Bahamas - Specific requirements by the Bahamas Administration

Flag instructions relating to statutory surveys

Flag procedural requirements

General policy

Agreement

A new Agreement has been signed between the Bahamas Maritime Authority and Recognised Organisation (RO) Marine & Offshore SAS. The Agreement commences on 1 November 2019. The Agreement and its Appendice 1 show the details of authorisation granted (see Agreement governing the delegation of statutory certification to Appendix 1 to the Agreement).

The Appendix 1 (see Appendix 1 to the Agreement) of the Agreement which details the Applicable Instrument and Degree of Authorisation is regularly updated through the Bahamas National Requirements, displayed in Bahamas National Requirements.

Single contact point

At the request of Bahamas Maritime Authority (BMA), all correspondence between BMA and Recognised Organisation (RO) shall be channelled through a single contact point.

To date, the contact point is Marine Customer Centre London (GBR_CLO).

Interpretations, Deviations and Equivalent solutions

Interpretations

Interpretations of the applicable instruments, as well as the determination of equivalents or the acceptance of substitutes to the requirements of the applicable instruments are the prerogative of the BMA.

Recognised Organisation (RO) shall apply:

• IACS Unified Interpretations ("UIs") that have been adopted by the IMO.

• IACS UIs that have been submitted to the IMO, but which have not been reviewed or adopted by IMO, unless otherwise advised by the BMA.

• IACS UIs that have not been submitted to the IMO, but have been adopted and published by IACS, unless otherwise advised by the BMA.

IACS UIs that have been submitted to and rejected by the IMO may be considered by the BMA on a case-by-case basis for application by Recognised Organisation (RO). Application of such UIs will be referenced in a Marine Notice issued by the BMA.

Deviations and Equivalent solutions

Exemptions and deviations from, and equivalents to, the requirements of the applicable instruments are the sole prerogative of the BMA and must be approved by the BMA prior to issuance.

Exemptions from the requirements of the applicable instruments shall be authorised by the BMA in writing. All exemption requests are to be submitted to the BMA by Recognised Organisation (RO) who shall assess the request and make a clear recommendation to the BMA on acceptance or rejection of the requested exemption. Refer also to Applications for exemptions, extensions and / or equivalence to international convention or code requirements, or Bahamas requirements

In instances where, temporarily, the requirements of an applicable instrument cannot be met under particular circumstances, proposals for such measures or supplementary equipment as may be available to permit the ship to proceed to a suitable port where permanent repairs or rectifications can be effected or replacement equipment fitted are to be acceptable to Recognised Organisation (RO) and Recognised Organisation (RO) shall notify the BMA of the action taken.

Instruction to classification societies

Bahamas National Requirements

Revision 10.5 of the Bahamas National Requirements has been issued on the 31 March 2025.

Refer to the attached file “Bahamas-National-Requirements-v10.5”.

BMA Notices

In addition to the provisions of the Agreement, the Bahamas Maritime Authority (BMA) releases Marine Notices (MN), Information Notices (IN), or Yacht Notices (YN) regarding specific BMA policies and requirements, interpretation and clarification on registration and technical matters and other general guidance. For further details refer to Marine Notice 01 in attached files.

These BMA notices are available on website www.bahamasmaritime.com and shall be adhered to.

Filling in of statutory documents

Engine power shall be referenced in kilowatts kW (and not in horse power (BHP/HP).

Reporting to the Administration

Refer to the chapter 3.4.6 of the Bahamas national requirements, which are displayed in Bahamas National Requirements.

The notifications requirements are as follows:

1. Ship not fit to proceed to sea

   in cases where the condition of a ship or its equipment does not correspond substantially with the particulars of the relevant statutory certificate, or is such that the ship is not fit to proceed to sea without danger to the ship or persons on board, or presents an unreasonable threat of harm to the marine environment, or a threat to the security of destination ports or coastal states, or a significant danger to seafarers’ safety, health or security, Recognised Organisation (RO) shall immediately ensure that corrective action is taken and shall in due course notify the BMA. If such corrective action is not taken the relevant certificate should be withdrawn and the BMA notified immediately and, if the ship is in the port of another Party, the appropriate authorities of the port State shall also be notified immediately.

2. Suspension and withdrawal of Class

   The BMA is to be notified of any suspension and / or withdrawal of class within thirty (30) days of the withdrawal or suspension becoming effective.

   In any case where class is withdrawn from a ship in service and where a surveyor attends the ship, Recognised Organisation (RO) is authorised to remove from the ship all statutory certification that has been issued by, or on behalf of, the Bahamas, concurrent with the removal of class certificates.

3. Changes affecting details of Registry or Classification

   The BMA is to be notified of any changes which affect the Certificate of Registry or Class Certificate, including:

   • Building details, i.e. vessel being rebuilt, re-measured or undergoing major conversion,

   • Ship or vessel type,

   • Propulsion and engine details (e.g. total power, means of propulsion, type of engines),

   • Ship dimensions (Length, Breadth, Depth),

   • No. of persons being accommodated,

   • Tonnage (Gross, Net),

   • Equipment fitted or removed to effect a major modification.

   Changes in Class notation are also to be reported to the BMA.

4. Forms / Records / Reports / Certificates

   Copies of short or full-term international Convention certificates and associated reports issued on behalf of The Bahamas are not to be forwarded to BMA offices unless specifically requested, with the exception of the following documents:

   • Any statutory certificate issued which has an associated exemption, extension or equivalent arrangement, together with details of the affected item(s);

   • ISPS Code certification (interim and full term ISSC);

   • ISM Code certification (interim and full term SMC);

   • MLC 2006 certification (Maritime Labour Certificate)

   Copies of the above should be forwarded by e-mail (not in hard copy), except where online access to these documents is available to the BMA.

   Hard copies of the following documents only are to be sent to the BMA:

   • Certificate of Survey for new buildings

5. Transfer of certification

   In cases of transfer of the certification of the ship from one RO to another, the gaining organisation shall, within one month from the issuance of the certificates, advise the BMA and the losing organisation of the date of issue of the certificates and confirm the date, place and action taken to satisfy each overdue survey, overdue recommendation and overdue condition of class.

Dual Class

The BMA has no objection to dual Class arrangements, provided that the Classification Society acting as a RO conducting surveys and issuing the relevant statutory certificates on behalf of The Bahamas is a Bahamas Recognised Organisation.Where both Classification Societies are Bahamas Recognised Organisations, all statutory certificates are to be issued by one of the Classification Societies only.

Application of mandatory and non-mandatory requirements

(Marine Notice 54 and International conventions applicable to Bahamian ships)

The technical requirements for Bahamian ships are the applicable international conventions of the International Maritime Organisation (IMO), International Labour Organisation (ILO), and International Telecommunication Union (ITU), together with amendments and mandatory resolutions that have been adopted and which have been enacted through the Bahamas Merchant Shipping Act.

Recognised Organisation (RO), as part of its authorisation, is required to support and implement where practicable, non-mandatory international requirements when performing approval, survey, audit and certification.

The Bahamas also recommends that owners and managers of Bahamian ships adopt the practices contained in applicable non-mandatory resolutions and circulars that provide alternatives to, and clarifications of, the requirements contained in the Conventions and Codes.

In applying standards, Recognised Organisation (RO) must take account of any relevant interpretation, clarification or other advice issued by the Bahamas Maritime Authority (BMA) in any BMA Marine Notices or in the Bahamas National Requirements.

In the absence of such BMA issued direction, IMO guidance as contained in IMO resolutions and circulars must be considered.

In the absence of either flag State or IMO guidance, relevant technical standards of the Recognised Organisation, including IACS Unified Requirements, Unified Interpretations, Procedural Requirements, etc. must be considered. The Bahamas expects that ship owners, managers and builders will also take the above into account.

Bahamas-specific interpretations and/or instructions relating to the application of the international conventions and other requirements are given in:

• The Bahamas National Requirements;

• BMA Marine Notices;

• BMA Information Notices;

• BMA Yacht Notices.

(Refer also to the paragraph 3.4.9 of the Bahamas national requirements, which are displayed in Bahamas National Requirements.)

Certification for conventions not in force or not ratified by the Bahamas

Refer to the paragraph 3.4.11 of the Bahamas national requirements, which are displayed in Bahamas National Requirements.

Where a ship is surveyed and found to be in compliance with a convention that is either not in force or has not been ratified by the Bahamas, a Statement of Compliance may be issued on behalf of The Bahamas. This certification is subject to the same annual / intermediate endorsement as a convention certificate.When the subject convention is both in force and ratified by the Bahamas, the Statement of Compliance may be replaced directly with a convention certificate, without survey, with the expiry date being no later than that on the existing Statement of Compliance.

Applications for exemptions, extensions and / or equivalence to international convention or code requirements, or Bahamas requirements

(Marine Notice 5 and Marine Notice 8)

Bahamas Recognised Organisations and YSOs are not authorised to issue exemptions or equivalents without the agreement of the BMA. Historically, most applications for exemptions or equivalents were to be addressed to the BMA via the Recognised Organisation and the Recognised Organisation issued the related Exemption Certificate etc.

In order to ensure that all permanent exemptions are properly recorded to the International Maritime Organization (IMO) Global Integrated Shipping Information System (GISIS) and to enhance monitoring of temporary exemptions, extensions and postponements, the BMA intends to take over the issuance of permanent exemption and equivalent certificates with effect from 01 July 2022.

The BMA intends to take over the issuance of temporary exemptions, extensions and postponements at a later date.

Procedure for permanent exemptions and equivalents

(Marine Notice 5)

On and after 01 July 2022

Applications for the exemptions or equivalents to statutory provisions are to be made directly to the BMA by the Company or Recognised Organisation (RO) that issued the affected certificate.

The process is applicable whenever the Company need to apply for:

1. A permanent exemption from an international convention requirement;

2. An acceptance of an equivalent arrangement to an international convention requirement;

The request shall be addressed to the BMA (tech@bahamasmaritime.com). Information supplied with the application should include:

1. Reason and justification for application, including the list of arrangements or equipment to be exempted and relevant Convention or Code Chapter and Regulation, including the reference to the Regulation(s) that confers authority for the exemption;

2. Safety measures that have been or will be introduced, including risk assessment where applicable;

3. Supporting documentation.

The surveyor then relays the application to the ship-connected MOC.

The surveyor, in cooperation with ship’s MOC, should add technical guidance on the merits of this application to be forwarded to the Administration.

The MOC then reviews the application, taking into consideration provisions contained in any applicable international convention, code or IMO circular, any relevant Bahamas requirements, reason and justification for application, urgency of the application and the assistance of the MO. The MOC submits its assessment to GBR_CLO which will forward the outcome of this assessment to the BMA for subsequent action.

Any request for acceptance of an equivalent arrangement shall contain full details of the safety case conducted by the company, using the relevant IMO methodology wherever possible, such as those described in IMO circulars MSC/Circ.1002, MSC.1/Circ.1212, MSC.1/Circ.1455, etc.

The MOC assessing the application shall clearly indicate its support or reservation of any aspect of the application, and if relevant, any recommendations or conditions that may be considered.

Where the BMA approves an application, an appropriate exemption certificate and invoice will be issued electronically.

Any decisions made by the Administration shall be treated on a case-by-case basis.

Copies of any Exemption Certificate issued by the BMA will be provided to Recognised Organisation (RO) so that the exemption can be recorded on the relevant statutory certificate.

Existing Permanent Exemptions issued prior to 01 July 2022

All existing permanent exemptions issued by Recognised Organisation (RO) prior to 01 July 2022 remain valid until the expiry date on the Exemption Certificate.

Where an exemption requires reissue at e.g., renewal surveys, the Company or Recognised Organisation (RO) shall apply for a new Exemption Certificate before the expiry date of the existing exemption.

Procedure for temporary exemptions and equivalents

(Marine Notice 8)

The Administration does not generally issue temporary exemptions independently of its Recognised Organisations. In rare cases where the Administration does issue a temporary exemption, a copy will be provided to the Recognised Organisation that issued the affected certificate.

The revised process set out in this Marine Notice 8 permits Recognised Organisation (RO) to issue some exemptions without seeking Administration agreement on each occasion, subject to the conditions noted. The revised process is intended to reduce the administrative burden associated with the issue of common short-term exemptions and reduce the possibility of delays to the ship.

Notwithstanding the above revised process, the Administration may be contacted directly for general advice on any applications for exemptions, equivalents, extensions, postponements, etc., prior to making a formal application to Recognised Organisation (RO).

The process is applicable whenever the Company needs to apply for:

1. A temporary exemption from an international convention requirement;

2. Temporary acceptance of an equivalent arrangement to an international convention requirement;

3. Where the ship does not correspond with the particulars of the affected certificate owing to failure of equipment, damage, etc.;

4. Where detainable deficiencies are identified and cannot be permanently repaired or rectified immediately.

Any surveyor to whom such an application is submitted, shall make sure that it contains, but is not limited to, the following information:

1. Reason and justification for application

2. Time period requested

3. Safety measures that have been or will be introduced

4. Supporting documentation, such as risk assessment, purchase orders for spare parts, etc.;

5. Details of ship’s schedule should a verification survey be required.

The surveyor then relays the application to the ship-connected MOC.

For the items listed in Annex 1 to this Marine Notice 8, the MOC is authorised to issue relevant short-term certificates and/or statutory recommendation without case-by-case authorisation from the Administration as follows:

• Unless otherwise agreed by the Administration, where a temporary exemption is approved where a detainable deficiency exists, a short term or conditional certificate shall be issued by Recognised Organisation (RO), as per paragraph 5 of the International Association of Classification Societies (IACS) Recommendation No.98.

• For minor deficiencies/defects, Recognised Organisation (RO) may issue a condition of class and/or a statutory recommendation, with or without a restricted certificate, as per Para. 5.4 of IACS Recommendation No.98.

Short term certificates and statutory recommendations shall have a maximum validity of three (3) months, pending the repair or replacement of the malfunctioned equipment after satisfactory verification of the application. Recognised Organisation (RO) may issue short-term certificates/statutory recommendations for a shorter initial period and may extend the period if required, provided that the total period does not exceed three months.

The Administration shall be consulted before any extension of short-term certificates and/or statutory recommendation beyond three months.

Recognised Organisation (RO) shall not issue short-term certificate and/or statutory recommendation for any deficiency observed by port State control without prior authorisation from the Administration.

Recognised Organisation (RO) shall inform the Administration when any Bahamas-registered ship has been issued with three or more short term certificates and/or statutory recommendations for defective equipment within any three-month period.

For items not covered in Annex 1 to this Marine Notice 8, the surveyor, in cooperation with ship’s MOC, should add technical guidance on the merits of this application to be forwarded to the Administration.

The MOC then reviews the application, taking into consideration reason and justification for application, urgency of the application, time period requested, safety measures that have been or will be introduced, details of ship’s schedule should a verification survey be required and the assistance of the MO. The MOC submits its assessment to GBR_CLO which will forward the outcome of this assessment to the Administration for subsequent action

The MOC assessing the application shall clearly indicate its support or reservation of any aspect of the application, and if relevant, any recommendations or conditions that may be considered. All submissions shall be email to tech@bahamasmaritime.com. If time constraints dictate, verbal submissions may be accepted on the proviso that the assessment is conducted and any agreement formally documented to the Administration at the earliest opportunity. The Administration will notify Recognised Organisation (RO) of its decision or comments

For urgent applications out of office hours, the attending surveyor / auditor may contact the Administration Emergency Response Officer on +44 (0)20 3869 8748.

If the ERO is not available or does not return the call in 15 minutes, the following emergency email is to be used: ero@bahamasmaritime.com

(Refer also to paragraphs 3.4.6 (i) and 3.4.7 of the Bahamas national requirements, which are displayed in Bahamas National Requirements.)

Procedure for extensions, postponements, etc.

(Marine Notice 8)

The process is applicable whenever the Company or Recognised Organisation (RO) needs to apply for:

1. An extension of statutory survey period or validity of certificate under an international convention; or

2. A postponement of a survey, servicing period, or any other applicable international requirement.

Any surveyor to whom such an application is submitted, shall make sure that it contains, but is not limited to, the following information:

1. Reason and justification for application

2. Time period requested

3. Safety measures that have been or will be introduced

4. Supporting documentation

5. Details of ship’s schedule should a verification survey be required.

The surveyor then relays the application to the ship-connected MOC.

The surveyor, in cooperation with ship’s MOC, should add technical guidance on the merits of this application to be forwarded to the Administration.

The MOC then reviews the application, taking into consideration provisions contained in any applicable international convention, code or IMO circular, any relevant Bahamas requirements, reason and justification for application, urgency of the application and the assistance of the MO. The MOC submits its assessment to GBR_CLO which will forward the outcome of this assessment to the Administration for subsequent action.

The MOC assessing the application shall clearly indicate its support or reservation of any aspect of the application, and if relevant, any recommendations or conditions that may be considered. All submissions shall be email to tech@bahamasmaritime.com. If time constraints dictate, verbal submissions may be accepted on the proviso that the assessment is conducted and any agreement formally documented to the Administration at the earliest opportunity. The Administration will notify Recognised Organisation (RO) of its decision or comments.

For urgent applications out of office hours, the attending surveyor / auditor may contact the Administration Emergency Response Officer (ERO) on +44 (0)20 3869 8748.

If the ERO is not available or does not return the call in 15 minutes, the following emergency email is to be used: ero@bahamasmaritime.com

(Refer also to the paragraph 3.4.8 of the Bahamas national requirements, which are displayed in Bahamas National Requirements.)

Approval / stamping and endorsement of statutory documents

Refer to the paragraph 3.4.10 of the Bahamas national requirements, which are displayed in Bahamas National Requirements.

International Conventions require that various documents carried on board ships be approved by the Administration. For easy reference, these documents (Intact stability booklet, SOPEP, Cargo securing manual, etc.) are currently listed in MSC/Circ.1151.

Recognised Organisation (RO) is authorised to approve such documents on behalf of the Administration as per Appendix 1 to the Agreement.

With regard to all the statutory documents to be carried on board ships (booklets, manuals, plans, etc.), the approval of which on behalf of the Administration is required by the International Conventions, the Administration has decided that a Recognised Organisation may adopt either of the following two methods for endorsement:

1. stamp and date the front page of the document as approved by Recognised Organisation (RO) on behalf of the Administration or

2. stamp and date the front page of the document as approved by Recognised Organisation (RO) and attach to it, an associated paper declaration, stating the approval on behalf of the Administration.

In both cases, the following information must be available:

• Title of plan/document,

• Plan/booklet number and version number and date,

• Regulation(s) that is (are) examined against and complied with,

• Conditions of approval,

• Warning to the master and operation limitations,

• Date of approval,

• Place of approval,

• Approving authority, i.e. Recognised Organisation (RO).

It is subsequently the duty of the ship owner, manager and master to retain the declaration with the approved document.

Short term certificate

The issue of short term certificates is to be authorised by the BMA.The BMA is available to support Recognised Organisation (RO) surveyors in such circumstances at all times at the email address: tech@bahamasmaritime.com and, if necessary, out of hours by telephone to the Emergency Response Officer (ERO) on +44 (0)20 3869 8748.

If the ERO is not available or does not return the call in 15 minutes, the following emergency email is to be used: ero@bahamasmaritime.com

(Such requests are to be chanelled through the single contact point, i.e. MCC London).

Refer also to Procedure for temporary exemptions and equivalents.

Maintenance of conditions after survey

Refer to the paragraph 3.4.12 of the Bahamas national requirements, which are displayed in Bahamas National Requirements.

Whenever an accident occurs to a ship or a defect is discovered which affects:

• The safety and integrity of the ship; or,

• The efficiency or completeness of its equipment covered by statutory conventions

The master or company shall report the details of the accident or defect to the BMA and Recognised Organisation responsible for issuing the relevant certificates without delay.

If the ship is in or proceeding to the port of another Contracting Government, the master or company shall also report details of the accident or defect to the appropriate authorities of the port state.

Also refer to BMA Marine Notice No.8, section 3.7, and BMA Marine Notice 93 in attached files.

BMA publications

The following documents are supplied by the BMA upon first registration of the ship:

• List of crew and signatures of seaman

• Return of births and deaths (RBD-1)

• Account of property of a deceased seaman (PDS-1)

• Merchant Shipping Provisions and Water Regs.

• Casualty Report Form (CRF-1)

• Certificate of discharge

• Report of conduct certificate

• Oil Record Book (Part I - All ships)

• Oil Record Book (Part II - Oil tankers)

• Cargo Record Book (NLS Carrier)

• Garbage Record Book (Part I - All ships)

• Garbage Record Book (Part II - Ships that carry solid bulk cargoes)

• Compass Observation Book

• MARPOL Annex VI Record Book

• Ballast Water Record Book

• GMDSS radio Log Book

• Official Log Book (Part I)

• Official Log Book (Part II - Passenger ships)

• Complete Merchant Shipping Legislation (2001)

For further information, refer to the Information Marine Notice 51 in the attached files.

Electronic Record Keeping Systems

(Marine Notice 09, replacing Bulletin No 173 Rev.1)

The BMA supports efforts to reduce administrative burdens and recognises the growing use of electronic record keeping systems on ships, including log books and record books.

Accordingly, the use of electronic record keeping systems for the recording of information required by national legislation and international Conventions is permitted, subject to compliance with this MN and BMA approval.

For further information, refer to attached file “MN009-Electronic-Record-Keeping-Systems.pdf”.

Electronic Statutory Certificates

(Marine Notice 53)

Recognised Organisation (RO) is authorized to issue electronic statutory certificates to Bahamian ships in accordance with IMO Guidelines FAL.5/Circ.39/Rev.2.

A copy of this Marine Notice 53 should be placed on board to facilitate the acceptance of electronic certificates by other relevant authorities.

Remote Statutory Surveys, Audits and Inspections

(Marine Notice 96)

The Administration applies the requirements of paragraph 5.14 “Remote surveys” of IMO Resolution A.1186(33).

Recognised Organisation (RO) is authorised to carry out remote surveys, audits and verification for items shown in Annex 1 to Marine Notice 08 (see Procedure for temporary exemptions and equivalents), without specific or additional authorisation from the Administration.

Specific items of a remote statutory survey, audit and verification not covered in the Annex 1 to Marine Notice 08 may be considered for remote survey by Administration on a case-by-case basis in the event of extraordinary circumstances, where physical attendance by the Recognised Organisation (RO) surveyor may not be possible. In such cases, Administration may require a follow up physical attendance at the next possible opportunity.

A survey, an audit or a verification item that requires a substantial check of the condition of the equipment concerned (e.g. lifeboats, their release gear and launching appliances thorough examination, examination of a main fire pump or fixed firefighting installation and similar) shall not be considered eligible for a remote verification unless the equipment in question has been physically examined and/or serviced by an approved service provider within the scope of an annual, periodical, or intermediate survey of a parent certificate. Any verification items that cannot be verified remotely should be examined by a physical survey.

When a statutory survey is carried out partly remotely and partly through physical attendance, Recognised Organisation (RO) shall ensure that the items surveyed remotely and physically are correctly indicated on the survey report and/or on the relevant certificates.

Application for a remote survey

In the absence of established IMO guidance on assessments and application criteria for remote survey, audit and verification, Recognised Organisation (RO) when considering to use remote surveys, or considering to apply for remote survey for an item not listed in Marine Notice 8, shall assess the following and refer to paragraph 5.14.3 of A.1186(33) when considering applications for remote surveys:

1. Ship type, age and compliance records for both the ship and the ISM Company, including historic PSC performance records;

2. Justification of the extraordinary circumstances making physical attendance impossible;

3. The scope of survey items that are intended to be verified remotely;

4. Recognised Organisation (RO)’s procedures for remote surveys, audits and verifications;

5. Availability of information and communication technology (ICT) and two-way audio/video means of communication ensuring confidentiality and security of information and data protection;

6. The roles and responsibilities of all personnel involved including competent persons involved in physical examinations and tests on board ship.

Applications for remote surveys shall be submitted by the Company to Recognised Organisation (RO) with all required supporting information.

Exclusions from remote survey and verification provisions

In addition to the exclusions indicated in paragraph 5.14 of IMO Resolution A.1186(33), the following checks, tests and other types of mandatory verification under the provisions of the international Conventions are excluded from the remote survey scope and shall undergo physical verification on every occasion by the authorised service personnel:

1. Lifesaving appliances and associated systems and equipment;

2. Fire-fighting and fire detection systems;

3. Global Maritime Distress and Safety System (GMDSS) radio-communication equipment including Emergency Position Indicating Radio Beacons (EPIRBs);

4. Voyage Data Recorder (VDR), S-VDR and associated systems included in the scope of annual performance test, as per Regulation 18.8 of Chapter V of the International Convention for the Safety of Life at Sea, 1974, as amended (SOLAS);

5. Navigation equipment, as applicable, including Automatic Identification System (AIS) test, as per Regulation 18.9 of Chapter V of SOLAS

6. Lifting appliances and anchor handling winches subject to periodical thorough examination, as per Regulation 3-13 of Chapter II-1 of SOLAS.

For ships subject to Enhanced Survey program (ESP) requirements as per section 1.2.5 of the ESP Code, Annex B Part A, the Administration may support completion of a close-up survey via remote means on a case-by-case basis, subject to Recognised Organisation (RO) application. Recognised Organisation (RO) shall ensure that the scope and thoroughness of the proposed remote survey is not inferior to a close-up physical examination by an experienced surveyor.

LL 66

Merchant Shipping (Load Lines) Regulations 2026

(Marine Notice 100)

Refer to Marine Notice 100 for instructions and requirements in support of the Merchant Shipping (Load Line) Regulations 2026 (“the Regulations”) and the International Convention on Load Lines, 1966, as modified by the Protocol of 1988 (collectively referred to as “the Load Lines Convention”).

