I:\DE\50\WP\3.doc For reasons of economy, this document is printed in a limited number. Delegates are kindly asked to bring their copies to meetings and not to request additional copies.

INTERNATIONAL MARITIME ORGANIZATION

IMO

E

SUB-COMMITTEE ON SHIP DESIGN AND EQUIPMENT 50th session Agenda items 8, 12, 13, 14, 16 and 21

DE 50/WP.3 8 March 2007 Original: ENGLISH

CONSIDERATION OF IACS UNIFIED INTERPRETATIONS

MEASURES TO PREVENT ACCIDENTS WITH LIFEBOATS

COMPATIBILITY OF LIFE-SAVING APPLIANCES

TEST STANDARDS FOR EXTENDED SERVICE INTERVALS OF INFLATABLE

LIFERAFTS

REVISION OF RESOLUTION A.760(18)

PERFORMANCE STANDARDS FOR RECOVERY SYSTEMS

Report of the Working Group GENERAL 1 The Working Group on Life-Saving Appliances (LSA) met from 5 to 8 March 2007 under the chairmanship of Mr. K. Heinz (United States). 2 The group was attended by delegates from the following Member Governments:

AUSTRALIA BAHAMAS BRAZIL CANADA CHINA DENMARK DOMINICA FINLAND FRANCE GERMANY GREECE ITALY

JAPAN MARSHALL ISLANDS NETHERLANDS NORWAY REPUBLIC OF KOREA SINGAPORE SPAIN SWEDEN SYRIAN ARAB REPUBLIC TURKEY UNITED KINGDOM UNITED STATES

the following Associate Member: HONG KONG, CHINA and observers from the following non-governmental organizations in consultative status:

INTERNATIONAL CHAMBER OF SHIPPING (ICS)

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INTERNATIONAL CONFEDERATION OF FREE TRADE UNIONS (ICFTU) INTERNATIONAL ASSOCIATION OF CLASSIFICATION SOCIETIES (IACS) OIL COMPANIES INTERNATIONAL MARINE FORUM (OCIMF) INTERNATIONAL FEDERATION OF SHIPMASTERS’ ASSOCIATIONS (IFSMA) INTERNATIONAL LIFESAVING APPLIANCES MANUFACTURERS’ ASSOCIATION (ILAMA) INTERNATIONAL ASSOCIATION OF INDEPENDENT TANKER OWNERS (INTERTANKO) CRUISE LINES INTERNATIONAL ASSOCIATION (CLIA) THE INSTITUTE OF MARINE ENGINEERING, SCIENCE AND TECHNOLOGY (IMarEST)

TERMS OF REFERENCE 3 The group was instructed, taking into account the comments and decisions made in plenary, to:

.1 with regard to agenda item 8, prepare a draft MSC circular on the interpretation of arrangements for remotely located survival craft, on the basis of document DE 50/8;

.2 with regard to agenda item 12:

.2.1 develop amendments to the anthropometric criteria for the design of free-fall lifeboat seats and seating spaces in the LSA Code and the associated testing and evaluation procedures in the Revised recommendation on testing of life-saving appliances (resolution MSC.81(70)), based on document DE 50/12/1;

.2.2 develop amendments to the LSA Code concerning lifeboat release gear,

based on document DE 50/12/2; .2.3 consider interim solutions such as safety restraint systems (strops) to be

used with on-load release arrangements during lifeboat drills and advise the Sub-Committee accordingly;

.2.4 consider how MSC.1/Circ.1206 could be made mandatory prior to 2010,

develop a guidance for the use of recognized organizations in the inspection and servicing of life-saving appliances, and advise the Sub-Committee accordingly;

.2.5 consider the draft amendments to SOLAS chapter III as set out in

document DE 50/12/6 and prepare a new definition for the term “unfavourable conditions of trim and list”;

.2.6 consider the term “reduced degree of hazard” and the application of the

term B/5 to the subdivision standards, based on document FP 50/15/1, and prepare any guidance considered necessary; and

.2.7 consider whether there is a need to establish a correspondence group and,

if so, prepare terms of reference for consideration by the Sub-Committee;

