Category: Bulletins

Bulletin 050 – Lifting appliances and Anchor handling winches 1.0

Notice to: Shipowners, Operators, Officers, Flag State Inspectors and Recognised Organisations.

Download Bulletin  

1. References

a) International Convention for the Safety of Life at Sea, 1974, as amended (SOLAS).
b) International Life-Saving Appliance (LSA Code).
c) MSC.1/Circ.1662 Guidelines for anchor handling winches.
d) MSC.1/Circ.1663 Guidelines for lifting appliances.
e) Bulletin 008 – Permits Exemptions and Equivalences Rev.2.0.

2. Purpose

2.1 This Bulletin provides information on the application of SOLAS Reg. II-1/3-13 Lifting appliances and anchor handling winches on Barbadian vessels.

3. Definitions

3.1 Lifting appliance means any load-handling vessel’s equipment:
.1 Used for cargo loading, transfer, or discharge;
.2 Used for raising and lowering hold hatch covers or moveable bulkheads;
.3 Used as engine-room cranes;
.4 Used as store cranes;
.5 Used as hose handling cranes;
.6 Used for launch and recovery of tender boats and similar applications; and
.7 Used as personnel handling cranes.
3.2 Anchor handling winch means any winch for the purpose of deploying, recovering and repositioning anchors and mooring lines in subsea operations.
3.3 Loose gear means an article of vessel’s equipment by means of which a load can be attached to a lifting appliance or an anchor handling winch, but which does not form an integral part of the appliance or load.
3.4 The expression “installed on or after 1 January 2026”, as provided in SOLAS Reg. II-1/3-13, means:
.1 For a vessel the keel of which is laid, or which is at a similar stage of construction on or after 1 January 2026, any installation date on the vessel; or
.2 For vessels other than that specified in 3.4.1 above, including those constructed before 1 January 2009, a contractual delivery date for lifting appliance or anchor handling winches, or in the absence of a contractual delivery date, the actual delivery date of the lifting appliance or anchor handling winches to the ship on or after 1 January 2026.”
3.5 Certified means that the lifting appliance or loose gear and anchor handling winches or associated loose gear have been verified and documented as compliant to the satisfaction of the Barbadian Recognised Organisation (RO).
3.6 Competent person means a person possessing the knowledge and experience required for the performance of duties specified in these guidelines MSC.1/Circ.1662 and MSC.1/Circ.1663, and for Barbadian vessels shall be a Recognised Organisation (RO) surveyor.
3.7 Thorough examination means a detailed assessment carried out by a competent person to determine whether or not the lifting appliance or loose gear and the anchor handling winches or associated loose gear are in compliance with the applicable requirements of the RO.

4. Application

4.1 SOLAS Reg. II-1/3-13, applicable from the 1st of January 2026, shall apply to lifting appliances and anchor handling winches, and loose gears utilised with the lifting appliances and the anchor handling winches.
4.2 SOLAS Reg. II-1/3-13 does not apply to:
.1 Lifting appliances on MODUs;
.2 Lifting appliances used on offshore construction vessels, such as pipe/cable laying/repair or offshore installation vessels, including vessels for decommissioning work, which comply with standards acceptable to the BMSR;
.3 Integrated mechanical equipment for opening and closing hold hatch covers; and
.4 Life-saving launching appliances complying with the LSA Code.
4.3 SOLAS Reg. II-1/3-13 paragraphs 2.1, and 2.4 do not apply to lifting appliances which have a safe working load (SWL) below 1,000 kg. However, lifting appliances shall be permanently marked and provided with documentary evidence for the SWL.

5. Design, Construction , Installation, Maintenance, Operation, Inspections and testing

5.1 Lifting appliances and loose gears installed on or after 1 January 2026 shall be designed, constructed and installed in accordance with the requirements of the vessel’s RO, based on MSC.1/Circ.1663.
5.2 Lifting appliances installed on or after 1 January 2026 shall be permanently marked and provided with documentary evidence for the safe working load (SWL).
5.3 Anchor handling winches and loose gears installed on or after 1 January 2026 shall be designed, constructed, installed and tested to the requirements of the vessel’s RO, based on MSC.1/Circ.1662.
5.4 Lifting appliances installed before 1 January 2026 shall be load tested to the satisfaction of the vessel’s RO after installation and before being taken into use for the first time and after repairs, modifications or alterations of a major character.
5.5 Lifting appliances shall be load tested to the satisfaction of the vessel’s RO no later than the date of the first renewal survey on or after 1 January 2026 or after repairs, modifications or alterations of a major character.
5.6 For load testing of lifting appliances intended for use while the vessel is in port or sheltered waters, the test load, as set out in table 1 of MSC.1/Circ.1663, shall be established using the SWL. For lifting appliances intended for open-sea operations, the test loads shall be to the satisfaction of the vessel’s RO, taking into account the applicable dynamic loads.
5.7 Where the SWL of the lifting appliances is undocumented and design information is not available, e.g. for lifting appliances which are installed on board before 1 January 2026 and the manufacturer no longer exists, the test load shall be calculated using table 1 of MSC.1/Circ.1663, based on a SWL nominated by the company, to the satisfaction of the vessel’s RO.
5.8 All loose gears in use with lifting appliances shall have documentary evidence of a proof test and be retested after repairs, modifications or alterations of a major character to the satisfaction of the vessel’s RO. Where an item of loose gear is tested, minimum test loads shall be to the satisfaction of the vessel’s RO, based on table 2 of MSC.1/Circ.1663.

5.9 Lifting appliances and loose gears shall be subject to thorough examination to the satisfaction of the vessel’s RO:
.1 Upon completion of any load test; and
.2 Annually.
5.10 Where a thorough examination of lifting appliances and loose gear does not form part of the renewal survey or annual survey, verification that a thorough examination of lifting appliances has been conducted/completed to the satisfaction of the vessel’s RO shall take place during the renewal survey under SOLAS Reg. I/7 or the annual survey under SOLAS Reg. I/10, as applicable.
5.11 If on completion of a thorough examination, the competent person considers the lifting appliance and/or the loose gear to be unsafe for operation or not in compliance with the applicable requirements of the vessel’s RO, based on MSC.1/Circ.1663, then that lifting appliance and/or loose gear shall be taken out of service until any deficiency is rectified to the satisfaction of a competent person. The lifting appliance shall be clearly marked “not to be used” and the status should be recorded in a register of lifting appliances and loose gear. While out of service, the relevant actions for inoperative lifting appliances and/or Loose gear as outlined under Sec. 6 below should be followed.
5.12 Load testing and thorough examination of lifting appliances and loose gears shall be documented in any convenient form, provided each entry contains the necessary information, is clearly legible and is authenticated by a competent person. The minimum information to be included in the Certificate of test and thorough examination, as set out in appendix 1 of MSC.1/Circ.1663.
5.13 For anchor handling winches loose gears a commissioning test should be carried out according to the manufacturer’s instructions and the requirements of the vessel’s RO, based on MSC.1/Circ.1662, which provides an equivalent level of safety.
5.14 Anchor handling winches and associated equipment should be subject to a thorough examination to the satisfaction of the vessel’s RO, based on MSC.1/Circ.1662, before re-entering service after any structural repairs or modifications of a major character and after load testing.
5.15 If on completion of a thorough examination or of an inspection, the competent person considers an anchor handling winch and/or a loose gear to be unsafe for operation or not in compliance with the applicable requirements of the vessel’s RO, based on MSC.1/Circ.1662, then that anchor handling winch and/or loose gear should be taken out of service until any deficiency is rectified to the satisfaction of a competent person. The anchor handling winch should be clearly marked “not to be used” and the status should be recorded as outlined in 3.2.4 of MSC.1/Circ.1662. While out of service, the relevant actions for inoperative anchor handling winches as outlined under Sec. 6 below should be followed.
5.16 All loose gear in use with anchor handling winches and associated equipment shall have documentary evidence of a proof test and be retested after repairs, modifications or alterations of major character acceptable to the vessel’s RO.
5.17 For existing lifting appliances and anchor handling winches and existing loose gears utilised with valid certificates under another international instrument, the vessel’s RO shall seek acceptance from the BMSR for a permanent equivalence compliant with SOLAS regulation II-1/3-13.2.4 and 2.5. Such request shall be sent to Ops@barbadosmaritime.com as per Bulletin 008.
5.18 Maintenance and inspection, operational testing and their respective intervals of lifting appliances and anchor handling winches and loose gears shall be in accordance with the manufacturer’s recommendations, industry standards and guidelines or the vessel’s RO considering factors such as the operational profile of the vessel and the lifting appliance and/or loose gear.
5.19 Damaged, broken, worn or corroded ropes, including their terminations connecting loose gear of lifting appliances and anchor handling winches should be inspected and discarded according to manufacturers’ recommendations, relevant industry standards, and international standards (e.g. ISO 4309:2017 on Cranes – Wire ropes – Care and maintenance, inspection and discard) or requirements of the vessel’s RO.

6. Inoperative lifting appliances and anchor handling winches

6.1 Whenever an accident occurs to a vessel or a defect is discovered, either of which affects the safety of the vessel or the efficiency or completeness of its lifting appliances and anchor handling winches, the master, shipowner or managers shall report at the earliest opportunity to the BMSR at Ops@barbadosmaritime.com for the request of appropriate permission as per Bulletin 008.
6.2 Except as provided in 6.1 above, while all reasonable steps shall be taken to maintain lifting appliances, anchor handling winches and loose gear to which SOLAS Reg. II-1/3-13 applies in working order, malfunctions of that equipment shall not be assumed as making the vessel unseaworthy or as a reason for delaying the vessel in ports, provided that action has been taken by the master to take the inoperative lifting appliance or anchor handling winch into account in planning and executing a safe voyage.

 

 

Revision History:

 

Revision No

Description Of Revision

1.0

First issue.  

   
   
   
   
   
   

Read More

Bulletin 029 – International Safety Management (ISM) Code 1.0

Notice to: Shipowners, Operators, Officers, Flag State Inspectors and Recognised Organisations.

Download Bulletin  

a) International Convention for the Safety of Life at Sea, 1974, as amended (SOLAS).
b) ISM Code, International Safety Management Code, as amended.
c) Form 34 – International Safety Management (ISM) Code Declaration.
d) IMO Circular MSC-MEPC.7/Circ.6 Guidance on the qualifications, training, and experience necessary for undertaking the role of the Designated Person under the provisions of the International Safety Management (ISM) Code.
e) IMO Circular MSC-MEPC.7/Circ.8 Revised guidelines for the operational implementation of the International Safety Management (ISM) Code by Companies.
f) Bulletin 008 – Permits Exemptions and Equivalences Rev.2.0.
g) Maritime Labour Convention (MLC), 2006.
h) The International Convention on Standards of Training, Certification and Watchkeeping for Seafarers (STCW).
i) IMO Resolution A.1188(33) 2023 Guidelines on the implementation of the International Safety Management (ISM) Code by Administrations.
j) IACS PR 9 Procedural Requirements for ISM Code Certification.
k) IMO Circular MSC-FAL.1/Circ.3 Guidelines on Maritime Cyber Risk Management.

2. Purpose

a) This Bulletin provides information on the application of the International Safety Management (ISM) Code to Barbadian vessels.

3. Application

3.1 The ISM Code, under the provisions of Chapter IX of SOLAS, is mandatory for the following vessels engaged in international voyages:
.1 Passenger ships including Passenger Yachts, and passenger high-speed craft, regardless of tonnage;
.2 Oil tankers, chemical tankers, gas carriers, bulk carriers, cargo high-speed craft, special purpose ships, commercial yachts of 500 gross tonnage and upwards; and
.3 Other cargo ships, Self-propelled Mobile Offshore Units (MOUs) and Dynamically Positioned (DP) vessels of 500 gross tonnage and upwards.
3.2 A Floating Production Storage and Operations Unit (FPSO), Floating Storage and Offloading Unit (FSO), Floating Production Unit (FPU), Floating Storage Unit (FSU), Mobile Offshore Storage Unit (MOSU), Mobile Offshore Drilling Units (MODUs), and similar units are exempt from ISM Code compliance:
.1 if the propulsion system is removed or disabled; or
.2 if the propulsion system functions, the unit is on a fixed station for an extended period and the propulsion equipment will only be used in an emergency or to reposition or
.3 service the unit under a “single voyage exemption” with no cargo on board.

4. Definitions

4.1 Company is the owner of the vessel or any other organisation or person such as the manager, or the bareboat charterer who has assumed the responsibility for the operation of the vessel from the Shipowner and who, on assuming such responsibility, has agreed in writing to take over all the duties and responsibilities imposed by the ISM Code.
4.2 Designated Person or Designated Person Ashore (DPA) is the person ashore appointed by the Company under its Safety Management System, having direct access to the highest level of management with whom direct communications may be had at any time. The responsibility and authority of the DPA must include but is not limited to, monitoring the safety, security, and pollution prevention aspects of each vessel’s operation under the Company’s control and ensuring that adequate resources and shore-based support are provided. See IMO Circular MSC-MEPC.7/Circ.6 for the qualifications, training and experience necessary for undertaking the DPA role.
4.3 Safety Management System (SMS) is a structured and documented system enabling Company personnel to effectively implement the Company safety and environmental protection policy.

5. Communication to the BMSR (ISM Code Sec. 3)

5.1 When the Company, as defined in Sec. 4.2, is other than the Owner, at registration the Owner shall notify the BMSR of the appointment of the Company and DPA by sending Form 34 by email to registry@barbadosmaritime.com. Thereafter, Form 34 is to be issued anytime a new Company is appointed.
5.2 For changes of the DPA the notification can be made simply by email to registry@barbadosmaritime.com.
5.3 Owners of vessels to which the ISM Code applies shall still appoint a shore-based point of contact for the BMSR using the same procedures outlined in Sec. 5.1 above.

6. Development of plans for shipboard operations (ISM Code Sec. 3)

6.1 Companies shall establish safety objectives and accordingly develop, implement and maintain an SMS which includes functional requirements as listed in section 1.4 of the ISM Code and in accordance with MSC-MEPC.7/Circ.8.
6.2 The Company should establish procedures, plans and instructions, including checklists as appropriate, for key shipboard operations concerning the safety of the personnel, vessel and protection of the environment. The various tasks should be defined and assigned to qualified personnel.
6.3 Companies shall ensure full implementation and compliance as part of their SMS where MLC and STCW requirements overlap with those of the ISM Code. These provisions include medical certification, training, qualifications, BMSR endorsements, hours of work and rest, manning levels and medical care on board and ashore.
6.4 The SMS shall define and document the Master’s responsibility with regard to reviewing the SMS and reporting its deficiencies to the shore based management and include a statement that its contents do not remove the Master’s authority and responsibility to take such steps and issue any orders, whether or not they are in accordance with the contents of the documentation, which the Master considers to be necessary for the preservation of life; the safety and security of the vessel, crew and cargo, and the protection of the marine environment.
6.5 The SMS shall ensure implementation of the measures of the Ship Security Plan (SSP), the Shipboard Oil Pollution Emergency Plans (SOPEPs) and Marine Pollution Emergency Plans (SMPEPs) and address Cyber risks in compliance with MSC-FAL.1/Circ.3. The SMS might also include the Ship Energy Efficiency Management Plan (SEEMP).
6.6 The SMS shall include systematic maintenance plans to ensure that items and systems are covered by class and statutory surveys and to ensure that the vessel’s condition is always satisfactorily maintained and procedures to inform the BMSR at Ops@barbadosmaritime.com with immediate effect in case of any defect found on board for the request of appropriate permission as per Bulletin 008.
6.7 The Company SMS shall include a means for documenting corrective actions taken to rectify deficiencies and nonconformities identified during internal audits, external audits, surveys and PSC and flag State inspections. Notification given to the designated RO on the corrective actions taken and measures to prevent their recurrence must also be documented.
6.8 The SMS shall contain procedures to ensure that non-conformities, observations and hazardous occurrences are reported to the responsible person of the management. The Company should have a system in place for recording, investigating, evaluating, reviewing and analysing such reports, and to take action as appropriate.