Multiple Load Line Certificates

(Marine Notice 100)

Multiple load line certificates may be directly issued to a ship by Recognised Organisation (RO). However, the Administration shall be notified of such cases and advised of the vessel's highest deadweight tonnage.

When a ship is issued with multiple load line certificates:

• For paper certificates, the unused certificates must be placed in a sealed envelope and kept in the custody of the Master (NOT in the “current certificates” file).

• For electronic certificates, both the active and inactive certificates shall be displayed on the Recognised Organisation’s database and shall be capable of being verified. Preferably the system should highlight which certificate is active.

The following must be verified for issuance or change of Load Lines:

1. The ship must comply fully with all statutory requirements appropriate for a ship of the maximum deadweight corresponding to the minimum freeboard assigned in the certificates issued;

2. There must be no reduction in safety standards when sailing at a reduced deadweight;

3. Only one set of loadline marks should be on display at any time, and the other sets should be effectively obliterated with paint;

4. The Master must ensure, with a Recognised Organisation (RO) Surveyor in attendance, that the correct set of marks are displayed together with the corresponding loadline certificate, and that the other sets of marks are properly obliterated and the other loadline certificates are in safe keeping and not on display. In the case of Recognised Organisation (RO) surveyor unavailability, the change of load line may be carried out on the Master’s instructions, provided that arrangements for verification at the next available port have been agreed with Recognised Organisation (RO);

5. The Master is to make an entry in the ship’s Official Logbook on every occasion that the load line marks are changed;

6. Recognised Organisation (RO) is to ensure that all marks are verified, and all their corresponding load line certificates endorsed at each subsequent load line inspection.

Refer also to the paragraph 9.2 of the Bahamas national requirements, which are displayed in Bahamas National Requirements.

SOLAS 74

SOLAS Alternative Design and Arrangements (AD&A)

(Marine Notice 86)

Application

This Marine Notice applies to all Bahamian ships with keel laying date on or after 01 July 2018 for which AD&A is acceptable under the provisions of the International Convention for the Safety of Life at Sea, 1974, as amended (SOLAS) or subsidiary International Maritime Organization (IMO) Codes, for the design of:

1. The ship or the ship’s systems; or,

2. Fire safety systems and their provision on board;

3. Lifesaving appliances and their provision on board; or

4. Equivalent Arrangements.

The Role of RO

Recognised Organisation (RO) is authorised to undertake the review of AD&A studies for compliance with applicable IMO Regulations and guidelines. However, the following activities are reserved to the BMA:

1. Acceptance of, or exemption from, risk analysis;

2. Agreement on evaluation criteria;

3. Termination of the process because the evaluation criteria were not met;

4. Final approval; and

5. Issuance of the Document of Approval.

Cargo Ship Safety Construction Certificate

Drainage arrangement on closed vehicles and ro-ro spaces and special category spaces

MSC.256(84) requires the protection of drains for closed vehicles and ro-ro spaces and special category spaces, where fixed pressure water-spraying systems are fitted.

In view of the potential hazards to stability associated with blockage of drains from open vehicle spaces, the Bahamas Administration decided to extend the requirement to open decks and will implement the requirements of II-2/20.6.1.5 to all spaces with fixed pressure water-spraying systems as from the first survey after 1 January 2010.

IMO PSPC

Performance Standard for Protective Coatings (PSPC) for dedicated sea water ballast tanks

Refer to the paragraph 4.2.9 of the Bahamas national requirements, which are displayed in Bahamas National Requirements

MSC.215(82) PSPC for dedicated seawater ballast tanks in all ship types and double-side skin spaces of bulk carriers does not apply to the tanks listed in IACS UI SC 227 Rev.1, May 2011.

SOLAS II-1/3-2 (IMO PSPC) - Delay in delivery of ships

(Email from the Administration dated 30/05/2012)

Noting MSC-MEPC.5/Circ.4 and MSC.1/Circ.1247, the Administration would be willing to consider accepting vessels which do not comply with the provisions of SOLAS II-1/3-2 delivered after 1^st July 2012 due to unforeseen circumstances.

Any request for acceptance of such a vessel should be made via the RO in the usual manner, with full supporting information including the reasons for delayed delivery.

Extended dry docking schemes (EDD)

All applications for ships to be accepted on to an extended dry docking scheme (i.e. 7.5 years between bottom inspections in dry dock) are to be forwarded by Recognised Organisation (RO) to the BMA for approval, as per Applications for exemptions, extensions and / or equivalence to international convention or code requirements, or Bahamas requirements.

Each application is to be provided with the following information:

• Confirmation that arrangements required for in water survey are provided, including means, such as hinged gratings, being provided on all sea chests to allow divers access for examination of the external sides of through hull connections and sea valves;

• Confirmation that relevant ship’s drawings are available to the attending surveyor(s);

• Method of inspection of ship side valves;

• Method of inspection of box coolers (where fitted);

• Confirmation that, where fitted, thruster lubricating oil analysis has been provided to Recognised Organisation (RO) and no abnormal readings have been observed;

• Confirmation that protective coating of ballast tanks is in GOOD condition;

• Confirmation that external hull coating system is designed to remain effective for the full 7.5 year period;

• Confirmation that a hull impressed current cathodic protection system is fitted and operational, or that renewal of external hull sacrificial anodes in afloat condition is possible.

For further information, refer to the paragraph 4.1.3 of the Bahamas national requirements, which are displayed in Bahamas National Requirements and to Marine Notice 76 in attached files.

Ship structure access manual

Refer to the paragraph 4.2.6 of the Bahamas national requirements, which are displayed in Bahamas National Requirements

Ship structure access manuals approved by any Recognised Organisation on behalf of other Administrations, or approved directly by other Administrations, are not acceptable.

Accordingly, the ship structure access manual is to be approved on behalf of the Bahamas by Recognised Organisation (RO) when the vessel joins the Registry.

Noise levels on board ships

Refer to the paragraph 4.2.8 of the Bahamas national requirements, which are displayed in Bahamas National Requirements

Ships delivered before 01 July 2018 and:

1. contracted for construction before 1 July 2014 and the keels of which are laid or which are at a similar stage of construction on or after 1 January 2009 but before 1 January 2015; or

2. in the absence of a building contract, the keels of which are laid or which are at a similar stage of construction on or after 1 January 2009 but before 1 January 2015,

should comply with the provisions of A.468(XII) or MSC.337(91) Code on noise levels on board ships, to the fullest extent practicable.

For ships the keels of which are laid or which are at a similar stage of construction before 1 January 2009, it is strongly recommended that a noise survey should be undertaken on each ship, in accordance with the provisions of A.468(XII) or MSC.337(91) Code on noise levels on board ships, and a noise survey report held on board.

Damage control information

Refer to the paragraph 4.2.11 of the Bahamas national requirements, which are displayed in Bahamas National Requirements.

All cargo ships constructed between 01/02/1992 and 31/12/2008, which are not tankers, shall be provided with damage control information as required by SOLAS Chapter II-1, Part B, Regulation 23-1.

Indeed, the BMA defines a “dry cargo ship” as “a cargo ship which is not a tanker”.

FSRU/FSU - Drydock periodicity

(Meeting with the Administration - 09/12/2016)

Bahamas Administration Official policy on FSRU (and other similar types of units) is that they will allow SOLAS vessels such as FSRU (LNG RV for instance) and other similar FSU to undertake extended periods without Drydock subject to:

• the vessel not trading,

• the vessel undertaking IWS in lieu of docking to the satisfaction of class

• the vessel to undertake docking prior to resumption of trading (after 5 year non docked period). This to be entered as a memo on the Class certificate, and

• there is no objection (by letter) from the coastal state.

Atmosphere Testing Instruments

Refer to the paragraph 4.12.3 of the Bahamas national requirements, which are displayed in Bahamas National Requirements.

Calibration

Regulation 7 to Chapter XI-1 (entered into force on 01 July 2016) requires every ship to which Chapter I of SOLAS applies to carry an appropriate portable atmosphere testing instrument or instruments and for suitable means to be provided for the calibration of such instruments.

The BMA considers that “suitable means of calibration” referred to in Regulation 7 may include on board calibration using the instrument manufacturer’s instructions (and calibration equipment if provided) or calibration ashore.

Colorimetric Tubes

The BMA considers colorimetric tubes acceptable for the detection of one or more of the gasses specified in MSC.1/Circ.1477 prior to entry to a space, if the tubes are within their expiry dates and have been stored in accordance with manufacturer’s instructions.

Colorimetric tubes should not be used during entry into enclosed spaces to monitor oxygen and carbon monoxide levels as per paragraphs 8.2 and 9.3 of Resolution A.1050(27).

Display of Manoeuvring Information

Refer to the paragraph 4.2.4 of the Bahamas national requirements, which are displayed in Bahamas National Requirements.

IMO Assembly Resolution A.601(15) Recommendations for provision and display of manoeuvring information on board ships shall be applied to all ships as follows:

1. Pilot Card (Appendix 1 of A.601(15)) – all ships to which SOLAS applies;

2. Wheelhouse Poster (Appendix 2 of A.601(15)) – all ships of 100 metres or over in length and all chemical tankers and gas carriers, irrespective of size;

3. Manoeuvring Booklet (Appendix 3 of A.601(15)) - all ships of 100 metres or over in length and all chemical tankers and gas carriers, irrespective of size

Initial testing of watertight bulkheads

Refer to the paragraph 4.2.7 of the Bahamas national requirements, which are displayed in Bahamas National Requirements.

To satisfy the requirements of SOLAS II-1 Regulation 11 the BMA accepts the use of IACS UR S14 for the initial testing of watertight bulkheads.

EPIRB

Testing, maintenance and malfunction

(Marine Notice 45)

EPIRBs shall be:

1. annually tested, either on board the ship or at an approved testing station, for all aspects of operational efficiency, with special emphasis on checking the emission on operational frequencies, coding and registration, at intervals as specified below:

   • on passenger ships, within three months before the expiry date of the Passenger Ship Safety Certificate; and

   • on cargo ships, within three months before the expiry date, or within three months before or after the anniversary date, of the Cargo Ship Safety Radio Certificate; and

2. subject to maintenance at intervals not exceeding five years, to be performed at an approved shore-based maintenance facility.

While all reasonable steps shall be taken to maintain the equipment in efficient working order to ensure compliance with the functional requirements specified in regulation 4 of Chapter IV of the International Convention for the Safety of Life at Sea, 1974, as amended (SOLAS Chapter IV), malfunction of the equipment for providing the general radiocommunications required by regulation 4.1.2 of SOLAS Chapter IV shall not be considered as making a ship unseaworthy or as a reason for delaying the ship in ports where repair facilities are not readily available, provided the ship is capable of performing all distress, urgency and safety functions.

The procedure for temporary exemptions, extensions and postponements via the Recognised Organisation or Yacht Survey Organisation are outlined in Marine Notice 08.

Unavailability of new EPIRB

Refer to the paragraph 4.5.6 of the Bahamas national requirements, which are displayed in Bahamas National Requirements.

The Administration has been made aware of difficulties in obtaining EPIRBs that comply with resolution MSC.471(101).

Therefore, until 31 December 2023:

• Existing EPIRBs complying with resolution A.810(19), installed before 1 July 2022, may continue to be used by replacing the battery prior to its expiry date until the EPRIB can no longer be maintained and requires renewal.

• If an MSC.471(101) compliant EPIRB is not available for installation after 1 July 2022, an A. 810(19) compliant EPIRB may be installed and used until an MSC.471(101) compliant EPIRB becomes available. This is allowed until 31 December 2023 provided that written evidence of non-availability of an MSC.471(101) compliant EPIRB is available on board.

• Non-convention vessels may install A.810(19) or MSC.471(101) compliant EPIRBs, however it is recommended that MSC.471(101) compliant EPIRBs are used where available.

Hatches, Lifting Appliances and Anchor Handling Winches (SOLAS-II-1, Reg.3-13)

(Marine Notice 108 and Marine Notice 89)

The criteria for nomination of a Competent Person, as per paragraph 2.1 of MSC.1/Circ.1663, are outlined in Marine Notice 89 and a competent person shall be nominated by the Company.

The nomination of a competent person, as well as selection of the necessary criteria addressing proficiency, training and experience level for a competent person is the responsibility of the Company. The Administration expects such criteria take into account any applicable requirements of the Recognised Organisation that classes the ship.

For the avoidance of doubt, Recognised Organisation surveyors are not considered competent persons for the purpose of load testing and thorough examinations per MSC.1/Circ.1663, unless the Company nominates a Recognised Organisation surveyor that meets their criteria for this role.

Where a Company appoints a Recognised Organisation surveyor to act as a competent person for the purposes of compliance with SOLAS Chapter II-1, this can be any Bahamas Recognised Organisation surveyor. In such a case, the responsibility for assessing compliance with SOLAS Chapter II-1 remains the responsibility of the Recognised Organisation that classes the ship.

Similar to other servicing and testing activities regulated under the International Conventions, where the Recognised Organisation that classes the ship has reasonable doubts or concerns about the qualifications of a competent person, or where the results of the activities undertaken by the competent person under MSC.1/Circ.1663 are not to their satisfaction, an objection should be raised and the respective survey should be considered as part-held pending application of corrective actions which should be agreed with the Administration.

The Bahamas Merchant Shipping (Hatches and Lifting Plant) Regulations will continue to apply to all lifting plant including those with a SWL below 1000kg. The SOLAS Regulation therefore applies to lifting appliances with a SWL of 1000 kg and above.

Refer to this Marine Notice 108 for Alternative compliance for Mobile Offshore Units/Mobile Offshore Drilling Units (MODU).

Where a ship undergoes survey and certification of any part of the on board lilting plant under ILO152 provisions, the Bahamas Regulations and SOLAS Regulation will continue to apply concurrently.

Cargo Ship Safety Equipment Certificate

Official logbook

(Memo received on 22/09/2006)

There is no requirement within Bahamas Law for the official logbook to be endorsed by Bahamas Authorities.

Life-Saving Appliances

Equivalent arrangements

Refer to the paragraph 4.4.8 of the Bahamas national requirements, which are displayed in Bahamas National Requirements.

As concerns the equivalent arrangement allowing liferafts in lieu of lifeboats (IMO circular SLS.14/Circ.22), the following applies to ships constructed before 1 July 1986.

“Regulation 35, Chapter III of SOLAS provides that every cargo ship, with certain exceptions, shall carry lifeboats on each side of the ship of such aggregate capacity as will accommodate all persons on board and, in addition, shall carry liferafts sufficient to accommodate half that number.

The Administration gives notification of acceptance of the following equivalent arrangement under the provisions of Regulation 5 of Chapter I.

Cargo vessels of 500 GT and over, but less than 1,600 GT, except tankers, may be equipped as follows:

1. On one side of the ship, a motor lifeboat complying with the standards required for rescue boats, which shall be fitted under an approved launching device. Such motor lifeboat shall be available for immediate use at all times during any voyage. In addition, if the motor lifeboat is not of such capacity to accommodate all on board, one or more life rafts of sufficient aggregate capacity (in conjunction with the capacity of the motor lifeboat) to accommodate the total number of persons on board;

2. On the other side of the ship, one or more lifeboats or inflatable life rafts of sufficient aggregate capacity to accommodate the total number of persons on board. If a lifeboat is fitted, it shall be fitted under an appropriate launching device;

3. In ships where the distance from the embarkation deck to the water is the lightest sea-going condition exceeds 15 feet (4.5 metres), the life rafts required at a) and b) above are to be of the davit launched type and at least one launching device is to be provided on each side of the ship for every two life rafts. The launching device should be capable of lowering the life raft when fully loaded with its full complement of persons and equipment;

4. In addition to any life rafts required by a) and b) above, further life raft(s) of sufficient aggregate capacity to accommodate at least the total number of persons on board. Life raft(s) shall be stowed as to be able to float free;

Ships which have arrangements in accordance with the provisions of SLS.14/Circ.22 shall if applicable, comply with the requirement to be fitted with a rescue boat.

Requirements for maintenance, thorough examination, operational testing, overhaul and repair of lifeboats and rescue boats, launching appliances and release gear (MSC 402(96))

(Refer to the Marine Notice 83 in attached files)

This Notice applies to service providers who intend to conduct repairs, overhauls, annual and 5-yearly thorough examination, service and testing of the following equipment fitted on board Bahamian flagged ships:

1. Lifeboats (including free-fall lifeboats), rescue boats and fast rescue boats; and

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

Service providers intending to undertake the services listed above on Bahamian ships should be in possession of a Bahamas Approved Service Provider (BASP) Certificate of Authorisation, issued by the Administration.

It is the responsibility of the Company to ensure that servicing, testing and repairs of equipment listed above is carried out only by BASPs holding a valid Certificate of Authorisation issued by the Administration.

The Company may perform the annual thorough examinations and operational tests outlined in Regulation 20 of SOLAS Chapter III, provided they are authorised by the Administration as a BASP for makes and types of equipment to be serviced.

BASPs that perform routine servicing or repairs must be authorised by the Administration for each make and type of equipment to be serviced, in accordance with the specified criteria of minimum capabilities, education, training and quality system requirements.

A list of BASPs is provided at: https://bahamasmaritime.com/providers

All inspections, maintenance, repairs, overhauls, thorough examinations and operational tests shall be performed in accordance with the manufacturer’s recommendations and the provisions of section 6 of MSC.402(96).

Where the Original Equipment Manufacturer (OEM) is no longer in business and there is no access to spare parts, the Company, in cooperation with the RO that classes the ship, should undertake to locate a service provider capable of supplying spare parts manufactured, inspected and tested to the original maker’s specification and make an appropriate proposal to the Administration for consideration.

The Administration recognises that there are different interpretations with regard to definitions of “make and type” of the equipment. For the purpose of issuing the Certificate of Authorisation, “make” should refer to the name of the OEM or entity authorised by the manufacturer for production of the equipment (e.g. MANUF01) and “type” refers to a specific model, type, series or range of equipment (e.g. Model XYZ or series XYZ or range XYZ).

The attending Recognised Organisation surveyor shall verify that BASPs engaged in conducting repair or service are in possession of a valid Certificate of Authorisation for the specific make and type of the equipment.

The Recognised Organisation surveyor shall record and attach within their survey report the following details:

1. BASP details and the Certificate Number for the Certificate of Authorisation issuedby the Administration;

2. A statement, letter or report, issued by the attending BASP who has conducted the work, confirming that the arrangements remain fit for purpose.

ISO PAS 23678 standard

The Administration has not officially recognised this international standard, as it has not yet been officially released and is not referenced in MSC.402(96).Accordingly, the Administration does not recognise certificates or training issued solely under the provision of ISO PAS 23678. Each training certificate shall continue to adopt the “make and type” format as per paragraph above in line with MSC.402(96).

Wires for lifeboat, rescue boat and appliance launched life raft falls

Maintenance of wires for falls used in launching arrangements, in accordance with SOLAS Chapter III, Regulation 20.4

(Refer to Marine Notice 82 in attached files)

1. Turning wires end-for-end

   As per SOLAS Chapter III, Regulation 20.4, falls used in launching shall be inspected periodically and renewed when necessary due to deterioration or after not more than 5 years, whichever is earlier.

   The previous requirement for wires to be turned end-for-end at intervals of not more than 30 months and renewed after no more than 5 years is no longer applicable, however Regulation 20.4 does not prohibit turning of wires end-for-end.

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

2. Periodic inspection

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

3. Requirements for periodic inspections

   The periodic inspection of every wire shall at least comply with the following specification:

   1. The survival craft must be lowered to the water, or the wire otherwise paid out, such that the wire bears no weight and there is no more than one layer left on the drum. The wire shall then be cleaned to facilitate a general inspection of its condition.

   2. The stationary parts of the wire, i.e. parts resting on or within sheaves and locking devices, must be given particularly close attention during that inspection.

   3. Once the wire is clean it must be verified as free from corrosion and that grease had penetrated the whole wire. In the case of anti-rotational wires or wires with sheathed cores, the inspection, maintenance and effectiveness of greasing is to be determined in accordance with manufacturer’s instructions.

   4. After satisfactory inspection an approved type of grease shall be reapplied in accordance with manufacturer’s instructions and the wire re-wound on the drum as recommended by the manufacturer.

   5. Wires found with corrosion or deterioration to the extent that their strength is compromised must be replaced.

4. Stainless steel falls

   Where no service life for marine use is specified by the manufacturer, stainless steel falls are subject to the same requirements as galvanised steel falls.

   Where the manufacturer’s stated service life for marine use exceeds five years the wire may be retained in use for the stated period subject to being turned end-for-end as specified by the manufacturers and to periodic inspections as set out in paragraph c) above.

5. Use of non-rotation resistant falls

   Notwithstanding para 6.1.2.3 of the LSA Code, wires used for launching appliance falls need not to be of rotation-resistant steel wire rope, provided that the fall wire rope is in accordance with the specifications of the launching appliance of the survival craft or rescue boat and the recommendations of the manufacturer of the launching appliance. Single falls must be rotation resistant (The BMA has notified IMO of acceptance of this arrangement – see IMO GISIS entry XQ120070).

6. Record keeping

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

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

Servicing of inflatable LSA equipment

(Marine Notice 006)

Service intervals and extensions

Regulation 20 of Chapter III of the SOLAS 1974, as amended requires that inflatable liferafts, inflatable lifejackets, inflated rescue boats and hydrostatic release units (other than disposable hydrostatic release units) be serviced at intervals not exceeding 12 months.

The Administration may extend the service period by up to 5 months if a ship is trading to ports where there are no approved service stations, in accordance with SOLAS Regulation III/20.8.1.1.

The Administration may allow an extension to the servicing interval in line with the relevant annual or periodical survey window, i.e. 12 months +/- 3 months, up to a maximum of 18 months from the last date of servicing, in accordance with IMO Circular MSC/Circ.955. In such instances where the latest servicing and previous servicing were not completed within a 12-month period but were done within the relevant annual or periodical survey windows, the Company does not need to apply to the Administration for an extension. However, it is the responsibility of the Company to notify Recognised Organisation (RO), as the issuer of the ship’s safety certificate(s), of their intention to conduct liferaft servicing within the time limit of the relevant annual or periodical survey windows, which may cause the period between two consecutive services to reach a maximum of 18 months. In such situations, the Administration recommends that the Company obtains written confirmation of receipt of the above notification from Recognised Organisation (RO) and that this is appended to the liferaft service certificate(s) to mitigate any potential PSC sanctions.

Where inflatable liferafts, inflatable lifejackets, inflated rescue boats and hydrostatic release units (other than disposable hydrostatic release units) are serviced outside the relevant annual or periodical survey window, and cannot be serviced within the 12- month period, the Company shall apply to the Administration, via Recognised Organisation (RO), for an extension.

Recognised Organisation (RO) is to review the application and seek authorisation from the Administration for the extension as per the procedure in Applications for exemptions, extensions and / or equivalence to international convention or code requirements, or Bahamas requirements.

When reviewing applications for extension to service intervals, Recognised Organisation (RO) must verify that the justification for the extension is reasonable in the circumstances.

In considering any extension, due regard shall be given to dated components which may expire during this extension period (e.g. food, water, seasickness tablets, etc.). Otherwise, extensions shall be in line with the specified SOLAS allowances.

The period of the extension shall be limited to that considered necessary to carry out the required servicing and/or survey completion, but in no case shall the extension be for more than 5 months.

“Extended Service Interval” Liferafts

Liferafts designed for an extended service period of up to 30 months and approved by the Administration of the country of manufacture are acceptable to the Administration, provided that the approval is verified by a Bahamas RO as being in accordance with MSC.1/Circ.1328.

“Extended service interval” means a service interval in excess of 12 months. Therefore, the provisions of SOLAS Regulation III/20.8.1.1 do not apply.

Accordingly, the Administration will not approve requests for extension of the extended service interval, other than in circumstances of force majeure.

Paragraph 4.1.1 of MSC.1/Circ.1328 permits extended servicing intervals for the first 10 years of a liferaft’s service life after which servicing intervals are to be at the frequency required by SOLAS III/20.8.1.1 (i.e. every 12 months). The 10-year limitation may be extended by the Administration if justified.

Where the liferaft manufacturer can demonstrate to the Administration, by service experience, that ageing of liferaft fabric and pressure seals is within acceptable limits, liferafts may continue to be used up to 15 years’ service life, subject to continued compliance with MSC.1/Circ.1328. The liferaft manufacturer is to provide relevant documentation to the BMA for review. A fee may be charged for review of such documentation.

Where it is proposed to use extended service interval liferafts beyond 15 years’ service life, the Administration will consider applications from the liferaft manufacturer on a case by case basis. The liferaft manufacturer is to provide relevant documentation to the Administration for review. A fee may be charged for review of such documentation

Marine Evacuation Systems (Marine Notice 84)

SOLAS Reg. III/20 requires that MES be serviced at intervals not exceeding 12 months.

The BMA may extend the service period by up to 5 months if a ship is trading to ports where there are no approved service stations, in accordance with SOLAS Regulation III/20.8.1.1.

The BMA may allow an extension to the servicing interval in line with the relevant annual or periodical survey window, i.e. 12 months +/- 3 months, up to a maximum of 18 months from the last date of servicing, in accordance with IMO Circular MSC/Circ.955. In such instances where the latest servicing and previous servicing were not completed within a 12- month period but were done within the relevant annual or periodical survey windows, the Company does not need to apply to the BMA for an extension.

In circumstances where MES are serviced outside the relevant annual or periodical survey window and cannot be serviced within the 12-month period, the Company shall apply to the BMA, via Recognised Organisation (RO), for an extension.

