lloyd's register briefing imo blg 15 - class direct · · 2011-03-22lloyd's register...

Lloyd's Register briefing

IMO BLG 15 Full report for clients

Overview

The 15th session of the IMO Bulk Liquids and Gases (BLG) Sub-Committee was held from 7th to 11th February 2011, at the IMO headquarters in London, the United Kingdom. This briefing is to provide a summary of topics which were discussed at the meeting. It is in two parts, the first part, immediately below, gives an overview of each agenda item. Fuller details on each subject are given at the end of the summary. They can be found either by using he hyperlinks from within each overview paragraph or by scrolling through the document. A link to return to the relevant overview paragraph is given at the end of each full description of the discussions.

Measures to prevent explosions on oil and chemical tankers transporting low-flash point cargoes (agenda item 2)

Currently, oil and chemical tankers of less than 20,000 dwt are not required to be fitted with an inert gas system (IGS). Following several casualty reports on the explosion of such tankers, IMO has been addressing this issue since MSC 83 (October 2007). At FP 53 (April 2010), it was agreed that new oil tankers below 20,000 dwt carrying low-flash point cargoes should be fitted with IGS. The lower limit of this requirement (for ships which the requirement will not be applicable) was left for further discussion. BLG examined the effects of this requirement on the IBC Code. Consequential amendments to SOLAS will be required and these will be discussed at FP 55 (July 2011). Note that issue was deal with under agenda item 3 however due to its significance it has been reported under the agenda item it was raised under. Full details on the discussion can be found here.

Evaluation of safety and pollution hazards of chemicals and preparation of consequential amendments (agenda item 3)

This is a continuous item on the BLG agenda which considers the evaluation of new chemicals and revisions to chemical cargoes listed in Chapters 17, 18 and 19 of the IBC Code. Also dealt with under this item agenda are other matters relating to the Chemical Codes and MARPOL Annex II. Full details on the discussion can be found here.

Application of the requirements for the carriage of bio-fuels and bio-fuel blends (agenda item 4)

In view of the increasing amounts of bio fuel and bio fuels/petroleum blends being carried in bulk, MEPC tasked BLG to consider the carriage requirements for bio-fuels and bio-fuel mixtures and when, and under what conditions, they should be carried under MARPOL Annex I or II. In addition BLG 14 considered the issue of blending bio-fuel and petroleum products onboard at sea and this was subsequently agreed by MEPC (MEPC.2/Circ.8).

BLG previously established an interim agreement, valid until 1 July 2011, for the carriage of bio-fuel blends which permits mixtures with less than 15% bio fuel to be carried as a MARPOL Annex I cargo (provided the ODME is certified to monitor bio-fuel blends) and mixtures with more than 15% bio-fuel to be carried as a MARPOL Annex II cargo. BLG 15 agreed an extension to this interim agreement until 1 September 2011 for the carriage of bio-fuel/petroleum blends with the 15% bio fuel content rising to 25%; so that bio-fuel blend containing more than 25% bio-fuel should be carried as a MARPOL Annex II cargo and blends containing less than 25% bio-fuel should be carried as a MARPOL Annex I cargo. The interim agreement was extended until 1 September 2011 to allow MEPC 62 (July 2011) to agree the proposed new arrangements and issue a MEPC circular. In addition, it was agreed that blending in port would be permitted under certain conditions but bending at sea should not be permitted and an amendment to SOLAS prohibiting blending at sea was agreed and forwarded to MSC 62 for adoption. Full details on the discussion can be found here.

Development of guidelines and other documents for uniform implementation of the 2004 BWM Convention (agenda item 5)

After the adoption of the 2004 International Convention for the Control and Management of Ship’s Ballast Water and Sediments (BWM Convention), BLG was tasked to continue developing guidelines associated with the Convention.

IMO BLG 15 meeting report © Lloyd's Register 2011

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Regulation B-3.7 of the Convention allows for “other methods “of ballast water management approved by the Administration. The BLG Sub-Committee has been developing the necessary guidelines. BLG 15 agreed a final draft of the procedure for the approval these “other methods” which will be forwarded to MEPC 62 for adoption as a MEPC resolution. These guidelines will apply to applications for approval of “other methods” of ballast water management from the date of adoption of the procedure.

BLG 14 had agreed on the need to develop a guidance document on the scaling of ballast water treatment systems and BLG 15 agreed a guidance document which provides a methodology for ascertaining if a system, when scaled up or down, will also meet the same performance level as the system that originally underwent land based testing for approval under MEPC.174(58). This guidance document will be forwarded to MEPC 62 for approval and will be issued as a MEPC circular.

BLG has been evolving sampling and analysis protocols and advice on the uniform application of these protocols. These protocols are intended to provide Administrations with guidance on how to sample ballast water and analyse the samples for enforcement of BWM Convention. The requirement for testing has already been establish and requires a “representative” sample of the ballast water being discharged however no agreement has yet been reached on what constitutes a “representative” sample. Existing information on methods for sampling and analysis have been summarised to facilitate further development of a circular and to help identify possible gaps which may include information on the degree of confidence, sampling volumes, definitions and approaches to sampling and analysis. A correspondence group will continue work on this issue for possible finalisation at BLG 16. Advice on the uniform application of these protocols will enable Port State Control (PSC) to apply the Convention in a consistent manner and allow ship operators to understand how PSC will enforce the Convention through sampling of ballast water being discharged. Full details on the discussion can be found here.

Code of safety for ships using gas or other low-flash point fuels with properties similar to liquefied natural gas (agenda item 6)

The BLG Sub-Committee previously developed interim guidelines for natural gas-fuelled engine installations in ships and this was adopted as a MSC resolution. The development of a formal code on gas fuelled ships is a progression on the safety criteria for gas fuelled engines on ships. The code was discussion in a working group and it was renamed as the “International Code of Safety for Ships using Gases or other Low-Flash Point Fuels" (IGF Code).

BLG 15 agreed that the IGF Code should be harmonised with the IGC Code in particular but not limited to IGC Code Chapter 16. Indeed BLG identified those sections of the IGC Code where harmonisation is required. It was agreed that the requirements originally developed for LNG fuelled ships in general could also be applicable to other gases and low-flash point fuels as appropriate. Hence, it was decided to apply the Code as a whole to all relevant fuels, recognising that some fuels may need additional requirements and that some sections or paragraphs may not be applicable to all fuel types. Necessary additions or changes will be made either in a separate chapter or within the relevant chapters of the Code. Full details on the discussion can be found here.

Development of international measures for minimizing the transfer of invasive species through bio-fouling of ships (agenda item 9)

The BLG Sub-Committee has been developing non-mandatory guidelines for the control and management of ships bio-fouling to minimise the transfer of invasive aquatic species. Theses guidelines are seen as a first step towards the IMO possibly developing mandatory regulations for controlling the transfer of invasive aquatic species by bio-fouling on ships through a means yet to be identified by the IMO. These guidelines will compliment the 2004 International Convention for the Control and Management of Ship’s Ballast Water and Sediments in the IMO’s efforts to control the transfer of invasive species by ships.


