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IMO Ship Design and Construction (SDC 1)

IMO Maritime Safety Committee
(MSC 93)
Summary Report
Introduction
The 93rd session of the IMO Maritime Safety Committee (MSC 93) was held from 14 to 23 May 2014, at the IMO
headquarters in London. This briefing summarises the subjects discussed which are relevant to the work of Lloyd's
Register and our clients.

Overview
Many of the decisions taken at MSC 93 have a significant impact on the current practices in industry.
MSC 93 agreed amendments to SOLAS regulation VI/2 related to mandatory verification of the gross mass of a
container. These are expected to be adopted at MSC 94. They will permit ship operators to refuse a container which
does not have its gross weight verified and documented in due time for the stowing schedule to be prepared. This is
expected to reduce incidents of instability in container stacks due to mis-declared container mass.
MSC 93 approved the International Code for Ships Operating in Polar Waters, known as the Polar Code. It will be
adopted at MSC 94 in conjunction with a new chapter XIV of SOLAS, which was also approved at this session and
makes the Polar Code mandatory. There are still some details to be finalised before adoption but the new code has
been approved in principle.
The comprehensively revised IGC Code for the construction and operation of gas carriers was adopted. It will apply to
new gas tankers constructed (keel laid) from 1 July 2016, although the revised code will enter into effect on 1 January
2016.
SOLAS amendments were adopted which will require, for new ships constructed on or after 1 January 2016, the
following additional escape requirements from machinery spaces:

protection underneath the part of a stairway/ladder that forms part of an escape route from the machinery space
two escape routes from machinery control rooms and main workshops.

Amendments were adopted to require inert gas systems for new oil and chemical tankers of 8,000 to 20,000dwt, to
bring them into line with the requirements for tankers larger than 20,000dwt.
On passenger ship safety, it was agreed to address concern about damage control through two new unplanned
outputs, which will be addressed at future IMO meetings. One is the introduction of damage control drills for
passenger ships, to improve survivability after flooding or potential flooding of watertight compartments. The second is
to improve the guidelines for damage control plans to ensure that the information contained in them can be used
reliably and quickly in an emergency.
MSC 93 approved a new SOLAS regulation XI-1/7 relating to the carriage requirements for portable atmosphere testing
instruments for enclosed spaces. This supports previously adopted requirements for enclosed space entry and rescue
drills, although a workaround solution had to be developed for an unintended 18-month gap between the two entry
into force dates.

Lloyds Register Briefing Note MSC 93 Summary Report

May 2014

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Lloyds Register Briefing Note MSC 93 Summary Report
May 2014

Summary of discussions
The following agenda items are relevant to the work of Lloyds Register:

Consideration and adoption of amendments to mandatory instruments (agenda item 3)

