Open consultation

The Merchant Shipping (Polar Code) (Safety) Regulations 2025 Consultation

Published 12 June 2025

Section 1: Overview of this consultation

Aim

1.1. This consultation seeks your views on a proposed new Statutory Instrument (SI), the Merchant Shipping (Polar Code) (Safety) Regulations 2025 (바카라 사이트˜the proposed Regulations바카라 사이트™). The new SI will revoke and replace the Merchant Shipping (Polar Code) (Safety) Regulations 2021 (바카라 사이트˜the 2021 Regulations바카라 사이트™).

The proposed Regulations will implement amendments to Chapter XIV in the International Convention for the Safety of Life at Sea 1974 (SOLAS) and the International Code for Ships Operating in Polar Waters (the Polar Code), which were adopted by the International Maritime Organization (IMO) in 2023 and will come into force on 1 January 2026. The amendments insert new chapters 9-1 and 11-1 into the Polar Code to introduce requirements for fishing vessels of 24 metres in length overall and above (≥24m), pleasure yachts of 300 gross tonnage and upwards (≥300GT) not engaged in trade; and cargo ships of 300 gross tonnage and upwards but below 500 gross tonnage (300-500GT), operating in polar waters. These new requirements relate to the safety of navigation and voyage planning only.

The amendments were adopted in the IMO on 8 June 2023 and will come into force on 1 January 2026.  It is proposed to implement the amendments in UK law by revoking the 2021 Regulations and making the proposed Regulations.

This consultation seeks views on the proposed implementation, which is intended to come into force in UK law on the same day that the requirements will come into force internationally, i.e. 1 January 2026.

In replacing the 2021 Regulations, the proposed Regulations continue to implement the requirements of SOLAS Chapter XIV and the Polar Code for passenger ships and cargo ships of at least 500GT, operating in polar waters.  However, the proposed Regulations will bring fishing vessels ≥24m, pleasure vessels ≥300GT and cargo ships 300-500GT (바카라 사이트˜the additional categories of ship바카라 사이트™) into scope of the 2025 Regulations for those vessels which choose to operate in polar waters. The proposed Regulations will ensure that the additional categories of ship are subject to bespoke requirements regarding safety of navigation and voyage planning.

A new ambulatory reference (AR) provision will be included in the proposed Regulations, to allow any future amendments to SOLAS Chapter XIV and the Polar Code referenced in the proposed Regulations to update automatically.

Views sought

1.2. Your views are sought in the following areas:

• the extent of the likely increase in UK passenger ships, cargo ships ≥500GT, fishing vessels ≥24m, pleasure vessels ≥300GT, and cargo ships 300-500GT, operating in polar waters in the future;
• whether the 바카라 사이트˜average per vessel바카라 사이트™ cost scenario associated with the proposed Regulations is accurate;
• whether retrofitting a vessel would be financially viable;
• whether the proposed offences and penalties are proportionate; and
• whether the proposed guidance to accompany the Regulations is adequate.

A full list of consultation questions is contained in Section 5 of this consultation.

1.3. Consultees are invited to comment on any aspect of this consultation. More specifically, you are invited to respond to the consultation questions in section 5.1.

A more in-depth explanation of the areas for consideration can be found in section 2.

Deadline for responses

1.4. Responses are welcomed from 12th June until 23rd July 2025.

Section 2: Areas for consideration

Background

2.1. The IMO Polar Code is mandatory under the SOLAS Convention (Chapter XIV) and the International Convention for the Prevention of Pollution from Ships (MARPOL). It covers design, construction, equipment, vessel operation, training, search and rescue and environmental protection matters relevant to ships operating in the waters surrounding the two poles. In 2017 the Polar Code came into effect internationally (as a result of the insertion of Chapter XIV into the Convention), providing a clear set of rules to protect not only ships and crews, but also indigenous communities, wildlife and marine ecosystems within the polar regions.

In line with the UK바카라 사이트™s international obligations, the UK transposed the provisions of the Polar Code into domestic legislation by way of the 2021 Regulations, which came into force in early 2022.

