IMO Maritime Safety Committee

One Hundred and Third session

(MSC 103)

Summary Report
Overview of outcomes
Below are some of the discussions and decisions from MSC 103 which have greater significance for current
practices. More detail, and other discussions, are given under the relevant subject headings in the document.

• MSC 103 concluded the Regulatory Scoping Exercise (RSE) for Maritime Autonomous Surface Ships
(MASS) (agenda item 5) and agreed that member States would need to submit proposals for the way
forward. The results of the RSE are to be published as an MSC Circular and highlight a number of key
themes and common gaps in IMO instruments that would need to be addressed in order to support
incorporation of MASS into the regulatory framework for shipping.
• Discussions on measures to enhance the safety of ships relating to the use of fuel oil (agenda item
6) continued with the development of draft preliminary amendments to SOLAS and draft preliminary
mandatory requirements for the documentation of the actual flashpoint of the fuel batch when
bunkering. This work was not finalised and will continue through an intersessional correspondence
group.
• MSC 103 noted the progress of the ongoing work on COVID-19 (agenda item 20) with regard to the
welfare of seafarers, the Seafarer Crisis Action Team and the facilitation of crew changes, and
developed recommendations for the vaccination of seafarers as keyworkers.

Introduction
MSC 103 took place 5-14 May 2021 as a virtual meeting. This briefing summarises the discussions and
outcomes which are relevant to the work of Lloyd's Register. As well as the adoption of amendments to
mandatory instruments that were approved at MSC 102, this meeting also addressed the items postponed
from MSC 102 including:

• Maritime Autonomous Surface Ships (MASS) (agenda item 5);

• Development of further measures to enhance the safety of ships relating to the use of fuel oil; (agenda
item 6);
• Measures to improve domestic ferry safety (agenda item 8);
• Proposals for new outputs (included in this report under the relevant agenda items).

Additional Information
Lloyd’s Register’s MSC 103 Agenda Preview

Adoption of Amendments to Mandatory Instruments

(Agenda item 3)

Please note that full descriptions of the amendments to SOLAS and other mandatory instruments that were
adopted by MSC 103 are included under the appropriate subject headings.

• MSC resolution on amendments to the International Code on the Enhanced Survey Programme of
Inspections during Surveys of Bulk Carriers and Oil Tankers, 2011 (2011 ESP code)
• MSC resolution on amendments to SOLAS regulation II-1/25-1 on Water level detectors on multiple
hold cargo ships other than bulk carriers and tankers & Chapter III/33 Survival craft embarkation and
launching arrangements

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 • MSC resolution on amendments to Chapter 9 of the International Code of Fire Safety Systems (FSS)
Code
• MSC resolution Amendments to Chapter IV of the International Life – Saving Appliance (LSA) Code
• MSC resolution Amendments to the revised recommendation on testing of life-saving appliances
(MSC.81(70))
• MSC resolution on amendments to the International Convention on Standards of Training,
Certification and Watchkeeping for Seafarers (STCW) 1978 as amended
• MSC resolution on amendment to section A-I/1 of the Seafarers Training, Certification and
Watchkeeping (STCW) Code

MSC 103 deferred adoption of the following to MSC 104 (October 2021)

• Draft MSC resolution on Amendments to the Protocol of 1988 Load Line Convention; the IBC and IGC
Codes and MARPOL Annex I regarding watertight doors on cargo ships

Ship Construction, Hull Structure and Stability

(Agenda items 3 & 18)

Ship structures associated with surveys

Additional Information
Lloyd’s Register’s SDC 7 Summary Report

MSC 103 adopted the following:

MSC resolution on amendments to the International Code on the Enhanced Survey Programme of
Inspections during surveys of Bulk Carriers and Oil Tankers, 2011 (2011 ESP Code) as amended by
MSC.461(101)

The 2011 ESP Code, as amended by resolution MSC.461(101), in annex B, part A, annex 2, prescribes the
following thickness measurements to be taken at the first renewal survey of double-hull oil tankers;

• One section of deck plating for the full beam of the ship within the cargo area;
• Measurements, for general assessment and recording of corrosion pattern, of those structural
members subject to close-up survey according to annex 1; and
• Suspect areas.