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The guidelines are intended to encourage ships to implement bio-fouling management practices, including the use of anti-fouling systems and other operational management practices, to reduce the development of macro-fouling. The intent of such practices is to keep ships’ submerged surfaces, including internal seawater systems, in as clean a state as practicable. In addition, ships will be encouraged to develop a bio-fouling management plan and maintain a bio-fouling record book. BLG agreed the final draft of the guidelines, which will be applicable to all ships over 24 meters in length, and forwarded them to MEPC 62 (July 2011) for final adoption as a MEPC resolution.

A correspondence group will continue work on separate guidelines for bio-fouling management on craft less than 24 meters, a timeframe for the criteria and process for evaluating the effectiveness of the guidelines and consider the need for guidance on the disposal of bio-fouling wastes. Full details on the discussion can be found here.

Revision of the IGC Code (agenda item 10)

The BLG Sub-Committee was tasked by MSC 83 to revise the International Code for the Construction and Equipment of Ships Carrying Liquefied gases in Bulk (IGC Code). The IGC Code was drafted in the late 1970s and first adopted in 1983; the revision is intended to take into account the changes in technology over the intervening years to provide a modern, comprehensive and fit for purpose IGC Code for the future. The revision of the IGC Code was undertaken by a steering committee chaired by the UK with assistance from SIGTTO and tasked a number of working groups to work on each chapter of the Code. The working groups where made up of experts from industry and LR was involved in all the working groups.

There was no substantive debate on this issue at BLG 15 and it was agreed that a correspondence group would consider a limited and defined number of technical issues within the draft revised Code and to take care of some editorial maters that remain to be addressed. The correspondence group will be a joint group which will also consider the International Code of Safety for Ships using Gases or other Low-Flash Point Fuels (IGF Code). The work of the correspondence group will be considered at BLG 16 and the draft Code will then be forwarded to other sub-committees (DE, FP, SLF and STCW) for review. It is expected that the Code will be finally agreed at BLG 17 for adoption by MSC in 2014. Full details on the discussion can be found here.

Review of relevant non-mandatory instruments as a consequence of the amended MARPOL Annex VI and the NOx Technical Code (agenda item 11)

After the adoption of the 2008 revision to MARPOL Annex VI, MEPC tasked BLG to continue the review of guidelines and other issues affect by this revision.

BLG 15 considered a number of issues in this respect, in particular, the development of draft guidelines on criteria for washwater discharge of exhaust gas cleaning systems, suitable amendments to other exhaust gas cleaning systems approval guidelines and ISO 8217 fuel specification, particularly the Hydrogen Sulphide (H2S) content of fuels and its safety implications.

BLG 15 agreed that at this time an amendment to the exhaust gas cleaning approval guidelines should not be made but that further information should be made available for consideration. With regard to H2S in fuels, BLG agreed that H2S can pose a danger to ships’ crews and supported the view that H2S levels in marine fuel should be kept as low as possible. It was agreed that there was insufficient evidence available to consider whether the expose to H2S by seafarers was a significant risk and agreed that further data and information was required to enable appropriate consideration of this matter.

A correspondence group will continue work on progressing the remaining guidelines and guidance, including:


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developing draft guidelines for replacement engines not required to meet the Tier III limit, as required under regulation 13.2.2 of MARPOL Annex VI);

developing draft guidelines called for under paragraph 2.2.5.6 of the NOx Technical Code 2008 (NOX-reducing devices);

consider what guidance, if any, should be developed for water as a primary control measure, emulsification, charge air humidification or direct injection; and

consider what guidance, if any, should be developed for gas fuels, natural gas or other gases as well as NOx Technical Code 2008 calculation factors and specific issues relating to the testing of engines so fuelled. Full details on the discussion can be found here

Development of a Code for the transport and handling of limited amounts of hazardous and noxious liquid substances in bulk in offshore support vessels (agenda item 12)

MEPC 60 tasked BLG to update the existing “Guidelines for the Transport and Handling of Limited Amounts of Hazardous and Noxious Liquid Substances in Bulk in Offshore Support Vessels” (A.673(16)) and to develop a replacement Code. The rationale for this is to take into account advances in technology, the increased size of Offshore Support Vessels (OSVs) and the increased quantities of flammable, hazardous and noxious liquid substances carried by these vessels. In addition, the existing guidelines are open to interpretation which has lead to a variance in their application.

A first draft document was submitted to BLG 15 and a number of comments were received on that draft.

There was no substantive progress on the Code at this meeting and it was agreed that the matter needed further consideration, to develop a new Code on the handling of hazardous and noxious liquid substances in offshore support vessels which will be progressed further at the next meeting of BLG a proposed correspondence group to continue this work was not formed. Full details on the discussion can be found here.

Amendments to SOLAS to mandate enclosed space entry and rescue drills (agenda item 13)

MSC 87 agreed to a proposal for making drills for the entry into enclosed spaces and rescues mandatory under SOLAS and tasked the DSC Sub-Committee to develop this.

BLG considered the proposal for amendments to SOLAS to mandate enclosed space entry and rescue drills, taking into account the outcome of DSC 15 and agreed to advise DSC that BLG agreed that measures to increase the safety of tank entry are important. Full details on the discussion can be found here.

Revision of the recommendations for entering enclosed spaces aboard ships (agenda item 14)

The IMO, following a number of fatalities and injuries as a result of entering enclosed spaces, agreed that a review of the Recommendations for entering enclosed spaces aboard ships (A.864(20)) should be undertaken. MSC 85 subsequently tasked the DSC Sub-Committee to lead on this issue, with input from the BLG, DSC, FP and STCW Sub-Committees. At the suggestion of BLG it was agreed by MSC that separate guidance for entry into tanks previously inerted with Nitrogen was required.

BLG reviewed the most recent version of the guidelines, in particular those aspects pertinent to tank entry on oil and chemical tankers especially those relating to entering tanks that had been inerted with Nitrogen.

BLG 15 agreed a separate guidance document for tank entry on tankers using nitrogen as the inerting medium which will be forwarded to MSC 89 (May 2011) for approval. In addition, BLG 15 drafted a generic paragraph providing recommendations for entering any space that may have contained nitrogen which will be forwarded to the DSC Sub-Committee for inclusion in the revision of Resolution A.864(20). Full details on the discussion can be found here.


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Review of proposed amendments to Chapter 14 of the FSS Code related to ships carrying liquid substances listed in the IBC Code (agenda item 15)

At the request of FP 53 (February 2009), BLG 14 (February 2010) considered proposed draft amendments to Chapter 14 of the FSS Code and concluded that the proposed amendments regarding fixed deck foam systems could imply new carriage requirement for such systems for those vessels carrying substances listed in Chapters 17 and 18 of the IBC Code. BLG 14 also identified that the aforementioned proposed amendments to the FSS Code may give rise to confusion on the grounds that the proposed text contains references to the IBC Code and raises potential contradictions with both SOLAS and the IBC Code and so reverted to FP for clarification. FP 54 (April 2010) agreed that the aforementioned text did not appear to conform to their understanding of SOLAS II-2 and that it was not the intent to establish new carriage requirements for chemicals covered by the IBC Code.

BLG 15 considered the outcome of FP 54 and agreed with the proposal that reference to SOLAS regulation 1.6.2.1 should be included in Chapter 14 of FSS Code to clarify the requirements of liquid cargoes with a flashpoint not exceeding 60°C for which regular foam fire-fighting systems are not effective.

