Bulletins

Bulletin 001 – Bulletin System

https://barbadosmaritime.org/wp-content/uploads/2022/05/B001-Bulletin-System.pdf Bulletin 001 – Bulletin System Version No. 1.1 Issue Date 01/Jan/2022 Effective Date 01/Jan/2022 Bulletin 001 - Bulletin System Notice to: Shipowners, Operators, Officers, Flag State Inspectors and Recognised Organisations Page 1 of 3 References Barbados Merchant Shipping Act (CAP 296) Barbados Merchant Shipping Regulations Barbados Merchant Shipping Regulations Barbados Marine Notices Purpose This Bulletin describes the use of the Barbados Maritime Ship Registry (BMSR) Bulletin System for Barbadian ships. Application This Bulletin applies to all Barbadian ships above 150 GT that are engaged in international voyages. Introduction The Company and the master shall ensure that all persons joining a ship or unit are immediately given appropriate familiarization training with respect to the ship for emergency, safety and if applicable security in addition to their respective duties and functions. The Company and the master of a ship shall ensure that watch standards and arrangements as outlined in STCW Convention Chapter VIII are always maintained. The national mandatory requirements for all Barbadian ships are set by the Minister and/or Marine Administration through the Marine Shipping Act, Regulations and The Marine Notices. The international mandatory requirements for all Barbadian ships are set by The IMO Instruments. The BMSR bulletins are only to support the Merchant Shipping Act, Regulations, Marine Notices, and IMO Instruments and to provide an easy reference and of all the national and international requirements for Barbadian ship engaged in international voyages. To improve clarity and make sure compliance with latest requirements, the BMSR has decided to reorganise the information currently provided in Bulletin, their numbering and layout. Bulletins are provided with the letter “B” and three number identification, e.g., B001. Bulletin 001 - Bulletin System Rev. 1.1 Page 2 of 3 Bulletins specific for yacht are provided with the letter “Y” and three number identification, e.g., Y001. Existing bulletins will continue to be valid until they are replaced by new version. Each bulletin has an issue date which when it is published, and effective date from which the bulletin enters into effect. This is to allow the BMSR to provide information ang guidance on eventual upcoming new regulations. It should be noted that specific bulletin may be reserved for future use (e.g., where referenced in legislation) so they may not be published in numerical order. All bulletins are available on the BMSR website. Bulletins when downloaded from the BMSR website are uncontrolled, therefore the BMSR website should be checked for the latest version of this or of any other bulletin. Use and retention of Bulletins Companies shall ensure that the contents of Bulletins, which are relevant to their operations, are incorporated into their safety management system procedures. Copies of relevant Bulletins, in their latest revision, shall be retained in Company offices and on board all Barbadian ships. Recognised Organisations and BMSR Nautical Inspectors must ensure that the contents of relevant BMSR Bulletins are incorporated in their procedures relating to their Barbados delegation. Distribution of BMSR Bulletins Notification of the addition, or revision, of a document is sent by automatic emails. To subscribe and receive latest Bulletins, it is essential to register on the BMSR website and provide First Name, Last Name and Email Address. Subscription is free of charge. Bulletin 001 - Bulletin System Rev. 1.1 Page 3 of 3 Revision History Version Description of Revision 1.0 First Issue 1.1 Updated to reflect changes to URLs and bulletin subscription form

Bulletin 002 - Vessel Registration & Register Alterations

https://barbadosmaritime.org/wp-content/uploads/2022/06/B002-Vessel-Registration-Register-Alterations.pdf Bulletin 002 - Vessel Registration & Register Alterations Version No. 1.1 Issue Date 01/Jul/2022 Effective Date 01/Jul/2022 Bulletin 002 - Vessel Registration & Register Alterations Notice to: Shipowners, Operators, Officers, Flag State Inspectors and Recognised Organisations Page 1 of 9 References Barbados Merchant Shipping Act (CAP 296) Facilitation (FAL) Committee Circular - FAL.5/Circ.39/Rev.2/Corr.1 1 January 2017 Advantages of Barbados Registration The Barbados Maritime Ship Registry (BMSR) offers competitive Initial Registration and Annual Fees, details of which can be found on the BMSR website. See Barbados Maritime Ship Registry Fees. The BMSR is on the Paris MOU Whitelist and is qualified for USCG Qualship21 Program. The BMSR has: A friendly and dedicated team to guide through the registration process. A network of worldwide Regional Registrars to help and advise on the registration process and seafarer endorsement applications. An independent qualified and professional network of Authorised Nautical Inspectors (ANIs) to perform Flag inspections worldwide without delays to a vessel’s schedule. The BMSR provides: 24/7 Technical Support, to ensure compliance with Barbadian Laws and IMO standards is maintained at all times. Assistance from qualified and experienced professionals to help and advise on PSC inspections. 24/7 vessel registration. Fast registration within a day when all documentation is received. Electronic ship certificates (Certificate of Registry (COR), Safe Manning Document (SMD) and etc.), as per Facilitation (FAL) Committee Circular - FAL.5/Circ.39/Rev.2/Corr.1 1 January 2017. This saves on courier fees and enables certificates to be delivered on board on time. Purpose This Bulletin is to help through the registration and any register alteration processes by explaining the procedures and documentation required for ships and yachts (here after both referred to as “vessel”) joining the BMSR and for any alteration to a vessel already in the Barbadian Registry. Principal Registrar and Regional Registrars The registration of a vessel to become a Barbadian vessel can be processed through the London Office or any appointed Regional Registrars located at strategic ports around the world. Their details are available on the BMSR website. Bulletin 002 - Vessel Registration & Register Alterations Rev. 1.1 Page 2 of 9 Eligibility As per the Barbados Merchant Shipping Act (CAP 296) Sec. 9(1), any ship of 150 GT and above and any yacht engaged in international voyages may be approved for registration by the Principal Registrar. Ships, and yachts when applicable, are to be classed by an IACS Member. Any new vessel or any existing vessel up to 20 years of age is eligible to be registered with the BMSR. Vessel eligibility is assessed by the Principal Registrar based on vessel’s history and PSC performance in the last 3 years. Vessels of 21 years of age or older, up to 25 years of age, are considered for registration at the Principal Registrar’s discretion. A vessel under repair or on Lay-up may be considered for provisional registration providing that the vessel undergoes a pre-registration inspection before it commences trading. The vessel has to undergo an initial inspection when in the water and in an operational condition. Pre-Registration Enquires Any enquiry regarding vessel registration is to be submitted to ops@barbadosmaritime.com. Any enquiry for registration has to include as a minimum: Vessel Name and IMO number; Gross and Net Tonnage; Type and Age of the vessel; Vessel Manager Name and IMO number Pre-Registration Inspection Requirements New vessels and existing vessels up to 12 years of age are assessed and accepted for registration without a pre-registration inspection. Vessels of 13 years of age or older, up to 20 years of age, might be subject to a preregistration inspection at the Principal Registrar’s discretion. Vessels of 21 years of age or older, up to 25 years of age, are required to undergo a preregistration inspection. A pre-purchase survey can be accepted in lieu of the pre-registration inspection on a caseby-case basis. The pre-purchase survey report shall be no older than 30 days from the application. Alternative Entry Scheme In cases where a seller does not allow additional pre-purchase survey and/or in case the vessel is at a port where a pre-registration inspection cannot be undertaken, an Alternate Entry Scheme may be utilised. Bulletin 002 - Vessel Registration & Register Alterations Rev. 1.1 Page 3 of 9 Under this Scheme a vessel may be provisionally registered, subject to satisfactory assessment by the Principal Registrar, for a maximum period of thirty (30) days. Within this period the vessel must complete all stipulated inspections and thereby be in a position to be permanently registered. Provisional Registration A vessel is first registered on provisional registration and can operate as soon as it is issued with a provisional Certificate of Registry (COR). The COR is valid for 6 months giving the owner/manager time to comply with all conditions for full registration. As per the Barbados Merchant Shipping Act (CAP 296), the port of registry of all Barbados vessels is “Bridgetown”. The required registration and annual fees are to be paid upon provisional registration of the vessel and are not refundable. If the vessel’s registration is not completed before the COR expires, the vessel in question is liable to cease to be recognized as Barbadian. When the COR expires and the ship is not permanently registered, the vessel cannot apply again for registration within one year of the issue date of the first provisional COR. In special circumstances assessed by the Principal Registrar, Provisional Registration can be extended for up to a maximum of a further 6 months, for a total of 1 year of Provisional Registration. The reissuance of a provisional COR after 6 months of provisional registration will be charged with an extra fee. Please See Barbados Maritime Ship Registry Fees. This extra charge is designed to ensure that the shipowner has made proper preparation, including any mortgage arrangements, for full registration in good time. On completion of the requirements for Provisional Registration, the BMSR issues the following: Provisional Certificate of Registration (COR); Safe Manning Document (SMD); Initial Continuous Synopsis Record (CSR) (subject to receipt of the final CSR from former flag); Ship Station Licence (SSL); Carving & Marking Note (CMN); Declaration of Maritime Labour Compliance Part I (DMLC Part I) Bunker Oil Pollution Damage (Bunker) Certificate, if required; Oil Pollution Damage (Tanker CLC ) Certificate, if required. To issue a new CSR a complete CSR Amendment Form 2 is to be submitted to the BMSR. On completion of registration the Transcript of Register is issued only upon request by the shipowner, ship managers and any third party on request. Bulletin 002 - Vessel Registration & Register Alterations Rev. 1.1 Page 4 of 9 LRIT Registration on Data Centre When a vessel is provisionally registered the following data has to be entered onto the LRIT Data Centre. This is usually dealt with by the authorised service provider Fulcrum Maritime Systems Ltd. (www.fulcrum-maritime.com), that is also authorised as Application Service Provider (ASP) to perform the LRIT Conformance Test Report (CTR) in accordance with the current LRIT performance standards and functional requirements. Permanent Registration On completion of the requirements for Permanent Registration, the BMSR issues the following: Permanent Certificate of Registration (COR); The permanent COR has 5 years validity and needs to be revalidated and reissued at or before the expiry date. A vessel can be permanently registered upon receipt of: Certificate of Deletion from the losing Registry; Final (deletion) CSR from the losing Registry; Carving and Marking Note signed by ANI; Sighting of original Bill of Sale and/or Builder’s Certificate; Initial flag Inspection report. Vessels that are permanently registered have to pay Annual fees, which are to be paid on the 1st of January of each subsequent year. Failure to do so may lead to deletion of the vessel from the register. Vessels that have to move from one port to another to complete repairs or re-activation, and have not completed the Initial inspection, can do so with the prior knowledge of the BMSR and under conditions applied by their Classification Society through the issue of a Conveyance Certificate. Registration – Application Shipowners, agents or vessel managers seeking registration with the BMSR should initially submit Form 4 - Application for Registration or Change of Name of a Ship by email to registry@barbadosmaritime.com. The list of forms and documents for Provisional and Permanent Registration of a ship are indicated on Checklist 02 Ship Registration. The list of forms and documents for Provisional and Permanent Registration of a yacht are indicated on Checklist 01 Yacht Registration. Upon receipt of Form 4 - Application for Registration or Change of Name of a Ship , the London Office will allocate and provide the following: Call Sign Official Number (O/N); Maritime Mobile Service Identity (MMSI) Number; Bulletin 002 - Vessel Registration & Register Alterations Rev. 1.1 Page 5 of 9 If the vessel joining the Registry is flagged with another Administration, the BMSR must receive from the owner a Transcript of Register for provisional registration confirming that no encumbrances remain against the vessel, for permanent registration. Bareboat Charter Out The Barbados Merchant Shipping Act (CAP 296) allows any vessel registered in Barbados to be dual registered under a bareboat charter out agreement to a Secondary Registry (flag), whilst also maintaining Barbadian registration, on the following conditions: The laws of the second flag allow it; A bareboat charter Party is established between the shipowner and the charterer; Mortgagee’s Consent (if applicable) to transfer out to Secondary Registry; The Secondary Registry cannot make any changes to the vessel’s registered details without first informing the BMSR (Primary Registry); The Secondary Registry cannot enter nor delete Bills of Sale or Mortgages against the vessel under any circumstances. During the period the vessel is bareboat chartered out of the Barbados Registry the only actions allowed to be recorded on the Barbados Registry are Mortgages, Transfers and Sale of the Vessel. The BMSR Permanent COR must be removed from the vessel. A vessel applying to register as Bareboat Charter Out can do so by submitting an email to registry@barbadosmaritime.com the documents as per Checklist 09 Bareboat (Demise Charter). On completion of the requirements for Charter Out Registration, the BMSR issues the following: Barbados Letter of Authority (Stating No mortgage shall be recorded in Secondary Registry during period of the said Charter) Barbados Demise Charter Out - Certificate of Suspension Bareboat Charter In The Barbados Merchant Shipping Act (CAP 296) allows any vessel registered on Primary Registry (flag) to be dual registered under a bareboat charter in agreement to with the Barbados flag (Secondary Registry), whilst also maintaining registration with the Primary Registry, on the following conditions: The laws of the second flag allow it; A bareboat charter Party is established between the shipowner and the charterer; Mortgagee’s Consent (if applicable) to transfer out to the BMSR; The BMSR cannot make any changes to the vessel’s registered details without first informing the Primary Registry; The BMSR cannot enter or delete Bills of Sales or Mortgages against the vessel under any circumstances. During the period the vessel is bareboat chartered into the Barbados Registry all ship certificates are issued by the BMSR, but the BMSR cannot record/Discharge/Transfer and process the sale of the vessel. Bulletin 002 - Vessel Registration & Register Alterations Rev. 1.1 Page 6 of 9 The Secondary Registry Permanent COR must be removed from the vessel. A vessel applying to register as Bareboat Charter In can do so submitting by email to registry@barbadosmaritime.com the documents as per Checklist 09 Bareboat (Demise Charter). On completion of the requirements for Charter In Registration, the BMSR issues the following: Letter to the Primary Registry confirming acceptance by the BMSR; Barbados Demise Charter In Certificate of Registry; Safe Manning Document (SMD); Continuous Synopsis Record (CSR) (initial) ) (subject to receipt of the final CSR from former flag); Ship Station Licence (SSL); Carving & Marking Note (CMN); Declaration of Maritime Labour Compliance Part I (DMLC Part I) Bunker Oil Pollution Damage (Bunker) Certificate, if required; Oil Pollution Damage (Tanker CLC ) Certificate, if required. Deletion Deletion of a vessel from the Register may be initiated on notification of the vessel owner's intention to de-register. For the deletion of the vessel: All outstanding fees have been paid; documents issued as per paragraph 15.5 have been paid; Original discharged mortgage instrument stamped and signed by the mortgagee is to be provided (when applicable). In the case of the vessel having a mortgage against it being removed from the Registry, the BMSR will provide advance written notification to the mortgagee(s) announcing the pending deletion. When the mortgage is not discharged prior to the vessel leaving the Registry, the Register entry remains open showing details of the mortgage until such time as the mortgage is discharged. When the vessel is deleted, the BMSR will issue: Deletion Certificate; Final (Deletion) CSR Transcript of Registry On completion of the vessel’s deletion, the BMSR will inform Fulcrum accordingly. Bulletin 002 - Vessel Registration & Register Alterations Rev. 1.1 Page 7 of 9 Register Alterations – Change of Ownership To change ownership of the vessel while the vessel remains with the BMSR , the documentation of Checklist 05 Change of Owner , the discharge/transfer of any existing mortgages and the recording of any new mortgages is to be submitted by email to registry@barbadosmaritime.com. Written Consent to the transfer of ownership is to be obtained from parties having a registered interest in the vessel, namely mortgagees and/or bareboat charter party principals. On completion of this register alteration, the BMSR issues the following, as applicable: Permanent Certificate of Registry (COR); Safe Manning Document (SMD); Continuous Synopsis Record (CSR); Ship Station Licence (SSL); Carving & Marking Note (CMN); Declaration of Maritime Labour Compliance Part I (DMLC Part I); Maritime Labour Certificate (MLC); Bunker Oil Pollution Damage (Bunker) Certificate, if required; Oil Pollution Damage (Tanker CLC ) Certificate, if required. To issue a new CSR a complete CSR Amendment Form 2 is to be submitted to the BMSR. On completion of this register alteration, the BMSR will provide an updated LRIT contact list to Fulcrum. An additional fee for “Change to Register Entry” is applied along with the fees for the reissuance of any of the documents issued as per paragraph 16.3. See Barbados Maritime Ship Registry Fees. Register Alterations – Change of Managers To change the managers of the vessel while the vessel remains with the BMSR , the documentation of Checklist 11 Change of Manager is to be submitted by email to registry@barbadosmaritime.com. On completion of this register alteration, the BMSR issues the following, as applicable: Safe Manning Document (SMD); Continuous Synopsis Record (CSR); Ship Station Licence (SSL); Declaration of Maritime Labour Compliance Part I (DMLC Part I); Maritime Labour Certificate (MLC); Bunker Oil Pollution Damage (Bunker) Certificate, if required; Oil Pollution Damage (Tanker CLC ) Certificate, if required. To issue a new CSR a complete CSR Amendment Form 2 is to be submitted to the BMSR. Bulletin 002 - Vessel Registration & Register Alterations Rev. 1.1 Page 8 of 9 On completion of this register alteration, the BMSR will provide an updated LRIT contact list to Fulcrum. An additional fee for “Change to Register Entry” is applied along with the fees for the reissuance of any of the documents issued as per paragraph 17.2. See Barbados Maritime Ship Registry Fees. Register Alterations – Change of Vessel’s Name For this register alteration the owner is to obtain written approval for the name change from any existing mortgagee. To inform the BMSR of the intention to change a vessel’s name the mortgagee’s written consent together along with Form 4 - Application for Registration or Change of Name of a Ship is to be submitted by email to registry@barbadosmaritime.com. The list of documents for this register alteration indicated on Checklist 08 Change of Vessel's Name . On completion of this register alteration, the BMSR issues the following, as applicable: Carving & Marking Note(CMN); Certificate of Registry (COR); Safe Manning Document (SMD); Continuous Synopsis Record (CSR); Ship Station Licence (SSL); Declaration of Maritime Labour Compliance Part I (DMLC Part I); Maritime Labour Certificate (MLC); Bunker Oil Pollution Damage (Bunker) Certificate, if required; Oil Pollution Damage (Tanker CLC ) Certificate, if required. To issue a new CSR a complete CSR Amendment Form 2 is to be submitted to the BMSR. On completion of this register alteration, the BMSR will: Inform the Barbados Radio Licensing Authority for the updating of the MMSI; provide an updated LRIT contact list to Fulcrum; advise the vessel classification society and RO. An additional fee for “Change of Vessel’s Name” is applied along with the fees for the reissuance of any of the documents issued as per paragraph 18.4. See Barbados Maritime Ship Registry Fees. Bulletin 002 - Vessel Registration & Register Alterations Rev. 1.1 Page 9 of 9 Revision History Version Description of Revision 1.0 First Issue 1.1 Amended hyperlinks

