imo nav 54 report - lloyd's register · pdf fileimo nav 54 report. lloyd’s register...

IMO NAV 54 REPORT

Lloyd’s Register report on the 54th session of IMO Sub-Committee on Safety of Navigation 9th July 2008 Hot topics

- Mandatory carriage requirements of bridge navigational watch alarm system (BNWAS) – draft SOLAS text for MSC 85 agreed

- Mandatory carriage requirements of ECDIS – draft SOLAS text for MSC 85 agreed

- e-navigation – a vision is developed - Bridge visibility – possible amendments to SOLAS - Pilot transfer – amendments to SOLAS & guidelines for further

consideration

.

M A R I N E S E R V I C E S

Lloyd's Register, its affiliates and subsidiaries and their respective officers, employees or agents are, individually and collectively, referred to in this clause as the ‘Lloyd's Register Group’. The Lloyd's Register Group assumes no responsibility and shall not be liable to any person for any loss, damage or expense caused by reliance on the information or advice in this document or howsoever provided, unless that person has signed a contract with the relevant Lloyd's Register Group entity for the provision of this information or advice and in that case any responsibility or liability is exclusively on the terms and conditions set out in that contract. © Lloyd’s Register 2008

External Affairs 9 July 2008 2 of 16


Contents Contents 2 Contents 3

1. Development of guidelines for IBS, including performance standards for bridge alert management (Agenda Item 4) 5

MATTERS COMPLETED AT THIS SESSION 5 (Draft SN Circular on the application of modular concept to performance standards) 5 MATTERS REQUIRE FURTHER DISCUSSION 5 (Draft Guidelines for IBS – will be renamed as “Guidelines for bridge equipment and systems their arrangement and integration”) 5 (Draft performance standards for Bridge Alert Management) 5 (Voice alarms) 5

2. Carriage requirements for a bridge navigational watch alarm system (Agenda Item 6) 6

3. Amendments to COLREG Annex I related to colour Specification of lights (Agenda Item 8) 7

4. ITU matters, including Radiocommunication ITU-R Study Group 8 matters (Agenda Item 9) 8

(Satellite detection of AIS signals) 8 (Impact of resolution MEPC.118 (52) upon existing AIS shipboard installations) 8

5. Measures to minimize incorrect data transmissions by AIS equipment (Agenda Item 11) 8

6. Development of an e-navigation strategy (Agenda Item 13) 8

7. Development of carriage requirements for ECDIS (Agenda Item 14) 9 (Amendments to SOLAS Reg. V/19) 9 (Draft SN Circular for the Guidance on transitioning from paper chart to ECDIS Navigation) 11

8. Guidelines for uniform operating limitations of high-speed craft (Agenda Item 15) 11

9. Guidelines on the layout and ergonomic design of safety centres on passenger ships (Agenda Item 16) 11

10. Review of vague expressions in SOLAS regulation V/22 (Agenda Item 17) 12

11. Revision of the Guidance on the application of AIS binary messages (Agenda Item 18) 13



12. Improved safety of pilot transfer arrangements (Agenda Item 19) 13

13. Consideration of IACS unified interpretations (Agenda Item 21) 14

14. Any other business (Agenda Item 24) 14 (Guidelines for the presentation of Navigation-related symbols, terms and abbreviations) 14 (New performance standard for radar) 14

15. Next session of the Sub-Committee 14

16. Summary of the decision (list of the finalized instruments) 15 Draft Amendments to the SOLAS Convention 15 Draft SN Circulars 15



The 54th session of the IMO Maritime Safety Committee was held from 30th June to 4th July, 2008 in London, the United Kingdom. The outcome relevant to the work of Lloyd’s Register is summarised below.

1. Development of guidelines for IBS, including performance standards for bridge alert management (Agenda Item 4)

MATTERS COMPLETED AT THIS SESSION (Draft SN Circular on the application of modular concept to performance standards) The Sub-Committee prepared draft guidelines for developing performance standard for submission to MSC 85. According to the guideline, any future performance standard should consist of:

- Sensor/source module - Operational/functional module - Interfacing module - System and equipment documentation module.