After consideration of SOLAS regulations II-2/1.6.1 to 1.6.4 and Chapter 11 of the IBC Code, BLG 15 was of the view that deck foam system requirements should be interpreted as follows:

Chapter 17 cargoes with a flashpoint less than 60°C must comply with the IBC Code, Chapter 11 (IBC Code, paragraph 11.1.1);

Chapter 17 cargoes with a flashpoint of 60°C and above must comply with the FSS Code, Chapter 14 (IBC Code, paragraph 11.1.3 and SOLAS regulation II-2/1.6.4);

Chapter 18 cargoes with a flashpoint less than 60°C must comply with the FSS Code, Chapter 14 (SOLAS regulation II-2/1.6.1); and

Chapter 18 cargoes with a flashpoint of 60°C and above constitute a low fire risk and do not require a fixed foam-extinguishing system (SOLAS regulation II-2/1.6.3),

BLG prepared suitable amendments to draft paragraphs 2.2.1.1 and 2.2.1.2 of Chapter 14 of the FSS Code, and agreed to draft amendments to Chapter 14 of the FSS Code which will be forwarded to FP 55. Full details on the discussion can be found here.

Any other business (agenda item 18)

BLG 15 considered the issue of the environmental effects of black carbon in the Polar Regions but, as there had been no specific proposals made, the Sub-Committee considered that further direction from MEPC is needed before any progress can be made. Full details on the discussion can be found here.

Summary of the discussion (list of finalized instruments)

The documents listed have been drafted for submission to MSC and / or MEPC for approval. The list includes any amendments to IMO Conventions; draft circulars, guidelines and guidance; and justifications for new work items or changes to existing work items. See the list of documents here.


IMO BLG 15 Measures to prevent explosions on oil and chemical tankers transporting low-flash point cargoes (agenda item 2)

Overview

Currently, oil and chemical tankers of less than 20,000 dwt are not required to be fitted with an inert gas system (IGS). Following several casualty reports on the explosion of such tankers, IMO has been addressing this issue since MSC 83 (October 2007). At FP 53 (April 2010), it was agreed that new oil tankers below 20,000 dwt carrying low-flash point cargoes should be fitted with IGS. The lower limit of this requirement (for ships which the requirement will not be applicable) was left for further discussion. BLG examined the effects of this requirement on the IBC Code. Consequential amendments to SOLAS will be required and these will be discussed at FP 55 (July 2011). Note that issue was deal with under agenda item 3 however due to its significance it has been reported under the agenda item it was raised under.

Background

At the request of the FP 54 (April 2010), BLG 15 considered an amendment to SOLAS which would require oil and chemical tankers below 20,000 dwt to be fitted with inert gas systems, and report back to FP.

BLG was requested to consider how the proposal might impact on Chapters 9 and 11 of the IBC Code and to evaluate the impact of applying inert gas to specific cargoes. In addition, BLG considered whether the proposed requirement for inert gas systems on all cargoes on ships below 20,000 dwt might cause confusion as Chapter 17 of the IBC Code already contains requirements for an inerting medium for certain cargoes.

Discussion

After consideration, BLG 15 agreed that the proposal would not impact on Chapter 9 of the IBC Code however the wording of Chapter 11 would need amending as a result of this proposal, if adopted. The FP Sub-Committee will be advised of this outcome.

Advice for owners / operators

Owners / operators should note the continued discussion on this issue as it will have a major impact.

Advice for builders

Builders should note the continued discussion on this issue as it will have a major impact.

Advice for manufacturers

Manufacturers should note the continued discussion on this issue as it will have a major impact.

Advice for Flag Administrations / Recognized Organizations

Flag Administrations / Recognized Organizations should note the continued discussion on this issue as it will have a major impact.

Applicability

Once adopted, the new requirements will be applicable to new oil tankers less than 20,000 dwt and chemical tankers less than 20,000 dwt carrying low-flash point cargoes, date of entry into force is yet to be discussed. No decision has yet been made as to whether the requirements will be applied retrospectively to existing ships. There is continued discussion


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regarding the lower limit to which the requirements will not be applicable and the decision is expected to be between 5,000 dwt and 8,000 dwt.

What is LR doing?

LR will continue monitoring this important issue.

Return to overall summary at start of document


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IMO BLG 15 Evaluation of safety and pollution hazards of chemicals and preparation of consequential amendments (agenda item 3)

Overview

This is a continuous item on the BLG agenda which considers the evaluation of new chemicals and revisions to chemical cargoes listed in Chapters 17, 18 and 19 of the IBC Code. Also dealt with under this item agenda are other matters relating to the Chemical Codes and MARPOL Annex II.

Background

BLG 15 considered a number of issues under this agenda item including new chemicals to be added to Chapter 17 of the IBC Code, a new cargo for addition to the IGC Code, the review of the IBC Code Chapters 17, 18 and 19 and the time scale for this review including the need to reissue certificates, assessment of cleaning additives, and missing information under column “i” in Chapter 17 of the IBC Code.

Discussion

At this session BLG considered and agreed to a number of new chemicals for eventual inclusion in Chapter 17 of the IBC Code, including two new bio-fuel/petroleum blends. These new chemicals will be referred to MEPC 62 (July 2011) for inclusion in an amendment to MEPC.2 /Circular.

In addition BLG agreed to add “Mix C4” as an additional cargo to the IGC Code. Mixed C 4 is a gaseous mixture of C4 olefins and alkanes (typically 10-60 mole% Butadiene, 10-40 mole% Butylenes, plus other C4 fractions) produced by the process of cracking Naphtha or Butanes. This mixture is mainly used for the production of Butadiene by extraction.

BLG 15 evaluated a large number of cleaning additives of which 86 where finally approved for inclusion in the list of cleaning additives. The BLG Sub-Committee noted the concerns raised with regard to the use of cleaning additives components that are carcinogenic, mutagenic, reprotoxic or sensitizing. These concerns relate to occupational health and protection of the marine environment and the relevant reporting countries were urged to convey those concerns to the manufacturers.

BLG has been reviewing the information for substances in column “i” (electrical) as a large number of substances had no information. Having received further data on the electrical requirements for a number of products, BLG agreed that these can now be included in column “i” and published in the update to MEPC.2/Circ 17. However for a large number of substances information is still not available and it was agreed that if information needed to assign requirements for these substances remains unavailable by the time the amendments to Chapter 17 are finalised then a stringent default value will be assigned; the default is likely to be agreed as T6/IIc/No as needed. Interested parties were encouraged to submit information as soon as possible for substances where requirements are yet to be assigned.

Concern was raised that the EPSH Working Group has a sizeable task of carrying out a large number of cleaning additives evaluations and it was questioned if any charges were being made for this activity. BLG was advised that the high level of evaluations requested was probably a consequence of the fact that the old standard for the evaluation of cleaning additives, as specified in MEPC/Circ.363, had now ceased to be valid from 1 August 2010 and that products now needed to be


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assessed following the new guidelines contained in MEPC.1/Circ.590. An initial high demand for the evaluation of cleaning additives following the transition period was therefore not to be unexpected and the level of submitted for evaluation should reduce in time. With respect to charges, the IMO levies no fees for the evaluation of cleaning additives but if any components of a product need to have a GESAMP Hazard profile assigned, then this is charged in line with the procedures established previously as noted in BLG.1/Circ. 28.

