ANNEX B

Question 1

Summary

Accepted Answer

1.1 This Marine Guidance Note (MGN) provides clarification and guidance on the Merchant Shipping (Safety of Navigation) Regulations 2027 (“the 2027 Regulations”), which implement Chapter V in the International Convention for the Safety of Life at Sea,1974 (SOLAS) on the safety of navigation of ships, in its most recently amended form, into UK law.

1.2 The 2027 Regulations revoke the Merchant Shipping (Safety of Navigation) Regulations 2020 (SI 2020/0673) (“the 2020 Regulations”).

1.3 Where cross-references are made in the 2027 Regulations to provisions of Chapter V, any future amendments to those cross-referenced provisions will be automatically incorporated into UK law as a result of the ambulatory reference provision in the 2027 Regulations.

1.4 This MGN also provides information on the following minor amendments and clarifications:

i. updated links and reference to other guidance notices;

ii. application of safety of navigation provision under Chapter V to passenger ships which are in scope of the Merchant Shipping (Passenger Ships on Domestic Voyages) Regulations 2000 (“the 2000 Regulations”) (removing existing safety of navigation provision in the 2000 Regulations);

iii. closure of the gap in bridge visibility standards by ensuring the Merchant Shipping (Bridge Visibility) Regulations 2005 (SI 2005/2286) (“the 2005 Regulations”) apply to vessels under 55 metres “length overall” (LOA) instead of 45 metres “registered length” (RL);

Question 2

Introduction/background

Accepted Answer

2.1 The 2027 Regulations implement Chapter V in the Annex to the Convention for the Safety of Life at Sea, 1974 (“SOLAS” or “the Convention”) and all outstanding amendments to Chapter V. Chapter V was negotiated and agreed in the International Maritime Organization (IMO).

2.2 Chapter V contains measures to improve the safety of navigation of ships and to reduce the risk of accidents occurring at sea, specifically in the areas of the carriage and use of equipment to assist in safe navigation, and on the receipt of vital safety information and communications, including emergency communications and signals.

2.3 The 2020 Regulations contained an ambulatory reference provision, the purpose of which was to allow future internationally agreed amendments to the provisions of Chapter V cross-referenced in the 2020 Regulations to be automatically incorporated into the 2020 Regulation without the need for secondary legislation. This approach is designed to allow amendments to mandatory international requirements to be enforceable domestically as soon as they are in force internationally. Cross-referencing and ambulatory reference used together means that shipowners and other interested parties can simply rely on the updated international text to understand the relevant ship requirements.

2.4 However, ambulatory reference only works in relation to updates to international provision which is directly referenced in secondary legislation; where updates occur to provision which is not referenced in the legislation, there will be no automatic incorporation of the update. This is the case with respect to the recent amendments to Chapter V provision on danger messages (relating to the loss of freight containers at sea), which have not been automatically incorporated into the 2020 Regulations.

2.5 It should also be noted that the international requirements which are cross-referenced and made ambulatory are technical ship requirements, together with their corresponding application provisions, and not supplemental provision such as exemptions or equivalences.

2.6 The 2020 Regulations did not apply to domestic passenger ships that fall within scope of the Merchant Shipping (Passenger Ships on Domestic Voyages) Regulations 2000 (“the 2000 Regulations”). The 2000 Regulations incorporate the requirements of Directive 2009/45/EC for domestic passenger ships to comply with the requirements of SOLAS Chapter V. The version of Directive 2009/45/EC which is currently incorporated into the 2000 Regulations is the version of the Directive which existed on 31 December 2020, when the transition period for the UK’s withdrawal from the EU completed and the UK was no longer bound by any EU laws. However, the Directive has since been updated to require compliance by domestic passenger ships with the most up to date version of SOLAS Chapter V; these updated requirements therefore do not apply to UK domestic passenger ships or to other domestic passenger ships when they are in UK waters (other than with respect to one requirement relating to bridge visibility – see under regulation V/22).

2.7 In order to ensure that all domestic passenger ships to which the 2000 Regulations apply are subject to all applicable requirements of SOLAS Chapter V, these are brought into scope of the 2027 Regulations. This approach is considered to be more transparent than making amendments to the 2000 Regulations to accommodate the updated requirements of Chapter V.

2.8 Chapter V/1.2 affords the Administration discretion to exclude ships operating in its internal waters from the requirements of Chapter V. The UK has taken decisions in relation to certain ships, which are reflected in the 2027 Regulations, and these decisions are set out in this MGN.

2.9 Chapter V/1.4 also affords the Administration discretion to take decisions in relation to the application of regulations V/15, 16, 17, 18, 19, 20, 21, 22, 23, 24, 25, 26, 27 and 28 to certain ships, including smaller vessels and fishing vessels. Further information is provided in Annex A on the UK’s decisions in this regard.

2.10 This MGN explains how the UK has exercised these discretions and which ships are excepted from compliance with specified requirements of Chapter V.

2.11 It is also recognised that in some cases the text of international instruments may not provide sufficient clarity for the requirements to be fully understood and implemented domestically. This includes, for example, where an international obligation provides that a shipowner or shipbuilder must do something “to the satisfaction of the Administration”, or where something must be “approved by the Administration”. Therefore, Annex A of this MGN provides additional guidance on, and clarification of, international obligations where the means of compliance with a requirement is within the discretion of the Administration to determine.

Question 3

Guidance on Chapter V

Accepted Answer

3.1 Guidance on areas governed by SOLAS Chapter V is provided in Annexes A to I, as follows:

i) Annex A: Guidance on specific requirements of SOLAS Chapter V, to assist with compliance;

ii) Annex B: Guidance on Nautical Charts and publications;

iii) Annex C: Digital Nautical Publications;

iv) Annex D: Guidance on Magnetic Compasses;

v) Annex E: Guidance on Radar Reflectors;

vi) Annex F: Guidance on Bridge Navigational Watch Alarm System; and

vii) Annex G: Guidance on Electronic Chart Display and Information System (ECDIS).

viii) Annex H: Guidance on early compliance with pilot ladder amendments (Resolution MSC.572(110);

ix) Annex I: Reporting template in the event of loss of containers-SOLAS regulations V/31 and V/32.

x) Annex J: Table of Requirements for Ships – an application overview, to assist the reader with the application of the Regulations and SOLAS Chapter V.

Question 4

More information

Accepted Answer

Future Technical Standards
Maritime and Coastguard Agency
Bay 2/22
Spring Place
105 Commercial Road
Southampton
SO15 1EG

Email: nautical@mcga.gov.uk

Website: https://www.gov.uk/mca

Question 5

Annex A

Accepted Answer

CLARIFICATION AND GUIDANCE ON SPECIFIC REGULATIONS IN

CHAPTER V OF THE ANNEX TO THE INTERNATIONAL CONVENTION FOR THE SAFETY OF LIFE AT SEA, 1974 (SOLAS)

(References to Chapter V are to Chapter V in its most up to date form at the time the 2027 Regulations come into force, unless otherwise stated.)

Guidance is only provided where clarification is necessary or helpful. Hence, there will therefore be some numerical gaps in the regulation numbers in the tables below. Text in italics is directly quoted from the Convention.

Regulation V/1 (application)

1.1 SOLAS Chapter V applies to “all ships on all voyages”. Further information on what is meant by “all ships” is given under the information on regulation 2 below, but this phrase means that the application of SOLAS Chapter V is extremely wide and displaces the general application of the Convention, which is to passenger ships, and cargo ships of 500 gross tonnage or more, on international voyages. It should be noted, however, that there are exceptions to the “all ships on all voyages” rule in Chapter V and certain provisions of Chapter V apply to certain ships on certain voyages only.

1.2 Although the requirements of SOLAS Chapter V do not apply to warships, naval auxiliaries and government ships on non-commercial service, regulation 1 encourages them to comply as closely as possible with the provisions of Chapter V. It is UK policy, spelt out in a letter of understanding between the Ministry of Defence (MOD) and the MCA, that UK naval auxiliary ships comply as closely as possible with the requirements of SOLAS.

1.3 Also exempted are UK ships operating in the Great Lakes of North America and their connecting and tributary waters as far east as the lower exit of the St. Lambert Lock at Montreal in the Province of Quebec, Canada.

1.4 The Administration may decide to what extent Chapter V should apply to ships operating solely in waters landward of the baselines which are established by coastal States under the United Nations Convention on the Law of the Sea 1982 (UNCLOS).

1.5 Guidance with regard to baselines for the UK, the Crown Dependencies and the British Overseas Territories is available on gov.uk at this link

1.6 The UKHO Annual Notice to Mariners No. 12 (Notices to Mariners - Annual)^{[footnote 1]} gives some information on national claims to maritime jurisdiction of countries and States under UNCLOS.

1.7 Most of the requirements of SOLAS Chapter V apply to ships operating solely in UK internal waters (otherwise known as “categorised waters”); however, there are exceptions, particularly in relation to regulations V/19 and V/24–26.

1.8 Paragraph 4 in regulation V/1 allows the Administration to determine to what extent the provisions of regulations 15, 16, 17, 18, 19, 20, 21, 22, 23, 24, 25, 26, 27 and 28 do not apply to the following categories of ships:

.1 ships below 150 gross tonnage engaged on any voyage;

.2 ships below 500 gross tonnage not engaged on international voyages; and

.3 fishing vessels.

1.9 Certain types of ships are subject to requirements in the MCA Codes of Practice, listed below. However, if a vessel does not comply fully with the requirements of a relevant MCA Code, then it must comply fully with the requirements of SOLAS Chapter V applicable to it.

1.10 Fishing vessels of 24m or more in length must comply with the Fishing Vessels (Codes of Practice) Regulations (SI 2017/943). This results in a number of exceptions for fishing vessels in the 2027 Regulations, but not with respect to all requirements.

1.11 Administrations must therefore decide the extent to which certain requirements relating to specific navigational equipment, layout, pilot transfer access etc. apply to fishing vessels and to classes of smaller vessels - i.e. those less than 150 GT on any voyage and those vessels under 500 GT which are not engaged on international voyages. The UK has exercised the right to derogate in relation to some of the requirements of Chapter V, but not all.

1.12 By inference, all vessels must comply in full with the requirements of the regulations NOT listed in paragraph 4. Of these, regulations 29 (life-saving signals), 31 (danger messages), 32 (information required in danger messages), 33 (distress messages), 34 (safe navigation and avoidance of dangerous situations), 34-1 (master’s discretion) and 35 (misuse of distress signals) apply to all ships.

Regulation V/2 (definitions)

2.1 In paragraph 3, “All ships” means any ship, vessel or craft irrespective of type and purpose.

2.2 The definition of “all ships” means that Chapter V is applicable to ships other than simply ships engaged on commercial business. These include fishing vessels pleasure craft, jack-up rigs etc. (but see further on these below) and also include less commonly used vessel types such as hovercraft. Refer also to the guidance notes to regulation 1 for exceptions for certain classes of vessel and the regulations which apply to them.

Regulation V/3: paragraph 1 (exemptions)

3.1 The Administration may grant general exemptions from the requirements of regulations 15, 16, 17, 18, 19 (except 19.2.1.7), 20, 22, 24, 25, 26, 27 and 28 to ships without mechanical propulsion. There is provision for these exemptions in the 2027 Regulations.

3.2 This provision allows Administrations to grant general exemptions to vessels with no means of propulsion (e.g. certain types of vessels used in the offshore industry such as jack-up rigs, storage or offloading units etc.) from the specified regulations. The UK will grant exemptions to such UK-flagged ships.

Regulation V/3: paragraph 2 (exemptions and equivalents of a partial or conditional nature)

4.1 The Administration may grant to individual ships exemptions or equivalents of a partial or conditional nature, when any such ship is engaged on a voyage where the maximum distance of the ship from the shore, the length and nature of the voyage, the absence of general navigational hazards, and other conditions affecting safety are such as to render the full application of this chapter unreasonable or unnecessary, provided that the Administration has taken into account the effect such exemptions and equivalents may have upon the safety of all other ships.

4.2 In order for the UK to grant exemptions and equivalences in accordance with this provision, the MCA must be satisfied that safety is not compromised and a formal application detailing the request is made.

Regulation V/3: paragraph 3

5.1 Each Administration shall submit to the Organization, as soon as possible after 1 January in each year, a report summarizing all new exemptions and equivalents granted under paragraph 2 of this regulation during the previous calendar year and giving the reasons for granting such exemptions and equivalents. The Organization shall circulate such particulars to other Contracting Governments for information.

5.2 Exemptions and equivalences are granted for a specified period. They will not be granted indefinitely. The MCA is obliged to notify these annually to the IMO.

5.3 Owners seeking an exemption or equivalence for navigational equipment should contact their MCA designated Customer Service Manager or their local MCA Marine Office

(https://www.gov.uk/government/organisations/maritime-and-coastguard-agency/about/access-and-opening)

Regulation V/4 (navigational warnings)

6.1 Each Contracting Government shall take all steps necessary to ensure that, when intelligence of any dangers is received from whatever reliable source, it shall be promptly brought to the knowledge of those concerned and communicated to other interested Governments^{[footnote 2]}

6.2 Mariners should refer to regulations 31 and 32 which lay down the Masters’ obligations to report dangers to navigation (regulation 31) and provide the correct reporting format (regulation 32.)

6.3 Navigational warnings are promulgated in the UK under a Memorandum of Understanding between the MCA and the UK Hydrographic Office (UKHO). The service meets the requirements of regulation 4 as well as IMO Resolution A.706(17), as amended, which implements the Worldwide Navigational Warning Service (WWNWS). The UKHO acts as the “national co-ordinator” for the UK in collating and issuing coastal warnings and acts as coordinator for NAVAREA 1.

6.4 Mariners are requested to inform the UKHO immediately when new dangers or changes / defects in aids to navigation are identified. Full contact details and instructions, together with copies of the UKHO reporting form (Hydrographic Note) are provided in the weekly copy of the Admiralty Notices to Mariners.

