The International Maritime Organization (IMO) has introduced significant amendments to SOLAS Chapter V Regulation 23 concerning pilot transfer arrangements in order to address the persistent safety concerns and recurring deficiencies identified during inspections and incident investigations.
The amendments, adopted during the MSC 110 in June 2025 through Resolution MSC.572(110), represent one of the most substantial revisions to pilot transfer requirements in recent years. The new framework not only strengthens technical and operational requirements but also reinforces the responsibility of shipowners, operators, flag administrations, and crews to ensure that pilot boarding arrangements meet modern safety expectations.According to the IMO circular MSC.1/Circ.1428/Rev.1, the revised requirements are expected to enter into force on 1 January 2028, while member States are encouraged to implement them voluntarily at an earlier stage.
The revised SOLAS Regulation V/23 establishes a more comprehensive and structured approach to pilot transfer arrangements. One of the most important changes is the direct linkage between SOLAS and the new Performance Standards adopted under Resolution MSC.576(110). The legislation now frames the technical standards for the design, manufacture, installation, maintenance, and inspection of pilot transfer equipment.
Under the amended regulation, all pilot transfer arrangements installed on or after 1 January 2028 must comply with the updated performance standards. Existing arrangements installed before that date must also be upgraded within specified implementation periods.
Technical and operational requirements
A major focus of the amendments is the enhancement of equipment integrity and operational reliability. The revised regulation emphasizes that pilot transfer arrangements must enable safe embarkation and disembarkation “in all seagoing conditions of draught and trim.” This reinforces the obligation of ship operators to ensure safe access regardless of loading condition or operational circumstances.
Another important development is the formal prohibition of mechanical pilot hoists. The amended regulation clearly states that mechanical pilot hoists shall not be used. This reflects longstanding industry concerns regarding the operational risks and reliability issues associated with older hoist systems.
The new provisions also introduce clearer requirements for illumination. Adequate lighting must be capable of illuminating both the pilot transfer arrangement overside and the embarkation area on deck. Portable lights, when used, must include proper brackets for secure positioning.
Furthermore, the amendments reinforce the requirement for approved arrangements and standardized securing methods. Particular attention is given to intermediate securing points for pilot ladders, an area historically associated with numerous deficiencies and unsafe improvisations.
Approval, inspection, and certification
One of the most significant advances introduced by the new regulations is the requirement of Administration approval and formal inspection procedures.
Under the amended regulation, pilot transfer arrangements installed after 1 January 2028 must be approved by the Administration in accordance with Part F of the new performance standards. This introduces a more structured approval process intended to ensure consistency in equipment quality and compliance.
The regulations also expand inspection obligations. For SOLAS ships, pilot transfer arrangements will now be subject to inspection during statutory surveys under SOLAS regulations I/6, I/7, or I/8. This effectively elevates pilot transfer arrangements into a more visible compliance area during classification and flag State inspections.
Additionally, the amendments, update SOLAS equipment records for passenger and cargo ships by introducing dedicated entries for pilot ladders, spare pilot ladders, manropes, and intermediate securing arrangements.
These additions improve traceability and ensure that critical boarding equipment becomes part of the vessel’s documented statutory inventory.
Crew involvement/training
The revised regulation specifically requires that inspection, stowage, maintenance, replacement, and familiarization procedures comply with the new performance standards regardless of the installation date of the equipment. This means that even older arrangements must now be maintained and operated according to updated standards.
Crew familiarization is expected to become an increasingly important component of Safety Management Systems (SMS). Ships’ crews must understand correct rigging methods, inspection procedures, defect reporting, and safe operational practices. Port State Control inspections are also likely to focus more closely on crew competence and practical understanding of pilot ladder arrangements.
Importantly, the amended regulation explicitly recognizes the authority of pilots and other personnel to refuse unsafe arrangements. Where a pilot suspects that the arrangement is non-compliant, the regulation states that they should inform the master and refuse to use it until corrective measures are taken. This provision enhances the position of pilots and reinforces the shared responsibility for safe operations.
Actions required
Shipowners will need to review existing pilot transfer arrangements carefully, assess compliance gaps, and plan upgrades where necessary. This may include replacement of ladders, securing devices, deck fittings, lighting systems, and storage arrangements.
Shipping companies will also need to revise onboard procedures, update SMS documentation, strengthen inspection routines, and enhance crew training programs. Masters and deck officers, in particular, will play a central role in ensuring that pilot transfer operations are conducted safely and consistently.
Classification societies, flag administrations, pilot organizations, and PSC authorities are likewise expected to intensify oversight in this area. The revised IMO poster and guidance illustrations will become essential references during inspections and onboard familiarization.
Recognizing the safety benefits of the amendments, the IMO has encouraged voluntary early implementation through MSC.1/Circ.1690. Although the mandatory entry into force remains 1 January 2028, Contracting Governments are invited to implement the new requirements earlier where possible.
IMO clarifies that Port States should avoid enforcing voluntary early implementation measures against ships flying the flags of States that have not yet adopted the early implementation approach. This provision aims to maintain consistency and avoid unnecessary operational disputes during the transition period.
For shipowners and operators, however, early implementation may provide important operational and commercial advantages. Demonstrating compliance with the upcoming standards can reduce deficiencies during inspections, improve relationships with pilot organizations, and strengthen overall safety performance.
Timeline of implementation
• December 2024: Approval of the amendments by the IMO Maritime Safety Committee
• June 2025: Final adoption at MSC 110
• January 1, 2028: New regulations enter into force globally
• 2029-2030: Existing ships must comply with the new rules during scheduled surveys
Moving forward
Ensuring safe pilot transfers remains a critical priority for the maritime industry. The latest IMPA Safety Campaign results indicate that historical trends of non-compliance continue to persist. In parallel, from 10 July to 9 August 2023, the Paris Memorandum of Understanding (MoU) on Port State Control conducted a Focused Inspection Campaign (FIC) on Pilot Transfer Arrangements (PTAs).
According to the Paris MoU, a total of 1,262 Port State Control inspections were carried out, during which 100 ships were found to have one or more deficiencies related to pilot transfer arrangements. Meanwhile, IMPA observed that non-compliance remains high at 14%, based on more than 5,000 reports received in May 2025.
Captain Simon Pelletier, President of the International Maritime Pilots Association, emphasized that the new performance standards are expected to help improve the situation, while encouraging flag States to pursue voluntary early implementation and maritime pilots to continue educating shipboard personnel whenever possible.
Additionally, Matthew Williams, Secretary General of IMPA, highlighted that the new standards are not only intended to benefit maritime pilots. “Seafarers, inspectors, surveyors, and other personnel using pilot transfer arrangements should also benefit from the changes.”
To remind, in April 2025, IMPA and CHIRP Maritime collaborated on a video serving as a quick guide to recognizing non-compliant pilot transfer arrangements.
According to the guidance, training should enable pilots to:
- Assess environmental conditions and understand how adverse weather may affect the safety of embarkation and disembarkation operations.
- Identify non-compliant pilot transfer arrangements and, where necessary, refuse to use them.
- Transfer safely to and from pilot boats using proven techniques that support controlled movement during transfers.
- Address the physical capabilities required to complete a safe transfer.
IMO’s revised pilot transfer arrangement regulations represent an important step forward for maritime safety. By combining stronger technical standards with clearer operational responsibilities, the amendments aim to address long-standing deficiencies that have contributed to pilot transfer accidents across the industry.
Source : Safety4sea
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