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.3 with regard to agenda item 13, consider further the proposals concerning

compatibility of life-saving appliances made in documents DE 50/13/1, DE 50/13/2 and DE 50/13/3, and in particular which LSA-related IMO instruments should be amended, if necessary, and, if time allows, appropriate draft amendments;

.4 with regard to agenda item 14, consider the proposed amendments concerning extended service intervals of inflatable liferafts in light of the plenary discussions and prepare terms of reference of the correspondence group for consideration by the Sub-Committee;

.5 with regard to agenda item 16, prepare terms of reference of the correspondence

group for a revision of resolution A.760(18), including document DE 50/16, taking into account relevant developments in ISO; and

.6 with regard to agenda item 21, prepare terms of reference of the correspondence

group on the basis of document DE 50/21/1 and taking into account documents MSC 81/WP.6, DE 50/21 and DE 50/21/2.

AGENDA ITEM 8 Unified interpretation of arrangements for remotely located survival craft 4 The group, having considered the unified interpretation of arrangements for remotely located survival craft, contained in the annex to document DE 50/8, and, taking into account the amendments to SOLAS regulation III/32 at MSC 78 (resolution MSC.152(78)) and MSC 82 (resolution MSC.216(82)), decided, in particular, that:

.1 the number of lifejackets and immersion suits should be a minimum number; .2 adequate means of illumination should comply with SOLAS regulation III/16.7;

and .3 the example of a knotted rope as the means of embarkation should not be

included. 5 Subsequently, the group agreed to the draft unified interpretation of arrangements for remotely located survival craft and the associated draft MSC circular, as set out in annex 1. AGENDA ITEM 12 6 The group had for its consideration documents by United States and Japan (FP 50/15/1), United Kingdom (DE 50/12/2); United States (DE 50/12/1); ILAMA (DE 50/12/3, DE 50/12/4 and DE 50/12/5); and Secretariat (DE 50/12 and DE 50/12/6), and took action as indicated hereunder. Design of free-fall lifeboat seats and seating spaces 7 The group considered proposed amendments to the anthropometric criteria for the design of free-fall lifeboat seats and seating spaces in the LSA Code, as contained in documents

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DE 50/12/1 and DE 50/13/2, taking into account document DE 50/13/3, and, after extensive discussions, the group agreed to the following points:

.1 the design criteria for free-fall lifeboat seats should be updated with larger size/weight criteria based on document DE 50/12/1 on the basis that sizes of mariners have increased globally, and that a larger seat provides better restraint and support and is safer for a large occupant, in terms of avoiding head and back injuries;

.2 that in addition to maximum size criteria, seats should be evaluated for their

suitability for smaller persons as well, e.g., by means such as adjustable securing arrangements;

.3 the seat size in a lifeboat should be uniform, bearing in mind that differentiated

large seats (like “XXL”) could cause confusion in an emergency; .4 that in addition to the sizes of the seats, the area around the seats needs to be taken

into account as well with regard to clearances from potential hazards; and .5 any amendments to the requirements should apply only to new ships, although

non-mandatory retrofits to existing lifeboats (e.g., seat back extensions) could be possible in some cases.

8 In agreeing to the above, the group recommended that the correspondence group should prepare draft amendments to the LSA Code and the associated testing and evaluation procedures in the Revised recommendation on testing of life-saving appliances (resolution MSC.81(70)), on the basis of document DE 50/12/1 (see paragraph 40). 9 In this regard, the group noted that, if the design criteria of free-fall lifeboat seats are to be amended according to the anthropometric criteria, the requirements for other life-saving appliances should be reviewed as well with a view to corresponding adjustments. The group advised the Sub-Committee that consideration might also need to be given to reviewing other aspects of ship design and equipment (e.g., manholes) which might be similarly affected. Lifeboat release gear 10 The group, after consideration of proposed amendments to the LSA Code concerning lifeboat release gear contained in document DE 50/12/2, agreed to refer the matter to the correspondence group for further development (see paragraph 40), taking into account that the amendments to the same provisions of the LSA Code adopted at MSC 82 (resolution MSC.218(82)) would not enter into force until 1 July 2008. 11 Concerning the proposal for phased replacement of on-load release hooks, not complying with the proposed new requirements, that are installed on existing ships, the group did not support the proposal, taking into account the various designs of hooks on existing ships, and the potential impact of implementation of MSC.1/Circ.1206 in due course. 12 Regarding the proposal for replacement of hatchets by wire-cutters, and for the use of secondary safety restraint systems (strops) with on-load release arrangements during lifeboat drills as an interim measure, they were not supported by the group, considering those measures may introduce new potential hazards.