From the perspective of the manufacturers promoting this concept the benefit is in consistent definition and description of equipment and system functionality. This should support inter-operability. Implication: There will be consistency in structure and contents of performance standard of any shipborne equipment. There will be no immediate impact out of the guidelines. Application: to the performance standard, not directly on ships’ structure/equipment. MATTERS REQUIRE FURTHER DISCUSSION (Draft Guidelines for IBS – will be renamed as “Guidelines for bridge equipment and systems their arrangement and integration”) The guideline will be further considered through a correspondence group established. The change of the title will actually expand the scope of application. New guidelines will include at least everything in navigation bridges, e.g. equipment that are not required by SOLAS Chapter V, and potentially all equipment that is installed on the bridge. (Draft performance standards for Bridge Alert Management) Concerns are expressed about the practicability of the standard developed by the Correspondence Group established by NAV 53. The Sub-Committee decided to review this matter by the correspondence group mentioned above. (Voice alarms) A proposal to make a standard phrase for all voice alarm was considered. There were issues for further consideration such as:

- Language; - Length of sentences, - Tone - Accent - Acknowledgement



- Interruption; and - Priority against existing audible devices.

The matter will be further discussed at NAV 55.

2. Carriage requirements for a bridge navigational watch alarm system (Agenda Item 6)

The Sub-Committee considered mandatory carriage requirements for the Bridge Navigation Watch Alarm System (BNWAS) and developed the draft amendments to SOLAS Regulation for submission and approval at MSC 85 subject to subsequent adoption at MSC 86. Background Bridge watch alarm system is a device which triggers alarm if an Officer on Watch (OOW) becomes incapable of performing the OOW’s duties. IMO had adopted the performance standard as MSC. 128 (75) and there are ships which have already installed the equipment on voluntary basis. Currently, there are two types, i.e., one which requires watch officer to press a button in an interval (if he fails to do so, it triggers alarm), or one which detects movements of a watch officer, using motion sensor technology. (So far as long as the sensor finds movement of the watch officer, the alarm will not go off). The Sub-Committee agreed the introduction of such requirements based upon the understanding:

- There should be flexibility in introducing requirements; - The introduction should not be a tool for further reducing manning levels; - The requirements will apply to existing ships as well; - The alarm system should be based upon sensor technology (to avoid distracting

the watchkeeper). Implication: (Shipbuilders)

- Although the text is not yet formally adopted, builders are encouraged to take these requirements into consideration when designing a ship with a keel lay date on or after 1 July 2011.

- This is not stand alone equipment on navigation bridge. The secondary alarm will be activated in a master’s cabin, thus wiring to other part of crew accommodation area will be required. Due attention is to be paid for wire penetration at fire-protection boundaries.

- BNWAS is required to meet IMO’s performance standard (MSC.128 (75). - BNWAS is to be type approved by the flag Administration or its Recognized

Organization (e.g., Classification Society) (Shipowners)

- Once the requirements are formally adopted by IMO, BNWAS will be required on existing ships (at the first survey after the date specified) as well. Owners are to be prepared to make retrofitting arrangements. It is encouraged to take an opportunity of dry-docking, if there is such an opportunity prior to the first survey after the date mentioned in the draft amendments.

(Flag Administrations & its Recognized Organizations) - It will be necessary to type approve the system in a timely manner; - Relevant survey guidelines should be prepared.



Application: The draft amendments stipulates as follows: - All new passenger ships (regardless of size) and all other ships of 150 gt or over -

on or after 1 July 2011 (keel lay base); - ships constructed prior to 1 July 2011 will have to fit the BNWAS by the 1st survey

after 1 July 2012 (cargo ships of 3000 gt or over and passenger ships), or 1 July 2013 (cargo ships of 500 gt or over but less than 3000 gt) or 1 July 2014 (cargo ships of between 150 gt or over but less than 500 gt);

- The requirements will apply to ships not engaged on international voyages as well.