Some delegations raised concern that the timescale suggested in BLG/15/3 for the next set of amendments to the IBC Code was optimistic and that a more realistic timetable should be developed. The ESPH working group proposed a new time scale and agreed by BLG as follows:

The next set of amendments will be prepared in 2011 for finalisation and approval by MEPC and MSC in 2012, adoption by MSC and MEPC in 2013 for entry into force in June 2014.

On entry into force of the amendments it will necessitate updating of all IBC and BCH code cargo lists attached to the certificate of fitness which caused concern with a number of delegations if this would involve the reissue of certificates. It was agreed that this issue required further consideration for a suitable solution to be developed; this will be further progressed by the ESPH working group at its next intersessional meeting scheduled for later in 2011 the outcome to be considered by BLG 16.

In discussing the review of Chapters 17 and 18 of the IBC Code it was noted that there are inconsistencies in the carriage requirements for a number of substances. This situation has led to what is in effect a dual standard has arisen and has come about due to the fact that there have been two methods of assessment; one pre 2004 and one post 2004. To address this issue, a number of options were considered including taking no action, a partial review of carriage requirements, a full review of carriage requirements and revisiting the criteria in Chapter 21 of the IBC Code. All options, except taking no action, will have an effect on substances currently listed in Chapter 17 and may result the carriage requirements for substances being increased or decreased; the number of affected cargoes varying upon the option taken. BLG 15 did not make a decision on the way forward for this important issue but invited delegations to submit feed back to the ESPH Working Group to enable further careful deliberation and enable the working group to report back to BLG 16.

The next set of consolidated amendments to Chapters 17, 18 and 19 of the IBC Code was also considered and a time line to complete the work was agreed. The next set of amendments is scheduled for finalisation in 2012 for adoption by MSC and MEPC in 2013 for entry into force in June 2014. This will necessitate the updating of all IBC and BCH Code cargo lists attached to the certificate of fitness. In this respect BLG considered if, in implementing these amendments, the certificate of fitness for every affected ship would need to be reissued or not. It was agreed that this issue required further consideration for a suitable solution to be developed and this will be further progressed by the ESPH Working Group at its next intersessional meeting later in 2011.


Owners / operators should note the review of Chapters 17, 18 and 19 of the IBC Code and the fact amendments will be coming into force in 2014.


Manufactures of cleaning products should note the issues raised.



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Flag Administrations / Recognized Organizations should note the requests for inputs to BLG 16 and the ESPH Working Group.

Applicability

All ships carrying cargoes listed in Chapters 17, 18 and 19 of the IBC Code.

What is LR doing?

LR will continue to monitor discussions at BLG and the ESPH Working Group on these issues and begin to prepare for the 2014 amendments to the IBC Code Chapters 17, 18 and 19.



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IMO BLG 15 Application of the requirements for the carriage of bio-fuels and bio-fuel blends (agenda item 4)

Overview

In view of the increasing amounts of bio fuel and bio fuels/petroleum blends being carried in bulk, MEPC tasked BLG to consider the carriage requirements for bio-fuels and bio-fuel mixtures and when, and under what conditions, they should be carried under MARPOL Annex I or II. In addition BLG 14 considered the issue of prohibiting the blending bio-fuel and petroleum products onboard at sea and this was subsequently agreed by MEPC (MSC-MEPC.2/Circ.8).

Background

BLG previously established an interim agreement, valid until 1 July 2011, for the carriage of bio-fuel blends which permits mixtures with less than 15% bio fuel to be carried as a MARPOL Annex I cargo (provided the ODME is certified to monitor bio-fuel blends) and mixtures with more than 15% bio-fuel to be carried as a MARPOL Annex II cargo.

Discussion

BLG 15 agreed an extension to the interim agreement until 1 September 2011 and revised the agreement for the carriage of bio-fuel/petroleum blends with the 15% bio fuel content rising to 25%; so that bio-fuel blend containing more than 25% bio-fuel should be carried as a MARPOL Annex II cargo and blends containing less than 25% bio-fuel should be carried as a MARPOL Annex I cargo. The interim agreement was extended until 1 September 2011 to allow MEPC 62 (July 2011) to approve and adopt the proposed new 25% arrangements and issue a MEPC circular. In addition, it was agreed that blending in port would be permitted under certain conditions but bending at sea (MSC-MEPC.2/Circ.8) should not be permitted and an amendment to SOLAS prohibiting blending at sea was agreed and forwarded to MSC 62 for adoption.

It is acknowledged that ODME systems can not detect bio-fuel blends and as a result it was agreed that ODME systems should be approved in accordance with the existing guidelines for the approval of ODME systems (MEPC.108(49)) to establish they can detect bio-fuels . Recognising that it will take time for manufactures to develop ODME systems or modifications to existing systems and to have them approved for bio-fuel blends, it was agreed that ships may carry bio-fuel blends until 1 January 2016 without an ODME that can monitor bio-fuel blends provided that tank residues and all tank washings are pumped ashore. Once approved the ODME type approval would list as acceptable for bio-fuel blends along with any other substances or products the ODME is capable of detecting.

Fire-fighting arrangements for ships carrying bio-fuel bends has been previously discussed and, following advice from the FP Sub-Committee, BLG 15 agreed that when carrying bio-fuel blends containing ethyl alcohol the deck fire-fighting system requirements of SOLAS Chapter II-2 regulations 1.6.1 and 1.6.2 should apply and alcohol resistant foams should be used.

BLG 15 drafted guidelines for the carriage of bio-fuel blends, covering the issues detailed above, which will be forwarded to MEPC 62 for approval and issue as an MEPC circular. These guidelines consolidate decisions made at this and previous sessions of BLG on the carriage of bio fuel blends.

BLG 15 further refined and agreed draft amendment to SOLAS banning blending at sea which will be forwarded to MSC 90 for adoption.


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Owners should note that the change in percentage of bio-fuel permitted in petroleum oil/bio fuel blends is expected to be effective from 1 September 2011. The decision to increase the percentage of bio-fuels allowed in bio-fuel-petroleum blend mixtures will permitted a greater quantity to be carried as MARPOL Annex I cargoes provided the ship has an ODME system approved for bio-fuel blends. It was acknowledged that it will take time for manufacturers to have systems approved for bio-fuel blends and so it was agreed that ships may carry bio-fuel blends as a MARPOL Annex I until 1 January 2016 without an ODME that can detect bio-fuels provided that tank residues and all tank washings are discharged ashore.

For ships intending to carry bio-fuel blends as a MARPOL Annex II cargo it should be ensured that bio-fuel blends are listed on the certificate of fitness if not then the issuing authority contacted to add bio-fuel blends to the certificate.

When carrying bio-fuel blends, fire-fighting alcohol resistant foam should be provided.

Advice for builders

For ships that intend to carry bio-fuel blends as MARPOL Annex I cargoes an ODME certified fro bio-fuel blends will be required to be installed and the foam system charged with alcohol resistant foam.


ODME manufacturers will need to retest their ODME systems and seek approval for their use with bio-fuel blends which may necessitate modification of their systems.


Note the outcome of BLG 15.

Applicability

All ships intending to carry bio-fuel blends as a cargo under MARPOL Annex I or II.

What is LR doing?

LR will continue to monitor this issue at MEPC and MSC and provide advice owners/operators and ODME manufactures as appropriate.