During the development of the Polar Code at the IMO, environmental representative organisations raised concerns about the significant number of smaller vessels operating in the polar regions with limited safety and environmental measures in place. Following the introduction of interim guidelines in 2021, the IMO바카라 사이트™s Maritime Safety Committee (MSC) adopted mandatory provisions for these vessels in 2023.

The 2023 amendments to SOLAS Chapter XIV are contained in Resolution MSC.532(107) ^{[footnote 1]} and the 2023 amendments to the Polar Code are contained in Resolution MSC.538(107)^{[footnote 2]}.  Both Resolutions were adopted on 9 June 2023 and will come into force on 1 January 2026.  The amendments introduce bespoke requirements for fishing vessels ≥24m, pleasure yachts ≥300GT not engaged in trade and cargo ships 300-500GT, relating to safety of navigation and voyage planning on all voyages in polar waters. These requirements are contained in new regulations 9-1 and 11-1 in part 1-A of the Polar Code.  Vessels constructed before 1 January 2026 do not need to comply with the new requirements until 1 January 2027.  However, any vessels constructed on or after 1 January 2026 will need to comply with the new requirements as soon as they start to operate in polar waters.

To comply, ships are required to take into account existing Polar Code requirements for the performance standards of ships and operational assessments. This obligation is interpreted in the proposed Regulations as a requirement to comply so far as practicable with these additional existing requirements.   

The UK is obliged to transpose the amendments to SOLAS Chapter XIV and the Polar Code into domestic law on 1 January 2026. Our preferred method is to revoke and replace the 2021 Regulations with a new statutory instrument (SI), which will incorporate all the provisions of the 2021 Regulations as well as bringing into scope fishing vessels ≥24m, pleasure vessels ≥300GT and cargo ships 300-500GT.

Proposed Changes

2.2. The objective of the proposed Regulations is to improve the safety of vessels operating in the polar regions, as well as fulfilling the UK바카라 사이트™s international obligations as an IMO Member State and party to the SOLAS Convention by bringing UK legislation in line with SOLAS Chapter XIV (and the Polar Code). This will be done by transposing the amendments into domestic legislation and ensuring that the proposed Regulations come into force on the same date as the amendments come into force internationally (1st January 2026). The proposed Regulations aim to achieve the following policy objectives:

(a) To bring fishing vessels ≥24m, pleasure vessels ≥300GT and cargo ships 300-500GT, into scope of the UK바카라 사이트™s legislation for vessels operating in polar waters. The proposed Regulations will ensure that these additional categories of ship are subject to bespoke requirements regarding safety of navigation and voyage planning, and will also require them to comply, so far as practicable, with existing requirements for performance standards and operational assessment in part 1-A of the Polar Code (paragraphs 1.4 and 1.5).

(b) To replace the 2021 Regulations with a new statutory instrument (SI) which will incorporate all the requirements of part 1-A of the Polar Code which apply to passenger ships and cargo ships of 500GT or more, operating in polar waters and which were implemented in the 2021 Regulations, as well as bringing into scope the additional categories of ship. As part of this transition, the survey and certification requirements in part 1-A will be inserted into the Merchant Shipping (Survey and Certification) Regulations 2015 (SI 2015/508) and the seafarer manning and training requirements will be inserted into the Merchant Shipping (Standards of Training, Certification and Watchkeeping) Regulations 2022 (SI 2022/1342). The process of revoking and replacing rather than creating an adjunct SI comprising the amendments will reduce the regulatory burden and make it easier for industry to understand and comply with their regulatory obligations.

(c) To ensure that all convention references in the proposed Regulations are ambulatory in order that future amendments to these referenced latest provisions automatically become UK law.

