Amendments to Chapter 4 of MARPOL Annex VI - Mandatory goal-based technical and operational measures to reduce carbon intensity of international shipping
- For All ships subject to SEEMP
- Effective from: 01/11/2022
- Regulatory reference: MARPOL VI, MEPC.328(76)
Amendments introduce a goal based short-term measure in which an Energy Efficiency Existing Ship Index (EEXI) and inservice carbon intensity management are functional requirements. New regulation 23 (attained EEXI) and 25 (required EEXI) require existing ships to improve their technical efficiency, so they are comparable to an equivalent new ship of the same type and deadweight which would be required to comply with the applicable EEDI Phase. New regulation 28 (operational carbon intensity) requires a linear reduction in the in-service carbon intensity of ships between 2023 and 2030, such that the global fleet achieves an average reduction of at least 40% by 2030 when compared with 2008.
2021 Revised MARPOL Annex VI
- For All ships
- Effective from: 01/11/2022
- Regulatory reference: MARPOL VI, MEPC.328(76)
Amendments to various regulations of MARPOL Annex VI, in particular, due to the adoption of new regulations 23, 25 and 28 to reflect the technical and operational carbon intensity reduction measures, led to the adoption of Resolution MEPC.328(76) – 2021 Revised MARPOL Annex VI. The 2021 Revised MARPOL Annex VI enters into force on 1 November 2022.
SOLAS II-I Reg. 3-8 “Towing and mooring equipment” as amended by MSC.102
- For All ships
- Effective from: 01/01/2024
DNV issued regulatory update to remind that SOLAS II-I Reg. 3-8 “Towing and mooring equipment” as amended by MSC.102, enters into force on 1 January 2024. Thus, ship managers and operators should consider early compliance with the new safe mooring requirements, especially for vessels which are scheduled to dry dock before 2024.
DNV informs that to reduce serious and fatal accidents related to the handling of mooring lines or equipment used for mooring operation, the MSC introduced new requirements on the design, inspection, and maintenance of mooring equipment (lines).
The two guidelines on safe mooring are:
The MSC.1/Circ.1619, Guidelines on the design of mooring arrangements and the selection of appropriate mooring equipment and fittings for safe mooring, which will affect new buildings
- The MSC.1/Circ.1620, Guidelines for inspection and maintenance of mooring equipment including lines, which will be a retroactive requirement and will therefore affect existing vessels.
IMO highlights that the Guidance on shipboard towing and mooring equipment (MSC.1/Circ.1175) remains in effect for ships constructed on or after 1 January 2007 but before 1 January 2024
The latter guideline, MSC.1/Circ.1620, includes procedures for mooring operation, inspection and maintenance of mooring equipment and lines, identifying worn-out lines and tails, and replacement of mooring lines and tails. All ships need to comply with the retroactive statutory requirements, and DNV has issued RRs (retroactive requirement) for all ships.
The RRs will affect existing ships, but the biggest impact will be for vessels built before 2007, since the approval of the associated hull support foundation of mooring fitting was not required at that time, and assignment of mooring fitting was probably not reviewed.
…DNV notes.
A list of the typical issues detected:
Applicable for all ships
- Mooring operation procedure, inspection and maintenance plan were not available on board.
- Wrong setting of mooring winch brake holding strength.
- Selecting higher minimum breaking load (MBL) of mooring rope for replacement.
Applicable for ships built before 2007
- The MBL of the mooring line was not in accordance with the recommended values in the corresponding approved equipment number in IACS Rec. 10; in many cases, a higher MBL rope was used.
- The marked safe working load (SWL) of the mooring fitting was not consistent with the MBL of the mooring ropes.#
- The hull support foundation of the mooring fitting did not have sufficient capacity to withstand the design load or marked SWL.
Source: Safety4Sea/DNV