IMO Report MSC.95 Annexes 2-27

E
MARITIME SAFETY COMMITTEE

95th session
Agenda item 22
MSC 95/22/Add.2
22 June 2015
Original: ENGLISH
REPORT OF THE MARITIME SAFETY COMMITTEE ON

ITS NINETY-FIFTH SESSION
Attached are annexes 2 to 27 to the report of the Maritime Safety Committee on its ninety-fifth
session (MSC 95/22).
I:\MSC\95\MSC 95-22-Add.2.docx
MSC 95/22/Add.2
Page 2
LIST OF ANNEXES
ANNEX 2
RESOLUTION MSC.392(95) AMENDMENTS TO THE INTERNATIONAL

CONVENTION FOR THE SAFETY OF LIFE AT SEA, 1974, AS AMENDED
(CHAPTERS II-1, II-2 AND APPENDIX)
ANNEX 3

MARITIME SOLID BULK CARGOES (IMSBC) CODE
ANNEX 4
RESOLUTION MSC.394(95) AMENDMENTS TO THE PROTOCOL OF 1978

RELATING TO THE INTERNATIONAL CONVENTION FOR THE SAFETY OF
LIFE AT SEA, 1974
ANNEX 5
RESOLUTION MSC.395(95) AMENDMENTS TO THE PROTOCOL OF 1988

RELATING TO THE INTERNATIONAL CONVENTION FOR THE SAFETY OF
LIFE AT SEA, 1974
ANNEX 6

CONVENTION ON STANDARDS OF TRAINING, CERTIFICATION AND
WATCHKEEPING FOR SEAFARERS (STCW), 1978, AS AMENDED
ANNEX 7
RESOLUTION MSC.397(95) AMENDMENTS TO PART A OF THE

SEAFARERS' TRAINING, CERTIFICATION AND WATCHKEEPING
(STCW) CODE
ANNEX 8
DRAFT MSC RESOLUTION ON AMENDMENTS TO THE INTERNATIONAL

CONVENTION ON STANDARDS OF TRAINING, CERTIFICATION AND
WATCHKEEPING FOR SEAFARERS (STCW), 1978, AS AMENDED
ANNEX 9
DRAFT MSC RESOLUTION ON AMENDMENTS TO PART A OF THE

(STCW) CODE
ANNEX 10
DRAFT STCW CIRCULAR ON AMENDMENTS TO PART B OF THE

(STCW) CODE
ANNEX 11
RESOLUTION MSC.398(95) AMENDMENTS TO PART B OF THE

INTERNATIONAL CODE ON INTACT STABILITY, 2008 (2008 IS CODE)
ANNEX 12
DRAFT AMENDMENTS TO THE INTRODUCTION OF THE 2008 IS CODE
ANNEX 13
RESOLUTION MSC.399(95) AMENDMENTS TO THE GUIDELINES

FOR THE APPLICATION OF PLASTIC PIPES ON SHIPS
(RESOLUTION A.753(18)), AS AMENDED BY RESOLUTION MSC.313(88)
ANNEX 14
DRAFT AMENDMENTS TO SOLAS REGULATION II-2/13
ANNEX 15
DRAFT AMENDMENTS TO THE 2011 ESP CODE
MSC 95/22/Add.2
Page 3
ANNEX 16
RESOLUTION MSC.400(95) AMENDMENTS TO THE REVISED

PERFORMANCE STANDARDS AND FUNCTIONAL REQUIREMENTS
FOR THE LONG-RANGE IDENTIFICATION AND TRACKING OF SHIPS
(RESOLUTION MSC.263(84), AS AMENDED)
ANNEX 17
RESOLUTION MSC.401(95) PERFORMANCE STANDARDS FOR

MULTI-SYSTEM SHIPBORNE RADIONAVIGATION RECEIVERS
ANNEX 18
DRAFT AMENDMENTS TO THE FSS CODE
ANNEX 19
BIENNIAL STATUS REPORTS OF THE SUB-COMMITTEES
ANNEX 20
PROVISIONAL AGENDAS FOR THE SUB-COMMITTEES
ANNEX 21
BIENNIAL STATUS REPORT OF THE MARITIME SAFETY COMMITTEE
ANNEX 22
PROPOSALS FOR THE HIGH-LEVEL ACTION PLAN OF THE

ORGANIZATION AND PRIORITIES FOR THE 2016-2017 BIENNIUM FOR
THE MARITIME SAFETY COMMITTEE
ANNEX 23
POST-BIENNIAL AGENDA OF THE MARITIME SAFETY COMMITTEE
ANNEX 24
MESSAGE OF THE UNITED NATIONS SECRETARY-GENERAL
ANNEX 25
DRAFT ASSEMBLY RESOLUTION ON ENTRY INTO FORCE AND

IMPLEMENTATION OF THE 2012 CAPE TOWN AGREEMENT
ANNEX 26
DRAFT ASSEMBLY RESOLUTION ON AMENDMENTS TO THE

RECOMMENDATION ON PILOT TRANSFER ARRANGEMENTS
(RESOLUTION A.1045(27))
ANNEX 27
STATEMENTS BY DELEGATIONS AND OBSERVERS
(See document MSC 95/22/Add.1 for annex 1)
***
MSC 95/22/Add.2
Annex 2, page 1
ANNEX 2
RESOLUTION MSC.392(95)
(adopted on 11 June 2015)
AMENDMENTS TO THE INTERNATIONAL CONVENTION
FOR THE SAFETY OF LIFE AT SEA, 1974, AS AMENDED
THE MARITIME SAFETY COMMITTEE,

RECALLING Article 28(b) of the Convention on the International Maritime Organization
concerning the functions of the Committee,
RECALLING ALSO article VIII(b)(vi)(2) of the International Convention for the Safety of Life at
Sea, 1974 ("the Convention"), concerning the amendment procedure applicable to the annex
to the Convention, other than to the provisions of chapter I,
HAVING CONSIDERED, at its ninety-fifth session, amendments to the Convention, proposed
and circulated in accordance with article VIII(b)(i) thereof,
1
ADOPTS, in accordance with article VIII(b)(iv) of the Convention, amendments to
the Convention, the text of which is set out in the annex to the present resolution;
2
DETERMINES, in accordance with article VIII(b)(vi)(2)(bb) of the Convention, that
the said amendments shall be deemed to have been accepted on 1 July 2016, unless, prior to
that date, more than one third of the Contracting Governments to the Convention or
Contracting Governments the combined merchant fleets of which constitute not less than 50%
of the gross tonnage of the world's merchant fleet, have notified to the Secretary-General their
objections to the amendments;
3
INVITES Contracting Governments to the Convention to note that, in accordance with
article VIII(b)(vii)(2) of the Convention, the amendments shall enter into force on 1 January 2017
upon their acceptance in accordance with paragraph 2 above;
4
REQUESTS the Secretary-General, for the purposes of article VIII(b)(v) of
the Convention, to transmit certified copies of the present resolution and the text of
the amendments contained in the annex to all Contracting Governments to the Convention;
and
5
REQUESTS ALSO the Secretary-General to transmit copies of this resolution and its
annex to Members of the Organization which are not Contracting Governments to
the Convention.
MSC 95/22/Add.2
Annex 2, page 2
ANNEX
AMENDMENTS TO THE INTERNATIONAL CONVENTION FOR THE
SAFETY OF LIFE AT SEA, 1974, AS AMENDED
CHAPTER II-1
CONSTRUCTION STRUCTURE, SUBDIVISION AND STABILITY,
MACHINERY AND ELECTRICAL INSTALLATIONS
Part A
General
Regulation 2 Definitions
1
The following new paragraphs 29 and 30 are added after the existing paragraph 28:
"29
IGF Code means the International Code of safety for ships using gases or other
low-flashpoint fuels as adopted by the Maritime Safety Committee of the Organization by
resolution MSC.391(95), as may be amended by the Organization, provided that such
amendments are adopted, brought into force and take effect in accordance with
the provisions of article VIII of the present Convention concerning the amendment
procedures applicable to the annex other than chapter I.
30
Low-flashpoint fuel means gaseous or liquid fuel having a flashpoint lower
than otherwise permitted under regulation II-2/4.2.1.1."
Part F
Alternative design and arrangements
Regulation 55 Alternative design and arrangements

2
The existing paragraphs 1 to 3 are replaced with the following:

"1
Purpose
The purpose of this regulation is to provide a methodology for alternative design and
arrangements for machinery, electrical installations and low-flashpoint fuel storage
and distribution systems.
2
General
2.1
Machinery, electrical installation and low-flashpoint fuel storage and
distribution systems design and arrangements may deviate from the requirements set
out in parts C, D, E or G, provided that the alternative design and arrangements meet
the intent of the requirements concerned and provide an equivalent level of safety to
this chapter.
2.2
When alternative design or arrangements deviate from the prescriptive
requirements of parts C, D, E or G, an engineering analysis, evaluation and approval
of the design and arrangements shall be carried out in accordance with this regulation.
MSC 95/22/Add.2
Annex 2, page 3
3
Engineering analysis
The engineering analysis shall be prepared and submitted to the Administration,

based on the guidelines developed by the Organization* and shall include, as a minimum,
the following elements:
.1
determination of the ship type, machinery, electrical installations,

low-flashpoint fuel storage and distribution systems and space(s)
concerned;
.2
identification of the prescriptive requirement(s) with which the

machinery, electrical installations and low-flashpoint fuel storage
and distribution systems will not comply;
.3
identification of the reason the proposed design will not meet

the prescriptive requirements supported by compliance with other
recognized engineering or industry standards;
.4
determination of the performance criteria for the ship, machinery,

electrical installation, low-flashpoint fuel storage and distribution
system or the space(s) concerned addressed by the relevant
prescriptive requirement(s):
.1
performance criteria shall provide a level of safety not

inferior to the relevant prescriptive requirements contained
in parts C, D, E or G; and
.2
performance criteria shall be quantifiable and measurable;
.5
detailed description of the alternative design and arrangements,

including a list of the assumptions used in the design and any
proposed operational restrictions or conditions;
.6
technical justification demonstrating that the alternative design and

arrangements meet the safety performance criteria; and
.7
risk assessment based on identification of the potential faults and

hazards associated with the proposal.
_______________
*
Refer to the Guidelines on alternative design and arrangements for SOLAS chapters II1 and III (MSC.1/Circ.1212) and the Guidelines for the approval of alternatives and
equivalents as provided for in various IMO instruments (MSC.1/Circ.1455)."
MSC 95/22/Add.2
Annex 2, page 4
3
The new part G is added after the existing part F as follows:

"Part G
Ships using low-flashpoint fuels
Regulation 56 Application
1
Except as provided for in paragraphs 4 and 5, this part shall apply to ships
using low-flashpoint fuels:
.1
for which the building contract is placed on or after 1 January 2017;
.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 2017;
or
.3
the delivery of which is on or after 1 January 2021.
Such ships using low-flashpoint fuels shall comply with the requirements of this part
in addition to any other applicable requirements of the present regulations.
2
Except as provided for in paragraphs 4 and 5, a ship, irrespective of the date
of construction, including one constructed before 1 January 2009, which converts to
using low-flashpoint fuels on or after 1 January 2017 shall be treated as a ship using
low-flashpoint fuels on the date on which such conversion commenced.
3
Except as provided for in paragraphs 4 and 5, a ship using low-flashpoint fuels,
irrespective of the date of construction, including one constructed before 1 January 2009,
which, on or after 1 January 2017, undertakes to use low-flashpoint fuels different from
those which it was originally approved to use before 1 January 2017 shall be treated as
a ship using low-flashpoint fuels on the date on which such undertaking commenced.
4
This part shall not apply to gas carriers, as defined in regulation VII/11.2:
.1
using their cargoes as fuel and complying with the requirements of

the IGC Code, as defined in regulation VII/11.1; or
.2
using other low-flashpoint gaseous fuels provided that the fuel

storage and distribution systems design and arrangements for such
gaseous fuels comply with the requirements of the IGC Code for gas
as a cargo.
5
This part shall not apply to ships owned or operated by a Contracting
Government and used, for the time being, only in Government non-commercial
service. However, ships owned or operated by a Contracting Government and used,
for the time being, only in Government non-commercial service are encouraged to act
in a manner consistent, so far as reasonable and practicable, with this part.
Regulation 57 Requirements for ships using low-flashpoint fuels
Except as provided in regulations 56.4 and 56.5, ships using low-flashpoint fuels shall
comply with the requirements of the IGF Code."
MSC 95/22/Add.2
Annex 2, page 5
CHAPTER II-2
CONSTRUCTION FIRE PROTECTION, FIRE DETECTION
AND FIRE EXTINCTION
Part B
Prevention of fire and explosion
Regulation 4 Probability of ignition
4
In paragraph 2.1.3.4, the word "and" is deleted.
In paragraph 2.1, the existing subparagraph .4 is replaced with the following:
".4
in cargo ships, to which part G of chapter II-1 is not applicable, the use of oil
fuel having a lower flashpoint than otherwise specified in paragraph 2.1.1,
for example crude oil, may be permitted provided that such fuel is not stored
in any machinery space and subject to the approval by the Administration of
the complete installation; and
.5
in ships, to which part G of chapter II-1 is applicable, the use of oil fuel having
a lower flashpoint than otherwise specified in paragraph 2.1.1 is permitted."
At the end of existing paragraph 5.3.2.2, the following sentence is added:

"For tankers constructed on or after 1 January 2017, any isolation shall also continue
to permit the passage of large volumes of vapour, air or inert gas mixtures during cargo
loading and ballasting, or during discharging in accordance with regulation 11.6.1.2."
Part C
Suppression of fire
Regulation 11 Structural integrity

7
At the end of existing paragraph 6.2, the following sentence is added:

"For tankers constructed on or after 1 January 2017, the openings shall be arranged
in accordance with regulation 4.5.3.4.1."
8
In paragraph 6.3.2, the following text is added between the first and the second
sentences:
"In addition, for tankers constructed on or after 1 January 2017, the secondary means
shall be capable of preventing over-pressure or under-pressure in the event of
damage to, or inadvertent closing of, the means of isolation required in
regulation 4.5.3.2.2."
MSC 95/22/Add.2
Annex 2, page 6
Part G
Special requirements
Regulation 20 Protection of vehicle, special category and ro-ro spaces
9
The existing paragraph 3.1.2 is replaced with the following:

"3.1.2
Performance of ventilation systems
3.1.2.1 In passenger ships, the power ventilation system shall be separate from
other ventilation systems. The power ventilation system shall be operated to give at
least the number of air changes required in paragraph 3.1.1 at all times when vehicles
are in such spaces, except where an air quality control system in accordance with
paragraph 3.1.2.4 is provided. Ventilation ducts serving such cargo spaces capable of
being effectively sealed shall be separated for each such space. The system shall be
capable of being controlled from a position outside such spaces.
3.1.2.2 In cargo ships, the ventilation fans shall normally be run continuously and
give at least the number of air changes required in paragraph 3.1.1 whenever vehicles
are on board, except where an air quality control system in accordance with
paragraph 3.1.2.4 is provided. Where this is impracticable, they shall be operated for
a limited period daily as weather permits and in any case for a reasonable period prior
to discharge, after which period the ro-ro or vehicle space shall be proved gas-free.
One or more portable combustible gas detecting instruments shall be carried for this
purpose. The system shall be entirely separate from other ventilation systems.
Ventilation ducts serving ro-ro or vehicle spaces shall be capable of being effectively
sealed for each cargo space. The system shall be capable of being controlled from
a position outside such spaces.
3.1.2.3 The ventilation system shall be such as to prevent air stratification and
the formation of air pockets.
3.1.2.4 For all ships, where an air quality control system is provided based on
the guidelines developed by the Organization,* the ventilation system may be
operated at a decreased number of air changes and/or a decreased amount of
ventilation. This relaxation does not apply to spaces to which at least ten air changes per
hour is required by paragraph 3.2.2 of this regulation and spaces subject to regulations
19.3.4.1 and 20-1.
__________________
*
Refer to the Revised design guidelines and operational recommendations for ventilation systems
in ro-ro cargo spaces (MSC/Circ.1515)."
MSC 95/22/Add.2
Annex 2, page 7
APPENDIX
CERTIFICATES
FORM OF SAFETY CERTIFICATE FOR PASSENGER SHIPS
PASSSENGER SHIP SAFETY CERTIFICATE
10
The following new paragraph 2.2 is added after the existing paragraph 2.1:
"2.2
11
the ship complied with part G of chapter II-1 of the Convention using
as fuel/N.A.1"
The existing paragraphs 2.2 to 2.11 are renumbered accordingly.
FORM OF SAFETY CONSTRUCTION CERTIFICATE FOR CARGO SHIPS

CARGO SHIP SAFETY CONSTRUCTION CERTIFICATE
12
The existing paragraph 2 is replaced with the following:

"2.
That the survey showed that:

.1
the condition of the structure, machinery and equipment as defined

in the above regulation was satisfactory and the ship complied with
the relevant requirements of chapters II-1 and II-2 of the Convention
(other than those relating to fire safety systems and appliances and
fire control plans); and
.2
. as fuel/N.A4."
***
MSC 95/22/Add.2
Annex 3, page 1
ANNEX 3
AMENDMENTS TO THE INTERNATIONAL MARITIME
SOLID BULK CARGOES (IMSBC) CODE

NOTING resolution MSC.268(85) by which it adopted the International Maritime Solid Bulk
Cargoes Code (hereinafter referred to as "the IMSBC Code"), which has become mandatory
under chapter VI of the International Convention for the Safety of Life at Sea (SOLAS), 1974,
as amended (hereinafter referred to as "the Convention"),
NOTING ALSO article VIII(b) and regulation VII/1.1 of the Convention concerning amendment
procedure for amending the IMSBC Code,
HAVING CONSIDERED, at its ninety-fifth session, amendments to the IMSBC Code, proposed
and circulated in accordance with article VIII(b)(i) of the Convention,
1
ADOPTS, in accordance with article VIII(b)(iv) of the Convention, amendments to
the IMSBC Code, the text of which is set out in the annex to the present resolution;
2
DETERMINES, in accordance with article VIII(b)(vi)(2)(bb) of the Convention, that
the said amendments shall be deemed to have been accepted on 1 July 2016, unless prior to
that date, more than one third of the Contracting Governments to the Convention or
Contracting Governments the combined merchant fleets of which constitute not less than 50%
of the gross tonnage of the world's merchant fleet, have notified their objections to
the amendments;
3
INVITES Contracting Governments to the Convention to note that, in accordance with
article VIII(b)(vii)(2) of the Convention, the amendments shall enter into force on 1 January 2017
upon their acceptance in accordance with paragraph 2 above;
4
AGREES that Contracting Governments to the Convention may apply the
aforementioned amendments in whole or in part on a voluntary basis as from 1 January 2016;
5
REQUESTS the Secretary-General, for the purpose of article VIII(b)(v) of the Convention,
to transmit certified copies of the present resolution and the text of the amendments contained
in the annex to all Contracting Governments to the Convention; and
6
FURTHER REQUESTS the Secretary-General to transmit copies of this resolution
and its annex to Members of the Organization, which are not Contracting Governments to
the Convention.
MSC 95/22/Add.2
Annex 3, page 2
ANNEX
DRAFT AMENDMENTS TO THE INTERNATIONAL MARITIME
SOLID BULK CARGOES (IMSBC) CODE
Contents
1
At the end, a new entry "appendix 5" is added with the following:
"Appendix 5 Bulk Cargo Shipping Names in three languages (English, Spanish and
French)"
Section 1
General provisions
1.3
Cargoes not listed in this Code
1.3.3
Format for the properties of cargoes not listed in this Code and conditions of
the carriage*
2
In the footnote assigned to the title, after the words "(IMSBC) Code", insert the words
"(see supplement of this Code)".
1.4
Application and implementation of this Code
In paragraph 1.4.2, the following entries are inserted in the corresponding order:
"Paragraph 4.2.2.2;"
"Section 14 Prevention of pollution by cargo residues from ships;".
4
In the existing paragraph 1.4.2, the line for "Appendices other than appendix 1
Individual schedules of solid bulk cargoes; and" is replaced with the following:
"Appendices other than appendix 1 (Individual schedules of solid bulk cargoes) and
appendix 5 (Bulk Cargo Shipping Names in three languages (English, Spanish and
French)); and"
1.6
Conventions
5
In the body of paragraph 1.6, at the end of the first sentence, the words "are
reproduced in full" are replaced by the words "the relevant parts are reproduced below", and
the second sentence is deleted.
MSC 95/22/Add.2
Annex 3, page 3
Chapter VI
Carriage of cargoes
Part A
General provisions
The title of chapter VI is replaced by the following:

"Carriage of cargoes and oil fuels"
Regulation 1
Application
7
At the beginning of paragraph 1, the words "Unless expressly provided otherwise,"
are added and the existing word "This" is replaced by the word "this".
Regulation 4
The use of pesticides in ships
8
In the footnote, in subparagraph .2, the reference for "(MSC.1/Circ.1264)" is replaced
by "(MSC.1/Circ.1264, as amended by MSC.1/Circ.1396)".
Regulation 5-1
Material safety data sheets
9
Regulation 5-1 is deleted.

Chapter VII
Carriage of dangerous goods
Part A-1
Carriage of dangerous goods in solid form in bulk
Regulations 7-4
Reporting of incidents involving dangerous goods
10
In the footnote assigned at the end of paragraph 1, the reference "(MSC/Circ.857)" is
amended to read "(MSC/Circ.857, as contained in the supplement to the IMDG Code)".
1.7
Definitions
11
In the definition for "Manual of Tests and Criteria", replace the words
(ST/SG/AC.10/11/Rev.5/Amendment 1) by the words "(ST/SG/AC.10/11/Rev.5/Amendment 2)".
MSC 95/22/Add.2
Annex 3, page 4
Section 3
Safety of personnel and ship
3.1
General requirements
12
After the existing paragraph 3.1.1, insert a new paragraph 3.1.2 with the following:
"3.1.2
Routine on board operational fire safety risk assessments shall be carried

out by the ship's crew for cargo handling areas on self-unloading bulk carriers
featuring internally installed conveyor systems within the ship's structure.
Due consideration shall be given to fire prevention and the effective operation
of fire detection systems, containment and suppression under all anticipated
operating conditions and cargoes. The fire safety risk assessments shall be
detailed in the ship's Safety Management System (SMS) together with a
recommended timing to provide regular assessments."
and the existing paragraph 3.1.2 is renumbered as 3.1.3.

3.2
Poisoning, corrosive and asphyxiation hazards
13
In paragraph 3.2.4, the corresponding footnote is amended to read as follows:

"Refer to the Revised recommendations for entering enclosed spaces aboard ships,
adopted by the Organization by resolution A.1050(27) (see the supplement to this
Code)."
3.6
14
Cargo under in-transit fumigation

In paragraph 3.6.2, the existing footnotes are amended to read as follows:
"*
Refer to the Recommendations on the safe use of pesticides in ships

applicable to the fumigation of cargo holds (MSC.1/Circ.1264), as amended
by MSC.1/Circ.1396. (see the supplement to this Code)."
"
Refer to subsection 3.3.2.4 of MSC.1/Circ.1264, as amended by

MSC.1/Circ.1396."
and a new footnote "" is added at the end of the paragraph with the following:
"
Refer to subsection 3.3.2.10 of MSC.1/Circ.1264, as amended by

MSC.1/Circ.1396".
MSC 95/22/Add.2
Annex 3, page 5
Section 4
Assessment of acceptability of consignments for safe shipment
4.2
Provision of information
15
The existing paragraph 4.2.2 is renumbered as "4.2.2.1" and the following new
paragraph "4.2.2.2" is added:
"4.2.2.2 The cargo information should include whether or not the cargo is harmful to
the marine environment*.]
____________________
*
Refer to paragraphs 3.2 and 3.4 of 2012 Guidelines for the implementation of MARPOL Annex V
(MEPC.219(63)) (See paragraph 14.2 in this Code)."
16
In paragraph 4.2.3, in the "Form for cargo information for Solid Bulk Cargoes", after
the row for that describes Group of the cargo, the following rows are inserted:
"
Classification relating to MARPOL Annex V
harmful to the marine environment
not harmful to the marine environment
"
Section 7
Cargoes that may liquefy
7.3
Provisions for cargoes that may liquefy
7.3.1
General
17
The existing paragraphs 7.3.1.1 to 7.3.1.4 are replaced by the following:

"7.3.1.1 Concentrates or other cargoes which may liquefy shall only be accepted for
loading when the actual moisture content of the cargo is less than its TML.
Notwithstanding this provision, cargoes having moisture content in excess of the TML
may be carried on a specially constructed or fitted cargo ship for confining cargo shift
specified in paragraph 7.3.2.
7.3.1.2 Notwithstanding the provisions in section 1.4 of this Code, the requirements
in sections 4.2.2.9, 4.2.2.10, 4.3.2 to 4.3.5, 4.5, 4.6 and 8 of this Code need not apply
to a cargo which may liquefy provided that the cargo is carried on a specially
constructed or fitted cargo ship for confining cargo shift specified in paragraph 7.3.2
or on a specially constructed ship for dry powdery cargoes specified in
paragraph 7.3.3.
7.3.1.3 Cargoes which contain liquids other than packaged canned goods or the like
shall not be stowed in the same cargo space above or adjacent to these solid bulk
cargoes.
MSC 95/22/Add.2
Annex 3, page 6
7.3.1.4 Adequate measures shall be taken to prevent liquids entering the cargo
space in which these solid bulk cargoes are stowed during the voyage.
7.3.1.5 Masters shall be cautioned about the possible danger of using water to cool
these cargoes while the ship is at sea. Introducing water may bring the moisture
content of these cargoes to a flow state. When necessary, due regard shall be paid
to apply water in the form of spray."
7.3.2
Specially constructed or fitted cargo ships
18
The existing subsection 7.3.2 is replaced by the following:

"7.3.2
Specially constructed or fitted cargo ships for confining cargo shift
7.3.2.1 Specially constructed cargo ships for confining cargo shift shall have
permanent structural boundaries, so arranged as to confine any shift of cargo to an
acceptable limit. The ship concerned shall carry evidence of approval by the
Administration.
7.3.2.2 Specially fitted cargo ships for confining cargo shift shall be fitted with specially
designed portable divisions to confine any shift of cargo to an acceptable limit. Specially
fitted cargo ships shall be in compliance with the following requirements:
.1
The design and positioning of such special arrangements shall

adequately provide not only the restraint of the immense forces
generated by the flow movement of high-density bulk cargoes, but
also for the need to reduce to an acceptable safe level the potential
heeling movements arising out of a transverse cargo flow across the
cargo space. Divisions provided to meet these requirements shall
not be constructed of wood.
.2
The elements of the ship's structure bounding such cargo shall be

strengthened, as necessary.
.3
The plan of special arrangements and details of the stability

conditions on which the design has been based shall have been
approved by the Administration. The ship concerned shall carry
evidence of approval by the Administration.
7.3.2.3 A submission made to an Administration for approval of such a ship shall

include:
.1
relevant structural drawings, including scaled longitudinal and

transverse sections;
.2
stability calculations, taking into account loading arrangements and

possible cargo shift, showing the distribution of cargo and liquids in
tanks, and of cargo which may become fluid; and
.3
any other information which may assist the Administration in the

assessment of the submission."
MSC 95/22/Add.2
Annex 3, page 7
19
Add the following new subsection 7.3.3:

"7.3.3
Specially constructed cargo ships for dry powdery cargoes
7.3.3.1 Specially constructed cargo ships for dry powdery cargoes shall be designed
and constructed to:
.1
carry solely dry powdery cargoes; and
.2
handle cargoes by means of closed type systems using pneumatic

equipment which prevent the cargo from the exposure to weather.
7.3.3.2 The ship concerned shall carry evidence of approval by the Administration."
Section 8
Test procedures for cargoes that may liquefy
8.1
General
20
In the end of paragraph "8.1", the words "unless the cargo is carried in a specially
constructed or fitted ship" are deleted.
Section 9
Materials possessing chemical hazards
9.2.3.
Materials hazardous only in bulk (MHB)
9.2.3.1 General
21
After the existing paragraphs 9.2.3.1.3, two new subparagraphs 9.2.3.1.4
and 9.2.3.1.5 are added with the following:
"9.2.3.1.4 Although the chemical hazards are intended to be closely defined in order
to establish a uniform approach to MHB classification, where human
experience or other factors indicate the need to consider other chemical
hazards, these shall always be taken into account. Where deviations from
the chemical hazards described in 9.2.3.2 to 9.2.3.7, have been
recognized (Other hazards (OH)), they shall be properly recorded with
justifications. Other hazards are to be included in the section for "Hazard"
in the individual schedule.
MSC 95/22/Add.2
Annex 3, page 8
9.2.3.1.5
A notational reference shall accompany the MHB designation in the

"Class" cell of the Characteristics table for each individual schedule for
cargoes classified as MHB. When a material possesses one or more of
the chemical hazards as defined below, the notational reference for each
hazard shall be included in the "Class" cell. A summary of the notational
references is presented in the table below:
Chemical Hazard
Notational
Reference
Combustible solids
CB
Self-heating solids
SH
Solids that evolve flammable gas when wet
WF
Solids that evolve toxic gas when wet
WT
Toxic solids
TX
Corrosive solids
CR
Other hazards
OH
"
and amend the following subsection headings under 9.2.3 as follows:

"9.2.3.2 Combustible solids: MHB (CB)
9.2.3.3 Self-heating solids: MHB (SH)
9.2.3.4 Solids that evolve flammable gas when wet: MHB (WF)
9.2.3.5 Solids that evolve toxic gas when wet: MHB (WT)
9.2.3.6 Toxic solids: MHB (TX)
9.2.3.7 Corrosive solids: MHB (CR)"
9.2.3.7 Corrosive solids
22
In paragraph 9.2.3.7.3, replace the reference "ISO 3574:199" by the reference
"ISO 3574:1999".
9.3
Stowage and segregation requirements
9.3.3
Segregation between bulk materials possessing chemical hazards and

dangerous goods in packaged form
23
The second paragraph of the existing paragraph 9.3.3.1, before the table, is
numbered as "9.3.3.2".
MSC 95/22/Add.2
Annex 3, page 9
Section 13
References to related information and recommendations
13.1
General
24
In paragraph 13.1, after the words "IMO Instruments", insert the words "and other
international standards (such as ISO, IEC)".
13.2
Reference list
25
In paragraph 13.2, after the words "IMO Instruments", in the first sentence, insert the
words "or standard"; and, in the third sentence of the paragraph, after the words "IMO
Instruments", insert the words "or reference standard".
26
In the heading of the table, in column "Reference to the relevant IMO instruments (2)",
add the words "or standard" after the words "IMO instruments".
13.2.3
Fire-extinguishing arrangements
27
Under section 13.2.3 of the table, insert a new second row with the following:
"
General Group B
FSS Code chapter 5
Fixed Gas Fire-Extinguishing Systems
"
and under section 13.2.3 of the table, in the column "Reference to the relevant IMO instruments
(2)", for entry "Groups A, B and C", replace the text with "MSC/Circ.1395/Rev.2; and, in the
column "Subject (3)", after the words "may be exempted", add the words "or for which a fixed
gas fire-extinguishing system is ineffective".
13.2.4
Ventilation
28
Under section 13.2.4 of the table, at the end of the section, insert three new rows with
the following:
"
General Group B MSC.1/Circ.1434
Unified Interpretation of SOLAS II-2/19.3.4
General Group B MSC.1/Circ.1120
Unified Interpretation of SOLAS including II-2

/19.3.2, 19.3.4 and 19.3.4.2
General Group B IEC 60092-506
Electrical standards for equipment safe for use

in an explosive atmosphere
"
13.2.6
Gas detection
29
Under section 13.2.6 of the table, in the column "Reference to the relevant IMO
instruments (2)", the words "section 3" are replaced by "as amended by MSC.1/Circ.1396",
and, at the end of the section, insert a new row with the following:
"
General
IEC 60092-506
Electrical standards for equipment safe for use in an

explosive atmosphere
"
MSC 95/22/Add.2
Annex 3, page 10
13.2.10 Segregation
30
Under section 13.2.10 of the table, at the end of the section, insert a new row with the
following:
"
Group B
IEC 60092-352
Standards for electrical cable penetrations in

boundaries
"
13.2.12 Entering enclosed spaces
31
Under section 13.2.12 of the table, in the column "Reference to the relevant IMO
instruments (2)", amend the text to read "resolution A.1050(27), 30 November 2011"; and in
the column "Subject (3)", amend the title to read "Revised recommendations for entering
enclosed spaces aboard ships".
13.2.13 Avoidance of excessive stresses
32
Under section 13.2.13 of the table, at the end of the section, insert two new rows with
the following:
"
2.1.2
Resolution A.862(20),
as amended
Code of Practice for the Safe Loading and

Unloading of Bulk Carriers (BLU Code)
2.1.2
MSC.1/Circ.1357
Additional Considerations for the Safe Loading

of Bulk Carriers
"
33
A new "Section 14" is added with the following texts:

"Section 14
Prevention of pollution by cargo residues from ships
14.1
The provisions of this section address the management of residues of solid bulk
cargoes, in relation to the 2012 Guidelines for the implementation of MARPOL Annex V
(resolution MEPC.219(63), as amended) (the Guidelines). In accordance with MARPOL
Annex V, the management of the residues of solid bulk cargoes depends primarily on the
classification of a solid bulk cargo as to whether it is harmful to the marine environment (HME)
or non-HME. The responsibility for classifying and declaring, whether a solid bulk cargo is HME
or non-HME, lies with the shipper as per section 3.4 of the Guidelines. The information in this
section is provided in order to assist users of the IMSBC Code.
14.2
The Guidelines assist with the implementation of requirements in MARPOL Annex V.
The text of the Guidelines, relevant to residues of solid bulk cargoes is reproduced below.
The Guidelines may be amended after the adoption of this version of the IMSBC Code, and
the latest version of the Guidelines should always be referred to.
MSC 95/22/Add.2
Annex 3, page 11
"2012 GUIDELINES FOR THE IMPLEMENTATION OF MARPOL ANNEX V
PREFACE
(Not reproduced.)
1
INTRODUCTION
1.1
The revised MARPOL Annex V with an entry into force date of 1 January 2013,
prohibits the discharge of all types of garbage into the sea unless explicitly permitted under the
Annex. These guidelines have been developed taking into account the regulations set forth in
Annex V, as amended, of the International Convention for the Prevention of Pollution from
Ships, (MARPOL) (hereinafter referred to as the "Convention"). The purpose of these
guidelines is to provide guidance to governments, shipowners, ship operators, ships' crews,
cargo owners, port reception facility operators and equipment manufacturers. The guidelines
are divided into the following six sections that provide a general framework upon which
governments can formulate programmes:
Introduction;
Garbage management;
Management of cargo residues of solid bulk cargoes;
Training, education and information;
Port reception facilities for garbage; and
Enhancement of compliance with MARPOL Annex V.
1.2
Under the revised MARPOL Annex V, discharge of all garbage is now prohibited, except
as specifically permitted in regulations 3, 4, 5 and 6 of MARPOL Annex V. MARPOL Annex V
reverses the historical presumption that garbage may be discharged into the sea based on the
nature of the garbage and defined distances from shore. Regulation 7 provides limited
exceptions to these regulations in emergency and non-routine situations. Generally, discharge
is restricted to food wastes, identified cargo residues, animal carcasses, and identified cleaning
agents and additives and cargo residues entrained in wash water which are not harmful to the
marine environment. It is recommended that ships use port reception facilities as the primary
means of discharge for all garbage.
1.3
Recognizing that the MARPOL Annex V regulations continue to restrict the discharge
of garbage into the sea, require garbage management for ships, and that garbage
management technology continues to evolve, it is recommended that governments and the
Organization continue to gather information and review these guidelines periodically.
1.4
(Not reproduced.)
1.5
(Not reproduced.)
1.6
Definitions
(Not reproduced.)
MSC 95/22/Add.2
Annex 3, page 12
1.7
Application
1.7.1
This section provides clarification as to what should and should not be considered
garbage under MARPOL Annex V.
1.7.2
(Not reproduced.)
1.7.3
(Not reproduced.)
1.7.4
While cleaning agents and additives contained in hold washwater, and deck and
external surface washwater are considered "operational wastes" and thus "garbage" under
Annex V, these cleaning agents and additives may be discharged into the sea so long as they
are not harmful to the marine environment.
1.7.5
A cleaning agent or additive is considered not harmful to the marine environment if it:
.1
is not a "harmful substance" in accordance with the criteria in

MARPOL Annex III; and
.2
does not contain any components which are known to be carcinogenic,

mutagenic or reprotoxic (CMR).
1.7.6
The ship's record should contain evidence provided by the producer of the cleaning
agent or additive that the product meets the criteria for not being harmful to the marine
environment. To provide an assurance of compliance, a dated and signed statement to this
effect from the product supplier would be adequate for the purposes of a ship's record. This might
form part of a Safety Data Sheet or be a stand-alone document but this should be left to the
discretion of the producer concerned.
1.7.7
(Not reproduced.)
1.7.8
(Not reproduced.)
GARBAGE MANAGEMENT
2.1
Waste Minimization
2.1.1
All shipowners and operators should minimize taking on board material that could
become garbage. Ship-specific garbage minimization procedures should be included in the
Garbage Management Plan. It is recommended that manufacturers, cargo owners, ports and
terminals, shipowners and operators and governments consider the management of garbage
associated with ships' supplies, provisions, and cargoes as needed to minimize the generation
of garbage in all forms.
2.1.2
(Not reproduced.)
2.1.3
(Not reproduced.)
2.1.4
(Not reproduced.)
2.2
Fishing gear
(Not reproduced.)
MSC 95/22/Add.2
Annex 3, page 13
2.3
Shipboard garbage handling (collection, processing, storage, discharge)
2.3.1
Regulation 3 of MARPOL Annex V provides that the discharge of garbage into the
sea is prohibited, with limited exceptions, as summarized in table 1. Under certain conditions
discharge into the sea of food wastes, animal carcasses, cleaning agents and additives
contained in hold washwater, deck and external surface washwater and cargo residues which
are not considered to be harmful to the marine environment is permitted.
TABLE 1 SUMMARY OF RESTRICTIONS TO THE DISCHARGE OF GARBAGE
INTO THE SEA UNDER REGULATIONS 4, 5 AND 6
OF MARPOL ANNEX V (Not fully reproduced)
(Note: Table 1 is intended as a summary reference. The provisions in MARPOL Annex V, not
table 1, prevail.)
All ships except platforms4
Garbage type1
Offshore platforms
located more than 12 nm
Outside special Within special areas from nearest land and
areas
Regulation 6
ships when alongside or
Regulation 4
(Distances are from
within 500 metres of
(Distances are from
nearest land or
such platforms4
the nearest land)
nearest ice-shelf)
Regulation 5
Cargo residues5, 6 not

contained in
washwater
Discharge prohibited
> 12 nm, en route
and as far as
practicable
Cargo residues5, 6
contained in
washwater
Cleaning agents and
additives6 contained in
cargo hold washwater
Cleaning agents and
additives6 in deck and
external surfaces
washwater
Discharge permitted
> 12 nm, en route and

as far as practicable
(subject to conditions
in regulation 6.1.2)
> 12 nm, en route and
as far as practicable
(subject to conditions
in regulation 6.1.2)
Discharge permitted
When garbage is mixed with or contaminated by other harmful substances prohibited from discharge or
having different discharge requirements, the more stringent requirements shall apply.
(not reproduced).
Cargo residues means only those cargo residues that cannot be recovered using commonly available
methods for unloading.
These substances must not be harmful to the marine environment.
2.3.2
(Not reproduced.)
2.3.3
(Not reproduced.)
2.3.4
(Not reproduced.)
MSC 95/22/Add.2
Annex 3, page 14
2.4
Collection
(Not reproduced.)
2.5
Processing
(Not reproduced.)
2.6
Storage
(Not reproduced.)
2.7
Discharge
(Not reproduced.)
2.8
Shipboard equipment for processing garbage
(Not reproduced.)
2.9
Grinding or comminution
(Not reproduced.)
2.10
Compaction
(Not reproduced.)
2.11
Incineration
(Not reproduced.)
2.12
Treatment of animal carcasses
(Not reproduced.)
2.13
Discharge of fish carried as a cargo
(Not reproduced.)
3
MANAGEMENT OF CARGO RESIDUES OF SOLID BULK CARGOES
3.1
Cargo residues are included in the definition of garbage within the meaning of MARPOL
Annex V, regulation 1.9 and may be discharged in accordance with regulations 4.1.3 and 6.1.2.
However, cargo material contained in the cargo hold bilge water should not be treated as cargo
residues if the cargo material is not harmful to the marine environment and the bilge water is
discharged from a loaded hold through the ship's fixed piping bilge drainage system.
3.2
Cargo residues are considered harmful to the marine environment and subject to
regulations 4.1.3 and 6.1.2.1 of the MARPOL Annex V if they are residues of solid bulk
substances which are classified according to the criteria of the United Nations Globally
Harmonized System for Classification and Labelling of Chemicals (UN GHS) meeting the
following parameters1:
.1
Acute Aquatic Toxicity Category 1; and/or
.2
Chronic Aquatic Toxicity Category 1 or 2; and/or
.3
Carcinogenicity2 Category 1A or 1B combined with not being rapidly

degradable and having high bioaccumulation; and/or
.4
Mutagenicity2 Category 1A or 1B combined with not being rapidly degradable

and having high bioaccumulation; and/or
MSC 95/22/Add.2
Annex 3, page 15
.5
Reproductive Toxicity2 Category 1A or 1B combined with not being rapidly

degradable and having high bioaccumulation; and/or
.6
Specific Target Organ Toxicity Repeated Exposure2 Category 1 combined

with not being rapidly degradable and having high bioaccumulation; and/or
.7
Solid bulk cargoes containing or consisting of synthetic polymers, rubber,

plastics, or plastic feedstock pellets (this includes materials that are
shredded, milled, chopped or macerated or similar materials).
_________________
Notes:
1)
The criteria are based on UN GHS, fourth revised edition (2011). For specific products (e.g. metals and
inorganic metal compounds) guidance available in UN GHS, annexes 9 and 10 are essential for proper
interpretation of the criteria and classification and should be followed.
2)
Products that are classified for Carcinogenicity, Mutagenicity, Reproductive toxicity or Specific Target Organ
Toxicity Repeated Exposure for oral and dermal hazards or without specification of the exposure route in the
hazard statement.
3.3
Cargo residues that are harmful to the marine environment may require special
handling not normally provided by reception facilities. Ports and terminals receiving such
cargoes should have adequate reception facilities for all relevant residues, including when
contained in washwater.
3.4
Solid bulk cargoes should be classified and declared by the shipper as to whether or
not they are harmful to the marine environment. Such declaration should be included in the
information required in section 4.2 of the IMSBC Code.
3.5
Ports, terminals and ship operators should consider cargo loading, unloading and
onboard handling practices1 in order to minimize production of cargo residues. Cargo residues
are created through inefficiencies in loading, unloading, onboard handling. Options that should
be considered to decrease the amount of such garbage include the following:
.1
ensuring ships are suitable to carry the intended cargo and also suitable for
unloading the same cargo using conventional unloading methods;
.2
unloading cargo as efficiently as possible, utilizing all appropriate safety

precautions to prevent injury or ship and equipment damage and to avoid or
minimize cargo residues; and
.3
minimizing spillage of the cargo during transfer operations by carefully

controlling cargo transfer operations, both on board and from dockside.
This should include effective measures to enable immediate communications
between relevant ship and shore-based personnel during the transfer
operations and when feasible, enclosure of conveyance devices such as
conveyor belts. Since this spillage typically occurs in port, it should be
completely cleaned up immediately following the loading and unloading
event and handled as cargo; delivering it into the intended cargo space or
into the appropriate unloading holding area.
Refer to the International Maritime Solid Bulk Cargoes (IMSBC) Code and supplement.
MSC 95/22/Add.2
Annex 3, page 16
3.6
When the master, based on the information received from the relevant port authorities,
determines that there are no adequate reception facilities2 at either the port of departure or the
port of destination in the case where both ports are situated within the same special area, the
condition under regulation 6.1.2.3 should be considered satisfied.
3.7
MARPOL Annex V, regulation 6.1.2 also applies when the "port of departure" and the
"next port of destination" is the same port. To discharge cargo hold washwater in this situation,
the ship must be en route and the discharge must take place not less than 12 miles from the
nearest land.
4
TRAINING, EDUCATION AND INFORMATION
(Not reproduced.)
5
PORT RECEPTION FACILITIES FOR GARBAGE
(Not reproduced.)
6
ENHANCEMENT OF COMPLIANCE WITH MARPOL ANNEX V
(Not reproduced.)]"
IMO Circular MEPC.1/Circ.469/Rev.1, Revised consolidated format for reporting alleged inadequacies of
port reception facilities.
MSC 95/22/Add.2
Annex 3, page 17
APPENDIX 1
Individual schedules of solid bulk cargoes
Amendments to existing individual schedules
ALFALFA
34
In the individual schedule for "ALFALFA", under the section for "Loading", in the first
sentence, replace the words "of the Code" by the words "of this Code".
ALUMINA HYDRATE
35
In the individual schedule for "ALUMINA HYDRATE", under the section for "Weather
precautions", in the first paragraph, the words "specially constructed or fitted cargo" are
deleted.
CLINKER ASH, WET
36
In the bulk cargo shipping name, the word "WET", is deleted. Under the section for
"Description", the third sentence "Insoluble in water." is replaced by the following:
"This cargo can be classified into wet type, which is taken out using water, and dry
type, which is taken out under dry condition."
and under the section for "Weather precautions", in the first paragraph, the words "specially
constructed or fitted cargo" are deleted. After the reference "7.3.2", insert the words "or a ship
complying with the requirements in subsection 7.3.3".
COAL
37
In the individual schedule for "COAL", under the section for "Weather precautions", in
the first paragraph, the words "specially constructed or fitted cargo" are deleted. In the
appendix for the individual schedule for "COAL", in the section for "Procedures for gas
monitoring of coal cargoes", the corresponding footnote in paragraph "2.7.1.4" is amended to
read as follows:
Code)."
COAL SLURRY
38
In the section for "Weather precautions", in the first paragraph, the words "specially
constructed or fitted cargo" are deleted.
COKE BREEZE
39
MSC 95/22/Add.2
Annex 3, page 18
FLUORSPAR
40
FLY ASH, WET
41
ILMENITE CLAY
42
ILMENITE (UPGRADED)
43
IRON ORE
44
Replace the existing individual schedule for "IRON ORE" by the following:
"IRON ORE
The provisions of this schedule shall apply to iron ore cargoes:
.1
.2
containing either:
.1
less than 10% of fine particles less than 1 mm (D10 > 1 mm); or
.2
less than 50% of particles less than 10 mm (D50 > 10 mm); or
.3
both; or
iron ore fines where the total goethite content is 35% or more by mass,
provided the master receives from the shipper a declaration of the goethite
content of the cargo which has been determined according to internationally
or nationally accepted standard procedures.
Description
Iron ore varies in colour from dark grey to rusty red. It varies in iron content from haematite,
(high grade ore) to ironstone of the lower commercial ranges. Mineral Concentrates are
different cargoes (see IRON CONCENTRATE).
Characteristics
Angle of repose
Not applicable
Size
Up to 250 mm
Bulk density (kg/m3)

1,250 to 3,500
Class
Stowage factor (m3/t)

0.29 to 0.80
Group
Not applicable
MSC 95/22/Add.2
Annex 3, page 19
Hazard
No special hazards.
This cargo is non-combustible or has a low fire-risk.
Iron ore cargoes may affect magnetic compasses.
Stowage & segregation
No special requirements.
Hold cleanliness
Weather precautions
No special requirement.
Loading
Trim in accordance with the relevant provisions required under sections 4 and 5 of this Code.
When the stowage factor of this cargo is equal or less than 0.56 m3/t, the tank top may be
overstressed unless the cargo is evenly spread across the tank top to equalize the weight
distribution. Due consideration shall be given to ensure that the tank top is not overstressed
during the voyage and during loading by a pile of the cargo.
Precautions
Loading rates of this cargo are normally very high. Due consideration shall be given to the
ballasting operation to develop the loading plan required by SOLAS regulation VI/7.3. Bilge
wells shall be clean, dry and protected as appropriate to prevent ingress of the cargo.
Ventilation
Carriage
Discharge
Clean-up
No special requirements."
IRON ORE PELLETS
45
In the individual schedule for "IRON ORE PELLETS", under "Precautions", delete the
words "No special requirements".
METAL SULPHIDE CONCENTRATES
46
MINERAL CONCENTRATES
47
constructed or fitted cargo" are deleted."
MSC 95/22/Add.2
Annex 3, page 20
NICKEL ORE
48
PEAT MOSS
49
In the section for "Loading", the words "specially fitted or constructed ships
(see subsection 7.3.2)" are replaced by the words "a ship complying with the requirements in
subsection 7.3.2 of this Code".
SAND, HEAVY MINERAL
50
SULPHUR (formed, solid)
51
In the individual schedule for "SULPHUR (formed, solid)", the corresponding footnote
under "Clean-up" is amended to read as follows:
Code)."
WOOD PELLETS
52
The existing individual schedule for "WOOD PELLETS" is deleted.
New individual schedules

53
Insert the following new individual schedules accordingly in alphabetical order:
"ALUMINIUM FLUORIDE
Description
Aluminium fluoride is a fine, white powder, odourless which presents itself dry. The cargo is
not cohesive. The moisture content is less than 1%.
Characteristics
Angle of repose
32 to 35
1,527
0.65
Size
Class
Group
Fine powder
Not applicable
Hazard
This cargo may liquefy if shipped at a moisture content in excess of its Transportable Moisture
Limit (TML). See sections 7 and 8 of this Code.
MSC 95/22/Add.2
Annex 3, page 21
The cargo may be slightly irritating to eyes and mucous membranes. In contact with acids, it
develops toxic vapours of hydrogen fluoride. If involved in a fire, it may develop toxic fumes of
hydrogen fluoride. This cargo is non-combustible or has a low fire-risk.
Hold cleanliness
Weather precautions
When a cargo is carried in a ship other than a ship complying with the requirements in
subsection 7.3.2 of this Code, the following provisions shall be complied with:
.1
the moisture content of the cargo shall be kept less than its TML during
voyage;
.2
unless expressly provided otherwise in this individual schedule, the cargo

shall not be handled during precipitation;
.3
unless expressly provided otherwise in this individual schedule, during

handling of the cargo, all non-working hatches of the cargo spaces into which
the cargo is loaded or to be loaded shall be closed;
.4
the cargo may be handled during precipitation under the conditions stated in
the procedures required in paragraph 4.3.3 of this Code; and
.5
the cargo in a cargo space may be discharged during precipitation provided

that the total amount of the cargo in the cargo space is to be discharged in
the port.
Loading
Precautions
Persons who may be exposed to the dust of the cargo shall wear protective clothing, goggles
or other equivalent dust eye-protection and dust filter masks, as necessary.
Ventilation
Carriage
The appearance of the surface of this cargo shall be checked regularly during voyage. If free
water above the cargo or fluid state of the cargo is observed during voyage, the master shall
take appropriate actions to prevent cargo shifting and potential capsize of the ship, and give
consideration to seeking emergency entry into a place of refuge.
Discharge
Maintain accommodation and equipment protected from dust.
Clean-up
Make sure that decks and holds are shovelled and swept clean before using water."
MSC 95/22/Add.2
Annex 3, page 22
"AMORPHOUS SODIUM SILICATE LUMPS
This schedule shall apply only to amorphous sodium silicate lumps with molar ratio of silicon
dioxide to sodium oxide (SiO2/Na2O) greater than 3.2.
Description
Lumps. Colorless to green glassy solid.
Characteristics
Angle of repose
Not applicable
Size
Up to 100 mm
Bulk density (kg/m)

1,100 to 1,500
Class
MHB (CR)
Stowage factor (m/t)