Recognised Organisation (RO) is to review the application and seek authorisation from the BMA for the extension as per the procedure in Applications for exemptions, extensions and / or equivalence to international convention or code requirements, or Bahamas requirements.

When reviewing applications for extension to service intervals, Recognised Organisation (RO) must verify that the justification for the extension is reasonable in the circumstances.

The period of the extension shall be limited to that considered necessary to carry out the required servicing and/or survey completion, but in no case shall the extension be for more than 5 months.

Any services or changes/modifications to an MES shall be recorded. This may be in a separate MES log or in the deck log book and/or planned maintenance system.

Approval of service stations for inflatable LSA

Refer to the paragraph 3.5.2 of the Bahamas national requirements, which are displayed in Bahamas National Requirements.

Recognised Organisation (RO) may:

1. approve the servicing station in accordance with IACS UR Z17 which include requirements for the servicing station’s quality assurance system in addition to the requirements in IMO Assembly Resolution A.761(18) as amended, and list the approved companies in a public list; or

2. accept the servicing station approved and listed by the flag Administration itself or another Recognised Organisation acting on behalf of the flag Administration; or

3. accept the servicing stations approved and listed by another SOLAS Contracting government (normally, the government of the country where the servicing station is located), provided that Recognised Organisation (RO):

   1. reviews the approval certification to confirm that it addresses all of the international requirements; and

   2. confirms that the service station has a valid authorisation from the manufacturer; and

   3. recognises that the BMA reserves the right to determine at any stage whether the applicable servicing station requires to undergo the full approval process by a Bahamas Recognised Organisation.

Carrying capacity of liferafts

Refer to the paragraph 4.4.13 of the Bahamas national requirements, which are displayed in Bahamas National Requirements.

All ships constructed (having their keel laid) on or after 01 January 2012 should carry liferafts approved on the basis of an average person mass of occupants of 82.5kg.

Means of embarkation to remotely located liferafts

Refer to the paragraph 4.4.12 of the Bahamas national requirements, which are displayed in Bahamas National Requirements.

In SOLAS Chapter III Regulation 11.7, “other means of embarkation” refers to systems such as descent units, escape chutes, rope ladders; etc.

Knotted ropes are not acceptable for this purpose.

Immersion suits

(Regulation III/32.3.2.3)

Refer to Marine Notice 85 and to the paragraph 4.4.10 of the Bahamas national requirements, which are displayed in Bahamas National Requirements.

Number and location:

One immersion suit shall be provided for each person on board. In any case, the number of suits must be not less than the number of persons shown on the ship’s Safety Equipment Certificate (or equivalent). The suits must be of approved type and provided in sizes appropriate to the crew and supernumeraries on board (if any), including children.

The immersion suits should be stored in one or more central locations adjacent to lifeboat stations or can be distributed throughout the crew cabins. Therefore, both the navigating bridge and the machinery space are regarded as “remotely located”.

Additional immersion suits:

The minimum number of additional suits to be provided shall cover the numbers of persons on watch on the navigating bridge and the main machinery space. The BMA considers two (2) additional suits on the navigating bridge, and two (2) additional suits within the machinery space to be the minimum required. On smaller ships where there is only one engine room watch-keeper the number of additional immersion suits in the machinery space may be reduced to one (1).

Additional immersion suits shall be provided at every remotely located work and/or watch station. The BMA interpretation of a remotely located work and/or watch station is a location where a person may be positioned on a regular or systematic basis, but not at a location where a person may be present only occasionally. The Company, in consultation with the Master, of the ship, is responsible for identifying and declaring such locations to Recognised Organisation (RO) which issues the ship’s Safety Equipment certificate, or equivalent.

Attention is drawn to MSC.1/Circ.1490/Rev.1 Revised Unified Interpretation of SOLAS Regulation III/31.1.43 in respect of additional immersion suits to be carried for remotely located survival craft. A minimum of two immersion suits should be provided for remotely located survival craft.

Carriage of immersion suits in warm climates:

SOLAS Regulation III/32.3.2 permits exemptions from the carriage of immersion suits for ships other than bulk carriers, as defined in SOLAS Regulation IX/1, that operate exclusively within warm climates where, in the opinion of the flag State, immersion suits are unnecessary.

Having considered the guidance provided in MSC/Circ.1046 Guidelines for the Assessment of Thermal Protection, the BMA considers “warm climates” to be between latitudes 30o N and 30o S;

The BMA will not exempt any ship operating outside these limits from the immersion suit carriage requirements, irrespective of the duration of the proposed voyage.

Bulk carriers, as defined in SOLAS Regulation IX/1 must carry sufficient immersion suits at all times and cannot be exempted from the carriage requirements even if operating in warm climates.

Inspection and maintenance:

The BMA recognises that approved immersion suits are being offered in sealed airtight vacuum packaging. These suits cannot be unpacked and inspected as required by MSC/Circ.1047 and MSC/Circ.1114. The BMA accepts this type of packaging and considers that such immersion suits fulfil the requirements of SOLAS Regulations III/7.3, 22.4 and 32.3.

In accepting immersion suits in air tight vacuum packaging as described above, the following requirements must be adhered to:

• A suitable number of standard packaged immersion suits must be available for use for training by the ship’s crew. The Company is responsible for assessing and providing a suitable number of immersion suits for training, but there should not be less than one.

• The packaging of the vacuum sealed immersion suits must be inspected monthly. Should any damage be found, or the seal broken, or the vacuum lost, the suit must be either removed from the package and inspected as per MSC/Circ.1047 or sent for inspection and repackaging at an approved service station.

• The airtight packing should be transparent to allow for visual inspection without unpacking the immersion suit. Where the packing is not transparent, it should be carefully inspected to ensure that there has been no leakage.

The air pressure test required by MSC/Circ.1114 should be conducted by a manufacturer approved service station at the interval specified by the manufacturer, or 3-year intervals if not specified, after which the suit should be repackaged in a sealed vacuum package. All immersion suits older than 10 years of age should be serviced annually at an approved service station. Where a sealed vacuum packaged suit is removed from its packaging for any reason, it should thereafter be treated as an unpackaged suit in respect of the inspections required under SOLAS Chapter III until such time that it is repackaged in a sealed vacuum package by an approved service station.

Testing of lifeboats at new construction initial surveys

Refer to the paragraph 4.4.9 of the Bahamas national requirements, which are displayed in Bahamas National Requirements.

The sister ship rule may be applied to the 5 knot launch test required by paragraph 5.4 of Part 2 of IMO MSC Resolution MSC.81(70) Revised recommendation on testing of life-saving appliances, whereby the test is only necessary for the first vessel of a contracted series of ships with identical arrangements and where the geometry of the lifeboat launching arrangement is also verified as being identical to the first vessel which has been satisfactorily tested.

Safety of lifeboats during abandon ship drills

(Refer to Marine Notice 82 in attached files and to paragraphs 4.4.3 and 4.10.4 of the Bahamas national requirements, which are displayed in Bahamas National Requirements).

Abandon ship drills, launching and manoeuvring of lifeboats, including rescue boat and free fall lifeboats, shall be carried out in accordance with Regulation 19.3.4 of Chapter III of SOLAS.

The Administration occasionally receives applications directly from the owner’s representative for exemption from the requirement to carry out lifeboat launching during abandon ship drills.

Noting the value of drills for crew familiarisation and training, exemptions from this requirement will not normally be granted. However, in noting the potential hazards associated with conducting drills in unsuitable conditions the Administration accepts that the Master may use his or her professional judgement to either:

- modify the drill to suit the circumstances of weather, location and vessel operational requirements; or

- postpone the drill until the earliest opportunity when circumstances are suitable for the drill to be carried out.

Full details of planned drills, whether carried out or not, must be entered into the Official Log Book, with reasons for the modification or postponement (as applicable).

Exemption from the carriage of lifeboat food rations and fishing tackle

Refer to the paragraph 4.4.11 of the Bahamas national requirements, which are displayed in Bahamas National Requirements.

All vessels operating within 200 miles from shore may be exempted from the carriage of lifeboat rations and fishing tackle under the provisions of LSA code 4.4.8.32.

Applications for exemption are to be submitted by Recognised Organisation (RO) in accordance with the guidelines outlined in BMA Marine Notice No.8.

Applications relating to offshore units operating outside the 200 mile limit and those undertaking positioning and delivery voyages which take them beyond the 200 mile limit shall be referred to the BMA for consideration on a case by case basis.

Fall Preventer Devices (FPDs)

Refer to Marine Notice 82 in attached files and to the paragraph 4.4.6 of the Bahamas national requirements, which are displayed in Bahamas National Requirements.

Where FPDs are used, procedures for their use, inspection and maintenance shall be made available to ship’s crew and documented in the ship’s Safety Management System.

Lifeboat or rescue boat on-load release mechanisms

(Email from the Administration daetd 10/11/2014)

The BMA considers that any on-load release mechanism which is required to comply with LSA Code 4.4.7.6, whether installed on a lifeboat or rescue boat, shall be re-evaluated and dealt with in accordance with the guidelines laid out in the Annex to MSC.1/Circ.1392 not later than the first scheduled dry docking after 1^st July 2014, but not later than 1^st July 2019.

Lifeboat or rescue boat on-load release mechanisms not complying with paragraphs 4.4.7.6.4 to 4.4.7.6.6 of the code shall be replaced with equipment that complies with the code.

Replacement of on-load release gear

Refer to paragraph 4.4.7 of the Bahamas national requirements, which are displayed in Bahamas National Requirements.

The BMA considers that any on-load release mechanism which is required to comply with LSA code 4.4.7.6, whether installed on a lifeboat or rescue boat, shall be re-evaluated and dealt with in accordance with the Guidelines laid out in the Annex to MSC.1/Circ.1392 not later than the first scheduled dry docking after 1^st July 2014, but not later than 1^st July 2019. Lifeboat or rescue boat on-load release mechanisms not complying with paragraphs 4.4.7.6.4 to 4.4.7.6.6 of the code shall be replaced with equipment that complies with the code.

Any deviations from the procedure outlined in MSC.1/Circ.1392 will be agreed on a case by case basis.

1. Use of corrosion resistant materials in the marine environment

   The BMA interprets paragraph 21 of the Annex to MSC.1/Circ.1392 to mean that the hook fixed structural connections of the release mechanism and supporting structure which are not made of materials corrosion resistant in the marine environment and which are installed on the outside of the lifeboat should be replaced. In cases where it is wished not to replace such fixed structural connections or supporting structure fitted on the outside of the lifeboat a suitable application seeking the BMA’s concurrence shall be submitted in accordance with BMA Marine Notice No.8.

2. Use of replacement Release and Retrieval Systems (RRS) not manufactured by the original lifeboat manufacturer

   The BMA will give consideration to accepting the installation of new RRS which are not manufactured by the original lifeboat manufacturer provided the following is undertaken:

   1. It is demonstrated that the original lifeboat manufacturer is no longer in existence; or,

   2. At least three attempts have been made by the owner to obtain the agreement of the original lifeboat manufacturer to the installation of the proposed RR:

      • If the original lifeboat manufacturer rejects the proposed replacement RRS for technical reasons, those technical reasons are to be assessed by Recognised Organisation (RO). Where Recognised Organisation (RO) assesses the stated technical reasons as not being valid, an application in accordance with BMA Marine Notice No.8 is to be made to the BMA seeking concurrence with Recognised Organisation (RO)’s findings and seeking agreement for Recognised Organisation (RO) to conduct the review and approval of the RRS installation in accordance with the procedures in the annex to MSC.1/Circ.1392;

      • If no response is received from the original lifeboat manufacturer, or the lifeboat manufacturer objects for commercial reasons, the review and approval of the RRS installation may be carried out by Recognised Organisation (RO) in accordance with the procedures in the annex to MSC.1/Circ.1392.

3. 5 knot installation test after replacement of on-load release gear

   The BMA is aware of safety concerns raised by companies, relating to the launching of lifeboats whilst the ship is underway at 5 knots. Noting these safety concerns, the BMA will give consideration to equivalent means of conducting the 5 knot installation test in a more controlled environment with the ship stationary whilst alongside or at anchor. Equivalent means may include the use of the wash from a vessel positioned forward of the launching position to create a 5 knot current or the use of a 5 knot current from a river or tidal flow.

   The agreement of the BMA to any proposed equivalent method is to be sought, prior to conducting the 5 knot test.

   The BMA does not apply a “sister ship” approach when dealing with the 5 knot installation test or agreed equivalent test required after the replacement of hooks.

Carriage of additional persons in excess of lifeboat capacity on cargo ships

(Administration email dated 20/08/2018)

The following applies to all cargo ships of 85 metres length (L) and above, and cargo ships of less than 85 metres that comply with SOLAS III/31.1.1 or 31.1.2 (i.e. are fitted with lifeboats). The policy may also be applied to Special Purpose Ships that carry not more than 50 persons (1983 SPS Code A.534(13)) or not more than 60 persons (2008 SPS Code MSC.266(84)).

This policy does not apply to oil tankers, chemical tankers and gas carriers, unless they are not carrying cargo and the cargo tanks are either inerted or gas free.

When Recognised Organisation (RO) applies for exemption for a period additional persons will be on board, the exemption request must include the following information:

1. Details of total POB for the proposed period;

2. Brief details on the reason for increased POB;

3. Details/capacity of existing lifeboats, liferafts and any additional liferafts;

4. Confirmation that the ship has NOT carried additional persons for more than six (6) months in the preceding twelve (12) month period*;

5. Confirmation of availability of suitable accommodation and sleeping rooms to cover total POB (“suitable” means at least equivalent to the provisions of the MS (Crew Accommodation) Regulations);

6. Confirmation of provision of additional personal life-saving appliances to cover for total POB and additional liferafts to accommodate all extra personnel.

7. Confirmation of sufficient sewage treatment plant capacity to cover total POB.

* where the ship has been carrying additional persons for more than 6 months in the preceding 12 month period, Recognised Organisation (RO) shall remind the owner of the requirements of SOLAS III/31 and advise them that the application is likely to be rejected by BMA.

Similar policy also applies to ships of less than 85m length (L), but in these cases it is generally easier to fit extra liferafts to “permanently” increase POB.

Kapok lifejackets

(Bahamas National Requirements, § 4.4.18)

Kapok filled lifejackets have not been manufactured since the 1980s and are unlikely to be present on most Bahamian ships, however there may be some still in use on domestic vessels and private yachts.

If a ship is fitted with kapok filled lifejackets, they are to be replaced with new lifejackets that meet the current standards as soon as possible, but not later than the first annual safety survey on or after 01 December 2020. Kapok filled lifejackets shall be destroyed after removal from the ship.

Fire fighting equipment

Refer to the Marine Notice 79 in attached files and to paragraphs 4.3.1 and 4.3.2 of the Bahamas national requirements, which are displayed in Bahamas National Requirements.

Fixed CO2 fire extinguishing systems

At least once in every 5 year period, all control valves of fixed CO₂ systems are to be internally examined to ensure they can operate freely.

At least biennially (intervals of 2 years ± 3 months) in passenger ships or at each intermediate, periodical or renewal survey in cargo ships, the following maintenance should be carried out (to assist in carrying out the recommended maintenance, examples of service charts are set out in the appendix of MSC.1/Circ.1318/Rev.1):

1. all high-pressure cylinders and pilot cylinders should 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 should be checked to verify that the required amount of carbon dioxide to protect the largest hazard is available;

2. the hydrostatic test date of all storage containers should be checked. High-pressure cylinders should be subjected to periodical tests at intervals not exceeding 10 years.

   At the 10-year anniversary of the initial hydrotest (The “anniversary date” is taken as the time lapsed from the moment of the initial, or any subsequent, hydrotest of a CO2 cylinder, not the ship's age nor Safety Certificate renewal cycle), at least 10% of the total number provided should be subjected to an internal inspection and hydrostatic test. If one or more cylinders fail, a total of 50% of the onboard cylinders should be tested. If further cylinders fail, all cylinders should be tested.

   Prior to the 20 year anniversary of the initial hydrotest and every 10-year anniversary thereafter, all cylinders should be subjected to a hydrostatic test. However cylinders tested satisfactorily at the 10 year anniversary need not be tested.

   Flexible hoses should be replaced at the intervals recommended by the manufacturer and not exceeding every 10 years.

   When cylinders are removed for testing, the cylinders should be replaced such that the quantity of fire-extinguishing medium continues to satisfy the requirements of 2.2.1 of chapter 5 of the Fire Safety Systems (FSS) Code, subject to SOLAS regulation II-2/14.2; and

3. the discharge piping and nozzles should be tested to verify that they are not blocked. The test should be performed by isolating the discharge piping from the system and flowing dry air or nitrogen from test cylinders or suitable means through the piping.

For ships aged between 20 and 30 years as of May 2021, all CO2 cylinders should have been hydrotested at least once on the basis of the amended MSC.1/Circ.1318/Rev.1.

For any ship of over 30 years of age in May 2021, any CO2 cylinders with the last hydrotest date of more than 10 years ago should be hydrotested at the earliest opportunity.

The Company may request an extension from the BMA to allow all hydrotests to be completed at the same time. Applications for extension should be submitted to the BMA by Recognised Organisation (RO) in accordance with Marine Notice 08 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 ship’s operations;

• Most recent service reports for the untested cylinders, including content check (by weighing or ultrasonic level detection);

• A statement from the Master or Chief Engineer Officer 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:

1. where possible, all activating heads should be removed from the cylinder valves and tested for correct functioning by applying full working pressure through the pilot lines. In cases where this is not possible, pilot lines should be disconnected from the cylinder valves and blanked off or connected together and tested with full working pressure from the release station and checked for leakage. In both cases this should be carried out from one or more release stations when installed. If manual pull cables operate the remote release controls, they should be checked to verify the cables and corner pulleys are in good condition and freely move and do not require an excessive amount of travel to activate the system;

2. all cable components should be cleaned and adjusted as necessary, and the cable connectors should be properly tightened. If the remote release controls are operated by pneumatic pressure, the tubing should be checked for leakage, and the proper charge of the remote releasing station pilot gas cylinders should be verified. All controls and warning devices should function normally, and the time delay, if fitted should prevent the discharge of gas for the required time period; and

3. after completion of the work, the system should be returned to service. All releasing controls should be verified in the proper position and connected to the correct control valves. All pressure switch interlocks should be reset and returned to service. All stop valves should be in the closed position.

Specific requirements for halon gas systems

1. New installations

   In accordance with the provisions of SOLAS Chapter II-2, Regulation 10.4.1.3, fire extinguishing systems using Halon 1211, Halon 1301, Halon 2402 and perfluorocarbons are prohibited on all new buildings and new installations on existing vessels.

2. Discharge or loss of pressure of existing halon gas cylinders

   In the event of the discharge or loss of pressure of halon gas cylinder(s) in an existing installation, the BMA will accept the replenishment of the discharged cylinder(s), provided that they remain in satisfactory condition.

   The safety of the vessel and its crew remains paramount and if Halon gas is not readily available, the company will be required to ensure that the affected space has adequate temporary fire fighting capability prior to departure from port.

   The adequacy of any temporary arrangements and procedures shall be assessed by Recognised Organisation (RO) prior to application for acceptance by the BMA.Application for acceptance of any temporary arrangements shall be made to the BMA by Recognised Organisation (RO), in accordance with BMA Marine Notice No.8, and shall include the items specified in MSC/Circ.775.

3. Phase out of halon gas

   There is currently no internationally agreed date for the phasing out of halon gas, however there may be local or regional regulations that impose restrictions on the use and/or phase out of halon. The BMA recommends that companies operating affected Bahamian ships make themselves aware of any restrictions that may be applied by the country or region in which the ship is trading.

   Companies 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 onboard. See IMO Circular FP.1/Circ.44, as amended, for details of the available facilities.

   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 BMA for review by Recognised Organisation (RO).

Alternative fixed gas fire fighting media

Alternative fire fighting systems referred to in SOLAS Chapter II-2, and the IGC Code, for protection of machinery and accommodation spaces, pump rooms and cargo spaces may be fitted on board ships, subject to the approval, including any attached conditions, of Recognised Organisation (RO) or SOLAS Contracting Government. The BMA shall receive prior notification of intention to fit an alternative system which has not been previously accepted by the BMA.

The BMA 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 SOLAS Chapter II-2, such as “Novec 1230” and “FM 200” (HFC-227ea). 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.

Number of portable fire extinguishers and spare charges

The number of portable fire extinguishers on board should be determined as follows (Refer also to the paragraph 4.3.12 of the Bahamas national requirements, which are displayed in Bahamas National Requirements):

• Ships built prior to 01 January 2009

  The number of portable fire extinguishers provided is to satisfy the Recognised Organisation (RO) requirements. In accommodation spaces, service spaces and control stations on ships of 1000 gross tonnage and upwards, no less than five (5) portable fire extinguishers are to be provided. Companies are encouraged to apply the provisions of MSC.1/Circ.1275 where practicable.

• Ships built on or after 01 January 2009

  The number of portable fire extinguishers to be provided should be determined in accordance with the Annex to MSC.1/Circ.1275. In accommodation spaces, service spaces and control stations on ships of 1000 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:

1. 100% for the first ten (10) extinguishers; and

2. 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.

Additional survey requirements

In surveying the safety equipment on a vessel, Recognised Organisation (RO) shall verify that:

1. all fire fighting equipment has been inspected and maintained in accordance with the manufacturer’s instructions and the foregoing requirements;

2. the manufacturer’s maintenance instructions are on board;

3. records of inspections, maintenance and pressure tests are maintained; and

4. spare charges or extinguishers are provided in accordance with above paragraph (.4 Carriage of spare charges).

Recognised Organisation (RO) shall refer to the BMA, with relevant recommendations, any cases where a Bahamian ship 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 (e.g. MODU / MOU certificates).

Specific requirements for fire detection systems

(Marine Notice 79)

A 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.

The monthly testing schedule should be prepared such that alternative detectors are physically tested at every monthly test. Remaining detectors may be accepted as operational on the basis of visual examination and/or 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.

Testing of manual call-points should be conducted at the same time as the detector tests. Manual call-point monthly testing may be arranged such that each manual callpoint is tested at least once every 5 years.

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.

Inspection and testing of automatic sprinkler systems

Refer to the Marine Notice 80 in the attached files.

All initial and basic testing shall be conducted on board during the annual survey in the presence of a Recognised Organisation (RO) surveyor.

An ASMS survey item (BHS009) has been created for that purpose.

Recognised Organisation (RO) surveyors carrying out annual surveys on Bahamian ships fitted with automatic sprinkler systems shall use the spreadsheet in the attached file “B150testSpreadsheet_Rev21” to report all basic and extended testing.

The completed spreadsheet is to be reviewed by Recognised Organisation (RO) against the appropriate acceptance criteria in Annex I of the Marine Notice 80 to determine what further action, if any, is to be taken.

Once the action required is determined by Recognised Organisation (RO), the BMA is to be advised.

The submission to the BMA should include the following information:

• Identification of the ship;

• Details of the automatic sprinkler system(s) on board (make, type, etc.);

• Photographs showing examples of the sprinkler heads fitted on board;

• Photographs of examples of any sprinkler heads which failed testing;

• A written summary of test results;

• A copy of the spreadsheet;

• Recognised Organisation (RO)’s recommendations for further testing or sprinkler replacement and conditions for issuance of short term certification, as appropriate; and,

• The company’s intentions for completion of further testing or replacement of sprinklers, as appropriate.

Emergency Escape Breathing Devices (EEBDs) - Carriage and maintenance requirements

(SOLAS, Regulation II-2/13.3.4 & Regulation II-2/13.4.3)

Refer to Marine Notice 81.

General

All EEBDs shall comply with the requirements specified in Chapter 3.2.2 of the Fire Safety Systems Code.

The number and location of all EEBDs shall be indicated in the fire control plan.

Carriage requirements

1. SOLAS Chapter II-2, Regulation 13.3.4 specifies the following minimum carriage requirement for EEBDs in accommodation spaces:

   1. Cargo ships: 2 EEBDs;

   2. Passenger ships carrying not more than 36 passengers: 2 EEBDs in each main vertical zone;

   3. Passenger ships carrying more than 36 passengers: 4 EEBDs in each main vertical zone.

2. The number of EEBDs to be provided in the machinery spaces is not specified in SOLAS, however guidance is provided in MSC/Circ.1081.

   The Bahamas Maritime Authority requires the company¹ to carry out a risk assessment whenever the location and/or number of EEBDs in the machinery spaces is changed. A risk assessment is not required when a ship is delivered with EEBDs already in place, unless the new Company wishes to change the locations and/or number of EEBDs.

   The risk assessment must take into account the size and layout of the machinery spaces, number of persons normally present, the length of the espace routes and any other relevant factors. Unless personnel are individually carrying EEBDs, consideration should be given to placing EEBDs along the escape routes within the machinery spaces or at the foot of each escape ladder within the space. In addition, control spaces and workshops located within the machinery spaces should also be considered for the possible location of EEBDs.

   The number and location of EEBDs identified by the risk assessment is to be agreed with Recognised Organisation (RO). Documentation related to the risk assessment results/conclusions is to be maintained onboard

   In the event that the company and Recognised Organisation (RO) cannot reach agreement on the location and numbers of EEBDs to be provided in the machinery spaces, the BMA will act as the final arbiter.

3. All ships shall carry spare EEBDs that shall be located in a control station. Cargo ships and offshore units shall carry a minimum of 1 spare EEBD and passenger ships shall carry a minimum of 2 spare EEBDs.