Contact points for navigational information are:

Radio Navigational Warnings

Email: navwarnings@ukho.gov.uk

Web: https://msi.admiralty.co.uk/RadioNavigationalWarnings

Tel: +44 (0)1823 353448 (direct line)

Fax: +44 (0)1823 322352

Other navigational information, email: sdr@ukho.gov.uk

Tel: +44 (0)1823 484444

6.5 Details of the WWNWS are given in the UKHO Annual Notice to Mariners No.13

Notices to Mariners: https://msi.admiralty.co.uk/Notices to mariners/Annual

Tel: +44(0)1823 484444

Regulation V/5: paragraph 1 (meteorological services and warnings)

7.1 Under regulation V/5, Contracting Governments undertake to encourage the collection of meteorological data by ships at sea and to arrange for their examination, dissemination and exchange in the manner most suitable for the purpose of aiding navigation. Contracting Governments are also required to encourage the use of meteorological instruments of a high degree of accuracy and to facilitate the checking of such instruments upon request. Arrangements may be made by appropriate national meteorological services for this checking to be undertaken, free of charge to the ship.

7.2 The Met Office, the UK national meteorological service, provides shipping forecasts for north European sea areas and UK inshore waters, which are promulgated throughout the day on radio, NAVTEX, recognised mobile satellite services and Internet. Severe weather warnings are broadcast as soon as possible.

7.3 Weather conditions can also affect a ship’s navigation, and in 1983 IMO adopted resolution A.528(13), Recommendation on Weather Routeing, which recognises that weather routeing - by which ships are provided with “optimum routes” to avoid bad weather - can aid safety.

7.4 IMO Member States are urged to support the World Meteorological Organization’s (WMO) Voluntary Observing Ship Programme (VOS). The MCA strongly encourages UK companies to volunteer their vessels. Despite technological developments, ship meteorological reports still play an essential role in providing accurate forecasts and will continue to do so for the foreseeable future. UK shipowners should contact the Met Office to nominate their ships for the Voluntary Observing fleet.

7.5 MSC.1/Circ.1293, Rev.1 - Participation in the WMO Voluntary Observing Ships’ Scheme - underlines the importance of the Scheme.

7.6 See also:

i) MGN 375

ii) Advice Note 1033 - Maritime Safety Information (MSI) Leaflet - GOV.UK

iii) World Meteorological Organisation

Regulation V/6: paragraph 1 (ice patrol service)

8.1 The Ice Patrol contributes to safety of life at sea, safety and efficiency of navigation and protection of the marine environment in the North Atlantic. Ships transiting the region of icebergs guarded by the Ice Patrol during the ice season are required to make use of the services provided by the Ice Patrol. This requirement is implemented in regulation 9(1)(a) of the 2027 Regulations.

8.2 For full details of the Service and reporting requirements for ships in the ice area refer to the Admiralty List of Radio Signals Vol.3 part 2.

8.3 More information about the service with regularly updated ice reports can be found on the US Coastguard website under “International Ice Patrol”: https://www.navcen.usc

8.4 Paragraph 5 refers to the rules for the management, operation and financing of the North Atlantic Ice Patrol which form an integral part of Chapter V. These are set out in the Appendix to Chapter V.

Regulation V/7: (search and rescue services) paragraph 1 (arrangements for distress communication and coordination)

9.1 Each Contracting Government undertakes to ensure that necessary arrangements are made for distress communication and co-ordination in their area of responsibility and for the rescue of persons in distress at sea around its coasts. These arrangements shall include the establishment, operation and maintenance of such search and rescue facilities as are deemed practicable and necessary, having regard to the density of the seagoing traffic and the navigational dangers, and shall, so far as possible, provide adequate means of locating and rescuing such persons.^{[footnote 3]}

9.2 Civil maritime search and rescue is co-ordinated by HM Coastguard within the UK Search and Rescue Region (UKSRR), which maintains a continuous distress watch on international distress frequencies, digital selective calling and satellite communications. HM Coastguard collates and broadcasts maritime safety information on VHF and MF radio and NAVTEX. Radio medical advice and assistance is provided through HM Coastguard Joint and Maritime Rescue Coordination Centres.

Regulation V/7: paragraph 3 (requirement for passenger ships to have on board a plan for co-operation with search and rescue services)

10.1 Passenger ships to which Chapter I applies (that is, those engaged on international voyages), must have on board a plan for co-operation with appropriate search and rescue services in the event of an emergency. The plan must be developed in co-operation between the ship, the company (as defined in SOLAS regulation IX/1) and the search and rescue services. The plan must include provision for periodic exercises to be undertaken to test its effectiveness. Importantly, paragraph 3 requires that the plan must be developed based on the guidelines developed by the IMO.; this means that the plan must incorporate the information contained in IMO Circular MSC.1/Circ.1079/Rev.1 - Guidelines for Preparing Plans for Cooperation between Search and Rescue Services and Passenger Ships (in accordance with SOLAS regulation V/7.3).

10.2 “Search and rescue service” means “The performance of distress monitoring, communication, co-ordination and search and rescue functions, including provision of medical advice, initial medical assistance, or medical evacuation, through the use of public and private resources including co-operating aircraft, ships, vessels and other craft and installations”.

10.3 “Appropriate search and rescue services” means, in relation to a ship, the search and rescue service responsible for the initiation and coordination of all search and rescue activity for the area of operation of the ship, as specified in Merchant Shipping Notice (MSN) 1878(M) -

Arrangements for the Carriage of Agreed Search and Rescue Co-operation Plans aboard UK Passenger Vessels.

10.4 All UK passenger ships are required to comply with the requirements of SOLAS V/7.3; this requirement is implemented in regulation 9(1)(b) of the 2027 Regulations. Full details of the requirements for SAR Cooperation Plans on UK passenger ships and how they are to be implemented are contained in “MSN 1878M - Arrangements for the carriage of agreed search and rescue co-operation plans onboard UK passenger vessels” which includes the information contained in IMO Circular MSC.1/Circ.1079/Rev.1.

Regulation V/8 (life-saving signals)

11.1 Contracting Governments undertake to arrange that life-saving signals are used by search and rescue facilities engaged in search and rescue operations when communicating with ships or persons in distress.

11.2 The international lifesaving signals are contained in the IAMSAR Manual and the International Code of Signals. This can be obtained from IMO Publications: http://www.imo.org/en/Publications/Pages/Home.aspx

11.3 Refer to regulation 29 which requires the ready availability to the Officer of the Watch (OOW) of a table describing the lifesaving signals.

11.4 Details of lifesaving signals are provided in the MCA leaflet “Life Saving Signals for Ships, Aircraft or persons in Distress when communicating with rescue units

Regulation V/9 (hydrographic services)

12.1 Regulation V/9 details Contracting Governments’ obligations to provide hydrographic services.

12.2 Mariners are requested to inform the UKHO immediately when new dangers or changes / defects in aids to navigation are identified. Full contact details and instructions, together with copies of the UKHO reporting form (Hydrographic Note-H.102) are provided in the weekly edition of the Admiralty Notices to Mariners.

12.3 More information on the UK’s civil hydrography programme is available at:

UK Civil Hydrography Programme (CHP) - GOV.UK

12.4 Hydrographic Notes can also be downloaded and submitted electronically through the UKHO website: https://www.admiralty.co.uk/maritime-safety-information/hydrographic-notes

12.5 Notices to Mariners Website: https://msi.admiralty.co.uk/Notices to mariners/Weekly

Tel: +44(0)1823 484444

Urgent navigational information - e-mail: navwarnings@ukho.gov.uk

Other navigational information - e-mail: sdr@ukho.gov.uk

12.6 See also:

MSC/Circ.1118 - Implementation of SOLAS Regulation V/9 - Hydrographic Services; and

MSC/Circ.1179 - Deficiencies in Hydrographic Surveying and Nautical Charting Worldwide and their Impact on Safety of Navigation in and Protection of the Marine Environment

Regulation V/10: paragraph 1 (ships’ routeing)

13.1 “Ships’ routeing systems contribute to safety of life at sea, safety and efficiency of navigation and protection of the marine environment. Ships’ routeing systems are recommended for use by, and may be made mandatory for, all ships, certain categories of ships or ships carrying certain cargoes, when adopted and implemented in accordance with the guidelines and criteria developed by the International Maritime Organization (IMO).”

States can adopt ships routeing systems other than those of the IMO so long as they are in accordance with IMO guidelines.

13.2 IMO Resolution A.572(14) (as amended) sets out the General Provisions on Ships’ Routeing which are followed by Contracting Governments when submitting routeing schemes for consideration.

13.3 “IMO Ships’ Routeing” contains details of all IMO-adopted ships’ routeing schemes as well as the General Provisions. All details of adopted schemes are shown on the relevant UKHO charts, with any special requirements set out in chart notes. Paragraphs 1 to 6 lay down the requirements and procedures for submitting proposals for schemes.

Regulation V/10: paragraph 7 (mandatory use of routeing systems)

14.1 Regulation V/10.7 requires a ship to use a ships’ routeing system adopted by the IMO applicable to its category or cargo carried, unless there are compelling reasons not to use the system. Any reason for not using the system must be recorded in the ships’ log.

14.2 Paragraph 7 refers to the ships’ routeing systems with which ships are required to comply. These are the IMO adopted systems for mandatory use by ships or certain categories of ships. Such a system will be shown on official navigational charts as a “Mandatory Ships’ Routeing System”. The only example of such a system in or adjacent to UK waters is in the southern North Sea, where there is a mandatory route for tankers from North Hinder to the German Bight and vice versa. Part of the route passes through UK jurisdictional waters. (Refer to “IMO Ships’ Routeing”, Part F)

14.3 For MCA Guidance on use of Traffic Separation Schemes refer to

MGN 364 (M+F) - Amendment 2 Navigation: Traffic Separation Schemes -Application of Rule 10 and Navigation in the Dover Strait

14.4 See also the International Regulations for Preventing Collisions at Sea,1972 (as amended), which are contained in MSN 1781 (M+F) Amendment 3 The Merchant Shipping (Distress Signals and Prevention of Collisions) Regulations 1996 (COLREG)

Regulation V/11: paragraphs 1 and 7 (ship reporting systems)

15.1 Paragraph 1 of regulation V/11 requires a ship to use a ship reporting system adopted by the IMO and paragraph 7 requires the master of the ship to comply with the requirements of the adopted ship reporting system and to report to the appropriate authority all information required in accordance with the provisions of each such system.

15.2 United Kingdom ships anywhere in the world must comply with any ship reporting system which has been established by a government and has been accepted by the IMO as complying with regulation V/11, and which applies to those ships.

15.3 Details of mandatory ship reporting schemes are promulgated through the Admiralty List of Radio Signals, including any amendments, corrections or replacements. Entries are annotated with the words: “Mandatory system under SOLAS Regulation V/11-1”. The locations of ship reporting systems are shown on the relevant Admiralty Charts.

15.4 Ships to which a mandatory ship reporting system applies should report to the shore-based authority without delay when entering and, if necessary, when leaving the area covered by the system. A ship may be required to provide additional reports or information to update or modify an earlier report.

15.5 Failure of a ship’s radiocommunications equipment would not, in itself, be considered as a failure to comply with the rules of a mandatory ship-reporting system. However, masters should endeavour to restore communications as soon as practicable. If a technical failure prevents a ship from reporting, the master should enter the fact and reasons for not reporting in the ship’s log. Masters of ships which contravene mandatory ship reporting requirements may be liable to prosecution.

15.6 The following IMO approved mandatory ship reporting systems are in place in adjacent UK jurisdictional waters:

i. In the Dover Strait / Pas de Calais (CALDOVREP);

ii. Off Les Casquets and the adjacent coastal area (MANCHEREP); and

iii. Off Ushant (OUESSREP).

15.7 In addition, there are reporting requirements for certain classes of oil tanker entering the Western European Particularly Sensitive Sea Area (since 1 July 2005). The reporting area extends from southern Portugal to the Shetland Islands. Full details of this scheme (West European Tanker reporting System - WETREP) are given in IMO Circular SN/Circ.242.

15.8 There are also several voluntary reporting schemes around the coast of the UK. Ships are strongly urged to comply with the requirements of these voluntary schemes, details of which will be found on the relevant charts, IMO Ships’ Routeing, Admiralty List of Radio Signals vol 6 and sailing directions.

15.9 UK voluntary reporting schemes are in place in the following areas:

i. Fair Isle Channel;

ii. Pentland Firth;

iii. The Minches;

iv. Kyle of Lochalsh; and

v. Isles of Scilly.

15.10 Further information will be found in the following publications:

i. Admiralty List of Radio Signals Vol.6 part 1 (UKHO).

ii. MGN 364 (M+F) Amendment 2 Navigation: Traffic separation schemes - Application of Rule 10 and Navigation in the Dover Strait

15.11 These ship reporting requirements are implemented in regulation 9(1)(d) of the 2027 Regulations.

Regulation V/12 (vessel traffic services)

16.1 Regulation V/12 deals with vessel traffic services (VTS).

16.2 A VTS is a service designated by the MCA with the capability to interact with vessel traffic and respond to developing situations within a VTS area, to improve safety and efficiency of navigation, contribute to the safety of life at sea and support the protection of the environment. It should be noted that IMO Guidelines for VTS (Resolution A.1158 (32)) offer guidance on design and operation of VTS systems.

16.3 In most ports and within territorial seas, participation in VTS is mandatory under local regulations. Information on available vessel traffic services is given in the Admiralty List of Radio Signals (ALRS) Volume 6 parts 1, 2, 3 and 4 and the IALA VTS Manual. MCA strongly urges all UK ships to make use of any VTS that is provided. The MCA will keep compliance of vessels with VTS under review and if performance is considered unacceptable, a more regulatory approach may be taken.