The following is the summary of the discussion on this agenda item.
There were 19 instruments adopted under this agenda item at this session. The following is a brief introduction of
these instruments. Unless specified otherwise, these amendments apply to passenger ships (without tonnage limitation)
and cargo ships (i.e. not passenger ships) of 500 gt or above engaged on international voyages. Where the term
constructed is used, it means keel laying, i.e. date constructed means the date the keel was laid.
Amendment relating to inerting requirements for oil and chemical tankers of 8,000 - 20,000 dwt
Currently, inerting requirements are applicable to oil tankers and chemical tankers of 20,000 dwt and above.
Following several serious casualties of tankers not subject to this requirement due to their size, i.e. smaller than 20,000
dwt, a set of requirements have been adopted to lower the application limit to 8,000 dwt for oil and chemical tankers
constructed on or after 1 January 2016. The amended instruments are the IBC Code, SOLAS Convention (regulations
II-2/1, II-2/4, II-2/16) and the FSS Code chapter 15 as well as a new MSC-MEPC Circular on Products requiring oxygendependent inhibitor. Builders are invited to carefully consider the impact on the design and equipment of those
tankers will be affected (8,000 - 20,000 dwt), and owners are invited to examine possible impacts on the operation of
these tankers.
Comprehensive revision to the international code for the construction and equipment of ships carrying
liquefied gases in bulk (IGC code)
The comprehensively revised IGC code was adopted for application to new ships constructed (keel laid) on or after 1
July 2016. For details on the scope and impact of this amendment, please refer to Lloyds Register publication Future
IMO Legislation - item number 189. Readers should note that the revised IGC Code will take legal effect on 1
January 2016, but is to be applied to ships constructed on or after 1 July 2016. These amendments include
requirements for loading instruments as given in item 4 below.
On deck protection against fire for ships carrying containers
Container ships and ships which occasionally carry containers on deck require additional fire-fighting equipment, i.e.
movable fire monitors and portable water mist lances. The requirements will be applicable to ships constructed on or
after 1 January 2016. An associated circular for the performance standard for the fire monitor was also approved. For
details on the scope and impact of this amendment, please refer to Lloyds Register publication Future IMO
Legislation - item number 253.
A set of amendments with regard to loading instruments
Amendments to the IBC Code, IGC Code, BCH Code and the codes for pre-IGC code gas carriers (GC and EGC Codes)
were adopted. Tankers (Oil, Chemical, Gas) will have to be provided with a stability instrument capable of verifying
compliance with the relevant intact and damage stability requirements. It will need to be approved by the Flag
Administration. The requirement may be waived where the trading pattern of the ship requires only a limited number
of loading conditions or where the intact and/or damaged stability are verified remotely from the shore. Existing
instruments may be accepted. Application is scheduled as below:

New tankers (Oil and Chemical) constructed on or after 1 January 2016

New tankers (Gas) constructed on or after 1 July 2016
Existing (not new) tankers (Oil and Chemical) - at the first renewal survey (5 year survey) on or after 1 January 2016
but not later than 1 January 2021.
Existing tankers (Gas) - under IGC code - at the first renewal survey (5 year survey) on or after 1 July 2016 but not
later than 1 July 2021
Existing tankers (Gas) - under pre-IGC Code - at the first renewal survey (5 year survey) on or after 1 January 2016
but not later than 1 January 2021.

Owners are to choose a way to comply with the requirement (loading instrument, operational restrictions, verification
ashore, etc). At the time of the confirmation, respective certificate of fitness for tankers will be re-issued meeting a new
format specifying how the ship is to comply with this requirement.

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Extensive revision of the requirements on ventilation

A set of requirements, including ventilation ducts (specification, location, size, automatically/remote operation, etc.)
were adopted for entry into force on 1 January 2016 as amendments to SOLAS regulations II-2/3, II-2/9.7 and II-2/20.
These requirements are applicable only to new ships constructed on or after 1 January 2016. For details on the scope
and impact of this amendment, please refer to Lloyds Register publication Future IMO Legislation - item number
252.
Escape from machinery spaces
Amendments to SOLAS regulation II-2/13.4 were adopted. Ships constructed on or after 1 January 2016 are to comply
with the following additional escape requirements:

protection underneath the part of a stairway/ladder that forms part of an escape route from the machinery space
two escape routes from machinery control rooms and main workshops.