7. Internal Audit

7.1 As per Sec. 12 of the ISM Code, the Company shall carry out internal safety audits on board and ashore at intervals not exceeding twelve (12) months to verify whether safety and pollution-prevention activities comply with the SMS.
7.2 The internal audits are in addition to external audits carried out by the Recognised Organisation issuing the DOC and SMC.
7.3 In exceptional circumstances, this interval may be exceeded by not more than three (3) months. Request for extension shall be submitted to the BMSR at Ops@barbadosmaritime.com as per Bulletin 008.

8. Certification and verification

8.1 All Barbadian vessels shall be operated by a Company which has been issued with a Document of Compliance (DOC) on behalf of Barbados and which shall not exceed five (5) years. A copy of the DOC shall be placed on board of each Barbadian vessel managed by the Company.
8.2 The DOC shall be issued by a Barbadian Recognised Organisation (RO) only to Companies that manage or have already expressed interest in registering and managing a vessel, hence in possession of the BMSR “Statement to intent to register” letter.
8.3 All Barbadian vessels shall be issued with a Safety Management Certificate (SMC) by an RO and such SMC shall not exceed five (5) years.
8.4 DOC and SMC are to be issued by a Barbadian RO in compliance with Res. A.1188(33) and IACS PR 9, and the certification process normally involves the following steps: interim verification; initial verification; annual (DOC) or intermediate verification (SMC); renewal verification; and additional verification.
8.5 An Interim DOC is issued for a period not exceeding 12 months and when:
.1 The Company is newly established; or
.2 New ship types are to be added to an existing DOC.
8.6 An Interim SMC is issued for a period not exceeding 6 months and when:
.1 It is a new vessel on delivery;
.2 A Company takes on responsibility for the operation of a vessel which is new to the Company; or
.3 When a vessel changes flag.
8.7 The BMSR, in special cases, might extend the validity of an Interim SMC only for a further period which shall not exceed 6 months from the date of expiry.
8.8 Renewal verification audits must be performed before the validity of the DOC and the SMC expires. They may be carried out within three months before the expiry date of the DOC or the SMC.
8.9 If a vessel at the time when an SMC expires is not in a port in which it is to be verified, the BMSR may extend the period of validity of the SMC, but this extension should be granted only for the purpose of allowing the vessel to complete its voyage to the port in which it is to be verified, and then only in cases where it appears proper and reasonable to do so.
8.10 No SMC should be extended for a period of longer than three (3) months, and the vessel to which an extension is granted should not, on its arrival in the port in which it is to be verified, be entitled by virtue of such extension to leave that port without having a new SMC. When the renewal verification is completed, the new SMC shall be valid to a date not exceeding five (5) years from the expiry date of the existing SMC before the extension was granted.
8.11 Request for extension of the SMC shall be submitted to the BMSR at Ops@barbadosmaritime.com as per Bulletin 008.

9. Flagging in with BMSR

9.1 The scope and type of audit for change of flag shall be done on site/on board as per Annex 5 of IACS PR 9 for a Company and those as per Annex 5 of IACS PR 9 for a vessel.
9.2 When due the location of the vessel the audit cannot be carried out on board the RO shall contact the BMSR for permission to carry the audit in remote, where such request shall be submitted to the BMSR at Ops@barbadosmaritime.com as per Bulletin 008.
9.3 When a Company is to be issued with a Barbadian DOC, at the change of flag, the RO shall carry out an additional audit on site, to verify the availability of BMSR instructions and their incorporation into the SMS. The Barbadian DOC shall have the same expiry date as the DOC issued on behalf of the other flag State(s).
9.4 When the Company audit cannot be carried out on site for any unforeseen reasons RO shall contact the BMSR for permission to carry the audit in remote, where such request shall be submitted to the BMSR at Ops@barbadosmaritime.com as per Bulletin 008.
9.5 When a vessel is to be issued with a Barbadian SMC, at the change of flag, the RO shall carry out an Interim audit on board as required by Sec. 14.4 of the ISM Code and issue an interim SMC. The BMSR, in special cases, might allow Interim audit to be carried out remotely.

 

 

Revision History:

 

Revision No

Description Of Revision

1.0

First issue.  Supersedes Bulletin 340: Cyber Security Rev.1.0

   
   
   
   
   
   

Read More

Bulletin 032 – Ballast Water Management Rev.1.0

Notice to: Shipowners, Operators, Officers, Flag State Inspectors and Recognised Organisations.

 

1. References

a) The International Convention for the Control and Management of Ships’ Ballast Water and Sediments, 2004 (BWM Convention).

b) IMO Circular BWM.2/Circ.62 Guidance on contingency measures under the BWM Convention.

c) IMO Circular BWM.2-Circ.80 Guidance on ballast water record keeping and reporting.

d) IMO Circular BWM.2/Circ.70/Rev.1, 2020 Guidance for the commissioning testing of ballast water management systems.

e) IMO Circular BWM.2/Circ.42/Rev.2, 2020 Guidance on ballast water sampling and analysis for trial use in accordance with the BWM Convention and Guidelines (G2)

2. Purpose

2.1 This Bulletin provide the requirements for implementing the BWM Convention, entered into force globally on 8 September 2017.

3. Application

3.1 This Bulletin applies to all Barbadian vessels in accordance with Article 3 of the BWM Convention.

3.2 The BWM Convention does not apply to those vessels that:

.1 Are not designed or constructed to carry ballast water (Article 3.2(a));
.2 Operates only in waters under the jurisdiction of their Flag State, unless discharge of ballast water is considered to be a threat to the environment, human health, property or resources, or those of adjacent or other States (Article 3.2(b));
.3 Operates only in waters under the jurisdiction of another State which is a Party to the Convention, subject to authorisation of the Coastal State (Article 3.2(c));
.4 Operates only in waters under the jurisdiction of another State which is a Party to the Convention and on the high seas, subject to authorisation of the Coastal State (Article 3.2(d));
.5 Are warships, naval auxiliaries or other vessels owned or operated by a State and on governmental non-commercial service (Article 3.2(e));
.6 Use permanent ballast in sealed tanks, not subject to discharge (Article 3.2(f)).

4. Background

4.1 Ballast water may be taken onboard by vessels for stability and can contain thousands of aquatic or marine microbes, plants and animals, which are then carried across the globe. Untreated ballast water released at the vessel’s destination could potentially introduce a new invasive marine species. Hundreds of such invasions have already taken place, sometimes with devastating consequences for the local ecosystem.

4.2 The BWM Convention, entered into force on 08 September 2017, aims to prevent the spread of harmful aquatic organisms from one region to another, by establishing standards and procedures for the management and control of vessels’ ballast water and sediments.

4.3 The BWM Convention regulations are divided in to five sections, where section D sets the Standards for Ballast Water Management, specifically:

.1 Regulation D-1 (Standard D1) Ballast Water Exchange Standard – Vessels performing Ballast Water exchange shall do so with an efficiency of 95 per cent volumetric exchange of Ballast Water. For vessels exchanging ballast water by the pumping-through method, pumping through three times the volume of each ballast water tank shall be considered to meet the standard described. Pumping through less than three times the volume may be accepted provided the vessel can demonstrate that at least 95 percent volumetric exchange is met.
.2 Regulation D-2 (Standard D2) Ballast Water Performance Standard – Vessels conducting ballast water management shall discharge less than 10 viable organisms per cubic metre greater than or equal to 50 micrometres in minimum dimension and less than 10 viable organisms per millilitre less than 50 micrometres in minimum dimension and greater than or equal to 10 micrometres in minimum dimension; and discharge of the indicator microbes shall not exceed the specified concentrations.

5. Standard D2 – IMO and BMSR deadlines

5.1 Standard D1 is being phased out and by 08 September 2024 all vessels must meet Standard D2.

5.2 The BMSR is now taking a drastic approach for the implementation of Standard D2 and will issue any permit for an extension of compliance with Standard D2 maximum until the 8th of August 2024.

5.3 Vessels which have a IBWMC renewal after the 08 August but before the 08 September are not subject to the Sec. 5.2 above.

6. Exceptions and Exemptions

6.1 While the general scope of application covers virtually any vessel provided with ballast tanks, the BWM Convention also provides for possible exceptions, exemptions, or equivalent compliance methods, each with specific criteria and conditions to be met.

.1 Regulation A-3 of the BWM Convention allows exceptions to the requirements of the Regulation B-3 for:
.2 ensuring the safety of the vessel in emergency situations;
.3 accidental damage to the vessel;
.4 the purpose of avoiding or minimizing pollution;
.5 uptake and discharge on the high seas of same ballast water and sediments; or
.6 discharge of ballast water and sediments from a vessel at the same location where the ballast water originated, and provided that no mixing with unmanaged ballast water and sediments from other areas has occurred.

6.2 Regulation A-4 of the BWM Convention allows permanent exemptions to any requirements to apply regulations B-3 or C-1, in addition to those exemptions contained elsewhere in this Convention, but only when they are:

.1 granted to a vessel or vessels on a voyage or voyages between specified ports or locations; or to a vessel which operates exclusively between specified ports or locations;
.2 effective for a period of no more than five years subject to intermediate review;
.3 granted to vessels that do not mix ballast water or sediments other than between the ports or locations specified in Sec. 6.2.1 above; and
.4 granted based on the Guidelines on risk assessment developed by the IMO.

7. BWMS initial commissioning and testing

7.1 For BWMS installed on board Barbadian vessels:

.1 A test confirming that the installed BWMS meets the required performance standard shall be conducted to the satisfaction of the attending RO surveyor, as per BWM.2/Circ.70/Rev.1.
.2 An effluent test confirming the BWMS discharge meets Regulation D-2 standards shall be completed in accordance with the maker’s recommendations or where appropriate laboratory facilities are available locally. Methodologies and approaches to sampling and analysis testing are to be done as per BWM.2/Circ.42/Rev.2.

8. Ballast Water Management System Failures

8.1 Any BWMS failure must be reported to the BMSR or vessel’s RO without delay. A brief description of the failure along with a proposed BWMS repair plan must also be communicated in a timely manner. The malfunctioning BWMS must be recorded in the Ballast Water Record Book (BWRB). When the repairs are concluded.

8.2 Where the vessels have to manage non-compliant ballast water discharges, the port State control authorities must be contacted by the vessel or company to discuss contingency measures in line with BWM.2/Circ.62.

8.3 The BMSR will issue a permit for Ballast Water Exchange (BWE) Standard D1, in lieu of using the BWMS (Standard D2) when this method is included as a contingency measure in the vessel’s approved BWMP. Concurrence from the coastal State must be obtained before this option is used.

9. Ballast Water Record Books

9.1 Ballast Water Record Books (BWRB) are available for purchase from the BMSR Ship Document Online Form.

9.2 The BMSR BWRB first revision was issued in compliance with Appendix II “Form of ballast water record book” of the BWM Convention, which will be valid until the 01/Feb/2025.

9.3 The new revision of the BMSR BWRB is instead based on the new revision of the Appendix II, applicable from 02/Feb/2025, which totally replace the previous form, and which implements the new amendments as per BWM.2-Circ.80, which gives examples of Ballast Water Record Book entries, ballast water reporting form and tank-by-tank log form.

9.4 The new revision of the BMSR BWRB also include BWM.2-Circ.80 examples of Ballast Water Record Book entries to help officers to correctly populate the entries.

Revision History:

 

Revision No

Description Of Revision

1.0

First Issue – superseded bulletins 272,274 and 347

 

 

 

 

 

 

 

 

 

 

 

 

Read More

Bulletin 018 – Marine Accident Reporting 1.2

Notice to: Shipowners, Operators, Officers, Flag State Inspectors and Recognised Organisations.

 

1. References

a) Barbados Merchant Shipping Act (CAP 296).
b) IMO Resolution MSC.255(84) Code of the International Standards and Recommended practices for a safety investigation into a Marine Casualty or Marine Incident (Casualty Investigation Code).
c) The International Safety Management Code (ISM Code).
d) Bulletin 035 – Piracy and Armed Robbery.
e) Bulletin 010 – Barbados Reporting Requirements.

2. Purpose

2.1 This Bulletin provides information on BMSR’s reporting requirements for reporting Marine Accidents and Marine Safety Investigations.
2.2 This Bulletin does not cover reporting of Piracy incidents, which are addressed in Bulletin 035.
2.3 This Bulletin does not cover reporting of Birth and Deaths, Occupational Diseases and Breach of Security (Stowaways), which are addressed in Bulletin 010.

3. BMSR Contact Details

3.1 In case of emergency the BMSR contact details are as per below:
.1 Email: accidents@barbadosmaritime.com
.2 Emergency 24-hour phone: +44 (0) 7494 116 754

4. Application

This Bulletin applies to all Barbadian vessels engaged in international voyages.

5. Definitions

For the purposes of Section 229 of the CAP 296, “marine accident” refers to both a marine casualty and a marine incident as defined in this section.
5.1 A marine casualty is an event, or a sequence of events, that has resulted in any of the following which has occurred directly in connection with the operations of a vessel:
.1 The death of, or serious injury to a person. In this context, a serious injury renders the person unable to perform their usual duties for >72 hours and includes occupational accidents;
.2 The loss of a person from a vessel;
.3 The loss, presumed loss, or abandonment of a vessel;
.4 Material damage to a vessel or marine infrastructure. In this context, material damage means the structural integrity, performance or operational characteristics of the vessel or infrastructure are significantly affected and require major repair or replacement of a major component or components.
.5 The vessel is unfit to proceed or requires flag state approval or a condition of class before it is allowed to proceed.
.6 At sea, a breakdown of the vessel, required towage.
.7 The stranding or disabling of a vessel, or the involvement of a vessel in a collision.
.8 Damage to marine infrastructure external of a vessel that could seriously endanger the safety of the vessel, another vessel or any individual.
.9 Pollution, caused by damage to a vessel or vessels.
5.2 A very serious marine casualty means a marine casualty involving the total loss of the vessel or the death of a person or severe damage to the environment.
5.3 A marine incident, is an event or sequence of events, which has occurred directly in connection with the operation of a vessel that does not meet the criteria to be classified as a marine casualty (as in Section 5.1 above) but that endangered or, if not corrected would endanger, the safety of the vessel, its occupants or any other person or the environment.
5.4 A marine incident or marine casualty does not include a deliberate act or omission, with the intention to cause harm to the safety of a vessel, an individual or the environment.

6. Marine Accident Reporting

6.1 The Master or senior surviving officer of a Barbadian vessel must notify the BMSR of any marine accident, regardless of location.
6.2 The vessel’s owner or manager must notify the BMSR of any marine accident unless they are satisfied that the Master or senior surviving officer has made the report.
6.3 All notifications are treated confidentially, and a reporter’s identity will not be released.
6.4 Any notification of a marine accident made to the BMSR does not remove any obligation to notify other Organisations, such as Coastal and Port State authorities.
6.5 The BMSR should be informed immediately if a port or coastal State initiates an investigation or takes any other action in relation to an accident.
6.6 An Initial Report of any accident must be sent to the BMSR within 24 hours of the occurrence, via telephone or email. The Initial Report should provide brief details of the incident, such as:
.1 vessel’s name and IMO number;
.2 the nature of the accident, date, and time;
.3 vessel’s location, and next port of call if at sea;
.4 confirmation that port or coastal State authorities have been notified; and,
6.7 Notification must not be delayed until the completion of an internal company investigation.
6.8 And follow up to the initial report, Form 45 – Accident / Incident reporting must be submitted within 24 hours.

7. What not to Report

7.1 There is no requirement to report:
.1 Defects to equipment and vessel detentions unless they are related to a marine casualty or marine incident.
.2 Injuries to passengers that did not result from activities connected with the operation of the vessel. For example: a passenger suffering a fall on board a vessel, where the vessel’s movement, design, or acts or omissions by crew were not contributing factors.
.3 Damage or injuries occurring ashore, which do not involve the vessel’s equipment.
7.2 Notwithstanding the list of serious marine casualties contained in Section 6.1, Owners and the Master are encouraged to report to the BMSR any accident which may fall within the scope of their ISM Code reporting requirements.