It should be noted that

- Several delegations expressed their views that the application should be limited to ships of 500 gt or above engaged on international voyages only;

- One delegation proposed to retrofit the system at intermediate or renewal survey so that ship retrofitting work may be done during dry-docking periods which will facilitate hot works that may be necessary; however, that view was not supported by the Sub-Committee;

- A large number of ships will be required to install the system. Therefore, it will be a great challenge for manufacturers as well as the flag Administrations (Recognized Organizations) who will type approve the system;

- At this moment, no corresponding requirements have been developed for High Speed Craft. The NAV Sub-Committee confirmed, in order to develop carriage requirements for High Speed Craft, it is necessary to have a new work programme which must be approved by the Maritime Safety Committee;

- Although there was general agreement that the alarm should be based on sensor technology, it is not indicated in the draft SOLAS text or current performance standards;

- It is not allowed to switch off the alarm while a ship is at sea, which includes at anchorage.

- A flag Administration may accept any alarm system which is inferior to the performance standard if such alarm is already fitted onboard.

- In principle, the STCW Convention requires a lookout in addition to Officer on Watch (OOW). The convention allows OOW to act as a sole lookout only during daylight periods if the circumstance justifies it. The draft SOLAS Regulation requires NBWAS regardless of the presence of a lookout in addition to OOW, or duration of voyage.

3. Amendments to COLREG Annex I related to colour Specification of

lights (Agenda Item 8)

At the MSC 80, it was pointed out that the colour specification of lights given in the Annex I of COLREG was revised by the International Commission on Illumination (CIE). The reference in the Annex I of COLREG is therefore no longer valid, and should therefore be updated in accordance with the newest revised standard. However, at this session of Sub-Committee, it was made aware of the Sub-Committee that part 1 and part 2 of Section 7 in the Annex I of COLREG do not refer to the CIE standard in its entirety, but only to the diagram specified for each colour, and the coordinates in part 2 of section 7 are within the boundaries of the diagram, therefore there are no inconsistencies within the regulations. The Sub-Committee agreed to delete this item from its work programme.



4. ITU matters, including Radiocommunication ITU-R Study Group 8 matters (Agenda Item 9)

(Satellite detection of AIS signals) To enable satellite detection of AIS signals, it would be necessary to upgrade software on every ship as minimum. Further, it also noted that the replacement of current AIS equipment may be necessary. The Sub-Committee agreed it is premature to consider a mandatory requirement of satellite detection at this stage. (Impact of resolution MEPC.118 (52) upon existing AIS shipboard installations) MSC 84 noted that, by adoption of MEPC 118 (52), pollution categories of MARPOL Annex II substances were changed from A, B, C and D to X, Y, Z and OS (Other Substances). Sub-Committee noted that although the old and the new categories were substantially different in actual nature of the substances, handling requirements and so on, however, broadly equivalent in its AIS data entry process. I.e., so far as number of categorization is kept in the same number (four), an operator can choose right ID No. for data entry into AIS. Subsequently, the Sub-Committee revised the Annex 2 of SN/Circ.227 and prepared a draft Corrigendum to SN/Circ.227 for approval by MSC 85.

5. Measures to minimize incorrect data transmissions by AIS equipment (Agenda Item 11)

At MSC 82, it was noted that results of the study conducted by the United Kingdom authorities (NAV 52/INF.4) revealed that there were reports of wrong information transmitted by AIS ship equipment. Egyptian authorities noticed the same, especially from ships crossing the Suez Canal and submitted a proposal (MSC 82/21/10) to address this matter. Incorrect data included:

- dynamic data: especially heading errors; - operator input fields; and - pre-defined fields.

Subsequently, the Committee agreed to incorporate this item into the work programme of the Sub-Committee. However, no document was submitted at this session. The Sub-Committee, noting that the FSI Sub-Committee developed an MSC Circular (MSC.1/Circ. 1252) to address annual survey of the AIS, requested members to submit proposals to NAV 55 for further discussion.