Builders and designers are invited to carefully examine the impact on engine room design.
Sea trials for the verification of the main and emergency steering gear
An amendment to SOLAS regulation II-1/29 was adopted to address cases where a ship cannot practically achieve its
deepest sea-going draught to demonstrate compliance with the requirement to demonstrate the time for putting
rudder over from 35 on one side to 35 on the other side with the ship deepest seagoing draught and running ahead
at maximum ahead service speed. Alternative solutions are provided for new and existing ships from 1 January 2016.
An MSC Circular for early implementation of these alternative methods was also approved.
Use of Reference Test Devices (RTDs) for approving lifejacket
Following the experiences gained in the use of RTDs, further clarification is provided on the testing required for infants
and childrens lifejackets and the need for children to participate in jump and drop tests. Amendments to section 2.2
of the LSA code and Resolution MSC 81(70) Revised recommendation on testing of life-saving appliances, as well as
a new MSC Circular on Guidelines for validating the construction of a completed adult reference test device were
adopted for entry into force on or after 1 January 2016.
Safety measures for ships intended for the carriage of motor vehicles with compressed hydrogen or
compressed natural gas in their tanks for their own propulsion as cargo
Noting that new generation cars may use novel fuel, a set of new fire safety requirements (SOLAS regulations II-2/1, 3
and 20-1) were adopted for entry into force on 1 January 2016. Most of the requirements only apply to pure car
carriers constructed on or after 1 January 2016. However, requirements for portable gas detection devices and other
operational safety measures will also be applicable to existing car carriers after the entry into force date. An associated
MSC Circular on operational measures for existing car carriers was also approved. If ships do not meet these
requirements, they may not be used for the export of such cars in the future from car manufacturing countries.
Instruments associated with introduction of the mandatory III Code
In order to make the IMO Instruments Implementation Code (III Code) (A.1070(28)) mandatory, amendments to
international conventions (new SOLAS Chapter XIII, 1988 Protocol to the 1966 Load Line Convention and the STCW
Convention) were adopted. They will enter into force on 1 January 2016. This governs the mandatory audit scheme
for governments (as flag, port and coastal states), and thus does not affect ship construction or operation. Readers
should therefore note that the amendments to the 1988 Load Line protocol adopted at MSC 93 will have no effect on
ships.
Others
In addition, amendments to the following instruments were adopted for entry into force on 1 January 2016:

ESP Code (surveys for oil tankers and bulk carriers - regular update accommodating recent changes to the IACS UR
Z10 series)
IMDG Code (for carriage of dangerous goods - regular update (37-14)) plus a part that incorporated an extract of
the CSC Convention)
STCW Code (certification of seafarers - matters in relation to the III Code (above) plus eye-test standards)

Readers should note that the following instruments were NOT adopted, but sent back to the relevant technical subcommittees owing to the premature nature of the draft text:

Proposed amendments to SOLAS regulation II-2/18.5 and an associated MSC Circular relating to helicopter landing
areas (SOLAS Regulation II-2/18.5)

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A set of requirements relating to lifeboat servicing (SOLAS regulation III/3 and III/20, Draft MSC resolution on
Requirements for periodic servicing and maintenance of lifeboats and rescue boats, launching appliances and
release gear and draft MSC circular on Guidelines on safety during abandon ship drills using lifeboats)

Passenger ship safety (agenda item 6)

MSC 93 discussed various issues in relation to passenger ship safety under this agenda item:

A proposal to review the seating capacity of lifeboats was considered but it was decided that there was insufficient
justification for a formal review, so it was not supported.
A proposal to relocate the UHF radio switchboard above the bulkhead deck was not supported as it was
considered that the existing goal-based approach was sufficient.
The III 1 Sub-Committee was instructed to finish considering the report of the Costa Concordia grounding
urgently, and submit its findings to MSC 94 so that the long-term action plan on passenger ship safety can be
updated accordingly.
In the interests of creating certainty for the industry, MSC 93 decided that there is no need to take a two-phased
approach to increasing the subdivision index R. The outcome of the EMSA 3 studies currently being performed will
be awaited to provide input to this. The SDC Sub-Committee was instructed to continue the technical
consideration of this subject.
MSC 93 approved a new unplanned output, for the current biennial agenda of SDC, on "amendments to SOLAS
chapter II-1, part B-4, Stability Management, to include requirements on damage control drills for passenger
ships. This is intended to improve survivability after flooding or potential flooding of watertight compartments in
a damage scenario such as collision or grounding.
The HTW Sub-Committee was instructed to consider the item of enhanced damage stability training, specifically for
passenger ship crewmembers.
MSC 93 approved a new unplanned output to enhance the damage control plan for passenger ships. Section 3 of
the existing Guidelines for damage control plans and information to the master (MSC.1/Circ.1245) will be
revised. The intention is to improve the readability and functionality of the plan so that it can reliably be used
quickly in an emergency. The enhancements are intended to apply to the damage control plan for new passenger
ships and for any existing passenger ships that need to update the plan during its life.
The circular on Recommended interim measures for passenger ship companies to enhance the safety of passenger
ships (MSC.1/Circ.1446/Rev.2) was reviewed. It was agreed that it should continue to be kept updated, but that
at the next review the word interim should be deleted, as the recommended measures will remain in place as
long as they are not addressed in a different way, such as incorporation into SOLAS as mandatory requirements.
Regarding the long-term action plan on passenger ship safety, it was agreed that if proper justification is not
received for an item by MSC 96 (May/June 2016), it will be removed.