Bulletin 003 - Mortgages

https://barbadosmaritime.org/wp-content/uploads/2022/08/B003-Mortgages.pdf Bulletin 003 - Mortgages Version No. 1.0 Issue Date 24/Aug/2022 Effective Date 24/Aug/2022 Bulletin 003 - Mortgages Notice to Shipowners, Operators, Officers, Flag State Inspectors and Recognised Organisations Registration: registry@barbadosmaritime.com Page 1 of 4 References Barbados Merchant Shipping Act (CAP 296). Purpose This Bulletin is to advise on the process for the registration and discharge of mortgages on vessel registered with the BMSR. Mortgage – General No mortgage instrument can be recorded on vessel that are in bareboat chartered (Demise In) with the BMSR and have dual registration with another register ( Primary Registry). Except as far as is necessary to make a mortgaged vessel or mortgaged share available as a security for the mortgage debt, the mortgagee is not, by reason only of the mortgage, the owner of the vessel or share; nor does the owner cease to be the owner thereof by reason only of the mortgage. A registered mortgagee has the absolute power to dispose of the vessel or share to which the registered mortgage relates and to give effectual receipts for the purchase money. When there are more persons than one registered as mortgagees of the same vessel or same share, a mortgagee is not entitled, except by order of a court of competent jurisdiction, to sell that vessel or share without the concurrence of every prior mortgagee whose mortgage is earlier in time than his/her. A registered mortgage of a vessel or share is not affected by any act of bankruptcy committed by the mortgagor after the date of the record of the mortgage in the register, notwithstanding that the mortgagor at the beginning of his bankruptcy had the vessel or share in his possession, order or disposition, or was reputed owner thereof; and the mortgagee is preferred to any right, claim or interest therein of the other creditors of the bankruptcy or any trustee or assignee on their behalf. A mortgage may secure future advances and shall not be extinguished or lose its priority because all previously outstanding obligations secured thereby have been fully repaid or otherwise performed. The obligations secured by a mortgage may be expressed in any unit or units of amount to which the parties may agree, including but not limited to currency of Barbados, currency or currencies of any foreign state or states or in equivalents of any other unit or units of account established by intergovernmental organisations. A fee for “Mortgage Transaction” is applied for any registration, transfer, and discharge of Mortgages. See Barbados Maritime Ship Registry Fees. Bulletin 003 - Mortgages Rev. 1.0 Registration: registry@barbadosmaritime.com Page 2 of 4 Mortgages can be recorded on a Barbadian vessel as soon as the vessel has been issued with a provisional Certificate of Registry (COR). If for any reasons the vessel in not permanently registered, the mortgages remains open even when the vessel has left the register as per sections 3.10, 3.11 and 3.12 below. As per Ch.29(1) of CAP 296, in the event of a registered vessel being actually or constructively lost, taken by the enemy, burnt or broken up, or ceasing to be a Barbadian vessel, the registration of the vessel shall be considered as closed except so far as relates to existing certificates of mortgage entered therein. When the mortgage is not discharged prior to the vessel leaving the Register, the Register’s entry remains open showing details of the mortgage until such time as the mortgage is discharged. In the case of the vessel having a mortgage against it being removed from the register, the BMSR will provide advance written notification to the mortgagee(s) announcing the pending deletion. Any interested party can purchase a Transcript of Register of the Mortgage by email to registry@barbadosmaritime.com or on through the BMSR Portal. The Transcript of Register provides the Register details of the vessel’s mortgage, encumbrances, and liens, noting the time and date the revisions were recorded. Mortgage Registration For the recording of a mortgage against a vessel documentation listed in Checklist 06 “Mortgage Entering & Deleting” has to be submitted by email to registry@barbadosmaritime.com. Mortgages are registered against the vessel concerned once the documentation has been reviewed and confirmed by the BMSR as complete and acceptable. Mortgages are recorded in the order in time in which they are produced to the BMSR, and not according to the date of the mortgage. Each mortgage priority over any other mortgage is recorded by the noting of the date and time of each mortgage’s entry and the allocation of a letter denoting the order of the mortgage entry, ‘A’ confirming the first mortgage recorded. Each mortgage is lettered sequentially along with: The number of shares assigned to the mortgage being entered; The nature and date of the transfer of interest; The name and address of the mortgagee acquiring title or power. Where the vessel has been previously registered in a foreign country and mortgages were registered against that vessel, at the time of registration the BMSR is to receive the written consent of every mortgagee and those mortgages are shall be recorded in the order of precedence as was indicated in the previous register. The original mortgage instrument is signed and filled in with the date and time of the recording into the Register. A copy of the mortgage instrument is retained by the BMSR, and the signed original is returned to each mortgagee or despatched elsewhere according to the instructions received from the sender. Bulletin 003 - Mortgages Rev. 1.0 Registration: registry@barbadosmaritime.com Page 3 of 4 On completion of the mortgage registration the BMSR will issue a Transcript of Register, which provides the revised Register details noting the time and date the revisions were recorded. Transfer of Mortgage For the transfer of a mortgage against a vessel a declaration of transmission is to be submitted along with the documents listed in Checklist 06 by email to registry@barbadosmaritime.com. A registered mortgage or transfer of a vessel or share therein may be transferred to any person. On the production of an instrument of transfer in the prescribed form, the BMSR will record it by entering in the register the name of the transferee or mortgagee of the vessel or share; and shall endorse on the instrument of transfer a note that it has been recorded by him/her on the date and time stated. When the interest of a mortgagee in a vessel or share therein is transmitted on death or bankruptcy or by other lawful means not being a voluntary transfer, the transmission must be authenticated by a declaration of transmission by the person to whom the interest is transmitted. On receipt of a declaration of transmission of a registered mortgage accompanied by the required evidence, the BMSR shall enter the name of the person entitled under the transmission in the register as mortgagee of the vessel or share in respect of which the transmission has occurred. On completion of the transfer of mortgage the BMSR will issue a Transcript of Register. This provides a hard copy of the revised Register details noting the time and date the revisions were recorded. Mortgage Discharge For the discharge of a mortgage, documentation listed in Checklist 06 has to be submitted by email to registry@barbadosmaritime.com . The discharge of a mortgage is initiated by the submission of the original mortgage instrument by the owner (mortgagor) or lending bank (mortgagee) bearing the endorsement of the mortgagee that the mortgage has been discharged. The BMSR will record the discharge of the mortgage by making an entry assigned to the relevant mortgage, recording the date and time of the entry. The BMSR will sign and stamp the mortgage instrument recording the date and time the mortgage was discharged. The original mortgage instrument will be returned to the person designated by the sender. On completion of the Mortgage discharge the BMSR will issue a Transcript of Register. This provides a hard copy of the revised Register details noting the time and date the revisions were recorded. Bulletin 003 - Mortgages Rev. 1.0 Registration: registry@barbadosmaritime.com Page 4 of 4 Revision History Version Description of Revision 1.0 First Issue