6. Development of an e-navigation strategy (Agenda Item 13)

E-navigation is the harmonized collection, integration, exchange, presentation and analysis of marine information onboard and ashore by electronic means to enhance berth to berth navigation and related services for safety and security at sea and protection of the marine environment. E-navigation is intended to meet present and future user needs through harmonization of marine navigation systems and supporting shore services. The vision places a strong emphasis on addressing watchkeeper and officer needs and in providing a usable system.



The Sub-Committee developed “Draft strategy for the development and implementation of E-navigation”. This is a long term vision, which is to be shared by the COMSAR and the STW Sub-Committees. This draft strategy will be submitted to MSC 85 for its approval. At present, the final form of this strategy, i.e., whether it will be an Assembly, MSC Resolution or an MSC Circular has not been decided. It is interesting to note that, although the importance of addressing the Human Element is identified there is no plan to involve the IMO MSC/MEPC Human Element Working Group. Further, the title of this work programme will be revised as “Implementation of an e-navigation strategy”. The development of this plan is expected to take four years. Although this does not have immediate impact on the carriage requirements of shipborne navigation/communication equipment/systems, it will be a foundation of developments in the future.

7. Development of carriage requirements for ECDIS (Agenda Item 14)

(Amendments to SOLAS Reg. V/19) Background ECDIS (Electronic Chart Display and Information System) is a shipborne navigational equipment, which is regarded as an equivalent to paper charts as per SOLAS Reg. V/27 and Reg. V/19.2.1.4, in other words, it is an optional equipment. At NAV 53 held in 2007, the Sub-Committee, while it shared merit of using ECDIS in general including contribution to the safety of navigation and fatigue/stress reduction of officers on navigation watch, was unable to reach an agreement, thus the matter was further discussed at this session. The Sub-Committee, at this session, in general agreed to develop mandatory carriage requirements of ECDIS for all ships, including existing ships, of certain size with some time allowance for introduction. However, there were still concerns expressed over the availability of electronic navigation charts & their costs, an exemption clause, an introduction scheme, training issues – revision of STCW convention etc. IHO was requested to provide annual reports on ENC coverage. After a lengthy and exhaustive discussion, which included capacity building for developing States, the Sub-Committee developed draft amendments to SOLAS Regulation V/19. In principle, ECDIS will be mandatory for new ships in 2012 (passenger ships and oil tankers) or 2013/2014 (other ships). Existing ships will be required to retrofit the system. Implication: (Shipbuilders)

- Although the text is not yet formally adopted, builders are encouraged to take these requirements into consideration when designing a ship with a keel lay date on or after 1 July 2012/2013/2014;



- Builders are to note that ECDIS is required to meet IMO’s performance standard (A.817(19), as amended by MSC 64 (67), MSC. 86 (70) and MSC. 232 (82);

- Backup arrangements for the ECDIS will need to be agreed and approved among owners/flag Administrations (Recognized Organizations).

(Owners/Ship management companies) - As ECDIS will be required for existing ships (at the first survey after the date

specified), owners will be required to make retrofitting arrangements. It is encouraged to take an opportunity of dry-docking, if there is such an opportunity prior to the first survey after the date mentioned in the draft amendments;

- Owners are to ensure supply of the Electronic Navigational Chart (ENC) provided by a Hydrographic Authority or its agents for the intended voyages;

- Ship managers are to ensure that appropriate training and familiarization will be incorporated into company’s SMS for the use of ECDIS in accordance with paragraph 6.5 of the ISM Code. Deck officers must be fully familiar with the operation of ECDIS prior to the first voyage after the installation of ECDIS in accordance with paragraph 6.3 of the ISM Code. Due attention is to be paid to the draft SN circular for the Guidance on transitioning from paper chart to ECDIS Navigation given below.