0.67 to 0.91
Group
B
Hazard
Dust may cause skin and eye irritation.
This cargo is non-combustible or has a low fire-risk. This cargo is hygroscopic and will cake
if wet.
Hold cleanliness
Clean and dry as relevant to the hazards of the cargo.
Weather precautions
This cargo shall be kept as dry as practicable. This cargo shall not be handled during
precipitation. During handling of this cargo all non-working hatches of the cargo spaces into
which this cargo is to be loaded shall be closed.
Loading
During loading, due consideration shall be given to minimize dust generation. Trim in
accordance with the relevant provisions required under sections 4 and 5 of this Code.
Precautions
Bilge wells shall be clean and dry and covered as appropriate to prevent ingress of the cargo.
Persons who may be exposed to the cargo shall wear protective clothing, goggles or other
equivalent dust eye-protection and dust filter masks. Appropriate precautions shall be taken to
protect machinery and accommodation spaces from the dust of the cargo.
Ventilation
The cargo spaces carrying this cargo shall not be ventilated during voyage.
Carriage
Discharge
During discharge, due consideration shall be given to minimize dust generation. This cargo is
hygroscopic and may cake in overhangs, impairing safety during discharge. If this cargo has
hardened, it shall be trimmed to avoid the formation of overhangs, as necessary.
MSC 95/22/Add.2
Annex 3, page 23
Clean-up
Emergency procedures
Special emergency equipment to be carried
Nil
Nil
Emergency action in the event of fire
Nil
Medical First Aid
Refer to the Medical First Aid Guide (MFAG), as amended
"
"BORIC ACID
Description
A white free-flowing crystalline powder. Odourless and dry with not more than 1.0% moisture.
Water soluble.
Characteristics
Angle of repose
Not applicable

544 to 862

1.16 to 1.84
Size
Class
Group
Fine crystalline powder, dry
MHB (TX)
Hazard
Mild irritation effects to nose and throat may occur from inhalation. May cause irritation to skin.
May cause long-term health effects. This cargo is non-combustible.
This cargo is hygroscopic and will cake if wet.
"Separated from" metal hydrides and alkali metals.
Hold cleanliness
Weather precautions
precipitation. During handling of this cargo, all non-working hatches of the cargo spaces into
which this cargo is loaded or to be loaded shall be closed.
Loading
MSC 95/22/Add.2
Annex 3, page 24
Precautions
Ventilation
Carriage
Discharge
No discharge operations during precipitation.
Boric acid is hygroscopic and may cake in overhangs, impairing safety during discharge. If this
cargo has hardened, it shall be trimmed to avoid the formation of overhangs, as necessary.
Clean-up
Thorough dry cleaning to be carried out prior to washing all cargo spaces.
Nil.
Nil.
Nil.
Medical First Aid
Refer to the Medical First Aid Guide (MFAG), as amended.
"
"CHEMICAL GYPSUM
Description
Calcium sulphate hydrate generated as a product or by-product in the process of smelter and
refinery, and polyaluminum chloride. White or brown powder without smell and insoluble.
In use for Gypsum-Board and Cement.
Characteristics
Angle of repose
Not applicable
570 to 1,170
0.85 to 1.74
Size
Class
Group
40 m to 1 mm
Not applicable
Hazard
Limit (TML). See sections 7 and 8 of this Code. This cargo is non-combustible or has a low
fire-risk.
MSC 95/22/Add.2
Annex 3, page 25
Hold cleanliness
Weather precautions
.1
loading operations and the voyage;
.2

.3

.4
the procedures required in subsection 4.3.3 of this Code; and
.5

the port.
Loading
Precautions
Ventilation
Carriage
Discharge
Clean-up
Prior to washing out the residues of this cargo, the decks and the cargo spaces shall be
shovelled and swept clean, because washing out of this cargo is difficult."
"COPPER SLAG
Description
Residue generated from copper smelting process. This cargo is highly permeable and pore
water of this cargo drains quickly. It is black or red-brown in colour and either granular or lump.
MSC 95/22/Add.2
Annex 3, page 26
Characteristics
Angle of repose
Not applicable
1,500 to 2,500
0.40 to 0.67
Size
Class
Group
Up to 10 mm
Not applicable
Hazard
This cargo may liquefy if shipped at moisture content in excess of its Transportable Moisture
Limit (TML). See sections 7 and 8 of this Code. This cargo is abrasive. This cargo is
non-combustible and has a low fire-risk.
Hold cleanliness
Weather precautions
.1
.2

.3

.4
.5

the port.
Loading
This cargo shall be trimmed to ensure that the height difference between peaks and troughs
does not exceed 5% of the ship's breadth and that the cargo slopes uniformly from the hatch
boundaries to the bulkheads and no shearing faces remain to collapse during voyage.
Precautions
Appropriate action shall be taken to protect machinery and accommodation spaces from the
dust of the cargo. Bilge wells of the cargo spaces shall be protected from ingress of the cargo.
Due consideration shall be given to protect equipment from the dust of the cargo.
MSC 95/22/Add.2
Annex 3, page 27
Ventilation
Carriage
Bilge water shall be removed regularly during the voyage.
Discharge
Clean-up
"GLASS CULLET
Description
Green, brown or uncoloured glass. May have a slight sweet smell. Used to make new glass,
glass wool and foam glass.
Characteristics
Angle of repose
Not applicable
1,060 to 1,330
0.75 to 0.94
Size
Class
Group
Up to 50 mm
Not applicable
Hazard
Potential inhalation hazard and skin and eye irritation from cullet dust during handling,
placement and transportation.
Potential risk for cuts or punctures during handling and placement.
Hold cleanliness
Weather precautions
Loading
Precautions
To protect against possible cuts or penetration injuries as well as against exposure of glass
dust to skin, ears and eyes, personnel working with glass cullet shall wear long sleeves, pants,
gloves, work boots, hard hats, ear protection and eye protection. Shirt sleeves and pant legs
can be taped for additional protection.
Personnel can also wear disposable nuisance dust masks to protect against dust inhalation.
MSC 95/22/Add.2
Annex 3, page 28
Ventilation
Carriage
Discharge
Clean-up
Avoid handling which creates dust.
Wet suppression is an effective measure of dust control."
"IRON AND STEEL SLAG AND ITS MIXTURE
This cargo may contain substances hazardous to human health such as cadmium, lead,
hexavalent chromium, boron and fluorine. This individual schedule shall not apply to cargoes
that meet the criteria specified in 9.2.2.5 and 9.2.3.6.
Description
The main component of the cargo is a slag arising from iron and steel manufacture, and a slag
mixed with one of the following additives or a combination thereof: cement, granulated blast
furnace slag and concrete debris.
The cargo is mostly stabilized before transportation by ageing and slaking for the volume
and/or chemical stability in practical usages, and physical properties such as the grain size,
etc. are controlled for the performance requirement if necessary the cargo is transported at
room temperature.
This cargo does not include both slag residue and hot iron and steel slag discharged from iron
and steelmaking processes.
The iron and steel slag is a vitrified or crystallized solid formed out of high temperature
processes, and it is a mixture of several mineralogical phases.
This cargo may include shaped blocks made of iron and steel slag with a combination of
cement and ground granulated blast furnace slag. The colour is in the range from greyish-white
to dark grey, and the appearance is in the range from granulated, pebble to blocks. Examples
of the application of this cargo are: road construction materials, concrete aggregate, soil
improvement, civil engineering materials, raw materials of cement industry and raw materials
for fertilizer.
Characteristics
Angle of repose
Not applicable
1,200 to 3,000
0.33 to 0.83
Size
Class
Group
Up to 100 mm
Not applicable
Hazard
Limit (TML). See sections 7 and 8 of this Code. This cargo is non-combustible and has a low
fire-risk.
MSC 95/22/Add.2
Annex 3, page 29
Hold cleanliness
Weather precautions
.1
the moisture content of the cargo shall be kept at less than its TML during
.2

.3

.4
.5

the port.
Loading
When the stowage factor of this cargo is equal or less than 0.56 m 3/t, the tank top may be
Precautions
Ventilation
Carriage
Discharge
Clean-up
MSC 95/22/Add.2
Annex 3, page 30
"IRON ORE FINES
The provisions of this schedule shall apply to iron ore cargoes containing both:
.1
10% or more of fine particles less than 1 mm (D10 1 mm); and
.2
50% or more of particles less than 10 mm (D50 10 mm).
Notwithstanding the above provision, iron ore fines where the total goethite content is 35%
or more by mass may be carried in accordance with the individual schedule for "IRON ORE",
provided the master receives from the shipper a declaration of the goethite content of the cargo
which has been determined according to internationally or nationally accepted standard
procedures.
Description
Iron ore fines vary in colour from dark grey, rusty red to yellow and contain hematite, goethite
and magnetite with varying iron content.
IRON CONCENTRATE is a different cargo (see individual schedule for "Mineral Concentrates")
Characteristics
Angle of repose
Not applicable
1,500 to 3,500
0.29 to 0.67
Size
10% or more of fine particles
less than 1 mm and 50% or
more of particles less than
10 mm
Class
Group
Not applicable
Hazard
This cargo may liquefy if shipped at moisture content in excess of its transportable moisture
limit (TML). See sections 7 and 8 of this Code.
This cargo may affect magnetic compasses.
No special requirements
Hold cleanliness
Weather precautions
.1
.2

MSC 95/22/Add.2
Annex 3, page 31
.3

.4
.5

the port.
Loading
Precautions
Loading rates of this cargo are normally very high. Due consideration shall be given to the
ballasting operation in developing the loading plan required by SOLAS regulation VI/7.3. Bilge
wells shall be clean, dry and protected as appropriate to prevent ingress of the cargo.
Ventilation
Carriage
Cargo hold bilges shall be sounded at regular intervals and pumped out, as necessary. The
appearance of the surface of this cargo shall be checked regularly during voyage, as far as
practicable. If free water above the cargo or fluid state of the cargo is observed during voyage,
the master shall take appropriate actions to prevent cargo shifting and potential capsize of the
ship, and give consideration to seeking emergency entry into a place of refuge.
Discharge
Clean-up
"IRON OXIDE TECHNICAL
Description
Iron oxide technical is generated as a product or by-product in the manufacture of di-iron
trioxide (iron (III) oxide) for the industrial and commercial use. The material is odourless and
red in colour.
MSC 95/22/Add.2
Annex 3, page 32
Characteristics
Angle of repose
Bulk density (kg/m)
Not applicable
1,000
1.0
Size
Class
Group
Fine particles
Not applicable
Hazard
Dust may cause skin and eye irritation. Iron cargoes may affect magnetic compasses.
fire-risk.
Hold cleanliness
Weather precautions
.1
.2

.3

.4
.5

the port.
Loading
Trim in accordance with the relevant provisions in compliance with sections 4 and 5 of this
Code.
Precautions
Bilge wells shall be clean, dry and covered as appropriate, to prevent ingress of the cargo.
Ventilation
MSC 95/22/Add.2
Annex 3, page 33
Carriage
Discharge
Clean-up
After discharge of this cargo, the bilge wells and the scuppers of the cargo spaces shall be
checked and any blockage in the bilge wells and the scuppers shall be removed."
"IRON SINTER
Description
The thermally agglomerated substance formed by heating a variable mixture of finely divided
coke, iron ore, blast furnace dust, steelmaking dust, mill scale, other miscellaneous
iron-bearing materials, limestone, and dolomite at 1315C to 1482C.
Characteristics
Angle of repose
Not applicable
1,800 to 2,100
0.47 to 0.56
Size
Class
Group
Up to 200 mm
Not applicable
Hazard
Dust of this cargo is fine and may be irritating to eye and respiratory tract. This cargo is
non-combustible or has a low fire-risk.
Hold cleanliness
Weather precautions
Loading
As the density of the cargo is extremely high, the tank top may be overstressed unless the
cargo is evenly spread across the tank top to equalize the weight distribution. Due
consideration shall be paid to ensure that the tank top is not overstressed during voyage and
during loading by a pile of the cargo.
Precautions
Bilge wells of the cargo space shall be protected from ingress of the cargo. Persons who may
be exposed to the dust of the cargo shall wear protective clothing, goggles or other equivalent
dust eye protection and dust filter masks, as necessary.
MSC 95/22/Add.2
Annex 3, page 34
Ventilation
Carriage
Bilge shall be sounded and pumped out as necessary during the voyage.
Discharge
Clean-up
"MANGANESE COMPONENT FERROALLOY SLAG
Description
By-product generated in process of manufacturing manganese component ferroalloy. Particles
or lumps of green, brownish-red or grayish-black. Moisture: 1.2% to 5.6%.
Characteristics
Angle of repose
Not applicable
Size
Up to 200 mm

1,480 to 1,935

0.52 to 0.68
Class
Not applicable
Group
C
Hazard
No special hazards.
Hold cleanliness
Weather precautions
Loading
distribution. Due consideration shall be given to ensure that tank top is not overstressed during
voyage and during loading by a pile of the cargo.
Precautions
Ventilation
MSC 95/22/Add.2
Annex 3, page 35
Carriage
Discharge
Clean-up
"MANGANESE ORE FINES
The provisions of this schedule shall apply to manganese ore cargoes containing both:
.1
10% or more of fine particles less than 1 mm (D10 1 mm); and
.2
50% or more of particles less than 10 mm (D50 10 mm).
Notwithstanding the above provisions, manganese ore cargoes which do not exhibit a flow
moisture point (FMP) are not liable to liquefy and shall be shipped as a Group C cargo under
the provisions of the MANGANESE ORE individual schedule.
This schedule applies to manganese ore cargoes which may liquefy. For manganese ore
cargoes not liable to liquefy see the MANGANESE ORE schedule.
Description
Manganese ore fines is multicoloured, and usually brown to black. Its colour and texture may
vary due to variations of the manganese and gangue minerals present. It is a very heavy cargo
with typical moisture content up to 15% by weight.
Characteristics
Angle of repose
Not applicable
1,450 to 3,200
0.31 to 0.69
Size
Class
Group
Typically up to 15 mm with
more than 10% finer than
1 mm and more than 50%
finer than 10 mm
Not applicable
Hazard
Limit (TML). See sections 7 and 8 of this Code.
The dust of this cargo is irritating to the eyes and mucous membranes.
This cargo is non-combustible or has a low fire-risk. It is stable and non-reactive under normal
conditions of use, storage and transport. However, this cargo may ignite in contact with
incompatible materials such as acids, alkalis, oxidizing and reducing agents. It may
decompose to form toxic manganese oxide particles when heated to decomposition.
Separated from acids, alkalis, oxidizing and reducing agents.
MSC 95/22/Add.2
Annex 3, page 36
Hold cleanliness
Weather precautions
.1
.2

.3
unless expressly provided otherwise in this schedule, during handling of the

cargo all non-working hatches of the cargo spaces into which the cargo is
loaded, or to be loaded, shall be closed;
.4
.5

the port.
Loading
When the stowage factor of this cargo is equal to or less than 0.56 m 3/t, the tank top may be
distribution. Due consideration shall be paid to ensure that the tank top is not overstressed
during voyage and during loading by a pile of the cargo.
Precautions
Bilge system of a cargo space to which this cargo is to be loaded shall be tested to ensure it
is working. Appropriate precautions shall be taken to protect machinery and accommodation
spaces from the dust of the cargo.
Ventilation
Carriage
The appearance of the surface of the cargo shall be checked regularly during voyage. If free
water above the cargo or fluid state of the cargo is observed during the voyage, the master
shall take appropriate actions to prevent cargo shifting and potential capsize of the ship, and
give consideration to seeking emergency entry into a place of refuge.
Discharge
Clean-up
MSC 95/22/Add.2
Annex 3, page 37
"SCALE GENERATED FROM THE IRON AND STEEL MAKING PROCESS
Description
This cargo consists mainly of ferric oxide which is collected from various places of iron and
steel making process. Mill scale, which is scale collected from water used in hot rolling process
and from drainage pits with a small amount of oil which is used for rolling, is a main component
of this cargo. This cargo is reused as a raw material for iron.
Shape varies from powder to lumps. Colour is gray, ash brown, ash black green, brown, burnt
umber or black. Specific gravity of solids is 3 to 6.
This cargo consists mainly of moisture, oil (less than 1.2%), Wustite (FeO), Magnetite (Fe3O4),
Hematite (Fe2O3), metallic iron and Fayalite (Fe2SiO4). It consists of main chemical elements
in this cargo except for moisture and oil are in the range of the followings: Fe > 70%, Ca <
0.8%, Si < 0.7%, Al < 0.3%, Cr < 1.5%, Ni < 0.5%, Mn < 1.0%.
Characteristics
Angle of repose
Not applicable
1,300 to 3,300
0.30 to 0.77
Size
Class
Group
Up to 150 mm
Not applicable
Hazard
fire-risk.
Hold cleanliness
Weather precautions
.1
.2

.3

.4
.5

the port.
MSC 95/22/Add.2
Annex 3, page 38
Loading
during voyage and during loading by a pile of the cargo.
Precautions
As this cargo may contain oil less than 1.2%, due consideration shall be given not to discharge
bilge directly from the cargo holds.
Ventilation
Carriage
Discharge
Clean-up
"SPODUMENE (UPGRADED)
Description
Spodumene (upgraded) is an odourless and tasteless off-white to beige sand containing a
mixture of naturally occurring silicates and quartz. It is produced by processing naturally
occurring spodumene.
Characteristics
Angle of repose
Bulk density (kg/m)
30 to 40
1,600 to 2,000
0.50 to 0.63
Size
Class
Group
Up to 8 mm
Not applicable
Hazard
fire-risk.
Hold cleanliness
MSC 95/22/Add.2
Annex 3, page 39
Weather precautions
When this cargo is carried in a ship other than a ship complying with the requirements in
.1
.2

.3

cargo, all non-working hatches of the cargo spaces into which the cargo is
loaded or to be loaded shall be closed;
.4
.5

the port.
Loading
Precautions
is working.
Ventilation
Carriage
The appearance of the surface of the cargo shall be checked regularly during the voyage.
If free water above the cargo or fluid state of the cargo is observed during the voyage, the
master shall take appropriate actions to prevent cargo shifting and potential capsize of the
Discharge
Clean-up
"WOOD PELLETS CONTAINING ADDITIVES AND/OR BINDERS
Description
The wood pellets covered by this schedule are those containing additives and/or binders.
These wood pellets are light blond to dark brown in colour; very hard and cannot be easily
squashed; have a typical specific density between 1,100 to 1,700 kg/m3. Wood pellets are
MSC 95/22/Add.2
Annex 3, page 40
made of sawdust, planer shavings and other wood waste such as bark coming out of the
lumber manufacturing processes. The raw material is fragmented, dried and extruded into
pellet form using appropriate additives and/or binders. The raw material is compressed
approximately 3.5 times and the finished wood pellets typically have a moisture content of 4%
to 8%. Wood pellets are used as a fuel in district heating and electrical power generation as
well as a fuel for small space heaters such as stoves and fireplaces.
Wood pellets are also used as animal bedding due to the absorption characteristics. Such
wood pellets typically have a moisture content of 8% to 10%.
For wood pellets not containing any additives and/or binders see separate schedule.
Characteristics
Angle of repose
Approximately 30
600 to 750
1.33 to 1.67
Size
Class
Group
MHB (WF)
Cylindrical with
Diameter: 3 mm to 12 mm
Length: 10 to 20 mm
Hazard
Shipments are subject to oxidation leading to depletion of oxygen and increase of carbon
monoxide and carbon dioxide in cargo and communicating spaces (also see Weather
precautions).
Swelling if exposed to moisture. Wood pellets may ferment over time if moisture content is
over 15%, leading to generation of asphyxiating and flammable gases which may cause
spontaneous combustion.
Handling of wood pellets may cause dust to develop. Risk of explosion at high dust
concentration.
Segregate as for class 4.1 materials.
Hold cleanliness
Weather precautions
which this cargo is loaded or to be loaded shall be closed. There is a high risk of renewed
oxygen depletion and carbon monoxide formation in previously ventilated adjacent spaces
after closure of the hatch covers.
Loading
Trim in accordance with the relevant provisions required under sections 4, 5 and 6 of this
Code.
MSC 95/22/Add.2
Annex 3, page 41
Precautions
Entry of personnel into cargo and adjacent confined spaces shall not be permitted until tests
have been carried out and it has been established that the oxygen content and carbon
monoxide levels have been restored to the following levels: oxygen 21% and carbon monoxide
<100 ppm. If these conditions are not met, additional ventilation shall be applied to the cargo
hold or adjacent confined spaces and re-measuring shall be conducted after a suitable interval.
An oxygen and carbon monoxide meter shall be worn and activated by all crew when entering
cargo and adjacent enclosed spaces.
Ventilation
Ventilation of enclosed spaces adjacent to a cargo hold before entry may be necessary even
if these spaces are apparently sealed from the cargo hold.
Carriage
Discharge
Clean-up
Self-contained breathing apparatus and combined or individual oxygen
and carbon monoxide meters should be available.
Nil
Batten down; use ship's fixed fire-fighting installation, if fitted.
Exclusion of air may be sufficient to control fire.
Extinguish fire with carbon dioxide, foam or water.
Medical First Aid
"
MSC 95/22/Add.2
Annex 3, page 42
"WOOD PELLETS NOT CONTAINING ANY ADDITIVES AND/OR BINDERS
Description
The wood pellets covered by this schedule are those not containing any additives and/or
binders. These wood pellets are light blond to dark brown in colour; very hard and cannot be
easily squashed; have a typical specific density between 1,100 to 1,700 kg/m3. The wood
pellets are made of sawdust, planer shavings and other wood waste such as bark coming out
of the lumber manufacturing processes. The raw material is fragmented, dried and extruded
into pellet form. The raw material is compressed approximately 3.5 times and the finished wood
pellets typically have a moisture content of 4% to 8%. Wood pellets are used as a fuel in district
heating and electrical power generation as well as a fuel for small space heaters such as
stoves and fireplaces.
Wood pellets are also used as animal bedding due to the absorption characteristics. Such
wood pellets typically have a moisture content of 8% to 10%.
For wood pellets containing additives and/or binders see separate schedule.
Characteristics
Angle of repose
Approximately 30
600 to 750
1.33 to 1.67
Size
Class
Group
MHB (OH)
Cylindrical with
Diameter: 3 mm to 12 mm
Length: 10 to 20 mm
Hazard
Shipments are subject to oxidation leading to depletion of oxygen and increase of carbon
monoxide and carbon dioxide in cargo and communicating spaces (also see "Weather
precautions").
Swelling if exposed to moisture. Wood pellets may ferment over time if moisture content is
over 15%, leading to generation of asphyxiating and flammable gases but gas concentrations
do not reach flammable levels. This cargo has a low fire-risk.
Handling of wood pellets may cause dust to develop. Risk of explosion at high dust
concentration.
Segregate as for class 4.1 materials.
Hold cleanliness
Weather precautions
which this cargo is loaded or to be loaded shall be closed. There is a high risk of renewed
oxygen depletion and carbon monoxide formation in previously ventilated adjacent spaces
after such closure.
MSC 95/22/Add.2
Annex 3, page 43
Loading
Trim in accordance with the relevant provisions required under sections 4, 5 and 6 of this Code.
Precautions
Entry of personnel into cargo and adjacent confined spaces shall not be permitted until tests
have been carried out and it has been established that the oxygen content and carbon
monoxide levels have been restored to the following levels: oxygen 21% and carbon monoxide
<100 ppm. If these conditions are not met, additional ventilation shall be applied to the cargo
hold or adjacent confined spaces and remeasuring shall be conducted after a suitable interval.
An oxygen and carbon monoxide meter shall be worn and activated by all crew when entering
cargo and adjacent enclosed spaces.
Ventilation
Ventilation of enclosed spaces adjacent to a cargo hold before entry may be necessary even
if these spaces are apparently sealed from the cargo hold.
Carriage
Discharge
Clean-up
Self-contained breathing apparatus and combined or individual oxygen
and carbon monoxide meters should be available.
Nil
Batten down; use ship's fixed fire-fighting installation, if fitted.
Exclusion of air may be sufficient to control fire.
Extinguish fire with carbon dioxide, foam or water.
Medical First Aid
"
"ZINC SLAG
Description
Residue generated from zinc smelting process. This cargo is highly permeable and pore
water of this cargo drains quickly. It is black or red-brown in colour and either granular or
lump.
MSC 95/22/Add.2
Annex 3, page 44
Characteristics
Angle of repose
Bulk density (kg/m)
Not applicable
1,500 to 2,500
0.40 to 0.67
Size
Class
Group
Up to 10 mm
Not applicable
Hazard
Limit (TML). See sections 7 and 8 of this Code. This cargo is abrasive. This cargo is
non-combustible or has a low fire-risk.
Hold cleanliness
Weather precautions
.1
.2

.3

.4
.5
the cargo in a cargo space may be discharged during precipitation provided that
the total amount of the cargo in the cargo space is to be discharged in the port.
Loading
This cargo shall be trimmed to ensure that the height difference between peaks and troughs
does not exceed 5% of the ship's breadth and that the cargo slopes uniformly from the hatch
boundaries to the bulkheads and no shearing faces remain to collapse during voyage.
Precautions
Appropriate action shall be taken to protect machinery and accommodation spaces from the
dust of the cargo. Bilge wells of the cargo spaces shall be protected from ingress of the cargo.
Due consideration shall be given to protect equipment from the dust of the cargo. Persons who
may be exposed to the dust of the cargo shall wear protective clothing, goggles or other
equivalent dust eye-protection and dust filter masks, as necessary.
MSC 95/22/Add.2
Annex 3, page 45
Ventilation
Carriage
Bilge water shall be removed regularly during the voyage.
Discharge
Clean-up
"ZIRCON KYANITE CONCENTRATE
Description
Zircon kyanite concentrate is an odourless and tasteless off-white to brown mixture of the
heavy mineral sand processing waste stream (concentrate) and zircon sand. It is used for
upgrading mineral sand products such as zircon and kyanite. It is a very heavy cargo.
Characteristics
Angle of repose
Bulk density (kg/m)
Not applicable
2,400 to 3,000
0.33 to 0.42
Size
Class
Group
Fine particles
Not applicable
Hazard
fire-risk.
Hold cleanliness
Weather precautions
When this cargo is carried in a ship other than a specially constructed or fitted cargo ship
complying with the requirements in subsection 7.3.2 of this Code, the following provisions shall
be complied with:
.1
.2

.3

cargo, all non-working hatches of the cargo spaces into which the cargo is
loaded or to be loaded shall be closed;
.4
MSC 95/22/Add.2
Annex 3, page 46
.5

the port.
Loading
When the stowage factor of this cargo is equal or less than 0.56 m 3/t, the tank top may be
Precautions
is working.
Ventilation
Carriage
The appearance of the surface of the cargo shall be checked regularly during the voyage.
If free water above the cargo or fluid state of the cargo is observed during the voyage, the
master shall take appropriate actions to prevent cargo shifting and potential capsize of the
Discharge
Clean-up
APPENDIX 2
Laboratory test procedures,
associated apparatus and standards
1
Test procedures for materials which may liquefy and associated apparatus
54
Add the following new "subsection 1.4":

"1.4
Modified Proctor/Fagerberg test procedure for Iron Ore Fines
1.4.1
Scope
.1
The test procedure specified in this section (this test) should only be
used for determining transportable moisture limit (TML) of Iron Ore
Fines. See individual schedule for Iron Ore Fines.
MSC 95/22/Add.2
Annex 3, page 47
.2
1.4.2
Iron Ore Fines is iron ore containing both:

.1
10% or more of fine particles less than 1 mm, and
.2
50% or more of particles less than 10 mm.
.3
The TML of Iron Ore Fines is taken as equal to the critical

moisture content at 80% degree of saturation according to
the modified Proctor/Fagerberg method test.
.4
The test procedure is applicable when the degree of

saturation corresponding to Optimum Moisture Content
(OMC) is 90% or higher.
Modified Proctor/Fagerberg test equipment

.1
The Proctor apparatus (see figure 1.4.1) consists of a cylindrical iron

mould with a removable extension piece (the compaction cylinder)
and a compaction tool guided by a pipe open at its lower end (the
compaction hammer).
.2
Scales and weights (see 3.2) and suitable sample containers.
.3
A drying oven with a controlled temperature interval from 100C

to maximum 105C.
.4
A container for hand mixing. Care should be taken to ensure that

the mixing process does not reduce the particle size by breakage or
increase the particle size by agglomeration or consistency of the test
material.
.5
A gas or water pycnometry equipment to determine the density of

the solid material as per a recognized standard (e.g. ASTM D5550,
AS1289, etc.)
1.4.3
Temperature and humidity

(see 1.1.3)
1.4.4
Procedure
.1
Establishment of a complete compaction curve

A representative sample according to a relevant standard (see
section 4.7 of the IMSBC Code) of the test material is partially dried
at a temperature of approximately 60C or less to reduce the
samples moisture to suitable starting moisture, if needed. The
representative sample for this test should not be fully dried, except
in case of moisture content measurement.
The total quantity of the test material should be at least three times
as big as required for the complete test sequence. Compaction tests
are executed for five to ten different moisture contents (five to ten
separate tests). The samples are adjusted in order that partially dry
to almost saturated samples are obtained. The required quantity per
compaction test is about 2,000 cm3.
MSC 95/22/Add.2
Annex 3, page 48
Figure 1.4.1
At each compaction test a suitable amount of water is added to the
sample of the test material. The sample material is gently mixed
before being allowed to rest and equilibrate. Approximately one fifth
of the mixed sample is filled into the mould and levelled and then
the increment is tamped uniformly over the surface of the increment.
Tamping is executed by dropping a 150 g hammer 25 times through
the guide pipe, 0.15 m each time. The performance is repeated for
all five layers. When the last layer has been tamped, the extension
piece is removed and the sample is levelled off along the brim of the
mould with care, ensuring to remove any large particles that may
hinder levelling of the sample, replacing them with material
contained in the extension piece and re-levelling.
When the weight of the cylinder with the tamped sample has been
determined, the cylinder is emptied, the sample is dried at 105C
and the weight is determined. Reference is made to ISO 3087:2011
"Iron ores Determination of the moisture content of a lot". The test
then is repeated for the other samples with different moisture
contents.
Density of solid material should be measured using a gas or water
pycnometry equipment
according
to internationally or
nationally accepted standard, e.g. ASTM D5550 and AS 1289 (see
subsection 1.4.2.5).
MSC 95/22/Add.2
Annex 3, page 49
.2
Definitions and data for calculations (see figure 1.4.2)

-
empty cylinder, mass in grams: A
cylinder with tamped sample, mass in grams: B
wet sample, mass in grams: C

C B A
dry sample, mass in grams: D
water, mass in grams (equivalent to volume in cm3): E

E CD
Volume of cylinder: 1000 cm3

air
voids
water
1000 cm3
C
solid
volume
weight
Figure 1.4.2
.3
Calculation of main characteristics

-
density of solid material, g/cm3 (t/m3): d
dry bulk density, g/cm3 (t/m3):
D
1000
net water content, volume %: ev
E
100 d
D
ev
-
void ratio: e (volume of voids divided by volume of solids)
e
-
degree of saturation, percentage by volume: S
ev
e
MSC 95/22/Add.2
Annex 3, page 50
-
gross water content, percentage by mass: W 1
W1
-
net water content, percentage by mass: W
W
.4
E
100
C
E
100
D
Presentation of the compaction tests

For each compaction test the calculated void ratio ( e ) value is
plotted as the ordinate in a diagram with net water content ( ev ) and
degree of saturation ( S ) as the respective abscissa parameters.
Void ratio
e
S = 40% 60%
80% 100%
1.0
0.8
0.6
0.4
20
40
60
80 100
Net water content in volume %: ev
Net water content in weight %: W =
ev
d
Gross water content in weight %: W1 =
100ev
100d+ev
Figure 1.4.3
.5
Compaction curve
The test sequence results in a specific compaction curve (see
figure 1.4.3).
The critical moisture content is indicated by the intersection of the
compaction curve and the line S = 80% degree of saturation. The
transportable moisture limit (TML) is the critical moisture content.
Optimum Moisture Content (OMC) is the moisture content
corresponding to the maximum compaction (maximum dry
density) under the specified compaction condition. To check the
applicability of this test, the relationship between moisture content
and dry density should be evaluated, during this test. Then the OMC
and the corresponding degree of saturation should be determined.
This test procedure was developed based on the finding that the
degree of saturation corresponding to OMC of iron ore fines
was 90 to 95%, while such degree of saturation of mineral
MSC 95/22/Add.2
Annex 3, page 51
concentrates was 70% to 75%. In the case that the degree of
saturation corresponding to OMC is less than 90%, the shipper
should consult with an appropriate authority, for the reason that this
test may not be applicable for the material and the TML determined
by this test may be too high."
APPENDIX 3
Properties of solid bulk cargoes
1
Non-cohesive cargoes
1.1
The following cargoes are non-cohesive when dry:
55
In the list, add the following new entries in alphabetical order:

"ALUMINIUM FLUORIDE"
"SPODUMENE (UPGRADED)"
"WOOD PELLETS CONTAINING ADDITIVES AND/OR BINDERS"
"WOOD PELLETS NOT CONTAINING ANY ADDITIVES AND/OR
BINDERS"
and the entry for "WOOD PELLETS" is deleted.

APPENDIX 4
INDEX
56
"
Insert the following new entries in alphabetical order:

Material
ALUMINIUM FLUORIDE
AMORPHOUS SODIUM SILICATE LUMPS
BORIC ACID
CHEMICAL GYPSUM
COPPER SLAG
GLASS CULLET
IRON AND STEEL SLAG AND ITS MIXTURE
IRON ORE FINES
IRON OXIDE TECHNICAL
IRON SINTER
MANGANESE COMPONENT FERROALLOY SLAG
MANGANESE ORE FINES
SCALE GENERATED FROM THE IRON AND STEEL
MAKING PROCESS
SPODUMENE (UPGRADED)
WOOD PELLETS CONTAINING ADDITIVES AND/OR
BINDERS
WOOD PELLETS NOT CONTAINING ANY ADDITIVES
AND/OR BINDERS
ZINC SLAG
ZIRCON KYANITE CONCENTRATE
Group
A
B
B
A
A
C
A
A
A
C
C
A
A
References
A
B
B
A
A
"
MSC 95/22/Add.2
Annex 3, page 52
57
The entry for "WOOD PELLETS" is deleted.
58
In the entry for "CLINKER ASH, WET" the word "WET" is deleted.
APPENDIX 5
Bulk Cargo Shipping Names in three languages
(English, Spanish and French)
59
A new appendix 5 is inserted with following:

"Bulk Cargo Shipping Names in three languages
(English, Spanish and French)
ENGLISH
SPANISH
FRENCH
ALFALFA
ALFALFA
LUZERNE
ALUMINA
ALMINA
ALUMINE
ALUMINA, CALCINED
ALMINA CALCINADA
ALUMINE CALCINE
ALUMINA HYDRATE
HIDRATO DE ALMINA
HYDRATE D'ALUMINE
ALUMINIUM FLUORIDE
FLUORURO DE ALUMINIO
FLUORURE D'ALUMINIUM
Aluminium hydroxide
Hidrxido de aluminio
Hydroxyde d'aluminium
ALUMINA SILICA
ALMINA SLICE
ALUMINE SILICEUSE
ALUMINA SILICA, pellets
ALMINA SLICE, pellets de
ALUMINE SILICEUSE en granules
ALUMINIUM DROSS
RESIDUOS DE ALUMINIO
LAITIER D'ALUMINIUM
ALUMINIUM FERROSILICON
POWDER UN 1395
ALUMINIO-FERROSILICIO EN
POLVO, No ONU 1395
ALUMINO-FERRO-SILICIUM EN
POUDRE UN 1395
NITRATO DE ALUMINIO,
No ONU 1438
PRODUCTOS DERIVADOS DE
LA REFUNDICIN
DEL ALUMINIO,
No ONU 3170
ESCORIA DE SALES DE
ALUMINIO
LA FUNDICIN DEL ALUMINIO
o PRODUCTOS DERIVADOS
DE LA REFUNDICIN DEL
ALUMINIO, TRATADOS
NITRATE D'ALUMINIUM
UN 1438
ALUMINIUM NITRATE UN 1438

ALUMINIUM REMELTING
BY-PRODUCTS UN 3170
Aluminium salt slags
ALUMINIUM SMELTING /
REMELTING BY-PRODUCTS,
PROCESSED
SOUS-PRODUITS DE LA REFUSION
DE L'ALUMINIUM UN 3170
SCORIES SALINES D'ALUMINIUM
SOUS-PRODUITS DE LA
FABRICATION/REFUSION DE
L'ALUMINIUM, TRAITS
ALUMINIUM SILICON
POWDER, UNCOATED UN
1398
ALUMINIO-SILICIO EN POLVO,
NO RECUBIERTO,
No ONU 1398
ALUMINIUM SKIMMINGS
ESPUMA DE ALUMINIO
LA FUNDICIN DEL
ALUMINIO, No ONU 3170
NITRATO AMNICO,
No ONU 1942
CRASSE D'ALUMINIUM
SOUS-PRODUITS DE LA
FABRICATION DE L'ALUMINIUM UN
3170
ABONOS A BASE DE NITRATO

AMNICO, No ONU 2067
ENGRAIS AU NITRATE D'AMMONIUM

UN 2067
ALUMINIUM SMELTING
BY-PRODUCTS UN 3170
AMMONIUM NITRATE UN 1942
AMMONIUM NITRATE BASED
FERTILIZER UN 2067
SILICO-ALUMINIUM EN POUDRE
NON ENROB UN 1398
NITRATE D'AMMONIUM UN 1942
MSC 95/22/Add.2
Annex 3, page 53
ENGLISH
AMMONIUM NITRATE BASED
FERTILIZER UN 2071
SPANISH
FRENCH

AMNICO, No ONU 2071

UN 2071
AMMONIUM SULPHATE
AMORPHOUS SODIUM
SILICATE LUMPS

AMNICO
(no entraan riesgos)
SULFATO AMNICO
TERRONES DE SILICATO
SDICO AMORFO
ANTIMONY ORE AND

RESIDUE
ANTIMONIO, MINERAL Y
RESIDUOS DE
MINERAI D'ANTIMOINE ET RSIDU

DE MINERAI D'ANTIMOINE
Bakery materials
Produits de boulangerie
Barley malt pellets
Materias de panadera
NITRATO DE BARIO, No ONU
1446
Malta de cebada, pellets de
BARYTES
BARITAS
BARYTINE
BAUXITE
BAUXITA
BAUXITE
Beet, expelled
Remolacha, prensada
Betterave, triture
Beet, extracted
Remolacha, en extracto
Betterave, sous-produits de l'extraction
BIOSLUDGE
FANGOS BIOLGICOS
BOUE ACTIVE
Blende (zinc sulphide)

BORAX (PENTAHYDRATE
CRUDE)
BORAX, ANHYDROUS, crude
Blenda (sulfuro de cinc)

BRAX (CRUDO
PENTAHIDRATADO)
BRAX ANHIDRO, crudo
Blende (sulfure de zinc)
BORAX, ANHYDROUS, refined C
BRAX ANHIDRO, refinado
BORAX ANHYDRE raffin C
BORIC ACID
CIDO BRICO
ACIDE BORIQUE
Bran pellets
Salvado, pellets de
Son en boulettes
Brewer's grain pellets
Orujo de cerveza, pellets de
Drches de brasserie en boulettes
BROWN COAL BRIQUETTES
BRIQUETAS DE LIGNITO
CHARBON BRUN EN BRIQUETTES
Calcined clay
Arcilla calcinada
Argile calcine
Calcined pyrites
Piritas calcinadas
Pyrites calcines
Calcium fluoride
Fluorure de calcium
CALCIUM NITRATE
FERTILIZER
Calcium oxide
Fluoruro de calcio
NITRATO CLCICO,
No ONU 1454
CLCICO
xido de calcio
Canola pellets
Pldoras de canola
Canola en boulettes
CARBORUNDUM
CARBORUNDUM
CEMENT
CARBORUNDO
SEMILLAS DE RICINO,
No ONU 2969
ESCAMAS DE RICINO,
No ONU 2969
HARINA DE RICINO,
No ONU 2969
PULPA DE RICINO,
No ONU 2969
CEMENTO
CEMENT CLINKERS
CEMENTO, CLINKERS DE
CIMENT, CLINKERS DE
CEMENT COPPER
COBRE DE CEMENTACIN
CUIVRE CMENT
Chalcopyrite
Calcopirita
Chalcopyrite
AMMONIUM NITRATE, BASED

FERTILIZER (non-hazardous)
BARIUM NITRATE UN 1446
CALCIUM NITRATE
CASTOR BEANS UN 2969

CASTOR FLAKE UN 2969
CASTOR MEAL UN 2969
CASTOR POMACE UN 2969

(non dangereux)
SULFATE D'AMMONIUM
MORCEAUX DE SILICATE DE
SODIUM AMORPHE
NITRATE DE BARYUM UN 1446

Malte d'orge en boulettes
BORAX (BRUT PENTAHYDRAT)

BORAX ANHYDRE brut
NITRATE DE CALCIUM
ENGRAIS AU NITRATE DE CALCIUM
Oxyde de calcium
GRAINES DE RICIN UN 2969

GRAINES DE RICIN EN FLOCONS UN
2969
FARINES DE RICIN UN 2969
TOURTEAUX DE RICIN UN 2969
CIMENT
MSC 95/22/Add.2
Annex 3, page 54
ENGLISH
SPANISH
FRENCH
CHAMOTTE
CHAMOTA
CHAMOTTE
CHARCOAL
CARBN VEGETAL
CHARBON
CHEMICAL GYPSUM
GYPSE DE SYNTHSE
Chile saltpetre
YESO QUMICO
FRAGMENTOS DE
REVESTIMIENTOS
AISLANTES DE GOMA Y
PLSTICO
Salitre de Chile
Chilean natural nitrate
Nitrato natural de Chile
Nitrate naturel du Chili
Chilean natural potassic nitrate
Nitrato potsico natural de Chile
Nitrate de potassium naturel du Chili
Chrome ore
Cromo, mineral de
Minerai de chrome
CHROME PELLETS
CROMO, PELLETS DE
CHROME EN PELLETS
CHROMITE ORE
CROMITA, MINERAL DE
MINERAI DE CHROMITE
Chromium ore
Cromio, mineral de
Minerai de chromium
Citrus pulp pellets
Ctricos, pellets de pulpa de
Pulpe d'agrumes en boulettes
CLAY
ARCILLA
ARGILE
CLINKER ASH
CENIZAS DE CLNKER
CENDRES DE MCHEFER
COAL
CARBN
CHARBON
COAL SLURRY
FANGOS DE CARBN
BREA DE ALQUITRN DE
HULLA
BOUES DE CHARBON
COARSE CHOPPED TYRES
FRAGMENTOS DE
NEUMTICOS TRITURADOS
FRAGMENTS DE PNEUS DE
GRANDES DIMENSIONS
COARSE IRON AND STEEL

SLAG AND ITS MIXTURE
ESCORIA GRUESA DE
HIERRO Y ACERO Y SU
MEZCLA
SCORIES DE FER ET D'ACIER

GROS GRAINS ET LEUR MLANGE
Coconut
Coco
Noix de coco
COKE
COQUE
COKE
COKE BREEZE
CISCO DE COQUE
POUSSIER DE COKE
COLEMANITE
COLEMANITA
COLMANITE
COPPER CONCENTRATE
COBRE, CONCENTRADO DE
CONCENTR DE CUIVRE
COPPER GRANULES
COBRE, GRNULOS DE
CUIVRE EN GRANULES
COPPER MATTE
COBRE, MATA DE
MATTE DE CUIVRE
Copper nickel
Cupronquel
Nickel-cuivre
COPPER SLAG
COBRE, ESCORIA DE
SCORIES DE CUIVRE
Copper ore concentrate
Cobre, concentrado mineral de
Concentr de minerai de cuivre
COPPER CONCENTRATE
COBRE, CONCENTRADO DE
CONCENTR DE CUIVRE
Copper precipitate
Cobre, precipitado de
Prcipits de cuivre
CEMENT COPPER
COBRE DE CEMENTACIN
CUIVRE CMENT
COPRA (dry) UN 1363 B
COPRA (seca), No ONU 1363 B
COPRAH (sec) UN 1363
Copra, expelled
Copra, prensada
Coprah, tritur
Copra, extracted
Copra, en extracto
Coprah, sous-produit d'extraction
Corn gluten
Maz, gluten de
Gluten de mas
Cotton seed
Semillas de algodn
NODOS DE CARBN
TRITURADOS
Graines de cotonnier
ANODES EN CARBONE
CONCASSES
CHOPPED RUBBER AND

PLASTIC INSULATION
COAL TAR PITCH
CRUSHED CARBON ANODES
FRAGMENTS D'ISOLANT EN
PLASTIQUE ET EN CAOUTCHOUC
Salptre du Chili
BRAI DE GOUDRON DE HOUILLE
MSC 95/22/Add.2
Annex 3, page 55
ENGLISH
SPANISH
FRENCH
CRYOLITE
CRIOLITA
CRYOLITHE
Deadburned magnesite
Magnesita calcinada a muerte
DIAMMONIUM PHOSPHATE
FOSFATO DIAMNICO
Magnsite calcine
HYDROGNOPHOSPHATE DE
DIAMMONIUM
DIRECT REDUCED IRON (A)

Briquettes, hot-moulded
DIRECT REDUCED IRON (B)
Lumps, pellets, cold-moulded
briquettes
DIRECT REDUCED IRON (C)
By-product fines
HIERRO OBTENIDO POR

REDUCCIN DIRECTA (A)En
forma de briquetas moldeadas
en caliente
HIERRO OBTENIDO POR
REDUCCIN DIRECTA (B)
Terrones, pellets y briquetas
moldeadas en fro
HIERRO OBTENIDO POR
REDUCCIN DIRECTA (C)
(Finos obtenidos como
productos derivados)
FER OBTENU PAR RDUCTION

DIRECTE (A) Briquettes moules
chaud
DIRECTE (B) Morceaux, pellets,
briquettes moules froid et tournures
de fer indiennes
DIRECTE (C) (Fines en tant que
sous-produit)
DISTILLERS DRIED GRAINS

WITH SOLUBLES
GRANOS SECOS DE
DESTILERA CON SOLUBLES
DISTILLATS SCHS DE GRAINS

AVEC RSIDUS SOLUBLES
DOLOMITE
DOLOMITA
DOLOMITE
Dolomitic quicklime
Cal dolomtica
chaux vive dolomitique
D.R.I.
HRD
not applicable in French
Expellers
Tortas de presin
Expellers
FELSPAR LUMP
FELDESPATO EN TERRONES
FELDSPATH EN MORCEAUX
FERROCHROME
FERROCROMO
FERROCHROME
FERROCHROME, exothermic
FERROCROMO exotrmico
FERROCHROME, exothermique
FERROMANGANESE
FERROMANGANESO
FERROMANGANSE
Ferromanganese, exothermic
Ferromanganeso exotrmico
Ferromanganse exothermique
FERRONICKEL
FERRONQUEL
FERRONICKEL
FERROPHOSPHORUS
FERROFSFORO
FERROPHOSPHORE
Ferrophosphorus briquettes
Ferrofsforo, briquetas de
Ferrophosphore en briquettes
FERROSILICON UN 1408
FERROSILICIO, No ONU 1408
FERROSILICIUM UN 1408
FERROSILICON
FERROSILICIO
VIRUTAS DE TALADRADO DE
METALES FERROSOS,
No ONU 2793
RECORTES DE METALES
FERROSOS, No ONU 2793
RASPADURAS DE METALES
FERROSOS,
No ONU 2793
VIRUTAS DE TORNEADO DE
METALES FERROSOS,
No ONU 2793
SULFATO FERROSO
HEPTAHIDRATADO
ABONOS SIN NITRATOS (no
entraan riesgos)
PESCADO (A GRANEL)
HARINA DE PESCADO
ESTABILIZADA,
No ONU 2216
DESECHOS DE PESCADO
ESTABILIZADOS,
No ONU 2216
FERROSILICIUM
FERROUS METAL BORINGS

UN 2793
FERROUS METAL CUTTINGS
UN 2793
FERROUS METAL SHAVINGS
UN 2793
FERROUS METAL TURNINGS
UN 2793
FERROUS SULPHATE
HEPTAHYDRATE
FERTILIZERS WITHOUT
NITRATES
FISH (IN BULK)
FISHMEAL, STABILIZED
UN 2216
FISHSCRAP, STABILIZED
UN 2216
ROGNURES DE MTAUX FERREUX

UN 2793
BARBURES DE MTAUX FERREUX
UN 2793
COPEAUX DE MTAUX FERREUX
UN 2793
TOURNURES DE MTAUX FERREUX
UN 2793
SULFATE FERREUX
HEPTAHYDRAT
ENGRAIS SANS NITRATES
POISSON (EN VRAC)
FARINE DE POISSON STABILISE
UN 2216
DCHETS DE POISSON STABILISS
UN 2216
MSC 95/22/Add.2
Annex 3, page 56
ENGLISH
SPANISH
FRENCH
FLUORSPAR
ESPATOFLOR
SPATH FLUOR
FLY ASH, DRY
CENDRES VOLANTES SCHES
Galena (lead sulphide)
CENIZAS VOLANTES SECAS

CENIZAS VOLANTES
HMEDAS
Galena (sulfuro de plomo)
Garbage tankage
Detritos orgnicos
Dtritus organiques
GLASS CULLET
DESPERDICIOS DE VIDRIO
CALCIN DE VERRE
Gluten pellets
Gluten en boulettes
GRANULAR FERROUS
SULPHATE
GRANULATED NICKEL MATTE
(LESS THAN 2% MOISTURE
CONTENT)
GRANULATED SLAG
Gluten, pellets de
PELLETS DE GRANZA DE
GRANO
SULFATO FERROSO
GRANULAR
MATA DE NQUEL
GRANULADA (CONTENIDO DE
HUMEDAD INFERIOR A 2 %)
ESCORIA GRANULADA
GRANULATED TYRE RUBBER
NEUMTICO GRANULADO
Ground nuts, meal
Man (cacahuetes), harina de
MATTE DE NICKEL EN GRANULES

(TENEUR EN HUMIDIT INFRIEURE
2 %)
SCORIES EN GRAINS
CAOUTCHOUC DE PNEUS EN
GRANULES
Farine d'arachide
GYPSUM
YESO
GYPSE
Hominy chop
Machacado
Hominy chop
GYPSUM GRANULATED
YESO GRANULADO
GYPSE EN GRAINS
ILMENITE CLAY
ILMENITA, ARCILLA DE
ARGILE D'ILMNITE
ILMENITE (ROCK)
ILMENITA (ROCA)
ILMNITE (ROCHE)
ILMENITE SAND
ILMENITA, ARENA DE
SABLE D'ILMNITE
ILMENITE (UPGRADED)
IRON AND STEEL SLAG AND
ITS MIXTURE
IRON CONCENTRATE
IRON CONCENTRATE (pellet
feed)
IRON CONCENTRATE (sinter
feed)
Iron disulphide
ILMENITA (ENRIQUECIDA)
ESCORIA DE HIERRO Y
ACERO Y SU MEZCLA
HIERRO, CONCENTRADO DE
(para pellets)
(para aglomerados)
Disulfuro de hierro
ILMNITE VALORISE
SCORIES DE FER ET D'ACIER ET
LEUR MLANGE
CONCENTR DE FER
IRON ORE
HIERRO, MINERAL DE
MINERAI DE FER
Iron ore (concentrate, pellet

feed, sinter feed)
Hierro, mineral de (concentrado,

aglomerados o pellets)
Minerai de fer (concentr, pour pellets,

pour agglomrs)
FLY ASH, WET
GRAIN SCREENING PELLETS
CENDRES VOLANTES HUMIDES

Galne (sulfure de plomb)
CRIBLURES DE GRAIN EN PELLETS

SULFATE FERREUX EN GRANULES
CONCENTR DE FER (pour pellets)

CONCENTR DE FER (pour
agglomrs)
Disulfure de fer
IRON SINTER
FINOS DE MINERAL DE
HIERRRO
HIERRO, PELLETS DE
MINERAL DE
XIDO DE HIERRO
AGOTADO, No ONU 1376
XIDO DE HIERRO-GRADO
TCNICO
HIERRO SINTERIZADO
Iron swarf
IRON SPONGE, SPENT
UN 1376
IRONSTONE
Hierro, virutas de
ESPONJA DE HIERRO
AGOTADA, No ONU 1376
ROCA FERRUGINOSA
copeaux de fer
TOURNURE DE FER RSIDUAIRE
UN 1376
ROCHE FERRUGINEUSE
LABRADORITE
LABRADORITA
LABRADOR
IRON ORE FINES