Industry has undertaken extensive data collection from oil tankers during thickness measurements at the first
renewal survey of the areas identified in annex B, part A, annex 2 to evaluate the actual wastage. As a
consequence, these draft amendments limit thickness measurements at the first renewal survey of double
hull oil tankers to suspect areas only and bring the requirements in line with those for bulk carriers. The
column entitled “Renewal Survey No.1” in annex B of part A, annex 2 of the 2011 ESP Code, as amended by
resolution MSC.461(101), is amended to reflect the changes.

Application: The amendments will enter into force 1 January 2023 and will apply to new and existing double
hull oil tankers only.

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MSC 103 agreed to the following proposals for new work:

• Revision of the 1979, 1989 and 2009 MODU Codes to prohibit the use of materials containing
asbestos, including control of storage of such materials on board. As of 1 July 2011, the use of
materials containing asbestos during the construction or conversion, replacement of machinery,
electrical installations and equipment on ships subject to SOLAS is completely prohibited. However, it
has been noted that the provisions of the MODU Code do not fully correspond to SOLAS requirements.
This will be included on the agenda of SSE 8 (Spring 2022) and is expected to be concluded at SSE 9.
• Amendments to the ESP Code to address issues that were identified during the marine safety
investigation into the loss of the MV Stellar Daisy. The investigation determined MV Stellar Daisy
foundered due to a structural failure in the No.2 port water ballast tank (WBT) that initiated
progressive structural failure in the cargo length and a total loss of buoyancy. Although corrosion can
occur in ballast tanks on both bulk carriers and tankers, the inspection requirements in the 2011 ESP
Code for ballast tanks on bulk carriers are less stringent than those for tankers. These proposed
amendments are intended to align the requirements for inspections of void spaces bounding cargo
holds with the existing requirements for inspections of WBTs. This work will be considered under the
standing agenda item ‘Amendments to the ESP Code’ at the SDC sub-committee.

MSC 103 did not agree to the following proposal for new work:

• Proposal for a new output to amend SOLAS chapter XII on additional safety measures for bulk
carriers and to revise the Unified Interpretations of SOLAS regulations XII/4.2 and XII/5.2
(MSC/Circ.1178) in order to address safety issues that were identified during the marine safety
investigation into the loss of the MV Stellar Daisy, namely:
– Inconstancies with the inspection requirements for ballast tanks on bulk carriers with hard
coatings and tankers with hard coatings.
– Alignment of the requirements for inspections of void spaces bounding cargo holds with the
existing requirements for inspections of water ballast tanks.

MSC 103 agreed that SDC 8 should review the proposal and determine if there was justification for the
proposed work and subsequent amendments to SOLAS and report their findings to MSC 105.

Subdivision and Stability (SDC)

(Agenda items 3 & 18)

MSC 103 adopted the following:

MSC resolution on amendment to SOLAS regulation II-1/25-1 on Water level detectors on multiple hold
cargo ships other than bulk carriers and tankers

SOLAS II-1/25 currently requires single hold cargo ships of less than 80 metres (100 metres if constructed
before 1 July 1998) to have a water level detection alarm. These ships are not required to have a damage
stability assessment which means that there is no requirement to assess the effect of flooding of the cargo
hold. Should damage occur and water start to enter the hold, there is a need for the crew to be aware of the
situation so that appropriate mitigating actions can be taken.

This new regulation is in response to the sinking with loss of life of the “El Faro” which, as a multi-hold ship,
did not require a water level detection alarm to be fitted.