Human element, training and watchkeeping (report of the forty-fourth session of the SubCommittee (STW 44) and urgent matters emanating from the first session of the SubCommittee (HTW 1)) (agenda items 7 and 11)
MSC 93 approved two circulars:

MSC-MEPC circular on Guidelines for the reactivation of the Safety Management Certificate following an
operational interruption of the SMS due to lay-up over a certain period.
MSC-MEPC circular on Guidance on safety when transferring persons at sea.

Safety of Navigation (Report of the fifty-ninth session of the Sub-Committee) (agenda item
8)
MSC 93 considered the outcome of NAV 59 and adopted performance standards for the shipborne "Beidou" satellite
navigation system (BDS) receiver equipment, and agreed to invite IEC to develop relevant technical standards for type
approval of shipborne BDS receiver equipment.
MSC 93 approved four navigation circulars:

SN circular on Amended Guidelines for the presentation of navigational-related symbols, terms and abbreviations;
MSC circular on the Policy on use of AIS aids to navigation;
MSC circular on Unified Interpretations of COLREG 1972, as amended; and
MSC circular on Guidance on the Bridge Navigational Watch Alarm System (BNWAS) auto function.

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Lloyds Register Briefing Note MSC 93 Summary Report
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Dangerous goods, solid cargoes and containers (report of the eighteenth session) (agenda
item 9)
MSC 93 considered the outcome of DSC 18 and decided the following:

MSC 93 agreed amendments to SOLAS regulation VI/2 related to mandatory verification of the gross mass of a
container, to be adopted at MSC 94. These amendments permit ship operators to refuse a container which does
not have its gross weight verified and documented in due time for the stowing schedule to be prepared. This is
expected to reduce incidents of instability in container stacks due to mis-declared container mass. A related MSC
circular on Guidelines regarding the verified gross mass of a container carrying cargo was also agreed.
In support of further efforts to improve the safety of container ships, new text was also approved for an updated
Code of Practice for Packing of Cargo Transport Units (CTUs).
MSC 93 approved a new SOLAS regulation XI-1/7 relating to the carriage requirements for portable atmosphere
testing instruments for enclosed spaces, and an MSC circular on Guidelines to facilitate the selection of portable
atmosphere testing instruments for enclosed spaces as required by SOLAS regulation XI-1/7. When adopted, this
will have the unintended consequence that there is an 18-month gap from when the requirement for training and
drills enters into force and the carriage requirement does. It was therefore agreed that for the first 18 months,
when doing a Safety Certificate survey, there will be no requirement to verify the presence of the equipment.
Given this unintended gap, a circular was additionally drafted to encourage early implementation of the new
SOLAS regulation XI-1/7. It was agreed to wait until MSC 94 to approve the circular, so that it coincides with the
approval of the new regulation.
In relation to this, consequential amendments were also approved in principle to the Code for the construction and
equipment of mobile offshore drilling units (1979, 1989 and 2009 MODU Codes), together with associated MSC
resolutions, relating to the carriage requirements for portable instruments that test the atmosphere of enclosed
spaces. These will be adopted when the new SOLAS regulation XI-1/7 is adopted at MSC 94.