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Implementation of MSC.1/Circ.1206 13 The group considered the implementation of MSC.1/Circ.1206 on Measures to prevent accidents with lifeboats, which was referred to the Sub-Committee by MSC 82 for further consideration, taking into account documents MSC 82/10/2, MSC 82/10/5, MSC 82/10/7, MSC 82/10/8, MSC 82/10/10 and MSC 82/10/11. 14 Having noted that consistent application of the provisions relating to training and certification of servicing personnel and organizations by the manufacturer, and that adequate geographical coverage of manufacturers’ representation are essential prerequisites for the rapid and mandatory implementation of MSC.1/Circ.1206, the group agreed that the correspondence group should develop guidance for qualification and certification of personnel or organization carrying out servicing and maintenance of lifeboats, launching appliances and on load release gear, in line with the system described in resolution A.761(18) on Recommendation on conditions for the approval of servicing stations for inflatable liferafts, particularly with regard to approval of personnel and facilities in accordance with annex 1, paragraph 9 of the aforementioned circular. 15 The group affirmed its understanding that the issue of mandatory application of the circular applies only to annex 1 to the circular, dealing with servicing and maintenance of lifeboats, launching appliances and on-load release gear. 16 The group also agreed that, in drafting the guidance, it should be borne in mind that:

.1 the contents of annex 1 to MSC.1/Circ.1206 would be made mandatory, in principle, as a whole (holistic approach) rather than in stages;

.2 in specifying that, in general, critical replacement parts should be as supplied or

specified by the manufacturer, the guidance should clearly define such critical parts, and also those repairs or replacements not requiring manufacturer involvement (e.g., routine GRP and steel repairs, replacement of wire rope falls); and

.3 the framework of MSC.1/Circ.1206, that certification of personnel or organization

should be issued by the manufacturer in accordance with an established system for training and authorization, should be maintained, except for those cases addressed in paragraph 9 of annex 1 to the circular.

17 The group further agreed that ILAMA should report to the next session of the Sub-Committee on progress in establishment of servicing coverage worldwide, including co-ordination with non-ILAMA members. 18 While a number of delegations were of the view that early implementation of MSC.1/Circ.1206 could be facilitated by its amendment, as proposed by ICS et al in documents MSC 82/10/2, MSC 82/10/5, MSC 82/10/7, MSC 82/10/8, MSC 82/10/10 and MSC 82/10/11, the group as a whole did not support amendments to MSC.1/Circ.1206 at this time, and therefore did not further consider these documents. 19 In noting the above decision, the delegation of Dominica, supported by observers from CLIA and ICS, was of the opinion that making MSC.1/Circ.1206 mandatory is premature and that the provision to require that only manufacturers service lifeboats and associated launching gear is too restrictive. In their view, MSC.1/Circ.1206 should be amended to allow

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Administrations to authorize “independent”, competent service facilities to service this equipment before it is made mandatory. 20 The observer from INTERTANKO stated that it could not agree with the majority of the group’s opinion, on how the circular could become mandatory prior 2010, as INTERTANKO was of the opinion that the fastest and most effective way to have a mandatory inspection scheme in force, was to amend the MSC.1/Circ.1206, to allow for independent service providers to carry out the work on the same basis as original manufacturers. INTERTANKO raised a number of concerns with the requirement to only allow the Original Manufacturers to carry out mandatory inspections and maintenance, and for any requirement to only allow the use of original manufacturer’s spare parts. INTERTANKO was concerned that this would create a monopoly market, and that, may hamper any improvement and development of the material and its design, and would not gain the safety of seafarers. Unfavourable conditions of trim and list 21 The group considered the draft amendments to SOLAS chapter III, contained in the annex to document DE 50/12/6, which were referred to the Sub-Committee by MSC 82 for consideration, taking into account the outcome of SLF 49 and MSC 82, including documents submitted to MSC 82 (MSC 82/3/7, MSC 82/3/16, MSC 82/3/28 and MSC 82/3/30). 22 The group had an extensive discussion on the various points related to the definition of “unfavourable conditions of trim and list”, in particular, whether to include, in the definition, reference to additional guidelines and discretion by the Administration. In the course of the discussion, it was recognized that there is a need to clarify the purpose of the definition, whether for the design of life-saving appliances or the installation of life-saving appliances on ships. 23 After lengthy discussion, the group, having agreed that the:

.1 definition should be clear and stand alone so as not to require reference to additional guidelines;

.2 definition should not explicitly rely on the satisfaction of the Administration; .3 purpose of the definition is not to change the design criteria for life-saving

appliances, but to define the conditions for their installation to ensure they will operate when needed,

agreed to the following draft definition:

“Unfavourable conditions of trim and list is trim of up to 10° and list of up to 20° either way; or alternatively, the worst combinations of maximum trim and list angles at which the life-saving appliance is expected to be deployed, if this is less.”

24 The group also agreed that this definition should be reviewed by the correspondence group with a view to determining any need for further requirements or clarification and recommended that the Sub-Committee request the Secretariat to refer the draft definition to the SLF Sub-Committee for information and advice, as appropriate.

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Reduced degree of hazard and the application of the term B/5 25 The group considered the term “reduced degree of hazard” in the revised SOLAS regulation II-1/6.2.4, based on the report of the correspondence group (FP 50/15/1), which suggested consideration of the following, based on the 1960 SOLAS, as a possible basis for interpretation of the term:

“A lesser value of N, but in no case less than N = N1 + N2, may be allowed at the discretion of the Administration for:

.1 passenger ships, which in the course of their voyages, do not proceed more

than 20 miles from the nearest land; .2 passenger ships less than 91.5 metres in length, which only undertake short

international voyages; or .3 passenger ships, which only undertake short international voyages, and

carry appreciable quantities of cargo.” 26 Regarding the criterion of the 20 miles from the nearest land (subparagraph .1 above), whilst some delegations expressed that the reduction in hazard could vary according to such factors as availability of rescue facilities and safe haven, the majority of the group agreed that the 20 mile criterion has long been accepted in the SOLAS Convention as a basis for exemption by Administrations and is still valid. 27 Regarding other criteria (subparagraphs .2 and .3 above), the group, having recognized that the above interpretation was based on the 1960 SOLAS, agreed that these criteria have become obsolete, taking into account developments in ship safety, and should therefore be deleted. 28 Consequently, the group agreed to the following interpretation of the term “reduced degree of hazard” in the revised SOLAS regulation II-1/6.2.4:

“A lesser value of N, but in no case less than N = N1 + N2, may be allowed at the discretion of the Administration for passenger ships, which, in the course of their voyages, do not proceed more than 20 miles from the nearest land”,

and recommended that the Sub-Committee request the Secretariat to inform the SLF Sub-Committee of this interpretation for consideration, with a view to its inclusion in the Explanatory Notes to the SOLAS chapter II-1 on the subdivision and damage stability regulations. 29 In the course of the discussion, the group, acknowledging recent developments in the design and capability of life-saving appliances, in particular, liferafts and launching systems, agreed that the possible impact of such developments on the term “N = N1 + 2N2” in the formula for the required subdivision index R should be further investigated, and agreed to refer this matter to the correspondence group.

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30 With regard to the application of the term B/5 to the subdivision standards, the group also considered the outcome of the correspondence group (FP 50/15/1) and agreed, on the basis of the information available, that no change is needed to the application of the term B/5 and that this conclusion should be referred to the SLF Sub-Committee. AGENDA ITEM 13 Capacity of survival craft 31 In considering the proposals concerning compatibility of life-saving appliances contained in documents DE 50/13/1, DE 50/13/2 and DE 50/13/3, the group, having noted the design criteria of free-fall lifeboat seats should be updated with larger size/weight criteria, in particular, the assumption of the weight would be 82.5 kg, agreed to differentiate the design criteria of davit-launched lifeboats on passenger ships and cargo ships as follows:

.1 design criteria of lifeboats on passenger ships should not change, considering that currently available data do not demonstrate a compelling need; and

.2 design criteria of lifeboats on cargo ships should be adjusted to take into account

the increasing size of seafarers globally, and recommended that the correspondence group should prepare draft amendments to the LSA Code, on the basis of documents DE 50/13/1 and DE 50/13/2, and to the associated testing and evaluation procedures in the Revised recommendation on testing of life-saving appliances (resolution MSC.81(70)). 32 On the basis of its consideration of document DE 50/13/3 and information provided regarding the recent MSC NAPOLI casualty, the group agreed, in principle, that:

.1 wearing an inherently buoyant lifejacket in a free-fall lifeboat as shown in photograph 5 of DE 50/13/3 is not safe due to the potential for neck injury; and

.2 guidance concerning the wearing of immersion suits in totally enclosed lifeboats

should be developed, with regard to the risk of dehydration and over-heating. 33 The group agreed to refer the matter in subparagraph .2 above to the correspondence group with a view to developing suitable guidance. AGENDA ITEM 14 Extended service intervals of inflatable liferafts 34 In considering documents DE 50/14, DE 50/14/1, DE 50/14/2, DE 50/14/3 and DE 50/14/4, the group, having noted the comments in plenary that the proposed amendments concerning extended service intervals of inflatable liferafts contained in documents DE 50/14/1 and DE 50/14/2 are too prescriptive and should take a more performance-based approach, agreed to refer the the matter to the correspondence group to:

.1 validate the technical assumptions forming the basis for the current proposals; and

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.2 further develop relevant amendments to SOLAS chapter III, the LSA Code, the Revised Recommendation on testing of LSA (resolution MSC.81(70)) and Recommendation on conditions for the approval servicing stations for inflatable liferafts (resolution A.761(18)), taking into account wider industry input and the need to address expiry date of survival equipment in the liferaft.

AGENDA ITEM 16 Revision of resolution A.760(18) 35 The group, having noted that ISO 17631:2002 deals with shipboard plans rather than signs and is therefore not relevant to resolution A.760(18), agreed that the draft symbol of infant lifejacket, as agreed at DE 48 (DE 50/16), is appropriate and recommended that the Sub-Committee submit the draft symbol of infant lifejacket and the associated MSC circular, as set out in annex 2, to MSC 83 for approval. 36 The group also recommended that the draft circular should be circulated to Members for use in conjunction with implementation of the requirements for infant lifejackets which will enter into force in 1 July 2010. Taking into account the comments by the observer from ISO in plenary concerning ongoing development of ISO 24409 dealing with shipboard signs, the group agreed to instruct the correspondence group to develop amendments to resolution A.760(18) based on the new standard as it becomes available (see paragraph 40). AGENDA ITEM 21 Performance standard for recovery systems 37 As instructed by plenary, the group, having considered terms of reference of the correspondence group, agreed to refer the matter to the correspondence group to prepare a draft performance standard for recovery systems in the form of functional requirements supported by procedures on the basis of document DE 50/21, taking into account documents MSC 81/WP.6, DE 50/21/1, DE 50/21/2 and DE 50/21/3. 38 In the course of discussion, the group agreed that the development of performance standards for recovery systems should not exclude possibility of utilizing various existing life-saving facilities as a part of the system at this stage, e.g., rescue boats, fast rescue boats, davit-launched liferafts, and marine evacuation systems (MES), etc. 39 In considering the terms of reference of the correspondence group as instructed by plenary, a number of delegations, recalling the debate in plenary, expressed the view that the proposal by COMSAR that a recovery system which:

.1 excludes the use of rescue boats; .2 is to be operated from the ship itself; .3 must be capable of operating in a 3 metre significant wave height; and .4 which must rescue helpless persons directly from the sea (which implies

deploying a trained rescue seafarer),

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is not technically or operationally practicable. It was also the view of those delegations that such a system would be unsafe for both those rescued, the rescuers and the ship itself.