The new regulation requires all cargo ships not covered by the current regulations to have a water level
detection alarm fitted, irrespective of length, the presence of wing tanks or the applied damage stability
standard. The water level detectors shall give an audible and visual alarm at the navigation bridge when the

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water level reaches a height of not less than 0.3m above the bottom of the cargo hold and again when the
water level reaches a height not less than 15% of the depth of the cargo hold. An additional paragraph allows
for an alternative of a bilge level alarm sensor located in the cargo hold bilge wells, or other suitable location
in the aft end of the cargo holds, serving the bilge pumping arrangements required by regulation 35-1 and
giving audible and visual alarms at the navigation bridge, to be fitted.

Application: The new regulation will enter into force 1 January 2024 and apply to cargo ships constructed on
or after 1 January 2024. Tankers are excluded from the scope of application.

MSC 103 agreed that consequential amendments to MSC.188(79) Performance standards for water level
detectors on bulk carriers and single hold cargo ships other than bulk carriers arising from the adoption of
new SOLAS regulation II-1/25-1 were necessary and referred the work back to the SDC sub-committee for
completion at SDC 8 (Spring 2022).

MSC 103 deferred adoption of the following to MSC 104:

Draft MSC resolution on amendments to the Protocol of 1988 Load Line Convention; the IBC and IGC
Codes and MARPOL Annex I regarding watertight doors on cargo ships

In order to address inconsistencies in various IMO instruments, MSC 102 approved amendments to the 1988
Load Line Convention and the IBC and IGC Codes and noted the proposed amendments to MARPOL Annex I.
These draft amendments align the requirements for doors in watertight bulkheads with the requirements of
the SOLAS Convention:

• Draft amendments to the Protocol of 1988 Load Line Convention: regulation 27 (13)(a)
• Draft amendments to the IBC Code (subject to concurrent approval by MEPC 76): Chapter 2 paragraph
2.9.2.1
• Draft amendments to the IGC Code: Chapter 2 paragraph 2.7.1.1

In all cases the amendments add the following text to the requirements:

‘hinged watertight access doors with open/closed indication locally and at the navigation bridge and be of
the quick-acting or single-action type that are normally closed at sea, hinged watertight doors that are
permanently closed at sea and side scuttles of the non-opening type’.

The addition of the above text allows for hinged watertight doors where previously the regulations only
included remotely operated sliding watertight doors.

However, MSC 103 decided that further discussion was needed regarding the application provision and so
deferred adoption to MSC 104. This will not affect the expected entry into force of 1 January 2024.

Draft amendments to the Protocol of 1988 Load Line Convention

This is a minor correction to International Convention on Load Lines (ICLL) regulation 22 which removes the
word ‘inlets’ to align the sentence with the wording of table 22.1.

As this minor correction is included in the draft resolution above, adoption was also deferred to MSC 104.
Once adopted it will enter into force 1 January 2024.

MSC 103 agreed to the following proposals for new work:

• Development of amendments to SOLAS regulation II-1/3-4 to apply requirements for emergency

towing equipment for tankers to other types of ships This extends the emergency towing
arrangements already applicable to tankers of not less than 20,000 tonnes deadweight, to all types of
large new ships, as the size of ships today no longer allows for emergency towing without suitable
equipment. This work will be included on the agenda of SDC 8 (expected Spring 2022) and is expected

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 to be completed the following year. SDC have also been tasked to define ‘large ships’ as part of this
work. Any amendments to SOLAS developed as part of this work will not enter into force before 1
January 2028.
• Revision of the Interim Explanatory Notes addressing the safe return to port (MSC.1/Circ.1369)
and related circulars Over time it has become apparent that the acceptance criteria and certain key
terms such as "remain operational" and "manual actions" are not defined clearly. This has given rise to
the need for numerous clarifications and interpretations hence the need for a review to update and
improve the content of the guidance. This work will be referred to the SDC sub-committee but is not
expected to start until 2024 at the earliest.