8. Evidence

8.1 Following a marine accident, the BMSR may require access to additional information and evidence. Therefore, all charts, logbooks, recorded data (hard copy or electronic) relating to the period prior to, during and after the marine accident, and all other documents, records and equipment which may be pertinent to the marine casualty or marine incident must be preserved.
8.2 Where a vessel is fitted with a Voyage Data Recorder, the data recorded by it must be saved immediately and steps taken to prevent the data becoming overwritten. Preservation is mandatory for marine casualties.

9. Accident follow up and Marine Safety Investigation

9.1 Following a preliminary review of the facts provided in the initial reporting and Form 45 – Accident / Incident reporting (when applicable), the BMSR may seek to obtain such information as it considers necessary concerning the marine accident and any remedial action taken. A description of actions taken and/or recommendations made to prevent recurrence may be requested. In some cases, the Company’s investigation report will be sufficient, but the BMSR may seek further details if required.
9.2 A Marine Safety Investigation (MSI) will be conducted for all the very serious marine casualties, as defined in Sec. 5.2 above.
9.3 A marine safety investigation might be conducted into marine casualties (other than very serious marine casualties) and marine incidents if it is considered likely that an MSI will provide information that can be used to prevent marine accidents in the future.
9.4 The purpose of an MSI is to help prevent further avoidable accidents from recurring, it does not seek to apportion blame or establish liability. Instead, it works alongside shipowners to help ensure that lessons learned from a casualty are implemented and the likelihood of recurrence is reduced.
9.5 When an MSI is carried out, the BMSR publishes the MSI report that includes safety recommendations and safety learning to improve safety at sea.


10. Offences

10.1 Under Section 314(1) of the CAP 296 it is an offence not to report a marine accident or provide information required without reasonable cause. This may result in the suspension of the certificate of registry (COR) of the vessel until the contravention is rectified, or in the deletion of the vessel from the register.
10.2 Under Section 315 of the CAP 296, a person who contravenes Section 314(1) is guilty of an offence, and, unless a specific penalty is otherwise provided by CAP 296, is liable on summary conviction to a fine of USD50 000, or imprisonment for 6 months, or both.

Revision History:

 

Revision No

Description Of Revision

1.0

First Issue – supersede:  Bulletin 317 : Casualty and Accident/Incident Reporting Requirements Rev.1.0

Content moved from Bulletin 010

1.1

Amended phone number in sec. 3.1.2

1.2

Amended email address in sec. 3.1.1

1.3

Amended Sec. 1. b, 2.3, 3.1, 5.1.4, 5.1.5, 5.1.6, 5.2, 5.3, 5.4, 6.2, 6.8, 7,9, 9.2, 9.5 and 10.2

 

 

 

 

 

 

Read More

Bulletin 015 – Continuous Synopsis Records Rev. 1.0

Notice to: Shipowners, Operators, Officers, Flag State Inspectors and Recognised Organisations.

 

1. References

a) Barbados Merchant Shipping Act (CAP 296).
b) SOLAS, International Convention for the Safety of Life at Sea.
c) IMO Resolution A.959(23) Format and guidelines for the maintenance of the Continuous Synopsis Record (CSR)
d) The International Ship and Port Facility Security Code (ISPS Code).

2. Purpose

2.1 This Bulletin outlines the requirements of the BMSR for the issuance of Continuous Synopsis Record (CSR), as required by SOLAS Chapter XI-1/5.
2.2 The CSR is intended to provide an on-board record of the history of the vessel with respect to the information recorded therein.

3. Definitions

3.1 Company means the owner of the ship or any other organisation or person such as the Manager, or the Bareboat Charterer, who has assumed the responsibility for operation of the ship from the shipowner and who, on assuming such responsibility, has agreed in writing to take over.
3.2 In accordance with IMO Resolution A.959(23):
.1 CSR Document means Form 1 that is issued by the BMSR, numbered sequentially over the life of the vessel;
.2 CSR Amendment Form means Form 2 filled in by the Company to update information contained in the CSR;
.3 CSR Index of Amendments means Form 3 filled in by the Company for the record of amendments made to the CSR.
.4 CSR file means all the Form 1, 2 and 3

4. Application

4.1 This Bulletin applies to all Barbadian vessels engaged on international voyages, except for .
.1 Cargo ships of less than 500 gross tonnage;
.2 Vessels not propelled by mechanical means;
.3 Pleasure (Private) yachts not engaged in commercial operations.
4.2 Vessels voluntarily complying with the ISPS Code must make a written request to the BMSR for the issuance of a CSR Document. Once issued, it must be maintained in accordance with SOLAS requirements.

5. Requirements

5.1 The BMSR now issues certificates electronically, including CSRs. All previously issued “wet ink” certificates remain valid and do not require reissuing.
5.2 The CSR shall be kept on board the vessel and shall be available for inspection at all times. 5.3 A permanent CSR file must be kept onboard the ship and be available for inspection upon request by any Designated Authority. It must contain all previously issued, original CSR Documents comprised of all:
.1 CSR Document (Form 1);
.2 CSR Amendment Form (Form 2);
.3 CSR Index of Amendments (Form 3).
5.4 The CSR must be left onboard a vessel whenever:
.1 transferring to the flag of another State;
.2 selling to another owner;
.3 taking over by another bareboat charterer;
.4 another Company assumes the responsibility for the operation.
5.5 For vessels constructed before 01 July 2004, the CSR Record shall, at least, provide the history of the ship as from 01 July 2004.
5.6 Electronic CSR file backups are permitted. However, the original CSR Documents, dated and countersigned by the Master, and complete CSR file must be maintained onboard the vessel.
5.7 If any of the information in sections 2 to 16 of the CSR document changes or is incorrect, a new CSR document must be issued.
5.8 To make amendments to the CSR, the company or Master shall complete an amendment form (Form 2 of the CSR). The original amendment form is to be attached to the current original CSR document. Details of the amendment are also to be entered in the index of amendments (Form 3) and attached to the current CSR document in date order.
5.9 On receipt of a revised and updated CSR document, the Master should check its sequential number and review the document to ensure that it covers all relevant amendment forms attached to the previous CSR document.
5.10 CSR Index of Amendments Form 3 is not required for issuing a new CSR and is to be completed and signed by the Master or other authorised signatory and kept in the vessel’s CSR file on board. A new form 3 shall be completed as a record for each Amendment and dated accordingly.

6. CSR Application

6.1 For new building and registration anew the BMSR will issue CSR Document with number 1 at provisional registration.
6.2 A completed Form 2 is to be submitted to the BMSR for all the cases below:
.1 Registration from another flag;
.2 Laid-Up/Re-activation;
.3 Bareboat in and out;
.4 Change of Registered Ownership;
.5 Change of Registered Owner’s Name and/or Address;
.6 Change of a vessel’s name;
.7 Change of ISM Management/Address;
.8 Change of Classification issuing body;
.9 Change of ISSC/SMC issuing body;
.10 Duplicate for lost/damaged originals.6.3 The application should be accompanied, as appropriate, by:
.1 Copy of Certificate of Class;
.2 Copy of current Barbados ISM Document of Compliance (DOC);
.3 Copy of the vessel’s ISSC & SMC Certificates;
.4 Copies of all previously issued CSRs (In the case of a vessel being transferred from another flag, within 3 three months after the registration).

7. Barbados initial CSR

7.1 When registering in with the BMSR from another flag Administration, the following is also required:
.1 Former flag deletion certificate;
.2 Former flag final (ceased) CSR.
7.2 The former flag State should issue the final CSR document to the vessel showing the date the vessel ceased to be registered with that flag State.
7.3 That flag State is required to send a copy of the vessel’s CSR file, as soon as possible and preferably not later than one month from the date the vessel ceased to be registered, to the new flag State.
7.4 The BMSR will issue the initial CSR as soon documents as per Sec 7.1 above are received. Nevertheless, in accordance with IMO Resolution A.959(23), should the former flag State or the managers fail to provide the ceased CSR within three months from the date of change of flag, the BMSR shall issue to the vessel a CSR based on the CSR information received from onboard the vessel. The sequential number of the CSR document will be the second sequential number after the last sequential number shown on the CSR document found (i.e. leaving first sequential number unused). The BMSR shall record this in entry box 11.
7.5 A vessel cannot be permanently registered until the BMSR receive the ceased CSR from former flag. Therefore, at provisional registration the BMSR will issue a 3-month Certificate of Registry, to wait for ceased CSR or to issue a new CSR as per sec. 7.4 above.

Revision No

Description Of Revision

1.0

First Issue.

 

 

 

 

 

 

 

 

 

 

 

 

 

 

Read More

Bulletin 027 – MARPOL Annex VI Rev.1.4

Notice to: Shipowners, Operators, Officers, Flag State Inspectors and Recognised Organisations.

 

1. References

a) Barbados Merchant Shipping Act (CAP 296).
b) Barbados Shipping (Oil Pollution) Act (CAP296A).
c) International Convention for the Prevention of Pollution from Ships (MARPOL).
d) NOX Technical Code 2008 (NTC 2008).
e) MEPC.1/Circ.892 Guidelines for exemption of unmanned non-self-propelled (UNSP) barges from the survey and certification requirements under the MARPOL Convention.
f) Resolution MEPC.340(77) 2021 Guidelines for Exhaust Gas Cleaning System.
g) MEPC.1/Circ.795/Rev.2, Unified Interpretations to MARPOL Annex VI.
h) Resolution MEPC.364(79) 2022 Guidelines on the Method of Calculation of the Attained EEDI for New Ships.
i) Resolution MEPC.333(76) 2021 Guidelines on the Method of Calculation of the Attained (EEXI).
j) Resolution MEPC.324(75) Procedures for sampling and verification of the sulphur content of fuel oil and the Energy Efficiency Design Index (EEDI).
k) Resolution MEPC.320(74) 2019 Guidelines for consistent implementation of the 0.50% sulphur limit under MARPOL Annex VI.
l) MEPC.1/Circ.881 Guidance for port State control on contingency measures for addressing non-compliant fuel oil;
m) MEPC.1/Circ.864/Rev.1 2019 Guidelines for on board sampling for the verification of the sulphur content of the fuel oil used on board ships.
n) MEPC.1/Circ.889 2020 Guidelines for on board sampling of fuel oil intended to be used or carried for use on board a ship.
o) MEPC.1/Circ.884/Rev.1 Guidance for best practice for Member State/coastal State.
p) Resolution MEPC.346(78) 2022 Guidelines for the development of a ship energy efficiency management plan (SEEMP).
q) Res. MEPC.388(81) Amendments to the 2022 Guidelines for the development of a Ship Energy Efficiency Management Plan (SEEMP) (res. MEPC.346(78)).
r) Bulletin 008 – Permits Exemptions and Equivalences.
s) Resolution MEPC.348(78) 2022 Guidelines for Administration verification of ship fuel oil consumption data and operational carbon intensity.
t) MEPC.1-Circ.876 Sample Format for The Confirmation Of Compliance, Early Submission Of The SEEMP Part II etc.
u) Regulation (EU) 2015/757 on the monitoring, reporting and verification of carbon dioxide emissions from maritime transport, and amending Directive 2009/16/EC.
v) SI 2018/1388 The Merchant Shipping (Monitoring, Reporting and Verification of Carbon Dioxide Emissions) (Amendment) (EU Exit) Regulations 2018.
w) MIN 669 (M+F) Amendments 1 – Reporting Emissions Data into the UK MRV Regime.
x) Resolution MEPC.335(76) 2021 Guidelines on the shaft/engine power limitation system to comply with the EEXI requirements and use of a power reserve.
y) Resolution MEPC.375(80) Amendments to the 2021 Guidelines on the shaft/engine power limitation system to comply with the EEXI requirements and use of a power reserve (res. MEPC.335(76)).
z) IACS recommendation 175 – SEEMP/CII Implementation Guidelines.
aa) Resolution MEPC.347(78) Guidelines for the verification and company audits by the Administration of part III of the Ship Energy Efficiency Management Plan (SEEMP).
bb) Res. MEPC.389(81) Amendments to the 2022 Guidelines for Administration verification of ship fuel oil consumption data and operational carbon intensity (resolution MEPC.348(78)).
cc) Res. MEPC.385(81) Amendments to MARPOL Annex VI, regulations 2, 13, 14, 18, 27, appendices I and IX (Low-flashpoint fuels and other fuel oil related issues, marine diesel engine replacing steam system, accessibility of data and inclusion of data on transport work and enhanced granularity in the IMO Ship Fuel Consumption Database (IMO DCS)).
dd) MEPC.1/Circ.913 Guidance on the application of the amendments to Appendix IX of MARPOL ANNEX VI on inclusion of data on transport work and enhanced granularity in the IMO Ship Fuel Consumption Database (IMO DCS) as adopted by Resolution MEPC.385(81).

2. Purpose

2.1 This Bulletin outlines the requirements of MARPOL Annex VI, and specifically Chapter 3 requirements for control of emissions and Chapter 4 requirements to reduce the carbon intensity for Barbadian vessels.

2.2 MARPOL Annex VI sets limits on vessel sulphur oxide (SOX) and nitrogen oxide (NOX) emissions. It regulates the deliberate emissions of ozone-depleting substances (ODS), the emissions of volatile organic compounds (VOCs) from tankers, and the incineration of certain products on board vessels. It also establishes fuel oil quality standards.

3. Application

3.1 The MARPOL Annex VI Chapter 3 requirements apply to all Barbadian vessels, regardless of tonnage, except where expressly provided otherwise.

3.2 The MARPOL Annex VI Chapter 4 requirements apply to Barbadian vessels of 400 gross tonnage (GT) and above, except where expressly provided otherwise as detailed in the relevant sections below.

3.3 The MARPOL Annex VI Chapter 4 requirements do not apply to vessels not propelled by mechanical means, platforms including Floating Production, Storage and Offloading Facilities (FPSOs) and Floating Storage Units (FSUs), and drilling rigs regardless of their propulsion and vessels operating in Barbados national waters.

4. Definitions

4.1 For the purposes of the MARPOL Annex VI Chapter 4, the definition of “New ship”, Major conversion MARPOL Annex VI Reg. 2, as per MEPC.1/Circ.795/Rev.2 defines the following terms:

.1 “New ship” means a vessel:

          i) for which the building contract is placed on or after 01 January 2013; or
          ii) in the absence of a building contract, the keel of which is laid, or which is at  a similar stage of construction on or after 01 July 2013; or
          iii) the delivery of which is on or after 01 July 2015.

.2 “Major Conversion” means a conversion of a vessel:

          i) which substantially alters the dimensions, carrying capacity, or engine power of the vessel; or
          ii) which changes the type of the vessel; or
          iii) the intent of which in the opinion of the Administration is substantially to prolong the life of the vessel; or
          iv) which otherwise so alters the vessel that, if it were a new ship, it would become subject to relevant provisions of the present Convention not applicable to                   it as an existing vessel; or
          v) which substantially alters the energy efficiency of the vessel and includes any modifications that could cause the vessel to exceed the applicable required Energy Efficiency Design Index (EEDI) as set out in MARPOL Annex VI Reg.21.

.3 A vessel delivered on or after 01 September 2019 means a vessel:
          i) for which the building contract is placed on or after 01 September 2015; or
          ii) in the absence of a building contract, the keel of which is laid, or which is at a similar stage of construction on or after 01 March 2016; or
          iii) the delivery of which is on or after 01 September 2019.

4.2 For the purposes of MARPOL Annex VI Chapter 4, the categories defined in MARPOL Annex VI Reg.: 2.2.5 Bulk carrier; 2.2.7 Combination carrier; 2.2.9 Container ship; 2.2.11 Cruise passenger ship; 2.2.14 Gas carrier; 2.2.15 General cargo ship; 2.2.16 LNG carrier; 2.2.20 Passenger ship; 2.2.22 Refrigerated cargo carrier; 2.2.26 Ro-Ro cargo ship; 2.2.27 Ro-Ro cargo ship (vehicle carrier); 2.2.28 Ro-Ro passenger ship; 2.2.29 Tanker.

