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Bulletins

Bulletin 007 – Maritime Labour Convention 2006 Rev.1.2

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

1. References

a) Barbados Merchant Shipping Act (CAP 296).
b) Maritime Labour Convention, 2006 (MLC 2006).
c) ILO “Guidelines for flag State inspections under MLC 2006”.
d) ILO “Guidelines for port State control officers carrying out inspections under MLC 2006”.
e) Bulletin 013 -Barbados Approved Providers of Insurance.
f) Form 143 – DMLC Part I Application Form.
g) Form 140 – MLC 2006 – DMLC Part II.
h) Form 34 – International Safety Management (ISM) Code Declaration.
i) The International Safety Management Code (ISM Code).
j) FAL.5/Circ.39/Rev.2 and Corr. 1 Guidelines for the use of electronic Certificates.

2. Purpose

2.1 This Bulletin provides information on Barbados’ policy on the application of the MLC 2006, which governs maritime labour conditions and sets minimum standards for the working and living conditions of seafarers aboard ships, as applicable.

3. MLC Shipowner

3.1 “MLC Shipowner” means the owner of the ship or another organization or person, such as the Manager, agent or bareboat charterer, who has assumed the responsibility for the operation of the ship from the owner and who, on assuming such responsibility, has agreed to take over the duties and responsibilities imposed on shipowners in accordance with this Convention, regardless of whether any other organization or persons fulfil certain duties or responsibilities on behalf of the shipowner.”

4. Application

4.1 The MLC 2006MLC 2006 MLC 2006 applies to all seafarers and all vessels ordinarily engaged in commercial activities, whether publicly or privately owned, except as specified in Sec. 9 below.
4.2 Vessels constructed prior to 20 August 2013 are deemed to be existing vessels for the purposes of accommodation standards and accordingly Title 3 provisions of the MLC 2006 are not applicable to these vessels. Vessels constructed on or after 20 August 2013 shall comply with the accommodation standards specified in Title 3 MLC 2006.

5. Amendments of the MLC 2006 – Financial Security Documents

5.1 The Amendments to MLC 2006 entered into force on the 18th January 2017. From this date, vessels that are subject to MLC will be required to display certificates issued from an insurer confirming that insurance is in place for liabilities in respect of:
.1 Standard A2.5.1 – Repatriation; and
.2 Standard A4.2.1 – Shipowners’ liability (Death & Injury Compensation).
5.2 Barbados vessels were required to comply with the new amendments as soon as the amendments entered into force, but not later than the first MLC renewal survey.
5.3 The insurance cover and the associated certificates shall be issued by a Barbados Approved Providers of Insurance as listed in Bulletin 013 and displayed on board.
5.4 The Financial Security Documents have a validity of 1 year, hence every year a copy shall also be provided to the BMSR as evidence of valid financial security.
5.5 The insurance certificates must be in a model format and must include the information specified in the MLC Amendments. It should be noted that on these certificates, the assured party will normally be the registered owner, but this will not necessarily be the same as the “MLC Shipowner” named on other MLC documentation.
5.6 Where the assured party named on the insurance certificates and the MLC Shipowner are different there should be evidence of this shall be provided to the BMSR submitting Form 34.
5.7 Valid documentary evidence of financial security is to be provided with the initial application and in the following circumstances:
.1 Change of the registered shipowner whose name is recorded in the P&I records and the issued evidence of financial security.
.2 Change to ISM Manager which invalidates the existing P&I issued evidence of financial security;
.3 Change of the vessel’s gross tonnage; and
.4 Changes to exemptions or equivalent arrangements.

6. 2022 Amendments of the MLC 2006

6.1 At its 110th session in June 2022, the ILO approved amendments to the Code of MLC 2006 which included modifications to recruitment, repatriation, recreational facilities, food and catering, medical care, and accident prevention. The amendments enter into force on 23 December 2024 and apply to all Barbadian vessels as per Sec. 4 above.
6.2 The 2022 amendments to MLC 2006 Regarding the amendments these do not necessitate any immediate changes to the Declaration of Maritime Labour Compliance (DMLC) Part I.
6.3 While the amendments to the Code of MLC 2006 shall be implemented no later than 23 December 2024, as a transitional measure, maritime labour certificates and the declarations of maritime labour compliance are required to comply with the requirements of the Convention as amended, no later than the date of the first renewal inspection following entry into force of the 2022 amendments on 23 December 2024.

7. MLC 2006 Certification

7.1 Considering Sec.Error! Reference source not found. , the MLC 2006 Certification is only required for vessels of:
.1 500 gross tonnage or over, engaged in international voyages;
.2 500 gross tonnage or over, flying the Barbados flag operating from a port, or between ports, outside Barbados waters.
7.2 The full Maritime Labour Certificate (MLC), the interim MLC and the Declaration of Maritime Labour Compliance (DMLC) Part I and II are to be as per the models given in the MLC 2006 Appendix A5-II.
7.3 The MLC is issued by a Barbados Recognised Organisation (RO) for a maximum period of five years, subject to an intermediate MLC inspection.
Interim MLC
7.4 An interim MLC is issued only once for a period of maximum of six months and in the cases below:
.1 For a new vessel;
.2 When the vessel is registered with the BMSR;
.3 When a new MLC shipowner assumes responsibility for the operation of the vessel.
7.5 The BMSR, in compliance with the MLC 2006, does not allow the issuance of a further interim MLC following the initial six months.
7.6 The initial MLC inspection for the issuance of the full MLC shall be carried out within the validity of the interim MLC. When the initial MLC inspection cannot be carried out for unforeseen reasons the BMSR might issue a permit for the issuance of a short-term MLC for a maximum of 3 months.
DMLC Part I
7.7 The DMLC Part I is the national declaration of MLC 2006 compliance and is to be attached to the MLC.
7.8 The MLC shipowner shall apply to the BMSR for the DMLC Part I by completing a Form 143 – DMLC Part I Application Form and sending it to registry@barbadosmaritime.com.
7.9 A new DMLC Part I will be required where there is a change of the vessel’s particulars as recorded on the DMLC Part I or any changes to the exemptions or equivalent arrangements.
7.10 A revised DMLC Part I is not required for a change of ISM Manager or owners.
7.11 The BMSR now issues electronic Declarations of Maritime Labour Compliance Part I (DMLC Part I). A valid DMLC Part I may still be maintained in original hard copy form aboard the vessel. It does not need to be re-issued in electronic form.
DMLC Part II
7.12 The DMLC Part II is developed by the shipowner to address the requirements set out in the DMLC Part I.
7.13 The DMLC Part II shall be signed by the MLC shipowner and by the attending RO surveyor at the initial MLC inspection for the issuance of the full MLC.
7.14 The copy signed by the MLC Shipowner and RO surveyor, together with the MLC, shall be sent to the BMSR.
7.15 A revised DMLC Part II is required where there is a change of MLC Shipowner or a change to the measures to ensure compliance with the provisions of the DMLC Part I.
7.16 The BMSR has its own template for DMLC Part II, Form 140.

8. Equivalency, exemption, or exception

8.1 Any applications for the acceptance of an equivalency, exemption, or exception from MLC 2006 requirements shall be submitted to the BMSR at the time of requesting the DMLC Part I by completing a Form 143 – DMLC Part I Application Form.
8.2 Applications for exemptions relating to structural requirements for vessels (i.e., provisions of Title 3 of MLC 2006) shall be submitted to the BMSR or through an RO.
8.3 The BMSR will assess the application and, where applicable, will issue a certificate of equivalence and/or exemption and will also include these in the DMLC Part I.
8.4 If, after to the issuance of the DMLC Part I, the MLC Shipowner requires consideration of an equivalency or exemption, a new application for DMLC Part I will be required and, if the application is granted, an amended DMLC Part I, DMLC Part II and inspection for an MLC will be required.
8.5 If, after to the issuance of the MLC, the MLC shipowner requires consideration of an exception, an application should be submitted and if the application is granted, an amended DMLC Part II and inspection for an MLC will be required.
8.6 Any equivalency, exemption or exception will require a re-assessment if there are any changes to the issuing conditions or change of shipowner/manager.
8.7 Where the application for an equivalency, exemption or exception is deemed to be related to a Barbados interpretation of MLC 2006 provisions (e.g., format of record keeping, determination of seafarer), the BMSR may issue a “Statement of Interpretation” to supplement the DMLC and MLC.

9. Vessel and seafarers that do not have to comply with the requirements of MLC 2006

9.1 The following type of vessels do not require to comply with MLC 2006:
.1 Vessels that are trading and/or operating exclusively between ports and facilities within Barbados’ waters;
.2 Offshore units whose primary service is in operations for the exploration, exploitation or production of resources on or beneath the seabed and are not ordinarily engaged in navigation or international voyages (e.g., MODUs, drill ships, jack-up platforms, accommodation platforms, Floating Production, Storage and Offloading units (FPSO), purpose built or permanently converted Floating Storage and Offloading/Floating Storage Units (FSO, FSU, FSRU, etc.);
.3 Objects under tow;
.4 Non-propelled barges;
.5 Charter (commercial) yachts of less than 24 meters in length;
.6 Private (non-commercial) yachts of any size.
9.2 A seafarer is a person engaged or employed onboard for the purpose of MLC 2006.
9.3 However, for the definition of seafarer other factors that are taken into consideration are:
.1 if the nature of work is not part of the routine business of the vessel;
.2 although trained and qualified in maritime skills, the persons concerned perform key specialist functions that are not part of the routine business of the vessel;
.3 the work the person performs is occasional and short term, with the principal place of employment being onshore; and
.4 all Seafarer Employment Agreements (SEA), or Collective Bargaining Agreements (CBA) forming part thereof, or Contracts of Employment, comply with MLC 2006.
9.4 Considering Sec. 9.3 above, the BMSR does NOT consider the following group of persons as seafarers:
.1 Port workers, including travelling stevedores;
.2 Pilots and port officials;
.3 Ship surveyors and auditors;
.4 Equipment repair/service technicians and riding crew whose principal place of employment is onshore;
.5 Guest entertainers who work occasionally and short term on board with their principal place of employment being onshore;
.6 Shipowner’s shore-based personnel;
.7 Chief storekeeper;
.8 Vessel HSE Officer; and
.9 Riding crew.
9.5 If the MLC Shipowner deems that there is any other category of persons who should not be considered seafarers for the purpose of MLC 2006, an application containing the following should be submitted to ops@barbadosmaritime.com.
.1 The category or capacity of the persons;
.2 The duration of the stay on board of the persons concerned;
.3 The frequency of periods of work spent on board;
.4 The location of the person’s principal place of work;
.5 The purpose of the person’s work on board;
.6 Who is responsible for the labour and social conditions for the persons;
.7 Whether an agreement is in place for the persons and if the shipowner has assessed it to ascertain if it is comparable with MLC 2006.
9.6 If the BMSR assesses a group of persons to not be a seafarer for compliance either fully or in part with the MLC 2006 requirements, BMSR will issue a “Statement of Interpretation” to supplement the DMLC and MLC.
9.7 The MLC Shipowner should note that even when a group of persons has been assessed not to be a seafarer or a vessel does not require compliance with the MLC 2006, the following minimum requirements remain applicable:
.1 The authority of the Master, (or Offshore Installation Manager where a Master is not on board) for the overall safety and security of the vessel and compliance with any relevant Barbados requirements;
.2 Minimum age: Persons shall be 16 years or older;
.3 Medical certificate: Persons who hold any STCW certificate shall have a valid medical certificate. For all other person serving onboard, the MLC Shipowner should verify that the affected person(s) is medically fit taking into consideration the shipboard environment;
.4 Training or instructions: Persons working on board shall be duly trained or instructed for their assigned shipboard duties especially those duties that are related to safety, security or environmental protection;
.5 Hours of rest: Persons assigned safety, security or environmental protection shipboard duties, shall comply with the STCW hours of rest requirements;
.6 Medical care: The person shall have access to on board medical care;
.7 Health and safety protection and accident prevention: The onboard occupational health and safety and accident prevention policies should be applicable;
.8 On board complaints: The person should have access to the on board complaints procedures;
.9 Employment period onboard: Persons should not be employed or engaged onboard for periods exceeding 12 months;
i) Repatriation: The MLC Shipowner should verify that there are measures to enable the repatriation of the persons employed or engaged onboard within 12 months of signing the SEA, CBA and/or Contracts of Employment;
ii) Wages: shall be paid for their work regularly and in full in accordance with their SEA, CBA and/or Contract of Employment.
9.8 All persons employed on board vessels shall receive safety familiarisation training and/or instruction prior to being assigned shipboard safety, security or environmental duties.