International Code for Ships Operating in Polar Waters (Polar Code)

MSC 93 approved draft text for the International Code for Ships Operating in Polar Waters, known as the Polar Code. It
will be adopted in conjunction with a new chapter XIV of SOLAS, which was also approved at this session and makes
the Polar Code mandatory. This chapter, called Safety measures for ships operating in Polar waters, is expected to be
adopted at MSC 94. There is still some difference of opinion about the application of the Polar Code, specifically
concerning vessels on domestic voyages and vessels operated by a government. Therefore submissions were invited to
MSC 94 for finalising the relevant wording before this new chapter of SOLAS is adopted.
One area where further work is needed before implementation is defining limitations so that there is consistency of
application in terms of both the wording of limitations on the certificate and how operational limitations are assigned
between ships.
A polar service temperature was agreed to be set at least 10C below the lowest mean daily low temperature
(MDLT) for the intended area and season of operation in polar waters.
MSC 93 agreed to instruct NCSR 1 to consider whether the scope of application of chapters 10 (Safety of navigation)
and 11 (Communication) of the draft Polar Code should also include different types and sizes of ships or if it would be
sufficient to address this in phase two of the Polar Code, which covers non-SOLAS ships. MSC 93 noted that there is an
urgent need to start this second phase.
MSC 93 agreed to delete a draft chapter on operational safety (chapter 7) of the Polar Code, as it was decided that it
overlapped with matters that are under the purview of the ILO. MSC 93 also agreed to refer matters related to the
safety of navigation and communication to NCSR 1, for consideration in conjunction with the finalization of chapters
10 (Safety of navigation) and 11 (Communication) of the draft Polar Code.
It was agreed that a Polar Waters Operational Manual (PWOM) should be included as an appendix to the Polar Code,
and divided into two parts; one on safety measures and two on environmental protection measures. MSC 93 referred
the second part to MEPC 67 for its consideration.

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Lloyds Register Briefing Note MSC 93 Summary Report
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Ship design and construction (report of the first session of the Sub-Committee) (agenda
item 10)
MSC 93 reviewed the outcome of SDC 1. The outcome of this Sub-Committees discussion is given hereunder. For
details, please refer to Lloyds Registers report on the respective Sub-Committee.
MSC 93 approved an MSC circular on Unified interpretation on the application of the Performance standard for
alternative means of corrosion protection for cargo oil tanks of crude oil tankers (resolution MSC.288(87)), along with
another MSC circular on Unified interpretation on the application of the Performance standard for protective coatings
for cargo oil tanks of crude oil tankers (resolution MSC.288(87)). The criteria for good have been aligned with the
existing performance standard for protective coatings for ballast water tanks, i.e. good is 3% spot rusting rather
than 5% as originally proposed.
MSC 93 considered the use of fibre-reinforced plastics (FRP) within ships structures and agreed that the background
for the objectives in part A of SOLAS chapter II-2 should be reconsidered before deciding on the restricted use of these
materials, taking into account that a correspondence group has been established to progress this work.
MSC 93 agreed that the mandatory application of evacuation analysis to non-ro-ro passenger ships will be further
considered at SDC 2.

Ships systems and equipment (urgent matters emanating from the first session of the SubCommittee) (agenda item 12)
MSC 93 considered the outcome of SSE 1, including approval/adoption of the following instruments:
MSC 93 approved an MSC circular on Unified interpretation of SOLAS regulation II-2/9.7.1.1, and agreed to delete
the term "heat resisting" from the draft amendments to SOLAS regulation II-2/9.7.1.1 which were adopted at MSC 93.
MSC 93 agreed to modify the text of the first sentence of the draft revised SOLAS regulation II-2/9.7.1.1, concerning
the use of flexible bellows, the length of which should be limited to 600mm, which was adopted at MSC 93.