Bulletin 004 - Flag State Inspections

https://barbadosmaritime.org/wp-content/uploads/2022/07/B004-Flag-State-Inspections.pdf Bulletin 004 - Flag State Inspections Version No. 1.0 Issue Date 01/Jul/2022 Effective Date 01/Jul/2022 Bulletin 004 - Flag State Inspections Notice to: Shipowners, Operators, Officers, Flag State Inspectors and Recognised Organisations Page 1 of 6 References Barbados Merchant Shipping Act (CAP 296) United Nations Convention on the Law of the Sea (UNCLOS) International Safety Management (ISM) Code, adopted by IMO Resolution A.741(18) IACS Procedural Requirements PR17 Reporting on deficiencies possibly affecting the implementation of the ISM Code on board MLC Maritime Labour Convention, 2006 Purpose This Bulletin sets out the measures for Flag State Inspections as required under sections 202 to 208 of Barbados Merchant Shipping Act (CAP 296) and Articles 94 and 217 of the United Nations Convention on the Law of the Sea (UNCLOS). Application This Bulletin applies to all Barbados registered vessels engaged in international voyages. Pleasure (Private) yachts and unmanned barges are exempt from Flag State Inspections. Flag State Inspections – General The Flag State Inspections are to ensure that the arrangements, materials, and scantlings of the items below are in all respects satisfactory for the service for which the Barbadian vessel is intended. The hull. The boilers and other pressure vessels. The main and auxiliary machinery. The electrical installation. All other equipment. The Flag State Inspections also verify that: The vessel complies with the standards of the applicable international conventions and codes. The vessel is effectively managed by the company, and that the safety management system is effective and implemented properly as per the International Safety Management (ISM) Code, adopted by IMO Resolution A.741(18). That Barbados national requirements, particularly those relating to the official logbook, crew articles, seafarer endorsements, and certificates, are being followed. That the standard of work conducted by Recognised Organisations continues to meet the standards required by the BMSR. Bulletin 004 - Flag State Inspections Rev. 1.0 Page 2 of 6 The scope of the Flag State Inspections is not necessarily as the Annual, Periodic or Renewal Statutory Surveys conducted by Barbados Recognised Organisations (ROs). Certain aspects of the inspection may be conducted by a sampling process. Therefore, the absence of deficiencies identified during the inspection does not mean deficiencies do not exist. All Flag State Inspections can be conducted only by Barbados Appointed Nautical Inspectors (ANI), who must always contact the BMSR to request an authorisation code and specific instructions. The BMSR has a large network of ANIs who cover all major ports, details of which can be found on the BMSR website under List of Appointed Nautical Inspectors. ANIs are not restricted to a specific area or region so may inspect a vessel in any location. The cost of an inspection is set independently by the ANI. All costs relating to a Flag State Inspection are to be agreed between the shipowners/managers and the ANI and payment made directly to the ANI. Failure to carry out a Flag State Inspection is considered by the BMSR as evidence of a failure of the safety management system of the vessel and company, hence as a Major Non-Conformity (MNC) under paragraphs 3 and 5 of the International Safety Management (ISM) Code, adopted by IMO Resolution A.741(18). An additional external DOC or SMS audit may be requested to address this. Flag State Inspections – Documentation On the completion of a Flag State Inspection, the ANI submits the inspection report, a list of deficiencies and/or observations to the BMSR and the Master. On completion of both Initial Inspection and AFSI, the ANI also issues a Certificate of Inspection (CoI) with validity until the anniversary date of the vessel. The CoI must be displayed onboard in a prominent location, typically in the accommodation or on the bridge. Failure to display a valid CoI may result in a deficiency being raised during the next inspection. Flag State Inspections – Type of Inspection Pre-Registration Inspection All vessels over 12 years of age are required to undergo a pre-registration inspection before they can be accepted for provisional registration. However, this requirement may be waived at the Principal Registrar’ discretion. No vessel can be approved for provisional registration until the pre-registration inspection report has been reviewed by the BMSR and deficiencies addressed as per the BMSR request. Shipowners and managers must consider the potential of delays to the registration process should the pre-registration inspection report not be received and reviewed by the BMSR and should ensure the inspection is carried out at least 7 days before they intend to register the vessel. Bulletin 004 - Flag State Inspections Rev. 1.0 Page 3 of 6 In exceptional circumstances, the BMSR may accept a recent (within 1 month) prepurchase inspection report in lieu of a Pre-Registration Inspection. In cases where a seller does not allow additional pre-purchase survey and/or in case the vessel is at a port where a Pre-Registration Inspection cannot be undertaken, the Alternate Entry Scheme may be utilised. Under the Alternate Entry Scheme, a vessel may be provisionally registered, subject to satisfactory assessment by the Principal Registrar, for a maximum period of thirty (30) days. Within this period the vessel must undergo the Pre-Registration Inspection. Initial Inspection The Initial Inspection is to be conducted within the period of provisional registration (normally 6 months). The vessel can only be permanently registered once the vessel has undergone a satisfactory Initial Inspection. Failure to arrange the Initial Inspection within the period of Provisional Registration may result in the vessel being refused permanent registration. Annual Flag Safety Inspection (AFSI) All vessels registered with the BMSR have an anniversary date, which is the annual anniversary of the registration date indicated on the certificate of Registry(COR). The AFSI is to be conducted within the period 3 months either side of the vessel’s anniversary date. Follow-up Inspection A Follow-up Inspection might be carried out where the vessel incurs in more than 3 deficiencies or is detained during Port State Control Inspection (PSCI). The scope of a Follow-up Inspection is to verify that all deficiencies have been properly rectified, and measures put in place to prevent recurrence of the deficiencies. Additional Inspection A vessel may be requested to undergo an Additional Inspection based on, but not limited to: i) Persistent failure to rectify deficiencies by the due dates or recurrence of deficiencies; ii) PSCIs and AFSIs; iii) Class and Statutory Surveys; iv) International Safety Management Code (ISM) audit(s); v) IACS Procedural Requirements PR17 Reporting on deficiencies possibly affecting the implementation of the ISM Code on board; vi) Information on serious defects or substandard conditions received from the BMSR Inspectors, Recognised Organisation surveyors and auditors, other Administrations, etc.; vii) Information received from the BMSR ANIs, PSCOs, ROs surveyors, crew members, etc., of serious breaches of the MLC Maritime Labour Convention, 2006. The Additional Inspection is a one-off Flag State Inspection. Bulletin 004 - Flag State Inspections Rev. 1.0 Page 4 of 6 Special Inspection Program (SIP) The SIP applies to those vessels where there is evidence of declining standards of operation and/or maintenance, or evidence of a significant lack of compliance with international Conventions and/or national requirements, or where a trend towards general noncompliance has been identified. A vessel is placed automatically under the SIP when detained on more than one occasion in a 24-months period by a Port State Control Officer (PSCO). A vessel may also be placed under the SIP based on one of the reasons listed in paragraph 6.5.1 above. When a vessel is placed under the SIP, the shipowners/managers are to be notified by the BMSR with the reasons for the decision and with the time schedule of the SIP. The first Special Inspection due date is one (1) month from the vessel being placed under the SIP. The subsequent Special Inspection due dates are at three (3) month intervals thereafter. When a vessel is under the SIP a new CoI is issued after each Special Inspection and valid for three (3) months. The next Special Inspection is to be carried out within one (1) month before or after the due date. After the first and any following Special Inspection if the BMSR is satisfied that the vessel has no deficiencies and proper corrective actions have been taken the vessel is removed from the SIP and will revert to the standard AFSI with the anniversary date as defined in paragraph 6.3.1 above. If the BMSR is not satisfied with the rectification of the deficiencies and corrective actions the vessel is maintained under the SIP. The SIP is intended to achieve satisfactory improvements within a twelve (12) month period from the date of inclusion (4 special inspections). Where a vessel changes shipowners and/or managers while under the SIP, the vessel is meant to continue with the SIP. However, the vessel may be considered for removal from the SIP at the Principal Registrar’s discretion. A vessel that has not addressed deficiencies and/or has not reached standards of operation and/or maintenance improvement after twelve (12) months is reviewed by the Principal Registrar and may incur on deletion from the register. During a Special Inspection, new additional deficiencies may be raised, and it is particularly important that all deficiencies are proactively dealt with by the master and crew. Documentary evidence of this process is essential. Deficiencies The BMSR may add, remove, or amend deficiencies following a review of the Flag State Inspection reports and the list of deficiencies issued by the ANI. All deficiencies must be closed out and evidence of rectification must be provided directly to the BMSR by email to ops@barbadosmaritime.com and by the due date given. Bulletin 004 - Flag State Inspections Rev. 1.0 Page 5 of 6 Acceptable evidence to close out a deficiency may include, but is not limited to: Pictures. Classification Society or RO survey report. Certificate of maintenance. Invoice or delivery notes. Non-conformity reports or Corrective Action Plan (CAP). Failure to rectify a deficiency within the due dates is considered by the BMSR as evidence of a failure of the safety management system of the vessel and company, hence as a Major Non-Conformity (MNC) under paragraphs 3 and 5 of the International Safety Management (ISM) Code, adopted by IMO Resolution A.741(18). An additional external DOC or SMS audit may be requested to address this. Persistent failure to rectify deficiencies by the due dates or repeat occurrence of deficiencies may result in the vessel being: Required to undergo an Additional Inspection as per paragraph 6.5 above; Placed under the SIP as per paragraph 7 above Suspended ( flag State detention); Deleted from the Registry. Observations Observations give the ANI the opportunity to bring to the BMSR and shipowners/managers attention to items which are not considered deficiencies but that may be: Worthy of further improvement (e.g., on board procedures, training, etc); or, Worthy of praise (e.g., certain on-board working practices, maintenance levels, etc). Observations are recorded in the inspection report and may be considered as suggestions for improvement by the Company. Observations do not need to be formally closed out, but the Company may advise the BMSR of any follow up action taken. Suspension of AFSIs When a vessel is out of service, in layup or on bareboat charter out to a Secondary Registry the requirement for AFSIs during this period may be suspended if the BMSR is advised. When the vessel re-enters service or returns to the BMSR from bareboat charter out and in case the due AFSI has not been completed on time and is overdue by more than 3 months a new Initial Inspection within one month of the vessel re-entering or returning is to be carried out. In all cases the anniversary date does not change and is as defined in paragraph 6.3.1 above. Bulletin 004 - Flag State Inspections Rev. 1.0 Page 6 of 6 Revision History Version Description of Revision 1.0 First Issue

