Class and Statutory News
SSE 5 - Report of the fifth session of the IMO Sub-Committee on Ship Systems and Equipment (SSE) - 12 to 16 March 2018
Mar. 22 2018
SSE 5 - Report of the fifth session of the IMO Sub-Committee on Ship Systems and Equipment (SSE) - 12 to 16 March 2018
SSE 5 - 12 to 16 March 2018
insight of the major outcomes of the fifth session of the IMO Sub-Committee on Ship Systems and Equipment (SSE 5 )
The Sub-Committee on Ship Systems and Equipment (SSE), chaired by Dr. S. Ota (Japan), held its fifth session from 12 to 16 March 2018.
SSE 5 agreed :
in principle to the draft amendments to Revised recommendation on testing of life-saving appliances (Resolution MSC.81(70)) regarding lifeboat operational tests (paragraph 6.10 of MSC.81(70)) and regarding additional tests for totally enclosed lifeboats (paragraph 6.14) (item 4);
to the draft amendments to paragraph 18.104.22.168 of the International Life-Saving Appliances (LSA) Code in order to allow for the use of manual means of launching a rescue boat as an alternative to the current requirement for the use of gravity or stored mechanical power, for submission to MSC 100 for approval (item 5) ;
to the draft amendments to the Revised guidelines for the design and approval of fixed water-based fire-fighting systems for ro-ro spaces and special category spaces (MSC.1/Circ.1430), for submission to the MSC 100 for approval (item 7) ;
that the words "forward of", which are used in paragraphs 22.214.171.124.1, 126.96.36.199.6 and 188.8.131.52.1 of chapter 15 of the FSS Code, should read "downstream of" ; as this issue will be addressed by MSC 101, SSE 5 agreed to an interim solution, before the entry into force of the aforementioned amendments, relying on the revision of the Unified interpretations of chapter 15 of the FSS Code (MSC.1/Circ.1582) ; this amendment is sent to MSC 100 for approval (item 12) ;
to the draft unified interpretation of paragraph 184.108.40.206 of the International Life-Saving Appliances (LSA) Code and section 220.127.116.11 of the Standardized life-saving appliance evaluation and test report forms (MSC/Circ.980/Add.1) intended to exempt lifeboats equipped with two independent propulsion systems from being equipped with sufficient buoyant oars, and their related items, to make headway in calm seas, for submission to MSC 100 with a view to approval (item 12).
Agenda item 2 - Decisions of other IMO bodies
SSE 5 recalled that Assembly 30, following the recommendations made by MSC 98, had adopted the Escape route signs and equipment location markings (resolution A.1116(30)), which will take effect on ships constructed on or after 1 January 2019 or on ships which undergo repairs, alterations, modifications and outfitting within the scope of SOLAS chapters II-2 and/or III, as applicable, on or after 1 January 2019.
Agenda item 3 -Safety objectives and functional requirements of the guidelines on alternative design and arrangements for solas chapters II-1 and III
MSC 95 had agreed, as part of a work plan on the development of functional requirements for SOLAS chapter III, that SSE 4 would finalize the functional requirements for SOLAS chapter III for submission to MSC 98 for approval.
MSC 98, having considered the experience gained on the application of the Generic guidelines for developing IMO goal-based standards (MSC.1/Circ.1394/Rev.1) in the context of the development of the draft functional requirements and the expected performance for SOLAS chapter III, had instructed SSE to revise the Generic guidelines, and to include guidance on how to develop the functional requirements of SOLAS chapter III once MSSC had approved their quantified expected performance.
SSE 5 agreed that the primary focus of this output is the development of goals, functional requirements and expected performance criteria for the evaluation of alternative design and arrangements according to SOLAS regulation III/38 and the Guidelines on alternative design and arrangements for SOLAS chapters II-1 and III (MSC.1/Circ.1212).
Owing to the inherent link between novel life-saving appliances and arrangements and alternative design and arrangements, the goals, functional requirements and expected performance criteria for SOLAS chapter III should first be utilized to ensure the consistent application of SOLAS regulations III/4.3 (novel life-saving appliances or arrangements) and III/38 (Alternative design and arrangements) and the Guidelines on alternative design and arrangements for SOLAS chapters II-1 and III (MSC.1/Circ.1212) before IMO undertakes a comprehensive revision of SOLAS chapter III or the LSA Code.