IRON ORE PELLETS
IRON OXIDE, SPENT UN 1376
IRON OXIDE TECHNICAL
FINES DE MINERAI DE FER

MINERAI DE FER EN PELLETS
OXYDE DE FER RSIDUAIRE UN
1376
OXYDE DE FER DE QUALIT
TECHNIQUE
AGGLOMRS DE FER
MSC 95/22/Add.2
Annex 3, page 57
ENGLISH
SPANISH
FRENCH
LEAD AND ZINC CALCINES

(mixed)
LEAD AND ZINC MIDDLINGS
PLOMO Y CINC, CALCINADOS

DE (en mezclas)
PLOMO Y CINC, MIXTOS DE
PLOMB ET ZINC CALCINS (en

mlange)
MIXTES DE PLOMB ET DE ZINC
LEAD CONCENTRATE
CONCENTR DE PLOMB
Lead silver ore
PLOMO, CONCENTRADO DE
NITRATO DE PLOMO,
No ONU 1469
PLOMO, MINERAL DE
Plomo, concentrado de mineral
de
PLOMO, RESIDUOS DE
MINERAL DE
PLOMO Y PLATA,
CONCENTRADO DE
Plomo y plata, mineral de
Lead sulphide
Sulfuro de plomo
Sulfure de plomb
Lead sulphide (galena)
Sulfuro de plomo (galena)
Sulfure de plomb (galne)
Lignite
Lignita
Lignite
LIME (UNSLAKED)
CAL (VIVA)
CHAUX (VIVE)
LIMESTONE
Linseed, expelled
PIEDRA CALIZA
SEMILLAS DE ALGODN
DESPEPITADO
Linaza, prensada
Linseed, extracted
Linaza, en extracto
LOGS
MAGNESIA (UNSLAKED)
TRONCOS
MAGNESIA (CALCINADA A
MUERTE)
MAGNESIA (VIVA)
CALCAIRE
GRAINES DE COTONNIER AVEC
LINTER
Graines de lin, tritures
Graines de lin, sous-produits de
l'extraction
GRUMES
Magnesia, clinker
Magnesia, clinker de
Magnsie en clinkers
Magnesia, electro-fused
Magnesia electrofundida
Magnsie lectrofondue
Magnesia, lightburned
Magnesia quemada ligeramente
Magnsie calcine lgre
Magnesia, calcined
Magnesia calcinada
Magnsie calcine
Magnesia, caustic calcined
Magnesia custica calcinada
Magnsie calcine caustique
Magnesite, clinker
Magnesita, clinker de
Magnsite, clinkers de
MAGNESITE, natural
MAGNESITA natural
MAGNSITE, naturelle
Magnesium carbonate
MAGNESIUM NITRATE
UN 1474
MAGNESIUM SULPHATE
FERTILIZERS
Maize, expelled
Carbonato de magnesio
NITRATO DE MAGNESIO, No
ONU 1474
ABONOS DE SULFATO DE
MAGNESIO
Maz, prensado
Carbonate de magnsium
Maize, extracted
Maz, en extracto
Mas, sous-produit de l'extraction
MANGANESE COMPONENT
FERROALLOY SLAG
ESCORIA DE ALEACIN DE
HIERRO CON MANGANESO
SCORIES DE FERRO-ALLIAGES DE
MANGANSE
MANGANESE CONCENTRATE
MANGANESO,
CONCENTRADO DE
CONCENTR DE MANGANSE
LEAD NITRATE UN 1469

LEAD ORE
Lead ore concentrate
LEAD ORE RESIDUE
LEAD SILVER CONCENTRATE
LINTED COTTON SEED
MAGNESIA (DEADBURNED)
MANGANESE ORE
MANGANESE ORE FINES
M.A.P.
MANGANESO, MINERAL DE
FINOS DE MINERAL DE
MANGANESO
FMA
NITRATE DE PLOMB UN 1469

MINERAI DE PLOMB
Concentr de minerai de plomb
RSIDU DE MINERAI DE PLOMB
CONCENTR DE PLOMB
ARGENTIFRE
Minerai de plomb argentifre
MAGNSIE (CALCINE)
MAGNSIE (VIVE)
NITRATE DE MAGNSIUM UN 1474

ENGRAIS AU SULFATE DE
MAGNSIUM
Mas, tritur
MINERAI DE MANGANSE
FINES DE MINERAI DE MANGANSE
[not applicable in French]
MSC 95/22/Add.2
Annex 3, page 58
ENGLISH
SPANISH
FRENCH
MARBLE CHIPS
MRMOL, ASTILLAS DE
CLATS DE MARBRE
Meal, oily
METAL SULPHIDE
CONCENTRATES
Harina oleosa
SULFUROS METLICOS,
CONCENTRADOS DE
Mill feed pellets
Piensos, pellets de
Milorganite
Milorganita
Farines olagineuses
CONCENTRS DE SULFURES
MTALLIQUES
Sous-produits de meunerie en
boulettes
Milorganite
Mineral Concentrates
MONOAMMONIUM
PHOSPHATE
Muriate of potash
Concentrados de minerales
Concentrs de minerais
FOSFATO MONOAMNICO
MONOPHOSPHATE D'AMMONIUM
Muriato de potasa
Muriate de potasse
NEFELINE SYENITE (mineral)
SIENITA NEFELNICA (mineral)
SYNITE NPHLINIQUE (minerai)
NICKEL ORE
MINERAL DE NQUEL
MINERAI DE NICKEL
NICKEL CONCENTRATE
CONCENTR DE NICKEL
Niger seed, expelled
NQUEL, CONCENTRADO DE
Nquel, concentrado de mineral
de
Nger, semillas de, prensadas
Niger seed, extracted
Nger, semillas de, en extracto
Oil cake
Torta oleaginosa
Graines de niger, tritures

Graines de niger, sous-produits de
l'extraction
Tourteaux olagineux
Palm kernel, expelled
Nuez de palma, prensada
Amande de palmiste, triture
Palm kernel, extracted
Nuez de palma, en extracto
Amande de palmiste, sous-produit de

l'extraction
Peanuts, expelled
Cacahuetes (man), prensados
Peanuts, extracted
Cacahuetes (man), en extracto
PEANUTS (in shell)
CACAHUETES (con vaina)
Cacahutes, tritures
Cacahutes, sous-produits de
l'extraction
CACAHUTES (en coques)
PEAT MOSS
TURBA FIBROSA
TOURBE HORTICOLE
PEBBLES (sea)
CANTOS RODADOS (de mar)
GALETS (de mer)
PELLETS (concentrates)
PELLETS (concentrados)
PELLETS (concentrs)
Pellets (cereal)
Cereales, pellets de
Crales en boulettes
Pencil pitch
Brea en lpices
Brai en crayons
PENTAHYDRATE CRUDE
PENTAHIDRATO EN BRUTO
PENTAHYDRATE BRUT
PERLITE ROCK
ROCHE PERLITE
PHOSPHATE ROCK
(uncalcined)
PHOSPHATE (defluorinated)
PERLITA, ROCA DE
COQUE DE PETRLEO
(calcinado)
COQUE DE PETRLEO (no
calcinado)
FOSFATO EN ROCA
(calcinado)
FOSFATO EN ROCA (no
calcinado)
FOSFATO (desfluorado)
PIG IRON
HIERRO EN LINGOTES
FONTE EN GUEUSES
PITCH PRILL
BREA EN BOLITAS
BRAI EN GRAINS
Pollard pellets
Trasmochos, pellets de
Recoupette en boulettes
POTASH
POTASA
POTASSE
Potash muriate
Muriato de potasa
Muriate de potasse
POTASSIUM CHLORIDE
CLORURO POTSICO
CHLORURE DE POTASSIUM
Nickel ore concentrate
PETROLEUM COKE (calcined)

PETROLEUM COKE
(uncalcined)
PHOSPHATE ROCK (calcined)
Concentr de minerai de nickel
COKE DE PTROLE (calcin)

COKE DE PTROLE (non calcin)
ROCHE PHOSPHATE (calcine)
ROCHE PHOSPHATE (non calcine)
PHOSPHATE (dfluor)
MSC 95/22/Add.2
Annex 3, page 59
ENGLISH
SPANISH
FRENCH
POTASSIUM NITRATE
UN 1486
NITRATO POTSICO,
No ONU 1486
NITRATE DE POTASSIUM UN 1486
Potassium nitrate/sodium nitrate

(mixture)
Nitrato potsico y nitrato sdico,

mezclas de
Nitrate de potassium/nitrate de sodium

(en mlange)
POTASSIUM NITRATE
MIXTURE
POTASSIUM SULPHATE
Prilled coal tar
Nitrato potsico en mezcla

SULFATO DE POTASIO
NITRATE DE POTASSIUM EN
MLANGE
SULFATE DE POTASSIUM
Alquitrn de hulla en bolitas

MADERA PARA PASTA
PAPELERA
PIEDRA PMEZ
Goudron de houille en grains
PIRITA (contiene cobre y hierro)
PYRITE (contenant du cuivre et du fer)
PIRITAS CALCINADAS
PYRITES CALCINES
PYRITES
PIRITAS
PYRITES
Pyrites (cupreous, fine, flotation,

or sulphur)
Piritas (cuprosas, disgregadas,

flotacin o azufre)
Pyrites (cuivreuses, fines, flottation,

soufre)
Pyritic ash
Cenizas pirticas
Cendres pyriteuses
PYRITIC ASHES (iron)
CENIZAS PIRITOSAS (hierro)
CENDRES PYRITEUSES (fer)
PYRITIC CINDERS
ESCORIAS PIRITOSAS
CENDRES PYRITEUSES
PYROPHYLLITE
PIROFILITA
PYROPHYLLITE
QUARTZ
CUARZO BLANCO
QUARTZ
QUARTZITE
CUARCITA
QUARTZITE
Quicklime
Cal viva
MATERIALES RADIACTIVOS,
DE BAJA ACTIVIDAD
ESPECFICA (BAE-I),
No ONU 2912
MATERIALES RADIACTIVOS,
OBJETOS CONTAMINADOS
EN LA SUPERFICIE (OCS-I),
No ONU 2913
chaux vive
Rape seed, expelled
Semillas de colza, prensadas
Rape seed, extracted
Semillas de colza, en extracto
RASORITE (ANHYDROUS)
RASORITA (ANHIDRA)
Graines de colza, tritures

Graines de colza, sous-produits de
l'extraction
RASORITE (ANHYDRE)
Rice bran
Arroz, salvado de
Son de riz
Rice broken
Arroz partido
Amonio en bruto, desechos
orgnicos de
ROLLIZOS
Brisures de riz
RUTILO, ARENA DE
Crtamo, semillas de,
prensadas
SABLE DE RUTILE
Safflower seed, extracted
Crtamo, semillas de, en

extracto
Graines de carthame, sous-produits de

l'extraction
SALT
SAL
SEL
SALT CAKE
SAL, TORTAS DE
PAIN DE SEL
SALT ROCK
SAL GEMA
ROCHE SALINE
Saltpetre
Salitre
Salptre
PULP WOOD
PUMICE
PYRITE (containing copper and
iron)
PYRITES, CALCINED
RADIOACTIVE MATERIAL,
LOW SPECIFIC ACTIVITY
(LSA-I) UN 2912
RADIOACTIVE MATERIAL,
SURFACE CONTAMINATED
OBJECTS (SCO-I) UN 2913
Rough ammonia tankage

ROUNDWOOD
RUTILE SAND
Safflower seed, expelled
BOIS PTE
PONCE
MATIRES RADIOACTIVES DE
FAIBLE ACTIVIT SPCIFIQUE (LSAI) UN 2912
MATIRES RADIOACTIVES, OBJETS
CONTAMINS SUPERFICIELLEMENT
(SCO-I) UN 2913
Dchets organiques ammoniacaux

RONDINS
Graines de carthame, tritures
MSC 95/22/Add.2
Annex 3, page 60
ENGLISH
SPANISH
FRENCH
SAND
ARENA
SABLE
Sand, ilmenite
Arena de ilmenita
Sable, ilmnite
Sand, zircon
Arena de circonio
Sable, zircon
Spodumene
Espodumeno
Spodumne
SAWDUST
ARENAS DE MINERALES
PESADOS
SERRN
SAW LOGS
SCALE GENERATED FROM
THE IRON AND STEEL
MAKING PROCESS
SCRAP METAL
TRONCOS PARA ASERRAR

CASCARILLA GENERADA EN
LOS PROCESOS
SIDERRGICOS
CHATARRA
BOIS DBIT
DPTS PROVENANT DE LA
FABRICATION DU FER ET DE
L'ACIER
FERRAILLE
SEED CAKE, containing

vegetable oil UN 1386
(a) mechanically expelled seeds,
containing more than 10% of oil
or more than 20% of oil and
moisture content
TORTA DE SEMILLAS, con una

proporcin de aceite vegetal,
No ONU 1386
a) residuos de semillas
prensadas por medios
mecnicos, con un contenido de
ms del 10 % de aceite o ms
del 20 % de aceite y humedad
combinados
TOURTEAUX contenant de l'huile

vgtale UN 1386 a) Graines tritures
par procd mcanique contenant plus
de 10 % d'huile ou plus de 20 % d'huile
et d'humidit combines
SEED CAKE, containing

vegetable oil UN 1386
(b) solvent extraction and
expelled seeds, containing not
more than 10% of oil and when
the amount of moisture is higher
than 10%, not more than 20% of
oil and moisture combined
TORTA DE SEMILLAS, con una

proporcin de aceite vegetal,
No ONU 1386
b) residuos de la extraccin del
aceite de las semillas con
disolventes o por prensado, con
un contenido de no ms del
10 % de aceite o, si el contenido
de humedad es superior al
10 %, no ms del 20 % de
aceite y humedad combinados
TOURTEAUX contenant de l'huile

vgtale UN 1386 b) Sous-produits de
l'extraction au solvant ou graines
tritures contenant au maximum 10 %
d'huile et, si la teneur en humidit est
suprieure 10 %, pas plus de 20 %
d'huile et d'humidit combines
SAND, HEAVY MINERAL
SEED CAKE UN 2217

SEED CAKE (non-hazardous)
Seed expellers, oily
SILICOMANGANESE
SILICON SLAG
TORTA DE SEMILLAS,
No ONU 2217
TORTA DE SEMILLAS (no
entraa riesgos)
Semillas oleosas, torta de
presin de
SILICOMANGANESO
SABLE, MINRAUX LOURDS

SCIURE DE BOIS
TOURTEAUX UN 2217
TOURTEAUX (non dangereux)
Expellers olagineux
SILICOMANGANSE
Sinter
ESCORIA DE SILICIO
PLATA Y PLOMO,
CONCENTRADO DE
Plata y plomo, concentrado de
mineral de
Sinterizado
SCORIES DE SILICIUM
CONCENTR DE PLOMB
ARGENTIFRE
Concentr de minerai de plomb
argentifre
Agglomrs
Slag, granulated
Escoria granulada
Scories, en grains
SLIG, iron ore
SLIG (mineral de hierro)
SLIG (minerai de fer)
SODA ASH
SOSA, CENIZA DE
NITRATO SDICO,
No ONU 1498
NITRATO SDICO Y NITRATO
POTSICO, EN MEZCLA,
No ONU 1499
Soja, prensada
SOUDE DU COMMERCE
SILVER LEAD CONCENTRATE

Silver lead ore concentrate
SODIUM NITRATE UN 1498

SODIUM NITRATE AND
POTASSIUM NITRATE
MIXTURE UN 1499
Soyabean, expelled
NITRATE DE SODIUM UN 1498

NITRATE DE SODIUM ET NITRATE
DE POTASSIUM EN MLANGE UN
1499
Graines de soja, tritures
MSC 95/22/Add.2
Annex 3, page 61
ENGLISH
SPANISH
FRENCH
Graines de soja, sous-produits de
l'extraction
COMBUSTIBLES SOLIDIFIS
RECYCL PARTIR DE PAPIER ET
DE PLASTIQUE
Soyabean, extracted
Soja, en extracto
SOLIDIFIED FUELS
RECYCLED FROM PAPER
AND PLASTICS
COMBUSTIBLES
SOLIDIFICADOS RECICLADOS
DE PAPELES Y PLSTICOS
SPENT CATHODES
CATHODES USES
STAINLESS STEEL GRINDING

DUST
Steel swarf
CTODOS AGOTADOS
CUBAS ELECTROLTICAS
AGOTADAS
ESPODMENO
(ENRIQUECIDO)
ACERO INOXIDABLE, POLVO
DEL RECTIFICADO DE
Acero, virutas de
Stibnite
Estibina
Stibnite
STONE CHIPPINGS
GRAVILLA
PIERRES CONCASSES
Strussa pellets
Strussa, pellets de
Strussa en boulettes
SUGAR
AZCAR
SUCRE
SULPHATE OF POTASH AND

MAGNESIUM
SULFATO DE POTASA Y
MAGNESIO
SULFATE DE POTASSIUM ET DE
MAGNSIUM
Sulphide concentrates
Concentrs sulfurs
SULPHUR (formed, solid)
Sulfuros, concentrados de
AZUFRE, No ONU 1350 (en
terrones triturados o en polvo de
grano grueso)
AZUFRE (slido con forma)
Sunflower seed, expelled
Girasol, semillas de, prensadas
Graines de tournesol, tritures
Sunflower seed, extracted
Girasol, semillas de, en extracto
Graines de tournesol, sous-produits de

l'extraction
SUPERPHOSPHATE
SUPERPHOSPHATE (triple,
granular)
Swarf
SUPERFOSFATO
SUPERFOSFATO (triple
granular)
Virutas
SUPERPHOSPHATE
TACONITE PELLETS
TACONITA, PELLETS DE
TACONITE EN PELLETS
TALC
TALCO
TALC
TANKAGE
DESECHOS ORGNICOS
DCHETS ORGANIQUES
Tankage fertilizer
Fertilizante orgnico
Engrais base de dchets organiques
TAPIOCA
TAPIOCA
TAPIOCA
TIMBER
MADERAJE
BILLES DE BOIS
Toasted meals
Harinas tostadas
Farines grilles
Triple superphosphate
Superfosfato triple
Superphosphate triple
UREA
UREA
URE
VANADIUM ORE
VANADIO, MINERAL DE
MINERAI DE VANADIUM
VERMICULITE
VERMICULITA
VERMICULITE
WHITE QUARTZ
CUARZO BLANCO
QUARTZ BLANC
WOODCHIPS
MADERA, ASTILLAS DE
PELLETS DE MADERA QUE
CONTIENEN ADITIVOS Y/O
AGLUTINANTES
PELLETS DE MADERA QUE
NO CONTIENEN ADITIVOS NI
AGLUTINANTES
COPEAUX DE BOIS
GRANULS (PELLETS) DE BOIS
CONTENANT DES ADDITIFS OU
LIANTS
GRANULS (PELLETS) DE BOIS NE
CONTENANT AUCUN ADDITIF OU
LIANT
SPENT POTLINER
SPODUMENE (UPGRADED)
SULPHUR UN 1350 (crushed

lump and coarse grained)
WOOD PELLETS CONTAINING

ADDITIVES AND/OR BINDERS
WOOD PELLETS NOT
CONTAINING ANY ADDITIVES
AND/OR BINDERS
REVTEMENT US DES CUVES

SPODUMNE (ENRICHI)
ACIER INOXYDABLE, POUSSIRE
DE MEULAGE
Rognures d'acier
SOUFRE UN 1350 (concass en

morceaux et en poudre gros grains)
SOUFRE (solide, moul)
SUPERPHOSPHATE (triple, granuleux)

Rognures
MSC 95/22/Add.2
Annex 3, page 62
ENGLISH
SPANISH
FRENCH
Wood Products General
Productos generales de madera
Produits du bois Gnralits
WOOD TORREFIED
MADERA TORRADA
BOIS TORRFI
ZINC AND LEAD CALCINES

(mixed)
CINC Y PLOMO, CALCINADOS

DE (en mezclas)
ZINC ET PLOMB CALCINS (en

mlange)
ZINC AND LEAD MIDDLINGS
MIXTES DE ZINC ET DE PLOMB
ZINC CONCENTRATE
Zinc, dross, residue or
skimmings
Zinc ore, burnt
CINC Y PLOMO, MIXTOS DE

CINC, CENIZAS DE,
No ONU 1435
CINC, CONCENTRADO DE
Cinc (escoria de, residuos de o
espuma de)
Cinc, mineral quemado de
Zinc ore, calamine
Cinc, mineral de, calamina
Minerai de zinc, calamine
Zinc ore, concentrates
Cinc, mineral de, concentrados
Minerai de zinc, concentrs
Zinc ore, crude
Cinc, mineral de, bruto
Minerai de zinc, brut
ZINC SINTER
CINC SINTERIZADO
AGGLOMRS DE ZINC
ZINC SLAG
CINC, ESCORIA DE
SCORIES DE ZINC
ZINC SLUDGE
CINC, FANGOS DE
BOUES DE ZINC
Zinc sulphide
Sulfuro de cinc
Sulfure de zinc
Zinc sulphide (blende)

ZIRCON KYANITE
CONCENTRATE
Sulfuro de cinc (blenda)

CONCENTRADO DE CIANITA
DE CIRCONIO
Sulfure de zinc (blende)

CONCENTR DE KYANITE ET DE
ZIRCON
ZIRCONSAND
CIRCONIO, ARENA DE
SABLE DE ZIRCON
ZINC ASHES UN 1435
CENDRES DE ZINC UN 1435

CONCENTR DE ZINC
Zinc, crasses, rsidus, laitier
Minerai de zinc, brl
"
***
MSC 95/22/Add.2
Annex 4, page 1
ANNEX 4
AMENDMENTS TO THE PROTOCOL OF 1978 RELATING TO THE INTERNATIONAL
CONVENTION FOR THE SAFETY OF LIFE AT SEA, 1974

RECALLING ALSO article VIII(b) of the International Convention for the Safety of Life at
Sea, 1974 ("the Convention") and article II of the Protocol of 1978 relating to the International
Convention for the Safety of Life at Sea, 1974 (1978 SOLAS Protocol) concerning
the amendments procedure applicable to the 1978 SOLAS Protocol,
HAVING CONSIDERED, at its ninety-fifth session, amendments to the 1978 SOLAS Protocol
proposed and circulated in accordance with article VIII(b)(i) of the Convention and article II of
the 1978 SOLAS Protocol,
1
ADOPTS, in accordance with article VIII(b)(iv) of the Convention and article II of
the 1978 SOLAS Protocol, amendments to the appendix to the annex to the 1978 SOLAS
Protocol, the text of which is set out in the annex to the present resolution;
2
DETERMINES, in accordance with article VIII(b)(vi)(2)(bb) of the Convention and
article II of the 1978 SOLAS Protocol, that the said amendments shall be deemed to have been
accepted on 1 July 2016, unless, prior to that date, more than one third of the Parties to
the 1978 SOLAS Protocol or Parties the combined merchant fleets of which constitute not less
than 50% of the gross tonnage of the world's merchant fleet, have notified to
the Secretary-General their objections to the amendments;
3
INVITES Parties concerned to note that, in accordance with article VIII(b)(vii)(2) of the
Convention and article II of the 1978 SOLAS Protocol, the amendments shall enter into force
on 1 January 2017, upon their acceptance in accordance with paragraph 2 above;
4
the Convention and article II of the 1978 SOLAS Protocol, to transmit certified copies of
the present resolution and the text of the amendments contained in the annex to all Parties to
the 1978 SOLAS Protocol; and
5
annex to Members of the Organization, which are not Parties to the 1978 SOLAS Protocol.
MSC 95/22.Add.2
Annex 4, page 2
ANNEX
CONVENTION FOR THE SAFETY OF LIFE AT SEA, 1974, AS AMENDED
ANNEX
MODIFICATIONS AND ADDITIONS TO THE ANNEX TO THE INTERNATIONAL
APPENDIX
The existing paragraph 2 is replaced with the following:

"2

.1

.2
as fuel/N.A.4"
***
MSC 95/22
Annex 5, page 1
ANNEX 5

RECALLING ALSO article VIII(b) of the International Convention for the Safety of Life at
Sea, 1974 ("the Convention") and article VI of the Protocol of 1988 relating to the International
Convention for the safety of Life at Sea, 1974 (1988 SOLAS Protocol) concerning the procedure
for amending the 1988 SOLAS Protocol,
HAVING CONSIDERED, at its ninety-fifth session, amendments to the 1988 SOLAS Protocol
proposed and circulated in accordance with article VIII(b)(i) of the Convention and article VI of
the 1988 SOLAS Protocol,
1
ADOPTS, in accordance with article VIII(b)(iv) of the Convention and article VI of
the 1988 SOLAS Protocol, amendments to the appendix to the annex to the 1988 SOLAS
Protocol, the text of which is set out in the annex to the present resolution;
2
DETERMINES, in accordance with article VIII(b)(vi)(2)(bb) of the Convention and
article VI of the 1988 SOLAS Protocol, that the said amendments shall be deemed to have
been accepted on 1 July 2016, unless, prior to that date, more than one third of the Parties to
the 1988 SOLAS Protocol or Parties the combined merchant fleets of which constitute not less
than 50% of the gross tonnage of the world's merchant fleet, have notified to
the Secretary-General their objections to the amendments;
3
INVITES the Parties concerned to note that, in accordance with article VIII(b)(vii)(2)
of the Convention and article VI of the 1988 SOLAS Protocol, the amendments shall enter into
force on 1 January 2017, upon their acceptance in accordance with paragraph 2 above;
4
the Convention and article VI of the 1988 SOLAS Protocol, to transmit certified copies of
the present resolution and the text of the amendments contained in the annex to all Parties to
the 1988 SOLAS Protocol; and
5
annex to Members of the Organization which are not Parties to the 1988 SOLAS Protocol.
MSC 95/22
Annex 5, page 2
ANNEX
ANNEX
MODIFICATIONS AND ADDITIONS TO THE ANNEX TO THE INTERNATIONAL
APPENDIX
MODIFICATIONS AND ADDITIONS TO THE APPENDIX TO THE ANNEX TO THE
INTERNATIONAL CONVENTION FOR THE SAFETY OF LIFE AT SEA, 1974
FORM OF SAFETY CERTIFICATE FOR PASSENGER SHIPS
PASSENGER SHIP SAFETY CERTIFICATE
1
"2.2
the ship complied with part G of chapter II-1 of the Convention

using as fuel/N.A.1"

The existing paragraph 2. is replaced with the following:

"2.

.1

.2
as fuel/N.A.4"
FORM OF SAFETY CERTIFICATE FOR CARGO SHIPS

CARGO SHIP SAFETY CERTIFICATE
4
"2.2
the ship complied with part G of chapter II-1 of the Convention

using . as fuel/N.A.4"

***
MSC 95/22/Add.2
Annex 6, page 1
ANNEX 6
AMENDMENTS TO THE INTERNATIONAL CONVENTION ON

STANDARDS OF TRAINING, CERTIFICATION AND WATCHKEEPING
FOR SEAFARERS (STCW), 1978, AS AMENDED

RECALLING FURTHER article XII of the International Convention on Standards of Training,
Certification and Watchkeeping for Seafarers, 1978 ("the Convention"), concerning the procedures
for amending the Convention,
HAVING CONSIDERED, at its ninety-fifth session, amendments to the Convention proposed
and circulated in accordance with article XII(1)(a)(i) thereof,
1
ADOPTS, in accordance with article XII(1)(a)(iv) of the Convention, amendments to
2
DETERMINES, in accordance with article XII(1)(a)(vii)(2) of the Convention, that
the said amendments shall be deemed to have been accepted on 1 July 2016, unless, prior to
that date more than one third of Parties or Parties the combined merchant fleets of which
constitute not less than 50% of the gross tonnage of the world's merchant shipping of ships
of 100 gross register tons or more, have notified to the Secretary-General of the Organization
their objections to the amendments;
3
INVITES Parties to note that, in accordance with article XII(1)(a)(viii) of the Convention,
that the amendments annexed hereto, shall enter into force on 1 January 2017 upon their
acceptance in accordance with paragraph 2 above;
4
INVITES ALSO Parties to note that, in the absence of the ships subject to the IGF Code
at the time of the entry into force of these amendments, to take into account experience gained
on board ships in accordance with the Interim guidelines on safety for natural gas-fuelled
engine installations in ships, as adopted by resolution MSC.285(86);
5
REQUESTS the Secretary-General, for the purposes of article XII(1)(a)(v) of
the amendments contained in the annex to all Parties to the Convention; and
6
annex to Members of the Organization, which are not Parties to the Convention.
MSC 95/22/Add.2
Annex 6, page 2
ANNEX
AMENDMENTS TO THE INTERNATIONAL CONVENTION ON
STANDARDS OF TRAINING, CERTIFICATION AND WATCHKEEPING
CHAPTER I GENERAL PROVISIONS
Regulation I/1 Definitions and clarifications
1
In paragraph 1, after the existing subparagraph .40, the following new definition is
inserted:
".41
The IGF Code means the International Code of safety for ships using gases
or other low-flashpoint fuels, as defined in SOLAS regulation II-1/2.29."
Regulation I/11 Revalidation of certificates

2
Existing paragraph 1 is amended to read:

"1
Every master, officer and radio operator holding a certificate issued or
recognized under any chapter of the Convention other than regulation V/3 or
chapter VI, who is serving at sea or intends to return to sea after a period ashore,
shall, in order to continue to qualify for seagoing service, be required, at intervals not
exceeding five years, to:
.1
meet the standards of medical fitness prescribed by regulation I/9;

and
.2
establish continued professional competence in accordance with

section A-1/11 of the STCW Code."
CHAPTER V SPECIAL TRAINING REQUIREMENTS FOR PERSONNEL ON CERTAIN

TYPES OF SHIP
3
The following new regulation V/3 is added after existing regulation V/2:
"Regulation V/3
Mandatory minimum requirements for the training and qualifications of masters,
officers, ratings and other personnel on ships subject to the IGF Code
1
This regulation applies to masters, officers and ratings and other personnel
serving on board ships subject to the IGF Code.
2
Prior to being assigned shipboard duties on board ships subject to the IGF Code,
seafarers shall have completed the training required by paragraphs 4 to 9 below in
accordance with their capacity, duties and responsibilities.
3
All seafarers serving on board ships subject to the IGF Code shall, prior to
being assigned shipboard duties, receive appropriate ship and equipment specific
familiarization as specified in regulation I/14, paragraph 1.5.
MSC 95/22/Add.2
Annex 6, page 3
4
Seafarers responsible for designated safety duties associated with the care,
use or in emergency response to the fuel on board ships subject to the IGF Code shall
hold a certificate in basic training for service on ships subject to the IGF Code.
5
Every candidate for a certificate in basic training for service on ships subject
to the IGF Code shall have completed basic training in accordance with provisions of
section A-V/3, paragraph 1 of the STCW Code.
6
Seafarers responsible for designated safety duties associated with the care,
use or in emergency response to the fuel on board ships subject to the IGF Code who
have been qualified and certified according to regulation V/1-2, paragraphs 2 and 5,
or regulation V/1-2, paragraphs 4 and 5 on liquefied gas tankers, are to be considered
as having met the requirements specified in section A-V/3, paragraph 1 for basic
training for service on ships subject to the IGF Code.
7
Masters, engineer officers and all personnel with immediate responsibility for
the care and use of fuels and fuel systems on ships subject to the IGF Code shall hold
a certificate in advanced training for service on ships subject to the IGF Code.
8
Every candidate for a certificate in advanced training for service on ships
subject to the IGF Code shall, while holding the Certificate of Proficiency described in
paragraph 4, have:
.1
completed approved advanced training for service on ships subject

to the IGF Code and meet the standard of competence as specified
in section A-V/3, paragraph 2 of the STCW Code; and
.2
completed at least one month of approved seagoing service that

includes a minimum of three bunkering operations on board ships
subject to the IGF Code. Two of the three bunkering operations may
be replaced by approved simulator training on bunkering operations
as part of the training in paragraph 8.1 above.
9
Masters, engineer officers and any person with immediate responsibility for
the care and use of fuels on ships subject to the IGF Code who have been qualified
and certified according to the standards of competence specified in section AV/1-2,
paragraph 2 for service on liquefied gas tankers are to be considered as having met
the requirements specified in section A-V/3, paragraph 2 for advanced training for
ships subject to the IGF Code, provided they have also:
.1
met the requirements of paragraph 6; and
.2
met the bunkering requirements of paragraph 8.2 or have participated

in conducting three cargo operations on board the liquefied gas tanker;
and
.3
have completed sea going service of three months in the previous

five years on board:
.1
ships subject to the IGF Code;
.2
tankers carrying as cargo, fuels covered by the IGF Code;

or
.3
ships using gases or low flashpoint fuel as fuel.
MSC 95/22/Add.2
Annex 6, page 4
10
Every Party shall compare the standards of competence which it required of
persons serving on gas-fuelled ships before 1 January 2017 with the standards of
competence in Section A-V/3 of the STCW Code, and shall determine the need, if
any, for requiring these personnel to update their qualifications.
11
Administrations shall ensure that a Certificate of Proficiency is issued to
seafarers, who are qualified in accordance with paragraphs 4 or 7, as appropriate.
12
Seafarers holding Certificates of Proficiency in accordance with paragraph 4
or 7 above shall, at intervals not exceeding five years, undertake appropriate refresher
training or be required to provide evidence of having achieved the required standard
of competence within the previous five years."
***
MSC 95/22/Add.2
Annex 7, page 1
ANNEX 7
AMENDMENTS TO PART A OF THE SEAFARERS' TRAINING,
CERTIFICATION AND WATCHKEEPING (STCW) CODE

RECALLING FURTHER article XII and regulation I/1.2.3 of the International Convention on
Standards of Training, Certification and Watchkeeping for Seafarers, 1978 ("the Convention"),
concerning the procedures for amending part A of the Seafarers' Training, Certification and
Watchkeeping (STCW) Code,
HAVING CONSIDERED, at its ninety-fifth session, amendments to part A of the STCW Code,
proposed and circulated in accordance with article XII(1)(a)(i) of the Convention,
1
the STCW Code, the text of which is set out in the annex to the present resolution;
2
DETERMINES, in accordance with article XII(1)(a)(vii)(2) of the Convention, that
the said amendments to the STCW Code shall be deemed to have been accepted
on 1 July 2016, unless, prior to that date, more than one third of Parties or Parties the combined
merchant fleets of which constitute not less than 50% of the gross tonnage of the world's
merchant shipping of ships of 100 gross register tons or more, have notified to
the Secretary-General of the Organization their objections to the amendments;
3
INVITES Parties to note that, in accordance with article XII(1)(a)(ix) of the Convention,
the annexed amendments to the STCW Code shall enter into force on 1 January 2017 upon
their acceptance in accordance with paragraph 2 above;
4
REQUESTS the Secretary-General, for the purposes of article XII(1)(a)(v) of
the amendments contained in the annex to all Parties to the Convention; and
5
MSC 95/22/Add.2
Annex 7, page 2
ANNEX
TYPES OF SHIP
1
The following new section A-V/3 is added after existing section A-V/2:
"Section A-V/3
Mandatory minimum requirements for the training and qualification of masters,
officers, ratings and other personnel on ships subject to the IGF Code
Basic training for ships subject to the IGF Code
1
Every candidate for a certificate in basic training for service on ships subject
to the IGF Code shall:
.1.1
have successfully completed the approved basic training required

by regulation V/3, paragraph 5, in accordance with their capacity,
duties and responsibilities as set out in table A-V/3-1; and
.1.2
be required to provide evidence that the required standard of

competence has been achieved in accordance with the methods
and the criteria for evaluating competence tabulated in columns 3
and 4 of table A-V/3-1; or
.2
have received appropriate training and certification according to

the requirements for service on liquefied gas tankers as set out in
regulation V/3, paragraph 6.
Advanced training for ships subject to the IGF Code

2
Every candidate for a certificate in advanced training for service on ships
subject to the IGF Code shall:
.1.1
have successfully completed the approved advanced training

required by regulation V/3, paragraph 8 in accordance with their
capacity, duties and responsibilities as set out in table A-V/3-2; and
.1.2
provide evidence that the required standard of competence has been

achieved in accordance with the methods and the criteria for
evaluating competence tabulated in columns 3 and 4 of table A-V/3-2;
or
.2
have received appropriate training and certification according to

the requirements for service on liquefied gas tankers as set out in
regulation V/3, paragraph 9.
Exemptions
3
The Administration may, in respect of ships of less than 500 gross tonnage,
except for passenger ships, if it considers that a ship's size and the length or character
of its voyage are such as to render the application of the full requirements of this
section unreasonable or impracticable, exempt the seafarers on such a ship or class
of ships from some of the requirements, bearing in mind the safety of people on board,
the ship and property and the protection of the marine environment.
MSC 95/22/Add.2
Annex 7, page 3
Table A-V/3-1
Specification of minimum standard of competence in basic training for ships subject to
the IGF Code
Column 1
Column 2
Column 3
Column 4
Competence
Knowledge,
understanding and
proficiency
Methods for
demonstrating
competence
Criteria for
evaluating
competence
Contribute to the Design and operational

safe operation of characteristics of ships
a ship subject to subject to the IGF Code
the IGF Code
Basic knowledge of ships
subject to the IGF Code,
their fuel systems and fuel
storage systems:
.1 fuels addressed by the
IGF Code
.2 types of fuel systems
subject to the IGF Code
.3 atmospheric, cryogenic
or compressed storage
of fuels on board ships
.4 general arrangement of
fuel storage systems on
board ships subject to
the IGF Code
.5 hazard zones and areas
.6 typical fire safety plan
.7 monitoring, control and
safety systems aboard
ships subject to the IGF
Code
Basic knowledge of fuels
and fuel storage systems'
operations on board ships
subject to the IGF Code:
.1 piping systems and
valves
.2 atmospheric, compressed
or cryogenic storage
Examination and
assessment of evidence
obtained from one or
more of the following:
Communications
within the area of
responsibility are
clear and effective
.1 approved in-service Operations related

experience
to ships subject to
the IGF Code are
.2 approved training
carried out in
ship experience
accordance with
accepted principles
.3 approved simulator and procedures to
training
ensure safety of
operations
programme
MSC 95/22/Add.2
Annex 7, page 4
Column 1
Column 2
Column 3
Column 4
Competence
Knowledge,
understanding and
proficiency
Methods for
demonstrating
competence
Criteria for
evaluating
competence
.3 relief systems and

protection screens
.4 basic bunkering
operations and
bunkering systems
.5 protection against
cryogenic accidents
.6 fuel leak monitoring and
detection
Basic knowledge of the
physical properties of fuels
on board ships subject to
the IGF Code, including:
.1 properties and
characteristics
.2 pressure and
temperature, including
vapour pressure/
temperature relationship
Knowledge and
understanding of safety
requirements and safety
management on board
Code
Take precautions
to prevent hazards
on a ship subject to
the IGF Code
Basic knowledge of the

hazards associated with
operations on ships subject
to the IGF Code, including:
Examination and
.1 health hazards
.1
.2 environmental hazards
.2
.3 reactivity hazards
.4 corrosion hazards
.3
.5 ignition, explosion and

flammability hazards
.4
.6 sources of ignition
Correctly identifies,
on a Safety Data
Sheet (SDS),
relevant hazards to
the ship and to
approved in-service personnel, and
experience
takes the
appropriate actions
approved training
in accordance with
ship experience
established
procedures
approved simulator
training
approved training Identification and
programme
actions on
becoming aware of
a hazardous
MSC 95/22/Add.2
Annex 7, page 5
Column 1
Column 2
Column 3
Column 4
Competence
Knowledge,
understanding and
proficiency
Methods for
demonstrating
competence
Criteria for
evaluating
competence
.7 electrostatic hazards
.8 toxicity hazards
.9 vapour leaks and clouds
.10 extremely low
temperatures
.11 pressure hazards
.12 fuel batch differences
Basic knowledge of hazard
controls:
.1 emptying, inerting,
drying and monitoring
techniques
.2 anti-static measures
.3 ventilation
.4 segregation
.5 inhibition
.6 measures to prevent
ignition, fire and
explosion
.7 atmospheric control
.8 gas testing
.9 protection against
cryogenic damages
(LNG)
Understanding of fuel
characteristics on ships
subject to the IGF Code as
found on a Safety Data
Sheet (SDS)
situation conform
to established
procedures in line
with best practice
MSC 95/22/Add.2
Annex 7, page 6
Column 1
Column 2
Column 3
Column 4
Competence
Knowledge,
understanding and
proficiency
Methods for
demonstrating
competence
Criteria for
evaluating
competence
Apply
occupational
health and safety
precautions and
measures
Awareness of function of
Examination or
gas-measuring instruments assessment of
and similar equipment:
evidence obtained from
one or more of the
.1 gas testing
following:
Proper use of specialized
.1
safety equipment and
protective devices, including:
.2
.1 breathing apparatus
.2 protective clothing
.3
.3 resuscitators
.4
.4 rescue and escape
equipment
Basic knowledge of safe
working practices and
procedures in accordance
with legislation and industry
guidelines and personal
shipboard safety relevant to
Code, including:
.1 precautions to be taken
before entering
hazardous spaces and
zones
.2 precautions to be taken
before and during repair
and maintenance work
.3 safety measures for hot
and cold work
Basic knowledge of first aid
with reference to a Safety
Data Sheet (SDS)
Procedures and
safe working
practices designed
to safeguard
personnel and the
ship are observed
approved in-service at all times
experience
Appropriate safety
approved training
and protective
ship experience
equipment is
correctly used
approved simulator
training
First aid dos and
don'ts
approved training
programme
MSC 95/22/Add.2
Annex 7, page 7
Column 1
Column 2
Column 3
Column 4
Competence
Knowledge,
understanding and
proficiency
Methods for
demonstrating
competence
Criteria for
evaluating
competence
Carry out
firefighting
operations on a
ship subject to
the IGF Code
Fire organization and action Practical exercises and

to be taken on ships
instruction conducted
under approved and
truly realistic training
Special hazards associated conditions (e.g.
with fuel systems and fuel Simulated shipboard
handling on ships subject to conditions) and,
the IGF Code
whenever possible and
practicable, in darkness
Firefighting agents and
methods used to control
and extinguish fires in
conjunction with the
different fuels found on
board ships subject to the
IGF Code
Firefighting system
operations
Initial actions and

follow-up actions on
becoming aware of
an emergency
conform with
established
practices and
procedures
Action taken on
identifying muster
signals is
appropriate to the
indicated
emergency and
complies with
established
procedures
Clothing and
equipment are
appropriate to the
nature of the
firefighting
operations
The timing and
sequence of
individual actions
are appropriate to
the prevailing
circumstances and
conditions
Extinguishment of
fire is achieved
using appropriate
procedures
techniques and
firefighting agents
MSC 95/22/Add.2
Annex 7, page 8
Column 1
Column 2
Column 3
Column 4
Competence
Knowledge,
understanding and
proficiency
Methods for
demonstrating
competence
Criteria for
evaluating
competence
Respond to
emergencies
Basic knowledge of
emergency procedures,
including emergency
shutdown
Examination and
The type and

impact of the
emergency is
promptly identified
and the response
.1 approved in-service actions conform to
experience
the emergency
procedures and
contingency plans
ship experience
.3 approved simulator
training
programme
Take precautions
to prevent
pollution of the
environment from
the release of
fuels found on
ships subject to
the IGF Code
Basic knowledge of
measures to be taken in the
event of leakage/spillage/
venting of fuels from ships
subject to the IGF Code,
including the need to:
.1 report relevant
information to the
responsible persons
Examination or
assessment of
one or more of the
following:
.1 approved in-service
experience
ship experience
.2 awareness of shipboard
spill/leakage/venting
response procedures
training
.3 awareness of
appropriate personal
protection when
responding to a spill/
leakage of fuels
addressed by the IGF
Code
programme
Procedures
designed to
safeguard the
environment are
observed at all
times
MSC 95/22/Add.2
Annex 7, page 9
Table A-V/3-2
Specification of minimum standard of competence of advanced training for ships
Column 1
Column 2
Column 3
Column 4
Competence
Knowledge,
understanding and
proficiency
Methods for
demonstrating
competence
Criteria for
evaluating
competence
Familiarity with
physical and
chemical properties
of fuels aboard
ships subject to the
IGF Code
Basic knowledge and

understanding of simple
chemistry and physics and
the relevant definitions
related to safe bunkering
and use of fuels used on
board ships subject to the
IGF Code, including:
Examination and
assessment of
evidence obtained
from one or more of
the following:
Effective use is
made of information
resources for
identification of
properties and
characteristics of
.1 approved in-service fuels addressed by
experience
the IGF Code and
their impact on
.1 the chemical structure .2 approved training
safety,
of different fuels used
ship experience
environmental
on board ships subject
protection and ship
to the IGF Code
.3 approved simulator operation
training
.2 the properties and
characteristics of
fuels used on board
programme
IGF Code, including:
.2.1
simple physical
laws
.2.2
states of matter
.2.3
liquid and vapour

densities
.2.4
boil-off and
weathering of
cryogenic fuels
.2.5
compression and
expansion of gases
.2.6
critical pressure
and temperature of
gases
MSC 95/22/Add.2
Annex 7, page 10
Column 1
Column 2
Column 3
Column 4
Competence
Knowledge,
understanding and
proficiency
Methods for
demonstrating
competence
Criteria for
evaluating
competence
.2.7
flashpoint, upper
and lower
flammable limits,
auto-ignition
temperature
.2.8
saturated vapour
pressure/ reference
temperature
.2.9
dewpoint and
bubble point
.2.10 hydrate formation

.2.11 combustion
properties: heating
values
.2.12 methane number/
knocking
.2.13 pollutant
characteristics of
fuels addressed by
the IGF Code
.3 the properties of single
liquids
.4 the nature and
properties of solutions
.5 thermodynamic units
.6 basic thermodynamic
laws and diagrams
.7 properties of materials
.8 effect of low
temperature, including
brittle fracture, for liquid
cryogenic fuels
Understanding the
information contained in a
Safety Data Sheet (SDS)
about fuels addressed by
the IGF Code
MSC 95/22/Add.2
Annex 7, page 11
Column 1
Column 2
Column 3
Column 4
Competence
Knowledge,
understanding and
proficiency
Methods for
demonstrating
competence
Criteria for
evaluating
competence
Operate controls of
fuel related to
propulsion plant and
engineering
systems and
services and safety
devices on ships
subject to the IGF
Code
Operating principles of
marine power plants
Examination and
Ships' auxiliary
machinery
Knowledge of marine
engineering terms
Plant, auxiliary
machinery and
equipment is
operated in
accordance with
.1 approved in-service technical
experience
specifications and
within safe
operating limits at
ship experience
all times
training
programme
Ability to safely
perform and monitor
all operations
related to the fuels
used on board ships
subject to the IGF
Code
Design and characteristics Examination and

of ships subject to the IGF assessment of
Code
evidence obtained
from one or more of
Knowledge of ship
the following:
design, systems, and
equipment found on
experience
Code, including:
.1 fuel systems for
ship experience
different propulsion
engines
training
.2 general arrangement
and construction
programme
.3 fuel storage systems
on board ships subject
to the IGF Code,
including materials of
construction and
insulation
.4 fuel-handling equipment
and instrumentations on
board ships:
.4.1 fuel pumps and
pumping
arrangements
.4.2 fuel pipelines
Communications
are clear and
understood
Successful ship
operations using
fuels addressed by
the IGF Code are
carried out in a safe
manner, taking into
account ship
designs, systems
and equipment
Pumping operations
are carried out in
accordance with
accepted principles
and procedures and
are relevant to the
type of fuel
Operations are
planned, risk is
managed and
carried out in
accordance with
accepted principles
and procedures to
ensure safety of
operations and to
avoid pollution of the
marine environment
MSC 95/22/Add.2
Annex 7, page 12
Column 1
Column 2
Column 3
Column 4
Competence
Knowledge,
understanding and
proficiency
Methods for
demonstrating
competence
Criteria for
evaluating
competence
.4.3 expansion devices

.4.4 flame screens
.4.5 temperature
monitoring systems
.4.6 fuel tank
level-gauging
systems
.4.7 tank pressure
monitoring and
control systems
.5 cryogenic fuel tanks
temperature and
pressure maintenance
.6 fuel system atmosphere
control systems (inert
gas, nitrogen), including
storage, generation and
distribution
.7 toxic and flammable
gas-detecting systems
.8 fuel Emergency Shut
Down system (ESD)
Knowledge of fuel system
theory and
characteristics, including
types of fuel system
pumps and their safe
operation on board ships
.1 low pressure pumps
.2 high pressure pumps
.3 vaporizers
.4 heaters
MSC 95/22/Add.2
Annex 7, page 13
Column 1
Column 2
Column 3
Column 4
Competence
Knowledge,
understanding and
proficiency
Methods for
demonstrating
competence
Criteria for
evaluating
competence
.5 pressure build-up units

Knowledge of safe
procedures and
checklists for taking fuel
tanks in and out of
service, including:
.1 inerting
.2 cooling down
.3 initial loading
.4 pressure control
.5 heating of fuel
.6 emptying systems
Plan and monitor
safe bunkering,
stowage and
securing of the fuel
on board ships
subject to the IGF
Code
General knowledge of Examination and

ships subject to the IGF assessment of
Code
evidence obtained
from one or more of
Ability to use all data
the following:
available on board
related to bunkering,
storage and securing of
experience
fuels addressed by the
IGF Code
training
Ability to establish clear
and concise
communications and
programme
between the ship and the
terminal, truck or the
.4 approved laboratory
bunker- supply ship
equipment training
Knowledge of safety and
emergency procedures
for operation of
machinery, fuel- and
control systems for ships
Proficiency in the
operation of bunkering
systems on board ships
including:
or witnessing
bunker operation
Fuel quality and

quantity is
determined taking
into account the
current conditions
and necessary
corrective safe
measures are taken
Procedures for
monitoring safety
systems to ensure
that all alarms are
detected promptly
and acted upon in
accordance with
established
procedures
Operations are
planned and carried
out in accordance
with fuel transfer
manuals and
procedures to
ensure safety of
operations and
avoid spill damages
MSC 95/22/Add.2
Annex 7, page 14
Column 1
Column 2
Column 3
Column 4
Competence
Knowledge,
understanding and
proficiency
Methods for
demonstrating
competence
Criteria for
evaluating
competence
.1 bunkering procedures
and pollution of the

environment
.2 emergency
procedures
Personnel are
allocated duties and
informed of
procedures and
standards of work to
be followed, in a
manner appropriate
to the individuals
concerned and in
accordance with
safe working
procedures
.3 ship-shore/ship-ship
interface
.4 prevention of rollover
Proficiency to perform
fuel-system
measurements and
calculations, including:
.1 maximum fill quantity
.2 On Board Quantity
(OBQ)
.3 Minimum Remain On
Board (ROB)
.4 fuel consumption
calculations
Ability to ensure the safe
management of
bunkering and other IGF
Code fuel related
operations concurrent
with other onboard
operations, both in port
and at sea
Take precautions to
prevent pollution of
the environment
from the release of
fuels from ships
subject to the IGF
Code
Knowledge of the effects Examination and

of pollution on human
assessment of
and environment
evidence obtained
from one or more of
Knowledge of measures the following:
to be taken in the event
.1 approved
of spillage/leakage/
in-service
venting
.2
approved training
ship experience
.3
approved
simulator training
.4
approved training
programme
Procedures
designed to
safeguard the
environment are
observed at all
times
MSC 95/22/Add.2
Annex 7, page 15
Column 1
Column 2
Column 3
Column 4
Competence
Knowledge,
understanding and
proficiency
Methods for
demonstrating
competence
Criteria for
evaluating
competence
Monitor and control

compliance with
legislative
requirements
Knowledge and
understanding of relevant
provisions of the
International Convention
for the Prevention of
Pollution from Ships
(MARPOL), as amended
and other relevant IMO
instruments, industry
guidelines and port
regulations as commonly
applied
Assessment of
evidence obtained
from one or more of
the following:
The handling of
fuels on board ships
subject to the IGF
Code complies with
relevant IMO
instruments and
established
industrial standards
and codes of safe
working practices
.1
approved
in-service
experience
.2
approved training
ship experience
.3
approved
simulator training
Proficiency in the use of

the IGF Code and related
.4
documents
Take precautions to Knowledge and

prevent hazards
understanding of the
hazards and control
measures associated
with fuel system
operations on board
Code, including:
.1 flammability
.2 explosion
Examination and
assessment of
evidence obtained
from one or more of
the following:
.1
approved
in-service
.2
approved training
ship experience
.3
approved
simulator training
.4
approved training
programme
.3 toxicity
.4 reactivity
.5 corrosivity
.6 health hazards
.7 inert gas composition
.8 electrostatic hazards
.9 pressurized gases
.10 low temperature
approved training
Operations are
planned and
performed in
conformity with
approved
procedures and
legislative
requirements
Relevant hazards to
the ship and to
personnel
associated with
operations on board
IGF Code are
correctly identified
and proper control
measures are taken
Use of flammable
and toxic
gas-detection
devices are in
accordance with
manuals and good
practice
MSC 95/22/Add.2
Annex 7, page 16
Column 1
Column 2
Column 3
Column 4
Competence
Knowledge,
understanding and
proficiency
Methods for
demonstrating
competence
Criteria for
evaluating
competence
Proficiency to calibrate
and use monitoring and
fuel detection systems,
instruments and
equipment on board
Code
Knowledge and
understanding of dangers
of non-compliance with
relevant rules/regulations
Knowledge and
understanding of risks
assessment method
analysis on board ships
Ability to elaborate and
develop risks analysis
related to risks on board
Code
Ability to elaborate and
develop safety plans and
safety instructions for
Code
Knowledge of hot work,
enclosed spaces and
tank entry including
permitting procedures
Apply occupational
health and safety
precautions and
measures on board
a ship subject to the
IGF Code
Proper use of safety

