The amendments are expected to enter into force on 1 July 2010.

Fire regulations on balconies
The MSC adopted amendments to SOLAS chapter II-2 and to the International Code for Fire Safety Systems (FSS Code) to strengthen the fire protection arrangements in relation to cabin balconies on passenger vessels. The amendments were developed in response to the fire aboard the cruise ship Star Princess, while on passage between Grand Cayman and Montego Bay, Jamaica, in March of this year. The fire began on an external balcony and spread over several decks.

The amendments to SOLAS chapter II-2 are aimed at ensuring that existing regulations 4.4 (Primary deck coverings), 5.3.1.2 (Ceilings and linings), 5.3.2 (Use of combustible materials) and 6 (Smoke generation potential and toxicity) are also applied to cabin balconies on new passenger ships.

For existing passenger ships, relevant provisions require that furniture on cabin balconies be of restricted fire risk unless fixed water spraying systems, fixed fire detection and fire alarm systems are fitted and that partitions separating balconies be constructed of non combustible materials, similar to the provisions for new passenger ships.

The amendments are expected to enter into force on 1 July 2008.

Prevention of accidents involving lifeboats
The MSC adopted an amendment to SOLAS regulation III/19.3.3.4 concerning provisions for the launch of free-fall lifeboats during abandon-ship drills. The amendment will allow, during the abandon-ship drill, for the lifeboat to either be free-fall launched with only the required operating crew on board, or lowered into the water by means of the secondary means of launching without the operating crew on board, and then manoeuvred in the water by the operating crew. The aim is to prevent accidents with lifeboats occurring during abandon-ship drills. The amendment is expected to enter into force on 1 July 2008.

Protective coatings
The MSC adopted the Performance standard for protective coatings of dedicated seawater ballast tanks on all new ships and of double-side skin spaces of bulk carriers, which will be made mandatory by way of amendments to SOLAS regulations II-1/3-2, also adopted at the session.

The SOLAS amendments are expected to enter into force on 1 July 2008 and the performance standard will apply to ships for which the building contract is placed on or after 1 July 2008; or, in the absence of a building contract, the keels of which are laid on or after 1 January 2009, or the delivery of which is on or after 1 July 2012.

Other amendments
The MSC also adopted a number of other amendments:

IMSO appointed to oversee new satellite providers
The Committee agreed that the International Mobile Satellite Organization (IMSO) was the appropriate Organization to undertake the oversight of future satellite service providers in the global maritime distress and safety system (GMDSS) and invited IMSO to undertake that role forthwith.

In essence, the MSC would determine the criteria, procedures and arrangements for evaluating and recognizing satellite services for participation in the GMDSS, while services recognized by the Committee would be subject to oversight by IMSO.

The MSC instructed the Sub-Committee on Radiocommunications, Search and Rescue (COMSAR 11) to redraft resolution A.888(21) Criteria for the provision of mobile-satellite communication systems in the GMDSS, to reflect the decisions and to submit it to MSC 83 with a view to adoption by the 25th IMO Assembly. COMSAR 11 was also invited to finalize any corresponding amendments to SOLAS chapter IV.

Goal-based new ship construction standards
The MSC re-established the Working Group on Goal-based Standards and further progressed the work on the issue.

The Committee has worked on the basis of a prescriptive approach for GBS for provisions for hull construction for bulk carriers and oil tankers and of a safety level approach for all other ship types.

With regard to the GBS for bulk carriers and oil tankers, the MSC has already agreed on a five-tier system, consisting of goals (Tier I), functional requirements (Tier II), verification of compliance criteria (Tier III), technical procedures and guidelines, classification rules and industry standards (Tier IV) and codes of practice and safety and quality systems for shipbuilding, ship operation, maintenance, training, manning, etc. (Tier V). Tier I goals and Tier II functional requirements have already been agreed in principle.

Following consideration of the matter, the MSC approved the Plan for the pilot project on trial application of the Tier III verification process using the IACS Common Structural Rules (CSR) and agreed that the nomination of candidates for the Pilot Panel should be open to all, while the selection of members by the MSC Chairman, in consultation with the Secretariat, would assure that the Panel would be balanced. The objective of the pilot project is to conduct a trial application of Tier III for oil tankers and bulk carriers with the intention of validating the Tier III verification framework, identifying shortcomings and making proposals for improvement.

The MSC agreed to include ergonomic principles as functional requirements in Tier II, and the Group prepared revised Tier II functional requirements.

The MSC noted that the Group agreed on a revised version of the Ship Construction File (SCF) and that the SCF, as a result of GBS, could become an independent mandatory requirement under SOLAS chapter II 1 and not part of the classification rules. However, most of the content in the file would emerge from the application of classification rules.

A correspondence group on GBS for oil tankers and bulk carriers was established, to monitor the pilot project and disseminate information on its progress and to develop draft SOLAS amendments for the incorporation of GBS for oil tankers and bulk carriers in SOLAS chapter II-1.

