Amendments Entering Into Force on November 1st 2023.

Amendments to MARPOL Annex II Appendix I, Guidelines for use in the categorization of Noxious Liquid Substances

The amendments include a reassigned column E1 and a sub-categorization of column C3 of the GESAMP Hazard Profile table.

Under MARPOL Annex II, Regulation 6, where it is proposed to carry a liquid substance in bulk which has not been categorized under paragraph 1, the Governments involved in the proposed operation shall establish and agree on a provisional assessment for the proposed operation on the basis of the Guidelines for use in the categorization of Noxious Liquid Substances.

Application: All ships carrying noxious liquid substances in bulk.

Amendments Entering Into Force on December 1st 2023.

Amendments to the International Maritime Solid Bulk Cargoes (IMSBC) Code (06-21)

Summary: Amendment 06-21 includes (but is not limited to):

• A revised definition of Group A – “Group A consists of cargoes which possess a hazard due to moisture that may result in liquefaction or dynamic separation if shipped at a moisture content in excess of their transportable moisture limit.”
• Reclassification of ammonium nitrate-based fertilizer (non-hazardous) and new individual schedules and clarification of the term ‘intrinsically safe’ for the same.
• Replacement of the text in section 7 to read “Cargoes which may liquefy or undergo dynamic separation”.
• New individual schedules for lead concentrate and Leach Residue Containing Lead.
• New draft individual schedule for nitrogen-phosphorus fertilizer with Sulphur and micronutrients (boron and zinc).

The amendments also include the addition of new cargo schedules for the following Group B cargoes:

• Ammonium nitrate-based fertilizer – MHB
• Leach residue containing lead
• Superphosphate (triple, granular) (Group B)

Ship owners and operators should be aware of the new requirements for new and existing substances. Certification that includes the new cargoes

Application: New and existing bulk carriers and general cargo ships carrying cargoes subject to the requirements of IMSBC Code from 1 December 2023 with voluntary early application from 1 January 2023.

Amendments Entering Into Force on January 1st 2024.

Amendments to SOLAS regulation II-1/3-8 to cover mooring arrangements

Three new paragraphs will be added to the current regulation II-1/3-8, to address design requirements and inspection of new ships and inspection and maintenance of mooring arrangements for all ships.
Three sets of supporting guidance covering the design, inspection, maintenance and the strength of mooring equipment have also been produced.

New SOLAS ships will have to be designed, and their mooring equipment (including ropes/wire) selected, to ensure occupational safety and safe mooring of ships. Ship specific information will need to be included in the Towing and Mooring Arrangement Plan described in MSC.1/Circ.1619.

Approval of the plan by the flag Administration is not required.

The design of mooring arrangements may have to change significantly to demonstrate compliance with the new requirements. Reasons for noncompliance will have to be documented.

For all SOLAS ships, regardless of size and date of construction, mooring equipment including lines will
be subject to inspection and maintenance requirements.

Additionally, ships shall have documented maintenance plans, procedures and records for mooring operations, inspection and maintenance of mooring equipment (including mooring lines) as per the guidance provided in the circular MSC.1/Circ.1620.

Application:
New ships: The design of ships applies to new ships of 3000GT and above with a building contract signed on or after 1 January 2024, in the absence of a building contract if the keel is laid on or after 1 July 2024 or if the ship is delivered on or after 1 January 2027.
New ships less than 3000GT are to comply as far as practicable with the new requirements, or applicable national standards.
All ships, including existing ships: The requirements for inspection and maintenance will affect all ships.

Amendments to SOLAS chapter II-1 concerning doors, hatches and valves which pierce watertight boundaries

Amendments to the following regulations are agreed:

• 7-2.5 – to remove the inconsistency with regulation 17 regarding the treatment of doors in watertight bulkheads.
• 12.6.1 – 12.6.3 – to simplify the requirements for the valve which is installed at the collision bulkhead dealing with fluid from the forepeak tank.