The proposed new requirements are:

Requirements for fishing vessels ≥24m, pleasure vessels ≥300GT and cargo ships 300-500GT

The proposed Regulations will extend to UK fishing vessels ≥24m, pleasure vessels ≥300GT and cargo ships 300-500GT, on voyages in polar waters. The new categories of ship must take into account the requirements relating to performance standards and operational assessment in paragraphs 1.4 and 1.5 respectively of chapter 1 of part 1-A of the Polar Code, therefore complying with these requirements so far as practicable. New, bespoke, requirements relating to the safety of navigation and voyage planning are contained in new regulations 9-1 and 11-1 of the Polar Code respectively.

Performance standards (Polar Code paragraph 1.4 of chapter 1)

All ships바카라 사이트™ systems and equipment on board fishing vessels 24m or over in length overall, pleasure vessels of 300 gross tonnage or more not engaged in trade and cargo ships of at least 300GT but under 500GT must satisfy at least the same performance standards referred to in SOLAS, so far as practicable.

(a) For ships operating in low air temperatures, a polar service temperature (PST) must be documented and be at least 10°C below the lowest Mean Daily Low Temperature (MDLT) ^{[footnote 3]} for the intended area and season of operation. Systems and equipment required by the proposed Regulations must be fully functional at the polar service temperature.

(b) For ships operating in low air temperature, survival systems and equipment must be fully operational at the polar service temperature during the maximum expected rescue time.

Operational assessment (Polar Code paragraph 1.5 of chapter 1)

The Polar Code addresses hazards which may lead to elevated levels of risk due to the increased probability of occurrence. Fishing vessels of 24m or over in length overall, pleasure vessels of 300 gross tonnage or more not engaged in trade and cargo ships of at least 300GT but under 500GT are required to comply to take into account the operational assessment requirements in paragraph 1.5 of chapter 1 of part 1-A of the Polar Code, therefore complying so far as practicable.  In carrying out an operational assessment of the ship and its equipment, which must take into consideration all of the following:

(a) operation in low air temperature,

• i) as it affects the working environment and human performance, maintenance and emergency preparedness tasks, material properties and equipment efficiency, survival time and performance of safety equipment and systems

(b) operation in ice,

• i) experiencing topside icing, with potential reduction of stability and equipment functionality;
• ii) potential for abandonment onto ice or land;
• iii) as it may affect hull structure, stability characteristics, machinery systems, navigation, the outdoor working environment, maintenance and emergency preparedness tasks and malfunction of safety equipment and systems.

(c) operation in high latitude,

• i) extended periods of darkness or daylight as it may affect navigation and human performance;
• ii) as it affects navigation systems, communication systems and the quality of ice imagery information;
• iii) remoteness and possible lack of accurate and complete hydrographic data and information, reduced availability of navigational aids and seamarks with increased potential for groundings compounded by remoteness, limited readily deployable SAR facilities, delays in emergency response and limited communications capability, with the potential to affect incident response;
• iv) potential lack of ship crew experience in polar operations, with potential for human error;
• v) potential lack of suitable emergency response equipment, with the potential for limiting the effectiveness of mitigation measures;
• vi)rapidly changing and severe weather conditions, with the potential for escalation of incidents;
• vii) the environment with respect to sensitivity to harmful substances and other environmental impacts and its need for longer restoration.

(d) Additional hazards, if identified

The risk level within polar waters may differ depending on the geographical location, time of the year with respect to daylight, ice-coverage, etc:

• i) ice, as it may affect hull structure, stability characteristics, machinery systems, navigation, the outdoor working environment, maintenance and emergency preparedness tasks and malfunction of safety equipment and systems;
• ii) experiencing topside icing, with potential reduction of stability and equipment functionality;
• iii) low temperature, as it affects the working environment and human performance, maintenance and emergency preparedness tasks, material properties and equipment efficiency, survival time and performance of safety equipment and systems;
• iv) extended periods of darkness or daylight as it may affect navigation and human performance;
• v) high latitude, as it affects navigation systems, communication systems and the quality of ice imagery information;
• vi) remoteness and possible lack of accurate and complete hydrographic data and information, reduced availability of navigational aids and seamarks with increased potential for groundings compounded by remoteness, limited readily deployable SAR facilities, delays in emergency response and limited communications capability, with the potential to affect incident response;
• vii) potential lack of ship crew experience in polar operations, with potential for human error;
• viii) potential lack of suitable emergency response equipment, with the potential for limiting the effectiveness of mitigation measures;
• ix) rapidly changing and severe weather conditions, with the potential for escalation of incidents; and
• x) the environment with respect to sensitivity to harmful substances and other environmental impacts and its need for longer restoration.