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IMO BLG 15 Development of guidelines and other documents for uniform implementation of the 2004 BWM Convention (agenda item 5)

Overview

After the adoption of the 2004 International Convention for the Control and Management of Ship’s Ballast Water and Sediments (BWM Convention), BLG was tasked to continue developing guidelines associated with the Convention.

Background

A number of guidelines associated with the BWM Convention were developed leading up to and shortly after the adoption of the Convention however a number remained to be developed and since then others have been identified as being required.

Regulation B-3.7 of the Convention allows for “other methods “of ballast water management approved by the Administration. BLG has been developing the necessary guidelines and the final draft was agreed at BLG 15.

BLG has been evolving sampling and analysis protocols and advice on the uniform application of these protocols which are intended for use by Administrations when sampling for enforcement of the Convention through Port State Control (PSC) inspections. It should be noted that guidelines for PSC inspections under the BWM Convention are under development by the FSI Sub-Committee and are expected to be finalised at FSI 19 (March 2012). The draft guidelines for PSC inspections contain a provision that PSC may take samples of ballast water to ascertain if the treatment system is operating correctly.

BLG 14 had agreed on the need to develop a guidance document on the scaling of ballast water treatment systems. These guidelines where further developed intersessionally and submitted to BLG 15 for review.

Discussion

BLG 15 agreed the final draft of the guidelines for the approval of “other methods” permitted under regulation B-3.7 which will be forwarded to MEPC 62 for approval. These guidelines will apply to applications for approval of “other methods” of ballast water management from the date of adoption of the procedure.

BLG 15 considered a draft guidance document on scaling of ballast water treatment systems submitted to this session. After some discussion the Sub-Committee agreed to a non-mandatory guidance document which will be forwarded to MEPC 62 for approval and to be issued as a MEPC circular. This guidance provides a methodology for ascertaining if a system, when scaled up or down, will also meet the same performance level as the system that originally underwent land based testing for approval under MEPC.174(58). Scaled systems would be tested on board a ship in accordance with MEPC.174(58) but the Administration may allow testing for a reduced period of 3 months instead of 6. The testing would be to ascertain that the assumptions for the system performance, when a unit is scaled up or down, are verified.

BLG 15 also discussed at length the sampling of ballast water and analysis protocols of ballast water samples and advice on the uniform application of these protocols which would be used by PSC for enforcement of the Convention. Lengthy discussion also took place on the issue of what is a “representative” sample and what is an “indicative” sample of ballast being discharged but the Sub-Committee did not come to any decision of the definition. This is an important issue where the enforcement of the Convention is concerned. The discussions resulted in a summarization of the existing information on methods for sampling and analysis in a tabular format to facilitate further development of a circular and to help identify possible gaps which may include information on the degree of confidence, sampling volumes, definitions and approaches to sampling and analysis. Further work will be carried out by a correspondence group for possible finalisation at BLG 16.


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At this time there is no envisaged impact on owners / operators other than to ensure that ships fitted with a ballast water treatment system have a sampling point installed in the ballast water discharge line taking into account the “G2” guidelines (MEPC. 173(58)).

Advice for builders

At this time there is no envisaged impact on builders other than to ensure that ships fitted with a ballast water treatment system have a sampling point installed in the ballast water discharge line taking into account the “G2” guidelines (MEPC. 173(58)).


Manufactures of ballast water treatment systems should take note of the draft circular on scaling of ballast water treatment systems.


Flag Administrations and Recognized Organizations should to take note of the draft circular on scaling of ballast water treatment systems and note the development of the sampling and analysis protocols.

Applicability

All ships to which the 2004 BWM Convention applies.

What is LR doing?

LR will continue to monitor the progress and development of the sampling and analysis protocols and will incorporate the circular on scaling onto the LR ballast water treatment system approval procedure, once adopted by MEPC.



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IMO BLG 15 Code of safety for ships using gas or other low-flash point fuels with properties similar to liquefied natural gas (agenda item 6)

Overview

The BLG Sub-Committee previously developed interim guidelines for natural gas-fuelled engine installations in ships and which has adopted as a MSC resolution (MSC.285(86). The development of a formal code on gas fuel ships is a progression of the IMO developing safety criteria for gas fuelled engines on ships. MSC 87 considered the justification for, the development of such a Code and instructed the BLG subcommittee to develop a Code.

Background

As a result of interest from industry for using natural gas and low-flash point fuels for ships, the IMO agreed to develop an International Code for Gas Fuelled Ships (IGF Code) and discussions have been ongoing since 2006. Due to the urgency of the issue, IMO decided to have a two step approach to the development of the Code. The first step was to develop interim guidelines for ships using natural gas as fuel other than gas-carriers; mainly addressing internal combustion engines. This work has been completed and issued as Resolution MSC.285(86) ‘Interim Guidelines on safety for natural gas-fuelled engine installations in ships’.

The second step, which is currently under discussion by BLG, is the development of an International Code for Gas-Fuelled Ships (IGF Code). Initially when it was agreed to develop the Code, the intention was to establish requirements for LNG fuelled ships. However as the discussions have progressed, other gas and low-flash point fuels similar to liquefied natural gas have been included in the Code.

Discussion

BLG 15 agreed that the Code should align with those areas which are also covered in the draft revised IGC Code regarding the use of gas as fuel.

At this session, the possibility of considering the Code as a whole to all relevant fuels in addition to gas or low flashpoint liquids was discussed. It was noted that some fuels may need additional requirements and that some areas in the Code may not be applicable to all fuel types e.g. Fuel cells. This issue will be further discussed in the intersessional correspondence group. It was therefore agreed to amend the title of the Code and to name it as "International Code of safety for ships using gases or other low-flash point fuels" (IGF Code) to take into account that fact the code include low flash fuels other than gas.

Following the proposal to include the application of the Emergency Shut Down (ESD) concept, BLG agreed that it could be considered provided there are some limitations imposed. It was agreed in principle that the ESD concept may be allowed for gases which are lighter than air, as they will be easily removed by ventilation in case there is a leak. Further limitations will be considered such as power limits, shape of engine-rooms, etc.


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BLG 15 established a correspondence group to progress the development of the IGF Code. This will be joint group which will also consider the review of the International Code for the Construction and Equipment of Ships Carrying Liquefied gases in Bulk (IGF Code) (agenda item 10) and report to BLG 16.

BLG also agreed the recommendation to extend the target completion date of this item to 2014.


Owners and operators should note the development of the Code and that as extra safety will need to be considered while using gas as fuel, it is envisaged that this will increase the overall cost of construction. Additional training will be required for ships crew.

Advice for builders

Builders should note the development of the code and prepare for its implementation and that as extra safety will need to be considered while using gas as fuel, it is envisaged that this will increase the overall cost of construction.


Administrations and Recognized Organizations should note the development of the code and prepare for its implementation.

Applicability

The Code will apply to new ships constructed after a date yet to be established by the IMO and it is expected that existing ship would continue to comply with present requirements.

What is LR doing?

LR will continue to monitor the developments and where possible comment on the practical application of the code.



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IMO BLG 15 Development of international measures for minimizing the transfer of invasive aquatic species through bio-fouling of ships (agenda item 9)

Overview

Bio-fouling is considered to be a significant vector in the transfer of organisms and its control forms the second initiative by the IMO in its commitment to minimise the translocation of invasive species; the 2004 International Convention for the Control and Management of Ship’s Ballast Water and Sediments being the other.