The draft amendment does not specify the type of valve (e.g. screw-down or butterfly) but instead provides a number of functional requirements:

The valve shall be “a remotely controlled valve capable of being operated from above the bulkhead deck of passenger ships and the freeboard deck of cargo ships. The valve shall be normally closed. If the remote-control system should fail during operation of the valve, the valve shall close automatically or be capable of being closed manually from a position above the bulkhead deck of passenger ships and the freeboard deck of cargo ships.”

• 13 – to restructure and clarify the requirements of: openings below the bulkhead deck and power-operated sliding watertight door and their power systems.
• 15 – around cargo ports and other similar openings (e.g. gangway and fuelling ports), shall generally be fitted with doors so designed as to ensure the same watertightness and structural integrity as the surrounding shell plating.
• 17 – to insert provisions for the Administrations to allow internal watertight integrity of passenger ships above the bulkhead deck and considerations of hull and superstructure’s integrity, on ro-ro passenger ships.
• Various regulations regarding damage control information, inspections of watertight doors and operational considerations around watertightness between cargo spaces before and during voyages.

There will be more choices available for valve type at the collision bulkhead and other requirements will be clearer to allow Administrations and designers more flexibility.

Application: All ship types contracted on or after 1 January 2024, in the absence of a building contract, keel laid on or after 1 July 2024 or delivered on or after 1 January 2028.

Amendments to SOLAS chapter II-1, requirements for water level detectors on multiple hold cargo ships other than bulk carriers and tankers

A new regulation II-1/25-1 was adopted with the intent to capture all ships which are currently not required to have a water level detection alarm, with the exception of bulk carriers and tankers. The requirement applies to the ships irrespective of length, presence of wing tanks or applied damage stability standard.

Shipowners and Shipbuilders: Bilge alarms, which are commonly installed on cargo ships that do not carry bulk cargoes, will no longer exclusively fulfil the requirements of the proposed new regulation, and additional detectors will be required to do so. As this is not retrospectively applied, this gives owners and builders time to gain awareness and understand the commercial aspects of this regulation.

New SOLAS regulation II-1/25-1 deviates from SOLAS II-1/25, in that, the latter is dependent on the ship’s length which is not the case for the newly proposed regulation. Therefore, a review of SOLAS II-1/25 could be expected in the future to maintain consistency.

Application: Applies to all new cargo ships with more than one cargo hold (contracted on or after 1 January 2024, in the absence of a building contract, keel laid on or after 1 July 2024 or delivered on or after 1 January 2028), except tankers and bulk carriers.

Amendments to SOLAS chapters II-1, III, IV and V, Certificates and Records of Equipment (requirements of the GMDSS) and related and consequential amendments to associated IMO instruments)

IMO has adopted revisions to SOLAS chapter II-1, chapter III, chapter IV and chapter V, certificates and records of equipment. The amendments will enter into force 1 January 2024. It should be noted that:

• The functional requirements of the GMDSS have been modified slightly so each ship is to be capable of:

− Transmitting ship-to-shore distress alerts by at least two separate and independent means, each using a different radiocommunication service
− Receiving shore-to-ship distress alerts
− Transmitting and receiving ship-to-ship distress alerts
− Transmitting and receiving search and rescue coordinating communications
− Transmitting and receiving on-scene communications
− Transmitting and, as required by regulation V/19.2.3.2, receiving signals for locating
− Receiving Maritime Safety Information (MSI)
− Transmitting and receiving urgency and safety communications
− Transmitting and receiving bridge-to-bridge communications

• The carriage requirements for ships subject to the GMDSS have not changed although Narrow Band Direct Printing (NBDP) is no longer a requirement.
• The definition of “Sea Area A3” has changed. Sea Area A3 now means ‘an area, excluding sea areas A1 and A2, within the coverage of a recognized mobile satellite service (RMSS) supported by the ship earth station (SES) carried on board, in which continuous alerting is available’.

This means:
− For a ship without any RMSS-SES, A3 no longer exists.
− For a ship equipped with RMSS-SES:
– For a ship equipped with Inmarsat Satcom (RMSS-SES), A3 and A4 will exist as now.
– For a ship equipped with Iridium Satcom (RMSS-SES), A4 ceases to exist because the coverage is described as ‘whole earth’.

