All Ship Types

Cargo Securing Manual Amendments

Two existing Resolutions were amended by the MSC to ensure compatibility with today’s practices. Under item 4.2.3 of Resolution A.581(14), the capacity of the securing points and associated lashings used to secure road vehicles on ro-ro ships was revised from 120 kilo-newtons (without permanent deformation - yield strength) to 100 kilo-newtons maximum securing load, MSL (i.e., a percentage of breaking strength depending on the type of tied down used). Annex 13 to Resolution A.714(17),was revised with the addition of “web lashings” with a maximum securing load of 70% of the breaking strength to Table 1, Determination of MSL from Breaking Strength.

The MSC also agreed that the approval of the Cargo Securing Manual does not convey any responsibility or liability regarding on board securing from the owner/master to the approving authority.

Implementation of the ISM Code

Based on discouraging trends showing the slow progress of ISM certification, the MSC approved a draft Assembly resolution which draws the attention of Governments to consider statements of ISM compliance issued by class societies, as a basis for verifying compliance with the ISM Code.

Further, the draft resolution recognizes the relationship between ships that do not comply with the Code – which may be regarded as increasing the risk for marine pollution -- and the penalties which may be provided for in laws to prevent, reduce and control pollution by Governments under UNCLOS.

The Netherlands and the United States informed other Governments of the program currently underway to issue a warning letter to those ships which have not initiated the ISM certification process by 1 July 1997. After the 1 July 1998 deadline, tankers, bulk carriers, passenger ships and high speed craft found by Port State Control to not be certified to the ISM Code will be detained. If no other deficiencies are found the detention may be lifted, but future port entries will be refused until compliance with the ISM Code is evident.

Helicopter Facility Standards

Recommended standards containing structural fire protection and fire fighting arrangements for purpose-built helicopter landing areas fitted on ships were approved as a MSC Circular. Included are provisions for A-60 insulation, structural analysis of cantilevered arrangements, main and emergency means of access, fire fighting equipment and capabilities and refueling arrangements, if fitted.

Medium Expansion Foam Fire Extinguishing

Based on existing standards for low expansion foam systems (MSC/Circ.582), the MSC approved recommended standards for the performance, testing/type approval and survey of medium expansion (20:1 to 200:1 based on the final vs original foam volume) foam extinguishing systems. The first periodic test of foam concentrates properties (sedimentation, pH value, expansion ratio, drainage time and volumetric mass) stored on board should be carried out by laboratories after a period of three years and then annually, thereafter.

An additional circular containing recommended standards for medium expansion foam systems used on board chemical tankers was approved. It calls for MSC/Circ.582 to be applied with slight modifications to the testing procedures for alcohol resistant foam concentrates.

Engine Room Arrangements

A draft MSC Circular was approved, subject to finalizing fire protection matters, containing guidelines for engine room layout, design and arrangement on all ships, drilling units and high speed craft. Included are recommendations for tagging electrical

Additional aspects to enhance the safety of man-machine interface in the engine rooms include maximum noise pressure levels together with other occupational health issues including ventilation/HVAC (ISO Standards 8861 and 8862, respectively) and recommendations for minimum levels of illumination.

Ballast Water Exchange

Certain Port States, including Australia, Canada, several EU Member States and the United States, require operators to undertake measures to minimize the transfer of harmful aquatic organisms and pathogens through the ship’s ballast water and associated sediments (i.e., ballast water disinfection, heating and/or exchange) and that the treatment chosen be documented in a ship’s Ballast Water Management Plan.

Of the treatment alternatives available, the most practicable measure at present is by carrying out ballast water exchange at sea. This involves two proposals: (1) the flow through method which requires the continuous exchange of ballast in order that the tank’s volume is replaced three times or (2) a single, complete ballast exchange. In either case, the process should take place in the open sea (e.g. at water depths > 2000 meters) in order for the concentrations of organisms to be reduced by approximately 95%, which is considered as an acceptable level of risk reduction.

To address the safety aspects of those vessel currently exchanging ballast for such an extended duration at sea, MSC68 approved a Circular addressing the additional hazards and potential consequences associated with this type and extent of ballast management. The circular cautions that operators give due regard to tank pressurization, admissible weather conditions, contingency planning and crew training to facilitate effective monitoring and control of the ballast exchange process.

Initial Testing of Watertight Bulkheads

The MSC agreed to a revision of SOLAS Regulation II-1/14.3 (scheduled to become effective 1 July 2002) by allowing an alternative to the previously mandatory hose test. In cases where damage to machinery or electrical equipment can occur if water were to be introduced, a visual examination of welded connections supplemented by a dye penetrant or ultrasonic leak test, as deemed appropriate, may be applied.