Bulletin 005 - Port State Control Inspections

https://barbadosmaritime.org/wp-content/uploads/2022/10/Bulletin-005-Port-State-Control-Inspections.pdf Bulletin 005 - Port State Control Inspections Version No. 1.0 Issue Date 01/Oct/2022 Effective Date 01/Oct/2022 Bulletin 005 - Port State Control Inspections Notice to: Shipowners, Operators, Officers, Flag State Inspectors and Recognised Organisations Page 1 of 5 References IMO Assembly Res. A.1155(32) Procedures for port state control, 2021; ILO Guidelines for port State control officers carrying out inspections under the Maritime Labour Convention, 2006; The International Safety Management Code (ISM Code). Purpose This Bulletin provides instructions and sets out the manner in which compliance with Port State Control Inspections (PSCIs) should be managed to avoid detentions and undue delays to vessels. Application This Bulletin is applicable to all Barbadian vessels on international voyages arriving at port states which operate Port State Control (PSC) regimes in compliance with international conventions, local regulations, and under the principles of the IMO Res. A.1155(32) and the ILO Guidelines for port State control officers carrying out inspections under the Maritime Labour Convention. PSCI Reporting The ISM Managers are required to send copies of all PSCI reports (Form A and, if deficiencies are identified, Form B) to the BMSR at ops@barbadosmaritime.com as soon as possible after the PSCI. The BMSR will examine and record all the PSC reports, and will determine any further action that may be necessary, such as an additional external ISM audit and/or Flag Inspection. Based on the PSCI deficiency’s action code, managers must provide evidence of closure of any PSC deficiencies to BMSR at ops@barbadosmaritime.com within the given time frame. For deficiencies with Action Code 17 (to be rectified before departure), evidence shall be provided within one week of the PSCI. The ISM Managers must also make sure that all PSCI reports for the previous 24 months, or since the date of registration if less than 24 months, are submitted to the BMSR. This is in addition to the requirement to keep PSCI reports on board the vessel for a period of minimum period of 36 months. Failure to provide PSCI reports may be considered as objective evidence of a failure in the safety management system and may lead to nonconformities being raised at external ISM audits. Bulletin 005 - Port State Control Inspections Rev. 1.0 Page 2 of 5 Accidental Damage: Procedures to Avoid PSC Detention When there is a malfunction or defect that is the result of accidental damage suffered by the vessel, as per IMO Res. A.1155(32) chapter 2.3.7, the Port State Control Officer (PSCO) should not issue a detention order provided that: notification of the defect/malfunction has been made to the BMSR and to the RO responsible for issuing the relevant certificate; prior to entering a port, the Master or the ISM Manager has submitted to the port State authority details of the circumstances of the accident and the damage suffered and provide evidence of the notification to BMSR; appropriate remedial action, to the satisfaction of the port State authority, is taken; and the port State authority has ensured, having been notified of the completion of the remedial action, that deficiencies which were clearly hazardous to safety, health or environment have been rectified. PSCI Preparation The ISM Managers are responsible for ensuring the vessel complies with the relevant requirements and that the ship and her crew are prepared for PSCIs. Any failures or breakdowns of equipment shall always be immediately communicated to BMSR, so a relevant dispensation (Permit) can be issued. Requests for a Permit are to be sent to ops@barbadosmaritime.com. Several ROs have produced checklists and guidance relating to preparation for PSCIs. The ISM Managers are advised to implement such checklists in the vessel’s SMS as an aid to ensuring that the vessel is routinely prepared for PSCIs. It is important that the Master and senior officers are familiar with the PSCI procedures and with Res. A.1155(32) and ILO Guidelines for port State control officers carrying out inspections under the Maritime Labour Convention, which are recommended to be carried on board for reference. The ISM Managers must also take into account the Regional PSC regime’s “Concentrated inspection campaigns” (CICs), which focus on specific areas where high levels of deficiencies have been encountered by PSCOs, or where new Convention requirements have recently entered into force. CICs generally take place annually over the three months September to November and are combined with a regular PSCI. Current CICs may be checked on the regional PSC regime websites. Vessels on Priority I in Paris MoU ISM Managers are required to take additional precautions when the vessel is a priority I in the Paris MoU, as several detentions are due to easily rectified deficiencies, a lack of preparedness for a PSCI, and a lack of general knowledge of the vessel’s crew to successfully demonstrate normal shipboard equipment and procedures during a PSCI. In order to maintain the white flag status for Barbados registered ships and minimise operational risks for the overall benefit of shipowners/operators, vessels in priority I in the Paris MoU might be required to undergo an additional flag inspection at the first or second port prior to arrival in a Paris MoU port. In some cases, ISM Managers will also be required to undertake an additional flag inspection to be carried out at the same time of the PSCI, for the Appointed Nautical Inspector (ANI) to represent BMSR and give immediate assistance to the Master and the crew. Bulletin 005 - Port State Control Inspections Rev. 1.0 Page 3 of 5 Conduct of PSCIs During a PSCI it is important to establish a professional working relationship with the PSCO and provide the necessary support during the PSCI. The Port State Control Officers (PSCOs) are to be met at embarkation and all the security controls (ID check and any other in accordance with the Ship Security Plan) must be carried out by the crew before escorting the PSCOs to the Master’s office. The Master shall have an opening meeting which shall cover the following areas: Identification of officer who will assist with the PSCI. All key staff should be present unless duty requires otherwise; Identification of the lead PSCO (if applicable); Explanation of the inspection procedure contemplated by the PSCO. If anything is unclear, the Master should ask for clarification; Details of any defect of equipment, including repairs and corrective action that are ongoing and the Permits (if applicable) that have been issued by the BMSR. PSCOs should never be left unescorted by a responsible officer, who should always be professional and knowledgeable of vessel’s equipment and should keep notes on any deficiencies noted by the PSCO. The responsible officer should strive to address any deficiency immediately or before the end of the PSCI. When defects cannot be dealt with immediately or when they could lead to a PSC detention, the RO or the BMSR should be contacted for proactive and appropriate corrective actions to be taken. PSCI Closure and Follow-up On conclusion of the PSCI, the Master should hold a closing meeting to discuss any deficiencies, the justification for the deficiencies and/or the time-frame given for rectification of deficiencies. The Master must receive a report of the inspection from the PSCO, including details of any deficiencies. This report must be submitted to the BMSR as per section 4. Deficiencies identified at PSCIs can only be closed out directly with the PSC Authority involved and to the satisfaction of the PSCO. In some PSC Memorandum of Understanding (MoU) regimes, the rectification and closure of non-detainable deficiencies are recorded at the next PSC inspection within the same MoU. Deficiencies shall be closed with the time frame given by the action code. The ISM Managers are to be aware that any outstanding deficiency after the lapsed time will trigger a PSC Detention at the first port of the same MoU. Any deficiencies must also be closed with the BMSR as per 4.3 above. It should be noted that if a ship has open deficiencies the targeting factor may be increased with the possibility of further PSCIs. Bulletin 005 - Port State Control Inspections Rev. 1.0 Page 4 of 5 PSC ISM Related Deficiencies PSCOs do not perform ISM audits. However, any technical and/or operational deficiencies found during a PSCI can be individually or collectively considered by the PSCO as ISM-related to indicate that the deficiency/deficiencies show/s a failure, or lack of effectiveness, of the implementation of the ISM Code. Where the PSCO has considered one or more technical and/or operational deficiencies as ISMrelated, only one ISM deficiency is recorded in the PSCI report. If an outstanding ISM-related deficiency from a previous PSCI exists and the current PSCI is more than three months later, the PSCO will verify, during the PSCI, the effectiveness of any corrective action taken by the company by examining the areas of the technical and/or operational deficiencies of the previous PSCI report which led to the issuance of the ISM deficiency. If examination of the areas in relation to an ISM deficiency with the required corrective action within three (3) months is found not satisfactory, a new detainable ISM deficiency may be raised with the requirement for an additional external ISM Audit to be carried out before the vessel is released from detention. Reporting of PSC detentions The ISM Managers are required to inform the BMSR, the RO, Classification Society and the ISM issuing body if a vessel is detained. BMSR shall also be informed of actions taken or planned to rectify all deficiencies as soon as practicable. The ISM Managers shall undertake a Root Cause Analysis (RCA) within 30 days of the date of detention and take corrective actions to prevent a recurrence. When the RCA is received, BMSR will determine what additional inspections are required of shipboard and or office Safety Management systems. A vessel that is detained twice within a 12-month period will be deleted from the Register. If the ISM Managers wish to dispute a detention, they should inform BMSR, whose technical officers will assess and assist with the appeal. Code of Good Practice for PSCOs The Code of Good Practice for port State control officers conducting inspections within the framework of the regional memoranda of understanding and agreement on port State control is available as Appendix 1 to Res. A.1155(32). Any allegations of improper conduct by a PSCO should be reported to the BMSR, ISM Managers or the Master, with full details of the allegations and any supporting information, such as witness statements, for further action. PSC Queries Any queries regarding this Bulletin and PSCIs can be sent to BMSR at ops@barbadosmaritime.com. Bulletin 005 - Port State Control Inspections Rev. 1.0 Page 5 of 5 Revision History Version Description of Revision 1.0 Supersedes old information bulletins 270 and 346.

Bulletin 008 - Permits Exemptions and Equivalences

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Bulletin 011 - Safe Manning Requirements