Examination and
equipment and protective assessment of
devices, including:
evidence obtained
from one or more of
.1 breathing apparatus the following:
and evacuating
equipment
.1 approved
in-service
.2 protective clothing
experience
and equipment
.3 resuscitators
.4 rescue and escape
equipment
.2
approved training
ship experience
Appropriate safety
and protective
equipment is
correctly used
Procedures
designed to
safeguard
personnel and the
ship are observed
at all times
MSC 95/22/Add.2
Annex 7, page 17
Column 1
Column 2
Column 3
Column 4
Competence
Knowledge,
understanding and
proficiency
Methods for
demonstrating
competence
Criteria for
evaluating
competence
Knowledge of safe
.3
working practices and
procedures in accordance
with legislation and
.4
industry guidelines and
personal shipboard safety
including:
approved
simulator training
approved training
programme
.1 precautions to be
taken before, during
and after repair and
maintenance work on
fuel systems
addressed in the IGF
Code
Working practices
are in accordance
with legislative
requirements,
codes of practice,
permits to work and
environmental
concerns
First aid dos and
don'ts
.2 electrical safety
(reference to IEC
600079-17)
.3 ship/shore safety
checklist
Basic knowledge of first
aid with reference to a
Safety Data Sheets
(SDS) for fuels
addressed by the IGF
Code
Knowledge of the
prevention, control
and firefighting and
extinguishing
systems on board
IGF Code
Knowledge of the
methods and firefighting
appliances to detect,
control and extinguish
fires of fuels addressed
by the IGF Code
***
Examination and
assessment of
evidence obtained
from one or more of
the following:
.1
approved
in-service
experience
.2
approved training
ship experience
.3
approved
simulator training
.4
approved training
programme
The type and scale

of the problem is
promptly identified,
and initial actions
conform with the
emergency
procedures for fuels
addressed by the
IGF Code
Evacuation,
emergency
shutdown and
isolation procedures
are appropriate to
the fuels addressed
by the IGF Code
"
MSC 95/22/Add.2
Annex 8, page 1
ANNEX 8
DRAFT MSC RESOLUTION
AMENDMENTS TO THE INTERNATIONAL CONVENTION ON STANDARDS
OF TRAINING, CERTIFICATION AND WATCHKEEPING
concerning the functions of the Committee;
RECALLING ALSO Article XII of the International Convention on Standards of Training,
Certification and Watchkeeping for Seafarers, 1978 (the Convention"), concerning the
procedures for amending the Convention;
RECALLING ALSO that the Committee, by resolution MSC.386(94), adopted, inter alia, the new
chapter XIV of the International Convention for the Safety of Life at Sea (SOLAS), 1974, as
amended,
RECALLING FURTHER that the Committee, by resolution MSC.385(94), adopted the International
Code for Ships Operating in Polar Waters (Polar Code) which will take effect on 1 January 2017
upon entry into force of the new chapter XIV of the Convention;
NOTING that there will be a transitional period between the entry into force of the Polar Code
and the amendments to the STCW Convention;
HAVING CONSIDERED, at its [ninety-sixth] session, amendments to the Convention proposed
and circulated in accordance with article XII(1)(a)(i) of the Convention;
1
2
DETERMINES ALSO, in accordance with article XII(1)(a)(vii)(2) of the Convention, that
the said amendments shall be deemed to have been accepted on [1 July 2017], unless, prior to
that date more than one third of Parties or Parties the combined merchant fleets of which
constitute not less than 50% of the gross tonnage of the world's merchant shipping of ships
of 100 gross register tons or more, have notified to the Secretary-General of the Organization
their objections to the amendments;
3
that the amendments annexed hereto, shall enter into force on [1 January 2018] upon their
acceptance in accordance with paragraph 2 above; and
4
URGES Parties to implement these amendments at an early stage;
5
REQUESTS the Secretary-General, for the purposes of article XII(1)(a)(v) to transmit
certified copies of the present resolution and the text of the amendments contained in the
annex to all Parties to the Convention; and
6
MSC 95/22/Add.2
Annex 8, page 2
ANNEX
AMENDMENTS TO THE INTERNATIONAL CONVENTION ON STANDARDS
OF TRAINING, CERTIFICATION AND WATCHKEEPING FOR
SEAFARERS (STCW), 1978, AS AMENDED
1
In regulation I/1.1, after the existing subparagraph .36, the following new definition is
inserted:
".37
Polar Code means the International Code for Ships Operating in Polar
Waters, as defined in SOLAS regulation XIV/1.1."
2
In regulation I/11, after the existing paragraph 3, the following new paragraph is
inserted:
"3 bis
Every master or officer shall, for continuing seagoing service on board ships
operating in polar waters, meet the requirements of paragraph 1 of this regulation and
be required, at intervals not exceeding five years, to establish continued professional
competence for ships operating in polar waters in accordance with section A-1/11,
paragraph 4 of the STCW Code."
TYPES OF SHIPS
3
In chapter V, after the existing regulation V/3, the following new regulation is inserted:
"Regulation 4
Mandatory minimum requirements for the training and qualifications of masters and
deck officers on ships operating in polar waters.
1
Masters, chief mates and officers in charge of a navigational watch on ships
operating in polar waters shall hold a certificate in basic training for ships operating in
polar waters, as required by the Polar Code.
2
Every candidate for a certificate in basic training for ships operating in polar
waters shall have completed an approved basic training for ships operating in polar
waters and meet the standard of competence specified in section A-V/4,
paragraph 1, of the STCW Code.
3
Masters and chief mates on ships operating in polar waters, shall hold a
certificate in advanced training for ships operating in polar waters, as required by the
Polar Code.
4
Every candidate for a certificate in advanced training for ships operating in
polar waters shall:
.1
meet the requirements for certification in basic training for ships in

polar waters;
HTW 2/19
Annex 8, page 3
.2
have at least two (2) months of approved seagoing service in the

deck department, at management level or while performing
watchkeeping duties in an operational level, within polar waters or
other equivalent approved seagoing service; and
.3
have completed approved advanced training for ships operating

in polar waters and meet the standard of competence specified in
section A-V/4, paragraph 2 of the STCW Code.
5
Administrations shall ensure that a Certificate of Proficiency is issued to
seafarers, who are qualified in accordance with paragraphs 2 or 4, as appropriate.
Transitional provisions
6
Until [entry into force date plus 2 years], seafarers who commenced
approved seagoing service in polar waters prior to [the date of entry into force of this
section] shall be able to establish that they meet the requirements of paragraph 2 by:
.1
having completed approved seagoing service on board a ship

operating in polar waters or equivalent approved seagoing service,
performing duties in the deck department at the operational or
management level, for a period of at least three months in total
during the preceding five years; or
.2
having successfully completed a training course meeting the

training guidance established by the Organization for ships
operating in polar waters.3
7
Until [entry into force date plus 2 years], seafarers who commenced
approved seagoing service in polar waters prior to [the date of entry into force of this
section] shall be able to establish that they meet the requirements of paragraph 4 by:
.1
having completed approved seagoing service on board a ship

operating in polar waters or equivalent approved seagoing service,
performing duties in the deck department at management level, for
a period of at least three months in total during the preceding five
years; or
.2
having successfully completed a training course meeting the

training guidance established by the Organization for ships
operating in polar waters1 and having completed approved seagoing
service on board a ship operating in polar waters or equivalent
approved seagoing service, performing duties in the deck
department at the management level, for a period of at least two
months in total during the preceding five years."
***
Refer to Section B-V/g of the STCW Code.
MSC 95/22/Add.2
Annex 9, page 1
ANNEX 9
DRAFT MSC RESOLUTION

RECALLING FURTHER article XII and regulation I/1.2.3 of the International Convention on
Standards of Training, Certification and Watchkeeping for Seafarers (STCW), 1978, ("the
Convention"), concerning the procedures for amending part A of the Seafarers Training,
Certification and Watchkeeping (STCW) Code,
HAVING CONSIDERED, at its [ninety-sixth] session, amendments to part A of the STCW
Code, proposed and circulated in accordance with article XII(1)(a)(i) of the Convention,
1
the STCW Code, the text of which is set out in the annex to the present resolution;
2
DETERMINES ALSO, in accordance with article XII(1)(a)(vii)(2) of the Convention,
that the amendments to the STCW Code shall be deemed to have been accepted on
[1 July 2017], unless, prior to that date more than one third of Parties or Parties the combined
merchant fleets of which constitute not less than 50% of the gross tonnage of the world's
merchant shipping of ships of 100 gross register tons or more, have notified to
the Secretary-General of the Organization their objections to the amendments;
3
the annexed amendments to the STCW Code, shall enter into force on [1 January 2018] upon
their acceptance in accordance with paragraph 2 above;
4
URGES Parties to implement these amendments at an early stage;
5
REQUESTS the Secretary-General, for the purposes of article XII(1)(a)(v) of the
Convention, to transmit certified copies of the present resolution and the text of the
amendments contained in the annex to all Parties to the Convention; and
6
ALSO REQUESTS the Secretary-General to transmit copies of this resolution and its
MSC 95/22/Add.2
Annex 9, page 2
ANNEX
DRAFT AMENDMENTS TO PART A OF THE SEAFARERS' TRAINING,
1
In section A-I/11, Revalidation of Certificates, a new paragraph 4 is added as follows:

"4.
Continued professional competence for masters and officers on board ships
operating in polar waters as required under regulation 1/11 shall be established by:
.1
approved seagoing service, performing functions appropriate to the

certificate held, for a period of at least two months in total during the
preceding five years; or
.2
having performed functions considered to be equivalent to the

seagoing service required in paragraph 4.1; or
.3
passing an approved test; or
.4
successfully completing an approved training course or courses."

TYPES OF SHIPS
2
A new section A-V/4 is added after the existing section A-V/3 as follows:
"Section A-V/4
Mandatory minimum requirements for the training and qualifications of masters and
deck officers on ships operating in polar waters
Standard of competence
1
Every candidate for certification in basic training for ships operating in polar
waters shall be required to:
.1
demonstrate the competence to undertake the tasks, duties and
responsibilities listed in column 1 of table A-V/4-1; and
.2
provide evidence of having achieved:

.1
the minimum knowledge, understanding and proficiency

listed in column 2 of table A-V/4-1; and
.2
the required standard of competence in accordance with the

methods for demonstrating competence and the criteria for
evaluating competence tabulated in column 3 and 4 of
table A-V/4-1.
MSC 95/22/Add.2
Annex 9, page 3
2
Every candidate for certification in advanced training for ships operating in
polar waters shall be required to:
.1
demonstrate the competence to undertake the tasks, duties and
responsibilities listed in column 1 of table A-V/4-2; and
.2
provide evidence of having achieved:

.1
the minimum knowledge, understanding and proficiency

listed in column 2 of table A-V/4-2; and
.2
the required standard of competence in accordance with the

methods for demonstrating competence and the criteria for
evaluating competence tabulated in column 3 and 4 of
table A-V/4-2.
MSC 95/22/Add.2
Annex 9, page 4
Table A-V/4-1
Specification of minimum standard of competence in basic training
for ships operating in polar waters
Column 1
Competence
Column 2
Knowledge, understanding
and proficiency
Contribute to
safe
operation of
vessels
operating in
polar waters
Basic knowledge of ice

characteristics and areas
where different types of ice
can be expected in the area
of operation:
Column 3
Methods for
demonstrating
competence
Examination and
assessment of
evidence obtained
from one or more of
the following:
1. approved in-service
1. Ice physics, terms,
experience
formation, growth, aging
2. approved training
and stage of melt;
ship experience
2. Ice types and
3. approved simulator
training, where
concentrations;
appropriate
3. Ice pressure and
4.
approved training
distribution;
4. Friction from snow
covered ice;
5. Implications of spry-icing;
danger of icing up;
precautions to avoid icing
up and options during
icing up;
6. Ice regimes in different
regions. Significant
differences between the
Arctic and the Antarctic,
first year and multiyear
ice, sea ice and land ice;
7. Use of ice imagery to
recognize consequences
of rapid change in ice and
weather conditions;
8. Knowledge of ice sky and
water blink;
9. Knowledge of differential
movement of icebergs
and pack ice;
10. Knowledge of tides and
currents in ice;
11. Knowledge of effect
of wind and current
on ice.
Column 4
Criteria for
evaluating
competence
Identification of ice
properties and their
characteristics of
relevance for safe
vessel operation.
Information obtained
from ice information
and publications is
interpreted correctly
and properly
applied.
Use of visible and
infrared satellite
images. Use of egg
charts. Coordination
of meteorological
and oceanographic
data with ice data.
Measurements and
observations of
weather and ice
conditions are
accurate and
appropriate for safe
passage planning.
MSC 95/22/Add.2
Annex 9, page 5
Column 1
Competence
Column 2
and proficiency
Basic knowledge of
vessel performance in
ice and low air
temperature:
1. Vessel characteristics;
2. Vessel types, hull designs;
3. Engineering requirements
for operating in ice;
4. Ice strengthening
requirements;
5. Limitations of ice-classes;
6. Winterization and
preparedness of vessel,
including deck and
engine;
7. Low-temperature system
performance;
8. Equipment and machinery
limitation in ice condition
and low air temperature;
9. Monitoring of ice pressure
on hull;
10. Sea suction, water intake,
superstructure insulation
and special systems.
Column 3
Methods for
demonstrating
competence
Examination and
assessment of
evidence obtained
from one or more of
the following:
1.
2.
3.
4.
Column 4
Criteria for
evaluating
competence
Identification of
vessel
characteristics and
limitations under
different ice
conditions and cold
approved in-service environmental
impact.
experience
approved training
Procedures are
ship experience
approved simulator made for risk
assessment before
training, where
entering ice.
appropriate
approved training
Awareness of fresh
water ballast
freezing in ballast
tanks.
Actions are carried
out in accordance
with accepted
principles and
procedures to
prepare the vessel
and the crew for
operations in ice and
low air temperature.
Communications are
clear, concise and
effective at all times
in a seamanlike
manner.
Basic knowledge and ability

to operate and manoeuvre a
ship in ice:
1. Safe speed in the
presence of ice and
icebergs;
2. Ballast tank monitoring;
3. Cargo operations in the
polar waters;
4. Awareness of engine
loads and cooling
problems;
5. Safety procedures during
ice transit.
Examination and
assessment of
evidence obtained
from one or more of
the following:
Use Polar Code and

Polar Water
Operations Manual
to correctly
determine the
recommended
1. approved in-service procedures to
load/offload
experience
cargo/passengers in
low temperatures,
ship experience
3. approved simulator monitor ballast water
for icing, monitor
training, where
engine
appropriate
temperatures,
anchor watch
concerns in ice, and
transit near ice.
MSC 95/22/Add.2
Annex 9, page 6
Column 1
Competence
Column 2
and proficiency
Column 3
Methods for
demonstrating
competence
Column 4
Criteria for
evaluating
competence
Interpretation and
analysis of
information from
radar is in
accordance with
sharp lookout
procedures and with
special caution
regarding
identification of
dangerous ice
features.
Information obtained
from navigational
charts, including
electronic charts,
and publications is
relevant, assessed,
interpreted correctly
and properly applied.
The primary method
of position fixing is
frequent and the most
appropriate for the
prevailing conditions
and routing through
ice.
Monitor and
ensure
compliance
with
legislative
requirements
Basic knowledge of
regulatory considerations:
Examination and
assessment of
evidence obtained
from one or more of
the following:
1. Antarctic Treaty and the

Polar Code;
2. Accident reports
concerning vessels in
experience
polar waters;
3. IMO standards for
ship experience
operation in remote areas. 3. approved simulator
training, where
appropriate
Performance checks
and tests of
navigation and
communication
systems comply with
recommendations
for high latitude and
low air temperature
operation.
Locate and apply
relevant portion parts
of the Polar Water
Operational Manual.
Communication is in
accordance with
local/regional and
international standard
procedures.
Legislative
requirements related
to relevant
regulations, codes
and practices are
identified.
MSC 95/22/Add.2
Annex 9, page 7
Column 1
Competence
Column 2
and proficiency
Apply safe
working
practices,
respond to
emergencies
Basic knowledge of crew

preparation, working
conditions and safety:
1. Recognize limitations of
search and rescue
readiness and
responsibility, including
sea radio area A4 and its
SAR communication
facility limitation;
2. Awareness of
contingency planning;
3. How to establish and
implement safe working
procedures for crew
specific to polar
environments such as
low temps, ice covered
surfaces , personal
protective equipment,
use of buddy system,
and working time
limitations;
4. Recognize dangers when
crews are exposed to low
temperatures;
5. Human factors including
cold fatigue, medical-first
aid aspects, crew
welfare;
6. Survival requirements
including the use of
personal survival
equipment and group
survival equipment;
7. Awareness of the most
common hull and
equipment damages and
how to avoid these;
8. Superstructure-deck
icing, including effect on
stability and trim;
9. Prevention and removal
of ice including the
factors of accretion;
10. Recognize fatigue
problems due to noise
and vibrations;
Column 3
Methods for
demonstrating
competence
Examination and
assessment of
evidence obtained
from one or more of
the following:
experience
ship experience
training, where
appropriate
Column 4
Criteria for
evaluating
competence
Identification and
initial actions on
becoming aware of
hazardous situations
for vessel and
individual crew
members.
Actions are carried
out in accordance
with Polar Water
Operational Manual,
accepted principles
and procedures to
ensure safety of
operations and to
avoid pollution to of
the marine
environment.
Safe working
practices are
observed and
appropriate safety
and protective
equipment is
correctly used at all
times.
Response actions
are in accordance
with established
plans and are
appropriate to the
situation and nature
of the emergency.
Correctly identifies
and applies
legislative
to relevant
regulations, codes
and practices.
Appropriate safety
and protective
equipment is
correctly used.
Defects and
damages are
detected and
properly reported.
MSC 95/22/Add.2
Annex 9, page 8
Column 1
Competence
Column 2
and proficiency
Column 3
Methods for
demonstrating
competence
Column 4
Criteria for
evaluating
competence
11. Identify need for extra

resources, such as
bunker, food and extra
clothing.
Ensure
Basic knowledge of
compliance
environmental factors
with pollution- and regulations:
prevention
requirements
1. Identify particular
and prevent
sensitive sea areas
environmental
regarding discharge;
hazards
2. Identify areas where
shipping is prohibited
or should be avoided;
3. Special areas in
MARPOL;
4. Recognize limitations
of oil-spill equipment;
5. Plan for coping with
increased volumes of
garbage, bilge water,
sewage, etc.;
6. Lack of infrastructure.
7. Oil spill and pollution
in ice, including
consequences.
Examination and
assessment of
evidence obtained
from one or more of
the following:
experience
ship experience
training, where
appropriate
Legislative
to relevant
regulations, codes
and practices are
identified.
Correctly
identify/select the
limitations on vessel
discharges
contained in the
Polar Code.
Correctly apply Polar
Water Operations
Manual/ Waste
Management Plan to
determine limitations
on vessel
discharges and
plans for storing
waste.
Identify references
that detail areas to
be avoided, such as
wildlife refuges,
ecological heritage
parks, migratory
pathways, etc.
(MARPOL, Antarctic
Treaty, etc.).
Identify factors that
must be considered
to manage waste
stream during Polar
voyages.
MSC 95/22/Add.2
Annex 9, page 9
Table A-V/4-2
Specification of minimum standard of competence in advanced training
for ships operating in polar waters
Column 1
Competence
Plan and
conduct a
voyage in polar
waters
Column 2
Knowledge,
understanding and
proficiency
Knowledge of voyage
planning and reporting:
1. Information sources;
2. Reporting regimes in
polar waters;
3. Development of safe
routing and passage
planning to avoid ice
where possible;
4. Ability to recognize the
limitations of
hydrographic
information and charts
in polar regions and
whether the
information is suitable
for safe navigation;
5. Passage planning
deviation and
modification for
dynamic ice
conditions.
Knowledge of
equipment limitations:
1. Understand and
identify hazards
associated with
limited terrestrial
navigational aids in
polar regions;
2. Understand and
recognize high
latitude errors on
compasses;
3. Understand and
identify limitations
in discrimination of
radar targets and
ice features in
ice-clutter;
Column 3
Methods for
demonstrating
competence
Examination and
assessment of
one or more of the
following:
experience
ship experience
training, where
appropriate
Column 4
Criteria for
evaluating
competence
The equipment,
charts and nautical
publications required
for the voyage are
enumerated and
appropriate to the
safe conduct of the
voyage.
The reasons for the
planned route are
supported by facts
obtained from
relevant sources and
publications,
statistical data and
limitations of
communication and
navigational
systems.
Voyage plan
correctly identified
relevant polar
regulatory regimes
and need for icepilotage or/and
icebreaker
assistance.
All potential
navigational hazards
are accurately
identified.
Positions, courses,
distances and time
calculations are
correct within
accepted accuracy
standards for
navigational
equipment.
MSC 95/22/Add.2
Annex 9, page 10
Column 1
Competence
Manage the safe

operation of
vessels
operating in
polar waters
Column 2
Knowledge,
understanding and
proficiency
4. Understand and
recognize limitations
of electronic
positioning systems
at high latitude;
5. Understand and
in nautical charts
and pilot
descriptions;
6. Understand and
in communication
systems.
Knowledge and ability to
operate and manoeuvre
a ship in ice:
1. Preparation and risk
assessment before
approaching ice,
including presence of
icebergs, and taking
into account wind,
darkness, swell, fog
and pressure ice;
2. Conduct
communications with
an icebreaker and
other vessels in the
area and with Rescue
Coordination Centres;
3. Understand and
describe the
conditions for the safe
entry and exit to and
from ice or open
water, such as leads
or cracks, avoiding
icebergs and
dangerous ice
conditions and
maintaining safe
distance to icebergs;
4. Understand and
describe ice ramming
procedures including
double and single
ramming passage;
5. Recognize and
determine the need
Column 3
Methods for
demonstrating
competence
Examination and
experience
ship experience
training, where
appropriate
Column 4
Criteria for
evaluating
competence
All decisions
concerning navigating
in ice are based on a
proper assessment of
the ship's
manoeuvring and
engine characteristics
and the forces to be
expected while
navigating within polar
waters.
Demonstrate
communications
skills, request ice
routing, plot and
commence voyage
through ice.
All potential ice
hazards are correctly
identified.
All decisions
concerning berthing
anchoring, cargo and
ballast operations are
based on a proper
assessment of the
ships manoeuvring
and engine
characteristics and
the forces to be
expected and in
accordance with the
Polar Code guidelines
and applicable
MSC 95/22/Add.2
Annex 9, page 11
Column 1
Competence
Column 2
Knowledge,
understanding and
proficiency
for bridge watch team
augmentation based
upon environmental
conditions, vessel
equipment and
vessel ice class;
6. Recognize the
presentations of the
various ice conditions
as they appear on
radar;
7. Understand
icebreaker convoy
terminology, and
communications, and
take icebreaker
direction and move in
convoy;
8. Understand methods
to avoid besetment
and to free beset
vessel, and
consequences of
besetment;
9. Understand towing
and rescue in ice,
including risks
associated with
operation;
10. Handling ship in
various ice
concentration and
coverage, including
risks associated with
navigation in ice, and
turning-backing;
avoidance; etc.;
11. Use of different type
of propulsion and
rudder systems,
including limitations
to avoid damage
when operating in
ice;
12. Use of heeling and
trim-systems,
hazards in
connection with
ballast and trim in
relation with ice;
Column 3
Methods for
demonstrating
competence
Column 4
Criteria for
evaluating
competence
international
agreements.
Safely demonstrate
progression of a
vessel through ice,
manoeuvring vessel
through moderate
ice concentration
(range of 1/10 to
5/10).
Safely demonstrate
progression of a
vessel through ice,
manoeuvring vessel
through dense ice
concentration (range
of 6/10 to 10/10).
Operations are
planned and carried
out in accordance
with established
rules and procedures
to ensure safety of
operation and to
avoid pollution of the
marine environment.
Safety of
navigation is
maintained
through sailing
strategy and
adjustment of
ship's speed and
heading through
different types of
ice.
Actions are
understood to
permit use of
anchoring system
in cold
temperatures
Actions are carried
out in accordance
with accepted
MSC 95/22/Add.2
Annex 9, page 12
Column 1
Competence
Maintain safety
of the ship's
crew and
passengers and
the operational
condition of lifesaving,
firefighting and
other safety
systems
Column 2
Knowledge,
understanding and
proficiency
13. Docking and
undocking in ice
covered waters,
including hazards
associated with
operation and the
various techniques to
safely dock and
undock in ice
covered waters;
14. Anchoring in ice,
including the dangers
to anchoring system
ice accretion to
hawse pipe and
ground tackle;
15. Recognize conditions
which impact polar
visibility and may
give indication of
local ice and water
conditions, including
sea smoke, blink and
refraction.
Knowledge of safety:
1. Understand the
procedures and
techniques for
abandoning the
ship and survival on
the ice and in icecovered waters;
2. Recognize
limitations on of firefighting systems
and life-saving
appliances due to
low air
temperatures;
3. Understand unique
concerns in
conducting
emergency drills in
ice and low
temperatures;
Column 3
Methods for
demonstrating
competence
Examination and
experience
ship experience
training, where
appropriate
Column 4
Criteria for
evaluating
competence
principles and
procedures to
prepare for
icebreaker towing,
including notch
towing.
Response measures
are in accordance
with established
plans and
procedures, and are
appropriate to the
situation and nature
of the emergency.
MSC 95/22/Add.2
Annex 9, page 13
Column 1
Competence
Column 2
Knowledge,
understanding and
proficiency
Understand unique
concerns in
conducting
emergency
response in ice and
low air and water
temperatures.
Column 3
Methods for
demonstrating
competence
Column 4
Criteria for
evaluating
competence
"
***
MSC 95/22/Add.2
Annex 10, page 1
ANNEX 10
DRAFT STCW CIRCULAR
AMENDMENTS TO PART B OF THE SEAFARERS' TRAINING,
1
The Maritime Safety Committee, at its [ninety-sixth session ([11 to 20 May 2016)],
adopted the following amendments to part B of the STCW Code.
2
In section B-I/2, table B-I/2 is replaced with the following:

"Table B-I/2
List of certificates or documentary evidence required under the STCW Convention
The list below identifies all certificates or documentary evidence described in the
Convention which authorize the holder to serve in certain functions on board ships.
The certificates are subject to the requirements of regulation I/2 regarding language
and their availability in original form.
Regulations
II/1, II/2, II/3,
III/1, III/2,
III/3, III/6,
IV/2, VII/2
II/4, III/4,
VII/2
II/5, III/5,
III/7, VII/2
V/1-1, V/1-2
Type of
certificate and
brief description
Certificate of
Competency
For masters,
officers and
GMDSS radio
operators
Certificate of
Proficiency For
ratings duly
certified to be a
part of a
navigational or
engine-room
watch
Certificate of
Proficiency For
ratings duly
certified as able
seafarer deck,
able seafarer
engine or electrotechnical rating
Certificate of
Proficiency or
endorsement to a
Certificate of
Competency
Endorsement
attesting
recognition of
a certificate1
Yes
Registration
required2
Revalidation
of
certificate3
Yes
Yes
No
Yes
No
No
Yes
No
Yes
Yes
Yes
MSC 95/22/Add.2
Annex 10, page 2
Regulations
V/1-1, V/1-2
V/2
V/3
V/4
VI/1
VI/2
VI/3
VI/4
Type of
certificate and
brief description
For masters and
officers on oil,
chemical or
liquefied gas
tankers
Certificate of
Proficiency For
ratings on oil,
chemical or
liquefied gas
tankers
Documentary
evidence
Training for
masters, officers,
ratings and other
personnel serving
on passenger
ships
Certificate of
Proficiency
training for
masters, officers,
ratings and other
personnel on
ships subject to
the IGF Code
Certificate of
Proficiency for
masters and
officers on ships
operating in polar
waters
Certificate of
Proficiency5
Basic training
Certificate of
Proficiency5
Survival craft,
rescue boats and
fast rescue boats
Certificate of
Proficiency5
Advanced fire
fighting
Certificate of
Proficiency5
Medical first aid
and medical care
Endorsement
attesting
recognition of
a certificate1
Registration
required2
Revalidation
of
certificate3
No
Yes
No
No
No
No4
No
Yes
Yes8
No
Yes
Yes
No
Yes
Yes6
No
Yes
Yes6
No
Yes
Yes6
No
Yes
No
MSC 95/22/Add.2
Annex 10, page 3
Regulations
VI/5
Type of
certificate and
brief description
Certificate of
Proficiency Ship
security officer
Certificate of
Proficiency7
Security
awareness
training or
security training
for seafarers with
designated
security duties
VI/6
Endorsement
attesting
recognition of
a certificate1
No
No
Registration
required2
Revalidation
of
certificate3
Yes
No
Yes
No
Notes:
1
Endorsement attesting recognition of a certificate means endorsement in accordance with

regulation I/2, paragraph 7.
Registration required means as part of register or registers in accordance with regulation I/2,
paragraph 14.
Revalidation of a certificate means establishing continued professional competence

in accordance with regulation I/11 or maintaining the required standards of competence
in accordance with sections A-VI/1 to A-VI/3, as applicable.
As required by regulation V/2, paragraph 3 seafarers who have completed training in "crowd
management", "crisis management and human behaviour" or "passenger safety, cargo safety and
hull integrity" shall at intervals not exceeding five years, undertake appropriate refresher training
or to provide evidence of having achieved the required standards of competence within the
previous five years.
The certificates of competency issued in accordance with regulations II/1, II/2, II/3, III/1, III/2, III/3,
III/6 and VII/2 include the proficiency requirements in "basic training", "survival craft and rescue
boats other than fast rescue boats", "advanced firefighting" and "medical first aid" therefore,
holders of mentioned certificates of competency are not required to carry Certificates of
Proficiency in respect of those competences of chapter VI.
In accordance with sections A-VI/1, A-VI/2 and A-VI/3, seafarers shall provide evidence of having
maintained the required standards of competence every five years.
Where security awareness training or training in designated security duties is not included in the
qualification for the certificate to be issued.
In accordance with regulation V/3, seafarers shall, at intervals not exceeding five years, undertake
appropriate refresher training or be required to provide evidence of having achieved the required
standard of competence within the previous five years."
***
MSC 95/22/Add.2
Annex 11, page 1
ANNEX 11
DRAFT MSC RESOLUTION MSC.398(95)
AMENDMENTS TO PART B OF THE INTERNATIONAL
CODE ON INTACT STABILITY, 2008 (2008 IS CODE)

RECALLING ALSO resolution MSC.267(85) by which it adopted the International Code on
Intact Stability, 2008 (2008 IS Code),
NOTING the provisions regarding the procedure for amendments to part B (recommendatory
part) of the 2008 IS Code, stipulated in paragraph 27.2 of regulation II-1/2 of the International
Convention for the Safety of Life at Sea (SOLAS), 1974 (1974 SOLAS Convention), as
amended by resolution MSC.269(85), and in paragraph (16).2 of regulation I/3 of the Protocol
of 1988 relating to the International Convention on Load Lines, 1966 (1988 Load Lines
Protocol), as amended by resolution MSC.270(85),
RECOGNIZING the need to include provisions regarding ice accretion on cargo ships carrying
timber deck cargoes in the 2008 IS Code,
HAVING CONSIDERED, at its [ninety-fifth session], the proposed amendments to part B of
the 2008 IS Code, prepared by the Sub-Committee on Ship Design and Construction, at its
second session,
1
ADOPTS amendments to part B of the 2008 IS Code, the text of which is set out in
the annex to the present resolution;
2
RECOMMENDS Governments concerned to use the amendments to part B of
the 2008 IS Code as a basis for relevant safety standards, unless their national stability
requirements provide at least an equivalent degree of safety; and
3
INVITES Contracting Governments to the 1974 SOLAS Convention and Parties to
the 1988 Load Lines Protocol to note that the above amendments to the 2008 IS Code will take
effect on [date of adoption] 5 June 2015.
MSC 95/22/Add.2
Annex 11, page 2
ANNEX
AMENDMENTS TO PART B OF THE OF THE INTERNATIONAL
CODE ON INTACT STABILITY, 2008 (2008 IS CODE)
PART B
RECOMMENDATIONS FOR CERTAIN TYPES
OF SHIPS AND ADDITIONAL GUIDELINES
CHAPTER 6
ICING CONSIDERATIONS
6.2
Cargo ships carrying timber deck cargoes
A new paragraph 6.2.3 is added after the existing paragraph 6.2.2, as follows:
"6.2.3
Allowance for ice accretion

.1
The ice accretion weight, w (kg/m2), may be taken as follows:

w 30
2.315.2 L 351.8
l FB
f tl
lbow
0.16 L
where:
ftl
L
lFB
lbow
.2
=
=
=
=
timber and lashing factor = 1.2

length of ship in m
freeboard height in mm
length of bow flare region in m, to be taken as the distance
from the longitudinal position at which the maximum
breadth occurs on a water line located 0.5 metres below
the freeboard deck at side to the foremost point of the bow
at that waterline.
The ice accretion weight, w (kg/m2), over the timber deck region
should be applied to each of the load cases as illustrated in figure 1:
Loadcase 1 Ice accretion over all timber deck area
Loadcase 2 Ice accretion over side of timber deck area
Loadcase 3 Ice accretion over forward third of timber deck area
Note. Load cases are to be applied in stability calculations

Figure 1 Ice accretion load cases for timber deck cargoes"
***
MSC 95/22/Add.2
Annex 12, page 1
ANNEX 12
DRAFT AMENDMENTS TO THE INTRODUCTION OF THE 2008 IS CODE
Purpose
The chapeau of paragraph 1.2 is amended to read as follows:

"1.2
This Code contains intact stability criteria for the following types of ships and
other marine vehicles of 24 m in length and above as well as certain ship operations,
unless otherwise stated:"
In paragraph 1.2, a new subparagraph .7 is inserted as follows:

".7
ships engaged in anchor handling operations;"
and the remaining subparagraphs are renumbered accordingly.

2
Definitions
A new paragraph 2.27 is inserted after the existing paragraph 2.26 as follows:
"2.27
Ship engaged in anchor handling operations means a ship engaged in
operations with deployment, recovering and repositioning of anchors and the associated
mooring lines of rigs or other vessels. Forces associated with anchor handling are
generally associated with the winch line pull and may include vertical, transverse, and
longitudinal forces applied at the towing point and over the stern roller."
***
MSC 95/22/Add.2
Annex 13, page 1
ANNEX 13
DRAFT MSC RESOLUTION MSC.399(95)
AMENDMENTS TO THE GUIDELINES FOR THE APPLICATION OF PLASTIC PIPES ON
SHIPS (RESOLUTION A.753(18)), AS AMENDED BY RESOLUTION MSC.313(88)

RECALLING ALSO resolution A.753(18), by which the Assembly, at its eighteenth session,
adopted Guidelines for the application of plastic pipes on ships, to assist maritime
Administrations to determine, in a rational and uniform manner, the permitted applications of
such materials,
NOTING that the Assembly requested the Committee to keep the guidelines under review and
amend them as necessary,
RECALLING FURTHER resolution MSC.313(88), by which the Committee adopted amendments
to the Guidelines for the application of plastic pipes on ships (resolution A.753(18)).
RECOGNIZING that the continual development of plastic materials for use on ships and
improvement of marine safety standards since the adoption of resolutions A.753(18) and
MSC.313(88) necessitates the periodic revision of the provisions of the Guidelines for
the application of plastic pipes on ships in order to take into account technological
developments and maintain the highest practical level of safety,
HAVING CONSIDERED, at its [ninety-fifth session (3 to 12 June 2015)], amendments to
the Guidelines for the application of plastic pipes on ships, proposed by the Sub-Committee
on Ship Design and Construction, at its second session,
1
ADOPTS amendments to the guidelines for the application of plastic pipes on ships
(resolution A.753(18)), as amended by MSC.313(88), the text of which is set out in the annex
to the present resolution; and
2
INVITES Governments to apply the annexed amendments when considering the use
of plastic piping on board ships flying the flag of their State.
MSC 95/22/Add.2
Annex 13, page 2
ANNEX
AMENDMENTS TO THE GUIDELINES FOR THE APPLICATION OF PLASTIC PIPES ON
SHIPS (RESOLUTION A.753(18)), AS AMENDED BY MSC.313(88)
1
In the table of contents, the entry for "2.2.3 Smoke generation" is replaced by
the following:
"2.2.3
Smoke generation, containment and toxicity"
2
In the table of contents, the entry for "2.2.4 Toxicity" is deleted and the ensuing entries
are renumbered accordingly.
3
In the table of contents, the entry for "4.6 Penetrations of fire divisions" is deleted and
the ensuing entries are renumbered accordingly.
4
In the table of contents, the entry for "Appendix 3 Test method for flame spread of
plastic piping" is replaced by the following:
"Appendix 3 Test methods and criteria for flame spread, smoke generation and
toxicity of plastic piping"
5
In paragraph 2.1.1.4, the following text is added at the end of the last sentence:
"(e.g. pipes for vacuum and pressure systems)".
In paragraph 2.1.8.2, the following sentence is added at the end:

"This may require additional support of the piping systems."
7
In paragraph 2.2.1.2, between the words "outflow of flammable liquids" and "and
worsen the fire situation" the words "or spread of fire through duct piping" are added.
8
In paragraph 2.2.2.1, between the words "piped tunnels and ducts," and "should have
low flame spread" the words "if separated from accommodation, permanent manned areas
and escape ways by means of an A class bulkhead," are added.
9
In paragraph 2.2.2.1, the reference "resolution A.653(16) as modified for pipes" is
replaced by the reference "appendix 3".
10
In paragraph 2.2.2.2, the reference "resolution A.653(16)" in the first sentence is
replaced by the reference "appendix 3".
11
In paragraph 2.2.2.2, the reference "resolution A.653(16)" in the second sentence are
replaced by the reference "the 2010 FTP Code, annex 1, part 5".
12
In paragraph 2.2.2.2, between the words "modifications are" and "listed in appendix 3"
in the last sentence, the word "also" is added.
13
In paragraph 2.2.2.3, the reference "IMO resolution A.653(16) (surface flammability
criteria of bulkhead, wall and ceiling linings)" is replaced by the reference "appendix 3".
MSC 95/22/Add.2
Annex 13, page 3
14
The title of section 2.2.3 is replaced by the following:

"2.2.3
Smoke generation, containment and toxicity"
15
In paragraph 2.2.3.1, the reference "SOLAS regulations II-2/34.7 and 49.2 are" is
replaced by the reference "SOLAS regulation II-2/6 is".
16
Paragraph 2.2.3.2 is replaced by the following:

"2.2.3.2 Piping materials shall fulfil the requirements of the 2010 FTP Code, annex 1,
part 2, on smoke and toxicity test. Procedure modifications are necessary due to
the curvilinear pipe surfaces. These procedure modifications are listed in appendix 3".
17
Section 2.2.4 and paragraph 2.2.4.1 are deleted and the ensuing sections and
paragraphs of part 2 are renumbered accordingly.
18
Section 4.6 and paragraphs 4.6.1 and 4.6.2 are deleted and the ensuing sections and
paragraphs of part 4 are renumbered accordingly.
19
In appendix 1, note 2 to paragraph 1, the words "as set out in paragraphs 7.1, 7.2 and 7.3
of the annex to Assembly resolution A.754(18)" are replaced by the words " as set out in
paragraphs 7.1 to 7.4 of part 3 of annex 1 to the 2010 FTP Code".
20
In appendix 1, paragraph 2, the sentence "One of the ends should allow pressurized
nitrogen to be connected." is deleted.
21
In appendix 1, note 2 to paragraph 2, the following sentence is added at the end:

"At least largest and smallest diameter or wall thickness should be tested for
approval."
22
In appendix 1, paragraph 7 is deleted.
23
Appendix 3 is replaced by the following:

"Appendix 3
Test methods and criteria for flame spread, smoke generation
and toxicity of plastic piping
Flame spread, smoke generation and toxicity of plastic piping should be determined
by the 2010 FTP Code, annex 1, parts 2 and 5 with the modifications listed below.
Tests should be made for each pipe material and should take into account differences
in wall thickness.
When conducting testing of plastic piping, testing need not be conducted on every
pipe size. Testing should be conducted on pipe sizes with the maximum and minimum
wall thicknesses intended to be used. This will qualify all piping sizes for a specific
piping material provided that the wall thickness falls within the tested range.
MSC 95/22/Add.2
Annex 13, page 4
1
Test Specimen Preparation
1.1
For homogenous thermoplastic pipes, the test specimens may be produced
as flat plates in the required wall thickness(es).
1.2
The test sample should be fabricated by cutting pipes lengthwise into
individual sections and then assembling the sections into a test sample as
representative as possible of a flat surface. A test sample should consist of at least
two sections. All cuts should be made normal to the pipe wall. The test sample should
be 800 mm 5 mm long for tests to 2010 FTP Code, annex 1, part 5. The test sample
should be 75 mm 1 mm square for tests to 2010 FTP Code, annex 1, part 2.
1.3
The number of sections that must be assembled together to form a test sample
should be that which corresponds to the nearest integral number of sections which
should make a test sample (with an equivalent linearized surface width between
155 mm and 180 mm). The surface width is defined as the measured sum of the outer
circumference of the assembled pipe sections that are exposed to the flux from
the radiant panel.
1.4
The assembled test sample should have no gaps between individual
sections.
1.5
The assembled test sample should be constructed in such a way that
the edges of two adjacent sections should coincide with the centreline of the test
holder.
1.6
For testing flame spread the individual test sections should be attached to
the backing calcium silicate board using wire (No.18 recommended) inserted at 50 mm
intervals through the board and tightened by twisting at the back.
1.7
The individual pipe sections should be mounted so that the highest point of
the exposed surface is in the same plane as the exposed flat surface of a normal
surface.
1.8
The space between the concave unexposed surface of the test sample and
the surface of the calcium silicate backing board should be left void.
1.9
The void space between the top of the exposed test surface and the bottom
edge of the sample holder frame should be filled with a high temperature insulating
wool if the width of the pipe segments extend under the side edges of the sample
holding frame.
2
Test Methods
Flame spread of plastic piping should be determined by the 2010 FTP Code, annex 1,
part 5. The smoke density and toxicity of gases produced by plastic pipes should be
determined by the 2010 FTP Code, annex 1, part 2.
MSC 95/22/Add.2
Annex 13, page 5
3
Criteria
Flame Spread
Parameters
CFE(kW/m2)
Qsb (MJ/m2)
Qt (MJ)
Qp (kW)
Burning Droplets
Criteria
20.0
1.5
0.7
4.0
No burning droplets
Smoke and Toxicity

Smoke: the Dm value shall not exceed 400 in any test condition
Toxicity: the average value of the gas concentration measured under each test
condition shall not exceed the following limits:
Species
CO
HCl
HF
HBr
HCN
SO2
NOx
4
Concentration (ppm)
1450
600
600
600
140
120
350
Exemption of the test in accordance with part 2 of the 2010 FTP Code
Piping with both the total heat release (Qt) of not more than 0.2 MJ and the peak heat
release rate (Qp) of not more than 1.0kW (both values determined in accordance with
the 2010 FTP Code, annex 1, part 5) are considered to comply with the requirements
the 2010 FTP Code, annex 1, part 5 without further testing (see the 2010 FTP Code,
annex 2, paragraph 2.2)."
24
In appendix 4, in the fire endurance requirements matrix, the following new row is
added at the end of the matrix:
"
32
Central
vacuum
cleaners
NA
NA
NA
NA
NA
NA
NA
0
"
25
In appendix 4, footnote 10, the reference "paragraph 3(f) of regulation 13F" is replaced
by the reference "paragraph 3.6 of regulation 19".
26
In appendix 4, in location definitions, in the definition of location A Machinery spaces
of category A, the reference "regulation II-2/3.19" is replaced by the reference
"regulation II-2/3.31"
27
In appendix 4, in location definitions, in the definition of location B Other machinery
spaces and pump-rooms, the word "pumps," is deleted.
MSC 95/22/Add.2
Annex 13, page 6
28
In appendix 4, in location definitions, in the definition of location B Other machinery
spaces and pump-rooms, between the words "boilers," and "steam and internal combustion
engines" add the words "fuel oil units,".
29
In appendix 4, in location definitions, in the definition of location J Accommodation,
service and control spaces, the reference "regulation II-2/3.10, 3.12, 3.22" is replaced by
the reference "regulations II-2/3.1, 3.45, 3.18".
30
In appendix 4, in location definitions, in the definition of location K Open decks,
the reference "regulation II-2/26.2.2(5)" is replaced by the reference "regulation II-2/9.2.2.3.2(5)".
***
MSC 95/22/Add.2
Annex 14, page 1
ANNEX 14
DRAFT AMENDMENTS TO SOLAS REGULATION II-2/13
Regulation 13 Means of escape
1
The footnote to title of paragraph 3.2 is deleted.
The following new paragraphs are added after the existing paragraph 3.2.6.2:
"3.2.7
Evacuation analysis for passenger ships*
3.2.7.1 Escape routes shall be evaluated by an evacuation analysis early in the design
process. This analysis shall apply to:
.1
ro-ro passenger ships [constructed on or after [DD/MM/YY]]; and
.2
other passenger ships constructed on or after [date of entry into

force] carrying more than 36 passengers.
3.2.7.2 The analysis shall be used to identify and eliminate, as far as practicable,
congestion which may develop during an abandonment, due to normal movement of
passengers and crew along escape routes, including the possibility that crew may
need to move along these routes in a direction opposite to the movement of
passengers. In addition, the analysis shall be used to demonstrate that escape
arrangements are sufficiently flexible to provide for the possibility that certain escape
routes, assembly stations, embarkation stations or survival craft may not be available
as a result of a casualty.
_____________________________
*
Refer to Guidelines for evacuation analysis for new and existing passenger ships
(MSC.1/Circ.1238), as may be amended."
Delete paragraph 7.4.
***
MSC 95/22/Add.2
Annex 15, page 1
ANNEX 15
DRAFT AMENDMENTS TO THE 2011 ESP CODE
ANNEX TO THE INTERNATIONAL CODE ON THE ENHANCED PROGRAMME
OF INSPECTIONS DURING SURVEYS OF BULK CARRIERS
AND OIL TANKERS, 2011 (2011 ESP CODE)
ANNEX A
CODE ON THE ENHANCED PROGRAMME OF INSPECTIONS DURING SURVEYS
OF BULK CARRIERS
Part A
OF BULK CARRIERS HAVING SINGLE-SIDE SKIN CONSTRUCTION
1
In paragraph 4.2.1.3, the words "hard protective" are inserted after the words "When
such breakdown of". is amended as follows:
"4.2.1.3 In ballast tanks other than double-bottom tanks, where a hard protective
coating is found in POOR condition and it is not renewed, or where soft or semi-hard
coating has been applied, or where a hard protective coating was not applied from
the time of construction, the tanks in question should be examined and thickness
measurements carried out as considered necessary at annual intervals. When such
breakdown of hard protective coating is found in ballast double-bottom tanks, where
a soft or semi-hard coating has been applied, or where a hard protective coating has
not been applied, the tanks in question may be examined at annual intervals. When
considered necessary by the surveyor, or where extensive corrosion exists, thickness
measurements should be carried out."
2
Paragraph 5.2.2 is amended as follows: replaced by the following:

"5.2.2 In order to enable the attending surveyors to carry out the survey, provisions
for proper and safe access should be agreed between the owner and the Administration,
based on recommendations developed by the Organization.3
__________
3
Refer to the Revised recommendations for entering enclosed spaces aboard ships, adopted by
the Organization by resolution A.1050(27)."
Paragraph 5.2.9 is replaced by the following: amended as follows:

"5.2.9 The surveyor(s) should always be accompanied by at least one responsible
person, assigned by the owner, experienced in tank and enclosed spaces inspection."
In addition a backup team of at least two experienced persons should be stationed at
the hatch opening of the tank or space that is being surveyed. The back-up team
should continuously observe the work in the tank or space and should keep lifesaving
and evacuation equipment ready for use."
Paragraph 5.2.10 is deleted.
MSC 95/22/Add.2
Annex 15, page 2
Part B
OF BULK CARRIERS HAVING DOUBLE-SIDE SKIN CONSTRUCTION
5

"5.2.2 In order to enable the attending surveyors to carry out the survey, provisions
__________
7

"5.2.9 The surveyor(s) should always be accompanied by, at least, one responsible
In addition, a back-up team of at least two experienced persons should be stationed
at the hatch opening of the tank or space that is being surveyed. The back-up team
should continuously observe the work in the tank or space and should keep life-saving

ANNEX B
CODE ON THE ENHANCED PROGRAMME OF INSPECTIONS
DURING SURVEYS OF OIL TANKERS
Part A
DURING SURVEYS OF DOUBLE-HULL OIL TANKERS
Paragraph 5.2.1.1 is replaced by the following: amended as follows:

"5.2.1.1 In order to enable the attending surveyors to carry out the survey, provisions
__________
11
MSC 95/22/Add.2
Annex 15, page 3
9

the hatch opening of the tank or space that is being surveyed. The back-up team should
continuously observe the work in the tank or space and should keep lifesaving and
evacuation equipment ready for use."
10
Part B
DURING SURVEYS OF OIL TANKERS OTHER THAN
DOUBLE-HULL OIL TANKERS
11
Paragraph 5.2.1.1 is replaced by the following: amended as follows:

"5.2.1.1 In order to enable the attending surveyors to carry out the survey, provisions
__________
15
12

the hatch opening of the tank or space that is being surveyed. The back-up team
should continuously observe the work in the tank or space and should keep life-saving
13
***
MSC 95/22/Add.2
Annex 16, page 1
ANNEX 16
(Adopted on 8 June 2015)
AMENDMENTS TO THE REVISED PERFORMANCE STANDARDS AND
FUNCTIONAL REQUIREMENTS FOR THE LONG-RANGE IDENTIFICATION
AND TRACKING OF SHIPS (RESOLUTION MSC.263(84), AS AMENDED)