Once the Guidelines are amended to include the goals, functional requirements and expected performance criteria for life-saving appliances, they could be referenced in SOLAS regulation III/4.3.
The Working group (WG) on Life-Saving Appliances (LSA), set up by the Plenary, considered the goals, functional requirements and expected performance. The WG proposed to the Plenary to establish a correspondence group to further progress this issue intersessionally.
SSE 5 agreed to the following scope for this CG :
reach an agreement on the format of the presentation of the functional requirements ;
verify completeness of the functional requirements by reviewing the LSA Code and make adjustments as necessary ;
develop draft amendments to MSC.1/Circ.1212.
Agenda item 4- Develop new requirements for ventilation of survival crafts
MSC 97 had agreed that SSE should develop requirements related to the ventilation of totally enclosed lifeboats as the highest priority, and thereafter consider requirements for other survival craft. SSE 4 agreed to re-establish the Life-Saving Appliances Correspondence Group with such terms of reference.
The CG had considered whether a habitable environment inside the totally enclosed lifeboat should be maintained by prescribing microclimate parameters or ventilation or air exchange rates and how long a habitable environment should be maintained, particularly with reference to the time of rescue.
SSE 5 agreed that for totally enclosed lifeboats, the ventilation/air exchange rate based on microclimate parameters should be the criterion set out in the draft amendments to the LSA Code without precluding either active or passive ventilation methods. A habitable environment should be maintained for a period of time of not less than 24 h for lifeboats, in general, while a longer period may be required for survival craft of ships operating in polar waters.
Draft amendments to the LSA Code regarding ventilation on totally enclosed lifeboats
The WG on LSA considered the influence of different parameters on the microclimate within an enclosed lifeboat, and agreed that the CO2 concentration in the atmosphere of the lifeboat is the threshold for ventilation requirements. The WG agreed on an expected performance of CO2 concentration threshold level of 5,000 ppm (long-term).
In order to not exceed a given CO2 threshold, depending on the number, size and activity of persons in the survival craft, a minimum air exchange is required. The range of a ventilation rate achieving a CO2 threshold of 5,000 ppm (outside CO2 concentration 400 ppm), varies from 1.6 to 5 m3/h per person depending on different percentiles, different nationalities and activity levels. A consensus was reached to follow a conservative approach and agreed on a ventilation rate of at least 5 m3/h per person to comply with the expected performance.
The WG agreed that in the case of ventilation power depending on the lifeboat engine, sufficient fuel shall be provided to allow for 24 hours of ventilation and at the same time run the fully loaded lifeboat at 6 knots for a period of not less than 24 h (paragraph 18.104.22.168 of the LSA Code). In this regard, a new paragraph under 4.6.6 has been drafted.
The following amendments to the LSA Code regarding ventilation on totally enclosed lifeboats are to be introduced in “chapter IV - survival craft” were agreed by SEE 5 :
4.6.6 Ventilation means ;
4.6.7 Openings of the ventilation system and their means of closing.
Draft amendments to resolution MSC.81(70) and necessary consequential amendments to other IMO instruments
The WG had a brief discussion on subsequent draft amendments to Revised recommendation on testing of life-saving appliances (Resolution MSC.81(70)) and necessary consequential amendments to other IMO instruments.
It agreed in principle to the draft amendments regarding lifeboat operational tests (paragraph 6.10 of MSC.81(70)) and regarding additional tests for totally enclosed lifeboats (paragraph 6.14). It noted that the expected performance for ventilation criteria for totally enclosed lifeboats would also be suitable for the ventilation of all other survival craft.
The amendments to LSA Code won’t be sent to the MSC until the work on the draft amendments to MSC 81 (70) is completed.
Agenda item 5 - uniform implementation of paragraph 22.214.171.124 of the LSA Code
SSE 4 considered proposal from Republic of Korea of amendments to paragraph 126.96.36.199 of the LSA Code in order to allow for the use of manual means of launching a rescue boat as an alternative to the current requirement for the use of gravity or stored mechanical power.
Having noted the concerns expressed by SSE 4 regarding the hazards that the draft amendment to the LSA Code would introduce if the launching phase of a rescue boat from the stowed position to the outboard position were to be allowed without the number of persons assigned to crew the rescue boat on board, MSC 98 had instructed SSE 5 to further consider the draft amendment to paragraph 188.8.131.52 of the LSA Code.