10. Regulation 2.1 – Seafarers’ employment agreements

10.1 The duration of the seafarer’s contract of employment should not be confused with the protection of the rights to repatriation and annual leave.
10.2 There is no restriction on the length of a Seafarer’s Employment Agreement (SEA) under MLC 2006. Seafarers may enter into SEAs covering periods longer than 11 months.
10.3 MLC 2006 Standard A2.1, paragraph 4(g)(i) expressly allows SEAs for an indefinite period.
10.4 Should there be a restriction on the term of an SEA in an applicable collective bargaining agreement, such a restriction shall also be applicable to the SEA for service onboard a Barbadian vessel, provided the restriction is not in conflict with MLC 2006 regulations. However, without such a restriction, the seafarer’s ability to extend their contract beyond its expiration date or 12 months, if so desired, would not be limited, subject to mutual agreement between the seafarer and the shipowner.
10.5 Regardless of contract length, all SEAs must provide for annual leave and repatriation in accordance with MLC 2006 Standards A2.4 and A2.5, respectively.
10.6 A fixed expiry date for the length of the contract need not be indicated on a SEA (containing a start date) when a valid Collective Bargaining Agreement (CBA) with a set period (e.g., 6 months ± 1 month) of contract duration is attached. See Sec. 12 below.

11. Minimum age

11.1 No person below the minimum age of 16 years shall be employed, engaged or work on a Barbados registered vessel.
11.2 No person below the minimum age of 18 years shall be employed, engaged or work on a Barbados registered vessel in the following capacities:
.1 Master;
.2 Chief Mate;
.3 Chief Engineer;
.4 Officer In charge of a Navigational and an Engineering Watch;
.5 Electro-Technical Officer;
.6 GMDSS Radio Operator;
.7 Offshore Installation Manager;
.8 Ballast Control Operator;
.9 Barge or Maintenance Supervisor;
.10 Ship Cook.
11.3 No seafarer under the age of 18 shall work at night. For the purpose of these requirements, ‘night’ means a period of at least nine (9) hours starting no later than midnight vessel’s time and ending no earlier than 05:00 vessel’s time.
11.4 The requirement for night work may be waived where:
.1 the seafarer is engaged in a training programme that has been established by the MLC Shipowner. The training program and schedule of night time work should be documented in the Safety Management System; or
.2 the specific nature of the duty or training programme, as recognised by the BMSR, requires the performance of duties at night. The Company shall undertake a shipboard assessment which should determine that the work will not be detrimental to the health and wellbeing of the person under 18, taking into consideration the hazards outlined in the section below.
11.5 No person under the age of 18 shall be employed or engaged or work on board a vessel where the work is likely to jeopardise their health or safety. The Company shall ensure that the Shipboard Occupational Health and Safety Plan (SOHSP) specifically addresses seafarers under the age of 18, including any work or activity deemed hazardous and restrictions or training requirements for such work or activity.

12. Regulation 2.4 – Entitlement to leave

12.1 Annual leave with pay is to be calculated based on a minimum of 2.5 days per completed calendar month of employment.
12.2 MLC 2006 Standard A2.4.3 prohibits any agreement to forgo the minimum annual leave with pay, except in cases provided for by the Competent Authority. The Competent Authority in this case is the flag State.
12.3 The BMSR strictly prohibits a forfeiture of paid annual leave but does allow paid annual leave to be accumulated and taken as mutually agreed by the seafarer and shipowner as detailed in the SEA, provided the requirements for accumulating paid leave and the right of repatriation are continued and met.

13. Regulation 2.5 – Repatriation

13.1 MLC 2006 Standard A2.5.1.2(b) states that the maximum duration of service periods on board following which a seafarer is entitled to repatriation is to be less than 12 months.
13.2 The BMSR’s interpretation of Standard A2.5 is that repatriation is an absolute right and deems MLC 2006 “Guideline B2.5 – Repatriation” mandatory for ensuring the repatriation of a seafarer.

14. Collective Bargaining Agreements

14.1 As defined by MLC 2006 Article II 1.(g), a SEA includes both a contract of employment and articles of agreement.
14.2 In accordance with MLC 2006 Regulation 2.1 paragraph 3:
.1 To the extent not prohibited by the laws, regulations, and practices of the BMSR, seafarers’ employment agreements shall be understood to incorporate any applicable collective bargaining agreement. Clear information, including any labour contract, shall be made available to the crew on board every vessel as to the conditions of employment thereon.
14.3 The BMSR allows the provisions of a CBA to govern the specific conditions of employment, provided they are not in conflict with the MLC 2006 regulations.

15. MLC On-board Complaints Procedure

15.1 All seafarers shall be provided with a copy of the onboard complaint procedures applicable on the vessel. This shall include the following information:
.1 The seafarer’s right to representation;
.2 Safeguards against victimisation of the seafarer;
.3 Contact information of the BMSR or the competent labour authority in the seafarers’ country of residence; and
.4 Name of a person or persons on board the vessel who can, on a confidential basis, provide seafarers with impartial advice on their complaint and otherwise assist them in following the complaint procedures available to them on board the vessel.
15.2 The MLC Shipowner and the Master are responsible to ensure that victimisation of a seafarer for filing a labour grievance under the MLC 2006 does not occur. Any claims of victimisation should be investigated by the master or shipowner and where instances of victimisation are found to occur, these must be dealt with under the Company’s disciplinary procedures in the shortest possible time.
15.3 All complaints will be treated by BMSR in confidence and will be given serious consideration. It is however essential that the person making any complaint is identified to BMSR. BMSR will not reveal the source of its information when investigating but will not deal with any anonymous complaints.
15.4 If it is appropriate, a BMSR inspector will visit the vessel to investigate the complaint. The BMSR might also request an additional MLC inspection to be carried out by an RO surveyor to investigate the complaint and check compliance with the MLC 2006.
15.5 The complaint should be addressed to the head of the department of the seafarer lodging the complaint or to the seafarer’s supervising officer, who should attempt to resolve the matter within the prescribed time limits appropriate to the seriousness of the issues involved. The MLC Shipowner should have time limits outlined in the shipboard management system and this should take into consideration the time frame noted in Sec. 15.8 below.
15.6 If the head of department or supervising officer cannot resolve the complaint to the satisfaction of the seafarer, the seafarer may refer it to the master, who should handle the matter personally.
15.7 If a complaint cannot be resolved on board, the matter should be referred ashore to the MLC Shipowner, who should be given an appropriate time limit for resolving the matter, where appropriate, in consultation with the seafarer concerned or any person who the seafarer may appoint as their representative.
15.8 If, after twenty (20) days, conciliated settlement cannot be reached, either party shall have a further 20 days to refer the complaint to the competent labour authority, to decide upon a satisfactory solution to the matter.
15.9 If the seafarer lodges the complaint to an external authority rather than the BMSR, that authority shall be provided with the contact information of the BMSR and requested to communicate the complaint to the BMSR. Any investigation or action by an external authority should take into account the extent to which the on-board complaint procedure has been utilised, and its effectiveness in dealing with the complaint.
If the seafarer is in any doubt about presenting a complaint and considers that they will be victimised due to presenting a complaint, they shall have the right to contact the BMSR for guidance or they may submit the complaint directly to the BMSR at any time.

16. Electronic SEA and CBA, and digital signature

16.1 The BMSR has no objection for use of electronic documents (SEA and CBA) and digital signature, provided that both parties are content to accept an electronic them and with the principle that the seafarer must have time to read and take advice on the SEA before, and that both sides must have agreed it, boarding the vessel applies in all cases. As there are no specific guidelines from either IMO or ILO, the BMSR has outlined the below based on the same principles of The International Safety Management Code (ISM Code).
16.2 FAL.5/Circ.39/Rev.2 and Corr. 1.
16.3 Signatures on SEA :
.1 Every SEA must be signed by all contracting parties
.2 All contracting parties shall have a fully signed authentic copy for their perusal, which therefore is deemed to be original, and all parties must constantly be in possession thereof.
.3 The relationship between the parties involved must provide for the definite legal link between the Seafarer and the Shipowner(s), based upon evidence for any involved lawful authorisation (e.g., representation, acting as agents, subcontractors etc.
.4 The use of digital signatures and electronic documents is deemed to meet the authenticity requirements and therefore permitted, under the following conditions:
i) Security: There are appropriate security measures for digital signatures in place, which require the use of a certificate issued by a Qualified Trust Services Provider to establish the identity of the signer;
ii) Procedure: The procedure for use of digital signatures and electronic documents shall be outlined in the company management system(s) as per ISM Code Chapter 11;
iii) Authenticity: Each digital signature shall be unique to one individual and shall not be reused by, or reassigned to, anyone else.
iv) Traceability: Any alteration of electronic documents and any application of any digital signature shall be traceable in terms of its extent and origination;
v) Reference: Reference shall be made that the document has been digitally signed by (or for/on behalf of) the Shipowner(s) and or Seafarer(s) etc;
vi) Identification: Each electronic document shall have a unique tracking number (string of numbers, letters or symbols) ;
vii) Verification: Instructions for allowing third parties (PSCO/MLC inspectors ) to verify the information contained in the electronic documents and the authenticity of digital signatures and shall be available on board the vessel. This means a reliable, secure and continuously available process to confirm the authenticity and validity of an electronic documents using the unique tracking number and other data contained on or embedded in the electronic documents such as digital signature.

Revision History

Revision No	Description Of Revision
1.0	First Issue – supersedes information bulletin 219/296/303/343/341/330
1.1	Amended sections: 1.h, added Sec.1.i, 1.j and 15.
1.2	Amended: Sec 5 title; Sec 9.4, amended reference from 8.3 to 9.3; Sec 10.4, amended reference from 10 to 11; Sec 15.5, amended reference from 13.8 to 14.8; Sec. 16 deleted duplicate “the”. Added: new Sec. 6 “2022 Amendments of the MLC 2006”.

21st November 2023 0

Bulletins

Bulletin 009 – Inventory of Hazardous Materials Rev.1.0

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

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1. References

a) Hong Kong Convention, Hong Kong International Convention for the Safe and Environmentally Sound Recycling of Ships, 2009.
b) EU SRR, Regulation (EU) No 1257/2013 of the European Parliament and of the Council on ship recycling.
c) EMSA Guidance on inspections of ships by the port States in accordance with Regulation (EU) 1257/2013 on ship recycling.

2. Purpose

2.1 This Bulletin provides instructions on the issue of Statements of Compliance (SoC) on Inventory of Hazardous Materials (IHM) under the Hong Kong Convention and the European Union (EU) EU SRR.

3. Application

3.1 This Bulletin applies to any vessel requesting a SoC for IHM or EU SRR.

4. General – IHM

4.1 Both the EU SRR and the Hong Kong Convention require vessels to develop and maintain an IHM and undergo survey and certification to verify that the requirements are met.

4.2 A Barbadian vessel can be issued with a SoC by one of the Barbados Recognised Organisations (RO) after satisfactory initial survey including verification that the IHM Part I meets the relevant requirements.