https://barbadosmaritime.org/wp-content/uploads/2022/02/B011-Minimum-Safe-Manning-Requirements.pdf Bulletin 011 - Safe Manning Requirements Version No. 1.1 Issue Date 01/Jan/2022 Effective Date 01/Jan/2022 Bulletin 011 - Safe manning Requirements Notice to: Shipowners, Operators, Officers, Flag State Inspectors and Recognised Organisations Page 1 of 11 References Barbados Merchant Shipping Act (CAP 296). Barbados S.I 2001 No. 44 - Shipping (Safe Manning, Watchkeeping and Hours of Work) Regulations, 2001. SOLAS, International Convention for the Safety of Life at Sea. IMO Assembly Resolution A.1047(27), Principles of minimum safe manning, adopted 30 November 2011. Maritime Labour Convention 2006 (MLC). The International Convention on Standards of Training, Certification and Watchkeeping for Seafarers, (STCW Convention). The Seafarers’ Training, Certification and Watchkeeping (STCW) Code. International Safety Management (ISM) Code. Purpose This Bulletin sets out the measures adopted by the Barbados Maritime Ship Registry (BMSR) to ensure Barbadian ships comply with Barbados CAP296 Section 211, Barbados S.I 2001 No. 44, SOLAS Regulation V/14, IMO Resolution A.1047(27), MLC Regulation 2.7, STCW Convention Regulation VIII/2 and STCW Code Section A-VIII/2. The requirements of this Bulletin are to ensure that Barbadian ships are sufficiently, effectively, and efficiently manned to provide safety and security of the ship, safe navigation and operations at sea, safe operations in port, prevention of human injury or loss of life, the avoidance of damage to the marine environment and to property, and to ensure the welfare and health of seafarers through the avoidance of fatigue. Application The safe manning requirements of Section 4 and the Barbados shipboard working arrangements requirements of Section 5, apply to all Barbadian ships. The requirements for a Safe Manning Document (SMD) of Section 5 apply to ships and commercial yachts of 500 GT and greater. Safe Manning Requirements The Company and the master shall ensure that all persons joining a ship or unit are immediately given appropriate familiarization training with respect to the ship for emergency, safety and if applicable security in addition to their respective duties and functions. The Company and the master of a ship shall ensure that watch standards and arrangements as outlined in STCW Convention Chapter VIII are always maintained. Bulletin 011 - Safe manning Requirements Rev. 1.1 Page 2 of 11 The Company and the master shall meet the relevant requirements of MLC 2006 and STCW Convention Chapter VIII with respect to periods of rest and prevention of alcohol abuse for any person assigned or performing designated safety, prevention of pollution and security duties. Ship’s Cook In all cases where the total manning consists of more than 10 persons, there shall be a dedicated certified cook. As per MLC A3.2.5 On ships operating with a prescribed manning of less than 10 the company should have one person designated as the Cook. If the appointed person does not hold a ship’s cook certificate, then the person is to be trained or instructed in areas including food and personal hygiene as well as handling and storage of food on board ship. Ship Security Officer (SSO) All persons, onboard ships to which the International Code for the Security of Ships and Port Facilities (ISPS Code) applies, shall have received security training in accordance with STCW Convention Regulation VI/6. One appropriately trained person shall be designated as the Ship Security Officer (SSO) as required under the (ISPS Code). The SSO maybe the master or any other person designated by the Company. The officer so designated shall meet the training requirement in accordance with the provisions of STCW Regulation VI/5 and shall be directly responsible to the master (if the SSO is not the master) and the Company Security Officer (CSO) in compliance with ship’s SMS. The Company shall ensure that one of the capacities proposed to be included on the SMD is also able to carry out the duties of the SSO. Persons Assigned Electronic and Electrical Duties A ship powered by main propulsion machinery of 750 kW propulsion power or more may carry persons who are specifically assigned the specific duties, tasks and responsibilities relating to electrical and electronic tasks. If required to be carried, these persons should be certified as Electro-Technical Officers or Electro-Technical Ratings and satisfy the requirements of STCW Regulations III/6 or III/7 respectively. The SMD need only include these persons if they are additional to the Engineering Officers and they have been assigned shipboard duties to satisfy the requirements of the maintenance of a safe engineering watch, emergency as specified in the Muster List or operation and maintenance of the ship’s electrical, electronic and control systems. Person Designated for Safety All ships shall have a person, who may be the Master, who has responsibility for implementation of and compliance with the ship’s occupational safety and health policy and programme. Manning During Hours of Darkness and Restricted Visibility Companies shall ensure that the ships have sufficient trained navigational watchkeeping personnel to ensure that the navigation control room/bridge is manned by at least 2 watch keepers during hours of darkness and conditions of restricted visibility. One of these watch keepers shall be a Deck Officer. Manning Onboard Specific Ship Ships with propulsion power of less than 750 kW Bulletin 011 - Safe manning Requirements Rev. 1.1 Page 3 of 11 i) Ships with propulsion power of less than 750 kW are not required to have an engineer certificated in accordance with STCW. However, such ships must have at least one person, other than the master, who is trained and certified to operate the machinery onboard the ship. If the training is not in accordance with STCW then the person should have documentary evidence of his training and capability to perform the assigned tasks. Ships with Unattended Machinery Space (UMS) i) The UMS notation assigned by a Classification Society shall be considered when determining whether the machinery space can be unattended. ii) If the manning of a ship with propulsion power of more than 3000kW is based on UMS notation then the ship shall carry an additional watch-keeping engineer officer if the UMS systems are inoperative for more than seven days. The Company shall notify affected Classification Society and the BMSR of the related equipment failure affecting the UMS notation. Tankers i) Company operating tankers shall ensure that all officers, ratings, and persons involved in cargo operation hold a basic training in accordance with the provisions of STCW requirements relating to the type of tanker on which the person is serving. ii) Officer shall have the Certificate of Proficiency STCW V/1-1 and V/1-2 endorsed by the BMSR. Ships Fitted with ECDIS i) The Company should ensure that if the ship is fitted with ECDIS, the master and navigating officers have appropriate ECDIS training. ii) The Master shall ensure that all affected officers have documentary evidence ECDIS training prior to be assigned their shipboard navigational duties. Employment of Additional Seafarers by the Company. A Company may decide to employ more seafarers than stipulated in the SMD. These seafarers shall be trained to a level appropriate to their duties in addition to having the minimum basic training for emergency, safety, and survival. The statutory certificates will detail the maximum number of persons on board and there must be sufficient accommodation satisfying the MLC 2006 (as amended) standards for that number. There are a number of capacities that are not identified in STCW and accordingly the SMD may not refer to them. The Company should decide on their qualification or experience in accordance with the objectives of their Safety Management System but if the persons are employed and assigned shipboard safety, security, environmental protection, cargo operations or watch-keeping duties, the person must complete STCW basic training before joining the ship and receive shipboard familiarization training before being assigned their shipboard tasks/duties. Bulletin 011 - Safe manning Requirements Rev. 1.1 Page 4 of 11 Watchkeeping The company responsible for the operation of the ship shall ensure that all watch standers on board its ships adhere to the minimum limits of hours of rest in accordance with international regulations. For ships of 3000 GT and above and propulsion power of 3000 KW and above the master and chief engineer shall not be part of the ship watches and a three-watch system shall be adopted for both the deck and engine watches. For ships of less than 3000 GT and with propulsion power of less than 3000 KW two-watch system may be adopted provided that the requirements for work and rest hours shall be met. For deck watches that are normally limited in numbers, a routine for providing additional assistance without delay shall be established and standby personnel shall be identified and immediately contactable. On ships with periodically unattended machinery spaces (UMS) notation and of less than 2000 KW propulsion power and in case of limited number of cabins and bunks a watch with only the Chief engineer may be adopted during the daytime (0800-2000) provided that the requirements for work and rest hours shall be met and that additional assistance without delay is established. When the engine watch is only with the Chief engineer, the Company shall anticipate the number of hours of the Chief engineer to be devoted to unscheduled work in case of emergency. As soon as practicable after the normal situation has been restored, the Chief engineer shall have adequate period of rest. The Barbados Shipboard Working Arrangements In compliance with the Barbados S.I 2001 No. 44, the company shall produce a shipboard working arrangements (SWA) of duties and hours of work for all the seafarer on board includes regular watchkeeping duties or ship handling and the ship’s chief engineer, chief officer and second engineer officer. The SWA shall also specify: the maximum period of continuous watchkeeping the hours of anticipated number of hours to be devoted to unscheduled work; the minimum rest period between watches; the total daily, weekly, and monthly hours of work; and a minimum of 10 hours of rest in any 24-hour period, which may be divided into no more than 2 periods, one of which shall be at least 6 hours in length. Notwithstanding section .5 above, the minimum period of 10 hours may be reduced to not less than 6 consecutive hours on condition that any such reduction shall not extend beyond 2 days and not less than 70 hours of rest are provided in each 7-day period The Barbados shipboard working arrangement (Form 159), which is available for download on the BMSR website, shall be signed by the Master and a Copy shall be submitted to BMSR in order to verify the ship is safely manned. Bulletin 011 - Safe manning Requirements Rev. 1.1 Page 5 of 11 The SWA shall be posted or maintained to be easily accessible and capable of being verified by Barbados Appointed Nautical Inspectors. Any exceptions or suspension of the periods of rest shall be recorded in the Official Logbook. Safe Manning Document - Requirements The Company shall make an application for a SMD following an assessment that takes into consideration Sections 7.2, 7.3 and 7.4 of this Bulletin. The minimum safe manning of a ship should be established taking into account all relevant factors, including the following: size and type of ship; number, size and type of main propulsion units and auxiliaries; level of ship automation; construction and equipment of the ship; method of maintenance used; cargo to be carried; frequency of port calls, length, and nature of voyages to be undertaken; trading area(s), waters, and operations in which the ship is involved; extent to which training activities are conducted on board; degree of shoreside support provided to the ship by the company; applicable work hour limits and/or rest requirements; and the provisions of the approved Ship's Security Plan. In determining the minimum safe manning of a ship following principles should be observed. The capability to: i) Maintain safe navigational, port, engineering, and radio watches in accordance with regulation VIII/2 of the STCW Convention, as amended, and also maintain general surveillance of the ship; ii) moor and unmoor the ship safely; iii) manage the safety functions of the ship when employed in a stationary or near-stationary mode at sea; iv) perform operations, as appropriate, for the prevention of damage to the marine environment; v) maintain the safety arrangements and the cleanliness of all accessible spaces to minimize the risk of fire; vi) provide for medical care on board ship; vii) ensure safe carriage of cargo during transit; viii) inspect and maintain, as appropriate, the structural integrity of the ship; ix) operate in accordance with the approved Ship's Security Plan; The ability to: i) operate all watertight closing arrangements and maintain them in effective condition, and also deploy a competent damage control party; Bulletin 011 - Safe manning Requirements Rev. 1.1 Page 6 of 11 ii) operate all onboard firefighting and emergency equipment and life-saving appliances, carry out such maintenance of this equipment as is required to be done at sea, and muster and disembark all persons on board; iii) operate the main propulsion and auxiliary machinery including pollution prevention equipment and maintain them in a safe condition to enable the ship to overcome the foreseeable perils of the voyage. The following onboard functions, when applicable, should also be taken into account: ongoing training requirements for all personnel, including the operation and use of fire-fighting and emergency equipment, life-saving appliances, and watertight closing arrangements; specialized training requirements for particular types of ships and in instances where crew members are engaged in shipboard tasks that cross departmental boundaries; provision of proper food and drinking water; need to undertake emergency duties and responsibilities; and need to provide training opportunities for entrant seafarers to allow them to gain the training and experience needed. Safe Manning Document - Temporary Exemption In cases of Force Majeure, where the manning level falls below that of the SMD e.g., due to crew illness, unexpected repatriation on compassionate grounds etc., the ship may as a temporary measure, sail with one person less than that stipulated in the SMD and in exemption of SOLAS V/14 provisions. This does not apply to the capacities of master and chief engineer. In all such cases the master, in consultation with the chief engineer where the shortage relates to an engineer officer, should ensure that there is continuity of watches by duly qualified persons without affecting the statutory minimum period of rest. The shortage must be filled at the earliest opportunity and in any case not later than fourteen (14) days or at the next port if the intended voyage is more than fourteen (14) days. In circumstances of exceptional necessity, as per MLC Standard A3.2.6, where a Company is unable to achieve the minimum manning due to the lack of a duly certificated Cook, a temporary exemption from the provision of MLC Regulation 3.2.3 may be granted and permitting a non-fully qualified cook to serve in a specified ship for a specified limited period, until the next convenient port of call or for a period not exceeding 1 month, provided that the person to whom the dispensation is issued is trained or instructed in areas including food and personal hygiene as well as handling and storage of food on board ship. The BMSR must be notified and provided with the following information, which must also be duly recorded in the Official Logbook: Name and IMO Number of the ship Capacity and rank of the officer Reason for exemption No. of crew onboard, excluding the affected officer The Port of departure and arrival with the shortage Date of departure and ETD Bulletin 011 - Safe manning Requirements Rev. 1.1 Page 7 of 11 Safe Manning Document – Application The Company shall submit of a proposal for minimum safe manning defining the nature of the operation of the ship take into account the requirements of Section 7 of this Bulletin. The minimum SMD can be issued with an “Unlimited” or trading areas and “Limited” trading areas for those vessels which have operations to a limited geographical area. “Limited” trading areas are when: The voyages do not exceed 24 hours between ports of calls; or Voyages are within 200 nm from the nearest shore; or Enclosed areas. Enclosed areas, may include, but are not limited to: Mediterranean Sea; Caribbean (restricted areas 1, II, and/or III, as defined in CCSS Code); Red Sea; Caspian Sea; Black Sea; Azov Sea; North Sea; Gulf of Aden; Baltic Sea; Persian Gulf. A vessel which operates part of the time within a limited areas and part of the time on more extensive voyages may elect to have two (2) SMD. The Company shall submit an SMD application (Form 012), which is available for download on the BMSR website. The fields of the SMD application Form are to be completed with accurate information. If an item does not apply to the ship, “N/A” is to be placed in the space. The application is to be completed and signed by a person appointed by the Company. A guideline of the minimum manning levels required by the BMSR for unlimited and limited trading areas is provided in Appendix A of this Bulletin. If there are special considerations that may affect manning levels, they should be included on the form at the bottom of the second box where it says “Comments/Special Considerations or ship configurations that may affect manning.” This could include operations such as coastal or domestic trade, number of cabins and/or bunks on the ship, the ship’s intended port schedule, etc. In assessing minimum deck manning, the BMSR shall consider the ship’s dimensions, layout of crew accommodation, and internal communications systems, all of which affect crew capabilities and response reactions, the ship’s propulsion power, the engine room layout and proximity to boiler rooms, etc. Bulletin 011 - Safe manning Requirements Rev. 1.1 Page 8 of 11 In this respect the BMSR may increase the scale of manning from that proposed by the Company. The BMSR will not normally reduce the manning level from that proposed by the Company unless it considers certain references in the SMD application proposed by the Company are unnecessary or inconsistent with standard practices. Safe Manning Document – Validity In compliance with the requirements of Annex 5 of the IMO Resolutions A.1047(27) an SMD issued to a ship shall have a validity of 5 years from the date of issue. A new SMD is also required to be issued when: i) there is a change of ship’s name; or ii) there is a change of trading area; or iii) change of ISM Managers; or iv) any other changes/alterations to the ship, its crew, construction, machinery, equipment, operation, maintenance, or management that affects the manning level required to continue safe operations. Port State Control The STCW Convention, Regulation I/4, enables port State authorities to verify conditions on any ship, particularly as to the qualifications and ability of personnel on board. Port State authorities may pay particular attention to the following: that all seafarers on board who are required to be certificated hold an appropriate Barbados certificate or provide documentary proof that an application for an endorsement has been submitted to the BMSR; and/or the numbers and certificates of the seafarers serving on board conform to the applicable safe manning requirements of the BMSR. In accordance with section A-I/4 of the STCW Code, port State authorities may assess the ability of the seafarers of the ship to maintain watchkeeping standards as required by the STCW Convention if there are clear grounds for believing that such standards are not being maintained because of any of the following having occurred: the ship has been involved in a collision, grounding, or stranding; there has been a discharge of substances from the ship when underway, at anchor or at berth, which is illegal under any international convention; the ship has been maneuvered in an erratic or unsafe manner whereby routing measures adopted by the IMO or safe navigation practices and procedures have not been followed; or the ship is otherwise being operated in such a manner as to pose a danger to persons, property, or the environment. Regulation 2.7 of the MLC requires ships to have a sufficient number of seafarers employed on board to ensure that they are operated safely, efficiently, and with due regard to security under all conditions, taking into account concerns about seafarer fatigue and the particular nature and conditions of the voyage. Port State Control (PSC) officers are entitled to verify that this is the case when there are grounds for carrying out a more detailed inspection. Bulletin 011 - Safe manning Requirements Rev. 1.1 Page 9 of 11 Appendix A The tables given below are provided for guidance/reference and are samples only, to assist Owners/Managers when making a proposal for minimum safe manning levels. Deck Department Ship Size Capacity STCW Reg. N. of Persons Unlimited N. of Persons Limited1 ≥ 10,000 GT Master II/2 1 1 Chief Mate II/2 1 1 Officer of the Navigational Watch II/1 2 12 Navigational Watch Rating II/4 3 2 Able Seafarer Deck II/5 2 2 Total 9 7 ≥ 3,000 GT < 10,000 GT Master II/2 1 1 Chief Mate II/2 1 1 Officer of the Navigational Watch II/1 1 1 Navigational Watch Rating II/4 3 3 Able Seafarer Deck II/5 1 0 Total 7 6 ≥ 1000 GT < 3,000 GT Master II/2 1 1 Chief Mate II/2 1 1 Officer of the Navigational Watch II/1 1 02 Navigational Watch Rating II/4 3 2 Able Seafarer Deck II/5 0 0 Total 6 4 ≥ 500 GT < 1,000 GT Master II/2 1 1 Chief Mate II/2 1 0 Officer of the Navigational Watch II/1 02 12 Navigational Watch Rating II/4 2 2 Able Seafarer Deck II/5 0 0 Total 4 4 <500 GT Master II/3 1 1 Chief Mate II/3 0 0 Officer of the Navigational Watch II/1 1 1 Navigational Watch Rating II/4 2 1 Able Seafarer Deck II/5 1 0 1 See Sec. 9.3 2 BMSR may request one ONW be added, following review of vessel’s operational area and type of ship. Bulletin 011 - Safe manning Requirements Rev. 1.1 Page 10 of 11 Engine Department Propulsion power Capacity STCW Reg. N. of Persons Unlimited N. of Persons Limited3 ≥ 3,000 kW NOT UMS Chief Engineer III/2 1 1 Second Engineer III/2 1 1 Officer in charge of the Engineering Watch III/1 14 05 Engineering Watch Rating III/4 24,6 24,6 Able Seafarer Engine III/5 1 1 Total 6 5 ≥ 750 kW < 3,000 kW Chief Engineer III/3 1 1 Second Engineer III/3 14 05 Officer in charge of the Engineering Watch III/1 05 14 Engineering Watch Rating III/4 24,6,7 16,7 Able Seafarer Engine III/5 0 0 Total 4 3 < 750 kW8 Chief Engineer III/3 19 19 Second Engineer III/3 0 0 Officer in charge of the Engineering Watch III/1 14,7 14,7 Engineering Watch Rating III/4 06 0 Able Seafarer Engine III/5 0 0 Total 2 2 3 See Sec. 9.3 4 Manning may be reduced by one at this rank, if vessel classed with UMS 5 BMSR may request one additional one at this rank 6 Tankers of 1000 GT or more shall add one additional Engineering Watch Rating 7 Manning may be reduced by one see Sec. 5.5 8 See Sec. 4.7.1 9 C.E. may be covered by an OEW Bulletin 011 - Safe manning Requirements Rev. 1.1 Page 11 of 11 Revision History Version Description of Revision 1.0 First Issue 1.1 Amended hyperlinks and bulletin format