SSE 5 considered that manually-launched rescue boats should be provided with means for bringing and holding the craft against the ship's side so that persons can embark safely, which is a provision currently applicable to lifeboats and liferafts (SOLAS regulation III/11.8).
It decided that the new provision in the LSA Code should not apply to passenger ships.
The WG on LSA prepared the following draft amendments to paragraph 184.108.40.206 of the LSA Code:
"220.127.116.11 The launching appliance shall not depend on any means other than gravity or stored mechanical power which is independent of the ship's power supplies to launch the survival craft or rescue boat it serves in the fully loaded and equipped condition and also in the light condition.
On cargo ships equipped with a rescue boat which is not one of the ship's survival craft, having a mass not more than 700 kg in fully equipped condition, with engine, but without the crew, the launching appliance of the boat does not need to be fitted with stored mechanical power. Manual hoisting from the stowed position and turning out to the embarkation position shall be possible by one person. The force on the crank handle shall not exceed 160 N at the maximum crank radius of 350 mm. Means shall be provided for bringing the rescue boat against the ship's side and holding it alongside so that persons can be safely embarked."
SSE 5 agreed to the draft amendments to paragraph 18.104.22.168 of the LSA Code, for submission to MSC 100 for approval.
Agenda item 6 - Consequential work related to the new Code for ships operating in Polar waters
MSC 97 had instructed SSE to :
review the LSA Code and the relevant IMO resolutions to adapt current testing and performance standards to the Polar Code provisions or develop additional requirements, if necessary ;
develop guidance on extinguishing media at polar service temperatures and consider any necessary amendments to current standards for fire-fighters' outfits.
SSE 4 had established the Life-Saving Appliances Correspondence Group. This CG had developed a list of specific conditions and performance criteria for life-saving appliances and arrangements in the polar environment.
SSE 5 agreed that only the fact of holding a Polar Ship Certificate does not entail special life-saving appliances and arrangements' requirements beyond the LSA Code.
SSE 5 also agreed to the proposal from Norway for "Interim guidelines on life-saving appliances and arrangements for ships operating in polar waters", owing to the urgency of the matter and the fact that a long-term solution would not enter into force before 1 January 2024, at the earliest.
SSE 5 also noted that ISO had already developed polar standards such as ISO 18215 "Ships and marine technology – Vessel machinery operations in polar waters – Guidelines" and its current work on identifying further suitable areas for ISO standards.
Draft interim guidelines on life-saving appliances and arrangements for ships operating in polar waters
The WG on LSA faced difficulties to complete its task during this session. It noted in particular a lack of clarity on the application of the individual requirements within the draft interim guidelines. Some quantitative terms, in particular food rations required for the expected time of rescue and the air temperature within lifeboats, were challenged
Consequently, the WG was not in a position to finalize the draft interim guidelines. However, the WG agreed in general on the specific operational assessment criteria as follows:
.1 maximum expected time of rescue;
.2 operation in low-air temperatures;
.3 operation in ice;
.4 icing of life-saving appliances and arrangements;
.5 the effect of operation in high latitudes;
.6 operation in extended periods of darkness;
.7 abandonment onto ice or land.
In addition, it prepared a non-exhaustive list of actions for the development of draft interim guidelines in its entirety.
SSE 5 decided to establish a correspondence group (CG) to further progress this issue intersessionally, with a view towards finalization at SSE 6.
Specific conditions and test and performance criteria
Having noted a close link between the ongoing discussion on draft interim guidelines and the specific conditions and test and performance criteria, the WG had a brief consideration of the specific conditions and test and performance criteria for life-saving appliances and arrangements on board ships operating in polar waters.
It noted that there was still a substantial amount of further development necessary. It was noted in particular that gaps and overlaps between the specific conditions and test and performance criteria needs to be addressed.
SSE 5 endorsed the group's view that the regulatory options to address new test and performance criteria should be decided after the finalization of the specific conditions and test and performance criteria and the draft interim guidelines on life-saving appliances and arrangements for ships operating in polar waters.