Background

In July 2007, MEPC 56 tasked BLG to consider the problem of the transfer of invasive aquatic organisms through bio-fouling of ships and to develop international measures for minimising the translocation of invasive species through ships bio-fouling. BLG has considered a number of options on ways to deal with this issue and is currently developing non-mandatory guidelines. It is, however, expected that in the future they will consider the development of mandatory measures to address the issue.

The guidelines are intended to encourage ships to implement bio-fouling management practices, including the use of anti-fouling systems and other operational management practices, to reduce the development of macro-fouling. The intent of such practices is to keep ships’ submerged surfaces, including internal seawater systems, in as clean a state as practicable. In addition, ships will be encouraged to develop a bio-fouling management plan and maintain a bio-fouling record book.

Discussion

BLG agreed the final draft of the guidelines, which will be applicable to all ships over 24 meters in length, and forwarded them to MEPC 62 (July 2011) for final adoption as a MEPC resolution. Note that separate guidance for craft under 24 meters remains under development. The guidelines will be recommendatory in nature and will encourage all ships to implement measures to minimise bio- fouling via a management plan.

The IMO will continue to the development guidelines for ships under 24 meters in length and a timeframe for the criteria and process for evaluating the effectiveness of the guidelines and consider the need for the development of a guidance document on the disposal of bio-fouling waste in land-based facilities.


Owners/operators should note the forthcoming adoption of these guidelines for ships over 24m in length and consider implementing them for their ships.

Advice for builders

Builders should consider developing designs and technologies which can assist in the reduction of bio-fouling on ships.



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Consider developing technologies which can assist in the reduction of bio-fouling on ships.


Flag Administrations / Recognized Organizations should note the forthcoming adoption of these guidelines for ships over 24m in length and consider what advice and assistance can be given to owners /operators that intend to implement the guidelines.

Applicability

These recommendatory guidelines are applicable to all ships effective from the date of adoption by MEPC 62 (July 0211).

What is LR doing?

LR will develop suitable advice to assist owners /operators wishing to implement the guidelines and will continue to monitor further developments by the IMO on this issue.



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IMO BLG 15 Revision of the IGC Code (agenda item 10)

Overview

The BLG Sub-Committee was tasked by MSC 83 to revise the International Code for the Construction and Equipment of Ships Carrying Liquefied gases in Bulk (IGC Code).

Background

The IGC Code was drafted in the late 1970s and first adopted in 1983; the revision is intended to take into account the changes in technology over the intervening years to provide a modern, comprehensive and fit for purpose IGC Code for the future. The revision of the IGC Code was undertaken by a steering committee chaired by the UK with assistance from SIGTTO and tasked a number of working groups to work on each chapter of the Code. The working groups where made up of experts from industry and LR was involved in all the working groups. The revision of the Code is be under the lead of the BLG Sub-Committee with input from the DE, FP SLF and STCW Sub-Committees.

Discussion

There was no substantive debate on this issue at BLG 15 and it was agreed that a correspondence group would consider a limited and defined number of technical issues within the draft revised Code and to take care of some editorial maters that remain to be addressed. The correspondence group will be a joint group which will also consider the International Code of Safety for Ships using Gases or other Low-Flash Point Fuels (IGF Code) The work of the correspondence group will be considered at BLG 16 and the draft Code will then be forwarded to other sub-committees (DE, FP, SLF and STCW) for review. It is expected that the Code will be finally agreed at BLG 17 in 2013 for adoption by MSC in 2014.


Owners / operators should note that the IGC Code is under revision and that the revised Code is expected to be adopted in 2014 and will apply to all new gas carriers constructed after a date yet to be decided by the IMO. Orders for new gas carriers to should contain a clause to take into account the revised Code if the date of construction will be after 2013.

Advice for builders

Builders should note that the IGC Code is under revision and that the revised Code is expected to be adopted in 2014 and will apply to all new gas carriers constructed after a date yet to be decided by the IMO. Builders will need to take the revised IGC Code into account for designs to be constructed after the date of implementation; this may involve beginning design work now.


Flag Administrations / Recognized Organizations should note that the IGC Code is under revision and that the revised Code is expected to be adopted in 2014 and will apply to all new gas carriers constructed after a date yet to be decided by the IMO. They should take account of the revised Code in survey and certification procedures and in associated national regulations and guidance.

Applicability


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All gas carriers constructed after the date yet to be decided by the IMO.

What is LR doing?

LR will continue to monitor the development of the revision of the IGC Code with a view to revising LR’s exiting gas carrier rules, procedures and survey and certification requirements. In addition LR will continue to work with various organisations on the development of the revised IGC Code.



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IMO BLG 15 Review of relevant non-mandatory instruments as a consequence of the amended MARPOL Annex VI and the NOx Technical Code (agenda item 11)

Overview

After the adoption of the 2008 revision to MARPOL Annex VI, MEPC tasked BLG to continue the review of guidelines and other issues affect by this revision. In particular, BLG are developing guidelines for the approval of Tier III engines and reception facilities under MARPOL Annex VI.

Background

BLG have been developing guidelines for the approval of Tier III engines that will be required to meet the lower NOx limits that will enter into force in 2016 and will be required to be used in NOx emission control areas. BLG have developed two possible schemes – scheme A which follows the approval process already established in the NOx Code 2008 and scheme B which involves the separate testing of the engine and the actual selective catalytic reduction system (SCR) which, in the latter case, could be by use of either diesel engine exhaust gas or simulated gas. The results of the SCR testing would be applied to engine results as a % reduction in NOx g/kWh at each mode point. The final arrangement, for the parent engine only, would be subject to a confirmation test of limited extent.

BLG reviewed draft text of the Guidelines for reception facilities required under MARPOL Annex VI and, as required to be provided under regulation 17, for the reception of ozone-depleting substances and residues from exhaust gas cleaning systems.

Discussion

BLG 15 considered a number of issues in this respect, in particular, the development of draft guidelines on criteria for washwater discharge of exhaust gas cleaning systems, suitable amendments to the exhaust gas cleaning systems approval guidelines and ISO 8217 fuel specification, particularly the Hydrogen Sulphide (H2S) content of fuels and its safety implications.

BLG 15 agreed that at this time an amendment to the exhaust gas cleaning approval guidelines should not be made but that further information should be made available for consideration. With regard to H2S in fuels, BLG agreed that H2S can pose a danger to ships’ crews and supported the view that H2S levels in marine fuel should be kept as low as possible. It was agreed that there was insufficient evidence available to consider whether the expose to H2S by seafarers was a significant risk and agreed that further data and information was required to enable appropriate consideration of this matter.

A correspondence group will continue work on progressing the remaining guidelines and guidance, including:

developing draft guidelines for replacement engines not required to meet the Tier III limit, as required under regulation 13.2.2 of MARPOL Annex VI);

developing draft guidelines called for under paragraph 2.2.5.6 of the NOx Technical Code 2008 (NOX-reducing devices);


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consider what guidance, if any, should be developed for water as a primary control measure, emulsification, charge air humidification or direct injection; and

consider what guidance, if any, should be developed for gas fuels, natural gas or other gases as well as NOx Technical Code 2008 calculation factors and specific issues relating to the testing of engines so fuelled.