Bulletin 012 - Maintenance and Inspection of Fire Protection Systems and Appliances

https://barbadosmaritime.org/wp-content/uploads/2022/11/Bulletin-012-Maintenance-Inspection-of-Fire-Protection-Systems-Appliances.pdf Bulletin 012 - Maintenance and Inspection of Fire Protection Systems and Appliances Version No. 1.1 Issue Date 23/Sep/2022 Effective Date 23/Sep/2022 Bulletin 012 - Maintenance and Inspection of Fire Protection Systems and Appliances Notice to: Shipowners, Operators, Officers, Flag State Inspectors and Recognised Organisations Page 1 of 12 References International Convention for the Safety of Life at Sea, 1974, as amended (SOLAS); Fire Safety Systems (FSS) Code; IMO Circular MSC.1/Circ.1432 Revised Guidelines on maintenance and inspection of fire protection systems and appliances; IMO Circular MSC.1/Circ.1318/Rev.1 Revised Guidelines for the maintenance and inspections of fixed carbon dioxide fire-extinguishing systems; IMO Assembly Resolution A.951(23) Improved Guidelines for Maintenance for Marine Portable Fire Extinguishers; IMO Assembly Resolution A.1156(32) Survey Guidelines under the Harmonized System of Survey and Certification (HSSC), 2021; IMO Circular MSC/Circ.775 – Ships with Reduced Halon Quantities; The International Code for the Construction and Equipment of Ships Carrying Liquefied Gases in Bulk (IGC Code); 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; IMO Circular MSC/Circ.1002 Guidelines on alternative design and arrangements for fire safety, as corrected. IMO Circular MSC.1/Circ.1395/Rev.4 Lists of solid bulk cargoes for which a fixed gas fireextinguishing system may be exempted or for which a fixed gas fire-extinguishing system is ineffective; IMO Circular MSC/Circ.670 Guidelines for the performance and testing criteria and surveys of high-expansion foam concentrates for fixed fire-extinguishing systems; IMO Circular MSC/Circ.798 Guidelines for the performance and testing criteria and surveys of medium-expansion foam concentrates for fire-extinguishing systems; 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; IMO Circular MSC.1/Circ.1555 Unified interpretation of SOLAS chapter II-2; IMO Circular MSC/Circ.1081 Unified interpretation of the Revised SOLAS chapter II-2; IMO Circular MSC/Circ.849 Guidelines for the performance, location, use and care of emergency escape breathing devices (EEBDs); IMO Resolution MEPC.269(68) 2015 Guidelines for the Development of the Inventory of Hazardous Materials. Purpose This Bulletin provides instructions for inspection, maintenance, testing and survey requirements of fire protection systems, appliances, and equipment. The maintenance and inspection provisions for fixed carbon dioxide (CO2) fire-extinguishing systems reflects the latest requirements of MSC.1/Circ.1318/Rev.1. Bulletin 012 - Maintenance and Inspection of Fire Protection Systems and Appliances Rev. 1.1 Page 2 of 12 Application This Bulletin applies to all Barbadian vessels, except pleasure yachts. Operational Readiness and Temporary Permits All fire protection systems and appliances must be in good order and available for immediate use while the vessel is in service. 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. Onboard Maintenance and Competent Persons 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. 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. 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. Specific Requirements for Fire Detection Systems 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. Testing of manual call-points should be conducted at the same time as the detector tests. 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. 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. At least one detector located along each cable line of the fire detection system and within each fire zone should be tested. Bulletin 012 - Maintenance and Inspection of Fire Protection Systems and Appliances Rev. 1.1 Page 3 of 12 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. Specific Requirements for Fixed Gas Fire-Extinguishing Systems 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. Monthly and annual inspections are to be carried out as per MSC.1/Circ.1432. Flexible hoses have to be replaced at the intervals recommended by the manufacturer and in any case at intervals not exceeding 10 years. 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. 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. 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. 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. 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. Specific Requirements for Fixed CO2 Systems Monthly and annual inspections are to be carried out as per MSC.1/Circ.1318/Rev.1. 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. 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): Bulletin 012 - Maintenance and Inspection of Fire Protection Systems and Appliances Rev. 1.1 Page 4 of 12 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; 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 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. For the purpose of section 8.3.2 above, the BMSR interprets MSC.1/Circ.1318/Rev.1 as follows: 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; 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; at every 10-year anniversary thereafter, all CO2 cylinders are to be hydrotested. For vessels aged between 20 and 30 years as of May 2021, all CO2 cylinders have to be hydrotested at the first drydock. 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: The reason for not completing the hydrotest at 20 years; The proposed testing schedule, which should ensure that all cylinders are hydrotested at the earliest opportunity, taking into account the vessel’s operations; Most recent service reports for the untested cylinders, including content check (by weighing or ultrasonic level detection); A statement from the Master attesting to the condition of the untested CO2 cylinders. The above provisions apply equally to ships using a low-pressure high volume refrigerated vessel for liquified CO2 storage. 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: Bulletin 012 - Maintenance and Inspection of Fire Protection Systems and Appliances Rev. 1.1 Page 5 of 12 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; 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 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. Specific Requirements for Halon Gas Systems 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. 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. 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. All Halon cylinders have to be hydrostatically tested: after each 20 years of service; before recharging a discharged cylinder; or when visual inspection reveals a potential defect. 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. 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. 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. Bulletin 012 - Maintenance and Inspection of Fire Protection Systems and Appliances Rev. 1.1 Page 6 of 12 The adequacy of any temporary arrangements and procedures is to be assessed by the RO prior to application for acceptance by the BMSR. 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". 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. 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. 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. Details of any proposed replacement of a system containing Halon must be forwarded to the BMSR for review by the RO. 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. Specific Requirements for Fixed Dry Chemical Powder Fire-Extinguishing Systems Monthly and annual inspections are to be carried out as per MSC.1/Circ.1432. 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. 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. This verification should also include the following minimum requirements: 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; operational testing of local and remote controls and section valves; the contents verification of propellant gas cylinders containing N2, including remote operating stations, must be confirmed; Bulletin 012 - Maintenance and Inspection of Fire Protection Systems and Appliances Rev. 1.1 Page 7 of 12 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; 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. Specific Requirements for Alternative Fixed Gas Firefighting Media 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 firefighting 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. 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. Specific Requirements for Alternatives to Ineffective Fixed Gas Firefighting Systems 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. Specific Requirements for Foam Concentrates: Fixed Fire-Extinguishing Systems and Portable Applications 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. Protein-based, alcohol-resistant foam concentrates should be subjected to a chemical stability test before delivery to the vessel and annually thereafter. 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. 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. 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. Bulletin 012 - Maintenance and Inspection of Fire Protection Systems and Appliances Rev. 1.1 Page 8 of 12 Specific Requirements for Portable Fire Extinguishers and Spare Charges All portable fire extinguishers have to be periodically inspected in accordance with the manufacturer’s instructions. 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. All portable fire extinguishers must be serviced at intervals not exceeding one year. 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. 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. 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. 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). The hydrostatic test date must be permanently and clearly marked on the bottles. The servicing facility performing the hydrostatic tests have to be: certified by a government agency or an RO; and accepted by the vessel’s RO or the extinguisher manufacturer. The same facility should recharge the cylinder after testing to demonstrate serviceability. The number of portable fire extinguishers on board should be determined as follows: 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. 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. The minimum number of spare charges carried on board for portable & semi-portable extinguishers shall be in accordance with SOLAS Chapter II-2, namely: 100% for the first ten (10) extinguishers; and 50% for the remaining extinguishers up to a maximum of sixty (60). 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. Bulletin 012 - Maintenance and Inspection of Fire Protection Systems and Appliances Rev. 1.1 Page 9 of 12 Specific Requirements for Ten-Year Servicing: Water Mist, Water Spray, and Sprinkler Systems 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. Specific Requirements for Self-Contained Breathing Apparatus Self-Contained Breathing Apparatus (SCBA) Cylinders should be inspected weekly to ensure that they are in the correct pressure range. A responsible ship’s officer must inspect SCBAs at least once a month. 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. The tests and examinations required by the HSSC must be carried out in the presence of an RO surveyor. Hydrostatic testing of SCBA cylinders has to be carried out once every five years. Where: the hydrostatic test date must be permanently marked on the bottles; 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. cylinder servicing has to be performed to the satisfaction of the RO surveyor. 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. Two interchangeable spare charges suitable for SCBA use have to be provided for each required apparatus. 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. 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. Specific Requirements for Emergency Escape Breathing Devices The BMSR considers the Guidelines contained in MSC/Circ.849 to be mandatory. 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. Bulletin 012 - Maintenance and Inspection of Fire Protection Systems and Appliances Rev. 1.1 Page 10 of 12 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. 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. 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. EEBDs have to be examined and maintained in accordance with the manufacturer’s instructions, including those for hydrostatic testing. 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. 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. 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. 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. Additional Survey Requirements In surveying the safety equipment on a vessel, the RO has to verify that: all firefighting equipment has been inspected and maintained in accordance with the manufacturer’s instructions and the foregoing requirements; and the manufacturer’s maintenance instructions are on board; and records of inspections, maintenance and pressure tests are maintained as per section 18.3 below; and spare charges or extinguishers are provided in accordance with sections paragraphs 14.12 and 14.13 above. 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. Bulletin 012 - Maintenance and Inspection of Fire Protection Systems and Appliances Rev. 1.1 Page 11 of 12 The following records have to be maintained on board: Weekly testing and inspections; Monthly testing and inspections; Quarterly testing and inspections; Annual testing and inspections; Two-year testing and inspections; Five-year service; Ten-year service. Bulletin 012 - Maintenance and Inspection of Fire Protection Systems and Appliances Rev. 1.1 Page 12 of 12 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.

Bulletin 019 - DNVGL name change to DNV

https://barbadosmaritime.org/wp-content/uploads/2021/12/B019-DNVGL-name-change-to-DNV.pdf Bulletin 019 - DNVGL name change to DNV Version No. 1.1 Issue Date 17/Dec/2021 Effective Date 17/Dec/2021 Bulletin 019 - DNVGL name change to DNV Notice to: Shipowners, Operators, Officers, Flag State Inspectors and Recognised Organisations Page 1 of 2 References IMO circular A.959(23) SOLAS XI-1/5 Continuous Synopsis Record DNV Notification - Continuous Synopsis Record (dated 08/Feb/2021) Purpose This Bulletin is issued by the Barbados Maritime Ship Registry (BMSR) to advise ship owners, managers and other interested third parties of the validity of certification issued by DNVGL AS on behalf of Barbados, following the change in name of the Society to DNV AS. A copy of this Bulletin should be retained on board for presentation to interested parties, including Port State Control Authorities. Recognition of Statutory Certificates DNVGL AS is a Barbadian Recognized Organization (RO) and Recognized Security Organization (RSO) and authorized to perform statutory services and issue statutory certificates on behalf of Barbados. The existing Agreement with DNVGL AS is considered as the current Agreement under which DNV AS will perform statutory services and issue statutory certificates on behalf of Barbados. Existing certificates issued by DNVGL will remain valid, until their expiry date or until reissued. The BMSR also recognises statutory certification now issued by DNV AS. Continuous Synopsis Record (CSR) The Continuous Synopsis Record (CSR) requires the Classification Societies and issuing bodies for the Safety Management Certificate, Document of Compliance, and International Ship Security Certificate to be identified on the CSR. In order to reduce the administrative burden to owners and the BMSR, the BMSR does not require CSRs to be re-issued to reflect the change of name of DNVGL AS to DNV AS. The name changed to DNV AS will only be reflected on new CSRs issued due to a change of other mandatory information on the CSR document - i.e., change of name, change of owner/manager details, transfer of class, etc. Existing CSR’s which identify DNV GL as the class society, RO or RSO should be treated as identifying DNV AS and will remain valid, until issuance of a new CSR is required, due to change of other required information. Bulletin 019 - DNVGL name change to DNV Rev. 1.1 Page 2 of 2 Revision History Version Description of Revision 1.0 First Issue 1.1 Amended bulletin format