4.3 The IHM shall be vessel specific and shall identify, as a minimum, the hazardous materials listed in Appendix I of the Hong Kong Convention or Annex I of the EU SRR, as appropriate.

4.4 The IHM shall be properly maintained and updated throughout the vessel’s operational life. It must reflect new installations that contain hazardous materials referred to in Appendix II of the Hong Kong Convention or Annex II of the EU SRR, as appropriate, and relevant changes in the vessel’s structure and equipment, taking into account the exemptions and transitional arrangements applicable to those materials under international law.

5. Hong Kong Convention

5.1 The Hong Kong Convention was adopted in 2009 and will enter into force on 26 June 2025.

5.2 Barbados is not a signatory to the Hong Kong Convention, but Barbados ROs are authorised to survey vessels and issue voluntary SoC on behalf of Barbados when requested by the managers.

5.3 Vessels are to be surveyed in accordance with Regulation 10 of the Hong Kong Convention and a SoC may be issued following an initial or renewal survey. The renewal survey shall take place at intervals not exceeding five years.

5.4 The issuance and endorsement of the SoC shall be in accordance with Regulation 11 of the Hong Kong Convention and the SoC shall be based on the format of the International Certificate specified in Appendix 3 of the Hong Kong Convention.

5.5 An additional survey may be conducted at the request of the shipowner to ensure that any change, replacement, or significant repair made to the structure, equipment, systems, fittings, arrangements, and material continues to comply with the Convention requirements.

5.6 A final survey shall be conducted prior to the vessel being taken out of service and before the recycling of the vessel has started, except for existing vessels for which both an initial survey and a final survey are conducted at the same time.

6. EU SRR

6.1 Article 12 of the EU SRR requires vessels flying the flag of Barbados, which is a non-EU Member State, when calling at a port or anchorage of an EU Member State, to have on board an EU SRR SoC and IHM from 31 December 2020.

6.2 Barbados ROs are authorised to survey vessels and issue voluntary EU SRR SoC on behalf of Barbados when requested by the managers. The EU SRR SoC may be modelled on the basis of Appendix 3 to the Hong Kong Convention or in the format specified in Annex 3 of the EMSA Guidance on inspections of ships by the port States.

6.3 The EU SRR SoC and the inventory of hazardous materials shall be drawn up in English.

6.4 A Barbadian vessel may be warned, detained, dismissed or excluded from the ports or offshore terminals under the jurisdiction of an EU Member State in the event that it fails to submit to the relevant authorities of that Member State a copy of the EU SRR SoC in accordance with paragraphs 6 and 7 of Article 12 of EU SRR, together with the IHM, as appropriate and on request from those authorities.

6.5 An EU Member State taking such action shall immediately inform the BMSR. Failure to update the inventory of hazardous materials shall not constitute a detainable deficiency, but any inconsistencies in the inventory of hazardous materials shall be reported to the BMSR and shall be rectified at the time of the next survey.

6.6 The EU SRR does not establish a period of validity for the EU SRR SoC, unless so specified by the flag State. The BMSR requires the validity of EU SRR SoC to have a five-year validity in line with the IHM of Hong Kong Convention. Therefore initial, renewal and additional surveys, as applicable, will need to be conducted for Barbadian vessels under the EU SRR.

Revision No	Description Of Revision
1.0	First Issue – Supersedes Information Bulletin 299 and 333
1.1	· Sec. 3.1, 5.2, 5.6 – Replaced “ship/s” with “vessel/s”; · Header from page 2 onwards- Added doc revision; · Sec. 6 – Rewritten.

8th November 2023 0

Bulletins

Bulletin 010 – Barbados Reporting Requirements Rev.2.1

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

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1. References
a) Barbados Merchant Shipping Act (CAP 296).
b) Maritime Labour Convention 2006 (MLC).
c) Bulletin 035 – Piracy and Armed Robbery.
d) Bulletin 018 – Marine Accident Reporting.
e) FAL.13(42) “Revised guidelines on the prevention of access by stowaways and the allocation of responsibilities to seek the successful resolution of stowaway cases”.

2. Purpose

2.1 This Bulletin provides information on BMSR’s reporting requirements for:
.1 Births and Deaths (Section 4);
.2 Occupational Diseases (Section 5);
.3 Breaches of security and Stowaways (Section 6).
2.2 This Bulletin does not cover reporting of Piracy and Armed Robbery accidents, which are addressed in Bulletin 035.
2.3 This Bulletin does not cover reporting of Marine Accidents, which is addressed in Bulletin 018.

3. Application

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

4. Births and Deaths

4.1 Section 166 of the CAP 296 requires the master of a Barbadian vessel to submit a record of any birth or death onboard the vessel. The Form 94 – Return of Births and Deaths shall be sent to registry@barbadosmaritime.com as soon as it is practicable to do so.
4.2 When recording a death, copies of the following documents shall be provided if and when they become available. All documents must be in English or accompanied by English translations:
i) Relevant extract from the Official Logbook;
ii) Deceased’s passport;
iii) Notice of death / death certificate (certified copy);
iv) Doctor’s report(s)
v) Autopsy / Coroner’s report
vi) Form 95 – Account of Property of Deceased Seaman (where applicable)
4.3 Unavailability of the required documents should not delay reporting.
4.4 Additional documentation may be requested by the BMSR depending on the circumstances of the case.

5. Occupational Diseases

5.1 As per MLC Regulation 4.3 any Occupational Diseases are to be reported with the Form 151 – Report of a Case of Occupational Disease, which is to be sent to ops@barbadosmaritime.com.

6. Breach of Security and Stowaways

6.1 Vessels that suffer, or prevent, a breach of security such as unauthorised access, cyberattack, bomb threat or discovery of suspicious items should report via email to ops@barbadosmaritime.com.
6.2 In the case of stowaway(s), Form 169 – Stowaway Incident Report shall be sent to ops@barbadosmaritime.com as soon as it is practicable to do so.
6.3 For dealing with cases of stowaways the shipowners and masters shall follow the basic principles of FAL.13(42).

Revision History:

Revision No	Description Of Revision
1.0	First Issue – supersede Bulletin 317 : Casualty and Accident/Incident Reporting Requirements Rev.1.0
2.0	1. replaced wording “ship” with “vessel”. 2 Marine accidents sections removed and new bulletin B018- Marine Accident Reporting has been issued.
2.1	Added Sec. 1.e and 6.3

6th October 2023 0

Bulletins

Bulletin 021 – BMSR Certificates of Endorsements

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

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1. References
a) The International Convention on Standards of Training, Certification and Watchkeeping for Seafarers, (STCW Convention).
b) The Seafarers’ Training, Certification and Watchkeeping Code (STCW Code).
c) Statutory Instruments, Shipping (Safe Manning, Watchkeeping and Hours of Works) Regulations (S.I 2001 No. 44)

2. Definitions

2.1 Certificate of Competency (COC)” means a certificate, issued, and endorsed by an STCW Convention Party for masters, officers and GMDSS radio operators in accordance with the provisions of Chapters II, III, IV or VII of the STCW Code and entitling the lawful holder thereof to serve in the capacity and perform the functions involved at the level of responsibility specified therein;
2.2 “Certificate of Proficiency (COP)” means a certificate, other than a certificate of competency issued by STCW Convention Party to a seafarer, stating that the relevant requirements of training, competencies or seagoing service in the Convention have been met;
2.3 “Endorsement (COE)” means a valid document, that attests the recognition of a certificate issued by STCW Convention Party in accordance with the provisions of the STCW Convention I/10, to acknowledge that a holder has the right to occupy a position according to the Barbados S.I 2001 No. 44;

3. Purpose

3.1 This bulletin is to provide the list of Administration whose COCs and COPs are recognised by the BMSR under STCW Convention Regulation 1/10 and the list of relevant COEs issued by the BMSR.

4. BMSR COEs

4.1 The list below, as per STCW Code Part B, Chapter I Table B-1/2 and the Barbados S.I 2001 No. 44, identifies all certificates that have to be addressed by the BMSR for seafarer who works on Barbadian vessels.
List of BMSR COEs

List of BMSR COEs

STCW Regulations	Type of certificate	Seafarer
II/1, II/2, II/3, III/1, III/2, III/3, III/6, IV/2, VII/2	COC	Masters, officers and GMDSS radio operators
V/1-1, V/1-2	COP for Basic and Advanced training for oil and chemical or liquefied gas tanker cargo operations	Officers assigned specific duties and responsibilities related to cargo or cargo equipment on board tankers Masters, chief engineer officers, chief mates, second engineer officers and any officer with immediate responsibility for loading, discharging, care in transit, handling of cargo, tank cleaning or other cargo-related operations on board tankers
VI/5	COP for Ship Security Officer (SSO)	Any seafarer designated as SSO
HSC Code Sec. 18.3	Type Rating Certificate (TRC)	The Master and all officers having an operational role serving on High Speed Craft (HSC), including Hovercraft

5. Administrations recognised by the BMSR

5.1 the list of Administration whose COCs and COPs are recognised by the BMSR under STCW Convention Regulation 1/10 is as per below table.

ARGENTINA	AUSTRALIA	AZERBAIJAN	THE BAHAMAS
BANGLADESH	BELGIUM	BELIZE	BRAZIL
BULGARIA	CANADA	CAPE VERDE	CHILE
CHINA	CROATIA	CUBA	CYPRUS
CZECH REPUBLIC	DENMARK	DOMINICA	EGYPT
ESTONIA	ETHIOPIA	FIJI ISLANDS	FINLAND
FRANCE	GEORGIA	GERMANY	GHANA
GREECE	HONDURAS	HONG KONG	HUNGARY
ICELAND	INDIA	INDONESIA	IRAN
IRELAND	ISRAEL	ITALY	JAMAICA
KOREAN REPUBLIC	LATVIA	LEBANON	LIBERIA
LITHUANIA	MEXICO	MONTENEGRO	MYANMAR
NETHERLANDS	NEW ZEALAND	NORWAY	PAKISTAN
PANAMA	PHILIPPINES	POLAND	PORTUGAL
ROMANIA	RUSSIAN FEDERATION	SERBIA	SINGAPORE
SLOVAK REPUBLIC	SLOVENIA	SOUTH AFRICA	SPAIN
SRI LANKA	SWEDEN	TANZANIA	THAILAND
THE COOK ISLANDS	TURKEY	UKRAINE	UNITED KINGDOM
URUGUAY	UNITES STATES OF AMERICA	VIETNAM

Revision No	Description Of Revision
1.0	First issue – Supersedes Information Bulletin 350 Added Tanzania
1.1	Amended table in sec 4.1, added row for TRC

5th October 2023 0

Bulletins

Bulletin 006 – Port State Control Detentions Rev.1.2

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

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1. References

a) IMO Assembly a) IMO Assembly Res. A.1185(33) Procedures for port state control, 2023;
b) ILO Guidelines for port State control officers carrying out inspections under the Maritime Labour Convention, 2006;
c) BMSR Bulletin 004 – Flag State Inspections

2. Purpose

2.1 This Bulletin provides instructions and requirements for Port State Control (PSC) detentions.

3. Application

3.1 3.1 This Bulletin is applicable to all Barbadian vessels which are detained by a PSC Authority under the principles of the IMO Res. A.1185(33) and the ILO Guidelines for port State control officers carrying out inspections under the Maritime Labour Convention or under the national laws of a State (administrative or preventative detentions).
3.2 For the purposes of this Bulletin, flag State detentions have the same effect as PSC detentions.