(Flag Administrations & its Recognized Organizations) - Relevant survey guidelines should be prepared, which will include appropriate

back up arrangements & location of ECDIS in case of retrofitting; - ISM auditors are to be made aware of the new requirements and the need for

companies to introduce the corresponding training and familiarisation (Application) – to ship engaged on international voyages only Type of ships Size limitation

(gross tonnage) New ships (Construction – keel lay base)

Existing ships (Ships not new ships)

Passenger ships 500 or over 1 July 2012 Not later than the 1st SE survey on or after 1 July 2014

Tankers 3,000 or over 1 July 2012 Not later than the 1st SE survey on or after 1 July 2015

Cargo ships other than tankers

50,000 or over 1 July 2013 Not later than the 1st SE survey on or after 1 July 2016

20,000 or over (new ships) 20,000 but less than 50,000 (existing ships)

1 July 2013 Not later than the 1st SE survey on or after 1 July 2017

10,000 or over (new ships) 10,000 but less than 20,000 (existing ships)

1 July 2013 Not later than the 1st SE survey on or after 1 July 2018

3,000 but less than 10,000

1 July 2014 No retrofitting requirements to existing ships less than 10,000 gt



It should be noted that:

- A proposal for arranging retrofitting deadline for existing ships at dry-docking survey was dismissed at NAV 54, with a view to keeping consistency of retrofitting requirements throughout SOLAS Regulation V/19.

- Transition from paper chart to ECDIS requires careful consideration, especially the familiarization and training of seafarers onboard.

- It should be noted that fitting ECDIS and make the system operational may take hours after installation, in order to make ENC fully updated.

- In retrofitting ECDIS onto the existing ship, due consideration should be made to the available space on the navigational bridge.

- Exemption clause is provided for ships which are scheduled to be taken out of service within two years after the implementation date for existing ships given in the above table. “Two years” will be counted from “the first survey”.

- The IHO observer expressed that there should be enough coverage of ENC as well as its commitment to continued production of paper charts for small ships.

- For High Speed Craft, carriage of ECDIS is mandatory since 1 July 2008 under both the 1994 HSC Code and the 2000 HSC Code. (by MSC. 221 (82) and MSC 222 (82)).

(Draft SN Circular for the Guidance on transitioning from paper chart to ECDIS Navigation) To assist with the transition from paper chart to ECDIS navigation, a circular was draft for approval by MSC 85.

8. Guidelines for uniform operating limitations of high-speed craft

(Agenda Item 15)

A proposal was made to the DE Sub-Committee regarding amendments to the 2000 HSC Code concerning the definition of operating limits of high-speed craft and the inclusion of a new annex on “Factors to be considered in determining craft operating limitations” in the Code. The MSC approved a new work item in order to develop a new MSC circular to guide Administrations in determining the operating limitations in a consistent manner. The matter is currently considered by DE, SLF and NAV Sub-Committees. The Sub-Committee, having reviewed the outcome of the DE Sub-Committee concerning paragraph 7.1 and 7.4 of the code, inserted some editorial comments. The Secretariat was instructed to convey these comments to the DE Sub-Committee. It was agreed to delete this item from the work programme of the Sub-Committee.

9. Guidelines on the layout and ergonomic design of safety centres on passenger ships (Agenda Item 16)

As the observer of CLIA, who is co-ordinating the activities of the Correspondence Group established by the FP Sub-Committee was not at present as well as no other substantial document was submitted to NAV 54, It was decided to postpone the discussion until the next session.



10. Review of vague expressions in SOLAS regulation V/22 (Agenda Item 17)

At MSC 82, the Committee decided to include, in the NAV Sub-Committee’s work programme, a high-priority item on “Review of vague expressions in SOLAS regulation V/22”. The Committee agreed that it should be left to the Sub-Committee to decide on the course of action to be taken when addressing this issue. It was recognized that having an unobstructed view of the sea surface is of paramount importance in order to avoid collisions and to conduct safe ship’s operation. It was further recognized that the purpose of SOLAS regulation V/22 is to ensure the safety of the vessel in this respect. However, Regulation V/22 recognizes that blind sectors, caused by cargo, cargo gear or other obstructions outside the wheel house, may obstruct the view of the sea surface as seen from the bridge. The regulation allows such blind sectors to be kept at a minimum. However, the current regulation does not address concerns of container ships which may be required to load oversized containers or non-standardized cargoes on deck. At NAV 54, there was a brief general discussion on the issue. Delegations who spoke were, in general, supportive of the idea of an amendment to SOLAS regulation V/22. However, concerns were raised as to the scope of application to different types of ships, applicability to existing ships, the potential need for new equipment, and the need for flexibility in the application of the proposed draft amendment. The Sub-Committee agreed that it was premature to take any decision at present and that more detailed consideration was necessary prior to finalization. The following proposed text of SOLAS Regulation V/22 will be a basis for the further discussion at NAV 55.