• The provisions related to two-way VHF radiotelephone apparatus and search and rescue locating devices have been relocated under chapter IV. The scope of application for the text moving from Chapter III to Chapter IV has not changed and the text of SOLAS regulation IV/1.1 remains unaltered.
• There is no change in the application of SOLAS regulation III/6.2 which is also relocated to SOLAS Chapter IV.
• The relevant SOLAS related certificates and Records of Equipment are included as part of the amendments.
• References to Inmarsat have been replaced throughout with the term ‘a recognized mobile satellite service’.

It should be noted that the definitions of the sea areas and functional requirements of the GMDSS have been slightly modified. Sea Area 3 is now defined by the equipment carried on board. The intention is that most equipment remains valid in order to reduce the need for additional investment in both ship equipment and shore side services.

Application: The revised requirements will apply to all ships of 300GT and above, including new and existing ships.

Amendments to SOLAS Chapter III, the LSA Code (paragraph 4.4.1.3.2) and MSC.81(70) as amended, to remove the requirement to launch free-fall lifeboats with the ship making headway at speeds up to 5 knots in calm water

These amendments to SOLAS regulation III/33.2 and paragraph 4.4.1.3.2 of the LSA Code remove the requirement to launch free-fall lifeboats with the ship making headway at speeds up to 5 knots in calm water on internationally trading cargo ships of 20,000GT and upwards.

It should be noted that this amendment specifies that “davit-launched lifeboats shall be capable of being launched, utilizing painters where necessary, with the ship making headway at speeds up to 5 knots in calm water”.

Application: These amendments will enter into force 1 January 2024 and are applicable to cargo ships of 20,000GT and above carrying davit-launched lifeboats. The new regulation is also subject to a voluntary early implementation circular.

Amendments to Chapter 9 of the FSS Code

Amendments to the FSS Code chapter 9 to add a new paragraph 2.1.8 have been agreed:
“2.1.8 In cargo ships and in passenger ship cabin balconies, where an individually identifiable system is fitted, notwithstanding the provisions in paragraph 2.1.6.1, isolator modules need not be provided at each fire detector if the system is arranged in such a way that the number and location of individually identifiable fire detectors rendered ineffective due to a fault would not be larger than an equivalent section in a section identifiable system, arranged in accordance with paragraph 2.4.1.”.

Ship builders, ship managers and owners to note that these amendments apply to all new construction cargo ships and to new construction passenger ships with cabin balconies. Where there is a refit of an existing ship constructed on or after 1 July 2012, as per 9.1.1 of the FSS Code, these amendments shall also be applicable.

Application: The amendments to the FSS Code apply to new cargo ships of 500GT and above and all passenger ships with cabin balconies to which SOLAS Chapter II-2 applies, and such existing ships when such systems are retro-fitted. The amendments enter into force on 1 January 2024.

Amendments to the FSS Code – Chapter 15, paragraphs 2.2.3.2.1, 2.2.3.2.6 and 2.2.4.2.1 concerning inert gas flow and revision of the term ‘forward of’ to ‘downstream of’

In these amendments to the FSS Code the term ‘forward of’ is amended to read ‘downstream of’ considering that normally the inert gas generator is located in the aft part of the ship, the cargo tanks are located in the forward part of the ship, and the inert gas flows from the inert gas generator to the cargo tanks.

This amendment stems from the unified interpretation (MSC.1/Circ.1582/Rev.1) and has not changed the regulation but instead clarifies the text.

Application: This amendment will enter into force 1 January 2024 and is applicable to ships which have inert gas systems. This clarification was originally published in MSC.1/Circ.1582/Rev.1 Unified Interpretations of Chapter 15 of the FSS Code effective from December 2018.

Amendments to LSA Code Paragraph 4.4.8.1 concerning the exemption of the requirement for buoyant oars in lifeboats with two independent propulsion systems

The amended text allows that, for a lifeboat that is equipped with two independent propulsion systems, there is no longer any requirement to carry buoyant oars.