Fire Protection, Detection and Extinguishing

(Agenda items 3, 16 & 18)

Additional Information
Lloyd’s Register’s SSE 7 Summary Report

MSC 103 approved the following:

MSC.1/Circ.1318/Rev.1 Guidelines for the maintenance and inspections of fixed carbon dioxide fire-
extinguishing systems (MSC.1/Circ.1318)

Investigations into recent incidents on board ships involving the unintended release of CO2 from fire-
extinguishing systems prompted amendments to the periodical tests so that within a 20-year period all the
cylinders should be tested. Likewise, flexible hoses should be replaced at the intervals recommended by the
manufacturer but not exceeding 10 years. Inconsistencies identified between the revised text and that of
MSC.1/Circ.1432 Revised guidelines for the maintenance and inspection of fire protection systems and
appliances have also been addressed.

MSC 103 adopted the following:

MSC resolution on amendments to Chapter 9 of the International Code of Fire Safety Systems (FSS) Code

SSE 7 developed fault isolation requirements for individually identifiable fire detector systems (installed in
lieu of section identifiable fire detector systems) on cargo ships and passenger ship cabin balconies.

The two systems can be defined as:

• A section identifiable system – "a system with the capability of identifying the section in which a
detector or manually operated call point has activated" (paragraph 1.2.2 of chapter 9 of the FSS Code);
• An individually identifiable system – "a system with the capability to identify the exact location and
type of detector or manually activated call point which has activated, and which can differentiate the
signal of that device from all others" (paragraph 1.2.3 of chapter 9 of the FSS Code).

The amendments to the FSS Code chapter 9 add a new paragraph 2.1.8, thus:

"2.1.8 In cargo ships and in passenger ship cabin balconies, where an individually identifiable system
is fitted, notwithstanding the provisions in paragraph 2.1.6.1, isolator modules need not be provided
at each fire detector if the system is arranged in such a way that the number and location of
individually identifiable fire detectors rendered ineffective due to a fault would not be larger than an
equivalent section in a section identifiable system, arranged in accordance with paragraph 2.4.1."

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Application: The amendments will enter into force 1 January 2024. They will apply to new and existing cargo
ships (when systems are re-fitted) and passenger ship cabin balconies to which SOLAS II-2 applies.

MSC 103 agreed to the following proposals for new work:

• Development of amendments to SOLAS chapter II-2 and the FSS Code concerning detection and
control of fires in cargo holds and on the cargo deck of containerships. In the past two years there
have been several cases of container-related fires occurring on board containerships with serious
consequences. The review will include fixed fire protection systems for cargo holds; fire-fighting
equipment on deck and fire-fighters' communication equipment with a view to amending SOLAS and
the FSS Code, as required. This work will be included on the agenda of SSE 8 (Spring 2022) and is
expected to be concluded the following year. Any amendments to SOLAS and the FSS Code will apply
to new ships and will not enter into force before 1 January 2028.
• Revision of the 2010 FTP Code to allow for new fire protection systems and materials, to take
account of the numerous Unified Interpretations (UI’s) that have been published to clarify the
requirements; revised test standards developed by ISO and new fire protection systems and materials.
This work will be referred to the SSE sub-committee but is not expected to start until 2024 at the
earliest. Any amendments to SOLAS and the FTP Code will not enter into force before 1 January 2028.

Life Saving Appliances and Arrangements

(Agenda items 3, 16 & 20)

Additional Information
Lloyd’s Register’s SSE 7 Summary Report

Minor correction to MSC resolution MSC.81(70) Revised recommendation on testing of life-saving

appliances (as amended) to correct the references to standards for coated fabric material tests for
inflatable liferafts

ISO Standard 6065 (Shipbuilding and marine structures - Inflatable liferafts - Materials) has been withdrawn by
ISO and replaced by ISO 15372:2000. However, it was noted that in the new standard the temperature of the
oil resistance test for coated fabric materials for liferafts had been increased from 20o to 70o which could have
had a substantive impact on the testing of fabrics.

MSC 103 noted that the correction to the typographical error in the temperature for the oil resistance test was
published as ISO 15372:2000/Amd 1:2021 on 4 February 2021 and agreed to a minor amendment to the
resolution to reflect this.