“22.5 Ships, which carry cargo stowed on deck, outside of the wheelhouse forward of the beam shall be able to verify that the loading condition prior to departure is in compliance with requirements in paragraphs 22.1.1 and 22.1.2 based on calculations with an approved computerized dynamic loading programme, pre-calculated loading conditions, predefined loading plans or other approved methods as follows:

.1 New ships built on or after [1 July 2011].

.2 Existing ships built before [1 July 2011] not later than [1 July 2013].” (Note: the year in [ ] should be 2012 at earliest) The following is the opinions expressed at this session:

- type of ship subject to this paragraph should be clarified, e.g., container ships and heavy lifters;

- there should be clear parameter for the calculation: - flexibility may be given to allow other approval methods for calculation, in order

to avoid another carriage requirements of equipment: It was noted that IACS recommendation submitted to NAV 53 (NAV 53/INF.5.) is still valid for the discussion.



11. Revision of the Guidance on the application of AIS binary messages (Agenda Item 18)

There were proposals on the changes of the binary AIS binary message, to include new information in messages, such as an intended change of course/speed, port closure information etc. The Sub-Committee was of the view that careful consideration will be required for the proposed new information. The matter will be further discussed by a Correspondence Group.

12. Improved safety of pilot transfer arrangements (Agenda Item 19)

MSC 82 noted that despite ever increasing safety efforts, pilots continue to lose their lives or suffer serious injuries in the course of transferring to ships from pilot launches and cutters, using ladders. Subsequently, the Committee tasked the Sub-Committee, in co-ordination with the DE Sub-Committee, to consider amendments to the IMO instruments relating to pilot transfer arrangements, i.e., possible amendments to SOLAS regulation V/23, and resolution A.889 (21) on pilot transfer arrangements. At MSC 82, particular concern was expressed against mechanical pilot hoists. At this session of the Sub-Committee, the following amendments to SOLAS regulation V/23 were proposed:

1 Securing the pilot accommodation ladder to the ship’s side 1.1 Proposal

When a combination (pilot accommodation) ladder is used (i.e., an accommodation ladder used in conjunction with a pilot ladder), means should be provided to securely fix the lower platform of the accommodation ladder portion to the ship’s side.

2 Mechanical pilot hoist 2.1 Proposal

The use of mechanical hoists should be prohibited, and the current requirements related to the hoists should be deleted.

3 Prohibition of outward opening shipside doors used for pilot transfer 3.1 Proposal

The use of outward opening shipside doors used for pilot transfer should be prohibited on all ships. Currently, such doors are prohibited only on ships built after January 1994.

4 Diameter of man ropes 4.1 Proposal

There are currently no requirements for the maximum diameter of man-ropes. Man-ropes should be of 28-32 mm diameter so that the pilots can hold the ropes safely.

5 Rigging and use of man-ropes The regulations should clearly specify the method to fix the rope end to the ring plate (for man-ropes only) fixed on the deck, and the man-ropes should be ready for use when the pilot disembarks, or pending a request from a pilot approaching to board.

There are also proposals on the amendments to Assembly resolution A.889 (21).

.1 vertical space between steps (amend existing paragraph 2.1.2.6);

.2 installation of step fixtures (new amendment);

.3 maximum angle of slope (amend existing paragraph 3.2);



.4 height of the lower platform (new amendment);

.5 width of the accommodation ladder (new amendment);

.6 adjusting the distance between the pilot ladder and the lower platform (new amendment); .7 distance between handholds (amend existing paragraph 5.2); and .8 width of the gap in the rubbing band (new amendment). The Sub-Committee agreed to consider the above matter further by a Correspondence Group. The Correspondence Group is authorized to submit a comprehensive interim report to the DE 52 for their consideration.