SSE 5 tasked the CG to :
further develop, with a view towards finalization, the draft interim guidelines on life-saving appliances and arrangements for ships operating in polar waters ;
consider suitable regulatory options to address future new test and performance criteria, e.g. a new chapter of the LSA Code, amendments to MSC 81(70), amendments to the Polar Code part I-B or standalone resolution/circular.
Agenda item 7 -Review SOLAS chapter II-2 and associated codes to minimize the incidence and consequences of fires on ro-ro spaces and special category spaces of new and existing ro-ro passenger ships
SSE 4 had endorsed that the method of work to review SOLAS chapter II-2 and associated codes should generally follow risk-based methodology, such as a Formal Safety Assessment (FSA), or, where relevant, similar but simplified techniques, or the adoption of the existing best practice. It had agreed on the following two-step approach:
1. the development of the interim guidelines ;
2. the development of amendments to SOLAS chapter II-2 and associated codes.
SSE 5 established the Working Group on Fire Protection and instructed it to :
provisionally identify which fire safety provisions of SOLAS and related instruments need to be revised and proceed with the development of necessary draft amendments ;
consider the scope and structure of the draft interim guidelines ;
prepare draft amendments to the Revised guidelines for the design and approval of fixed water based fire-fighting systems for ro-ro spaces and special category spaces (MSC.1/Circ.1430).
Identification of the provisions that need to be revised
The WG provisionally identified IMO instruments that may need to be revised to minimize the incidence and consequences of fires on ro-ro spaces and special category spaces of new and existing ro-ro passenger ships. It decided to include references to the potentially relevant provisions of the International Maritime Dangerous Goods Code (IMDG Code) and the STCW Convention 1978.
SSE 5 approved the list of provisionally identified IMO instruments that may need to be revised
Draft amendments to the 1974 SOLAS Convention and related instruments
The WG hadn’t sufficient time to start the development of any draft amendments to the 1974 SOLAS Convention or associated codes.
Draft interim guidelines
The WG prepared a provisional structure of the draft interim guidelines :
2 Detection and decision
5 Integrity of LSA and evacuation
The WG decided to include ventilation within the provisional scope and structure of the draft interim guidelines, without a commitment to include the smoke extraction tactic pending further review by a Fire Protection Correspondence Group.
The Plenary approved the provisional structure of the draft interim guidelines.
Draft amendments to MSC.1/Circ.1430
The WG developed draft amendments to the Revised guidelines for the design and approval of fixed water-based fire-fighting systems for ro-ro spaces and special category spaces (MSC.1/Circ.1430).
The main amendment is the addition of the following paragraph :
MSC.1/Circ.1430 superseded MSC.1/Circ.1272, except that fire and component tests previously conducted in accordance with MSC.1/Circ.1272, remain valid for the approval of new systems. Existing fixed fire-extinguishing systems for special category spaces approved and installed based on resolution A.123(V), MSC.1/Circ.1272 and MSC.1/Circ.1430 installed before [date] should be permitted to remain in service as long as they are serviceable.
SSE 5 agreed to the draft amendments, for submission to the MSC 100 for approval.
Establishment of a correspondence group
SSE 5 established a Correspondence Group on Fire Protection (FP) to develop the draft interim guidelines and draft amendments to the 1974 SOLAS Convention and related instruments.
Agenda item 8 - Amendments to the FSS Code for CO2 pipelines in under-deck passageways
SSE 5 had for its consideration an updated proposal for amendments to chapter 5 of the FSS Code in order to include an additional requirement for fixed gas fire-extinguishing system pipelines in under-deck passageways to be joined only by welding.
Noting the views expressed, SSE 5 decided to take no further action on this output, and to invite MSC to note that the work on the output had been completed.
Agenda item 9 - Amendments to MSC.1/CIRC.1315
MSC 98 had agreed to include a new output in the 2018-2019 biennial agenda of the SSE the amendment of the Guidelines for the approval of fixed dry chemical powder fire-extinguishing systems for the protection of ships carrying liquefied gases in bulk (MSC.1/Circ.1315) to ensure the capabilities of fixed dry chemical powder fire-extinguishing systems.
MSC 98 had noted that some delegations had expressed the concern that sodium-based powders should not be included in the proposal as this might reduce the safety level of fire-extinguishing performance owing to clogging.
SSE 5 noted that the main concerns expressed were related to
its tendency to decompose at relatively low temperatures and the consequent clogging of the pipelines ;
the identified risk of producing gas.