4. In order to satisfy the SOLAS requirements for on-board training in the use of EEBDs, the vessel shall have either:

   1. at least one separate EEBD clearly marked as designated for training, or

   2. facilities to re-instate the EEBD that was used during the training exercise to a fully operational condition (such as means of recharging the cylinder to full operating pressure).

5. With respect to Bahamian ships carrying liquefied gases or dangerous chemicals in bulk, the BMA will permit the carriage of the emergency equipment specified in paragraph 14.4.2 of the International Code for the construction and equipment of ships carrying liquefied Gases in bulk 1983, as amended (IGC code), paragraph 14.3.1 of the International code for the construction and equipment of ships carrying dangerous Chemicals in Bulk (IBC code) or paragraph 3.16.10 of the Code for the construction and equipment of ships carrying dangerous Chemicals in bulk (BCH Code), in lieu of EEBDs.

Inspections and testing

All EEBDs shall be inspected by a competent person at least annually.

Maintenance and servicing of EEBDs shall be carried out in accordance with the manufacturer’s instructions.

Hydrostatic pressure testing of EEBDs cylinder shall be undertaken at least once every five years, or in accordance with the manufacturer’s instruction if such testing is required on a more frequent basis. The test pressure and test date shall be clearly and permanently marked on the cylinder.

Where EEBDs are fitted with a small capacity oxygen cartridge and manufacturers specify a fixed service life without scheduled hydrostatic pressure testing (e.g. “Ocenco” M-20.2), hydrostatic testing is not required.

Records

Records of inspection, maintenance and testing shall be retained on board for examination. The records must include the test certificates and the inspection status of each cylinder.

Survey requirements

1. During Safety Equipment surveys, Recognised Organisation (RO) shall verify that:

   1. the manufacturer’s instructions for the EEBDs are provided and are readily available on board,

   2. the EEBDs have been inspected and maintained in accordance with the manufacturer's instructions and this Marine Notice 81,

   3. the records of inspection, maintenance and testing are available and up to date,

   4. spare EEBDs are provided in accordance with Carriage requirements c) above.

2. When a Bahamian ship does not satisfy the requirements for periodical inspections and testing or carriage of spares, the Recognised Organisation (RO) Surveyor advises the ship-connected MOC which shall notify the BMA, with relevant recommendations, 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 (e.g. MODU / MOU safety certificates).

Fire fighter’s outfits - Two-way radiotelephone apparatus

Refer to the paragraph 4.3.4 (ii) of the Bahamas national requirements, which are displayed in Bahamas National Requirements.

In the absence of any performance standards or other guidance from IMO on the radiotelephone apparatus for fire fighters’ communication, the BMA requires the Company to select appropriate equipment to meet the requirements of SOLAS II-2/10.10.4, in line with their responsibilities under the ISM Code.

Ships constructed before 01 July 2014 shall comply with the requirement detailed in SOLAS II-2, Regulation 10.10.4 by not later than the first safety equipment survey after 01 July 2018.

Means of recharging breathing apparatus cylinders

Refer to the paragraph 4.3.5 of the Bahamas national requirements, which are displayed in Bahamas National Requirements.

The BMA strongly recommends that all ships carry an on board means of recharging breathing apparatus cylinders. Where an on board means of charging is not provided, the company shall establish how many spare cylinders are required for training purposes, in addition to those required by SOLAS, taking into account the number of drills carried out, availability of recharging facilities, ship’s schedule, etc.

A minimum of one cylinder should be provided for each fire suit, according to the muster list, but not less than two cylinders in total.

Ships carrying dangerous goods

Refer to the paragraph 4.3.13 of the Bahamas national requirements, which are displayed in Bahamas National Requirements.

Where a ship is found not to be in compliance with the provisions of SOLAS II-2/19 or II- 2/54, as applicable, the Document of Compliance for carriage of dangerous goods is to be withdrawn. Issuance of a short term Document of Compliance is not appropriate.

A new Document of Compliance may be issued with the class of cargos for which the ship does not comply and the affected cargo deck(s) or space(s) removed from the Document of Compliance, as appropriate.

LRIT

Refer to the Marine Notice 49 (in attached files), Information Notice 10 and to the paragraph 4.6.8 of the Bahamas national requirements, which are displayed in Bahamas National Requirements.

A conformance test is required for all shipborne LRIT equipment. It shall be conducted by one of the Bahamas authorized Testing ASP.

The BMA will issue the Conformance Test Report document and a new Radio License will also be issued to reflect the LRIT equipment.

The details of these testing ASP are outlined in the BMA Information Notice 10.

Recognised Organisation (RO) shall ensure that ships / units have a valid conformance testing document on board, prior to issuing the radio related certificate during the applicable surveys.

Exemptions and equivalent arrangements

Ships that are operating exclusively in a GMDSS A1 sea area and are fitted with AIS are not required to install LRIT equipment; in such circumstances no exemption is required even where the vessel is engaged in international voyages. However, such ships will require an exemption or equivalent arrangement if they engage in an international voyage outside the GMDSS A1 sea area.

In accordance with BMA Marine Notice No.8, ships specified in paragraphs 2.2 and 8.1 of the Marine Notice 49 which are not normally engaged in international voyages but are required to undertake a single international voyage, or which are re-positioning from a GMDSS sea area A1, should apply to Recognised Organisation (RO) for consideration of exemption or equivalence in accordance with the provisions of SOLAS regulations I/4, IV/3.1, IV/3.2 and V/3.

Recognised Organisation (RO) will liaise with the BMA and if the exemption is granted or equivalent arrangement accepted, the BMA will authorise Recognised Organisation (RO) accordingly and advise of any applicable conditions in order that the affected certificate can be duly annotated.

BNWAS

Reset method

(Email from the Administration dated 26/10/2011)

The use of ‘Intelligent’ PIR (Passive Infra-Red) as a reset method for BNWAS is acceptable, providing that the IMO performance standards are met.

Equipment installed prior to 1 July 2011

Refer to the paragraph 4.6.9 of the Bahamas national requirements, which are displayed in Bahamas National Requirements.

BNWAS equipment installed prior to 1 July 2011, and for which conformance with MSC.128(75) cannot be documented, can be accepted as fulfilling the intention of SOLAS Chapter V Regulation 19.2.2.4 when the system is provided with the following functionalities:

1. The system can be manually switched ON and OFF, and the ON/OFF selection facilities are protected by key switch, password protection or other means or by location in the master’s cabin.

2. The system remains dormant for a period of between 3 and 12 minutes when switched on.

3. A visual indication and an audible alarm are given in the wheelhouse at the end of the dormant period. For the first 15 seconds a visual indication may be given only.

4. The alarm is transferred to the back-up officer’s and/or master’s cabin if not reset in the wheelhouse within 30 seconds.

5. The alarm is sounded in public spaces (e.g. mess room, ship’s office, conference room or similar) if not reset within 30 to 90 seconds from the first visual indication in wheelhouse (the period may be extended to 3 minutes for larger vessels). This alarm may be combined with the alarm described in item d) above.

6. An alarm reset function is provided in the wheelhouse, e.g. push button(s), motion detectors conforming to standards laid down by the IMO, or other positive means in position(s) providing a proper look out.

Requests for acceptance of such arrangements are to be made via Recognised Organisation (RO) in accordance with Applications for exemptions, extensions and / or equivalence to international convention or code requirements, or Bahamas requirements.

Interfacing with Voyage Data Recorders (VDR) and Simplified VDR (S-VDR)

Refer to the paragraph 4.6.10 of the Bahamas national requirements, which are displayed in Bahamas National Requirements.

The BMA considers the BNWAS to be a mandatory alarm on the bridge; therefore, the status of the BNWAS is to be recorded by the VDR.New ships are expected to have a connection between VDR and BNWAS. Where a BNWAS is being installed on an existing ship fitted with a VDR and it is not possible to connect the VDR and BNWAS, Recognised Organisation (RO) shall make a suitable recommendation to the BMA for exemption in accordance with Applications for exemptions, extensions and / or equivalence to international convention or code requirements, or Bahamas requirements.For existing ships fitted with an S-VDR, the BNWAS need only be connected to the S-VDR where it is possible to do so, as per the international digital interface standards identified in paragraph 5.4.9 of resolution MSC.163(78).

Compass

Refer to the IMO circular SLS.14/Circ.412 and to the paragraph 4.6.11 of the Bahamas national requirements, which are displayed in Bahamas National Requirements.

All ships flying the flag of the Government of the Bahamas may, instead of complying with the requirements of SOLAS V/19.2.1.1 and V/19.2.2.1 to carry a magnetic compass, comply with the following equivalent arrangement:

1. The ship shall be fitted with at least two gyro compasses determining the ships heading and display this heading, being readable by the helmsman at the main steering position;

2. At least two of the gyro compasses shall have separate power supplies, which shall be connected to the main and emergency sources of power;

3. At least two of the gyro compasses shall have an independent uninterruptable power supply with at least 30 minutes usable power.

One of the above mentioned gyro compasses is also deemed to be suitable to meet the provisions of SOLAS V/19.2.5.1 for a gyro-compass to be carried on vessels of 500 gross tonnage and over, providing that it also meets the provisions of SOLAS V/19.2.3.2, V/19.2.4 and V/19.2.5.5.

ECDIS, Nautical Charts and Publications

Refer to the Marine Notice 87 in attached files.

The Bahamas Maritime Authority (BMA) considers the carriage of SOLAS required documentation in an electronic format as being equivalent to the carriage of paper documentation, subject to the following:

1. The electronic charts (ENC/Raster) and electronic publications must be issued officially, or otherwise authorised and approved, by a SOLAS Contracting Government;

2. The products must meet the requirements of marine navigation;

3. The products must be kept up to date; and adequate backup (see below) must be provided so that the safety of navigation is not compromised;

4. Local electronic versions of charts and publications issued by a third party pertaining to geographical areas of a country may be accepted if that party regularly receives official data and updates to its charts and publications from a SOLAS Contracting Government.

5. The assessment of the acceptability for use onboard for the electronic products mentioned in iv above should be carried out by the Company, taking in to account the above guidance on equivalence.

The BMA recognises that ECDIS conforming to the performance standards for electronic charts satisfies the chart carriage requirements specified in SOLAS V/19.2.1.4, provided that back up arrangements are provided, as required by SOLAS V/19.2.1.5, to ensure safe navigation in case of ECDIS failure.

Where an ECDIS is being used to meet the chart carriage requirements of SOLAS, it must:

1. be type-approved;

2. use up to date electronic nautical charts (ENC);

3. be maintained so as to be compatible with the latest applicable International Hydrographic Organization (IHO) standards; and

4. have adequate, independent back-up arrangements in place.

Pilot transfer arrangements

Refer to the Information Notice No. 18 in attached file.

Recent press releases and accident reports published by various organisations across the maritime industry reveal growing numbers of serious accidents, incidents and near misses related to incorrect pilot transfer arrangements or significant defects in associated equipment.

The root causes identified were mainly due to use of substandard and/or modified pilot and combination ladders, unauthorised modifications to deck access, defective winch-reel arrangement, and malpractices in pilot ladder securing. Broadly, reported defects can be categorised in to three areas: design, rigging and maintenance.

This Information Notice No. 18 provides guidance on pilot boarding arrangements, in order to comply with the provisions of Regulation 23 of SOLAS Chapter V.

Cargo Ship Safety Radio Certificate

GMDSS operator on Bahamian ships

(Regulation IV/16)

Masters and navigational watch officers are required by the 1995 Amendments to the STCW convention to hold GMDSS operator certificates as from 1 February 2002.

All masters, chief mates and navigational watch officers listed on the safe manning certificate should therefore hold valid GMDSS operator certificates from 1 February 2002 onwards.

The GMDSS qualification may be issued as a separate certificate or be listed as a function on the deck officer certificates of competency. The original certificates and the Flag endorsements shall be carried on board the ship.

Safety Radio Form R / GMDSS general operators certificate

Refer to the paragraph 4.6.1 of the Bahamas national requirements, which are displayed in Bahamas National Requirements.

There is some cross-over between STCW and ITU requirements for the minimum number of radio operators required to be on board. In order to avoid any misinterpretation, the minimum number of radio operators on the Safety Radio Certificate Form R is to be entered as “To comply with the Minimum Safe Manning Document”.

HF Radiocommunication equipment and Narrow Band Direct Printing (NBDP)

Refer to the paragraph 4.5.4 of the Bahamas national requirements, which are displayed in Bahamas National Requirements.

As indicated in paragraph 7 of MSC.1/Circ.1460/Rev.1, to ensure GMDSS communication capability, HF radiocommunication equipment which forms a part of a GMDSS installation and is capable of operating narrow-band direct printing (NBDP) should be updated so that, following the first radio survey after 1 January 2024, it meets the channelling arrangements reflected in sections II and III of part B in appendix 17 of the Radio Regulations.

The BMA does not require updates to other equipment mentioned in paragraph 8 of MSC.1/Circ.1460/Rev.1 by the first Safety Radio survey after 01 January 2017.

Mobile satellite communication systems in the GMDSS

Refer to the paragraph 4.5.5 of the Bahamas national requirements, which are displayed in Bahamas National Requirements.

Mobile satellite communication systems (satellite systems) used in the GMDSS system shall meet the criteria specified in Resolution A.1001(25). Recognised systems are recorded in Maritime Safety Committee Resolutions.

Maritime mobile satellite services provided by the Iridium Safety Voice, Short-Burst data and enhanced group calling services, for use in the GMDSS are accepted for use on Bahamian ships.

Passenger Ship Safety Certificate

Periodical bottom inspection of passenger ships

(SOLAS Regulation I/7)

Refer to the Marine Notice 75 in attached files and to the paragraph 4.1.2 of the Bahamas national requirements, which are displayed in Bahamas National Requirements.

Where acceptable to the Administration, the minimum number of inspections in dry-dock of the outside of the bottom of a passenger ship (which is not a ro-ro passenger ship) in any five-year period may be reduced from two to one. In such cases, the interval between consecutive inspections in dry-dock shall not exceed 60 months.

The BMA may permit ships of up to 20 years of age to undertake one inspection of the outside of the ship’s bottom in dry-dock in a five-year period, subject to the additional requirements specified below.

1. For all passenger ships, which are not RoRo passenger ships, the inspection of the outside of the ship’s bottom must be carried out in dry-dock at least twice in any five year period of validity of the International Load Line Certificate.

2. The remaining renewal inspections of the outside of the ship’s bottom, required by SOLAS Chapter I / Regulation 7(b)(ii), may be carried out in-water provided that:

   1. An appropriate Recognised Organisation (RO) notation for in water survey is assigned to the ship;

   2. The interval between bottom inspections in dry-dock does not exceed 36 months;

   3. The ship is arranged for in-water survey of the hull. Where practical, tailshaft weardown and examination of rudder*, propeller, stabilising apparatus and other protuberances, as deemed necessary by the Recognised Organisation (RO) attending surveyor, are to be carried out.

   4. The BMA has accepted the application for IWS

3. Acceptance of an application for IWS of the ship’s bottom is subject to the following conditions:

   1. There are no overdue Conditions of Class, Recommendations, or similar notes relating to defects in any part of the ship’s structure or machinery that affects the ship’s bottom;

   2. The IWS shall be carried out by a diving company which is approved by Recognised Organisation (RO), and in accordance with an approved survey plan;

   3. The IWS should be carried out at an agreed geographical location with the ship at a suitable draught in an area that has been demonstrated to have sheltered waters and with weak tidal streams and currents. The weather at the time of the survey should be conducive to a safe and effective IWS;

   4. Surveys of the underwater body should be carried out in sufficiently clear and calm waters. In general, for example, a significant portion of the propeller or rudder should be clearly observed from a single view. Visibility and water conditions should be suitable to provide sufficient evidence to be able to draw a conclusion that the hull inspection requirements have been met and the hull is in satisfactory condition;

   5. The attending surveyor should be satisfied that the hull marking and mapping as well as the method of pictorial presentation are satisfactory. To facilitate efficient surveys, it is recommended that the underwater hull and fittings are permanently and clearly marked externally (including tank boundaries);

   6. Sufficient information to the satisfaction of the attending surveyor, including specific plans to facilitate the survey, should be available on board in order to ensure a full assessment and survey.

   7. Unless accessible from outside with the aid of the ship's trim and/or heel, underwater parts should be surveyed, and/or relevant maintenance work should be carried out with assistance by a diver to the satisfaction of the attending surveyor. The survey should include CCTV monitoring of the IWS, together with electronic video and still picture (if required and where appropriate) recording of the ship's hull, appendages, sea-chests and other elements of the survey. There should be good two-way communication between the diver and the personnel at the surface, including the surveyor.

   8. The hull below the waterline should be sufficiently clean to the satisfaction of the surveyor and diver so as to be able to ascertain the physical condition of the hull and coating.

   9. Interior sections of the hull plating should be made available for inspection to the same extent as if the ship were in dry-dock.

4. Where the conditions specified in Periodical bottom inspection of passenger ships b) and c) above are not fully satisfied, Recognised Organisation (RO) shall submit their recommendation, including technical justification, to the BMA for acceptance of IWS.

Ships of 15 years of age or less

1. For passenger ships of 15 years of age or less at the time the relevant dry-docking is due, the BMA may permit an in water inspection (IWS) in lieu of one of the two bottom inspections in dry-dock in any five year period as required by Periodical bottom inspection of passenger ships a).

2. The following conditions shall be satisfied in applications for one bottom inspection in dry-dock in any five-year period:

   1. The interval between dry-dockings must not exceed 60 months/5 years

   2. The ship meets the requirements of Periodical bottom inspection of passenger ships c) and the application to the BMA meets the conditions specified in Applying for in-water inspection (IWS).

3. The Company** shall have implemented a comprehensive maintenance regime based upon a five-year cycle for relevant items. Items to be considered may include the following: Shafting and stern tube, Shell coating, Shaft seals, Bow thrusters and stern thrusters, Rope cutters, Main propellers and shafting for controllable pitch propellers (CPP) ships, Rudders, Sea chests, Anodes and cathodic protection and sea valves, Hull thickness measurements, Podded Propulsion Units (PODs)

4. The items listed above are not exhaustive and other items of fittings and equipment may be considered to be included in such a maintenance regime.

5. In all cases, the design life of components, manufacturers recommended maintenance, the Company's implemented ship's maintenance system and Recognised Organisation (RO) survey requirements should not conflict with the bottom inspection of passenger ships when the inspection is intended to be carried out in dry-dock only once in any five-year period.

Ships of between 15 and 20 years of age

1. For passenger ships of between 15 years and 20 years of age, the BMA may permit an in-water inspection in lieu of the one of the two bottom inspections in dry dock in any five-year period as required by Periodical bottom inspection of passenger ships a) above.

2. In addition to the items specified in paragraph Ships of 15 years of age or less above, the following conditions must be satisfied: - The ship must be less than 20 years of age at the time the relevant dry-docking is due; - Stern tube seals (if applicable) are to be routinely changed at the dry dock bottom survey after 60 months service and there should be no history of failure in any sister ships. Stern tube seals are to be capable of being replaced whilst the ship is afloat; - Rope cutters are to be fitted and capable of being replaced whilst the ship is afloat; - Propellers are to be capable of being replaced whilst the ship is afloat; - Transverse thrusters should be overhauled at each drydocking or be capable of being repaired/replaced in water; - Becker rudder fin/flap clearance and rudder neck clearances (if applicable) can be taken in water and rudder weardown can be measured; - Underwater paint schemes are to be certified for 60 months service by the respective paint manufacturers; - Impressed current cathodic protection systems, if fitted, are to have regular logs taken and assessed by third party vendor. These are to be reviewed by Recognised Organisation (RO) prior to the IWS; - Sacrificial anodes should be easily replaceable in water and/or have 60-month expected life; - Protective coatings in double bottom/double side ballast tanks below the deepest load waterline are to be maintained in GOOD condition; - Sea chests are to be fitted with marine growth prevention systems and 60-month anodes; - Azipods (if fitted) are to be capable of being replaced whilst the ship is afloat (including seals, shaftline bearings and slewing bearings); - Sea valves should be overhauled at each drydocking and should be capable of being replaced in water; - Echosounders, speed logs etc should be capable of being replaced in water; - Stabilisers should be overhauled at each drydocking or be capable of being repaired/replaced in water; - Lubricating oil analysis should be routinely conducted for all underwater machinery (propellers, thrusters, stabilisers, etc.) and to be reviewed by Recognised Organisation (RO) prior to the IWS;

3. Appropriate planning is to be in place for heavy maintenance that would usually be carried out in drydock. Recognised Organisation (RO) is to review any outstanding maintenance items at the time of the IWS and ensure that the Company has appropriate planning in place.

4. The Company is to advise the BMA without delay of any damage or failure related to hull, propellers, rudders, Azipods (including propeller, seals, bearings and steering mechanism), transverse thrusters, fin stabilisers and underwater fittings.

Ships of over 20 years of age

1. For passenger ships of over 20 years of age, the BMA may permit an in-water inspection in lieu of the one of the two bottom inspections in dry dock in any five-year period as required in Periodical bottom inspection of passenger ships a) above, on a case-by-case basis, subject to the below.

2. Items for ships of 15-20 years of age to be complied with.

3. A ship specific study shall be undertaken by Recognised Organisation (RO). The study shall include the following:

   i. Loading/strength review of the ship’s design;

   ii. Loading review of the actual operating profile;

   iii. Review of latest hull thickness measurements;

   iv. Review of survey records as far back as possible. For ships that have changed class, the Company must provide all available survey reports from previous Classification Societies to the Recognised Organisation undertaking the study;

   v. Analysis of Recognised Organisation’s passenger fleet findings in respect of underwater hull surveys;

   vi. Review of any hull loading systems and findings;

   vii. Review of condition of tank coating systems;

   viii. Review of Company’s report on operation and maintenance schemes and/or planned maintenance systems;

   ix. Review of ship’s and Company’s Port State Control record;

   x. Review of Company Safety Management System.

4. The Company shall provide any additional information required by Recognised Organisation (RO) to complete the study and to support the recommendation.

5. A summary of the study shall be presented to the BMA by Recognised Organisation (RO) with a firm recommendation on whether or not the ship is recommended for an inwater inspection in lieu of the one of the two bottom inspections in dry dock in any five-year period.

6. If the ship is accepted for in-water inspection in lieu of the one of the two bottom inspections in dry dock in any five-year period, the following conditions apply:

   The Company shall:

   i. order additional targeted surveys to be carried out by Recognised Organisation (RO), maximum 6 months prior to the application for in water survey in lieu of drydock, on targeted areas in the bottom structure (e.g. tank tops, inner bottom tanks, shell penetrations, sea chests, etc.);

   ii. provide Recognised Organisation (RO) with bottom cleaning documentation (partial or full) done at in-water bottom surveys. Coating and shell condition to be documented;

   iii. ensure that all tanks in the bottom structure with shell plating boundaries are maintained in GOOD condition;

   iv. provide Recognised Organisation (RO) with the trading route history of the ship since the last bottom survey in dry dock;

   v. provide Recognised Organisation (RO) with alarm records for propulsion/steering/thruster/stabiliser equipment;

   vi. provide evidence to Recognised Organisation (RO) of manufacturer’s confirmation that propulsion, steering and manoeuvring equipment that the equipment can be maintained on a 5 year cycle after 20 years and/or additional maintenance if needed can be arranged in water

   vii. provide evidence to Recognised Organisation (RO) related to maintenance items listed in paragraph 5.5 that such items/systems should be able to perform their functions over the anticipated period until the next dry-docking.

   Recognised Organisation (RO) shall:

   i. verify that there are no “suspect areas” for corrosion or memoranda/conditions relating to “substantial” corrosion in the bottom structure;

   ii. check if there are active memoranda/conditions related to bottom structure that require dry docking for rectification;

   iii. verify tanks in the bottom structure with shell plating boundaries are in GOOD condition.

7. Appropriate planning is to be in place for heavy maintenance that would usually be carried out in drydock. Recognised Organisation (RO) is to review any outstanding maintenance items at the time of the IWS and ensure that the Company has appropriate planning in place.

8. The Company is to advise the BMA without delay of any damage or failure related to hull, propellers, rudders, Azipods (including propeller, seals, bearings and steering mechanism), transverse thrusters, fin stabilisers and underwater fittings.

Survey window

The bottom inspection, either performed in water or in dry-dock, shall be carried out within the normal allowable window for the Passenger Ship Safety Certificate renewal survey, i.e. within the 3 months before the due date of the survey.

Noting the definition in A.1120(30) of “any five-year period”, harmonisation between the Passenger Ship Safety Certificate and International Load Line Certificate is essential.

Applying for in-water inspection (IWS)

1. The Company shall request Recognised Organisation (RO) (MOC) to make an application to the BMA for acceptance of the proposed IWS at least four (4) weeks in advance of the intended date of the survey.

2. The Company’s proposed schedule and the conditions for performing the in water inspection must be acceptable to the attending surveyor to allow effective planning and execution.

3. The application shall be made to the BMA by Recognised Organisation (RO) (MOC) in accordance with BMA Marine Notice No.8. The application must include the following:

   1. The proposed date and location for the IWS;

   2. A written statement from the Master of the ship confirming that the ship, to his or her best knowledge, has not sustained any grounding or contact damage since the previous bottom inspection and that nothing unusual has been observed to suspect that any part of the ship’s bottom or protuberances has been otherwise damaged;

   3. Confirmation from the Recognised Organisation (RO) Marine Operational Centre that there are no overdue Conditions of Class, Recommendations, or similar notes relating to defects in any part of the ship’s structure or machinery that affects the ship’s bottom. In case of outstanding items, the Recognised Organisation (RO) Marine Operational Centre is to provide the proposed timescale for rectification of the outstanding items and its recommendations for monitoring the items pending rectification;

   4. Confirmation that relevant items in paragraphs Ships of 15 years of age or less, Ships of between 15 and 20 years of age above have been satisfied;

   5. A clear statement of support for the application, or clear indication of any reservations over any aspect of the application, is to be provided by Recognised Organisation (RO) Marine Operational Centre.