5. Exceptions and Exemptions (MARPOL VI Reg.3)

5.1 MARPOL Annex VI regulations do not apply to emissions necessary for securing the safety of the vessel, saving life at sea, or those resulting from accidents and damage suffered to the vessel or its equipment:

.1 provided that all reasonable precautions have been taken after the occurrence of the damage or discovery of the emission for the purpose of preventing or minimizing the emission; and

.2 except if the Owner or the Master acted either with intent to cause damage, or recklessly and with knowledge that damage would probably result.

5.2 The requirements of MARPOL Annex VI Reg. 18 on fuel oil availability and quality shall not apply to the use of hydrocarbons that are produced and subsequently used on site as fuel and this exemption shall be annotated on the International Air Pollution Prevention Certificate (IAPPC).

5.3 The BMSR may exempt unmanned non-self-propelled (UNSP) barges from the survey and certification requirements of MARPOL Annex VI by means of an International Air Pollution Prevention Exemption Certificate for Unmanned Non-self-propelled (UNSP) Barges for a period not exceeding five years as per MEPC.1/Circ.892.

6. Equivalents (MARPOL VI Reg. 4)

6.1 Requests for equivalencies or alternative arrangements must be submitted to the BMSR at Ops@barbadosmarime.com. As per Bulletin 008, they must include a recommendation from the Recognised Organisation (RO) confirming that the alternative arrangement is at least as effective in terms of emissions reductions as required MARPOL Annex VI.

6.2 Upon satisfactory review of the application, the BMSR will notify the International Maritime Organization (IMO) of the acceptance of the equivalent/alternative compliance by making an entry in the IMO Global Integrated Shipping Information System (GISIS).

7. Surveys and Certification (MARPOL VI Reg. 5 to 9)

7.1 Barbadian vessels of 400 GT and above, engaged on international voyages, and every fixed and floating drilling rig or other platform shall be surveyed and certificated for compliance with the requirements of MARPOL Annex VI Reg. 5.1 and be issued with an IAPPC.

7.2 As per MARPOL Annex VI Reg. 13.1.1, each marine diesel engine with a power output over 130 kilowatt (kW) that is installed (or undergoes major conversion) on a vessel, irrespective of tonnage, must be surveyed and certified in accordance with the NTC 2008.

7.3 Barbadian vessels of 400 gross tonnage and above, to which MARPOL Annex VI Chapter 4 applies, shall undergo surveys in accordance with MARPOL Annex VI Reg. 5.1 and be issued with an International Energy Efficiency Certificate (IEEC).

7.4 Barbadian vessels which are not required to keep a Ship Energy Efficiency Management Plan (SEEMP) do not require an IEEC.

7.5 The ship type on the IEEC shall refer to the ship type in accordance with definitions specified in MARPOL Annex VI Reg. 2.2. which are indicated in Sec. 4.2 above.

7.6 If the vessel does not fall into the ship types defined in Sec. 4.2 above, in the IEEC the ship type shall be entered as “Ship other than ship types defined in in MARPOL Annex VI Reg. 2.2″ and “the type of ship is exempt in accordance with MARPOL Annex VI Reg. 22.1/23.1/24.1/25.1” as applicable, shall be ticked in the IEEC relevant section.

7.7 If needed, the BMSR can issue a waiver letter as confirmation by this flag Administration of the ship type and to address Sec. 7.6 above.

7.8 The BMSR considers that the ship type stated on the IEEC should usually replicate the ship type designated at the stage of design and construction on which the Certificate of Class and Statutory Certificates of the vessel are based and with the ship type of the Barbados Certificate of Registry (COR).

7.9 In situations where, owing to operational necessity, an existing vessel may be required to change the ship type on the IEEC, the BMSR will consider such requests, where supported by the RO that issues the IAPPC of the vessel, provided that the ship type on the Certificate of Class, Statutory Certificates and COR of the vessel are amended accordingly.

7.10 The Owners of a vessel certificated to the ISM Code should be aware that where a change of ship type is requested, the vessel’s Safety Management Certificate (SMC) and the Company Document of Compliance (DOC), including associated safety management documents and procedures, may require to be amended.

8. MARPOL VI – RO’s Degree of Authorisation

8.1 The BMSR has authorised all Barbados ROs to:

.1 Issue or endorse an IAPPC;

.2 Issue or endorse an Engine International Air Pollution Prevention (EIAPP) certificate;

.3 Verify VOC management plans (Sec. 12.2 below);

.4 Carry-out Type Approval of shipboard incinerators (Sec. 13 below);

.5 Approve SOX Emissions Compliance Plans and issue a SOx Emission Compliance Certificate to vessels which use an Exhaust Gas Cleaning Systems (EGCSs) as an approved equivalent;

.6 Verify attained EEDI values calculated for each vessel (Sec. 14 below);

.7 Verify attained EEXI values calculated for each vessel (Sec. 16 below);

.8 Issue an IEEC after completion of the relevant surveys referred to in Sec. 7 above. The IEEC is to remain valid for the life of the vessel, except for the cases specified under MARPOL Annex VI Reg. 9.11 (vessel withdrawn from service, major conversion, or upon transfer of the vessel to the flag of another State).

.9 Verify the Ship Energy Efficiency Management Plan (SEEMP) Part II (Ship Fuel Oil Consumption Data Collection Plan) and issue Confirmation of Compliance (Sec.17.6 below );

.10 Verify Ship Fuel Oil Consumption Data Collection from each vessel operator, per vessel and issue an Annual Statement of Compliance (SoC) (Sec. 18 below);

.11 Submit data to the IMO Ship Fuel Oil Consumption Database.

9. Ozone-Depleting Substances (MARPOL VI Reg. 12)

9.1 Deliberate emissions of ozone-depleting substances (ODS) are prohibited and all vessels with installations containing ODS must comply with MARPOL Annex VI Reg. 12, except for permanently sealed equipment where there are no refrigerant charging connections or potentially removable components that contain ODS.

9.2 The ODS Record Book is required for the vessel of 400 GT and above, and drill rigs and platforms regardless of tonnage, which have rechargeable systems containing ozone-depleting substances. The BMRS ODS Record Book can be ordered on Shipboard Document Online Form.

10. Nitrogen Oxide (NOX) Emissions (MARPOL VI Reg. 13)

10.1 It is prohibited to operate a marine diesel engine with a power output of more than 130 kW, and which is installed, or undergoes a major conversion on or after 01 January 2000, unless it complies with the applicable NOX emission limits and requirements specified in MARPOL Annex VI Reg. 13, which applies to any vessels (including yachts and fishing vessels) irrespective of tonnage.

10.2 Marine diesel engines installed on a vessel must comply, based on the date of vessel construction, with the NOx Tier III emission standards when the vessel is operating in an Emission Control Area (ECA) as specified in MARPOL Annex VI Reg. 13.5.1.2.

10.3 Emergency diesel engines and engines installed in lifeboats, devices, or equipment intended to be used solely for emergencies are exempted from the MARPOL Annex VI Reg. 13 requirements.

10.4 Emissions from fixed or floating platforms and drilling rig engines that are solely dedicated to the exploration, exploitation and associated offshore processing of seabed mineral resources are exempted from the regulations regarding NOx controls. However, any emissions from engines that jointly supply power to exploration and processing machinery and also the platform domestic load are NOT exempted.

10.5 Each engine on board a Barbados vessel subject to MARPOL Annex VI is required to have an associated Engine Technical File. The Technical file shall remain on board the vessel for as long as the engine remains on board and shall be available for inspection by duly authorised officers.

10.6 The Technical File shall include an on-board NOx verification procedure, the parent engine’s emission test report and the Engine International Air Pollution Prevention Certificate (EIAPPC).

10.7 Boilers and gas turbines are not covered under the NOx controls regulations.

11. Sulphur Oxides (SOX) and particulate matter (MARPOL VI Reg. 14)

11.1 The carriage of fuel oil for use on board the vessel with a sulphur content exceeding 0.50% m/m is prohibited under MARPOL Annex VI Reg. 14.1. This prohibition does not apply to non-compliant fuel oil carried for use onboard a vessel with an approved EGCS installed as an alternative means of compliance and to fuel oil carried on board as a cargo.

11.2 The global sulphur limit is a mandatory requirement and is applicable to all vessels on all voyages, covering all fuel carried on board for consumption – this includes fuel oil used in emergency systems (emergency generator, lifeboats, rescue boat, etc.), and concerns about the safety of the vessel and machinery do not exempt the vessel from the requirement to bunker and/or consume compliant fuel oil.

11.3 In ports where the discharge of wash water from open loop EGCS (scrubbers) is not permitted, vessels fitted with open loop/hybrid EGCS may be expected to consume compliant fuel oil or to switch to closed loop mode. Documents related to changeover procedure and records should be kept on board.

11.4 IMO Resolution MEPC.340(77) requires the EGCS Technical Manual (ETM) and Onboard Monitoring Manual (OMM) to be approved by the RO on behalf of Barbados.

11.5 While a vessel is operating within an Sulphur Emission Control Area (SECA) as defined under MARPOL Annex VI Reg. 14.3, the sulphur content of fuel oil used on board that vessel shall not exceed 0.10% m/m as per MARPOL Annex VI Reg. 14.4.

11.6 Vessels using separate fuel oils when operating within a SECA must carry a written fuel oil changeover procedure, developed specifically for the vessel. A record of the changeover operation shall be recorded in the MARPOL Annex VI Record Book.

11.7 The BMSR MARPOL Annex VI Record Book can be ordered on Shipboard Document Online Form.

12. Volatile Organic Compounds (MARPOL VI Reg. 15)

12.1 Tankers subject to vapour emissions control must be fitted with a vapour collection system approved by an RO on behalf of Barbados, within three years after a port/terminal has notified the IMO of its regulation of tanker VOC emissions. See GISIS module for ports or terminals where VOCs are controlled.

12.2 The VOC management plan, required for all tankers carrying crude oil, must be approved by an RO on behalf of Barbados.

12.3 Gas carriers must comply with the requirements of this section only if their loading and containment systems allow safe retention of non-methane VOCs on board, or their safe return ashore.

13. Shipboard Incineration (MARPOL VI Reg. 16)

13.1 All vessels, irrespective of tonnage, must comply with the regulations on shipboard incineration under MARPOL Annex VI Reg. 16. Special rules on incineration under domestic law may apply in some ports and may exist in some special areas. Operation of shipboard incinerators may require permission from individual coastal or port authorities concerned.

13.2 Incinerators installed in accordance with the requirements of MARPOL Annex VI Reg. 16 shall be provided with a manufacturer’s operating manual and personnel responsible for the operation of an incinerator shall be trained to implement the guidance provided in the manufacturer’s operating manual.

13.3 An incinerator on a vessel constructed on or after 01 January 2000, or installed on or after 01 January 2000 must be approved by an RO on behalf of Barbados, taking into account the standard specification for shipboard incinerators as per MARPOL Annex VI Reg. 16.3 and 16.6.1.

14. Fuel Oil Quality – BDN and FONAR (MARPOL VI Reg. 18)

14.1 For every vessel of 400 GT and above, details of fuel delivered for combustion purposes must be documented by means of a Bunker Delivery Note (BDN) in the format specified under Appendix V of MARPOL Annex VI.

14.2 BDNs shall be kept on board for at least 3 years after the delivery of the fuel oil and shall be accompanied by a representative sample (“MARPOL delivered sample”) which is to be sealed and signed by the Master or officer in charge of the bunker operations and retained under the vessel’s control until the fuel oil is substantially consumed, but in any case, not less than 12 months from the time of delivery. Representative samples of fuel already consumed may be retained in an appropriate shore side facility under control of the Company.

14.3 Coastal and port State authorities of a Party to MARPOL Annex VI, as appropriate, may utilise the sampling point(s) which is(are) fitted or designated for the purpose of taking representative sample(s) of the fuel oil being used on board as outlined in IMO Circulars MEPC.1/Circ.864/Rev.1, MEPC.1/Circ.889 and Resolution MEPC.324(75). The competent authority shall take fuel oil samples as expeditiously as possible without causing the vessel undue delays, and the sample must be sealed by the representative of the competent authority in the presence of the vessel’s representative and the vessel shall retain a duplicate sample.

14.4 For every vessel of 400 GT and above on scheduled services with frequent and regular port calls which would render compliance with the requirements of this section impracticable, an alternative documentation and sampling storage plan may be approved by the BMSR, after consideration of the circumstances involved and consultation with the affected States concerned.

14.5 Where, despite all reasonable efforts, compliant fuel oil is not received at the scheduled port of call, and no feasible alternative exists, the vessel will be required to prepare and submit a Fuel Oil Non-Availability Report (FONAR) as per Sec. 5 of Resolution MEPC.320(74), which shall be submitted to both the BMSR and the Coastal State authorities of the port(s) of destination.

14.6 When a vessel has presented evidence of the non-availability of compliant fuel oil, the BMSR will subsequently notify the IMO through “MARPOL Annex VI” GISIS module. The following information shall be provided to the BMSR:

.1 a record of actions taken to attempt to achieve compliance;

.2 copies of Bunker Delivery Note(s);

.3 post-bunkering laboratory analysis of drip samples taken to determine the percent concentration of sulphur found within the stemmed fuel oil; and

.4 evidence that the vessel attempted to purchase compliant fuel oil in accordance with its voyage plan and, if it was not made available where planned, that attempts were made to locate alternative sources for such fuel oil and that despite best efforts to obtain compliant fuel oil, no such fuel oil was made available for purchase.

14.7 Providing the information above does not indemnify the vessel from Port State Control (PSC) action in the event compliant fuel oil could not be obtained. The relevant authorities of a Party to MARPOL Annex VI will consider all relevant circumstances in addition to the evidence provided when determining the appropriate action to take based on the guidance for Port State Control on how to address the provision of non-compliant fuel oil , as per IMO Circular MEPC.1/Circ.881.

14.8 Follow-up actions may be considered when arranging the supply of compliant fuel oil following bunkering of non-compliant fuel oil under a FONAR:

.1 De-bunker any remaining non-compliant fuel oil at the first port where compliant fuel is available; and

.2 Specific preparations to ensure bunker tanks and fuel transfer, treatment and preparation systems are sufficiently cleaned and are suitable for compliant fuel oil without the risk of contamination by residues of non-compliant fuel oil. Such actions may include tank cleaning, system pipelines and equipment flushing or mechanical cleaning.

15. Attained EEDI and Required EEDI (MARPOL VI Reg. 22 and 24)

15.1 Energy Efficiency Design Index (EEDI) represents the equivalent amount of carbon dioxide that a vessel as a whole emits, in relation to the amount of cargo carried per mile sailed.

15.2 The attained EEDI is defined under MARPOL Annex VI Reg. 2.2.3 as the EEDI value achieved by an individual vessel in accordance with MARPOL Annex VI Reg. 22. The attained EEDI should be lower than the required EEDI prescribed in MARPOL Annex VI Reg. 24, which is the maximum value of attained EEDI allowed for the specific vessel type and size.

15.3 The attained EEDI and required EEDI are applicable for a “new ship” as defined in Sec. 4.1.1 above or an existing one which has undergone a major conversion so extensive that it is regarded as newly constructed, which falls into one or more of the categories defined in Sec. 4.2 above.

15.4 The attained EEDI shall be calculated taking into account Resolution MEPC.364(79) and verified by a Barbados RO. The attained EEDI shall be specific to each vessel and shall indicate the estimated performance of the vessel in terms of energy efficiency and be accompanied by the EEDI Technical File that contains the information necessary for the calculation of the attained EEDI and shows the process of calculation. When a vessel may be identified as falling under more than one category listed above, the more stringent criteria in calculations shall apply.

15.5 Starting from 01 April 2022 for all vessels to which requirements of MARPOL Annex VI Reg. 22and 24 apply, the attained EEDI and required EEDI shall be reported to the IMO as follows:

.1 For vessels constructed on or after 1 April 2022 within 7 months from the date if the IEEC Initial Survey; or

.2 for vessels constructed prior to 1 April 2022 by 1 November 2022.

