A ring or eye with an inner diameter not less than 60 mm at a height of the stanchion above the deck shall be provided to accommodate manropes.
a gateway in the rails or bulwark, adequate handholds with a diameter of not less than 32 mm and not more than 36 mm shall be provided at the point of embarking on or disembarking from the ship on each side which shall be not less than 0.7m and not more than 0.8m apart in clear width. Each handhold shall be rigidly secured and locked to the ship’s structure at or near its base and also at a higher point, and shall extend not less than 1.2m above the deck to which it is fitted. Stanchions or handrails of the gateway shall not be attached to the bulwark ladder to prevent the bulwark ladder from overturning and shall be positioned no greater than 0.12 m inboard of the edge of the deck. A ring or eye with an inner diameter not less than 60 mm at a height of the stanchion above the deck shall be provided to accommodate manropes;
Each handhold shall be rigidly secured and locked to the shipʹs structure at its base in two places and be locked into place to prevent dislodgement and shall extend not less than 1.2 m above the entry threshold.
The approved performance standards in the updated SOLAS V/23 regulations agreed at MSC 110 detail the requirements for securing Pilot ladders at intermediate lengths by a type approved device that prevents any slippage of the side ropes and have a breaking strain of not less than 48kN.
‘6.3 There shall be a means of securing a pilot ladder at intermediate lengths which shall be capable of securing the pilot ladder to strong points described in paragraph 6.1 by gripping each set of side ropes of the pilot ladder. The means of securing, shall have a breaking strength of not less than 48 kN and be designed to prevent any slippage of the side ropes under the conditions of the ladder and step attachment strength test and unrolling tests described in a standard acceptable to the Organization.’
Until such devices are demonstrated, the safest best practice is by means of a tagged, 3m rope tail, using a correctly tied rolling hitch.
‘6.1 All strong points, shackles and securing ropes provided or used in accordance with part A or part B shall have a breaking strength of not less than 48 kN. Securing ropes, shall be tagged or otherwise permanently marked in the same way as provided in paragraph 11.3 and those used to aid in rigging the pilot ladder, shall be at least 3m in length.’
SHACKLES OVER SIDE ROPES ARE NOT ACCEPTABLE
Protection from chafing – Where contact is unavoidable, contact points shall be rounded to minimize chafing. The means of rounding could be a permanent fixture, such as a rounded pipe.
Stanchions or handrails shall be positioned no greater than 0.12m inboard of the edge of the deck.
It should also be noted that in the first instance, pilot ladders are manufactured for securing by the thimble at the top to dedicated strong points. Depending upon operational freeboards, known and established required heights above the water on a vessel’s routing, may lead to a bespoke length of ladder being the most practicable solution for compliant rigging.
Access to Ship’s Deck – Means shall be provided to ensure safe, convenient and unobstructed passage for any person.
Stanchions or handrails shall be positioned no greater than 0.12m inboard of the edge of the deck.
The 2023 study into Intermediate Securing of Pilot Ladders conducted by the University of Southampton on behalf of the IMPA, recommended that where it was necessary to secure a pilot ladder at an intermediate length, that is other than fully extended and secured by the thimble eyes, the securing should be accomplished by applying a rolling hitch around both side ropes. It was noted that the performance of the rolling hitch is conditional on the knot being tied correctly and pre-loaded before use.
Therefore when approved devices meeting requirement of performance standard 6.3 are proven, they will remove any potential for slippage.
SHACKLES OVER SIDE ROPES, INADEQUATELY SIZED/UNTAGGED ROPE TAILS ARE NON-COMPLIANT AND NOT ACCEPTABLE.
Pilot ladders and manropes, including their spares, shall be removed from service, either at any time not complying with these performance standards, or within 36 months after the date of manufacture or within 30 months after the date of being placed into service, whichever comes first, and shall not be used for the embarkation and disembarkation of pilots or other personnel.
Current provisions for securing at an intermediate length are detailed in ISO 799:3 sec 5.3 for tagged, 3m securing ropes of 24kN breaking strain and an approved knot (rolling hitch).
(From July 2025, IMPA is working with ISO to harmonise the standard which will include upgrading this rating to 48kN.)
Please see main text on this page for updated best practice and that meets the new SOLAS performance standards.
Securing Arrangements – Strong Points minimum breaking strain of 48kN and positioned not less than 915mm inboard. If not possible, the maximum permitted by the width of the deck. Strong points and shackles shall have breaking strength or equivalent safe working load limits clearly and permanently marked. Documentation of the conformance of the strong points, shackles and securing ropes shall be maintained on board and available for inspection purposes.
This guidance has been produced by the United Kingdom Maritime Pilots Association, to assist stakeholders, pilots and pilot organisations in raising awareness in the updated provisions of SOLAS Regulation V/23 at IMO MSC 110, the new performance standards for pilot transfer arrangements and the application of securing ladders at intermediate lengths. While reasonable care has been taken by the UKMPA in its production, the UKMPA does not accept any responsibility or liability (individually or jointly) for any action taken or not taken in reliance on the guidance or for the use of the guidance by any person. The UKMPA shall not be liable to any person for any loss or damage howsoever arising from the use of this guidance. This disclaimer is not intended to limit or exclude liability for death or personal injury caused by negligence on the part of the UKMPA or any matter that it would be unlawful for the UKMPA to exclude or limit liability.
This poster, developed by Kevin Vallance, John Slater and Jon Smith of the UKMPA T&TC, in collaboration with James Musgrove, is designed to support the transition to the updated SOLAS V/23 regulations.
These changes, agreed upon during the IMO MSC 110 meeting on June 25, outline new requirements for pilot transfer arrangements.
The updated regulations will apply to:
– New installations from January 1, 2028.
– Existing installations on SOLAS ships during their first survey after January 1, 2029.
– Non-SOLAS ships starting January 1, 2030.
The IMO has encouraged early adoption ahead of the specified dates. The UKMPA recognises these updated requirements as the benchmark for best practices and encourages the proactive use of this poster to aid vessels in achieving compliance ahead of the implementation dates.