4. The BMA will review the application, taking into account all relevant factors and will advise Recognised Organisation (RO) of its acceptance or otherwise of IWS.

Monitoring and Recognised Organisation (RO) reporting

The Marine Operational Centre shall advise the BMA of the outcome of all in water inspections where there is any need for further examination of the ship and/or remedial action which may need to be taken with the ship in dry-dock.

The relevant survey report shall be made available for review by the BMA either via Recognised Organisation (RO) online platform or by email. For ships between 15 and 20 years of age, the Marine Operational Centre shall send the survey report to the BMA by email on completion of the IWS.

The survey report shall include an assessment of the condition of the hull coating, structure, and all remaining underwater parts, acceptability of measurements taken and other relevant findings.

The Marine Operational Centre is to advise the BMA without delay of any new conditions of class or memos related to hull, propellers, rudders, Azipods, transverse thrusters, fin stabilisers and underwater fittings.

Definition of “first dry-docking”

Where a new Regulation is required to be applied at the “first dry-docking”, the BMA requires it to be applied as if a passenger ship is drydocked twice in any five year period, regardless of the age of the passenger ship. This policy is not applicable if a date is otherwise stipulated in the Regulation, or any other additional IMO guidance.

Watertight doors which may be opened on passenger ships during navigation

Refer to the Marine Notice 78, and to the paragraph 4.2.1 of the Bahamas national requirements, which are displayed in Bahamas National Requirements.

SOLAS Chapter II-1 requirements for watertight doors shall be strictly complied with on passenger vessels, however applications to leave specific watertight doors open during navigation will be considered by the BMA.

All Bahamian passenger ships are required to have the categorisation of all watertight doors approved by the BMA.

The company shall submit the application with full supporting information to Recognised Organisation (RO), which will forward the application to BMA after appropriate review and recommendation.

Instructions to RO

When assessing an application, Recognised Organisation (RO) shall take into consideration the ship’s operational limitations and impacts on ship operations.

When assessing an application for authorisation for watertight doors to be opened or remain open Recognised Organisation (RO) shall ensure that the application contains the required information in accordance with Annex A of Marine Notice 78 and paragraph 6 of MSC.1/Circ.1380 or MSC.1/Circ.1564 (as applicable).

Verification of damage stability and floatability assessment must be carried out and proper consideration must be given to the proposed justification for watertight door categorisations.

Prior to submission of an application to the BMA the following shall be confirmed:

• Recognised Organisation (RO) shall, in submitting the application to the BMA, clearly indicate whether they are supportive, or not, of the application and advise of any relevant recommendation(s).

• The submission shall include all the required information specified in the Marine Notice 78.

• The owners shall be reminded that, in order to avoid any delays, all applications shall be submitted via the Recognised Organisations.

• When the BMA approves the application, Recognised Organisation (RO) shall ensure that the category of the doors is recorded on the Damage Control plan and List of Operational Limitations.

The final decision on the categorisation of watertight doors is at the BMA’s discretion.

Periodic review

Recognised Organisation (RO) is to review the watertight door plan/categorisation at every Load Line renewal survey to confirm that the arrangements are still valid and appropriate and that no changes have been made to the watertight doors.

Recognised Organisation (RO) shall advise the BMA of the results of the review and, if necessary, make a new application for categorisation or re-categorisation of the watertight doors. If the review concludes that no changes are required the BMA does not need to be advised.

Ships with existing approval from the BMA

The amendments to Regulation 22 of Chapter II-1 of the SOLAS, which included changes to the operation of watertight doors on passenger ships, entered into force on 01 January 2020, and do not affect the categorisation of watertight doors on existing passenger ships and any authorisations issued by the BMA prior to the entry-into-force date.

Other equipment (Life-saving appliances & Fire-fighting appliances)

Provisions of paragraphs Life-Saving Appliances to BNWAS apply to passenger ships, except “Additional immersion suits” in Immersion suits.

Immersion suits on passenger ships

(Refer to Marine Notice 11)All passenger ships shall carry for each lifeboat on the ship at least three immersion suits complying with the requirements of section 2.3 of the LSA Code and, in addition, a thermal protective aid complying with the requirements of section 2.5 of the LSA Code for every person to be accommodated in the lifeboat and not provided with an immersion suit.

The immersion suits and thermal protective aids need not be carried:

1. for persons to be accommodated in totally or partially enclosed lifeboats; or

2. if the ship is constantly engaged on voyages in warm climates (between latitudes 30° N and 30° S)

Outstanding items after PSSC

The BMA must be advised of all outstanding items, if any, on completion of the PSSC renewal survey. Attending surveyor may contact the BMA for mutual advice and guidance and keep the Marine Operational Centre in copy.

Refer also to the paragraph 4.1.1 of the Bahamas national requirements, which are displayed in Bahamas National Requirements.

In the case of an initial delivery voyage where any passenger ship requirements remain outstanding, the BMA may give consideration to issuing cargo ship safety and load line certificates to the vessel. The BMA may also give consideration to issuing cargo ship safety and load line certificates to a passenger vessel that is not in service or for transit voyages to repair yards, etc.

Any such application shall be submitted by the company to Recognised Organisation (RO), which shall, prior to submission to the BMA, verify the following:

• The company has a valid ISM Document of Compliance for the operation of cargo ships, and

• The vessel has a valid Safety Management Certificate as a cargo ship and an operational safety management system addressing the affected voyage, and

• The vessel has a valid International Ship Security Certificate, and

• The complement of persons on board, excluding the marine crew (e.g. deck / engine officers and ratings) and persons normally employed on board (i.e. hotel / entertainment staff, etc., who have received STCW basic familiarisation training).

Windows, side scuttles, storm covers and deadlights

(BMA Information Notice 09, § 25.7.7 of the Bahamas National Requirements)

This Information Notice (IN) provides guidance on the protection of windows and side scuttles in passenger ships and the safety of passengers when situated in areas close to windows and side scuttles during bad weather.

Companies shall undertake a risk assessment and introduce appropriate safeguards in relation to seating and communal areas in way of windows and side scuttles, with respect to the possibility of heavy weather damage and potential harm to persons occupying these areas should the window or side scuttle fail.

Based on the risk assessment, the Company shall provide guidance to its Masters, Officers, and crew, through the SMS, covering the requirements for these areas in extreme weather which may include, but not be limited to:

• The total closure of an area to passengers whilst the bad weather is encountered; or

• The partial closure of an area by providing a barrier such as a roped off area; or

• Any other temporary measure the Master may deem necessary for the safety of the passengers and crew.

New build, conversions and modifications - Concept Review

Prior to the commencement of construction work for any passenger ship new build, major conversion or major modification project, the shipowner, ship builder and RO are to present a concept review to the BMA. The review shall address the following:

• Overview of the concept and any novel features of the design;

• Scope and extent of any exemptions or equivalences to IMO or ILO conventions envisaged;

• Details of any aspects of the design’s compliance with IMO or ILO conventions that will require an interpretation, clarification or policy decision by the BMA;

• Scope and extent of any Alternate Design and Arrangements envisaged for the project;

• Design and Construction Schedule including key mile stones and expected submission dates.

Where Alternate Design and Arrangements are envisaged, the ship owner, ship builder and RO are to present the Concept Review in person to the BMA.

Where a project has commenced the construction phase prior to 1st February 2016 and a Concept Review has not been presented to the BMA, the ship owner, ship builder and RO are to present a Concept Review to the BMA as soon as possible to ensure no issues arise prior to completion of the project that may affect the registration process.

– Safe Return to Port

(Marine Notice 03, see attached file “MN003 - Safe Return to Port.pdf”)

Application

The MN applies to all Bahamian passenger ships, including passenger ferries and passenger ro-ro ships, constructed on or after 01 July 2010 having length1 of 120 metres or more, or having three or more main vertical fire zones (MVZ)2

This MN also applies to special purpose ships (SPS) certified under the 2008 SPS Code (MSC.266(84)) that carry 240 or more persons (see MSC.1/Circ.1422 Unified Interpretations of the Code of Safety for Special Purpose Ships, 2008 (2008 SPS Code)).

Note: 1 Length (L) is the length as defined in the International Convention on Load Lines 2 All main vertical zones in the ship should be counted for the purposes of this regulation, irrespective of whether they contain accommodation spaces or not. Nevertheless, horizontal fire zone (special category and ro-ro spaces) should not be included in the count of main vertical zones. A main vertical zone may be extended to 48 metres (SOLAS Regulation II-2/9.2.2.1.2). This implies that any ship having an overall length (LOA) of more than 96 metres should normally comply with the SRtP regulations.

Safe Areas

Depending on the ship’s operational area and conditions, permission to use exterior spaces as safe areas may be granted by the Administration, provided that compliance with the functional requirements of SOLAS II-2/21.5.1 can be demonstrated.

Degraded condition due to maintenance or damage

If SRtP capability cannot be maintained, the Company shall make an application to the Administration, via Recognised Organisation (RO), for continued operation under the degraded conditions. It should be noted that categories 2,3 and 4 are normally designed redundant in such a way that unexpected failure should not impair the system’s SRtP capability. Where any system category 1 is affected the Administration shall be informed promptly.

The Company’s submission to Recognised Organisation (RO) shall provide additional information as listed, but not limited to, the below example:

• operational route or proposed voyage(s);

• expected weather conditions;

• operational countermeasures or mitigation;

• expected ship’s operational limitations and any impact on ship operations;

• proposed actions and timescales to restore full SRtP capability;

The Administration recommends that predicted degraded conditions for systems of Category 1 are included into the list of operational limitations. A supportive example scenario is shown in Annex 3 of the MN.

Noting the extensive SRtP functional requirements, the Administration recommends that systems are split into categories as indicated in §6.6 of the MN. The reason for splitting the systems into these categories is that the requirement for systems to remain operational in the remaining part of the ship not affected by the casualty has different implications for each of the categories.

Details of the system categories are given in Annex 1 of the MN.

Instructions to Recognised Organisations

In order to confirm that operational procedures for SRtP compliance are in place, the Administration requires Recognised Organisation (RO) to issue a Form S supplement to the Passenger Ship Safety Certificate (PSSC) or Special Purpose Ship Safety (SPS) Certificate, as applicable, which will list details of the ship’s compliance with the SRtP regulations. This form is implemented in Certificate Editor.

From 01 January 2019, Recognised Organisation (RO) issuing the ship’s PSSC or SPS statutory certificates shall complete and issue a supplement (Form S) to all new build Bahamian ships that are subject to SRtP at the initial PSSC survey or initial SPS Certificate survey.

From 01 January 2020, Recognised Organisation (RO) issuing the ship’s statutory certificates shall complete and issue a supplement (Form S) to all existing Bahamian ships that are subject to SRtP at the first PSSC renewal survey or SPS Certificate annual/intermediate/renewal survey.

At each PSSC or SPS survey of an SRtP ship, SRtP compliance shall be assessed by the attending surveyor(s) in line with SOLAS II-2/21 and 22 and this Notice. At each PSSC or SPS survey a SRtP drill shall be carried out and attended by the Recognized Organization. The drill can be one of those required in §7.4 of the MN.

At the first ISM DOC audit on or after 01 July 2020, the attending auditor shall confirm that the Company, in its Safety Management System, has measures to ensure that onboard documentation, operational manuals, training, procedures and records related to SRtP are developed, implemented, monitored and revised as needed. The effectiveness of the measures shall be assessed at the first shipboard audit and the DOC renewal audit following the DOC audit mentioned above.

When the ship’s SRtP compliance study is via FMEA or equivalent assessment, this is to be reviewed and approved on behalf of the BMA by Recognised Organisation (RO).

When a Company proposes any alterations, conversion or modification to a ship that otherwise does not fit the SRtP criteria of SOLAS II-2/22.1, Recognised Organisation (RO) shall advise the Company that modifications of a major character (i.e. adding an MVZ), may require the ship to comply with SRtP regulations. Recognised Organisation (RO) shall assess any proposed modifications and advise the BMA prior to commencement of the conversion.

For an existing SRtP certified ship, any modifications or refurbishments affecting the essential SRtP systems shall not impair the SRtP capabilities of the vessel. This implies that affected SRtP system assessment, operational procedures and relevant on-board documentation shall be updated and recorded.

For an SRtP ship in service in a degraded condition, prior to submission to the Administration, Recognised Organisation (RO) shall review the application and clearly indicate whether they are supportive, or not, and advise any relevant recommendation(s).

Existing SRtP ships changing flag to The Bahamas

From 01 July 2019, Recognised Organisation (RO) issuing the ship’s statutory certificates shall complete and issue the supplement (Form S) to all ships that are subject to SRtP at the change of flag survey.

Recognised Organisation (RO) issuing the SMC shall review the Company’s proposed SRtP procedures and decision support documentation.

When assessing an application, Recognised Organisation (RO) that would issue the PSSC or SPS, shall take into consideration the ship’s operational limitations and impacts on ship operations and make a proposal to the Administration for any exemptions and operational limitations.

Prior to submission of an application to the Administration, Recognised Organisation (RO) shall:

• include all the required information specified in this MN; and

• clearly indicate whether they are supportive, or not, of the application and advise any relevant recommendation(s).

The guidelines in Annex 2 of the MN, although designed for new builds, may be used for existing ships to the extent practicable.

When a SRtP ship changes management or changes flag to The Bahamas, the Company shall demonstrate that it’s safety management system has measures and resources in place to support the SRtP approach at the interim/initial SMC audits.

Excursion boats and mother ship

(Marine Notice 97 in attached files)

The Marine Notice 97 applies to all Bahamas flag ships fitted with inflatable boats (regardless of length or capacity) intending to carry passengers.

The Company should incorporate the use of inflatable boats and associated operating procedures, risk analysis and training as part of the company safety management system (SMS).

The inflatable boat refuelling station and its arrangements (SOLAS category of the space, its surroundings, type of fuel, storage tank arrangements, etc) will be subject to a comprehensive risk analysis by the Company. This analysis shall be reviewed by Recognised Organisation (RO) that classes the mother ship.

The refuelling station should be separated and independent from the mother ship’s bunker station. Special consideration shall be made with regards to fire protection, and explosion proof or intrinsically safe components for this space such as but not limited to ventilation (supply and extraction) and sensors.

Associated fire suppression arrangements shall be to the satisfaction of Recognised Organisation (RO). Special consideration shall be given to any vents that terminate in a fire risk area, or a smoking area, that may or may not impact on an existing Alternative Design and Arrangement (AD&A) study.

Based on the tank location, fuel type and its potential risk, an additional fire risk analysis shall be conducted in line with MSC.1/Circ.1274. Consideration of inflatable boat storage location and its potential fire hazard should also be considered and subject to a separate study, if necessary.

Recognised Organisation (RO) is delegated to conduct such reviews and will contact the Administration if any deviation from the IMO instrument is identified.

SOLAS Codes

POLAR Code

The Administration has published the Marine Notice 88 (in attached files) to provide guidance on “POLAR Code” requirements.

Operational assessment

While IMO has introduced an assessment methodology approach called Polar Operational Limit Assessment Risk Indexing System (POLARIS), details of which can be found in the Appendix to circular MSC.1/Circ.1519, the Administration accepts other methods or approaches to drafting operational limitations for a ship intended to operate in ice, such as Canadian Arctic Ice Regime Shipping System, or Russian Ice Navigation Ship Certificate (Ice Passport) or others, subject to support by Classification society.

Polar Water Operational Manual (PWOM)

Refer to the paragraph 4.16.2 of the Bahamas national requirements, which are displayed in Bahamas National Requirements.

The PWOM is to be developed by the Company and shall follow the model format specified in Appendix II of the Polar Code, taking into account the associated guidance. The PWOM shall address the functional requirements specified in paragraph 2.2 of Part I-A of the Polar Code.

The PWOM is to be reviewed by Recognised Organisation (RO) before the issue of a Polar Ship Certificate.

Operational assessment / Operational limitations

The BMA accepts other methods or approaches to drafting operational limitations for a ship intended to operate in ice, such as Canadian Arctic Ice Regime Shipping System, or Russian Ice Navigation Ship Certificate (Ice Passport) or others, subject to support by the Classification society.

The BMA is aware of the stricter approach the Polar Code dictates in assessing operational limitations for existing ships customarily navigating in Polar Waters. In certain instances, particularly in case of an existing ship built to Finnish-Swedish ice-class requirements, the operational assessment and assessment of limitations for operating in ice conducted in accordance with Paragraph 2 of Part I-B of the Polar Code and MSC.1/Circ.1519 may result in allowable ice conditions being less severe than those historically encountered by a ship.

The BMA recognises the abundance of experience by specialist operators whose ships have historically navigated the same regions of Polar Waters and demonstrated practicality and viability of methods and procedures exercised on board such ships in achieving successful and safe operations. The BMA therefore supports a flexible approach to assessment of limitations for operating in ice for existing ice-strengthened ships that intend to continue navigation in the same Polar Water regions and during the same seasons as done historically, prior to the entry into force of the Polar Code.

For such ships, where operational assessment and assessment of limitations for operating in ice may indicate allowable ice conditions to be less severe than those historically encountered, more severe ice conditions may be recorded in Section 5.1 of the Polar Ship Certificate upon the request of the Company provided that:

• An assessment of the historical operational records and existing ice navigation procedures on board has been completed by the Recognised Organisation; and

• The ship will proceed to the same regions of Polar Waters and during the same season(s) as it did historically; and

• The affected coastal State(s) give explicit consent.

Recognised Organisation (RO) is to submit applications for consideration of such requests to the BMA for review on a case-by-case basis.

Life-Saving Appliances

Life-saving appliances and associated equipment and resources shall be provided in such a manner and in sufficient quantities to effectively allow evacuation of all persons from the ship and support survival for the duration of the maximum expected rescue time.

Provisions for abandoning the ship shall cover the possibility of evacuation to water, ice or land.

The maximum expected rescue time shall be not less than 5 days. For operations in remote areas of the Arctic and Antarctica the expected rescue time may constitute a significant period due to scarce Search and Rescue (SAR) coverage. In exceptional cases the BMA may accept maximum rescue time of less than 5 days where a ship has been certificated to operate solely in areas where prompt SAR assistance is available.

Any requests for acceptance of shorter maximum rescue time shall be submitted by Recognised Organisation (RO) on behalf of the operator, in accordance with the provisions of BMA Marine Notice No. 8 (see Applications for exemptions, extensions and / or equivalence to international convention or code requirements, or Bahamas requirements).

Operations in Low Temperatures and in Ice

The Polar Code introduces Mean Daily Low Temperature (MDLT)5 and Polar Service Temperature (PST). The value of MDLT shall be based on an observation data set from the area where the ship intends to operate, which covers at least 10 years of temperature observation. PST is set at least 100C below the lowest MDLT for the intended area and season.

The BMA recognises that obtaining a reliable 10 years’ observation temperature data set for certain localities within the Arctic and Antarctic may prove to be difficult. In such situations, the BMA may accept shorter temperature observation data sets that may be available through local authorities, operators stationed in these areas or recognised scientific institutions.

When a ship operating pattern is such as to require entry into Polar Waters at irregular intervals, during different seasons and in various locations the value of MDLT/PST shall cover all expected operational conditions likely to be encountered. The BMA recommends selection of the lowest expected MDLT/PST value that may be reasonably supported by the design and features of an individual ship.

STCW & Crew Training requirements

The BMA allows the use of navigational personnel other than the ship’s crew, i.e. so-called “Ice Pilots”.

Further guidance on training requirements is provided in BMA Marine Notice 24 (attached file).

MARPOL Annex II – Discharges and Structural Requirements

For category A and B ships constructed on or after 1 January 2017, the carriage of NLS identified in chapter 17, column e, as ship type 3 or identified as NLS in chapter 18 of the International Code for the Construction and Equipment of Ships Carrying Dangerous Chemicals in Bulk in cargo tanks of type 3 ships shall be subject to the approval of Recognised Organisation (RO), on behalf of the BMA.

MARPOL Annex IV – Discharges

Category A and B ships that operate in areas of ice concentrations exceeding 1/10 for extended periods of time, may only discharge sewage using an approved sewage treatment plant meeting the operational requirements in either Regulation 9.1.1 or 9.2.1 of MARPOL Annex IV. Such discharges shall be subject to the approval of the BMA.

Surveys & certification

Recognised Organisation (RO) is authorized to carry out all surveys and issue the Polar Ship Certificate.

Existing Passenger Ships

(Administration email dated 03/12/2018)

Considering ice accretion in damage calculation shall be deemed as a class requirement and not a statutory requirement.

The Bahamas Maritime Authority confirm that for full compliance with statutory requirements, existing passenger ships, operating in areas where ice accretion is likely to occur, shall have sufficient stability in intact conditions when subject to ice accretion.

IGC Code

Reserved

IP Code

(Marine Notice 102)

Certification

The Bahamas applies the IP Code to non-SOLAS vessels of less than 500 gross tonnage, where the aggregated number of passengers, special personnel and industrial personnel exceeds 12 persons, to the extent practicable.

Recognised Organisation (RO) is authorised to undertake statutory certification and services associated with SOLAS Chapter XV/IP Code.

Personnel transfer

Regulation 2 of the IP Code provides requirements for the safety of all persons involved in personnel transfer. This requires personnel transfer appliances to be inspected regularly and included in the survey for compliance with the IP Code.

If the ship is not fitted with dedicated crew transfer arrangements at the time of survey for the issuance of an IP Code Certificate, or where boat, helicopter or basket transfer are proposed, the Company shall conduct a specific risk assessment and ensure that the functional requirements set out in Part II 2.2.2 and Part II 2.2.3 of the IP Code are complied with to the fullest extent. Copies of risk assessments shall be kept on board for review by recognised organisations and authorised officers.

If failure of the personnel transfer arrangement or the position keeping arrangement results in the ship being unable to meet the functional requirements, the ship is not permitted to perform transfers until the failure has been rectified. However, failure of the transfer arrangement is not considered as making the ship unseaworthy, or a reason to delay a ship in port, if the Master has taken action to take the failed personnel transfer appliance into account when planning and executing a safe voyage.

A job safety analysis shall be carried out when planning, and before executing, personnel transfer at sea. The analysis shall take into account environmental conditions and operational and equipment limitations.

MSC-MEPC.7.Circ.10 Guidance on safety when transferring persons at sea and IMCA M202 Guidance on the transfer of personnel to/from offshore vessels and structures should be taken into account when planning personnel transfer.

Others

Opening of cargo and passenger ship side shell doors when at anchor

Refer to the paragraph 4.2.2 of the Bahamas national requirements, which are displayed in Bahamas National Requirements.

With regard to SOLAS Chapter II-1 requirements for side shell doors, Recognised Organisation (RO) may review applications for certain doors to be opened for operational purposes or for the embarkation / disembarkation of passengers, when the ship is at a safe anchorage.

Applications to issue a letter of authorisation on behalf of the Bahamas in order to satisfy particular port authority requirements should be made by Recognised Organisation (RO) in accordance with Applications for exemptions, extensions and / or equivalence to international convention or code requirements, or Bahamas requirements.

Bulk carriers

Refer to the paragraph 4.14 of the Bahamas national requirements, which are displayed in Bahamas National Requirements.

MSC.277(85) (“Clarification of the term “bulk carrier” and guidance for application of regulations in SOLAS to ships which occasionally carry dry cargoes in bulk and are not determined as bulk carriers in accordance with regulation XII/1.1 and Chapter II-1”) is not mandatory for ships flying the Bahamas flag, however, the BMA will consider applications to apply MSC.277(85) on a case by case basis.

Carriage of radioactive substances

Refer to the paragraph 4.8.2 of the Bahamas national requirements, which are displayed in Bahamas National Requirements.

Radioactive substances shall not be carried on board Bahamian ships.

Exceptions may be made for IMDG Code class 7 radioactive materials in packaged form used in medical and public health applications. Exceptions may also be made where the radioactive substance is of a grade and quantity suitable for other civil use, such as nondestructive testing. Recognised Organisation (RO) should be guided by IMO Assembly Resolution A.984(24).

For the avoidance of doubt, the carriage of Class 7 radioactive materials in bulk is not permitted on Bahamian ships.

MARPOL 73/78

Annex I - IOPP certificate

SOPEP (Regulation I / 37)

All Shipboard Oil Pollution Emergency Plans should contain instructions for the owner / master to report any occurrence to the Administration, by the quickest possible means, as contained in the Merchant Shipping Act.

Contact numbers are given in the Recognised Organisation (RO) data base “Flag Code”, under “National Authorities”.

Refer also to the paragraph 5.1.4 of the Bahamas national requirements, which are displayed in Bahamas National Requirements.

Oil Record Book

(Refer to Marine Notice 56)

Refer to the Marine Notice 56 and to the paragraph 5.1.3 of the Bahamas national requirements, which are displayed in Bahamas National Requirements. Refer also to MARPOL Electronic Record Books for Electronic Record Books.

Property

The Oil Record Book (ORB) may not be removed from any Bahamian vessel except as detailed below for change of ship managers. It is to be kept on board at all times, readily available for inspection or copying in accordance with regulation 17.5 & 17.7 (for ORB Part I) and 36.7 & 36.8 (for ORB Part II) of MARPOL Annex I, as amended.

Completed Oil Record Books shall be retained on board for a period of not less than three years.