16. Attained EEXI and Required EEXI (MARPOL VI Reg. 23 and 25)

16.1 Energy Efficiency Existing Ship Index (EEXI) is a measure of a vessel’s energy efficiency, expressed in grams of carbon dioxide per amount of cargo carried per mile sailed.

16.2 The attained EEXI shall be calculated as per MARPOL Annex VI Reg. 23. taking into account Resolution MEPC.333(76) and verified by a Barbados RO. The Required EEXI is the maximum value of attained EEXI allowed for the specific vessel type and size and is calculated as per MARPOL Annex VI Reg. 25.

16.3 The attained EEXI and required EEXI are applicable for each existing vessel and each vessel which has undergone a conversion, which fall into one or more of the categories defined in Sec. 4.2 above.

16.4 Where a vessel may be identified as falling under more than one category listed above, the more stringent criteria in calculations shall apply. The process of calculation and the necessary information to produce the EEXI calculation shall be addressed in the vessel specific EEXI Technical File.

16.5 Notwithstanding Sec. 16.2, for each vessel to which MARPOL Annex VI Reg.22 applies, the attained EEDI may be taken as the attained EEXI if the value of the attained EEDI is equal to or less than that of the required EEXI as required by MARPOL Annex VI Reg. 25. In this case, the attained EEXI shall be verified based on the EEDI Technical File and the provisions contained within the EEDI Technical File may be used in place of an EEXI Technical File.

16.6 The EEXI Technical File shall be reviewed and accepted by the Verifier. The Verifier may issue a statement affirming the completion of an EEXI Technical File review; however, such a statement does not form part of the survey requirements of MARPOL Annex VI Reg. 22.

17. Shaft / Engine Power Limitation Systems and use of Reserve of Power
17.1 As per Resolution MEPC.335(76) the following definitions are to be used:

.1 Shaft power means the mechanical power transmitted by the propeller shaft to the propeller hub. It is the product of the shaft torque and the shaft rotational speed. In case of multiple propeller shafts, the shaft power means the sum of the power transmitted to all propeller shafts.

.2 Engine power means the mechanical power transmitted from the engine to the propeller shaft. In case of multiple engines, the engine power means the sum of the power transmitted from the engines to the propeller shafts.

.3 Overridable Shaft Power Limitation (SHaPoLi) system means a verified and approved system for the limitation of the maximum shaft power by technical means that can only be overridden by the vessel’s Master or the officer in charge of navigational watch (OICNW) for the purpose of securing the safety of a vessel or saving life at sea.

.4 Overridable Engine Power Limitation (EPL) system means a verified and approved system for the limitation of the maximum engine power by technical means that can only be overridden by the vessel’s Master or OICNW for the purpose of securing the safety of a ship or saving life at sea.

.5 Power reserve means shaft/engine power above the limited power which cannot be used in normal operation unless in the case when SHaPoLi/EPL is unlimited for the purpose of securing the vessel safety.

17.2 Any SHaPoLi and EPL system installation on board of Barbadian vessels shall be approved and verified by a Barbadian RO for compliance with Resolution MEPC.335(76).

17.3 The SHaPoLi/EPL system shall be accompanied by the Onboard Management Manual (OMM) for SHaPoLi/EPL, which shall be verified by a Barbadian RO after a survey verifying the vessel’s attained EEXI and shall be permanently on board the vessel for inspection.

17.4 The use of a power reserve is only allowed for the purpose of securing the safety of a vessel or saving life at sea, consistent with MARPOL Annex VI Reg. 3.1 such as: operating in adverse weather and ice-infested waters, participation in search and rescue operations, avoidance of pirates and engine maintenance.

17.5 As per Resolution MEPC.335(76) the use of power reserve (override) shall be allowed only for the following cases:
.1 operating in adverse weather;
.2 operating in ice-infested waters;
.3 participation in search and rescue operations;
.4 avoidance of pirates;
.5 engine maintenance;
.6 description of other reasons consistent with MARPOL Annex VI Reg. 3.1.
17.6 The use of power reserve for engine maintenance as Sec. 17.5.5 above, depends on the engine type and auxiliary systems. Hence, if the maintenance, as per manufacturer’s specifications, cannot be done with normal power, the use of a power reserve can be considered for engine maintenance for any applicable regular and irregular maintenance by the RO when approving the OMM.

17.7 The RO, in this case, approves the use of a power reserve for regular maintenance only after assessment of the manufacturer’s specifications as per above. In this case, the authority for this should be clearly set out in the OMM and/or the SMS manual, as appropriate.

17.8 Any use of a power reserve should be recorded in the record page of the OMM for SHaPoLi/EPL, signed by the Master and should be kept on board and in the format as per appendix of Resolution MEPC.375(80).

17.9 Where an EPL/ SHaPoLi override is activated but the power reserve is not subsequently used, this event should be recorded in the bridge and engine-room logbooks. The engine-room logbook should record power used during the period when the override was activated. The EPL/SHaPoLi should be reset as soon as possible, and details of the reset should also be recorded in the bridge and engine-room logbooks.

17.10 In case of having used a power reserve, the vessel shall without delay (within 24 hours) notify the RO responsible for issuing the relevant certificate and the competent authority of the relevant port of destination with the information recorded as per Sec. 17.8 above. The notification need not be done to the BMSR.

17.11 On an annual basis by 30 June every year, the RO responsible for issuing the relevant certificate shall report to the IMO Secretariat uses of a power reserve over a 12 month period from 1 January to 31 December for the preceding calendar year with the information recorded in accordance with Sec. 17.8 above. As of the date of issue of this Bulletin , the IMO is yet to develop guidance of the year reporting and the IMO GISIS Module “MARPOL Annex VI” does not allow yet notification required by MARPOL Annex VI Reg. 23 and 25.

17.12 Once the risks have been mitigated, the vessel shall be operated below the certified level of engine power under the SHaPoLi/EPL.

17.13 The SHaPoLi/EPL system should be reactivated or replaced by the crew immediately after the risks have been prevented and the ship can be safely operated with the limited shaft/engine power. The reactivation or replacement of the SHaPoLi/EPL system should be confirmed (e.g. validation of mechanical sealing) with supporting evidence (e.g. engine power log, photo taken at the occasion of resetting the mechanical sealing) by the RO at the earliest opportunity.

17.14 The type of evidence and the timing of submission shall be stated in the OMM and SMS manual. The submission is to be at the earliest opportunity, hence as soon as the use of power reserve and within 24 hours.

17.15 Supporting evidence includes engine power log, photo taken at the occasion of resetting the mechanical sealing and these can be verified remotely by the RO. The BMSR does not request an additional survey for reactivation of the SHaPoLi/EPL after engine maintenance.

17.16 The RO shall carry out an additional survey in case of replacement of the SHaPoLi/EPL systems and any alteration in the systems.

18. Ship Energy Efficiency Management Plan (SEEMP) (MARPOL VI Reg. 26)

18.1 Every vessel of 400 GT and above shall keep on board a ship specific Ship Energy Efficiency Management Plan (SEEMP). This may form part of the ship’s Safety Management System (SMS). The SEEMP shall be developed and reviewed, taking into account Resolution MEPC.346(78) and MEPC.388(81).

18.2 The SEEMP shall be provided on board before issuance of the IEEC.

18.3 There are three parts to a SEEMP:
.1 SEEMP Part I. The purpose of this part is to provide an approach to monitor vessel and fleet efficiency performance over time and describe ways to improve the vessel’s energy efficiency performance and carbon intensity. Part I of the SEEMP applies to any vessel of 400 GT and above;
.2 SEEMP Part II. The purpose of this part is to provide a description of the methodologies that should be used to collect the Ship Fuel Oil Consumption Data required pursuant to MARPOL Annex VI Reg. 27 and the processes that the vessel should use to report the data to the Barbados RO. Part II of the SEEMP applies to any vessel of 5,000 GT and above.
.3 SEEMP Part III. The purpose of this part is to provide:
i) A description of the methodology that should be used to calculate the vessel’s attained annual operational Carbon Intensity Indicator (CII) required by MARPOL Annex VI Reg. 28 (Sec. 19 below);
ii) The processes that should be used to report this value to the Barbados RO;
iii) The required annual operational CII for the next three years;
iv) An implementation plan documenting how the required annual operational CII should be achieved during the next three years;
v) A procedure for self-evaluation and improvement; and
vi) For vessels rated as D for three consecutive years or rated as E, a plan of corrective actions to achieve the required annual operational CII.

18.4 Part III of the SEEMP applies to any vessel of 5,000 GT and above which falls into one or more of the categories defined 4.2 above.

18.5 The SEEMP Part I does not require verification or approval by the Administration/RO. This may form part of the vessel’s SMS.

18.6 The SEEMP Part II should be verified by the nominated Reporting Organisation/Verifier, prior to commencement of Ship Fuel Oil Consumption Data reporting. On successful verification of the amended SEEMP, the Reporting Organisation/Verifier is to issue a Confirmation of Compliance as per MEPC.1-Circ.876 to the vessel, in accordance with MARPOL Annex VI Reg.5.4.5.

18.7 Where there is a change of nominated Reporting Organisation/Verifier, the new Reporting Organisation/Verifier shall obtain the SEEMP Part II verified by the previous Recognised Organisation/Verifier and the related Confirmation of Compliance and take those to their files as a basis for later verifications.

18.8 The SEEMP Parts I & II & III and Confirmation of Compliance shall be kept on board.

18.9          According to the resolution MEPC.347(78) the SEEMP Part III verification process should involve initial verification, periodical verifications and additional verifications (where applicable) :

.1                        Initial verification shall be carried out for each vessel to which regulation 26.3 of MARPOL Annex VI applies;

.2                         Periodical verification shall be carried out if any of the elements in regulation 26.3.1 of MARPOL Annex VI is updated and, in any case, every three (3) years;

.3                        Additional verification shall be carried out in case of one or more vessels rated as D for three (3) consecutive years or one or more vessels rated as E in any calendar year.

18.10           Additionally, periodical and additional company audits should be performed to verify that the vessel is being operated in accordance with the SEEMP Part III as per the following :

.1                        Periodically at least once every 3 years; and

.2                        When one or more vessels in the company obtain an E rating in any calendar year (20XX), an additional company audit should be performed within 30 Nov of the year 20XX + 1; and

.3                        When one or more vessels in the company obtain a D rating in three (3) consecutive years (20XX, 20XX + 1, 20XX + 2) an additional company audit should be performed within 30 Nov of year 20XX + 3.

18.11 Upon successful verification of SEEMP part III, as per above, the RO shall issue to the vessel the Confirmation of Compliance as per Annex of MEPC.347(78).

18.12 Res. MEPC.385(81) will enter into force on 1st August 2025 and, as per MEPC.1/Circ.913, and, for Barbadian vessels which implement the amendments the entry-into-force date (1 August 2025):
.1 Vessels for which MARPOL Annex VI Reg. 27 ( Sec. ) applies shall update their SEEMP to align with the revised reporting requirements. SEEMP should undergo revision and verification by the RO to incorporate a description of the methodology intended for collecting data with enhanced granularity before 1 January 2026. Those planning to retrofit flow meters or employ other methodologies should complete these actions within the same time frame;
.2 Data will be collected with the existing level of granularity throughout the entire year of 2025 and, therefore, the data reported at the beginning of 2026 will be based on this consistent level. Data will be collected and reported with the enhanced level of granularity from 1 January 2026 and beyond; and
.3 Vessels delivered on or after 1 August 2025 should collect data at the enhanced level of granularity from the date of delivery and the data reported at the beginning of 2026 will be based on appendix IX of MARPOL Annex VI in the annex to resolution MEPC.385(81), as this provides consistent data collection and reporting for such ships on or after the entry-into-force date.

18.13 For Barbadian vessels which voluntarily implement the amendments early (1 January 2025):
.1 The SEEMP should undergo revision and verification by the RO to incorporate a description of the methodology intended for collecting data with enhanced granularity before 1 January 2025 or the delivery date for ships delivered on or after 1 January 2025. Those planning to retrofit flow meters or other methodologies should complete these actions within the same time frame; and
.2 Data will be collected and reported with an enhanced level of granularity throughout the entire year of 2025 and beyond.

19. Collection and Reporting of Ship Fuel Oil Consumption Data (MARPOL VI Reg. 27)

19.1 The Company shall ensure that fuel consumption data and the attained annual operational CII index for the previous year for vessels to which MARPOL Annex VI Reg. 27 and 28 apply is submitted to the Reporting Organisation/Verifier by not later than 31 March. The Statement of Compliance required by MARPOL Annex VI Reg. 6.4 is to be issued by the Reporting Organisation/Verifier by 31 May each year.

19.2 Verified fuel consumption and attained annual operational CII index data is to be uploaded to the IMO Global Integrated Shipping Information System (GISIS) by the Reporting Organisation/Verifier within 1 month after issuing the Statement of Compliance but not later than 30 June each year.

19.3 When preparing the annual fuel consumption reports for their fleet, the Company should be aware that submission is also required for a part of a year if a vessel has left or been accepted to their management, joined, or left the Barbados flag, or has been recycled before 31 December. The reporting of the fuel consumption data is required on the day of completion of the transfer from one flag to another or of the change from one Company to another, or as close thereto as practical.

19.4 Notwithstanding 19.3, where a vessel changes flag to the Barbados at any time after 01 January the attained annual operational CII index shall be reported to the Reporting Organisation/Verifier for the entire 12 months period by 31 March the next year. As of the date of issue of this Bulletin , the IMO is yet to develop the detailed guidance on the end of year reporting where only partial fuel consumption information is available.

19.5 Recognising that on occasions or review of aggregated and verified data cannot be completed due to missing data from previous shipowners and flag States, the BMSR exercises a pragmatic approach in allowing the Reporting Organisation/Verifier additional time to complete the submission and issue a Statement of Compliance based on partial data, with the following conditions:

.1 The SOC shall clearly state that the calculation is based on partial data;
.2 The RO shall records emails sent from the new shipowners to previous shipowners, flag State, and RO/Verifier for request of the data under their responsibility.

19.6 A request for a permit, as per Bulletin 008, for a conditionally issued short term IEEC should be submitted via the RO or Company for every vessel where any of the limit date(s) in Sec. 18.1 cannot be met.

19.7 In accordance with Appendix IX of MARPOL Annex VI, the following information is to be included in the annual cumulative fuel consumption data report:

.1 Identity of the vessel: IMO number, ship type, gross tonnage, net tonnage, deadweight, rated power of each main and/or auxiliary reciprocating internal combustion engine over 130 kW, Attained EEDI (where applicable), Ice Class;
.2 .2 Every type of fuel oil consumed on board for any purpose (engines, boilers, incinerator, inert gas generators, heaters etc.), in metric tonnes. This requirement also applies to ships consuming boil-off gas (BOG) for the purpose of propulsion or shipboard operational needs (the quantity of consumed BOG should be reported in metric tonnes in reference to the original quantity of liquified gas);
.3 distance travelled over ground;
.4 hours underway;
.5 information on the method used to collect fuel consumption data as required by MARPOL Annex VI Reg. 22A.

19.8 Reporting of direct CO2 emission measurements is not mandatory. This method may however be utilised concurrently where the necessary equipment is installed on board to supplement the fuel consumption data report.

19.9 When the Reporting Organisation/Verifier has received fuel consumption data from a ship and verified that it has been collected and reported correctly as per Resolution MEPC.348(78) and MEPC.389(81), a Statement of Compliance shall be issued to the vessel confirming the submission of the data required for the period. The format of the Statement of Compliance can be found in Appendix X of MARPOL Annex VI.

19.10 Each Statement of Compliance will remain valid for the duration of the calendar year when it was issued and for the first five months of the next calendar year.

19.11 Expired Statements of Compliance are not required to be retained beyond their expiration date, once a new statement has been issued and delivered on board.

19.12 In situations where a vessel is not in a position to obtain a new Statement of Compliance following the end of a calendar year due to lay-up, conversion of period of inactivity, the last issued Statement of Compliance shall be retained on board for inspection.