The mitigating measures required to address the above specific hazards may vary within polar waters and may be different in Arctic and Antarctic waters.

Safety of navigation (Polar Code new chapter 9-1)

Fishing vessels of 24m or over in length overall, pleasure vessels of 300GT or more not engaged in trade and cargo ships of at least 300GT but under 500GT must,

• i) have the ability to receive up-to-date information including ice information for safe navigation;
• ii) have systems for providing reference headings and position fixing shall be suitable for the intended areas;
• iii) have the ability to visually detect ice when operating in darkness;
• iv) ships must comply with SOLAS regulation V/22.1.9.4, irrespective of the date of construction and the size, and have a clear view astern;
• v) for ships operating in areas, and during periods, where ice accretion is likely to occur, means to prevent the accumulation of ice on antennas required for navigation and communication shall be provided;
• vi) for ice-strengthened ships, the following applies:

(a) ice-strengthened ships constructed on or after 1 January 2026, shall have either two independent echo-sounding devices or one echo-sounding device with two separate independent transducers;

(b) in category A and B ships, constructed on or after 1 January 2026, the bridge wings must be enclosed or designed to protect navigational equipment and operating personnel;

(c) where equipment required by SOLAS chapter V or this chapter have sensors that project below the hull, such sensors must be protected against ice;

• vii) ships of 500 gross tonnage and upwards must have two non-magnetic means to determine and display their heading. Both means shall be independent and shall be connected to the ship바카라 사이트™s main and emergency source of power;
• viii) ships proceeding to latitudes over 80 degrees shall be fitted with at least one GNSS compass or equivalent, which must be connected to the ship바카라 사이트™s main and emergency source of power;
• ix) ships, with the exception of those solely operating in areas with 24 hours daylight, must be equipped with two means of illumination to aid visual detection of ice.

Voyage planning (Polar Code new chapter 11-1)

The proposed Regulations require fishing vessels of 24m or over in length overall, pleasure vessels of 300 gross tonnage or more not engaged in trade and cargo ships of at least 300GT but under 500GT to follow the procedures required by the safety management system on board. If no safety management system is implemented there must be a documented procedure for operation in polar waters. The safety management system or documented procedure must fulfil the voyage planning requirements detailed in paragraph 11-1.3 of part 1-A of the Polar Code.

The master must consider a route through polar waters, taking into account the following:

• i) the procedures required by the safety management system on board; if no safety management system is implemented there shall be a documented procedure for operation in polar waters;
• ii) any limitations of the hydrographic information and aids to navigation available;
• iii) current information on the extent and type of ice and icebergs in the vicinity of the intended route;
• iv) statistical information on ice and temperatures from former years.
• v) places of refuge;
• vi) current information and measures to be taken when marine mammals are encountered relating to known areas with densities of marine mammals, including seasonal migration areas;
• vii) current information on relevant ships바카라 사이트™ routeing systems, speed recommendations and vessel traffic services relating to known areas with densities of marine mammals, including seasonal migration areas;
• viii) national and international designated protected areas along the route;
• ix) operation in areas remote from search and rescue (SAR) capabilities.

Summary of Options and Recommendations

2.3 Option 0 - Do nothing by leaving the UK regulations and associated documents as they currently are. This option is not viable as it would mean that some UK vessels operating in polar waters would have lower safety requirements than their international counterparts and it would contravene the UK바카라 사이트™s international obligations, impacting on our reputation as an IMO Member State.