This amendment incorporates MSC.1/Circ.1597 Unified Interpretation of Paragraph 4.4.8.1 of the LSA Code into the LSA Code. As it is unlikely that both propulsion systems will fail at the same time, lifeboats with two independent propulsion systems are no longer required to carry buoyant oars.

Application: This amendment is only applicable to lifeboats with two independent propulsion systems and revokes MSC.1/Circ.1597. It will enter into force 1 January 2024. Until then MSC.1/Circ.1597 remains extant.

Amendments to the LSA Code paragraph 6.1.1.3 – to allow the use of hand-operated mechanisms for the launching of rescue boats

The amendments allow hand-operated mechanisms for launching rescue boats on cargo ships equipped with a rescue boat which is not one of the ship’s survival craft and has a mass of not more than 700 kg in the fully equipped condition, with an engine, but without the crew. It includes the means of embarkation for the crew and an additional requirement for means to bring the rescue boat against the ship’s side and
holding it alongside so that persons can be safely embarked.

This amendment will only be applicable to rescue boats on cargo ships that are not one of the ship’s survival craft and have a mass not more than 700 kg in the fully equipped condition, with engine, but without the crew. It should be noted that SOLAS Chapter III has different requirements for cargo and passenger ships in this respect.

Application: The amendment enters into force 1 January 2024 and will apply to rescue boats installed on board on or after 1 January 2024.

Amendments to IGC code (Paragraph 6.5.3.5) & IGF Code (Paragraph 16.3.3.5) on the use of materials such as aluminium alloys – Welding of metallic materials and non-destructive testing for the fuel containment system

These amendments are consequential to the guidelines on the application of high manganese austenitic steel for cryogenic service (MSC.1/Circ.1599/Rev.2). The amendment makes the tensile test requirement more generally applicable by the addition of the text ‘For materials such as aluminum alloys…’.

Paragraph 6.5.3.5 of the IGC Code and paragraph 16.3.3.5 of the IGF Code are amended to read:
“.1 tensile tests: cross-weld tensile strength shall not be less than the specified minimum tensile strength for the appropriate parent materials. For materials such as aluminum alloys, reference shall be made to 4.18.1.3 with regard to the requirements for weld metal strength of under-matched welds (where the weld metal has a lower tensile strength than the parent metal). In every case, the position of fracture shall be recorded for information;”.

These relatively minor amendments enable alternative materials to be used and make it clear that the requirements for welding and non-destructive testing are to be met.

Application: The amendments enter into force on 1 January 2024 and will apply to those ships which are subject to the IGC and IGF Codes which use high manganese steel in the construction of tanks carrying low temperature cargo or fuel.

Amendments to the IGF Code (Various – including definitions, probability index fv, loading limit, fuel distribution, internal combustion engines, fuel containment system, type C tanks)

The amendments to parts A and A-1 of the IGF Code amend:

• The definition of the probability index fv in order to align it with SOLAS;
• The conditions for allowing fuel tank loading limits higher than calculated based on the tank insulation and the probability of an external fire heating the tank contents up;
• Requirements for fuel distribution outside of machinery spaces including secondary enclosures for gas fuel pipes;
• Explosion relief systems and designed accommodation of overpressure for internal combustion engines; and
• Fire protection requirements for the separation of fuel containment systems from other spaces, and for type C fuel storage hold spaces.

These amendments improve the application of the IGF Code by taking account of lessons learned so far. Design requirements will not be applied retrospectively to existing ships.

Application: Applicable to ships constructed or converted to use gas as fuel on or after 1 January 2024. Ship constructed on or after 1 January 2024 here means:

1. for which the building contract is placed on or after 1 January 2024; or
2. in the absence of a building contract, the keels of which are laid or which are at a similar stage of construction on or after 1 July 2024; or
3. the delivery of which is on or after 1 January 2028.