16.4 The Guidelines on Vessel Traffic Services (Resolution A.1158(32)^{[footnote 4]}) refer to the IALA Guidelines on VTS - see IALA Website http://www.ialaaism.org

16.5 The following UK Regulations and M-Notices give effect to regulation V/12 and the relevant Guidelines set out in IMO Resolution A.1158(32):

i. SI 2004 No. 2110: The Merchant Shipping (Vessel Traffic Monitoring and Reporting Requirements) Regulations 2004

ii. MSN 1796 (M&F) (Amendment 4) - Designation of VTS Centres

iii. MGN 401 (M&F) Amendment 3 - Navigation: Vessel Traffic Services(VTS) and Local Port Services (LPS) in the United Kingdom

iv. MGN 434 (M+F) Amendment 2 - Navigation: Vessel Traffic Services (VTS) - Training and Certification of VTS Personnel

v. MIN 692 (M+F) Navigation: vessel traffic services (VTS) - accreditation of prior learning

17.1 Regulation V/13 deals with aids to navigation.

17.2 Aids to navigation (AtoN) services are provided in accordance with the international recommendations and Guidelines published by the International Association of Marine Aids to Navigation and Lighthouses (IALA). Further information including the IALA Guidelines can be found on the IALA Website: http://www.iala-aism.org/ (http://www.iala-aism.org/)

17.3 The General Lighthouse Authorities (GLAs) are responsible for the superintendence and management of all AtoNs around the coast of the UK and the Republic of Ireland (RoI), in their respective areas, subject to certain provisions regarding AtoNs in Local Lighthouse Authority Areas. The GLAs comprise:

i. Trinity House for England, Wales, the Channel Islands and Gibraltar,

ii. The Northern Lighthouse Board responsible for the coast of Scotland and adjacent islands, and the Isle of Man,

iii. The Commissioners of Irish Lights, for the coast of the whole of Ireland.

17.4 Information on the GLAs can be found on their respective websites as follows:

i. Trinity House: www.trinityhouse.co.uk

ii. Northern Lighthouse Board: http://www.nlb.org.uk

iii. Commissioners of Irish Lights: http://www.irishlights.ie/

Regulation V/14 (ships’ manning)

18.1 The safe manning requirements in paragraphs 1 and 2 contain obligations on parties to SOLAS to develop minimum safe manning requirements. All ships must be subject to rules for sufficient and efficient manning, and on ships to which Chapter I applies (i.e. passenger ships, and cargo ships of 500 gross tonnage or more engaged on international voyages), parties are required to establish minimum safe manning requirements and issue a minimum safe manning document as evidence of the established safe manning. See regulation 55 of the Merchant Shipping (Standards of Training, Certification and Watchkeeping) Regulations 2022 (SI 2022/1342). For further information also refer to: MSN 1877(M), as amended, - Maritime Labour Convention, 2006: Hours of Work and Entitlement to Leave

18.2 Paragraph 3 requires the establishment of a working language on board all ships, which must be recorded in the ship’s log book.

18.3 Paragraph 4 requires English to be used on the bridge as the working language for bridge-to-bridge and bridge-to-shore safety communications, as well as for communications on board between the pilot and bridge watchkeeping personnel^{[footnote 5]}, unless those directly involved in the communication speak a common language other than English. Paragraphs 3 and 4 are implemented in regulation 9(1)(e) of the 2027 Regulations.

18.4 The working language on the bridge of UK-flagged ships will normally be English. Under section 51 of the Merchant Shipping Act 1995, UK ships may be detained if crew members cannot understand orders given in English and there are no arrangements for giving orders in a language which they understand.

18.5 Regulation V/14 also draws attention to the use of the IMO publication Standard Marine Communication Phrases (SMCP), which is annexed to IMO Resolution A.918(22).

18.6 Safe manning should take into account the minimisation of fatigue.

For further information and guidance refer to MGN 505 (M) - Human Element Guidance – Part 1; Fatigue and Fitness for Duty: Statutory Duties, Causes of Fatigue and Guidance on Good Practice.

18.7 The MCA will consider a ship to be safely manned if the crew includes sufficiently competent and certified officers and ratings with appropriate skills and experience to ensure that the principles set out in IMO Resolution A.1047(27), as amended, are complied with and that the capabilities spelt out in that Resolution are demonstrable. Resolution A.1047(27) and MSN 1868(M), as amended, should be consulted when determining safe manning levels.

Regulation V/15 (principles relating to bridge design, design and arrangement of navigational systems and equipment and bridge procedures)

19.1 This regulation deals with principles to be followed in the design and layout of ships’ bridges and the establishment of bridge procedures using ergonomic criteria, and applies mainly to companies, ship builders, naval architects and Classification Societies. The latter are often given status of Recognised Organisation to ascertain compliance with this regulation on behalf of a flag State Administration.

19.2 These criteria are detailed in IMO Circular MSC/Circ.982. Where ships are fitted with Integrated Navigational Systems (INS) the appropriate IMO Performance Standards should be referred to. Additionally, Guidelines for bridge equipment and systems, their arrangement and integration (BES) (SN.1/Circ.288), should be taken into account in the event of any integration of more than the INS specified items of equipment. Note that, as clarified in SN.1/Circ.288, since 2 June 2010, there are no systems referred to as the Integrated Bridge Systems. IMO SN.1/Circ.265 provides further information via suitable guidelines for the purposes of the application of this regulation.

19.3 The regulation specifically covers principles that must be considered in relation to compliance with the requirements of regulations 19 (Navigational Equipment), 22 (Bridge Visibility), 24 (Heading/Track control systems), 25 (Operation of main source of Electrical Power and Steering Gear), 27 (Nautical Charts and Publications) and 28 (Records of Navigational Activities).

19.4 Regulation 15 addresses designers, manufacturers and shipowners with respect to the bridge design and layout. However, the responsibility for ensuring correct bridge procedures are adopted, and that the vessel’s bridge team duly adheres to its safety management system, lies with the Master.

19.5 The way in which navigational-related information is displayed on various equipment items varies considerably between different types of equipment and manufacturers. To reduce this problem all such information on displays fitted on or after 1 July 2008 should be displayed in accordance with the IMO Performance Standards as set out in IMO Resolution MSC.191(79), as amended - Performance Standards for the Presentation of Navigation related Information on Shipboard Navigational Displays.

19.6 Masters should, therefore, be familiar with the principles involved to ensure that personnel are fully familiar with the equipment and its layout and that procedures are adopted which optimise the design and layout of the ship’s bridge.

19.7 Of particular importance to the Master is paragraph 1.6 relating to the prevention or minimisation of unnecessary work or distractions in order to minimise fatigue and maximise the bridge team’s vigilance.

19.8 For further guidance refer to MGN 505 (M) Amendment 1: Human Element Guidance - Part 1; Fatigue and Fitness, as also referred in the guidance given on regulation 14.

19.9 Personal electronic navigational equipment: crew members sometimes possess their own portable electronic navigational equipment such as GPS and ECS (electronic charting system). The MCA recommends that the Master prohibits the inappropriate use of such equipment on the ship’s bridge.

19.10 The increasing use of mobile phones is already a growing concern, as it can distract bridge teams and affect vigilance. The MCA’s concern over this trend is detailed in MGN 299 (M+F) Inappropriate use of Mobile Phones Masters are requested to ensure compliance with the advice given in this MGN.

19.11 The MCA considers that MSC/Circ.982 is intended as guidance, and documentation is not required to verify compliance with individual guidelines. However, compliance is required with the international standards given in Appendix 3 of MSC/Circ.982. For plan approval of bridge design compliance should be demonstrated with:

i. ISO 8468:2007, as amended, (Ships Bridge Layout and Associated Equipment Requirements and Guidelines).

19.12 Bridge equipment should demonstrate compliance with the ergonomic requirements given in IEC 60945 (Maritime Navigation and Radiocommunication Equipment and Systems ‘General Requirements’ Methods of Testing and Required Test Results).

19.13 Regulation V/15 is implemented in regulation 9(1)(f) of the 2027 Regulations.

Regulation V/16: paragraph 1 (maintenance of equipment)

20.1 “The Administration must be satisfied that adequate arrangements are in place to ensure that the performance of the equipment required by this chapter is maintained.”

20.2 The International Electrotechnical Commission (IEC) requires that equipment maintenance manuals should be in English and clearly understandable by the ship’s maintenance personnel.

Regulation V/16: paragraph 2 (maintenance of equipment)

21.1 Paragraph 2 provides: “Except as provided in regulations I/7(b)(ii), I/8 and I/9, while all reasonable steps shall be taken to maintain the equipment required by this chapter in efficient working order, malfunctions of that equipment shall not be considered as making the ship unseaworthy or as a reason for delaying the ship in ports where repair facilities are not readily available, provided suitable arrangements are made by the master to take the inoperative equipment or unavailable information into account in planning and executing a safe voyage to a port where repairs can take place.”

21.2 This covers cases where equipment is malfunctioning. In order to comply with regulation V/16.2, the equipment must be repaired and the ship may be detained until it is operating correctly. If there are no repair facilities “readily available” in the port, the MCA may allow the ship to sail to the next port under a temporary dispensation arrangement agreed with the ship operators. In such cases the master must consider the effect of the malfunction on the ship’s safety and take appropriate account of it in planning and executing the voyage.

21.3 The MCA’s interpretation of repair facilities being “readily available” is that repair engineers or spares are available locally. The decision to allow the ship to sail would depend on the equipment involved, the magnitude of the malfunction and its effect on the ship being able to complete the voyage safely. The objective of this provision is to provide the ship with some leeway where there are some equipment malfunctions but where mitigating measures are put in place.

21.4 Paragraph 2 refers to section B of SOLAS Chapter I covering the survey and certification of ships and equipment, including navigational equipment, during periodical passenger ship surveys, safety equipment surveys and surveys of radio installations.

The repair and subsequent testing of any malfunctioning equipment must, therefore, meet the requirements of SOLAS Chapter I when malfunctions are detected during those surveys. The requirements of Chapter I will therefore be considered by the MCA surveyors and port State control inspectors in deciding whether the ship can sail with any malfunctioning equipment.

21.5 Attention is also drawn to regulation 11 of SOLAS Chapter I which governs the maintenance of the condition of the ship and its equipment after survey. Where damaged or malfunctioning equipment has been repaired and surveyed, regulation I/11 must be complied with.

21.6 Masters should note their responsibilities in regulation V/16.2 should any navigational equipment malfunction.

21.7 Regulation V/16 is implemented in regulation 9(2) to (5) of the 2027 Regulations.

Regulation V/17 (electromagnetic compatibility)

22.1 Regulation V/17 deals with electromagnetic compatibility.

22.2 IMO Resolution A.813 (19), General Requirements for Electromagnetic Compatibility (EMC) for All Electrical and Electronic Ship’s Equipment (SOLAS Chapters IV and V), provides the technical details for EMC.

22.3 For Electromagnetic Compatibility standards refer to IEC 60945. MSN 1874 (M+F), as amended, give details on United Kingdom conformity assessment and type approval procedures for marine equipment which also assesses EMC.

22.4 Masters must ensure that no portable electrical or electronic equipment that might cause interference is used on or near the bridge. This includes not only ship’s equipment but also personal items such as portable radios, hi-fi equipment and laptop computers.

22.5 Mobile phones, while not likely to cause electromagnetic interference, prove to be an increasing distraction to safe navigation. Masters are advised to ensure that the MCA guidance on the use of mobile phones on ships’ bridges contained in MGN (M+F) 299 - Inappropriate use of Mobile Phones whilst on duty, is complied with.

22.6 Regulation V/17 is implemented in regulation 9(1)(g) of the 2027 Regulations.

Regulation V/18 (approval, surveys and performance standards of navigational systems and equipment and voyage data recorder)

23.1 Regulation V/18 deals with the approval, surveys and performance standards of navigational systems and equipment and Voyage Data Recorder (VDR).

23.2 Masters must ensure that where equipment is installed or replaced the requirements of regulation V/18 are met. They must also ensure that the VDR testing requirements in 18.8 are fulfilled. Paragraphs 1 to 3 and 7 to 9 of this regulation do not apply to ships of less than 150GT engaged on any voyage.

23.3 Paragraphs 1, 2 and 3 require navigational and VDR equipment fitted on new ships and replacement equipment on existing ships to be approved by a UK conformity assessment body and meet IMO performance standards

23.4 Paragraph 4 relates to equipment fitted before performance standards were developed. Such equipment may be exempted by the Administration from full compliance with the standards. There are special provisions for the electronic chart display and information system (ECDIS), whether being used under mandatory provision or voluntarily.

23.5 Paragraph 4 stipulates that for ECDIS to satisfy the chart carriage requirements of regulation 19, it must at least meet the performance standards in force on the date of installation, or, if fitted before 1 January 1999, the standards adopted by IMO on 23 November 1995.

23.6 Details of the procedures for obtaining type approval for marine equipment in the UK are provided in MSN 1874 (M+F), as amended,- Marine Equipment United Kingdom conformity assessment and type approval procedures for marine equipment - GOV.UK Note that this document undergoes frequent reviews and is republished at least once annually. Mariners should be aware of the latest amendment in force (Amendment 11 at the time of publication).

23.7 Details of the procedures for obtaining type approval for marine equipment where no internationally agreed testing standards exist are also provided in MSN 1874 (M+F) as detailed above.

23.8 Paragraph 7 requires equipment required under regulation 19 or 20, carried in addition to the requirements, to be approved by the Administration and as far as practicable meet the IMO Performance Standards or equivalent. This applies to cases where:

i. an additional item of specific equipment which the ship is required to carry is fitted (e.g. an additional radar); or

ii. an item of equipment is fitted which is not required under Chapter V for a ship of its size (e.g. if a ship of under 10,000GT has a heading control system fitted).

23.9 The MCA may approve such equipment where it does not meet any appropriate IMO Performance Standard. Any proposal to fit equipment which is not type-approved, or does not comply with IMO Performance Standards, should be submitted to the MCA for an exemption to be considered. (See also regulation V/3, exemptions and equivalents.)

23.10 Paragraph 8 requires VDRs to be tested annually, and a certificate issued. The reason for this is to ensure that the data feeds are recorded and can be replayed reliably and accurately. VDR equipment installed on ships prior to the development of performance standards which fulfils the carriage requirement of regulation V/20 must also undergo an annual test.

Regulation V/19 (carriage requirements for shipborne navigational systems and equipment)

24.1 Regulation V/19 deals with carriage requirements for shipborne navigational systems and equipment

24.2 Under regulation 11 of the 2027 Regulations, regulation V/19 applies to all ships EXCEPT:

i. high speed craft which are regulated by the Merchant Shipping (High Speed Craft) Regulations 2022 (SI 2022/1219);

ii. fishing vessels;

iii. pleasure vessels under 150GT engaged on any voyage;

iv. Ships which are (a) not passenger ships and are not seagoing, and (b) a ship of Class V, except for paragraphs 2.1.1 to 2.1.4 and 2.1.6 to 2.1.8.

24.3 However, non-United Kingdom fishing vessels of 15 metres or more in length are required to comply with paragraph 2.4 in regulation 19 (automatic identification system) and pleasure vessels are required to comply with paragraph 2.1.7 in regulation 19 (carriage of a radar reflector).