RECALLING ALSO resolution A.886(21) on Procedure for the adoption of, and amendments
to, performance standards and technical specifications, by which the Assembly resolved that
the function of adopting performance standards and technical specifications, as well as
amendments thereto shall be performed by the Maritime Safety Committee,
BEARING IN MIND the provisions of regulation V/19-1 of the International Convention for
the Safety of Life at Sea, 1974 (the Convention), relating to the long-range identification and
tracking of ships, and the Revised performance standards and functional requirements for
the long-range identification and tracking of ships (Revised performance standards), adopted
by resolution MSC.263(84), as amended by resolution MSC.330(90),
HAVING CONSIDERED, at its [ninety-fifth] session, a number of modifications to
the Long-Range Identification and Tracking of ships (LRIT) system with a view to improving
the efficiency, effectiveness and use of the system,
1
ADOPTS amendments to the Revised performance standards and functional
requirements for the long-range identification and tracking (LRIT) of ships (resolution
MSC.263(84), as amended), the text of which is set out in the annex to the present resolution;
and
2
INVITES Contracting Governments to the Convention to bring the above amendments
to the attention of all parties concerned.
MSC 95/22/Add.2
Annex 16, page 2
ANNEX
AMENDMENTS TO THE REVISED PERFORMANCE STANDARDS AND
FUNCTIONAL REQUIREMENTS FOR THE LONG-RANGE IDENTIFICATION
AND TRACKING OF SHIPS (RESOLUTION MSC.263(84), AS AMENDED)
1
Table 2 (Data to be added by an Application Service Provider and at the LRIT Data
Centre) is amended as followsreplaced by the following table and notes:
"Table 2
DATA TO BE ADDED BY AN APPLICATION SERVICE PROVIDER AND AT THE LRIT DATA CENTRE
Parameters
Comments
Ship Identity(1)
The IMO ship identification number(1) and MMSI for the ship.
Name of ship
Name of the ship which has transmitted the LRIT information in the
English language using latin-1 alphabet and UTF-8 encoding.
Type of ship(2)
Type of the ship which has transmitted the LRIT information using a predefined code.
Time Stamp 2
The date and time(23) the transmission of LRIT information is received by

the ASP (if used).
Time Stamp 3
The date and time(23) the received LRIT information is forwarded from
the ASP (if used) to the appropriate LRIT Data Centre.
LRIT Data Centre

Identifier
The identity of the LRIT Data Centre to be clearly indicated by a Unique

Identifier.
Time Stamp 4
The date and time(23) the LRIT information is received by the LRIT Data
Centre.
Time Stamp 5
The date and time(23) the transmission of LRIT information is forwarded

from the LRIT Data Centre to an LRIT Data User.
Notes:
(1)
(2)
(23)
See regulation XI-1/3 and resolution A. 6001078(1528) on IMO ship identification number scheme.
Types of ships to be used in LRIT messages are outlined in LRIT Technical documentation, part I
(MSC.1/Circ.1259, as revised).
All times should be indicated as Universal Coordinated Time (UTC). "
Paragraph 15.2 is amended as follows replaced by the following:

"15.2
Each Administration should provide to the selected LRIT Data Centre
the following information for each of the ships entitled to fly its flag which is required
to transmit LRIT information:
.1
name of ship;
.2
IMO Ship identification number;
.3
call sign;
.4
Maritime Mobile Service Identity; and
.5
Type of ship."
***
MSC 95/22/Add.2
Annex 17, page 1
ANNEX 17
(Adopted on 8 June 2015)
PERFORMANCE STANDARDS FOR MULTI-SYSTEM SHIPBORNE
RADIONAVIGATION RECEIVERS

RECALLING ALSO resolution A.886(21), by which the Assembly resolved that the functions
of adopting performance standards for radio and navigational equipment, as well as
amendments thereto, should be performed by the Maritime Safety Committee on behalf of
the Organization,
RECOGNIZING the need for performance standards for multi-system shipborne
radionavigation receiver equipment in order to ensure that ships are provided with resilient
position-fixing equipment suitable for use with available radionavigation systems throughout
their voyage,
TAKING INTO ACCOUNT present performance standards for shipborne radionavigation
receivers as laid down in resolutions MSC.112(73), MSC.113(73), MSC.114(73),
MSC.115(73), MSC.233(82) and MSC.379(93),
HAVING CONSIDERED the recommendation made by the Sub-Committee on Navigation,
Communications and Search and Rescue at its second regular session,
1
ADOPTS the Performance standards for multi-system shipborne radionavigation
receivers, the text of which is set out in the annex to the present resolution; and
2
RECOMMENDS Governments to ensure that multi-system shipborne radionavigation
receivers installed on or after 31 December 2017, conform to performance standards not
inferior to those specified in the annex to the present resolution.
MSC 95/22/Add.2
Annex 17, page 2
ANNEX
PERFORMANCE STANDARDS FOR MULTI-SYSTEM SHIPBORNE
RADIONAVIGATION RECEIVERS
1
INTRODUCTION
1.1
Global Navigation Satellite Systems (GNSS), some of which are currently recognized
as components of the World-Wide Radio Navigation System (WWRNS) by the Organization,
are space-based systems that provide World-wide Position, Velocity and Time (PVT)
determination services. Each GNSS space segment is composed of up to 30 satellites per
constellation, which may be deployed in several orbital planes and orbit types. The spacing of
satellites in orbit is normally arranged such that a minimum of four satellites will be in view to
users, World-wide. Each satellite transmits signals that can be processed by receiver
equipment to establish a three-dimensional position with a Position Dilution Of Precision
(PDOP) 6 or Horizontal Dilution Of Precision (HDOP) 4, to ensure that the position
information can be reliably used for navigation purposes.
1.2
Terrestrial radionavigation systems use signals from ground-based transmitting stations
to determine PVT information. Signals received from at least three stations should be processed
by receiver equipment to establish a two-dimensional position.
1.3
Augmentation systems use ground-based or space-based transmitters to provide
augmentation data to improve accuracy and integrity for specific service areas (such as
navigation in harbour entrances, harbour approaches and coastal waters).
1.4
The introduction of multi-system shipborne navigation receiver performance
standards will allow the combined use of current and future radionavigation as well as
augmentation systems for the provision of position, velocity and time data within the maritime
navigation system.
1.5
A multi-system receiver using navigation signals from two or more GNSS, with or
without augmentation, provides improved position, velocity, and time data. An improved
resistance to intentional and unintentional radio frequency interference is achieved when two
or more independent or frequency diverse radionavigation systems are used. Such a combined
approach also provides redundancy to mitigate the loss of a single system.
1.6
Receiver equipment, capable of combining measurements from multiple GNSS and
an optional terrestrial radionavigation system, with or without augmentation, to form a single
resilient PVT solution, can be used for navigation purposes on ships of speeds not
exceeding 70 knots. Such equipment should, in addition to the general provisions contained
in resolution A.694(17) 1, comply with the minimum performance standards as stated in this
document.
1.7
It is the intention of these performance standards to define the minimum requirements,
without defining the approach taken.
1.8
The multi-system shipborne radionavigation receiver determines, as a minimum,
the position, course over ground (COG), speed over ground (SOG) and timing either for
navigation purposes or as input to other shipboard functions. This information should be
available during static and dynamic operations.
Refer to Publication IEC 60945.
MSC 95/22/Add.2
Annex 17, page 3
1.9
The performance standards allow the application of different methods and techniques
for the provision of PVT data and related integrity information. Where guidelines dealing with
the harmonized provision of PNT data as well as integrity monitoring of PNT system in use
and provided data products have been approved by the Organization, these should be applied.
2
RECEIVER EQUIPMENT (MODULE A)
2.1
The term "multi-system shipborne radionavigation receiver equipment" (hereafter
referred to as "the equipment") as used in these performance standards includes all
the components and units necessary for the system to properly perform its intended functions.
The equipment should include the following minimum components and capabilities:
.1
antennas capable of receiving all radionavigation signals required to support

the functionality of the receiver equipment;
.2
receiver(s) and processor(s) capable of processing the radionavigation

signals required to support the functionality of the receiver equipment;
.3
means of accessing the computed PVT information (e.g. display of latitude,

longitude, COG, SOG, time, sources; and the phase(s) of navigation
currently supported2);
.4
interface for supplying data controlling/ configuring the receiver;
.5
display;
.6
raw data output, for the provision of additional information, such as range
measurements and GNSS's navigation data;
.7
indication of the quality and reliability of the computed and distributed PVT
data to the user; and
.8
indication of radionavigation system(s) currently used for the PVT

information to the user.
2.2
The design of the antennas should be suitable for fitting at a position(s) on the ship
which provides a satisfactory environment for the reception of all required radionavigation
signals. Multi-path and electromagnetic compatibility (EMC) effects should be taken into
consideration.
2.3
2
3
4
The equipment should be designed to:

.1
mitigate interference from authorized out-of-band sources; and
.2
provide a means of:

.1
integrity monitoring for each PVT source employed (e.g. RAIM,

CAIM)3; and
.2
multi-source autonomous integrity monitoring4.
The requirements for the different phases of navigation are set out in resolutions A.915(22) and A.1046(27).
Resolution A.915(22).
Multi-source integrity monitoring is envisioned to be a cross-check between independent PVT sources.
MSC 95/22/Add.2
Annex 17, page 4
3
OPERATIONAL AND FUNCTIONAL REQUIREMENTS (MODULE B)
The equipment should:

3.1
Operate using civil access navigation signals of at least two independent GNSS
recognized by the Organization as part of WWRNS, provided in the radionavigation satellite
service (space-to-Earth) frequency bands designated in article 5 of the Radio Regulations5;
3.2
Provide PVT data with the necessary level of resilience and integrity, whether it is
used directly as input to other equipment, or provided for use within Integrated Navigation
Systems (INS);
3.3
Where terrestrial radionavigation system(s) signals are provided and used in
the protected frequency bands, have the possibility to operate using terrestrial radionavigation
system(s) signals provided in the protected frequency bands;
3.4
Have the facilities to process augmentation data, in accordance with the appropriate
methods6;
3.5
Provide the facility for the user to select or deselect radionavigation and augmentation
signals;
3.6
Be capable of processing the above signals and combining to provide a single PVT
solution, including:
5
6
.1
position information of the consistent common reference point7 in latitude and

longitude, referenced to an implementation of an International Terrestrial
Reference Frame (ITRF)8, with coordinates in degrees and minutes to
a precision reflective of the accuracy of the position information, up to four (4)
decimal places;
.2
COG of the consistent common reference point7 in degrees to a precision

reflective of the accuracy of the calculated course information, relative to true
north, up to one decimal place;
.3
SOG of the consistent common reference point7 in knots to a precision

reflective of the accuracy of the calculated speed information, up to two
decimal places; and
.4
time, referenced to UTC (BIPM9), to one tenth of one second;
"Radio Regulations" means the Radio regulations annexed to, or regarded as being annexed to, the most
recent Convention of the International Telecommunication Union which is in force at any time.
e.g. Recommendation ITU-R M.823, RTCM 10410, or other relevant standards , already existing or still to
be developed in particular for Satellite Based Augmentation System (SBAS) adoption.
A single consistent common reference point for all spatially related information. For consistency
the recommended reference location should be the conning position, according to the resolution
MSC 252(83).
For example, the World Geodetic System 1984(WGS 84) used by GPS, Earth Parameters 1990 (from
Russian "Parametry Zemli" 1990) (PZ-90) used by GLONASS, the Galileo Terrestrial Reference Frame
(GTRF) or the China Geodetic Coordination System (CGCS2000) used by BDS.
Bureau International de Poids et Mesures.
MSC 95/22/Add.2
Annex 17, page 5
3.7
3.8
Be capable of providing the PVT solution to the required accuracy10 within:

.1
5 min where there is no valid satellite almanac data (cold start);
.2
1 min where there is valid satellite almanac data (warm start); and
.3
2 min, when subjected to a power interruption or loss of signals of < 60 s;
Provide time in UTC;
3.9
Be capable of meeting the requirements for the phases of navigation outlined in
resolution A.1046(27);
3.10
Be capable of generating a new PVT solution at least once every 0.5 s for high-speed
craft (HSC) in compliance with speed requirements as in paragraph 1.6 above and at least
once every 1 s for conventional vessels;
3.11
Be capable of assessing whether the performance of the PVT solution (e.g. accuracy and
integrity) meets the requirements for each phase of navigation11. An alert should be provided when
such assessment cannot be determined;
3.12
Provide a caution if after 2 s for HSC or 3 s for conventional vessels, equipment is
unable to assess the current achieved performance (e.g. accuracy and integrity) with respect
to each navigation phase;
3.13
Provide a warning, if after 5 s for HSC or 7 s for conventional vessels, new PVT data
has not been calculated. Under such conditions the last known position and the time of last
valid fix, with the explicit indication of the state so that no ambiguity can exist, should be output
until normal operation is resumed;
3.14
If it is not possible to provide a new position update at the next scheduled update,
output the last plausible position, SOG, COG, and the time of the last valid fix, with indication
of this state so that no ambiguity can exist, until position update is resumed;
3.15
Provide an indication of augmentation status, including:

.1
the receipt of augmentation signals;
.2
the validity of the signals received;
.3
whether augmentation is applied to the position in the PVT solution; and
.4
the identification of the augmentation signal(s);
3.16
Provide the following information, in alphanumerical form, for the final PVT solution and
for each individual source when requested, to a local display (or a separate interfaced display):
10
11
.1
position;
.2
COG and SOG;
.3
time;
.4
the PVT solution source(s);
MSC 95/22/Add.2
Annex 17, page 6
.5
the assessment of the navigation phase(s) for which performance

requirements are supported;
.6
the identification of the augmentation signal(s) applied to the position

solution; and
.7
any alert information.
INTERFACING AND INTEGRATION (MODULE C)
The equipment should:

4.1
Provide the following interfaces in accordance with the relevant international
standards:12
.1
at least one interface from which the PVT solution should be available in
the WGS 84 (i.e. including position information, COG, SOG, time, PVT
source(s) (available and used), assessment of phase(s) of navigation for
which performance requirements are met, and augmentation information)
can be provided. Means may be provided for transforming the computed
position based upon WGS 84 into data compatible with the datum of
the navigational chart in use;
.2
at least one interface from which data from all available sources can be
provided (e.g. to an Integrated Navigation System (INS) for enhanced
assessment of PVT information which should be available in WGS 84);
.3
an interface for alert management (i.e. with the Bridge Alert Management
(BAM); and
.4
facilities to accept the input of augmentation signals from at least one

source;13
4.2
Be capable of operating satisfactorily under normal interference conditions, consistent
with the requirements of resolution A.694(17)14, and taking into account the typical
electromagnetic and radio frequency spectrum environment on board and from outside a vessel;
4.3
Ensure that no permanent damage can result from an accidental short circuit or
grounding of the antenna or any of its input or output connections or any of the inputs or
outputs.
5
DOCUMENTATION (MODULE D)
Documentation for the equipment should be provided, preferably in an electronic format, and
should include:
5.1
Operating manuals, which should contain an overall function description including:

.1
12
13
14
the multi-system concept and the benefits and limitations of using GNSS and
terrestrial radionavigation systems and augmentation (i.e. as source(s) for
the PVT solution);
Refer to Publication IEC 61162.

Recommendation ITU-R M.823.
Refer to resolution A.694(17) and IEC 60945.
MSC 95/22/Add.2
Annex 17, page 7
5.2
.2
a statement on which GNSS and terrestrial radionavigation systems and

augmentation(s) are supported (i.e. as sources for the PVT solution);
.3
a statement on which navigation phase(s) are supported and by which PVT

source(s);
.4
user guidance for receiver adjustments necessary to achieve the navigation

phase requirements;
.5
an explanation of the method used for the applied indicators and thresholds;
.6
an explanation of the fusion process and input selection for multiple systems;
and
.7
a description of possible failures and their effects on the receiver equipment;
Installation manuals, which should contain:

.1
details of the components and the interconnections between them;
.2
details of interfaces and

interconnection diagrams;
.3
configuration options and commissioning instructions;
.4
power supply and earthing arrangements; and
.5
recommendations on the physical layout of equipment, including antenna

mounting requirements and necessary space for installation and
maintenance;
connections
for
data
input/output,
and
5.3
Familiarization material, which should explain all configurations, functions, limitations,
controls, displays, alerts, indications and standard operator checks of the equipment;
5.4
A failure analysis,15 at the functional level, which should verify that the equipment is
designed using safe design principles and ensuring that the equipment includes "fail-to-safe"
actions. The failure analysis should consider the impact of all failure modes (e.g. those caused
by electrical, component, radiofrequency interference or jamming, etc.); and
5.5
Information which should support maintenance of the equipment.
***
15
Publication IEC 60812.
MSC 95/22/Add.2
Annex 18, page 1
ANNEX 18
DRAFT AMENDMENTS TO THE FSS CODE
CHAPTER 8
AUTOMATIC SPRINKLER, FIRE DETECTION AND FIRE ALARM SYSTEMS
1
The text in the existing paragraph 2.4.1 is amended to read as follows:

"2.4.1
General
2.4.1.1 Any parts of the system which may be subjected to freezing temperatures in
service shall be suitably protected against freezing.
2.4.1.2 Special attention shall be paid to the specification of water quality provided by
the system manufacturer to prevent internal corrosion and clogging of sprinklers."
2
A new chapter 17 is added after existing chapter 16 as follows:

"CHAPTER 17
HELICOPTER FACILITY FOAM FIREFIGHTING APPLIANCES
1
Application
This chapter details the specifications for foam firefighting appliances for the protection
of helicopter facilities as required by chapter II-2 of the Convention.
2
Definitions
2.1
D-value means the largest dimension of the helicopter used for assessment
of the helideck when its rotors are turning. It establishes the required area of foam
application.
2.2
Deck integrated foam nozzles are foam nozzles recessed into or edge
mounted on the helideck.
2.3
Foam-making branch pipes are air-aspirating nozzles in tube shape for
producing and discharging foam, usually in straight stream only.
2.4
Helicopter landing area is an area on a ship designated for occasional or
emergency landing of helicopters, such as an area referred to in SOLAS
regulation II-2/18.2.2, and not designed for routine helicopter operations.
2.5
Helideck is a purpose-built helicopter landing platform or other deck area
including all structure, firefighting appliances and other equipment necessary for the safe
operation of helicopters, as referred to in SOLAS regulations II-2/3.26 and II-2/18.5*.
2.6
Hose reel foam station is a hose reel fitted with a foam-making branch pipe
and non-collapsible hose, together with fixed foam proportioner and fixed foam
concentrate tank, mounted on a common frame.
See also paragraph 1.3.27 of chapter 1 of the 2009 MODU Code.
MSC 95/22/Add.2
Annex 18, page 2
2.7
Monitor foam station is a foam monitor, either self-inducing or together with
separate fixed foam proportioner, and fixed foam concentrate tank, mounted on
a common frame.
2.8
Obstacle free sector is the take-off and approach sector which totally
encompasses the safe landing area and extends over a sector of at least 210, within
which only specified obstacles are permitted.
2.9
Limited obstacle sector is a 150 sector outside the take-off and approach
sector that extends outward from a helideck where objects of limited height are
permitted.
2.10
Winching area is a pick-up area provided for the transfer by helicopter of
personnel or stores to or from the ship, while the helicopter hovers above the deck,
such as an area referred to in SOLAS regulation III/28.
3
Engineering specifications
3.1
The system shall be capable of manual release, and may be arranged for
automatic release.
3.2
For helidecks the foam system shall contain at least two fixed foam monitors
or deck integrated foam nozzles. In addition, at least two hose reels fitted with
a foam-making branch pipe and non-collapsible hose sufficient to reach any part of
the helideck shall be provided. The minimum foam system discharge rate shall be
determined by multiplying the D-value area by 6 l/min/m2. The minimum foam system
discharge rate for deck integrated foam nozzle systems shall be determined by
multiplying the overall helideck area by 6 l/min/m2. Each monitor shall be capable of
supplying at least 50% of the minimum foam system discharge rate, but not less
than 500 l/min. The minimum discharge rate of each hose reel shall be at least 400 l/min.
The quantity of foam concentrate shall be adequate to allow operation of all connected
discharge devices for at least 5 min.
3.3
Where foam monitors are installed, the distance from the monitor to
the farthest extremity of the protected area shall be not more than 75% of the monitor
throw in still air conditions.
3.4
For helicopter landing areas, at least two portable foam applicators or two
hose reel foam stations shall be provided, each capable of discharging a minimum
foam solution discharge rate, in accordance with the following table.
Category Helicopter overall length
(D- value)
H1
H2
H3
up to but not including 15 m

from 15 m up to but not including 24 m
from 24 m up to but not including 35 m
Minimum foam
solution discharge
rate (l/min)
250
500
800
The quantity of foam concentrate shall be adequate to allow operation of all connected
discharge devices for at least 10 min. For tankers fitted with a deck foam system,
the Administration may consider an alternative arrangement, taking into account
the type of foam concentrate to be used.
3.5
Winching areas shall comply with SOLAS regulation II-2/18.2.2.
MSC 95/22/Add.2
Annex 18, page 3
3.6
Manual release stations capable of starting necessary pumps and opening
required valves, including the fire main system, if used for water supply, shall be
located at each monitor and hose reel. In addition, a central manual release station
shall be provided at a protected location. The foam system shall be designed to
discharge foam with nominal flow and at design pressure from any connected
discharge devices within 30 s of activation.
3.7
Activation of any manual release station shall initiate the flow of foam solution
to all connected hose reels, monitors, and deck integrated foam nozzles.
3.8
The system and its components shall be designed to withstand ambient
temperature changes, vibration, humidity, shock impact and corrosion normally
encountered on the open deck, and shall be manufactured and tested to the satisfaction
of the Administration.
3.9
A minimum nozzle throw of at least 15 m shall be provided with all hose reels
and monitors discharging foam simultaneously. The discharge pressure, flow rate and
discharge pattern of deck integrated foam nozzles shall be to the satisfaction of
the Administration, based on tests that demonstrate the nozzle's capability to
extinguish fires involving the largest size helicopter for which the helideck is designed.
3.10
Monitors, foam-making branch pipes, deck integrated foam nozzles and
couplings shall be constructed of brass, bronze or stainless steel. Piping, fittings and
related components, except gaskets, shall be designed to withstand exposure to
temperatures up to 925C.
3.11
The foam concentrate shall be demonstrated effective for extinguishing
aviation fuel spill fires and shall conform to performance standards not inferior to those
acceptable to the Organization*. Where the foam storage tank is on the exposed deck,
freeze protected foam concentrates shall be used, if appropriate, for the area of
operation.
3.12
Any foam system equipment installed within the take-off and approach
obstacle free sector shall not exceed a height of 0.25 m. Any foam system equipment
installed in the limited obstacle sector shall not exceed the height permitted for objects
in this area.
3.13
All manual release stations, monitor foam stations, hose reel foam stations,
hose reels and monitors shall be provided with a means of access that does not
require travel across the helideck or helicopter landing area.
3.14
Oscillating monitors, if used, shall be preset to discharge foam in a spray
pattern and have a means of disengaging the oscillating mechanism to allow rapid
conversion to manual operation.
Refer to the International Civil Aviation Organization Airport Services Manual, part 1, Rescue and Fire Fighting,
chapter 8, Extinguishing Agent Characteristics, paragraph 8.1.5, Foam specifications table 8-1, Performance
Level B, or to the Revised guidelines for the performance and testing criteria, and surveys of foam concentrates
for fixed fire-extinguishing systems (MSC.1/Circ.1312).
MSC 95/22/Add.2
Annex 18, page 4
3.15
If a foam monitor with flow rate up to 1,000 l/min is installed, it shall be
equipped with an air-aspirating nozzle. If a deck integrated nozzle system is installed,
then the additionally installed hose reel shall be equipped with an air-aspirating
handline nozzle (foam branch pipes). Use of non-air-aspirating foam nozzles (on both:
monitors and the additional hose reel) is permitted only where foam monitors with
a flow rate above 1,000 l/min are installed. If only portable foam applicators or hose
reel stations are provided, these shall be equipped with an air-aspirating handline
nozzle (foam branch pipes)."
***
MSC 95/22/Add.2
Annex 19, page 1
ANNEX 19
BIENNIAL STATUS REPORTS OF THE SUB-COMMITTEES
SUB-COMMITTEE ON CARRIAGE OF CARGOES AND CONTAINERS (CCC)
Planned
output
number
Description
1.1.2.3
Unified interpretation of
provisions of IMO safety,
security, and environment
related Conventions
5.2.1.2
Amendments to the IGF Code

and development of guidelines
for low-flashpoint fuels
Target
completion
year
Parent
organ(s)
Continuous
MSC / MEPC
2016
MSC
Coordinating
organ(s)
CCC
Associated
organ(s)
Status of
output for
Year 1
Status of
output for
Year 2
References
III / PPR /
CCC / SDC /
SSE / NCSR
Ongoing
MSC 78/26,
paragraph 22.12;
CCC 1/13, section 7
HTW
In progress
MSC 94/21,
paragraphs 18.5
and 18.6;
MSC 95/22,
paragraph 3.97;
CCC 1/13, section 4
Notes: TCY changed from 2014 to 2016 (MSC 94). IGF Code adopted by MSC 95. The renamed output (Amendments to the IGF Code and development
of guidelines for low-flashpoint fuels) is scheduled to be completed in the 2016-2017 biennium (MSC 94).
5.2.1.5
Amendments to the provisions

of SOLAS chapter II-2 relating
to secondary means of venting
cargo tanks
2015
MSC
SSE
5.2.1.34
(UO)
Safety requirements for

carriage of liquefied hydrogen
in bulk
2015
MSC
CCC
2015
MSC
CCC
CCC
Completed
MSC 94/21,
paragraph 8.7;
MSC 95/22,
paragraph 3.99
MSC 94/21,
paragraph 18.3
Note: TCY changed to 2016.

5.2.3.1
Amendments to CSC 1972 and

associated circulars
Note: TCY changed from 2014 to 2015 (MSC 94).
In progress
MSC 94/21,
paragraph 18.3;
CCC 1/13, section 3
MSC 95/22/Add.2
Annex 19, page 2
SUB-COMMITTEE ON CARRIAGE OF CARGOES AND CONTAINERS (CCC)
Planned
output
number
5.2.3.2
Description
Measures to prevent loss of

containers
Target
completion
year
Parent
organ(s)
Coordinating
organ(s)
Associated
organ(s)
Status of
output for
Year 1
2014
MSC
CCC
SDC / HTW
Completed
Status of
output for
Year 2
References
DSC 18/13, section 5
Notes: Amendments to SOLAS chapter VI were approved by MSC 93 and adopted by MSC 94 in 2014.
5.2.3.3
Amendments to the IMSBC

Code and supplements
Continuous
MSC / MEPC
CCC
Ongoing
CCC 1/13, section 5
5.2.3.4
Amendments to the IMDG

Continuous
MSC
CCC
Ongoing
CCC 1/13, section 6
5.2.3.5
Revised Guidelines for packing

of cargo transport units
2015
MSC
CCC
In progress
MSC 94/21,
paragraphs 11.5
to 11.7;
CCC 1/13, section 9
7.1.1.1
(UO)
Mandatory requirements for

classification and declaration of
solid cargoes as harmful to
the marine environment
2015
MEPC
CCC
MEPC 68/21,
paragraphs 17.16
and 17.17;
MSC 95/22,
paragraph 19.1
Notes: MEPC 68 agreed to add this new output to the biennial agenda of the CCC Sub-Committee and the provisional agenda of CCC 2.
12.3.1.1
Consideration of reports of
incidents involving dangerous
goods or marine pollutants in
packaged form on board ships
or in port areas
Annual
MSC / MEPC
CCC
III
Completed
CCC 1/13, section 8
MSC 95/22/Add.2
Annex 19, page 3
SUB-COMMITTEE ON HUMAN ELEMENT, TRAINING AND WATCHKEEPING (HTW)
Planned
output
number
Description
Target
completion
year
Parent
organ(s)
Coordinating
organ(s)
Associated
organ(s)
Status of
output for
Year 1
Status of
output for
Year 2
References
2.0.1.1
Provisions to ensure
the integrity and uniform
implementation of the 1969 TM
Convention
2014
MSC
SDC
HTW
No work
requested of
organ by
parent
5.1.1.6
(UO)
Amendments to SOLAS
chapter II-1 and associated
guidelines on damage control
drills for passenger ships
2015
MSC
SDC
HTW
No work
requested of
organ by
parent
MSC 93/22,
paragraph 20.22.3;
MSC 95/22,
paragraph 10.24;
MSC 93/22,
paragraph 20.5
5.1.2.3
(UO)
Revision of requirements for

escape route signs and
equipment location markings in
SOLAS and related
instruments
2015
MSC
SSE
HTW
No work
requested of
organ by
parent
MSC 94/21,
paragraph 18.24;
MSC 94/21,
paragraph 18.24
MSC 89/25,
paragraph 22.34
Note: Output scheduled to be finalized in the 2016-2017 biennium. TCY is 2016.

5.2.1.2
Amendments to the IGF Code

and development of guidelines
for low-flashpoint fuels
2014
MSC
CCC
HTW
Completed
MSC 94/21,
paragraphs 18.5
and 18.6; MSC 95/22,
paragraph 3.97;
HTW 1/21, section 17
Notes: TCY changed from 2014 to 2016 (MSC 94). IGF Code adopted by MSC 95 (MSC 95/WP.1/Add.1, para. 3.96). The renamed output (Amendments
to the IGF Code and development of guidelines for low-flashpoint fuels) is scheduled to be completed in the 2016-2017 biennium (MSC 94).
5.2.1.3
Review of general cargo ship

safety
Notes: III 2 might complete this output.
2014
MSC
SDC / NCSR /
III / HTW
Completed
MSC 90/28,
paragraph 25.10;
MSC 93/22,
paragraphs 15.7;
STW 44/19. section 15
MSC 95/22/Add.2
Annex 19, page 4
Planned
output
number
5.2.1.15
Description
Mandatory Code for ships

operating in polar waters
Target
completion
year
Parent
organ(s)
Coordinating
organ(s)
Associated
organ(s)
Status of
output for
Year 1
Status of
output for
Year 2
2015
MSC / MEPC
SDC
PPR / NCSR /
SSE / HTW
In progress
Completed
References
MSC 93/22,
paragraphs 10.44,
10.50 and 20.12;
MSC 95/22,
paragraphs 3.87
to 3.93; HTW 2/19,
section 9
Note: MSC 94 adopted the Polar Code and the amendments to the SOLAS Convention; however, consequential work related to operational limitations and
life-saving/fire safety performance standards is still underway, with 2017 as the target completion year.
5.2.1.16
Non mandatory instrument on

regulations for non-convention
ships
2015
MSC
III
5.2.1.20
Follow-up action to the STCW-F

Conference resolutions 6 and 7
2015
MSC
HTW
PPR / SDC /
SSE / NCSR /
HTW
In progress
Completed
MSC 92/26, section 12
In progress
Completed
HTW 1/21, section 6;

HTW 2/19, section 7
Postponed
MSC 88/26,
paragraph 23.30;
HTW 1/21, section 7
Note: No documents submitted for two sessions, and MSC 95 deleted this output from the biennial agenda.
5.2.1.23
Guidelines for wing-in-ground

craft
2015
MSC
SDC
SSE / NCSR /
HTW
MSC
SSE
HTW
Postponed
Note: Target completion date extended to 2016.

5.2.1.32
(UO)
Review of the MODU Code,

LSA Code and
MSC.1/Circ.1206/Rev.1
2015
No work
requested of
organ by
parent
MSC 93/22,
paragraph 20.17;
MSC 93/22,
paragraph 20.3
MSC 95/22/Add.2
Annex 19, page 5
Planned
output
number
Description
Target
completion
year
Parent
organ(s)
Coordinating
organ(s)
Associated
organ(s)
Status of
output for
Year 1
Status of
output for
Year 2
References
5.2.2.1
Guidance for the

implementation of the 2010
Manila Amendments
2014
MSC
HTW
Postponed
Postponed
MSC 93/22,
paragraph 11.4
HTW 2/19, section 6
5.2.2.2
Review of STCW passenger

ship-specific safety training
2015
MSC
HTW
In progress
In progress
MSC 95/22,
paragraph 9.7
Continuous
MSC
HTW
Ongoing
Ongoing
HTW 1/21, section 3;

HTW 2/19, section 3
Note: MSC 95 extended the TCY to 2016.

5.2.2.3
Validated model training

courses
5.2.2.4
Reports on unlawful practices

associated with certificates of
competency
Annual
MSC
HTW
Completed
Completed
HTW 2/19, section 4
5.2.2.6
Revised guidelines for model

course development, updating
and validation processes
2015
MSC
HTW
In progress
Completed
MSC-MEPC.2/Circ.15;
HTW 2/19, section 5
5.2.2.7
Training in hot-work
procedures on crude oil tankers
2015
MSC
HTW
In progress
Completed
MSC 91/22,
paragraphs 19.14
and 19.31; HTW 2/19,
section 11
SSE
Note: No documents submitted for two sessions, therefore MSC 95 agreed to delete this output from the biennial agenda.
5.2.2.8
Guidance for personnel

involved with tug-barge
operations
2014
MSC
HTW
SDC
Completed
MSC 90/28,
paragraph 25.42;
HTW 1/21,
paragraph 9.5
MSC 95/22/Add.2
Annex 19, page 6
Planned
output
number
5.2.2.9
Description
Target
completion
year
Parent
organ(s)
Coordinating
organ(s)
Guidelines for shipowners and

seafarers for implementation of
relevant IMO instruments in
relation to the carriage of
dangerous goods in packaged
form by sea
2015
MSC
HTW
Associated
organ(s)
Status of
output for
Year 1
Status of
output for
Year 2
In progress
Completed
References
MSC 95/22,
paragraph 9.8;
Note: The Committee endorsed HTW recommendation to forward the draft MSC circular to CCC for review and finalization, with a view to subsequent
approval by the Committee.
5.2.2.10
A globally consistent format for

the certificate of training and
education issued under the
STCW Convention
2015
MSC
HTW
5.2.5.2
First outline of the detailed

review of the Global Maritime
Distress and Safety System
(GMDSS)
2015
MSC
NCSR
Completed
HTW
In progress
In progress
MSC 90/28,
paragraph 25.18;
Note: Taking into account that the detailed review is in a very early stage and cannot be finalized by NSCR 2, MSC 94 has agreed to extend this planned
output, for an additional year (to 2018) and approved the revised Plan of work.
5.2.6.1
E-navigation strategy
implementation plan
2015
Note: MSC 95 agreed to delete this planned output.
MSC
NCSR
HTW
In progress
Completed
MSC 95/22/Add.2
Annex 19, page 7
SUB-COMMITTEE ON IMPLEMENTATION OF IMO INSTRUMENTS (III)
Planned
output
number
Description
1.1.2.3
related Conventions
2.0.1.2
Guidelines for port State

control under the 2004 BWM
Convention, including guidance
on ballast water sampling and
analysis
Target
completion
year
Parent
organ(s)
Continuous
MSC / MEPC
2015
MEPC
Coordinating
organ(s)
PPR
Associated
organ(s)
Status of
output for
Year 1
III / PPR /
CCC / SDC /
SSE / NCSR
Ongoing
III
Completed
Status of
output for
Year 2
References
MSC 78/26,
paragraph 22.12
Note: This output will not be split into two outputs as proposed by PPR 1 (MEPC 66/21, paragraph 18.22).
2.0.2.1
Analysis of consolidated audit

summary reports
2015
Assembly
Council
MSC / MEPC
/ LEG / III
In progress
MEPC 61/24,
paragraph 11.14.1,
MSC 88/26,
paragraph 10.8
5.1.2.2
Measures to protect the safety

of persons rescued at sea
2014
MSC / FAL
NCSR
III
Postponed
MSC 95/22,
paragraph 21.18.3
Note: MSC 95 has moved from the PBA output 5.1.2.2 on the agenda of NCSR 3 from the 2016-2017 biennium agenda.
5.2.1.3

safety
2014
MSC
SDC / NCSR /
III / HTW
In progress
MSC 90/28,
paragraph 25.10;
MSC 93/22,
paragraphs 15.7
PPR / SDC /
SSE / NCSR /
HTW
In progress
MSC 92/26,
section 12; HTW 2/19,
section 15
Completed
FSI 12/22,
paragraph 9.4;
Note: III 2 might complete this output.

5.2.1.16
Non mandatory instrument on

regulations for non-convention
ships
2015
MSC
III
5.2.1.17
Updated Survey Guidelines

under the Harmonized System
Annual
MSC / MEPC
III
MSC 95/22/Add.2
Annex 19, page 8
SUB-COMMITTEE ON IMPLEMENTATION OF IMO INSTRUMENTS (III)
Planned
output
number
Description
Target
completion
year
Parent
organ(s)
Coordinating
organ(s)
Associated
organ(s)
Status of
output for
Year 1
of Survey and Certification

(HSSC)
5.2.1.29
Non exhaustive list of

obligations under instruments
relevant to the IMO Instruments
Implementation Code (III Code)
5.3.1.1
Measures to harmonize port

State control (PSC) activities
and procedures worldwide
7.1.3.1
Status of
output for
Year 2
References
MSC 79/23,
paragraph 9.19
Annual
MSC / MEPC
III
Completed
MEPC 64/23,
paragraph 11.49;
MSC 91/22,
paragraph 10.30;
MEPC 52/24,
paragraph 10.15
Continuous
MSC / MEPC
III
Ongoing
MEPC 66/21,
paragraph 18.8;
MSC 94/21,
paragraph 18.2.1
Consideration and analysis of

reports on alleged inadequacy
of port reception facilities
Annual
MEPC
III
Completed
8.0.3.1
Requirements for access to, or

electronic versions of,
certificates and documents,
including record books required
to be carried on ships
2015
FAL
MSC / LEG /
III / MEPC
In progress
12.1.2.1
Analysis of casualty and PSC

data to identify trends and
develop knowledge and
risk-based recommendations
Annual
MSC / MEPC
III
HTW / PPR /
CCC / SDC /
SSE / NCSR
Completed
12.3.1.1
goods or marine pollutants in
packaged form on board ships
or in port areas
Annual
MSC / MEPC
CCC
III
No work
requested of
organ by
parent
MSC 92/26,
paragraph 22.29
MSC 95/22/Add.2
Annex 19, page 9
SUB-COMMITTEE ON NAVIGATION, COMMUNICATIONS AND SEARCH AND RESCUE (NCSR)
Planned
output
number
Description
Target
completion
year
Parent
organ(s)
Coordinating
organ(s)
1.1.2.2
Response to matters related to

the Radiocommunication ITU R
Study Group and ITU World
Radiocommunication
Conference
Annual
MSC
NCSR
1.1.2.3
related Conventions
Continuous
MSC / MEPC
1.3.4.1
Amendments to the IAMSAR

Manual
Continuous
MSC
2.0.3.1
Further development of the

Global SAR Plan for the
provision of maritime SAR
services
2015
MSC
Associated
organ(s)
Status of
output for
Year 1
Status of
output for
Year 2
Completed
Completed
Ongoing
Ongoing
MSC 78/26,
paragraph 22.12;
NCSR 2/23,
section 19
NCSR
Ongoing
Ongoing
NCSR 2/23,
section 18
NCSR
In progress
Postponed
NCSR 2/23,
section 16
III / PPR /
CCC / SDC /
SSE / NCSR
References
MSC 94/21,
paragraphs 9.29
to 9.32; NCSR 2/23,
sections 12 and 13
Note: MSC 95 approved to replace the description of the output to "Further development of the provision of global maritime SAR services" and extend it to
2017.
2.0.3.2
Annual list of IMO documents

and publications to be held by
MRCCs
Annual
MSC
NCSR
Completed
Note: This work is always carried out as regular work under planned output 2.0.3.3 and hence can be deleted.
2.0.3.3
Guidelines on harmonized
aeronautical and maritime
search and rescue procedures,
including SAR training matters
2014
MSC
NCSR
Postponed
Postponed
MSC 94/21,
paragraph 18.21;
NCSR 2/23,
paragraph 15.17
Notes: Extension (to 2015) for this output has been approved as work related to this planned output has been tasked to the ICAO/IMO Joint Working
Group by NCSR 1. NCSR 2 has invited the Committee to extend the target completion year for this output to 2017.
MSC 95/22/Add.2
Annex 19, page 10
Planned
output
number
2.0.3.4
Description
Procedures for routeing

distress information in
the GMDSS
Target
completion
year
Parent
organ(s)
Coordinating
organ(s)
2015
MSC
NCSR
Associated
organ(s)
Status of
output for
Year 1
Status of
output for
Year 2
References
In progress
Completed
NCSR 2/23,
section 17
Postponed
Postponed
MSC 95/22,
paragraph 21.18.3;
NCSR 1/28,
section 22
Note: NCSR 2 has invited MSC 95 to delete this planned output.

5.1.2.2
Measures to protect the safety

of persons rescued at sea
2014
MSC / FAL
NCSR
III
5.2.1.15

2015
MSC / MEPC
SDC
PPR / NCSR /
SSE / HTW
Completed
Completed
MSC 95/22,
paragraphs 3.87
to 3.93; NCSR 1/28,
section 23
Note: MSC 94 adopted the Polar Code and the amendments to the SOLAS Convention; however, consequential work related to operational limitations and
life-saving/fire safety performance standards is still underway, with 2017 as the target completion year.
5.2.2.11
(UO)
Recognition of Galileo as a
component of the WWRNS
2015
MSC
NCSR
5.2.4.1
Routeing measures and

mandatory ship reporting
systems
Continuous
MSC
NCSR
5.2.4.2
Updates to the LRIT system
Continuous
MSC
5.2.4.4
Revised guidelines for the on

board operational use of
shipborne automatic
identification systems (AIS)
2014
5.2.4.5
Consolidation of ECDIS-related
IMO circulars
2014
In progress
MSC 93/22,
paragraph 20.22.1;
NCSR 2/23, section 4
Ongoing
Ongoing
NCSR
Ongoing
Ongoing
MSC
NCSR
Completed
NCSR 1/28,
section 11 and
annex 9
MSC
NCSR
Completed
MSC 95/22/Add.2
Annex 19, page 11
Planned
output
number
Description
Target
completion
year
Parent
organ(s)
Coordinating
organ(s)
Associated
organ(s)
Status of
output for
Year 1
Status of
output for
Year 2
5.2.4.6
Explanatory footnotes to
SOLAS regulations V/15, V/18,
V/19 and V/27
2014
MSC
NCSR
Completed
MSC 90/28,
paragraph 25.27;
5.2.4.7
Approved satellite navigation

system "BeiDou" in the maritime
field
2014
MSC
NCSR
Completed
MSC 91/22,
paragraph 19.20;
5.2.4.8
Guidelines on the carriage of

ECDIS
2014
MSC
NCSR
Completed
5.2.4.9
Performance standards for

multi-system shipborne
navigation systems
2015
MSC
NCSR
In progress
Postponed
References
MSC 95/22,
paragraph 11.11;
Note: MSC 95 approved to replace the description of the output to "Guidelines associated with multi-system shipborne radionavigation receivers dealing
with the harmonized provision of PNT data and integrity information" and extend it to 2017.
5.2.5.1
Guidelines on MSI (maritime

safety information) provisions
Continuous
MSC
NCSR
Ongoing
Ongoing
NCSR 2/23,
section 11
Note: MSC 95 approved to replace the description of the output to "Updating of the GMDSS Master Plan and guidelines on MSI (maritime safety
information)" and extend it to 2017.
5.2.5.2

review of the Global Maritime
Distress and Safety System
(GMDSS)
2015
MSC
NCSR
HTW
In progress
In progress
MSC 90/28,
paragraph 25.18;
MSC 94/21,
paragraph 9.26;
Note: Taking into account that the detailed review is in a very early stage and cannot be finalized by NSCR 2, MSC 94 has agreed to extend this planned
output, for an additional year (to 2018) and approved the revised Plan of work.
5.2.5.3
Analysis of developments in
maritime radiocommunication
systems and technology
2014
MSC
NCSR
Note: MSC 95 agreed to extend the target completion year for this output to 2017.
Postponed
Postponed
MSC 94/21,
paragraph 18.19;
MSC 95/22/Add.2
Annex 19, page 12
Planned
output
number
Description
5.2.5.4
Analysis of information on
developments in Inmarsat and
Cospas-Sarsat
5.2.6.1
implementation plan
Target
completion
year
Parent
organ(s)
Coordinating
organ(s)
Continuous
MSC
NCSR
2015
MSC
NCSR
Associated
organ(s)
HTW
Status of
output for
Year 1
Status of
output for
Year 2
Ongoing
Ongoing
In progress
Completed
References
NCSR 2/23,
section 14
and annex 4
MSC 95/22/Add.2
Annex 19, page 13
SUB-COMMITTEE ON SHIP DESIGN AND CONSTRUCTION (SDC)
Planned
output
number
Description
Target
completion
year
Parent
organ(s)
Continuous
MSC / MEPC
Coordinating Associated
organ(s)
organ(s)
Status of
output for
Year 1
Status of
output for
Year 2
References
III / PPR /
CCC / SDC /
SSE / NCSR
Ongoing
Ongoing
MSC 78/26,
paragraph 22.12;
SDC1/26, section 21
HTW
In progress
Completed
SDC 2/25, section 11
1.1.2.3
related Conventions
2.0.1.1
Provisions to ensure the

integrity and uniform
implementation of the 1969 TM
Convention
2014
MSC
SDC
2.0.1.7
Amendments to the ESP Code
Continuous
MSC
SDC
Ongoing
Ongoing
5.1.1.1
Guidelines on safe return to

port for passenger ships
2016
MSC
SDC
In progress
In progress
MSC 81/25,
paragraph 23.54;
MSC 95/22
paragraph 10.7;
SDC 2/25, section 4
Notes: Target completion year extended to 2016

5.1.1.2
A review of damage stability

regulations for ro-ro passenger
ships
2014
MSC
SDC
Completed
5.1.1.3
Amendments to SOLAS and

FSS Code to make evacuation
analysis mandatory for new
passenger ships and review of
the Recommendation on
evacuation analysis for new
and existing passenger ships
2016
MSC
SDC
In progress
Note: Target completion year extended to 2016.
MSC 93/22,
paragraph 10.1;
SDC 1/26,
paragraph 6.7
In progress
MSC 83/28,
paragraph 25.25;
MSC 93/22,
paragraph 20.11;
MSC 95/22/Add.2
Annex 19, page 14
Planned
output
number
5.1.1.5
Description
Review of conditions under

which passenger ship
watertight doors may be
opened during navigation and
prepare amendments to
SOLAS regulation II-1/22
and MSC.1/Circ.1380
Target
completion
year
Parent
organ(s)
2015
MSC
organ(s)
organ(s)
SDC
Status of
output for
Year 1
Status of
output for
Year 2
In progress
Completed
References
MSC 92/26,
paragraph 23.17;
MSC 95/22,
pparagraph 10.23;
Note: MSC 95 agreed, in principle, to the Guidelines for approval at MSC 96 in conjunction with the adoption of the amendments to SOLAS chapter II-1.
5.1.1.6
Amendments to SOLAS
guidelines on damage control
2016
MSC
SDC
HTW
5.2.1.1
Amendments to the criterion

for maximum angle of heel in
turns of the 2008 IS Code
2014
MSC
SDC
SDC
5.2.1.3

safety
2014
MSC
SDC / NCSR
/ III / HTW
5.2.1.4
Guidelines addressing the

carriage of more than 12
industrial personnel on board
vessels engaged on
international voyages
2015
MSC
SDC
In progress
MSC 93/22,
paragraph 20.22.3;
MSC 95/22,
paragraph 10.24;
In progress
Completed
MSC 95/22,
paragraph 10.9;
SDC 2/25, section 6
In progress
Completed
MSC 90/28,
paragraph 25.10;
MSC 93/22,
paragraphs 15.7
In progress
Completed
MSC 95/22,
paragraphs 10.13,
19.24 to 19.26;
SDC 2/25, section 8
Note: MSC 95 agreed to include, in the 2016-2017 biennial agendas of MSC and SDC and provisional agendas for MSC 96 and SDC 3, a new planned
output on "Mandatory instrument and/or provisions addressing safety standards for the carriage of more than 12 industrial personnel on board vessels
engaged on international voyages", with a target completion year of 2017.
MSC 95/22/Add.2
Annex 19, page 15
Planned
output
number
5.2.1.12
Description
Second generation intact

stability criteria
Target
completion
year
Parent
organ(s)
2019
MSC
organ(s)
organ(s)
SDC
Status of
output for
Year 1
Status of
output for
Year 2
In progress
In progress
References
SDC 2/25, section 5
Notes: Target completion year extended to 2019. See post-biennial agenda. MSC 95 approved to replace the description of the output to "Finalization of
second generation intact stability criteria" and extend it to 2019.
5.2.1.13
Amendments to SOLAS
chapter II 1 subdivision and
damage stability regulations
2017
MSC
SDC
In progress
5.2.1.15

2015
MSC / MEPC
SDC
5.2.1.18
Interpretation of SOLAS
regulation II-2/13.6 on means
of escape from ro-ro cargo
spaces
2014
MSC
SDC
In progress
Completed
MSC 90/28,
paragraph 25.13;
MSC.1/Circ.1505;
5.2.1.19
Classification of offshore
industry vessels and a review
of the need for a non-mandatory
code for offshore construction
support vessels
2016
MSC
SDC
In progress
In progress
MSC 85/26,
paragraph 23.27;
SDC 2/25, section 9
MSC
SDC
In progress
In progress
MSC 95/22,
paragraph 10.16;
MSC
SDC
In progress
In progress
MSC 88/26,
paragraph 23.30;
PPR / NCSR /
SSE / HTW
In progress
Completed
MSC 85/26,
paragraph 23.35;
MSC 95/22,
paragraph 10.5;
SSDC 2/25, section 3
MSC 94/21,
paragraphs 3.61;

5.2.1.21
Guidelines for use of Fibre

Reinforced Plastics (FRP)
within ship structures
2015

5.2.1.23

craft
2016
SSE / NCSR /
HTW
MSC 95/22/Add.2
Annex 19, page 16
Planned
output
number
5.2.1.24
Description
Amendments to Part B of
the 2008 IS Code on towing,
lifting and anchor handling
operations
Target
completion
year
Parent
organ(s)
2016
MSC
organ(s)
organ(s)
Status of
output for
Year 1
Status of
output for
Year 2
References
SDC
In progress
In progress
MSC 88/26,
paragraph 23.36;
SDC 2/25, section 7

5.2.1.26
Amendments to SOLAS
regulation II-1/11 and
development of associated
Guidelines to ensure
the adequacy of testing
arrangements for watertight
compartments
2015
MSC
SDC
In progress
Completed
MSC 86/26,
paragraph 23.36;
MSC 95/22,
paragraph 10.15
5.2.1.27
Amendments to SOLAS
chapter II 2, the FTP Code
and MSC/Circ.1120 to clarify
the requirements for plastic
pipes on ships
2014
MSC
SDC
In progress
Completed
MSC 88/26,
paragraph 23.12;
MSC.399(95;
MSC 95/22/Add.2
Annex 19, page 17
-COMMITTEE ON SHIP SYSTEMS AND EQUIPMENT (SSE)
Planned
output
number
Description
Target
completion
year
Parent
organ(s)
Continuous
MSC / MEPC
organ(s)
organ(s)
III / PPR /
CCC / SDC /
SSE / NCSR
Status of
output for
Year 1
Status of
output for
Year 2
Ongoing
Ongoing
References
1.1.2.3
related Conventions
MSC 78/26,
paragraph 22.12;
SSE 2/20, section 11
2.0.1.6
Amendments to SOLAS
regulation II-1/40.2 concerning
general requirements on
electrical installations
2014
MSC
SSE
Completed
5.1.1.4
Development of life safety

performance criteria for
alternative design and
arrangements for fire safety
(MSC/Circ.1002)
2016
MSC
SSE
Postponed
Postponed
MSC 95/22,
paragraph 19.33
and annex 19;
SSE 2/20,
paragraph 5.10
In progress
Completed
MSC 95/22,
paragraphs 12.6
to 12.8; SSE 2/20,
paragraph 6.16
In progress
MSC 94/21,
paragraph 18.24
MSC 94/21,
paragraph 8.1;
SSE 1/21,
paragraph 4.6
Notes: Target completion year extended to 2016.