With regards to the development of the guidelines for the approval of Tier III engines that will be required to meet the lower NOx limits there was a great deal of discussion on the use of “scheme B “for approving engines with some delegations being against the use of the scheme.

Scheme B now provides for computer modelling to be used to estimate the effect that the SCR will have on the NOx emissions as measured (in the conventional manner) from the engine to which it is to be applied. This is to be verified by emission testing (using either exhaust gas or simulated gas) which may be undertaken on a duly scaled unit rather than the actual SCR itself. The NOx emission value as so estimated is to be that entered in the EIAPP Supplement. The confirmation test undertaken on the engine plus SCR as actually installed comprises of NOx concentration measurements at inlet and outlet which then give a NOx reduction efficiency - which is to be not more than 5% less than that estimated from the modelling process for each of 75%, 50% and 25% load points (6 measurements of NOx concentrations in total). Although the certification process would be completed on approval of the Technical File and the issue of the EIAPP Certificate they would not be valid until the confirmation test was undertaken and produced a satisfactory result. BLG did not come to a consensus as to whether the confirmation test should be undertaken on only the parent engine or all engines to be covered by that certification. Scheme B represents a fundamental change to the NOx Technical Code 2008 certification process which has, to date, required that the parent engine NOx emission performance be directly assessed from the actual engine (plus any NOx reduction devices as fitted) on the basis of measurement of the emissions downstream of the last effecting point in the exhaust system. In discussing certification of engines approved under scheme B, it was agreed that the EIAPP Certificate should be completed with the data as derived from the electronic calculation model and would be issued after approval of the Technical File for the complete system which includes a description of the required on board NOx verification procedure, engine emission test results and the description of the confirmation test procedure.

For a scheme to be permitted, an amendment to the NOx Technical Code 2008 will be required. Draft amendments to the NOx Technical Code 2008 were prepared and agreed which will allow scheme B certification once adopted. BLG prepared a further draft of the guidelines taking into account the various submissions to this session and the discussion held which include both schemes A and B.

The draft amendments to the NOx Technical Code 2008 and the draft guidelines fro approval of engines will be forward to MEPC 62 (July 2011) for approval. However it should be noted that BLG could not come to any consensus on the approval of the requirement for a confirmation test for engines fitted with SCRs and if it should apply to all engines or only the parent engine; this matter will be referred to MEPC 62 for resolution.

BLG agreed draft text of the guidelines for reception facilities for ozone-depleting substances and residues from exhaust gas cleaning systems and it will be forwarded to MEPC 62 (July 2011) for adoption as a MEPC resolution. The objective of these guidelines are to assist Governments in developing and enacting domestic laws which implement the provisions of regulation 17 (Reception Facilities) of MARPOL Annex VI and assist port and terminal operators, ship repair ports and ship breaking facilities in assessing the need for and providing adequate reception facilities for ozone-depleting substances, equipment containing ozone-depleting substances and exhaust gas cleaning residues.


Owners / operators should note the development of the guidelines for the approval of engines.


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Advice for builders

Builders should note the development of the guidelines for the approval of engines.


Engine builders should note the development of the guidelines for the approval of engines and make the necessary preparations to take account of the guidelines for testing of engines, once approved by MEPC.


Flag Administrations / Recognized Organizations should note the development of the guidelines for reception facilities when implementing the provisions of regulation 17 of MARPOL Annex VI. In addition, they should note the development of the guidelines for the approval of engines and make the necessary preparations to take account of the guideline for approval of engines once the guidelines are approved by MEPC.

Applicability

All ships to which MARPOL Annex VI and the NOx Code Technical 2008 applies.

What is LR doing?

LR will continue to monitor these issues at BLG and MEPC. LR will review the implications of the approval guidelines with a view to issuing suitable advice to engine builders and implement the guidelines in LR’s engine approval procedures.



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IMO BLG 15 Development of a Code for the transport and handling of limited amounts of hazardous and noxious liquid substances in bulk in offshore support vessels (agenda item 12)

Overview

MEPC 60, tasked BLG to update the existing ‘Guidelines for the transport and handling of limited amounts of hazardous and noxious liquid substances in bulk in offshore support vessels’ (A.673(16)) and to develop a replacement Code.

Background

The rationale for this is to take into account advances in technology, the increased size of offshore support vessels (OSVs) and the increased quantities of flammable, hazardous and noxious liquid substances carried by these vessels. In addition, the existing guidelines are open to interpretation which has lead to a variance in their application.

Discussion

A first draft document was reviewed by BLG 15 but no substantive progress was made on the new Code at this meeting. It was agreed that the matter needed further consideration and will be continued at the next meeting of BLG. The proposed correspondence group to continue this work on this item was not formed but BLG agreed to extend the target completion date to 2013.


Note the progress of the revision of the OSV guidelines.

Advice for builders




Applicability

Offshore support vessels.

What is LR doing?

LR will continue to monitor the developments.



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IMO BLG 15 Amendments to SOLAS to mandate enclosed space entry and rescue drills (agenda item 13)

Overview

MSC 87 agreed to a proposal for making drills for the entry into enclosed spaces and rescues mandatory under SOLAS and tasked the DSC Sub-Committee to develop this.

Background

The DSC Sub-Committee had developed draft proposals to mandate drills for the entry into enclosed spaces and rescues under SOLAS DSC requested the views off BLG on this issue.

Discussion

BLG considered the proposal for amendments to SOLAS to mandate enclosed space entry and rescue drills, taking into account the outcome of DSC 15 and agreed to advise DSC that BLG agreed that measures to increase the safety of tank entry are important. During the discussion a number of delegations were of the view that mandatory requirements for tank entry drills in SOLAS was not the appropriate instrument to address this issue and that drills of this nature could be addressed through the ISM Code. BLG noted that that the purpose of these drills was to ensure that ships’ staff who maybe expected to enter enclosed spaces, or those that decide to, are familiar with the correct procedures and that precautions are observed, also that effective rescue strategies are available in the event of an incident involving tank entry. The majority of delegations that spoke where of the opinion that mandatory drills are the most practical way to reduce the number of fatalities due to tank entry and that this should be made mandatory through SOLAS. BLG 15 could not reach a consensus and decided to invite delegations to submit comments and proposals to the 16th session of the DSC Sub-Committee where there will be a working group on this issue.


Owners / operators should note that the IMO will mandate enclosed space entry and rescue drills.


Flag Administrations / Recognized Organizations should note that the IMO will mandate enclosed space entry and rescue drills.

Applicability

All ships to which SOLAS applies.

What is LR doing?

LR will continue to monitor this issue.



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IMO BLG 15 Revision of the recommendations for entering enclosed spaces aboard ships (agenda item 14)

Overview

DSC 13 concluded that, following a number of fatalities and injuries as a result of entering enclosed spaces, a review of the Recommendations for entering enclosed spaces aboard ships (A.864(20)) should be undertaken.

Background

MSC 85 subsequently tasked the DSC Sub-Committee to lead on this issue, with input from the BLG, DSC, FP and STCW Sub-Committees. DSC 15 produced a draft Revised Recommendations for entering enclosed spaces aboard Ships and forwarded it for review by BLG 15, FP 55 and STCW 42.

Discussion

The FP sub committee had recognised that that entry into the tanks of chemical tankers needs specific attention and that the expertise on tanker-related issues lies within the BLG Sub-Committee and that it had been agreed that separate recommendations where required for ships using nitrogen as the inerting medium.