Amendments to the 1988 Load Line Convention; the IBC and IGC Codes and MARPOL Annex I regarding watertight doors on cargo ships

These amendments align the requirements with respect to doors in watertight bulkheads with that of the SOLAS Convention and allow for hinged watertight doors where previously the regulations only included remotely operated sliding watertight doors:

• Amendments to the 1988 Load Line Protocol: regulation 27 (13)(a)
• Amendments to MARPOL Annex I
• Amendments to the IBC Code: Chapter 2 paragraph 2.9.2.1
• Amendments to the IGC Code: Chapter 2 paragraph 2.7.1.1

There is no significant impact as these amendments clarify and align the requirements of watertight doors with that of the SOLAS Convention. The amendments to the 1988 Load Lines Protocol and the IGC Code specify additional openings fitted with watertight closures, which are excluded from the requirement of being located above the final damage waterline and, therefore, will have no impact on existing ships.

Application: The amendments to MARPOL Annex I, the IGC Code and the 1988 Load Line Protocol enter into force 1 January 2024 and the amendments to the IBC Code, 1 July 2024. The amendments will apply to all ships both new and existing.

Amendment to the IGF Code paragraph 6.7.1.1 concerning the regulation for pressure relief system

The amended text removes tank cofferdams from the spaces required to have a pressure relief system.

Tank cofferdams will no longer be required to be fitted with a pressure relief system.

Application: This amendment applies to all ships to which the IGF Code applies and will enter into force 1 January 2024.

Amendment to the IGF Code with a new paragraph 11.8 concerning the regulation for fuel preparation room fire-extinguishing systems

A new requirement is added for fixed fire extinguishing systems in fuel preparation rooms containing pumps, compressors or other potential ignition sources for compliance with the provisions of SOLAS regulation II-2/10.4.1.1, taking into account the necessary concentrations/application rate required for extinguishing gas fires.

Shipyards and owners will be required to meet these new requirements for fuel preparation rooms containing pumps, compressors or other potential ignition sources.

Application: This amendment enters into force on 1 January 2024 and is applicable to all new ships that are constructed on or after 1 January 2024 that use low-flashpoint fuels (as per SOLAS II-1 Part G) and are subject to the IGF Code.
Ships constructed on or after 1 January 2024 here means: ships contracted on or after 1 January 2024, in the absence of a building contract, keel laid on or after 1 July 2024 or delivered on or after 1 January 2028.

Amendments to the International Maritime Dangerous Goods (IMDG) Code (41-22)

In addition to the regular updates to classification, segregation, packing and marking of dangerous goods, the Amendment 41-22 includes (but is not limited to):

• Clarification on 5.1.2.1 with regard to the fact that class 7 goods may need to be marked with a different label in addition to ‘OVERPACK’.
• New definition for ‘pressure receptacle shell’.
• New entry for Electrical resistance (1.2.2.1) (Electrical resistance Ω (ohm) – 1 Ω = 1 kg ⋅ m2 ⋅ s −3 ⋅ A −2).
• The addition of a telephone number to the Lithium battery mark.
• A new chapter regarding ‘Portable tanks with shells made of fiber-reinforced plastics (FRP) materials’.
• Deletion of ‘special stowage’ from note 1 in 7.2.7.1.4 as it is no longer applicable.

The revisions add new requirements for new and existing substances.

Application: Ships carrying cargoes subject to the requirements of IMDG Code from 1 January 2024 with voluntary early application from 1 January2023 subject to the agreement of the Flag State.

Amendments Entering Into Force on May 1st 2024.

Amendments to MARPOL Annex V – Garbage Record Book

The amendments mean that vessels of 100 GT and above will now require to keep a Garbage Record book onboard.

Ship operators of ships of 100 GT and above will need to keep a Garbage Record Book onboard and record all discharges into the sea or reception facilities or completed incineration, within it.

Application: This applies to all ships of 100 GT and above, and to all fixed and floating platforms.

Amendments to MARPOL Annex VI, Appendix IX – Information to be submitted to the IMO Ship Fuel Oil Consumption Database (Regulation 27)

MARPOL Annex VI, Appendix IX is updated to include information on attained EEXI and EEDI and relevant information on carbon intensity for ships required to comply with MARPOL Regulation 28.