Bulletin 023 - Electronic Documents and Statutory Certificates

https://barbadosmaritime.org/wp-content/uploads/2022/10/Bulletin-023-Electronic-Documents-and-Statutory-Certificates.pdf Bulletin 023 - Electronic Documents and Statutory Certificates Version No. 1.0 Issue Date 02/Oct/2022 Effective Date 02/Oct/2022 Bulletin 023 - Electronic Documents and Statutory Certificates Notice to: Shipowners, Operators, Officers, Flag State Inspectors and Recognised Organisations Page 1 of 4 References Guidelines for the Use of Electronic Certificates - FAL.5/Circ.39/Rev.2. Purpose This Bulletin establishes the requirements for electronic documents issued by the BMSR. It contains information for their features, conveyance, and verification. 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. A copy of this Bulletin should be placed on board Barbadian vessels to facilitate the acceptance of electronic certificates by other relevant authorities. RO Statutory Certificates Several ROs are now able to issue electronic certificates to ships in lieu of traditional paper certificates. The use of electronic certificates is accepted by the BMRS, provided that are issued in compliance with the provisions of FAL.5/Circ.39. BMSR Documents The BMSR has now moved to full implementation of electronic documents for vessel certificates and seafarers’ documents. The electronic documents issued by the BMSR contain all elements required by FAL.5/Circ.39. 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. 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). All documents and certificates issued electronically by the BMSR must be able to be viewed and printed out onboard the vessel when required. 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. Adobe Reader can be downloaded free of charge from www.Adobe.com. Bulletin 023 - Electronic Documents and Statutory Certificates Rev. 1.0 Page 2 of 4 List of Electronic Documents issued Provisional Certificate of Registry (COR). Permanent Certificate of Registry (COR). Carving and Marking Note (CMN). Maritime Labour Certificate (MLC). Declaration of Maritime Labour Compliance (DMLC I). Safe Manning Document (SMD). Continuous Synopsis Record (CSR). Ship Station Licence (SSL). Certificate of Insurance for Civil liability for bunker oil pollution damage (Bunker Certificate). Certificate of Insurance for Civil liability for oil pollution damage (CLC Certificate). Certificate of Insurance or other financial security in respect of liability for the death of and personal injury to passengers (Athens Convention Certificate). Exemptions and Dispensations (Permits). Barbadian Authorisation of Service Prover (BASP). Transcript. Officer Certificate of Receipt of Application (CRA). Officer Endorsements. The lists above is not exhausted of all electronic documents issued by the BMSR. BMSR Document Validation Electronic documents either in printed or electronic form may be verified online in two ways: by using the Quick Response (QR) Code found in in the bottom right-hand corner; or via the online BMSR Portal. For the validation of an electronic document the Document Control Number (DCN) is located in the bottom of the document. 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.” Queries regarding the validation of electronic documents may be addressed to registry@barbadosmaritime.com. Bulletin 023 - Electronic Documents and Statutory Certificates Rev. 1.0 Page 3 of 4 BMSR Document Validity 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.” When a vessel is suspended from the registry the electronic documents still remain valid unless they have been deleted. Withdrawn and expired electronic documents “Document Validity” reads “Superseded”. Bulletin 023 - Electronic Documents and Statutory Certificates Rev. 1.0 Page 4 of 4 Revision History Version Description of Revision 1.0 Supersedes Bulletin 336 & 342

Bulletin 033 - Radio Accounting Authority (RAA), Point of Service Activation (PSA), MMSI and Call Sign

https://barbadosmaritime.org/wp-content/uploads/2022/10/Bulletin-033-Radio-Accounting-Authority-RAA-Point-of-Service-Activation-PSA-MMSI-and-Call-Sign.pdf Bulletin 033 - Radio Accounting Authority (RAA), Point of Service Activation (PSA), MMSI and Call Sign Version No. 1.0 Issue Date 02/Oct/2022 Effective Date 02/Oct/2022 Bulletin 033 - Radio Accounting Authority (RAA), Point of Service Activation (PSA), MMSI and Call Sign Notice to: Shipowners, Operators, Officers, Flag State Inspectors and Recognised Organisations Page 1 of 4 References International Telecommunication Union Convention (ITU Convention); ITU-T Recommendation D.90 (ITU D.90); Form 144 - Application for Radio Accounting Authority Acting on Behalf of Barbados; Maritime Service Activation Registration Form (SARF); Maritime mobile Access and Retrieval System (MARS). Purpose This Bulletin explains: 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 . 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; the procedures to obtain Maritime Mobile Service Identity (MMSI) numbers and Call Signs for Barbadian vessels. Application This Bulletin applies to all Barbadian vessels: Equipped with a Radio Ship Station; Installed, or will be, with an Inmarsat MESs. RAA Requirements The ITU Convention currently in force provides for RAAs to settle maritime radiocommunication accounts for ships licensed by the BMSR. 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). 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. Application for RAA on behalf of the BMSR shall be submitted with Form 144, which is to be sent to registry@barbadosmaritime.com. Bulletin 033 - Radio Accounting Authority (RAA), Point of Service Activation (PSA), MMSI and Call Sign Rev. 1.0 Page 2 of 4 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. 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. 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 KE01 Communication Authority of Kenya 16 LE01 MURR Marine Electronics S.A.R.L. 17 NL01 Stratos B.V. 18 NO01 Marlink AS 19 PG18 BRIGHTNORTH CORP. 20 PG19 RADIO LLOYD, S.A. 21 SW01 Telemar Scandinavia B 22 UX02 SE MSRS AAIC, means Accounting Authority Identification Code. The Barbados RAAs Particulars can be retrieved on MARS by selecting Administration “BRB – Barbados” and pressing “submit query”. PSA Requirements 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 reregistration/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. 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. 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. Bulletin 033 - Radio Accounting Authority (RAA), Point of Service Activation (PSA), MMSI and Call Sign Rev. 1.0 Page 3 of 4 Any enquiries related to commissioning or decommissioning of Inmarsat terminals should be addressed to the PSA or Inmarsat. 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 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. 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. The PSAs authorised by Inmarsat can be obtained by contacting Inmarsat Global Customer Support above. MMSI numbers and Call Sign A MMSI is effectively an international maritime telephone number issued by the BMSR. 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). 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 one digits and 3 letters in the order: digit – letter- letter – letter - digit Any enquiries related to MMSI numbers should be addressed to the BMSR registration department at registry@barbadosmaritime.com. Bulletin 033 - Radio Accounting Authority (RAA), Point of Service Activation (PSA), MMSI and Call Sign Rev. 1.0 Page 4 of 4 Revision History Version Description of Revision 1.0 New Issue.

Bulletin 035 - Piracy and Armed Robbery

https://barbadosmaritime.org/wp-content/uploads/2022/10/Bulletin-035-Piracy-and-Armed-Robbery.pdf Bulletin 035 - Piracy and Armed Robbery Version No. 1.0 Issue Date 01/Oct/2022 Effective Date 01/Oct/2022 Bulletin 035 - Piracy and Armed Robbery Notice to: Shipowners, Operators, Masters and Officers, Flag State Inspectors and Recognised Organisations Page 1 of 5 References 1982 United Nations Convention on the Law of the Sea (UNCLOS) MSC.1/Circ.1334 Guidance to shipowners and ship operators, shipmasters and crews on preventing and suppressing acts of piracy and armed robbery against ships Form 147 Part 1 – Memorandum of Agreement Form 172 – Piracy and Armed Robbery Report Form Resolution A.917(22) Guidelines for the onboard operational use of shipborne Automatic Identification Systems (AIS) as amended by Resolution A.956(23) BMP5 Best Management Practices to Deter Piracy and Enhance Maritime Security in the Red Sea, Gulf of Aden, Indian Ocean and Arabian Sea Regional Guide 2 to Counter Piracy and Armed Robbery against Ships in Asia (2022) IMO Circular Letter No.3684 Purpose This Bulletin is to provide advice on the risks to vessels from piracy and armed robbery, and outlines the process for reporting attacks, both successful and unsuccessful, to the BMSR. Application This Bulletin applies to all Barbadian ships and yachts. Western Indian Ocean and the Gulf of Aden Attention is drawn to BMP5 Best Management Practices to Deter Piracy and Enhance Maritime Security in the Red Sea, Gulf of Aden, Indian Ocean and Arabian Sea. The BMSR requires all Barbadian ships to register with the MSCHOA at least four days prior to entry into the vessel registration area. Vessel operators and masters should note that reporting is still required even if the vessel does not intend to enter the HRA. The registration form can be found on the MSCHOA website at www.mschoa.org. Users will be required to register an account in order to submit vessel reports. The UK Maritime Trade Operations Office (UKMTO) operate a Voluntary Reporting Area (VRA). Vessels must submit an initial report to UKMTO and subsequent daily position reports whilst in the VRA. Routine position reports should not be sent to MSCHOA. Companies are reminded that following the BMP and ensuring their vessels are registered and reporting correctly will assist naval forces to manage their resources efficiently to offer the best protection against piracy and ensure an effective response should military intervention be required. Bulletin 035 - Piracy and Armed Robbery Rev. 1.0 Page 2 of 5 The BMSR and military forces in the area use Long Range Identification and Tracking (LRIT) data to monitor compliance with the reporting schemes. However, the MSCHOA registration and UKMTO reporting schemes require more information about the ship and crew than can be obtained through LRIT reporting. Therefore, companies and masters of Barbadian vessels must continue to report in line with MSCHOA and UKMTO procedures, and not rely solely on LRIT transmissions. West Africa including the Gulf of Guinea The Maritime Domain Awareness for Trade – Gulf of Guinea (MDAT-GoG) is a voluntary reporting mechanism that has been established to share information regarding piracy incidents in the area. Full details of the scheme are provided in IMO Circular Letter No.3684. Barbadian vessels should participate in the scheme by reporting their positions whilst inside the voluntary reporting area, indicated on chart Q6114. Reports can be made by telephone (+33 (0)2 98 22 88 88) or by email (watchkeepers@mdat-gog.org). Southeast Asia and the South China Sea Attention is drawn to the Regional Guide 2 to Counter Piracy and Armed Robbery against Ships in Asia (2022). Piracy in the Asian region takes a different form to that of the African Regions. Rather than the violent kidnap and ransoming of crew, the perpetrators usually board to steal unsecured items, ships stores and engine parts. However, the number of incidents in this region is still higher than in other parts of the world, and the dangers posed to the crew and vessel must not be ignored. A Voluntary Community Reporting (VCR) scheme is in operation in the area, as depicted in charts Q6112 and Q6113. All Barbadian ships operating within the VCR area are strongly encouraged to participate in the scheme. Further details can be found in Annex C of the Regional Guide 2. Automatic Identification System (AIS) Policy In accordance with Resolution A.917(22) Guidelines for the onboard operational use of shipborne Automatic Identification Systems (AIS) as amended by Resolution A.956(23), if the master believes that the continual operation of AIS might compromise the safety or security of his/her ship or where security incidents are imminent, the AIS may be switched off. Unless it would further compromise the safety or security, if the ship is operating in a mandatory ship reporting system, the master should report this action and the reason for doing so to the competent authority. When the AIS is switched off, this must always be recorded in the ship’s logbook together with the reason for doing so, and the master should restart the AIS as soon as possible after the source of danger has disappeared. The ship should routinely transmit its position to the shipping company at given intervals, thereby giving the shipping company a first notice that something is amiss if the transmissions are interrupted. Bulletin 035 - Piracy and Armed Robbery Rev. 1.0 Page 3 of 5 When an attack is expected, or suspicious activity is detected, the AIS should be switched on as soon as possible to enable security forces to locate the vessel. Long Range Identification & Tracking (LRIT) Policy The LRIT equipment must not be switched off whilst the vessel is transiting or in the vicinity of a High-Risk Area. Should it be necessary to switch off the LRIT equipment, the BMSR must be informed before doing so by email to registry@barbadosmaritime.com Reporting of Piracy or Armed Robbery Incidents The BMSR considers it vital that all attacks, both successful and unsuccessful, are reported to the nearest RCC (or regional piracy focal point where applicable), to the BMSR, and to the IMB Piracy Reporting Centre. The BMSR reports all piracy and armed robbery attacks on Barbadian ships to the IMO for distribution in its monthly piracy reports. Form 172 – Piracy and Armed Robbery Report Form should be completed by the master or company to ensure all necessary data is submitted. All reports are to be made as soon as possible, to enable necessary action to be taken. Use of privately contracted armed security personnel Barbadian ships can and should take measures to protect themselves from pirates and armed robbers and masters are encouraged to follow the recommendations in MSC.1/Circ.1334 Guidance to shipowners and ship operators, shipmasters and crews on preventing and suppressing acts of piracy and armed robbery against ships. For legal and safety reasons, firearms should not be carried or used by seafarers for personal protection or for the protection of a ship. Seafarers are civilians, and the presence of firearms on board may encourage attackers to carry their own firearms or other weapons and escalate the situation further. The BMSR permits the use of privately contracted armed security personnel, subject to approval by the BMSR Technical Department. The BMSR has set five rules for engagement that must be followed by all armed security personnel on board Barbadian ships. i) Visual demonstration that the ship is under security guard protection; ii) Audible warning to the sea going threat not to approach the vessel, inside 500m range; iii) Warning shot to deter any further approach towards the vessel from the sea going threat, inside 200m range; iv) Engage the vessel with minimal force to dissuade its continued approach, inside 100m range; v) Use of deadly force is sanctioned only where armed insurgents have boarded the ship and there is clear and immediate danger to those persons onboard and the ship. Bulletin 035 - Piracy and Armed Robbery Rev. 1.0 Page 4 of 5 The requirements for flag state approval to carry armed guards are: i) Form 147 Part 1 – Memorandum of Agreement has been signed as accepted by BMSR and returned to the operator; ii) The BMSR Rules of Engagement, detailed in paragraph 10.4, have been agreed to by the security company; iii) The boarding security personnel shall be under the command of a Team Leader; iv) The Team Leader will be under the command of the vessel’s Master; v) All weapons boarded shall be under the control of the employees of the security company only, and that no unauthorized contact with the weapons will be allowed; vi) The security company will provide all clearances etc. required for embarking and disembarking armed personnel on and off the vessel by the respective port authorities; vii) The security company shall sign their agreement to comply with the BMSR Rules of Engagement, as detailed in paragraph 10.4; viii) The Master shall follow all current practices for reducing the risk of unauthorised boarding, including the registering of the ship and its transit with UKMTO and MSCHOA; ix) The Master will consider suggestions from the Team Leader for the further reduction of risk onboard his/her vessel. Further sources of advice and information The Maritime Security Centre – Horn of Africa (MSCHOA) i) Website: https://www.mschoa.org/ ii) Telephone: 0033 (0) 298 220 220 / 0033 (0) 298 220 170 iii) Fax: 0033 (0) 298 220 171 iv) Email: postmaster@mschoa.org ReCAAP Information Sharing Centre (ReCAAP ISC) i) Website: https://www.recaap.org/ ii) Telephone: +65 6376 3063 iii) Fax: +65 6376 3066 United Kingdom Maritime Trade Operations (UMKTO) i) Website: https://www.ukmto.org/ ii) Telephone: +44 (0) 2392 222060 iii) Email: info@ukmto.org Maritime Domain Awareness for Trade – Gulf of Guinea (MDAT-GoG) i) Website: https://gog-mdat.org ii) Telephone: +33 2 98 22 88 88 (emergency) iii) Telephone: +33 2 98 22 13 02 (exercise) iv) Email: watchkeepers@mdat-gog.org BMSR i) Website: https://barbadosmaritime.org/ ii) Telephone: +44 (0)207 636 5739 iii) Emergency 24hr phone: +44 (0) 7985 498 475 iv) Email: ops@barbadosmaritime.com Bulletin 035 - Piracy and Armed Robbery Rev. 1.0 Page 5 of 5 Revision History Version Description of Revision 1.0 First Issue