4. Introduction

4.1 Companies operating Barbadian vessels benefit from Barbados ranked as white list in the Paris MoU and as a qualified flag of the United States Coast Guard Qualship21 program.
4.2 4.2 The BMSR is committed to retain this high ranking and to ensuring that all Barbadian vessels are always fully compliant with international Convention requirements and national regulations at all times.
4.3 The BMSR fully supports the objectives of the PSC process in eliminating sub-standard vessels, when applied in a fair and equitable manner.
4.4 PSC inspections are carried out according to:
.1 International Maritime Organization (IMO) Assembly Res. A.1185(33);
.2 ILO Guidelines for port State control officers carrying out inspections under the Maritime Labour Convention;
.3 Regional PSC regime instructions to PSC Officers (PSCOs).
4.5 A PSC detention is an action taken by a port State to prevent a substandard vessel proceeding to sea. In general, a vessel is regarded as substandard if the hull, machinery, equipment or operational safety and the protection of the environment is substantially below the standards required by the relevant international Conventions or if the crew complement is not in accordance with the Safe Manning Document, owing to, inter alia:
.1 the absence of principal equipment or arrangements required by the Conventions;
.2 non-compliance of equipment or arrangements with relevant specifications of the Conventions;
.3 substantial deterioration of the vessel or its equipment;
.4 insufficiency of operational proficiency, or unfamiliarity with essential operational procedures by the crew; and
.5 insufficiency of manning or insufficiency of certification of seafarers.

4.6 If these evident factors as a whole or individually pose a danger to the vessel or persons on board or present an unreasonable threat of harm to the marine environment if it were allowed to proceed to sea, it should be regarded as a substandard vessel.
4.7 4.7 In taking a decision concerning the rectification of a deficiency or detention of a vessel, a PSCO takes into consideration the results of a more detailed inspection and the “Guidelines for the detention of ships” of Appendix 2 of Res. A.1185(33), which shall not be considered exhaustive but as examples of relevant detainable deficiencies.

5. PSC Detention – Notification

5.1 The Company is required to immediately notify the following parties of any detention of a Barbadian vessel :
.1 the BMSR Operations Department ops@barbadosmaritime.com; and
.2 the Classification Society that issued the Certificate of Class; and
.3 the Recognised Organisation (RO) (i.e., Classification Society) that issued the statutory certificate(s); and
.4 the RO that issued the ISM Code Document of Compliance (DOC) and Safety Management Certificate (SMC); and
.5 for security/ISPS Code related detentions, the Recognised Security Organisation (RSO) that issued the International Ship Security Certificate (ISSC).
5.2 The Company is also required to arrange attendance of RO/Class surveyor(s) to assist in clearing the deficiencies.
5.3 The following documents are to be provided to the BMSR at the earliest opportunity, where available:
.1 A copy of the PSC Report (Form A and B);
.2 A copy of the Detention Notice;
.3 Confirmation of notification to the parties listed in Section 5.1 above, as applicable;
.4 Description of actions taken or planned to rectify all deficiencies at the earliest opportunity.
5.4 Good communications are essential to enable prompt resolution of matters related to a PSC detention. It is important that the BMSR receives the initial report promptly so that an assessment of the detention can be made. Subsequent action in Section 6 below may be modified according to the result of BMSR’s review of the initial report, particularly in cases where the detention may not be justified in the opinion of the BMSR.

6. PSC Detention – Follow Up

6.1 The Company is required to perform a Root Cause Analysis (RCA) within 30 days of the date of detention, unless otherwise agreed with the BMSR, and take the appropriate corrective and preventative actions to reduce the possibility of similar deficiencies arising in future.
6.2 The RCA report and details of corrective and preventative actions is to cover all deficiencies raised at the detention and should also include comments from the Master or Chief Engineer on the deficiencies, as applicable.
6.3 In addition to the requirements specified below, further Barbados “Detention Follow Up” inspection, additional ISM audits (DOC and/or SMC), ISPS audits and/or MLC inspections may be required.
6.4 The BMSR will determine the scope and extent of additional inspections, surveys or audits of shipboard and shore-based safety management systems of a Company, when a significant proportion of the Company’s fleet has been justifiably detained by PSC.
6.5 F6.5 For deficiencies related to non-payment or delayed payment of wages, the Company (or MLC shipowner for the purposes of MLC, if different) shall pay all wages due and provide documentary evidence to the BMSR confirming this before the vessel is released from detention. In order to prevent any recurrence of a similar situation, the Company (or MLC shipowner, as applicable), is also required to provide documentary evidence of timely payment of wages as they become due, for a period to be specified by the BMSR after release from detention.

7. BMSR assessment following a detention

7.1 Following notification of the detention, the BMSR will review the reports and correspondence related to the vessel’s PSC and Barbados inspection performance in the 24 months prior to the detention. The follow up requirements depend on the number of detentions of the vessel in the previous 24 months, as outlined below.
7.2 For the First detention in a 12 months period, one or more of the following may be required by the BMSR prior to departure from the port of detention:
.1 Additional “Detention Follow Up”; and/or
.2 Additional external ISM audit; and/or
.3 Additional MLC inspection; and/or
.4 Additional ISPS audit.
7.3 Depending on the number and type of deficiencies the vessel might also be placed under the BMSR Special Inspection Program (SIP), as explained in Section 7 of Bulletin 004.
7.4 It should be noted that PSC authorities might also request an additional external ISM audit to be carryout before releasing the vessel from detention. The BMSR cannot waive this requirement.
7.5 If the detention occurs within the survey window for a related annual survey, the survey should be completed prior to the vessel sailing.
7.6 If the detention occurs within the survey window for a related renewal, periodical or intermediate survey, that survey should be conducted to the extent possible, except for Safety Equipment, Safety Radio and IOPP, which must be completed. Where a survey is incomplete, a schedule for completion of surveys at the next convenient port must be set by the RO and may not be delayed until the end of the window.
7.7 If the detention does not occur within any related survey window, the RO surveyor, after clearing the deficiencies, will carry out a general examination of the vessel and may decide, using his or her professional judgement, whether an additional survey is necessary. The extent of the additional survey will be at least to the extent of annual survey.
7.8 In some cases, where the PSC detention is a result of many serious deficiencies, the BMSR might also decide to reconsider the vessel’s registration and delete the vessel from the register.
7.9 For the Second detention in a 12 months period the vessel will be specially examined to assess whether it remains acceptable for continued registration with the BMSR . This may lead to owners being asked to find an alternative register or deletion of the vessel from the Barbados register.
7.10 Should the BMSR decide to retain the vessel on the register, the vessel shall be subject to the actions as per above sections with the addition of an additional ISM DOC audit of the Company and to the extent of annual audit not later than 30 days from the date of the detention.

8. PSC Detentions – Disputes

8.1 When the Master or the Company feels that a detention is not justified, there are several ways to challenge a PSC detention.
8.2 The first step is to discuss the issue, in a professional manner, directly with the PSCO and contact the BMSR to seek advice on potentially avoiding the detention.
8.3 Since detention of a vessel is a serious matter involving many issues, it may be in the best interest of the PSCO to consider cooperating with the Company, the BMSR and/or the RO responsible for issuing the relevant certificates.
8.4 Without limiting the PSCO’s discretion in any way, the involvement of the BMSR, Company and RO could result in a safer vessel, avoid subsequent arguments relating to the circumstances of the detention, and prove advantageous in the case of litigation involving “undue delay”.
8.5 Furthermore, serious deficiencies could be dealt by the PSCO with “as agreed with flag or Recognised Organisation” (usually action codes 47 and 48) instead of “Detention” (action code 30).

9. National Appeal

9.1 The shipowner or operator generally has the right to appeal against a PSC detention decision to higher administrative Authority or to the Court of competent jurisdiction, according to the law in each country.
9.2 An appeal is generally made by the Company, the Owner or the Master direct to the PSC authority involved.
9.3 The links for appeal procedures are provided below:
.1 Paris MoU Appeal Procedures;
.2 Tokyo MoU Appeal Procedures
.3 USA – Title 46, Code of Federal Regulations, Subpart 1.03
.4 Mediterranean MoU Appeal Procedures
.5 Indian Ocean MoU Appeal Procedures
.6 Black Sea MoU Appeal Procedures
9.4 The BMSR s generally not involved in the formal appeal process but will provide, on request, a supporting statement for appeals where there are grounds to believe that the detention is not justified.
9.5 Where the PSC authority’s appeal procedure requires the appeal to be made by the flag State, the BMSR will usually appeal only where the detention is considered unjustified or inappropriate in the circumstances. In these cases, the Company will be required to provide its consent to the appeal before the appeal is lodged.
9.6 A positive outcome of a national appeal will lead to the PSC detention being deleted from the PSC regime database and, in some countries, may be used in any claim for financial compensation.
9.7 PSC authorities generally have their own national appeal procedure, which should be provided to the Master with the notice of detention.
9.8 There are time limits for the filing of an appeal and it should be noted that the time limits vary between MoUs and between PSC authorities within the same MoU.
9.9 It should be noted that if an appeal is made against a PSC detention to the Port State authority, this may exclude a subsequent review of the PSC detention by the MoU concerned.

10. Complaint

10.1 When a disagreement cannot be resolved within a reasonable time, or in cases where no appeal is made, Companies may present a complaint to the BMSR. The BMSR may then approach the PSC authority to ask it to reconsider its position.
10.2 The BMSR will proceed only in cases where the evidence supporting the complaint has sufficient merit. Companies are therefore expected to present a robust case to ensure that the complaint has the best chance of success.

11. PSC Detention Review under the MoU

11.1 In cases where an owner or operator declines to use the official national appeal procedure but still wishes to dispute a PSC detention, most of the PSC regimes still grant the opportunity for a detention review under the relevant MoU.
11.2 The BMSR is not directly involved in the review process but should be made aware of the Company’s intention to request a review. The BMSR will review the PSC report and will provide guidance and advice on how to prepare the request. The BMSR will also provide a supporting statement to explain why the detention is deemed not valid or justified.

11.3 The request for review may be made to the MoU secretariat and to the relevant MoU Review Panel (where established; not all MoUs have a detention review panel).
11.4 The review panel considers the facts of the case and delivers an opinion which may lead to the Port State reconsidering its decision, however it should be noted that the Port State is under no obligation to reconsider.
11.5 The opinion of the Review Panel is not binding on the Port State and cannot be used in any claim for financial compensation.

12. Code of Good Practice for PSCOs

12.1 The Code of Good Practice for Port State Control Officers is available as IMO Circular MSC-MEPC.4/Circ.2 and is also available as Appendix 1 to IMO Assembly Res. A.1185(33);

13. Queries

13.1 Any queries on this Bulletin may be submitted to ops@barbadosmaritime.com.

Revision History

Revision No	Description Of Revision
1.0	First issue – Superseded old information bulletins 270, 346 and 289.
1.1	Sec. 4.1 corrected “Quarship” with “Qualship”, Sec. 4.2 added “always”, Sec. 4.7 corrected “Detainable” with “detainable”, Sec. 6.3 corrected “Babrados” with “Barbados” and “Folllow” with “Follow”, Sec. 7.2.1 corrected “Folllow” with “Follow” Sec. 6.5 corrected “the same situation reoccurring” with “ any recurrence of a similar situation”, Sec. 7.4 corrected “requst” with “request” and “ vessle” with “vessel” , Sec. 7.9 corrected “egister” with “register”, Sec. 7.10 corrected “in” with “on”, “sections above” with “above sections”, “to” with “of”, Sec. 9.3 corrected all the hyperlinks, Sec. 11.1 corrected “udner” with “under”, added new sec 7.8.
1.2	Amended Sec. 1.a), 3.1, 4.4.1,4.7 and 12.1 with reference to the new IMO Resolution A.1185(33).

