Future IMO and ILO Legislation

Spring 2024 – Upcoming changes to mandatory statutory regulations and instruments

Including adopted amendments entering into force on or after 1 April 2024, requirements which have entered force but are phasing in for some ships, and significant developments
up to and including the Marine Environment and Protection Committee (MEPC 81) in March 2024.
How to use this document
column of the full entry as shown in the example below and repeated in the index
tables. The number in the index table is hyperlinked to the full entry.

Adopted future IMO and ILO legislation

Part 1 – Adopted requirements in a transitional period for full application

This part includes requirements that have already entered into force but are still in a
transitional period for their full effect due to a phased approach to their application. For
example, some parts of a requirement may apply on different dates depending on the
type and size of ship.
• Table I – All, New or Existing – Adopted amendments coming into effect
Part 2 – Adopted requirements entering into force in future • Table II – All, New or Existing – Likely amendments coming into effect

This part includes requirements that have been adopted and have an entry into force Timelines
date which has been established by the IMO or ILO, but which has not yet been reached.
The timelines on pages 5, & 6 show significant requirements referenced in this
It also covers requirements that have been adopted but have no certain entry into force
document. The reference number to the top left of each item is hyperlinked to the full
date because the conditions for entry into force have not been met.
entry in the document.
In development future IMO and ILO legislation Navigation of this document
Part 3 – IMO and ILO requirements still under development The document includes a hyperlinked shortcut menu at the bottom of each page.
This part covers requirements that are still under discussion at the IMO and have not
been adopted. The entry in force date has not been agreed although a predicted entry
into force is suggested. This section is subject to change as discussions progress.

Part 4 – Prospective IMO and ILO requirements

This part covers potential requirements due to be considered at the IMO and ILO.

Part 5 – Changes since previous version

This part lists the changes since the last edition of this document.

Tables – quick references for application

The tables in the following pages provide a quick reference guide as to which items in
this document are relevant for different ship types. This is for general information only
and the advice is to study the application for each entry in this document as it can be
complex. Each item is assigned an LR reference number, which is shown in the left-hand

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Notes 10. In the ship type tables, equipment and materials are included.
- Equipment is where there are new equipment standards in place, i.e. for SOLAS
1. Non-mandatory legislation is not included. lifejackets (406).
2. Unless otherwise specified, the term ‘cargo ship’ is used to describe any vessel that - Materials, where there are new material standards. i.e. for high manganese
is not a passenger ship. austenitic steel (445 and 446).
3. In the Application section for each entry, references to ’all ships’ should be taken to
mean all ships to which that convention, annex or chapter applies, which might
include other ships types to those listed in the tables. It is also assumed that ships
are engaged on international voyages.
4. Applicability of regulations varies for Floating Storage Units (FSU) and Floating
Production Storage and Offloading units (FPSO) depending on whether they are
detached and under voyage or fixed. The application tables in this report reflect
only the minimum requirements which are permanently applicable. The same
applies to Mobile Offshore Drilling Units(MODU). Requirements for Offshore Supply
Vessels (OSVs) are the same as those listed for general cargo ships.
5. Entries marked with * in the tables have staggered application dates. Application
details should be carefully checked.
6. SOLAS amendments now follow a four-year cycle (next entry into force date is 1
January 2024) unless adopted under conditions of exceptional circumstance (see
IMO Circular MSC.1/Circ.1481) in which case implementation may be earlier e.g.
due to the effects of the Coronavirus pandemic an additional entry into force date
of 1 January 2026 for amendments to SOLAS and associated IMO instruments has
been agreed.
7. If there is a shipbuilding delay after contract signing, it is important to note that
most IMO requirements apply based on the keel laying date and some also have a
delivery date requirement, so a delay may necessitate different equipment or
design.
8. Some requirements only apply to certain operational choices, such as geographical
trading area or activities which may or may not be carried out. In these cases, the
widest possible applicability is shown in the tables, and it is necessary to assess
whether the requirement applies to an individual ship.
9. Occasionally entries are not included in categories in reference tables, in this
edition they are under the "other” column. These are entries only concerned with
one specialised ship type such as fishing vessels (238), non-SOLAS ships (487),
Maritime Autonomous Surface Ships (MASS) (497), STCW (570) (571) (572) and
(573).

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Summary of major developments:
This version covers updates from Assembly 33, SDC 10, HTW 10, PPR 11, SSE 10, and
MEPC 81. Further information from Lloyd’s Register
The hyperlinked number in brackets is the LR reference used in this document for the As well as this document, we publish reports of IMO meetings which are relevant to
detailed entry. Lloyd’s Register(LR). To register to receive these by email, and to download previous
documents, please visit www.lr.org/imo .
New approvals or adoptions:

• Adopted amendments to regulations A-1 and B-2 of the BWM Convention on the
use of electronic record books (612) When clicking on resolutions like below it will take you to Regs4ships from OneOceanLR
• Adopted amendment to Protocol I of MARPOL Article V on reporting lost containers
(532)
• Adopted amendments to MARPOL Annex VI, regulations 2, 14, 18 and Appendix I
(Non-applicability of fuel oil sampling for low-flashpoint and gas fuels, etc.)(656)
• Adopted amendments to regulation 13.2.2 of MARPOL Annex VI on a marine diesel
engine replacing a steam system (466)
• Adopted amendments to MARPOL Annex VI regulation 27 and Appendix IX on IMO
DCS (611) Further details of Regs4ships can be found below
• Approval of a Canadian Arctic ECA (770)
• Approval of a Norwegian Sea ECA (771)

Significant new items being considered or milestones in ongoing developments:

• A basket of candidate GHG Mid-Term Measures is being considered (613)

• The Cape Town Agreement has reached the entry-into-force threshold for the
number of ratifying States, but hasn’t yet reached the aggregate number of fishing
vessels threshold (238)
• Proposed amendments to the Ballast Water Management Convention (750)
• The review of the STCW Convention (572)
• Development of amendments to SOLAS chapter II-2 and the FSS Code concerning
detection and control of fires in cargo holds and on the cargo deck of Regs4ships from LR OneOcean provides uninterrupted access to live and archived
containerships (590) official regulatory publications from multiple sources, including the IMO, ILO and
• Development of a goal-based instrument for Maritime Autonomous Surface Ships numerous flag States.
(MASS) (497)

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Timeline 1 – Future Safety Requirements IMDG Code
(525) Amendment (42-24) SOLAS II-1
(442) Emergency towing
development
IGF Code arrangements on ships other
Under discussion (431) Various amendments LSA Code than tankers
(379) Single fall and hook
SOLAS II-2 SOLAS V
Adopted systems
(409) Fire safety on ROPAX (642) Pilot Transfer
(406) In-water performance of
(412) Fire protection of cargo Arrangements
lifejackets
ship control stations IGF Code
(585) Lowering speed of
(708) Various amendments
SOLAS III survival craft and rescue boat
(661) Annual thorough IGC Code
examination and operational Grain Code (528) 2028 Version
test concerning ventilation (527) New class of loading
system (Amendments to conditions MASS Code
MSC.402(96)) (497) Development of MASS
STCW Code
SOLAS V (573) Prevention of sexual STCW Convention & Code
(532) Reporting lost containers assault and sexual harassment (572) Comprehensive review

2024 2025 2026 2028

MLC 2006 SOLAS II-1 LSA Code
IMSBC Code
(ILO0006) Compensation for (383) Lifting appliances & (395) Ventilation of totally
(523) Amendment (07-23)
SOLAS XV non-fulfilment of employment anchor handling winches enclosed lifeboats (For those
(401) Ships carrying industrial agreement installed on or after 1 Jan 2029)
personnel and IP Code SOLAS II-2
(ILO0008) Appropriate
(413) (650) (651) Prohibitions Polar Code
ESP Code seafarers’ recreational facilities,
amenities and services,
of PFOS in firefighting foams (487) Non-SOLAS ships
(402) Additional survey operating in Polar waters
requirements including social connectivity SOLAS V
(internet access, etc.) (491) Mandatory carriage of
(ILO0009) Free drinking water electronic inclinometers on
(ILO0011) Provision of all containerships & bulk carriers
necessary appropriately-sized
PPE IGF & IGC Code
(ILO0013) Evidence of financial (445 & 446) Use of high
security manganese austenitic steel for
cryogenic service
Note: The number put in parentheses refers to the item number in LR “Future IMO and ILO Legislation” publication.

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Timeline 2 – Future Environmental Requirements

Under discussion MARPOL Annex VI

(613) GHG Mid-Term Measures
Adopted
MARPOL Annex VI & NOx Technical Code
(467) Multiple engine profiles for optimal performance

MARPOL Annex VI
Future Emission Control Areas (NOx, SOx)
(771) Norwegian Sea ECA & (770) Canadian Arctic ECA

2024 2025 2026 or later

BWM Convention
(543) Ballast Water Record Book
BWM Convention
(612) Electronic Ballast Water Record Book
(154) BWMS – Final retrofit deadline
Hong Kong Convention
(155) Ship recycling. The Convention enters into force on
MARPOL Annex VI
26 June 2025.
(479) BDN information (flashpoint)
(518) Mediterranean SOx ECA MARPOL Annex I & Annex V
(458) Information to be submitted to (689) Annex I Special Areas in the Red Sea and Gulf of Aden
IMO DCS (relevant to CII requirements) (690) Annex V Special Area in the Red Sea

MARPOL Annex VI
(373) EEDI Phase 3 (Tranche 2)
(656) Low-flashpoint fuels and other fuel oil related issues
(466) Marine diesel engine replacing a steam system
(611) IMO DCS (data accessibility, inclusion of transport
work data, enhanced level of granularity)
Note: The number put in parentheses refers to the item number in LR “Future IMO and ILO Legislation” publication.

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Table I – All NEW and EXISTING SHIPS – Adopted amendments coming into effect (A=All, N=New, E=Existing)

Ro-Ro Passenger Ships

Special Purpose Ships

General Cargo Ships

Ro-Ro Cargo Ships

Chemical Tankers

High Speed Craft

Passenger Ships

Container Ships

FSU and FPSO

All Ship Types

Bulk Carriers
Gas Carriers
Oil Tankers

Equipment

Materials
MODU

Other
Yacht
_______________________ Page Item Number
Prior to 1 April 2024 12 188/264* N N N N N N N N N N
154 A A A A A A A A A A A A A A A A
322 A A A A A A A A A A A A A A A A
341 E E
342 A A A A A A A A A A A A A A A A
370 A A A A A A A A A A A A A A A A
373* N N N N N N N N N N
377 A A A A A A A A A A A A A A A A
368* A A A A A A A A A A A A A A A A
386 A
365 A A A A A A A A A A A A A A
366 N N N N N N N N N N N N N
374 N N N
350 N N N N N N N N N N N N
403 N N N N N N N N N N N N
1 May 2024 34 458 A A A A A A A A A A A A A A
479 A A A A A A A A A A A A A A A A
480 A A A A A A A A A A A A A A A A
484 A A A A A A A A A A A A A A A A
518 A A A A A A A A A A A A A A A A
582 A
1 July 2024 37 401 A A A A A A A A A A
402 A A
471 A
23 December 2024 39 ILO0006 A A A A A A A A A A A A A A A A

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 Ro-Ro Passenger Ships

Special Purpose Ships

General Cargo Ships

Ro-Ro Cargo Ships

Chemical Tankers

High Speed Craft

Passenger Ships

Container Ships

FSU and FPSO

All Ship Types

Bulk Carriers
Gas Carriers
Oil Tankers

Equipment

Materials
MODU

Other
Yacht
Page Item Number
23 December 2024 40 ILO0008 A A A A A A A A A A A A A A A A
ILO0009 A A A A A A A A A A A A A A A A
ILO0011 A A A A A A A A A A A A A A A A
ILO0013 A A A A A A A A A A A A A A A A
1 January 2025 42 523 A A
570 A A A A A A A A A A A A A A A A
571 A A A A A A A A A A A A A A A A
689 A A A A A A A A A A A A A A A A
690 A A A A A A A A A A A A A A A A
1 February 2025 45 543 A A A A A A A A A A A A A A A A
26 June 2025 45 155 A A A A A A A A A A A A A A A A
1 August 2025 47 466 A A A A A A A A A A A A A A A A
611 A A A A A A A A A A A A A A
656 A A A A A A A A A A A A A A A A
1 October 2025 50 612 A A A A A A A A A A A A A A A A
1 January 2026 51 383 A A A A A A A A A A A A A A
395 A A A A A A A A A A A A A A A
413 A A A A A A A A A A A A A
449 A A A A A A A A A A A A A A
487 A A A A A A A A A A
491 N N
445 N N
446 N N N N N N N N N N N N N
650 A
651 A
Adopted not yet met entry
58 238 A
into force

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Table II – All NEW and EXISTING SHIPS – Likely amendments coming into effect (A=All, N=New, E=Existing)

Ro-Ro Passenger Ships

Special Purpose Ships

General Cargo Ships

Ro-Ro Cargo Ships

Chemical Tankers

High Speed Craft

Passenger Ships

Container Ships

FSU and FPSO

All Ship Types

Bulk Carriers
Gas Carriers
Oil Tankers

Equipment

Materials
MODU

Other
Yacht
_______________________ Page Item Number
Expected 1 January 2026 61 379 A A A A A A A A A A A A A N
406 A A A A A A A A A A A A A A A N
409 N N
412 N N N N N N N N N N
431 A A A A A A A A A A A A
525 A A A A A A A A A A A A A A
527 A A
532 A A A A A A A A A A A A A A A
573 A A A A A A A A A A A A A A A A
585 N A
658 N N N N N N N N N N N N N N
661 A A A A A A A A A A A A A A N
670 A
671 A
676 A A A A A A A A A A A A A
Expected 1 March 2026 72 770 A A A A A A A A A A A A A A A A
771 A A A A A A A A A A A A A A A A
Expected 11 August 2026 73 467 A A A A A A A A A A A A A A A A
731 E E E E E E E E E E E E E E E E
Expected 1 January 2027 74 709 A A
Expected 1 July 2027 75 378 A A A A A A A A A A A A A A A A
613 A A A A A A A A A
Expected 1 January 2028 77 442 N N N N N N N N N N

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 Ro-Ro Passenger Ships

Special Purpose Ships

General Cargo Ships

Ro-Ro Cargo Ships

Chemical Tankers

High Speed Craft

Passenger Ships

Container Ships

FSU and FPSO

All Ship Types

Bulk Carriers
Gas Carriers
Oil Tankers

Equipment

Materials
MODU

Other
Yacht
Page Item Number
Expected 1 January 2028 77 497 A A A A A A A A A A A A A A A A
528 A
589 A A A A A A A A A A A A A A A
606 A A A A A A A A A A A A A A
607 A A A A A A A A A N A
609 A
642 A A A A A A A A A A A A A A N
708 A A A A A A A A A A A A A
719 A A
721 N N N N N N N N N N N N N
728 N N N N N N N N N N N N N N N
572 A A A A A A A A A A A A A A A A
Expected 1 June 2031 89 637 A A A A A A A A A A A A A A A A
Proposed IMO / ILO work 91 459 A
610 N N N N N N N N N N N N N N N
734 A
737 A A
750 A A A A A A A A A A A A A A A A
566 A A A
586 A A A A A A A A A A A A A A
590 N
608 N N N N N N N N N N N N N

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Part 1
Adopted IMO and ILO requirements in a transitional period
This part includes requirements that have already entered into force but are still in a transitional period for their full effect due to a phased approach
to their application. For example, some parts of a requirement may apply on different dates depending on the type and/or size of ship.

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 Adopted by Regulation 24 of MARPOL Annex VI –Phase 2 Implementation of Energy Efficiency Design Index (EEDI)
MEPC.203(62)
Background: EEDI requirements were adopted within MARPOL Annex VI to promote more efficient new ships to reduce CO2 emissions from new
Further amended by ships. EEDI implementation has a phased increase in the value of reduction factors from the reference value defined in MARPOL Annex VI, Regulation
MEPC.251(66), 24.3.
MEPC.301(72),
MEPC.324(75) EEDI reflects the amount of CO2 generated per tonne-mile (cargo carrying capacity). It provides a uniform approach to calculating a ship’s energy
efficiency during its design and construction and it promotes efficient ship design.
All above consolidated
Table - Shows the reduction factor as a percentage for the Required EEDI compared to the EEDI Reference line for Phase 2 (Tranche 2)
by
implementation starting from 1 January 2020 for the listed ship types and sizes. The Table excludes those ship types whose Phase 2 (Tranche 1)
MEPC.328(76) implementation ended on 31 March 2022. Note that additional amendments to EEDI for Phase 3 (Tranche 1 & 2) implementation of the listed ship
types have been adopted by Resolution MEPC.324(75). The Phase 3 (Tranche 1) requirements were effective from 1 April 2022, while Phase 3 (Tranche
Entry into force
2) requirements will be effective from 1 January 2025 and further details of Phase 3 implementation can be found in item 373.
1 January 2013
Ship Type Size (DWT) Phase 2 Phase 2
1-Jan-20 – 31-Mar-22 1-Jan-20 – 31-Dec-24
188+264 Bulk carrier 20,000 DWT and above 20
10,000 and above but less than 20,000 DWT 0-20*
Class News
15,000 DWT and above 20
No. 18/2018
Gas carrier 10,000 and above but less than 15,000 DWT 20
2,000 and above but less than 10,000 DWT 0-20*
Tanker 20,000 DWT and above 20
4,000 and above but less than 20,000 DWT 0-20*
200,000 DWT and above 20
120,000 – 200,000 DWT 20
Container ship 80,000 – 120,000 20
40,000 – 80,000 DWT 20
15,000 – 40,000 DWT 20
10,000 – 15,000 DWT 20
General Cargo ships 15,000 DWT and above 15
30,000 – 15,000 DWT 0-15*

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 Refrigerated cargo carrier 5,000 DWT and above 15
3,000 and above but less than 5,000 DWT 0-15*
Combination carrier 20,000 DWT and above 20
4,000 and above but less than 20,000 DWT 0-20*
Ro-ro cargo ship (vehicle carrier)** 10,000 DWT and above 15
LNG Carrier 10,000 DWT and above 20
Ro-ro cargo ship** 2,000 DWT and above 20
1,000 and above but less than 2,000 DWT 0-20*
Ro-ro passenger ship** 1000 DWT and above 20
250 and above but less than 1,000 DWT 0-20*
Cruise passenger ship*** 85,000 GT and above 20
having non-conventional propulsion 25,000 – 85,000 GT 0-20*
* Reduction factor to be linearly interpolated between the two values dependant upon ship size. The lower value of the reduction factor is to be
applied to the smaller ship size.
** Reduction factor applies to those ships delivered on or after 1 September 2019, as defined in paragraph 2.1 of regulation 2.
*** Reduction factor applies to those ships delivered on or after 1 September 2019, as defined in paragraph 2.1 of regulation 2.

Implication:
Shipbuilders and Designers: Ships will need to be designed and constructed to reduce CO2 emissions. There are several ways to achieve this which
include:
• Increase ship size: engine power ratio
• Reduce lightship weight
• Innovative solutions (e.g. air bubble – friction reduction)
• Optimise propeller efficiency
• Hydrodynamics improvement
• Speed reduction
• Use of renewable power source (e.g. wind, solar power)
• Low carbon fuels (e.g. LNG)
• Energy saving devices (e.g. WHR, shaft generators)

Shipowners and Ship Managers: There are several technical and operational measures that can be considered to reduce GHG emissions. Any EEDI
assessments carried out by designers in the initial and final design stages for above mentioned new ships are to adopt the latest reduction factor

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 requirements as per the table above. Owners/Managers considering a major conversion of an existing ship will need to assess if the ship will be
considered as a new ship following conversion.

Application: Bulk Carriers, Combination Carriers, Containerships, Cruise Passenger Ships with non-conventional propulsion, Gas Carriers, General
Cargo Ships, LNG Carriers, Ro-ro Cargo Ships, Ro-ro Cargo (vehicle carrier) Ships, Ro-ro Passenger Ships, Refrigerated Cargo Carriers and Tankers all
of which are new ships, new ships which undergo major conversion or are new or existing ships which undergo major conversion that is so extensive
that the ship is regarded by the Administration as a newly-constructed ship.

For the purpose of EEDI application a new ship (Please refer to MEPC.1/Circ.795/Rev.8 for details):
• Is a ship with a building contract place on or after the start date of the applicable EEDI phase;
• In the absence of a building contract, the keel of which is laid or which is at a similar stage of construction on or after the date six months after
the start date and end date of the relevant EEDI Phase; or
• The delivery is on or after the date 48 months after the start date and end date of each EEDI phase.

A major conversion means a conversion of a ship:

• Which substantially alters the dimensions, carrying capacity or engine power of the ship;
• Which changes the type of the ship;
• The intent of which in the opinion of the Administration is substantially to prolong the life of the ship;
• Which otherwise so alters the ship that, if it were a new ship, it would become subject to relevant provisions of the present Convention not
applicable to it as an existing ship; or
• Which substantially alters the energy efficiency of the ship and includes any modifications that could cause the ship to exceed the applicable
required EEDI or the applicable required EEXI.

Related Items
• MEPC.1/Circ.850/Rev.3 - Guidelines for determining minimum propulsion power to maintain the manoeuvrability of ships in adverse
conditions.
• Resolution MEPC.231(65) – 2013 Guidelines for calculation of reference lines for use with the Energy Efficiency Design Index (EEDI).
• Resolution MEPC.233(65) – 2013 Guidelines for calculation of reference lines for use with the Energy Efficiency Design Index (EEDI) for
cruise passenger ships having non-conventional propulsion.
• Resolution MEPC.364(79) - 2022 Guidelines on the method of calculation of the attained Energy Efficiency Design Index (EEDI) for new ships.
• Resolution MEPC.365(79) - 2022 Guidelines on survey and certification of the Energy Efficiency Design Index (EEDI), as amended by
resolution MEPC.374(80).
• MEPC.1/Circ.896 - 2021 Guidance on treatment of innovative energy efficiency technologies for calculation and verification of the attained
EEDI and EEXI.
• MEPC.1/Circ.795/Rev.8 - Unified Interpretations to MARPOL Annex VI (due to be replaced with Rev.9 which was agreed at MEPC 81, but is
not available at the time of publication).

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 Adopted by Ballast Water Management Convention
BWM Conference
2004 Note – see also item 322 in part 1 for amendment to regulation B-3.
Implemented by:
MEPC.287(71) Background: The problem of the transfer of harmful aquatic organisms via ships’ ballast water was first raised at the IMO in 1988 and since then the
Marine Environment Protection Committee (MEPC) has been dealing with the issue, focusing initially on the development of guidelines and then on
Entry into force developing a new Convention.
8 September 2017
The International Convention for the Control and Management of Ships’ Ballast Water and Sediments (BWM Convention) was adopted on 13 February
2004 and entered into force on 8 September 2017. On entry into force, the BWM Convention required ships crews to manage their ballast water and
154 sediment. Initially this could be by either exchanging ballast on every voyage or by treating ballast using an approved ballast water treatment
system. Subsequently, only ballast water treatment will be accepted.
Class News
Implication:
No. 05/2017
By 8 September 2017, all ships were required to:
No. 16/2017
No. 09/2018 • Have an approved ballast water management plan onboard;
No. 10/2018 • Maintain a ballast water record book;
No. 07/2019 • Manage their ballast water on every voyage by performing ballast water exchange (or by treating it using an approved ballast water treatment
No. 10/2020 system.
No. 16/2020 Note, the retrofitting schedule for existing ships (and ships under construction at the time the Convention entered into force) to install a Ballast
No. 08/2022 Water Treatment System was revised by IMO Assembly 28 resolution A.1088(28), in 2013 to account for the fact that the BWMC had not yet
entered into force. This retrofitting schedule was updated by resolution MEPC.287(71). See item 322 for the latest application schedule).

By 8 September 2017, all ships of 400GT and above to which the Convention applies, excluding floating platforms, FSUs and FPSOs, were required to:
• Undertake an initial survey and be issued with a valid International Ballast Water Management Certificate valid for 5 years, subject to annual and
intermediate surveys. Flag Administrations are responsible for specifying the certification regime for ships less than 400GT. Note, Ships that are
registered with Flag Administrations that are not yet a party to the Convention will need to demonstrate compliance and may wish to undergo
surveys and be issued with a document of compliance.

Application: The Convention applies to all ships and offshore structures (i.e. vessels of any type operating in the aquatic environment, including
submersibles, floating craft, floating platforms, floating storage units (FSUs) and floating production, storage and offloading (FPSO) units) that load
and discharge ballast.
Exemptions:
May be granted to any requirements to apply reguations B-3 or C-1 for :
• Ships on voyages between specified ports or locations; or,
• Ships which operate exclusively between specified ports or locations;

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 Such exemptions will be:
• Effective for a period of no more than five years, subject to intermediate review;
• Granted to ships that do not mix ballast water or sediments, other than between the ports or locations specified above;
• Granted based on the Guidelines on risk assessment in accordance with MEPC.162(56); and
• It should be noted that the exemptions can be withdrawn at any time by the issuing Flag Administrations.

Exceptions:
The requirements of Regulation B-3, Section C and any other more stringent measures developed by a Party to the Convention (as per Article 2.3) do
not apply to vessels which uptake or discharge ballast water and sediments in exceptional circumstances such as:
• A ship in emergency situations or saving life at sea.
• A damaged ship or a ship with damaged equipment.
• A ship which is trying to avoid or minimise pollution.
• A ship which uptakes and subsequent discharge on the high seas of the same ballast water or sediments.
• A ship at the same location where no mixing has occurred.

