In document CCC 11/6/7, CCC 11 was invited to note and consider a summary report of the informal correspondence group on the safe transport of vehicles (‘Group’). This summary report would become available through a website link.

This document refers to the determination by the Legal Committee at its 112th session (LEG 112) that any reporting made pursuant to the new SOLAS requirements on the loss or observation of freight containers drifting at sea would not satisfy the reporting obligations under the Nairobi International Convention on the Removal of Wrecks, 2007. There is a real risk of the imposition of a double reporting requirement on the master for containers lost or drifting at sea. This runs counter to the Organization's long-standing efforts to avoid all forms of double reporting. It is therefore proposed that the working group on measures to prevent loss of containers, should it be established, be instructed to consider the matter of double reporting of containers lost or drifting at sea, and make recommendations to the Sub-Committee on a possible way forward to prevent such double reporting.

This document comments on the report of the Correspondence Group on Development of Measures to Prevent the Loss of Containers at Sea and revision of MSC.1/Circ.1353/Rev.2 and Development of Performance Standards and Guidelines for Lashing Software.

Since 2011, the World Shipping Council (WSC) has undertaken a survey of its member companies to accurately estimate the number of containers that are lost at sea each year. WSCʹs member companies operate more than 90% of the global containership capacity. Thus, a survey of their losses provides a valid basis for a meaningful estimate of the total number of containers lost at sea. The 2025 update adds information from the year 2024 where an estimated 576 containers were lost at sea out of approximately 250 million transported. While this represents an increase from 221 containers lost at sea in 2023, it remains well below the 10-year average of 1,274 containers lost annually. Container losses in 2024 were influenced by shifting global trade patterns, particularly in response to attacks on merchant shipping in the Red Sea. The overall trend remains encouraging. Despite occasional spikes, the long-term data continues to show a clear reduction in container losses compared to earlier years.

This document proposes a necessary clarification of paragraph 3.2 of the draft Revised Recommendations for entering enclosed spaces aboard ships, before adoption by MSC 110, in order to ensure its alignment with SOLAS and relevant mandatory Codes.

A review and reclassification of 7,602 historical reportable occurrences has highlighted shortcomings in the taxonomy used in MSC-MEPC.3/Circ.4/Rev.1 on Revised harmonized reporting procedures – Reports required under SOLAS regulations I/21 and XI-1/6, and MARPOL, articles 8 and 12 which now forms the basis of reports made to the Marine Casualties and Incidents (MCI) module in GISIS. In this context, this document proposes a new output to review the circular, which was issued in 2014, as soon as practicable.

This document examines the critical and complementary role that regulations and guidelines play in the forthcoming GHG instrument. The document also highlights the need to clearly distinguish what are binding regulatory requirements from what the Committee develops as supporting guidelines that provide recommendations concerning more detailed procedures, technical considerations, and other matters important for the implementation of the regulations.