5.1.2.1
New framework of
requirements for life-saving
appliances
2015
MSC
SSE
5.1.2.3

escape route signs and
equipment location markings
in SOLAS and related
instruments
2016
MSC
SSE
Notes: Target completion year extended to 2016.
HTW
MSC 95/22/Add.2
Annex 19, page 18
Planned
output
number
Description
Target
completion
year
Parent
organ(s)
organ(s)
organ(s)
5.2.1.5
Amendments to the provisions

of SOLAS chapter II-2 relating
to secondary means of
venting cargo tanks
2015
MSC
SSE
5.2.1.6
Amendments to the 2009

MODU Code concerning
lifeboat drills
2015
MSC
5.2.1.7
Considerations related to
the double sheathed
low-pressure fuel pipes for
fuel injection systems in
engines on crude oil tankers
2015
5.2.1.8
Smoke control and ventilation
5.2.1.9
5.2.1.10
Status of
output for
Year 2
References
Completed
MSC 95/22,
paragraph 3.99;
SSE 1/21,
paragraph 15.5
SSE
Completed
MSC 94/21,
paragraphs 8.4 and 8.5;
SSE 1/21,
paragraph 11.7
MSC
SSE
In progress
Completed
MSC 95/22,
paragraph 19.33 and
annex 19;
SSE 2/20,
paragraph 9.6
2015
MSC
SSE
In progress
Completed
MSC 95/22,
paragraph 12.2;
SSE 2/20,
paragraph 3.12
Requirements for ships

carrying hydrogen and
compressed natural gas
vehicles.
2014
MSC
SSE
Completed
Safety objectives and

functional requirements of the
Guidelines on alternative
design and arrangements for
SOLAS chapters II-1 and III
2016
MSC
SSE
In progress

CCC
Status of
output for
Year 1
MSC 93/22,
paragraphs 3.77
and 3.92.2;
SSE 1/21,
paragraph 3.11
Postponed
MSC 95/22,
paragraphs 12.8
and 19.33 and
annex 19;
SSE 2/20,
paragraph 7.7
MSC 95/22/Add.2
Annex 19, page 19
Planned
output
number
5.2.1.11
Description
Target
completion
year
Parent
organ(s)
Amendments to the LSA Code

for thermal performance of
immersion suits
2014
MSC
organ(s)
organ(s)
Status of
output for
Year 1
SSE
Postponed
Postponed
Status of
output for
Year 2
References
MSC 84/24,
paragraph 22.48;
SSE 1/21,
paragraph 9.5
Note: Moved to the Committee's post-biennial agenda (MSC 93).

5.2.1.14
Amendments to SOLAS
associated guidance on air
quality management for
ventilation of closed vehicle
spaces, closed ro-ro and
special category spaces
2014
MSC
SSE
5.2.1.15

2015
MSC / MEPC
SDC
PPR / NCSR /
SSE / HTW
Completed
Completed
MSC 95/22,
paragraph 12.4;
SSE 2/20,
paragraph 4.12
MSC 95/22,
paragraphs 3.87
to 3.9;3 SSE 1/21,
paragraph 20.5
Note: MSC 94 adopted the Polar Code and the amendments to the SOLAS Convention; however, consequential work related to life-saving/fire safety
performance standards is still to be considered with a view to advising MSC 96 accordingly.
5.2.1.22
Requirements for onboard

lifting appliances and winches
2017
MSC
SSE
In progress
MSC
SSE
Completed
Postponed
MSC 95/22,
paragraphs 12.24,
12.26 and 19.33;
SSE 2/20,
paragraph 8.17

5.2.1.25
Revised recommendation on
conditions for the approval of
servicing stations for inflatable
liferafts (resolution A.761(18))
2014
MSC 94/21,
paragraph 8.6;
SSE 1/21,
paragraph 12.7
MSC 95/22/Add.2
Annex 19, page 20
Planned
output
number
Description
Target
completion
year
Parent
organ(s)
organ(s)
organ(s)
5.2.1.28
Amendments to the
requirements for foam-type
fire extinguishers in SOLAS
regulation II 2/10.5
2014
MSC
SSE
5.2.1.32

LSA Code and
2016
MSC
SSE
MSC
SSE
HTW
Status of
output for
Year 1
Status of
output for
Year 2
References
In progress
Completed
MSC 93/22,
paragraph 20.19;
SSE 2/20,
paragraph 10.5
In progress
MSC 93/22,
paragraph 20.17
Postponed
MSC 95/22,
paragraph 19.33;
SSE 2/20,
paragraph 13.17

5.2.1.33
Amendments to
the Guidelines for vessels with
dynamic positioning (DP)
systems (MSC/Circ.645)
2015
Note: Moved from post-biennial agenda. Target completion year extended to 2016.
5.2.1.35
Review of flashpoint
requirements for oil fuel in
SOLAS chapter II-2
2015
MSC
SSE
Completed
MSC 95/22,
paragraph 12.9;
SSE 2/20,
paragraph 14.6
5.2.1.36

automatic sprinkler systems
2015
MSC
SSE
Completed
MSC 95/22,
paragraphs 12.10
and 12.11;
SSE 2/20,
paragraph 15.14
***
MSC 95/22/Add.2
Annex 20, page 1
ANNEX 20
PROVISIONAL AGENDAS FOR THE SUB-COMMITTEES
Provisional agenda for CCC 2
Opening of the session

1
Adoption of the agenda
Decisions of other IMO bodies
Amendments to the IGF Code and development of guidelines for low-flashpoint

fuels (5.2.1.2)
Safety requirements for carriage of liquefied hydrogen in bulk (5.2.1.34)
Amendments to the IMSBC Code and supplements (5.2.3.3)
Amendments to the IMDG Code and supplements (5.2.3.4)
Amendments to CSC 1972 and associated circulars (5.2.3.1)
Revised Guidelines for packing of cargo transport units (5.2.3.5)
Unified interpretation to provisions of IMO safety, security and environment related

Conventions (1.1.2.3)
10
Consideration of reports of incidents involving dangerous goods or marine pollutants

in packaged form on board ships or in port areas (12.3.1.1)
11
Mandatory requirements for classification and declaration of solid bulk cargoes as

harmful to the marine environment*
12
Biennial agenda and provisional agenda for CCC 3
13
Election of Chairman and Vice-Chairman for 2016
14
Any other business
15
Report to the Committees
Output number to be decided by the Council.
MSC 95/22/Add.2
Annex 20, page 2
Provisional agenda for HTW 3

1
Validated model training courses (5.2.2.3)
Reports on unlawful practices associated with certificates of competency (5.2.2.4)
Guidance for the implementation of the 2010 Manila Amendments (5.2.2.1)
Comprehensive review of the 1995 STCW-F Convention*
Role of the human element (n/a)
Revision of the Guidelines on Fatigue*
Revised Guidelines on the Implementation of the ISM Code by Administrations

(resolution A.1071(28)) on training audits*
10
Review of STCW passenger ship-specific safety training (5.2.2.2)
11
Amendments to SOLAS chapter II-1 and associated guidelines on damage control

drills for passenger ships (5.1.1.6)
12
Completion of the detailed review of the Global Maritime Distress and Safety System
(GMDSS) (5.2.5.2)
13
Revision of requirements for escape route signs and equipment location markings in
SOLAS and related instruments (5.1.2.3)
14
Amendments to the IGF Code and development of guidelines for low-flashpoint fuels
(5.2.1.2)
15
Review MODU Code, LSA Code and MSC.1/Circ.1206/Rev.1 (5.2.1.32)
16
Biennial status report and provisional agenda for HTW 4
17
18
Any other business
19
Report to the Maritime Safety Committee
*
*

MSC 95/22/Add.2
Annex 20, page 3
Provisional agenda for III 2

1
Non-mandatory instrument on regulations for non-convention ships (5.2.1.16)
Requirements for access to, or electronic versions of, certificates and documents,
including record books required to be carried on ships (8.0.3.1)
Consideration and analysis of reports on alleged inadequacy of port reception

facilities (7.1.3.1)
Analysis of casualty and PSC data to identify trends and develop knowledge and
risk-based recommendations (12.1.2.1)
Measures to harmonize port State control (PSC) activities and procedures worldwide
(5.3.1.1)
Analysis of consolidated audit summary reports (2.0.2.1)
Updated Survey Guidelines under the Harmonized System of Survey and Certification
(HSSC) (5.2.1.17)
10
Non-exhaustive list of obligations under instruments relevant to the IMO Instruments

Implementation Code (III Code) (5.2.1.29)
11
Unified interpretation of provisions of IMO safety, security, and environment related

12
Review of general cargo ship safety (5.2.1.3)
13
Biennial status report and provisional agenda for III 3
14
15
Any other business
16
Report to the Committees
MSC 95/22/Add.2
Annex 20, page 4
Provisional agenda for NCSR 3
1
Routeing measures and mandatory ship reporting systems (5.2.4.1)
Amendment to the General Provisions on Ships' Routeing (resolution A.572(14)) on

establishing multiple structures at sea*
Recognition of Galileo as a component of the WWRNS (5.2.2.11 UO)
Additional modules to the Revised Performance Standards for Integrated Navigations

Systems (INS) (resolution MSC.252(83) relating to the harmonization of bridge design
and display of information*
Updates to the LRIT system (5.2.4.2)
Guidelines associated with multi-system shipborne radionavigation receivers dealing

with the harmonized provision of PNT data and integrity information (5.2.4.9)
Guidelines for the harmonized display of navigation information received via

communications equipment*
10
Revised Guidelines and criteria for ship reporting systems (resolution MSC.43(64))*
11
Analysis of developments in maritime radiocommunication systems and technology

(5.2.5.3)
12
Performance Standards for ship-borne GMDSS equipment to accommodate

additional providers of GMDSS satellite services*
13
Interconnection of NAVTEX and Inmarsat SafetyNET receivers and their display on

Integrated Navigation Display Systems (TBA)
14
Completion of the detailed review of the Global Maritime Distress and Safety System
(GMDSS) (5.2.5.2)
15
Updating of the GMDSS master plan and guidelines on MSI (maritime safety
information) provisions (5.2.5.1)
16
Response to matters related to the Radiocommunication ITU R Study Group (1.1.2.2)
17
Response to matters related to ITU World Radiocommunication Conference (1.1.2.2)
18
Measures to protect the safety of persons rescued at sea (5.1.2.2)
19
Analysis of information on developments in Inmarsat and Cospas-Sarsat (5.2.5.4)
MSC 95/22/Add.2
Annex 20, page 5
20
Revised Performance Standards for EPIRBs operating on 406 MHz (resolution

A.810(19)) to include Cospas-Sarsat MEOSAR and second generation beacons*
21
Guidelines on harmonized aeronautical and maritime search and rescue procedures,

including SAR training matters (2.0.3.3)
22
Further development of the Global SAR Plan for the provision of maritime SAR
services (2.0.3.1)
23
Amendments to the IAMSAR Manual (1.3.4.1)
24
Revised guidelines for preparing plans for co-operation between search and rescue
services and passenger ships (MSC.1/Circ.1079)*
25

26
Biennial status report and provisional agenda for NCSR 4
27
28
Any other business
29
MSC 95/22/Add.2
Annex 20, page 6
Provisional agenda for SDC 3
1
Amendments to SOLAS regulations II-1/6 and II-1/8-1 (5.2.1.13)
Computerized stability support for the master in case of flooding for existing
passenger ships (5.2.1)*
Guidelines on safe return to port for passenger ships (5.1.1.1)
Finalization of second-generation intact stability criteria (5.2.1.12)
Amendments to part B of the 2008 IS Code on towing, lifting and anchor handling
operations (5.2.1.24)
Amendments to SOLAS and FSS Code to make evacuation analysis mandatory for
new passenger ships and review of the Recommendation on evacuation analysis for
new and existing passenger ships (5.1.1.3)
Amendments to SOLAS chapter II-1 and associated guidelines on damage control drills
for passenger ships (5.1.1.6)
10
Revision of section 3 of the Guidelines for damage control plans and information to
the master (MSC.1/Circ.1245) for passenger ships*
11
Classification of offshore industry vessels and a review of the need for a

non-mandatory code for offshore construction support vessels (5.2.1.19)
12
Guidelines for wing-in-ground craft (5.2.1.23)
13
Amendments to the 2011 ESP Code (2.0.1.7)
14
Unified interpretation to provisions of IMO safety, security, and environment-related

15
Revised SOLAS regulation II-1/3-8 and associated guidelines (MSC.1/Circ.1175) and

new guidelines for safe mooring operations for all ships*
16
Mandatory instrument and/or provisions addressing safety standards for the carriage
of more than 12 industrial personnel on board vessels engaged on international
voyages*
17
Guidelines for use of Fibre Reinforced Plastic (FRP) within ship structures (5.2.1.21)
18
Biennial status report and provisional agenda for SDC 4
MSC 95/22/Add.2
Annex 20, page 7
19
20
Any other business
21
MSC 95/22/Add.2
Annex 20, page 8
Provisional agenda for SSE 3
1
Safety objectives and functional requirements of the Guidelines on alternative design

and arrangements for SOLAS chapters II-1 and III (5.2.1.10)
Making the provisions of MSC.1/Circ.1206/Rev.1 mandatory*
Review the MODU Code, LSA Code and MSC.1/Circ.1206/Rev.1 (5.2.1.32)
Development of life safety performance criteria for alternative design and

arrangements for fire safety (MSC/Circ.1002) (5.1.1.4)
Clarification of the requirements in SOLAS chapter II-2 for fire integrity of windows on
passenger ships carrying not more than 36 passengers and special purpose ships
with more than 60 (but no more than 240) persons on board*
Measures for onboard lifting appliances and winches (5.2.1.22)
Amendments to the Guidelines for vessels with dynamic positioning (DP) systems
(MSC/Circ.645) (5.2.1.33)
10
Revision of requirements for escape route signs and equipment location markings in
SOLAS and related instruments (5.1.2.3)
11
Revised SOLAS regulations II-1/13 and II-1/13-1 and other related regulations for new
ships*
12

conventions (1.1.2.3)
13
Biennial status report and provisional agenda for SSE 4
14
15
Any other business
16
***
MSC 95/22/Add.2
Annex 21, page 1
ANNEX 21
BIENNIAL STATUS REPORT OF THE MARITIME SAFETY COMMITTEE
MARITIME SAFETY COMMITTEE (MSC)
Planned
output
number
Description
Target
completion
year
Parent
organ(s)
Coordinating
organ(s)
Associated Status of Status of

organ(s)
output for output for
Year 1
Year 2
1.1.1.1
Cooperate with the United

Nations on matters of
mutual interest, as well as
provide relevant
input/guidance
Annual
Assembly
Council
MSC / MEPC
/ FAL / LEG /
TCC
1.1.2.1
Cooperate with other

international bodies on
matters of mutual interest,
as well as provide relevant
input/guidance
Annual
Assembly
Council
MSC / MEPC
/ FAL / LEG /
TCC
1.1.2.2
Response to matters
related to the
Radiocommunication ITU R
Study Group and ITU World
Radiocommunication
Conference
Annual
MSC
NCSR
1.1.2.3
related Conventions
Continuous
MSC /
MEPC
1.3.4.1
Amendments to the IAMSAR Continuous

Manual
MSC
NCSR
2.0.1.1
Provisions to ensure
the integrity and uniform
MSC
SDC
2014
References
Completed Completed MSC 94/21,

paragraphs 9.29
to 9.32
III / PPR /
CCC / SDC /
SSE / NCSR
HTW
Ongoing
Ongoing MSC 78/26,

paragraph 22.12
Ongoing
Ongoing
Postponed Completed
MSC 95/22/Add.2
Annex 21, page 2
Planned
output
number
Description
Target
completion
year
Parent
organ(s)
Coordinating
organ(s)

organ(s)
Year 1
Year 2
References

TM Convention
2.0.1.6
Amendments to SOLAS
regulation II-1/40.2
concerning general
requirements on electrical
installations
2014
MSC
SSE
Completed
2.0.1.7
Amendments to the ESP

Code
Continuous
MSC
SDC
Ongoing
2.0.2.1
Analysis of consolidated
audit summary reports
2015
Assembly
Council
2.0.2.3
Amendments making
the IMO Instruments
Implementation Code
(III Code) and auditing
mandatory
2015
MSC /
MEPC
2.0.3.1
Further development of
the Global SAR Plan for
the provision of maritime
SAR services
2015
MSC
MSC 94/21,
paragraph 8.1
Ongoing
MSC / MEPC In progress In progress

/ LEG / III
Completed
NCSR
Resolutions:
MEPC.246(66),
MEPC.247(66) and
MSC.366(93)
In progress Postponed
Note: MSC 95 approved to replace the description of the output to "Further development of the provision of global maritime SAR services"
and extend it to 2017.
MSC 95/22/Add.2
Annex 21, page 3
Planned
output
number
2.0.3.2
Description
Target
completion
year
Parent
organ(s)
Coordinating
organ(s)
Annual list of IMO

documents and publications
to be held by MRCCs
Annual
MSC
NCSR

organ(s)
Year 1
Year 2
References
Completed
Note: This work is always carried out as regular work under planned output 2.0.3.3 and hence can be deleted.
2.0.3.3
Guidelines on harmonized
search and rescue
procedures, including SAR
training matters
2014
MSC
NCSR
Postponed Postponed
Notes: Extension (to 2015) for this output has been approved as work related to this planned output has been tasked to the ICAO/IMO Joint
Working Group by NCSR 1. NCSR 2 has invited the Committee to extend the target completion year for this output to 2017.
2.0.3.4

the GMDSS
2015
MSC
NCSR
In progress Completed
Note: NCSR 2 has invited MSC 95 to delete this planned output.

3.4.1.1
Input on identifying
emerging needs of
developing countries, in
particular SIDS and LDCs
to be included in the ITCP
Continuous
TCC
MEPC / FAL / Ongoing

LEG
3.5.1.1
Identify thematic priorities

within the area of maritime
safety and security, marine
environmental protection,
Annual
TCC
MSC / MEPC Completed Completed

/ FAL / LEG
Ongoing
MSC 95/22/Add.2
Annex 21, page 4
Planned
output
number
Description
Target
completion
year
Parent
organ(s)
Coordinating
organ(s)

organ(s)
Year 1
Year 2
References
facilitation of maritime traffic

and maritime legislation
3.5.1.2
Input to the ITCP on

emerging issues relating to
sustainable development
and achievement of
the MDGs
2015
TCC
MSC / MEPC
/ FAL / LEG
4.0.1.3
Endorsed proposals for

unplanned outputs for
the 2014-2015 biennium as
accepted by the Committees
Annual
Council
MSC / MEPC
/ FAL / LEG /
TCC
Completed
C 112/D,
paragraphs 8.1
and 8.2(i)
Note: MSC 95 approved to replace the description of the output to "Endorsed proposals for unplanned outputs for the 2016-2017 biennium
as accepted by the Committees".
4.0.2.1
Endorsed proposals for the

development, maintenance
and enhancement of
information systems and
related guidance (GISIS,
websites, etc.)
Continuous
Council
MSC / MEPC
/ FAL / LEG /
TCC
C 112/D,
paragraphs 8.3 (vii)
and 8.3(ix);
MSC 87/26,
paragraph 21.5 and
FSI 21/18,
paragraphs 3.23, 5.10
and 6.15; also
MEPC 66/21,
paragraph 18.29
MSC 95/22/Add.2
Annex 21, page 5
Planned
output
number
Description
Target
completion
year
Parent
organ(s)
Coordinating
organ(s)

organ(s)
Year 1
Year 2
4.0.5.1
Revised Guidelines on the

Application of the Strategic
Plan and the High-level
Action Plan of the
Organization ("GAP") and
guidelines on organization
and method of work of the
committees, as appropriate
2015
Assembly
Council
5.1.1.1
Guidelines on safe return to

port for passenger ships
2014
MSC
SDC
Postponed Postponed MSC 81/25,

paragraph 23.54;
MSC 95/22,
paragraph 10.7
2014
MSC
SDC
Completed
2015
MSC
SDC
In progress In progress MSC 83/28,

paragraph 25.25;
MSC 93/22,
paragraph 20.11
MSC / MEPC
/ FAL / LEG /
TCC
References
Completed MSC 95/22,

paragraph 18.2

5.1.1.2
5.1.1.3
A review of damage
stability regulations for ro-ro
passenger ships
Amendments to SOLAS and
FSS Code to make
evacuation analysis
mandatory for new
passenger ships and review
of the Recommendation on
evacuation analysis for new
and existing passenger ships
MSC 93/22,
paragraph 10.1
MSC 95/22/Add.2
Annex 21, page 6
Planned
output
number
5.1.1.4
Description
Target
completion
year
Parent
organ(s)
Coordinating
organ(s)

organ(s)
Year 1
Year 2
References
Development of life safety

performance criteria for
arrangements for fire safety
(MSC/Circ.1002)
2014
MSC
SSE

paragraph 19.33
and annex 19
In progress Completed MSC 92/26,

paragraph 23.17;
MSC 95/22,
paragraphs 10.22
and 10.23
Notes: TCY extended to 2015 (MSC 93).

TCY extended to 2016 (MSC 95).
5.1.1.5
Review of conditions under

which passenger ship
watertight doors may be
opened during navigation
and prepare amendments
to SOLAS regulation II-1/22
and MSC.1/Circ.1380
2015
MSC
SDC
5.1.1.6
(UO)
Amendments to SOLAS
guidelines on damage
control drills for passenger
ships
2015
MSC
SDC
5.1.2.1
New framework of
requirements for life-saving
appliances
2015
MSC
SSE
5.1.2.2
Measures to protect the

safety of persons rescued
at sea
2014
MSC / FAL
NCSR
HTW
In progress MSC 93/22,

paragraph 20.22.3;
MSC 95/22,
paragraph 10.24
paragraphs 12.6
to 12.8
III

paragraph 21.18.3
MSC 95/22/Add.2
Annex 21, page 7
Planned
output
number
5.1.2.3
(UO)
Description
Target
completion
year
Parent
organ(s)
Coordinating
organ(s)
2015
MSC
SSE
Revision of requirements
for escape route signs and
equipment location
markings in SOLAS and
related instruments

organ(s)
Year 1
Year 2
References
HTW

paragraph 18.24

5.2.1.1
Amendments to the
criterion for maximum angle
of heel in turns of the 2008
IS Code
2014
MSC
SDC
SDC
Postponed Completed MSC 95/22,

paragraph 10.9
5.2.1.2
Amendments to the IGF

Code and development of
guidelines for low-flashpoint
fuels
2014
MSC
CCC
HTW
Postponed In progress MSC 94/21,

paragraphs 18.5
and 18.6; MSC 95/22,
paragraph 3.97
Notes: TCY changed from 2014 to 2016 (MSC 94). IGF Code adopted by MSC 95 (MSC 95/WP.1/Add.1, paragraph 3.96). The renamed output
(Amendments to the IGF Code and development of guidelines for low-flashpoint fuels) is scheduled to be completed in the 2016-2017
biennium (MSC 94).
5.2.1.3
Review of general cargo

ship safety
Note: III 2 might complete this output.
2014
MSC
SDC / NCSR Postponed In progress MSC 90/28,

/ III / HTW
paragraph 25.10;
MSC 93/22,
paragraph 15.7
MSC 95/22/Add.2
Annex 21, page 8
Planned
output
number
5.2.1.4
Description
Guidelines addressing the

carriage of more than 12
industrial personnel on
board vessels engaged on
Target
completion
year
Parent
organ(s)
Coordinating
organ(s)
2015
MSC
SDC

organ(s)
Year 1
Year 2
References

paragraph 23.19;
MSC 95/22,
paragraphs 10.13,
19.24 to 19.26
Note: MSC 95 agreed to include, in the 2016-2017 biennial agendas of MSC and SDC and provisional agendas for MSC 96 and SDC 3, a new
planned output on "Mandatory instrument and/or provisions addressing safety standards for the carriage of more than 12 industrial
personnel on board vessels engaged on international voyages", with a target completion year of 2017.
5.2.1.5
Amendments to the
provisions of SOLAS chapter
II-2 relating to secondary
means of venting cargo
tanks
2015
MSC
SSE
5.2.1.6
Amendments to the 2009

MODU Code concerning
lifeboat drills
2015
MSC
SSE
Completed
5.2.1.7
Considerations related to the

double sheathed
low-pressure fuel pipes for
fuel injection systems in
engines on crude oil tankers
2015
MSC
SSE

paragraph 19.33
and annex 19
5.2.1.8
Smoke control and

ventilation
2015
MSC
SSE

paragraph 12.2
5.2.1.9
Requirements for ships

carrying hydrogen and
compressed natural gas
vehicles
2014
MSC
SSE
Completed
CCC

paragraph 3.99
MSC 94/21,
paragraphs 8.4 and 8.5
MSC 93/22,
paragraphs 3.77
and 3.92.2
MSC 95/22/Add.2
Annex 21, page 9
Planned
output
number
5.2.1.10
Description
Safety objectives and

functional requirements of
the Guidelines on
arrangements for SOLAS
chapters II-1 and III
Target
completion
year
Parent
organ(s)
Coordinating
organ(s)

organ(s)
Year 1
Year 2
References
2015
MSC
SSE
In progress Postponed MSC 95/22,

paragraphs 12.8
and 19.33 and
annex 19
MSC
SSE
Postponed
SDC
In progress In progress
Note: TCY extended to 2016 (MSC 95).

5.2.1.11
Amendments to the LSA

Code for thermal
performance of immersion
suits
2014
MSC 84/24,
paragraph 22.48
Note: Moved to the Committee's post-biennial agenda (MSC 93).

5.2.1.12
Second generation intact

stability criteria
2015
MSC
Notes: Target completion year extended to 2019. See post-biennial agenda. MSC 95 approved to replace the description of the output to
"Finalization of second generation intact stability criteria" and extend it to 2019.
5.2.1.13
Amendments to SOLAS
chapter II 1 subdivision and
damage stability regulations
2014
MSC
SDC

paragraph 23.35;
MSC 95/22,
paragraphs 10.4
and 10.5
Note: MSC 95 approved to replace the description of the output to "Amendments to SOLAS regulations II-1/6 and II-1/8-1" and extend it to 2017.
MSC 95/22/Add.2
Annex 21, page 10
Planned
output
number
5.2.1.14
Description
Target
completion
year
Parent
organ(s)
Coordinating
organ(s)
Amendments to SOLAS
associated guidance on air
quality management for
ventilation of closed vehicle
spaces, closed ro-ro and
special category spaces
2014
MSC
SSE
2015
MSC /
MEPC
SDC

organ(s)
Year 1
Year 2
References

paragraph 12.4
Note: TCY changed to 2015 (MSC 93).

5.2.1.15

PPR / NCSR / In progress In progress MSC 93/22,

SSE / HTW
paragraphs 10.44,
10.50 and 20.12;
MSC 95/22,
paragraphs 3.87
to 3.93
Note: MSC 94 adopted the Polar Code and the amendments to the SOLAS Convention; however, consequential work related to operational
limitations and life-saving/fire safety performance standards is still underway, with 2017 as the target completion year.
5.2.1.16
Non mandatory instrument

on regulations for
non-convention ships
2015
MSC
III
PPR / SDC / In progress

SSE / NCSR /
HTW
5.2.1.17
Updated Survey Guidelines

under the Harmonized
System of Survey and
Certification (HSSC)
Annual
MSC /
MEPC
III
Completed
5.2.1.18
Interpretation of SOLAS
regulation II-2/13.6 on
means of escape from ro-ro
cargo spaces
2014
MSC
SDC
MSC 92/26, section 12

paragraph 25.13;
MSC.1/Circ.1505
MSC 95/22/Add.2
Annex 21, page 11
Planned
output
number
5.2.1.19
Description
Classification of offshore
industry vessels and
a review of the need for
a non-mandatory code for
offshore construction
support vessels
Target
completion
year
Parent
organ(s)
Coordinating
organ(s)

organ(s)
Year 1
Year 2
References
2015
MSC
SDC

paragraph 23.27
MSC
HTW

5.2.1.20
Follow-up action to
the STCW-F Conference
resolutions 6 and 7
2015
Note: No documents submitted for two sessions, and MSC 95 deleted this output from the biennial agenda.
5.2.1.21
Guidelines for use of Fibre

Reinforced Plastics (FRP)
within ship structures
2014
MSC
SDC

paragraph 10.16
Note: MSC 95 agreed to reinstate the existing output 5.2.1.21 (Guidelines for use of Fibre Reinforced Plastic (FRP) within ship structures) in
the agenda of SDC 3.
5.2.1.22
Requirements for onboard

lifting appliances and
winches
2015
MSC
SSE
MSC
SDC

paragraphs 12.24,
12.26 and 19.33 and
annex 19

5.2.1.23

craft
2015

SSE / NCSR / In progress In progress MSC 88/26,

HTW
paragraph 23.30
MSC 95/22/Add.2
Annex 21, page 12
Planned
output
number
5.2.1.24
Description
Amendments to Part B of
the 2008 IS Code on
towing, lifting and anchor
handling operations
Target
completion
year
Parent
organ(s)
Coordinating
organ(s)

organ(s)
Year 1
Year 2
References
2014
MSC
SDC

paragraph 23.36;
MSC 95/22,
paragraph 10.10

5.2.1.25
Revised recommendation
on conditions for
the approval of servicing
stations for inflatable liferafts
(resolution A.761(18))
2014
MSC
SSE
Completed
5.2.1.26
Amendments to SOLAS
development of associated
Guidelines to ensure
the adequacy of testing
arrangements for watertight
compartments
2015
MSC
SDC

paragraph 23.36;
MSC 95/22,
paragraph 10.15
MSC 94/21,
paragraph 8.6
MSC 95/22/Add.2
Annex 21, page 13
Planned
output
number
Description
Target
completion
year
Parent
organ(s)
Coordinating
organ(s)

organ(s)
Year 1
Year 2
References
5.2.1.27
Amendments to SOLAS
chapter II 2, the FTP Code
and MSC/Circ.1120 to
clarify the requirements for
plastic pipes on ships
2014
MSC
SDC

paragraph 23.12;
MSC.399(95),
amendments to
the Guidelines for
the application of
plastic pipes on ships
(resolution A.753(18)),
as amended by
resolution MSC.313(88)
5.2.1.28
Amendments to the
requirements for foam-type
fire extinguishers in SOLAS
regulation II 2/10.5
2014
MSC
SSE

paragraph 20.19
Annual
MSC /
MEPC
III
2014
MSC

5.2.1.29
Non exhaustive list of

obligations under
instruments relevant to
the IMO Instruments
Implementation Code
(III Code)
5.2.1.30
Adoption of the revised IGC

Code
Completed
Completed
MSC 93/22,
paragraph 3.82
MSC 95/22/Add.2
Annex 21, page 14
Planned
output
number
5.2.1.32
(UO)
Description
Target
completion
year
Parent
organ(s)
Coordinating
organ(s)

LSA Code and
2015
MSC
SSE

organ(s)
Year 1
Year 2
HTW
References

paragraph 20.17
Notes: Output scheduled to be finalized in the 2016-2017 biennium. TCY is 2016.

5.2.1.33
Amendments to the
Guidelines for vessels with
2015
MSC
SSE

paragraph 19.33 and
annex 19
Notes: Moved from post-biennial agenda. TCY extended to 2016 (MSC 95).
5.2.1.34
(UO)

carriage of liquefied
hydrogen in bulk
2015
MSC
CCC
MSC 94/21,
paragraph 18.3
2015
MSC
SSE

paragraph 12.9
Note: TCY 2016.

5.2.1.35
(UO)
SOLAS chapter II-2
Note: Output scheduled to be finalized in the 2016-2017 biennium.

5.2.1.36
(UO)
Revision of requirements
for automatic sprinkler
systems
2015
MSC
SSE

paragraphs 12.10
and 12.11
5.2.2.1
Guidance for the

Manila Amendments
2014
MSC
HTW

paragraph 11.4
MSC 95/22/Add.2
Annex 21, page 15
Planned
output
number
5.2.2.2
Description
Review of STCW
passenger ship-specific
safety training
Target
completion
year
Parent
organ(s)
Coordinating
organ(s)
2015
MSC
HTW
Continuous
MSC
HTW
HTW

organ(s)
Year 1
Year 2
References

paragraph 9.7
Note: MSC 95 extended the TCY to 2016.

5.2.2.3
Validated model training

courses
5.2.2.4
Reports on unlawful
practices associated with
certificates of competency
Annual
MSC
5.2.2.5
Reports to the MSC on

information communicated
by STCW Parties
Annual
MSC
5.2.2.6
Revised guidelines for

model course development,
updating and validation
processes
2015
MSC
HTW
5.2.2.7
Training in hot-work
procedures on crude oil
tankers
2015
MSC
HTW
Ongoing
Ongoing
Completed Completed
Completed Completed
In progress Completed MSC-MEPC.2/Circ.15
SSE

paragraphs 19.14
and 19.31
Note: No documents submitted for two sessions, therefore MSC 95 agreed to delete this output from the biennial agenda.
5.2.2.8
Guidance for personnel

involved with tug-barge
operations
2014
MSC
HTW
SDC
Completed
MSC 90/28,
paragraph 25.42
MSC 95/22/Add.2
Annex 21, page 16
Planned
output
number
5.2.2.9
Description
Target
completion
year
Parent
organ(s)
Coordinating
organ(s)
Guidelines for shipowners

and seafarers for
implementation of relevant
IMO instruments in relation
to the carriage of
dangerous goods in
packaged form by sea
2015
MSC
HTW

organ(s)
Year 1
Year 2
References

paragraph 9.8
Note: The Committee endorsed HTW recommendation to forward the draft MSC circular to CCC for review and finalization, with a view to
subsequent approval by the Committee.
5.2.2.10
A globally consistent format

for the certificate of training
and education issued under
the STCW Convention
2015
MSC
HTW
Completed
5.2.2.11
(UO)
Recognition of Galileo as
a component of
the WWRNS
2015
MSC
NCSR
5.2.3.1
Amendments to CSC 1972

and associated circulars
2014
MSC
CCC
In progress
MSC
CCC
SDC / HTW Completed
In progress MSC 93/22,

paragraph 20.22.1
MSC 94/21,
paragraph 18.3
Note: TCY changed from 2014 to 2015 (MSC 94).

5.2.3.2
Measures to prevent loss of

containers
2014
Notes: DSC 18 completed work on this output in 2013. Amendments to SOLAS chapter VI were approved by MSC 93 and adopted by MSC 94
in 2014.
5.2.3.3
Amendments to the IMSBC

Continuous
MSC /
MEPC
CCC
Ongoing
MSC 95/22/Add.2
Annex 21, page 17
Planned
output
number
Description
Target
completion
year
Parent
organ(s)
Coordinating
organ(s)

organ(s)
Year 1
Year 2
References
5.2.3.4
Amendments to the IMDG

Continuous
MSC
CCC
Ongoing
5.2.3.5
Revised Guidelines for

packing of cargo transport
units
2015
MSC
CCC
In progress
MSC 94/21,
paragraphs 11.5
to 11.7
5.2.3.7
Adoption of amendments to
SOLAS and the relevant
codes concerning
mandatory carriage of
appropriate atmosphere
testing instruments on
board ships
2014
MSC
Completed
MSC 93/22,
paragraphs 9.21
to 9.27
5.2.4.1
Routeing measures and

mandatory ship reporting
systems
Continuous
MSC
NCSR
Ongoing
Ongoing
5.2.4.2
Updates to the LRIT system Continuous
MSC
NCSR
Ongoing
Ongoing
5.2.4.3
New symbols for AIS aids

to navigation
MSC
2014
Completed
Note: This planned output was already completed at NAV 59.

5.2.4.4

the on board operational
use of shipborne automatic
identification systems (AIS)
2014
MSC
NCSR
Completed
5.2.4.5
Consolidation of
ECDIS-related IMO circulars
2014
MSC
NCSR
Completed
MSC 93/22,
paragraphs 8.12
and 8.13
MSC 95/22/Add.2
Annex 21, page 18
Planned
output
number
Description
Target
completion
year
Parent
organ(s)
Coordinating
organ(s)

organ(s)
Year 1
Year 2
References
5.2.4.6
Explanatory footnotes to
SOLAS regulations V/15,
V/18, V/19 and V/27
2014
MSC
NCSR
Completed
MSC 90/28,
paragraph 25.27
5.2.4.7
Approved satellite
navigation system "BeiDou"
in the maritime field
2014
MSC
NCSR
Completed
MSC 91/22,
paragraph 19.20
5.2.4.8
Guidelines on the carriage

of ECDIS
2014
MSC
NCSR
Completed
5.2.4.9
Performance standards for

multi-system shipborne
navigation systems
2015
MSC
NCSR

paragraph 11.11
Note: MSC 95 approved to replace the description of the output to "Guidelines associated with multi-system shipborne radionavigation
receivers dealing with the harmonized provision of PNT data and integrity information" and extend it to 2017.
5.2.4.10
(UO)
Performance review and

audit of LRIT Data Centres
5.2.5.1
Guidelines on MSI
(maritime safety
information) provisions
2015
MSC
Continuous
MSC
Completed MSC 94/21,

paragraph 9.13;
MSC 95/22,
paragraphs 7.7 and 7.8
NCSR
Ongoing
Ongoing
Note: MSC 95 approved to replace the description of the output to "Updating of the GMDSS Master Plan and guidelines on MSI (maritime
safety information)" and extend it to 2017.
MSC 95/22/Add.2
Annex 21, page 19
Planned
output
number
5.2.5.2
Description

review of the Global
Maritime Distress and
Safety System (GMDSS)
Target
completion
year
Parent
organ(s)
Coordinating
organ(s)
2015
MSC
NCSR

organ(s)
Year 1
Year 2
HTW
References

paragraph 25.18
Note: Taking into account that the detailed review is in a very early stage and cannot be finalized by NSCR 2, MSC 94 has agreed to extend
this planned output, for an additional year (to 2018) and approved the revised Plan of work.
5.2.5.3
Analysis of developments in
maritime
radiocommunication
systems and technology
2014
MSC
NCSR
Postponed
Note: MSC 95 agreed to extend the target completion year for this output to 2017.
5.2.5.4
Analysis of information on
developments in Inmarsat
and Cospas-Sarsat
5.2.6.1
implementation plan
Continuous
MSC
NCSR
2015
MSC
NCSR
MSC /
MEPC
III
Ongoing
HTW
Ongoing

5.3.1.1
Measures to harmonize
port State control (PSC)
activities and procedures
worldwide
Continuous
Ongoing
Ongoing MEPC 66/21,

paragraph 18.8;
MSC 94/21,
paragraph 18.2.1
MSC 95/22/Add.2
Annex 21, page 20
Planned
output
number
Description
Target
completion
year
Parent
organ(s)
6.1.1.1
Guidelines and guidance on

the implementation and
interpretation of SOLAS
chapter XI-2 and the ISPS
Code
Annual
MSC
Completed Completed
6.2.1.1
Consideration and analysis

of monthly and annual
reports on piracy
Annual
MSC
Completed Completed
6.2.1.2
Revised guidance relating

to the prevention of piracy
and armed robbery to
reflect emerging trends and
behaviour patterns
Annual
MSC
7.1.2.13
Code for the transport and

handling of limited amounts
of hazardous and noxious
liquid substances in bulk on
offshore support vessels
2015
MSC /
MEPC
8.0.2.1
Consideration and analysis

of reports and information
on persons rescued at sea
and stowaways
Annual
MSC / FAL
Coordinating
organ(s)
PPR

organ(s)
Year 1
Year 2
LEG
Completed Completed
SDC / SSE
In progress In progress
Completed Completed
References
MSC 95/22/Add.2
Annex 21, page 21
Planned
output
number
8.0.3.1
10.0.1.1
10.0.1.2
Description
Target
completion
year
Requirements for access

2015
to, or electronic versions of,
certificates and documents,
including record books
required to be carried on
ships
Verified goal-based new
Continuous
ship construction standards
for tankers and bulk carriers
Consideration of
2015
development of goal-based
ship construction standards
for all ship types
Parent
organ(s)
Coordinating
organ(s)
FAL

organ(s)
Year 1
Year 2
References
MSC / LEG / In progress In progress

III / MEPC
MSC
Ongoing
MSC /
MEPC
Ongoing MSC 94/21,

paragraph 18.2.2
In progress MEPC 66/21,
paragraph 18.8;
MSC 94/21,
paragraph 18.2.3;
Note: Extend target completion date to 2017.

12.1.1.1
12.1.2.1
12.3.1.1
Review of FSA studies by

Continuous
the FSA Experts' Group
Analysis of casualty and
Annual
PSC data to identify trends
and develop knowledge
and risk-based
recommendations
Annual
goods or marine pollutants
in packaged form on board
ships or in port areas
MSC
Ongoing
MSC /
MEPC
III
MSC /
MEPC
CCC
***
Ongoing
HTW / PPR / Completed Completed MSC 92/26,

CCC / SDC /
paragraph 22.29
SSE / NCSR
III
Postponed
MSC 95/22/Add.2
Annex 22, page 1
ANNEX 22
PROPOSALS FOR THE HIGH-LEVEL ACTION PLAN OF THE ORGANIZATION
AND PRIORITIES FOR THE 2016-2017 BIENNIUM FOR THE MARITIME SAFETY COMMITTEE*
PLANNED OUTPUTS 2016-2017
Planned
output
number
Description
Parent
organ(s)
Coordinating
organ(s)
Associated
organ(s)
Target
completion
year
1.1.1.1
Cooperate with the United Nations on matters of mutual interest, as well as provide Assembly
relevant input/guidance
Council
MSC / MEPC / FAL / Annual

LEG / TCC
1.1.2.1
Cooperate with other international bodies on matters of mutual interest, as well as

provide relevant input/guidance
Assembly
Council

LEG / TCC
1.1.2.2
Response to matters related to the Radiocommunication ITU R Study Group and

ITU World Radiocommunication Conference
MSC
NCSR
1.1.2.3
Unified interpretation of provisions of IMO safety, security, and environment related MSC / MEPC
Conventions
1.3.4.1
Amendments to the IAMSAR Manual
MSC
NCSR
Continuous
2.0.1.7
Amendments to the ESP Code
MSC
SDC
Continuous
2.0.1.[ ]
Analysis and consideration of recommendations to reduce administrative burdens

in IMO instruments including those identified by the SG-RAR
Assembly
Council
MSC / MEPC /
FAL / TCC / LEG
Council
MSC / MEPC / LEG Annual

/ III
Annual
III / PPR / CCC /
Continuous
SDC / SSE / NCSR /
HTW
2017
Notes: MSC 95 approved to include this new planned output. Number to be assigned by C 114
2.0.2.1
Analysis of consolidated audit summary reports
Assembly
Notes: Target completion year proposed to be changed to "Annual" and associated organs proposed to include "FAL/TCC" as the analysis of CASRs could
identify issues under the purview of these Committees
*
Proposed modifications to the outputs in the 2014-2015 biennium are contained in the "Notes" section only when changes are proposed.
MSC 95/22/Add.2
Annex 22, page 2
Planned
output
number
2.0.3.1
Description
Further development of the Global SAR Plan for the provision of maritime SAR
services
Parent
organ(s)
MSC
Coordinating
organ(s)
NCSR
Associated
organ(s)
Target
completion
year
2017
Notes: MSC 95 approved the replacement of the description of the output with the following text: "Further development of the provision of global maritime SAR
services", and to extend the target completion year for this output to 2017
2.0.3.3
Guidelines on harmonized aeronautical and maritime search and rescue

procedures, including SAR training matters
MSC
NCSR
2017
3.4.1.1
Input on identifying emerging needs of developing countries, in particular SIDS and TCC
LDCs to be included in the ITCP
MSC / MEPC / FAL / Continuous

LEG
3.5.1.1
Identify thematic priorities within the area of maritime safety and security, marine
environmental protection, facilitation of maritime traffic and maritime legislation
TCC

LEG
3.5.1.2
Input to the ITCP on emerging issues relating to sustainable development and

achievement of the MDGs
TCC
MSC / MEPC / FAL / 2017

LEG
4.0.1.3
Endorsed proposals for unplanned outputs for the 2014-2015 biennium as

accepted by the Committees
Council

LEG / TCC
Notes: MSC 95 approved the replacement of the description of the output with the following text: "Endorsed proposals for unplanned outputs for the 2016-2017
biennium as accepted by the Committees"
4.0.2.1
Endorsed proposals for the development, maintenance and enhancement of

information systems and related guidance (GISIS, websites, etc.)
Council
MSC / MEPC / FAL / Continuous

LEG / TCC
MSC 95/22/Add.2
Annex 22, page 3
Planned
output
number
Description
Parent
organ(s)
Coordinating
organ(s)
Associated
organ(s)
Target
completion
year
4.0.5.1
Guidelines on organization and method of work of the committees, as appropriate
Council / MSC
/ MEPC / FAL /
LEG / TCC
Continuous
5.1.1.1
Guidelines on safe return to port for passenger ships
MSC
SDC
2016
5.1.1.3
Amendments to SOLAS and FSS Code to make evacuation analysis mandatory for MSC
new passenger ships and review of the Recommendation on evacuation analysis
for new and existing passenger ships
SDC
2016
5.1.1.4
Development of life safety performance criteria for alternative design and

arrangements for fire safety (MSC/Circ.1002)
MSC
SSE
2016
5.1.1.6
Amendments to SOLAS chapter II-1 and associated guidelines on damage control MSC
SDC
5.1.1.[ ]
Passenger ship safety
HTW
MSC
2016
2017
Notes: MSC 92 approved to include in the post-biennial agenda of MSC, with two sessions to be completed. Number to be assigned by C 114.
5.1.1.[ ]
Clarification of the requirements in SOLAS chapter II-2 for fire integrity of windows MSC
on passenger ships carrying not more than 36 passengers and special purpose
ships with more than 60 (but no more than 240) persons on board
SSE
2017
5.1.2.2
Measures to protect the safety of persons rescued at sea
MSC / FAL
NCSR
III
2017
HTW
2016
Notes: MSC 95 approved to move this output from Committee's post-biennial agenda, with 2 sessions for completion.
5.1.2.3
Revision of requirements for escape route signs and equipment location markings
in SOLAS and related instruments
MSC
SSE
5.1.2.[ ]
Revised guidelines for preparing plans for co-operation between search and
rescue services and passenger ships (MSC.1/Circ.1079)
MSC
NCSR
2017
MSC 95/22/Add.2
Annex 22, page 4
Planned
output
number
Description
Parent
organ(s)
Coordinating
organ(s)
Associated
organ(s)
HTW
Target
completion
year
5.2.1.2
Amendments to the IGF Code and development of guidelines for low-flashpoint

fuels
MSC
CCC
2016
5.2.1.10
Safety objectives and functional requirements of the Guidelines on alternative

design and arrangements for SOLAS chapters II-1 and III
MSC
SSE
2016
5.2.1.12
Second generation intact stability criteria
MSC
SDC
2019
Notes: MSC 95 approved the replacement of the description of the output with the following text: "Finalization of second generation intact stability criteria", and to
extend the target completion year for this output to 2019
5.2.1.13
Amendments to SOLAS chapter II 1 subdivision and damage stability regulations
MSC
SDC
2017
Notes: MSC 95 approved the replacement of the description of the output with the following text: "Amendments to SOLAS regulations II-1/6 and II-1/8-1, and to
extend the target completion year for this output to 2017
5.2.1.15
Mandatory Code for ships operating in polar waters
MSC / MEPC
SDC
PPR / NCSR / SSE / 2017

HTW
5.2.1.16
Non mandatory instrument on regulations for non-convention ships
MSC
III
PPR / SDC / SSE /

NCSR / HTW
5.2.1.17
Updated Survey Guidelines under the Harmonized System of Survey and

Certification (HSSC)
MSC / MEPC
III
Annual
5.2.1.19
Classification of offshore industry vessels and a review of the need for a

non-mandatory code for offshore construction support vessels
MSC
SDC
2016
5.2.1.21
Guidelines for use of Fibre Reinforced Plastic (FRP) within ship structures
MSC
SDC
2017
5.2.1.22
Requirements for onboard lifting appliances and winches
MSC
SSE
2017
2015
MSC 95/22/Add.2
Annex 22, page 5
Planned
output
number
Description
Parent
organ(s)
Coordinating
organ(s)
Associated
organ(s)
Target
completion
year
5.2.1.23
Guidelines for wing-in-ground craft
MSC
SDC
SSE / NCSR / HTW 2016
5.2.1.24
Amendments to Part B of the 2008 IS Code on towing, lifting and anchor handling
operations
MSC
SDC
2016
5.2.1.29
Non exhaustive list of obligations under instruments relevant to the IMO

Instruments Implementation Code (III Code)
MSC / MEPC
III
Annual
5.2.1.32
Review of the MODU Code, LSA Code and MSC.1/Circ.1206/Rev.1
MSC
SSE
5.2.1.33
Amendments to the Guidelines for vessels with dynamic positioning (DP) systems
(MSC/Circ.645)
MSC
SSE
2016
5.2.1.34
Safety requirements for carriage of liquefied hydrogen in bulk
MSC
CCC
2016
5.2.1.[ ]
Revision of section 3 of the Guidelines for damage control plans and information to MSC
the master (MSC.1/Circ.1245) for passenger ships
SDC
2017
HTW
2016
Notes: MSC 93 approved to include in the post-biennial agenda of MSC, with three sessions to be completed. Number to be assigned by C 114
5.2.1.[ ]
Computerized stability support for the master in case of flooding for existing
passenger ships
MSC
SDC
2016
Notes: MSC 94 approved to include in the post-biennial agenda of MSC, with two sessions to be completed. Number to be assigned by C 114
5.2.1.[ ]
Revised SOLAS regulation II-1/3-8 and associated guidelines (MSC.1/Circ.1175)

and new guidelines for safe mooring operations for all ships
MSC
SDC
SSE/HTW
2017
5.2.1.[ ]
Mandatory instrument and/or provisions addressing safety standards for the

carriage of more than 12 industrial personnel on board vessels engaged on
MSC
SDC
2017
MSC 95/22/Add.2
Annex 22, page 6
Planned
output
number
5.2.1.[ ]
Description
Revised SOLAS regulations II-1/13 and II-1/13-1 and other related regulations for
new ships
Parent
organ(s)
MSC
Coordinating
organ(s)
SSE
Associated
organ(s)
SDC
Target
completion
year
2017
5.2.2.1
Guidance for the implementation of the 2010 Manila Amendments
MSC
HTW
2017
5.2.2.2
Review of STCW passenger ship-specific safety training
MSC
HTW
2016
5.2.2.3
Validated model training courses
MSC
HTW
Continuous
5.2.2.4
Reports on unlawful practices associated with certificates of competency
MSC
HTW
Annual
5.2.2.5
Reports to the MSC on information communicated by STCW Parties
MSC
5.2.2.11
Recognition of Galileo as a component of the WWRNS
MSC
NCSR
2016
5.2.3.1
Amendments to CSC 1972 and associated circulars
MSC
CCC
2015
Annual
Notes: TCY changed from 2014 to 2015 (MSC 94)

5.2.3.3
Amendments to the IMSBC Code and supplements
MSC / MEPC
CCC
Continuous
5.2.3.4
Amendments to the IMDG Code and supplements
MSC
CCC
Continuous
5.2.3.5
Revised Guidelines for packing of cargo transport units
MSC
CCC
2015
5.2.4.1
Routeing measures and mandatory ship reporting systems
MSC
NCSR
Continuous
5.2.4.2
Updates to the LRIT system
MSC
NCSR
Continuous
MSC 95/22/Add.2
Annex 22, page 7
Planned
output
number
5.2.4.9
Description
Performance standards for multi-system shipborne navigation systems
Parent
organ(s)
MSC
Coordinating
organ(s)
Associated
organ(s)
NCSR
Target
completion
year
2017
Notes: MSC 95 approved the replacement of the description of the output with the following text: "Guidelines associated with multi-system shipborne
radionavigation receivers dealing with the harmonized provision of PNT data and integrity information", and to extend the target completion year for this
output to 2017
5.2.4.[ ]
Interconnection of NAVTEX and Inmarsat SafetyNET receivers and their display on MSC
Integrated Navigation Display Systems
NCSR
2016
Notes: MSC 92 approved to include in the post-biennial agenda of MSC, with one session to be completed. Number to be assigned by C 114
5.2.4.[ ]
Amendment to the General Provisions on Ships Routeing (resolution A.572(14))

on establishing multiple structures at sea
MSC
NCSR
2016
NCSR
Continuous
5.2.5.1
Guidelines on MSI (maritime safety information) provisions
MSC
Notes: MSC 95 agreed that the consideration of issues related to the "Further development of the GMDSS master plan on shore-based facilities" could in future
take place under this output agreed to rename this output as "Updating of the GMDSS Master Plan and guidelines on MSI (maritime safety information)"
5.2.5.2
First outline of the detailed review of the Global Maritime Distress and Safety
System (GMDSS)
MSC
NCSR
HTW
2015
Notes: Taking into account that the Detailed Review is in a very early stage and cannot be finalized by NSCR 2, MSC 94 has agreed to extend this planned
output, for an additional year (to 2018) and approved the revised Plan of work. Two different outputs have been approved for the next biennium:
"Completion of the detailed review of the Global Maritime Distress and Safety System (GMDSS)" with TCY of 2016, and "Draft Modernization Plan of the
Global Maritime Distress and Safety System (GMDSS)" with TCY of 2017, noting that this output will not commence until the first one has been
completed
5.2.5.3
Analysis of developments in maritime radiocommunication systems and technology MSC
NCSR
2017
5.2.5.4
Analysis of information on developments in Inmarsat and Cospas-Sarsat
MSC
NCSR
Continuous
5.2.5.[ ]
Performance Standards for ship-borne GMDSS equipment to accommodate

additional providers of GMDSS satellite services
MSC
NCSR
2016
MSC 95/22/Add.2
Annex 22, page 8
Planned
output
number
5.2.5.[ ]
Description
Revised Performance Standards for EPIRBs operating on 406 MHz (resolution