Equivalent compliance:
Flag Administrations are responsible for determining whether the requirements of the Convention apply to:
• Pleasure craft used solely for recreation or competition less than 50 metres in length overall, and with a maximum ballast water capacity of 8
cubic metres; or,
• Craft used primarily for search and rescue, less than 50 metres in length overall, and with a maximum ballast water capacity of 8 cubic metres.

Related Items
Guidelines for the uniform implementation of the BWM Convention:
• MEPC.152(55) - Guidelines for sediment reception facilities (G1)
• MEPC.173(58) - Guidelines for ballast water sampling (G2)
• MEPC.123(53) - Guidelines for ballast water management equivalent compliance (G3)
• MEPC.127(53) - Guidelines for ballast water management and development of ballast water management plans (G4); amended by
MEPC.306(73), MEPC.370(80)
• MEPC.153(55) - Guidelines for ballast water reception facilities (G5)
• MEPC.288(71) - Guidelines for ballast water exchange (G6) revoking MEPC.124(53); amended by MEPC371(80)
• MEPC.289(71) - Guidelines for risk assessment under regulation A-4 of the BWM Convention (G7); supersedes MEPC.162(56)
• MEPC.300(72) - Code for Approval of Ballast Water Management Systems (BWMS Code); which supersedes MEPC.279(70); which supersedes
MEPC.174(58); which revokes MEPC.125(53)
• MEPC.169(57) - Procedure for approval of ballast water management systems that make use of active substances (G9); Revokes
MEPC.126(53)
• MEPC.140(54) - Guidelines for approval and oversight of prototype ballast water treatment technology programmes (G10)
• MEPC.149(55) - Guidelines for ballast water exchange design and construction standards (G11)

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 • MEPC.209(63) - Guidelines on design and construction to facilitate sediment control on ships (G12); revokes MEPC.150(55)
• MEPC.161(56) - Guidelines for additional measures regarding ballast water management including emergency situations (G13)
• MEPC.151(55) - Guidelines on designation of areas for ballast water exchange (G14)

Circulars or guidance documents related to the uniform implementation of the BWM Convention:
• BWM.2/Circ.82 - Guidance for the temporary storage of treated sewage and/or grey water in ballast water tanks
• MEPC.387(81) – Interim Guidance on the application of the BWM Convention to ships operating in challenging water quality conditions
• BWM.2/Circ.79 - Convention Review Plan for the experience-building phase associated with the BWM Convention
• BWM.2/Circ.78 - Protocol for verification of ballast water compliance monitoring devices
• BWM.2/Circ.70/Rev.1 - 2020 Guidance for the commissioning testing of ballast water management systems; supersedes BWM.2/Circ.70
• BWM.2/Circ.69 - Guidance on System Design Limitations of ballast water management
• BWM.2/Circ.66/Rev.5 - Unified interpretations to the BWM Convention and the BWMS Code; revokes BWM.2/Circ.66 Revs.1-4 and
BWM.2/Circ.66
• BWM.2/Circ.63 - Application of the Convention to ships operating in sea areas where ballast water exchange in accordance with regulations
B-4.1 and D-1 is not possible
• BWM.2/Circ.62 - Guidance on contingency measures under the BWM Convention
• BWM.2/Circ.61/Rev.1 - Guidance on methodologies that may be used for enumerating viable organisms for type approval of ballast water
management systems; Revokes,BWM.2/Circ.61
• BWM.2/Circ.52/Rev.1 - Guidance on entry or re-entry of ships into exclusive operation within waters under the jurisdiction of a single Party;
supersedes BWM.2/Circ.52
• BWM.2/Circ.42/Rev.2 - 2020 Guidance on ballast water sampling and analysis for trial use in accordance with the BWM Convention and
Guidelines (G2); revokes BWM.2/Circ.42/Rev.1 corrected by BWM.2/Circ.42/Rev.1/Corr.1; which superseded BWM.2/Circ.42
• BWM.2/Circ.34/Rev.12 - List of ballast water management systems that make use of Active Substances which received Basic and Final
Approval (Revised annually); supersedes BWM.2/Circ.34 Revs. 1-11 and BWM.2/Circ.34 ; which superseded, BWM.2/Circ.30 ; which
superseded BWM.2/Circ.23 ; which superseded, BWM.2/Circ.16; which superseded, BWM.2/Circ.11; which superseded BWM.2/Circ.9
corrected by BWM.2/Circ.9/Corr.1
• BWM.2/Circ.33/Rev.1 - Guidance on scaling of ballast water management systems; supersedes BWM.2/Circ.33

Adopted by Amendments to the Ballast Water Management Convention, Regulation B-3 – Ballast Water
MEPC.297(72)
Management for Ships
MEPC.298(72)
Background: The Ballast Water Management Convention (BWMC, see item 154) was written based on an assumption that the Convention would
Entry into force
enter into force by 2007. However, the BWMC did not enter into force until 8 September 2017 and as such the provision for a ballast water treatment
13 October 2019 system retrofitting schedule in the BWMC had to be revised.

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 The IMO adopted an amendment to regulation B-3, which entered into force on 13 October 2019 and revised the retrofitting schedule for the
322 installation of Ballast Water Treatment Systems. This updated retrofitting schedule will have/had significant impact on the industry, including the
manufacturers of BWMS.

Implication:
The deadline for installing Ballast Water Treatment Systems (BWTS) for existing ships was/is either:
• No later than the first IOPP certificate renewal survey on or after 8 September 2017, providing that:
− this survey takes place on or after 8 September 2019; or
− that the vessel has undertaken an IOPP certificate renewal survey on or after 8 September 2014 but prior to 8 September 2017; or,
• No later than the second IOPP certificate renewal survey on or after 8 September 2017, providing that:
− the first IOPP certificate renewal survey on or after 8 September 2017 took place before 8 September 2019; and,
− the vessel had not had an IOPP certificate renewal survey on or after 8 September 2014 and prior to 8 September 2017.

For ships with a keel laid on or after 8 September 2017 installation of a BWMS was required by the delivery of the ship.

For oil tankers of less than 150GT and for other ships of less than 400GT, and/or those which do not hold IOPP certificates, the installation deadline is
the date determined by the Flag Administration but cannot be later than 8 September 2024.

Application: The BWMC (see item 154) applies to all ships and offshore structures (i.e. vessels of any type operating in the aquatic environment,
including submersibles, floating craft, floating platforms, floating storage units (FSUs) and floating production, storage and offloading (FPSO) units)
that load and discharge ballast.

Related Items
• MEPC.298(72) - Determination of the survey referred to in regulation B-3, as amended, of the BWM Convention
• MEPC.287(71) - Implementation of the BWM Convention; which supersedes resolution A.1088(28) (2013) Application of the International
Convention for the Control and Management of Ships' Ballast Water and Sediments, 2004; which revokes Resolution A.1005(25) (2007)

Adopted by Amendments to SOLAS II-1/1 and II-1/8-1.3 requiring the provision of computerised stability support
MSC.436(99)
for the master in case of flooding
Entry into force
Background: Amendments to SOLAS chapter II-1 to require the provision of a computer, able to carry out damage stability calculations on existing
1 January 2020 passenger ships, were considered to be necessary.

341 SOLAS chapter II-1/1 makes it clear which regulations are applicable to “new” and “existing” ships. Regulation II-1/8-1 has been amended to include
a requirement for crews onboard existing passenger ships to have the capability to assess stability after damage, either onboard or with onshore

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 assistance. New passenger ships (keels laid on or after 1 January 2014) are already required to provide this.

Implication: Existing passenger ships will have to be provided with suitable stability support. Obtaining the data needed for developing the hull
model could be challenging and owners are recommended to start considering what is needed at the earliest opportunity. Loading instruments
which comply with IACS UR L5 (Rev.4 June 2020) Type 4 Stability Software will meet these requirements.

Application: Passenger ships constructed before 1 January 2014 of 120m or more in length or with three or more main fire zones are to comply from
the first Passenger Ship Safety Certificate renewal survey after 1 January 2025.

Related Items
• Guidelines on operational information for Masters of passenger ships for safe return to port by own power or under tow (MSC.1/Circ.1400)
for ships constructed on or after 1 January 2014 but before 13 May 2016
• Revised Guidelines on operational information for masters of passenger ships for safe return to port (MSC.1/Circ.1532/Rev.1) for ships
constructed on or after 13 May 2016
• Guidelines on operational information for masters in case of flooding for passenger ships constructed before 1 January 2014
(MSC.1/Circ.1589)

Adopted by Amendments to MARPOL Annexes I, II, V and VI and the NOx Technical Code 2008 - Use of electronic
MEPC.314(74)
record books
MEPC.316(74)
MEPC.317(74) Background: The IMO periodically reviews the administrative provisions of mandatory requirements and considers ways to make these more
efficient.
Entry into force
1 October 2020 Amendments to MARPOL Annexes I, II, V and VI and the NOx Technical Code 2008 have been adopted which allow the use of electronic record books
as an alternative to hard copy record books when complying with the record keeping requirements of MARPOL Annexes I, II, V and VI and the NOx
Technical Code 2008.
342
To be used as an alternative, the electronic recording system is required to be approved by the Administration and electronic records generated and
Class News retained by the system should be presented so that the records match the format defined in the relevant MARPOL Annexes. Any electronic system
No. 17/2020 considered to conform to the criteria for approval should be provided with a written declaration from the Administration. The declaration should be
carried on board the ship for the purpose of statutory surveys or inspections.

For those ships required to keep an ozone-depleting substances record book, the electronic recording system shall only be considered an electronic
record book if the system is approved by the Administration on or before the first IAPP renewal survey carried out on or after 1 October 2020, but not
later than 1 October 2025.

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 Implication: Companies have the option to use electronic recording systems approved by the Administration to comply with the record keeping
requirements of MARPOL Annexes I, II, V and VI and the NOx Technical Code 2008. The electronic records generated and retained by the system are
currently required to be presented in the form of records required by the MARPOL Annexes.

Application: All ships using electronic record books to comply with the record-keeping requirements of MARPOL Annexes I, II, V and VI and the NOx
Technical Code 2008.

Related Items
Resolution MEPC.312(74) – Guidelines for the use of electronic record books under MARPOL

Adopted by Amendments to regulation 2 and 14 and appendix VI of MARPOL Annex VI with regard to the in-use
MEPC.324(75)
sampling points, including corresponding amendments to the supplement to the IAPP certificate
Entry into force
Background: The IMO had previously concluded sampling guidelines for fuel in use (MEPC.1/Circ.864), but without specifying the actual
1 April 2022 requirements for a ship to have such a sampling point in MARPOL. These amendments introduce such requirements for procedures for sampling and
verification of the sulphur content of fuel oil including those requirements for in-use fuel oil sampling points.
370 The amendments concerning sampling points consist of the following parts:
• MARPOL Annex VI regulation 2; a new definition in regulation 2 on low flashpoint fuel, for which sampling points will be exempted.
Class News
• MARPOL Annex VI regulation 14; Requirements on in-use fuel oil sampling points.
No. 02/2022
Implication:
Ship designers: shall ensure that the suitable installation or sampling point arrangements are considered in the design of the vessel, for availability
to carry out in-use fuel oil sampling in order to comply with the requirements of MARPOL Annex VI, Regulation 14.

Owners and/or Operators: should arrange for in-use fuel oil sampling points to be installed or designated (in accordance with MEPC.1/Circ.
864/Rev.1) and ensure the arrangement is described in either a piping diagram or other relevant documents and made available for survey.

Application: To all new ships for which the keel is laid or which are at a similar stage of construction on or after 1 April 2022. A similar stage of
construction means the stage at which:
.1 construction identifiable with a specific ship begins; and
.2 assembly of that ship has commenced comprising at least 50 tonnes or one per cent of the estimated mass of all structural material, whichever
is less.

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 To all existing ships (ships for which keel laying is before 1 April 2022) will be required to comply at the first renewal survey of the IAPP certificate on
or after 1 April 2023.

Related Items
MEPC.1/Circ.864/Rev.1 - 2019 Guidelines for on board sampling for the verification of the sulphur content of the fuel oil used on board ships

Adopted by Amendments to Chapter 4 of MARPOL Annex VI -Regulation 24, amendments to EEDI Phase 3 targets
MEPC.324(75)
Background: Amendments to the time period and the reduction rates for EEDI phase 3 requirements for certain ship types and sizes as shown in the
Since consolidated into table below have been adopted. The implementation of Phase 3 EEDI reduction factor requirements (Table 1 of Regulation 24, MARPOL Annex VI) has
MEPC.328(76) been divided in two stages or Tranches. The Phase 3 (Tranche 1) requirements have entered into force from 1 April 2022 (Gas carrier with 15,000 DWT
and above, Container ship, General cargo ship, LNG carrier, Cruise passenger ship having non-conventional propulsion) and the Phase 3 (Tranche 2)
Entry into force requirements shall be enter into force on 1 January 2025, as shown in the below Table.
1 April 2022
Table
Ship Type Size (DWT) Phase 3 (Tranche 1) Phase 3 (Tranche 2)
373 1-Apr-22 onward 1-Jan-25 onwards

Bulk carrier 20,000 DWT and above 30

10,000 and above but less than 20,000 DWT 0-30*
Gas Carrier 15,000 DWT and above 30 30
10,000 and above but less than 15,000 DWT 30
2,000 and above but less than 10,000 DWT 0-30*
Tanker 20,000 DWT and above 30
4,000 and above but less than 20,000 DWT 0-30*
Container ship 200,000 DWT and above 50 30
120,000 and above but less than 200,000 DWT 45 30
80,000 and above but less than 120,000 DWT 40 30
40,000 and above but less than 80,000 DWT 35 30
15,000 and above but less than 40,000 DWT 30 30
10,000 and above but less than 15,000 DWT 15-30* 0-30*
General Cargo ship 15,000 DWT and above 30 30

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 3,000 and above but less than 15,000 DWT 0-30* 0-30*
Refrigerated cargo carrier 5,000 DWT and above 30
3,000 and above but less than 5,000 DWT 0-30*
Combination carrier 20,000 DWT and above 30
4,000 and above but less than 20,000 DWT 0-30*
LNG carrier** 10,000 DWT and above 30 30
Ro-ro cargo ship (vehicle 10,000 DWT and above 30
carrier)**
Ro-ro cargo ship** 2,000 DWT and above 30
1,000 and above but less than 2,000 DWT 0-30*
Ro-ro passenger ship** 1,000 DWT and above 30
250 and above but less than 1,000 DWT 0-30*
Cruise passenger ship** having 85,000 GT and above 30 30
non-conventional propulsion 25,000 and above but less than 85,000 GT 0-30* 0-30*
* Reduction factor to be linearly interpolated between the two values dependent upon ship size. The lower value of the reduction factor is to be
applied to the smaller ship size.
** Reduction factor applies to those ships delivered on or after 1 September 2019, as defined in paragraph 2.1 of regulation 2.

Implication:
Ship designers/ builders: Need to consider potential changes to ship/machinery design to reduce GHG emissions, will now happen at a different
date than indicated previously in the Table 1 of Regulation 24 MARPOL Annex VI for some vessel types. This requires planning within the design
process as some reduction dates moved earlier to 1 Apr 2022. There are several ways to achieve this, such as:
• Increase ship size: engine power ratio
• Reduce lightship weight
• Innovative solutions (e.g. air bubble – friction reduction)
• Optimise propeller efficiency
• Hydrodynamics improvement
• Speed reduction
• Use of renewable power source (e.g. wind, solar power)
• Low carbon fuels (e.g. LNG)
• Energy saving devices (e.g. WHR, shaft generators)

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 For Ship owners/ managers: There are a number of technical and operational measures that can be considered to reduce GHG emissions. Any EEDI
assessments carried out by designers in the initial and final design stages for above mentioned new ships are to adopt the latest reduction factor
requirements as per the table above. Owners/Managers considering a major conversion of an existing ship will need to assess if the ship will be
considered as a new ship following conversion.

Application: Bulk Carriers, Combination Carriers, Containerships, Cruise Passenger Ships with non-conventional propulsion, Gas Carriers, General
Cargo Ships, LNG Carriers, Ro-Ro Cargo Ships, Ro-Ro Cargo (vehicle carrier) Ships, Ro-Ro Passenger Ships, Refrigerated Cargo Carriers and Tankers all
of which are new ships, new ships which undergo major conversion or are new or existing ships which undergo major conversion that is so extensive
that the ship is regarded by the Administration as a newly-constructed ship.

For the purpose of EEDI application a new ship (Please refer to MEPC.1/Circ.795/Rev.8 for details):
• Is a ship with a building contract place on or after the start date of the applicable EEDI phase;
• In the absence of a building contract, the keel of which is laid or which is at a similar stage of construction on or after the date six months after
the start date and end date of the relevant EEDI Phase; or
• The delivery is on or after the date 48 months after the start date and end date of each EEDI phase.

A major conversion means a conversion of a ship:

• Which substantially alters the dimensions, carrying capacity or engine power of the ship;
• Which changes the type of the ship;
• The intent of which in the opinion of the Administration is substantially to prolong the life of the ship;
• Which otherwise so alters the ship that, if it were a new ship, it would become subject to relevant provisions of the present Convention not
applicable to it as an existing ship; or
• Which substantially alters the energy efficiency of the ship and includes any modifications that could cause the ship to exceed the applicable
required EEDI or the applicable required EEXI.

Related Items
• MEPC.1/Circ.850/Rev.3 - Guidelines for determining minimum propulsion power to maintain the manoeuvrability of ships in adverse
conditions
• Resolution MEPC.231(65) 2013 Guidelines for calculation of reference lines for use with the Energy Efficiency Design Index (EEDI)
• Resolution MEPC.233(65) - 2013 Guidelines for calculation of reference lines for use with the Energy Efficiency Design Index (EEDI) for cruise
passenger ships having non-conventional propulsion
• Resolution MEPC.364(79) - 2022 Guidelines on the method of calculation of the attained Energy Efficiency Design Index (EEDI) for new ships.
• Resolution MEPC.365(79) - 2022 Guidelines on survey and certification of the Energy Efficiency Design Index (EEDI), as amended by
MEPC.374(80).
• MEPC.1/Circ.896 - 2021 Guidance on treatment of innovative energy efficiency technologies for calculation and verification of the attained
EEDI and EEXI.

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 • MEPC.1/Circ.795/Rev.8 - Unified Interpretations to MARPOL Annex VI (due to be replaced with Rev.9 which was agreed at MEPC 81, but is
not available at the time of publication)

Adopted by Amendments to MARPOL Annex I - Prohibition on the use and carriage for use as fuel of heavy fuel oil
MEPC.329(76)
by ships in Arctic waters
Entry into force
Background: Measures to reduce risks of use and carriage of heavy fuel oil(HFO) as fuel by ships in Arctic waters and amendments to MARPOL Annex I
1 November 2022 have been adopted.

377 Implication: If a ship has oil fuel tanks which do not comply with regulation 12A of MARPOL Annex 1 or regulation 1.2.1 of Chapter 1, Part II-A of the
Polar Code, the use and carriage of oils, other than crude oils, having a density at 15°C higher than 900 kg/m3 or a kinematic viscosity at 50°C higher
than 180 mm2/s (MARPOL Annex I, Regulation 43.1.2) will be prohibited on or after 1 July 2024.
Class News
No. 08/2023
Waivers may be issued by an Administration with a coastline bordering the Arctic, thereby allowing the use and carriage of oils listed in MARPOL
Annex I, Regulation 43.1.2 for ships operating under their flag. Any waivers issued will not apply on or after 1 July 2029. If a ship has oil fuel tanks
which comply with regulation 12A of MARPOL Annex 1 or regulation 1.2.1 of Chapter 1, Part II-A of the Polar Code, the use and carriage of oils listed in
MARPOL Annex I, Regulation 43.1.2 will be prohibited on or after 1 July 2029.

Shipowners will not need to undertake cleaning and flushing of tanks or pipelines if prior operations have included the use and carriage of oils listed
in MARPOL Annex I, Regulation 43.1.2.

Application: All ships operating in Arctic waters with the exception of:
• Ships engaged in securing the safety of ships;
• Ships engaged in search and rescue operations; or
• Ships dedicated to oil spill preparedness and response.

Adopted by Amendment to the AFS Convention - Controls on cybutryne

MEPC.331(76)
Background: Evidence of the environmental risks from the use of anti-fouling paints that contain cybutryne was submitted to the IMO in February
Entry into force 2019. The evidence was accompanied by a proposal to establish controls on Anti-Fouling Systems (AFS) containing cybutryne. Amendments to
1 January 2023 Annexes 1 and 4 to the AFS Convention and the form of the International Anti-fouling System Certificate (IAFSC) to include controls on cybutryne
were adopted.

368 Implication: The amendments mean that anti-fouling systems containing cybutryne shall not be applied or reapplied to any ship on or after 1

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 January 2023. Ships* bearing an AFS that contains cybutryne in the external coating layer of their hulls or external parts or surfaces on 1 January
Class News 2023 shall either:
No. 04/2022 • Remove the anti-fouling system; or
• Apply a coating that forms a barrier to this substance leaching from the underlying non-compliant AFS;
at the next scheduled renewal of the anti-fouling system after 1 January 2023, but no later than 60 months following the last application to the
ship of an anti-fouling system containing cybutryne.

Shipowners and ship managers will be required to apply for a survey for the issue of an International AFS Certificate in the amended model form no
later than 1 January 2025. Such a survey should not affect the time available to shipowners and ship managers to comply with the new control
measures in Annex 1 to the AFS Convention.

*Ships except:
• fixed and floating platforms, FSUs, and FPSOs that have been constructed prior to 1 January 2023 and that have not been in dry-dock on or after
1 January 2023;
• ships not engaged in international voyages; and
• ships of less than 400GT engaged in international voyages, if accepted by the coastal State(s)

Application: All anti-fouling systems containing cybutryne and all ships*.

Related Items
• Resolution MEPC.356(78) – 2022 Guidelines for Brief Sampling of Anti-Fouling Systems on Ships
• Resolution MEPC.357(78) – 2022 Guidelines for Inspection of Anti-Fouling Systems on Ships
• Resolution MEPC.358(78) – 2022 Guidelines for Survey and Certification of Anti-Fouling Systems on Ships

Adopted by Amendments to the International Code on the Enhanced Programme of Inspections during Surveys
MSC.483(103)
of Bulk Carriers and Oil Tankers, 2011 (2011 ESP Code) - Minimum requirements for thickness
Entry into force measurements at renewal surveys of double-hull oil tankers
1 January 2023
Background: The 2011 ESP Code, as amended by resolution MSC.461(101), in annex B, part A, annex 2, prescribes the following thickness
measurements to be taken at the first Cargo Ship Safety Construction Certificate or Cargo Ship Safety Certificate renewal survey of double-hull oil
386 tankers:
• One section of deck plating for the full beam of the ship within the cargo area;
Class News • Measurements, for general assessment and recording of corrosion patterns, of those structural members subject to close-up survey according to
No. 17/2022 annex 1; and
• Suspect areas.

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 Amendments to the Code, as amended, have been adopted to require that only “suspect areas” of double-hull oil tankers are subject to thickness
measurements during the first Cargo Ship Safety Construction Certificate or Cargo Ship Safety Certificate renewal survey.

Implication: It will be sufficient to consider only suspect areas for thickness measurements at the first Cargo Ship Safety Construction Certificate or
Cargo Ship Safety Certificate renewal survey of double-hull oil tankers.

Application: These amendments apply to the first Cargo Ship Safety Construction Certificate or Cargo Ship Safety Certificate renewal surveys taking
place on double hull oil tankers from 1 January 2023.

Adopted by Amendments to SOLAS regulation II-1/3-8 - Towing and mooring equipment

MSC.474(102)
Background: The International Maritime Organisation’s Maritime Safety Committee (MSC) has recently implemented new requirements and issued
Entry into force related guidelines on towing and mooring equipment to improve the safety of seafarers during mooring and unmooring operations and to counter
1 January 2024 the increase of dangerous and sometimes fatal incidents.

These new requirements are incorporated in the amendments to SOLAS Regulation II-1/3-8 contained in Resolution MSC.474(102) and came into
365 force on 1 January 2024. The amended regulation II-1/3-8 applies to passenger ships regardless of size and cargo ships on or over 500GT.
Ahead of the above date, shipowners, shipbuilders, designers, and operators need to consider these upcoming regulatory changes and guidelines
Class News when finalising any new build designs. Shipowners and operators need to ensure they have the required maintenance plans, procedures and records
No. 15/2023 in place before these changes come into force.

Implication:
Owners (or ship managers) should establish the following onboard maintenance and inspection procedures:
• Procedures for mooring operations, inspection and maintenance of mooring equipment, including mooring lines.
• Procedures to allow the identification and control of mooring lines, tails and associated attachments.
• Periodic inspection of mooring lines, mooring line tails and associated attachments as part of the onboard maintenance plan or equivalent
maintenance management system.
• Manufacturersʹ criteria for replacement of mooring lines should be available.
• Records of the original design concept, equipment, arrangements and specifications should be available on board

While normally most of the above are already covered by the onboard Safety Management System, it is highly recommended that companies review
their procedures, records and forms to ensure the above items have been properly addressed.

For new construction, designers and shipbuilders should ensure the supplied documentation provides sufficient information (e.g. technical data,
maintenance manuals, mooring rope specification and certificates) to support owners in developing their maintenance and inspection procedures.