Consequently, SSE 5 agreed that :
sodium bicarbonate should be excluded as an acceptable dry chemical powder on ships carrying liquefied gases in bulk;
dry chemical powder other than sodium bicarbonate should be approved by the Administration in accordance with recognized international standards.
The Plenary instructed the WG on Fire Protection to prepare draft amendments to the MSC.1/Circ.1315.
The WG noted that a single compound dry powder does not exist, and that it would be necessary to further develop criteria according to which a dry powder could be considered as a sodium bicarbonate powder as opposed to a sodium-based dry powder.
The WG considered that it was premature to prepare such draft amendments, due to the lack of expertise within the WG, in particular related to the testing procedure. It also noted that the standard ISO 7202:2012 might be insufficient in some parts for the purpose of marine application.
The Plenary took note of the discussion and instructed the CG on Fire Protection to develop draft acceptance criteria for dry chemical powders, identify available standards, best practices relevant to the maritime sector and possible gaps in existing international rules and regulations.
Agenda item 10 - Requirements for onboard lifting appliances and anchor handling winches
SSE 4 had agreed that the new provisions for Onboard Lifting Appliances and Anchor Handling Winches (OLAW) should be included in SOLAS chapter II-1.
The scope of application of these new SOLAS requirements should be based on the installation date of the equipment and on the Safe Working Load (SWL). In addition, a functional requirement addressing a design life of the OLAW comparable to that of the ship on which it is installed should not be included.
SSE 4 had re-established the Correspondence Group on OLAW.
MSC 98 expressed the view that the agreement regarding which SOLAS chapter should include the new OLAW provisions needed further consideration.
With regard to the inclusion of a "list of inclusions", a "list of inclusions with some exclusions" or a "list of exclusions" in order to define the scope of application of the new requirements, SSE 5 could not reach a consensus and agreed to invite MSC 100 to decide on how the scope of application of the new requirements should be specified.
The Plenary also decided that :
the decision on the SWL threshold to set the boundaries for the application of the new SOLAS regulation should be considered at SSE 6 ;
loose gear brought from the shore-side should be excluded from the application of the new SOLAS regulation, taking into account that the Safety Management System should address the operational safety of said equipment if used by the crew.
THE Plenary established Working Group on Onboard Lifting Appliances and Anchor Handling Winches and assigned it the following scope of work :
further develop draft goals and functional requirements, taking into account the Generic guidelines for developing IMO goal-based standards (MSC.1/Circ.1394/Rev.1) ;
further develop draft SOLAS regulations for onboard lifting appliances and anchor handling winches, including the goals and functional requirements, the necessary definitions, the scope of application to new and existing ships, inspection and testing and training and qualification of personnel ;
further consider which chapter of SOLAS should be the placeholder of the new onboard lifting appliances and anchor handling winches regulations ;
further develop the draft guidelines for the safety of onboard lifting appliances and anchor handling winches.
Further development of the functional requirements and associated regulations
By comparing the failure modes and associated risk control measures listed in the table in annex 1 of SSE 5/10/1 with the functional requirements, the WG ensured that the functional requirements addressed all relevant hazards in line with the Generic guidelines.
In an effort to reduce the number of functional requirements, the WG refined the original eight functional requirements, as proposed by the Correspondence Group, down to three functional requirements.
Survey of OLAW
The WG addressed the issue of survey requirements for equipment under SOLAS and the possible ramifications for Administrations, companies and ROs, once OLAW became subject to survey, especially if smaller OLAW were to be included.
The WG agreed that survey requirements were already addressed in SOLAS chapter I, including survey windows. "Inspections," when used outside of the context of chapter I, generally referred to inspections carried out by the company through either ships' crews or contracted shore-based service providers.
Training of personnel operating OLAW
On certain types of ships it was mainly shore-based personnel that operated larger OLAW, such as the ship's cargo-handling gear. Therefore, any SOLAS regulation requiring the ship master to verify that shore personnel was properly trained and certified would be very difficult to implement.
Certification of loose gear
The issue of certification of loose gear and whether this was a matter for the Administration and its authorized RO to undertake or whether the manufacturer would have to provide the necessary documentation and certificates, for example the ILO C152 forms, to show conformance with applicable industry and national standards, was addressed.