24.4 Ships of less than 150 gross tonnage engaged on any voyage and ships of less than 500 gross tonnage engaged on international voyages are not required to comply with the requirements for a bridge navigational watch alarm system in paragraph 2.2.3 of regulation V/19.

24.5 A ship, other than a passenger ship, which is—

(a) of at least 300 gross tonnage but less than 500 gross tonnage;

(b) seagoing; and

(c) not engaged on international voyages,

must comply with each requirement of paragraph 2.4 of regulation 19 (automatic identification system) applicable to it as if it were a ship of 500 gross tonnage or more.

24.6 Ships of Class IV or, subject to paragraph 24.2.iv(b) above, any other passenger ship which is (i) below 300 gross tonnage, and (ii) not engaged on international voyages are not required to comply with the automatic identification system requirements in paragraph 2.4 of regulation V/19.

24.7 “Other means” - MSC.1/Circ.1224 gives guidance on a unified interpretation of the term “other means” as used in regulation 19 with reference to the gyrocompass. This guidance is applied to equipment installed on or after 1 July 2007.

Regulation V/19-1 (long-range identification and tracking of ships)

25.1 Regulation V/19-1 deals with the Long-Range Identification and Tracking (LRIT) of Ships.

25.2 LRIT automatically transmits details of the ship’s position. Its purpose is to provide a secure system for flag States to track their vessels globally, as a response to pirate and terrorist attacks on vessels, as well as suitable search and rescue response in emergencies. For more details on the survey, certification and compliance of ships that are required to transmit Long Range Identification and Tracking (LRIT) information, and the exemption process, please see MGN 634 (M+F): Long-Range Identification and Tracking - Survey, Certification and Compliance

25.3 Regulation 19-1 is implemented in regulation 12(1).

Regulation V/21 paragraph (1) (International Code of Signals)

26.1 All ships to which SOLAS Chapter V applies, are required to carry a radio installation shall carry the International Code of Signals as may be amended by the Organization. The Code shall also be carried by any other ship which, in the opinion of the Administration, has a need to use it.

26.2 The International Code of Signals is available from IMO Publications - see http://www.imo.or

26.3 In accordance with the derogation rights of Administrations under regulation V/1.4, certain ships are excepted from the requirements of regulation V/21. As such, the requirement in paragraph 1 does not apply to ships below 150 GT engaged on any voyage.

Regulation V/21 paragraph (2) (IAMSAR Manual)

27.1 All ships must carry an up-to-date copy of Volume III of the International Aeronautical and Maritime Search and Rescue (IAMSAR) Manual.

27.2 The requirement to carry Volume III of the IAMSAR Manual does not apply to:

i. ships below 150 gross tonnage engaged on any voyage;

ii. ships below 500 gross tonnage not engaged on international voyages; and

iii. fishing vessels.

27.3 The IAMSAR Manual is available from IMO Publications; see http://www.imo.org It must be kept up to date when amendments are issued by the IMO.

27.4 Regulation V/21 is implemented in regulation 12(4) to (6) of the 2027 Regulations.

28.1 Regulation V/22 deals with bridge visibility.

28.2 Regulation V/22 applies to all ships constructed on or after 1 July 1998 of 55 metres^{[footnote 6]} and over in length. “Length” is defined in regulation V/2.4 as length overall.

28.3 Ships constructed before this date must comply with paragraphs 1.1 and 1.2 as far as practicable, but no structural alterations will be required.

28.4 For the purposes of regulation V/22, the meaning of the term ‘conning position’ is taken to be the same as that defined in BS EN ISO 8468:1995 “Ship’s Bridge Layout and Equipment - Requirements and Guidelines” i.e., a place on the bridge with a commanding view and which is used by navigators when commanding, manoeuvring and controlling a ship.

28.5 For SOLAS ships of 55 metres or more in overall length flagging in to the UK register, the MCA will need to be satisfied that the requirements for a view of the sea surface from the conning position (regulation 22.1.1) and the extent of blind sectors caused by cargo, cargo gear or other obstructions outside of the wheelhouse forward of the beam (reg 22.1.2), comply as closely as reasonably practicable without the need to require structural alterations or the supply of additional equipment.

28.6 Paragraph 1.9.3 prohibits the use of polarised and tinted windows on the navigation bridge. In the case of United Kingdom registered ships, only clear, toughened glass is permitted.

28.7 Owners of existing tonnage should be aware of the implications of a vessel fitted with tinted bridge windows being involved in an accident and the question of a proper lookout being maintained arising.

28.8 Paragraph 1.9.4 requires a clear view regardless of weather conditions through at least two windows. Further guidance on the use of windscreen wipers etc is given in ISO 8468, as amended, (Ship’s Bridge Layout and Associated Equipment – Requirements and Guidelines).

28.9 Paragraph 3 covers ships of “unconventional design”. This should be taken to mean ships of such a design that fixed structures or equipment, or the position of the bridge, renders it impossible to comply fully with the provisions of this regulation. In such cases the MCA must be consulted in order to assess the alternative arrangements which have to be provided to comply with this paragraph.

28.10 For special circumstances, such as moving exceptional cargoes, the MCA should be consulted regarding navigation bridge visibility equivalence.

28.11 It should be noted that pilots and port authorities, when exercising their normal duties, are required to report to the MCA any ship with deficiencies which may prejudice the safe navigation of the ship or which poses an unreasonable threat of harm to the marine environment. This would include non-compliance with the requirements of this regulation.

28.12 Non-SOLAS passenger ships of classes IV, V, VI and VI(A) of less than 55 metres registered length will need to meet the requirements of the Merchant Shipping (Bridge Visibility Small Passenger Ships) Regulations 2005, which have been amended by the 2027 Regulations to close the gap which existed for passenger ships between 45 metres and under 55 metres in length overall. Note that while domestic passenger ships of EU Classes A to D have been taken out scope of the 2000 Regulations for the purposes of SOLAS Chapter V and are now required to comply with the requirements of the 2027 Regulations, an amendment to the 2000 Regulations was made to avoid an unintended consequence. Paragraph 7 of Chapter I in Annex I extends the requirements of Regulation V/22 to specified domestic passenger ships of under 55 metres in length overall (the SOLAS threshold), as far as is practicable and reasonable. These ships would not be caught by the 2005 Regulations (see below) because they comprise EU ship classes, to which the 2005 Regulations do not apply. To address this, the exclusion of the Chapter V safety requirements is qualified by the retention of the extended bridge visibility requirement in paragraph 7 of Chapter I in the Annex to Directive 2009/45/EC.

28.13 UK Fishing Vessels – Wheelhouse visibility requirements for UK Fishing Vessels are contained in MGN 314 (F) - Wheelhouse visibility onboard Fishing Vessels

28.14 Paragraph 1.6 covers visibility of shipside from the bridge wing. A unified interpretation (UI) of this requirement has been developed in the IMO via circular MSC.1/Circ. 1350/Rev.1. This UI has been implemented by the International Association of Classification Societies (IACS) since 1st January 2011.

28.15 Regulation V/22 is implemented in regulation 12(7) of the 2027 Regulations.

Regulation V/23 (pilot transfer arrangements)

29.1 This regulation V/23 deals with pilot transfer arrangements. IMO Circular MSC.1/Circ 1690 encourages the early adoption of provisions which replace regulation V/23 and were adopted by MSC.572(110). These amendments come into force on 1 January 2028 and should be read when reviewing pilot transfer arrangements – See 29.10 and Annex H. Further information is provided in paragraphs 29.10 to 29.13. Information on the existing requirements of regulation V/23 follows below.

29.2 For the purposes of the UK implementation of regulation V/23, this provision does not apply to—

i. ships below 150 GT engaged on any voyage;

ii. ships below 500 GT not engaged on international voyages; and

iii. fishing vessels.

29.3 Where an exempt vessel is required to employ a pilot, a safe means of access must be provided, following an adequate risk assessment, to ensure the transfer is conducted safely.

29.4 Equipment and arrangements installed before 1 July 2012 may continue to comply with the SOLAS requirements in force before that date, but if they are replaced, the new equipment and arrangements must comply with regulation V/23.1.3 & V/23.1.4.

29.5 The arrangements for the embarkation and disembarkation of pilots should also be considered at the design stage, particularly where unusual hull forms or the provision of belting is proposed, to ensure full compliance with Chapter V, as implemented in the 2027 Regulations. Information and guidance on the pilot transfer arrangements is also provided in “ISO 799:2004, Ships & marine technology – Pilot ladders”, as amended.

29.6 An updated poster entitled “Required boarding arrangements for pilots” is contained in IMO circular, MSC.1/Circ.1428 Rev 1– Pilot Transfer Arrangements. This poster should be consulted by all pilots, seafarers, shipowners, ship operators and others concerned with pilot boarding arrangements.

29.7 Crew Safety: In order to ensure safety of the crew who may be involved with the set-up and rigging of the pilot transfer arrangement, particularly with a combination arrangement that involves securing of pilot and accommodation ladders overside, a full risk assessment must be undertaken. As part of the mitigation measures in view of the work overside, bespoke personnel security arrangements may have to be deployed to ensure safety of the crew whilst rigging this equipment.

29.8 IMO resolution, A.1045(27), as amended – Pilot Transfer Arrangements- provides for use

and arrangement, and maintenance requirements of the pilot ladders. Pilot ladders, as part of vessel’s essential safety equipment, are required to be type approved in accordance with the ISO standards noted in this resolution.

29.9 Regulation V/23 is implemented in regulation 13 of the 2027 Regulations.

29.10 As indicated above, amendments to regulation 23 were adopted by Resolution MSC.572(110) on 26 June 2025 and, will come into force on 1 January 2028. Where pilot transfer arrangements are already installed on a ship before 1 January 2028, compliance is phased: 1 January 2029 for ships to which SOLAS Chapter I applies and 1 January 2030 for ships to which Chapter I does not apply. Marine pilots undertake high risk transfers from usually smaller vessels to large ships sometimes in adverse conditions and inadequate equipment or training can result in serious accidents and incidents. The changes seek to improve the safety of pilot transfers by introducing mandatory performance standards for both equipment and protocol.  IMO Circular, MSC.1/Circ.1690, encourages parties to implement the revised regulation 23 early (i.e. ahead of the international in-force date of 1 January 2028) for ships under their own flag. MCA highly encourages the relevant stakeholders (Ship Owner, Ship Management Company) to adopt early implementation which would involve compliance with a higher standard so can be treated as equivalent to the existing requirements. Ports and harbours are also encouraged to consider guidance on early adoption ahead of the in-force date, and to use this opportunity to promote the updated safety standard.

29.11 The United Kingdom Maritime Pilot’s Association (UKMPA) recognises the updated requirements as the benchmark for best practices and has launched an interactive online tool to improve compliance with the revised SOLAS Regulation V/23. The visual poster guides all stakeholders in Pilot Transfer Arrangements (PTAs), promoting safer boarding across the global fleet. Please access the interactive revised pilot transfer arrangement via this link: Interactive Pilot Transfer Arrangements - United Kingdom Maritime Pilots Association.

29.12 Annex H provides guidance on the early implementation of the pilot ladder amendment adopted by Resolution MSC.572(110)

29.13 Some pilot ladder related FAQs are listed below:

1. Do the Chapter V requirements prevent crews making new pilot ladders on board from existing steps from an old ladder?

Yes, this will not comply with regulation V/23.2.4 as this would not meet type approval requirement as set out in the MSN 1874 (M+F) (as amended) as per the Merchant Shipping (Marine Equipment) Regulations 2025 SI 2025/1280.

Further, a new pilot ladder (PL) will be treated as a ‘replacement’ of the existing equipment; therefore, a ship’s crew cannot put together a PL from scratch, even if the steps/ropes are bought from a certified manufacturer.

2. If a vessel has a new type-approved ladder, are the crew allowed to carry out any repairs to the ladder?

Although there is no specific requirement for this, we would ask for it to be in line with the Original Equipment Manufacturer’s (OEM) instructions. There is, however, some degree of reasonable pragmatism attached to ‘minor repairs onboard’, such as with bits of seizing coming off the pilot ladder or repairs/replacing of “associated equipment (regulation V/23.7.1.1)” such as man-ropes etc. In accordance with regulation 23.2.4, a record/log of these repairs is to be maintained onboard. If a shipowner or operator chooses to adopt voluntary early implementation in accordance with MSC.1/Circ.1690, then, under the new performance standard set out in resolution MSC.576(110), the repair or replacement of pilot ladder steps or spreader steps is prohibited.

3. Can the crew repair an existing ladder, i.e. being used onboard prior to 1 July 2012, that is not type-approved?

Yes, providing it is not against the OEM instructions and as long as the company has a robust training/QA/recommissioning and recording regime for the work carried out.

4. What is meant by ‘responsible officer’?

The MCA interpret the term ‘responsible officer’ to mean ‘Deck Officer holding an appropriate Certificate of Competency’. The use of ratings or officers from other departments (i.e. Engineering Officer or Passenger Ship Security Officer) is not deemed a ‘responsible officer’ by the MCA.

Regulation V/24 (use of heading and/or track control systems)

30.1 Regulation V/24 concerns the use of heading and track control systems.

30.2 Regulation V/24 does not apply to ships which are not seagoing, or to pleasure vessels of less than 150GT on any voyage.

30.3 In the circumstances described in paragraph 1, navigational watches must be manned so as to ensure that a qualified helmsman is available as required in paragraph 2.

30.4 The term “Heading Control System” (HCS) distinguishes the conventional automatic pilot from systems designed to maintain a vessel on a pre-determined track throughout its voyage. An HCS (i.e. the traditional autopilot) operates by maintaining a selected heading based on compass input and does not account for positional deviations caused by external forces such as wind, current, or sea conditions. In contrast, a Track Control System (TCS) continuously monitors the vessel’s position relative to a planned route and automatically corrects for cross-track error to keep the ship on that track. To achieve this, a TCS must be interfaced with an electronic position-fixing system, typically a GNSS receiver, and is often integrated with ECDIS.

30.5 Although paragraph 2.8.2 of regulation V/19 requires HCS or TCS to be fitted on all ships of 10,000GT and upward only, most ships, recognising the value of such systems towards human resource management on the bridge, employ them nevertheless.