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 Ships with a keel lay date before 1 January 2007 were not required to comply with SOLAS, Chapter II-1/ 3-8, so may not have the original design
concept to support the development of the new SOLAS maintenance and inspection requirements. For such cases, the following options are
available:
• The original design concept could be a mooring arrangement plan or any document that specifies mooring specifications at the time of the ship’s
construction.
• Alternatively, owners may establish the original design concept, including MBLSD (Ship Design Minimum Breaking Load) for mooring based on the
safe working load of mooring equipment provided on board.
• If the vessel neither has any mooring documentation nor any safe working load marking on fittings, owners are advised to check the strength of
mooring equipment and their supporting hull structure based on MSC.1/Circ.1175/Rev.1 (or rules applied at the time of construction, such as
IACS Recommendation 10). Owners should also determine MBLSD based on actual capacity of the equipment and their supporting hull structure
on board. In this case, calculations should be submitted to Lloyd’s Register (LR) for appraisal.

On a consultancy basis, LR may also support owners carrying out calculations to determine the MBLSD for establishing the original design concept,
based on the owner’s available information. These calculations are carried out independently of any subsequent plan appraisal.

The maintenance and inspection procedures above are required to be confirmed on board at the time of:
• Initial surveys completed on or after 1 January 2024 for new ships;
• First Cargo Ship Safety Construction or Cargo Ship Safety survey (annual, intermediate or renewal), on or after 1 January 2024, for existing ships;
or
• Passenger Ship Safety renewal survey, on or after 1 January 2024, for existing ships.

Application: The amended regulation II-1/3-8 applies to passenger ships regardless of size and cargo ships of 500GT or over.
The new requirements for existing ships are listed in paragraphs 4 to 6 of this regulation and apply to ships constructed on or after 1 January 2007.
The new requirements for new ships are listed in paragraphs 7 and 8 of SOLAS Reg. II-1/3-8 and are applicable for:
• Ships for which the building contract is placed on or after 1 January 2024, or
• In the absence of a building contract, for which the keel is laid or is at a similar stage of construction on or after 1 July 2024, or
• Which are delivered on or after 1 January 2027.

New ships (defined in accordance with the above dates), of 3000GT and above, are subjected to additional requirements regarding the design of
mooring arrangement and mooring line selection, to ensure occupational safety and safe mooring of the ship.

Related Items
• MSC.1/Circ.1619 - Guidelines on the design of mooring arrangements and the selection of appropriate mooring equipment and fitting for
safe mooring (Design guidelines)
• MSC.1/Circ.1620 - Guidelines for inspection and maintenance of mooring equipment including lines (Maintenance guidelines)

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 • MSC.1/Circ.1175 - Guidance on shipboard towing and mooring equipment (applicable to ships constructed on or after 1 January 2007 but
before 1 January 2024)
• MSC.1/Circ.1175/Rev.1 - Revised Guidance on Shipboard Towing and Mooring Equipment (applicable to ships constructed on or after 1
January 2024)
• MSC.1/Circ.1362/Rev.2 - Unified Interpretation of SOLAS Chapter II-1

Adopted by Amendments to SOLAS Chapter II-1 concerning watertight integrity

MSC.474(102)
Background: The amendments to SOLAS chapter II-1 part B and B-1 (MSC.216(82) and MSC.421(98)) introduced inconsistencies with parts B-1, B-2
Entry into force and B-4. These arose from the different philosophies behind the probabilistic damage stability assessment and the assumptions made. The
1 January 2024 probabilistic method does not rely on a single deck (the bulkhead deck) to provide the uppermost watertight boundary, instead the upper boundary
of the buoyant volume may be used. In theory this does not need to be a single horizontal surface.

366 Implication: Amendments to SOLAS Part B-1 and Part B-2, Part B-4 and Part D, included in Resolution MSC.474(102), are summarised here below:

Regulation 7-2 – Calculation of the factor si: the changes introduce a distinction of requirements for calculation of the si factor and when to take it as
zero which will need to be applied to cargo ships or to passenger ships.

Regulation 12 – Peak and machinery space bulkheads, shaft tunnels, etc.: For passenger and cargo ships constructed on or after 1 January 2024, the
collision bulkhead may be pierced below the bulkhead deck of passenger ships and the freeboard deck of cargo ships by not more than one pipe for
dealing with fluid in the forepeak tank, provided that the pipe is fitted with a remotely controlled valve capable of being operated from above the
bulkhead deck of passenger ships and the freeboard deck of cargo ships. Additional valve requirements are also introduced.

Regulation 13 - Openings in watertight bulkheads below the bulkhead deck in passenger ships: Terminology changes where “watertight bulkheads”
are replaced by “watertight boundaries” and general updated references.

Regulation 15 - Openings in the shell plating below the bulkhead deck of passenger ships and the freeboard deck of cargo ships: For ships for which
the building contract was placed on or after 1 January 2020 and constructed before 1 January 2024, gangway, cargo and fuelling ports fitted below
the bulkhead deck of passenger ships and the freeboard deck of cargo ships shall be watertight and in no case be so fitted as to have their lowest
point below the deepest subdivision draught.
For ships constructed on or after 1 January 2024, cargo ports and other similar openings (e.g. gangway and fuelling ports) in the side of ships below
the bulkhead deck of passenger ships and the freeboard deck of cargo ships shall be fitted with doors so designed as to ensure the same
watertightness and structural integrity as the surrounding shell plating. Unless otherwise granted by the Administration, these openings will need to
open outwards. The number of such openings shall be the minimum compatible with the design and proper working of the ship. In no case shall
these openings be so fitted as to have their lowest point below the deepest subdivision draught.

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 Regulation 16 – Construction and initial tests of watertight closures: deletion of ash-chutes and rubbish-chutes from paragraph 1.1.

Regulation 17 – Internal watertight integrity of passenger ships above the bulkhead deck: Referring to the Guidance notes on the integrity of flooding
boundaries above the bulkhead deck of passenger ships for proper application of regulations II-1/8 and 20, paragraph 1, of SOLAS 1974, as amended
(MSC/Circ.541, as may be amended) can be used for passenger ships for which the building contract was placed on or after 1 January 2020 and
constructed before 1 January 2024 when applying paragraph 1 of this regulation.

For ships constructed on or after 1 January 2024, the internal watertight subdivision arrangements to limit the entry and spread of water above the
bulkhead deck shall be in accordance with the design arrangements necessary for compliance with the stability requirements in parts B-1, and B-2 if
applicable. Where pipes, scuppers, electric cables, etc. are carried through internal watertight boundaries that are immersed at any intermediate or
final stage of flooding in damage cases that contribute to the attained subdivision index A, arrangements shall be made to ensure their watertight
integrity.

For ships constructed on or after 1 January 2024, doors in internal watertight subdivision arrangements above the bulkhead deck, and also above the
worst intermediate or final stage of flooding waterlines, shall be capable of preventing the passage of water when immersed in the required range of
positive stability for any damage cases contributing to the attained subdivision index A. These doors may remain open provided they can be remotely
closed from the navigation bridge. They shall always be ready to be immediately closed.

Regulation 17-1 – Integrity of the hull and superstructure, damage prevention and control on ro-ro passenger ships - All access from the ro-ro deck
that leads to spaces below the bulkhead deck shall have a lowest point which is not less than 2.5 m above the bulkhead deck (unless the access is
covered by the provisions of subsequent paragraph). Where vehicle ramps are installed to give access to spaces below the bulkhead deck, their
openings shall be able to be closed weathertight to prevent ingress of water below and fitted with alarms and open/close indicators on the
navigation bridge. The means of closure shall be watertight if the deck is intended as a watertight horizontal boundary under regulation 7-2.6.
Subject to SOLAS Part B-4, regulations 23.3 and 23.6, the Administration may permit the fitting of particular accesses to spaces below the bulkhead
deck provided they are necessary for the essential working of the ship, e.g. the movement of machinery and stores, and subject to such accesses
being made watertight, fitted with alarms and open/close indicators on the navigation bridge.

Various other regulations are updated (regulation 19, 21, 22, 23 and 42) regarding damage control information, inspections of watertight doors and
operational considerations around watertightness between cargo spaces before and during voyages.

Application:
The amendments apply to cargo ships of 500GT and over and to all passenger ships in a range of ways depending upon the ship type and
construction date.

Related Items
• Resolution MSC.429(98)/Rev.2 - Revised explanatory notes to the SOLAS chapter II-1 subdivision and damage stability regulations

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 • MSC.8/Circ.1 -Voluntary early implementation of the amendments to SOLAS regulation II-1/12 adopted by Resolution MSC.474(102)

Adopted by Amendments to SOLAS Chapter II-1 to include requirements for water level detectors on non-bulk
MSC.482(103)
carrier cargo ships with multiple cargo holds
Entry into force
Background: SOLAS regulation II-1/25 required single hold cargo ships of less than 80 metres (100 metres if constructed before 1 July 1998) to have a
1 January 2024 water level detection alarm. These ships are not required to have a damage stability assessment which means that there is no requirement to assess
the effect of flooding of the cargo hold. Should damage occur and water start to enter the hold, there is a need for the crew to be aware of the
374 situation so that appropriate mitigation actions can be taken. It should be noted that the “El Faro” was a multi-hold ship and did not require a water
level detection alarm to be fitted. It sank following flooding with loss of life. 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.

Implication: 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 except tankers and bulk carriers which are:
contracted on or after 1 January 2024; or
in the absence of a building contract, keel laid on or after 1 July 2024; or
delivered on or after 1 January 2028.

Related Items
• Resolution MSC.188(79)/Rev.2 – Revised Performance Standards for Water Level Detectors on Ships subject to SOLAS regulations II-1/25, II-
1/25-1 and XII/12
• MSC.1/Circ.1572/Rev.1 - Unified Interpretations of SOLAS Chapters II-1 and XII, of the Technical Provisions for Means of Access for
Inspections (Resolution MSC.158(78)) and of the Performance Standards for Water Level Detectors on Bulk Carriers

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 Adopted by Amendments to the International Code of Safety for Ships Using Gases or Other Low-Flashpoint
MSC.458(101)
Fuels (IGF Code) - (Various – including definitions, probability index fv, loading limit, fuel
Entry into force distribution, internal combustion engines, fuel containment system, type C tanks)
1 January 2024
Background: These amendments are intended to improve the application of the IGF Code by taking account of lessons learned so far. Structural
requirements do not need to be applied retrospectively to existing ships.
350
Implication: Designers and owners ordering ships for construction on or after 1 January 2024 which will use natural gas as fuel (which are not gas
carriers) should be aware of the following requirements for such ships:

Where gaseous fuel pipes pass through enclosed spaces (except fully welded fuel gas vent pipes led through mechanilcally ventied spaces), they
must be protected by a secondary enclosure which may be a ventilated duct or a double wall piping system or other system acceptable to the
Administration.

Liquefied fuel pipes must be protected by a secondary enclosure able to contain leakages. However, if the piping system is in a fuel preparation room
or a tank connection space, the Administration may waive this requirement. In addition, where required gas detection is not fit for purpose, the
secondary enclosures mut be provided with leakage detection by means of pressure or temperature monitoring systems, or any combination, and
must be able to withstand the maximum pressure that may build up in the enclosure in case of leakage from the fuel piping.

The exhaust system must be equipped with explosion relief systems unless designed to accommodate the worst case overpressure due to ignited gas
leaks or justified by the safety concept of the engine. This requires a detailed evaluation of the potential for unburnt gas in the exhaust system to be
undertaken covering the complete system from the cylinders up to the open end.

Fuel storage hold spaces associated with a type C tank can be considered a cofferedam protecting fuel containment systems from machinery spaces
provided that the type C tank is not located directly above the machinery space or other rooms of similar fire risk, and the minimum distance to the
A-60 boundary from the outer shell of the type C tank or the boundary of the tank connection space is not less than 900mm.

In addition to the above, for all ships using natural gas as fuel which are not gas carriers, irrespective of date of construction: Owners and operators
should be aware of the clarification that spaces containing fuel contianiment systems must be seperated from machinery spaces of category A or
other rooms with high fire risk with a cofferdam of 900mm with A-60 insulation, and A-60 divisions without use of a cofferdam are not permitted.

Application: These amendments entered into force on 1 January 2024 and are applicable to all cargo ships of 500GT and over and to all passenger
ships that use natural gas as fuel, (as per SOLAS II-1 Part G) and are subject to the IGF Code which are not gas carriers.

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 Most of the amendments apply to ships constructed on or after 1 January 2024 which in this context means:
ships contracted on or after 1 January 2024; or
in the absence of a building contract, keel laid on or after 1 July 2024; or
delivered on or after 1 January 2028.

As indicated in the implications section, one amendment applies irrespctive of date of construction.

Adopted by Amendments to the International Code of Safety for Ships Using Gases or Other Low-flashpoint
MSC.475(102)
Fuels (IGF Code) regarding the regulation for fuel preparation room fire-extinguishing systems, Part
Entry into force A-1, 11 - Fire Safety
1 January 2024
Background: Potential sources of ignition were identified in fuel preparation rooms. A new requirement is added for fixed fire extinguishing systems
in fuel preparation rooms containing pumps, compressors or other potential ignition sources or other potential ignition sources for compliance with
403 the provisions of SOLAS regulation II-2/10.4.1.1, taking into account the necessary concentrations/application rate required for extinguishing gas
fires.

Implication: 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 cargo ships of 500GT and above and all passenger ships
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; or
in the absence of a building contract, keel laid on or after 1 July 2024; or
delivered on or after 1 January 2028.

This does not apply to ships using gas as fuel to which the IGC Code applies.

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Part 2

This part includes requirements that have been adopted and have an entry into force date which
has been established by the IMO or ILO but has not yet reached that date. It also covers requirements
that have been adopted but have no certain entry into force date because the conditions for ratification
have not been met.

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 Adopted by Amendments to information to be submitted to the IMO Ship Fuel Oil Consumption data collection
MEPC.362(79)
system (Appendix IX of MARPOL Annex VI)
Entry into force
Background: New requirements on ships’ carbon intensity (CII) entered into force on 1 November 2022. As such the information required to be
1 May 2024 submitted into the IMO Ship Fuel Oil Consumption Database (DCS) has been aligned with the latest SEEMP Guidelines and MARPOL Annex VI
Regulation 28 requirements. MARPOL Annex VI, Appendix IX is being updated to include information on attained EEXI and EEDI and additional
458 relevant information on carbon intensity for ships required to comply with MARPOL Annex VI Regulation 28.

Implication: 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 (MEPC.346(78)).

Application: All ship types which are 5000GT or above, except:

• Ships solely engaged in voyages within waters subject to the sovereignty or jurisdiction of the State the flag of which the ship is entitled to fly; or
• Ships not propelled by mechanical means, and platforms including FPSOs and FSUs and drilling rigs, regardless of their propulsion.

Related Items
• Resolution MEPC.346(78) – 2022 Guidelines for the Development of a Ship Energy Efficiency Management Plan (SEEMP)
• Resolution MEPC.348(78) - 2022 Guidelines for Administration Verification of Ship Fuel Oil Consumption Data and Operational Carbon
Intensity

Adopted by Amendments to MARPOL Annex VI, Appendix V - Information to be included in the bunker delivery
MEPC.362(79)
note (Regulation 18.5)
Entry into force
Background: To improve safety it was agreed that the flashpoint of the fuel should be included in the Bunker Delivery Note (BDN).
1 May 2024 As such, a new item is added to the BDN – "The flashpoint (°C) specified in accordance with standards acceptable to the Organisation* or a statement
that flashpoint has been measured at or above 70°C " with a reference note that says "
479 * ISO 2719:2016, Determination of flash point – Pensky-Martens closed cup method, Procedure A (for Distillate Fuels) or Procedure B (for Residual
Fuels)."

Class News
Implication: From 1 May 2024, BDNs from Fuel suppliers shall include the Flashpoint of the fuel, or a statement confirming that the flashpoint has
No. 06/2024
been measured at or above 70°C.
• Fuel suppliers: They need to ensure that the BDNs are consistent with the requirements of flashpoint, and they have the necessary information
on the fuel to show compliance against the revised requirements.
• Ship operators: They need to ensure that the BDNs they are provided with by fuel suppliers comply with the revised requirements.

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 Application: Every ship of 400GT and above including every fixed or floating drilling rig or other platform.

Further Information
LR Fuel testing services

Adopted by Amendments to MARPOL Annex V – Garbage Record Book

MEPC.360(79)
Background: To further reduce shipping's contribution to marine plastic litter, it has been agreed that the obligation to carry a Garbage Record book
Entry into force should be extended to all ships of 100GT and above.
1 May 2024
Implication: Shipowners, operators and managers with ships of 100GT above and less than 400GT will now have to have and maintain a garbage
record book.
480
Application: Every ship of 100GT and above and every ship which is certified to carry 15 or more persons engaged on voyages to ports or offshore
Class News terminals under the jurisdiction of another Party to the Convention, and every fixed or floating platform.
No. 10/2024
Related Instruments
Resolution MEPC.312(74) - Guidelines for the use of electronic record books under MARPOL

Adopted by Amendment to MARPOL I, II, IV, V and VI to include regional reception facilities within Arctic waters.
MEPC.359(79)
MEPC.360(79) Background: The Arctic region presents unique challenges to shipping and the establishment of bilateral or multilateral regional agreement for port
MEPC.362(79) reception facilities is a practical alternative to ensure that ships do not have an incentive to discharge waste into the Arctic marine environment.
This amendment adds States, the coastline of which border Arctic waters (as defined in the Polar Code), to the list of States which may develop
Entry into force regional waste reception facilities due to their unique circumstances. Only those port waste reception facilities within Arctic waters may be covered
1 May 2024 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) as amended). This covers oil, noxious liquid substances, sewage, garbage or air pollution waste.

484 Implication: 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.

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 Related Items
MEPC.221(63) - 2012 Guidelines for the development of a regional reception facilities plan, as amended by MEPC.363(79)

Adopted by Amendments to MARPOL Annex VI concerning the Mediterranean Sea Emission Control Area for
MEPC.361(79)
sulphur oxides and particulate matter
Entry into force
Background: The adoption of the ‘Med SOx ECA’ is intended to reduce ambient levels of air pollution in the Mediterranean Sea as a whole, and in the
1 May 2024 Mediterranean coastal States, which will contribute toward substantial benefits to human health and the environment. The regulations include the
Mediterranean Sea as a Emission Control Area for Sulphur Oxides and Particulate Matter.
518 Implication: From 1 May 2025 all ships operating in the Mediterranean SOx ECA will:
• Not be able to use fuel onboard with a sulphur content exceeding 0.10% m/m, except when sulphur abatement is also used as an equivalent
method;
• Be required to ensure the sulphur content of the fuel is documented by the supplier; and
• Be required to 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).

Application: To all ships operating within the Mediterranean Sea SOx Emission Control Area from 1 May 2025.

Adopted by Amendments to MARPOL Annex I – Form of the IOPP Certificate and Supplements
MEPC.359(79)
Background: This amendment corrects a procedural oversight in the previous amendment adopted by MEPC.276(70) in which the change to the title
Entry into force of Section 5 to the supplement to the IOPP Certificate (form B) was not made as per MARPOL Article 16.
1 May 2024
Implication: No impact as LR Certificates and Records have already been updated to reflect the chances to the title of Form B, section 5.

582 Application: All oil tankers of 150GT or over.

Related Items
MEPC.276(70) – Amendments to MARPOL Annex I (Form B of the Supplement to the International Oil Pollution Prevention Certificate)

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 Adopted by Amendments to SOLAS - New Chapter XV - Safety Measures for Ships Carrying Industrial Personnel
MSC.521(106)
MSC.527(106) Background: The IMO has introduced a new SOLAS Chapter XV relating to ‘Safety measures for ships carrying industrial personnel’, published as IMO
resolution MSC.521(106). The new SOLAS chapter mandates the requirements contained in the newly published International Code of Safety for
Entry into force Ships Carrying Industrial personnel (IP Code), published as IMO resolution MSC.527(106).
1 July 2024
Before entry into force of the IP Code, vessels may be authorised by Flag to carry more than 12 industrial personnel on an interim basis, by complying
with the requirements of the Interim recommendations on the safe carriage of industrial personnel (resolution MSC.418(97)). For such vessels, SOLAS
401 includes a waiver from certain IP Code requirements, when certified after entry into force of the new Chapter.

Class News Implication: The requirements of the IP Code are similar to those of the SPS Code, but the IP code also includes requirements for personnel transfer
No. 20/2023 arrangements (i.e. arrangements for transfer of persons from the vessel to the offshore facility).
The IP Code requirements are in the following areas:
• Training of personnel
• Safe transfer of personnel
• Subdivision and stability
• Machinery installations
• Electrical installations
• Periodically unattended machinery spaces
• Fire safety
• Life-saving appliances and arrangements
• Dangerous goods

Application: The new SOLAS chapter XV applies to cargo ships and high-speed cargo craft, of 500GT or more constructed on or after 1 July 2024,
which carry more than 12 industrial personnel.

For cargo ships the expression “ships constructed” means ships the keels of which are laid or which are at a similar stage of construction where the
expression a similar stage of construction means the stage at which:
.1 construction identifiable with a specific ship begins; and
.2 assembly of that ship has commenced comprising at least 50 tonnes or 1% of the estimated mass of all structural material, whichever is less.

For high-speed cargo craft “constructed” means a craft the keel of which is laid or which is at a similar stage of construction where “similar stage of
construction” means a stage at which:
.1 construction identifiable with a specific craft begins; and
.2 assembly of that craft has commenced comprising at least 50 tonnes or 3% of the estimated mass of all structural material, whichever is the
less.

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 For application of the IP Code, the number of industrial personnel is the aggregate number of industrial personnel, special personnel or passengers
onboard (where the number of passengers does not exceed 12). The IP Code applies, where the aggregate number of such persons is more than 12
and at least one industrial personnel is carried.

Cargo ships which, prior to the 1 July 2024, have been authorised by the Administration to carry more than 12 industrial personnel in accordance with
Interim recommendations on the safe carriage of industrial personnel (resolution MSC.418(97)), shall comply with IP Code regulations III/1 (personnel
training), III/2 (except for paragraph 2.1.7) (safe transfer of personnel), and for cargo ships: regulations IV/7 (LSA) and IV/8 (dangerous goods), by the
first intermediate or renewal survey, whichever occurs first, after 1 July 2024. SOLAS reg. XV/3.2 applies.

High-speed cargo craft which, prior to 1 July 2024, have been authorised by the Administration to carry more than 12 industrial personnel in
accordance with Interim recommendations on the safe carriage of industrial personnel (resolution MSC.418(97)), are to comply with IP Code
regulations III/1(personnel training), III/2 (except for paragraph 2.1.7) (safe transfer of personnel), V/7 (LSA) and V/8 (dangerous goods) by the third
periodical or first renewal survey, whichever occurs first, after 1 July 2024. SOLAS reg. XV/3.3 applies.

Cargo ships and high-speed cargo craft, irrespective of date of construction, which prior to the 1 July 2024 have not been authorised by the
Administration to carry more than 12 industrial personnel based on Interim recommendations on the safe carriage of industrial personnel (resolution
MSC.418(97)), are to comply and be certified in accordance with the IP Code prior to the carriage of more than 12 industrial personnel on board.

Application of the IP code to domestic vessels and vessels under 500GT is at the discretion of the Flag Administration.

Related Items
MSC.418(97) Interim recommendations on the safe carriage of industrial personnel

Adopted by Amendments to the 2011 Enhanced Survey Programme (ESP) Code

MSC.525(106)
Background: The amendments to the ESP Code are intended to address safety issues that were identified during the flag Stateʹs marine safety
Entry into force investigation of the loss of MV Stella Daisy. Specifically, to align the requirements for inspections of void spaces bounding cargo holds with the
1 July 2024 existing requirements for inspections of WBTs.

Implication: Increased survey requirements for water ballast tanks (WBT) and void spaces for Bulk Carriers, including:
402 • The criteria to require examination of WBTs annually changed from “if the coating is POOR” to “if the coating is less than GOOD”.
• Agreed to separate the requirements of examining ballast tanks and void spaces bounding cargo holds since more evidence on corrosion was
necessary before imposing more stringent inspection for void spaces with different type 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.

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 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 apply to new and existing bulk carriers and oil tankers of 500GT and above from 1 July 2024

Adopted by Amendments to The International Code for the Construction and Equipment of Ships Carrying
MEPC.345(78)
Dangerous Chemicals in Bulk (IBC Code) (Watertight Doors)
MSC.526(106)
Background: Some inconsistencies between the requirements in the MARPOL Convention, the International Convention on Load Lines 1966, as well
Entry into force
as the IBC and IGC Codes were noted. The resolutions aim to improve consistency with the SOLAS Convention by specifying that hinged watertight
1 July 2024 doors shall not be considered as downflooding points (similar to remotely operated sliding watertight doors).

471 Implication: There is no significant impact as these amendments clarify and align the requirements of watertight doors with that of the SOLAS
Convention of different instruments, therefore, should have no impact on existing ships.