MSC 103 referred the consideration of consequential amendments to MSC.1/Circ.1630 Revised standardised
life-saving appliance evaluation and test report forms (survival craft) to SSE 8 (Spring 2022).

MSC 103 did not approve the following:

Draft MSC Circular interim guidelines on safe operation of onshore power supply (OPS) service in port
for ships engaged on international voyages

The draft guidelines are intended to provide an international operational standard for the safe operation of
the OPS service in port on ships engaged on international voyages and do not apply to the electrical power
supply during docking periods, e.g. dry docking and other out of service maintenance and repair. SSE 7
decided to keep the interim guidelines under review (hence ‘interim’) and to amend them in view of any
experience gained through their application.

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However, as HTW 7 had not been able to review the personnel, training and familiarisation provisions and that
further modifications to the draft text to ensure consistency with IEC standard IEC62613-1 were proposed,
MSC 103 returned the draft circular to SSE 8 for further consideration.

MSC 103 adopted the following:

MSC resolution on amendments to SOLAS Chapter III;

MSC resolution Amendments to Chapter IV of the International Life – Saving Appliance (LSA) Code;

MSC resolution Amendments to the revised recommendation on testing of life-saving appliances

(MSC.81(70));

MSC Circular Voluntary early implementation of the amendments to SOLAS Chapter III and the LSA Code
adopted by the above resolutions.

SOLAS regulation III/33.2 and paragraph 4.4.1.3.2 of the LSA Code currently refer to ‘lifeboats’ which could be
read as ‘all lifeboats including free-fall lifeboats (FFLB)’. The text has been clarified to remove the
requirements to launch free-fall lifeboats with the ship making headway at speeds up to 5 knots in calm water.

Application: The amendment to SOLAS Chapter III, the LSA Code and MSC.81(70) as amended will enter into
force 1 January 2024 or earlier if applied on a voluntary basis by the flag State. The amendment applies to
ships with free-fall lifeboats.

Polar Ships
(Agenda item 15 – Ship Design and Construction)

Additional Information
Lloyd’s Register Polar Code page

MSC 103 approved the following:

MSC Circular - Guidelines for safety measures for fishing vessels of 24m in length and over operating in
polar waters.

The Polar Code entered into force for new SOLAS ships constructed on or after 1 January 2017 and to existing
ships at the first intermediate or renewal survey after 1 January 2018. It is not applicable to ships which do not
have to comply with SOLAS, e.g. cargo ships less than 500 gross tonnage (GT), naval ships, fishing vessels,
pleasure yachts, and ships not engaged on international voyages. However, given the number of fishing
vessels and pleasure yachts which get into difficulties in the polar waters and the complexities involved in
conducting search and rescue (SAR) operations in these areas, the IMO previously agreed that
recommendatory measures should be developed to cover these types of vessel.

The guidelines for fishing vessels of 24m in length and over include:

• A maximum expected rescue time of 5 days (as specified in the Polar Code), which means the design of
equipment and systems needs to provide survival support of not less than 5 days.
• Requirements for personal and group survival kits.
• The need for training of personnel to operate safely in conditions expected in Polar waters. This is in
addition to the requirements specified in STCW-F.

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 • Direct reference to the 2012 Cape Town Agreement was excluded from the guidelines as it has not yet
entered into force. Instead a general reference was made in the preamble showing its alignment to the
Agreement.
• It is important to note that these guidelines are recommendatory and not mandatory.

MSC Circular - Guidelines for safety measures for pleasure yachts of 300 GT and above not engaged in
trade operating in polar waters:

• These guidelines have been developed to supplement existing industry and/or national standards and
are aimed at increasing the safety of pleasure yachts and persons on board when operating in polar
waters.
• As per the Polar Code the maximum time of rescue is specified as not less than 5 days which means the
design of equipment and systems needs to provide survival support of not less than 5 days. Any
pleasure yacht operating in polar waters should take account of the distance from search and rescue
facilities.
• Requirements for personal and group survival kits. Crews should be provided with appropriate
equipment and training to safely evacuate an individual in a medical emergency from the pleasure
yacht.
• Advice on voyage planning through polar waters.
• It is important to note that these guidelines are recommendatory and not mandatory.

