Among the main items on the agenda were the following: Impact on the Arctic climate of black carbon from ships Since BLG 16, a correspondence group has strived to identify a recommended definition, measurement method and control mechanism for black carbon from ships. The Sub-Committee noted that the correspondence group had made good progress, but that it had not yet succeeded in agreeing on specific recommendations. Therefore, the group’s mandate was renewed to continue working on the issues during the coming intersessional period. Scrubber water discharges Denmark had submitted a paper on scrubber water discharges from ships using scrubbers for smoke cleaning. The paper was an attempt to start a debate on the pH values in connection with scrubber discharges on the high seas. The paper was based on a report from COWI showing that scrubber water discharges would not affect the marine environment. However, the paper did not enjoy support since several member States requested additional information about the impact on the marine environment. Ballast water Denmark acceded to the Ballast Water Management Convention in September 2012. Though the Ballast Water Management Convention has not yet entered into force, efforts are still being made to draw up guidelines and procedures to ensure the implementation of the Convention. At MEPC 64, it was decided that at BLG 17 the information requirements stipulated in BWM.2/Circ. 28 should be extended in continuation of the debate on G8 (Guidelines for approval of Ballast Water Management Systems). A paper proposing draft amendments to BWM.2/Circ. 28 and MEPC.175(58) had been submitted to BLG 17. The specific information to be added was debated extensively, but in general the idea of providing more information was supported since greater transparency is called for when purchasing ballast water management systems. The development of sampling methods has been discussed vehemently previously and concerns many countries. At BLG 17, it was decided to introduce a trial period, which means that from the entry into force of the Convention it will be possible to carry out sampling in order to develop simple and robust methods for testing ballast water. However, the trial period means that it will not be possible to prosecute or detain ships merely on the basis of a negative sample. This will give the shipowners security and, at the same time, make it possible to develop robust and simple sampling methods because practical sampling experience will be gained. The trial period will have a length of 2-3 years after the entry into force of the Convention. Ships using gas as fuel As the requirements for less sulphur in ship’s fuels are made stricter in special emission control areas (SECAs), it has become more desirable to use liquefied natural gas (LNG) as a fuel in short sea shipping. Work was continued on the development of the International Code for Ships using Gas as Fuel (the IGF Code). Previously, it had been decided that the Code should also cover other low flashpoint fuels and that it should be harmonised with the new IGC Code. At the meeting, work was continued on the requirements for LNG operation and, as previously decided, the work on the requirements for operation using other low flashpoint fuels would be continued subsequently. However, some general functional standards were introduced so that it would be possible to use other low flashpoint fuels already when the first part of the Code enters into force in case a risk analysis shows that the safety level is not impaired. It was decided that a correspondence group should finalise the work until the next session of the BLG Sub-Committee in order to forward the IGF Code to the MSC for approval in 2014, when it is to replace the temporary guidelines for ships using gas as fuel. Revision of the IGC Code (International Code for the Construction and Equipment of Ships Carrying Liquefied Gases in Bulk) The International Code for the Construction and Equipment of Ships Carrying Liquefied Gases in Bulk (the IGC Code) has been under revision for a rather long period of time. At this session, a draft revised IGC Code was finalised and forwarded to the MSC with a view to approval. Development of a Code for the Transport and Handling of Limited Amounts of Hazardous and Noxious Liquid Substances in Bulk in Offshore Support Vessels Denmark had coordinated a corrrespondence group on the drafting of a new code on these transports. The report was well received and a new correspondence group was established to continue the work.
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Impact on the Arctic climate of black carbon from ships
Since BLG 16, a correspondence group has strived to identify a recommended definition, measurement method and control mechanism for black carbon from ships.
The Sub-Committee noted that the correspondence group had made good progress, but that it had not yet succeeded in agreeing on specific recommendations. Therefore, the group’s mandate was renewed to continue working on the issues during the coming intersessional period.
Scrubber water discharges
Denmark had submitted a paper on scrubber water discharges from ships using scrubbers for smoke cleaning. The paper was an attempt to start a debate on the pH values in connection with scrubber discharges on the high seas. The paper was based on a report from COWI showing that scrubber water discharges would not affect the marine environment. However, the paper did not enjoy support since several member States requested additional information about the impact on the marine environment.
Ballast water
Denmark acceded to the Ballast Water Management Convention in September 2012. Though the Ballast Water Management Convention has not yet entered into force, efforts are still being made to draw up guidelines and procedures to ensure the implementation of the Convention.
At MEPC 64, it was decided that at BLG 17 the information requirements stipulated in BWM.2/Circ. 28 should be extended in continuation of the debate on G8 (Guidelines for approval of Ballast Water Management Systems). A paper proposing draft amendments to BWM.2/Circ. 28 and MEPC.175(58) had been submitted to BLG 17. The specific information to be added was debated extensively, but in general the idea of providing more information was supported since greater transparency is called for when purchasing ballast water management systems.
The development of sampling methods has been discussed vehemently previously and concerns many countries. At BLG 17, it was decided to introduce a trial period, which means that from the entry into force of the Convention it will be possible to carry out sampling in order to develop simple and robust methods for testing ballast water. However, the trial period means that it will not be possible to prosecute or detain ships merely on the basis of a negative sample. This will give the shipowners security and, at the same time, make it possible to develop robust and simple sampling methods because practical sampling experience will be gained. The trial period will have a length of 2-3 years after the entry into force of the Convention.
Ships using gas as fuel
As the requirements for less sulphur in ship’s fuels are made stricter in special emission control areas (SECAs), it has become more desirable to use liquefied natural gas (LNG) as a fuel in short sea shipping.
Work was continued on the development of the International Code for Ships using Gas as Fuel (the IGF Code). Previously, it had been decided that the Code should also cover other low flashpoint fuels and that it should be harmonised with the new IGC Code. At the meeting, work was continued on the requirements for LNG operation and, as previously decided, the work on the requirements for operation using other low flashpoint fuels would be continued subsequently. However, some general functional standards were introduced so that it would be possible to use other low flashpoint fuels already when the first part of the Code enters into force in case a risk analysis shows that the safety level is not impaired. It was decided that a correspondence group should finalise the work until the next session of the BLG Sub-Committee in order to forward the IGF Code to the MSC for approval in 2014, when it is to replace the temporary guidelines for ships using gas as fuel.
Revision of the IGC Code (International Code for the Construction and Equipment of Ships Carrying Liquefied Gases in Bulk)
The International Code for the Construction and Equipment of Ships Carrying Liquefied Gases in Bulk (the IGC Code) has been under revision for a rather long period of time.
At this session, a draft revised IGC Code was finalised and forwarded to the MSC with a view to approval.
Development of a Code for the Transport and Handling of Limited Amounts of Hazardous and Noxious Liquid Substances in Bulk in Offshore Support Vessels
Denmark had coordinated a corrrespondence group on the drafting of a new code on these transports. The report was well received and a new correspondence group was established to continue the work.