3rd October 2023 0

Bulletins

Bulletin 033 – Radio Accounting Authority (RAA), Point of Service Activation (PSA), MMSI and Call Sign Rev. 2.0

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

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1. References

a) International Telecommunication Union Convention (ITU Convention);
b) ITU-T Recommendation D.90 (ITU D.90);
c) Form 144 – Application for Radio Accounting Authority Acting on Behalf of Barbados;
d) Maritime Service Activation Registration Form (SARF);
e) Maritime mobile Access and Retrieval System (MARS).

2. Purpose

2.1 This Bulletin explains:

.1 the radio message accounting procedures required by Barbados Maritime Ship Registry (BMSR) and the lists of the Radio Accounting Authorities (RAAs) approved by the BMSR.

.2 the procedures required by the Point of Service Activation (PSA) to activate, deactivate, and update information regarding Inmarsat Mobile Earth Stations (MESs) on Barbadian vessels;

.3 the procedures to obtain Maritime Mobile Service Identity (MMSI) numbers and Call Signs for Barbadian vessels.

3. Application

3.1 This Bulletin applies to all Barbadian vessels:

.1 Equipped with a Radio Ship Station;

.2 Installed, or will be, with an Inmarsat MESs.

4. RAA Requirements

4.1 The ITU Convention currently in force provides for RAAs to settle maritime radiocommunication accounts for ships licensed by the BMSR.

4.2 Due to the many problems occurring in international radio maritime accounting, no ship is entitled to be registered or to maintain registration under the Barbados flag unless the owner shall have entered into a valid contract with an authorized radio service company pursuant to the terms of which the latter assumes the accounting obligation and may assume responsibility for obtaining the vessel’s Radio Ship Station License (SSL).

4.3 It is mandatory that all international maritime radio traffic charges for radiocommunications from ship to shore, both terrestrial and satellite, shall be settled by the approved RAA pursuant to the contract with the owner of the vessel.

4.4 Application for RAA on behalf of the BMSR shall be submitted with Form 144, which is to be sent to registry@barbadosmaritime.com.

4.5 The ITU D.90 limits the number of RAAs based in other countries that the BMSR may recognize to 25. The RAAs approved by the BMSR are listed in section 4 below.

4.6 The RAA shall notify the BMSR of the vessels for which it has assumed full responsibility for the payment of the radiocommunication incurred through its maritime mobile station, ensuring, as required by the ITU Convention, that these payments are made in accordance with the ITU D.90 and will not accrue to the account of the Barbados Government. It is imperative that all radio traffic charges be sent to the RAA only and not to any third party.

5. List of RAAs

#	AAIC	RAA Name
1	AA07	Sratos Global Corporation
2	BE02	Marlink S.A.
3	CA03	Inmarasat Inc.
4	CY03	Telaccount Overseas Ltd.
5	CY05	Tototheo Maritime Ltd.
6	DP03	Marlink GmbH
7	DP05	SPEEDCAST GERMANY GMBH
8	GB01	A-N-D Group PLC
9	GB06	SIRM UK Marine Limited
10	GB08	SIRM UK Marine Limited
11	GB11	NSSLGlobal, Airtime Billing Department
12	GB14	Inmarsat Global Limited
13	GR01	OTESAT-Maritel
14	GR03	HECOSAR, Accounts Settlement for mobile and mobile-satellite
15	IU03	COMPAGNIA GENERALE TELEMAR
16	KE01	Communication Authority of Kenya
17	LE01	MURR Marine Electronics S.A.R.L.
18	NL01	Stratos B.V.
19	NO01	Marlink AS
20	PG18	BRIGHTNORTH CORP.
21	PG19	RADIO LLOYD, S.A.
22	SW01	Telemar Scandinavia B
23	UX02	SE MSRS

5.1 AAIC, means Accounting Authority Identification Code.

5.2 The Barbados RAAs Particulars can be retrieved on MARS by selecting Administration “BRB – Barbados” and pressing “submit query”.

5.3 Barbados does not approve any more RRAs.

6. PSA Requirements

6.1 Inmarsat is the internationally recognized body that sets the rules and oversees “service activation” or formal registration/re-registration of MES for all vessels. Deactivation and re-registration/activation of equipment must take place when a vessel changes Flag, changes owner or when changes occur with the equipment. In order to effect the change, the terminals must first be deactivated by the former PSA that activated the equipment.

6.2 A PSA is an entity authorized by Inmarsat to accept and process for Barbadian vessels applications for MES service activation, assign Inmarsat Mobile Numbers and transmit customer service activation information to the Inmarsat Customer Activation group.

6.3 In many cases, the PSA will also be the RAA or Inmarsat Service Provider (ISP) for the terminal, and works directly with the customer on service activation, in particular, and Inmarsat systems and services in general.

6.4 Any enquiries related to commissioning or decommissioning of Inmarsat terminals should be addressed to the PSA or Inmarsat.

6.5 To obtain the authorisation to activate the MES, the SARF, which is to be completed and signed by the owner of the MES who will ultimately be responsible for the payment of traffic charges incurred by the MES, is to be submitted either directly to the PSA or to the ISP. If applying for more than one MES, the customer must prepare separate SARFs for each MES to be activated. For further information on PSAs and ISPs please contact the Inmarsat Global Customer Support at the following address:

Inmarsat Global Customer Support
Inmarsat Global Limited
99 City Road
London EC1Y 1AX,
United Kingdom

Telephone +44 207 728 1020/1777
Email address: globalcustomersupport@inmarsat.com

6.6 It is imperative that this procedure be understood and followed by the PSA, shipowner, and ship operator so that registration/deregistration of systems may be quickly accomplished for Long Range Identification and Tracking (LRIT) compliance.

6.7 PSA shall inform the BMSR of all additions, deletions, and modifications to BMSR MESs as quickly as possible with a change of flag by email to registry@barbadosmaritime.com.

6.8 The PSAs authorised by Inmarsat can be obtained by contacting Inmarsat Global Customer Support above.

7. MMSI numbers and Call Signs

7.1 A MMSI is effectively an international maritime telephone number issued by the BMSR.

7.2 The BMSR continues to allocate MMSI numbers and Call Signs to Barbados vessels on behalf of the Barbados Ministry of Industry, Innovation, Science and Technology (MIST).

7.3 The Call Signs are allocated based on the guidelines of the ITU Convention – Radio Regulations Article 19.54 -19.56. The BMSR assigns Call Signs with two digits and 3 letters in the order: digit – letter- letter – letter – digit

7.4 Any enquiries related to MMSI numbers should be addressed to the BMSR registration department at registry@barbadosmaritime.com.

Revision History

Version	Description of Revision
1.0	New Issue.
2.0	Major revision with Bulletin format and added RAA IOU03 COMPAGNIA GENERALE TELEMAR

20th August 2023 0

Bulletins

Bulletin 023 – Electronic Documents and Statutory Certificates Rev.1.0

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

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1. References

a) Guidelines for the Use of Electronic Certificates – FAL.5/Circ.39/Rev.2.

2. Purpose

2.1 This Bulletin establishes the requirements for electronic documents issued by the BMSR. It contains information for their features, conveyance, and verification.

2.2 All electronic certificates issued, in compliance with the IMO Facilitation Committee FAL.5/Circ.39, by the BMSR or by a Barbados Recognised Organisation (RO) shall be deemed valid in accordance with all applicable international conventions and instruments to which Barbados is a Party.

2.3 A copy of this Bulletin should be placed on board Barbadian vessels to facilitate the acceptance of electronic certificates by other relevant authorities.

3. RO Statutory Certificates

3.1 Several ROs are now able to issue electronic certificates to ships in lieu of traditional paper certificates.

3.2 The use of electronic certificates is accepted by the BMRS, provided that are issued in compliance with the provisions of FAL.5/Circ.39.

4. BMSR Documents

4.1 The BMSR has now moved to full implementation of electronic documents for vessel certificates and seafarers’ documents.

4.2 The electronic documents issued by the BMSR contain all elements required by FAL.5/Circ.39.

4.3 Original hardcopy documents issued by the BMSR shall remain valid (up until the indicated expiry date) and be carried on board until they have been reissued electronically or otherwise superseded, and the new electronic certificates are available on board.

4.4 Hard copy documents may be issued in exceptional circumstances and may have either a manual signature or a scanned signature printed on the document. Paper documents are generally printed on BMSR headed paper (with the exception of Certificates of Inspection).

4.5 All documents and certificates issued electronically by the BMSR must be able to be viewed and printed out onboard the vessel when required.

4.6 Electronic documents are issued in Portable Document Format (PDF), and a suitable PDF viewer, such as Adobe Reader, or similar, is required to view and print the electronic documents.

4.7 Adobe Reader can be downloaded free of charge from www.Adobe.com.

5. List of Electronic Documents issued

5.1 Provisional Certificate of Registry (COR).

5.2 Permanent Certificate of Registry (COR).

5.3 Carving and Marking Note (CMN).

5.4 Maritime Labour Certificate (MLC).

5.5 Declaration of Maritime Labour Compliance (DMLC I).

5.6 Safe Manning Document (SMD).

5.7 Continuous Synopsis Record (CSR).

5.8 Ship Station Licence (SSL).

5.9 Certificate of Insurance for Civil liability for bunker oil pollution damage (Bunker Certificate).

5.10 Certificate of Insurance for Civil liability for oil pollution damage (CLC Certificate).

5.11 Certificate of Insurance or other financial security in respect of liability for the death of and personal injury to passengers (Athens Convention Certificate).

5.12 Exemptions and Dispensations (Permits).

5.13 Barbadian Authorisation of Service Prover (BASP).

5.14 Transcript.

5.15 Officer Certificate of Receipt of Application (CRA).

5.16 Officer Endorsements.

5.17 The lists above is not exhausted of all electronic documents issued by the BMSR.

6. BMSR Document Validation

6.1 Electronic documents either in printed or electronic form may be verified online in two ways:
1. by using the Quick Response (QR) Code found in in the bottom right-hand corner; or
2. via the online BMSR Portal.

6.2 For the validation of an electronic document the Document Control Number (DCN) is located in the bottom of the document.

6.3 Once the DCN has been entered, the “Document Authenticity Checked” page shows the details of the vessel or seafarer and on the bottom of the page the “Document Expiry Date” (if applicable) and the “Document Validity.”

6.4 Queries regarding the validation of electronic documents may be addressed to registry@barbadosmaritime.com.

7. BMSR Document Validity

7.1 When a document or a vessel is deleted from the registry, the validation of the electronic documents gives “VALIDATION FAILED: Barcode for that document type does not exist in our system.”

7.2 When a vessel is suspended from the registry the electronic documents still remain valid unless they have been deleted.

