Wing-in-Ground (WIG) craft operating in both displacement
and ground effect modes. They will be forwarded to the International Civil Aviation
Organization (ICAO) for consideration.
Revision
of the Code for investigation of marine casualties and incidents
Noting that the Sub-Committee on Flag State Implementation (FSI) had expressed
overwhelming support for the idea of making the Code for the investigation
of marine casualties and incidents mandatory, in full or in part, the MSC
instructed the FSI Sub-Committee to develop a draft revised Code; to determine
whether the revised Code itself or parts thereof should be made mandatory; and
to provide recommendations as to how such a revised code should be made mandatory,
in full or in part.
Study
on incidents of explosions on chemical and product carriers
The MSC strongly urged the relevant flag States to provide IMO with reports
on the investigations into a number of incidents of explosions on chemical and
product carriers, for analysis by the Inter Industry Working Group (IIWG)1
which was established to study the reported incidents of explosions on chemical
and product carriers.
Reports
on marine casualties and incidents
The Committee approved, subject to MEPC's concurrent decision, a draft MSC/MEPC
circular on Reports on marine casualties and incidents, superseding MSC/Circ.953
- MEPC/Circ.372.
Certificates
and documentation
The Committee approved a draft amendment to the 1988 SOLAS Protocol, with a
view to its adoption at MSC 81, relating to the extension of the five-year period
of validity of the Cargo Ship Safety Construction Certificate or the Cargo Ship
Safety Certificate, in certain cases. In all cases, the interval between any
two inspections of the outside of the ship's bottom shall not exceed 36 months.
The MSC also approved, subject to MEPC's concurrent decision, a draft MSC/MEPC
circular on Recommended conditions for extending the period of validity of
a certificate and a draft MSC/MEPC circular on Interpretations of the
date of completion of the survey and verification on which the certificates
are based.
Another draft
MSC/MEPC circular, on Retention of original records/documents on board ships,
was approved. It addresses the fact that because ships often travel between
multiple jurisdictions, the retention of the original records/documents on board
the ship is the primary method of attesting to their compliance. Only in exceptional
circumstances, should the original records/documents be removed and replaced
by certified copies. It was agreed to bring the draft circular to the attention
of the IMO/ILO Joint Working Group on the Fair treatment of Seafarers.
Transfer
of class-related matters
The MSC approved, subject to MEPC's concurrent decision, a draft MSC/MEPC circular
on Guidelines for Administrations to ensure the adequacy of transfer of class-related
matters between recognized organizations (ROs).
Deficiencies
in hydrographic surveying and nautical charting worldwide
The MSC agreed an MSC circular to include a note by the International Hydrographic
Organization (IHO) highlighting deficiencies in hydrographic surveying and nautical
charting worldwide and their impact on safety of navigation and protection of
the marine environment. The circular reminds States of their obligations to
establish hydrographic services in order to fulfil their obligations for surveying,
charting and updating as specified in SOLAS chapter V. the MSC urged States
to take action to remedy the situation.
List
of Circulars and resolutions
| Resolutions
adopted |
|
| Resolution
MSC.194(80) |
Adoption
of amendments to the International Convention for the Safety of Life at
Sea, 1974, as amended |
| Resolution
MSC.195(80) |
adoption
of amendments to the International Management Code for the Safe Operation
of Ships and for Pollution Prevention (International Safety Management (ISM)
Code) |
| Resolution
MSC.196(80) |
Adoption
of amendments to the International Code for the Security of Ships and of
Port Facilities (International Ship and Port Facility Security (ISPS) Code) |
| Resolution
MSC.197(80) |
Adoption
of amendments to the Guidelines on the enhanced programme of inspections
during surveys of bulk carriers and oil tankers (resolution A.744(18), as
amended) |
| Resolution
MSC.198(80) |
Adoption
of amendments to the format and guidelines for the maintenance of the Continuous
Synopsis Record (CSR) (resolution A.959(23)) |
| Resolution
MSC.199(80) |
Adoption
of amendments to provision of radio services for the Global Maritime Distress
and Safety System (GMDSS) (resolution A.801(19)) |
| Resolution
MSC.200(80) |
Adoption
of amendments to the revised recommendation on testing of life-saving appliances |
Circulars
approved by MSC 80
| MSC
circulars |
|