MSC 103 noted that the SDC sub-committee is currently drafting guidelines for commercial yachts of 300GT
and above but less than 500GT trading in polar waters.

MSC 103 also noted that the intersessional correspondence group has completed its work on the draft new
SOLAS chapter XV and the draft Code on the Carriage of More Than 12 Industrial Personnel on board
Vessels Engaged on International Voyages (IP Code). These are now expected to be completed at SDC 8
(Spring 2022).

Autonomous Ships
(Agenda item 5)

Additional Information
Lloyd’s Register LR Code for Unmanned Systems (UMS) (Feb 2017) and MSC 101 Summary Report

For background, MSC 98 agreed to a proposal to carry out a Regulatory Scoping Exercise (RSE) in relation to
the use of Maritime Autonomous Surface Ships (MASS), the aim of which was to determine how safe, secure
and environmentally sound MASS operations might be addressed in IMO instruments.

MSC Circular – Outcome of the Regulatory Scoping Exercise for the use of Maritime Autonomous Surface
Ships (MASS).

MSC 103 finalised the Regulatory Scoping Exercise the outcome of which is reported in this MSC circular. This
completes the review of all of the instruments within the MSC remit with respect to the four defined degrees of
MASS listed below. The review establishes a set of common gaps and themes and identifies the most
appropriate way of addressing MASS operations within such instruments.

For the purpose of the RSE, MASS is defined as a ship, which to a varying degree can operate independently of
human interaction. Four ‘degrees of autonomy’ have been identified and defined as:

• Degree One: Ship with automated processes and decision support

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

MSC 103 agreed that given the complexity of the work, an efficient and systematic approach with a timeline
for future work was important for the development and adoption of MASS instruments. Such a timeline or
work plan could be developed when output proposals were received by the Committee. MSC 103 also noted
that the best way forward to address MASS in the IMO regulatory framework could be in a holistic manner
through the development of a goal-based MASS instrument.

Member States are expected to submit proposals for the next stages of the work to MSC 104.

MSC 103 also considered the establishment of a joint LEG/MSC/FAL working or correspondence group to co-
ordinate MASS related regulatory work but after discussion it was decided that it was premature without a
proposal or plan for future work.

Navigation and Communications

(Agenda item 14)

Additional Information
Lloyd’s Register’s NCSR 7 Summary Report

MSC 103 approved:

MSC Circular - Amendments to the IAMSAR Manual

MSC 103 approved the proposed amendments to the IAMSAR manual. The amendments are mostly editorial
and address developments related to the modernisation of the GMDSS, including the introduction of IMO
recognised mobile satellite service providers other than Inmarsat. They also include ‘action cards’ added to
Volume III section 12. The amendments will be included in the new edition of the IAMSAR manual which is
expected to be published 1 June 2022.

Shipowners, Operators and Masters should note that the IAMSAR Manual is a surveyable item and ships are
required to carry the most up to date edition.

MSC 103 agreed to the following proposals for new work:

• Development of amendments to SOLAS chapter V and performance standards and guidelines to

introduce VHF Data Exchange System (VDES). The Very High Frequency (VHF) Data Exchange System
(VDES) integrates the functions of terrestrial and satellite VHF data exchange, Application Specific
Message (ASM) and Automatic Identification System (AIS) enabling the exchange of digital data. It was
agreed that there is now a need to amend SOLAS chapters IV and V to introduce the use of VDES and to
develop performance standards and guidelines to facilitate the widespread adoption of the system.
While it is not anticipated that this work will start before 2024, because the system is already in use,
MSC 103 agreed that any amendments to SOLAS that are developed could be considered exempt from
the usual four-year amendment cycle. An informal correspondence group will meet in the intervening
period to develop the draft performance standards.
• Development of performance standards for a digital navigational data system (NAVDAT) for the
reception of maritime safety and security-related information. NCSR has previously considered that
not enough data was available on the performance of NAVDAT to be included for operation in the

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 GMDSS. However, the technical standards for the NAVDAT system using MF and HF have now been
published by ITU-R. This work is not expected to start until after 2024.