7.3 Withdrawn and expired electronic documents “Document Validity” reads “Superseded”.

Revision History

Version	Description of Revision
1.0	Supersedes Bulletin 336 & 342

20th August 2023 0

Bulletins

Bulletin 012 – Maintenance and Inspection of Fire Protection Systems and Appliances Rev.1.1

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

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1. References

a) International Convention for the Safety of Life at Sea, 1974, as amended (SOLAS);
b) Fire Safety Systems (FSS) Code;
c) IMO Circular MSC.1/Circ.1432 Revised Guidelines on maintenance and inspection of fire protection systems and appliances;
d) IMO Circular MSC.1/Circ.1318/Rev.1 Revised Guidelines for the maintenance and inspections of fixed carbon dioxide fire-extinguishing systems;
e) IMO Assembly Resolution A.951(23) Improved Guidelines for Maintenance for Marine Portable Fire Extinguishers;
f) IMO Assembly Resolution A.1156(32) Survey Guidelines under the Harmonized System of Survey and Certification (HSSC), 2021;
g) IMO Circular MSC/Circ.775 – Ships with Reduced Halon Quantities;
h) The International Code for the Construction and Equipment of Ships Carrying Liquefied Gases in Bulk (IGC Code);
i) IMO Circular MSC.1/Circ.1275 Unified interpretation of SOLAS chapter II-2 on the number and arrangement of portable fire extinguishers on board ships, as corrected by MSC.1/Circ.1275/Corr.1;
j) IMO Circular MSC/Circ.1002 Guidelines on alternative design and arrangements for fire safety, as corrected.
k) IMO Circular MSC.1/Circ.1395/Rev.4 Lists of solid bulk cargoes for which a fixed gas fire- extinguishing system may be exempted or for which a fixed gas fire-extinguishing system is ineffective;
l) IMO Circular MSC/Circ.670 Guidelines for the performance and testing criteria and surveys of high-expansion foam concentrates for fixed fire-extinguishing systems;
m) IMO Circular MSC/Circ.798 Guidelines for the performance and testing criteria and surveys of medium-expansion foam concentrates for fire-extinguishing systems;
n) IMO Circular MSC.1/Circ.1312 Revised guidelines for the performance and testing criteria, and surveys of foam concentrates for fixed fire-extinguishing systems, as corrected by MSC.1/Circ.1312/Corr.1;
o) IMO Circular MSC.1/Circ.1555 Unified interpretation of SOLAS chapter II-2;
p) IMO Circular MSC/Circ.1081 Unified interpretation of the Revised SOLAS chapter II-2;
q) IMO Circular MSC/Circ.849 Guidelines for the performance, location, use and care of emergency escape breathing devices (EEBDs);
r) IMO Resolution MEPC.269(68) 2015 Guidelines for the Development of the Inventory of Hazardous Materials.

2. Purpose

2.1 This Bulletin provides instructions for inspection, maintenance, testing and survey requirements of fire protection systems, appliances, and equipment.
2.2 The maintenance and inspection provisions for fixed carbon dioxide (CO2) fire-extinguishing systems reflects the latest requirements of MSC.1/Circ.1318/Rev.1.

3. Application

3.1 This Bulletin applies to all Barbadian vessels, except pleasure yachts.

4. Operational Readiness and Temporary Permits

4.1 All fire protection systems and appliances must be in good order and available for immediate use while the vessel is in service.
4.2 If a fire protection system is under maintenance, testing, repair, or not working, then the ISM Mangers have to provide suitable arrangements to ensure fire protection capability is not diminished by providing alternative fixed or portable fire protection equipment or other measures. The ISM Managers must request a Temporary Permit at ops@barbadosmaritime.com while the vessel is underway, or before it sails.

5. Onboard Maintenance and Competent Persons

5.1 As per MSC.1/Circ.1432 and MSC.1/Circ.1318/Rev.1, certain maintenance procedures and inspections may be performed by competent crew members who have completed an advanced fire-fighting training course meeting the requirements of Section A-VI/3 of the STCW code, while others should be performed by persons specially trained in the maintenance of such systems. The onboard maintenance plan should indicate which parts of the recommended inspections and maintenance are to be completed by trained personnel.
5.2 For the purpose of section 5.1, a “competent person” is defined as someone who has achieved a level of technical skill (incorporating theoretical knowledge and practical experience) to be able to complete a task or activity safely and to the specified standard. The ISM Managers 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.
5.3 Onboard maintenance and inspections are to be carried out in accordance with the vessel’s maintenance plan, which should include the minimum elements listed in sections 4 to 10 of MSC.1/Circ.1432.

6. Specific Requirements for Fire Detection Systems

6.1 As per MSC.1/Circ.1432 sample of fire detectors and manual call points should be tested monthly, so that all devices have been tested at least once every 5 years.
6.2 Testing of manual call-points should be conducted at the same time as the detector tests.
6.3 The monthly testing schedule is be prepared such that alternative detectors are physically tested at every monthly test. Remaining detectors must still to be visually inspected and/or tested with internal electronic self-test function, where provided.
6.4 For very large systems (1,000+ detectors), at least one detector should be physically tested in each large compartment, or one detector tested within several smaller compartments in the same locality within the same fire zone (e.g., multiple sleeping rooms on the same side of the ship located on the same deck and within the same fire zone). Whilst undertaking testing, all accessible detectors should be visually inspected for evidence of tampering, obstruction, etc.
6.5 At least one detector located along each cable line of the fire detection system and within each fire zone should be tested.
6.6 Where a fire detection system operating on an atmosphere sample extraction principal is installed the entire system should be physically tested every month. Where a ship fitted with such fire detection system undertakes laden voyages of longer than 1 month, the sample extraction fire detection system covering cargo compartments should be tested before loading cargo.

7. Specific Requirements for Fixed Gas Fire-Extinguishing Systems

7.1 Fixed gas fire-extinguishing systems have to be carefully and critically reviewed, routinely inspected, and maintained, verified, and tested to ensure that they will correctly operate during an emergency.
7.2 Monthly and annual inspections are to be carried out as per MSC.1/Circ.1432.
7.3 Flexible hoses have to be replaced at the intervals recommended by the manufacturer and in any case at intervals not exceeding 10 years.
7.4 Every two years (during the second or third periodical survey), fixed gas fire-extinguishing systems, except fixed carbon dioxide (CO2) extinguishing systems (see section 8 below), have to be checked by an authorised service facility acceptable to the vessel’s RO.
7.5 Every two years all high-pressure extinguishing agents, cylinders, and pilot cylinders have to be weighed or have their contents verified by other reliable means to confirm that the available charge in each is above 95% of the nominal charge. Cylinders containing less than 95% of the nominal charge have to be refilled.
7.6 Every year, blow dry compressed air or nitrogen through the discharge piping or otherwise confirm the pipe work and nozzles are clear of any obstructions. This may require the removal of nozzles, if applicable.
7.7 At least once every 10 years, a hydrostatic test and internal examination of 10% of the system’s extinguishing agent and pilot cylinders has to be conducted. If one or more cylinders fail, a total of 50% of the onboard cylinders have to be tested. If further cylinders fail, all cylinders have to be tested.
7.8 With cylinders for fixed-gas fire-fighting systems (except Halon) that have been date stamped before vessel delivery, the first 10-year hydrostatic test may be harmonized with drydocking at the second renewal survey under the HSSC. This is contingent on the initial date stamp (month/year) on the cylinder not exceeding 12 months before the vessel delivery date.

8. Specific Requirements for Fixed CO2 Systems

8.1 Monthly and annual inspections are to be carried out as per MSC.1/Circ.1318/Rev.1.
8.2 At least once in every 5-year period, control valves of fixed CO2 systems are to be internally examined to ensure they can operate freely.
8.3 At least biennially (at intervals of 2 years ± 3 months) in passenger ships, or at each intermediate, periodical or renewal survey (as per HSSC) in cargo ships, the following maintenance is be carried out (to assist in carrying out the recommended maintenance, examples of service charts are set out in the appendix of MSC.1/Circ.1318/Rev.1):
- .1 all high-pressure cylinders and pilot cylinders must be weighed or have their contents verified by other reliable means to confirm that the available charge in each is above 90% of the nominal charge. Cylinders containing less than 90% of the nominal charge should be refilled. The liquid level of low-pressure storage tanks must be checked to verify that the required amount of carbon dioxide to protect the largest hazard is available;
- .2 the hydrostatic test date of all storage containers must be checked. High-pressure cylinders and pilot cylinders should be subjected to periodical tests at intervals not exceeding 10 years. At the 10-year inspection, at least 10% of the total number provided must be subjected to an internal inspection and hydrostatic test. If one or more cylinders fail, a total of 50% of the onboard cylinders must be tested. If further cylinders fail, all cylinders must be tested. Before the 20-year anniversary and every 10-year anniversary thereafter, all cylinders must be subjected to a hydrostatic test. Flexible hoses must be replaced at the intervals recommended by the manufacturer and not exceeding every 10 years. When cylinders are removed for testing, the cylinders must be replaced such that the quantity of fire-extinguishing medium continues to satisfy the requirements of 2.2.1 of chapter 5 of the (FSS) Code, subject to SOLAS regulation II-2/14.2; and
- .3 the discharge piping and nozzles must be tested to verify that they are not blocked. The test should be performed by isolating the discharge piping from the system and blowing dry air or nitrogen from test cylinders or suitable means through the piping.
8.4 For the purpose of section 8.3.2 above, the BMSR interprets MSC.1/Circ.1318/Rev.1 as follows:
- .1 at the 10-year anniversary of the initial hydrotest, 10% of all CO2 cylinders are to be hydrotested. If one or more cylinders fail, a total of 50% of the onboard cylinders must be tested. If further cylinders fail, all cylinders must be tested;
- .2 prior to the 20-year anniversary of the initial hydrotest, all CO2 cylinders are to be hydrotested, however cylinders tested satisfactorily at the 10-year anniversary need not be tested;
- .3 at every 10-year anniversary thereafter, all CO2 cylinders are to be hydrotested.
8.5 For vessels aged between 20 and 30 years as of May 2021, all CO2 cylinders have to be hydrotested at the first drydock.
8.6 The ISM Managers can request a Temporary Permit from the BMSR to allow all hydrotests to be completed at the same time. Applications for the permit is to be submitted to BMSR at ops@barbadosmaritime.com by the ISM Managers and include:
- .1 The reason for not completing the hydrotest at 20 years;
- .2 The proposed testing schedule, which should ensure that all cylinders are hydrotested at the earliest opportunity, taking into account the vessel’s operations;
- .3 Most recent service reports for the untested cylinders, including content check (by weighing or ultrasonic level detection);
- .4 A statement from the Master attesting to the condition of the untested CO2 cylinders.
8.7 The above provisions apply equally to ships using a low-pressure high volume refrigerated vessel for liquified CO2 storage.
8.8 At least biennially (intervals of 2 years ± 3 months) in passenger ships or at each renewal survey in cargo ships, the following maintenance should be carried out by service technicians/ specialists:
- .1 where possible, all activating heads should be removed from the cylinder valves and tested for correct functioning by applying full working pressure through the pilot lines. In cases where this is not possible, pilot lines should be disconnected from the cylinder valves and blanked off or connected together and tested with full working pressure from the release station and checked for leakage. In both cases this should be carried out from one or more release stations when installed. If manual pull cables operate the remote release controls, they should be checked to verify the cables and corner pulleys are in good condition and freely move and do not require an excessive amount of travel to activate the system;
- .2 all cable components should be cleaned and adjusted as necessary, and the cable connectors should be properly tightened. If the remote release controls are operated by pneumatic pressure, the tubing should be checked for leakage, and the proper charge of the remote releasing station pilot gas cylinders should be verified. All controls and warning devices should function normally, and the time delay, if fitted should prevent the discharge of gas for the required time period; and
- .3 after completion of the work, the system should be returned to service. All releasing controls should be verified in the proper position and connected to the correct control valves. All pressure switch interlocks should be reset and returned to service. All stop valves should be in the closed position.

