A Safety4Sea speaks about the key highlights involving IMO Ship Systems and Equipment 9.

IMO Ship Systems and Equipment Sub-Committee

The IMO Ship Systems and Equipment Sub-Committee (SSE) Session 9, that took place from 27 February – 3 March 2023, discussed the technical and operational requirements for systems and safety equipment on ships.
Lloyd’s Register has issued a summary Report that includes an executive summary for those requiring a general overview, but also more technical information for those who would like more detail on the discussions that took place.

Key outcomes from SSE 9 include: 

• Finalisation of the draft International Code of Safety for Diving Operations, (Diving Code).
• Extension of the new requirements for the ventilation of totally enclosed lifeboats to partially enclosed lifeboats and liferafts was not agreed, instead being referred to SSE 10 for further discussion.
• Finalisation of the draft amendments to the LSA Code and resolution MSC.81(70) to address the in-water performance of SOLAS lifejackets, which is expected to enter into force 1 January 2026.

SSE 9 considered if there is compelling evidence to extend the requirements for the ventilation of totally enclosed lifeboats to partially-enclosed lifeboats and liferafts but could not agree and has deferred the decision until SSE 10 (March 2024).
Clients should note that amendments to the Life-Saving Appliances (LSA) Code and the Revised recommendation on testing of life-saving appliances (resolution MSC.81(70)) on new requirements for the ventilation of survival craft) were approved by MSC 106 for totally enclosed lifeboats only. These amendments are expected to enter into force 1 January 2026.

Draft amendments to the LSA Code and resolution

SSE 9 finalised the draft amendments to the LSA Code and resolution MSC.81(70)regarding the testing of lifejackets to address the in-water performance of SOLAS lifejackets. The draft amendments are expected to enter into force 1 January 2026.

SSE 9 agreed to expand the work on the use of fire-fighting foams containing perfluorooctane sulfonic acid (PFOS) to include other fluorinated foams, and as such, it will remain on the agenda for SSE 10. Clients should note that MSC 106 approved amendments to SOLAS chapter II-2, the 1994 HSC Code and the 2000 HSC Code to prohibit the use of fire-fighting foams containing perfluorooctane
sulfonic acid (PFOS). The amendments are expected to enter into force 1 January 2026 and will apply to both fixed and portable systems.

SSE 9 finalised the amendments to SOLAS regulation II-2/7.5.5, together with the associated draft MSC resolution addressing fire protection of control stations and cargo control rooms on cargo ships for submission to MSC 107 for approval and subsequent adoption at MSC 108. Once adopted, the amendments are expected to apply to ships constructed on or after 1 January 2026. Ships constructed before 1 January 2026 shall comply with the current requirements.

Mar 1 UPDATE: YONG XING 56 sank on Mar 1, salvors failed to salvage the ship, and she sank at at 253 meter depth. Understood salvors took ship out of ice zone trying to ease access to breach, but how did towage contribute to sinking? There is no heavy swell seen in these last photos photos of hapless bulk carrier. According to official report, YONG XING 56 sank at 0535 Moscow time, breach wasn’t sealed, pumping water out of flooded compartments also failed.

Feb 27 UPDATE: As it transpired, the ship is loaded with alumina, forepeak is holed and most probably, fore cargo hold also. YONG XING 56 developed heavy fore tilt, she’s stuck in ice and drifts with ice floes. Salvors are trying to seal the breach, salvage outcome still indecisive.
Feb 24 UPDATE: Reportedly bulk carrier hull was breached by ice, YONG XING 56 and other ships in the area aren’t anchored therefore, but drift in ice floes, waiting for icebreaker.

Bulk carrier YONG XING 56 issued distress signal in the evening Feb 23, at anchorage in Tatar Strait south of Vanino, ship’s port of destination. Ferry SAKHALIN-8 and rescued 21 crew, all-Chinese. They’re to be disembarked at Vanino. Bulk carrier reportedly suffered hull breach starboard, in Hold 1 area, with ensuing mass water ingress. Judging from track screen, the ship looked like she drifted onto anchored general cargo ship VIKTORIYA (IMO 9004516). Ship’s AIS seems to be working, SAR ship OTTO SCHMIDT is under way to assist troubled bulk carrier. YONG XING 56 arrived at anchorage on Feb 19, she was to load coal at Vanino.

Amendments to MARPOL annexes
Among the meeting highlights were the amendments to MARPOL annexes. Amendments to MARPOL Annex VI were adopted to establish a Mediterranean Emission Control Area (ECA) for sulphur oxides and particulate matter. The requirement will be the same as for other sulphur ECAs, ensuring vessels use fuel oil with a sulphur content not exceeding 0.10% or employ an exhaust gas cleaning system. These changes will enter into force on 1 May 2024, but not take effect until 1 May 2025, giving affected businesses over two years to adapt.

Flashpoint of fuel
MARPOL Annex VI was further amended at Appendix V to include information on the flashpoint of fuel in the Bunker Delivery Note (BDN).