30.6 Track control systems include the functional capabilities of heading control systems and, if employed, are then to be type approved to their own standards, which are over and above the HCS and comparatively rigorous in nature.

30.7 Regulation V/24 is implemented in regulation 14(1)(a) of the 2027 Regulations.

Regulation V/25 (operation of steering gear)

31.1 In areas where navigation demands special caution, ships shall have more than one steering gear power unit in operation when such units are capable of simultaneous operation.

31.2 Regulation V/25 does not apply to ships which are not seagoing or to pleasure vessels of less than 150GT on any voyage.

31.3 Regulation V/25 is implemented in regulation 14(1)(b) of the 2027 Regulations.

Regulation V/26 (steering gear: testing and drills)

32.1 Regulation V/26 deals with steering gear, testing and drills.

32.2 This Regulation does not apply to ships which are not seagoing or to pleasure vessels of less than 150GT on any voyage.

32.3 The details specified in paragraph 6 of regulation V/26 (steering gear: testing and drills) must be recorded in the ship’s official logbook.

32.4 The owner of a ship to which regulation V/26 applies must ensure that the simple operating instructions and block diagram required by paragraph 3.1 of that regulation are provided to the ship’s crew.

32.5 Regulation V/26 is implemented in regulation 14(1)(c) of the 2027 Regulations.

32.6 The requirements of regulations 24 to 26 in Chapter V are subject to any local rules relating to roadsteads, harbours, rivers, lakes or inland waterways connected with the high seas and navigable by seagoing ships

Regulation 27 (nautical charts and nautical publications)

33.1 Nautical charts and nautical publications, such as sailing directions, lists of lights, notices to mariners, tide tables and all other nautical publications necessary for the intended voyage, shall be adequate and up to date.

33.2 Regulation V/27 does not apply to:

i. Ships which are not passenger ships and are not seagoing;

ii. Class V vessels;

iii. pleasure vessels of less than 150GT on any voyage.

33.3 “Nautical Charts and Publications” are defined in regulation V/2.2, and carriage requirements for Charts and Publications are given in regulation V/19, para. 2.1.4 and 2.1.5.

33.4 Refer also to Annex B, where an indicative list of nautical publications is given.

33.5 Regulation V/27 is implemented in regulation 14(4) of the 2027 Regulations.

Regulation 28 (records of navigational activities and daily reporting)

34.1 Regulation V/28 deals with records of navigational activities and daily reporting.

34.2 Regulation V/28.1 applies to all ships on international voyages except for any ship below 150 GT engaged on any voyage.

34.3 IMO resolution A.916(22) - Guidelines for the Recording of Events Related to Navigation, explains the requirements for all ships engaged on international voyages to keep on board a record of navigational activities and incidents which are of importance to safety of navigation and which must contain sufficient detail to restore a complete record of the voyage.

34.4 All bridge orders requiring changes in direction or speed of the main propulsion unit must be recorded. In addition, other key navigational events should be recorded, including changes of course, passing of way points, weather and sea conditions, incidents and events including pilot embarkation / disembarkation, tugs, hazardous occurrences and accidents.

34.5 Time-marked electronic or mechanical records are acceptable including those from echo sounders, course recorders, engine telegraphs and NAVTEX receivers.

34.5 It must be possible to reconstruct the ship’s track throughout the voyage. The IMO Guidelines state that navigational records (whether paper, electronic or mechanical) should be retained on board for a period of not less than 12 months. The MCA’s interpretation of this requirement is that records retained for 12 months should provide enough detail to reconstruct any voyage during that period. The MCA recognises that it is impractical to retain voyage details on paper charts for longer than the duration of the voyage. Therefore, sufficient details of waypoints, courses, times of alteration of course and or speed and other relevant details must be entered in the logbook and courses and positions on all navigational charts should be retained until the voyage is completed. This information should be saved electronically when ECDIS is used to fulfil the requirements of regulation V/19 (para. 2.1.4).

34.6 MGN 690 (M+F) Approval and acceptance of electronic record books and recording requirements under SOLAS chapter V/Reg 28 gives updated details to mariners wishing to utilise electronic deck record books.

34.7 The requirement for daily reports to be sent to the Company by ships of 500GT or over on international voyages exceeding 48 hours can be met by any method of reporting. Automated reporting of position, course and speed must include a record of their transmission. The Master must regularly verify such transmissions against the position fixing equipment with which they are interfaced.

34.8 The “external or internal conditions” which must be reported as required by regulation V/28.2.3 will include abnormal weather or sea conditions and any structural or mechanical defects affecting the voyage or safe operation of the ship.

34.9 Regulation V/28 is implemented in regulation 14(6) of the 2027 Regulations.

Regulation V/29 (life-saving signals to be used by ships, aircraft or persons in distress)

35.1 An illustrated table describing the life-saving signals^{[footnote 7]} shall be readily available to the officer of the watch of every ship to which this chapter V applies. The signals shall be used by ships or persons in distress when communicating with life-saving stations, maritime rescue units and aircraft engaged in search and rescue operations.

35.2 Regulation V/29 applies to all ships. The signals are to be used by any ship or person in distress, when communicating with SAR units. It is therefore important that mariners, whether engaged in commercial or leisure activities, are familiar with them.

The table of lifesaving signals is to be displayed prominently on the ship’s bridge and officers are to be familiar with the signals and ensure that they are correctly used in distress situations.

35.3 Details are provided in Volume III of the IAMSAR Manual. They are also contained in the MCA leaflet “Lifesaving Signals for Ships Aircraft or Persons in Distress”.

35.4 The MCA encourages all organisations concerned with small craft to ensure that their members are made aware of the international lifesaving signals and that copies of the signals are made available to them.

35.5 Refer also to regulation V/8 - Life Saving Signals.

35.6 Regulation V/29 is implemented in regulation 14(8)(a) of the 2027 Regulations.

Regulation V/30 (operational limitations)

36.1 Regulation V/30 deals with operational limitations.

36.2 Regulation V/30 applies to all passenger ships engaged on international voyages. SOLAS Chapter I defines passenger ships.

36.3 All passenger ships are required to carry a document listing the Operational Limitations which is to be appended to the Passenger Ship Safety Certificate. The document includes details of any exemptions from the requirements of SOLAS V, operating restrictions (speed, weather, sea state or geographical areas), restrictions on loading or stability conditions and any other operational limitations imposed during the ship’s construction or by the MCA. If the ship has no operational limitations, the document needs to be endorsed accordingly.

36.4 Regulation V/30 is implemented in regulation 14(8)(b) of the 2027 Regulations.

Regulation V/31 (danger messages)

37.1 This regulation deals with danger messages, including provision for the reporting of lost freight containers at sea.

37.2 This regulation applies to all ships. See also the guidance notes for regulation V/32.

37.3 IMO Resolution MSC.550(108) adopted amendments to regulations V/31 and V/32, which came into force in January 2026. The amended provisions require ship Masters to communicate the particulars of an observation of lost or drifting of freight containers by appropriate means without delay, and to the fullest extent possible to ships in the vicinity and to the nearest coastal State, as well as to report the loss to the flag State. The primary objectives of these amendments are to enhance maritime safety, safeguard the marine environment, and improve the ability to track and recover lost cargo.

37.4 The Sub-Committee on Carriage of Cargoes and Containers (CCC), at its eleventh session (8 to 12 September 2025), considered matters related to the reporting of containers lost at sea pursuant to SOLAS regulations V/31 and V/32. The Sub-Committee developed a template to report container losses to assist the IMO in monitoring implementation. Masters of UK‑flagged ships are advised to use the template provided in Annex J of this MGN to report container losses to the Maritime and Coastguard Agency at nautical@mcga.gov.uk.

37.5 Regulations V/31 and V/32 apply to any ship carrying one or more freight containers for the purpose of reporting container loss, and to any ship that observes containers lost at sea.

37.6 Regulation V/31 is implemented in regulation 15(a) of the 2027 Regulations.

Regulation V/32 (information required in danger messages)

38.1 Regulation V/32 deals with information required in danger messages.

38.2 The Master’s report is to be sent, preferably in English or using the

International Code of Signals, to the appropriate National or NAVAREA Coordinator for navigational warnings via a coastal station. Details of NAVAREAs are given in Vol.1 of the Admiralty List of Radio Signals (ALRS).

38.3 The NAVAREA Coordinator is the authority charged with coordinating, collating and issuing long-range navigational warnings and NAVAREA warning bulletins to cover the whole of the NAVAREA. For NAVAREA 1 (which includes United Kingdom waters) the NAVAREA Coordinators are:

i. for dangers to navigation (listed in regulation V/32.1 (ice, derelicts and other direct dangers to navigation) and V/32.3 (freight container losses)) - the National Hydrographer, UKHO, Taunton;

ii. for meteorological dangers (listed in regulation V/32.2 (storms), V/32.4 to V/32.6 (subsequent observations) – the National Meteorological Centre (NMC) of the Met Office.

38.4 Details of the Worldwide Navigational Warning Service are contained in UKHO Annual Notice to Mariners No.13.

38.5 For other areas and for details of national authorities refer to Volume 1 of the Admiralty List of Radio Signals (ALRS) obtainable from Admiralty Chart Agents or the Hydrographic Office Publications, Hydrographic Office, Admiralty Way, Taunton, Somerset TA1 2DN.

38.6 Regulation V/32 is implemented in regulation 15(b) of the 2027 Regulations.

Regulation V/33 (distress situations: obligations and procedures)

39.1 Regulation V/33 deals with distress situations: obligations and procedures.

39.2 Regulation V/33 applies to all ships, and places an obligation on masters to respond to information from any source that persons are in distress at sea. This includes an obligation for rescued persons to be delivered to a place of safety and for their humane treatment when on board the rescue ship.

39.3 A “distress alert” means a signal of distress from a ship or information from any source that a ship or hovercraft is, or persons on or from a ship or hovercraft, are, in distress at sea.

39.4 Further information is contained in IMO Resolution MSC.167(78): Guidelines on the treatment of persons rescued at sea.

39.5 Reference should be made to Volume 3 of the International Aeronautical and Maritime Search and Rescue (IAMSAR) Manual adopted in 2000 by IMO Resolution A.894(21), which is required to be carried on board all ships in accordance with regulation V/21 - International Code of Signals and IAMSAR Manual.

39.6 Masters who, in special circumstances, decide not to respond to a distress alert must enter their reasons in the logbook and, if they have responded to the distress alert, inform the appropriate search and rescue authorities of their decision not to proceed.

39.7 A master of a ship in distress, or the search and rescue services concerned, may requisition a ship in the circumstances set out in paragraph 2 of regulation V/33 (distress situations: obligations and procedures).

39.8 A master must be released from a duty imposed in—

i. paragraph 1 of regulation 33 (distress situations: obligations and procedures) in the circumstances set out in paragraph 3 of regulation 33; and

ii. paragraph 1 or 2 (as the case may be) of that regulation in the circumstances set out in paragraph 4 of that regulation.

39.9 Compliance by the master of a ship with the requirements of regulation V/33 (distress situations: obligations and procedures) does not affect their right, or the right of any other person, to salvage.

39.10 Regulation V/33 is implemented in regulation 15(c) of the 2027 Regulations.

40.1 Regulation V/34 deals with safe navigation and avoidance of dangerous situations.

40.2 This regulation applies to all ships which proceed to sea. This provision contains a requirement for the voyage to be planned in accordance with the IMO Guidelines for Voyage Planning - Resolution A.893(21) (issued as SN/Circ.92). The Master is also authorised to take voyage planning decisions for safety or environmental reasons.

40.3 This regulation makes a properly prepared voyage plan mandatory, and the plan is liable to be checked during port State control inspections.

40.4 To note for small vessels and pleasure craft: regulation V/34 applies to all ships of all sizes. For small vessels and pleasure craft, the degree of voyage planning will depend upon the size of vessel, its crew and the length of the voyage. The MCA expects all mariners to make a careful assessment of any proposed voyage, considering all dangers to navigation, weather forecasts, tidal predictions and other relevant factors including the competence of the crew to use appropriate charts and publications.

40.5 See also regulation V/34.1 - Master’s Discretion.

40.6 Regulation V/34 is implemented in regulation 15(d) of the 2027 Regulations.

Regulation V/34-1 (master’s discretion)

41.1 “The owner, the charterer, the company operating the ship as defined in regulation IX/1, or any other person shall not prevent or restrict the master of the ship from taking or executing any decision which, in the master’s professional judgement, is necessary for safety of life at sea and protection of the marine environment.”

41.2 “Company” is defined in SOLAS Chapter IX/1 (ISM Code): “Company” means the owner of the ship or any other organisation or person such as the manager, or the bareboat charterer, who has assumed the responsibility for operation of the ship and who on assuming such responsibility has agreed to take over all the duties and responsibilities imposed by the International Safety Management Code.

41.3 Regulation 34-1 is implemented in regulation 15(e) of the 2027 Regulations.

Regulation V/35 (misuse of distress signals)

42.1 “The use of an international distress signal, except for the purpose of indicating that a person or persons are in distress, and the use of any signal which may be confused with an international distress signal, is prohibited.”

42.2 This regulation applies to all ships. See also Annex IV of the International Regulations for Preventing Collisions at Sea (COLREGs), which prohibits the misuse of distress signals (see MSN 1781(M+F) Amendment 3 The Merchant Shipping Regulations 1996 COLREG

42.3 Out of date pyrotechnics should be correctly disposed of, in accordance with the procedures set out on GOV.UK at “Guidance on Disposing of unwanted marine flares (https://www.gov.uk/guidance/disposing-of-unwanted-marine-flares)”

42.4 Regulation V/35 is implemented in regulation 15(f) of the 2027 Regulations.

Appendix to SOLAS Chapter V

43.1 This Appendix deals with Rules for the Management, Operation and Financing of the North Atlantic Ice Patrol.

43.2 Regulations relating to the Ice Patrol Service are set out in regulation V/6. Further information may be found in the US Coastguard Website under

International Ice Patrol

Question 6

Annex B

Accepted Answer

NAUTICAL CHARTS AND PUBLICATIONS

1.1 These guidance notes should be read in conjunction with regulations V/19, V/21 and V/27, which relate to the carriage of charts and nautical publications.

Requirement to carry nautical charts and publications.