20. Operational Carbon Intensity (MARPOL VI Reg. 28)

20.1 Starting from 01 January 2024, each vessel of 5,000 GT and above which falls into one or more of the categories specified in Sec. 4.2 above shall calculate the attained annual operational Carbon Intensity Indicator (CII) over a 12-month period from 1 January to 31 December for the preceding calendar year, using the data collected in accordance with MARPOL Annex VI Reg. 27.

20.2 The attained annual operational CII for the preceding year shall be reported by the Reporting Organisation/Verifier by 01 April each year.

20.3 Notwithstanding the above, in the event of a change of flag of a ship completed after 1 January 2023, the vessel shall, after the end of the calendar year in which the transfer takes place, calculate and report the attained annual operational CII for the full 12- month period from 1 January to 31 December in the calendar year during which the transfer took place, for verification by the RO.

20.4 The attained annual operational CII shall be verified by the Reporting Organisation/Verifier against the required annual operational CII to determine an operational carbon intensity rating of A, B, C, D or E, indicating the ship’s preceding year performance level, as outlined in MARPOL Annex VI Reg. 28.6.

20.5 A ship rated as D for three consecutive years, or when rated as E, shall develop a plan of corrective actions to achieve the required annual operational CII.

20.6 The SEEMP shall be reviewed to include the above plan of corrective actions accordingly. The revised SEEMP shall be submitted to the Reporting Organisation/Verifier for verification, not later than 1 month after reporting the attained annual operational CII. Implementation of corrective actions shall commence immediately following the verification by the Reporting Organisation/Verifier.

21. EU/UK MRV Reporting

21.1 The EU requires the monitoring, reporting and verification (MRV) of carbon dioxide emissions from maritime transport as applicable, for vessels above 5,000 GT on EU related voyages and to be in compliance with Regulation (EU) 2015/757.

21.2 As a result of the United Kingdom leaving the EU, the EU MRV no longer applies to the UK. However, the UK has adopted with SI 2018/1388 UK MRV regulations, based on the EU MRV, which are applicable for vessels above 5,000 GT trading in or out of any UK ports and reporting shall be done as per UK Marine Information Notice MIN 669 (M+F).

21.3 The EU and UK MRV are in addition to the provisions of MARPOL Annex VI.

21.4 It is anticipated that the EU/UK MRV and MARPOL Annex VI fuel consumption data submission requirements will eventually be aligned to reduce administrative burden, as some vessels will need to report the same data twice. However, so far there are no firm indications of the timescale for alignment of the EU/UK MRV and MARPOL Annex VI requirements.

21.5 Fuel consumption data for voyages between ports in the UK, whilst at berth in any UK ports, between ports in the UK and non-EEA ports and vice-versa shall be included in UK MRV reporting.

21.6 To avoid duplication, fuel consumption data covering voyages between the UK and EEA ports and vice versa shall not be reportable under the UK MRV regulations and shall continue to be submitted as part of EU MRV data.

21.7 Where a Barbados RO acts as a Reporting Organisation/Verifier (DCS) and has been accredited as an MRV verifier, the BMSR has no objection to fuel consumption data and MRV reporting being combined, provided that the combined reports provide all of the information required by MARPOL Annex VI Reg. 22A.

21.8 A Document of Compliance covering the EU/UK MRV fuel consumption data submission shall be provided on board every applicable vessel.

 

Revision No

Description Of Revision

1.0

First Issue -superseded Information Bulletins 298/281/302/316/345

1.1

Amended reference 1.v and added references 1.w and 1.x; Amended sec. 8.10 and 8.11 headings; added whole new section 17.

1.2

Sec. 1.b) amended
Sec. 17.11 added new text for reporting to the IMO Secretariat.
Sec. 19.4 Amended reference to 18.3 with 19.3 and replaced wording “Notice” with “Bulletin”.
Sec. 19.5 amended all the section.
Sec 19.7.2 footnote 1 removed and added as part of the section.

1.3

Amended numbering sequence of all Sec. 1 and added 1.q, 1.z, 1.aa, 1.bb, 1.cc; Amended 18.1, 18.9, 19.9; Added Sec.18.10, 18.11, 18.12.

1.4

Amended Sec. 18.9. and added new Sec. 18.10. old sec. 18.10,18.11 & 18.12 have been renumbered with 18.11, 18.12 & 18.13 respectively.

 

 

 

 

Read More

Bulletin 051 – Laid up Vessel Requirements Rev.1.1

Notice to: Shipowners, Operators, Officers, Flag State Inspectors and Recognised Organisations.

 

1. References

a) Barbados Merchant Shipping Act (CAP 296).
b) IACS PR 1C “Procedure for Suspension and Reinstatement or Withdrawal of Class in Case of Surveys, Conditions of Class or Recommendations Going Overdue”.
c) International Safety Management Code (ISM Code).
d) International Ship and Port Facility Security Code (ISPS Code).
e) Maritime Labour Convention, 2006.
f) Form 12 – Minimum Safe Manning Document Application.
g) Checklist 02 – Ship Registration.

2. Purpose

2.1 This Bulletin describes the requirements for lay-up of Barbadian vessels.

3. Application

3.1 This Bulletin applies to all vessels that are to be laid up temporarily and not in commercial operations for any reason.

4. General

4.1 The term laid up vessel refers to a vessel that is temporarily idle due to lack of cargo, or which are temporarily phased out of commercial operations.
4.2 There are two different ways to lay up vessels: “Hot lay-up” and “Cold lay-up”.
4.3 During “hot lay-up“ the vessel is idle but can be brought back into service at short notice. The machinery is kept in operation for the sake of fast re-commissioning, but measures may be taken to reduce various operational costs. Vessels should normally be laid-up without cargo. Adequate manning for the safe operation of the machinery should be kept.
4.4 During “Cold lay-up“ the vessel is taken out of service due to lack of employment and is moored or anchored at a safe place waiting for new employment. The machinery is taken out of service and the vessel is kept “electrically dead” with the exception of emergency power. Minimum manning covering fire, leakage, moorings and security watches should be kept. Power will be kept to minimum level to ensure emergency equipment and operation of windlass and mooring winch are operational.
4.5 Without a notification of lay-up, vessels are implied to be trading normally and maintaining a full regime of certification, surveys, and inspections, including normal manning for such operations. Therefore, Managers shall advise the BMSR when a vessel is in lay-up.
4.6 The BMSR only requires notification of the vessel being laid up. Failure to notify the BMSR and the relevant Recognised Organisation(s) (ROs) of the vessel entering lay-up and failure to maintain a safe lay-up, will be regarded as a Majon Non-Conformity (MNC) and might result in the vessel being deleted from the registry.
4.7 The Managers are to advise the BMSR of the proposed length of the lay-up and the state of readiness of the vessel to resume trade. The Company should take appropriate advice on lay-up procedures as necessary, including that of the ROs, insurers, and local authorities etc.

5. Statutory and Class Certification

5.1 Statutory certification is normally only required when vessels are trading, while class is to be maintained at all times, as a requirement for continuous registration.
5.2 However, Classification Societies have procedures for laying up vessels and class suspension, which are based on the IACS PR 1C.
5.3 Depending upon the proposed length of the lay-up and taking into account any requirements of the port or coastal State of the lay-up location, the Managers should consider whether to maintain or suspend the statutory and Class certification.
5.4 Any statutory and Class certificates, for which the periodical survey/audit/inspection window has expired during lay-up, is to be considered invalid.
5.5 The Managers and/or ROs shall notify BMSR of suspension or cancellation of class certificates after a decision has been taken by the RO on such suspension or withdrawal.

6. Suspending and Reinstating the Vessel during Lay-up

6.1 If any statutory and class certification are suspended as per above, then the vessel is also suspended from the registry.
6.2 During suspension, all flag certificates and permits issued by the BMSR will be automatically withdrawn and voided and the vessel is prohibited from proceeding to sea.
6.3 When a vessel is suspended from the registry due to lay up, the BMSR will issue the relevant suspension certificate and, for vessel which are required to hold a Continuous Synopsis Record (CSR), the BMSR will issue a CSR with laid up status where the date of entering laying up will be used a date of ceased registration with the BMSR.
6.4 At the end of the lay-up, recommissioning is generally a matter for the Company and the Recognised Organisation to consider. While recommissioning the vessel, the manning must be kept under review, taking into account the reactivation of machinery and equipment and the associated hazards, including potential fire risk.
6.5 All previously cancelled, suspended, or outdated certificates, audits and inspections are to be revalidated and the manning restored to that required by the Minimum SMD before the vessel sails from her port of lay-up.
6.6 The BMSR will re-issue all flag certificates upon submission of all relevant documents and statutory certificates, as applicable, listed in Checklist 02.

7. Safety Management Certificates (SMC)

7.1 If the care of a vessel during lay-up is handed over to an organisation which is not the ISM Manager (e.g. dedicated lay-up providers), the BMSR will accept the suspension of the ISM Code certification of the vessel provided that the company provides evidence that:
.1 all requirements of the coastal State are met;
.2 all requirements of the RO are met; and
.3 the contact details of the organisation that holds responsibility for the safety of the vessel during lay-up.
7.2 if the vessel has been laid up more than 6 months, the SMC becomes invalid and an interim verification audit will be required upon re-commissioning, with the vessel being treated as a new vessel to the company. Upon successful completion of the verification, an interim SMC will be issued.
7.3 If the lay-up period is less than 6 months, but the periodical audit window has expired during lay-up, the SMC will be considered invalid. The vessel will then be required to undergo an interim audit upon recommissioning and an interim SMC will be issued.
7.4 If the vessel has been laid up for less than 6 months and the periodical audit window has not expired, the SMC will still be valid.

8. International Ship Security Certificate (ISSC)

8.1 The continued validity of the vessel’s ISPS Code certification is an important element in the reactivation of the vessel. It is strongly recommended that the ISSC is maintained throughout lay-up and at least the Ship Security Plan (SSP) provisions related to security measures.
8.2 The SSP might need the addition of specific procedures depending upon the extent or “depth” of the lay-up. The Managers are to establish measures within the SSP to address risks associated with security breaches during vessel lay-up periods.
8.3 Where the circumstances described in Sec. 7.1 above, the company must communicate with the Recognised Security Organisation (RSO) to ensure that the SSP Plan covers that operation.
8.4 If the vessel is integrated into the port facility security system, the records of suspension and subsequent reactivation of the ISSC should clearly reflect that, to demonstrate continuity of security.
8.5 If the vessel has been laid up for more than 6 months, the ISSC becomes invalid. An interim verification will be required upon re-commissioning, with the vessel being treated as a new vessel to the company. Re-approval of SSP may be required. Upon successful completion of the verification, an interim ISSC will be issued.
8.6 If the lay-up period is less than 6 months, but the periodical audit window has expired during lay-up, the ISSC will be considered invalid. The vessel will then be required to undergo interim verification upon recommissioning.
8.7 If the vessel has been laid up less than 6 months and the periodical audit window has not expired, the ISSC will still be valid.

9. Maritime Labour Certificate (MLC)

9.1 The Company shall take into account any obligations for medical care and repatriation specified in the CAP 296 or Maritime Labour Convention.
9.2 Any failure to provide a basic level of welfare facilities will be regarded as a failure of the vessel Safety Management System and may lead to further measures by the BMSR, in addition to any action which may be taken by the port or coastal State.
9.3 For ships staying in lay-up more than 6 months, an additional MLC inspection is required on reactivation to confirm continued compliance with DMLC Part II with an additional endorsement.
9.4 If the lay-up period is less than 6 months, but the intermediate inspection window expires during lay-up, the MLC will be considered invalid. The vessel will then be required to undergo interim verification upon recommissioning and an interim MLC will be issued.
9.5 If the vessel has been laid up less than 6 months and the intermediate inspection has not expired the MLC will still be valid.

10. Long Range Identification and Tracking (LRIT)

10.1 Normal procedures for LRIT apply.
10.2 If the LRIT equipment is deactivated or switched off, the BMSR is to be advised so that reporting can be suspended correctly.

11. Insurance

11.1 Relevant hull and machinery underwriter and P&I club should be consulted for guidance prior to removal of the vessel from service.
11.2 P&I club rules for protection and indemnity cover will vary, but the owner may, upon negotiation, apply for lay-up return for certain idling period provided the vessel is declared safely laid up.
11.3 If the vessel is laid-up for an extended period of time, most P&I clubs will reserve the right to inspect the condition of the vessel on re-commissioning.
11.4 Most port authorities will require a letter from local P&I club representatives to confirm that the laid-up vessel is covered for port risks, e.g. oil pollution, wreck removal, salvage costs, etc.

12. Manning
12.1 The Minimum Safe Manning Document (SMD) does not apply to ships in lay-up.
12.2 When a vessel is laid up, normal manning may be reduced appropriate to the status and operational requirements of the vessel. Any reduction in manning should be considered in consultation with the relevant port or coastal State Authority.
12.3 If the managers and/or the port or coastal States wish to have a lay-up SMD issued by the BMSR, Form 12 is to be sent to registry@barbadosmaritime.com.
12.4 The BMSR recommends that a suitably qualified person should remain in charge of the vessel for the proposed lay-up period and that the manning available should include a sufficient number of trained persons to meet any emergency situation. In such circumstances, communication must be maintained with the local authorities so that further assistance may be immediately obtained when required.

13. Flag Inspections

13.1 If the duration of lay-up includes the window for the annual flag inspection, the anniversary date may be suspended until the vessel is being prepared for reactivation.

 

 

Revision No

Description Of Revision

1.0

First Issue

1.1

Amended Sec. 5.5

 

 

 

 

 

 

 

 

 

 

Read More

Bulletin 016 – Life Saving Appliances Maintenance and Inspections Rev. 1.0

Notice to: Shipowners, Operators, Officers, Flag State Inspectors and Recognised Organisations.

 

1. References

a) Barbados Merchant Shipping Act (CAP 296).
b) SOLAS, International Convention for the Safety of Life at Sea.
c) Resolution MSC.402(96) Requirements for maintenance, thorough examination, operational testing, overhaul and repair of lifeboats and rescue boats, launching appliances and release gear.
d) Resolution MSC.404(96) Amendments to SOLAS Ch’s II-2 and III.
e) Bulletin 041 – Barbadian Authorisation of Service Provider.
f) Resolution A.761(18) Recommendation on Conditions for the Approval of Servicing Stations for Inflatable Liferafts.
g) Bulletin 08 – Permits Exemptions and Equivalences.
h) International Life-Saving Appliance Code (LSA Code).
i) MSC.1/Circ.1490/Rev.1 Revised unified interpretation of SOLAS regulation III/31.1.4 (MSC.1/Circ.1490)

2. Purpose

2.1 This Bulletin is to establish a uniform, safe and documented standard for maintenance, inspections and servicing of Life Saving Appliances (LSA) in compliance with SOLAS III/Reg. 20 and Reg. 36 and with IMO Resolution MSC.402(96) and Resolution MSC.404(96), which both took effect on the 1st of January 2020.

3. Application

3.1 This Bulletin applies to all LSA installed on board all Barbadian vessels.

4. Competent Person

4.1 A “competent person” is one possessing the knowledge and experience necessary to enable them to satisfactorily perform the duties required by SOLAS III/Reg.20 and Reg. 36. Such knowledge and experience can be obtained in a variety of ways. For example, a “competent person” might obtain the necessary knowledge through training provided by the manufacturer of equipment or by “inhouse” or “on the job” training provided within the organisation or on the vessel.

4.2 SOLAS does not define who can be considered a “competent person”. It is for the Company to decide who is a “competent person” for a particular duty. A member of the vessel’s crew might, if they have the appropriate knowledge and experience, be considered a “competent person” for the purpose of carrying out routine inspections, whereas a “competent person” able to carry out tests of lifting equipment may need to be provided by a company specialising in such testing. It should also not be assumed that possession of a Certificate of Competency means that the person holding that Certificate is automatically a “competent person” for the purposes of this bulletin. Much will depend on the work to be undertaken, the qualifications required to undertake it and the individual’s knowledge of the particular equipment.