Option 1 (Preferred option) - Make a new SI to revoke and replace the 2021 Regulations. This option will provide a higher level of safety for UK fishing vessels ≥24m, pleasure vessels ≥300GT and cargo ships 300-500GT, operating in polar waters; thereby also reducing risks of environmental harm that could result from vessel damage. The additional categories of ship are being included in scope to fall in line with the same safety standards for vessels already operating in the polar regions in accordance with the Polar Code. The ambulatory reference provision in the 2021 Regulations will be replaced with a new provision in the proposed Regulations, to allow any amendments to the latest provisions of SOLAS Chapter XIV and the Polar Code to automatically become UK law. This option satisfies the UK바카라 사이트™s obligations as an IMO Member State and as a party to the SOLAS Convention by bringing the UK legislation in line with SOLAS Chapter XIV and the Polar Code. Revoking the 2021 Regulations and replacing them with the proposed Regulations will reduce the regulatory burden and make it easier for industry to understand and comply with their regulatory obligations. Therefore, this is our preferred option.

Option 2 바카라 사이트“ Make a new SI to amend the 2021 Regulations. Like option 1, this option will provide a higher level of safety for the additional categories of ship being brought into scope of the proposed Regulations, reducing risks of environmental harm that could result from vessel damage in polar waters. Like option 1, the ambulatory reference provision in the 2021 Regulations will be replaced with a new provision in the proposed Regulations, to allow future changes to the latest provisions of SOLAS XIV and the Polar Code to update automatically. Like option 1, this option satisfies the UK바카라 사이트™s international obligations by bringing the UK legislation in line with SOLAS Chapter XIV. It would also enable future amendments to the referenced provisions of SOLAS Chapter XIV and the Polar Code to automatically become UK law. However, this option would not reduce the regulatory burden as it would result in two SIs, although the principal regulations should be read 바카라 사이트˜as amended바카라 사이트™.

Option 3 - Non-regulatory approach (using guidance only): This option would provide detailed recommendations to encourage UK flagged vessels to comply with the international requirements. However, as it is only guidance and not underpinned by a statutory instrument, this approach would be unenforceable and could lead to non-compliance. This option would also contravene the UK바카라 사이트™s international obligations.  

Supporting Information

2.4 Statutory Instrument: A draft of the proposed regulations is provided in Annex A.

Marine Notice: A draft of the proposed Marine Guidance Note (MGN 637 (M) amendment 1) at Annex B.

Offences and Penalties: Maritime regulatory requirements govern both safety and pollution prevention. As such, their purpose includes the prevention of loss of life or injury to persons and the protection of the marine environment and adjoining coastlines. These objectives necessitate the availability of criminal sanctions in the more serious cases as well as providing a vital deterrent. To this end, criminal offences, liability and associated penalties are included in the proposed Regulations and are set out in the table below.