MSC 103 did not support the following proposal for new work:

• A proposal to partially revise COLREG 1972 for vessels carrying special types of cargoes. The
proposal stems from the collision between bulk carrier MV CF Crystal and the oil tanker MT Sanchi in
the East China Sea, and proposed revisions to lights and day signals to provide early information to
vessels in the vicinity of ships carrying special cargo. MSC 103 decided that the regulations already in
the COLREG were adequate and that the proposed changes to lights and day signals would be
confusing.

Human Element, Training and Watchkeeping

(Agenda items 3 & 13)

MSC 103 considered urgent items referred from HTW 7 and endorsed the establishment of a correspondence
group on ‘COVID-19 Training and Certification Matters’ to identify the main challenges with issuing and
renewing certificates, endorsements and extensions of validity and the provision of refresher training. The
correspondence group will report to MSC 104 (Oct 2021) in order to expedite the matter.

MSC 103 adopted the following:

MSC resolution on amendments to the International Convention on Standards of Training, Certification

and Watchkeeping for Seafarers (STCW) 1978, as amended

This amendment adds the following definition to regulation I/1.1:

".44 High-voltage means an alternating current (AC) or direct current (DC) voltage in excess of 1,000 volts."
Application: This amendment will enter into force 1 January 2023.

MSC resolution on amendment to section A-I/1 of the Seafarers Training, Certification and
Watchkeeping (STCW) Code

To include the capacity "electro-technical officer" in the definition of "operational level", as a consequential
amendment to the introduction of this capacity as part of the 2010 Manila Amendments.
Application: This amendment will enter into force 1 July 2023.

Carriage of Cargoes and Containers

(Agenda item 18 -Work Programme)

MSC 103 agreed the following proposal for new work:

• Development of measures regarding the detection and mandatory reporting of containers lost at
sea that may enhance the positioning, tracking and recovery of such containers. Containers lost at
sea represent a potential danger to maritime safety and a threat to the environment, particularly with
regard to the plastics they contain. This work will be referred to the CCC sub-committee but isn’t
expected to commence before 2023.

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International Code for the Construction and Equipment
of Ships Carrying Liquified Gases in Bulk (IGC Code)
(Agenda items 3 & 18)

MSC 103 deferred adoption of the following to MSC 104:

Draft MSC resolution on amendments to the International Code for the Construction and Equipment of
Ships Carrying Liquified Gases in Bulk (IGC Codes) regarding watertight doors on cargo ships

Please see the section on Subdivision and Stability for details.

MSC 103 agreed to the following proposal for new work:

• Review of the IGC Code, as amended by resolution MSC.370(93). After discussion it was agreed to
expand the scope of this new work proposal to cover a general review of the IGC Code and not just the
numerous Unified Interpretations (UI’s) that have been published since the Code came into force in
2016. The work will be included on the agenda for the SDC sub-committee for 2022 and is expected to
be finalised in 2023. Any amendments are not expected to enter into force before 1 January 2028.

Development of further measures to enhance the safety

of ships relating to the use of fuel oil
(Agenda item 6)

After some discussion at MSC 99 on the safety issues related to low sulphur fuel oil, MSC 100 considered a
proposal that the issue of “fuel oil safety” which is currently regulated in MARPOL Annex VI should be brought
within the purview of the MSC (rather than the MEPC) and possibly incorporated into SOLAS. MSC 100 decided
that MARPOL should remain under the auspices of the MEPC Committee but agreed that MSC should take a
more robust stance on the safety issues related to fuel.