A.810(19)) to include Cospas-Sarsat MEOSAR and second generation beacons
Parent
organ(s)
MSC
Coordinating
organ(s)
Associated
organ(s)
Target
completion
year
NCSR
2017
NCSR
2017
NCSR
2017
NCSR
2017
5.2.6.[ ]
Additional modules to the Revised Performance Standards for Integrated

Navigations Systems (INS) (resolution MSC.252(83) relating to the harmonization
of bridge design and display of information
MSC
5.2.6.[ ]
Guidelines for the harmonized display of navigation information received via

communications equipment
MSC
5.2.6.[ ]
Revised Guidelines and criteria for ship reporting systems (resolution MSC.43(64)) MSC
5.3.1.1
Measures to harmonize port State control (PSC) activities and procedures

worldwide
MSC / MEPC
III
Continuous
5.4.1.[ ]
Revision of the guidelines on fatigue
MSC
HTW
2017
Notes: MSC 94 approved to include in the post-biennial agenda of MSC, with three sessions to be completed. Number to be assigned by C 114
5.4.1.[ ]
Comprehensive review of the 1995 STCW-F Convention
MSC
HTW
2018
6.1.1.1
Guidelines and guidance on the implementation and interpretation of SOLAS chapter

XI-2 and the ISPS Code
MSC
Annual
6.2.1.1
Consideration and analysis of monthly and annual reports on piracy
MSC
Annual
MSC 95/22/Add.2
Annex 22, page 9
Planned
output
number
Description
Parent
organ(s)
Coordinating
organ(s)
Associated
organ(s)
Target
completion
year
6.2.1.2
Revised guidance relating to the prevention of piracy and armed robbery to reflect
emerging trends and behaviour patterns
MSC
LEG
Annual
7.1.2.2
Designated Special Areas and PSSAs and their associated protective measures
MEPC
NCSR
Continuous
7.1.2.13
Code for the transport and handling of limited amounts of hazardous and noxious liquid MSC / MEPC
substances in bulk on offshore support vessels
SDC / SSE
2017
7.1.3.1
Consideration and analysis of reports on alleged inadequacy of port reception facilities
MEPC
III
Annual
8.0.2.1
Consideration and analysis of reports and information on persons rescued at sea and
stowaways
MSC / FAL
8.0.3.1
Requirements for access to, or electronic versions of, certificates and documents,
including record books required to be carried on ships
FAL
10.0.1.1
Verified goal-based new ship construction standards for tankers and bulk carriers
MSC
Continuous
10.0.1.2
Consideration of development of goal-based ship construction standards for all ship

types
MSC / MEPC
2017
12.1.1.1
Review of FSA studies by the FSA Experts' Group
MSC
Continuous
12.1.2.1
Analysis of casualty and PSC data to identify trends and develop knowledge and riskbased recommendations
MSC / MEPC
III
Annual
12.2.1.[ ]
Revised Guidelines on the Implementation of the ISM Code by Administrations

(resolution A.1071(28)) on training audits
MSC
HTW
2016
CCC
Annual
PPR
Annual
MSC / LEG / III /
MEPC
2017
12.3.1.1
Consideration of reports of incidents involving dangerous goods or marine pollutants in MSC / MEPC
packaged form on board ships or in port areas
***
MSC 95/22/Add.2
Annex 23, page 1
ANNEX 23
POST-BIENNIAL AGENDA OF THE MARITIME SAFETY COMMITTEE
ACCEPTED POST-BIENNIAL OUTPUTS
Number
Biennium Reference
(when the
to
output was High-level
placed on
Actions
the postbiennial
agenda)
Description
Parent Coordinating Associated Timescale

organ(s)
organs(s)
organ(s) (sessions)
References
2012-2013 2.0.1
Mandatory application of
MSC
the Performance standard
for protective coatings for
void spaces on bulk
carriers and oil tankers
SDC
MSC 76/23,
paragraphs 20.41.2
and 20.48; DE 50/27,
section 4
2012-2013 2.0.1
Performance standard for MSC

protective coatings for void
spaces on all types of
ships
SDC
MSC 76/23,
paragraphs 20.41.2
and 20.48
2012-2013 2.0.1
Revision of the provisions

for helicopter facilities in
SOLAS and the MODU
Code
MSC
SDC
MSC 86/26,
paragraph 23.39
32
2012-2013 5.2.4
Recommendations related MSC

to navigational sonar on
crude oil tankers
SDC
MSC 91/22,
paragraph 19.23
MSC 95/22/Add.2
Annex 23, page 2
Number
Biennium Reference
(when the
to
placed on
Actions
the postbiennial
agenda)
Description

organ(s)
organs(s)
organ(s) (sessions)
References
38
2012-2013 5.2.5
Approval of the
modernization plan of
the Global Maritime
Distress and Safety
System (GMDSS)
MSC
NCSR
HTW
MSC 90/28,
paragraph 25.18
42
2012-2013 5.2.1
Review of the 2009 Code

on Alerts and Indicators
MSC
SDC
NCSR
MSC 89/25,
paragraph 22.25
45
2012-2013 5.2.1
Development of a
MSC
requirement for hoist
winches to be tested
following any maintenance,
repair or modification
(MSC.1/Circ.1331)
SDC
MSC 90/28,
paragraph 25.31;
MSC.1/Circ.1331
58
2012-2013 5.2.1
Finalization of second
generation intact stability
criteria
MSC
SDC
SLF 55/17,
paragraph 3.13
62
2012-2013 5.1.1
Passenger ship safety
MSC
New output for

the 2014-2015 HLAP
63
2012-2013 5.2.1
Finalization of a
MSC
non-mandatory instrument
on regulations for
non-convention ships
Interim output 5.2.1.18

in the 2012-2013 HLAP
III
MSC 95/22/Add.2
Annex 23, page 3
Number
Biennium Reference
(when the
to
placed on
Actions
the postbiennial
agenda)
Description

organ(s)
organs(s)
organ(s) (sessions)
65
2012-2013 5.2.1
Application of amendments MSC

to SOLAS and related
codes and guidelines
68
2012-2013 5.2.4
Interconnection of
NAVTEX and Inmarsat
SafetyNET receivers and
their display on Integrated
Navigation Display
Systems
73
2014-2015 5.2.1
74
2014-2015 5.2.2
References
MSC 91/22,
paragraphs 3.16 to 3.35
NCSR
MSC 92/WP.1,
paragraph 23.13
Revision of section 3 of
MSC
the Guidelines for damage
control plans and
information to the master
(MSC.1/Circ.1245) for
passenger ships
SDC
MSC 93/22,
paragraph 6.28.4
Recognition of Galileo as a MSC

component of the WWRNS
NCSR
Output 5.2.2.11
MSC
MSC 95/22/Add.2
Annex 23, page 4
Number
Biennium Reference
(when the
to
placed on
Actions
the postbiennial
agenda)
Description

organ(s)
organs(s)
organ(s) (sessions)
75
2014-2015 5.1.1
Amendments to SOLAS
MSC
chapter II 1, part B-4,
Stability Management, and
associated guidelines, to
include requirements on
damage control drills for
passenger ships
76
2014-2015 5.2.1
Application of the
Mandatory Code to
non-SOLAS ships
MSC
77
2014-2015 5.2.1
Review MODU Code,

LSA Code and
MSC
78
2014-2015 5.2.1
Amendments to the
MSC
Guidelines for vessels with
SDC
SSE
NCSR
HTW
References
Output 5.1.1.6
Output 5.2.1.15
Output 5.2.1.32
Output 5.2.1.33
MSC 95/22/Add.2
Annex 23, page 5
Number
Biennium Reference
(when the
to
placed on
Actions
the postbiennial
agenda)
Description

organ(s)
organs(s)
organ(s) (sessions)
83
2014-2015 7.1.2
Code for the transport and MSC /

handling of limited
MEPC
amounts of hazardous and
noxious substances in bulk
on offshore support
vessels (2017)
86
2014-2015 5.1.2
Measures to protect the

safety of persons rescued
at sea (2017)
87
2014-2015 2.0.3
88
89
PPR
III
Further development of the MSC

Global SAR Plan for the
provision of maritime SAR
services (2017)
NCSR
2014-2015 2.0.3
Guidelines on harmonized MSC

search and rescue
procedures, including SAR
training matters (2017)
NCSR
2014-2015 2.0.3

the GMDSS (2017)
NCSR
MSC / FAL NCSR
SDC / SSE 3
MSC
References
MSC 95/22/Add.2
Annex 23, page 6
Number
Biennium Reference
(when the
to
placed on
Actions
the postbiennial
agenda)
Description

organ(s)
organs(s)
organ(s) (sessions)
90
2014-2015 5.2.1
Amendments to the
MSC
LSA Code for thermal
performance of immersion
suits
SSE
91
2014-2015 5.2.2
Guidance for the

MSC
Manila Amendments
(2017)
HTW
92
2014-2015 5.2.2
Review of STCW
passenger ship-specific
safety training (2017)
MSC
HTW
93
2014-2015 5.1.1
Amendments to SOLAS
and FSS Code to make
evacuation analysis
mandatory for new
passenger ships and
review of the
Recommendation on
evacuation analysis for
new and existing
passenger ships (2016)
MSC
SDC
References
MSC 95/22/Add.2
Annex 23, page 7
Number
Biennium Reference
(when the
to
placed on
Actions
the postbiennial
agenda)
Description

organ(s)
organs(s)
organ(s) (sessions)
References
97
2014-2015 5.2.1
Amendments to the IGF

MSC
Code and development of
guidelines for low-flashpoint
fuels (2016)
CCC
MSC 94/21,
paragraphs 18.5
and 18.6
98
2014-2015 5.1.1
Computerized stability
MSC
support for the master in
case of flooding for existing
passenger ships
SDC
MSC 94/21,
paragraphs 6.8
and 18.20
99
2014-2015 5.2.1

carriage of liquefied
hydrogen in bulk (2016)
MSC
CCC
MSC 94/21,
paragraph 18.3
100
2014-2015 5.4.1
Revision of the Guidelines MSC

on Fatigue (2017)
HTW
MSC 94/21,
paragraph 18.8
101
2014-2015 5.2.1
MSC
SOLAS chapter II-2 (2016)
SSE
MSC 94/21,
paragraph 18.23
102
2014-2015 5.1.2
Revision of requirements MSC

for escape route signs and
equipment location
markings in SOLAS and
related instruments (2016)
SSE
MSC 94/21,
paragraph 18.24
HTW
MSC 95/22/Add.2
Annex 23, page 8
Number
Biennium Reference
(when the
to
placed on
Actions
the postbiennial
agenda)
Description

organ(s)
organs(s)
organ(s) (sessions)
103
2014-2015 5.2.4
Performance review and

MSC
audit of LRIT Data Centres
(2016)
110
2014-2015 8.0.4
Analysis and consideration

of recommendations to
reduce administrative
burdens in IMO
instruments including those
identified by the SG-RAR
(2017)
MSC / MEPC
/ FAL / LEG
111
2014-2015 5.2.6
Guidelines on standardized MSC

modes of operation, S-mode
NCSR
112
2014-2015 5.2.6
Revised General
MSC
requirements for shipborne
radio equipment forming
part of the Global Maritime
Distress and Safety
System (GMDSS) and for
electronic navigational aids
(resolution A.694(17))
relating to Built-In Integrity
Testing (BIIT) for
navigation equipment
NCSR
References
MSC 94/21,
paragraph 9.13
MSC 95/22/Add.2
Annex 23, page 9
Number
Biennium Reference
(when the
to
placed on
Actions
the postbiennial
agenda)
Description

organ(s)
organs(s)
organ(s) (sessions)
113
2014-2015 5.2.4
Amendment to the General MSC

Provisions on Ships'
Routeing (resolution
A.572(14)) on establishing
multiple structures at sea
(2016)
NCSR
114
2014-2015 5.1.2

preparing plans for
co-operation between
search and rescue
services and passenger
ships (MSC.1/Circ.1079)
(2017)
MSC
NCSR
115
2014-2015 5.2.6
Additional modules to the MSC

Revised Performance
Standards for Integrated
Navigations Systems (INS)
(resolution MSC.252(83)
relating to the
harmonization of bridge
design and display of
information (2017)
NCSR
References
MSC 95/22/Add.2
Annex 23, page 10
Number
Biennium Reference
(when the
to
placed on
Actions
the postbiennial
agenda)
Description

organ(s)
organs(s)
organ(s) (sessions)
116
2014-2015 5.2.6
Guidelines for the

harmonized display of
navigation information
received via
communications
equipment (2017)
MSC
NCSR
117
2014-2015 5.2.6
Revised Guidelines
and criteria for ship
reporting systems
(resolution MSC.43(64))
(2017)
MSC
NCSR
118
2014-2015 12.2.1
Revised Guidelines on the MSC

Implementation of the ISM
Code by Administrations
(resolution A.1071(28)) on
training audits (2016)
HTW
119
2014-2015 5.2.1
Revised SOLAS
regulation II-1/3-8 and
associated guidelines
(MSC.1/Circ.1175) and
new guidelines for safe
mooring operations for all
ships (2017)
SDC
HTW / SSE 2
MSC
References
MSC 95/22/Add.2
Annex 23, page 11
Number
Biennium Reference
(when the
to
placed on
Actions
the postbiennial
agenda)
Description

organ(s)
organs(s)
organ(s) (sessions)
120
2014-2015 5.2.1
Mandatory instrument
and/or provisions
addressing safety
standards for the carriage
of more than 12 industrial
personnel on board
vessels engaged on
(2017)
MSC
SDC
121
2014-2015 5.1.1
Clarification of the
MSC
requirements in SOLAS
chapter II-2 for fire integrity
of windows on passenger
ships carrying not more
than 36 passengers and
special purpose ships with
more than 60 (but no more
than 240) persons on
board (2017)
SSE
122
2014-2015 5.2.1
Making the provisions

MSC
of MSC.1/Circ.1206/Rev.1
mandatory (2016)
SSE
References
MSC 95/22/Add.2
Annex 23, page 12
Number
Biennium Reference
(when the
to
placed on
Actions
the postbiennial
agenda)
Description

organ(s)
organs(s)
organ(s) (sessions)
123
2014-2015 5.2.5
Revised Performance
MSC
Standards for EPIRBs
operating on 406 MHz
(resolution A.810(19)) to
include Cospas-Sarsat
MEOSAR and second
generation beacons (2017)
NCSR
124
2014-2015 5.2.5
Performance Standards for MSC

ship-borne GMDSS
equipment to
accommodate additional
providers of GMDSS
satellite services (2017)
NCSR
125
2014-2015 5.2.1
Revised SOLAS
MSC
regulations II-1/13
and II-1/13-1 and other
related regulations for new
ships (2017)
SSE
126
2014-2015 5.4.1
Comprehensive review of
the 1995 STCW-F
Convention (2018)
HTW
MSC
***
SDC
References
MSC 95/22/Add.2
Annex 24, page 1
ANNEX 24
MESSAGE OF THE UNITED NATIONS SECRETARY-GENERAL
Mr Koji Sekimizu, Secretary-General of the International Maritime Organization, excellencies,

ladies and gentlemen.
I thank Secretary-General Sekimizu and Members for your efforts to address the migration
challenge.
This year we have seen an unprecedented acceleration in the numbers of people forced to
flee war, famine, poverty, or human rights abuses in search of a better life.
Thousands have fallen victim to smugglers, human traffickers or unseaworthy boats.
Many more will lose their lives unless something is done. Saving lives remains an urgent
priority.
The shipping industry and rescue services have saved hundreds of thousands of lives, often
at considerable cost and danger to themselves. I commend those efforts.
But shipping and maritime rescue services are close to being overwhelmed. We need to find
sustainable solutions.
The international community must develop more safe and regular migration pathways.
We also need to address the factors that force people to risk their lives in this way.
Our approach must be comprehensive so that it protects human rights, upholds international
law and recognizes the benefits of migration.
This is a global issue that requires us all to work together.
I welcome the actions already taken since the special meeting held at IMO in March, and look
forward to further, positive outcomes from this current session. Please accept my best wishes
for a productive meeting.
Thank you.
***
MSC 95/22/Add.2
Annex 25, page 1
ANNEX 25
DRAFT ASSEMBLY RESOLUTION
ENTRY INTO FORCE AND IMPLEMENTATION OF THE 2012 CAPE TOWN AGREEMENT
THE ASSEMBLY,
RECALLING Article 15(j) of the Convention on the International Maritime Organization
concerning the functions of the Assembly in relation to regulations and guidelines concerning
maritime safety,
RECALLING ALSO that an international conference, held in Cape Town, South Africa,
adopted, on 11 October 2012, the Cape Town Agreement of 2012 on the Implementation of
the Provisions of the Torremolinos Protocol of 1993 relating to the Torremolinos International
Convention for the Safety of Fishing Vessels, 1977 (the Agreement),
NOTING that the International Conference on the Safety of Fishing Vessels, by resolution 2
on Avoidance of a situation in which two conflicting treaty regimes are operational, inter alia,
was satisfied that States which decided to become Party to an international regime of fishing
vessel safety needed only to express their consent to be bound by the Agreement without also
taking action in respect of the 1993 Torremolinos Protocol,
NOTING ALSO that the International Conference on the Safety of Fishing Vessels, by
resolution 1 on Early implementation of the Agreement, inter alia, believed that the Agreement
will eliminate difficulties encountered by a number of States with substantial fishing fleets in
implementing the Torremolinos Protocol of 1993 relating to the Torremolinos International
Convention for the Safety of Fishing Vessels, 1977, and will provide international standards
for the safety of fishing vessels which could be implemented by all States concerned,
NOTING FURTHER that a number of States have deposited with the Secretary-General
instruments of ratification, acceptance, approval or accession in respect of the Torremolinos
Protocol of 1993 relating to the Torremolinos International Convention for the Safety of Fishing
Vessels, 1977, and have implemented national legislation based on this instrument,
BEING AWARE of the existence, in various parts of the world, of regional agreements
establishing a regulatory regime for fishing vessels to be applied by coastal States concerned
taking into account the prevailing mode of fishing operations, sheltered nature and climatic
conditions in such regions,
BEING CONCERNED at the alarmingly high number of fishermen's lives and of fishing vessels
lost every year,
NOTING FURTHER that the International Conference on the Safety of Fishing Vessels, by
resolution 1 on Early implementation of the Agreement, inter alia, believed that the entry into
force and implementation of the Agreement will make a significant contribution to the safety of
ships in general and the safety of fishing vessels in particular,
NOTING WITH CONCERN that an inadequate number of Governments have so far deposited
instruments of ratification, acceptance, approval or accession to the Agreement to enable it to
enter into force,
MSC 95/22/Add.2
Annex 25, page 2
HAVING CONSIDERED the recommendation made by the Maritime Safety Committee at its
ninety-fifth session,
1
URGES Governments to consider accepting the 2012 Cape Town Agreement at
the earliest possible opportunity;
2
INVITES Governments which experience difficulties in the process of becoming
Parties to the 2012 Cape Town Agreement to inform the Organization of the circumstances
thereof, so that consideration can be given to taking appropriate action in this respect, including
providing necessary technical assistance;
3
REQUESTS the Maritime Safety Committee to review the situation concerning entry
into force of the said instruments and, in the light of such review, to take action as it deems
appropriate; and
4
REQUESTS the Secretary-General to take any such additional measures as may be
required aimed at assisting Member Governments in the process of becoming Parties to and
implementing the 2012 Cape Town Agreement.
***
MSC 95/22/Add.2
Annex 26, page 1
ANNEX 26
DRAFT ASSEMBLY RESOLUTION
AMENDMENTS TO THE RECOMMENDATION ON
PILOT TRANSFER ARRANGEMENTS (RESOLUTION A.1045(27))
THE ASSEMBLY,
RECALLING Article 15(j) of the Convention on the International Maritime Organization
regarding the functions of the Assembly in relation to regulations and guidelines concerning
maritime safety,
RECALLING ALSO the provisions of regulation V/23 of the International Convention for the
Safety of Life at Sea (SOLAS), 1974, as amended,
RECALLING FURTHER resolution A.1045(27) by which it adopted the Recommendation on
pilot transfer arrangements,
HAVING CONSIDERED the recommendation made by the Maritime Safety Committee at its
ninety-fifth session,
1
ADOPTS the amendments to the Recommendation on Pilot Transfer Arrangements,
set out in the annex to the present resolution;
2
INVITES Governments to draw the attention of all concerned to these amendments
to the Recommendation; and
3
REQUESTS Governments to ensure that pilot ladders and their arrangements, use
and maintenance conform to standards not inferior to those set out in the annex to
resolution A.1045(27), as amended by the present resolution.
MSC 95/22/Add.2
Annex 26, page 2
ANNEX
AMENDMENTS TO THE RECOMMENDATION ON
PILOT TRANSFER ARRANGEMENTS (RESOLUTION A.1045(27))
ACCESS TO DECK
The existing paragraphs 5.1 and 5.2 are amended to read as follows:
".1
a gateway in the rails or bulwark, adequate handholds should be provided at

the point of embarking on or disembarking from the ship on each side which
should be not less than 0.7 m or more than 0.8 m apart. Each handhold
should be rigidly secured to the ship's structure at or near its base and also at
a higher point, should be not less than 32 mm in diameter and should extend
not less than 1.2 m above the deck to which it is fitted; and
.2
a bulwark ladder, two separate handhold stanchions should be fitted at

the point of embarking on or disembarking from the ship on each side which
should be not less than 0.7 m or more than 0.8 m apart. The bulwark ladder
should be securely attached to the ship to prevent overturning. Each
stanchion should be rigidly secured to the ship's structure at or near its base
and also at a higher point, should be not less than 32 mm in diameter and
should extend not less than 1.2 m above the top of the bulwarks. Stanchions
or handrails should not be attached to the bulwark ladder."
***
MSC 95/22/Add.2
Annex 27, page 1
ANNEX 27
STATEMENTS BY DELEGATIONS AND OBSERVERS1
INTRODUCTION ADOPTION OF THE AGENDA
Statement by the delegation of Bangladesh
"Thank you Mr. Chairman,
The delegation of Bangladesh wishes to draw your attention to the order of consideration of
agenda item 7 on "Performance review and audit of LRIT Data Centres" and the establishment
of a working group on this subject.
Mr Chairman, as you are aware, document 94/21 on the Report of MSC 94, paragraph 9.12
provide the Committee's agreement on the subject "Sustainability and viability of the LRIT
System". In this regard sub-paragraph 9.12.2 of the agreement was "a policy decision should
be first taken at the Committee level before instructing the NCSR Sub-Committee to embark
in any further work".
Since the Committee is to consider policy issues on the agenda item 7, it would be helpful to
discuss this agenda item at plenary. Also, for a small delegation like ours, it would be too
difficult to leave the plenary for attending a working group on this subject.
This delegation, therefore believes that the need for establishing a working group at this stage
in unwarranted and premature.
Furthermore, this delegation is of the view that the agenda item 7 on "Performance review and
audit of LRIT Data Centres" is very much linked to agenda item 11 on Navigation,
Communications and search and rescue, since the issues are thought to be referred to NCSR
Sub-Committee for further work.
This delegation would therefore suggest that the agenda item 7 be considered after agenda
item 11 on Monday, the 8th June when the interested delegates on NCSR issues would be
present.
Thank you Mr. Chairman"
AGENDA ITEM 4
Statement by the delegation of the Cook Islands
"While engaged on innocent passage in Libyan Territorial waters on 10 May 2015 the Cook
Islands registered vessel the Tuna 1 suffered an unprovoked attack from shore based artillery
at around 1830 hrs and was subsequently attacked by air craft belonging to forces of
the internationally recognized Government of Libya. The ship had as cargo 3300 mt of gypsum
from Spain for delivery to Tobruk. There were 15 crew members on board at the time, of
Turkish, Georgian and Azerbaijan nationality. We have to inform the Committee of the loss of
life of the second officer, a Turkish national, and of injury to other members of the crew.
Statements have been included in this annex in the order in which they were given, sorted by agenda items,
and in the language of submission (including translation into any other language if such translation was
provided).
MSC 95/22/Add.2
Annex 27, page 2
After coming under fire and suffering damage to steering gear and hull, the ship changed
course to clear the coast and escape the area, and fortunately managed to reach safe haven
at the port of Fethiye in Turkey where she was boarded by members of my Administration and
colleagues from the Turkish Authorities.
Those of us involved in maritime affairs know that this is not first time lately that such
unprovoked attacks have taken place off the Libyan coast and indeed only last week another
merchant ship was attacked, again by aircraft, in these waters. We are not, however, aware of
the internationally recognized Government of Libya having published any information under
Article 24 .2 or 25.3 of UNCLOS, of its intention to "suspend temporarily in specified areas of
its territorial sea the innocent passage of foreign ships if such suspension is essential for
the protection of its security".
My Government considers it important that tMO, as the competent agency overseeing maritime
safety and security, should strongly condemn such incidents in the hope that this may ensure
that UNCLOS Articles 24 and 25 are rigidly adhered to, thus helping to prevent further
proliferation of such attacks.
The Cook Islands would like this statement appended to the report of the Committee."
Statement by the delegation of Georgia
Distinguished Delegates,
Taking this opportunity the Georgian delegation would like to extend sincere condolence to
the Chinese delegation for the tragic accident on board the cruise ship in Yangtze River. Our
thoughts are with the families of victims.
Georgia also would like to express its concerns with regard to armed attack against merchant
cargo ship Tuna 1 off the coast of Libya, which resulted in death of one Turkish Officer and
wounding of several seafarers citizens of Turkey, Georgia and Azerbaijan.
Georgia reiterates that this precedent is a serious threat to maritime safety in general and
should be duly addressed by the maritime industry.
Furthermore, this delegation shares the concerns expressed by distinguished delegates of the
Cook Island and Turkey.
Georgia strongly believes that this organization will provide its valuable support to address
the issue to all authorities concerned in order to avoid re-occurrence of similar incidents in
future.
Thank you."
Statement by the delegation of Libya
"Thank you Mr. Chairman. Good evening to all.
Commenting on the statements made about the Tuna 1 incident, Libya adheres to its right to
exercise full sovereignty over all its territorial waters as reiterated in our previous statement
during the MEPC 68 meeting.
MSC 95/22/Add.2
Annex 27, page 3
Of course we have many reservations about the information that has been submitted by those
who have taken the floor. We believe some of this information is incorrect.
We affirm that the ship, Tuna 1, was within Libyan territorial waters and inside the area of
military operations, without permission from the official authorities. The ship was 8.2 nautical
miles from the port of Derna when the incident occurred and failed to respond to warnings sent
from the armed forces which led to their military intervention.
We confirm through our current information that the Captain did not follow the correct
procedures, necessary for a safe trip, governed by the Safety of Life at Sea Convention
(SOLAS) chapter V, regulation 19 and regulation 27. Reading and applying paragraphs 1.44,
1.45, 1.46, 1.69 of ADMIRALTY SAILING DIRECTION Mediterranean Sea Volume V define
the shipping regulations and procedures, including warnings, when sailing near to or
approaching Libyan territorial waters and Reporting Points.
We also affirm that Libya has repeatedly and clearly stated its position in correspondence,
such as in IMO Circular Letter No.3442. We call upon everyone to be cognizant of the circular.
We hope this statement is included in the report of this meeting.
Thank you, Mr. President."
Statement by the delegation of Turkey
"Mr. Chairman,
Distinguished members of delegations.
-
As the distinguished delegate of the Cook Islands stated, a dry cargo ship
carrying the flag of the Cook Islands and belonging to a Turkish company was
attacked on 10 May, 2015 both from land and air, while she was off the coast of
Libya.
We fully support the statement of the Cook Islands.
This issue was also stated during the 68th session of the Marine Enviroment
Protection Committee meeting and communicated to tO with the Note Verbale of
the Embassy on the same date.
The civilian merchant ship was en route from Spain to Tobruk port in Libya. While
she altered her course after the first fire from the land, she became the target of
two subsequent attacks by fighter jets.
As a result of these attacks, the second officer of the ship, a Turkish citizen was
killed, some crew members of different nationalities were wounded and material
damage occurred.
In this regard, the Turkish delegation would like to emphasize the following facts
under this agenda item:
-
The reports indicate that the artillery attack was carried out around 16:30
GMT without any warning; the first air attack, during which the second officer
of the ship was killed, came 40 minutes and the second air attack came 90
minutes after the first attack.
MSC 95/22/Add.2
Annex 27, page 4
Regardless of the location of the vessel, carrying out three subsequent

attacks towards a civilian cargo ship is not acceptable and a flagrant
violation of the international law, as well as maritime security.
It was declared by the Libyan side after the attack that sailing through the
Libyan territorial waters in the area where the incident occurred had been
prohibited.
Even if such prohibition exists, trying to implement it by opening fire to a

merchant civilian ship is not acceptable.
Attacking civilian ships on this ground is a grave threat to maritime security.
Moreover, the attack targeted the communication equipment of the vessel,

and the master of the vessel reported that he tried to communicate with the
Libyan Coast Guard through radio but did not receive any response.
In any case, attacking on a civilian merchant ship on the grounds of

communication problem is not acceptable as well.
The photos of the ship taken after the attack have been distributed to the
delegations in the room. It is clearly visible in the photos that the vessel
suffered serious damage. It was only by chance that further casualties did
not occur, the crew was able to put the fire off which resulted from shelling,
and the ship managed to navigate off the area.
As it was already stated the ship was en route from Spain to Tobruk port
carrying gypsum cargo loaded from Spain. The LRIT records demonstrates that
the ship was following the shortest route, which is the general practice in
shipping, to reach Tobruk. From Tobruk, the vessel was scheduled to
navigate to Beirut port in Lebanon.
Copies of documents issued at the port of loading, Castellon, in Spain

confirming the cargo and the destinations of the ship are also available.
Security checks were carried out in compliance with the EU Legislation in

Castellon Port. Questioning the cargo of the vessel or any implication to this
effect also means questioning the safety and security of this EU port.
After the attack, the ship was escorted by a Turkish Navy frigate from the
south of Crete to the Turkish port Fethiye.
The Turkish Coast Guard, Customs, and Port authorities carried out detailed
investigation on the ship. The cargo of the ship was confirmed.
Cook Islands representatives also boarded on the ship as the flag State and
completed their own investigation.
The judicial procedure is still going on.
In light of the abovementioned facts, Turkey, once again, strongly condemns

these attacks and underlines that it reserves its rights emanating from the
international law.
MSC 95/22/Add.2
Annex 27, page 5
-
Turkey strongly believes that IMO, as a UN specialized agency whose main focus is
the safety and security of vessels and seafarers, should also condemn this attack
and express its concerns accordingly.
IMO should once again urge member states and give necessary considerations
to take necessary measures to ensure that similar attacks against civilian merchant
ships do not reoccur.
In this vain, giving a strong message for the security of shipping and compliance
with the international law is crucial to prevent future violations.
Mr. Chairman,
-
We would like these points to be reflected in the report and our statement to be
annexed.
Thank you."
AGENDA ITEM 10
Statement by the observer from CESA
"The European shipbuilders would like to welcome and support the definition of "Industrial
Personnel" developed by the SDC 2. CESA considers this to be a milestone in order to
recognize and clearly describe this new personnel category, which is characterized by abilities
and competencies significantly different from average passengers. This definition is urgently
needed by the dynamically developing offshore energy sector in order to facilitate safe and
efficient transfer of technicians serving offshore installation to avoid inconsistent national
interpretations.
This delegation supports the approval of the MSC/Circ. at this session. We are, however, open
minded to take clarifications and editorial improvements proposed by the US on board.
Regarding the submissions by Argentina and France we would like to point out that we
understand and respect the concerns and long-term proposals contained. CESA also sees
the need to develop a SOLAS amendment in the long run. We do, however, have to
acknowledge that in many IMO instruments a large variety of personnel categories are already
used successfully that are not recognized by SOLAS as well. This should also be possible with
the industrial personnel having in mind that technical guidance on the construction and
equipment for offshore wind-farm service vessels is already under development in the SDC
Sub-Committee.
Therefore we would like to give the straightforward recommendation to try to make almost
everybody happy by taking two complementing good decisions at the same session. We
should start an initiative to develop SOLAS amendments with a view to introducing industrial
personnel into the Convention. But by the same time we should approve the MSC circular and
start using it in order to gain experience with the application of this definition. Such an interim
trial period is needed and will be helpful when developing the appropriate SOLAS amendments.
Finally, with regard to paragraph 13 of the French submission CESA does not consider it
necessary to start developing safety regulations for small passenger ships in context with
the transport of industrial personnel, because as already decided earlier and now also clearly
defined within the MSC circular this type personnel is very distinct from passengers."
MSC 95/22/Add.2
Annex 27, page 6
Statement by the delegation of Greece
"Greece would like to thank IACS for the submission of document MSC 95/10/6.
It is recalled that SDC-2, after many years of extended and in-depth discussions, reached to
a decision to finalize the consideration of amendments to SOLAS regulation II-1/11 and
the development of associated guidelines to ensure the adequacy of testing arrangements for
watertight compartments of newbuildings, by concluding that there is no need to amend
the said regulation.
Greece, like many other delegations, believes that the safety level during ship construction is
ensured by the regulation itself in its current form and therefore no action is needed.
Where it is technically justified by the shipyard and taking into account the owner's opinion,
the flag State may exempt a ship from a part of this regulation. Granting the exemption on this
case by case basis, the flag Administration could take into account the IACS unified
requirement S14, which corresponds to them, in order to set its conditions for such an
acceptance.
IACS is now proposing that an MSC circular be issued, relating to the Tank testing guidelines,
as developed so far but not agreed within SDC. Our concern is that this circular will be
understood as an interpretation of the said SOLAS regulation and hence these guidelines
could then become effectively the standard way to implement SOLAS regulation II-1/11.
This could thus still lead to less tank testing than it should be required under this SOLAS
regulation and allow shipyards to circumvent this significant requirement, which is vital for
the ship throughout its life, being both a strength and a watertightness test of tanks for newbuildings.
It is understood that the IACS unified requirement S14, which corresponds to the said
guidelines, is already available to any flag Administration and may be used by it to set any
pertinent conditions, when granting the exemption.
Greece fails to see any added value in issuing an IMO circular for this purpose. On the contrary,
it is believed that it will create confusion, as it may be used as a way to interpret the particular
regulation in order to circumvent it and avoid testing all tanks of newbuildings for strength and
watertightness.
For these reasons as well as a matter of principle, Greece remaining in line on what SDC has
decided on this subject cannot support the IACS proposal."
Statement by the observer from EC
"The European Commission expressed disappointment that the work done (Amendments to
SOLAS regulation II-1/11 and development of associated Guidelines to ensure the adequacy
of testing arrangements for watertight compartments (output 5.2.1.26)) leaves untouched
a discrepancy between the SOLAS requirements and current practice. The progress made
with the development of Guidelines was acknowledged but these do not comply with
the SOLAS requirements. This continued discrepancy and a widespread use of flag State
waivers would continue to hamper the harmonized implementation of the unchanged SOLAS
provisions. An agreement on amendments to SOLAS regulation II-1/11 should still be pursued
and the Guidelines should only be issued as implementing guidance after SOLAS is amended."
MSC 95/22/Add.2
Annex 27, page 7
AGENDA ITEM 15
Statement by the delegation of Egypt
"
MSC 95/22/Add.2
Annex 27, page 8
"
Statement by the delegation of the Sultanate of Oman
"

3 12 2015

:

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.

.
:

( )IMO ( ) ( )High Risk Area

( )

MSC 95/22/Add.2
Annex 27, page 9

.

13 2015
:
.1 :
( )
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.2 /
.3
.4 " "

.
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:

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"
Statement by the delegation of the Islamic Republic of Iran
"Thank you, Mr. Chairman
First of all, our delegation would like to thank the distinguished delegation of the Sultanate of
Oman for submitting the document MSC 95/15/5.
Islamic Republic of Iran has been supporting the efforts to suppress piracy and armed robbery
and doing extensive endeavour in combating this menace in the piracy-infested areas. All
these efforts have been based upon cooperation in the region with target of strengthening of
regional and international trade and economy as well as safety and security of the various
activities in international shipping.
We should also add the fact that our waters including Gulf of Oman is among the safest sea
area.
The delegation of the Islamic Republic of Iran supports the document of the Omani delegation.
We are of the view that the exclusion of the Gulf of Oman from the high Risk area could be
positive step in promoting and encouraging the economic activities in this area.
This delegation also takes the opportunity to say that it has noticed the use of the incorrect
term of "Arabian Gulf" in para 1.6 of the document MSC 95/15/1 of Egypt and that this
delegation wish to draw the attention of the committee that according to UN Resolution
CS/SER.A/29/Rv.1 of 14 May 1999 the term "Persian Gulf" shall be used in documents,
publications and statements for the sea Area between the Arabian Peninsula and the Islamic
Republic of Iran. Having said that, this delegation wishes to express its concern and takes the
opportunity to urge all Member states of IMO to use the correct and appropriate term of
""Persian Gulf". This delegation request that this objection to be reflected in the report.
MSC 95/22/Add.2
Annex 27, page 10
AGENDA ITEM 16
Statement by the observer from IACS
"Thank you, Chairman.
IACS would like to make the following statement regarding MSC 95/16 and the recommendations
made therein.
In paragraph 4 of MSC 95/16, three safety measures are proposed to be addressed by both
individual classification societies and IACS.
Paragraph 4.1 relates to the bi-axial stresses which would be induced by lateral loading, i.e.
external pressure on the bottom shell. Most, if not all, IACS Members have for many years
addressed these bi-axial stresses in their individual rules and procedures. However, to ensure
that in the future all IACS Members consider this effect in a consistent way, text has been
included in the new IACS Longitudinal Strength Standard for Container Ships, known as
Unified Requirement S11A which will enter into force on 1 July 2016.
Paragraph 4.2 relates to the whipping effect on container ships. This phenomenon continues
to be the subject of research, in conjunction with aspects such as how the ship's speed and
bow shape influence the magnitude of the whipping component. These effects are becoming
better understood, and some individual IACS Members have developed specific rule
requirements for consideration of this effect. The development of explicit IACS Unified
Requirements for the whipping component of hull girder loading will take time; and for
the interim period IACS has introduced a functional requirement into the new Unified
Requirement S11A which requires IACS Members to take into account whipping in accordance
with their individual procedures. Entry into force is again 1 July 2016.
Regarding paragraph 4.3, in the development of the new Unified Requirement S11A, which
originally commenced after the MSC Napoli incident in January 2007, a revised wave bending
magnitude and longitudinal distribution has been included. To support this revision to the wave
bending moment a comprehensive technical background document has already been
developed and should be available on the IACS web site before the closing of MSC 95.
IACS would also like to provide some additional comments regarding paragraph 5
of MSC 95/16. It is stated that IACS Unified Requirements "cover various areas, such as
the ship structure". It should be noted that IACS Unified Requirements are minimum common
technical requirements incorporated into the rules of each individual IACS Member. Ships
cannot be designed by the application of IACS Unified Requirements alone; and URs are not
intended to address all the strength aspects of hull structures, which remain the function and
the responsibility of the individual Member.
In paragraph 7 of MSC 95/16 there is a request for IACS to report on the results of its
considerations of the recommendations made in the document. Since actions on these
recommendations have already been taken by IACS, as explained in this statement,
the Committee is asked to consider if there is a necessity for future reporting on these particular
items.
Thank you."
MSC 95/22/Add.2
Annex 27, page 11
AGENDA ITEM 21
Statement by the representative from UNODC
"Excellencies,
Distinguished participants,
Ladies and gentlemen,
I would like to thank the International Maritime Organization for this initiative, which follows up
on the fruitful discussion we had at the meeting on 4 and 5 March this year.
I would like to underscore that this meeting to address unsafe mixed migration by sea concerns
a major and urgent crisis facing us today.
Every day brings fresh reports of ever more tragedies, of thousands of migrants undertaking
perilous journeys, in the Mediterranean, in the Bay of Bengal and the Andaman Sea and other
parts of the world, with many dying in the attempt.
The international community is struggling to address the crisis. High-level discussions are
taking place, including at the Security Council.
On 10 December 2014, UNODC, along with UNHCR, IOM, IMO and OHCHR, had called for
concerted action to address the loss of life and serious human rights violations affecting
migrants, asylum seekers and refugees traveling by sea.
We emphasized the need for closer cooperation between States of origin, transit and
destination to address the drivers of dangerous sea journeys and to help identify, prosecute
and punish the criminal organizations responsible for the human rights abuses and dangerous
sea journeys in breach of all safety regulations.
This is in line with the Protocol against the Smuggling of Migrants under the UN Convention
against Transnational Organized Crime, which seeks to prevent and combat migrant
smuggling, promote cooperation to this end and protect the rights of smuggled migrants. In
order to achieve this, the Protocol requires States Parties to make migrant smuggling a criminal
offence while protecting the rights of smuggled migrants especially those vulnerable among
them that need special protection, such as women and children, refugees, and victims of crime.
It also addresses international cooperation, technical assistance, document and border
measures, information and prevention.
The Protocol makes clear that the offenders are not the smuggled migrants themselves, but
rather the organized criminal groups behind the smuggling operations.
Looking beyond a criminal justice response, the Protocol further commits States Parties
"to combat the root socioeconomic causes of the smuggling of migrants, such as poverty and
underdevelopment".
This integrated and comprehensive response required by the Protocol must be founded on
the principle of shared responsibility, with the engagement of the whole of the international
community.
It is an incredibly complex problem, with no simple solutions.
MSC 95/22/Add.2
Annex 27, page 12
We need to develop a multifaceted prevention strategy and join forces to urgently tackle the
root causes of migration in the countries of origin through common or mutually reinforcing
programmes.
However, for a prevention strategy to be effective, it needs to fully incorporate measures that
would encompass holistic and equitable sustainable development in the countries of origin.
The report of the Open Working Group on Sustainable Development Goals, which will form
the basis of negotiations on the post 2015 development agenda, duly recognizes this. While
calling for reducing poverty and increasing resilience, it also calls for reducing violence and
ensuring broader political participation and access to justice.
UNODC believes that for a response to migration and, in particular, to migrant smuggling and
human trafficking to be effective, it must be framed within this more expansive and
comprehensive context of the development debate.
In this regard, and as stated in ECOSOC resolution 2014/23, UNODC would like to underscore
"the importance of promoting or strengthening, as appropriate, development programmes and
cooperation at the national, regional and international levels, taking into account
the socioeconomic realities of migration and paying special attention to economically and
socially depressed areas, in order to combat the root socioeconomic causes of the smuggling
of migrants, especially those related to poverty".
Allow me now to say a few words on recent activities UNODC has undertaken in the Mediterranean
and in South and South-East Asia.
We have developed a new strategy to contribute to international efforts and address migrant
smuggling in the Mediterranean through a strategic and integrated response, including
research and analysis to identify trends and flows, and gaps in responses and legislation.
UNODC is also supporting Cambodia, Indonesia, and Thailand through the development and
mentoring of multi-agency Port Intelligence Units aimed at the disruption of Maritime migrant
smuggling activities within, through and from South-East Asia, through intelligence led
investigations.
We have also recently released a new Report on Migrant Smuggling in Asia in order to bridge
the knowledge gap. The report analyses the smuggling of migrants in 28 States from the Middle
East to the Pacific. It provides valuable information on routes, patterns and profiles of
smugglers and migrants.
The report has established that criminal networks are creatively exploiting gaps between
demand and regular migration, with smuggling fees to get to some destinations now reported
as high as $50,000.
Dismantling international migrant smuggling networks and successfully prosecuting the criminals
behind them while protecting migrant rights is a daunting task.
Inter-agency coordination and cooperation is essential. In this respect, IMO, IOM and UNODC
are working on a joint platform to share information on smuggling of migrants at sea. This is
aimed at enabling the international community to better monitor this issue.
MSC 95/22/Add.2
Annex 27, page 13
Too often and for too long, the smuggling of migrants has been considered a "high profits -
low risk" crime, and smugglers have been able to operate with impunity, generating huge
profits while appalling tragedies continue to occur on a daily basis. Urgent action is necessary,
and UNODC will continue to work with IMO, IOM, UNHCR, OHCHR and other UN agencies to
strengthen the capacity of Member States to respond to this crime comprehensively,
holistically and within the framework of sustainable development.
I wish you fruitful deliberations and I thank you."
Statement by the representative from UNHCR
"
MSC 95/22/Add.2
Annex 27, page 14
"
Statement by the representative from IOM
"Chairman, Secretary-General, Distinguished delegates,
Yesterday's figures show that 101,900 persons have been smuggled across the Mediterranean
already in 2015, this before the season has fully begun. Already there are around 2,000
recorded deaths this year. On the Andaman Sea and Bay of Bengal this year has seen 25,000
smuggled persons, 160,000 since 2012. Those surviving have done so along a "trail of tears",
we have seen the gruesome practise of "smugglers camps".
MSC 95/22/Add.2
Annex 27, page 15
These are not the only situations of irregular migration, it also occurs on the Red Sea, Gulf of
Aden, the Caribbean and unaccompanied minors are smuggled from El Salvador, Guatemala
and Honduras.
IOM has recently document in a publications some 50,000 migrant deaths since 2000 which
does not represent the total figure but gives an indication of the grave state of affairs.
This situation has led to increased activity in the last months within the international community.
IOM's Director General was invited on 29 of May to a meeting among South-East Asian
counties on smuggling of persons organized by the Thai Government in Bangkok, as well as
the European Parliament as the European Commission unveiled a series of measures to
contrast the phenomenon of peoples smuggling across the Mediterranean.
IOM/UNHCR/UNODC/OHCHR/SRSG on migration issues recently issued a joint statement in
wake of the situation of smuggling on the Andaman Sea.
Throughout these meetings IOM has had one key message namely the overall imperative to
save lives of migrants and refugees, and later to determine the adequate steps.
Chairman, permit me to make the following three points that we feel should be kept in mind as
we continue our discussions on these matters:
Perfect storm (i) We are in an age of unprecedented mobility with one out of seven on the
planet in some kind of migratory status, internally or across borders. Travel opportunities and
internet is making our planet smaller; (ii) Currently there is the highest number of forced
migrants since World War II, 50 millions are currently displaced and displacements are
becoming protracted reaching an average of nine years; (iii) There are five major concurrently
running crises/conflicts with no solution in sight in the short or medium-term; (iv) We face
increasing anti-migrant sentiment and fear of terrorism.
Keeping perspective (i) Migration is a normal state of affairs and is in human DNA; (ii)
Migration is driver of development as mentioned in the post-2015 development agenda
process; (iii) Irregular migration is still relatively low in numbers and can be absorbed; (iv) What
is abnormal are the current extreme push-factors that make migrants risk their lives, which we
need to address urgently.
Practical steps (i) Government capacity has to include foresight and planning for necessary
future measures; (ii) Assisted voluntary return and reintegration needs to ready as a possibility;
(iii) Stronger measures should be taken against smugglers; (iv) Humanitarian border
management needs to become more widespread; (v) More avenues for legal migration like
labour migration, family reunification and resettlement (as recently announced by EU) need to
be made available.
Lastly, IOM and IMO have a long-standing collaboration and we as organisations are looking
at the updating of our current Memorandum of Understanding identifying areas of cooperation
to address current challenges
Thank you for your attention."
MSC 95/22/Add.2
Annex 27, page 16
Statement by the observer from EC
"The European Commission is deeply concerned by the dramatic events unfolding in
the Mediterranean and by the number of casualties at sea. These events are unacceptable for
a Union that values the principles of solidarity, respect for human rights and dignity for all.
The European Commission considers it is necessary to respond with a stronger sense of
commitment to stop deaths at sea. The commitment for rapid action to save lives has been
expressed by the European Council in its statement of 23 April 2015 and the European
Parliament in its Resolution of 29 April 2015.
The EU and the Member States are sending a strong message that Europe is ready to take
determined action to respond effectively to the current situation in the Mediterranean.
On 13 May 2015, the European Commission presented an European Agenda on Migration,
thereby acting on the guidance of the European Council and responding to the call of
the European Parliament.
The aim of the European Agenda on Migration is to approach the issue of migration in
a comprehensive manner. The Agenda defines immediate measures to prevent human
tragedies and to reinforce mechanisms to deal with emergencies. This will be done by
strengthening the presence at sea to save lives, targeting criminal smuggling networks,
responding to high volumes of arrivals within the EU with a temporary distribution mechanism
for asylum seekers in clear need of international protection (relocation), bringing an increased
number of refugees from third countries (resettlement) safely and legally to the EU, and using
the EU's operational and financial tools to help frontline Member States. This response will
serve as a blueprint for the Union's reaction to possible future crises.
On 27 May 2015, the European Commission already presented several concrete measures to
respond to the current migration challenges including a proposal for an emergency response
mechanism to assist Italy and Greece as regards relocation, a recommendation for a European
resettlement scheme, and an action plan against smuggling.
As part of an effort to increase the Union's presence in the Mediterranean, the operations Triton
and Poseidon which are coordinated by Frontex, the European borders agency, will be
reinforced. This will be done by tripling their financial resources for 2015 and 2016, by
increasing the number of assets thereby strengthening the capacity for search and rescue of
the coastal Member States and with the support of the maritime pictures provided by Frontex
and the European Maritime Safety Agency. The new operational plan of the joint operation
Triton extends the geographical area of Triton southwards to the limits of the Maltese Search
and Rescue Region to include also the area of the former Italian operation '"are Nostrum'"
At Member States' level all national coordination centres for border surveillance exchange
information with the Maritime Rescue Coordination Centres. The European Commission is
currently looking into the possibilities of improving and enhancing cooperation and coordination
between national bodies carrying out coast guard functions. The current migration crisis in
the Mediterranean is a clear signal that full use of all available resources needs to be made.
The EU decided to establish an EU naval operation to break the business model of smugglers
and traffickers of people in the Mediterranean. This operation, which is expected to be
launched on 22 June by the Council of Ministers, will be one element of the much broader and
comprehensive EU response to the current migration challenge in the Mediterranean.
MSC 95/22/Add.2
Annex 27, page 17
The naval operation will be conducted in sequential phases and in accordance with
the requirements of international law. The initial phase will cover surveillance, and
the assessment of human smuggling and trafficking networks will be conducted as soon as
possible. The second and third phases of the operation would work to search, seize and
disenable the assets of smugglers, based on international law and in partnership with Libyan
Authorities.
Obviously, as stated at earlier occasions, the EU is looking for partnership with the Libyan
Authorities, with all the relevant Libyan Authorities, and this can also facilitate a resolution in
the Security Council.
In the European Agenda on Migration, the European Commission sets out a strategy that
should lead the EU forward in the next five to ten years. While the migration crisis in
the Mediterranean has put the spotlight on immediate needs, it has also revealed much about
the structural limitations of EU migration policy and the tools at its disposal. This is why
the European Agenda on Migration also defines a new strategic approach to manage better
migration in the medium to long-term, building on four pillars: (1) reducing the incentives for
irregular migration; (2) saving lives and securing the external borders; (3) a strong common
asylum policy; (4) a new policy on legal migration.
In a spirit of greater solidarity, the European Commission is determined to implement
a comprehensive approach that will improve significantly the management of migration in
Europe and reduce the number of deaths at sea."
Statement by the observer from ICS
"ICS is very grateful to IMO for convening this special session today on this critical topic, as well
as for the important work which the Organization is doing to assist the development of solutions to
this crisis, including the very helpful inter-agency meeting, which the Secretary-General hosted
in March.
We are all aware that developments have been moving very fast. In general, the industry has
welcomed the outcome of the EU leaders' emergency summit in April, particularly, amongst
other pledges, the commitment by EU Member States to increase Search and Rescue (SAR)
resources. That said, the shipping industry still has questions about the extent to which
the scale and coverage of this new impetus to assist will be sufficient to prevent further loss of
life, or how quickly these commitments will be met. Current information indicates that despite
this high profile recently increased, and welcome contribution to SAR activity by EU Member
States very many rescues are still being conducted by merchant vessels and merchant
seafarers. Consequently, the 1,000 plus rescue operations in which merchant ships have been
involved since the crisis in the Mediterranean began to escalate in 2014 appears almost certain
to further increase. Indeed, so far in 2015, some three hundred and two (302) merchant vessels
(virtually two ships per day) have been diverted to assist the SAR operation, which between
January and the end of May had resulted in the rescue of 13,475 people by merchant ships.
ICS and the shipping industry have been closely associated with efforts to rescue migrants at
sea since the 1980s, and not just in the Mediterranean. The recently revised but long
established guidance published jointly by IMO, UNHCR and ICS is one example of our
commitment to addressing this rapidly developing humanitarian issue. In response to the current
crisis, further ICS Guidance on Large Scale Rescue Operations at Sea that was published last
December has already been used extensively to guide ships regarding the particular difficulties
and dangers associated with dealing with hundreds of distressed people at one time. This new
guidance has already benefitted from first hand feedback from shipping companies and crews,
which is now being used to inform a revision of this guidance. We expect to publish this soon,
MSC 95/22/Add.2
Annex 27, page 18
this time with a wide range of other industry co-sponsors, serving to demonstrate the unwavering
commitment of the international shipping industry to its legal obligations under UNCLOS and
SOLAS.
These legal requirements are themselves based on the long-standing maritime tradition of
assisting anyone in distress at sea irrespective of nationality, status or origin. However, as well
as creating a legal responsibility on shipping to assist those in distress, both UNCLOS and
SOLAS place a corresponding duty on coastal States to disembark rescued people from
a rescuing ship without delay.
It is the process of planning and preparing for rescue, recovering those in distress, caring for
survivors on board and their disembarkation to a place of safety, as well as the safety and
wellbeing of the ship's own crew, which the ICS/Industry Guidelines seek to address. Despite
the impressive response by the shipping industry and confirmation of its commitment to
rescuing those in distress, it should be recognized that neither UNCLOS (Article 98 (1) & (2))
nor SOLAS chapter V requirements were conceived to address the current situation of "Large
Scale" rescue. There are numerous examples in the last year or so of rescues being conducted
by ships with relatively small crew numbers that have had to embark several hundred migrants
at a time, presenting serious risks risk to the safety of the assisting ship and the welfare of
the seafarers on board.
It is against the above background that recent developments in the Mediterranean have raised
new concerns for the shipping industry. Two weeks ago, a UK registered ship in the Mediterranean
was requested by an RCC to search for and then standby an identified vessel. Once on location
the ship assessed the situation and determined that the identified vessel did not appear to be
in distress. The RCC also directed other vessels to standby. However after these additional
vessels were released from duty, the UK ship was retained on location for an extended period
despite there being no need to rescue any migrants. It is reported that subsequently the ship
was used by the RCC for surveillance rather than in a rescue and recovery role. This is not an
isolated occurrence.
The action by the RCC is a matter of serious concern to ICS for a number of reasons:
1.
UNCLOS & SOLAS provide for ships to be requested to assist in the rescue of those
in distress for the immediate purpose of saving lives. UNCLOS and SOLAS have no
provision for ships to be tasked with carrying out surveillance operations;
2.
It was precisely to clarify the obligations on coastal States and to ensure the
continuing integrity of the Search and Rescue services that it was expressly agreed
in the 2004 amendments to the SOLAS and SAR Conventions, that;
3.
i.
a ship should not be subject to undue delay, after coming to the assistance
of Persons in Distress; and
ii.
the coastal State should therefore relieve the ship as soon as practicable
with further minimum deviation from the ship's intended voyage.
We would further remind the Committee that outside of the prescribed circumstances
in UNCLOS & SOLAS where a coastal State may intervene, the ship is subject only
to the jurisdiction of its flag State. In the event therefore that a coastal State through
an RCC has a specific operational request for a ship of another flag State, such
a request should initially be communicated to the flag State of the ship involved. Any
request for the assistance of a merchant vessel in this regard should fully address all
potential safety, security, commercial, insurance and legal implications;
MSC 95/22/Add.2
Annex 27, page 19
4.
The cost to individual shipping companies of meeting the requirements of UNCLOS