When the management of a ship changes, Oil Record Books may be removed from the ship to a place of safekeeping by the former managers. Each book is to be kept for a period of not less than three years from the date of last entry and must remain available for inspection by a competent authority, if required. A certified copy of the last Oil Record Book in use must be left on board for the benefit of the new managers, with entries covering a period of not less than six months. However, the new managers shall open a new Oil Record Book from the date of new management.

Where the latest or any preceding Record Book covering the last 3 years is not available to the new Company, the new Master should prepare a statement confirming that the previous Record Books are not available. The statement shall be appended to the new Record Book and brought to attention of the Recognised Organisation (RO) surveyor at the next IOPP Certificate verification.

MARPOL Annex I Regulation 12, as amended by the resolution MEPC 187(59), sub-paragraph 2.2 (oil residue (sludge) tanks)

Refer to the paragraph 5.1.4 of the Bahamas national requirements, which are displayed in Bahamas National Requirements.

Bahamas follows the contents of the Unified Interpretation contained in IMO circular MEPC.1/Circ.753/Rev.1.

Ship to Ship Transfer (STS) operations plan

Refer to the paragraph 5.1.5 of the Bahamas national requirements, which are displayed in Bahamas National Requirements.

STS operations plans approved by any Recognised Organisation on behalf of other Administrations, or approved directly by other Administrations, are not acceptable. Accordingly, the STS operations plan is to be approved on behalf of the Bahamas by a Bahamas Recognised Organisation when the vessel joins the registry.

Biofuel blends and Oil Discharge Monitoring & Control Equipment

Refer to the paragraph 5.1.6 of the Bahamas national requirements, which are displayed in Bahamas National Requirements.

Biofuel blends containing 75% or more of petroleum oil are subject to Annex I of MARPOL. When carrying such biofuel blends, Oil Discharge Monitoring & Control Equipment (ODME) shall be in compliance with MARPOL I/31 and approved for the mixture being transported. ODME systems fitted on or after 01 January 2016 are to be approved under MEPC.108(49), as amended by MEPC.240(65).

In accordance with MEPC.1/Circ.858, oil tankers carrying biofuel blends on or after 01 January 2016, should have ODME equipment complying with MEPC.108(49) as modified by MEPC.240(65).

Application of MARPOL Annex I to FPSOs, FSOs, FSRUs, FLNGs and similar units

(Refer to Marine Notice 57)

The Bahamas recognises that the amended Record of Construction and Equipment in Annex 2 of the Resolution is appropriate to be used for FPSOs and FSUs. Recognised Organisations are requested to use this to replace forms A and B of the International Oil Pollution Prevention (IOPP) Certificate supplement for units to which the Resolution applies, from the first IOPP renewal survey on or after 01 March 2022.

Annex II - NLS certificate

Carriage of vegetable oils

Refer to the BMA Marine Notice 58, and to the paragraph 5.2.1 of the Bahamas national requirements, which are displayed in Bahamas National Requirements.

The Bahamas imposes no limit on quantity of vegetable oils to be carried in any cargo tank, regardless of ship type (type 2 or type 3).

For Polar Code Category A and B ships constructed on or after 1 January 2017, operating in Polar Waters, the carriage of vegetable oils in cargo tanks of Type 3 ships is subject to the approval of the Administration. Recognised Organisation (RO) shall apply to the BMA for approval and the results shall be reflected on the International Pollution Prevention Certificate for the Carriage of Noxious Liquid Substances in Bulk or Certificate of Fitness identifying the operation in polar waters.

Recognised Organisation (RO) should assess permanent and individual voyage based applications for exemption under Regulation 4.1.3 of MARPOL Annex II before forwarding them to the BMA for consideration. Any application for a dry cargo ship to carry vegetable oils is to be accompanied by the Recognised Organisation (RO)’s recommendation and indication of consent to the proposed carriage conditions by the Competent Authorities of the countries where ports of loading and unloading are located.

Dual Certificates of Fitness

Refer to the paragraph 5.2.2 of the Bahamas national requirements, which are displayed in Bahamas National Requirements.

The BMA allows the issue of dual certificates of fitness for type 2 chemical tankers that also comply with the requirements for type 3 vessels carrying vegetable oils.

Dual certificates of fitness may be directly issued to a vessel, however the BMA shall be notified of such cases.

When a vessel is issued dual certificates of fitness, the unused certificate must be placed in a sealed envelope.

Where there is no change to the physical arrangements on board related to the certificate of fitness, the following procedures are to be in place:

• The process for changing the certificate of fitness is to be described in the Safety Management System;

• The company is to inform Recognised Organisation (RO) each time the certificate of fitness is changed;

• The ship must comply fully with all requirements appropriate for the ship type corresponding to the certificate of fitness;

• Only one certificate of fitness shall be in use at any time;

• The master is to make an entry in the ship’s Official Log Book on every occasion that the certificate of fitness is changed;

• Recognised Organisation (RO) is to ensure that both certificates of fitness are endorsed at annual, intermediate and renewal surveys and check the cargo list against the certificate of fitness;

• Recognised Organisation (RO) is to ensure that the above procedures are in place when conducting ISM audits.

Where there is a change in physical arrangements on board related to the certificate of fitness, the above is to be verified at the change of certificates by a Recognised Organisation (RO) surveyor.

Shipboard Marine Pollution Emergency Plan (SMPEP)

Refer to the paragraph 5.2.3 of the Bahamas national requirements, which are displayed in Bahamas National Requirements.

SMPEPs approved by any Recognised Organisation on behalf of other Administrations, or approved directly by other Administrations, are not acceptable. Accordingly, the SMPEP is to be approved on behalf of the Bahamas by a Bahamas Recognised Organisation when the vessel joins the registry.

Annex IV - ISPP Certificate

(Refer to the paragraph 5.4.1 of the Bahamas national requirements, which are displayed in Bahamas National Requirements and Marine Notice 59 in attached files).

Annex IV of MARPOL 73/78 applies to Bahamian ships from 08 September 2017.

Recognised Organisation (RO) shall issue International Sewage Pollution Prevention Certificates to Bahamian ships after an initial or renewal survey. Recognised Organisation (RO) may issue Statements of Compliance with MARPOL Annex IV to Bahamian ships of less than 400 gross tonnage that carry 15 or fewer persons if requested by the Company. The ship shall fully comply with the relevant provisions of MARPOL Annex IV in such cases.

Sewage systems

1. Sewage treatment plants shall be type approved by a Bahamas RO. If not and if they are intended for use on Bahamian ships, they have to be accepted on a case by case basis by the BMA.

2. The BMA is of the opinion that paragraph 4.2 of MEPC.227(64) (for sewage treatment plants installed on passenger ships intending to discharge sewage effluent in special areas) does not apply to Special Purpose Ships.

3. For Bahamian ships, the standards for sewage comminuting and disinfecting systems are as follows:

   • Faecal Coliform Standard: Faecal coliform bacteria in the effluent should not exceed 1000/100 cm³ Most Probable Number (M.P.N.);

   • Chlorine residual level to be no more than 0.5mg/l, (by test) post maceration;

   • Comminuting Standard: A sample of one litre is passed through a US Sieve No. 12 (with openings of 1.68 mm). The weight of the material retained on the screen after it has been dried to a constant weight in an oven at 103°C must not exceed 10% of the total suspended solids and shall not be more than 50mg.

4. The Company shall confirm to Recognised Organisation (RO) at the first initial or renewal ISPP survey on or after 01 July 2019 that the chlorine residual levels are tested on a regular basis, and that this testing is included in the ship’s operating procedures.

5. Where a Bahamian ship has a sewage comminuting and disinfecting system, the surveyor carrying out the ISPP survey will need to be satisfied that the system meets the standards specified in paragraph c) above.

Discharge of bio residuals (“sewage sludge”)

The process of treating raw sewage in approved sewage treatment plants results in liquid effluent that is discharged to sea periodically and bio residuals or “sewage sludge”.

The Administration requires sewage sludge to be:

1. discharged to shore reception facilities, where available; or

2. further treated onboard if appropriate facilities are installed; or

3. discharged at not less than 12 nautical miles from the nearest land (Or outside Special Areas at not less than 12 nautical miles from the nearest land from the effective date(s) of the Special Area concerned).

Exceptional storage of treated wastewater (TWW), untreated sewage or sewage sludge in ballast water tanks

The BMA recognises there are exceptional situations where, to comply with coastal State regulations or where there are inadequate reception facilities at ports and terminals, it may become necessary to store TWW, untreated sewage or sewage sludge in ballast water tanks that are not formally designated as sewage holding tanks (refer to Marine Notice 59, §12 in attached files).

Subject to specific conditions, the BMA may permit:

1. the use of ballast tanks as temporary TWW or untreated sewage holding tanks.

2. the use of ballast tanks as temporary sewage sludge holding tanks.

The Company shall make a request for the use of ballast tanks as temporary treated waste water, sewage or sewage holding tanks via Recognised Organisation (RO) (see Applications for exemptions, extensions and / or equivalence to international convention or code requirements, or Bahamas requirements).

Approved rate of discharge on ships fitted with approved sewage treatment and comminuting / disinfecting plant

Any ship which is arranged such that the approved sewage treatment plant or comminuting / disinfecting plant can be bypassed so that sewage which is not treated, comminuted or disinfected can be discharged directly overboard shall carry on board approved rate of discharge information, as required by MARPOL Annex IV/11.1.1 and MEPC.157(55).

Annex V

Refer to the paragraph 5.5 of the Bahamas national requirements, which are displayed in Bahamas National Requirements.

Annex V applies to all ships, including private yachts.

Placards, garbage management plans & record keeping

Refer to the paragraph 5.5.3 of the Bahamas national requirements, which are displayed in Bahamas National Requirements and to the Marine Notice 51.

Every ship of 12 metres or more in length overall and fixed or floating platforms shall display placards which notify the crew and passengers of the discharge requirements of Annex V. The placards shall be in the working language of the ship and, where English is not the working language, in English.

Every ship of 100 gross tonnage and above, every ship which is certified to carry 15 or more persons (including yachts) and fixed or floating platforms shall carry a garbage management plan which the crew shall follow. The garbage management plan shall be in the working language of the ship and, where English is not the working language, a copy shall be maintained in English.

A Garbage Record Book Part I shall be provided to every ship of 400 gross tonnage and above, every ship which is certified to carry 15 or more persons engaged in voyages to ports or offshore terminals under the jurisdiction of another Party to the Convention and every fixed or floating platform, to record the discharge of garbage.

A Garbage Record Book Part II shall also be provided to record discharge of cargo residues for ships that carry solid bulk cargoes.

Discharge of boiler and/or economiser washwater

Paragraph 1.7.3 of MEPC.219(63) provides a non-exhaustive list of discharges considered essential to the operation of a ship. In the opinion of the BMA, the discharge of boiler / economiser washdown water (soot drains), where essential to the operation of the ship, should be treated in the same manner as the examples listed in paragraph 1.7.3 of MEPC.219(63) and should not be considered “operational waste” as defined in MARPOL V/1.12. As such there should be no obligation to handle such discharges as “garbage”.

Notwithstanding the above, it is the responsibility of the company, to ensure that this interpretation is shared by individual port States, if applicable.

Thermal Waste Treatment Devices

Refer to the paragraph 5.5.5 of the Bahamas national requirements, which are displayed in Bahamas National Requirements.

The Administration accepts Thermal Waste Treatment Devices (TWTDs) as an alternative compliance method to that specified in Regulation 16 of MARPOL Annex VI (Shipboard Incineration) and will issue equivalents under Regulation 4, provided that:

1. Emissions shall not exceed those specified in Regulation 16 of MARPOL Annex VI (i.e. MEPC.244(66)).

2. Any local emissions requirements are to be established by the Company and adhered to.

3. The prohibitions in Regulations 16.2 and 16.3 of MARPOL Annex VI continue to apply.

All applications for equivalence are to be submitted to the Administration by Recognised Organisation (RO) on behalf of owners.

Annex VI - IAPP, EIAPP and IEE certificates

Refer to Marine Notice 61 (attached file), and to the paragraph 5.6 of the Bahamas national requirements, which are displayed in Bahamas National Requirements.

In addition to the BMA instruction, the requirements set forth in MARPOL Annex IV should apply.

IAPP certificate

Ships constructed before the 19 May 2005 shall comply no later than the first scheduled dry-docking after 19 May 2005 and in no case later than 19 May 2008.

The first scheduled dry-docking after entry into force (19 May 2005), referred to in MARPOL Annex VI, Regulation 6(2), is to be interpreted as being the first Safety Construction intermediate or renewal survey, whether carried out in dry dock or not. For passenger ships, this is interpreted as being the first dry docking due.

SOx

(Refer to Information Notice 11)

Ships operating in SECAs may carry different grades of fuel oils. In such cases, sufficient allowance should be made for the fuel oil service system to be fully charged with low sulphur fuel when entering a SECA. Such changeovers should be primarily documented in the Bahamas MARPOL Annex VI Record Book or an acceptable alternative as set out in Information Notice 11.

Shipboard incinerations

The Regulation applies to all incinerators installed on or after 1 January 2000.

Existing incinerators installed before 1 January 2000 are acceptable provided they are type approved in accordance with IMO MEPC.59(33) or MEPC.76(40). Existing incinerators that are not type approved may still be used, however they may not be used for the incineration of polyvinyl chlorides (PVCs).

When an incinerator becomes defective or otherwise inoperative, a request for a temporary dispensation and issue of a short term IAPP Certificate should be submitted to the BMA via Recognised Organisation (RO). Where the incinerator is also listed as an approved method for disposal of oil residues, a similar application should be submitted in respect of the International Oil Pollution Prevention (IOPP) Certificate.

Removal or permanent deactivation of an installed incinerator may necessitate amendments to both the IAPP and IOPP Certificates and should be requested via Recognised Organisation (RO).

HCFC refrigerants

Refer to the Marine Notice 64.

EIAPP certificate - Survey and certification of diesel engines in accordance with MARPOL 73/78, Annex VI, and the NOx Technical Code

Recognised Organisation (RO) is fully authorised to issue both certificates. Statements of Compliance previously issued in pursuance of the NO_x Technical Code are issued with the Engine Air Pollution Prevention Certificate upon satisfactory initial survey (Refer to MARPOL Annex IV).

Emergency diesel engines, engines installed in lifeboats and any device or equipment intended to be used solely in the case of emergency are exempted from the regulations regarding NO_x controls. In the case of lifeboats used as tenders on board passenger ships, these may not be exempted from the requirements.

Boilers and gas turbines are not covered under the Regulation regarding NO_x controls.

Emissions from fixed or floating platforms and drilling rig’s engines that are solely dedicated to the exploration, exploitation and associated offshore processing of seabed mineral resources are exempted from the regulations regarding NO_x controls.

Annex VI requirements shall apply to engines that jointly supply power to exploration and processing machinery and also the platform domestic load.

Control and compliance

1. The following shall be made available to the surveyor upon request in addition to the statutory certificates:

   1. A bunker delivery note and representative samples;

   2. Technical File for each applicable engine inclusive of record book of engine parameters;

   3. Documented procedures and records to ensure compliance while in a SECA;

   4. Documented procedure for garbage screening.

2. The Master or crew should be able to demonstrate familiarity with essential procedures regarding the operation of air pollution prevention equipment (e.g. maintenance of diesel engines; fuel oil change over procedures and garbage screening procedures)

3. In those exceptional circumstances when original records/documents or associated samples are removed by a duly authorised officer, the Master or crew should document the fact in the Official Log Book and appropriate section of the Bahamas Annex VI record book where carried, and obtain contact information of the port or coastal State Authority that took such action.

IEE certificate

(Email from the Administration dated 15/04/2013)

The Bahamas Maritime Authority authorises Recognised Organisation (RO) to carry out surveys and perform evaluation and approval in respect of issuing the International Energy Efficiency Certificate (IEE Certificate) on behalf of the Government of the Commonwealth of The Bahamas, in accordance with MARPOL Annex VI Regulation 6.

The certificate is to be in a format corresponding with the model given in Appendix VIII to MARPOL Annex VI.

Fuel Consumption Data Collection and Reporting

(Marine Notice No.63)

1. From 01 January 2019, all Bahamian ships of 5000 gross tonnage and above to which Chapter 4 of MARPOL Annex VI applies shall comply with Regulation 22A of MARPOL Annex VI.

   The BMA has authorised Recognised Organisation (RO):

   • to verify the amended SEEMP Part II, and to issue the Confirmation of Compliance to the ship, in accordance with Regulation 5.4.5 of MARPOL Annex VI.

   • to collect, and verify fuel consumption data from Bahamian ships, and to issue a Statement of Compliance

   • to report to IMO in accordance with the provisions of Regulation 22A of MARPOL Annex VI. (submitted fuel consumption data shall be verified for consistency and accuracy as required by Regulation 22A.7)

2. The Company shall ensure that fuel consumption data for the previous year for ships to which Regulation 22A of MARPOL Annex VI applies is submitted to Recognised Organisation (RO) by not later than 31 March. The Statement of Compliance required by Regulation 6.6 of MARPOL Annex VI is to be issued by Recognised Organisation (RO) by 31 May each year.

3. Verified fuel consumption data is to be uploaded to the IMO Global Integrated Shipping Information System (GISIS) by Recognised Organisation (RO) within 1 month after issuing the Statement of Compliance but not later than 30 June.

4. Recognising that on occasions timely submission or review of aggregated and verified data cannot be completed, the BMA exercises a pragmatic approach in allowing Recognised Organisation (RO) additional time to complete the submission and issue a Statement of Compliance.

   A request for a conditionally issued short term International Energy Efficiency (IEE) Certificate should be submitted via Recognised Organisation (RO) by the Company for every ship where any of the limit date(s) above cannot be met. The BMA will consider such requests on a case-by-case basis.

5. Part I and II of the SEEMP and Confirmation of Compliance shall be kept on board.

6. The Reporting Organisation/Verifier does not need to be the Recognised Organisation that classes the ship, though this may streamline the fuel consumption data collection and submission process, including data verification.

(Administration email dated 27 November 2024, pending amendments to Marine Notice 63)

With regards to MEPC.395(82) provisions addressing SEEMP Part II update and new MARPOL Annex VI, Appendix IX, the Administration will not insist on implementing the required SEEMP amendments early hence new requirements will be effected de facto from data fuel data collection commencing 01/01/26 allowing all existing ship to effect the necessary changes by then.

For new ships built on or after 01/08/2025, the SEEMP Part II shall already account for the provisions of the Resolution upon completion of the Initial IAPP Survey.

Notwithstanding the above said where an individual shipowner may opt for early implementation of the requirements from DCS data collection commencing 01/01/2025, the Administration will look favourably to such decision.

Global Fuel Oil Sulphur Limit

(Marine Notice No. 62)

All Bahamian ships shall comply with the requirements of Directive (EU) 2016/802 whilst alongside in European ports. Similar local and/or regional sulphur oxide emission reduction legislative provisions may apply where a ship is operating in other specific geographical area. The Administration cannot issue exemptions from the provisions of EC Directive or other similar non-Bahamian legislative provisions.

EEDI, EEXI and CII

(Marine Notice No. 61)

Attained EEDI

The attained EEDI shall be verified, based on the EEDI technical file, by the RO which classes the ship, using Guidelines on the Method of Calculation of the Attained EEDI for New Ships published by the IMO as Resolution MEPC.308(73).

EEXI

Attained EEXI

The attained EEXI shall be verified by any RO (Verifier), based on the EEXI Technical File.

For existing ships the International Energy Efficiency Certificate shall be re-issued at the first IAPP annual, intermediate or renewal survey, or the initial survey (in the case of an existing ship, falling under major conversion, that is so extensive that the ship is considered by the Administration as a newly constructed ship), whichever is the first, on or after 01 January 2023.

Required EEXI

Where in order to achieve the Required EEXI the propulsion power of an existing ship may need to be limited, such power limitation arrangements shall be effected on the basis of the provisions outlined in Resolution MEPC.335(76) and taking into account the recommendations provided in Paragraph 6 of IACS Recommendation 172.

The Administration does not have any specific requirements or limitations on the exact arrangements or construction of a power limitation system or device. In any case where a power limitation system or device have been installed on board those shall be clearly referenced in the EEXI Technical File.

In case of a ship with a power limitation system or device installed, each occasion when the propulsion power reserve has been accessed, for whatever reason, shall be reviewed at the next IAPP Certificate survey taking into account the provision of Regulation 3.1.1 and 3.1.2 of MARPOL Annex VI.

CII

The attained annual operational CII for the preceding year shall be reported by Recognised Organisation (RO) by 01 April each year.

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

The attained annual operational CII shall be verified by Recognised Organisation (RO) against the required annual operational CII to determine operational carbon intensity rating A, B, C, D or E, indicating the ship’s preceding year performance level.

A ship rated as D for three consecutive years, or when rated as E, shall develop a plan of corrective actions to achieve the required annual operational CII. The SEEMP shall be reviewed to include the above plan of corrective actions accordingly. The revised SEEMP shall be submitted to Recognised Organisation (RO) for verification, not later than 1 month after reporting the attained annual operational CII. Implementation of corrective actions shall commence immediately following the verification by Recognised Organisation (RO).

Ship type

The ship type on the IEE Certificate shall refer to the designation assigned to a particular ship on the basis of the provisions of Regulation 2.2 of MARPOL Annex VI.

The Administration considers that the ship type stated on the IEEC should usually replicate the ship type designated at the stage of design and construction on which the Safety Certificates of the ship are based.

In situations where, owing to operational necessity, an existing ship may be required to change the ship type on the IEE Certificate, the Administration will consider such requests where supported by Recognised Organisation (RO) that issues the IAPP Certificate of the ship, provided that the ship type on which the Safety Certificates of the ship are based have been amended.

Where an existing ship without a Safety Certificate requires a change of ship type on the IEE Certificate, an application shall be submitted to the Administration via Recognised Organisation (RO) that issued the IAPP Certificate of the ship.

Power reserve access and use

A ship may be required to access and use the full propulsion power output of the prime mover engine, bypassing power limiting arrangements installed to meet the EEXI requirements.

Every occasion where a power reserve has been accessed and/or used in response to an aggravated safety situation falling under the remit of regulation 3.1 of MEPC.335(76), including near -miss situations, shall be reported to the BMA Investigation Department. This includes a response to any actual or potential hazardous situation or a threat to a ship or her crew when navigating in waters with hostile activities.

The power reserve shall not be accessed and used for any other operational purpose. However, it shall be ensured that the standing instructions to the Master include a clear reference to a Flag State acknowledgement of a notification of power reserve limitation access, use and subsequent reactivation.

The BMA has introduced a new reporting portal to allow for easy online notifications of EPL/ShaPoLi power reserve limiter override, EPL/ShaPoLi limiter restoration/reset and to report occasions of power reserve use. Those reports cover the requirements of paragraphs 3.4 and 3.5 of MEPC.335(76), including confirmation of the EPL/ShaPoLi limiter restoration/reset to ensure continuous compliance with Regulation 23 of MARPOL Annex VI.

To this extent it is expected all communication from ships to Recognised Organisation (RO) pertaining to power reserve use and EPL/ShaPoli limiter reset will cease in near future.

Since BMA is taking over the task of verifying the EPL/ShaPoli limiter reset there will be also no further Recognised Organisation (RO) involvement in providing a verification/survey per paragraph 3.5 of MEPC.335(76).

BMA will undertake to inform Recognised Organisation (RO) directly of every occasion where power reserve has been used.

Every BMA acknowledgement received on board shall be duly logged and presented to Recognised Organisation (RO) for review at the next IAPP survey, whether scheduled or not. It will remain a responsibility of Recognised Organisation (RO), as the issuing authority of ship’s IAPP certificate, to verify occasions of power reserve use and pertaining records at every scheduled IAPP survey.

The annual IMO reporting of power reserve use will be undertaken by BMA.

Power reserve access and use reporting and recording requirements are outlined in Annex I to Marine Notice No. 61.

Early IAPP surveys

(Administration letter dated 14/09/2022, for Recognised Organisation (RO) internal use only)

Shipowners shall apply for early completion of a scheduled IAPP survey via Recognised Organisation (RO) (who issues the IAPP certificate).

Recognised Organisation (RO) shall then send the Owner' s application to the Administration, through the MOC, for their final decision.

The Administration will consider such requests on a case by case basis.

MARPOL Electronic Record Books

(MN 010)

This Marine Notice outlines the requirements for electronic record keeping systems that are intended to replace paper MARPOL Record Books.

All electronic record keeping systems used to record official records are to be approved by the Administration.

List of MARPOL Record Books

The following MARPOL Record Books may be maintained in an electronic record keeping system:

• MARPOL Annex I – Oil Record Book Part I.

• MARPOL Annex II – Oil Record Book Part II.

• MARPOL Annex II – Cargo Record Book for ships carrying noxious liquid substances in bulk.

• MARPOL Annex V – Garbage Record Book Part I.

• MARPOL annex V – Garbage Record Book Part II.

• MARPOL Annex VI – Record Book for Fuel Oil and Ozone Depleting Substances (these records may also be held in the engine room log book).

BMA Acceptance of Electronic MARPOL Record Books

The BMA will accept electronic MARPOL Record Books produced commercially that comply with the following: - the electronic Record Book has been provided by a commercial company previously approved by the BMA; or, - the electronic Record Book has been produced by, or approved by, a Bahamas Recognised Organisation; or - have been produced or approved by a MARPOL contracting Government

The BMA will not accept any other form of electronic MARPOL Record Books for review or approval by the BMA

When a Company selects a MARPOL electronic record keeping system for use on a ship registered in The Bahamas and as described above, the Company shall apply to the BMA for approval of its use on board the company vessels.