In the context of mutual recognition of certificates for loose gear, the observer from IACS stated that it would ultimately be the Administration who would decide on the acceptance of loose gear certificates from different ROs.
Proposed SOLAS chapter for draft regulation on OLAW
Several delegations were of the view that chapter II-1 was most appropriate as it constituted a robust safety and survey regime which would then also be applicable for OLAW. Other delegations supported a new SOLAS chapter for OLAW that could cross-link to other regulations as required, i.e. referencing other chapters as required.
Consequently, the WG estimated that it was not in the position to resolve this issue at this stage.
Out of service – Consequence on the validity on the Ship Safety Construction Certificate
The WG had a discussion on how to ensure that a ship is not detained after being subject to control measures in cases where OLAW were "out of service" and if such condition inevitably invalidated the Ship Safety Construction Certificate.
The WG envisaged the possible introduction of a standalone OLAW certificate (Register of Lifting Appliances) which could be a solution to avoid possible invalidation of the Ship Safety Construction Certificate or Ship Safety Equipment Certificate, if OLAW became "out of service" under the regime of the latter two.
The Group agreed that current SOLAS regulations I/14, regulation I/6(c) and I/11(a) sufficiently covered "out of service" of any equipment, including OLAW and that it did not need further addressing in the draft regulation. However, guidance are needed for ROs, Administrations, masters, companies and PSCOs to identify when out of service OLAW posed a risk to safety for the crew, the ship, its cargo, or the marine environment so as to be able to decide if the ship was fit to proceed to sea. They should be included in the draft Guidelines associated with the draft new regulation.
Experience gained in the application of the Generic guidelines for developing IMO goal-based standards (MSC.1/Circ.1394/Rev.1)
The WG encountered some difficulties in the practical application of the Generic guidelines, in particular the level of detailed criteria required for functional requirements. The Generic guidelines lacked a clear methodology for drafting functional requirements, especially in respect to linking hazards to functional requirements, an issue the IMO also faced during the development of the Polar Code and the provisions for industrial personnel.
The WG agreed that while the goal-based regulations allowed for more flexibility in design and technology and for a voluntary application outside the scope of mandatory application, they may not, by default, be the best solution for mandatory instruments. Consequently, the Group invited the SSE 5 to forward the above views to MSC 99,
The WG was unable to consider and further develop the draft Guidelines for the safety of OLAW, and agreed that this task could be carried out by the Correspondence Group.
Re-establishment of the correspondence group
SSE 5 agreed to re-establish the Correspondence Group on OLAW in the view to further develop draft SOLAS regulations and the draft guidelines, with a view to finalization at SSE 6.
Agenda item 11 - Revised SOLAS regulations II-1/13 and II-1/13-1 and other related regulations for new ships
China proposed the introduction of anti-crushing warning signs for watertight doors (WTD) on board ships to reduce the risks of persons being crashed by WTD in daily or emergency situations.
The Plenary was of the view that warning signs may unintentionally increase the frequency of crushing incidents and unsafe behaviours.
Taking into account that no progress had been made since the inclusion of this output in the 2016-2017 biennial agenda of the SSE, SSE 5 agreed to consider the work on this output as completed with no action taken.
Agenda item 12 - Unified interpretation of provisions of IMO safety, security, and environment-related conventions
Interpretation of the term "forward of" in paragraphs 22.214.171.124.1, 126.96.36.199.6 and 188.8.131.52.1 of chapter 15 of the FSS Code
IACS proposed to develop a unified interpretation clarifying the term "forward of" as used in chapter 15 (Inert gas systems) of the FSS Code. It suggested that SSE considers the benefits of developing a longer term solution, which would be to prepare draft amendments to the Code to replace the term "forward of" with the unambiguous wording "downstream of" and "upstream of," as appropriate.
SSE 5 agreed that the words "forward of", which are used in paragraphs 184.108.40.206.1, 220.127.116.11.6 and 18.104.22.168.1 of chapter 15 of the FSS Code, should read "downstream of". This issue will be addressed by MSC 101.
As an interim solution, before the entry into force of the aforementioned amendments, SSE 5 agreed revising the Unified interpretations of chapter 15 of the FSS Code (MSC.1/Circ.1582), by adding the following new interpretation:
"Paragraphs 22.214.171.124.2.1, 126.96.36.199.2.6 and 188.8.131.52.2.1
Where the words "forward of" are used, it should be interpreted to mean "downstream of"."