9. Specific Requirements for Halon Gas Systems

9.1 In accordance with Regulation of SOLAS II-2/10.4.1.3, fire extinguishing systems using Halon 1211, Halon 1301, Halon 2402, and perfluorocarbons are prohibited on all new buildings and on new installations on existing vessels.
9.2 In an existing installation and in the event of the discharge or loss of pressure of Halon gas cylinder(s), the BMSR might accept the replenishment of the discharged cylinder(s), if they remain in satisfactory condition.
9.3 The contents of the Halon cylinders should be weighed or have their contents verified by other reliable means at least every two years, plus or minus three months, as part of the survey for issuing the SOLAS Safety Equipment Certificate (SEC). This is to confirm that the available charge in each is above 95% of the nominal charge as far as reasonably practicable, as determined by the BMSR. Cylinders with less than 95% of the nominal charge should be refilled.
9.4 All Halon cylinders have to be hydrostatically tested:
- .1 after each 20 years of service;
- .2 before recharging a discharged cylinder; or
- .3 when visual inspection reveals a potential defect.
9.5 Hydrostatic test dates have to be stamped on the cylinders. Hydrostatic testing have to be performed by an authorised servicing facility certified by a government agency or RO. The facility must be acceptable to the attending RO surveyor. The same facility should recharge the cylinders after testing to demonstrate their serviceability.
9.6 Visual inspection and non-destructive testing (NDT) of Halon cylinders may be performed instead of hydrostatic testing by an authorised servicing facility which has been certified by a government agency or RO.
9.7 The safety of the vessel and its crew remains paramount and if Halon gas is not readily available, the ISM Managers have to ensure that the affected space has adequate temporary firefighting capability prior to departure from port.
9.8 The adequacy of any temporary arrangements and procedures is to be assessed by the RO prior to application for acceptance by the BMSR.
9.9 Application for acceptance of any temporary arrangements is to be made to the BMSR by the RO and, as per MSC/Circ.775, shall establish procedure to enable the ship to safely depart the port, call at specified ports for discharge or loading of cargo, and arrive at the port for rectification of the deficiency. Where, such a procedure should specify the “port and date of departure”, the “port of rectification of the deficiency”, the “maximum duration of the voyage” and the “ports of call and operations approved en route”.
9.10 There is currently no internationally agreed date for the phasing out of Halon gas in existing installations, however there may be local or regional regulations that impose restrictions on the use and/or phase out of Halon. The BMSR recommends that ISM Managers of affected Barbadian ships make themselves aware of any restrictions that may be applied by the country or region in which the ship is trading.
9.11 ISM Managers operating ships with existing Halon systems should note that the worldwide stock of Halon is diminishing, and it is strongly recommended that a plan is implemented for the replacement the Halon system on board.
9.12 It should be further noted that where Halon replenishment is not permitted by the country or region in which the ship is operating, the ship may be detained and/or prohibited from leaving port until a new fixed firefighting system is installed.
9.13 Details of any proposed replacement of a system containing Halon must be forwarded to the BMSR for review by the RO.
9.14 As per MEPC.269(68), the Halons are Ozone Depleting Substances (ODS) and the Supplement to the International Air Pollution Prevention Certificate may identify the presence of onboard. The ODS Record Book must be kept up to date and may form part of an existing logbook or electronic record book.

10. Specific Requirements for Fixed Dry Chemical Powder Fire-Extinguishing Systems

10.1 Monthly and annual inspections are to be carried out as per MSC.1/Circ.1432.
10.2 Every 10 years fixed dry chemical powder fire-extinguishing systems have to be serviced and tested in accordance with the manufacturer’s and the RO’s requirements. Particular attention must be paid to the powder condition for any signs of moisture ingress and that its properties remain as per the type approval.
10.3 In accordance with MSC.1/Circ.1432, two-yearly inspections have to be carried out on fixed, dry chemical powder systems by an authorised service facility acceptable to the vessel’s RO or the attending RO surveyor(s), who have to perform a general distribution piping and installation examination of the dry chemical powder fire-extinguishing system to confirm, to the extent possible, that the system has not been modified from its original installation.
10.4 This verification should also include the following minimum requirements:
- .1 the piping distribution system have to be blown through with nitrogen (N2) or dry air to ensure it is free of any obstruction. The nozzles, if any, have to be removed to ensure that they are free and not blocked during the blow-through operation;
- .2 operational testing of local and remote controls and section valves;
- .3 the contents verification of propellant gas cylinders containing N2, including remote operating stations, must be confirmed;
- .4 flexible discharge hoses have to be inspected to confirm that they are maintained in good condition and have not perished, especially when located on open decks. In case of any doubt, the hoses have to be subjected to a full working pressure test;
- .5 the dry chemical powder containment tank and its associate safety valves have to be inspected for signs of corrosion or deterioration which may affect the safety of the system. In case of any doubt, the tank has to be tested, and safety valve set points adjusted and confirmed by the authorised service facility.

11. Specific Requirements for Alternative Fixed Gas Firefighting Media

11.1 Alternative firefighting systems referred in Chapter II-2 of SOLAS and the IGC Code for protection of machinery and accommodation spaces, pump rooms and cargo spaces may be fitted on board, subject to the approval, including any attached conditions, of a Barbados RO or a SOLAS contracting Government in accordance with the requirements for alternative fire- fighting systems and relevant guidance stated in IMO Circular MSC/Circ.1002. The BMSR must receive prior notification of intention to fit an alternative system which has not been previously accepted by the BMSR.
11.2 The BMSR accepts the use of (non-asphyxiating) fire extinguishing agents in machinery spaces for which no specific provisions for fire-extinguishing appliances are prescribed under the provisions of Chapter II-2 of SOLAS, (such as “NovecTM 1230” fluid, INERGEN, FM 200, etc.). Acceptance of such agents is subject to conditions, agreed on a case-by-case basis, appropriate to the space in question and provided that the space is not connected to an accommodation space.

12. Specific Requirements for Alternatives to Ineffective Fixed Gas Firefighting Systems

12.1 Water supplies as defined in SOLAS Regulation II-2/19.3.1.2 are considered an alternative for the ineffective fixed gas fire-extinguishing system, when ships are allowed to carry cargoes contained in MSC.1/Circ.1395/Rev.4, Table 2. Such an arrangement has to be verified for compliance by the vessel’s RO.

13. Specific Requirements for Foam Concentrates: Fixed Fire-Extinguishing Systems and Portable Applications

13.1 The first periodical control for foam concentrates (except protein-based, alcohol-resistant ones) should be performed not more than three years after being supplied to the ship, and after that, every year. These tests should be conducted by laboratories or authorised service suppliers acceptable to the RO.
13.2 Protein-based, alcohol-resistant foam concentrates should be subjected to a chemical stability test before delivery to the vessel and annually thereafter.
13.3 Guidance on performance and testing criteria and surveys of low, medium, and high-expansion concentrates for fixed fire-extinguishing systems are found in IMO Circulars MSC/Circ.670, MSC/Circ.798, and MSC.1/Circ.1312.
14.4 In accordance with MSC.1/Circ.1432 portable containers or portable tanks containing foam concentrate (excluding protein-based ones), less than 10 years old, that remain factory sealed, may normally be accepted without carrying out the periodical foam control tests referred to in MSC.1/Circ.1312.
13.5 Protein-based foam concentrate portable containers and portable tanks have to be thoroughly checked. If more than five years old, the foam concentrate has to be given the periodical foam control tests required or renewed, as referred to in MSC.1/Circ.1312.

14. Specific Requirements for Portable Fire Extinguishers and Spare Charges

14.1 All portable fire extinguishers have to be periodically inspected in accordance with the manufacturer’s instructions.
14.2 Where recharged on board, all portable fire extinguishers should be provided with a visual discharge indicator. The manufacturer’s instructions for recharging should be available onboard.
14.3 All portable fire extinguishers must be serviced at intervals not exceeding one year.
14.4 At least one extinguisher of each type, manufactured in the same year and kept on board a ship, should be test discharged at five-year intervals as part of a fire drill.
14.5 All fire extinguishers, together with propellant cartridges, must be hydrostatically tested in accordance with the recognized standard or the manufacturer’s instructions at intervals not exceeding 10 years.
14.6 A hydrostatic test may be also required by the RO Surveyor or BMSR Appointed Nautical Inspector (ANI) if visual examination indicates a potential defect in the cylinder.
14.7 Service and inspection should only be undertaken by, or under the supervision of, a person with demonstrable competence, based upon the inspection guide in A.951(23) (Table 9.1.3).
14.8 The hydrostatic test date must be permanently and clearly marked on the bottles.
14.9 The servicing facility performing the hydrostatic tests have to be:
- .1 certified by a government agency or an RO; and
- .2 accepted by the vessel’s RO or the extinguisher manufacturer
14.10 The same facility should recharge the cylinder after testing to demonstrate serviceability.
14.11 The number of portable fire extinguishers on board should be determined as follows:
- .1 Vessels built prior to 01 January 2009 – the number of portable fire extinguishers provided is to satisfy the requirements of the relevant Classification Society. In accommodation spaces, service spaces and control stations on vessels of 1,000 gross tonnage and upwards, no less than five (5) portable fire extinguishers are to be provided. ISM Managers are encouraged to apply the provisions of MSC.1/Circ.1275 where practicable.
- .2 Vessels built on or after 01 January 2009 – the number of portable fire extinguishers to be provided should be determined in accordance with MSC.1/Circ.1275. In accommodation spaces, service spaces and control stations on ships of 1,000 gross tonnage and upwards, no less than five (5) portable fire extinguishers are to be provided.
14.12 The minimum number of spare charges carried on board for portable & semi-portable extinguishers shall be in accordance with SOLAS Chapter II-2, namely:
- .1 100% for the first ten (10) extinguishers; and
- .2 50% for the remaining extinguishers up to a maximum of sixty (60).
14.13 Additional extinguishers of the same type and capacity shall be carried in lieu of spare charges for any extinguishers which cannot be charged on board.

15. Specific Requirements for Ten-Year Servicing: Water Mist, Water Spray, and Sprinkler Systems

15.1 The hydrostatic test and internal examination for gas and water pressure cylinders has to be conducted in accordance with EN 1968:2002+A1, Transportable Gas Cylinders – Periodic Inspection and Testing of Seamless Steel Gas Cylinders, or equivalent RO requirements. See also section 7.8 above of this Bulletin about harmonization with drydocking.

16. Specific Requirements for Self-Contained Breathing Apparatus

16.1 Self-Contained Breathing Apparatus (SCBA) Cylinders should be inspected weekly to ensure that they are in the correct pressure range.
16.2 A responsible ship’s officer must inspect SCBAs at least once a month.
16.3 All SCBAs and their onboard means of recharging (if fitted) have to be inspected and tested at least annually by competent crew members unless manufacturers require annual servicing by an authorised agent.
16.4 The tests and examinations required by the HSSC must be carried out in the presence of an RO surveyor.
16.5 Hydrostatic testing of SCBA cylinders has to be carried out once every five years. Where:
- .1 the hydrostatic test date must be permanently marked on the bottles;
- .2 intervals for hydrostatically testing cylinders of the ultra-lightweight type may vary and will depend upon the requirements of the cylinder manufacturer and the ship’s RO.
- .3 cylinder servicing has to be performed to the satisfaction of the RO surveyor.
16.6 In cases where SCBA cylinders have been date stamped before a vessel’s delivery, the first five-year hydrostatic test may be harmonised with drydocking at the First Special Survey under the HSSC. This is possible provided that the initial date stamp (month/year) on the cylinder is not more than six months before the vessel delivery date.
16.7 Two interchangeable spare charges suitable for SCBA use have to be provided for each required apparatus.
16.8 In accordance with SOLAS II-2/10, only one interchangeable spare charge is needed for each required apparatus on passenger ships carrying not more than 36 passengers and cargo ships. A suitably located means for fully recharging breathing air cylinders, free from contamination, is required for passenger ships constructed on or after 01 July 2010 carrying more than 36 passengers.
16.9 All vessels, unless provided with an onboard means of recharging breathing apparatus cylinders, are required to have a suitable number of spare cylinders to replace those used during training or drills. The BMSR does not prescribe any minimum number. The shipboard SMS should include provisions to ensure that sufficient spares are available onboard (see also IMO Circular MSC.1/Circ.1555) corresponding to the number of breathing apparatuses being used during drills.