| MSC/Circ.1002/Corr.1 |
Guidelines
on alternative design and arrangements for fire safety |
| MSC/Circ.1154 |
Guidelines
on training and certification for company security officers |
| MSC/Circ.1155 |
Guidance
on the message priority and the testing of ship security alert systems |
| MSC/Circ.1156 |
Guidance
on the access of public authorities, emergency response services and pilots
onboard ships to which SOLAS chapter XI-2 and the ISPS Code apply |
| MSC/Circ.1157 |
Interim
scheme for the compliance of certain cargo ships with the special measures
to enhance maritime security |
| MSC/Circ.1158 |
Unified
interpretation of SOLAS chapter II-1 |
| MSC/Circ.1159 |
Guidelines
on the provision of stability-related information for bulk carriers |
| MSC/Circ.1160 |
Manual
on loading and unloading of solid bulk cargoes for terminal representatives |
| MSC/Circ.1161 |
Guidance
on training for fast rescue boats launch and recovery teams and boat crews |
| MSC/Circ.1162 |
General
principles and recommendations for knowledge, skills and training for officers
on wing-in-ground (WIG) craft operating in both displacement and ground
effect modes |
| MSC/Circ.1163 |
Parties
to the International Convention on Standards of Training, Certification
and Watchkeeping for Seafarers (STCW), 1978, as amended, confirmed by the
Maritime Safety Committee to have communicated information which demonstrates
that full and complete effect is given to the relevant provisions of the
Convention |
| MSC/Circ.1164 |
Promulgation
of information related to reports of independent evaluation submitted by
Parties to the International Convention on Standards of Training, Certification
and Watchkeeping for Seafarers (STCW), 1978, as amended, confirmed by the
Maritime Safety Committee to have communicated information which demonstrates
that Parties are giving full and complete effect to the relevant provisions
of the Convention |
| MSC/Circ.1165 |
Revised guidelines
for the approval of equivalent water-based fire extinguishing systems
for machinery spaces and cargo pump rooms
|
| MSC/Circ.1166 |
Guidelines
for a simplified evacuation analysis for high-speed passenger craft |
| MSC/Circ.1167 |
Functional
requirements and performance standards for the assessment of evacuation
guidance systems |
| MSC/Circ.1168 |
Interim
guidelines for the testing, approval and maintenance of evacuation guidance
systems used as an alternative to low-location lighting systems |
| MSC/Circ.1169 |
Unified
interpretations to SOLAS chapter II-2 |
| MSC/Circ.1170 |
Application
of SOLAS regulation II 2/15 for lubricating oil and other flammable oil
arrangements for ships built before 1 July 1998 |
|
MSC/Circ.1171
|
Closure of
Inmarsat-E services by Inmarsat Ltd.
|
| MSC/Circ.1172 |
Identification
of passenger ships, other than ro-ro passenger ships, which should benefit
from being equipped with the emergency medical kit/bag (EMK) |
| MSC/Circ.1173 |
Adoption
of amendments to the IAMSAR Manual |
| MSC/Circ.1174 |
Basic
safety guidance for oceanic voyages by non-regulated craft |
| MSC/Circ.1175 |
Guidance
on shipboard towing and mooring equipment |
| MSC/Circ.1176 |
Interpretations
to SOLAS chapters II-1 and XII |
| MSC/Circ.1177 |
Interpretations
to the 2000 HSC Code |
| MSC/Circ.1178 |
Unified
interpretations of SOLAS regulations XII/4.2 and XII/5.2 |
| MSC/Circ.1179 |
Deficiencies
in hydrographic surveying and nautical charting worldwide and their impact
on safety of navigation and protection of the marine environment |
Other circulars
| CSC/Circ.134 |
Guidance
on serious structural deficiencies in containers |
| LL.3/Circ.162 |
Unified
interpretations of the International Convention on Load Lines, 1966, and
the 1988 LL Protocol and its amendments |
| SN/Circ.234/Corr.1 |
Routeing
measures other than traffic separation schemes |
| STCW.6/Circ.7 |
Amendments
to Part B of the Seafarers' Training, Certification and Watchkeeping (STCW)
Code |
1The
IIWG includes the European Chemical Industry Council (CEFIC), the International
Association of Classification Societies (IACS), the International Association
of Ports and Harbors (IAPH), the International Chamber of Shipping Limited (ICS),
the International Association of Independent Tanker Owners (INTERTANKO), the
International Parcel Tankers Association (IPTA), the Oil Companies International
Marine Forum (OCIMF) and the International Group of P&I Clubs.
______________
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agency with responsibility for the safety and security of shipping and the prevention
of marine pollution by ships.
Web site: www.imo.org
For further information please contact:
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Natasha Brown, External Relations Officer on 020 7587 3274 (media@imo.org).
|