IMO reaches milestone with the adoption of first ever MASS Code

The International Maritime Organization’s 111th session of the Maritime Safety Committee (IMO MSC 111) concluded on 22 May, delivering a range of important and concrete outcomes.

A historic milestone was reached with the adoption of the non-mandatory MASS Code, the first global and comprehensive regulatory framework dedicated to Maritime Autonomous Surface Ships, effective from 1 July 2026.

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According to Arsenio Dominguez, Secretary-General, International Maritime Organization (IMO), this development positions IMO at the forefront of regulating emerging technologies and demonstrates the Organization’s ability to anticipate and shape the future of shipping.

It represents a major step forward, enabling innovation while ensuring that safety, accountability and the human element remain at the core of maritime operations.

…said Dominguez closing the session.

The IMO non-mandatory MASS Code serves as a baseline global regulatory framework designed to ensure the safe, secure, and environmentally sound operation of MASS. Its primary function is to address operational and safety gaps not fully covered by existing international treaties, such as SOLAS, while remaining technologyneutral to encourage commercial maritime innovation.

In addition, the non mandatory MASS Code will form the basis for a mandatory MASS Code which is expected to be adopted in 2032 following an experience building phase (EBP).

Other significant outcomes of the MSC 111 (13-22 May)

The IGC Code amendments have been finalised and approved. The latest updates were around the application of the Code, with a three-date application being agreed, based on the contract, keel laying or delivery date of the gas carrier. The amendments are expected to enter force from 1 July 2028. In addition, the associated guidelines for the use of ammonia cargo as fuel on gas carriers were approved.
The IGF Code amendments and associated SOLAS II-1 amendments were approved. The latest amendments confirm that the IGF Code does not apply to gas carriers, in accordance with the “one ship, one code” policy and align definitions of gaseous or gas fuels and low-flashpoint fuels between SOLAS and the IGF Code. These are expected to enter force 1 July 2028.
Amendments to the IP Code were approved which change the assumed mass of an industrial person from 75kg to a more realistic 90kg for stability calculations.
Revised interim guidelines for the use of fibre-reinforced plastic in ships structures were approved.
Revised explanatory notes around safe return to port for passenger ships following fire or flooding casualty, which provide additional guidance on voyages exceeding SRtP range, crew operation and the use of alternative fuels, were approved.
Amendments to the LSA Code on the design and testing requirements for free-fall lifeboats were approved which come into force on 1 January 2031.
Amendments to SOLAS V and the HSC Codes which permit the carriage of VHF Data Exchange Systems were adopted. These will enter force 1 January 2028.
Two sets of guidelines for the training of seafarers on ships using methyl/ethyl alcohols as fuel, and using ammonia as fuel, were approved.

The International Code of Safety for Maritime Autonomous Surface Ships (MASS Code)

finalised the formats of MASS and ROC certificates, as well as associated formats of records, to be annexed to the MASS Code;
developed a draft framework for an experience building phase (EBP) to be progressed at MSC 112, including updates to the list of documents to be considered during the EBP;
identified the other IMO bodies (CCC, HTW, III, NCSR, SDC and SSE) to support in the development of the mandatory code, following the adoption of the non-mandatory code; and
updated the revised road map, including expected entry into force of the mandatory MASS Code of 1 January 2032.

During finalisation of the non-mandatory MASS Code, MSC considered the following key points:

Reaffirmed II/14.1.2 providing that, for the purpose of chapter 14 of the Code, the training and watchkeeping standards as addressed by the 1978 STCW Convention and STCW Code may be considered by the Administration for the assigned roles in the Remote Operations Centre (ROC).
Reaffirmed II/14.1.3, which permits an Administration to designate the ROC as a directly associated location to the navigational bridge and part of the machinery space.
Reaffirmed the provision in II/14.2.1.12 which states that when there are crew or persons on board, the master should be physically present on board.
Agreed to the text in II/5.8 which provides that an ROC should be subject to the ISPS Code.
Agreed that the emergency towing arrangements in SOLAS regulation II-1/3-4, even though only applicable to tankers of not less than 20,000 dwt and, as of 1 January 2028, to other ships of not less than 20,000 gross tonnage, should also apply to MASS regardless of size, and means should be provided to enable remote or autonomous activation where no alternative means of rapid deployment are available.
The target date of 1 January 2032 for entry into force of the mandatory MASS Code may be unrealistic and a date of 2036 could be more appropriate, however, it was agreed to keep the existing date which can be revised at a later stage, as required.
Confirmed that the MASS and ROC certificate templates were merely examples, and not in any way standardised formats for the forms to be issued as a statutory document. Each member State needs to create their own Safety Certificate and Record format for the MASS and the ROC.
Clarification was provided on the authority, flag or coastal State, that is responsible for the issuance of the provisional MASS/ROC certificates. It was noted that such a situation would arise only where a MASS was not registered with a flag State, which was not considered applicable, as trials of MASS should be conducted only by ships that are duly registered and certificated.