17. Specific Requirements for Emergency Escape Breathing Devices

17.1 The BMSR considers the Guidelines contained in MSC/Circ.849 to be mandatory.
17.2 Only control spaces and workshops that are remotely located from the machinery space escape routes should be considered to comply with MSC/Circ.849, paragraph 4.6.
17.3 To comply with MSC/Circ.849, paragraph 4.6, a minimum of two EEBDs should be located on each level of the machinery space. If a machinery space contains an enclosed primary escape trunk with a door at each level, only one EEBD need be located on each level.
17.4 With reference to section 17.3 above, the term level should be interpreted as meaning a deck where watchstanding personnel reside, workshops and control stations are located, or the crew may be employed during routine maintenance. In essence, two EEBDs are required only on those deck “levels” where people are likely to be employed. Platform decks that serve to divide long ladders into segments and partial decks where personnel are not likely to be employed for any significant period of time are not considered as “levels” and do not require EEBDs.
17.5 An EEBD must not be used under any circumstances to enter an enclosed shipboard space in which the atmosphere is known or suspected to be oxygen-depleted or enriched, toxic, or flammable.
17.6 EEBDs have to be examined and maintained in accordance with the manufacturer’s instructions, including those for hydrostatic testing.
17.7 It should be noted that when an EEBD is fitted with a small capacity oxygen cartridge (two inches (50.8mm) or less in diameter), some manufacturers specify a fixed service life without scheduled hydrostatic pressure testing. In the absence of manufacturer’s instructions, hydrostatic testing has to be carried out at intervals not exceeding five years, unless specifically prohibited by the manufacturers.
17.8 In cases where EEBD cylinders have been date stamped before delivery of a vessel, the first hydrostatic test may be harmonized with drydocking at the First Special survey under the HSSC. This is provided that the initial date stamp (month/year) on the cylinder is not more than six months before the vessel delivery date.
17.9 Maintenance requirements, manufacturer’s trademark and serial number, shelf life with accompanying manufacture date, and name of the approving authority have to be printed on each EEBD as per MSC/Circ.849, paragraph 5.3.
17.10 Sufficient spare EEBDs should be on board to replace units that are used, reach their expiry date, or otherwise become unserviceable. MSC/Circ.1081 addresses the number of EEBDs, including spares, required under SOLAS II-2.

18. Additional Survey Requirements

18.1 In surveying the safety equipment on a vessel, the RO has to verify that:
- .1 all firefighting equipment has been inspected and maintained in accordance with the manufacturer’s instructions and the foregoing requirements; and
- .2 the manufacturer’s maintenance instructions are on board; and
- .3 records of inspections, maintenance and pressure tests are maintained as per section 18.3 below; and
- .4 spare charges or extinguishers are provided in accordance with sections paragraphs 14.12 and 14.13 above.
18.2 The RO has to refer to the BMSR, with relevant recommendations, any cases where a Barbados vessel does not satisfy the foregoing requirements, prior to the issue or endorsement of a Cargo Ship Safety Equipment Certificate, Passenger Ship Safety Certificate or any other statutory certificate that relates to safety equipment.
18.3 The following records have to be maintained on board:
- .1 Weekly testing and inspections;
- .2 Monthly testing and inspections;
- .3 Quarterly testing and inspections;
- .4 Annual testing and inspections;
- .5 Two-year testing and inspections;
- .6 Five-year service;
- .7 Ten-year service.

Revision History

Version	Description of Revision
1.0	Supersedes old INFORMATION BULLETIN No. 230
1.1	Amended effective date from 25/May/2021 to 23/Sep/2022.

19th August 2023 0

Bulletins

Bulletin 281 : Fuel Oil Consumption Data Rev.1.0

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IMOFUEL OIL CONSUMPTION DATA COLLECTION

Application: Owners and operators of ships that are subject to air emission controls under MARPOL Annex VI

Amendments to MARPOL Annex VI requiring mandatory fuel oil consumption data collection and reporting were adopted in 2016 and will enter into force on 1 March 2018, with the first reporting period being for the 2019 calendar year. The LR notice describing this process is concise and is reproduced below:

IMO has previously agreed to address ship energy efficiency through a three-step approach:

1. Data collection
2. Data analysis
3. Deciding on what further measures, if any, are required

The recent IMO MEPC 70 meeting worked on the data collection stage and adopted amendments to MARPOL Annex VI, Chapter 4. These mean that:

Ships of 5,000 GT and above will be required to submit to their Administration annual reports on fuel consumption and transport work parameters, via a methodology to be included in the Ship Energy Efficiency Management Plan (SEEMP).

Upon verification of the submitted data, the Administrations will issue to the ships a Statement of Compliance related to fuel oil consumption.

Finally, the Administrations will submit aggregate data to the IMO, which will maintain an anonymised IMO Ship Fuel Oil Consumption Database.

Ships will need to use a standardised reporting format, developed by the IMO, to submit data on: Identity of the ship

IMO number

Technical characteristics of the ship

ship type
gross tonnage (GT)
net tonnage (NT)
deadweight tonnage (DWT)
power output (rated power) of main and auxiliary reciprocating internal combustion engines over 130 kW (kW)
Energy Efficiency Design Index (EEDI) (if applicable)
Ice class (if applicable)

Fuel oil consumption, by fuel oil type, in metric tonnes, and methods used for collecting fuel oil consumption data
Distance travelled
Hours under way

Shipowners and operators will need to start considering the means for collecting the fuel oil consumption data that is most appropriate for each ship and updating the SEEMPs of their ships to reflect this process.

Additional IMO guidance

MEPC 70 adopted the text of a resolution on 2016 Guidelines for the development of a Ship Energy Efficiency Management Plan (SEEMP) which supersedes the 2012 Guidelines (MEPC.213(63)).

The IMO is also developing Draft Guidelines for Administration data verification procedures in order to assist Administrations with the verification of the reported data and the issuance of the Statement of Compliance. MEPC 71 finalised and adopted these guidelines

19th August 2023 0

Bulletins

Bulletin 229 : Yacht Manning Scales Rev.1.0

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To all Yacht owners, managers, operators

Manning Scales for Commercial Yachts over 24m Load Line Length and under 3000 GRT

COMMERCIAL YACHTS UNDER 500 GRT

Miles from a Safe Haven	Personnel	>24m <200 GRT	200 - 500 GRT
Up to 60	Master	(1) YM Offshore	(1) Master (Y)
	Chief Officer		(1) Coastal Skipper
	OOW Nav.
	Ch. Engineer	(1) AEC	(2) ch. Eng. (Y4)
	2nd Engineer
	Asst. Engineer		(1) AEC
	Yacht Rating	(1)	(2)

Miles from a Safe Haven	Personnel	>24m <200 GRT	200 - 500 GRT
Up to 150	Master	(1) YM Offshore	(1) Master (Y)
	Chief Officer	(1) Coastal Skipper	(1) YM Offshore
	OOW Nav.
	Ch. Engineer	(1) MEOL (Y)	(2) ch. Eng. (Y3)
	2nd Engineer
	Asst. Engineer
	Yacht Rating	(1)	(2)

Miles from a Safe Haven	Personnel	>24m <200 GRT	200 - 500 GRT
Over 150	Master	(1) YM Ocean	(1) Master (Y)
	Chief Officer	(1) YM Offshore	(1) OOW (Y)
	OOW Nav.		(1) YM Offshore
	Ch. Engineer	(1) Ch. Eng (Y4)	(2) ch. Eng. (Y3)
	2nd Engineer		(2) ch. Eng. (Y4)
	Asst. Engineer	(1) AEC
	Yacht Rating	(2)	(2)

Any change to the minimum numbers and/or minimum qualifications shown above must be submitted to Barbados Ships’ Registry for consideration and approval.

A deck officer with an AEC or MEOL qualification will be accepted for the engineering post requiring that qualification providing he is not the Master and minimum safe manning numbers are maintained.

For Yachts under 500 GRT of 3000kW, the requirements for engineers will be as shown above provided there is a simple engine room layout and engine configuration. Where engine power is over 3000 kW and engine room layout and engine configuration are complicated, these requirements may be re-assessed by BMSR.

Manning Scales for Commercial Yachts over 24m Load Line Length and under 3000 GRT

Miles from a Safe Haven	Personnel	500 — 3000 GRT <3000 kW	500 - 3000 GRT 3000 kW to <6000 kW	500 - 3000 GRT 6000kW to <9000kW
Up to 60	Master	(1) Master (Y)	(1) Master (Y)	(1) Master (Y)
	Chief Officer	(1) OOW (Y)	(1) OOW (Y)	(1) OOW (Y)
	OOW Nav.
	Ch. Engineer	(1) Ch. Eng (Y3)	(1) ch. Eng. (Y2)	(1) ch. Eng. (Y1)
	2nd Engineer
	Asst. Engineer	(1) MEOL (Y)	(1) MEOL (Y)	(1) MEOL (Y)
	Yacht Rating	(2)	(2)	(2)

Miles from a Safe Haven	Personnel	500 — 3000 GRT <3000 kW	500 - 3000 GRT 3000 kW to <6000 kW	500 - 3000 GRT 6000kW to <9000kW
Up to 150	Master	(1) Master (Y)	(1) Master (Y)	(1) Master (Y)
	Chief Officer	(1) Chief Mate (Y)	(1) Chief Mate (Y)	(1) Chief Mate (Y)
	OOW Nav.
	Ch. Engineer	(1) Ch. Eng (Y2)	(1) Ch. Eng. (Y2)	(1) Ch. Eng. (Y1)
	2nd Engineer	(1) Ch. Eng (Y3)	(1) Ch. Eng (Y3)	(1) Ch. Eng (Y2)
	Asst. Engineer
	Yacht Rating	(2)	(2)	(2)

COMMERCIAL YACHTS OVER 500 GRT

Miles from a Safe Haven	Personnel	500 — 3000 GRT <3000 kW	500 - 3000 GRT 3000 kW to <6000 kW	500 - 3000 GRT 6000kW to <9000kW
Over 150	Master	(1) Master (Y)	(1) Master (Y)	(1) Master (Y)
	Chief Officer	(1) Chief Mate (Y)	(1) Chief Mate (Y)	(1) Chief Mate (Y)
	OOW Nav.	(1) OOW (Y)	(1) OOW (Y)	(1) OOW (Y)
	Ch. Engineer	(1) Ch. Eng (Y2)	(1) Ch. Eng. (Y1)	(1) Ch. Eng. (Y1)
	2nd Engineer	(1) Ch. Eng (Y3)	(1) Ch. Eng (Y3)	(1) Ch. Eng (Y1)
	Asst. Engineer
	Yacht Rating	(2)	(2)	(2)

Any change to the minimum numbers and/or minimum qualifications shown above must be submitted to Barbados Ships’ Registry for consideration and approval.

All officers holding recognised STCW certificates of competency may apply to Barbados Ships’ Registry for issue of a Barbados Endorsement.

19th August 2023 0

Category: Bulletins

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

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

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

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

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

1. References

2. Purpose

3. Application

4. Operational Readiness and Temporary Permits

5. Onboard Maintenance and Competent Persons

6. Specific Requirements for Fire Detection Systems

7. Specific Requirements for Fixed Gas Fire-Extinguishing Systems

8. Specific Requirements for Fixed CO2 Systems

9. Specific Requirements for Halon Gas Systems

10. Specific Requirements for Fixed Dry Chemical Powder Fire-Extinguishing Systems

11. Specific Requirements for Alternative Fixed Gas Firefighting Media

12. Specific Requirements for Alternatives to Ineffective Fixed Gas Firefighting Systems

13. Specific Requirements for Foam Concentrates: Fixed Fire-Extinguishing Systems and Portable Applications

14. Specific Requirements for Portable Fire Extinguishers and Spare Charges

15. Specific Requirements for Ten-Year Servicing: Water Mist, Water Spray, and Sprinkler Systems

16. Specific Requirements for Self-Contained Breathing Apparatus

17. Specific Requirements for Emergency Escape Breathing Devices

18. Additional Survey Requirements

IMOFUEL OIL CONSUMPTION DATA COLLECTION

Additional IMO guidance

To all Yacht owners, managers, operators

OUR CONTACT DETAILS

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