Relevant parties could alternatively provide a statement that the flashpoint has been measured at or above 70°C. This amendment enters into force on 1 May 2024.

Early application
Finally, Amendments to MARPOL Annex VI, Appendix IX were adopted to include the attained and required Carbon Intensity Indicator (CII) values, the CII rating and attained Energy Efficiency Design Index for existing ships (EEXI) in the required information to be submitted to the IMO Ship Fuel Oil Consumption Database.

Again, the amendment enters into force on 1 May 2024, but the MEPC invites administrations – at their option – to consider early application from 1 January 2024.

Work towards MEPC 80
The MEPC also indicated plans to adopt various further changes at its next session, to be held in July 2023. These changes include a revision to the format of the Ballast Water Record Book (BWRB) to bring it in line with the oil record book. Also, the parties signalled their intention to provide guidance permitting the use of ballast
tanks for temporary storage of treated sewage and grey water.

The congress also agreed in principle to designate the North-western Mediterranean Sea as a PSSA (Particularly Sensitive Sea Area), with protective measures to be established prior to the designation.

Revision of the IMO Greenhouse Gases (GHG) Strategy
While the amendments above indicated a spirit of cordiality, there remains a lack of agreement between member states about how to reduce GHG usage. Some states call for full decarbonisation by 2050, while others call for further assessments on the feasibility of achieving such an ambition and its potential impacts.

Member states could also not agree on whether the intermediate target should be set for 2030 or 2040. Working groups are to be established in the coming months to ensure momentum going into MEPC 80.

Impose set price
As to the method of achieving these goals, members did indicate a preference for a levy scheme, which would impose a set price on well-to-wake or tank-to-wake GHG emissions, in combination with a rebate system where the revenues are partly provided back to vessels to cover the price gap between fossil and low or zerocarbon
fuels. 

Members also indicated support for establishing a well-to-wake GHG intensity fuel standard.

• Seafarers have to carry out a variety of challenging tasks to ensure optimal maintenance and smooth operation of the vessel.
• Welding and other hot work can be particularly risky. Fires or explosions onboard tankers are especially dangerous as flammable cargoes can potentially cause crew fatality and destroy the entire vessel.
• Hence, proper safety standards and inspections must be enforced to ensure the safety and welfare of crew members at all times.
  A recent news article published in the Safety update for welding on tankers. Click here to read more..

A set of amendments to the International Convention for the Safety of Life at Sea (SOLAS) and the associated Codes enter into force on 1 January 2024. This statutory news highlights the changes that have been adopted for the 2024 update of SOLAS and its associated Codes, reports DNV. To read more click here..

• The Oil Companies International Marine Forum (OCIMF) has published the full set of questions that may be asked during a SIRE 2.0 tanker inspection.
• SIRE 2.0 inspections will be conducted in digital format.
• The SIRE 2.0 Question Library and supporting documentation and guidance hasbeen published on OCIMF’s website.

The Oil Companies International Marine Forum (OCIMF) has published the full set of questions that may be asked during a SIRE 2.0 tanker inspection…, says an article published on xinde marine news website. Read more click here..

Guidance on treatment of innovative energy e4ciency technologies

At the MEPC65 held in May 2013, “2013 Guidance on treatment of innovative energy efficiency technologies for calculation and verification of the attained EEDI (MEPC.1/Circ.815)” was approved to incorporate the effect of innovative energy efficiency technologies such as Air Lubrication System, Waste
Heat Recovery System for Generation of Electricity and Photovoltaic Power Generation System in the attained EEDI.

On the other hand, the effects of Wind Assisted Propulsion System could not be incorporated in the attained EEDI because the methods to reflect the effect were not clearly defined.

Guidance revised
At the MEPC77 held in November 2021, the methods to reflect the effects of Wind Assisted Propulsion System were discussed and the revised guidance, “2021 Guidance on treatment of innovative energy efficiency technologies for calculation and verification of the attained EEDI and EEXI (MEPC.1/Circ.896)” was approved.

As a result of this revision, in addition to Air Lubrication System, Waste Heat Recovery System for Generation of Electricity and Photovoltaic Power Generation System, the effects of Wind Assisted Propulsion System, whose effects could not be incorporated previously, could be incorporated in the attained EEDI and EEXI.

The IMO guidance mentioned in this Technical Information is available on the ClassNK website’s EEDI regulation section.

OCIMF has been working on the new SIRE 2.0 regime since 2017 and is expected to become operational in 2022. Until then, the current SIRE programme will continue to be updated and improved to incorporate the latest standards, best practice and regulations. Read more.

The industry-backed Eyesea pollution mapping initiative has gone live following six months of testing onboard commercial ships, recreational boats, and with community volunteers.
The Eyesea app is now available on Google Play and in the Apple App stores.
The pollution mapping initiative collects and processes oceanic pollution data, now via the click of a smartphone.
A Splash 247 news source by Sam Chambers states that Pollution mapping app goes live. Read nore