4.3 The Company are responsible for assessing and selecting a suitable “competent person”. Appropriate procedures relating to this activity must be established within the Company’s Safety Management System (SMS). Documentary evidence of personnel competence must be available on board for verification by Barbados Appointed Nautical Inspectors (ANIs) and Recognised Organisations (ROs).

5. Equipment Servicing

5.1 SOLAS III/Reg. 20.8 requires inflatable life rafts, inflatable life jackets, marine evacuation systems, and inflated rescue boats to be serviced at approved servicing facilities.

5.2 Before endorsing or issuing the Cargo Ship Safety Equipment Certificate, the RO surveyors must be satisfied that the servicing has been completed satisfactorily. The surveyor’s attendance during servicing is not mandatory because they are taken ashore.

5.3 The servicing interval and procedures for inflatable rescue boats must be according to the manufacturer’s requirements. The facility performing the servicing must be an approved service provider by a Barbados RO, as detailed in Resolution A.761(18).

5.4 It may be necessary to temporarily carry on board more persons than currently authorised. When physically possible, the installed lifeboats must be recertified to provide the necessary capacity. If the existing lifeboats are already certified to their maximum capacity, the BMSR may allow with a permit, as per Bulletin 008, substituting inflatable life raft capacity to increase the required lifeboat complement for legitimate, verifiable reasons. The permit will be limited to the minimum time required for the additional persons to be on board and, in general, will not exceed two months.

6. Inspections and Maintenance

6.1 Weekly and monthly inspections, routine maintenance of life-saving appliances, including lifeboat equipment as specified in the equipment maintenance manual can be conducted by a competent person, in accordance with the maintenance manual(s), and such activities do not require BMSR authorisation.

6.2 Monthly inspections of LSA, including lifeboat equipment, shall be carried out using a checklist as required by SOLAS III/Reg. 36.1 and a report of the inspection shall be entered in the official log-book.

6.3 SOLAS III/Reg. 20.11 requires annual and five-year thorough examinations, any overhaul and overload operational tests to be carried out for:

.1 Lifeboats (including free-fall lifeboats), rescue boats and fast rescue boats; and
.2 Launching appliances (including primary and secondary means of launching appliance for freefall lifeboats), and release gear for all lifeboats type, rescue boats, fast rescue boats and davit launched liferafts.

6.4 The annual and five-year thorough examination, any overhaul or overload operational tests of equipment listed in Sec. 6.3 above shall be conducted ONLY by a service provider with a Barbados Approved Service Provider (BASP) authorisation document issued by the BMSR as per Bulletin 041.

6.5 Instructions, maintenance and record keeping shall be implemented through the vessel’s instructions for on-board maintenance of life saving appliances or a planned maintenance system which meets the requirements of SOLAS III.

6.6 Records must clearly state that the annual periodical inspection has been carried out and the results of the examination. If end-for-end turning of wires has been carried out this should also be recorded. The renewal of falls at the required intervals (according to the maintenance procedure adopted) must be included. These records must be verified by the surveyor attending for the Safety Equipment Survey.

6.7 There are no provisions in SOLAS III to postpone the 5 yearly service and load test. The Company shall make arrangements for the 5-yearly service to be carried out, including the dynamic load test, prior to the expiry of the 5-year term.

6.8 In exceptional cases where it is not possible to conduct the 5-yearly service within the required period, the BMSR may consider short postponements of up to 3 months to allow the service to be completed. In such cases, the BMSR will issue a permit as per Bulletin 008.  

7. Maintenance of LSA falls

7.1 As required by SOLAS III/Reg. 20.4, falls used for launching lifesavings appliances must be inspected periodically with special regard for areas passing through sheaves. Deteriorating falls must be renewed as necessary or at intervals of not more than five (5) years, whichever is the earlier. The intermediate turning of the falls end for end is no longer required.

7.2 Wire rope grips, such as bulldog grips, are not acceptable for any primary load-bearing terminations. Where wire rope grips are found to have been used on primary load-bearing terminations, arrangements must be made for their replacement.

7.3 If the Company chooses to end-for-end fall wires, special attention must be paid to the method of joining and terminating wires. The BMSR recognises that there are a number of alternative methods that can be used to form these terminations and that the suitability of each type of connection for the intended service is varied. The Company shall ensure the correct method of joining and terminating the wires, taking into consideration any design or manufacturers’ requirements.

7.4 The periodic inspection shall be carried out by a competent person within the window before, or at the time of, the Safety Equipment survey.

8. Lifeboats

8.1 Vessels must be fitted with lifeboats on-load release mechanisms compliant with Sec. 4.4.7.6.4 to 4.4.7.6.6 of LSA Code as required by SOLAS III/Reg. 1.5.

8.2 The vessel’s Master must ensure that when a lifeboat on-load release hook with a secondary safety system is fitted, this is used during all drills (both launch and recovery) and when the lifeboat has crew or other personnel aboard. After the drill finishes, the secondary safety system must be removed or disengaged.

8.3 When any lifeboat is damaged, declared unseaworthy, or needs repair and if no replacement boat is readily available, life raft(s) capacity for all the persons on board may be substituted as a temporary measure. This substitution may only take place with a permit as per Bulletin 008, which, in general, will not exceed three (3) months. The minimum survival craft capacity prescribed by SOLAS III must be maintained.

9. Rescue Boats

9.1 SOLAS and the LSA Code do not require boats used solely for rescue to be fitted with on-load release mechanisms; however, many are fitted with these devices. The BMSR recommends that all on-load release mechanisms should meet the same standards, regardless of whether installed on a lifeboat or rescue boat. Accordingly, the rescue boat on-load release mechanisms should also comply with Sec. 4.4.7.6 of the LSA Code.

10. Liferafts

10.1 Liferafts provided under SOLAS III/Reg. 31.1.4 may be stowed in protected positions, provided they are always readily available. Care must be given to their accessibility when deck cargoes are carried.
10.2 For Barbadian vessels, IMO MSC.1/Circ.1490/Rev.1 must be applied to liferafts as required by SOLAS III/Reg. 31.1.4. This unified interpretation covers:

.1 stowage arrangements;

.2 embarkation and embarkation ladders;

.3 illumination; and

.4 lifejackets and immersion suits.

 

Revision No

Description Of Revision

1.0

First Issue

 

 

 

 

 

 

 

Read More

Bulletin 049 – Pilot Transfer Arrangements Rev.1.0

Notice to: Shipowners, Operators, Officers, Flag State Inspectors and Recognised Organisations.

1. References

a) SOLAS, International Convention for the Safety of Life at Sea.
b) Resolution A.1045(27) Pilot Transfer Arrangements, adopted 30 November 2011.
c) MSC.1/Circ.1375/Rev.1 – Unified Interpretation of SOLAS Regulation V/23, issued 28 May 2012.

2. Purpose

2.1 This bulletin sets out to ensure that the use and maintenance of pilot transfer arrangements onboard Barbadian ships, complies with the standards set out in IMO Assembly Resolution A.1045 (27) and SOLAS V Reg. 23.

2.2 To ensure that all pilot/personnel transfers, using pilot transfer arrangements, are carried out safely.

3. Application

3.1 This bulletin applies to all Barbadian vessels that at any time may require the services of pilots. This includes but is not limited to entering or leaving port, as required during a deep sea passage, when transiting a strait and/or river, or as required by the Coastal State.

4. Pilot Transfer Requirements

4.1 Equipment and arrangements for pilot transfer which are installed on or after 1 July 2012 shall comply with the requirements of SOLAS V/ Reg. 23, with reference to the unified interpretation as per IMO Circular MSC.1/Circ.1375/Rev.1, and as set out in IMO Assembly Resolution A.1045(27).

4.2 These minimum requirements refer to the positioning, construction, rigging and securing of pilot transfer arrangements, as well as the related equipment, lighting, and access.

4.3 Equipment and arrangements for pilot transfer which are provided on ships before 01 July 2012 shall at least comply with the requirements of SOLAS V/ Reg. 23, as was in force prior to that date.

4.4 Further visual, explanatory notes are given in Annex I to this bulletin, as issued by the International Maritime Pilot’s Association (IMPA).

4.5 Owners shall ensure that the vessel is provided with equipment, and has procedures in place, that complies with Resolution A.1045(27) and SOLAS V/ Reg. 23, that appropriate manuals for pilot transfer arrangements are available on board the ship, and that suitable positions are available on each side of the ship for compliant pilot transfer arrangements to be rigged.

4.6 The Master shall ensure that a responsible officer supervises the rigging, testing and use of the pilot transfer arrangements and shall ensure that the crew members engaged in rigging and use of the pilot arrangements have been properly instructed.

4.7 The Master shall also ensure that the pilot transfer equipment and arrangements are accessible, kept clean, properly maintained, properly stowed, and regularly inspected.

Annex I – Required Boarding Arrangements for Pilot

 

Revision No

Description Of Revision

1.0

First Issue

 

 

 

 

 

 

 

Read More

Bulletin 011 – Minimum Safe manning Requirements Rev.3.2

Notice to: Shipowners, Operators, Officers, Flag State Inspectors and Recognised Organisations.

1. References
a) Barbados Merchant Shipping Act (CAP 296).
b) Barbados S.I 2001 No. 44 – Shipping (Safe Manning, Watchkeeping and Hours of Work) Regulations, 2001.
c) SOLAS, International Convention for the Safety of Life at Sea.
d) IMO Assembly Resolution A.1047(27), Principles of minimum safe manning, adopted 30 November 2011.
e) Maritime Labour Convention 2006 (MLC).
f) The International Convention on Standards of Training, Certification and Watchkeeping for Seafarers, (STCW Convention).
g) The Seafarers’ Training, Certification and Watchkeeping Code (STCW Code).
h) The International Ship and Port Facility Security Code (ISPS Code).
i) Form 159 – Table of Shipboard working Arrangements.
j) Form 12 – Application for Safe Manning Document.
k) IMO/ILO Guidelines for the development of tables of seafarers’ shipboard working arrangements and formats of records of seafarers’ hours of work or hours of rest.

2. Purpose

2.1 This Bulletin sets out the measures adopted by the Barbados Maritime Ship Registry (BMSR) to ensure Barbadian vessels comply with Barbados CAP 296 Section 211, Barbados S.I 2001 No. 44 , SOLAS Regulation V/14, IMO Assembly Resolution A.1047(27), MLC, STCW Convention Regulation VIII/2 and STCW Code Section A-VIII/2.

2.2 The requirements of this Bulletin are to ensure that Barbadian vessels are sufficiently, effectively, and efficiently manned to provide safety and security of the vessel, safe navigation and operations at sea, safe operations in port, prevention of human injury or loss of life, the avoidance of damage to the marine environment and to property, and to ensure the welfare and health of seafarers through the avoidance of fatigue.

3. Application

3.1 The safe manning requirements of Section 4 and the Barbados shipboard working arrangements requirements of Section 5, apply to all Barbadian vessels.

3.2 The requirements for a Safe Manning Document (SMD) of Section 5 apply to vessels engaged on international voyages and commercial yachts of 500 GT and greater.

3.3 The requirements for a Safe Manning Document (SMD) of Section 5 do not apply to :
.1 Ships of war and troopships.
.2 Cargo ships of less than 500 gross tonnage.
.3 Vessels not propelled by mechanical means.
.4 Wooden ships of primitive build.
.5 Pleasure yachts not engaged in trade.
.6 Fishing vessels.

4. Safe Manning Requirements

4.1 The Company and the Master shall ensure that all persons joining a vessel or unit are immediately given appropriate familiarization training with respect to the vessel for emergency, safety, security and environmental responsibilities in addition to their respective duties and functions.

4.2 The Company and the Master of a vessel shall ensure that watch standards and arrangements as outlined in STCW Convention Chapter VIII are always maintained.

4.3 The Company and the Master shall meet the relevant requirements of MLC 2006 and STCW Convention Chapter VIII with respect to periods of rest and prevention of alcohol abuse for any person assigned or performing designated safety, prevention of pollution and security duties.

4.4 Vessel’s Cook

.1 In all cases where the total manning consists of 10 persons or more, there shall be a dedicated certified cook.

.2 As per MLC A3.2.5, on vessels operating with a prescribed manning of less than 10 the company should have one person designated as the Cook. If the appointed person does not hold a vessel’s cook certificate, then the person is to be trained or instructed in areas including food and personal hygiene as well as handling and storage of food on board vessel.

4.5 Ship Security Officer (SSO)

.1 All persons, onboard vessels to which the International Code for the Security of Ships and Port Facilities (ISPS Code) applies, shall have received security training in accordance with STCW Convention Regulation VI/6. One appropriately trained person shall be designated as the Ship Security Officer (SSO) as required under the ISPS Code.

.2 The SSO may be the Master, or any other person designated by the Company. The designated officer shall meet the training requirements in accordance with the provisions of STCW Regulation VI/5 and shall be directly responsible to the Master (if the SSO is not the Master) and the Company Security Officer (CSO) in compliance with vessel’s SMS.

.3 The Company shall ensure that one of the capacities proposed to be included on the SMD is also able to carry out the duties of the SSO.

4.6 Persons Assigned Electronic and Electrical Duties

.1 A vessel powered by main propulsion machinery of 750 kW propulsion power or more may carry persons who are specifically assigned the specific duties, tasks and responsibilities relating to electrical and electronic tasks. If required to be carried, these persons should be certified as Electro-Technical Officers or Electro-Technical Ratings and satisfy the requirements of STCW Regulations III/6 or III/7 respectively.

.2 The SMD need only include these persons if they are additional to the Engineering Officers and they have been assigned shipboard duties to satisfy the requirements of the maintenance of a safe engineering watch, emergency as specified in the Muster List or operation and maintenance of the vessel’s electrical, electronic and control systems.

4.7 Person Designated for Safety

.1 All vessels shall have a person, who may be the Master, who has responsibility for implementation of and compliance with the vessel’s occupational safety and health policy and programme.

4.8 Manning During Hours of Darkness and Restricted Visibility
.1 Companies shall ensure that the vessels have sufficient trained navigational watch-keeping personnel to ensure that the navigation control room/bridge is manned by at least 2 watch keepers during hours of darkness and conditions of restricted visibility. One of these watch keepers shall be a Deck Officer. 

4.9 Manning Onboard Specific Ship

.1 Vessels with propulsion power of less than 750 kW

i) Vessels with propulsion power of less than 750 kW are not required to have an engineer certificated in accordance with STCW Convention. However, such vessels must have at least one person, other than the Master, who is trained and certified to operate the machinery onboard the vessel. If the training is not in accordance with STCW Convention then the person should have documentary evidence of his training and capability to perform the assigned tasks.

.2 Vessels with Unattended Machinery Space (UMS)

i) The UMS notation assigned by a Classification Society shall be considered when determining whether the machinery space can be unattended.
ii) If the manning of a vessel with propulsion power of more than 3000kW is based on UMS notation, then the vessel shall carry an additional watch-keeping engineer officer if the UMS systems are inoperative for more than seven days. The Company shall notify affected Classification Society and the BMSR of the related equipment failure affecting the UMS notation.

.3 Tankers

i) Companies operating tankers shall ensure that all officers, ratings, and persons involved in cargo operation hold a basic training in accordance with the provisions of STCW requirements relating to the type of tanker on which the person is serving.
ii) Officer shall have the Certificate of Proficiency STCW V/1-1 and V/1-2 endorsed by the BMSR.

.4 Vessels Fitted with ECDIS

i) The Company should ensure that if the vessel is fitted with ECDIS, the Master and navigating officers have appropriate generic and type specific ECDIS training.
ii) The Master shall ensure that all affected officers have documentary evidence ECDIS training prior to be assigned their onboard navigational duties.

4.10 Employment of Additional Seafarers by the Company.

.1 A Company may decide to employ more seafarers than stipulated in the SMD. These seafarers shall be trained to a level appropriate to their duties in addition to having the minimum basic training for emergency, safety, and survival. The statutory certificates will detail the maximum number of persons on board and there must be sufficient accommodation satisfying the MLC 2006 (as amended) standards for that number.