Application: All new and existing ships which have to comply IBC Code, regardless of size, including those of less than 500GT, engaged in the carriage
of bulk cargoes of dangerous chemicals or noxious liquid substances (NLS), other than petroleum or similar flammable products as follows:
• Products having significant fire hazards in excess of those of petroleum products and similar flammable products
• Products having significant hazards in addition to or other than flammability

Related Items
• MSC.492(104) - Amendments to IGC Code - hinged watertight doors
• MSC.491(104) - Amendments to the 1988 Load Line Protocol - hinged watertight doors
• MEPC.343(78) - Amendments to MARPOL Annex I - hinged watertight doors

Entry into force Amendment to the Code relating to Regulation 1.4 –Recruitment and placement
23 December 2024
- Standard A1.4 –Recruitment and placement

ILO0006 Background: During the Covid-19 pandemic seafarers travelled to ships after signing the Seafarers’ Employment Agreement, but the employment
didn't materialise, and seafarers were left stranded with serious financial loss as they were unable to activate the insurance to receive compensation.

This amendment requires the provision of additional information to seafarers and clarifies the steps necessary for the seafarer to access the means to
address the compensation claim.

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 Implication: Ship owners will need to update their procedures to ensure that the seafarer is provided with suitable information on how to make a
compensation claim prior to or during the process of engagement.

Application: All commercial vessels undergoing voyages outside their flag jurisdiction or outside the declared sheltered waters of their flag State to
which the MLC, 2006 applies.

Entry into force Amendments to MLC, 2006, relating to Regulation 3.1 – Accommodation and recreational facilities
23 December 2024
- Standard A3.1 – Accommodation and recreational facilities
- Guideline B3.1.11 – Recreational facilities, mail and ship visit arrangements
ILO0008 - Guideline B4.4.2 – Welfare facilities and services in ports

Background: During the Covid-19 pandemic, many seafarers were provided with free internet access to enable them to contact their families and
friends during the crew change crisis. Use of internet and social networking is far more prevalent now than it was when the Convention was drafted.

The amendments provide seafarers with the right to use the internet with charges for the use of the service being reasonable in amount.

Implication: Ship owners will need to ensure where practicable that seafarers on their ships are provided with internet access, with any associated
charges being reasonable in amount.

Application: Applies to all commercial vessels undergoing voyages outside their flag jurisdiction or outside the declared sheltered waters of their flag
State to which the MLC, 2006 applies.

Entry into force Amendments to the Code relating to Regulation 3.2 – Food and catering
23 December 2024
- Standard A3.2 – Food and catering

ILO0009 Background: In the original MLC text the provision of food was provided for free of charge, but water was not. Most ship owners provide free water to
seafarers working onboard their ships, but this makes it clear that water should be provided free of charge. In addition there was concern that meals
provided were not healthy in their make up.

This requires the provision of free drinking water for seafarers and balanced meals.

Implication: Ship owners will be required to provide drinking water free of charge and ensure that the onboard catering departments provide
balanced meals.

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 Application: Applies to all commercial vessels undergoing voyages outside their flag jurisdiction or outside the declared sheltered waters of their flag
State to which the MLC, 2006 applies.

Entry into force Amendment to the Code relating to Regulation 4.3 – Health and safety protection and accident
23 December 2024
prevention
- Standard A4.3 – Health and safety protection and accident prevention
ILO0011
Background: There is an issue, particularly for women seafarers, that the personal protective equipment provided is too big, which makes it difficult
to wear and has the potential to contribute to an increased risk hazard, particularly in enclosed spaces and near rotary machines.

The amendment includes the requirement for appropriately sized personal protective equipment to be provided. This is intended to contribute to a
safer environment and to provide job opportunities to a wider spectrum of people.

Implication: Ship owners will have to assess the size of the seafarers on their ships and ensure that there is a range of suitably sized personal
protective equipment on board.

Application: Applies to all commercial vessels undergoing voyages outside their flag jurisdiction or outside the declared sheltered waters of their flag
State to which the MLC, 2006 applies.

Entry into force Amendments to Appendices

23 December 2024
- Appendix A2-I – Evidence of financial security under Regulation 2.5, paragraph 2
- Appendix A4-I – Evidence of financial security under Regulation 4.2
ILO0013
Background: The definition of ‘shipowner’ works when considering the living and working conditions onboard a ship but does not work in the
context of an insured person and the name of the shipowner on the financial security certificates. Port State control deficiencies have been issued
because the shipowner on the financial security certificate is not the party named on the Declaration of Maritime Labour Compliance.

The name of the registered owner is to be included in the evidence of financial security if it is different from the shipowner.

Implication: This makes it clear to port State control officers that the ship’s financial security is compliant with the MLC, 2006, and it should also help
expedite action in cases of abandonment by clarifying who is responsible.

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 Application: Applies to all commercial vessels undergoing voyages outside their flag jurisdiction or outside the declared sheltered waters of their flag
State to which the MLC, 2006 applies.

Adopted by Amendments to the International Maritime Solid Bulk Cargoes Code (IMSBC Code) - Amendment 07-
MSC.539(107)
23
Entry into force
Background: IMO Resolution MSC.539(107) introduces amendments to the International Maritime Solid Bulk Cargoes (IMSBC) Code. These
1 January 2025 amendments include the addition of new cargo schedules for the following Materials Hazardous only in Bulk (MHB) cargoes;
• DIRECT REDUCED IRON (D) (By-product fines with moisture content of at least 2%)
523 • ELECTRIC ARC FURNACE DUST, PELLETIZED*
• ‘FISH MEAL (FISH SCRAP), STABILIZED Anti-oxidant treated’**
Class News
The following cargo schedule is removed from the code;
No. 01/2024
• ‘FISH MEAL (FISH SCRAP), STABILIZED UN 2216 Anti-oxidant treated’**- Class 9 dangerous goods

* This new cargo has also been included in the revised list of cargoes which may be exempted from cargo hold fixed gas fire extinguishing
arrangements, see MSC.1/Circ.1395/Rev.6.
** This cargo has effectively been re-classified from a Class 9 dangerous goods cargo to a MHB cargo.

Implication: If requested, any of the new cargoes may be added to a vessel’s Carriage of Solid Bulk Cargoes Certificate of Compliance, provided that
all survey requirements have been verified.

Application: The amendments to the IMSBC Code will enter into force on 1 January 2025, but can be implemented voluntarily from 1 January 2024,
subject to the agreement of the flag Administration.

Related Items
• MSC.1/Circ.1664 - Revised form for cargo information for solid bulk cargoes
• MSC.1/Circ.1453/Rev.2 - Guidelines for the submission of information and completion of the format for the properties of cargoes not listed
in the International Maritime Solid Bulk Cargoes (IMSBC) Code and their conditions of carriage
• MSC.1/Circ.1454/Rev.2 - Guidelines for developing and approving procedures for sampling, testing and controlling the moisture content for
solid bulk cargoes which may liquefy or undergo dynamic separation
• MSC.1/Circ.1395/Rev.6 – Lists of solid bulk cargoes for which a fixed gas fire-extinguishing system may be exempted or for which a fixed gas
fire-extinguishing system is ineffective

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 Adopted by Amendments to the International Convention on Standards of Training, Certification and
MSC.540(107)
Watchkeeping for Seafarers (STCW), 1978 - Amendments to STCW regulations I/1 and I/2 - Electronic
Entry into force seafarers' certificates
1 January 2025
Background: As part of the continuing digitisation of the shipping industry it’s important to move certification from paper format to electronic
format. The amendment allows seafarers’ certification to be in an electronic form provided minimum information is available to the Administration
570 in accordance with the STCW Code.

Implication: This allows seafarers, ship managers and ship masters to keep electronic seafarers’ certificates onboard.

Application: All seafarers.

Related Item:
MSC.1/Circ.1665 - Guidelines on the use of electronic certificates of seafarers

Adopted by Amendments to part A of the Seafarers' Training, Certification and Watchkeeping (STCW) Code -
MSC.541(107)
(section A-I/2) – Electronic seafarers' certificates
Entry into force
Background: As part of the continuing digitisation of the shipping industry it’s important to move certification from paper format to electronic
1 January 2025 format. This amendment provides the minimum information to be included on seafarers’ certificates, and how, in any format.

571 Implication: This allows seafarers, ship managers and ship masters to keep electronic seafarers’ certificates onboard.

Application: All seafarers.

Related Item:
MSC.1/Circ.1665 - Guidelines on the use of electronic certificates of seafarers

Adopted by Establishment of the date on which regulations 15.3, 15.5, and 34.3 to 34.5 of MARPOL Annex I, in
MEPC.381(80)
respect of the Red Sea and Gulf of Aden Special Areas, shall take effect
Entry into force
Background: The Red Sea area was recognised as a Special Area under Annex I (regulation 1.11.4) of MARPOL. However, for the Special Area status to
1 January 2025 come into effect adequate reception facilities must be provided in all relevant ports of the Red Sea coastal States Parties to MARPOL Annex I. As per

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 MARPOL Annex I Regulation 1.11, a Special Area means a sea area where for recognised technical reasons in relation to its oceanographic and
ecological condition and to the particular character of its traffic the adoption of special mandatory methods for the prevention of sea pollution by
689 garbage is required. At MEPC 80, based on information provided related to the status of available necessary reception facilities for MARPOL Annexes I
and V wastes and residues, covering all the ports and terminals within the areas, the Special Area status was agreed.

Implication: Any ship transiting through the Red Sea area (i.e. the Red Sea proper including the Gulfs of Suez and Aqaba bounded at the south by the
rhumb line between Ras si Ane (12º 28.5΄ N, 43º 19.6΄ E) and Husn Murad (12º 40.4΄ N, 43º 30.2΄ E)), and the Gulf of Aden area (the Gulf of Aden area
means that part of the Gulf of Aden between the Red Sea and the Arabian Sea bounded to the west by the rhumb line between Ras si Ane (12°28.5 N,
043°19.6 E) and Husn Murad (12°40.4 N, 043°30.2 E) and to the east by the rhumb line between Ras Asir (11°50 N, 051°16.9 E) and the Ras Fartak (15°35
N, 052°13.8 E)) will have to comply with the discharge requirements of MARPOL Annex I regulations 15.3, 15.5, 34.3, 34.4 and 34.5, from 1 January
2025.

The previously mentioned regulations prohibit the discharging of oil or oily mixtures from ships of 400GT and above, unless all of the following
conditions are satisfied:
• The ship is proceeding en route;
• The oily mixture is processed through an oil filtering equipment meeting the requirements of regulation 14.7 of Annex I;
• The oil content of the effluent without dilution does not exceed 15 parts per million;
• The oily mixture does not originate from cargo pump-room bilges on oil tankers; and
• The oily mixture, in case of oil tankers, is not mixed with oil cargo residues.

For oil tankers any discharge into the sea of oil or oily mixture from the cargo area shall be prohibited while in a Special Area.

Application: All ships transiting through the Red Sea and Gulf of Aden Special Areas from 1 January 2025.

Adopted by Establishment of the date on which regulation 6 of MARPOL Annex V, in respect of the Red Sea
MEPC.382(80)
Special Area shall take effect
Entry into force
Background: The Red Sea area was recognised as a Special Area under Annex V (regulation 1.14.4) of MARPOL.
1 January 2025 However, for the Special Area status to come into effect adequate reception facilities must be provided in all relevant ports of the Red Sea coastal
States Parties to MARPOL. As per MARPOL Annex V Regulation 1.14, Special area means a sea area where for recognised technical reasons in relation
690 to its oceanographic and ecological condition and to the particular character of its traffic the adoption of special mandatory methods for the
prevention of sea pollution by garbage is required. At MEPC 80, based on information provided related to the status of available necessary reception
facilities for MARPOL Annexes I and V wastes and residues, covering all the ports and terminals within the areas, the special area status was agreed.

Implication: Any vessel transiting through the Red Sea area (i.e. the Red Sea proper including the Gulfs of Suez and Aqaba bounded at the south by

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 the rhumb line between Ras si Ane (12º 28.5΄ N, 43º 19.6΄ E) and Husn Murad (12º 40.4΄ N, 43º 30.2΄ E)), will have to comply with the discharge
requirements of MARPOL Annex V reguation 6 from 1 January 2025. This includes requirements for the discharge of:
• Food wastes (as far from land as practicable but not less than 12 nautical miles from nearest land, and having been ground down or
comminuted).
• Cargo residues that cannot be recovered using commonly available methods for unloading.
• Cleaning agents or additives contained in deck and external surfaces wash water (only if not harmful to the environment).

Application: All ships transiting through the Red Sea Special Area from 1 January 2025.

Adopted by Amendments to the International Ballast Water Management Convention - Amendments to Appendix
MEPC.369(80)
II (Form of Ballast Water Record Book)
Entry into force
Background: The information gathered to date in the Experience-Building Phase of the BWM Convention has noted that 70% of reported deficiencies
1 February 2025 reported by port states related to incorrect entries in the Ballast Water Record Book (BWRB). It has been recognised that the current form of the
BWRB does not provide sufficient clarity to meet the requirements of Appendix II of the BWM Convention. Appendix II of the BWM Convention has
543 been updated to amend the existing version of the BWRB, to include additional information on entries to be included in the BWRB and an updated
BWRB page.

Class News
Implication: Ship operators will need to complete and maintain the newly agreed format of the BWRB from 1 February 2025.
No. 04/2024
Application: All ships designed to carry ballast water operating between two ports of different countries.

Related Items
BWM.2/Circ.80 (2023) - Guidance on ballast water record-keeping and reporting

Adopted by Hong Kong International Convention for the Safe and Environmentally Sound Recycling of Ships,
SR/CONF/45
2009
Entry into force
Background: It is known that ships may contain environmentally hazardous substances (e.g. asbestos, heavy metals, PBC's) and the recycling of a
26 June 2025 ship at the end of its life is associated with many working and environmental concerns. As such, the IMO Hong Kong Convention aims to ensure that
the recycling of ships does not pose an unnecessary risk to human health, safety or the environment. The Hong Kong convention has requirements
155 for the design, construction, operation and preparation of ships to facilitate safe and environmentally sound recycling without compromising the
safety and operational efficiency of ships; the operation of ship recycling facilities in a safe and environmentally sound manner; and the
establishment of an appropriate enforcement mechanism for ship recycling, incorporating certification and reporting requirements.

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 Class News
No. 13/2023 Implication:

Shipowners:
Will need to ensure that they have a properly regulated method of building, operating and recycling a ship, that safeguards both crew and recycling
facility workers safety, whilst minimising the environmental impact.
Key dates:
• From 26 June 2025 - New ships* will have to have an approved and certified IHM onboard.
• By 26 June 2030 existing ships will have to:
- have an approved certified Inventory of Hazardous Materials (IHM) onboard,
- have a ready for recycling certificate onboard
- only be recycled at a ship recycling facility which has a valid Document of Authorisation for Ship Recycling (DASR).

*“New ships” means a ship:

- For which the building contract is placed on or after 26 June 2025; or
- In the absence of a building contract, the keel of which is laid or which is at a similar stage of construction on or after 26 December 2025; or
- The delivery of which is on or after 26 December 2027.

Ship Recycling Facilities:

By 26 June 2025 - ship recycling facilities will have to have a valid DASR.

Manufacturers and Shipbuilders:

Will need to ensure that they complete / compile the required Material Declarations (MD) and Supplier Declarations of Conformity (SDoc) for any
items being supplied to the ship which are part of the ships structure or fitted equipment. For shipbuilders they will need to use the MD and SDoC to
comply an IHM during the build process.

Application: Applies to all ships over 500GT on international voyages including:

- Submersibles;
- Floating craft;
- Floating platforms;
- Self elevating platforms;
- Floating Storage Units (FSUs);
- Floating Production Storage and Offloading Units (FPSOs); and,
- A vessel stripped of equipment or being towed.

Exceptions; Warships, naval auxiliary, ships used for government non-commercial service.

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 Also applies to ship recycling facilities operating in a country which has adopted the Hong Kong Convention.

Further Information
LR Ship recycling webpage provides further information
LR Guidance notes for the inventory of hazardous materials
LR Approved service suppliers database

Related Instruments
• Resolution MEPC.196(62) - 2011 Guidelines for the Development of the Ship Recycling Plan
• Resolution MEPC.210(63) - 2012 Guidelines for Safe and Environmentally Sound Ship Recycling
• Resolution MEPC.211(63) - 2012 Guidelines for the Authorization of Ship Recycling Facilities
• Resolution MEPC.222(64) - 2012 Guidelines for the survey and certification of ships under the Hong Kong Convention
• Resolution MEPC.223(64) - 2012 Guidelines for the inspection of ships under the Hong Kong Convention
• Resolution MEPC.379(80) – 2023 Guidelines for the development of the Inventory of the Hazardous Materials, superseding MEPC.269(68)

Adopted by Amendments to regulation 13.2.2 of MARPOL Annex VI on a marine diesel engine replacing a steam
MEPC.385(81)
system
Entry into force
Background: Amendments to regulation 13.2.2 of MARPOL Annex VI have been adopted to clarify that a diesel engine replacing a steam system is an
1 August 2025 engine replacement (within the context of a major conversion) and is not a minor modification. In connection to these amendments the 2013
Guidelines as required by regulation 13.2.2 of MARPOL Annex VI in respect of non-identical replacement engines not required to meet the Tier III limit
466 have been replaced by the 2024 Guidelines as required by regulation 13.2.2 of MARPOL Annex VI in respect of non-identical replacement engines not
required to meet the Tier III limit to support the decision of Administrations to allow a Tier II engine to be installed instead of a Tier III engine.

Implication: Ship owners and operators should be aware that any replacement of a steam system with a marine diesel engine after these
amendments enter force will require compliance with Regulation 13 of MARPOL Annex VI, taking into account any amendments to the relevant
guidelines.

Application: To the replacement of an engine with power output of more than 130 kW with a non-identical replacement engine including
replacement of a steam system (such that a Tier III engine shall be installed if the ship is operating in an area designated as a NOx ECA and the
replacement takes place on or after the applicable date for the relevant ECA). However, the instalment of a Tier II engine will be allowed where it is
demonstrated that:
• A replacement engine of similar rating complying with Tier III is not commercially available; or
• The replacement engine, in order to be brought into Tier III compliance, needs to be equipped with a NOx reducing device which owing to:
‒ Size cannot be installed in the limited space available on board; or

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 ‒ Extensive heat release could have an adverse impact on the ships structure, sheeting, and/or equipment whilst additional ventilation and/or
insulation of the engine-room/compartment will not be possible.

Related Items
• MEPC.386(81) - 2024 Guidelines as required by regulation 13.2.2 of MARPOL Annex VI in respect of non-identical replacement engines not
required to meet the Tier III limit
• MEPC.1/Circ.795 - Will be updated at the time the amendments enter force to interpret that for the purpose of regulation 13.2.2 (where at
the time of the replacement the standards in regulation 13 of Annex VI applicable at that time apply to the replacement engine), the
contractual delivery date of the engine to the ship or the actual delivery date (in absence of a contractual date), or if the engine is installed
and tested on or after 6 months from the date relevant to a NOx ECA this test date.

Adopted by Amendments to MARPOL Annex VI regulation 27 and Appendix IX on IMO DCS

MEPC.385(81)
Background: Amendments to MARPOL Annex VI, regulation 27, and appendix IX, have been adopted which include the ability for a company to
Entry into force request the non-anonymised data for its ships to be made public as well as new obligations to report the following data: Fuel consumption per
1 August 2025 consumer both when underway and not underway; Total onshore power supplied; Total transport work; Installation of innovative technology; and on
a voluntary basis Laden distance travelled.

611 Implication: From the entry into force of the amendments the requirement to collect and report the data in the amended Appendix IX will apply to
ships of 5,000GT or above. This new data concerns further granularity regarding fuel consumption and voyage data.

Ahead of the entry into force date, ship operators will need to ensure that the SEEMP Part II is modified as necessary to cover capture of the newly
required data.

The associated amendments to the 2022 SEEMP Guidelines specify that the collection of fuel oil consumption per consumer type methods may
include:
se of flow meters;
on board bunker fuel oil tank monitoring; or
method using subtraction (from the total fuel oil consumption when data for only one consumer is not available).

There is also provision for an alternative method to the satisfaction of the Administration to be used.

Application: All ships of 5,000GT and over.

LR support

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 LR SEEMP Part III webpage
LR Carbon Intensity Indicator webpage

Further Information
Carbon Intensity Indicator (CII) Video Series: GreenVoyage2050 (imo.org)

Related Items
• Resolution MEPC.346(78) - 2022 Guidelines for the Development of a Ship Energy Efficiency Management Plan (SEEMP), as amended by
MEPC.388(81)
• Resolution MEPC.348(78) - 2022 Guidelines for Administration Verification of Ship Fuel Oil Consumption Data and Operational Carbon
Intensity, as amended by MEPC.389(81)

Adopted by Amendments to MARPOL Annex VI, regulations 2, 14, and 18 and Appendix I (Non-applicability of fuel
MEPC.385(81)
oil sampling for low-flashpoint and gas fuels)
Entry into force
Background: Inconsistencies were identified with the reporting of fuel flashpoint on the bunker delivery note due to the different terminology used
1 August 2025 in SOLAS chapter II-2 and MARPOL Annex VI as they apply to low-flashpoint fuels and their sampling. Additionally, several other ʺfuel oilʺ related
issues have been identified. These amendments to regulation 2 of MARPOL Annex VI update the definition of “fuel oil” and include a definition of “gas
656 fuel”, along with amendments to regulations 14 that result in fuel sampling points not being applicable to gas fuels in addition to low-flashpoint
fuels. Further, regulation 18 is amended to reflect the new definition of "fuel oil" and to provide clarity on the requirements for gas and low-
flashpoint fuels.

Implication:
Fuel oil suppliers are expected to include information within their bunker delivery note (BDN) (as per Appendix V of MARPOL, Annex VI) for all the fuel
oil delivered to and used on board a ship for MARPOL compliance.

In case of a gas or low-flashpoint fuel, the BDNs need not include all the information required of marine fuel oil, but are required to provide at least
the following:
• Name and IMO Number of the receiving ship;
• Port;
• Date of commencement of delivery;
• Name, address, and telephone number of fuel oil supplier;
• Product name(s);
• Quantity in metric;
• Density as determined by a test method appropriate to the fuel type together with the associated temperature;

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 • Declaration signed and certified by the fuel oil supplier's representative that the fuel oil meets the applicable sulphur content, does not cause an
engine exceed the applicable NOx limits; does not contain inorganic acid, does not jeopardise the safety of the ship or adversely affect the
performance of machinery, and is not harmful to personnel or contribute overall additional air pollution; and
• Documentation of the actual sulphur content as determined by a test method appropriate to the fuel type, or with the agreement of the
appropriate authority at the port of supply, a statement that the sulphur content, when tested, is less than 0.001% m/m.

Ship owners must ensure that the bunker delivery note includes information for all the fuel oil that is to be carried onboard ships whether consumed
or not to comply with regulation 18. Ships with gas or low-flashpoint fuels are to ensure the minimum information (as stated above) is included
within the BDNs.

Application: All ships, including offshore units.

Adopted by Amendments to regulations A-1 and B-2 of the BWM Convention on the use of electronic record books
MEPC.383(81)
Background: Regulation B-2.1 of the BWM Convention provides for the record book to be electronic. However, there is no associated guidance to
Entry into force support this to ensure a harmonised approach with the MARPOL Annexes and the NOx Technical Code. To assist in harmonising the approach to
1 October 2025 electronic record keeping, MEPC 80 adopted Guidelines for the use of electronic record books under the Ballast Water Management Convention
(MEPC.372(80)).
MEPC 81 adopted amendments to the BWM Convention to mandate the harmonising the approach to electronic record keeping, The amendments
612 include:
• A definition for the “Electronic Record Book” under Regulation A-1
Class News • Reference to the requirements for an electronic record book to be approved by the Administration, taking into account the necessary guidelines
No. 04/2024 developed by the IMO, under regulation B-2.

Implication: Shipowners: choosing to use electronic record books for compliance with the ballast water management convention, are to follow the
Guidelines for the use of electronic record books under the BWM Convention.

Application: All ships designed to carry ballast water operating on international voyages between two ports of different countries.

Related Items
MEPC.372(80) - Guidelines for the use of electronic record books under the BWM Convention

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 Adopted by Amendments to the International Convention for the Safety Of Life At Sea, 1974
MSC.532(107)
- Amendments to SOLAS II-1, Part A, Part A-1 (lifting appliances and anchor winches)
Entry into force
Background: The IMO has developed new mandatory requirements to cover lifting appliances and anchor handling winches. These consist of
1 January 2026 amendments to SOLAS and supporting guidelines.

383 Implication:
Lifting appliances that are installed on or after 1 January 2026 will need to:
• Be designed, constructed and installed in accordance with requirements of approved recognised organisations.
• Load tested and thoroughly examined after installation and before being taken into use for the first time and after repairs, modifications or
alterations.
• Be permanently marked and provided with documentary evidence for the safe working load (SWL).

Lifting appliances that are installed before 1 January 2026 will need to:
• Be tested and thoroughly examined, based on MSC.1/Circ.1663 - Guidelines for Lifting Appliances and be permanently marked and provided with
documentary evidence for the safe working load (SWL) no later than the date of the first renewal survey on or after 1 January 2026.

Anchor handling winches installed on or after 1 January 2026 shall be designed, constructed, installed and tested to the satisfaction of the
Administration, based on MSC.1/Circ.1662 - Guidelines for Anchor Handling Winches

Anchor handling winches installed before 1 January 2026 shall be tested and thoroughly examined, based on MSC.1/Circ.1662 - Guidelines for Anchor
Handling Winches no later than the date of the first renewal survey on or after 1 January 2026.