13. Consideration of IACS unified interpretations (Agenda Item 21)

There was nothing to discuss under this agenda item this year.

14. Any other business (Agenda Item 24)

(Guidelines for the presentation of Navigation-related symbols, terms and abbreviations) After considering the existing AIS symbols and the IEC draft standard symbols for AIS-SART on display, it was agreed to recommend to the NAV sub-Committee that the AIS performance standard should be updated to include the IEC draft standard symbol to uniquely distinguish from other AIS. AIS-SART is added to the symbols given in SN.1/Circ. 243, for use on radar and ECDIS displays. IEC Draft presented. The symbol is a circle with a cross inside. Support was shown in the Working Group, which was subsequently approved by the Sub-Committee. Although the potential similarity with the IMO lost radar target symbol & IEC 62288 lost SART symbol were discussed. (New performance standard for radar) The new performance standard for radar (MSC.192 (79)) came into force 1 June 2008. This standard was termed IEC 62388 and entitled “Shipborne radar – Performance requirements – Methods of testing and required test results”. This then left only a short time between the release of this highly technical and challenging standard and the the carriage requirement coming into place; a considerable challenge for manufacturers to develop a new equipment and to obtain Type Approval. As such on 1 July, the start of the carriage requirement, CIRM believed only two manufacturers had very recently completed Type Approval of their Radar systems to meet these new requirements. Additionally, the Sub-Committee was informed that there was considerable confusion over the definition of the carriage start date of 1 July 2008 based on the understanding of the word ‘installed.’ Interpretations of this definition varied, particularly for new build projects, from a date of equipment delivery to the shipyard, a keel lay date, a date of class approval, a date of equipment setting to work and others.

15. Next session of the Sub-Committee

NAV 55 is scheduled from 27th to 31st July 2009.



16. Summary of the decision (list of the finalized instruments)

Among items introduced in this report, considerations on the following items were completed at NAV 54. These texts will be forwarded to MSC 85 (November/December 2008) for appropriate action. Draft Amendments to the SOLAS Convention Regulation Title Approval Adoption Entry

into force

Ref. (Section)

V/19 Carriage requirements for shipborne navigational systems and equipment – BNWAS

MSC 85 MSC 86 1 July 2011

2

V/19 Carriage requirements for shipborne navigational systems and equipment – ECDIS

MSC 85 MSC 86 1 July 2012

7

Draft SN Circulars Title Approval Effective

date Ref. (Section)

SN Circular on the application of modular concept to performance standards

MSC 85 - 1

Corrigenda on SN/Circ.227 concerning AIS data entry MSC 85 - 4 SN Circular for the Guidance on transitioning from paper chart to ECDIS Navigation

MSC 85 - 7



For further information, please contact any of the following offices

External Affairs Lloyd’s Register 71 Fenchurch Street London EC3M 4BS, UK Tel: +44 (0)20 7423 2748 Fax: +44 (0)20 7423 2213 Email: [email protected]

Lloyd’s Register EMEA 71 Fenchurch Street London EC3M 4BS, UK Tel: + 44 (0)20 7709 9166 Fax: + 44 (0)20 7423 2057 Email: [email protected]

Lloyd’s Register Asia Suite 3501 China Merchants Tower Shun Tak Centre 168–200 Connaught Road Central Hong Kong, SAR of PRC Tel: + 852 2287 9333 Fax: + 852 2526 2921

Lloyd’s Register Americas, Inc. 1401 Enclave Parkway, Suite 200 Houston,

Email: [email protected]

Texas, 77077, USA Tel: +1 281 675 3100 Fax: +1 281 675 3139 Email: [email protected]

www.lr.org

© 2008 Lloyd’s Register

Services are provided by members of the Lloyd’s Register Group.

Lloyd’s Register is an exempt charity under the UK Charities Act 1993.


imo nav 54 report - lloyd's register · pdf fileimo nav 54 report. lloyd’s register...

Documents