1.2 Charts

1.2.1 The charts or electronic chart display and information system (ECDIS) referred to in regulation V/19.2.1.4 must be of such a scale and contain sufficient detail as clearly to show:

i. all navigational marks which may be used by a ship when navigating the waters which are covered by the chart;

ii. all known dangers affecting those waters; and

iii. information concerning any ships’ routeing and ship reporting measures applicable to those waters.

1.2.2 All charts and publications must be of the latest obtainable edition and be kept up to date from the latest relevant obtainable notices to mariners and radio navigational warnings.

1.2.3 Charts, as defined in regulation 2.2, or an ECDIS using Electronic Navigational Charts (ENCs) or Raster Navigational Charts (RNCs) to meet the requirements of regulation V/19.2.1.4 must comply with the necessary back-up arrangements required by regulation V/19.2.1.5.

1.2.4 The back-up arrangements may either be duplication of the ECDIS, reduced folio of paper charts, or a Chart Radar. Advice on determining suitable backup is given in MGN 285.

1.3 Publications

1.3.1 Such adequate and up to date sailing directions, lists of lights, notices to mariners, tide tables and other nautical publications, as defined in regulation V/2.2 to meet the requirements of regulation V/19.2.1.4;

1.3.2 Nautical publications presented in electronic format are acceptable when issued by or on the authority of an authorised Hydrographic office or other relevant Government institution. For the 2027 Regulations this means the United Kingdom Hydrographic Office (UKHO).

1.3.3 Recommendations for system installation and use aboard ships are included at Section 6.

1.3.4 Under regulation V/21, all ships required by SOLAS to carry a radio installation, must carry the International Code of Signals published by the International Maritime Organization. See below for UK exceptions to the application of this regulation.

1.3.5 The following publications are considered to satisfy the requirements of regulation V/19.2.1.4:

i. International Code of Signals(IMO)

ii. IAMSAR Manual Vol III

iii. Mariners’ Handbook (UKHO)

iv. Merchant Shipping Notices, Marine Guidance Notes and Marine Information Notes (MCA)

v. Notices to Mariners (UKHO)

vi. Notices to Mariners – Annual Summary (UKHO)

vii. Lists of Radio Signals (UKHO)

viii. Lists of Lights (UKHO)

ix. Sailing Directions (UKHO)

x. Nautical Almanac

xi. Navigational Tables

xii. Tide Tables

xiii. Tidal Stream Atlases

xiv. Operating and Maintenance Instructions for Navigational Aids carried by the Ship.

1.4 Notes

i. In the case of publications listed above, only those parts of the publication which are relevant to a ship’s voyage and operation need be carried.

ii. Where the UK Hydrographic Office (UKHO) is listed as the publisher, any other charts or publications which meet the definition in regulation V/2 are acceptable.

iii. The MCA also recommends that ships fitted with ECDIS carry a copy of NP 5012 “Admiralty Guide to ENC symbols used in ECDIS” and NP133C “Admiralty ENC Maintenance Record”.

1.4.1 Regulation V/1 permits Administrations some flexibility on the extent to which regulation 21 applies to certain classes of ships. Accordingly, for UK ships the requirement to carry Volume III of the IAMSAR manual does not apply to: - ships below 150 GT on any voyage - ships below 500 GT not engaged on international voyages, and - fishing vessels.

1.4.2 The IAMSAR manual must be kept up to date when amendments are issued by the IMO.

1.4.3 Furthermore, to comply with the Radio Regulations published by the International Telecommunications Union (ITU), ships to which the Merchant Shipping (Radio Installation) Regulations (SI 1998/2070) apply, i.e. passenger ships and other ships of 300 GT or more on international voyages, when provided with equipment for use in sea areas A2, A3 or A4, i.e. beyond VHF range of coast stations, must also carry the following publications of the ITU:

i. List of Coast Stations and Special Service Stations - List IV

ii. List of Ship Stations and Maritime Mobile Service Identity Assignments - List V

iii. The Manual for Use by the Maritime Mobile and Maritime Mobile Satellite Services.

Question 7

Annex C

Accepted Answer

DIGITAL NAUTICAL PUBLICATIONS

1.1 System Installation

1.1.1 The following recommendations arise from consideration of the use of digital Nautical Publications on a ship in compliance with requirements laid down in SOLAS Chapter V and relevant IMO Guidelines.

1.1.2 In conjunction with these Recommendations, the following IMO Circulars should be consulted when implementing digital nautical publications:

i. MSC/Circ.891 ‘Guidelines for the on-board use and application of computers’

ii. MSC/Circ.982 ‘Guidelines on ergonomic criteria for bridge equipment and layout’

iii. MSC/Circ.1091 ‘Issues to be considered when introducing new technology on board ship’.

1.1.3 As a minimum, the hardware should consist of two computer systems (referred here as primary and secondary computers) each having the functionality of a processor unit, display, keyboard, pointing device (such as a mouse) and the means to load software and data updates.

1.1.4 The processor unit of the computer should be capable of running the official digital nautical publication software products in an effective manner, giving due regard to the specific requirements of the official software products, the operating system in use and the demands of other software products loaded on the computer. Full consideration should be given to the:

i. Operating System in use (e.g. Windows 10 or proprietary) - is it supported by the digital nautical publication products that will be loaded onto the system?

ii. Processor speed (e.g. 1GHz) - is it fast enough to support the loaded products, particularly if nautical publication software will be operating simultaneously with other products?

iii. Memory: (e.g. 256 Mb) - is it large enough to support simultaneously nautical publication products and other running software?

iv. Hard disk space free: (e.g. 1 Gb) - is there enough space to load the programme, the data and the necessary updates?

v. Essential peripherals, (e.g. keyboard, mouse, internet connection) – are the right peripherals available to load, use and update digital nautical publication software and data?

1.1.5 The primary computer should be installed close to where the voyage is monitored. It should be designed to meet the environmental conditions defined in IEC60945 and be powered from the main and emergency sources of power on the bridge. The effective display area should measure at least 300 millimetres across the diagonal. The display should be able to be varied in brightness and contrast to enable viewing in all ambient light conditions. The lighting over the keyboard should be adjustable to enable use in all ambient situations. Care should be taken in positioning and setting-up the display and keyboard lighting so that it does not affect the night vision of bridge watch staff.

1.1.6 If the display and controls for accessing digital nautical publications are situated close to the conning position or to a look-out position, the display at night should be set to appropriate night-time colours. Great care must be taken in setting brightness adjustments to prevent the display and the keyboard lighting from affecting the night vision of bridge watch staff.

1.1.7 An ECDIS capable of accessing appropriate digital nautical publications may be used as the ‘workstation’ for the use of such publications. However, digital nautical publications may only be used on ECDIS if the ECDIS equipment has been approved by the flag Administration (type approved) for this purpose.

1.1.8 The primary computer (if not an ECDIS) may also be used to run other software needed for essential bridge support functions, provided these are checked for compatibility with the officially approved products loaded. Digital nautical publications should be available for instant use at any time during the voyage.

1.1.9 On some ships with a poor electrical supply, it may be necessary to power the primary computer system through an uninterruptible power supply (UPS). This is a self-contained battery-driven power inverter that continues to supply good quality electrical power, even when there are fluctuations in the ship’s main supply. A UPS can also operate the computer system for some minutes even if there is a complete power failure. It cannot normally be considered to act as the emergency source of power because of the relatively short time before its batteries are exhausted.

1.1.10 A secondary computer is required in case of failure of the primary system. It is ideally situated on the bridge when it should comply with the requirements of paragraphs 1.2-1.5 above, except:

i. it is not necessary for it to be provided with an emergency source of power; and

ii. it need only comply with the EMC requirements of IEC60945.

1.1.11 A network solution can inherently provide a good backup. In this instance prior consideration of the preferred secondary workstation should be made. This should be documented within the ship’s bridge procedures. It should be noted that not all officially approved products currently support network operation.

1.1.12 If not mounted on the bridge (and if permitted by the flag administration), the secondary system may be a good quality office system connected to the ship’s normal power supply. It should comply with the requirements of paragraphs 1.2 and 1.3 above and be situated in a convenient position for access by bridge personnel. It should not be in an area subject to high levels of vibration, heat or humidity, which could lead to damage of the system. The effective display area should measure at least 350 millimetres across the diagonal.

1.1.13 The secondary system may be used for other applications of a critical or non-critical nature, provided that any software loaded is approved by the master and is checked for compatibility with the officially approved products loaded. During the voyage it must be available for instant access to digital nautical publications in the event of a failure of the primary system.

1.1.14 If the secondary system is not on the bridge, it is recommended that it is also connected to a colour printer to allow the printing of critical data needed for use at the chart table or elsewhere on the bridge.

1.1.15 A secondary system is not required if the equivalent paper version of the digital nautical publication is available on the bridge and is maintained up-to-date. In that case the bridge computer system need only comply with the EMC requirements of IEC 60945 and not the full environmental requirements specified for the bridge environment.

1.1.16 In placing equipment on the bridge, care must be taken to comply with the requirements of SOLAS regulation V/15 ‘Principles relating to bridge design, design and arrangement of navigational systems and equipment and bridge procedures’.

1.1.17 Consideration must be given to protecting the primary and secondary computers (including a network system, if used) against computer viruses. This may be by the installation and regular update of antivirus software or by strict bridge instructions prohibiting unauthorised use, including the loading of non-approved software or data.

1.2 System Use

1.2.1 Training on the system should be provided to enable operators to use it effectively and maintain the databases to be fully up-to-date. Users new to the particular vessel should be familiarised with the equipment setup and with the vessel’s bridge procedures concerning the use of digital nautical publications, prior to using the equipment.

1.2.2 Updates available in port should be applied before passage planning commences and before leaving port. If updates are received at sea they should be applied as soon as possible. Any changes relevant to the execution of the passage plan should be noted on the passage plan.

1.2.3 Updates need to be applied to both primary and secondary systems.

1.2.4 Records should be kept of when updates are received and applied.

1.2.5 During passage planning it should be checked that any licences concerning the use of the software and its updates will remain valid for a period in excess of the expected worst-case voyage duration. If this is not the case, corrective action needs to be taken.

1.2.6 A status check of the primary and secondary systems should be made before leaving port and at least once per day in order to ascertain the availability of the systems. This information should be recorded in the ship’s log.

1.2.7 In the event of a failure of the primary or secondary system it should normally be repaired at the next port of call, unless the facilities for such a repair are not available. In the latter case proper thought and action needs to be taken to minimise the effects of failure of the remaining system. That could include, for instance, making a print-out of critical data that may be needed during the voyage before the voyage commences, directly from the digital nautical publication

1.2.8 Bridge instructions should be in place to prohibit any unauthorised use of the primary and secondary systems, such as: the loading of additional software; change of software or hardware configuration; and any use by untrained staff.

Question 8

Annex D

Accepted Answer

MAGNETIC COMPASSES

Regulation V/19, paragraphs 2.1.1 and 2.2. lays down the requirements for all seagoing ships (excluding fishing vessels, pleasure vessels under 150 GT) to be fitted with a magnetic compass, or other means, to determine and display the vessel’s heading independent of any power supply. They must also be fitted with a pelorus, or other means, to take bearings over an arc of 360° of the horizon and a means for correcting these magnetic heading and bearings to true at all times (regulation V/19, paragraphs 2.1.2 and 2.1.3).

Fishing vessels and pleasure vessels under 150GT should comply with the requirements of the relevant MCA Code.

1.1 Performance standards

1.1.2 Equipment must comply with the IMO Performance Standards as follows:

i. Magnetic compasses - Resolution A.382(X); and

ii. Transmitting magnetic heading devices – Resolution MSC.86(70), Annex 2.

1.1.3 Regulation V/19 (paragraph 2.2.1) requires all ships of 150 GT and over, and all passenger ships, to carry a spare magnetic compass (or equivalent.)

1.2 Responsibility for Maintenance

1.2.1 The Owner and the Master are responsible for ensuring that compasses on their ships are maintained in good working order.

1.3 Adjustment of Compasses

1.3.1 Each magnetic compass required to be carried by Chapter V must be properly adjusted and its table or curve of residual deviations available at all times.

1.3.2 Magnetic compasses should be adjusted when:

i. they are first installed;

ii. they become unreliable;

iii. the ship undergoes structural repairs or alterations that could affect its permanent and induced magnetism;

iv. electrical or magnetic equipment close to the compass is added, removed or altered; or,

v. a period of two years has elapsed since the last adjustment and a record of compass deviations has not been maintained, or the recorded deviations are excessive or when the compass shows physical defects.

1.4 Effects of Changes in Magnetism During the Life of a Ship

1.4.1 Because the magnetism of a new ship can be particularly unstable, the performance of magnetic compasses should be monitored carefully during the early life of a ship, and adjustments made if necessary.

1.4.2 Masters are advised that it is essential to check the performance of magnetic compasses particularly after:

i. carrying cargoes which have magnetic properties;

ii. using electromagnetic lifting appliances to load or discharge;

iii. a casualty in which the ship has been subject to severe contact or electrical charges; or

iv. the ship has been laid up or has been lying idle - even a short period of idleness can lead to serious deviations, especially for small vessels.

1.4.3 Further, the retentive magnetism can alter a ship’s magnetism, making compasses unreliable. However, a large amount of the magnetism induced by an electromagnet may subsequently decay so immediate readjustment is not advised. Every effort should be made to determine the compass deviation.

1.5 Monitoring Compass Performance

1.5.1 Compass performance should be monitored across a range of headings by regularly recording deviations in the compass deviation book. Compass errors should be determined after every large alteration of course, and at least once every watch when there have been no major course alterations. Checking the compass deviation regularly may show the need for repair, testing or adjustment. In addition, compasses should be inspected occasionally by a competent officer or compass adjuster.

1.6 Adjustments and Repairs

1.6.1 In the UK, all adjustments should be made by a compass adjuster who holds a Certificate of Competency as Compass Adjuster issued by the UK Government.

1.6.2 If a qualified compass adjuster is unavailable and the Master considers it necessary, then adjustments may be made by a person holding a Certificate of Competency for Master Unlimited, STCW Convention Regulation II/2. The compass must be re-adjusted by a qualified compass adjuster at the next available opportunity.