* The expression “installed on or after 1 Jan. 2026” means:

.1 for ships the keel of which is laid or which is at a similar stage of construction on or after 1 January 2026, any installation date on the ship; or
.2 for ships other than those specified in .1, including those constructed before 1 January 2009, a contractual delivery datefor lifting appliance or
anchor handling winches, or in the absence of a contractual delivery date, the actual delivery date of the lifting appliance or anchor handling
winches to the ship on or after 1 Jan. 2026.

All lifting appliances and anchor handling winches, regardless of installation date, and all loose gear utilised with any lifting appliances and anchor
handling winches, are to be operationally tested, thoroughly examined, inspected, operated and maintained, based on the Guidelines developed by
the IMO (MSC.1/Circ.1662 and MSC.1/Circ.1663)

Application: This regulation applies to all lifting appliances, anchor handling winches and loose gear which have a safe working load (SWL) of
1000kg and above. For those lifting appliances with a lower SWL, the Administration is to determine to which extent the lifting appliance should
comply with the regulation.

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 This regulation does not apply to:
• Lifting appliances on ships certified as MODUs;
• Lifting appliances used on offshore construction ships (pipe/cable laying/repair or offshore installation vessels, including ships for
decommissioning work);
• Integrated mechanical equipment for opening and closing hold hatch covers; and
• Life-saving launching appliances complying with the International Life-Saving Appliance (LSA) Code.

Related Items
• MSC.1/Circ.1663 - Guidelines for Lifting Appliances
• MSC.1/Circ.1662 - Guidelines for Anchor Handling Winches

Adopted by Amendments to the International Life-Saving Appliance Code - Ventilation of totally enclosed
MSC.535(107)
lifeboats
Entry into force
Background: The report of the investigation into the sinking of the MOL Comfort in the Indian Ocean refers to the discomfort experienced by many
1 January 2026 crew members in totally enclosed lifeboats and recommended that further investigation into the issue of the ventilation of totally enclosed lifeboats
should be carried out with a view to improving the thermal loading of occupants in emergency situations.
395 Implication: Totally enclosed lifeboats will need to be designed and fitted with a means of ventilation to achieve a ventilation rate of at least 5m3/h
per person for the number of persons which the lifeboat is permitted to accommodate and for a period of not less than 24 hours.

Application: This applies to all totally enclosed lifeboats installed on ships on or after 1 January 2029.*
*The expression installed on or after 1 January 2029 means:
(a) for ships for which the building contract is placed on or after 1 January 2029, or in the absence of the contract, constructed on or after 1
January 2029, any installation date on the ship; or
(b) for ships other than those ships prescribed in (a) above, a contractual delivery date for the equipment or, in the absence of a contractual
delivery date, the actual delivery date of the equipment to the ship on or after 1 January 2029.

Related Items
MSC.544(107)- Amendments to the Revised recommendation on testing of life-saving appliances (Resolution MSC.81(70))

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 Adopted by Amendments to SOLAS chapter II-2 – Provisions to prohibit the use of fire-fighting foams containing
MSC.532(107)
PFOS
Entry into force
Background: The IMO developed amendments to SOLAS chapter II-2 and consequential amendments to other instruments to prohibit the use of fire-
1 January 2026 fighting foams containing perfluorooctane sulfonic acid (PFOS) due to its toxic nature.

413 The prohibition applies to both fixed and portable systems as the intent is to prohibit the use of all extinguishing media containing PFOS that can be
used in fire extinguishing systems and equipment. Amendments are also applied to the 1994 (MSC.536(107)) and 2000 (MSC.537(107)) HSC Codes.

Implication: Fire fighting foams containing PFOS will be banned, and any substances containing PFOS will need to go to appropriate shore reception
facilities.
Suppliers are to take note and change the chemical make up of extinguishing media.
Ship owners/operators are to comply with carriage ban and remove the PFOS containing extinguishing media from vessel to reception facilities
ashore.

Application: Applies to new and existing ships not later than the date of the first initial, annual, periodical or renewal survey (for passenger ship
safety certificate, cargo ship safety equipment certificate, cargo ship safety certificate and high speed craft safety certificate), whichever occurs first,
after the date of entry into force. Enters into force 1 January 2026.

Related Items
• MSC.536(107) - Amendments to the International Code of Safety for High-Speed Craft, 1994 (1994 HSC Code) Chapter 7
• MSC.537(107) - Amendments to the International Code of Safety for High-Speed Craft, 2000 (2000 HSC Code) Chapter 7

Adopted by Amendments to SOLAS Chapter II-2 on the reporting of confirmed cases where oil fuel suppliers have
MSC.520(106)
failed to meet the flashpoint requirements specified in SOLAS regulation II-2/4.2.1
Entry into force
Background: The IMO has agreed that the Marine Safety Committee should take a more robust stance on the safety issues related to fuel oil
1 January 2026 characteristics and incorporate amendments into SOLAS to address these concerns. The 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
449 include reference to the operational processes.

Implication:
Oil fuel suppliers will have to update the Bunker Delivery Notes (BDNs) in accordance with the amended requirements of SOLAS Ch II-2/4.2.1.

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 Ship operators should be aware of the requirements placed on oil fuel suppliers to supply BDNs in accordance with the amended requirements of
SOLAS Ch II-2/4.2.1.

Contracting Governments should be aware of the requirements placed on them, or their designated authorities, to inform the relevant
organisations and take action, as appropriate, against oil fuel suppliers that have been found to deliver oil fuel that does not comply with the
amended requirements of SOLAS Ch II-2/4.2.1.

Application: The SOLAS amendments will enter into force on 1 January 2026 and apply to all ships using oil fuel which are subject to SOLAS,
regardless of the date of construction.

Adopted by Amendments to SOLAS chapter XIV and Related Amendments to the Polar Code
MSC.532(107)
MSC.538(107) Background: After reviewing the technical analysis of the feasibility and consequences of applying chapters 9 and 11 of the Polar Code to non-SOLAS
ships, the IMO has published amendments to SOLAS Chapter XIV together with amendments to the Polar Code. MSC.532(107) amends regulation 2 of
Entry into force SOLAS Chapter XIV (Application) to include non-SOLAS ships and MSC.538(107) adds new chapters 9-1 (Safety of Navigation for Non-SOLAS ships) and
1 January 2026 11-1 (Voyage Planning for Non-SOLAS ships) to the Polar Code.

Implication: Designers, builders, equipment manufacturers, owners and operators of fishing vessels, pleasure yachts and cargo ships of 300GT and
487 upwards but below 500GT operating in polar waters will need to take note of, and comply with, the new requirements from chapters 9-1 (Safety of
Navigation for Non-SOLAS ships) and 11-1 (Voyage Planning for Non-SOLAS ships).

Application: The amendments to SOLAS Ch XIV will apply to all ships as well as:
• Fishing vessels of 24 metres of length overall and above;
• Pleasure yachts of 300GTand upwards not engaged in trade; and
• Cargo ships of 300GT and upwards but below 500 GT

Fishing vessels, pleasure yachts and cargo ships, as defined above, which are constructed before 1 January 2026, are to meet the relevant
requirements of chapters 9-1 and 11-1 in part I-A of the Polar Code by 1 January 2027.

Fishing vessels, pleasure yachts and cargo ships, as defined above, constructed on or after 1 January 2026, are to meet the relevant requirements of
chapters 9-1 and 11-1 in part I-A of the Polar Code by 1 January 2026

For the purpose of this requirement, constructed means a ship the keel of which is laid or which is at a similar stage of construction.

At a similar stage of construction means the stage at which:

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 .1 construction identifiable with a specific ship begins; and
.2 assembly of that ship has commenced comprising at least 50 tonnes or 1% of the estimated mass of all structural material, whichever is less.

Related Items
• A.1137(31) - Interim safety measures for ships not certified under the SOLAS Convention operating in polar waters
• MSC.385(94) - International Code for Ships Operating in Polar Waters (Polar Code)
• MSC.538(107) - Amendments to the International Code for Ships Operating in Polar Waters (Polar Code)

Adopted by Amendments to SOLAS Chapter V and associated certificates - Mandatory carriage of electronic
MSC.532(107)
inclinometers on container ships and bulk carriers
MSC.533(107)
MSC.534(107) Background: The loss of containers due to the heavy movement of container vessels at sea or the movement of bulk cargoes liable to liquefaction or
dynamic separation, have caused incidents in recent years that have resulted in many seamen losing their lives and the loss at sea of containers with
Entry into force high value contents (notably the loss of over 300 containers from the MSC Zoe in January 2019). Electronic inclinometers help with the operational
1 January 2026 assessment of ship stability, and they are not considered as critical equipment for the safety of navigation. However, the data they measure, if
recorded in the Voyage Data Recorder (VDR), will be helpful in accident investigations. So, MSC 107 adopted amendments to SOLAS Chapter V and
associated certificates for mandatory carriage of electronic inclinometers which are linked to the VDR.
491
Implication: Shipyards, designers, and owners will need to comply with the new requirements, which apply to the new bulk carriers and container
ships.
The new requirements will not apply to:
• Cargo ships occasionally carrying cargoes in bulk.
• General cargo ships carrying containers on deck.

Application: The new regulations will enter into force 1 January 2026 and will be applicable to new bulk carriers and container ships of 3,000GT and
upwards, constructed on or after this date. The requirements will not apply retroactively to existing container ships and bulk carriers.
In the context of SOLAS V/2.1, ”constructed” means a stage of construction where:
the keel is laid; or
construction identifiable with a specific ship begins; or
assembly of the ship has commenced comprising at least 50 tonnes or 1% of the estimated mass of all structural material, whichever is less.

Related Items
MSC.363(92) - Performance standards for electronic inclinometers

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 Adopted by Amendments to the International Code for the Construction and Equipment of Ships Carrying
MSC.523(106)
Liquefied Gases in Bulk (IGC Code 2016 Edition) - High manganese austenitic steel
Entry into force
Background: Following the adoption of MSC.475(102) & MSC.476(102), high manganese austenitic steel is now introduced in the IGC code (Table 6.3
1 January 2026 of chapter 6) as a new material for construction.

445 Implication: 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 on ships that comply with the IGC
Code.

Application: The amendments apply from 1 January 2026 regardless of their size, including those of less than 500GT, engaged in the carriage of
liquefied gases having a vapour pressure exceeding 0.28 MPa absolute at a temperature of 37.8°C and other products, as shown in IGC Code Chapter
19 - Summary of minimum requirements, when carried in bulk.

Related Items
MSC.1/Circ.1599/Rev.2 - Revised guidelines on the application of high manganese austenitic steel for cryogenic service

Adopted by Amendments to the International Code of Safety for ships using gases or other low-flashpoint fuels
MSC.524(106)
(IGF Code) - High manganese austenitic steel
Entry into force
Background: Following the adoption of MSC.475(102) & MSC.476(102), high manganese austenitic steel is now introduced in the IGF code (Table 7.3
1 January 2026 of chapter 7) as a new material for construction.

446 Implication: 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 on ships that comply with the IGF
Code.

Application: These amendments apply from 1 January 2026 to ships which use low-flashpoint fuel, other than ships covered by the IGC Code.

Related Items
MSC.1/Circ.1599/Rev.2 - Revised guidelines on the application of high manganese austenitic steel for cryogenic service

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 Adopted by Amendments to the International Code of Safety for High-Speed Craft, 1994 (1994 HSC Code) Chapter
MSC.536(107)
7 – Provisions to prohibit the use of fire-fighting foams containing PFOS
Entry into force
Background: The IMO developed amendments to SOLAS chapter II-2 and consequential amendments to other instruments to prohibit the use of fire-
1 January 2026 fighting foams containing perfluorooctane sulfonic acid (PFOS) due to its toxic nature. The prohibition applies to both fixed and portable systems as
the intent is to prohibit the use of all extinguishing media containing PFOS that can be used in fire extinguishing systems and equipment.
650 Amendments are also applied to SOLAS chapter II-2 (MSC.532(107)) and 2000 HSC Code (MSC.537(107)).

Implication: Fire fighting foams containing PFOS will be banned, and any substances containing PFOS will need to go to appropriate shore reception
facilities. Suppliers to take note and change the chemical make up of extinguishing media, ship owners to comply with carriage ban and remove the
PFOS containing extinguishing media from vessel to reception facilities ashore.

Application: Applies to new and existing ships not later than the date of the first initial, annual, periodical or renewal survey (for passenger ship
safety certificate, cargo ship safety equipment certificate, cargo ship safety certificate and high speed craft safety certificate), whichever occurs first,
after 1 January 2026.

Related Items
• MSC.532(107) - Amendments to SOLAS chapter II-2
• MSC.537(107) - Amendments to the International Code of Safety for High-Speed Craft, 2000 (2000 HSC Code) Chapter 7

Adopted by Amendments to the International Code of Safety for High-Speed Craft, 2000 (2000 HSC Code) Chapter
MSC.537(107)
7 – Provisions to prohibit the use of fire-fighting foams containing PFOS
Entry into force
Background: The IMO developed amendments to SOLAS chapter II-2 and consequential amendments to other instruments to prohibit the use of fire-
1 January 2026 fighting foams containing perfluorooctane sulfonic acid (PFOS) due to its toxic nature.
The prohibition applies to both fixed and portable systems as the intent is to prohibit the use of all extinguishing media containing PFOS that can be
651 used in fire extinguishing systems and equipment. Amendments are also applied to SOLAS chapter II-2 (MSC.532(107)) and 1994 HSC Code
(MSC.536(107)).

Implication: Fire fighting foams containing PFOS will be banned, and any substances containing PFOS will need to go to appropriate shore reception
facilities. Suppliers to take note and change the chemical make up of extinguishing media, ship owners are to comply with carriage ban and remove
the PFOS containing extinguishing media from vessel to reception facilities ashore.

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 Application: Applies to new and existing ships not later than the date of the first initial, annual, periodical or renewal survey (for passenger ship
safety certificate, cargo ship safety equipment certificate, cargo ship safety certificate and high speed craft safety certificate), whichever occurs first,
after 1 January 2026.

Related Items
• MSC.532(107) - Amendments to SOLAS chapter II-2
• MSC.536(107) - Amendments to the International Code of Safety for High-Speed Craft, 1994 (1994 HSC Code) Chapter 7

Adopted by International Convention for the Safety of Fishing Vessels (Torremolinos Convention) Cape Town
SFV-P/CONF.1
Agreement
Not yet met entry into
Background: The Torremolinos Convention and its 1993 Protocol have not yet entered into force as the entry into force requirements have not been
force criteria
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
238 technical provisions. As of 15 April 2024, twenty-two States have become party to the Agreement, but the aggregate number of vessels has not been
met.

The diplomatic conference in Cape Town, South Africa, in October 2012 agreed that 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.

Implication:
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.

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 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 Recognised Organisations 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

Further Information
IMO 2012 Cape Town Agreement (Explained)

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Part 3
IMO and ILO requirements currently under development
This part covers requirements that are under discussion and have not been adopted and have no agreed entry into force date. This section is subject
to change as discussions progress.

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 Predicted entry into force Draft Amendments to the LSA Code - single fall and hook systems with on-load release capability
1 January 2026
Background: Lifeboats and rescue boats with single fall and hook systems face a similar risk of potential accidental release during recovery
operations as those with twin fall and hook systems. As these systems are used and tested in a similar way as twin fall lifeboats, they should have
379 similar safety standards. Having discussed the issue, the IMO has now finalised draft amendments to paragraphs 4.4.7.6.8 and 4.4.7.6.17 of the LSA
Code in order to ensure adequate safety standards for lifeboats and rescue boats fitted with single fall and hook systems.
Information subject to
change Implication:
Life-saving appliance manufacturers: Requirements are updated for all new installations of lifeboats and rescue boats with a single fall and hook
system. The draft amendments require that:
(4.4.7.6.8) to prevent accidental release during recovery of the boat, the hook shall not be able to support any load unless the hook is completely
reset. In the case of a hook which is capable of releasing the lifeboat or rescue boat with a load on the hook when it is not fully waterborne, the
handle or safety pins shall not be able to be returned to the reset (closed) position, and any indicators shall not indicate the release mechanism is
reset, unless the hook is completely reset; and
(4.4.7.6.17) where a single hook and fall system is used for launching a lifeboat or rescue boat in combination with a suitable painter, the
requirements of 4.4.7.6 and 4.4.7.6.15 need not be applicable provided that the single fall and hook system does not have the capability to release
the lifeboat or rescue boat with a load on the hook it is not fully waterborne.

Shipyards and Owners: To be aware of the need to comply with the new requirements once adopted.

Application: The amendments are expected to be adopted at MSC 108 and enter into force on 1 January 2026. They are expected to apply to
lifeboats and rescue boats installed on cargo ships of 500GT and over and passenger ships on or after 1 January 2026, where a single fall and hook
system is used for launching them.

Predicted entry into force Draft amendments to the LSA Code to address the in-water performance of SOLAS adult lifejackets.
1 January 2026
Background: After the deaths of three seafarers while wearing SOLAS lifejackets in favourable environmental conditions, the subsequent enquiries
have shown that the current requirements for the design and testing of SOLAS lifejackets do not provide consistent assurance of their in-water
406 performance.

Information subject to Implication:

change Equipment manufacturers: Minimum performance standards for SOLAS adult life jackets will be enhanced, necessitating potential modifications to
life jacket designs to align with the updated standards. The draft amendments ensure that the lifejacket idesigned and tested to turn the body of an
unconscious person to a face-up position where the nose and mouth are both clear of the water.

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 Ship owners/operators: The application of this requirement is uncertain but we expected it to require adult lifejackets installed on board ships on or
after the 1 January 2026 to comply with the new requirements.

Application: This is expected to apply to new SOLAS adult lifejackets carried onboard cargo ships of 500GT and over and all passenger ships from 1
January 2026.

Predicted entry into force Draft amendments to SOLAS Chapter II-2/20 - Fire safety on ships fitted with vehicle, special
1 January 2026
category, open and closed ro-ro spaces and weather decks intended for the carriage of vehicles

409 Background: The IMO is reviewing SOLAS chapter II-2 and associated codes regarding vehicle, special category, ro-ro spaces and weather decks of
new and existing ro-ro ships based on the findings of the FIRESAFE II study. It should be noted that the IMO issued the Interim guidelines for
minimising the incidence and consequences of fires in ro-ro spaces and special category spaces of new and existing ro-ro passenger ships
Information subject to
(MSC.1/Circ.1615), pending changes to SOLAS, to address the risks related to ro-ro passenger ships.
change
The draft amendments to SOLAS chapter II-2/20 for ships fitted with vehicle, special category, open and closed ro-ro spaces and weather decks
intended for the carriage of vehicles include, but are not limited to;
• Individually identifiable smoke and heat detector systems, (including linear heat detectors), for open and closed vehicle ro-ro spaces.
• Fire detection and alarm system requirements for weather decks intended for the carriage vehicles, including a safety distance from vehicle
lanes to accommodation spaces, control stations and normally occupied service spaces.
• Video monitoring on vehicle spaces, open and closed ro-ro spaces and special category spaces.
• Fixed water-based fire-extinguishing systems to protect weather decks primarily using water monitor(s), with nozzles being acceptable for areas
which monitors cannot cover. Detailed specifications for nozzles are also included as well as water supply capacity.
• Changes to structural fire protection of ro-ro and special category spaces including the protection from openings which is extended to include
access to embarkation and assembly stations, as well as intakes for machinery.
• Openings in ro-ro spaces provided with closing devices such as steel A-class ramps and steel A-class doors should be permitted below survival
craft and accommodation spaces (including normally occupied service spaces and control stations).
• Openings in ro-ro spaces below accommodation spaces, control stations and normally occupied service spaces are permitted when the fire
integrity of the ship’s side, including windows and doors, is A-60 within a specified rectangular area (A-0 windows protected by a water-based
system may be accepted as equivalent to A-60 windows).

Implication: Equipment installation requirements are updated for both new and existing ships fitted with vehicle, special category, open and closed
ro-ro spaces and weather decks intended for the carriage of vehicles. Shipyards, equipment manufacturers and owners will need to comply with the
new requirements, once finalised and adopted.

Application: The amendments to SOLAS chapter II-2/20 are expected to be adopted at MSC 108 and will apply to ships constructed on or after 1
January 2026, fitted with vehicle, special category, open and closed ro-ro spaces and weather decks intended for the carriage of vehicles.

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 The amendments are expected to apply to existing ships fitted with vehicle, special category, open and closed ro-ro spaces and weather decks
intended for the carriage of vehicles from not later than the first annual survey, the first periodical survey or the first renewal survey, whichever is due
first, after 1 January 2028.

Predicted entry into force Draft amendments to SOLAS Regulation II-2/7.5.5 SOLAS Chapter II-2 Construction –Fire Protection,
1 January 2026
Fire Detection and Fire Extinction

412 Background: The IMO agreed to a proposal to develop amendments to SOLAS chapter II-2 (and MSC.1/Circ.1456) addressing fire protection of
control stations on cargo ships and considered draft amendments to SOLAS regulation II-2/7.5.5 and MSC.1/Circ.1456 with respect to the protection
of accommodation and service spaces and control stations where a fixed fire detection and alarm system is required. The following text is added to
Information subject to
the protection methods in paragraphs 5.5.1, 5.5.2 and 5.5.3: "and in all control stations and cargo control rooms"
change
Implication: Shipyards and shipowners will need to comply with the amended SOLAS requirements for protection of accommodation and service
spaces and control stations where a fixed fire detection and alarm system is required. As a result control stations and cargo control rooms on new
ships will have to comply with the protection method selected.

Application: The amendments to SOLAS chapter II-2 are expected to be adopted at MSC 108. Once adopted, the amendments are expected to be
applicable to all new cargo ships of 500GT and over with keels laid or at a similar stage of construction on or after 1 January 2026. The expression a
“similar stage of construction” means the stage at which:
.1 construction identifiable with a specific ship begins; and
.2 assembly of that ship has commenced comprising at least 50 tonnes or 1% of the estimated mass of all structural material, whichever is less.

Ships constructed before the expected date of entry into force will need to comply with the current requirements of paragraph 5.5. MSC 107 agreed in
principle to the draft amendments to related instrument, MSC.1/Circ.1456, with a view to approval at MSC 108, pending the expected adoption of the
draft amendments to SOLAS II-2/7.5.5.

Related Items
MSC.1/Circ.1456 - Unified Interpretations of SOLAS Chapter II-2 and the FSS and FTP Codes

Predicted entry into force Draft amendments to the IGF Code - 2026
1 January 2026
Background: The IGF Code is reviewed regularly. These amendments incorporate a number of consolidations and additional new provisions based
on the industry's gained experience.
431
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 Implication: The expected draft amendments are (but not limited to):
Information subject to Part A-1
change • 4.2.2-Necessary reference addition based on the proposed change to 8.4.2 listed below.
• 5.12.1-For ships constructed on or after 1 January 2026, clarification as to whether the requirement for “door sill” applies to the outer door (i.e.
the door leading to the hazardous area).
• 6.7.3.1.1-For ships constructed on or after 1 January 2026, the proposed changes are to improve the design requirements for the pressure relief
system of the LNG fuel tanks, ensuring that the pressure relief system is of sufficient capacity when implementing the isolation requirements
specified in paragraph 6.7.2.6 and that fuel tanks shall not be bunkered until the full relieving capacity is restored.
• 6.9.1.1-For ships constructed on or after 1 January 2026, changes to permit utilisation of more than one method in order to control the tank
pressure and temperature, e.g. by one of the following methods:
.1 reliquefaction of vapours;
.2 thermal oxidation of vapours;
.3 pressure accumulation; or
.4 liquefied gas fuel cooling.
• 7.3.2.1-For ships constructed on or after 1 January 2026, the formula to calculate the thickness of the piping has been amended to make it more
clear.
• 8.4.1 to 8.4.3-Changes aimed at addressing the leaks during bunkering operations at the connection between the bunker system and the
bunkering manifold and aligning the IGF Code to ISO standard 21593:2019. This change is expected to be available for early implementation
(subject to Flags’ approval).
• 9.3.1-For ships constructed on or after 1 January 2026, fuel supply systems require redundancy and segregation so a leak or failure in one system
doesn't result in an unacceptable loss of power. If there is leakage or failure, Administrations may accept partial reduction in propulsion
capacity from normal.
• 9.4.7-Ships constructed on or after 1 January 2026, to require automatic ventilation of the gas supply pipe between the master valve and the
double block and bleed valves, and between the double block and bleed valves and the consumer, when the master gas fuel valve is
automatically shut down.
• 9.4.8-For ships constructed on or after 1 January 2026, “engine” will be replaced by “gas consumer”.
• 9.6-The amendment specifies that the fuel piping referenced is “Gas” fuel piping.
• 9.6.1-Sub-paragraph 1 includes a requirement for purging high pressure systems when the master gas valve is closed. This requirement is not
included for low pressure systems. As there is no justification for having the difference, this was deleted.
• 9.8.1, 9.8.2, 9.8.4-Changes in determining design pressure of pipes and ducts. Applicable to ships constructed on or after 1 January 2026.
• 11.3.1-The fuel preparation room shall, for the purpose of the application of SOLAS regulation II-2/9, be regarded as a machinery space of
category A Applicable to ships constructed on or after 1 January 2026.
• 11.6.2-A 5kg portable dry powder fire extinguisher is to be located in the fuel preparation room.
• 12.5.1-Interbarrier spaces to be considered as Hazardous area zone 0. Applicable to ships constructed on or after 1 January 2026.
• 12.5.2.1-Interbarrier spaces are to be removed from Hazardous area zone 1. Applicable to ships constructed on or after 1 January 2026.