For further information, refer to attached file “MN010 - (ID 24469).pdf”.

Tonnage 69

Tonnage certificate

The TLO shall send to the Administration:

• one copy of the tonnage certificate,

• one copy of the certificate of survey.

Refer to the paragraph 3.4.6.3 of the Bahamas national requirements, which are displayed in Bahamas National Requirements.

Hard copies of the certificate of survey for new buildings are to be sent to the BMA.

Refer also to the chapter 10 of the Bahamas national requirements, which are displayed in Bahamas National Requirements.

Ships of less than 24 metres in length

(Marine Notice 101)

Prior to registration, all ships under 24 metres overall length must be surveyed and issued with a ‘Certificate of Survey and Tonnage’ specifying the tonnage in accordance with Part III of the Merchant Shipping (Tonnage) Regulations 2026. The format of the Certificate of Survey and Tonnage is shown in Schedule 1 of he Marine Notice 101 and in the attached file “FORM090 - Certificate of Survey (Tonnage Measurement) of a vessel under 24 metres v1.1 (fillable)”.

COLREG 72

Not under command lights

Refer to the paragraph 6.2 of the Bahamas national requirements, which are displayed in Bahamas National Requirements.

With reference to lights required to be displayed for rule 27- “Vessels not under command or restricted in their ability to manoeuvre” and rule 28 - “Vessels constrained by their draught”, permanent fixture is not required.

However there must be adequate means of hoisting them and there must be a ready source of electrical power available for these lights.

AFS Convention

Anti-Fouling System

Recognised Organisation (RO) is authorized to perform surveys and issue the AFS Certificate on behalf of the Administration.

Ships which are not compliant on 17 September 2008 shall have a compliant coating applied at the first scheduled drydocking survey due after that date.

Refer also to the chapter 8 of the Bahamas national requirements, which are displayed in Bahamas National Requirements.

BWM Convention

Implementation

(Refer to chapter 7 of the Bahamas national requirements, which are displayed in Bahamas National Requirements and Marine Notice 65)

The Bahamas ratified the Convention on 08 June 2017 and the Convention will apply to Bahamian ships as of the entry into force date.

BWM Plans

Ballast water management plans that have already been approved in accordance with Resolution A.868(20), which was superseded by Resolution MEPC.127(53) in 2005, remain valid until the plan requires revision due to the installation of a ballast water treatment system (see BWM.2/Circ.40).

Ballast water management plans are to be approved by the Recognised Organisation that classes the ship.

Issuance of Certificate

International Ballast Water Management certificates are to be issued to Bahamian ships on completion of the 1st survey under Regulation E-1 that takes place on or after 09 June 2017.

Statements of Compliance with the Ballast Water Management Convention that have been issued to Bahamian ships shall be replaced directly with International Ballast Water Management Certificates at the first survey under Regulation E-1 that takes place on or after 09 June 2017, with the expiry date being no later than that on the existing Statement of Compliance. This transitional arrangements will apply for a period of 15 months, i.e. until 08 September 2018.

BWM Requirements

Existing ships to which the Convention applies, with a keel laying date before 08 September 2017, shall comply with the discharge standard D-2 by the dates outlined below:

1. Where a ship has completed an IOPP renewal survey prior to 08 September 2014 and the IOPP renewal survey has not been de-harmonised, compliance with the D-2 standard shall be met by not later than the second scheduled IOPP renewal survey after 08 September 2014, but in any case, prior to 08 September 2024.

2. Where a ship has completed either a scheduled or de-harmonised IOPP renewal survey on or after 08 September 2014, but prior to 08 September 2017, compliance with the D-2 standard shall be demonstrated by the first scheduled or de-harmonised IOPP renewal survey after 08 September 2017;

3. For the purposes of the application of paragraphs a) and b):

   1. A scheduled IOPP renewal survey is considered to be a survey performed in accordance with the provisions of Regulation 6.2 of MARPOL Annex I, and in line with Assembly Resolution A.1120(30) “Survey Guidelines Under the Harmonized System of Survey and Certification (HSSC) 2017”;

   2. A de-harmonised IOPP renewal survey is considered to be a renewal survey performed earlier than the one described in paragraph 1) above.

Where ships that are not yet required to comply with regulation D-2 are operating in sea areas where ballast water exchange in accordance with regulation B-4.1 and D-1 is not possible, MEPC has recommended that the ship:

1. should not be required to meet the D-2 standard;

2. should not be required to meet the D-2 standard regardless if the ship does not comply with regulation B-3.6 (Discharge to a ballast water reception facility), B-3.7 (Other methods) or A-4 (Exemptions) of the BWM Convention;

3. should not be required to proceed under regulation B-3.6, B-3.7 or A-4 of the BWM Convention; and

4. should record the reasons why ballast water exchange was not conducted in accordance with regulation B-4.5.

Contingency Measures

Where, owing to malfunction or other unforeseen difficulties, a ship is unable to manage ballast water in accordance with its approved Ballast Water Management plan to meet the D-1 or D-2 standard, as applicable, the ship shall notify the Port State authorities of the next port of call at the earliest opportunity.

The conditions under which a ship may be permitted to discharge non compliant ballast water should be discussed between the ship and port State well in advance of the ship’s arrival.

The ballast water may be discharged in the port or any suitable area, as acceptable to the port State.

The ship is required to do its best to correct malfunction of the BWM system as soon as possible and submit its repair plan to the port State control authorities and the Administration.

Re-coupling of IOPP certificate

(Notice dated 05/09/2017, see attached file “Re-harmonization IOPP cert”)

Upon request of a shipowner, Recognised Organisation (RO) may re-harmonize a ship’s IOPP Certificate as indicated below:

1. IOPP decoupling survey completed within HSSC window: If the decoupling survey was completed within the harmonised survey window, the original IOPP certificate can be reinstated, with the decoupling survey being endorsed on the original IOPP certificate as an annual/intermediate survey as applicable and the de-harmonised IOPP certificate revoked.

2. IOPP decoupling survey completed before HSSC window: If the decoupling survey was completed before the harmonised survey window has opened and the original IOPP certificate is now within the window for annual/intermediate endorsement, the original IOPP certificate can be reinstated and the decoupled IOPP certificate revoked, and the decoupling survey may be credited as an occasional survey. The due annual/intermediate survey, as applicable, of the original certificate, is to be held as necessary prior to its window being closed.

3. IOPP decoupling survey completed before HSSC window and with certificate overdue: If the decoupling survey was completed before the harmonised survey window has opened, and the original IOPP certificate is now overdue for its annual/intermediate endorsement, the original IOPP certificate can be reinstated by revoking the decoupled IOPP certificate and the decoupling survey be credited as an occasional survey. The overdue survey shall be held prior to entry info force of the BWM Convention in order to credit the applicable overdue survey and update the original IOPP certificate status. This survey shall be to the scope of the survey that is overdue (i.e., annual or intermediate).

4. IOPP decoupling survey completed after annual/intermediate survey: If the decoupling survey was completed after the annual/intermediate survey and the window for the next annual/intermediate survey under the original IOPP certificate has not passed, the original IOPP certificate can be reinstated on the basis of its last endorsement. The IOPP certificate that was issued following the decoupling survey shall be revoked and the decoupling survey be credited as an occasional survey.

The decoupling survey specified in a) to d) above, when credited as an occasional survey, is not considered to be the renewal survey referred to in the new draft Regulation B-3.10.1.2 of the BWM Convention.

Recognised Organisation (RO) is to advise the names of ships which have had their original IOPP Certificates reinstated to the Administration.

Acceptance and approval of Ballast Water Management Systems (BWMS)

Refer to Marine Notice 65 and to the paragraph 7.2 of the Bahamas national requirements, which are displayed in Bahamas National Requirements

BWMS, used for compliance with regulation D-2, shall be type approved by a Bahamas RO in accordance with MEPC.300(72) Code for Approval of Ballast Water Management Systems (BWMS Code) from the date of entry into force of the Code (13 October 2019). All BWMS fitted on or after 28 October 2020 shall be approved under the BWMS Code.

BWMS approved under the MEPC.174(58) Guidelines for Approval of Ballast Water Management Systems (G8) may be installed on board ships until 28 October 2020. BWMS approved to MEPC.174(58) may be installed after 28 October 2020 provided it can be effectively demonstrated that the system components had been ordered and delivered to either the ship or the repair facility where the installation is to take place before 28 October 2020. The Bahamas Maritime Authority (BMA) will review such requests on a case-by-case basis subject to the support and recommendation of Recognised Organisation (RO).

When BWMS approved to MEPC.279(70) 2016 Guidelines for Approval of Ballast Water Management Systems (G8) is proposed to take place after 28 October 2020, the BMA will review such requests on a case by case basis, subject to Recognised Organisation (RO) recommendation.

BWMS that have been approved by another Administration, in accordance with the BWMS Code, G8 or G9 Guidelines, will be considered for acceptance by the Bahamas Maritime Authority (BMA) on a case-by-case basis.

Ballast water treatment system alarms

Refer to the paragraph 7.3 of the Bahamas national requirements, which are displayed in Bahamas National Requirements.

MEPC.174(58) Guidelines for Approval of Ballast Water Management Systems (G8 guidelines) requires that “…audible and visual alarm signals should be given in all stations from which ballast water operations are controlled.”

In order to minimise any impact on navigational safety as a result of alarms sounding on the bridge, the BMA accepts the following arrangements as meeting the intent of the G8 guidelines:

• There is a visual and audible alarm in the engine control room;

• The engine control room is manned at all times;

• There is a visual alarm on the bridge.

BWMS initial commissioning and testing

(Marine Notice 65 §8)

All BWMS installed on board Bahamian ships shall be adequately tested and verified operational by the RO that classes the ship.

Section (BI) 1.1.2.19 of A.1120(30) on initial survey requires verification of the commissioning testing, confirming that the discharged ballast water complies with Regulation D-2 of the Convention (Proposed amendments to Regulation E-1 stipulating mandatory commissioning testing as part of the installation review are expected to be adopted by MEPC75 in 2020 and enter into force in October 2021.).

The Administration recommends BWMS post installation verification as follows:

• A test confirming that the installed BWMS meets the required performance standard should be conducted to the satisfaction of the attending surveyor, to the extent prescribed in paragraph 3 of the Annex to IMO Circular BWM.2/Circ.70 (see note below).

• An effluent test confirming the BWMS discharge meets Regulation D-2 standards should be completed in accordance with the maker’s recommendations or where appropriate laboratory facilities are available locally. A method of verifying indicative compliance of the effluent test results may be taken on the basis of section 4.2 of the Annex to BWM.2/Circ.42/Rev.1/Corr.1.

Where commissioning and/or effluent testing cannot be completed immediately following BWMS installation, or where test results are considered erratic or out of expected range, the RO conducting the IBWMC Initial Survey shall contact the BMA to agree on follow up actions.

Ballast Water Record Books

(Marine Notice 65 §11)

The use of electronic record keeping systems to record activities is an alternative method to a hard copy record book. Please also refer to BMA Marine Notice MN09 Electronic Record Keeping Systems (see Electronic Record Keeping Systems).

Challenging Water Quality (CWQ)

(Marine Notice 65 §12)

Resolution MEPC.387(81) provides fairly comprehensive guidance on identification of CWQ and their triggers, drawing respective procedures to operate under CWQ and further actions on return of the BWMS and associated systems and tanks to regular operations under discharge conditions per Regulation B-3.

All the above points shall be reflected in the amended ballast water management plan on board and duly reviewed and approved by Recognised Organisation (RO) on behalf of the Administration.

Where the ballast water management plan has been duly amended and approved to include the CWQ procedures, a simple notification from either the Master or from the Company to the Administration and Recognised Organisation (RO), as the issuing authority of the International Ballast Water Management Certificate, shall be produced when the ship is unable to utilise the full extent of ballast water treatment owing to CWQ.

No specific statutory condition nor conditional certificate are required in these circumstances.

That however does not cover situations where the ship is unable to utilise full extent of ballast water treatment owing to a malfunction of the BWMS or associated systems so a statutory dispensation will always be required in case of D-2 method unavailability owing to a failure.

ILO Conventions

ILO 92 & 133 conventions - Crew accommodations

(Fax of 2/04/1996)

ILO 92 or 133 Convention applies.

Refer also to the paragraph 12.3 of the Bahamas national requirements, which are displayed in Bahamas National Requirements.

ILO 152 convention - Lifting equipment

Refer to the paragraph 12.6.1 of the Bahamas national requirements, which are displayed in Bahamas National Requirements.

The Bahamas Merchant Shipping (Hatches and Lifting Plant) Regulations give effect to the requirements of ILO Convention 152 for ship’s lifting gear.Annual inspections of lifting gear shall be carried out by a “competent person”. The meaning of “competent person” for the purposes of the MS (Hatches and Lifting Plant) Regulations is “a person over the age of 18 possessing the knowledge and experience required for the performance of thorough examinations and tests of ships’ lifting plant” (Regulation 2) and may include a suitably knowledgeable, trained and experienced senior member of the crew.The company is responsible for verifying the competence of the person or organisation carrying out inspections on lifting gear.ILO Convention 152 is also applied by the BMA to offshore installations, including FPSO/FSU, in order to ensure that a satisfactory inspection and survey standard is applied.

Miscellaneous technical requirements

“Non-Convention” vessels

For vessels under 500 GT, IACS Recommendation No. 99 Rev.1 April 2013 “Recommendations for the Safety of Cargo Vessels of less than Convention Size” may be applied, except where compliance with the CCSS Code or the SCV Code is applicable.

Vessels complying with IACS Recommendation No.99 shall be issued with a Statement of Compliance and shall be subject to an annual verification survey.

The Administration voluntarily applies the Polar Code to non-SOLAS vessels, including private yachts of 300 gross tonnage and above, as per IMO Resolution A.1137(31).

Refer also to the paragraph 25.6 of the Bahamas national requirements, which are displayed in Bahamas National Requirements and to Marine Notice 77 and Marine Notice 88 in attached files.

Yachts

Refer to Marine Notice 98 “Bahamas Yacht Codes” (attached file).

Refer to the Yacht Notice YN 02, 03, 04, 05, 06, 08, 09, 10, 11, 12 (attached files), and to the paragraph 25.5 of the Bahamas national requirements, which are displayed in Bahamas National Requirements.

Yacht Notice 09 - Authorised Yacht Surveyors

All Recognised Organisations, are authorised to conduct statutory surveys and issue statutory certification for all types and sizes of yachts, as per section 5 of YN003, YN004, YN005, YN006 and YN008.

All Recognised Organisations are authorised to conduct approval and surveys in accordance with the applicable requirements of the Bahamas Yacht Codes and issue short term Certificates of Compliance (COC) for small charter yachts, large charter yachts and passenger yachts, as per section 4 of YN005, YN006 and YN008, respectively, and short term Statements of Compliance (SOC) for small private yachts and large private yachts, as per section 4 of YN003 and YN004 respectively.

Recognised Organisations are NOT authorised to conduct safety inspections for small yachts, as per section 7 of YN003, YN004, YN005, YN006 and YN008. Refer to the paragraph 4 of Yacht Notice YN 09 (attached file) for more details on authorisations for Recognised Organisations.

All commercial yachts over 300 GT are required to be “in class” with one classification society recognised by the Administration.

Passenger yachts and charter yachts of 500 gross tonnage and above are required to have a “Certificate of Class” issued by a Bahamas Recognised Organisation.

It is reminded that Recognised Organisation (RO)’s general policy is not to issue a statutory certificate to a ship which is not classed and in a regular class position.

Yacht Notice 02 - Registration of Yachts in The Bahamas

Procedures in Yacht Notice YN 02, which supersedes Bulletin N°102, provide for the requirements applicable to and certificates to be issued to Bahamian yachts in accordance with use or status.

Yacht Notice 03 - Small Private Yacht (SPY) - less than 24 metres length (L)

Yacht Notice (YN 03), which supersedes Bulletin N°133, is issued to provide guidance on the technical standards, statutory and classification requirements for private (non-commercial) yachts of 12 metres (approximately 39 feet 4 inches) to 24 metres (approximately 78 feet 8 inches) length (L) (‘Small Private Yachts’ or ‘SPY’).

Yacht Notice 04 - Large Private Yacht (LPY) – 24 metres and above length (L)

Yacht Notice (YN 04), which supersedes Bulletin N°102, is issued to provide guidance on the technical standards, statutory and classification requirements for private (non-commercial) yachts of 24 metres (approximately 78 feet 8 inches) length (L) and above (‘Large Private Yachts’ or ‘LPY’).

Yacht Notice 05 - Small Charter Yacht (SCY) - less than 24 metres length (L)

Yacht Notice (YN 05), which supersedes Bulletin N°133, is issued to provide guidance on the technical standards, statutory and classification requirements for charter (commercial) yachts of 12 metres (approximately 39 feet 4 inches) to 24 metres (approximately 78 feet 8 inches) length (L) (‘Small Charter Yachts’ or ‘SCY’).

Yacht Notice 06 - Large Charter Yacht (LCY) – 24 metres and above length (L)

Yacht Notice (YN 06), which supersedes Bulletin N°102, is issued to provide guidance on the technical standards, statutory and classification requirements for charter (commercial) yachts of 24 metres (approximately 78 feet 8 inches) length (L) and above (‘Large Charter Yachts’ or ‘LCY’).

Yacht Notice 08 - Passenger Yacht (all types PCY, PPY, PY-L1, PY-L2, PPYRC)

Yacht Notice (YN 08), which supersedes Bulletin N°133, is issued to provide guidance on the technical standards, statutory and classification requirements for Passenger Yachts (PYs) which do not carry cargo and carry more than 12 but not more than 36 passengers.

Yacht Notice 10 - Small Yacht Standards and Additional Information

Yacht Notice (YN 10) provides standards and additional information for small yachts (i.e. of less than 24 metres length (L)) about Fire Test for Fibre Reinforced Plastic (FRP) and Ignitability Test for Combustible Materials.

Yacht Notice 11 - Change of “Non-commercial yacht" to “Private yacht”

To reduce administrative burden, existing Certificates of Registry stating the ship type “Yacht – Non-commercial” remain valid until any changes are made which require the amendment of the Certificate of Registry (e.g., changes to vessel details or ownership).

All new and amended Certificates of Registry issued after the 07/10/2021 will state the ship type as “Private Yacht”.

Yacht Notice 12 - Aviation Inspection Bodies (Helicopter Landing Areas)

The Large Charter Yacht Code and Passenger Yacht Code require that the structural strength of the helicopter landing area shall be designed and constructed according to rules of a Recognised Organisation.

Accordingly, Table 1 in Yacht Notice 12 shows the split of responsibilities between the Aviation Inspection Bodies (AIB) and the Recognised Organisation (RO) for helicopter landing facilities.

Approval of marine equipment

Refer to Marine Notice 90.

Marine equipment which is fully certified to the standard or specification referenced in an international Convention or associated Code by any Bahamas Recognised Organisation under a Type Approval Scheme is considered approved for routine applications on board Bahamian ships.

In addition, the BMA accepts marine equipment approvals granted by notified body authorised by States that are Parties to SOLAS, provided that the approval is in accordance with the Convention requirements.

The BMA also accepts marine equipment certified under:

• the European Union Marine Equipment Directive (MED)

• the United Kingdom Conformity Assessment Regulations (UKCA)

In the absence of any standards specified in a Convention or Code, Recognised Organisation (RO) shall provide the BMA with relevant information and recommend a suitable alternative manufacturing, testing, and performance standard.

Recognised Organisation (RO) shall notify the BMA of any proposal to use approved equipment in an innovative manner. This may require additional testing and certification to be agreed between the BMA and Recognised Organisation (RO).

(Message of 13/04/2000)

EC type examination certificates, issued in accordance with Module B of the MED (Marine Equipment Directive), by a notified body are acceptable on board Bahamian ships.

Certificate of proficiency for survival craft

(message of 01/10/1999)

Recognised Organisation (RO) is authorised to conduct examinations for the issuance of Certificate of Proficiency in Survival Craft and to issue the certificate to successful candidate in accordance with the provisions of the STCW Convention (Regulation VI/2.1).

Diving systems

Refer to the paragraph 20 of the Bahamas national requirements, which are displayed in Bahamas National Requirements.

(Message of 19/10/2004)

Diving systems on board Bahamas vessels are to comply with the standards referred to in the applicable annexes to IMO Resolutions A.831(19) (“Code of Safety for Diving Systems 1995”) and A.692(17) (“Guidelines and specifications for Hyperbaric Evacuation Systems”) referred to in the code.

Refer to the Marine Notice 73 in attached files and to the paragraph 20 of the Bahamas national requirements, which are displayed in Bahamas National Requirements.

Recognised Organisation (RO) gets full authorisation for initial, renewal, annual and intermediate survey.

Vessels not complying with the requirements and applying for an exemption, extension or equivalent arrangement shall be processed in accordance with the procedures detailed in Applications for exemptions, extensions and / or equivalence to international convention or code requirements, or Bahamas requirements.

1. Safety Equipment Certificate

   Recognised Organisation (RO) shall contact the BMA for instructions where the hyperbaric lifeboat(s) or hyperbaric evacuation system(s) have not been surveyed by a Bahamas Recognised Organisation.

   Refer to paragraph 20.2.3 of the Bahamas national requirements, which are displayed in Bahamas National Requirements for records on the supplement.

Ship’s carving and marking note

When a Recognised Organisation (RO) surveyor is requested to endorse the ship carving and marking note, care shall be taken that the carving and marking note may be endorsed when the marks are permanently affixed.

Under particular circumstances, for existing ships only, the marks may be only painted.

The BMA is then to be contacted for instructions in case of marks not being permanent.

Procedures for lay up of vessels

(Marine Notice 11)

No specific permission is required from the BMA to lay-up a vessel, however the Inspections & Surveys (tech@bahamasmaritime.com) and Registration (reg@bahamasmaritime.com) departments are to be advised in order to maintain proper records and be ready to respond in context to any query about the vessel.

Statutory ship’s certification

1. The company should consider whether to maintain or suspend these certificates.

2. As vessels shall remain in Class, compliance with Recognised Organisation (RO) requirements is requested.

3. If a vessel is laid up for a prolonged period, the BMA may authorise suspension or cancellation of statutory certificates as long as this is compatible with the location and the requirements of the port or coastal State. Companies should contact the BMA as soon as the decision to lay-up a vessel is made to agree on specific certification requirements.

ISM

The audit requirements on reactivation of the vessel will depend on the length of time the vessel is laid up. In general, lay-up in excess of 6 months will require interim certification in accordance with ISM Code 14.4.

ISPS

Specific procedures may need to be added to the Ship Security Plan depending upon the extent or “depth” of the lay-up. The Company is to establish measures within the Ship Security Plan to address risks associated with security breaches during vessel layup periods.

In each case this will be managed and audited by Recognised Organisation (RO), which will correspond directly with the BMA wherever clarification is necessary.

Manning - MLC

The BMA recommends that a suitably qualified person should remain in charge of the vessel for the proposed lay up period and that the manning available should include sufficient numbers of trained persons to meet any emergency situation.

The following should be considered when assessing appropriate manning levels: the location of the vessel, the equipment and systems remaining in operation, and the method by which the vessel is kept in position (moorings, anchorage, etc.).

For ships staying in lay-up more than 6 months, an additional MLC 2006 on-board inspection is required on reactivation to confirm continued compliance with the DMLC Part I and Part II and endorse or re-issue the MLC certificate.

Bahamas annual inspections

If the duration of lay up includes the window for the Bahamas annual inspection, the anniversary date may be suspended until the vessel is being prepared for reactivation. The company should submit full details to the Inspections and Surveys Department of the BMA at tech@bahamasmaritime.com.

Any failure to maintain the annual inspection requirements without prior agreement with the BMA will be regarded as an ISM non-conformity.

(Marine Notice 91)

The requirement to maintain annual inspections during this period may be suspended. If a due scheduled annual inspections has not been completed timely and is overdue by over 3 months the inspection regime will resume anew. In such case a new anniversary date and new range dates will be set by undertaking a new initial inspection within one month of the ship re-entering service or returning to the Bahamian Register. The new anniversary date will be taken as the date of completion of such inspection.

Recommissioning

While recommissioning the vessel, the manning must be kept under review, taking into account the reactivation of machinery and equipment and the associated hazards, including potential fire risk.

All previously cancelled, suspended, or outdated certificates, audits and inspections are to be revalidated and the manning restored to that required by the Minimum Safe Manning Document before the vessel sails from her port of lay-up.

Personnel elevators

Refer to the paragraph 12.6.2 of the Bahamas national requirements, which are displayed in Bahamas National Requirements.

The BMA requires that elevators on Bahamian ships comply with ISO 8383:1985. The ASME Elevator Code A.17.1, UK Maritime and Coastguard Agency (MCA) Code of Safe Working Practice Section 21.21 (which refers to the BS 5655 series) and EN81-1/EN81-2 may be accepted as an equivalent.

Required inspections are:

1. routine inspection and test at intervals not exceeding six months;

2. periodic inspections at one, three and five years;

3. acceptance inspection at the commissioning of a new or altered elevator.

Inspections are to be carried out by a “competent person” and managers are responsible, under the ISM code, for ensuring that the person carrying out the inspections is competent. A “competent person” for the purposes of this section is defined in BMA Marine Notice No. 89.

SPS Code

General requirements

Refer to the chapter 23.1 of the Bahamas national requirements, which are displayed in Bahamas National Requirements.