Accordingly the delegations requested that these design parameters should be returned, via MSC, to COMSAR for reconsideration, as it was their view that even professional rescue services would be unable to undertake such operations. In addition, it was suggested that a further task be given to the correspondence group to consider proposals for criteria for a recovery system from a practical design and equipment perspective, taking into account the various ship types. ESTABLISHMENT OF A CORRESPONDENCE GROUP 40 Having considered the above matters, the group recommended that the correspondence group be established, under the co-ordination of the United States*, with the following terms of reference:

“The LSA Correspondence Group is instructed, taking into account the comments made and decision taken at DE 50, to:

Measures to prevent accidents with lifeboats

.1 with regard to the anthropometric criteria for the design of free-fall lifeboat

seats and seating spaces, prepare draft amendments to the LSA Code and the associated testing and evaluation procedures in the Revised recommendation on testing of life-saving appliances (resolution MSC.81(70)), on the basis of document DE 50/12/1;

.2 with regard to lifeboat on-load release gear, further consider amendments to

the LSA Code, on the basis of document DE 50/12/2, and corresponding amendments to resolution MSC.81(70);

.3 with regard to the implementation of MSC.1/Circ.1206 on Measures to

prevent accidents with lifeboats, develop guidance for qualification and certification of personnel or organizations carrying out servicing and maintenance of lifeboats, launching appliances and on load release gear, in line with the system described in resolution A.761(18);

.4 with regard to the definition for the term “unfavourable conditions of trim

and list”, determine any need for further requirements or clarification; .5 further investigate the possible impact of recent developments in the design

and capability of life-saving appliances on the term “N = N1 + 2N2” in the formula for the required subdivision index R;

* Co-ordinator: Mr. K. Heinz

Office of Design and Engineering Standards U.S. Coast Guard (CG-3PSE-4) 2100 Second Street, S.W. Washington, D.C. 20593 United States of America Tel.: +1 202 267 0176 Fax: +1 202 267 1069 E-mail: Kurt.J.Heinz@uscg.mil

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Compatibility of life-saving appliances

.6 with regard to compatibility of life-saving appliances,

.1 prepare draft amendments to the LSA Code, on the basis of documents DE 50/13/1 and DE 50/13/2, and to the associated testing and evaluation procedures in the Revised recommendation on testing of life-saving appliances (resolution MSC.81(70)), and consider the need to supply similar principle to other life-saving appliances;

.2 develop guidance concerning the wearing of immersion suits in totally

enclosed lifeboats;

Test standards for extended service intervals of inflatable liferafts

.7 with regard to extended service intervals of inflatable liferafts, taking into account documents DE 50/14, DE 50/14/1, DE 50/14/2, DE 50/14/3 and DE 50/14/4:

.1 validate the technical assumptions forming the basis for the current

proposals; and .2 further develop relevant amendments to SOLAS chapter III, the LSA

Code, the Revised Recommendation on testing of LSA (resolution MSC.81(70)) and Recommendation on conditions for the approval servicing stations for inflatable liferafts (resolution A.761(18)), taking into account wider industry input and the need to address expiry dates of survival equipment in the liferaft;

Revision of resolution A.760(18)

.8 with regard to shipboard signs, develop amendments to

resolution A.760(18), based on the new ISO standard (ISO 24409) as it becomes available;

Performance standards for recovery systems

.9 with regard to performance standard for recovery systems, prepare a draft

performance standard for recovery systems as functional requirements supported by procedures, on the basis of document DE 50/21, taking into account documents MSC 81/WP.6, DE 50/21/1, DE 50/21/2 and DE 50/21/3, and also the need to address the human element in accordance with resolution A.947(23) on Human element vision, principles and goals for the Organization; and

Report of the correspondence group

.10 submit a report to DE 51.