Bulletin 041 - Barbadian Authorisation of Service Provider

https://barbadosmaritime.org/wp-content/uploads/2022/11/Bulletin-041-Barbadian-Authorisation-of-Service-Provider.pdf Bulletin 041 - Barbadian Authorisation of Service Provider Version No. 1.0 Issue Date 07/Nov/2022 Effective Date 07/Nov/2022 Bulletin 041 - Barbadian Authorisation of Service Provider Notice to: Shipowners, Operators, Officers, Flag State Inspectors and Recognised Organisations Page 1 of 3 References International Convention for the Safety of Life at Sea, 1974, as amended (SOLAS); IMO Resolution MSC.402(96) - Requirements for maintenance, thorough examination, operational testing, overhaul and repair of lifeboats and rescue boats, launching appliances and release gear. Purpose Beginning 1 January 2020, a service provider, or manufacturer acting as a service provider, must be authorised by the Barbados Maritime Ship Registry (BMSR) according to MSC.402(96). under the provisions of Regulation 20.11.5 of Chapter III of SOLAS prior to providing maintenance, examination, testing, overhaul or repair of: lifeboats (including free-fall lifeboats); rescue boats; fast rescue boats; launching appliances; and on-load and off-load release gear for lifeboats (including primary and secondary means of launching appliances for free-fall lifeboats), rescue boats and davit- launched life rafts. This bulletin provides guidance on examination, testing, servicing, maintenance, and repairs of the items listed in 2.1 above, on board Barbados flagged vessels. Barbadian Authorisation of Service Provider The BMSR does not approve service providers but only authorises a service provider with an authorisation document, the Authorisation of Service Provider (BASP). The BASP is specific to the vessel requiring servicing of any of the items listed in 2.1 above and is only valid for 3 months from the date of issue. The BASP is valid subject to the following conditions: The service provider shall hold a valid Approved Service Supplier Certificate (ASSC) issued by a Barbados Recognised Organisation (RO) verifying that the provider meets the requirements of MSC.402(96). Service engineers shall have valid Qualification Certificates issued by the equipment manufacturer or by the Approved Service Provider to whom this BASP was issued. The Qualification Certificate must define the service engineer’s level of qualification and the scope of the certification (e.g. makes and types of equipment); A copy of the BASP shall be attached to each service or maintenance report issued by the authorised service provider to the vessel. A copy of the Qualification Certificate for the service engineer(s) who inspects and/or services the equipment shall also be attached to the report. Bulletin 041 - Barbadian Authorisation of Service Provider Rev. 1.0 Page 2 of 3 Requests for a BASP shall be submitted by email to ops@barbadosmaritime.com prior to the servicing and shall be accompanied by a valid ASSC of the service provider. Bulletin 041 - Barbadian Authorisation of Service Provider Rev. 1.0 Page 3 of 3 Revision History Version Description of Revision 1.0 Supersedes old INFORMATION BULLETIN No. 322.

Bulletin 347 Commissioning Survey and Testing of BWMS After Installation

https://barbadosmaritime.org/wp-content/uploads/2023/02/Bulletin-347-Commissioning-Survey-and-Testing-of-BWMS-After-Installation.pdf Bulletin 347 Commissioning Survey and Testing of BWMS After Installation

Bulletin-013-Barbados-Approved-Providers-of-Insurance

https://barbadosmaritime.org/wp-content/uploads/2022/02/Bulletin-013-Barbados-Approved-Providers-of-Insurance.pdf Bulletin-013-Barbados-Approved-Providers-of-Insurance Version No. 1.7 Issue Date 20/Sep/2022 Effective Date 20/Sep/2022 Bulletin 013 - Barbados Approved Providers of Insurance Notice to: Shipowners, Operators, Officers, Flag State Inspectors and Recognised Organisations Page 1 of 6 References Barbados Merchant Shipping Act (CAP 296). Convention on Limitation of Liability for Maritime Claims 1976 Maritime Labour Convention, 2006, as amended (MLC 2006) the International Convention on Civil Liability for Oil Pollution Damage, 1992, as amended (1992 Civil Liability Convention); the International Convention on Civil Liability for Bunker Oil Pollution Damage, 2001 (2001 Bunkers Convention); the Nairobi International Convention on the Removal of Wrecks, 2007 (2007 Nairobi WRC); the Athens Convention 2002 concerning the transport of passengers and their luggage by sea, (PAL 2002); IMO Circular Letter No. 3464. July 2, 2014 Purpose The purpose of this Bulletin is to inform of the List of Approved Providers of Insurance for Barbadian vessels and for the following purpose: All ships - P&I Certificate of Entry for general liability; Any ship greater than 1000 Gross Tonnage - Article 7 of 2001 the 2001 Bunkers Convention; Any ship carrying more than 2000 tons of oil in bulk as cargo- Article 7 of the 1992 Civil Liability Convention; All seafarers on any ship - Repatriation (Reg. 2.5) and Shipowner’s Liability (Reg. 4.2) of the MLC 2006; Any ship in international voyage - Article 4bis of the PAL 2002; Any ship of 300 Gross Tonnage and above - Article 12 of the2007 Nairobi WRC. This bulletin supersedes Bulletin number 338. Removal of Wrecks Certificate (2007 Nairobi WRC) Barbados is not signatory of the 2007 Nairobi WRC, hence The Barbados Maritime Ship Registry (BMSR) cannot issue a certificate attesting that insurance or other financial security is in force in accordance with the provision of the Convention. However, the BMSR still requires Barbadian vessels to be insured for the purpose of the convention and to receive a valid certificate of insurance. Managers who still wish to have a statutory Wreck Certificate, can apply for one to an appropriate authority of any other State Party of the Convention. Bulletin 013 - Barbados Approved Providers of Insurance Rev. 1.7 Page 2 of 6 BMSR Approval of Insurance Providers As per IMO Circular Letter No. 3464, the BMSR accepts all certificates of insurance or blue cards issued by members of the International Group of P&I Associations. Insurers wishing to provide insurance services to Barbadian ships must be approved before their certificates will be accepted by the Registry. The BMSR will charge for the approval of an insurer with the rate for ‘Assessment and approval of any manual or plan’ as per the BMSR fees, plus the fees for the issuance of the Letter of Approval. At a minimum, the following documents should be submitted by email to ops@barbadosmaritime.com for review: A completed Form 138 – Providers of Insurance; Evidence of registration with the appropriate national regulatory authority; 3 years of audited accounts; Documentation on reinsurance coverage, if applicable; A guarantee that the insurer can cover the liability under the relevant conventions; A statement that liability incurred under the relevant convention due to an act of terrorism is covered; Sample certificates of insurance or blue cards; Evidence of approval by any other flag states (if applicable); Evidence that the insurer or its reinsurers have been rated by an independent and internationally recognised rating agency. BMSR List of Approved Providers of Insurance ACE Insurance AIG Europe S. A ALANDIA American International Group UK Limited American Steamship Owners Mutual Protection & Indemnity Association, INC. Amlin Europe N.V. Amlin Insurance SE Amlin Marine N.V. ASPEN INSURANCE UK LIMITED Assuranceforeningen Gard – Gjensidig Assuranceforeningen Gard – Gjensidig – Japan Branch Bulletin 013 - Barbados Approved Providers of Insurance Rev. 1.7 Page 3 of 6 Assuranceforeningen Skuld (Gjensidig) Singapore Branch Assuranceforeningen Skuld (Gjensidig) UK Branch Aurora P&I (Formerly Carina P&I) Brit Syndicate 2987 British Marine Catlin Indemnity Company China Shipowners Mutual Assurance Association EF MARINE PTE LTD. (Singapore) & EF MARINE B.V., Rotterdam. Forsakringsaktiebolaget Alandia GARD AS Gard P. & I. (Bermuda) Ltd Gard P. & I. (Bermuda) Ltd., Singapore Branch GENERALI OSIGURANJE D.D. Great American Insurance Company Hanseatic P&I Hydor Ingosstrakh Insurance Company Lingard Limited Liverpool and London Steamship Protection and Indemnity Association Limited Lloyd’s LODESTAR MARINE (issues insurance on behalf Aspen) Maritime Mutual Insurance Association (NZ) Limited MARKEL International Insurance Company Limited Meiji Yasuda General Insurance Company, Limited Mitsui Sumitomo Insurance Company, Limited MS Amlin Insurance SE NAVIGATORS INSURANCE COMPANY NIPPONKOA Insurance Company, Limited Nissay Dowa General Insurance Company, Limited NORTH OF ENGLAND P&I DESIGNATED ACTIVITY COMPANY Bulletin 013 - Barbados Approved Providers of Insurance Rev. 1.7 Page 4 of 6 North of England Protecting and Indemnity Associated Limited NORWEGIAN HULL CLUB PICC Property and Casualty Company Limited Dalian Branch QBE EUROPE SA/NV trading as BRITISH MARINE QBE Insurance (Singapore) Pte Ltd trading as QBE Asia P&I / British Marine QBE UK LIMITED trading as BRITISH MARINE RaetsMarine Insurance B.V. Raets Marine Insurance B.V. (Formerly InterCostal Shipowners P&I B.V.) RO Marine AS Royal & Sun Alliance Insurance plc SAISON Automobile & Fire Insurance Company, Limited Safeguard Guarantee Company Ltd. SECOM General Insurance Company, Limited SELECTA Insurance and Reinsurance Company (Caribbean) Limited SKULD SKULD (Far East) Ltd. Sompo Japan Insurance Inc. Steamship Mutual Underwriting Association (Europe) Limited Steamship Mutual Underwriting Association Limited Sveriges Angfartygs Assurans Forening (The Swedish Club) SWISS RE INTERNATIONAL SE Syndicate 2001 The Britannia Steam Ship Insurance Association Limited The DAIDO Fire and Marine Insurance Company, Limited The Japan Ship Owners’ Mutual Protection & Indemnity Association Thomas Miller Specialty Tokyo Marine & Nichido Fire Insurance Company, Limited The Fuji Fire & Marine Insurance Company, Limited The Korea Shipowner’s Mutual Protection & Indemnity Association The London Steam-Ship Owners’ Mutual Insurance Association Ltd. Bulletin 013 - Barbados Approved Providers of Insurance Rev. 1.7 Page 5 of 6 The Nisshin Fire & Marine Insurance Company, Limited The North of England Protecting and Indemnity Association Limited The Pacific Maritime Club The Shipowners’ Mutual Protection and Indemnity Association (LUXEMBOURG) The Society of Lloyds The Standard Club Asia Ltd The Standard Club Europe Ltd The Standard Club Ireland DAC The Standard Club UK Ltd The Standard Steamship Owners Protection and Indemnity Association (Europe) Limited The Standard Steamship Owners Protection and Indemnity Association (Bermuda) Limited The Steamship Mutual Underwriting Association (Bermuda) Limited The Steamship Mutual Underwriting Association Limited The Sumi-Sei General Insurance Company, Limited Türk P ve I Sigorta A.Ş. (Trading as Türk P&I) United Kingdom Mutual Steam Ship Assurance Association (Bermuda) Limited United Kingdom Mutual Steam Ship Assurance Association (Europe) Limited The West of England Ship Owners Mutual Insurance Association (Luxembourg) The West of England Ship Owners Mutual Insurance Association (Luxembourg) S. A. Water Quality Insurance Syndicat Bulletin 013 - Barbados Approved Providers of Insurance Rev. 1.7 Page 6 of 6 Revision History Version Description of Revision 1.0 First Issue 1.1 Added QBE Insurance (Singapore) Pte Ltd trading as QBE Asia P&I / British Marine 1.2 Added Carina P&I 1.3 Added Maritime Mutual Insurance Association (NZ) Limited 1.4 Added RO Marine AS 1.5 Carina P&I renamed Aurora P&I from 1st July 2022. 1.6 Added Türk P&I, amended bulletin format 1.7 Added SELECTA insurance and section 5