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 • 15.4.1.3-Since the requirements for the liquid level gauging in the IGF Code should be more in line with the IGC Code, additionally to 15.4.1.3.1
and 15.4.1.3.2, liquefied gas fuel tank liquid level gauges may also be closed devices which penetrate the liquefied gas fuel tank, but which form
part of a closed system and keep the gas fuel from being released. Such devices shall be considered as tank connections. If the closed gauging
device is not mounted directly onto the tank, it shall be provided with a shutoff valve located as close as possible to the tank. Applicable to ships
constructed on or after 1 January 2026.
• 18.4.1.1.1-Introduction of “compatibility of maximum possible delivery pressure and vessel's bunkering line design pressure” as an additional
item to agree in writing before any bunkering operation commences.

Application: The application of the amendments are included under each item. In general, they will apply to ships constructed after 1 January 2026
which use low-flashpoint fuel, other than ships covered by the IGC Code. Otherwise they apply to all ships.

Ships constructed on or after 1 January 2026 are expected to be those:

.1 for which the building contract is placed on or after 1 January 2026;
.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 2026; or
.3 the delivery of which is on or after 1 January 2030.

Where there is no indication above of the application to ships constructed on or after 1 January 2026, these requirements are expected to apply from
1 January 2026 to existing ships.

Predicted entry into force Draft amendments to the International Maritime Dangerous Goods (IMDG) Code (Draft Amendment
1 January 2026
42-24)

525 Background: The IMDG Code is regularly reviewed to take into account new requirements for existing substances or new substances. These
amendments are expected to be published as Amendment 42-24 and to be included in the 2024 Edition.

Information subject to
Implication: The revisions will add new amendment to the Code and new and/or revised requirements for both new and existing substances.
change
Such amendments include (but not limited to):
• Changes to the definition for "Recycled plastics material"
• New definition for "Degree of filling"
• Amendments to “Classification of articles as articles containing dangerous goods N.O.S.”
• New definition for "Explosive or pyrotechnic effect"
• New definition for "Metal powders"
• Amendments to the table under "List of currently assigned organic peroxides in packagings" in the entry for for "DI-2,4-DICHLOROBENZOYL
PEROXIDE"

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 • New entries: DIBENZOYL PEROXIDE, 2,5-DIMETHYL-2,5-DI-(tert-BUTYLPEROXY) HEXANE, METHYL ETHYL KETONE PEROXIDE(S)
• New section in Chapter 2.9.2 Assignment to class 9 - introducing "Sodium ion batteries"
• Pharmaceutical products (such as vaccines) that are packed in a form ready to be administered, including those in clinical trials, and that contain
GMMOs or GMOs are not subject to this Code.amendments to Chapter 3.2 - Dangerous Goods List
• Amendments to Chapter 3.3 - Special provisions applicable to certain substances, materials or articles
• Amendments to Chapter 4.1 - Use of packagings, including intermediate bulk containers (IBCs) and large packagings
• Amendments to 4.1.6 Special packing provisions for goods of class 2
• Amendments to Chapter 4.2 - Use of portable tanks and multiple-element gas containers (MEGCs)
• Amendments to Chapter 5.2 - Marking and labelling of packages including IBCs
• Amendments to Chapter 5.3 - Placarding and marking of cargo transport units and bulk containers
• Amendments to Chapter 5.5 - Special provisions
• Amendments to Chapter 6.1 - Provisions for the construction and testing of packagings (other than for class 6.2 substances)
• Amendments to Chapter 6.2 - Provisions for the construction and testing of pressure receptacles, aerosol dispensers, small receptacles
containing gas (gas cartridges) and fuel cell cartridges containing liquefied flammable gas
• Amendments to Chapter 6.5 - Provisions for the construction and testing of intermediate bulk containers (IBCs)
• Amendments to Chapter 6.6 - Provisions for the construction and testing of large packagings
• Amendments to Chapter 6.7 - Provisions for the design, construction, inspection and testing of portable tanks and multiple-element gas
containers (MEGCs)
• Amendments to Chapter 6.10 - Provisions for the design, construction, inspection and testing of portable tanks with shells made of fibre-
reinforced plastics (FRP) materials
• Aew entries in Appendix B - Glossary of terms

Application: These amendments to the IMDG Code are expected to apply to all ships (including cargo ships of less than 500GT) that carry dangerous
goods in packaged form from 1 January 2026. They are expected to able to be applied voluntarily prior to that date, subject to the agreement of the
Flag Administration.

Predicted entry into force Draft amendments to the International Code for the Safe Carriage of Grain in Bulk (MSC.23(59)) -
1 January 2026
loading conditions

527 Background: The International Code for the Safe Carriage of Grain in Bulk prescribes three loading conditions for the safe stowage of grain: "filled
compartment, trimmed", a "filled compartment, untrimmed" and a "partly filled compartment". It has been observed that, in practice, there might
be discrepancies such as when grain is filled up to or above the bottom edge of the hatch end beams, but not to the highest possible level in way of
Information subject to the hatch opening.
change

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 Implication: Owners and operators of ships carrying grain in bulk should take note of new provisions for loading grain when dealing with "partially
filled compartments" and how to calculate the total heeling moment.

Application: This is expected to apply to all cargo ships, including those of less than 500GT, carrying grain in bulk from the 1 January 2026.

Predicted entry into force Draft amendments to SOLAS V/31 and V/32, and to Protocol I of MARPOL Article V
1 January 2026
Background: Following the recurrent loss of containers, and in response to the danger submerged containers pose to shipping, MSC 107 approved
draft amendments to SOLAS Chapter V in order to make the reporting of lost or the observance of lost freight containers mandatory through a
532 standardised procedure. In the same context, MEPC 81 also adopted amendments to Article V of Protocol I of the MARPOL Convention. The Master of
any ship involved in the loss of any number of freight containers is required to report the incident without delay to both the nearest coastal State, any
Information subject to shipping in the vicinity and to the Flag State.
change
Implication: Ships' crews will be required to report the loss of any containers to the nearest coastal State, any shipping in the vicinity and to the Flag
State.

Application: The draft regulations are expected to be applicable to any ship carrying one or more containers or observing a lost container. The draft
amendments are expected to be adopted at MSC 108 and to enter into force 1 January 2026.

Predicted entry into force Draft amendments to the 2011 ESP Code - Modifications to the Procedures for approval and
1 January 2026
certification of a firm engaged in thickness measurement of hull structures

556 Background: The amendments will better specify that Administrations can exercise the right to audit a firm conducting thickness measurement of
hull structures. The current text in the ESP Code was observed to be unclear on this matter.

Information subject to
Implication: The impact of the proposed changes should be minimal and affect those Administrations which might want to certify a firm for
change
thickness measurement.

Application: This specific amendment should affect Administrations engaged in approval of firms conducting thickness measurement of the hull
structures of bulk carriers and oil tankers of 500GT and above.

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 Predicted entry into force Draft amendments to STCW Code - table A-VI/1-4 - Prevention and response to bullying and
1 January 2026
harassment including sexual assault and sexual harassment (SASH)

573 Background: The Joint ILO/IMO Tripartite Working Group to identify and address seafarers’ issues and the human element recognised the need to
tackle bullying and harassment in the maritime sector, including sexual assault and sexual harassment, with the objective of ensuring a safe
workplace for seafarers. It has been agreed that there will be a new competence developed in the STCW Code on the prevention and response to
Information subject to
bullying and harassment including sexual assault and sexual harassment.
change
Implication: Seafarers are likely to need to undertake specific training to be considered as competent.

Application: All seafarers.

Predicted entry into force Draft amendments to the LSA Code to revise the lowering speed of survival craft and rescue boats for
1 January 2026
cargo ships

585 Background: The current minimum lowering speed of survival craft and rescue boats, as specified in paragraph 6.1.2.8 of the LSA Code, can be
expressed in relation to the launching height. This height refers to the distance from the davit head to the waterline when the ship is at its lightest
sea-going condition. However, in recent years, larger cargo ships have been under construction, and the launching heights of certain types of cargo
Information subject to
ships are expected to increase in the near future. For instance, a 20,000 TEU containership may have a launching height of 35m, requiring a minimum
change
lowering speed of 1.1 m/s. The new requirements approved by MSC 107 limited the maximum lowering speed of a fully loaded survival craft or rescue
boat to 1.3 m/s, however the Administration may approve a different maximum speed, considering factors such as design, occupant safety, and
launching arrangements.

Implication:
Equipment manufacturers: To ensure their equipment meets the new requirements which aim to limit the maximum lowering speed of a fully
loaded survival craft or rescue boat to 1.3 m/s.

Owners of cargo ships/ shipyards: To be aware of the new requirements which are expected to enter into force on 1 January 2026

There will likely be little impact on passenger ships, as they already adhere to a davit height limitation in SOLAS regulation III/24.

Application: The draft amendments, enter into force on 1 January 2026. They are expected to apply to survival craft and rescue boats installed on
cargo ships of 500GT and over and passenger ships on or after 1 January 2026.

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 Predicted entry into force Draft amendments to the Fire Safety Systems (FSS) Code - fire safety on Ro-Ro passenger ships
1 January 2026
(Chapter 7 amendments) and all ships (Chapter 9 amendments)

658 Background: The IMO is reviewing SOLAS chapter II-2 and the FSS Code with regard to vehicle, special category, ro-ro spaces and weather decks of
new and existing ro-ro ships based on the findings of the FIRESAFE II study. It should be noted that IMO issued the Interim guidelines for minimising
the incidence and consequences of fires in ro-ro spaces and special category spaces of new and existing ro-ro passenger ships (MSC.1/Circ.1615),
Information subject to
pending changes to SOLAS, to address the risks related to ro-ro passenger ships.
change
The draft amendments to the FSS Code, chapter 7 provide specifications for fixed water-based fire-extinguishing systems on ro-ro passenger ships
fitted with weather decks intended for the carriage of vehicles.

The draft amendments to the FSS Code, chapter 9/2.3 (Component requirements) and chapter 9/2.4 (Installation requirements) relate to linear heat
detectors and positioning of detectors for combined smoke and heat detectors.

The draft amendments to the FSS Code, chapter 9/2.5 (System control requirements) relate to visual and audible fire signals on ro-ro passenger
ships.

Implication: Shipyards and equipment manufacturers will need to comply with the new requirements, once finalised and adopted.

Application: The amendments to the FSS Code chapter 7 are expected to be adopted at MSC 108 and will apply to ro-ro passenger ships fitted with
weather decks intended for the carriage of vehicles constructed on or after 1 January 2026.

The amendments to the FSS Code chapter 9/2.3 (Component requirements) and chapter 9/2.4 (Installation requirements) are expected to be adopted
at MSC 108 and will apply to ships constructed on or after 1 January 2026.

The amendments to the FSS Code chapter 9/2.5 (System control requirements) are expected to be adopted at MSC 108 and will apply to ro-ro
passenger ships constructed on or after 1 January 2026.

“Ships constructed on or after 1 January 2026” is expected to mean ships, the keels of which are laid or which are at a similar stage of construction,
on or after 1 January 2026.

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 Predicted entry into force Draft amendments to the requirements for maintenance, thorough examination, operational
1 January 2026
testing, overhaul and repair of lifeboats and rescue boats, launching appliances and release gear
(MSC.402(96))
661
Background: As a consequence of the agreed amendments to the LSA Code and resolution MSC.81(70) with regard to new ventilation requirements
Information subject to for totally enclosed lifeboats, MSC 107 approved an amendment to resolution MSC.402(96). This amendment includes the requirement for the
change examination and check of the 'ventilation system, where fitted' for satisfactory condition and operation on lifeboats (including free-fall lifeboats),
rescue boats, and fast rescue boats.

Implication:
Authorised Service Providers: Totally enclosed lifeboats will need to undergo satisfactory examination and check with regard to their ventilation
systems as per the new requirements detailed in MSC.535(107). It is not expected that partially enclosed lifeboats, rescue boats and fast rescue boats
will be fitted with ventilation systems.

Application: This is expected to apply from 1 January 2026, but given that the new requirements for the ventilation of totally enclosed lifeboats
applies to those installed on ships on or after 1 January 2029, it is not expected to be required to take place until such totally enclosed lifeboats are
installed.

Related Items
MSC.535(107) Amendments to the International Life-Saving Appliance Code (LSA Code)

Predicted entry into force Draft revised International Convention on Standards of Training, Certification and Watchkeeping for
1 January 2026
Fishing Vessel Personnel, 1995 (STCW-F)

670 Background: The International Convention on Standards of Training, Certification and Watchkeeping for Fishing Vessel Personnel (STCW-F), sets
certification and minimum training requirements for crews of seagoing fishing vessels with the aim to promote the safety of life at sea and the
protection of the marine environment, taking into account the unique nature of the fishing industry and the working environment.
Information subject to
change
Implication: Owners of seagoing fishing vessels will need to ensure that personnel serving onboard are suitably qualified under the STCW-F
Convention and Code.

Application: Applies to personnel serving onboard seagoing fishing vessels entitled to fly the flag of a Party to the STCW-F Convention.

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 The Convention generally applies to personnel of seagoing fishing vessels and, in particular, to skippers and officers in the deck department of fishing
vessels of 24 metres in length and over, and officers in the engine department of fishing vessels powered by main propulsion machinery of 750 kW
propulsion power or more.

Predicted entry into force Draft Standards of Training, Certification and Watchkeeping for Fishing Vessel Personnel (STCW-F)
1 January 2026
Code

671 Background: The new STCW-F Code contains mandatory provisions to which specific reference is made in the annex to the STCW-F Convention.
These requirements provide the minimum standards required to be maintained by Parties in order to give full and complete effect to the Convention.
Also included are standards of competence required to be demonstrated by candidates for the issue and revalidation of certificates of competency
Information subject to
under the provisions of the STCW-F Convention.
change
Implication: Owners of seagoing fishing vessels will need to ensure that personnel serving onboard are suitably qualified under the STCW-F
Convention and Code.

Application: Applies to personnel serving onboard seagoing fishing vessels entitled to fly the flag of a Party to the STCW-F Convention.

Related Items
International Convention on Standards of Training, Certification and Watchkeeping for Fishing Vessel Personnel, 1995 (STCW-F)

Predicted entry into force Draft amendments to SOLAS regulation II-2/4 related to oil fuel parameters other than flashpoint
1 January 2026
Background: The draft amendment adds a new sub-paragraph to SOLAS II-2/4 to ensure that oil fuel delivered to and used on board ships shall not
jeopardise the safety of ships or adversely affect the performance of the machinery or be harmful to personnel.
676
Implication:
Information subject to Oil fuel suppliers: Will need to comply with the new requirements.
change Ship managers and crews: Will need to ensure that they order oil fuel that is suitable for the ship and not harmful to personnel.

Application: This amendment to SOLAS is expected to be adopted at MSC 108 with an entry into force date of 1 January 2026. It applies to all cargo
ships of 500GT and over and to all passenger ships.

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 Predicted entry into force Draft Canadian Arctic Emission Control Area (ECA)
1 March 2026
Background: MEPC 81 approved an ECA in the Canadian Arctic for NOx and SOx with a view to adoption at MEPC 82.

770 This ECA comprises of two segments starting at the Yukon mainland at 68.900° North 137.000° West; and ending at the north coast of Hans Island at
80.83183° North 66.45667° West and continuing from the south coast of Hans Island at 80.82144° North 66.45067° West, and ending at the coast of
Information subject to Newfoundland and Labrador at 60.000° North, 64.160° West.
change
Implication: Owners and operators should be aware that for ships ordered for keel laying on or after 1 January 2025 and intending to operate in the
ECA will need to install a NOx Tier III engine.

In addition, Owners and operators should be aware that from 1 March 2027, the sulphur limit of fuel oil used on board must not exceed 0.10%m/m or
to use an alternative compliance method such as EGCS.

Application: Ships the keels of which are laid or at a similar stage of construction on or after 1 January 2025 which have a marine diesel engine with
power output of more than 130kW and operating within the ECA (NOx requirements).

Ships operating in the ECA from 1 March 2027 (SOx requirements).

Predicted entry into force Draft Norwegian Sea Emission Control Area (ECA)
1 March 2026
Background: MEPC 81 approved an ECA in the Norwegian Sea with a view to adoption at MEPC 82. This ECA is defined as the same area specified in
MARPOL Annex II regulation 13.9.4.
771
Implication: Owners and operators should be aware that for ships with a building contract placed on or after 1 March 2026, keel laying or similar
Information subject to stage of construction on or after 1 September 2026 or delivered on or after 1 March 2030 and intending to operate in the ECA will need to install a NOx
change Tier III engine.

In addition, owners and operators should be aware that from 1 March 2027, the sulphur limit of fuel oil used on board must not exceed 0.10%m/m or
to use an alternative compliance method such as EGCS.

Application: NOx requirements: Ships which have a marine diesel engine with power output of more than 130kW and which will operate in the ECA to
which the building contract is placed on or after 1 March 2026;
In the absence of a building contract, the keel of which is laid or which is at a similar stage of construction on or after 1 September 2026; or
The delivery of which is on or after 1 March 2030.

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 SOx Requirements: Ships operating in the ECA from 1 March 2027.

Predicted entry into force Draft amendments to MARPOL Annex VI and the NOx Technical Code on the use of multiple engine
11 August 2026
operational profiles for a marine diesel engine

467 Background: The amendments control the use of auxiliary control devices for new and existing engines (that undergo significant modification) and
address defeat devices' intended to circumvent the purpose of the NOx Technical Code.

Information subject to
In addition, the amendments facilitate the certification of engines that are capable of operating in multiple profiles.
change
Implication:
Engine manufacturers: will need to ensure engines not certified in the lead up to the entry into force date are capable of compliance.

Operators: Those considering a substantial modification will need to be aware of the implication of the amendments.

Application: This is expected to apply to engines with power output of more than 130kW.

These amendments will apply to engines (individual engines or an engine group/family) not certified on or after the expected entry into force of the
amendments in August 2026.

For engines already certified on or after the entry into force date, the draft amendments do not apply, except in the case of substantial modifications.
The draft amendments apply differently to engines installed onboard ships constructed before and after 1 January 2000.
For installations on board ships constructed before 1 January 2000 the amendments apply to engines which undergo a substantial modification.
For installations on board ships constructed on or after 1 January 2000 the amendments apply to engines which undergo a substantial modification if
an auxiliary control device is used and/ or the engine has multiple operational profiles.

Predicted entry into force Draft amendments to the NOx Technical Code with regard to re-certification procedures of existing
11 August 2026
engines

731 Background: Noting MARPOL Annex VI, regulation 13, permits substantial modifications and therefore requires re-certification, these amendments
set out the procedure for such a re-certification which has not previously been specified.

Information subject to
Implication: There is a need for ship owners and operators to have awareness of the new procedure and to follow the procedure where an engine
change goes through substantial modification to achieve re-certification.

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 Application: To any marine diesel engine with a power output of more than 130kW which undergoes a substantial modification, therefore requiring
re-certification.

Predicted entry into force Draft amendments to the IMSBC Code (Draft Amendments 08-25)
1 January 2027
Background: The IMSBC Code is regularly reviewed to take account of new requirements for existing substances or new substances. These
amendments are expected to be published as Amendments 08-25.
709
Implication: The new amendments which are considered (but not limited to) are:
Information subject to • New individual schedule for untreated incinerator bottom ash (U-IBA) as a group A and B cargo;
change • New individual schedule for iron ore briquettes for inclusion in the IMSBC Code as a group C cargo;
• New individual schedule for asphalt granulates as group C cargo;
• New individual schedule for pea protein concentrate pellets (non-hazardous) as a group C cargo;
• New individual schedule for petroleum coke (calcined or uncalcined) as a group C cargo;
• New individual schedule for wheat gluten pellets as a group C cargo;
• New individual schedule for Phosphate rock fines (uncalcined) as a group A; and
• New individual schedule for Zinc slag (coarse) as a group C cargo.

Further discussion will take place on the following proposed amendments:

• Deletion of additional requirements for self-contained breathing apparatuses (SCBAs) from some individual schedules;
• Aluminium ferrosilicon powder UN 1395 & aluminium silicon powder, uncoated UN 1398;
• Aluminium smelting by-products or aluminium remelting by-products UN 3170;
• Re-classifying schedules for castor beans or castor meal or castor pomace or castor flake UN 2969 as MHB (TX and/or CR) according to its
inherent toxicological properties and to delete hazard class 9. Furthermore, amend their BCSN to castor beans given that the IMSBC Code
permits the transport of unprocessed castor beans in bulk only;
• Amendments to the individual schedule for iron ore pellets; and
• Amendments to the schedule for direct reduced iron (a) briquettes, hot-moulded.

Application: The amendments are expected to be applicable to all ships (including cargo ships of less than 500GT) carrying dangrous goods in solid
bulk form from 1 January 2027. They are expected to able to be applied voluntarily prior to that date.

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 Predicted entry into force Draft amendments to appendix II (Form of the IOPP certificate and Supplements) and Appendix III
1 July 2027
(Form of Oil Record Book) of MARPOL Annex I

378 Background: The IMO has agreed a draft MEPC circular on the 2020 Guidelines for systems for handling oily wastes in machinery spaces of ships
incorporating guidance notes for an integrated bilge water treatment system (IBTS), draft amendments to appendix II (Form of the IOPP certificate
and Supplements) and appendix III (Form of Oil Record Book) of MARPOL Annex I, and the draft revised MEPC circular on Guidance for the recording
Information subject to
of operations in the Oil Record Book Part I – machinery space operations (all ships).
change
At the time these instruments were considered for approval, the IMO discussed the use of forced evaporation of oily bilge water and if this is an
accepted means of disposal. It was agreed that such forced evaporation is, in principle, an acceptable means of disposal of oily bilge water and
invited proposals to amend MARPOL Annex I to implement this acceptance.

To date, no such proposals have been submitted to the IMO. Noting the instruments above are to be approved as a package with an amendment to
MARPOL Annex I to confirm acceptance of forced evaporation, it is unclear when this package will progress.

Implication: On completion of this work, regulatory certainty will be provided to the use of forced evaporation of oily bilge water. The draft 2020
IBTS Guidelines will give information in support of achieving the mandatory requirements applicable to handling of oily bilge water and oily residues
(sludge) but do not necessarily create requirements only providing information to assist with compliance of existing requirements. The draft revised
Guidance for recording of operations in the Oil Record Book Part I– Machinery space operations (all ships) are intended to facilitate compliance with
MARPOL requirements on board ships by providing advice to crews on how to record the various operations in the Oil Record Book and the
amendments would largely focus on alternative methods of disposal. The draft amendments to Appendix II and III of Annex I introduce the ability to
record alternative methods of disposal of oily bilge water.

Application: All oil tankers of 150GT or above and all other ships of 400GT or above engaged on international voyages.

Predicted entry into force Greenhouse Gas reduction –mid-term-measures

1 July 2027
Background: The IMO has agreed a reduction pathway for GHG emissions from the shipping industry to meet the Paris climate target to limit the
increase in the global temperature to 1.5°C by end of the century. In this context, the IMO has agreed the 2023 IMO Strategy on Reduction of GHG
613 Emissions from Ships which includes GHG reduction indicative checkpoints of 20% (by 2030), 70% (by 2040) compared to 2008 levels and an overall
target of reaching net-zero by 2050.
Information subject to
change The reduction in emissions is regulated by defined measures for the short-term, mid-term and long-term. The IMO has already adopted several
measures (e.g. EEXI, EEDI, CII) to address reduction of the emissions up until 2027 as short-term measures. The IMO is now developing mid-term
measures to address reduction of emissions beyond 2027 which will consist of a goal based fuel standard and an economic pricing mechanism on

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 GHG emissions. Whilst the details of both are still being negotiated in the IMO, it has been agreed that the fuel standard will regulate shipping's GHG
intensity measured in grams of CO2 equivalent per mega joule. It is also agreed that both measures will consider GHG emissions on a well-to-wake
basis over a fuel's lifecycle.

It is expected that in October 2024, during MEPC 82, specific measures for both a fuel standard and economic measure will be agreed. The IMO
continues to develop candidate mid-term measures and has confirmed that these will comprise of a goal based fuel standard and a pricing
mechanism on GHG emissions.

Whilst the exact detail of the selected measures is still under discussion it is understood that the regulations will be framed around the levels of
ambition and indicative check points agreed in the 2023 IMO Strategy on Reduction of GHG Emissions from Ships. Early expectation is that the fuel
standard will require ships' GHG fuel intensity to reduce by 20% (by 2030), 70% (by 2040) and 100% (by 2050) in comparison to 2008 levels.
Several proposals are under discussion and are being refined in the lead up to MEPC 82 (October 2024) where it is understood that selected measures
will be confirmed to be developed into regulation ahead of MEPC 83 (April 2025) for approval.

These proposals are currently:

• GFS Fuel Standard
• GHG Price on International Bunkers
• Green Balance Mechanism
• International Maritime Sustainable Fuels and Fund
• Simplified Global GHG Fuel Standard
• Zero Emission Shipping Fund

For more details on these proposals as considered at MEPC 81 see LR's Summary Report of MEPC 81.

Implication: The measures will have significant impact on both capital and operational expenditure while also providing a platform encouraging the
shipping industry to develop and adopt efficient and zero-emission ships and/or fuels which will enable the transition of energy in every level of the
shipping industry.