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EXTENSION OF COMPLETION DATE 41 Taking into account the progress made at this session and bearing in mind that the correspondence group will further consider issues related to agenda items 12, 13 and 14, the group recommended to the Sub-Committee that the completion date of agenda items 12, 13 and 14, should be extended to 2008. ACTION REQUESTED OF THE SUB-COMMITTEE 42 The Sub-Committee is invited to approve the report in general and, in particular, to:

.1 agree to the draft Unified interpretation to SOLAS chapter III concerning arrangements for remotely located survival craft and the associated MSC circular, for submission to MSC 83 for approval (paragraphs 4 and 5 and annex 1);

.2 with regard to the anthropometric criteria for the design of free-fall lifeboat seats

and seating spaces, endorse the group’s advice that consideration might also need to be given to reviewing other aspects of ship design and equipment which might be similarly affected (paragraph 9);

.3 with regard to implementation of MSC.1/Circ.1206, concur with the group’s view,

in particular, issues to be taken into account in considering the mandatory application of MSC.1/Circ.1206 (paragraphs 14 to 17);

.4 with regard to amendments to SOLAS chapter III concerning the new definition

for the term “unfavourable conditions of trim and list”, endorse the group’s view and, in particular, the recommendation of the group that the Sub-Committee request the Secretariat to refer the draft definition to the SLF Sub-Committee, for information and advice, as appropriate (paragraphs 22 to 24);

.5 with regard to the term “reduced degree of hazard” and the application of the

term B/5 to the subdivision standards, endorse the group’s view, and, in particular, the recommendation of the group that the Sub-Committee request the Secretariat to inform the SLF Sub-Committee of this decision (paragraphs 25 to 30);

.6 with regard to compatibility of life-saving appliances, concur with the group’s

view, in particular, the recommendation of the group concerning issues to be further considered (paragraphs 31 and 33);

.7 agree to the draft Symbol of infant lifejacket and the associated MSC circular, for

submission to MSC 83 for approval (paragraphs 35 and 36 and annex 2); .8 with regard to performance standards for recovery systems, concur with the

group’s view, in particular, that the recovery systems should not exclude the possibility of utilizing various existing life-saving facilities as a part of the system at this stage (paragraph 38);

.9 consider establishing the correspondence group with the proposed terms

of reference prepared by the group (paragraph 40); and .10 agree to the extension of the completion date of agenda items 12, 13 and 14

(paragraph 41).

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ANNEX 1

DRAFT MSC CIRCULAR

UNIFIED INTERPRETATION OF SOLAS CHAPTER III 1 The Maritime Safety Committee, at its [eighty-third session (3 to 12 October 2007)], approved unified interpretation of the provisions of SOLAS chapter III, as set out in the annex, following the recommendations made by the Sub-Committee on Ship Design and Equipment at its fiftieth session, with a view to ensuring a uniform approach towards the application of SOLAS regulation III/31.1.4 concerning arrangements for remotely located survival craft. 2 Member Governments are invited to use the annexed interpretation when applying relevant provision of SOLAS chapter III, and to bring them to the attention of all parties concerned.

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UNIFIED INTERPRETATION OF SOLAS CHAPTER III

Regulation III/31.1.4 Liferafts, if located at aft/forward end of the ship and at a distance more than 100 m from the closest survival craft, as required by regulation III/31.1.4, should be regarded as “remotely located survival craft” with regard to regulation III/7.2.1.2. The area where these remotely located survival craft are stowed should be provided with:

.1 a minimum number of 2 lifejackets and 2 immersion suits; .2 adequate means of illumination complying with SOLAS regulation III/16.7, either

fixed or portable, which should be capable of illuminating the liferaft stowage position as well as the area of water into which the liferaft should be launched. Portable lights, when used, should have brackets to permit their positioning on both sides of the vessel; and

.3 an embarkation ladder or other means of embarkation enabling descent to the

water in a controlled manner as per SOLAS regulation III/11.7.

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ANNEX 2

DRAFT MSC CIRCULAR

SYMBOL OF INFANT LIFEJACKET

1 The Maritime Safety Committee, at its [eighty-third session (3 to 12 October 2007)], approved the symbol of infant lifejacket, for use in addition to Symbols related to life-saving appliances and arrangements (resolution A.760(18)), as set out in the annex, following the recommendations made by the Sub-Committee on Ship Design and Equipment at its fiftieth session. 2 Member Governments are invited to use the annexed symbol when applying the relevant provision of SOLAS chapter III, and to bring them to the attention of all parties concerned.

* * *

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ANNEX

SYMBOL OF INFANT LIFEJACKET

Infant lifejacket

__________