SSE 11th session was held from 24 to 28 February 2025 at the IMO Headquarters in London. Key outcomes for SSE 11 are as follows:
The draft amendments on the development of design and prototype test requirements for the arrangements used in the operational testing of free-fall lifeboat release systems without launching the lifeboat.
A draft unified interpretation of paragraphs 6.1.1.3 and 6.1.2.2 of the LSA Code - Manual hoisting of a dedicated rescue boat was agreed to clarify that, for cargo ships, manual hoisting of a dedicated rescue boat should be considered as part of launching preparation, but not part of the launching process. The Unified Interpretations will become circulars and be forwarded to MSC 110 for approval.
2. Test procedure for the lifejacket buoyancy test
SSE 11 agreed draft amendments to resolution MSC.81(70) and MSC.1/Circ.1628/Rev.1, to improve the test procedure for the lifejacket buoyancy test and make acceptance criteria consistent with the LSA Code.
The buoyancy test of the lifejacket should be measured before and after 24h complete submersion to just below the surface in fresh water. After submerging the lifejacket, care should be taken to remove the air trapped in the lifejacket and stabilize prior to recording the initial buoyancy. And the difference between the initial and final buoyancy should not exceed 5% reduction from the initial buoyancy.
The amendments are expected to be adopted at MSC 110(June 2025).
3. Maintenance and testing of life-saving appliances
In Resolution MSC.402(96), SSE 11 agreed in principle to the following draft of new definitions for “Make,” “Type,” “Model,” and “Series” *, to clarify which equipment LSA service providers are authorized to work on. SSE 11 also invited ISO to update ISO 23678:2022 (Ships and marine technology)to align with the draft of the new definitions, so that the standard could be considered referenced by a footnote in Resolution MSC.402(96).
Atmospheric oil mist has a high connection to the engine room. Engine room fires remain the most frequent fire on board ships, with oil spray or mist leaking onto hot surfaces being a primary cause.
SSE 11 has finalized the revision of the Code of Practice for atmospheric oil mist detectors (MSC.1/Circ.1086), with a view to approval by MSC 110. This code of practice aims to enhance safety in maritime operations by addressing the fire risks associated with oil mist (tiny droplets of oil suspended in the air) in engine rooms. Since the Code of Practice was adopted in 2003, reflecting the experiences, practical operations, and technologies in the marine sector, many things have changed, and great improvement. Therefore, it is necessary to update with current practice and regulations. The draft revision will be submitted to MSC 110 (June 2025) for approval.
SSE 11 agreed to a draft UI of SOLAS Regulation II-2/10.11 and Regulation 7.9.4 of the 1994 and 2000 International Code of Safety for High-Speed Craft (HSC Codes) to clarify how compliance with the requirements to prohibit PFOS will be demonstrated for both new and existing ships. Both of regulation clarify the meaning as below:
The phrase "fire-extinguishing media" should include firefighting foams.
The phrase "containing perfluorooctane sulfonic acid (PFOS)" should mean present in concentrations of PFOS above 10 mg/kg (0.001 percent by weight).
Verification that "extinguishing media containing PFOS" are not used or stored on ships, should require the authority or its recognized organization (RO) to review the maker's declaration or laboratory test reports for the extinguishing media covered by the SOLAS Convention
The declaration issued by the foam maker should contain information about the foam, such as, but not limited to: foam type, production period, batch Number, reference to type approval/MED Certificate for the foam.
Extinguishing media that were installed before 1 January 2026, where the maker's declaration or laboratory test reports are not available, sampling and testing of the extinguishing media on board, and they should be required to be conducted in accordance with a recognized standard.
*Derived from Korean Register (KR) SSE 11 News Flash, prepared as follows:
Make – original manufacturer of the type, model and series of equipment, as referred to on the approval certificate and/or ID plate, as appropriate
Type – category of equipment having common functional or design characteristics;
Model – a specific version of a particular make and type, as referred to on the approval certificate and/or ID plate, as appropriate;
Series – a specific range of models from the same manufacturer that have equivalent design;
References:
1. American Bureau of Shipping (ABS), News Brief: SSE 11. https://absinfo.eagle.org/acton/ct/16130/s-1070-2503/Bct/l-0d79/l-0d79:1a4b/ct4_0/1/lu?sid=TV2%3Ao9JE86EJa2. Bureau Veritas Marine & Offshore (BV), Ship Systems and Equipment Sub-Committee 11th (SSE 11) Summary Report. Class & Statutory. https://cdn1-marine-offshore.bureauveritas.com/sites/g/files/zypfnx136/files/media/document/SSE%2011%20BV%20Summary%20Report.pdf
3. Det Norske Veritas (DNV), IMO Sub-Committee on Ship Systems and Equipment (SSE 11). News from DNV. https://www.dnv.com/news/imo-sub-committee-on-ship-systems-and-equipment-sse-11/
4. InterManager, Summary report on IMO Sub-Committee meeting SSE 11. https://www.intermanager.org/wp/wp-content/uploads/2025/03/IMO%20SUB-COMMITTEE%20ON%20SHIP%20SYSTEMS%20AND%20EQUIPMENT,%2024-28%20February%202025.pdf
5. Korean Register (KR), IMO News Flash SSE 11. https://www.krs.co.kr/TECHNICAL_FILE/SSE%2011%20News%20Flash(E)_1(0).pdf
6. Lloyd's Register (LR), SSE 11 Summary Report. https://maritime.lr.org/SSE-11-Summary-Report
7. IMO, Sub-Committee on Ship Systems and Equipment, 11th session (SSE 11), 24-28 February 2025. https://www.imo.org/en/MediaCentre/MeetingSummaries/Pages/SSE-11th-session.aspx