1.6.3 The date of any adjustment and other details should be noted in the compass deviation book. The position of correctors should be recorded in the compass book and on deviation cards. Because the distances from the coefficients B and C correctors to the standard compass card and to the transmitting element are different, a transmitting magnetic compass will be overcompensated resulting in an error, which can be as much as 2½° and cannot be corrected. Separate deviation cards should be prepared for the standard compass and the transmitting magnetic compass repeater by comparing headings.

1.7 Portable Equipment that may interfere with Compasses

1.7.1 Masters and Officers are advised that portable electrical equipment or items made of steel can affect the performance of a compass. Care should be taken to ensure that such items are kept away from the compass position. (See regulation 17, paragraph 3.)

1.8 Spare Bowl

1.8.1 When a spare magnetic compass bowl is required, it should be carefully stowed, together with its gimbal units, away from the bridge structure so that they are unaffected by any casualty disabling the bridge.

1.9 Transmitting Magnetic Compasses (TMC)

1.9.1 If a new or existing standard magnetic compass is modified to provide a transmission output then each device must be individually certified or re-certified with the transmitting element in place. Re-certification of modified existing compasses should be made, with the transmitting element attached to the compass bowl.

1.9.2 Modifications should be made by an experienced compass technician, who should ensure that the transmitting element is compatible with the binnacle. The performance of the equipment cannot be relied upon until the compass has been re-certified (as described above) and adjustments have been made by a certified compass adjuster.

1.9.3 Ancillary equipment included in the modifications (e.g. electronic units, displays and power supplies) should be type tested to establish safe distances from the compass. In particular, care should be taken to avoid the effect on the compass of spurious radio frequency transmissions. Guidance can be found in IEC 60945. See Regulation 17, paras. 1 & 2.

1.9.4 If a transmitting magnetic compass provides heading information,

i.e., it is read by the helmsman at the main steering position, then the spare bowl must be fitted with a transmitting element, and individual testing is required. Alternatively, if heading information is provided by the reflected image of a standard compass or a separate steering compass, and a transmitting compass is fitted voluntarily to provide a repeater facility to navigation equipment, then the spare bowl does not require a separate transmitting element.

1.10 Emergency Steering position

1.10.1 Regulation V/19, paragraph 2.1.9, requires a telephone or other means to communicate heading information to the emergency steering position, if provided. On ships of 500GT or over, a visual reading of the ship’s heading must be supplied to the emergency steering position if provided. (See regulation V/19, paragraph 2.5.2).

Question 9

Annex E

Accepted Answer

RADAR REFLECTORS

1.1 Introduction

1.1.1 Regulation 19.2.1.7 requires radar reflectors to be carried, where practicable, by ships under 150GT. This includes pleasure vessels.

1.1.2 Owners and operators should bear in mind that the smaller and less radar-conspicuous a vessel is, the more important it is to carry an effective radar reflector.

1.1.3 The following notes give further guidance on the choice and mounting of a radar reflector for small vessels.

1.2 Radar Cross Section (RCS)

1.2.1 RCS denotes the equivalent echoing area which is 4 π times the ratio of the power per unit solid angle scattered in a specified direction to the power per unit area in a plane wave incident on the scatterer from a specified direction. It is dependent on the radar operating frequency and the three-dimensional orientation of the reflector.

1.3 Passive and Active Radar Reflectors

1.3.1 Traditional radar reflector is passive type which merely physically reflects the radar wave, whilst the active radar reflector, also known as Radar Target Enhancer, is a small electronic device that receives, amplifies and retransmits a radar signal as a method of enhancing radar returns. Sometimes, due to restrictions or limitations imposed by erecting of a suitable passive radar reflector, the target enhancer may be a better option.

1.3.2 An important parameter of a radar reflector is its echoing area, or equivalent radar cross-section (RCS), as this determines the amount of the radar energy which is reflected back. Reflectors to the current technical standard have a maximum echoing area of at least 10 m² RCS with a minimum echoing area of at least 2.5 m² RCS over 240° of azimuth. Orientation of the reflector must follow manufacturers’ recommendations if it is to be effective.

1.3.3 The revised IMO performance standard requires reflectors to have “stated performance levels” as follows: Radar cross sections of at least 7.5 m² RCS in the X-band frequency and 0.5 m² RCS in the S-band mounted at a minimum height of 4m above sea level. This performance level must be maintained over at least 280° of azimuth and not fall below this level (a “null”) over any angle of more than 10°. There must be no more than 20° between nulls. For sailing vessels, the performance level must be maintained up to at least 20° of heel, except for multihull vessels which operate with little heel when this minimum should be 10°.

1.3.4 The correct orientation of a radar reflector is extremely important. The classic octahedral reflector (consisting of a number of interlocking plates), should always be rigged in the “catch rain” or “double catch rain” position. This means that one, or preferably two, of the hollows between the plates face vertically upwards. In the “catch rain” position maximum reflectivity is given when the vessel is not heeled with deterioration as it heels. In the “double catch rain” position one planar surface should be aligned vertically along the vessel’s axis. This allows for improved reflectivity as the vessel heels to either side. Mariners should be aware that the predrilled holes for rigging the reflector are not always placed in the optimum position.

1.3.5 Regulation V/19 takes account of the fact that reflectors built to the above standards may not be practical for fitting to very small vessels. However, whenever physically possible reflectors should meet the IMO standards.

1.3.6 Owners and operators of very small craft where fitting reflectors meeting IMO standards is deemed impracticable should fit reflectors with the greatest echoing area possible. In all cases the reflector should be fitted as high as possible for maximum detection range, following the manufacturer’s instructions.

1.3.7 It should be noted by Masters and Operators of all vessels that reflectors, even though they meet the relevant performance standards, will be difficult to detect on radar displays in rough sea conditions and in heavy rain (sea and rain clutter). Masters of all vessels are reminded that this should be taken into account when setting lookouts and determining safe speed as required by Rules 5 and 6 of the International Regulations for the Prevention of Collisions at Sea.

1.3.8 Electronic radar target enhancers are now available and can be considered as “other means” in regulation V/19. These have a larger equivalent radar cross-section for a physically smaller size than radar reflectors and produce a response on a radar display, which is stronger and more consistent, but does not increase the apparent size of the target. Some navigation buoys are being fitted with electronic radar enhancers and seafarers should be aware this improves their detection range.

Question 10

Annex F

Accepted Answer

Bridge navigational watch alarm system (BNWAS) installed prior to 1 July 2011

Regulation 19.2.2.4 allows BNWAS installed prior to 1 July 2011 to be exempted from full compliance with the required performance standards at the discretion of the Administration.

For such exemptions MCA requires BNWAS operations to be assessed in two parts:

i. Section A: System Installation; and

ii. Section B: Equipment Function.

1.1 Section A – System Installation

1.1.1 The installation should be assessed against the following requirements:

i. Are the operational mode (ON/OFF) selection facilities protected, e.g.by key switch; password protection or by location in the Master’s quarters?

ii. Is the dormant period adjustment protected against unauthorised access, e.g. by key switch; password protection or by location in the Master’s quarters, or need for special tools?

iii. Are all BNWAS alarm reset or cancel points located only on the bridge?

iv. Do the alarm reset locations allow the crew to reset the system without significant interruption of their normal work and does each location provide for keeping of a proper lookout?

v. Where “motion detection”^{[footnote 8]}provides alarm resets, is it unlikely to generate resets from the movement of objects on the bridge, e.g. curtains, warm air, etc?

vi. Where “motion detection” provides alarm resets, are there regular checks for false resets?

vii. Is a malfunction or loss of power to the BNWAS clearly indicated, and with a repeat at the central alarm panel, if fitted?

viii. Is the sounding of 2nd and 3rd stage alarms adequate to alert a back-up officer/Master in their quarters and other crew members?

ix. Can the 1st Stage audible alarm be captured on the VDR bridge audio?

x. Are the alarm stage signals connected to the Voyage Data Recorder(VDR)^{[footnote 9]}or not required to be captured?

1.2 Section B – Equipment Function

1.2.1 No further checks are necessary for equipment with type-approved compliance to:

i. MSC 128(75): IMO performance standards for Bridge Navigational Watch Alarm System; and

ii. IEC 60945: Maritime navigation and radiocommunication equipment and systems – General requirements; or

iii. A.694(17), General requirements for shipborne radio equipment forming part of the GMDSS and for Electronic Navigational Aids.

1.2.2 (N.B. Current MER type-approval process includes all of the above).

1.2.3 Equipment not type-approved to MSC 128(75) can be accepted provided it conforms closely with the performance standard, however:

i. The Auto mode, if fitted, should not be employed;

ii. Period between visual indications to 2nd stage alarm should not exceed 12min 30sec;

iii. Tone/modulation characteristics and volume level do not have to be selectable during installation of the system; and

iv. Conformance to IMO resolution A.694(17) or IEC 60945:2002 standards can be satisfied through a test report, test certificate or manufacturer’s specification. When this is not available, the Master should make a declaration, justified through observations and experiences of vessel’s BNWAS installation, maintenance records and logs, confirming that – “the BNWAS has been observed to be reliable and has not caused noticeable interference with any navigational or communications equipment throughout the vessel”.

1.2.4 Exemptions

i. An exemption is not required where there is type approval to MSC.128(75) and A.694(17)/IEC 60945, and the installation fully complies with Section A.

ii. An exemption is required if the equipment is not type approved, but the system installation fully complies with Section A and the equipment functions comply with Section B.

Question 11

Annex G

Accepted Answer

Electronic Chart Display and Information System (ECDIS)

ECDIS carriage

1.1.1 Chapter V in SOLAS was amended to permit ECDIS as an alternative to paper charts and to introduce mandatory carriage requirements on a phased basis between 1 July 2012 and 1 July 2018. These requirements are now fully implemented, and ships within the scope of regulation V/19.2.10 must be fitted with ECDIS.

1.1.2 However, vessels which are not required to fit ECDIS on board due to gross tonnage stipulations may employ them on voluntary basis. Note also that as per the High-Speed Craft (HSC) Code, 2000, all HSC are required to be fitted with ECDIS.

1.2 Adequate Back-up

1.2.1 MCA considers that the following will meet the adequate back-up requirements for ECDIS:

i. an independent, fully compliant second ECDIS unit, connected to ship’s main and emergency power supplies; or

ii. electronic device, such as the Chart Radar^{[footnote 10]}, duly type approved, connected to ship’s main and emergency power supplies and with at least a different GNSS (global navigation satellite system) receiver input than the ECDIS; or

iii. an appropriate folio of paper nautical charts (APC).

1.2.2 Back up arrangements should be ready for immediate use and include facilities enabling a safe take-over of the system functions in order to ensure that an ECDIS failure does not result in a critical situation. The ship’s navigational Safety Management System (SMS) must recognise and suitably account for this.

1.2.3 The back-up ECDIS, or the electronic device as the case may be, must, therefore, be loaded with updated and relevant official charts and the voyage plan before commencement of the voyage. Similarly, if APC is being used as the back-up, it must be readily available and the voyage plan must be indicated on the charts.

1.3 Compliant ECDIS

1.3.1 Type Approval: Each ECDIS, main unit and back-up if applicable, must be in compliance with the Marine Equipment Regulations 2025 (MER) which cover requirements of applicable IMO performance standards, and include provision, within the equipment, to provide an uninterrupted power supply (UPS), for at least 45 seconds. The type approval certificate, with a UK conformity mark should be readily available on board.

1.3.2 Software Updates and compatibility: The International Hydrograhic Organization (IHO) ECDIS Standard S-52, Specifications for Chart Content and Display Aspects of ECDIS and its Annex A, the IHO Presentation Library (PresLib) for ECDIS, comprise a set of specifications, symbol listing, colour tables, look-up tables and symbolisation rules, which link every object class and attribute of the ECDIS internal database (system electronic navigational chart, SENC) to the appropriate presentation of the ECDIS display. The PresLib provides details and procedures for implementing the display specifications, contained in S-52, by decoding and symbolising the elements of the SENC.

1.3.3 An ECDIS that is not updated to the latest version of (IHO) standards will not meet the chart carriage requirement as set out in SOLAS Ch V regulation V/19.2.1.4. All new ECDIS installed on or after 1 September 2015 are now type approved to the new IEC (International Electrotechnical Commission) and IHO testing standards. Systems installed before the above date have also been updated to the relevant IHO standards by 31 August 2018. This implies that, as a minimum, the current IHO PresLib, as in 3.4.2 above, is included.

1.3.4 Mariners should be able to demonstrate that the operating software of their ECDIS is updated to the latest manufacturer’s release (which should display the latest IHO Presentation Library) by visiting the IHO website and referring to their standard, S-52.

1.4 ECDIS Charts: Electronic Navigational Chart (ENC) and Raster Navigational Chart (RNC)

1.4.1 Raster Chart Display System (RCDS) Mode: Although the use of ECDIS with ENCs is the required mode of operation, where the complete availability of ENCs is limited to specific geographic areas, e.g. NW Europe, N. America and parts of SE Asia, Australia and New Zealand, RNCs are permitted in the areas where the ENC coverage doesn’t yet exist, employing the RCDS mode.

1.4.2 Risk Assessment: When intending to operate the ECDIS in RCDS mode, UK flag vessels are to comply with the requirements as detailed in MGN 285 (Electronic Charts – The use of risk assessment methodology when operating ECDIS in the RASTER chart display system), which provides guidance on undertaking suitable risk assessment associated with the use of RNCs. Evidence that the ship’s responsible officer (or officers) have undertaken the above risk assessment in every case should be maintained on board.

Question 12

Annex H

Accepted Answer

GUIDANCE ON EARLY IMPLEMENTATION OF PILOT LADDER AMENDMENT AS PER RESOLUTION MSC.572(110)

1.1 In accordance with the amendments adopted by Resolution MSC.572(110) on 26 June 2025, existing regulation V/23 will be replaced by the following text when they come into force on 1 January 2028.

Regulation 23 – Pilot transfer arrangements

Ships on which pilots may be employed shall be provided with pilot transfer arrangements.
Pilot transfer arrangements shall enable pilots and other personnel to embark and disembark safely in all seagoing conditions of draught and trim.
Pilot transfer arrangements provided in accordance with paragraph 1 and installed on or after 1 January 2028 shall be designed, manufactured, constructed, secured and installed in accordance with the introduction and parts A, B and C of the performance standards adopted by the Maritime Safety Committee by resolution MSC.576(110), 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.
Pilot transfer arrangements installed before 1 January 2028 on ships to which chapter I applies shall comply with the requirements provided in paragraph 3 not later than the first survey^{[footnote 11]} on or after 1 January 2029.