A Correspondence Group on the Safety Level Approach was established, to progress work to determine the current safety level in a holistic high-level manner, divided by ship types, in order to develop Tier I goals by: distinguishing ship types in a clear manner resulting in definitions of generic ship types for the purpose of statistical analysis; determining time windows to be used for historical data when establishing statistics for risk categories; and reviewing available statistical data. The Group will also consider the linkage between formal safety assessment (FSA) and GBS and consider the tier structure so far agreed for GBS for oil tankers and bulk carriers for use in the safety level approach.

Both groups will submit a report to MSC 83, scheduled for October 2007, which will also consider the report of the pilot project with the IACS CSR.

Measures to enhance maritime security
The MSC approved a circular on Interim Guidance on voluntary self assessment by Companies and company security officers (CSOs) for ship security.

The MSC also approved amendments to the Revised recommendations on the safe transport of dangerous cargoes and related activities in port areas (MSC/Circ.675), to include provisions intended to address the security of the transport of dangerous goods by sea.

It also approved amendments to the IMO/ILO/UNECE Guidelines for packing of cargo transport units (MSC/Circ.787) to broaden the scope of the guidelines to address the need for vigilance and the need for security procedures to be developed and followed by all concerned. The latter amendments will be forwarded to ILO and the UNECE for their consideration and approval.

Security of ships which do not fall within the scope of SOLAS chapter XI-2 and the ISPS Code
The MSC began consideration of issues relating to the security aspects of the operation of ships which do not fall within the scope of SOLAS chapter XI-2 and the ISPS Code (including cargo ships of less than 500 gross tonnage which travel on international routes).

The Committee agreed that non-SOLAS vessels shared the same operational environment as ships which fall within the scope of application of SOLAS chapter XI-2 and the ISPS Code and the operations of the former affect the security of the latter. Thus, it was necessary to address the security aspects of the operation of non-SOLAS ships in a systematic and analytical manner, so as to achieve a tangible enhancement of the global security net which the provisions of SOLAS chapter XI-2 and the ISPS Code were seeking to establish.

It was agreed also that any guidelines developed should be non mandatory and that their application should be under the purview of the individual Contracting Governments concerned and proportionate to the assessed levels of threat and risk.

A correspondence group was established to undertake a study to determine the scope of the issues and threats involved and to develop recommendatory guidelines on measures to enhance maritime security to complement measures required by SOLAS chapter XI-2 and the ISPS Code, which could be utilized by Contracting Governments and/or Administrations at their own discretion.

Security and facilitation issues related to the carriage of closed cargo transport units and of freight containers aboard ships
In relation to closed cargo transport units and containers, the Committee and the Facilitation Committee established a Joint MSC/FAL Working Group which met during the MSC session and began work on container and supply chain security, with a view to ensuring that the right balance is struck between enhanced security and the facilitation of maritime traffic. The Group, in its work, took into account the SAFE Framework of Standards to secure and facilitate global trade (the SAFE Framework of Standards) and the Authorized Economic Operator Guidelines, adopted by the World Customs Organization (WCO) in June 2005 and June 2006, respectively. The SAFE Framework of Standards was developed by WCO in response to a request from the 2002 SOLAS Conference which adopted SOLAS chapter XI-2 and the ISPS Code.

The Joint Working Group held initial discussions on the need to develop any relevant amendments to the SOLAS and/or FAL Conventions concerning closed cargo transport units and freight containers, to enhance maritime security whilst at the same time facilitating the movement of cargo. The MSC urged all member delegations and observers to consult with their experts in all aspects of the security and facilitation of maritime cargo and to submit their proposals on the security and facilitation of the movement of closed cargo transport units and of freight containers to the next session of the Facilitation Committee (FAL 34), for consideration by the next session of the joint MSC/FAL Working Group.

Long Range Identification and Tracking - technical specifications and guidelines
The MSC made progress on the development of the technical specifications of the components of the Long Range Identification and Tracking (LRIT) System, including the technical specifications for the International LRIT Data Exchange, the International LRIT Data Centre and for communication within the LRIT System network; protocols for the development testing of the LRIT System and for the testing of the integration into the system of new LRIT data centres; and guidance on setting up and maintaining the Data Distribution Plan.

It was agreed that the ad hoc Working Group on engineering aspects of LRIT should be reconvened to further develop the draft technical specifications; update the required technical documents; prepare a technical costing and billing standard for LRIT; consider technical issues and develop technical criteria to be taken into account when establishing the International LRIT Data Centre and the International LRIT Data Exchange; liaise with the IMO Secretariat regarding consistency, security and other aspects of the Data Distribution Plan with the technical specifications; and ensure that the testing documents completely address the Performance Standards.

The Group is scheduled to meet in the week before the Sub-Committee on Radiocommunications, Search and Rescue (COMSAR 11, scheduled for 12-16 February 2007), and COMSAR was also instructed to consider issues relating to LRIT, particularly matters other than the specific engineering aspects.