Formal Safety Assessment, including general cargo ship safety (agenda item 15)
MSC 93 expressed concern that following the FSA study on general cargo ship safety and detailed technical evaluation
of the risk control options (RCOs), none of the RCOs has yet been acted on by IMO. It was agreed that to improve this,
amendments to the FSA guidelines should be developed to clarify the process for taking forward FSA studies and any
resulting RCOs. An FSA working group at the next MSC will be asked to draft these amendments, which will be of
benefit both to those considering RCOs and to those carrying out FSA studies and framing the resulting RCOs. Once
the amendments are developed and available for use, MSC will return to its consideration of the general cargo ship
safety RCOs.
MSC 93 discussed the reporting of accidents and incidents by flag states, which supports evaluation of lessons learned
and subsequent development of regulations. Proposals were encouraged to be submitted to MSC 94 for specific action
on this subject.

Implementation of instruments and related matters (agenda item 17)

In relation to the implementation of the IMSBC Code, MSC 93 noted the publications, guides and flowcharts that
industry associations, classification societies and other organisations have produced to facilitate this. Delegations were
invited to consider what further actions they can take to promote the global implementation of, and compliance with,
the provisions of SOLAS chapter VI and the IMSBC Code to all stakeholders involved in the transport of solid bulk
cargoes.
MSC 93 clarified the application of SOLAS regulation II-2/10.5.2.2 relevant to the provision of additional fireextinguishing arrangements by approving an amendment to the title of regulation II-2/10.5.2. The words of category
A were added to read: Machinery spaces of category A containing internal combustion machinery.
In the past, IMO has followed a four-year cycle for introducing amendments to SOLAS and related mandatory
instruments, with more frequent changes only allowed under exceptional circumstances. This practice was discontinued

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but MSC 93 agreed guidance to implement this practice again. This will be implemented with the first four-year cycle
starting on 1 January 2016 with a corresponding entry into force date of 1 January 2020. This decision will improve the
ability of industry to plan for future changes.

Work Programme (agenda item 20)

MSC 93 agreed to develop amendments to SOLAS and the FSS Code and review the associated recommendations to
make evacuation analysis mandatory for new passenger ships.
MSC 93 agreed to review the adequacy of the 2009 MODU Code, the Life-Saving Appliance (LSA) Code, and Measures
to prevent accidents with lifeboats (MSC.1/Circ.1206/Rev.1). As the intention is to do this within the current biennium,
IMOs Council will be asked to endorse this when it next meets (16-20 June 2014).

Any other business (agenda item 21)

MSC 93 considered an apparently unintended oversight concerning the lack of an entry for the total number of
persons accommodated by free-fall lifeboats in the Record of Equipment for the Cargo Ship Safety Equipment
Certificate and the Cargo Ship Safety Certificate. Editorial amendments to the relevant forms, and consequential
renumbering, were agreed.
MSC 93 considered a paper on the protective location criteria for LNG fuel tanks for inclusion in the draft IGF Code,
and agreed to forward it to the SSE Sub-Committee for consideration.
There was a brief discussion related to the potential safety implications of the interim guidelines for determining
minimum propulsion power to maintain the manoeuvrability of ships under adverse weather conditions. This issue has
arisen in relation to the Energy Efficiency Design Index required for new ships under MARPOL Annex VI. Because of this
MARPOL association, rather than SOLAS, MSC 93 decided that the issue is best dealt with by MEPC, so the associated
papers were referred to MEPC 67.
MSC 93 noted a paper on the IMO/IACS cooperation on the IACS Quality System Certification Scheme (QSCS) and
agreed to continue the current arrangement.
MSC 93 considered the potential safety implications arising from the supply of "out of specification" marine fuels.
There was support to look into this further, and submissions were invited to MSC 94 which will be considered along
with a report from MEPC 67 which will be held shortly beforehand.

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