BLG discussed this issue and developed a draft MSC circular on tank entry for tankers using nitrogen as the inerting medium for submission to MSC 89 for approval.


To note the decision by BLG 15 and to monitor the outcome of DSC sub-committee as the lead on this issue and the out come of the other sub-committees involved.


To note the decision by BLG 15 and to monitor the outcome of DSC sub-committee as the lead on this issue and the out come of the other sub-committees involved.

Applicability

All ships.

What is LR doing?

LR will continue to monitor the progress of this issue at the DSC sub-committee as the lead on this issue and the out come of the other sub-committees involved.



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IMO BLG 15 Review of proposed amendments to Chapter 14 of the FSS Code related to ships carrying liquid substances listed in the IBC Code (agenda item 15)

Overview

FP 53 had proposed draft amendments to FSS Code Chapter 14 (Fixed deck foam system). The amendments contained in BLG 14/16/1 were discussed at BLG 14 and it was expressed that the amendments could imply a new carriage requirement for such a system for those vessels carrying substances listed in chapter 17 and 18 of the IBC Code.

Background

At the request of FP 53 (February 2009), BLG 14 (February 2010) considered proposed draft amendments to Chapter 14 of the FSS Code and concluded that the proposed amendments regarding fixed deck foam systems could imply new carriage requirement for such systems for those vessels carrying substances listed in Chapters 17 and 18 of the IBC Code. BLG 14 also identified that the aforementioned proposed amendments to the FSS Code may give rise to confusion on the grounds that the proposed text contains references to the IBC Code and raises potential contradictions with both SOLAS and the IBC Code and so reverted to FP for clarification. FP 54 (April 2010) agreed that the aforementioned text did not appear to conform to their understanding of SOLAS II-2 and that it was not the intent to establish new carriage requirements for chemicals covered by the IBC Code.

Discussion

BLG 15 considered the outcome of FP 54 and agreed with the proposal that reference to SOLAS regulation 1.6.2.1 should be included in Chapter 14 of FSS Code to clarify the requirements of liquid cargoes with a flashpoint not exceeding 60°C for which regular foam fire-fighting systems are not effective.

BLG 15 considered this issue and comments made; after careful consideration of SOLAS regulations II-2/1.6.1 to II-2/1.6.4 and Chapter 11 of the IBC Code and agreed an interpretation for the requirements of deck foam system requirements for ships carrying cargoes under Chapter 17 and 18 of the IBC Code.

BLG prepared suitable amendments to draft paragraphs 2.2.1.1 and 2.2.1.2 of Chapter 14 of the FSS Code, and agreed to draft amendments to Chapter 14 of the FSS Code which will be forwarded to FP 55 (July 2011).


Based on the revised amendments agreed at BLG 15 there should not be changes to current practice. It should be noted that the amendments to Chapter 14 of FSS Code will be finalised by FP 55 (July 2011).

Advice for builders




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Applicability

Oil tankers and chemical tankers carrying liquid substances listed in the IBC Code

What is LR doing?

LR notes this development and will continue to monitor progress at IMO.



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IMO BLG 15 Any other business (agenda item 18)

Overview

Black carbon emissions from ships

Black carbon, a component of soot emitted by the incomplete combustion of fossil fuels and biomass, is not a gas but a particulate. Black carbon is generally thought to have both a direct warming effect (by absorbing incoming solar radiation in the atmosphere and converting it to heat radiation) and an indirect warming effect (by reducing the reflectivity of snow and ice).

Background

When considering GHG emissions, MEPC 60 (March 2010) debated if separate actions were needed to reduce the impacts of shipping emissions in the polar regions and how this should relate to the general work on prevention of air pollution from ships under MARPOL Annex VI and the IMO’s GHG work. As there were no further submissions to MEPC 61 (September 2010), MEPC agreed that, in order to progress the issue, interested delegations and observers should submit concrete proposals with specific measures to BLG 15 (under its agenda item on "Any other business").

Discussion

BLG 15 considered the issue of the environmental effects of black carbon in the Polar Regions but, as there had been no specific proposals made, the Sub-Committee considered that further direction from MEPC is needed before any progress can be made.


To note the discussions on black carbon.

Advice for builders






Applicability


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All ships.

What is LR doing?

LR will continue to monitor discussions on black carbon emissions.



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IMO BLG 15 Summary of the discussions (list of finalized instruments)

Overview

The documents listed have been drafted for submission to MSC and / or MEPC for approval. The list includes any amendments to IMO Conventions; draft circulars, guidelines and guidance; and justifications for new work items or changes to existing work items.

Where an amendment to the MARPOL or SOLAS Protocols is required there is a two stage approach before the entry into force. The amendment is approved at one session of MEPC / MSC and then the following session of MEPC / MSC will formally adopt the amendment and it will enter into force 18 months later.

Draft amendments to NOx Technical Code 2008

Section Title/content Approval Adoption Entry into Force Ref. (section)

2.2.4 Draft amendments to the NOx Technical Code 2008

MEPC 62

MEPC 63 On adoption Agenda item 11

Draft amendments to SOLAS Convention

Regulation Title/content Approval Adoption Entry into Force Ref. (section)

New regulation

SOLAS Chapter VI for the prohibition of the blending of bulk liquid cargoes during the sea voyage

MSC 89 MSC 90 January 2013 Agenda item 4

Draft MEPC resolutions

Title/content Adoption Entry into force

Ref. (section)

Procedure for approving other methods of ballast water management in accordance with regulation B-3.7 of the BWM Convention

MEPC 62 On adoption

Agenda item 5

Guidelines for the control and management of ships' biofouling to minimize the transfer of invasive aquatic species

MEPC 62 On adoption

Agenda item 9

Guidelines addressing additional aspects to the NOx Technical Code 2008 with regard to particular requirements related to marine diesel engines fitted with selective catalytic reduction (SCR) systems

MEPC 62 On adoption

Agenda item 11

Guidelines for reception facilities under MARPOL Annex VI MEPC 62 On adoption

Agenda item 11

Draft circulars (guidelines, guidance etc.)

Title Approval Effective date Ref (Section)


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Guidelines for the carriage of blends of petroleum oil and bio-fuels MEPC 62 On issue Agenda item 4

Inclusion of a new annex for recognized bio-fuels in MEPC.2/Circular and the addition of generic carriage requirements for bio-fuel/petroleum blends into List 1

MEPC 62 YES

On issue Agenda item 4

Addition of new Trade-named mixtures presenting safety hazards in List 3 of the MEPC.2/Circular with validity for all countries and no expiry date

MEPC 62 On issue Agenda item 3

New complete data for column “i” (electrical equipment) to be added to List 1 in MEPC.2/Circ.17


Guidelines on tank entry for tankers using nitrogen as an inerting medium,

MSC 89 On issue Agenda item 14

Agreed BLG Circular for distribution Carriage conditions and special requirements assigned for Mixed C4 as a new entry into the IGC


Decisions with regard to the Categorization and classification of Products

BLG 15 On issue Agenda item 3

Agreed BWM Circulars for distribution Guidance document on scaling of ballast water management systems MEPC 62 On issue Agenda item 5

lloyd's register briefing imo blg 15 - class direct · · 2011-03-22lloyd's register...

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