Application: Whilst the exact application of the mid-term measures is to be agreed, Early expectation is that the technical measure (a GHG fuel
intensity standard) will apply to ships over a gross tonnage threshold (likely 400GT or 5,000GT in keeping with current MARPOL Annex VI, Chapter IV).
The pricing mechanism on GHG emissions is likely to apply to all ships to which MARPOL Annex VI applies and be linked to the survey and certification
requirements (to ships of 400GT or more).

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 Predicted entry into force Draft amendments to SOLAS - New Regulation II-1/3-4 – Emergency towing arrangements and
1 January 2028
procedures for new ships, other than tankers, of 20,000GT and over

442 Background: IMO has agreed a revision to SOLAS chapter II-1, regulation 3-4, which extends the scope of the requirements for emergency towing
arrangements to new ships other than tankers of 20,000GT and over. The amended regulation is expected to enter into force on 1 January 2028. The
IMO is currently developing amendments to a number of guidelines to help the industry apply the new regulation.
Information subject to
change
Implication: New ships will need to be fitted with towing arrangements which must, at all times, be capable of rapid deployment in the absence of
main power on the ship and have adequate strength based on the size of the ship and the expected forces during bad weather conditions. The design
and construction and prototype testing of emergency towing arrangements must be approved by the Administration or their Recognised
Organisations.

Application: Emergency towing arrangements are to be fitted on ships - other than tankers - of 20,000GT and above, constructed on or after 1
January 2028.

Ships constructed on or after 1 January 2028 is expected to mean:

ships contracted on or after 1 January 2028, or
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 2028; or
the delivery of which is on or after 1 January 2032.

“Constructed” is expected to mean ships the keels of which are laid, or which are at a similar stage of construction, with the term “a similar stage of
construction” expected to mean the stage at which:
.1 construction identifiable with a specific ship begins; and
.2 assembly of that ship has commenced comprising at least 50 tonnes or one per cent of the estimated mass of all structural material, whichever
is less.

Predicted entry into force A new mandatory Code for Maritime Autonomous Surface Ships
1 January 2028
Background: The IMO completed the Regulatory Scoping Exercise (RSE) in relation to the use of Maritime Autonomous Surface Ships (MASS) aimed
to establish a set of common gaps and themes and identify the most appropriate way of addressing MASS operations within such instruments.
497 For the purpose of the RSE, MASS was defined as a ship, which to a varying degree can operate independently of human interaction.

Information subject to Four ‘degrees of autonomy’ for the RSE’s purpose were identified as:
change • Degree One: Ship with automated processes and decision support
• Degree Two: Remotely controlled ship with seafarers on board

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 • Degree Three: Remotely controlled ship without seafarers on board
• Degree Four: Fully autonomous ship

The outcome of the RSE can be found in detail in:

MSC.1/Circ.1638 Outcome of the Regulatory Scoping Exercise for the use of Maritime Autonomous Surface Ships (MASS),
LEG.1/Circ.11 Outcome of the Regulatory Scoping Exercise and Gap Analysis of Conventions emanating from the Legal Committee with respect to
MASS,
FAL.5/Circ.49 Outcome of the regulatory scoping exercise and gap analysis of the FAL Convention with respect to MASS.

As a result, the IMO has agreed:

• To develop a non-mandatory goal-based MASS Code expected to be effective from late 2024 to early 2025 (subject to outcomes of MSC 108) as an
interim measure prior to the adoption of a mandatory MASS Code.The mandatory MASS Code is expected to enter into force 1 January 2028.
• While the scope of application is yet to be agreed, it is expected to initially be limited in application to cargo vessels only and exclude application
to passenger ships. Discussion on the complexities of extending the application to passenger ships will take place at a later stage.
• It is intended that the mandatory Code will be a new instrument, however, SOLAS and associated instruments will need to be amended to ensure
coherent implementation.
• Discussions through Inter-sessional Working Groups and Correspondence Groups are currently on-going at the IMO, dividing the draft Codes into
focused reviews based on sections (through splinter groups) to maximise output. New definitions and terminology are under development by
various industry stakeholders. The original ‘degrees of autonomy’ quoted above were only for the regulatory scoping exercise’s purposes and are
expected to be reframed away from ‘ship-wide’ definitions of autonomy and refer to more specific ship systems or functions/capabilities.

Implication: Shipping regulators will have to determine the applicability of the requirements of the newly developed non-mandatory and
subsequent mandatory MASS code to MASS assets under development, and also interpret the goal-based measures for proving system integrity,
verifications & validation, and certification. Shipyards, Ship operators, port/vessel traffic controls service providers, equipment manufacturers,
seafarer training centres, national maritime authorities and certification bodies will get a view of MASS requirements as the industry heads towards
this new aspect of shipping’s future.

Application: Maritime Autonomous Surface Ships (currently under discussion at the IMO).

Predicted entry into force Draft amendments to the IGC Code - 2028 version
1 January 2028
Background: The IGC code is regularly under development with the industry learning from new technologies, accidents, research and practices in
order to stay as up to date as possible. These amendments include numerous consolidations from Unified Interpretations alongside new
528 amendments.

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 Information subject to Implication: The list below is a summary of changes which will be reviewed and approved by MSC 108.
change • Definitions of: ‘essential safety functions’, ‘gastight’, ‘Integrated system’ and ‘Reversionary control’.
• Design basis for type C independent tank amendments (these are the requirements from UI CG 7 Rev.1– Carriage of products not covered by the
code and UI CG 8 Rev.1- Permissible stresses in way of supports of type C cargo tanks):
- The minimum design vapour pressure and the dynamic stress range multiplied by a safety factor (which will need to be decided by MSC 108)
is to be such that initial surface flow will not propagate more than half the thickness of the shell during the lifetime of the tank under the
dynamic loads which shall take into account the long-term distribution of ship motion in irregular seas, which the ship will experience during
its operating life.
- When products having a relative density exceeding 1.0, which are not covered by the IGC Code, the double amplitude of the primary
membrane stress, created by the maximum dynamic pressure differential, does not exceed the allowable double amplitude of the dynamic
membrane stress.
- Requirements for permissible stresses in stiffening rings.
• New piping systems arrangements requirements for vessels operating in fixed locations.
• Every cargo tank, is to have remotely operated valves fitted, as part of the emergency shutdown (ESD).
• All liquid and vapour connections, apart from the safety relief valve inlet and discharge lines and liquid level gauging devices, shall be equipped
with remotely controlled ESD valves, located as close to the tank as practicable. A manual valve shall be provided for each liquid connection.
• For cargo manifold connections, in addition to an ESD valve, a manual valve is to also be provided for vapour connections where cargo tank
MARVS exceeds 0.07MPa. The manual valves may be inboard or outboard of the ESD valve to suit the ship’s design.
• A new formula to calculate the local instantaneous peak pressure in way of the rupture.
• In the event of a failure of a cargo tank installed Pressure Relief Valve (PRV), a safe means of emergency isolation is to be available and
procedures shall be provided and included in the cargo operations manual:
- If an isolation valve is installed, a mechanical locking system is to be used to prevent full or partial isolation so that only one of the cargo
tank’s installed PRVs can be isolated. If the PRVs are fitted with a remote sensing line, an isolation valve should also be fitted with a
mechanical locking system synchronised with the locking system of the isolation of the main PRV.
- If an isolation valve is installed, safe means to depressurise the trapped cargo between that isolation valve and PRV is to be provided.
• When sizing the vent system, inlet and outlet pipe should be equal to the PRV connection sizes. Isolation valves shall be full bore of the size of the
PRV connection, without any internal reduction, restriction or obstruction.
• The pressure losses in the vent line from the tank to the PRV inlet are to be supported by flow calculations. These losses are not to exceed 3% of
the valve set pressure at the calculated flow rate. Pilot-operated PRV sensing lines are to be sized with a minimum diameter and maximum
length to avoid critical pressure losses which affect the function of the PRV. The sensing line is to be self-draining and without liquid pockets.
• To ensure stable PRV operation, the blow-down is not to be less than the sum of the inlet pressure loss and 0.02 MARVS at the rated capacity. This
limitation normally does not apply to pilot operated PRV fitted with a remote sensing line if confirmed by the PRV manufacturer.
• Abnormal flow of inert gas in leak detection systems shall trigger audible and visible alarms:
- on the navigation bridge;
- at the relevant control station(s) where continuous monitoring of the gas levels is recorded; and
- at the gas detector readout location.

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 • Electronic devices which are not intrinsically safe including radars if located in the hazardous areas, are to be housed in gastight enclosures.
• When isolating valves are fitted in the water spray system to maintain the required water supply in the case that the system is fed from the
emergency fire pump, the operation of the isolating valves is to be located outside the cargo area and, for valves that are normally closed,
located adjacent to the accommodation spaces and readily accessible and operable in the event of fire in the protected areas.
• Electric motor rooms located outside cargo areas are to comply with requirements for separation of gas safe and gas hazardous areas and be
designed in accordance with accepted standards (eg. IEC 60092:502:1999)
• Where fans are required by chapter 12 Artificial Ventilation in the Cargo Area, full required ventilation capacity for each space is to be available
after failure of any single fan, or spare parts are to be provided for at least one entire fan comprising of a motor, starter spares and complete
rotating element including shaft and bearings of each type. Full ventilation capacity is to be restored before use of the space for operational
purposes.
• In addition to the current provisions in 12.2.2, hold spaces and cofferdams which are to be accessed must be provided with ventilation capacity
of not less than two air changes per hour, subject to meeting the requirements of 18.8 - Entry into enclosed spaces.
• Both the high liquid level alarm and the additional sensor required by 13.3.2 are to be independent from other liquid level indicators, and the
emergency shutdown valve may be used for this purpose. The location of the sensors are to be capable of being verified before commissioning,
at the first full cargo loading, during or after the initial survey and after each renewal survey.
• The override system may be used at sea to prevent false alarms or shutdowns. When level alarms are overridden, operation of cargo pumps and
the opening of manifold ESD valves is to be inhibited except when high-level alarm testing is carried out.
• Crankcases fitted with gas detection that can run on gas shall be arranged to alarm before 100% LFL.
• Where a permanent inert gas connection is required between the inert gas line and the gas fuel line, the connection shall be equipped with a set
of double block and bleed valves to prevent backflow of gas fuel into the inert gas line. In addition, a closable non-return valve shall be installed
between the double block and bleed arrangement and the gas fuel system.
• Fuel supply equipment is to be included in all safety actions/shutdowns required by any of the cargo system related safety systems, as far as fuel
supply is not safe, while the respective action is ongoing.
• Amendments for gas detection requirements on Otto cycle engines.
• If acceptable to the Administration, the use of cargoes identified as toxic products in column "f" which are required to be carried in type 2G/2PG
ships in column "c" in the table of chapter 19, may be used as fuel, providing that the same level of safety as natural gas (methane) is ensured.
• The design of the ESD system must avoid the potential generation of surge pressures within cargo transfer pipe work, which is to be designed to
clearly indicate when it is inhibited or switched off. Inhibition of these systems is to be allowed only to recover from incidents and/or abnormal
conditions which triggered the ESD-system. The inhibition will be carried out under the supervision of the ship’s Master in accordance with
approved procedures and as specified in the ship’s cargo manual. The resetting of the ESD system shall also be recorded in the ship’s log. The
ESD system is to be fail-safe. If any single part of the system fails, ESD must be initiated.
• Clarification and simplification of Table 18-1 ESD functional arrangements.
• Tests show that high manganese austenitic steel could be suitable for ammonia service and therefore the following circulars will be amended:
- MSC.1/Circ.1599/Rev.2 - Revised guidelines on the application of high manganese austenitic steel for cryogenic service.
- MSC.1/Circ.1622 - Guidelines for the acceptance of alternative metallic materials for cryogenic service in ships carrying liquefied gases in bulk
and ships using gases or other low-flashpoint fuels.

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 - MSC.1/Circ.1648 - Amendments to the Guidelines for the Acceptance of Alternative Metallic Materials for Cryogenic Service in Ships Carrying
Liquefied Gases in Bulk and Ships Using Gases or Other Low-Flashpoint Fuels.
Post-weld stress relief heat treatment should be waived for the use of this material with ammonia on ships that have to comply with IGC
Code.
• Amendments to CO2 special requirements and classification in the IGC Code.

Application: Applies to gas carriers regardless of their size, including those of less than 500GT, engaged in the carriage of liquefied gases having a
vapour pressure exceeding 0.28 MPa absolute at a temperature of 37.8°C and other products as listed in Chapter 19 of the IGC code, when carried in
bulk. There is ongoing discussion on the applicability of the proposed amendments – to new vessels or to both new and existing vessels, but where
applicable to new vessels are expected to be applicable to ships:
• For which the building contract is placed on or after 1 January 2028; or
• 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 2028; or
• The delivery of which is on or after 1 January 2032.

This is generally not expected to apply to ships constructed prior to 1 July 2016.

Predicted entry into force Draft amendments to Resolution MSC.402(96)-Requirements for maintenance, thorough
1 January 2028
examination, operational testing, overhaul and repair of lifeboats and rescue boats, launching
appliances and release gear
589
Background: Resolution MSC.402(96) was adopted in 2016 with the aim of establishing a consistent, safe, and well-documented standard for
Information subject to maintaining, thoroughly examining, operationally testing, overhauling, and repairing lifeboats and rescue boats, as well as their launching
change appliances and release gear. Nevertheless, challenges have been experienced in implementing the resolution, primarily due to varying
interpretations of terminology. The IMO is currently drafting amendments to Resolution MSC.402(96), with a focus on addressing implementation
issues. This includes the necessity of developing definitions, such as those for the "make" and "type" of equipment requiring servicing.

Implication: Owners and operators are advised to monitor forthcoming amendments to Resolution MSC.402(96) and remain informed about the
most recent requirements.

Application: The amended version of Resolution MSC.402(96), once drafted, approved and adopted at the IMO, will be applicable to the ships in the
same way as before. Specifically, all passenger ships and cargo ships of 500GT and above engaged in international voyages. The expected entry into
force is 1 January 2028.

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 Predicted entry into force Draft amendments to SOLAS chapters IV and V to introduce VHF Data Exchange System (VDES)
1 January 2028
Summary: The Very High Frequency (VHF) Data Exchange System (VDES) integrates the functions of terrestrial and satellite VHF data exchange,

606 Application Specific Message (ASM) and Automatic Identification System (AIS). VDES has additional capacity for the exchange of more digital data and
could accommodate future growth in demand for utilising digital data in maritime radiocommunications. It is proposed at the IMO that there is a
need to amend chapter IV and V of the SOLAS Convention to introduce VDES, and to develop performance standards and guidelines to facilitate the
Information subject to widespread adoption of VDES. NCSR 10 agreed to continue the work through an intersessional correspondence group with the expectation of the
change amendments to SOLAS being finalised at NCSR 11 (expected June 2024).

Implication: Ship owners and operators should note proposed developments regarding VDES, a new communication tool. Initially, it may be
introduced in SOLAS as a substitute for AIS, in order to gain enough experience and knowledge for use in the GMDSS in the future.

Application: The new requirements relates to the development, installation and use of VDES, as a new communication tool under the GMDSS. Entry
into force is not expected before 01 January 2028.

SOLAS chapter IV applies to all cargo ships of 300GT and above, and to all passenger ships.

The requirements for AIS carriage in SOLAS V/19 apply to all ships of 300GT and upwards engaged on international voyages and cargo ships of 500GT
and upwards not engaged on international voyages and passenger ships irrespective of size.

Predicted entry into force Draft amendments to the LSA code-development of design and prototype test requirements for the
1 January 2028
arrangements used in the operational testing of free fall lifeboat release systems without launching
the lifeboat
607
Summary: Free-fall lifeboat release systems are typically tested without actually launching the free-fall lifeboat into the water, i.e. a simulated
Information subject to launching. The IMO has drafted amendments to paragraph 4.7.6.4 of the LSA Code to incorporate design requirements for these systems, based on
change the calculated maximum working load and the ultimate strength of the materials used considering the lifeboat's static weight and the dynamic
loading. It is expected that the test requirements for these systems would serve as the foundation for amendments to resolution MSC.81(70) - Revised
Recommendation on Testing of Life-Saving Appliances.

Implication: Ship owners, operators and lifeboat manufactures are advised to monitor forthcoming amendments to paragraph 4.7.6.4 of the LSA
Code and remain informed about the most recent requirements.

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 Application: The draft amendments are expected to apply to free-fall lifeboats installed on or after 1 January 2031 where the expression installed on
or after 1 January 2031 means:
(a) for ships for which the building contract is placed on or after 1 January 2031, or in the absence of the contract, constructed on or after 1 January
2031, any installation date on the ship; or
(b) for ships other than those ships prescribed in (a) above, a contractual delivery date for the equipment or, in the absence of a contractual delivery
date, the actual delivery date of the equipment to the ship on or after 1 January 2031.

Predicted entry into force Draft amendments to paragraph 8.3.5 and annex 1 of the 1994 and 2000 HSC Codes
1 January 2028
Background: The IMO finalised the draft amendments to paragraph 8.3.5 and annex 1 of the 1994 and 2000 HSC Codes with respect to the number of
infant life jackets and accessories to adult life jackets to accommodate large persons to harmonise the lifejacket carriage requirements in the Codes
609 with those requirements in SOLAS chapter III. The proposed amendments aim to ensure that the safety of infants on high-speed craft in the case of an
emergency situation is equal to that of infants on other passenger ships and remove any inconsistencies in terms of definitions and requirements
Information subject to between SOLAS Chapter III and the HSC Codes.
change
Implication: Ship owners and operators of high-speed passenger craft are advised to note the following proposed upcoming lifejacket requirements,
entering into force on 1 January 2028:
• Passenger craft on voyages of less than 24h would need to carry infant lifejackets equal to 2.5% of the number of passengers on board;
• Passenger craft on voyages of 24h or greater would need to carry an infant lifejacket for each infant on board; and
• Where adult lifejackets are not designed to fit persons weighing up to 140kg and with a chest girth of up to 1750mm, a sufficient number of
accessories shall be available on board to allow them to be secured to such persons.

Application: This will apply to new and existing high-speed passenger craft to which SOLAS chapter X applies. The amendments should enter into
force on 1 January 2028 and be applicable no later than the date of the first renewal survey on or after 1 January 2028.

Predicted entry into force Draft amendments to SOLAS regulation V/23 and associated instruments to improve the safety of
1 January 2028
pilot transfer arrangements

642 Background: Accidents involving the tragic loss of pilots continue to happen worldwide despite previous efforts to improve pilot safety though
amendments to SOLAS regulation V/23 (resolution MSC.308(88)) and standards for pilot transfers (resolution A.1045(27)). Statistics published by the
International Maritime Pilots Association (IMPA) over the past few years show that an unacceptably high rate of non-compliant pilot transfer
Information subject to
arrangements installed on all types of ships, together with the improper use of pilot ladders and a lack of regular and effective maintenance and
change
inspection, are major contributing factors.

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 In response to the above, the IMO has prepared a draft MSC resolution containing performance standards on pilot transfer arrangements with all of
the detailed requirements for design, manufacture, construction, inspection, maintenance, replacement, rigging and training. In addition, draft
amendments to SOLAS regulation V/23 have been prepared, including making the aforementioned MSC resolution mandatory.

Implication:
Ship owners/operators: will need to comply with the detailed requirements for the inspection, maintenance, replacement and rigging of pilot
transfer arrangements, including crew training.

Equipment manufacturers: will need to comply with the detailed requirements for the design, manufacture and construction of pilot transfer
arrangements.

Application: Application details are still to be finalised, however, initial indications are as follows:
• Pilot transfer arrangements installed on or after 1 January 2028 shall comply not later than the initial survey required by SOLAS regulation I/7 or
I/8;
• Pilot transfer arrangements installed before 1 January 2028 shall comply not later than the first survey required by regulation I/7 (passenger
ships – initial, renewal or additional) or I/8 (cargo ships - initial, renewal, periodical, annual or additional) after 1 January 2028; and
• The requirements for inspection, stowage, maintenance, and replacement of any arrangement will apply not later than 1 January 2028,
regardless of the installation date.

Predicted entry into force Draft amendments to the IGF Code - 2028
1 January 2028
Background: The IGF Code is reviewed regularly. These amendments incorporate a number of consolidations and additional new provisions based
on the industry’s expereince.
708
Implications:
Information subject to Owners and Operators of Ships using natural gas as fuel should be aware that from 1 January 2028:
change • Vessels are permitted to have a suction well installed in fuel tanks protruding below the fuel tank without the well being considered part of the
fuel tank in the context of damage requirements below the fuel tank.
• Fuel tanks must be segregated from cargo in accordance with the requirements of the IMDG Code where fuel tanks are regarded as bulk
packaging, and a fuel tank on the open deck will be considered as a class 2.1 package in the context of the IMDG Code.

Designers of ships intending to use natural gas as fuel constructed on or after 1 January 2028 , and potential owners of the same should be aware of
the following:
• Pressure relief valves discharging liquid or gas from piping systems must discharge into fuel tanks whenever the tank maximum allowable relief
valve setting pressure is lower than the setting of the pressure relief valves fitted at fuel tank inlets and shall be designed to ensure that the

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 required discharge capacity is met. Alternatively, they may discharge to the vent mast, if means are provided to detect and dispose of any liquid
that may flow into the vent system.
• Fuel tank inlets from safety relief valve discharge lines, protecting the piping system shall be provided with non-return valves in lieu of valves
that are automatically operated when the safety system is activated. Safe means for tank isolation during maintenance shall be available without
affecting proper operation of safety relief valves.
• For the purposes of SOLAS regulation II-2/9 machinery spaces will be considered as fuel preparation rooms as opposed to any space containing
equipment for the fuel preparation.
• An Administration may allow a non-A-60 boundary to be installed facing the fuel tank on the open deck which is separated by a minimum
distance through heat analysis to provide protection equivalent to an A-60 class division as well as intermediate structures providing heat
protection will be accepted.
• For oil tankers and chemical tankers, A-60 insulation, required by SOLAS regulation II-2/9.2.4.2.5, shall be considered to meet the requirements
regarding A-60 boundary provisions provided that the fuel tank is located in the cargo area forward of accommodation spaces, service spaces,
control stations, escape routes and machinery spaces. Consideration for the protection of accommodation block sides may be necessary.
• Notwithstanding the requirements for A-60 boundaries in the Code, where no source of gas release from the fuel containment system is
considered possible, e.g. a type C tank in which tank connections are in a tank connection space, A-60 class shielding is not required.
• The existing provision for the fuel storage hold space surrounding a type C tank to be considered a cofferdam in the context of protecting the fuel
containment system from machinery spaces or other rooms with high fire risk are changed so that the hold space can only be considered a
cofferdam when the minimum distance to the A-60 boundary from the outer surface of the insulation system of type C tank or the boundary of
the tank connection space, if any, is not less than 900mm. In this context, for the vacuum insulated type C tank, outer surface of the insulation
system means outer surface of the outer shell.
• Hazardous areas zone 1 will not include fuel preparation room ventilation outlets and instead include ventilation outlets from zone 1 spaces.
• The following area will be designated as a Hazardous area zone 1, areas on open deck, or semi-enclosed spaces on open deck above and in the
vicinity of fuel tank vent mast outlet within a vertical cylinder of unlimited height and 6m radius centred upon the centre of the outlet, and within
a hemisphere of 6m radius below the outlet. Where due to the size and layout of the vessel it is not possible to maintain the above distances, a
reduced zone can be accepted based on a dispersion analysis, based on 50% LEL criteria. The zone dimensions shall never be less than 3m, and
Application shall include a surrounding zone 2 hazardous area of 1.5m.
• In lieu of areas within 1.5m surrounding open of semi-enclosed spaces , Hazardous area zone 2 includes spaces 4m beyond the cylinder and 4m
beyond the hemisphere defined in the above hazardous area zone 1 area surrounding fuel tank vent masts on open or semi enclosed deck
spaces.
• Where the ventilation ducts serving hazardous spaces pass through less hazardous spaces, the ducts shall be gas-tight and have under-pressure
relative to less hazardous or non-hazardous spaces. Ventilation pipes serving hazardous spaces that pass through non-hazardous spaces, and
that are fully welded and designed in accordance with the requirements for materials section of the Code, are acceptable without the need for
under-pressure.

Application: The application is highlighted in the implication section above. For the implications that apply to ships constructed on or after 1
January 2028, this means:

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 • For which the building contract is placed on or after 1 January 2028; or
• 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 2028; or
• The delivery of which is on or after 1 January 2032.

The IGF Code applies to cargo ships of 500GT and above and to all passenger ships using gas or other low-flashpoint fuels which are not gas carriers.
The amendments highlighted in the Implications section above apply specifically to cargo ships of 500GT and above and to all passenger ships using
natural gas as fuel which are not gas carriers.

Predicted entry into force Draft amendments to the ESP Code - Remote Inspection Techniques
1 January 2028
Background: The IMO is considering proposals to include remote inspection techniques (RIT), as an alternative means for Close-up Survey of the
structure of ships and mobile offshore units. Further work is underwayon the following areas before being incorporated into the ESP Code:
719 • Resolution of the camera image;
• Limitations (for example age of the ship);
Information subject to • Record-keeping and sharing of the data;
change • Qualifications for the surveyors/operators; and
• Expansion of the applicability of RIT to ships not subject to ESP Code.

It's anticipated that this could be completed by 2026 with possible entry into force on 1 January 2028.