This amendment is sent to MSC 100 for approval.
Draft unified interpretation of paragraph 184.108.40.206 of the LSA Code on lifeboat equipment
SSE 5 agreed, for submission to MSC 100 with a view to approval, the draft unified interpretation of paragraph 220.127.116.11 of the International Life-Saving Appliances (LSA) Code and section 18.104.22.168 of the Standardized life-saving appliance evaluation and test report forms (MSC/Circ.980/Add.1) intended to exempt lifeboats equipped with two independent propulsion systems from being equipped with sufficient buoyant oars, and their related items, to make headway in calm seas.
Following unified interpretations were not agreed by SSE 5 :
Draft unified interpretation of SOLAS regulation II-1/47 relating to fire detection and alarms for boilers in periodically unattended machinery spaces ;
Draft unified interpretation of SOLAS regulation II-1/47 relating to fire detection and alarms for boilers in periodically unattended machinery spaces ;
Application of the design temperature for piping, fittings and related components (paragraph 11.3.6 of the IGC Code)
Draft unified interpretation of SOLAS regulation II-2/13 regarding means of escape from control stations, accommodation and service spaces in case of flooding
Draft unified interpretation of paragraph 11.4.8 of the IGC Code regarding the onboard discharge test of a dry chemical powder fire-extinguishing system ;
Understanding of paragraph 22.214.171.124 of the LSA Code regarding the remote actuation of a launching mechanism ;
Draft unified interpretation on the required safety and test load factors for LSA equipment ;
Draft unified interpretation of SOLAS regulation III/20.4 relating to the scope of types of falls used in launching.
Agenda item 13 - Development of guidelines for cold ironing of ships and of amendments to SOLAS chapters II-1 and II-2, if necessary
MSC 98, in reply to proposal from China to develop mandatory and non-mandatory safety provisions for cold ironing of ships and guidance on safe operation of on-shore power supply service in port, had agreed to include a new output in the 2018-2019 biennial agenda of the SSE.
China proposed to SSE 5 draft guidelines on safe operation of on-shore power supply (OPS) service in port for ships engaged on international voyages, taking into account the technical standards of the International Organization for Standardization (ISO), the International Electrotechnical Commission (IEC) and the Institute of Electrical and Electronics Engineers (IEEE) Standards Association. In particular, the proposed guidelines provide provisions for a compatibility assessment before the connection, installation, operation and personnel
SSE 5 agreed that, taking into account the comments made in Plenary, a correspondence group may be appropriate to further develop the draft guidelines.
SSE 5 agreed to the terms of reference of an Intersessional Correspondence Group on the Development of Guidelines on safe operation of on-shore power supply (OPS) service in port for ships engaged on international voyages. The Guidelines should be developed by focusing on the operational safety aspects at this stage, with the expectation of a further development to incorporate a uniform set of equipment standards.
Agenda item 16 - AOB
Consistency of in-water survey (IWS) provisions for passenger and cargo ships - Bearing clearance
MSC 98 had considered document from IACS providing technical data regarding rudder bearing clearances on cargo and passenger ships, for removal of perceived inconsistency between the in-water survey (IWS) provisions for passenger and cargo ships by dispensing the requirement to take measurements of the rudder bearing clearances on cargo ships. It had agreed to instruct III 4 to further consider the issue raised by IACS and, if appropriate, to prepare draft amendments to the Survey Guidelines under the HSSC.
III 4 had for its consideration new documents from IACS on two separate issues :
to dispense with the requirement to take measurements of the rudder bearing clearances of cargo ships ;
discrepancies between resolution A.1104(29) on Survey Guidelines under the HSSC, 2015 and MSC.1/Circ.1348 on Guidelines for the assessment of technical provisions for the performance of an in-water survey in lieu of bottom inspection in dry-dock to permit one dry-dock examination in any five-year period for passenger ships other than ro-ro passenger ships.
III 4 decided to seek technical input from the SDC and SSE prior to considering further issues raised in both documents.
SSE 5 decided not to take action in this regard and continue applying the current monitoring approach of rudder bearing clearances set out in the above-mentioned instruments.