.2 There are a number of capacities that are not identified in STCW and accordingly the SMD may not refer to them. The Company should decide on their qualification or experience in accordance with the objectives of their Safety Management System but if the persons are employed and assigned shipboard safety, security, environmental protection, cargo operations or watch-keeping duties, the person must complete STCW basic training before joining the vessel and receive shipboard familiarization training before being assigned their shipboard tasks/duties.

4.11 Employment of Seafarers for vessel with no SMD requirements

.1 On a vessel that is not required to comply with the SMD requirements, either because not engaged on international voyages or exempted as per Sec. 3.3 above, the seafarers are not required to have STCW qualifications but they shall be trained to a level appropriate to their duties in addition to having the minimum basic training for emergency, safety, and survival.
.2 The Company should decide on their qualification or experience in accordance with the objectives of their Safety Management System but if the persons are employed and assigned shipboard safety, security, environmental protection, cargo operations or watch-keeping duties, the person must complete STCW basic training before joining the vessel and receive shipboard familiarization training before being assigned their shipboard tasks/duties.
.3 The statutory certificates will detail the maximum number of persons on board and there must be sufficient accommodation satisfying the MLC 2006 (as amended) standards for that number.

5. Watchkeeping

5.1 The company responsible for the operation of the vessel shall ensure that all watch standers on board its vessels adhere to the minimum limits of hours of rest in accordance with international regulations.

5.2 For vessels of 3000 GT and above and propulsion power of 3000 KW and above the Master and the chief engineer should not be part of the vessel watches and a three-watch system should be adopted for both the deck and engine watches.

5.3 For vessels of less than 3000 GT and with propulsion power of less than 3000 KW two-watch system may be adopted provided that the requirements for work and rest hours are met.

5.4 For deck watches that are normally limited in numbers, a routine for providing additional assistance without delay shall be established and standby personnel shall be identified and immediately contactable.

5.5 On vessels with periodically unattended machinery spaces (UMS) notation and of less than 2000 KW propulsion power and in case of limited number of cabins and bunks a watch with only the Chief engineer may be adopted during the daytime (0800-2000) provided that the requirements for work and rest hours are met and that additional assistance without delay is established.

5.6 When the engine watch is only with the Chief engineer, the Company shall anticipate the number of hours that the Chief engineer must devote to unscheduled work in case of emergency. As soon as practicable after the normal situation has been restored, the Chief engineer shall have an adequate period of rest.

6. Radio Watchkeeping

6.1 On Barbadian vessels with the GMDSS, all officers with radio duties shall hold a valid BMSR endorsed GMDSS radio operators Certificate of Competency (COC), as per STCW IV/2. Therefore, a Barbadian vessel shall have on board at least two officers to carry out radio duties in their own respective watch, when a 2-watch system is in place.

6.2 In case of a 3-watch system, to ensure a continuous radio watch while at sea, the third watch should either be supported by one of the two officers as per Sec.

6.1 above or manned with a third officer who also holds a BMSR endorsed GMDSS radio operators COC.

6.3 When the officers of Sec. 6.1 above provide support for the third watch their total hours of work and rest are to be maintained at all times.

6.4 The BMSR endorsed GMDSS radio operators COC is to be adequate for the Sea Areas (A1, A2,A3, A4) on which the vessel operates.

7. The Barbados Shipboard Working Arrangements

7.1 In compliance with the Barbados S.I 2001 No. 44 and with IMO/ILO Guidelines for the development of tables of seafarers’ shipboard working arrangements, the company shall produce a shipboard working arrangements (SWA) of hours of work and rest for all seafarers on board which includes regular watchkeeping duties and non-watchkeeping duties at sea and in port.

7.2 The SWA shall be based on the BMSR format as per Form 159 – Table of Shipboard Working Arrangements, which is to be signed by the Master and be posted or maintained to be easily accessible and capable of being verified by Barbados Appointed Nautical Inspectors and Port State Control Officers.

7.3 A Copy of the Form 159 – Table of Shipboard Working Arrangements shall be submitted to BMSR in order to verify the vessel is safely manned.

7.4 Records of each seafarers’ daily hours of work or rest shall be maintained on board and with a model format as per Appendix 4 of the IMO/ILO Guidelines for the development of tables of seafarers’ shipboard working arrangements.

8. Safe Manning Document – Requirements

8.1 The Company shall make an application for a SMD following an assessment that takes into consideration Sections 8.2, 8.3 and 8.4 of this Bulletin.

8.2 The minimum safe manning of a vessel should be established by taking into account all relevant factors, including the following:

.1 size and type of vessel;

.2 number, size and type of main propulsion units and auxiliaries;

.3 level of vessel automation;

.4 construction and equipment of the vessel;

.5 method of maintenance used;

.6 cargo to be carried;

.7 frequency of port calls, length, and nature of voyages to be undertaken;

.8 trading area(s), waters, and operations in which the vessel is involved;

.9 extent to which training activities are conducted on board;

.10 degree of shoreside support provided to the vessel by the company;

.11 applicable work hour limits and/or rest requirements; and

.12 the provisions of the approved Ship’s Security Plan.

8.3 In determining the minimum safe manning of a vessel the following principles should be observed.

.1 The capability to:

i) Maintain safe navigational, port, engineering, and radio watches in accordance with regulation VIII/2 of the STCW Convention, as amended, and also maintain general surveillance of the vessel;
ii) moor and unmoor the vessel safely;
iii) manage the safety functions of the vessel when employed in a stationary or near stationary mode at sea;
iv) perform operations, as appropriate, for the prevention of damage to the marine environment;
v) maintain the safety arrangements and the cleanliness of all accessible spaces to minimize the risk of fire;
vi) provide for medical care on board vessel;
vii) ensure safe carriage of cargo during transit;
viii) inspect and maintain, as appropriate, the structural integrity of the vessel;
ix) operate in accordance with the approved Ship’s Security Plan;

.2 The ability to:

i) operate all watertight closing arrangements and maintain them in effective condition, and also deploy a competent damage control party;
ii) operate all onboard firefighting and emergency equipment and life saving appliances, carry out such maintenance of this equipment as is required to be done at sea, and muster and disembark all persons on board;
iii) operate the main propulsion and auxiliary machinery including pollution prevention equipment and maintain them in a safe condition to enable the vessel to overcome the foreseeable perils of the voyage.

8.4 The following onboard functions, when applicable, should also be taken into account:

.1 ongoing training requirements for all personnel, including the operation and use of fire fighting and emergency equipment, life-saving appliances, and watertight closing arrangements;

.2 specialized training requirements for particular types of vessels and in instances where crew members are engaged in shipboard tasks that cross departmental boundaries;

.3 provision of proper food and drinking water;

.4 need to undertake emergency duties and responsibilities; and

.5 need to provide training opportunities for entrant seafarers to allow them to gain the training and experience needed.

9. Safe Manning Document – Temporary Exemption

9.1 In cases of Force Majeure, where the manning level falls below that of the SMD e.g., due to crew illness, unexpected repatriation on compassionate grounds etc., the vessel may as a temporary measure, sail with one person less than that stipulated in the SMD and in exemption of SOLAS V/14 provisions. This does not apply to the capacities of Master and chief engineer.

9.2 In all such cases the Master, in consultation with the chief engineer where the shortage relates to an engineer officer, should ensure that there is a continuity of watches by duly qualified persons without affecting the statutory minimum periods of rest.

9.3 The shortage must be filled at the earliest opportunity and in any case not later than fourteen (14) days or at the next port if the intended voyage is more than fourteen (14) days.

9.4 In circumstances of exceptional necessity, as per MLC Standard A3.2.6, where a Company is unable to achieve the minimum manning due to the lack of a duly certificated Cook, a temporary exemption from the provision of MLC Regulation 3.2.3 may be granted and permitting a non-fully qualified cook to serve in a specified vessel for a specified limited period, until the next convenient port of call or for a period not exceeding 1 month, provided that the person to whom the dispensation is issued is trained or instructed in areas including food and personal hygiene as well as handling and storage of food on board vessel.

9.5 The BMSR must be notified and provided with the following information, which must also be duly recorded in the Official Logbook:

i) Name and IMO Number of the vessel
ii) Capacity and rank of the officer
iii) Reason for exemption
iv) No. of crew onboard, excluding the affected officer
v) The Port of departure and arrival with the shortage
vi) Date of departure and ETD

10. Safe Manning Document – Application

10.1 The Company shall submit of a proposal for minimum safe manning defining the nature of the operation of the vessel, taking into account the requirements of Section 8 of this Bulletin.

10.2 The minimum SMD can be issued with a designation of “Unlimited” or “Limited” trading areas, for those vessels which have operations to a limited geographical area.

10.3 “Limited” trading areas are when:

.1 The voyages do not exceed 24 hours between ports of calls; or

.2 Voyages are within 200 nm from the nearest shore; or

.3 Enclosed areas.

10.4 Enclosed areas, may include, but are not limited to:

.1 Mediterranean Sea, Red Sea, Caspian Sea, Black Sea, Azov Sea, North Sea, Gulf of Aden, Baltic Sea, Persian Gulf;

.2 Caribbean Sea (restricted areas 1, II, and/or III, as defined in CCSS Code);

10.5 A vessel which operates part of the time within a limited areas and part of the time on more extensive voyages may elect to have two (2) SMDs.

10.6 To apply for an SMD the Form 12 – Application for Safe Manning Document shall be used.

10.7 The fields of the SMD application Form are to be completed with accurate information. If an item does not apply to the vessel, “N/A” is to be placed in the space. The application is to be completed and signed by a person appointed by the Company.

10.8 A guideline of the minimum manning levels required by the BMSR for unlimited and limited trading areas is provided in Appendix A of this Bulletin.

10.9 If there are special considerations that may affect manning levels, they should be included on the form at the bottom of the second box where it says “Comments/Special Considerations or vessel configurations that may affect manning.” This could include operations such as coastal or domestic trade, number of cabins and/or bunks on the vessel, the vessel’s intended port schedule, etc.

10.10 In assessing minimum deck manning, the BMSR shall consider the vessel’s dimensions, layout of crew accommodation, and internal communications systems, all of which affect crew capabilities and response reactions, the vessel’s propulsion power, the engine room layout and proximity to boiler rooms, etc.

10.11 In this respect the BMSR may increase the scale of manning from that proposed by the Company. The BMSR will not normally reduce the manning level from that proposed by the Company unless it considers certain references in the SMD application proposed by the Company are unnecessary or inconsistent with standard practices.

11. Safe Manning Document – Validity

11.1 In compliance with the requirements of Annex 5 of the IMO Assembly Resolution A.1047(27) an SMD issued to a vessel shall have a validity of 5 years from the date of issue.

11.2 A new SMD is also required to be issued when:

i) there is a change of vessel’s name; or
ii) there is a change of trading area; or
iii) change of ISM Managers; or
iv) any other changes/alterations to the vessel, its crew, construction, machinery, equipment, operation, maintenance, or management that affects the manning level required to continue safe operations.

12. Port State Control

12.1 The STCW Convention, Regulation I/4, enables port State authorities to verify conditions on any vessel, particularly as to the qualifications and ability of personnel on board. Port State authorities may pay particular attention to the following:

.1 that all seafarers on board who are required to be certificated hold an appropriate Barbados certificate or provide documentary proof that an application for an endorsement has been submitted to the BMSR; and/or

.2 the numbers and certificates of the seafarers serving on board conform to the applicable safe manning requirements of the BMSR.

12.2 In accordance with section A-I/4 of the STCW Code, port State authorities may assess the ability of the seafarers of the vessel to maintain watchkeeping standards as required by the STCW Convention, if there are clear grounds for believing that such standards are not being maintained because of any of the following having occurred:

.1 the vessel has been involved in a collision, grounding, or stranding;

.2 there has been a discharge of substances from the vessel when underway, at anchor or at berth, which is illegal under any international convention;

.3 the vessel has been manoeuvred in an erratic or unsafe manner whereby routing measures adopted by the IMO or safe navigation practices and procedures have not been followed; or

.4 the vessel is otherwise being operated in such a manner as to pose a danger to persons, property, or the environment.

12.3 Regulation 2.7 of the MLC requires vessels to have a sufficient number of seafarers employed on board to ensure that they are operated safely, efficiently, and with due regard to security under all conditions, taking into account concerns about seafarer fatigue and the particular nature and conditions of the voyage. Port State Control (PSC) officers are entitled to verify that this is the case when there are grounds for carrying out a more detailed inspection.

Appendix A

The tables given below are provided for guidance/reference and are samples only, to assist Owners/Managers when making a proposal for minimum safe manning levels.

Deck Department

Vessel SizeCapacitySTCW Reg.N.of Persons UnlimitedN. of Persons Limited1
≥ 10,000 GTMasterII/211
Chief MateII/211
Officer of the Navigational Watch II/121(2)
Navigational Watch RatingII/4(3)32
Able Seafarer Deck II/5(3)22
Total97
≥ 3,000 GT < 10,000 GTMasterII/211
Chief MateII/211
Officer of the Navigational WatchII/111
Navigational Watch RatingII/4(3)33
Able Seafarer DeckII/5(3)10
Total76
≥ 1000 GT < 3,000 GTMasterII/211
Chief MateII/211
Officer of the Navigational WatchII/110(2)
Navigational Watch RatingII/4(3)32
Able Seafarer DeckII/5(3)00
Total64
≥ 500 GT < 1,000 GTMasterII/211
Chief MateII/210
Officer of the Navigational WatchII/10(2)1(2)
Navigational Watch RatingII/4(3)22
Able Seafarer DeckII/5(3)00
Total44
<500 GTMasterII/311
Chief MateII/300
Officer of the Navigational WatchII/111
Navigational Watch RatingII/4(3)21
Able Seafarer DeckII/5(3)10
Total53

(1) See Sec. 10.3 
(2) BMSR may request one ONW be added, following review of vessel’s operational area and type of ship.
(3) BMSR will accept alternative manning for ranks II/4 and II/5 as far as the total number is as per table.

Engine Department

Propulsion power CapacitySTCW Reg.N. of Persons Unlimited N. of Persons Limited3
≥ 3,000 kW
NOT UMS
Chief EngineerIII/211
Second EngineerIII/21(5)1
Officer in charge of the Engineering WatchIII/11(6)0(7)
Engineering Watch RatingIII/4(9)2(6),(8)2(6),(8)
Able Seafarer EngineIII/5(9)11
Total65
≥ 750 kW
< 3,000 kW
NOT UMS
Chief EngineerIII/311
Second EngineerIII/31(6)0(7)
Officer in charge of the Engineering WatchIII/10(7)1(6)
Engineering Watch RatingIII/4(9)2(6),(8),(10)1(8),(10)
Able Seafarer EngineIII/5(9)00
Total43
< 750 kW10 (11)
NOT UMS
Chief EngineerIII/31(12)1(12)
Second EngineerIII/300
Officer in charge of the Engineering WatchIII/1 1(6),(10)1(6),(10)
Engineering Watch RatingIII/4(9)0(8)0
Able Seafarer EngineIII/5(9)00
Total22

(4) See Sec. 10.3
(5) For UMS notation ONLY, BMSR might accept an OICEW in lieu of the Second Engineer III/2.
(6) Manning may be reduced by one at this rank if vessel classed with UMS.
(7) BMSR may request one additional one at this rank.
(8) Tankers of 1000 GT or more shall add one additional Engineering Watch Rating.
(9) BMSR will accept alternative manning for ranks III/4 and III/5 as far as the total number is as per table.
(10) Manning may be reduced by one see Sec. 5.5.
(11) See Sec. 4.9.1.
(12) BMSR might accept an OICEW in lieu of the Chief Engineer III/3.

Revision No Description Of Revision
1.0 First Issue
1.1 Amended hyperlinks and bulletin format
 2.0 Bulletin format and Appendix table conditions
3.0 Major revision with several amendments in all sections and replaced “wording “ship” with “vessel” in all sections. Added section 6 Radio Watchkeeping. Added footnote 9
3.1 Added new section
3.2 3.2 Added Sec. 3.3 and 4.11. Amended Sec. 3.2, 4.4.1. Amended Appendix A Deck Department table.
   

Read More