Implication: Remote Inspection Techniques will still require an attending surveyor to be locally present to conduct the survey. There are numerous
benefits in employing RIT such as greater efficiency, higher flexibility, and increased reliability in the day-to-day activities of survey and inspection
without impairing the result of those surveys.

Application: These amendments will apply to oil tankers and bulk carriers.

Predicted entry into force Draft amendments to SOLAS chapters II-1 (part C) and V - traditional and non-traditional propulsion
1 January 2028
and steering systems' requirements

721 Background: Steering systems have evolved radically since current SOLAS regulations were adopted; many modern systems are a combination of
propulsion and steering. Current SOLAS requirements do not adequately consider these non-traditional propulsion/steering systems.
Until now, this issue was addressed by means of unified interpretations (MSC.1/Circ.1416/Rev.1), however a review is considered necessary in order
Information subject to
to reflect modern propulsion/steering systems in the IMO's regulatory framework.
change

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 Draft amendments now include:
• A new SOLAS regulation II-1/28-1 – Means of going astern and stopping.
This is expanded to include the stopping ability of the ship, with a goal to prevent casualties arising from malfunction or insufficient performance
of astern propulsion to control or stop the ship.
• A new SOLAS regulation II-1/29-1 – Steering.
This is to address the steering function and steering performance of the ship, as well as requirements for the steering system(s) and power
supply, with a goal to prevent casualties arising from malfunction or insufficient performance or incorrect use of steering systems.

Future development could include amendments to the following sections of SOLAS:

• Expected Performance Standards SOLAS regulations II-1/28 to 30
• SOLAS regulation II-1/30 - Additional requirements for electric and electrohydraulic steering gears
• SOLAS regulation II-1/42 - Emergency Source of Electrical Power in Passenger Ships
• SOLAS regulation II-1/ 43 - Emergency Source of Electrical Power in Cargo Ships
• SOLAS regulation V/25 - Operation of steering gear
• SOLAS regulation V/26 - Steering gear: Testing and drills

Amendments to the Resolutions and Circulars:

• MSC.1/Circ.1536 – Unified Interpretation of SOLAS regulations II-1/29.3 and 29.4
• Resolution A.467(XII) – Guidelines for acceptance of non-duplicated rudder actuators for tankers, chemical tankers and gas carriers of 10,000
tons gross tonnage and above but less than 100,000 tonnes deadweight
• Resolution MSC.137(76) – Standards for Ship Manoeuvrability
• MSC/Circ.1053 – Explanatory Notes to the Standards for ship manoeuvrability
• Resolution A.601(15) – Provision and Display of Manoeuvring Information on board Ships
• Possible revocation of resolutions A.415(XI) and A.416(XI), MSC.1/Circ.1398 and MSC.1/Circ.1416/Rev.1.

Implication: These amendments are expected to provide designers with a framework and supporting guidance to safely include alternative
propulsion and steering systems on ships.

Application: It is expected that all new passenger ships and all cargo ships of 500GT and above, which are contracted for construction on or after 1
January 2028 will need to comply with the new provisions

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 Predicted entry into force Draft amendment to the 1988 Load Line Protocol, regulation 25 - protection of the crew - setting of
1 January 2028
guard rails on the deck structure

728 Background: With the increasingly large sizes of ships, the width of deck structures accounts for a smaller percentage of the breadth of a ship,
resulting in its non-compliance with the definition of "superstructure", which is provided as "the side plating not being inboard of the shell plating
more than 4 per cent of the breadth". As such, the requirement of regulation 25 to have at least three courses of guard rails fitted on superstructure is
Information subject to
not universally applicable. In regulation 25(3) of the 1988 Load Line Protocol, it is provided that "Guard rails fitted on superstructure and freeboard
change
decks shall have at least three courses. The opening below the lowest course of the guard rails shall not exceed 230 mm. The other courses shall be
not more than 380 mm apart". For deck structure equipped with guard rails with two courses, the opening between the two courses would exceed
500 mm which is below the requirement for guard rails fitted on superstructure, as stipulated in the Protocol. When the ship rolls and pitches
violently, or in the event of adverse weather conditions including rain, snow or freezing, the crew who move on the open deck are likely to fall
through the opening of guard rails, which reduces the protection of the crew provided by guard rails. The proposed amendments to regulation 25 of
the 1988 Load Line Protocol have the objective to ensure the regulation's applicability and enforceability, while eliminating the safety risks brought
by guard rails with only two courses.

Implication: New amendments will require that all guard rails or bulwarks which are located on exposed decks and are accessible to crews during
navigation, will need to meet the same standard as those on exposed superstructure or freeboard decks (shall have at least three courses and the
opening below the lowest course of the guard rails shall not exceed 230 mm. The other courses shall be not more than 380 mm apart).

Application: This regulation will apply to new ships of 24m in length and over with guard rails for the protection of crews on exposed decks.

Predicted entry into force Comprehensive review of the 1978 STCW Convention and Code
1 March 2030
Background: A need for a comprehensive review of the STCW Convention has been identified. The scope and road map for the comprehensive
review of the STCW Convention is to be agreed by the Maritime Safety Committee (MSC) at the IMO.
572
Implication: There are 22 different areas within the STCW Convention which will be presented to the MSC for agreement to conduct further work and
Information subject to development on.
change
Application: It is expected that once completed the revised STCW Convention will continue apply to all seafarers on all ships. The individual areas of
the review will need to be considered on a case by case basis. The proposed road map indicates that the new measures will be adopted in autumn
2027, which indicates that they would enter force in Spring 2030.

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 Predicted entry into force Draft amendments to MARPOL Annex IV for the Prevention of Pollution by Sewage from Ships
1 June 2031
Background: It has been noted that 97% of ships tested did not meet sewage effluent discharge standards despite using approved Sewage
Treatment Plants (STP), with poor performance or failure being common causes. It is anticipated that regular maintenance of STP, monitoring of STP
637 effluent and strengthening the STP type approval test process can help reduce such poor performance and failures.

Information subject to Implication: Possible revised standards for the maintenance of STPs and monitoring of effluent.
change
Application: Ships of 400GT and above and ships of less than 400GT certified to carry more than 15 persons.

Related Items
MEPC.227(64) - 2012 Guidelines on implementation of effluent standards and performance tests for sewage treatment plants

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Part 4
Proposed IMO and ILO work
This part covers potential requirements due to be considered at the IMO and ILO.

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 459 Proposed requirements for the marking of fishing gear in MARPOL Annex V
Summary: Fishing gear may be lost or discarded at sea, adding to the growing quantity of plastic waste at sea and on beaches. As part of the IMO's action plan to
address marine plastic litter work is being undertaken to address marine plastic pollution from lost or discarded fishing gear. This is likely to include
amendments to MARPOL Annex V (Prevention of Pulltion by Garbage) whilst minimising duplication and gaps in the existing regulatory framework.

Implication: Fishing vessel owners and operators are likely to need to mark their fishing gear to enable the vessel it came from to be identified.

Application: Fishing vessels

610 Proposed revision of the 2010 FTP Code to allow for new fire protection systems and materials
Summary: MSC 103 approved a new output to review and amend the 2010 FTP Code. The agenda item's scope includes allowing for new fire protection systems
and materials, updating the FTP Code to include existing unified interpretations and updating references to the most recent ISO fire test standards.
IMO has considered documents identifying ambiguities within the FTP Code and proposing new materials and new construction techniques to be addressed in
development of the revision to the FTP Code, including the following:
• Evaluate the thermodynamic implications of the air gap between rated bulkheads in modular construction and the appropriateness of single-sided testing
of these divisions;
• Identify appropriate test methods to allow new materials to be adequately evaluated under the current FTP Code, considering their unique physical
properties and fire risk; and
• Identify the factors which should be noted on the approvals to limit the scope of an approval or determine worst-case configurations for testing.

Following discussion, the IMO concluded that, in general, there was support for the proposals stated above and invited proposals to SSE 11 for amending the
2010 FTP Code to allow for new fire protection systems and materials.

Implication: Designers, shipbuilders and testing laboratories will need to take account of the revised FTP Code allowing for new fire protection systems and
materials.

Application: If approved and adopted by June 2026, the draft amendments will enter into force from 1 January 2028 .
The FTP Code is applicable for products which are required to be tested, evaluated and approved in accordance with the Fire Test Procedures Code as
referenced in SOLAS, which is applicable to cargo ships of 500GT and above and passenger ships.

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 734 Proposed reporting of lost or discharged fishing gear
Summary: Fishing gear may be lost or discarded at sea, adding to the growing quantity of plastic waste at sea and on beaches. As part of the IMO's action plan to
address marine plastic litter work is being undertaken to address marine plastic pollution from lost or discarded fishing gear. This is likely to include
amendments to MARPOL Annex V (Prevention of Pollution by Garbage) whilst minimising duplication and gaps in the existing regulatory framework.

Implication: Fishing vessel operators and crews are likely to need to report lost or discharged fishing gear.

Application: Fishing vessels

737 Proposed measures for the carriage of plastic pellets

Summary: In response to the MV X-Press Pearl incident in 2021 (which resulted in the spillage of 11,000 tonnes of plastic pellets off the shore of Sri Lanka) the
IMO is considering options for reducing the environmental risk associated with the maritime transport of plastic pellets. In particular work is being undertaken to
consider how mandatory instruments could be developed to regulate the carriage of plastic pellets. Such mandatory instruments could include amendments to
MARPOL Annex III or assignment of individual UN numbers (class 9) for plastic pellets.

Implication: Shipowners/ship managers will need to be aware of any new mandatory classification of plastic pellets and the associated carriage requirements.

Application: All ships carrying plastic pellets

750 Proposed amendments to the Ballast Water Management Convention

Summary: Following the approval of circular BWM.2/Circ.79 Convention Review Plan (CRP) under the experience-building phase associated with the BWM
Convention, MEPC 81 endorsed a list of instruments which require revision and or development as part of the review of the BWM Convention. Work is now
proceeding to develop the draft text for a package of amendments to the Convention and its associated guidance. It is anticipated that draft texts will be
available at MEPC 83 in spring 2025.

Implication: Clients should anticipate amendments to the following regulations of the Ballast Water Management Convention

Regulation A-3 (Exceptions)

• Legally enable the use of contingency measures and challenging water guidance, taking into account the guidelines and guidance developed by the
Organisation.

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 • Allow circumstances when the ship will discharge unmanaged or partially managed ballast water and sediments on the high seas, taking into account the
guidelines and guidance developed by the Organisation, due to the ship:
‒ experiencing challenging water quality at uptake resulting in bypass of its BWMS; and/or
‒ applying contingency measures due to BWMS failure; and/or
‒ needing to comply with any port State requirement for ballast water exchange plus treatment.

Regulation B-1 (Ballast Water Management Plan)

• Identifying ships with BWMS that are type approved in accordance with the BWMS Code as opposed to older versions of the Guidelines (G8);
• Reflecting any important updates made to the standard format of the BWMP (appendix to the Guidelines (G4)) to standardise and improve consistency;
• Adding a new requirement that ships plan for contingency measures, taking into account BWM.2/Circ.62 (Guidance on contingency measures under the BWM
Convention);
• Adding a new requirement that the BWMP include a plan for safe ballast water exchange, including partially treated and/or non-neutralised ballast water;
• Requiring that the BWMP detail the maintenance procedures necessary to keep any BWMS installed in good working order;
• Adding a new requirement that the BWMP include a maintenance schedule that reflects the OEM manual and maintenance schedule; and
• Including the practice of temporary storage of grey water and/or treated sewage in ballast water tanks.

Regulation B-2 (Ballast Water Record Book)

• Adding a new requirement that a BWMS maintenance log be added to the BWRB, reflecting the OEM manual and maintenance schedule, and be kept
updated and signed by crew involved in each action.

Regulation B-6 (Duties of officers and crew)

• Adding a new requirement for crew familiarisation/training with regard to the BWMS and how it should be documented/verified.

Regulation D-2 (Ballast water performance standard)

• Requiring the Maximum Allowable Discharge Concentration (MADC) for BWMS that use active substances, to ensure that in-service ships regularly discharge
effectively neutralised ballast water, for BWMS utilising active substances, in line with the limit set as part of the Final Approval of the BWMS.

Regulation D-3 (Approval requirements for ballast water management systems)

• Creating a new requirement that any type-approved BWMS installed on a ship to meet the D-2 standard shall be maintained in good working order; and
• Creating a new requirement that during type approval BWMS should be verified to not exceed MADC, to ensure that in-service ships regularly discharge
effectively neutralised ballast water for BWMS that use active substances.

Regulation E-1 (Surveys)

• Requiring that annual surveys confirm required maintenance has been undertaken by verifying the Ballast Water Record Book (BWRB), including the ballast
water maintenance log; and
• Requiring a biological efficacy test (sampling and analysis) to be undertaken as part of intermediate and renewal surveys.

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 • Creating a new requirement to undertake annual sampling of residual active substances; and
• Including testing in line with BWM.2/Circ.70/Rev.1 as part of the renewal and/or intermediate survey.
• Requiring items such as time-bound repair plans, destination State approvals, flag State approvals (dispensation), etc.

Appendix I (Form of International Ballast Water Management Certificate)

• Amending appendix I (Form of International Ballast Water Management Certificate) to include a supplement with additional information in line with the
approach of the IOPP Certificate.

Application: The Convention applies to all ships and offshore structures (i.e. vessels of any type operating in the aquatic environment, including submersibles,
floating craft, floating platforms, floating storage units (FSUs) and floating production, storage and offloading (FPSO) units) that load and discharge ballast.

566 Proposed amendments to SOLAS chapter XV and the IP Code - Second phase
Summary: MSC 105 determined the need for future work on SOLAS chapter XV and the IP Code, and has agreed to a second phase of work to address
outstanding matters.

Implication: The updates should clarify the interaction between the IP and SPS Codes as well as consider those ship types that might be engaging in IP transfers.
Currently the IMO has not initiated the work but will consider papers in January 2025.

Application: The new developments on the IP Code will introduce provisions for passenger ships and high-speed craft carrying industrial personnel.

586 Proposed revision of SOLAS chapter III and the LSA Code
Summary: The IMO has developed a draft roadmap for revising SOLAS Chapter III and the LSA Code, aimed at eliminating gaps, inconsistencies, and ambiguities,
and restructuring the requirements into a goal-based format. Currently, the IMO is in the process of drafting functional requirements and expected performance
criteria for SOLAS Chapter III and the LSA Code, based on identified goals and high-level hazards, such as transferring a rescued person (ship-to-ship or ship-to-
helicopter).

Implication: Ship owners, shipyards, designers, and equipment manufacturers should stay informed about the outcomes from the IMO, which may lead to the
updated SOLAS Chapter III and the LSA Code and some consequential amendments.

Application: The revised SOLAS Chapter III and the LSA Code, once approved and adopted, will apply to ships in the same manner as before. Specifically, this
includes cargo ships of 500GT or more and all passenger ships.

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 590 Proposed amendments to SOLAS chapter II-2 and the FSS Code - detection and control of fires in cargo holds
and on the cargo deck of containerships
Summary: The IMO is developing amendments to SOLAS chapter II-2 and the FSS Code to enhance provisions for early fire detection and effective control of fires
in containerised cargoes stowed on and under deck of containerships. SSE 9 agreed that in depth consideration of these proposals should be postponed until
the CARGOSAFE FSA study has been completed and SSE has reviewed the report at a future session.

Detection and control of fires in cargo holds and on the cargo deck of containerships
SSE 10 considered the risk control options identified in table 91 of the CARGOSAFE FSA study together with relevant documents, and focused on the following
viable RCOs for detection and control of fires in cargo holds and on the cargo deck of containerships, as follows:
• Fixed fire detection within the cargo hold;
• Fixed fire detection for containers carried on deck;
• Portable IR cameras (thermal imagers);
• Measures for fire-fighting including:
- Water mist lances and option of using devices with extended reach;
- Review of present regulations applicable to mobile water monitors and option of introducing mobile water monitors with remote control; and
- Systems using fixed water monitors with remote control;
• Fixed CO2 fire extinguishing systems; and
• Protection of hatch covers.

List of items for the other sub-committees

SSE 10 identified a number of issues to be addressed including improved training of shoreside personnel throughout the supply chain, measures to ensure the
quality and reliability of shipper’s declarations, container scanning process in port, training of seafarers etc.

Implication: Designers, shipyards and shipowners will need to comply with the amended SOLAS chapter II-2 and FSS Code requirements when they are
finalised.

Application: Expected to apply to container ships of 500GT or over the keels of which are laid or which are at a similar stage of construction, on or after 1
January 2028.
Similar stage of construction is expected to mean the stage at which:
• Construction identifiable with a specific ship begins; and
• Assembly of that ship has commenced comprising at least 50 tonnes or 1% of the estimated mass of all structural material, whichever is less.

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 608 Proposed amendments to SOLAS chapter III and chapter IV of the LSA Code to require the carriage of self-
righting or canopied reversible liferafts for new ships
Summary: MSC 99 considered a proposal to equip all passenger and cargo ships with automatically self-righting or canopied reversible liferafts (except for
liferafts with a capacity of no more than six persons) and, consequentially, to amend regulations 21, 26 and 31 of SOLAS chapter III and paragraphs 4.2 and 4.3 of
chapter IV of the LSA Code.

After consideration of the above, SSE 10 could not reach a consensus on the scope of application and invited interested Member States and international
organisations to submit further proposals, providing relevant justification for or against the different scope of application on this matter to SSE 11 for
consideration.

Implication: Ship owners, operators and liferaft manufactures are advised to monitor forthcoming amendments to SOLAS Chapter III and IV of the LSA Code.

Application: The future IMO meetings are expected to address the scope of application for the new requirements.

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Part 5 - Changes since previous version
This part covers changes from the Autumn 2023 version to the Spring 2024 version

(Note: Shows just the changes of items moving between sections, content for each individual item could still change even if an item has not moved)

Spring 2024

Part 1 – Adopted requirements in a transitional period for full application

Deletions
- 291 (Deleted from document) - Amendments to SOLAS Chapter II-1 on damage stability and machinery installations
- 387 (Deleted from document) - Amendments to MARPOL Annex VI - 2021 Revised MARPOL Annex VI - MARPOL Annex VI Regulation 23 (Attained EEXI) and Regulation 25
(Required EEXI)
Moved
365 (Moved from Part 2) - Amendments to SOLAS regulation II-1/3-8 - Towing and mooring equipment
366 (Moved from Part 2) - Amendments to SOLAS Chapter II-1 concerning watertight integrity
374 (Moved from Part 2) - Amendments to SOLAS Chapter II-1 to include requirements for water level detectors on non-bulk carrier cargo ships with multiple cargo holds
350 (Moved from Part 2) - Amendments to the Internation-al Code of Safety for Ships Using Gases or Other Low-Flashpoint Fuels (IGF Code) - (Various – including definitions,
probability index fv, loading limit, fuel distribution, internal combustion engines, fuel containment system, type C tanks)
403 (Moved from Part 2) - Amendments to the International Code of Safety for Ships Using Gases or Other Low-flashpoint Fuels (IGF Code) regarding the regulation for fuel
preparation room fire-extinguishing systems, Part A-1, 11 - Fire Safety

Part 2 – Adopted requirements entering into force in future

Deletions
- 437 (Deleted from document) - Amendments to the International Maritime Solid Bulk Cargoes (IMSBC) Code (06-21)
- 234 (Deleted from document) - 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
- 380 (Deleted from document) - 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
- 382 (Deleted from document) - Amendments to Chapter 9 of the FSS Code
- 361 (Deleted from document) - 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’
- 362 (Deleted from document) - Amendments to LSA Code Paragraph 4.4.8.1 concerning an exception to the carriage requirement for buoyant oars in lifeboats
- 338 (Deleted from document) - Amendments to the LSA Code paragraph 6.1.1.3 - to allow the use of hand-operated mechanisms for the launching of rescue boats on cargo ships
- 358 (Deleted from document) - 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
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 - 389 (Deleted from document) - Amendments to the 1988 Load Line Convention; the IBC and IGC Codes and MARPOL Annex I regarding watertight doors
- 385 (Deleted from document) - Amendment to the IGF Code paragraph 6.7.1.1 concerning the regulation for pressure relief system
- 434 (Deleted from document) - Amendments to the International Maritime Dangerous Goods (IMDG) Code (41-22)
Moved
365 (Moved to Part 1)
366 (Moved to Part 1)
374 (Moved to Part 1)
350 (Moved to Part 1)
403 (Moved to Part 1)
ILO0006 (Moved from Part 3) - Amendment to the Code relating to Regulation 1.4 –Recruitment and placement - Standard A1.4 –Recruitment and placement
ILO0008 (Moved from Part 3) - Amendments to MLC, 2006, relating to Regulation 3.1 – Accommodation and recreational facilities - Standard A3.1 – Accommodation and
recreational facilities - Guideline B3.1.11 – Recreational facilities, mail and ship visit arrangements - Guideline B4.4.2 – Welfare facilities and
services in ports
ILO0009 (Moved from Part 3) - Amendments to the Code relating to Regulation 3.2 – Food and catering - Standard A3.2 – Food and catering
ILO0011 (Moved from Part 3) - Amendment to the Code relating to Regulation 4.3 – Health and safety protection and accident prevention - Standard A4.3 – Health and safety
protection and accident prevention
ILO0013 (Moved from Part 3) - Amendments to Appendices - Appendix A2-I – Evidence of financial security under Regulation 2.5, paragraph 2 - Appendix A4-I – Evidence of
financial security under Regulation 4.2A
466 (Moved from Part 3) - Amendments to regulation 13.2.2 of MARPOL Annex VI on a marine diesel engine replacing a steam system
611 (Moved from Part 3) - Amendments to MARPOL Annex VI regulation 27 and Appendix IX on IMO DCS
656 (Moved from Part 3) - Amendments to MARPOL Annex VI, regulations 2, 14, and 18 and Appendix I (Non-applicability of fuel oil sampling for low-flashpoint and gas fuels)
612 (Moved from Part 3) - Amendments to regulations A-1 and B-2 of the BWM Convention on the use of electronic record books

Additions
+ 471 (New) - Amendments to The International Code for the Construction and Equipment of Ships Carrying Dangerous Chemicals in Bulk (IBC Code) (Watertight Doors)
+ 650 (New) - Amendments to the International Code of Safety for High-Speed Craft, 1994 (1994 HSC Code) Chapter 7 – Provisions to prohibit the use of fire-fighting
foams containing PFOS
+ 651 (New) - Amendments to the International Code of Safety for High-Speed Craft, 2000 (2000 HSC Code) Chapter 7 – Provisions to prohibit the use of fire-fighting
foams containing PFOS

Part 3 – IMO and ILO requirements still under development

Moved
ILO0006 (Moved to Part 2)
ILO0008 (Moved to Part 2)
ILO0009 (Moved to Part 2)
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 ILO0011 (Moved to Part 2)
ILO0013 (Moved to Part 2)
466 (Moved to Part 3)
611 (Moved to Part 3)
656 (Moved to Part 3)
612 (Moved to Part 3)
Additions
+ 658 (New) - Draft amendments to the Fire Safety Systems (FSS) Code - fire safety on Ro-Ro passenger ships (Chapter 7 amendments) and all ships (Chapter 9
amendments)
+ 670 (New) - Draft revised International Convention on Standards of Training, Certification and Watchkeeping for Fishing Vessel Personnel, 1995 (STCW-F)
+ 671 (New) - Draft Standards of Training, Certification and Watchkeeping for Fishing Vessel Personnel (STCW-F) Code
+ 770 (New) - Draft Canadian Arctic Emission Control Area (ECA)
+ 771 (New) - Draft Norwegian Sea Emission Control Area (ECA)
+ 731 (New) - Draft amendments to the NOx Technical Code with regard to re-certification procedures of existing engines
+ 719 (New) - Draft amendments to the ESP Code - Remote Inspection Techniques
+ 721 (New) - Draft amendments to SOLAS chapters II-1 (part C) and V - traditional and non-traditional propulsion and steering systems' requirements
+ 728 (New) - Draft amendment to the 1988 Load Line Protocol, regulation 25 - protection of the crew - setting of guard rails on the deck structure

Part 4 – Prospective IMO and ILO requirements

Deletions
- 457 (Deleted from document) - Proposed Carbon Intensity Code
- 629 (Deleted from document) - Proposed amendments to the NOx Technical Code on the use of Multiple Engine Operational Profiles (MEOPs) for a marine diesel engine and on
the clarification of test cycles (including New Chapter 8)
- 630 (Deleted from document) - Proposed amendments to the NOx Technical Code - definitions of terminology and application related to EIAPP test cycles
- 588 (Deleted from document) - Proposed revision of the provisions for helicopter facilities in SOLAS and the MODU Code
- 619 (Deleted from document) - Proposed amendment to the IBC Code to include ventilation as an alternative means to determine a safe atmosphere for toxic products that do
not have an atmospheric testing device
- 707 (Deleted from document) - Proposed amendments to IGF code for ships using methyl/ethyl alcohol as fuel
Moved
566 (Moved from Part 3) - Second phase of the development of the International Code of Safety for Ships Carrying Industrial Personnel (IP Code)
Additions
+ 459 (New) - Proposed requirements for the marking of fishing gear in MARPOL Annex V
+ 734 (New) - Proposed reporting of lost or discharged fishing gear
+ 737 (New) - Proposed measures for the carriage of plastic pellets
+ 750 (New) - Proposed amendments to the Ballast Water Management Convention

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