No impact as long as the ship has an approved SEEMP onboard, as the latest revision of MAPROL Annex VI, Appendix IX is in line with the latest SEEMP Guidelines published under Resolution MEPC. 346(78) adopted on 10 June 2022.

Application: All ship types which are 5000GT or above, except those identified under MARPOL Regulation 19.2

Amendments to MARPOL Annex VI, Appendix V – Information to be included in the bunker delivery note (Regulation 18.5)

As such, a new item is added to the BDN – “The flashpoint (°C)specified in accordance with standards acceptable to the Organization* or a statement that flashpoint has been measured at or above 70°C* ” with a reference note that says ” * ISO 2719:2016, Determination of flash point – Pensky-Martens closed cup method, Procedure A (for Distillate Fuels) or Procedure B (for Residual Fuels).”

From 1st May 2024, BDNs from the from Fuel suppliers shall include the Flashpoint of the fuel, or a statement confirming that the fuel is above 70°C.

Fuel suppliers: Will need to ensure that the BDNs are consistent with revised the requirements of flashpoint, and they have the necessary information on the fuel to show compliance against the revised requirements.
Ship operators: Will need to ensure that the BDNs provided by fuel suppliers comply with the revised requirements.

Application: All ships (new and existing) of 400GT and above including every fixed or floating drilling rig or other platform.

Amendments to MARPOL Annex VI – Regulation 14 and Appendix VII – Mediterranean Sea Emission Control Area (ECA) for Sulphur Oxides (SOx) and Particulate Matter

The proposed regulation will include the Mediterranean Sea as an Emission Control Area for Sulphur Oxides and Particulate Matter.

Implication: From 1 May 2025 all ships operating in the Mediterranean Sox ECA will:

1. not be able to use fuel oil onboard with a Sulphur content exceeding 0.10% m/m.
2. be required to ensure the 0.10% m/m fuel oil Sulphur content limit is documented by the supplier.
3. must carry a written procedure detailing how the fuel changeover is to be carried out (only applicable if using separate fuels to comply with the requirement in point 1 above).

Application: This applies to new and existing ships.

Amendments to MARPOL Annexes I, II, IV, V & VI to allow States with ports in the Arctic region to enter into regional arrangements for port reception facilities

These amendments add States, the coastline of which border Arctic waters (as defined in the Polar Code), to the list of States which may develop regional waste reception facilities due to their unique circumstances. Only those port waste reception facilities within Arctic waters may be covered by new regional arrangements. Regional arrangements will be covered by the amended 2012 Guidelines for the Development of a Regional Reception Facilities Plan (Resolution MEPC.221(63)). This covers oil, noxious liquid substances, sewage, garbage, or air pollution waste.

Any shipowner, manager or operator wishing to discharge oil, noxious liquid substances, sewage, garbage, or air pollution waste to port reception facilities in the Arctic should be aware that there may be regional arrangements in place and reception facilities may not be available at every port.

Application: The reception facilities requirements apply to States, rather than ships.

Amendments to MARPOL Annex I – Appendix II (Form of IOPP Certificate and Supplements)

The tile of Section 5 has been updated within Form B of the Supplement to the International Oil Pollution Prevention Certificate (IOPP) under MARPOL Annex I- Appendix II to include regulations 21 and 22.

Application: All Oil tankers ≥ 150GT.

Amendments Entering Into Force on July 1st 2024.

New SOLAS Chapter XV – Safety Measures for Ships Carrying Industrial Personnel & associated International Code of Safety for Ships Carrying Industrial Personal (IP Code)

The new SOLAS chapter XV and the IP Code has an entry into force date of 1 July 2024 until then, Interim Recommendations on the Safe Carriage of more than 12 Industrial Personnel on Board Vessels Engaged on International Voyages as outlined in resolution MSC.418(97) may be applied.

Ships that are engaged in transport or accommodating industrial personnel, will need to comply with the IP Code. Every ship to which this Code applies shall have on board a valid Industrial Personnel Safety Certificate. The IP Safety Certificate will be issued after an initial or renewal survey if the ship complies with the requirements of this Code.