In considering the role of performance review and audit of certain aspects of the LRIT system, the MSC appointed the International Mobile Satellite Organization (IMSO) as the LRIT Co-ordinator.

The new regulation on LRIT, which is included in SOLAS chapter V on Safety of Navigation, was adopted at the last MSC session in May, along with related performance standards. LRIT will be introduced as a mandatory requirement for the following ships on international voyages: passenger ships, including high-speed craft; cargo ships, including high-speed craft, of 300 gross tonnage and upwards; and mobile offshore drilling units. If accepted by 1 July 2007, the regulation is expected to enter into force on 1 January 2008 and will apply to ships constructed on or after 31 December 2008 with a phased-in implementation schedule for ships constructed before 31 December 2008. LRIT is intended to be operational with respect to the transmission of LRIT information by ships as from 31 December 2008.

Role of the human element
The Joint MSC/MEPC Working Group on Human Element met during the session to consider human element issues.

Explosions on chemical and product carriers
The Group reviewed the report of the Inter-Industry Working Group (IIWG) and the Human Factors Task Group (HFTG), established to study the reported incidents of explosions on chemical and product carriers and agreed that it was difficult to draw conclusive analysis from existing casualty reports due to the lack of human element considerations during these investigations, such as investigators asking the relevant questions to determine if the human element was a contributing factor in the casualty. Nonetheless, the industry's review of its procedures and guidelines was a very positive step towards addressing the issue. Member States were urged to provide reports of casualty investigations to the Sub Committee on Flag State Implementation (FSI) expeditiously, with a view to arriving at constant and consistent analysis to ensure that such accidents and incidents do not recur.

It was agreed that there was a need to review and strengthen requirements for Dangerous Cargo Endorsements (DCEs) and proposals were invited with regards to the need for extending the requirements for DCEs to operational shore staff including terminal personnel and cargo surveyors. The Sub-Committee on Standards of Training and Watchkeeping (STW) was invited to review the requirements leading to DCEs for seafarers, under its agenda item "Comprehensive review of the STCW Convention and the STCW Code".

Impact of ISM Code
The Human Element Working Group also considered the report of the Group of Independent Experts (GIE) established by the Secretary-General to analyze the impact of the ISM Code and its effectiveness in the enhancement of safety of life at sea and protection of the marine environment.

The Committee agreed with the recommendations made by the GIE, in particular that: guidelines for Administrations should be revised to make them more effective and user-friendly; and guidelines and associated training should be developed to assist companies and seafarers in improving the implementation of the Code. It also agreed that the results of the study should be given wide publicity across the industry.

In discussing the GIE's conclusions, the MSC agreed that the paperwork that supports ISM compliance should be proportionate to the size, type and operation of the company; concise and user-friendly; and relevant to the operations related to safety and environmental protection.

The Committee noted that the industry had identified common areas between the ISM and ISPS Codes and that resolution A.852(20) on Guidelines for a structure of an integrated system of contingency planning for shipboard emergencies, may provide guidance to handle or manage common areas of the ISM and ISPS Codes.

It was noted that, in order to properly motivate seafarers, companies should take into account feedback from shipboard personnel, including the outcome of shipboard safety committees to improve their operations and procedures relating to safety and environmental protection and it was essential for the company to respond in a constructive and timely fashion to any feedback received from seafarers operating the safety management system (SMS). Since seafarers are integral to the effective operation of the SMS, they should, therefore, be involved in the development and improvement of the system in order to ensure that the manuals are proportionate, concise and relevant.

Near misses
The MSC agreed there was a need to encourage companies and seafarers to document and record information on near misses and hazardous situations in order to understand the precursors to events that were detrimental to safety and the marine environment. It invited Member Governments, intergovernmental and non-governmental organizations in consultative status to submit proposals to the next session of the Joint MSC/MEPC Working Group on the Human Element, which is scheduled to be reconvened at MEPC 56 (9 to 13 July 2007).

Implementation of the revised STCW Convention
The list of Parties deemed to be giving full and complete effect to the provisions of the International Convention on Standards of Training, Certification and Watchkeeping for Seafarers (STCW), 1978, as amended, was updated when the Secretary-General submitted his report on those countries whose reports of independent evaluations had been completed since the previous MSC meeting.

The list of confirmed Parties to the STCW convention now has 117 Parties. (MSC.1/Circ.1164/Rev.2).

Other issues
The MSC considered other issues arising from the reports of Sub-Committees and other bodies, and:

Resolutions adopted

List of circulars and circular letters approved by MSC 82

MSC.1 circulars

Briefing 48, 19 December 2006

For further information please contact:
Lee Adamson, Head, Public Information Services on 020 7587 3153 (media@imo.org) or
Natasha Brown, External Relations Officer on 020 7587 3274 (media@imo.org).