Provision/offence	Liability	Penalty
Failure to comply with regulation 8(8) recording of alternative design and arrangements.	Owner and master	On summary conviction, a fine (up to statutory maximum in Scotland and NI) and on conviction on indictment, two years imprisonment or a fine or both.
Failure to comply with regulation 10(2)(a)(i) (performance standards).	Owner and master	On summary conviction, a fine (up to statutory maximum in Scotland and NI) and on conviction on indictment, two years imprisonment or a fine or both.
Failure to comply with regulation 10(2)(a)(ii) (operational assessment).	Owner and master	On summary conviction, a fine (up to statutory maximum in Scotland and NI) and on conviction on indictment, two years imprisonment or a fine or both.
Failure to comply with regulation 10(2)(b) to (j) (requirement to comply with chapters 2 to 9 and 10 of part 1-A of the Polar Code: safety measures)	Owner and master	On summary conviction, a fine (up to statutory maximum in Scotland and NI) and on conviction on indictment, two years imprisonment or a fine or both.
Failure to comply with regulation 11(3)(a) (safety of navigation under chapter 9-1 of part 1-A of the Polar Code)	Owner and master	On summary conviction, a fine (up to statutory maximum in Scotland and NI) and on conviction on indictment, two years imprisonment or a fine or both.
Failure to comply with regulation 11(4)(a) (performance standards 바카라 사이트“ obligation to comply so far as practicable)	Owner and master	On summary conviction, a fine (up to statutory maximum in Scotland and NI) and on conviction on indictment, two years imprisonment or a fine or both.
Failure to comply with regulation 11(4)(b) (operational assessment: obligation to comply so far as practicable)	Owner and master	On summary conviction, a fine (up to statutory maximum in Scotland and NI) and on conviction on indictment, two years imprisonment or a fine or both.
Failure to comply with regulation 10(2)(k) (voyage planning under chapter 11 of part 1-A of the Polar Code)	Master	On summary conviction, a fine (up to statutory maximum in Scotland and NI) and on conviction on indictment, two years imprisonment or a fine or both.
Failure to comply with regulation 11(3)(b) (voyage planning under chapter 11-1 of part 1-A of the Polar Code)	Master	On summary conviction, a fine (up to statutory maximum in Scotland and NI) and on conviction on indictment, six months imprisonment or a fine or both.
Failure to comply with regulation 12(2)(a) (operation of the ship in compliance with the Polar Water Operational Manual)	Company and master	On summary conviction, a fine (up to statutory maximum in Scotland and NI) and on conviction on indictment, six months imprisonment or a fine or both.
Failure to comply with regulation 12(2)(b) (ensuring familiarity with the Polar Water Operational Manual)	Company and master	On summary conviction, a fine (up to statutory maximum in Scotland and NI) and on conviction on indictment, six months imprisonment or a fine or both.
Under the Merchant Shipping (Survey and Certification) Regulations 2015 (SI 2015/508), a contravention of survey requirements under regulation 9B.	Company and master	On summary conviction, a fine (up to statutory maximum in Scotland and NI) and on conviction on indictment, two years imprisonment or a fine or both.
Under the Merchant Shipping (Survey and Certification) Regulations 2015 (SI 2015/508), a contravention of the requirement to have certificates available.	Owner and master	On summary conviction, a fine not exceeding level 3 on the standard scale.
Under the Merchant Shipping (Survey and Certification) Regulations 2015 (SI 2015/508), a contravention of requirement in regulation 23(5C) and 23(5D) not to proceed to sea without appropriate documentation.	Company and master	On summary conviction, a fine (up to statutory maximum in Scotland and NI) and on conviction on indictment, two years imprisonment or a fine or both.
Modification of scope of offence relating to a contravention of regulation 61(1) of the Merchant Shipping (Standards of Training, Certification and Watchkeeping) Regulations 2022 (SI 2022/1342) to include a contravention of the requirement in regulation 61(1)(a) to ensure that seafarers on ships operating in polar waters hold an appropriate certificate, which includes Polar Code training under SI 2022/1342.	Company	On summary conviction, a fine (up to statutory maximum in Scotland and NI) and, in the case of an individual, on conviction on indictment, six months imprisonment or a fine or both.
Modification of scope of offence relating to a contravention of regulation 61(1) of the Merchant Shipping (Standards of Training, Certification and Watchkeeping) Regulations 2022 (SI 2022/1342) to include a failure to ensure that the requirements in new regulation 16C(1), seafarers on a ship operating in polar waters 바카라 사이트“ other training provision) are complied with (new requirement under regulation 61(1)(ba)).	Company	On summary conviction, a fine (up to statutory maximum in Scotland and NI) and, in the case of an individual, on conviction on indictment, six months imprisonment or a fine or both.

MCA surveyors also have enforcement and sanction powers which can be applied locally to ships calling at UK ports. The MCA바카라 사이트™s powers to use civil sanctions are primarily contained in the Merchant Shipping Act 1995 (MSA). These powers include improvement and prohibition notices. The general policy approach, in line with the MCA바카라 사이트™s published enforcement policy, is to use civil sanctions whenever possible before using criminal offences.