Pilot transfer arrangements installed before 1 January 2028 on ships to which chapter I does not apply shall comply with the requirements provided in paragraph 3 not later than 1 January 2030.
Inspection, stowage, maintenance, replacement and familiarization of all pilot transfer arrangements, regardless of the installation date, shall comply with the introduction and parts D and E of the performance standards adopted by the Maritime Safety Committee by resolution MSC.576(110), 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.
For the purpose of the present regulation, the expression “installed on or after 1 January 2028” means a contractual delivery date for the pilot transfer arrangement or, in the absence of a contractual delivery date, the actual delivery date of the arrangement to the ship on or after 1 January 2028.
Pilot transfer arrangements provided for in paragraph 3 shall be approved by the Administration in accordance with part F of the performance standards adopted by the Maritime Safety Committee by resolution MSC.576(110), 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.
Pilot transfer arrangements provided for in paragraph 3 on ships to which chapter I applies shall be inspected in accordance with regulations I/6 and I/7 or I/8. Pilot transfer arrangements on ships to which chapter I does not apply shall be inspected to the satisfaction of the Administration.
Mechanical pilot hoists shall not be used.
Adequate means of illumination, either fixed or portable, shall be capable of illuminating all pilot transfer arrangements overside and the position on deck where pilots and other personnel embark or disembark. Portable lights, when used, shall have brackets to permit their positioning.
Where a pilot or other personnel suspect the pilot transfer arrangement provided is non-compliant, they should inform the master and refuse to use the arrangement until it is made compliant.

APPENDIX

CERTIFICATES

Record of equipment for passenger ship safety (Form P)

In section 5 (details of navigational systems and equipment), new entries 16.1 to 16.3 are added as follows:

“16.1 Pilot ladder and manropes

16.2 Spare pilot ladder and manropes

16.3 Means of securing a pilot ladder at intermediate lengthʺ

Record of equipment for cargo ship safety (Form E)

In section 3 (details of navigational systems and equipment), new entries 17.1 to 17.3 are added as follows:

ʺ17.1 Pilot ladder and manropes

17.2 Spare pilot ladder and manropes

17.3 Means of securing a pilot ladder at intermediate lengthʺ

Record of equipment for cargo ship safety (Form C)

In section 5 (details of navigational systems and equipment), new entries 17.1 to 17.3 are added as follows:

ʺ17.1 Pilot ladder and manropes

17.2 Spare pilot ladder and manropes

17.3 Means of securing a pilot ladder at intermediate lengthʺ

Question 13

Annex I

Accepted Answer

REPORTING TEMPLATE IN THE EVENT OF LOSS OF CONTAINERS – SOLAS REGULATIONS V/31 AND V/32

1. General Information

From (reporting party):

Master of the ship ☐ Yes ☐ No

Representative (contact details): ________

Type of report: Loss of freight container(s) from a ship

Date and time of the event (UTC): ________

Ship’s identity:

IMO number : ________

Ship’s name: ________

Call sign: ________

MMSI: ________

To (recipient authorities):

Nearest coastal State: ________

Flag State: ________

Message number: ________

(To be entered in sequential chronological order if multiple reports are sent)

2 Position reporting

Position of ship when container(s) lost:

Latitude/Longitude: ________

If exact position is not known, provide:

Estimated position: ________

Position upon discovery of loss: ________

Reporting aids used (if any):

☐ Mechanical ☐ Electronic ☐ Visual ☐ Other: ________

3 Number of freight containers lost:

Estimated number: ________

Total number: ________

4 Type of goods in freight containers

Dangerous goods? ☐ Yes ☐ No

UN number(s) (if known): ________

5 Description of freight containers lost (as far as available and practicable; not limited to the following)

Dimensions of containers (e.g. 20 ft, 40 ft): ________

Type(s) of containers (e.g. reefer, dry, tank): ________

Number (or estimated number) of empty containers: ________

6 Additional Information (if available and practicable; not limited to the following)

Cargo description according to the dangerous goods manifest, if applicable: ________

Description of any cargo spilled overboard: ________

Wind direction and speed at the time of loss: ________

Sea current direction and speed at the time of loss:________

Estimated drift direction and speed of lost freight containers (s):_________

Sea state (e.g. calm, moderate, rough) and wave height: ________

Other relevant information: ________

Question 14

Annex J

Accepted Answer

TABLE OF REQUIREMENTS FOR SHIPS – AN APPLICATION OVERVIEW

Chapter V Reg. No.	Administration’s Discretion allowed	Paragraph applying to ships	Ships to which regulation does not apply	2027 SI Ref	Subject	Notes
1					Application	Contracting Governments may apply some of the Regulations with variance
2					Definitions
3					Exemptions	For Contracting Governments to ascertain
4					Navigation Warnings	Requirement for Contracting Governments
5					Meteorological Services	Requirement for Contracting Governments
6		1		reg 9(1)(a)	North Atlantic Ice Patrol	Requirement for Ship Master and Contracting Governments
7		3	Non-passenger ships and passenger ships on non-international voyages (i.e. regulation V/7.3 applies to passenger ships on international voyages)	reg 9(1)(b)	Search and rescue
8					Lifesaving Signals	Requirement for Contracting Governments
9					Hydrographic Services	Requirement for Contracting Governments
10		7		reg 9(1)(c)	Ships Routeing	All ships to use routeing systems as specified for its category or cargo
11		1, 7		reg 9(1)(d)	Ship Reporting	Master of a ship to comply with reporting schemes as required
12					Vessel Traffic Services	Requirement for Contracting Governments
13					Aids to Navigation	Requirement for Contracting Governments
14		3, 4		reg 9(1)(e)	Manning	Use of common language on a ship with documentation available in that language
15		All		reg 9(1)(f)	Bridge Design
16		All		reg 9(2) to 9(5)	Maintenance
17		2, 3		reg 9(1)(g)	Electromagnetic Compatibility	Proper installation of equipment and precautions when using portable electrical equipment
18		1 to 3 and 7 to 9	High speed craft to which the Merchant Shipping (High Speed Craft) Regulations 2022 apply. In so far as they relate to systems and equipment regulated by regulations 19 (carriage requirements for shipborne navigational systems and equipment) and 20 (voyage data recorders), paragraphs 1 to 3 and 7 to 9 do not apply to ships below 150 gross tonnage engaged on any voyage.	reg 10(1)	Type Approval, Testing of VDR, AIS
18		1 to 3 and 7 to 9		reg 10(1)	All Navigation Equipment EXCEPT Radar Reflector		All ships <150GT to carry radar reflector where practicable
19		All	(i) High speed craft to which the Merchant Shipping (High Speed Craft) Regulations 2022 apply;(ii) fishing vessels, except for paragraph 2.4 in the case of a fishing vessel of 15 metres or more in length overall which is not a United Kingdom ship; (iii) pleasure vessels below 150 gross tons engaged on any voyage, except for paragraph 2.1.7 (requirement for radar reflector); (iv) a) Ships which are not passenger ships and are not seagoing; b) Ships of Class V, except for paragraphs 2.1.1 to 2.1.4 and 2.1.6 to 2.1.8.	reg 11(1)
		2.2.3	- Ships <150GT on any voyage - Ships <500GT on non-international voyages	reg 11(4)	Bridge Navigational Watch Alarm System
		2.4	A ship of Class IV or (subject to regulation 11(3)(d)(ii) which specifically provides for Class V ships) any other passenger ship which is (i) below 300 gross tonnage; and (ii) not engaged on internal voyages. (“ship of Class IV” means a passenger ship engaged only on voyages in Category A, B, C or D waters)	reg 11(5)	Automatic identification system)	A ship, other than a passenger ship, which is—(a) of at least 300 gross tonnage but less than 500 gross tonnage;(b) seagoing; and(c) not engaged on international voyages,must comply with each requirement of paragraph 2.4 of regulation 19 (automatic identification system) applicable to it as if it were a ship of 500 gross tonnage or more
19-1		4 to 7		reg 12(1)		This requirement is applicable also to mobile offshore drilling units
20		1, 2	High-speed craft to which the Merchant Shipping (High Speed Craft) Regulations 2022 apply.	reg 12(2)		All other ships are to be fitted with a VDR; however, cargo vessels of 3,000GT and upwards constructed before 1 July 2002 may be fitted with an S-VDR
21		1	- Ships which are not required to carry radio equipment ; and - All ships <150GTengaged on any voyage	reg 12(4) and (5)	International Code of Signals	See SI 1999/3210 - MS (Radio) (Fishing vessel) Regulations 1999 and SI 1998/2070 MS (Radio Installation) Regulations 1998
21		2	- Ships <150GT on any voyage; - Ships <500GT not engaged on international voyages; and Fishing Vessels	reg 12(6)	Volume III of the International Aeronautical and Maritime Search and Rescue (IAMSAR) Manual	See SI 1999/3210 - MS (Radio) (Fishing vessel) Regulations 1999 and SI 1998/2070 MS (Radio Installation) Regulations 1998
22		All		reg 12(7)	Bridge Visibility	This regulation also applies to UK registered hovercraft, wherever they may be, and other hovercraft whilst in UK waters Non-SOLAS passenger ships of classes IV, V, VI and VI(A) of less than 55m registered length must meet the requirements of the Merchant Shipping (Bridge Visibility) (Small Passenger Ships) Regulations 2005 (SI 2005/2286) Guidance for UK Fishing Vessels is contained in MGN 314
23		All	- Ships <150GT on any voyage;- Ships <500GT on non-international voyages; and -Fishing vessels.	reg 13(1)	Pilot Transfer Equipment and Arrangements	BUT must comply on all ships when a pilot is likely to be employed
24		All	- Pleasure vessels <150GT on any voyage;Ships which are non-seagoing.	reg 14(1)(a) and 14(2)	Heading/Track Control System
25		All	- Pleasure vessels <150GT on any voyage; Ships which are non-seagoing.	reg 14(1)(b) and 14(2)	Steering Gear Operations
26		All	- Pleasure vessels <150GT on any voyage; - Ships which are not seagoing.	reg 14(1)(c) and 14(2)	Steering Gear Tests, Drills	Exemptions for ferries
27		All	- Pleasure vessels <150GT on any voyage; - Ships which are not passenger ships and are not seagoing.Ships of Class V	reg 14(4) and 14(5)	Charts and Publications
28		All	Any ship below 150 gross tonnage engaged on any voyage.	reg 14(6) and 14(7)	Nav. Events Records	Electronic recording complying with IMO and ISO standards is acceptable.
29		All		reg 14(8)(a)	Lifesaving signals	Applies to ALL ships and persons in distress– no discretion given to Administrations
30		All		reg 14(8)(b)	Operational Limitations
31		1, 2.1, 2.2, 2.4 and 5		reg 15(a)	Danger Messages
32		1 to 3, 5 and 6		reg 15(b)	Danger Message Information
33		1, 2 and 6		reg 15(c)	Distress Situations: Obligations and Procedures	All ships to respond to distress signals or messages
34		All		reg 15(d)	Safe Navigation	All ships proceeding to sea (including UK registered hovercraft, wherever they may be, and other hovercraft whilst in UK waters) must have a passage plan
34.1		All		reg 15(e)	Master’s Discretion	Master's discretion in decision making not to be compromised
35		All		reg 15(f)	Misuse of Distress Signals

https://msi.admiralty.co.uk/NoticesToMariners/Annual ↩
Refer to the Guidance on the IMO/IHO World-Wide Navigational Warning Service adopted by the Organization by resolution A.706(17), as amended. ↩
Refer to the International Convention on Maritime Search and Rescue (SAR), 1979, and to the following resolutions adopted by the Organization: Homing capability of search and rescue (SAR) aircraft (resolution A.225(VII)), Use of radar transponders for search and rescue purposes (resolution A.530(13)), Search and rescue homing capability (resolution A.616(15)) and International Aeronautical and Maritime Search and Rescue (IAMSAR) Manual (resolution A.894(21), as amended). ↩
https://wwwcdn.imo.org/localresources/en/KnowledgeCentre/IndexofIMOResolutions/AssemblyDocuments/A.1158(32).pdf ↩
The IMO Standard Marine Communications Phrases (SMCPs) (Resolution A.918(22), may be used in this respect. ↩
The 55m minimum length and the definition of “length” as being length overall came into force on 1 July 2006 (IMO Resolution MSC 142(77) ↩
Such life-saving signals are described in the International Aeronautical and Maritime Search and Rescue (IAMSAR) Manual, volume III, Mobile Facilities, and illustrated in the International Code of Signals, as amended ↩
(MSC 128(75)- 4.1.3.3): To initiate the reset function, an input representing a single operator action by the OOW is required. Many BNWAS manufacturers offer motion-based reset devices. It is important that such devices do not provide false resets from inanimate objects, e.g. a revolving fan or ribbons tied to output grills of air-conditioner units. Elimination of false reset can only be achieved through design, correct installation and regular monitoring by the ship’s staff. It is also important that motion detectors are installed according to the manufacturers’ instructions. ↩
VDR Performance Standard, A.861(20) adopted on 27 November 1997, includes a reference to A.830(19) (Code on Alarms and Indicators) and includes capture of all main alarms but does not include BNWAS. The new Code on Alerts & Indicators, A.1021(26), referred also within the revised VDR performance standards, MSC.333(90) in force since 1 July 2014, superseded A.830(19) on 2 December 2009. The capture of BNWAS stage-alarms is required for VDRs installed from 2 December 2009. Electrical output(s) to VDR from the BNWAS uniquely identify each stage alarm status. Where these outputs are available via an IEC 61162 series interface, volt-free contacts or their isolated solid-state equivalent, then the ship should find a solution to connect them to the VDR. It is acceptable to wait until the VDR annual-test, following installation of the BNWAS, to implement the above connections. ↩
Chart Radar is an additional facility built on the commercial radars, by an OEM (Original Equipment Manufacturer), capable of displaying ENCs with some basic ECDIS functionality on the radar screen. ↩
Refer to Unified interpretation of the term ʺfirst surveyʺ referred to in SOLAS regulations (MSC.1/Circ.1290). ↩

Cookies on GOV.UK