Application: All new cargo ships and high-speed cargo craft and passenger ships, of 500GT and upwards, constructed on or after 1 July 2024 which carry more than 12 industrial personnel. Ships carrying dangerous goods, and High Speed Craft, will be limited to a total of 60 persons onboard.

Existing ships certified under the Interim Recommendations (resolution MSC.418(97)) should be allowed to operate, provided that they also meet the operational and equipment requirements in the new IP Code.
The Code was primarily developed with international voyages in mind, however, Administrations will likely apply it for costal transfers and transfers from a port and an offshore facility.

Additionally, Administrations might apply IP Code requirements to vessels engaged in the transfer of industrial personnel and special personnel below 500GT.

Amendments to the 2011 Enhanced Survey Programme

The amendments require increased survey requirements for water ballast tanks (WBT) and void spaces for bulk carriers and include:

• The criteria to require examination of WBTs annually is changed from “if the coating is POOR” to “if the coating is less than GOOD”.
• The requirements for examining ballast tanks and void spaces bounding cargo holds have been separated. More evidence on corrosion is necessary before imposing more stringent inspections for void spaces with different types of coatings.
• Introduction of examination requirements to double-sided void spaces on bulk carriers exceeding 20 years of age and more than 150m in length which are to be examined annually if the coating is found in “POOR” condition.
• Clarification that the ESP Code does not apply to oil tankers carrying oil in independent tanks which are not part of ship’s hull.

Application: These amendments will apply to all bulk carriers with single side and double side skin construction and to oil tanker owners from 1 July 2024.

Amendments Entering Into Force on January 1st 2026.

Amendments to the IGC Code – High manganese austenitic steel

The amendments amend Table 6.3 in the IGC code to include a new entry for high manganese austenitic steel.

High manganese austenitic steel can now be used – subject to the required conditions specified in MSC.1/Circ.1599/Rev.2 – for the manufacturing of plates, sections and forgings for cargo tanks, secondary barriers and process pressure vessels.

Application: This change affects gas carriers. The amendments are entering into force 1 January 2026.

Amendments to the IGF Code – High manganese austenitic steel

The amendments amend Table 7.3 to include a new entry for high manganese austenitic steel.

High manganese austenitic steel can now be used, subject to the required conditions specified in MSC.1/Circ.1599/Rev.2, as material for fuel containment and piping systems.

Application: This change affects ships which have to comply with the IGF Code. The amendments are entering into force 1 January 2026.

Amendments to SOLAS chapter II-2 on the reporting of confirmed cases where oil fuel suppliers have failed to meet the flashpoint requirements specified in SOLAS regulation II-2/4.2.1

These SOLAS amendments to Chapter II-2 regulation 4.2.1 have been developed to incorporate the safety requirements for fuel. The proposed amendments to the Definitions (Chapter II-2 Regulation 3) do not include reference to the operational process.

Fuel Oil suppliers and vessel operators will have to update the Bunker Delivery Notes (BDNs) and comply with the amended requirements of SOLAS Ch II-2/4.2.1.

Application: The SOLAS amendments will enter into force date of 1 Jan 2026.

Adopted, awaiting ratification

Hong Kong International Convention for the Safe and Environmentally Sound Recycling of Ships, 2009

In 2009, the International Convention for the Safe and Environmentally Sound Recycling of Ships was signed by 67 Member States of the IMO. This internationally binding Convention has been adopted due to concerns about standards of ship recycling. It affects both recycling facilities and shipowners.

The Convention will enter into force 24 months after it has been ratified by at least 15 States which represent 40% of the world fleet, and the combined maximum annual ship recycling volume of the ratifying States during the preceding 10 years constitutes 3% of the combined fleet of those States. As of 06 April 2023, 20 States have become party to the Convention, representing 30.66% of world tonnage.

The Convention requires that, within five years of the entry into force date (or before the ship goes for recycling, if that is earlier), ships must have on board an ‘Inventory of Hazardous Materials’ (IHM). This requirement will apply to new ships as soon as the Convention enters into force.