Section 3: Responding to this consultation

3.1. There are specific questions highlighted in section 5 of this document and information on how to respond to this consultation document.

Consultees

3.2. Anyone may respond to this consultation and consideration will be given to all responses.  We will be particularly interested to hear from ship builders, owners, operators, shipyards, Recognised Organisations, polar water officer training providers and equipment manufacturers.

Duration

3.3. This consultation is open for six weeks from 12th June 2025. The deadline for responses is 23rd July 2025.

Submitting your response

3.4. Consultation responses are to be emailed to MarineTechnology@mcga.gov.uk. Any questions should also be sent to this email address.

3.5. When responding, representative groups are asked to give a summary of the people and organisations they represent, and where relevant who else they have consulted in reaching their conclusions.

Freedom of Information

3.6. Information provided in response to this consultation, including personal information, may be published or disclosed in accordance with the Freedom of Information Act 2000 (FOIA) or the Environmental Information Regulations 2004.

3.7. If you want the information that you provide to be treated as confidential, please be aware that, under the FOIA, there is a statutory Code of Practice with which public authorities must comply and which deals, amongst other things, with obligations of confidence.

3.8. In view of this it would be helpful if you could explain to us why you regard the information you have provided as confidential. If we receive a request for disclosure of the information, we will take full account of your explanation, but we cannot give an assurance that confidentiality can be maintained in all circumstances. An automatic confidentiality disclaimer generated by your IT system will not, of itself, be regarded as binding on the Department/MCA.

3.9. The MCA will process your personal data in accordance with the data protection framework and in most situations this will mean that your personal data will not be disclosed to third parties.

Data Protection

3.10. The MCA is carrying out this consultation to gather evidence to inform the development and implementation of policy and legislation as required by section 86 of the Merchant Shipping Act 1995. This consultation and the processing of personal data that it entails is necessary for the exercise of our functions as a government department. If your answers contain information that allows you to be identified, under data protection law, the MCA, as an Executive Agency of the Department for Transport, will be the Controller for this information.

3.11. The MCA will use your contact details to send you information about the consultation, for example if we need to ask follow-up questions. You do not have to give us this personal information but if you do choose to provide it, it will not be used for any other purpose without your permission.

3.12. Details about how the MCA looks after personal data, your rights, how to complain, and how to contact our Data Protection Manager can be found on gov.uk at: /government/organisations/maritime-and-coastguard-agency/about/personal-information-charter

3.13. Your information will be kept securely on the MCA바카라 사이트™s IT system and any written responses will be held in a secure file and cabinet, and kept for up to five years until a post-implementation review has been completed.

3.14. If you do not wish to remain on this list, please let us know at MarineTechnology@mcga.gov.uk

Section 4: Outline of plans beyond this consultation

4.1. Once this consultation closes, we will review all responses.  In considering the responses we will apply appropriate weight to those from organisations and individuals with specialist knowledge of the subject area.

4.2. We will be analysing the responses in July 2025. Our aim is to publish an overview of the responses and the MCA바카라 사이트™s comments by October 2025 which will be available on along with the consultation.

4.3. Where appropriate the draft Regulations/Guidance, accompanying guidance and impact assessment will be revised to take into consideration the consultation responses.

4.4. It is intended that the Merchant Shipping (Polar Code) (Safety) Regulations 2025 will be laid in Parliament in December 2025 and come into force on 1st January 2026. The Regulations will be published on

4.5. It is also intended that the revised accompanying guidance (MGN 637 (M) amendment 1) will be published on gov.uk in advance of 1st January 2026.

4.6. An overview timetable is below for reference:

Section 5: Response form

This can be found .

Section 6: Conduct of this consultation

This can be found .

1.  ↩

2.  ↩

3. Polar Code, Part I-A, Chapter 1, 1.2 Definitions, 1.2.9 - Mean Daily Low Temperature (MDLT) means the mean value of the daily low temperature for each day of the year over a minimum 10 year period. A data set acceptable to the Administration may be used if 10 years of data is not available. ↩