and SOLAS to rescue those in distress is considerable with some ships and
companies bearing a disproportionate financial burden. It must be stressed, however,
that the shipping industry has not raised this as a primary concern nor used this as
an argument in seeking to avoid its legal responsibilities nor does it intend to do so.
Instead, the shipping industry has focused its efforts on meeting and discharging its
legal and humanitarian duties. This commitment does not however extend to
the shipping industry bearing the direct and indirect costs associated should a coastal
State seek to direct shipping to conduct activities beyond those in UNCLOS/SOLAS.
As well as incurring additional unspecified operating costs, such redirecting of a ship
has potential consequences including to insurance cover and liability as well as to
commercial cargo interests.
Finally, the plight of mixed migrants in the waters of South East Asia is also a matter of
increasing concern. Recent reports indicate that coastal States in this region have an unclear
approach to receiving migrants, some of whom may have been left marooned at sea for
extended periods. Should this situation continue in this region it is possible that merchant ships
might become involved in rescuing persons in distress at sea. It will be essential, however,
that in such circumstances the coastal States concerned are also fully committed to meeting
their UNCLOS and SOLAS responsibilities, without delay. It will be vital they arrange for the
prompt and predictable disembarkation of rescued personnel to a place of safety within the
sea area with the same alacrity currently shown by Mediterranean States, something which
has been greatly appreciated by the shipping industry. Unless the commitment of the coastal
States to meeting their UNCLOS & SOLAS responsibilities is both confirmed and acted upon
the situation in this area risks becoming even more seriously acute.
ICS requests that this statement is included in the report of this meeting."
Statement by the delegation of Bangladesh
The delegation of Bangladesh expresses its appreciation to the Secretary-General of
International Maritime Organization and the Chairman of the Maritime Safety Committee for
arranging this special session on unsafe mixed migration by sea.
The delegation of Bangladesh expresses deep concern on the unsafe mixed migration by sea.
Mr. Chairman, we laud the inter-agency High-level initiative to address unsafe mixed migration
by sea (the High-level meeting which took place at IMO Headquarters on 4 and 5 March 2015).
Taking into account the link between migration and human development, we view that potential
solutions lay in a global comprehensive approach to addressing the drivers of migration such
as poverty, climate change, violence, terrorism and war. However, added to that is the problem
of human trafficking.
Mr. Chairman, though the root cause of the problem is not the IMO matters but we must do
our part when the migrants are at sea.
We think that the problem shall be discussed with UN and related agencies. Inter-agency
cooperation and comprehensive approach is required to resolve the issue.
MSC 95/22/Add.2
Annex 27, page 20
Mr. Chairman, mixed migration is not only a regional issue in the Mediterranean and Andaman
Sea, but it is a global issue, as elaborated by the distinguished representative of the IOM.
Mr. Chairman, in our opinion the maritime industry is not capable of handling such huge
numbers of migrants at sea.
We think more emphasis should be placed on prevention rather than cure, which involves
ensuring peace, poverty eradication, reducing the effect of climate change, ensuring habitable
condition, justice, fundamental human, social and political rights to human being all over
the world.
We think further action is required in response to the growing demand on merchant shipping
to respond to the problem of searching for, rescuing, caring for and disembarking mixed
migrants rescued at sea. We think a holistic approach is required by the maritime community
and the IMO's safety, security, pollution, facilitation and legal framework to be revisited to
overcome this issue.
Mr. Chairman, the Government of Bangladesh has taken measures to identify the smugglers
and taking legal action to eradicate the migration by sea and land.
Thank you Mr. Chairman."
Statement by the delegation of Greece
"We would like to express our deep appreciation to H.E the Secretary-General of this
Organization for his initiative to organize an inter-agency meeting last March where the UN
agencies , IMO delegations, as well as the NGOs and other stakeholders had the opportunity
to consider this outstanding issue making comprehensive interventions by presenting data,
facts and figures and submitting proposals providing a substantial contribution to this
discussion about a humanitarian problem that is being gradually increased due to several
political, social and economic factors as well as conflict situations in the area of the Middle
East and of Northern Africa.
Distinguished delegates,
Almost on a daily basis a huge number of immigrants and refugees, on unseaworthy vessels,
trying to reach the European coasts of the Mediterranean Sea.
Addressing and dealing with the phenomenon of irregular migratory flows, especially when
unseaworthy vessels are used, constitutes the main priority and primary concern of our
country. In this context, the Hellenic Coast Guard provides every means to protect human life
at sea in accordance with the provisions of the international law and treaties and in particular
of the SAR Convention.
During 2014, the Hellenic Coast Guard was involved in 778 SAR operations for the rescue of
more than 20,000 irregular migrants. It is worthwhile to be mentioned that the operations were
successful, this being proved by the mere fact that the rate of SAR effectiveness within Greek
Search and Rescue Region, raised up to 99.54%.
From our side, priority is also given to the dismantling of organized criminal networks within
the context of existing channels of international police cooperation and/or cooperation with
third countries through the exchange of relevant information.
MSC 95/22/Add.2
Annex 27, page 21
The outlook of increasingly large numbers of illegal border-crossings in the Mediterranean
route has to be expected in the forthcoming period, reaching the levels of a humanitarian crisis
situation, as mentioned before. This prospect is mainly attributed to the political instability in
the third countries of origin and of transit, as well as to the presence of well-organized
facilitation networks supporting the flow of mixed migratory groups to the European Union.
It is our opinion that the international community should respond to the political and operational
demands and highlight the importance of the comprehensive and well-coordinated approach
in maritime safety and security. In order to achieve the more effective collective and
synchronized actions, the professionalism, know-how and capabilities of the coast guards
should be used at the possible extend.
Furthermore It is of paramount importance to encourage the application of the existing
international maritime legal instruments such as UNCLOS, SOLAS, SAR Convention, etc.
while the Guidelines regarding the SAR operation at sea, recently issued by the International
Chamber of Shipping (ICS) should be highlighted and implemented to the extent possible by
all parties involved as they complement the existing guidelines, namely "Guide to the Principles
and Practices as Applied to Migrants and Refugees Rescue at Sea", issued by the UNHCR,
in cooperation with IMO and the ICS.
In this regard, the Hellenic Coast Authorities will maintain a high level of surveillance and
response capacity in the area of their responsibility in order to tackle the irregular migratory
flows and at the same time to render assistance to the people in distress at sea.
Thank you Mr. Chairman.
We would ask the Secretariat this statement to be annexed to the report of this Committee.
Thank you."
Statement by the delegation of Indonesia
"Thank you Mr. Chairman.
I would like to take this opportunity to extend my delegation's congratulations to you on your
elections as to Chair the Committee and to express appreciation to the Secretary-General for
the initiative and wisdom of convening this Special Session on Mixed Migration by Sea. It
certainly is a part of our common endeavor to understand the problem related to the irregular
migrants from the wider perspective and address it in a comprehensive manner. We believe
that this session will emphasize the concern of the international community, to respond to this
matter.
As one of the affected countries of such incidence in Asia, Indonesia has had the experience
of addressing the issue of irregular movement of persons. In the past, Indonesia had managed
the Vietnamese Boat People and contributed to the solution of this problem by providing
the island of Galang as temporary processing centre for the asylum seekers, before their
resettlement in third countries.
Presently, the increasing number of irregular migrants (asylum seekers and refugees) in
the Andaman Sea due to conflict in the country of origin is threatening the stability of the
Asia-Pacific countries.
In Indonesia, these asylum seekers and refugees are being accommodated in existing
immigration detention centres all over Indonesia. These centres are however not designed to
MSC 95/22/Add.2
Annex 27, page 22
accommodate asylum seekers and refugees but they are constructed as detention centres for
violators of immigration. As such, they are therefore being transferred to the various community
housing.
To these asylum seekers and refugees, the following principles of international law are
observed by the Indonesian government, namely: non-refoulement; non-discrimination; and
international cooperation.
Particularly for the refugees in Indonesia, the comprehensive resolution is for a) their
resettlement in third countries, and b) their voluntary repatriation.
The experience of East Asian countries has proven that international cooperation is required
to address all aspects of this issue. Closer cooperation between States is necessary for a more
durable solution involving countries of origin, transiting countries, and countries of destination.
Furthermore, international organizations and other relevant actors are essential to reduce loss
of life at sea. In the region, Indonesia has been actively engaged under the Bali Process on
People Smuggling, Trafficking in Person Related Transnational Crime, with the aim to support
and strengthen practical cooperation on refugee protection and international migration,
including human trafficking and smuggling, and other components of migration management.
It also emphasizes the principle of burden sharing between respective countries.
At the initiative of the President, on 20 August 2013 Indonesia convened a Special Conference
on Irregular Movement of Persons resulting in the Jakarta Declaration on Addressing Irregular
Movement of Persons. It identifies concrete steps to overcome trafficking in persons, covering
four pillars, namely prevention, early detection, protection, and law enforcement to be
undertaken by the country of origin, country of transit and country of destination.
With the view of finding a comprehensive solution to the increasing number of irregular
migrants, Indonesia has undertaken parallel steps at the domestic, bilateral, regional and
multilateral levels.
a.
At the national level: enhanced cooperation with international organizations

(UNHCR and IOM);
b.
At the bilateral level: discussed with countries of origin on finding practical

solution to the problem;
c.
At the regional level: addressed the matter through the Bali Process on
People Smuggling, Trafficking in Persons and Related Transnational Crime,
initiated by Indonesia and Co-chaired with Australia; and
d.
At the multilateral level: actively participated in UN conferences, such as

Global Forum on Migration and Development (GFMD), Open-ended
Intergovernmental Meeting on smuggling of Immigrants by UNODC, etc.
With regard to the recent increase of irregular movement activities in South East Asia,
especially those that involve certain ethnicity from Myanmar and Bangladesh, although it is not
a party to the 1951 Convention on refugees, The Government of Indonesia has gone the extra
mile and taking measures beyond its international obligations under the International law. On
the basis of humanitarian considerations, Indonesia has extended its assistance to support
and to help reducing loss of life at sea. Currently these migrants still arrive at Indonesian water.
They come by unseaworthy boats loaded with hundreds of people, with minimum sanitation,
and without adequate food supply. In response to this situation, we have established temporary
emergency shelters/camps in Aceh, northwestern part of Indonesia, where we work closely
MSC 95/22/Add.2
Annex 27, page 23
with the United Nation High Commissioner for Refugees and International Organization for
Migration. However we do not know how long this camp will be able to manage to
accommodate such number of people.
Within the international context and in close collaboration with other affected countries,
Indonesia is pursuing efforts to expedite the resettlement and repatriation process. These are
reflected through Indonesia's participation in:
a.
Trilateral Foreign Ministers (Indonesia, Malaysia, and Thailand) meeting in

Kuala Lumpur, 20 May 2015;
b.
Bilateral Foreign Ministers (Indonesia and Myanmar) meeting in Nay Pyi

Taw, 21 May 2015;
c.
OIC Ministerial Meeting in Kuwait, 27-28 May 2015; and
d.
Special Meeting on Irregular Migration through regional mechanism (Bali

Process, set up in 2002 involving 48 countries and UNHCR, IOM, and
UNODC-the oldest and largest regional cooperation).
As such, these collaborative approaches at various levels to address and discuss possible
measures and actions to be taken, for the short and long term, by respective countries to deal
with this matter, involves following five pillars:
a.
Search and Rescue through joint coordinated operation;
b.
Provision of shelter, food, medicine, etc;
c.
Resettlement through intensified collaboration and cooperation with UNHCR

and IOM to identify and verify their status in a-one-year period, and for
countries party to the 1951 Convention to increase their resettlement quota
based on the principle of burden sharing and shared responsibility;
d.
Repatriation, to be undertaken in close cooperation and coordination with

the respective embassies; and
e.
International cooperation by encouraging ASEAN to play the central role in

addressing the matter in the region.
As we all are aware of, this issue is affecting State Government related to shipping industries,
ports and other relevant stakeholders. Therefore, it is indispensable for IMO, which has
the mandate to manage shipping industry and port states, to intensify their effort to deter
the use of ships from facilitating the illegal movement of persons and take preventive measures
to ensure the safety of life at sea. The key issue is how to prevent the ship with mixed migrant
aboard leaving a port. IMO needs to develop guidelines for States on the matter.
Last but not least, distinguished delegates, the problem of irregular movement of persons at
sea is the responsibility of the international community. Therefore, in this forum, Iet us work
together, hand-in-hand, in the name of humanity to find a common and comprehensive solution
for this particular problem.
Thank you"
MSC 95/22/Add.2
Annex 27, page 24
Statement by the delegation of Italy
"Over the past two years migration by sea, by means of unsafe boats to cross the Mediterranean
Sea, took over the connotation of a mass exodus.
Since November 2013, till November 2014 Italy, through Mare Nostrum operation, the Coast
Guard activity and, almost 1,000 diverted merchant ships in support of SAR operations,
brought to rescue over 170,000 people (men, women and children).
More than 42,000 people were directly rescued through intervention of diverted merchant ships
for different emergencies that incessantly happened every day.
We are well aware of the adverse impact such a phenomenon caused and is still causing to
the world maritime economy in terms of safety of life at sea, safety of navigation as well as in
terms of increased costs for shipping industry.
Actually, the diversion of merchant ships in support of search and rescue operations on one
side, and, on the other side, the use of very old merchant ships for the illegal smuggling of
migrants, to transport large numbers of people (800/1000) and which, by the way, in some
cases were abandoned without crew on board, heading towards Italy on automatic pilot both
are two different aspects of the same problem.
From the beginning of 2015 already around 54,000 migrants (men, women and children) have
been rescued by Italian naval units deployed in the Southern Mediterranean and other units
participating to TRITON operation. Over 300 merchant ships of all flags have been participating
in support of SAR operations, which have collected and rescued some 15,000 migrants.
It is the view of this delegation that on the above-mentioned issues, a more active role of IMO,
with the cooperation of Member States, intergovernmental organizations and private shipping
sector will contribute to prevent the loss of many human lives at sea.
Bearing this in mind, Italy would like to underline some of the key points, that we believe are
key steps in collectively and jointly handling this issue:
1)
Review SAR legislation including the definition of "distress" and its

interpretation
Currently, there is no harmonized interpretation of the concept of "distress" in the
regulations for Maritime SAR operations. We think that it is time to open a discussion
aimed at overcoming the current discretionary powers for intervention, which are
today the result of different interpretations of this concept.
2)
Develop and increase of controls (port State) on board suspect ship or

sub-standard ship not engaged in commercial voyage (no cargo on board or
port of destination not known)
It would be appropriate to raise the minimum percentage values intended for
inspections to be carried out by the P.S.C. Officers on the basis of the regional MoU
aimed at the strengthening the obligations related to controls on departing vessels.
MSC 95/22/Add.2
Annex 27, page 25
3)
Enhance port and coastal State monitoring, including monitoring ships in

transit
We consider essential to increase monitoring ships in transit in SAR area of
jurisdiction of Member States. I refer in particular to those episodes occurred in late
December of ships sailing from the Eastern Mediterranean basin and heading towards
Italy on automatic pilot, before the Italian Coast Guard sent officers by helicopter and
managed to secure the vessel, so avoiding shipwreck and environmental disaster.
4)
Develop information and advice to prospective migrants on dangers of irregular

sea routes
5)
Develop clear policy statements by States on disembarkations of migrants
6)
Re-energize the dialogue between States in the Mediterranean and other

Regions on the prevention of irregular, unsafe journeys by sea and on the
treatment of persons rescued at sea, as this is an international issue
7)
Develop joint databases on migrant incidents and on suspected smugglers and

vessel
All these proposals have been included in a draft document, already available, that will be
shortly circulated through IMO Secretariat and will represent the base for further discussion.
In conclusion, Italy believes that those actions to be carried on in the IMO framework,
combined with:
a more active role of IMO and others UN agencies;
the cooperation of the interested Member States;
the cooperation of the shipping industry;
all that might highly contribute in preventing the loss of human lives at sea, as well as
preventing, as far as possible, the emergency arising from migratory flows on unsafe boats in
the Mediterranean Sea.
In this regard Italy very much appreciates the strong message that EU and MS are sending to
the international community, to take determined action to address unsafe mixed migration by
sea in the Mediterranean Sea."
Statement by the delegation of Nigeria
"Nigeria delegation will join others to thank the Secretary-General for this initiatives, and also
appreciates the concerns and commitments of other UN agencies in resolving this problem.
We think the time has come when we should call a spade a spade; this issue has to be tackled
headlong; at the source or origin of embarkation and to ensure that all the cartels involved in
the smuggling of migrants are brought to book.
We also agree that the emphasis to be more on prevention than cure! We therefore call for
continuous action nationally, regionally and globally.
MSC 95/22/Add.2
Annex 27, page 26
We will like to appreciate the good rescue operations being undertaken by the frontline States
of Italy, Malta, Greece, and other States and seafarers who are assisting in saving life at sea.
When we look at the rate of inflow of the migrants; it bothers on people running away from
States with conflicts, bad governance and poverty. Therefore the need for the United Nations
to address having stable governments in this area where the migrants come from.
There is need for regular cooperation amongst regional States to check traffickers of sea
migrants.
The call for the redefinition of the word Distress at Sea requires caution however, in view of
the ongoing challenges being experienced.
We support the continuous efforts being undertaken by IMO and other relevant agencies in
finding lasting solution to this challenging task facing us now.
Mr. Chairman, permit me to propose while we are standing, to observe a minute silence for
the migrants who have perished at sea....... May God grant the souls of the departed eternal
rest, Amen.
Thank you and you may please sit."
Statement by the delegation of the Philippines
"Mr. Chairman, firstly, this delegation would like to express its sincerest appreciation to
the Secretary-General for initiating this special session. The Philippines fully supports the call
for a coordinated action to address this humanitarian crisis. The Philippines also takes this
opportunity to thank ICS for the Industry Guidance on Large Scale Rescue Operation at Sea
which seeks to ensure the security and safety of seafarers and rescued persons.
The Philippines will promote this document as widely as possible to take appropriate action
thereon.
Mr. Chairman, the Philippines believes that in addition to a UN-wide effort, addressing the issue
should also have a regional component. The issue of irregular migration by sea, though sharing
commonalities, also have peculiar regional characteristics. The root causes are shared, in
general, but legal structures designed to address specific aspects of the issue, vary per
country. The standards set by the IMO, which have worldwide application in ensuring
seaworthy vessels, are helpful, but their inapplicability in small artisanal vessels leaves gaps
in properly addressing the issue.
Mr. Chairman, the Philippines is no stranger to providing assistance to persons who have been
caught in the traps of illegal and irregular migration, whether by land or by sea. The Philippines
is a signatory to relevant UN Conventions, particularly the 1951 Refugee Convention and its
1967 Protocol, and the 1954 Convention relating to the Status of Stateless Persons, and we
abide by our commitment to recognize the lawful rights of migrants. We are one with IMO in
its efforts in bringing the issue to a favourable conclusion.
MSC 95/22/Add.2
Annex 27, page 27
Statement by the delegation of Thailand
"Mr. Chairman,
Mr. Secretary-General,
It gives me great pleasure to speak on behalf of the Thai delegation at this special session on
Mixed Migration today.
At the outset, my delegation wishes to express our sincere appreciation and support for
the Secretary-General for his initiative in setting aside the time during the MSC meeting for us
to discuss the problem of mixed migrants at sea, which is pertinent to the work of IMO and
indeed very timely.
The current influx of irregular migrants that we see nowadays has posed tremendous
challenges to many countries around the world. In the recent weeks, we have seen many
migrants trying to risk their lives crossing the Mediterranean Sea in search for a better future
in Europe. Likewise, in South East Asia, particularly in the Indian Ocean, there are diverse
causes of movements, from seeking protection and safety to seeking better economic
opportunities. The movement of irregular migrants in the Indian Ocean has reached an
alarming level. It is indeed a sad reality to see the quest for a better life and a better future
turned into tragedy.
Looking beyond the peril at sea, we need to address the problem of irregular migration in a
collective and sustainable manner. No country can solve this problem alone. It is high time for
concerted efforts by all countries concerned, be they countries of origin, transit, or destination.
It also requires both time and international cooperation to address the problem
comprehensively and in the spirit of international burden-sharing.
Mr. Chairman,
Since January 2013, a large number of illegal migrants who had arrived by sea have been
taken into our care. Being aware of the difficult circumstances for some of these, especially
the vulnerable groups of women and children, Thailand has been looking after them on
a temporary basis while trying to find viable solutions. It has now been over two years since
that time.
The urgency and seriousness of the massive numbers of people travelling by sea this year
prompted Thailand to host the Special Meeting on Irregular Migration in the Indian Ocean
on 29 May 2015 in Bangkok. The meeting was held with three main objectives in mind, namely:
(1) to address the immediate humanitarian situation of stranded migrants; (2) to combat
the long-term problem of people smuggling and human trafficking to prevent further irregular
movements; and (3) to address the root causes from origin.
Seventeen countries in the region attended the meeting as well as the United Nations High
Commissioner for Refugees (UNHCR), the United Nations Office on Drugs and Crime
(UNODC), the International Organization for Migration (IOM), and the United Nations Resident
Coordinator for Thailand. Japan, Switzerland and the United States of America attended as
observers.
The meeting was opened by the Deputy Prime Minister and Minister of Foreign Affairs of
Thailand, who reaffirmed Thailand's commitment to its tradition of hosting refugees and
displaced persons since the 1970s. With more than 40 years of experience and some 130,000
persons still remaining on its border, Thailand knows very well how to balance its security
concern with humanitarian consideration as well as our obligation under international law. The
MSC 95/22/Add.2
Annex 27, page 28
Royal Thai Government recently stepped up its efforts by setting up a special taskforce. Two
Royal Thai Navy vessels have been deployed as floating platforms to provide necessary
assistance and medical help. Aircrafts from both the Royal Thai Navy and Royal Thai Air Force
have also been deployed to patrol and assist in the humanitarian operation.
Bangladesh, Indonesia, Malaysia, Myanmar and Thailand the five most affected countries
briefed the meeting of their respective efforts to address the scourge of irregular migration as
well as reaffirmed their full commitments to continue to provide proper humanitarian assistance
to the migrants currently stranded at sea and victims of trafficking, and to strengthen their
cooperation on law enforcement to put an end to the activities of the criminal networks.
Indonesia and Malaysia also agreed to continue to provide humanitarian assistance and
temporary shelter to those 7,000 irregular migrants stranded at sea, provided that they could
be resettled and repatriated within one year by the international community. Meanwhile, if
disembarkation is absolutely necessary in Thailand, the migrants will be treated first and
foremost according to humanitarian principles under Thai laws.
At the same time, search and rescue operations efforts have been intensified by Bangladesh,
Indonesia, Malaysia, Myanmar and Thailand. And there would be deployment of the US aircraft
in close collaboration with Malaysia and Thailand.
All in all, the meeting expressed grave concern and fully recognized the urgency of the current
situation with requires immediate responses. Emphasis was made on the need for relevant
countries and the international community to resolve irregular maritime migration, in particular,
human trafficking and people smuggling, in a comprehensive and sustainable manner by
addressing the root causes and other contributing factors in the spirit of cooperation,
international burden sharing and shared responsibility.
Mr. Chairman,
At this juncture, I would like to highlight some of the concrete proposals and recommendations
from the meeting in Bangkok.
Firstly, as the immediate responses in providing protection of people stranded at sea,
the meeting agreed, among others, to: intensify search and rescue operations; explore further
means for identifying disembarkation options and reception arrangements; ensure that
UNHCR and IOM have access to the migrants; identify those with protection needs through
effective screening processes; strengthen information and intelligence sharing on
whereabouts of migrants and vessels stranded at sea; establish a mechanism to ensure
necessary support, including resources as well as resettlement and repatriation options from
the international community.
Secondly, the meeting agreed, among others, to: strengthen national law enforcement to
combat people smuggling and human trafficking and cooperate in eradicating the transnational
organized criminal syndicates; identify national contact points to coordinate and exchange real
time information and intelligence; establish a special investigation taskforce among the key
affected countries; implement comprehensive multimedia regional communication campaigns
against the transnational criminal syndicates and deter people in targeted areas from falling
prey of those syndicates and taking dangerous and irregular maritime migration.
Lastly, to address root causes and improve livelihood in at-risk communities, the meeting
agreed to address factors in the areas of origin including, among others, capacity building of
local communities, providing economic incentives, respect for human rights, with involvement
of the private sector and relevant stakeholders.
MSC 95/22/Add.2
Annex 27, page 29
Thailand does not see the Special Meeting as a one-off event. Participants were encouraged
to take the proposals that were put forward during the meeting back any try to realize some of
the concrete recommendations.
Deliberations over the course of the meeting will also be brought to related regional and
multilateral fora for further discussion and implementation. As an active member of both
ASEAN and the Bali Process, Thailand will push for early coordinated implementation at these
fora, and explore how best to integrate these efforts into the existing frameworks, particularly
at the upcoming special session of ASEAN Ministerial Meeting on Transnational Crime to be
hosted by Malaysia.
Mr. Chairman,
To conclude, irregular migration is a problem that needs to be addressed urgently and
comprehensively. No one country or organization can tackle this problem alone. The IOM and
IMO, for example, will need to join hands so that the problem of irregular migration could be
addressed effectively both on land and at sea.
My delegation fervently hopes that the Special Meeting on Irregular Migration in the Indian
Ocean in Bangkok on 29 May 2015 has helped, in one way or another, to underscore
the importance of the problem at hand and the urgency for action, as well as paving the way
towards the comprehensive and sustainable solutions to the problem of irregular migration in
the Indian Ocean and beyond.
My delegating is happy to share with you the summary of the meeting in Bangkok and will ask
the Secretariat to help circulate it.
Statement by the delegation of Turkey
"Mr. Chairman,
Irregular migration is a global problem which requires global and comprehensive approach,
and all countries should exert joint efforts in order to prevent and overcome the problems
brought by irregular migration.
"Security measures" constitute one pillar in combatting this issue. The fight against migrant
smugglers and human traffickers, should definitely be intensified. However, "security
measures" without overly addressing the root causes of irregular migration, such as economic,
political, social instabilities and conflicts, would only yield temporary and limited success.
Therefore, it is of utmost importance that destination countries support peace processes and
promote peaceful settlement of disputes in conflict-affected areas and to step up humanitarian
aid and development investments in the countries of transit and origin with a view to improving
standards of living in these countries.
While working on sustainable solutions, migration flows will continue. Thus, we believe that
further measures have to be taken to strengthen search and rescue operations to prevent more
loss of lives in the sea. Saving and helping people in distress should be seen as a joint
responsibility of humanity.
MSC 95/22/Add.2
Annex 27, page 30
We welcome the EU's recent efforts in response to the situation in the Mediterranean.
The success of those efforts depends on an effective cooperation with key countries, Turkey
being at the forefront.
An emergency relocation mechanism and a pilot project on resettlement offering a number of
places to persons in need constitute one of the core components of those efforts. Hosting
around 2 million Syrians and Iraqis, Turkey assumes an important role in minimizing mass
influxes towards the EU.
Our "open door" policy for Syrians continues without any discrimination of religion or ethnic
origin. More than 250.000 Syrians who are accommodated in 25 temporary protection centers
are provided with food, health and education services. In addition to that, 1.5 million Syrians
who live outside these centers are also under our protection regime.
We have spent more than $6 billion for Syrians in Turkey until now. However, the contribution
we received from the international community has been below all expectations. We expect
international community to fulfil its responsibilities on burden sharing.
Turkey, while hosting the biggest number of Syrians, is at the same time exerting every effort
possible to minimize irregular migration. The number of irregular migrants, apprehended while
attempting to cross our territory during 2005-2014, has been approximately 500,000. In 2014,
almost 59,000 irregular migrants, of which 14.961 at Sea, were apprehended by the Turkish
Authorities.
The Turkish Coast Guard has initiated new operations in the Mediterranean and Agean Seas.
Since the beginning of 2015, Turkish Coast Guard has rescued around 11,000 migrants from
sea and apprehended 62 migrant smugglers. The number of rescued migrants in this period
is three times higher than the same period of 2014.
Furthermore, Turkey, in order to fight more efficiently against migrant smuggling by sea:
-
has increased the Coast Guard Units in risky areas;
is monitoring closely all commercial ships;
has increased control of commercial ships while entering and leaving the ports;
and
has intensified fight against organized crime groups in order to identify those who
are involved in migrant smuggling.
Turkey is ready to cooperate with all relevant parties and contribute to joint efforts in order to
prevent irregular migration, while believing in the necessity of finding a sustainable solution for
migration management that requires a shared responsibility.
Thank you."
Statement by the delegation of the United Kingdom
"Thank you, Mr. Chairman.
I would like to thank the Secretary-General and industry for their submissions and to UNHCR,
IOM and UNODC for their informative interventions.
MSC 95/22/Add.2
Annex 27, page 31
The Government of the UK shares the desire of others to end the loss of migrants' lives at sea,
in particular the current crisis in the Mediterranean.
To tackle the problem, we believe efforts must remain focussed 'upstream' in respect of
working with the countries of origin and transit.
The UK is also providing humanitarian assistance to as many refugees as possible within
the region and the UK continues to support the joint efforts under Frontex Operation Triton.
We would also like to take this opportunity to thank our Mediterranean colleagues, particularly
Italy, Greece and Malta for their dedication in responding to the crisis that we are currently
faced with and also to the very many merchant ships that have assisted.
Chairman, it is in respect to the hugely valuable contribution of merchant shipping to
the situation in the Mediterranean that the UK would like to bring an issue to the attention of
this Committee.
Last week it was brought to the attention of the UK Maritime and Coastguard Agency that a UK
flagged container ship received a request to deviate and render assistance to a small craft and
crew in distress in a position South of Crete.
The vessel went to the location and found that a small craft was underway making a speed
of 6-9 knots. Visually they noted that there were approximately 20-30 persons on board.
All attempts to establish VHF contact failed.
The Master continued to try and make contact with the small craft but was not successful and
the small craft repeatedly kept turning away from the ship.
When the Master sighted the small craft he was asked by the MRCC to report back on
the details of the small craft including nature of distress, request for assistance, any
communications established, description of vessel, how many people were on board, course
and speed.
The Master provided this information and also informed the MRCC that the small craft had
started manoeuvring away from his, that the small craft was now astern of him, that he was
now turning the vessel around to its original course and that he was awaiting further
instructions from the MRCC.
Shortly afterwards the UK vessel was contacted by the MRCC and instructed to reduce speed,
approach the small craft, take photos of the small craft and send them to the MRCC.
The Master undertook this instruction and advised his company. In return the company, very
wisely, instructed the Master not to get any closer than was necessary to take the photographs
for the sake of the safety and security of the ship.
The Master again confirmed that they had not been able to make contact with the small craft
and that each time they approached the small craft it moved away from them, manoeuvring in
a way that meant it was difficult to maintain a position alongside them.
The MRCC was asked by the ship operators how long the vessel would be on standby.
The MRCC, despite not being on scene, advised the small craft was in a hazardous situation
that could change in "two minutes", that the ship was ordered to stand by under the authority
of the MRCC until a suitable vessel was able to take over.
MSC 95/22/Add.2
Annex 27, page 32
Sometime later another vessel was instructed by the MRCC to deviate and proceed into
position for rescue coordination. The Master of the UK vessel was told he would be released
after handing over to the second vessel.
Approximately one hour later the second vessel was in the vicinity of the small craft and
the Master of the UK vessel asked the MRCC if they had received confirmation from the second
stand by vessel. The Master was advised that an MRCC in another State was now taking over
the case. At the same time the second stand by vessel reported to the MRCC that the small
craft did not need any assistance and resumed her passage.
Approximately 2 hours later the second stand by vessel was instructed by the new MRCC to
turn back and take over position as stand by. The second vessel was now 20 nautical miles
west of the small craft.
The Master of the UK vessel stood by the small craft, had several conversations with both
MRCC's involved and followed the instructions from the MRCC's throughout. The UK flagged
vessel was stood down some 9 hours after the initial request to render assistance.
The UK is quite clear what obligation its vessels are required to fulfil under SOLAS chapter V
in respect of a providing assistance to persons in distress at sea and also their duty to render
assistance as per Article 98 of UNCLOS. We are also assured that UK flagged vessels will
and do fulfil their obligations.
SOLAS chapter V regulation 33 places an obligation on the master of the ship "to proceed with
all speed to their assistance" upon "receiving information from any source". Regulation 33 does
however appear to be within the discretion of the ship responding to the request for assistance
in respect of ascertaining what assistance, if any, it should provide when it makes contact with
the ship.
It is the understanding of this delegation that, if having made contact with the ship and it is
ascertained that no assistance is requested (which would include the ship failing to respond to
an offer of assistance) it must be the case that any obligation under SOLAS chapter V,
regulation 33 has been discharged and the ship is able to proceed on its way.
The UK feels that it may be useful to provide some clarity in respect to the requests made for
a ship to remain in proximity to another ship on the chance that an emergency/distress situation
may occur as this delegation is a little unclear what the legal obligation is. It is our view that if
in the view of the master of the request vessel that it is has been ascertained that no assistance
is requested (which would include the ship failing to respond to an offer of assistance) or that
the threshold to render assistance has not been met then there is no legal obligation for the
vessel to stand by for prolonged periods of time.
Thank you, Mr. Chairman"
Statement by the delegation of the United States
"Thank you, Mr. Chairman.
The United States would like to thank the Secretariat for document MSC 95/21/4/Rev.1. We
are pleased to note the high level international engagement in addressing unsafe mixed
migration by sea.
MSC 95/22/Add.2
Annex 27, page 33
Let me begin by complimenting the efforts of our Italian and Maltese Navy and Coast Guard
colleagues, and those of other Member States, to protect the safety of life at sea in
the Mediterranean and in Southeast Asia.
The United States does not view the effort to address unsafe mixed migration by sea
exclusively as a function of search and rescue under the International Convention on Maritime
Search and Rescue. While some encounters with migrants at sea may require search and
rescue efforts, other encounters are fairly characterized as border control and law enforcement
activity to disrupt human smuggling activity. The United States further notes that migrant
smuggling is a transnational criminal activity that is most appropriately addressed through law
enforcement actions that target the criminal smuggling enterprises, while protecting the safety
and rights of the migrants. The UN Convention Against Transnational Organized Crime
(UNTOC) and its Protocol Against the Smuggling of Migrants by Land, Air, and Sea is the
appropriate international legal framework for addressing this activity and we urge its
implementation.
Some Member States have recommended reviewing national legislation for the purpose of
revisiting the definition of "distress." This delegation is unclear what the purpose of this type of
effort would be. We urge caution on disrupting the settled law and policy for effective search
and rescue to address the current surge in human smuggling activity in the Mediterranean.
What is clear is that continued international collaboration on law enforcement, border control
and rescue action is required. The United States supports further dialogue on this issue and
looks forward to continuing to work with Member States on these important issues.
We also wish to commend the efforts being taken by the European Union to address
the situation in the Mediterranean Sea. Again, we would like to conclude by commending all
of our naval and coast guard colleagues for their forthright action to protect the lives of migrants
at sea.
Thank you, Mr. Chairman."
Statement by the observer from BIMCO
"BIMCO would thank the IMO Secretary-General for this initiative. We would strongly support
the pragmatic and practical proposals of the EC and their efforts to deal with the problem.
We would also support the observations and comments of the UK and the USA and thank ICS
for their document, cautioning against over prescription within the guidance.
Mr. Chairman, many BIMCO Members have been involved already this year in rescues and
we are concerned with the growing reliance and perception that the industry is seen as another
SAR arm. There is a very real risk that this appears to be institutionalizing the role of
the industry in SAR in this field.
BIMCO has growing and serious concerns for the safety and security of vessels and crews.
The mass migration "perfect storm" alluded to by the UNODC is very accurate but if not
addressed ashore is likely lead to a serious and disastrous incident at sea. It would be naive
to think that this may not happen. We must ensure that however ethically and legally complex
dealing with the issue of the business model of these people smugglers, it must be deterred
and defeated now.
We would call on IMO to be proactive and pragmatic in supporting this effort. IMO resolution
MSC.167(78) is very specific as to the responsibility of all stakeholders and especially all
Governments."
MSC 95/22/Add.2
Annex 27, page 34
Statement by the delegation of Georgia
"Georgia fully supports the document MSC 95/21/5 submitted by the Government of Ukraine
on Foreign-flagged vessels calling at closed seaports in the territory of the Autonomous
Republic of Crimea and the city of Sevastopol (Ukraine).
The United Nations General Assembly Resolution entitled "Territorial integrity of Ukraine"
called upon all States, international organizations and specialized agencies not to recognize
any alteration of the status of the Autonomous Republic of Crimea and to refrain from any
action or dealing that might be interpreted as recognizing any such alteration.
National Maritime Authority of Georgia Maritime Transport Agency of the Ministry of Economy
& Sustainable Development of Georgia already has notified the shipowners, managers,
masters and any related persons of Georgian flagged ships that navigation in closed ports of
Crimean Peninsula is strongly prohibited and will be considered as the violation of territorial
integrity of Ukraine and is subject to appropriate legislation of Ukraine.
Georgia remains committed to upholding the sovereignty and territorial integrity of Ukraine.
Georgia also fully supports and respects the decision of the Government of Ukraine on closure
of its Sea Ports on Crimean peninsula."
Statement by the delegation of Ukraine
"Mr. Chairman,
Current developments in Ukraine caused by Russia's illegal occupation of Crimea and
aggression in Donbas clearly demonstrate that violation of international law by one Member
State causes serious damage to peace and security in the whole Europe with grave
implications for the safety of navigation, protection of the marine environment, search and
rescue of seagoing vessels in the Black Sea region.
It happened in Georgia in 2008. It happened in the Autonomous Republic of Crimea in 2014.
It is happening now in Donbas in 2015.
The imperialistic ambitions of one Member State the Russian Federation and its open military
aggression have created the worst crisis in Europe since the end of the Second World War.
The Malaysia Airlines Flight MH-17 tragedy and brutal terrorist acts in Volnovakha and
Mariupol committed by Russia-supported terrorists took the lives of hundreds of innocent
civilians. Such crimes should not be tolerated.
The Russian aggression against Ukraine is ongoing. Consistent fighting makes it difficult to
name accurate numbers of those killed and wounded. An average of ten people die every day
because of the Russian aggression against Ukraine. 6,362 people have been killed as
a result of Russian aggression as of 15 May 2015. 15,775 were wounded. Over 1.2 million
persons were registered as internally displaced persons. They fled from the temporarily
occupied territories that suffered from the Russian troops and Russian-backed terrorist groups.
Each victim will not be forgotten.
The military invasion of the Russian troops into the territory of peninsula began on
20 February 014 by blocking and seizing of Ukrainian civil and military facilities, administrative
buildings and infrastructure, illegitimate imposition of the pro-Russian Crimean Authorities,
convening of the so-called "referendum" of 16 March at the barrel of a Russian gun.
MSC 95/22/Add.2
Annex 27, page 35
In a documentary film for Russian state-run television, broadcast on 15 March 2015,
the Russian President admitted for the first time that the plan to annex Crimea had been
launched weeks before the so-called "referendum".
According to the UN General Assembly Resolution 3314 () of 14 December 1974
actions undertaken by the Russian Federation in the Autonomous Republic of Crimea and
the city of Sevastopol (as well as in the east of Ukraine) fall under the qualification of an act of
aggression against Ukraine. Under Article 2 of the UN Charter the forceful acquisition of
territory is illegal and, thus, cannot be retrospectively legitimized.
This delegation would like to draw the attention of the Committee to the UN General Assembly
Resolution 68/262 "The territorial integrity of Ukraine" of 27 March 2014 that calls upon all
States, international organizations and specialized agencies (including IMO) not to recognize
any alteration of the status of the Autonomous Republic of Crimea and the city of Sevastopol
on the basis of the referendum "having no validity" and to refrain from any action or dealing
that might be interpreted as recognizing any such altered status.
Ukrainian delegation once again stresses that the Russian Federation "taking over"
responsibility for international shipping issues, including the safety of navigation, protection of
the marine environment from ship pollution, search and rescue, ship registration, certification
of crew members of seagoing vessels in maritime areas adjacent to the Autonomous Republic
of Crimea and the city of Sevastopol, as an integral part of the territory of Ukraine does not
comply with the basic principles and norms of international law and the effective
legislation of Ukraine and shall be deemed illegal.
Ukrainian delegation assumes that all flag States, shipowners and captains are familiar with
the fact of the closure of seaports in the Autonomous Republic of Crimea and the city of
Sevastopol and with the risks of the entrance of these Ukrainian ports associated with it.
As Ukraine has already informed, the entry of vessels under foreign flags to the closed sea
ports in the Autonomous Republic of Crimea and the city of Sevastopol shall be considered as
a violation of international law, as acts, that undermine the sovereignty of Ukraine, as well as
violations of the national law of Ukraine, which entails the responsibility of the shipowners,
operators and masters of ships, including the criminal one, for violation of the order of
entry to the temporarily occupied territory of Ukraine and departure from it.
Ukraine is deeply concerned about the continuous military build-up by the Russian
Federation in the Crimean peninsula that poses additional threat to the safety of navigation
and protection of the marine environment in maritime areas adjacent to the Autonomous
Republic of Crimea and the city of Sevastopol, Ukraine.
Regardless of all warnings, Ukraine still observes foreign-flagged ships calling at closed
seaports in the territory of the Autonomous Republic of Crimea and city of Sevastopol. In
response to reiterated warnings by the Government of Ukraine ship masters have reacted by
disconnecting the Automatic Identification System (AIS) on ships when approaching
Crimean seaports. These actions are severe violations of the most significant IMO instrument,
the SOLAS Convention.
In view of the fact that Article 94 of the UNCLOS established that every State shall effectively
exercise its jurisdiction and control in administrative, technical and social matters over ships
flying its flag, Ukraine expects that the competent authorities of the States will ensure
the compliance by shipowners, operators and ship masters with the international law and
the national law of Ukraine, including the status of the closed ports, located in the temporarily
occupied territory of the Autonomous Republic of Crimea and the city of Sevastopol.
MSC 95/22/Add.2
Annex 27, page 36
The Foreign Ministry of Ukraine regularly notifies the Ministries of Foreign Affairs of flag States,
whose ships violate the aforementioned regime, requesting them to provide explanations
and to take all appropriate measures to prevent such violations in the future.
Many of our partners have duly fulfilled their obligations under UNCLOS and excluded
the relevant ships-perpetrators from their national registers, and some of them provided official
explanations of such actions.
In this regard, I would like to urge those Member States who received our respective
notifications and have not provided official responses to Ukraine, to do so. This information will
be transmitted to appropriate State authority of my country for future consideration and
adoption of the decisions in line with the national legislation.
Concluding my statement, I would like to stress that the biggest perpetrator of the regime of
the closed seaports of Ukraine is the Russian Federation which continues to elude its
responsibility and has not provided responses to Ukraine's communications on this particular
issue. As of 1 June 2015, eighty-seven vessels under its flag illegally entered closed seaports
in the Crimean peninsula.
I, therefore, kindly ask the Members of the Committee to support Ukrainian document, consider
the information provided therein and in my statement as well as to take actions as appropriate.
I would also like the above statement to be included into the final report of the current
MSC session.
Thank you."
Statement by the delegation of the United States
"The United States has read the submission of Ukraine, MSC 95/21/5, with great concern.
The paper describes a situation of significant uncertainty with considerable implications for
the safety and security of navigation in the area of Crimea. We are particularly concerned about
the reports of mariners disabling their AIS while navigating in the area.
Given the significant uncertainty of this situation and its considerable implications for the safety
and security of navigation, the United States urges all Member States to take these factors into
consideration when their ships are operating in this area.
Thank you, Mr. Chairman."
Statement by the delegation of Latvia
"Latvia, which currently holds the Presidency of the Council of the EU recalls, in the interest of
the European Union, that the European Union does not recognize and continues to condemn
the illegal annexation of Crimea and Sevastopol by the Russian Federation and that
the European Union will remain committed to fully implement its non-recognition policy.
The European Union remains committed to upholding the sovereignty and territorial integrity
of Ukraine."
___________

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E

MARITIME SAFETY COMMITTEE

REPORT OF THE MARITIME SAFETY COMMITTEE ON

RESOLUTION MSC.392(95) AMENDMENTS TO THE INTERNATIONAL

RESOLUTION MSC.393(95) AMENDMENTS TO THE INTERNATIONAL

RESOLUTION MSC.394(95) AMENDMENTS TO THE PROTOCOL OF 1978

RESOLUTION MSC.395(95) AMENDMENTS TO THE PROTOCOL OF 1988

RESOLUTION MSC.396(95) AMENDMENTS TO THE INTERNATIONAL

RESOLUTION MSC.397(95) AMENDMENTS TO PART A OF THE

DRAFT MSC RESOLUTION ON AMENDMENTS TO THE INTERNATIONAL

DRAFT MSC RESOLUTION ON AMENDMENTS TO PART A OF THE

DRAFT STCW CIRCULAR ON AMENDMENTS TO PART B OF THE

RESOLUTION MSC.398(95) AMENDMENTS TO PART B OF THE

DRAFT AMENDMENTS TO THE INTRODUCTION OF THE 2008 IS CODE

RESOLUTION MSC.399(95) AMENDMENTS TO THE GUIDELINES

DRAFT AMENDMENTS TO SOLAS REGULATION II-2/13

DRAFT AMENDMENTS TO THE 2011 ESP CODE

RESOLUTION MSC.400(95) AMENDMENTS TO THE REVISED

RESOLUTION MSC.401(95) PERFORMANCE STANDARDS FOR

DRAFT AMENDMENTS TO THE FSS CODE

BIENNIAL STATUS REPORTS OF THE SUB-COMMITTEES

PROVISIONAL AGENDAS FOR THE SUB-COMMITTEES

BIENNIAL STATUS REPORT OF THE MARITIME SAFETY COMMITTEE

PROPOSALS FOR THE HIGH-LEVEL ACTION PLAN OF THE

POST-BIENNIAL AGENDA OF THE MARITIME SAFETY COMMITTEE

MESSAGE OF THE UNITED NATIONS SECRETARY-GENERAL

DRAFT ASSEMBLY RESOLUTION ON ENTRY INTO FORCE AND

DRAFT ASSEMBLY RESOLUTION ON AMENDMENTS TO THE

STATEMENTS BY DELEGATIONS AND OBSERVERS

(See document MSC 95/22/Add.1 for annex 1)

THE MARITIME SAFETY COMMITTEE,

Regulation 55 Alternative design and arrangements

The existing paragraphs 1 to 3 are replaced with the following:

The engineering analysis shall be prepared and submitted to the Administration,

determination of the ship type, machinery, electrical installations,

identification of the prescriptive requirement(s) with which the

identification of the reason the proposed design will not meet

determination of the performance criteria for the ship, machinery,

performance criteria shall provide a level of safety not

performance criteria shall be quantifiable and measurable;

detailed description of the alternative design and arrangements,

technical justification demonstrating that the alternative design and

risk assessment based on identification of the potential faults and

The new part G is added after the existing part F as follows:

for which the building contract is placed on or after 1 January 2017;

in the absence of a building contract, the keels of which are laid or

the delivery of which is on or after 1 January 2021.

using their cargoes as fuel and complying with the requirements of

using other low-flashpoint gaseous fuels provided that the fuel

In paragraph 2.1.3.4, the word "and" is deleted.

In paragraph 2.1, the existing subparagraph .4 is replaced with the following:

At the end of existing paragraph 5.3.2.2, the following sentence is added:

Regulation 11 Structural integrity

At the end of existing paragraph 6.2, the following sentence is added:

The existing paragraph 3.1.2 is replaced with the following:

Performance of ventilation systems

The existing paragraphs 2.2 to 2.11 are renumbered accordingly.

FORM OF SAFETY CONSTRUCTION CERTIFICATE FOR CARGO SHIPS

The existing paragraph 2 is replaced with the following:

That the survey showed that:

the condition of the structure, machinery and equipment as defined

THE MARITIME SAFETY COMMITTEE,

Cargoes not listed in this Code

Application and implementation of this Code