The BMA has not formally adopted the Special Purpose Ship (SPS) code but recognises the code for voluntary application to SPSs. However, upon owner’s request, Recognised Organisation (RO) may issue SPS Safety Certificates to ships that comply with the code, on behalf of the BMA.It should be noted that certification for ships constructed on or after 13 May 2008 should be to MSC.266(84) Code of Safety for Special Purpose Ships, 2008 (2008 SPS Code). The BMA may approve the issue of certification under A.534(13) Code of Safety for Special Purpose Ships (1983 SPS Code) for ships constructed before 13 May 2008, however such certification may not be accepted by coastal States for ships delivered after this date.

(Marine Notice 103)

Ships carrying more than 12 special personnel and passengers in aggregate:

1. if constructed on or after 01 July 2024, shall comply with the 2008 SPS Code;

2. if constructed between 13 May 2008 and 01 July 2024, should comply with the 2008 SPS Code;

3. if constructed before 13 May 2008, should comply with either the 2008 or 1983 SPS Code.

Ships that are not built to the 1983 or 2008 SPS Code will be considered for certification as SPS on a case-by-case basis. In such cases, a gap analysis between the applicable requirements stated above and the actual arrangements shall be addressed to Recognised Organisation (RO).

Recognised Organisation (RO) shall review applications prior to submitting an outcome of its assessment to the BMA. In its submission to the BMA (tech@bahamasmaritime.com) Recognised Organisation (RO) shall clearly indicate its support or reservation of any aspect of the application, and if relevant any recommendations or conditions that may be considered.

Use of freefall lifeboats

Refer to the chapter 23.3 of the Bahamas national requirements, which are displayed in Bahamas National Requirements.

The BMA allows the use of freefall lifeboats on SPS Code ships in lieu of davit launched lifeboats, subject to the following:

1. In addition to the freefall lifeboats, inflatable or rigid liferafts of such aggregate capacity as will accommodate 50% of the total number of persons on board on each side of the vessel; and

2. Liferafts are to be distributed evenly, in at least two groups on each side of the vessel, taking into account the layout of the vessel; and

3. Liferafts are not to be stowed in way of the freefall lifeboats.

MODU

Refer to the chapter 24 of the Bahamas national requirements, which are displayed in Bahamas National Requirements.

Crane inspections

Refer to the paragraph 24.4.8 of the Bahamas national requirements, which are displayed in Bahamas National Requirements.

To satisfy MODU Code requirements, an ‘initial’ installation survey shall be conducted and initial operational tests and load testing is to be witnessed and verified by Recognised Organisation (RO).

The MODU Code does not specify that the annual inspection must be carried out by the Administration or Recognised Organisation (RO). A “competent person”, as defined in Regulation 2 of the Merchant Shipping (Hatches and Lifting Plant) Regulations, must carry out annual inspection of lifting gear. This can include a suitably experienced Recognised Organisation (RO) surveyor or a suitably knowledgeable, trained and experienced senior member of the crew.

A cargo gear register issued by Recognised Organisation (RO) may be deemed to satisfy the record keeping requirements of ILO 152 and/or the Merchant Shipping (Hatches and Lifting Plant) Regulations in whole or in part, according to the assessment of Recognised Organisation (RO).

In case of harmonisation or adjustment of the future survey requirements for lifting devices of vessels under the MODU Code, this may be carried out in a programme deemed to be appropriate by Recognised Organisation (RO).

Pre-1979 code units

(Email from the Flag Administration dated 04/03/2015)

The national MODU / MOU certificate templates available in ASMS Certificates Editor are to be used in conjunction with any MODU / MOU unit which was built prior to the implementation of the 1979 MODU code.

Alternative in water survey methods

Refer to the paragraph 24.4.11 of the Bahamas national requirements, which are displayed in Bahamas National Requirements.

The BMA supports the use of novel and innovative solutions to support surveys and recognises that alternative in water survey methods are available that provide the same level of detail as traditional in water surveys. For MOUs, following the last in water survey, it should be evaluated and confirmed by Recognised Organisation (RO) the lower risk profile related to hull damages. Criteria are given in paragraph 24.4.11 of the Bahamas national requirements.

Recognised Organisation (RO) shall advise the BMA on a case-by-case basis of any proposed use of alternative survey methods.

Dynamic Positioning (DP) systems

Refer to the chapter 25.3 of the Bahamas national requirements, which are displayed in Bahamas National Requirements.

The BMA does not require the issue of a Flag State Verification and Acceptance Document (FSVAD) for vessels fitted with DP systems as described in IMO circular MSC/Circ.645.However, owners may voluntarily request Recognised Organisation (RO) to issue a FSVAD, on behalf of the BMA, to satisfy coastal State requirements.

The BMA recommends that ships fitted with DP systems, constructed on or after 09 June 2017, comply with MSC.1/Circ.1580. The BMA does not require the issue of a DPVAD as described in MSC.1/Circ.1580, however, Owners may voluntarily request Recognised Organisation (RO) to issue a DPVAD on behalf of the BMA, if required.

Such requests should be made via Recognised Organisation (RO) in accordance with BMA Marine Notice No. 8 (see Applications for exemptions, extensions and / or equivalence to international convention or code requirements, or Bahamas requirements).

Ships operating in the Caribbean

Refer to the to Marine Notice 77 in attached files and to the chapter 25.6.2 of the Bahamas national requirements, which are displayed in Bahamas National Requirements.

For ships operating, or intended to operate, exclusively in the Bahamian near coastal waters and/or within Bahamian territorial waters, the applicable standards are the Code of Safety for Cargo Ships operating in the Caribbean (CCSS Code) or Code of Safety for Small Commercial Vessels operating in the Caribbean (SCV Code).

Recognised Organisation (RO) is authorised to conduct surveys and issue applicable statutory certificates as appropriate.

Manned submersible craft

Refer to the chapter 25.10 of the Bahamas national requirements, which are displayed in Bahamas National Requirements.

(Marine Notice 74 in attached file “MN074-Manned-Submersible-Craft.pdf”)

Design & construction

Manned submersible craft should be designed and constructed in accordance with the Merchant Shipping (Submersible Craft Construction and Survey) Regulations 1981, as amended under the supervision of Recognised Organisation (RO).

Manned submersible craft designed and constructed in accordance with IMO Maritime Safety Committee (MSC) circular MSC/Circ.981 will also be considered.

Where a manned submersible craft is built to rules and standards other than those indicated above, Recognised Organisation (RO) should be consulted for further advice. Recognised Organisation (RO) shall consider the alternative standard against the Merchant Shipping (Submersible Craft Construction and Survey) Regulations and provide a recommendation on suitability to the BMA.

Survey & certification

Manned submersible craft shall be classed with Recognised Organisation (RO) at all times whilst in operation.

Manned submersible craft shall hold a Passenger Submersible Craft Safety Certificate, issued by Recognised Organisation (RO) on behalf of the Bahamas, on satisfactory completion of surveys indicated below.

The Passenger Submersible Craft Safety Certificate shall be in the form shown in the Annex to the Marine Notice.

Manned submersible craft are subject to initial / annual / renewal / additional surveys (see Marine Notice 74 for further details)

Surveys of submersible craft are not required to be harmonised with the ship’s statutory surveys.

Annual surveys may be carried out within 3 months either side of the due date.

Renewal surveys should be carried out prior to the due date. The Passenger Submersible Craft Safety Certificate may be extended, on application to the BMA, for a period not exceeding four months. Recognised Organisation (RO) shall apply to the BMA for authorisation for any such extension (tech@bahamasmaritime.com).

Ship Recycling & IHM

(Marine Notice 07)

Separate Statements of Compliance are to be issued for the Hong Kong Convention and EU SRR.

All initial and renewal surveys should be harmonised in accordance with IMO Resolution A.1186(33) Survey Guidelines Under the Harmonized System of Survey and Certification (HSSC), 2023.

The issuance and endorsement of the Statement of Compliance shall be in accordance with Regulation 11 or 12 of the Hong Kong Convention and Article 9 of EU SRR, respectively based on the format of the International Certificate specified in Appendix 3 of the Hong Kong Convention and the format specified in Annex 3 of the EMSA document.

A Statement of Compliance on IHM shall be issued for a period which does not exceed five years.

Hong Kong Convention

The Bahamas is not a party to the Hong Kong Convention at this time, however Recognised Organisation (RO) has been authorised to survey ships and issue Statements of Compliance on behalf of The Bahamas when requested by the Company in accordance with Regulation 11 of The Convention.

Ships shall be surveyed in accordance with Regulation 10 of the Convention.

A Statement of Compliance may be issued following an initial or renewal survey. The renewal survey shall take place at intervals not exceeding five years.

EU SRR

Article 12 of the EU SRR requires ships flying the flag of a third country (i.e. a non-EU Member State), when calling at a port or anchorage of an EU Member State, to have on board a Statement of Compliance and IHM that complies with Article 5(2) of SRR from 31 December 2020.

Recognised Organisation (RO) has been authorised to survey ships and issue voluntary Statements of Compliance on behalf of The Bahamas when requested by the Company.

The EU SRR does not establish a period of validity for the Statement of Compliance, unless so specified by the flag State. The Administration has concluded that the validity of Statements of Compliance with the Hong Kong Convention and EU SRR shall have a five year validity, therefore initial, renewal and additional surveys, as applicable, will need to be conducted for Bahamian ships under the EU SRR.

Issuance of Statement of Compliance to non-EU Member Ships with a Hong Kong Convention compliant IHM entering EU Port States areas.

The up-to-date Part 1 on IHM must be submitted to Recognised Organisation (RO) for approval. For Recognised Organisation (RO) to issue the EU SRR Statement of Compliance, the submission of IHM shall include all evidence of maintenance procedure, details of new systems and equipment, products and applied and removed on the vessel with supporting documents such as Material Declarations (MD) from suppliers and updated IHM, in case the hazardous material situation of the vessel has changed.

The Company should also make a statement in their report that after the EU SRR Statement of Compliance has been issued, the maintenance of this IHM shall be done according to EU SRR. That means for the new installations the shipowner shall collect MDs with hazardous materials, including Brominated Flame Retardant (HBCDD). Perfluorooctane sulfonic acid (PFOS) is not a requirement for non-EU flagged ships however the Administration strongly recommends using the MD form with fifteen hazardous materials, including PFOS and HBCDD for future maintenance.

The documents Part 1 IHM, material declarations and maintenance records are to be sent to Recognised Organisation (RO) for review and approval.

Statements of Compliance for EU SRR are to be issued subject to completion of an initial survey to verify the details of the Part 1 IHM. The period of validity shall not exceed 5 years, and the Statement should be harmonised with the ship’s main class renewal date.

ISM Code

Authorizations & instructions

Specific requirements

Cyber security

(Marine Notice 95)

This MN is applicable to all Companies to which the ISM Code applies. The Administration recommends that this MN is also applied by Companies to which the ISM Code does not apply.

Cyber risks should be appropriately addressed in safety management systems no later than the first annual verification of the company’s ISM Document of Compliance after 01 January 2021, as indicated in IMO Resolution MSC. 428(98).

Accordingly, Recognised Organisation (RO) is to ensure that cyber risks are appropriately addressed in the safety management system at the first ISM DOC audit after 01 January 2021.

Instructions, maintenance and record keeping of life saving appliances

(Marine Notice 82 in attached files)

At ISM audits Recognised Organisation (RO) is required to verify that the following are available on board:

• manufacturer’s instructions and recommendations;

• the Company’s procedures for maintenance and inspection;

• records of lifeboat drills; and

• records of inspection and maintenance of equipment, including details of the competent persons undertaking the activity.

Failure to maintain these documents are considered an ISM non-conformity and must be specially reported to the Administration by Recognised Organisation (RO).

ISPS Code

Authorizations & Instructions

MLC, 2006

DMLC II

Inspection & certification

Specific Flag Requirements

Marine Notice 29 and Information Notice 30 – Record of Employment, Bahamas Seaman’s Record Book and Certificate of Discharge

The Bahamas “Seafarer’s Identification and Record Book” (SIRB) is designed to record only essential sea service information. All fields on the “Record of Sea Service” pages must be completed, including the following:

• The ship’s details - Name of ship, Port of Registry, Official number, Gross Tonnage and Engine Power,

• The Rank/function of the seafarer,

• The place and date of joining and leaving the ship,

• The description of the voyage – Domestic, Near Coastal or International,

• The master’s details – name and signature. (Electronic signature is accepted on digital seafarers’ record books), and

• The vessel or Company official stamp. (Official stamp is not required on digital seafarers’ record books).

No entry should be included in any assessment of a seafarer’s work quality, character, ability, or wages. Such information must be issued separately in an appraisal, report of conduct, or similar document.

A Bahamas seafarer’s record book shall be kept in a form as determined by the Director of the Bahamas Maritime Authority.

The Bahamas issued “Seafarer’s Identification and Record Book” (SIRB) is not a national identity document or a Seafarer Identity Document introduced by the International Labour Organisation (ILO) Convention No. 185.

Where a seafarer does not possess a Bahamas SIRB or equivalent sea service record book issued by his/her own country, a Bahamas-issued Certificate of Discharge must be issued on board the vessel. The Certificate of Discharge must include the minimum information specified above.

Marine Notice 30 - MLC Guidelines for Flag State Inspection and Certification

Non-certificated ships: Vessels which are not required to be certificated under the MLC 2006 may be issued with voluntary certification, when requested by the shipowner. Voluntary certification follows the same process as mandatory certification. The shipowner should apply to the BMA for a Declaration of Maritime Labour Compliance Part I, as shown in section 5 of Marine Notice 30. A voluntary Declaration of Maritime Labour Compliance (DMLC) Part II should be maintained and the ship should be inspected at the prescribed intervals to maintain valid certification, in accordance with Regulation 5.1.3.2 of MLC 2006. A Statement of Compliance with MLC 2006 may be issued by Recognised Organisation (RO) in lieu of a Maritime Labour Certificate.

Social Security: When inspecting for social security provisions, the inspector’s primary concern should be to confirm that the complementary protection by shipowners, as provided for under Regulations 4.1 on medical care and 4.2 on shipowner’s liability, is in place.

Reporting to the administration: MLC 2006 inspection reports shall be sent to BMA, preferably by electronic means. Notification of certificates issued is also required.

Certification duties performed by Recognised Organisation (RO) include the following:

i. Issuance of interim Maritime Labour Certificates for a period not exceeding six months. A full MLC inspection shall be carried out prior to the expiry of the interim certificate to enable the issue of the full-term maritime labour certificate. No further interim certificate may be issued following the expiry of the original interim certificate as per Standard A5.1.3.8 of the MLC. In exceptional circumstances, the Administration may allow remote full inspections and a short-term certificate may be issued of not exceeding six months.

ii. Issuance of full term Maritime Labour Certificates;

iii. Review of DMLC Part II and endorsement after satisfactory completion of inspection. The full information on national requirements, including substantial equivalency and exemption, will be provided in the DMLC Part I and relevant BMA Notices.

Handling of complaints:

If the BMA receives a complaint that is not manifestly unfounded, or obtains evidence that a Bahamas registered ship does not conform to the requirements of the MLC 2006, or that there are serious deficiencies in the implementation of measures set out in the DMLC, the BMA shall undertake to investigate the matter and ensure that action is taken to remedy the deficiencies found.When complaints are received during an inspection, the activities of the inspector may be restricted to the following:i. Examination to verify that the on-board complaint procedure has been utilised for the complaint;ii. Assessment of the effectiveness of the on-board complaint procedure, if it has been utilised;iii. Ensuring that corrective action is carried out, where a deficiency is found;iv. Passing on the complaint to the BMA at the earliest opportunity;v. The inspector must include sufficient detail on the findings on board.In straightforward cases which are easily resolved by the inspector, such as by clarification of requirements or provision of relevant information to any party, the inspector may exercise limited intervention, according to professional judgement, in order to bring the matter to a prompt conclusion.

When a complaint is received by an RO from a third party, such complaints should be brought to the attention of the BMA MLC Section (mlc@bahamasmaritime.com) or any BMA office, without delay. In the case of a complaint being passed on and requiring action from a port State, ROs are required to attend and handle the complaint in the same way as if it were received by an inspector on board.

Marine Notice 39 and Information Notice 27 – Crew Accommodation Standards

The Marine Notice 39 (attached file) provides details on the Bahamas requirements in relation to crew accommodation standards:

Part 1 applies to all ships.

Part 2 applies to ships to which MLC 2006 applies that are constructed on or after 20 August 2013.

Part 3 applies to ships to which MLC 2006 applies that were constructed before 20 August 2013.

Part 4 applies to ships to which MLC 2006 is not applicable.

This Information Notice 27 provides guidance on the crew accommodation standards referenced in Marine Notice 39.

Marine Notice 33 – Onboard complaint procedure

Bahamas Competent Authority – Contact Details:

7.1. The Bahamas contact is The Director of Labour, c/o The Bahamas Maritime Authority, Shirlaw Street, P.O Box N-4679, Nassau, Bahamas, email: stcw@bahamasmaritime.com.

Marine Notice 32 – Minimum age

General Requirements

3.1. No person below the minimum age of 16 years shall be employed, engaged or work on a Bahamas registered ship.

3.2. No person below the minimum age of 18 years shall be employed, engaged or work on a Bahamian registered ship in the following capacities:

• Master

• Chief Mate

• Chief Engineer

• Officer In charge of a Navigational Watch

• Officer in Charge of an Engineering Watch

• Electro-Technical Officer

• GMDSS Radio Operator

• Offshore Installation Manager

• Ballast Control Operator

• Barge or Maintenance Supervisor

• Ship Cook

Extract of Marine Notice 04 - Reporting Requirements - Maritime Labour Convention 2006 Regulation 4.3

(Refer to Marine Notice 04)

Reporting requirements for marine casualties and marine incidents

It is a requirement under Bahamian law that every marine casualty or marine incident is reported.

A marine casualty is an event (or a sequence of events) which has occurred directly in connection with the operations of a ship, that has resulted in any of the following:

• the death of, or serious injury to, a person (serious injury means an injury which is sustained by a person, resulting in incapacitation where the person is unable to function normally for more than 72 hours, commencing within seven days from the date when the injury was suffered)

• the loss of a person from a ship

• the loss, presumed loss or abandonment of a ship

• material damage to a ship (material damage means damage that significantly affects structural integrity, performance or operational characteristics of the ship and requires major repair or replacement of a major component(s))

• the stranding or disabling of a ship, or the involvement of a ship in a collision

• material damage to marine infrastructure external to a ship, that could seriously endanger the safety of the ship, another ship or an individual

• severe damage to the environment, or the potential for severe damage to the environment, brought about by the damage of a ship or ships.

A marine incident is an event (or sequence of events) which has occurred directly in connection with the operation of a ship, that do not meet the criteria to be classified as a marine casualty but that endangered or, if not corrected would endanger, the safety of the ship, its occupants or any other person or the environment. Examples include:

• an event (or sequence of events) that had the potential to result in a serious injury

• loss, and subsequent recovery, of a person from a ship

• navigation situations where urgent action was required to avoid collision

• allision or contact that did not result in material damage

• groundings that did not result in stranding or material damage

• fire or explosions that did not result in material damage

• any pollution

There is no requirement to report:

• Equipment defects, unless they are related to a marine casualty or marine incident.

• Injuries to passengers that did not result from activities connected with the operation of the ship (e.g. a passenger injury where the ship’s design, movement, or any act or omission by the crew were not contributing factors)

• Damage or injuries that occur ashore (unless involving ship’s equipment).

Initial Reporting

Accurate and timely reporting is vital to ensure the appropriate response can be mounted by the Department.

Marine casualties should be reported as soon as possible to: casualty@bahamasmaritime.com

An initial report should include:

• Vessel’s name and IMO number;

• Date and time of the casualty;

• Description of the casualty and details of any other vessels involved

• Vessel’s location and, if at sea, next port of call;

• Where applicable, that coastal State authorities have been notified

Formal reporting

To provide further detail to an initial report, or to report marine incidents, information should be submitted using the BMA Reporting Portal (found at: https://cms.bahamasmaritime.com/reportingportal) as soon as practicable.

Further information on the Reporting Portal is provided in Information Notice 23 (attached file).

Reporting of Occupational Health Incidents

In line with the requirements of Regulation A4.3 of the Maritime Labour Convention, 2006, as amended (MLC 2006), owners are required to report when an occupational disease is diagnosed (written diagnosis by a registered medical practitioner) in seafarers serving on a Bahamian ship. This should be done via email to casualty@bahamasmaritime.com

Contact details

• BMA Maritime Investigations Department:

  Email: casualty@bahamasmaritime.com

• BMA Emergency Response Officer:Telephone: +44 (0)20 3869 8748Email: ero@bahamasmaritime.com

Information Notice No. 17 - Calculation of minimum wages

The purpose of this Information Notice No.17 is to provide guidance on how the Bahamas requires minimum wages to be calculated in accordance with Maritime Labour Convention, 2006 (MLC 2006).

Working hours are calculated as 48 hours per week, consisting of 6 days of 8 hours work each day and one day’s rest.

For further details see attached file “IN017-Calculation-of-Minimum-Wages-v1.0-ID-115898.pdf”

Medical stores

(Marine Notice 41)

Medical stores onboard must comply with the requirements of Standard A4.1 of the Maritime Labour Convention, 2006, as amended, which are addressed by the Marine Notice 41 (see attached files).

Medical care onboard

(Marine Notice 40)

This Marine Notice provides guidance on the Bahamas’ implementation of the International Labour Organisation (ILO) Maritime Labour Convention, 2006 (MLC 2006) requirements for:

1. medical care onboard;

2. shipowner liability in relation to sickness, injury or death occurring in connection with the seafarer employment;

3. social security.

Appendix — Agreement governing the delegation of statutory certification

Agreement

See the attached files “Agreement_RO_Bahamas_01112019.pdf”.

Appendix 1 to the Agreement

Applicable instruments and scope of authorisation

See the attached file “Appendix_RO_Bahamas.pdf”.

Appendix — International conventions applicable to Bahamian ships

Marine Notice 54

International Conventions ratified by the Commonwealth of the Bahamas:

1. International Convention for the Unification of Certain Rules relating to the Arrest of Sea-Going Ships, 1952

2. Convention on the International Maritime Satellite Organisation (INMARSAT), 1976

3. Convention on Facilitation of International Maritime Traffic (FACILITATION), 1965, as amended

4. International Convention on Load Lines (LL), 1966 and the 1988 Protocol

5. International Convention on Tonnage Measurement of Ships (TONNAGE), 1969

6. International Convention on Civil Liability for Oil Pollution damage, 1969 (CLC) and the Protocols of 1976 and 1992

7. International Convention relating to Intervention on the High Seas in cases of Oil Pollution Casualties (INTERVENTION), 1969 and the Protocol of 1973

8. International Convention on the Establishment of an International Fund for Compensation for Oil Pollution Damage (FUND), 1971, Protocol of 1976 and Protocol of 1992

9. Convention on the International Regulations for Preventing Collisions at Sea (COLREGS), 1972

10. International Convention for Safe Containers (CSC), 1972

11. International Convention for the Prevention of Pollution from Ships (MARPOL), 1973, as modified by the Protocol of 1978 Annex I, II, III, V and Protocol of 1997, Annex VI

12. International Convention for the Safety of Life at Sea (SOLAS), 1960

13. International Convention for the Safety of Life at Sea (SOLAS), 1974 as amended and the Protocols of 1978 and 1988.

14. Athens Convention Relating to the Carriage of Passengers and their Luggage by Sea (PAL), 1974 and 1976 Protocol

15. International Convention on Limitation of Liability for Maritime Claims (LLMC), 1976

16. International Convention on Standards of Training, Certification and Watchkeeping for Seafarers (STCW), 1978, as amended

17. International Telecommunication Convention (Montreux), 1965 and the Radio Regulations, 1968

18. International Health Regulations (Geneva), 1969

19. Minimum Age (Sea) Convention, 1920 (ILO No. 7)

20. Seaman’s Articles of Agreement Convention, 1926 (ILO No. 22)

21. Merchant Shipping (Minimum Standards) Convention, 1976 (ILO No. 147)

22. Maritime Labour Convention, 2006

23. Convention for the Suppression of Unlawful Acts Against the Safety of Maritime Navigation (SUA), 1988 and the 1988 Protocol

24. International Convention on Oil Pollution Preparedness, Response and Co-operation (OPRC), 1990

25. International Convention on the Control of Harmful Anti-fouling Systems on Ships, 2001 (AFS convention)

26. International Convention on Civil Liability for Bunker Oil Pollution Damage, 2001 (Bunker convention)

27. Convention on the Rights of Persons with Disabilities, 2006

28. Nairobi International Convention on the Removal of Wrecks, 2007

29. Agreement on Port State Measures to Prevent, Deter and Eliminate Illegal, Unreported and Unregulated Fishing, 2010

30. Convention on Private International Law, 1928 (Bustamante Code)

31. International Convention for the Control and Management of Ships' Ballast Water and Sediments, 2004 (BWM)

32. United Nations Convention on the Law of the Sea, 1982 (UNCLOS)

Appendix — Administration publications

BMA Publications

From 27 January 2020, BMA Information Bulletins will no longer be issued or amended.

As existing Information Bulletins are revised, their content will be reallocated to the relevant

• Marine Notice (MN),

• Information Notice (IN), or

• Yacht Notice (YN)

depending on what the Bulletin originally contained. Existing Information Bulletins will continue to be valid until they are replaced by an MN, IN or YN.

All the above publications are available on the BMA website: www.bahamasmaritime.com

Appendix — Specific Certificates: National and bilingual International certificates.

List of National certificates

- Commercial Yacht - Certificate of Compliance

- National MODU/MOU certificate - National MOU certificate (for units constructed on or after 01 January 2012)

- Safe Return to Port - Supplement Form S