After considering the Report of the Correspondence Group, MSC 103:

• Drafted preliminary SOLAS amendments on the reporting of confirmed cases where oil fuel suppliers
have failed to meet the flashpoint requirements specified in SOLAS regulation II-2/4.2.1, and on
actions against such oil fuel suppliers.
• Drafted preliminary mandatory requirements regarding the documentation of the flashpoint of the
actual fuel batch when bunkering.
• Progressed the development of guidelines for ships to address situations where indicative test results
suggest that the oil fuel supplied may not comply with flashpoint requirements.

MSC 103 also re-established the intersessional correspondence group in order to progress the work, reporting
to MSC 105 (expected June 2022).

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Measures to improve domestic ferry safety
(Agenda item 8)

MSC 100 noted information submitted on the high frequency of ferry incidents, mainly involving domestic
ferries in developing countries, which have led to high numbers of casualties. It was noted that from January
to September 2018, 802 people were dead or missing due to ferry incidents (all in domestic waters), of which
seven incidents were serious, each causing 30 or more casualties.

IMO agreed to a plan of work which includes:

• Collection and analysis of best practices

• Development of model regulations on domestic ferry safety
• Incorporation of the model regulations in domestic law
• Development of online training material on domestic ferry safety

MSC 103 considered the proposed Model Regulations on Domestic Ferry Safety but decided that the Model
Regulations needed more scrutiny before they could be approved and adopted by the Committee. It was
agreed that a Working Group would be convened at MSC 104 (October 2021) to progress the Model
Regulations before finalising them in an intersessional Correspondence Group for approval at MSC 105.

Any Other Business

(Agenda item 20)

Covid-19 specific
MSC 103 noted the progress of the ongoing work on COVID-19 related matters through the United Nations; the
Seafarer Crisis Action Team and the facilitation of crew change by encouraging member States to designate
seafarers as key workers, so that they could travel between ships as their place of work and their country of
residence.

MSC Resolution on Recommended action to prioritise COVID-19 vaccination of seafarers

Recognising that countries may introduce requirements for proof of COVID-19 vaccination for international
travel by seafarers as a condition of entry it is recommended that relevant national authorities prioritise their
seafarers, as far as practicable, in their national COVID-19 vaccination programmes. The resolution also
recommends that seafarers be exempt from any national policy requiring proof of vaccination and that
national authorities should provide the necessary infrastructure and facilities to support COVID-19
vaccination of seafarers.

The Committee also considered a proposal that all member States agree to a five-part commitment to
seafarers during the COVID-19 pandemic in order to facilitate crew changes and repatriation. However, it was
agreed that as this had already been discussed at previous meetings and IMO had adopted MSC.473(ES.2)
Recommended action to facilitate ship crew change, access to medical care and seafarer travel during the
COVID-19 pandemic there was no need to take any further action.

Lloyd’s Register Briefing Note – Summary Report MSC 103 Page 13

May 2021 ©Marine and Offshore 2021
Due to time constraints consideration of the following items have been deferred until
MSC 104 (October 2021)
Additional Information
Please refer to Lloyd’s Register’s MSC 103 Agenda Preview for a full description of these items

Updating the Harmonized System of Survey and Certification (HSSC) Guidelines (Agenda item 2)

Goal Based Standards (GBS) (Agenda item 7)

Any Other Business (Agenda item 20) including:

• The recently published industry ‘Guidelines for the Development of a Polar Water Operational
Manual’ which is available from https://www.ocimf.org/publications/information-papers/guidelines-
for-the-development-of-a-pwom.aspx
• Inconsistencies in the application of MSC.402(96) Requirements for maintenance, thorough
examination, operational testing, overhaul and repair of lifeboats and rescue boats, launching
appliances and release gear
• Reports of deliberate interference with the Global Positioning System (GPS) and other Global
Navigation Satellite Systems (GNSS)
• a proposal to amend SOLAS chapter V for the mandatory carriage of electronic inclinometers on
container ships and bulk carriers
• Report of the second meeting of the International Quality Review Body (IQARB) and the report of
the IMO observer to the IACS Quality System Certification Scheme (QSCS).

Lloyd’s Register Briefing Note – Summary Report MSC 103 Page 14

May 2021 ©Marine and Offshore 2021
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