Overall, the Convention can be described as a response to the lack of regulation and standards in the ship breaking industry; especially where safety, environmental and quality standards are concerned. It covers the entire ship life cycle; from design and construction, through in-service operation to dismantling and requires:

• Ships to have an IHM.
• New build ships to not have certain hazardous materials fitted.
• Ship recycling facilities to be authorized by the national authority.
• Ship recycling facilities to provide an approved ‘Ship Recycling Plan’ detailing how the ship will be recycled.
• Ships flying the flag of parties to the Convention to be recycled only in authorized recycling facilities.
• Ship recycling facilities which are located in parties to the Convention to recycle only ships which they are authorized to recycle.

At the final survey before the ship is taken out of service, the IHM will be completed for items such as operational stores and bunkers. The approved Ship Recycling Plan will then be checked against the IHM to ensure it properly reflects the information it contains.

Various guidelines have been developed for the implementation of the Convention.

Shipowners and Ship Managers:

• to provide an Inventory of Hazardous Materials for their ship
• to inform the flag State before a final survey takes place
• to arrange the final survey before the ship is taken out of service for the completion of IHM for items such as operational stores and bunkers

Recycling facilities:

• to obtain “Document of Authorization for Ship Recycling” from the competent authority of the recycling State
• to inform their authorities should they wish to recycle a ship
• to prepare a specific ‘Ship Recycling Plan’, based on the IHM which the owner provides
• to report when recycling is finished

National authority of States with recycling facilities:

• to authorise ship recycling facilities
• to approve Ship Recycling Plans

Application: Once the Convention enters into force it will apply to all ships and MODUs, high-speed craft, FSUs/FPSOs and barges. For new ships it will enter into force 24 months after the ratification criteria are met. Existing ships will have up to five years after the criteria are met.

International Convention for the Safety of Fishing Vessels (Torremolinos Convention) Cape Town Agreement

The Torremolinos Convention and its 1993 Protocol have not yet entered into force as the entry into force requirements have not been met. There have also been some problems with the technical requirements. In order to address these issues, an agreement has been reached which changes the entry into force requirements to 22 States with an aggregate of 3,600 fishing vessels of 24m in length and over and modifies some of the technical provisions. As of 6 April 2023, Twenty States have become party to the Agreement.

The diplomatic conference in Cape Town, South Africa, in October 2012 agreed that the entry into force criteria should be 22 flag states which between them have at least 3,600 fishing vessels of 24 metres in length and over. The survey and certification requirements were amended to a five year cycle. A phased-in application for some parts of the requirements for existing fishing vessels was also agreed.

Shipowners and Ship Managers: The Protocol has requirements covering the following areas:

• Construction, watertight integrity and equipment
• Stability and associated seaworthiness
• Machinery and electrical installations and periodically unattended machinery spaces
• Fire protection, detection, extinction and firefighting
• Protection of crew
• Life-saving appliances and arrangements
• emergency procedures, musters and drills
• Radiocommunications
• Shipborne navigational equipment and arrangements

When it enters into force these safety items will need to be provided on board fishing vessels. Some of the requirements are applicable to existing fishing vessels as well as to new construction.

It should be noted that some flag Administrations have already enacted the Torremolinos Convention and Protocol, so fishing vessels flagged with these Administrations will find that nothing will change following entry into force of these amendments.

Shipbuilders / Designers of fishing vessels will need to ensure that the regulations are complied with. This may require additional or different safety equipment to be provided.

Flag Administrations and their Recognized Organizations will have to survey new and existing fishing vessels to the extent required and issue appropriate certification.

Application: The Torremolinos Convention and Protocol is, in general, applicable to fishing vessels of 24 metres in length and over.
Although the majority of the requirements are applicable only to new ships, the following are also applicable to existing ships:

• Life-saving appliances and arrangements – only regulation 13 ‘Radio life-saving appliances’ and regulation 14 ‘Radar transponders’
• Emergency procedures, musters and drills
• Radiocommunications
• Shipborne navigational equipment and arrangements