Virgin IslandS (British) - Specific requirements by the British Virgin IslandS flag

Flag instructions relating to statutory surveys

Flag procedural requirements

General policy

Agreement

An Agreement has been signed between the Virgin Islands Shipping Registry (VISR) and Recognised Organisation (RO) SA. This agreement commences on 19 July 2021 (see Agreement governing the delegation of statutory survey and certification services to Annex 5 to the Agreement).

The addendum to the agreement (see Agreement governing the delegation of statutory survey and certification services) serves to formally notify Recognised Organisation (RO) that the Virgin Islands Shipping Registry (VISR) has legally transitioned to The Virgin Islands Shipping and Maritime Authority (VISMA) a body corporate. The Agreement between the Virgin Islands Shipping Registry and Recognised Organisation (RO) SA, remains valid and unchanged. The terms, conditions, and obligations outlined in the Agreement, including Appendices 1 to 4, continue to apply in full under VISMA.

All correspondence, documentation, and communications should henceforth reference the Virgin Islands Shipping and Maritime Authority (VISMA). There has been no change in address, contact details, or administrative authority.

Reporting to the Administration

Reporting on entry into class

The Administration shall be immediately informed by the Marine Operational Centre whenever Recognised Organisation (RO) receives a request for the classification of a ship that is or will be registered in the British Virgin Islands.

When reporting to the Administration an assignment of class to a ship that is or will be registered in the British Virgin Islands, Marine Operational Centre shall include any restrictions and essential conditions relating to the class or to statutory certificates regarding the operation and trading area of the ship and any significant deviations from the Classification Society’s rules.

Withdrawal, suspension or limitation of certificates

The Marine Operational Centre shall immediately advise the Administration in writing, when the Classification Society suspends, withdraws, cancels or significantly alters the operational limitation of its classification for a British Virgin Islands ship, giving reasons why such action was taken.

If, in the opinion of the surveyor, the ship is not fit to proceed to sea without danger to the ship, persons onboard, or an unreasonable threat of harm to the environment, the surveyor, through the Marine Operational Centre, shall immediately inform the Administration.

In the circumstances when a ship is found to be in operation with deficiencies or discrepancies such the condition of the ship or its equipment does not correspond substantially with the particulars of its certificates or the requirements of applicable International Conventions and/or national requirements, if corrective action is not taken to the satisfaction of Recognised Organisation (RO), then Recognised Organisation (RO) shall immediately consult the Administration and, if given approval, withdraw the relevant certificate(s) and the Port State Authorities shall be informed. The Administration will provide written authorisation to withdraw the certificate(s). The right to withdraw certificates may not always exist and where cancellation is the only possible action the Administration retains responsibility for such cancellations.

Notification in case of damage

Where a British Virgin Islands registered ship suffers damage or develops a defect which affects its statutory certification the surveyor, through the Marine Operational Centre, shall inform the Administration as soon as possible, giving an outline of the damage or defect and any repairs proposed or effected.

The Administration shall be immediately notified:

• upon becoming aware of a situation involving a major deficiency or serious safety-related issue that would normally be considered sufficient to detain a ship from proceeding to sea pending correction.

• upon becoming aware of a situation aboard ship or within a company responsible for operating such ships involving a major non-conformity, as defined in the ISM Code.

• of any marine incidents, machinery or structural breakdown, or failures that they are aware of on a ship, which if not corrected would endanger the safety of the ship, its occupant or any other person or the environment.

IACS PR 17 report

PR17 reports issued by Recognised Organisation (RO) are to be submitted to the Administration at JejoJoy.Neelankavil@bvimaritime.vg and Charles.Agina@bvimaritime.vg, after their validation by the MO, with copy to c-r_stat@bureauveritas.com, yannis.calogeras@bureauveritas.com and gbr_clo@bureauveritas.com.

Interpretations

While interpretations of the applicable instruments, as well as the determination of equivalents or the acceptance of substitutes to the requirements of the applicable instruments is the prerogative of the Administration, Recognised Organisation (RO) will cooperate in their establishment as necessary. Recognised Organisation (RO) applies the IMO Interpretations and Circulars, as well as the available IACS Unified Interpretations as stated below unless they conflict with written instructions/guidance from the Administration.

For acceptance of IACS Unified Interpretations (“UIs”) the following conditions apply:

• IACS UIs that been adopted by the IMO shall be applied with respect to statutory certification and services provided by Recognised Organisation (RO) on behalf of the Administration

• IACS UIs that have been submitted to, but which are still under review of, the IMO or have yet to be submitted, shall be subject to review on a case by case basis

Deviations and equivalent solutions

Exemptions and deviations from, and equivalents to, the requirements of the applicable instruments are the prerogative of the Administration and only the Virgin Islands Shipping Registry may approve them prior to issuance. Recognised Organisation (RO) will cooperate in their establishment as necessary.

In instances where, temporarily, the requirements of an applicable instrument cannot be met under particular circumstances, Recognised Organisation (RO) will specify such measures or supplementary equipment as may be available to permit the vessel to proceed to a suitable port where permanent repairs or rectifications can be effected or replacement equipment fitted, and shall immediately inform the Administration in writing of any such action taken.

Change of Flag

A copy of the General Arrangement drawings should be sent to the Administration for ships that have not previously been registered in the British Virgin Islands.

Recognised Organisation (RO) shall obtain copies of the tonnage calculation from the issuing authority for the existing certificate.

At the initial survey the Administration may undertake joint survey with the Classification Society with regard to the fire protection and fire escape aspects or the Administration may request the Classification Society to undertake structural fire protection approval.

Statutory certificates

Endorsement

Virgin Islands is one of the Red Ensign registries of the United Kingdom.

As such, the statutory certificates issued since 1 January 2010 to ships registered in the Virgin Islands are endorsed with the following mention: “This Certificate is issued on behalf of the Virgin Islands under the responsibility of the United Kingdom as Flag state under the Convention.”

The mention is automatically printed onto the certificates by ASMS Certificates Editor. The Surveyor nevertheless verifies that the mention is duly endorsed when issuing a certificate.

Cancellation of statutory certificates

(Paragraph 5.4 of the Agreement, refer to Agreement governing the delegation of statutory survey and certification services)

(Paragraph 4.6 of Appendix 2 of the Agreement, refer to Annex 2 to the Agreement)

The Administration reserves the right to suspend, cancel or revoke any certificate, document or approval issued by Recognised Organisation (RO) pursuant to the agreement. In case of a cancellation or revocation, the Administration will inform Recognised Organisation (RO) in good time, stating the reasons for this action.

Statutory certification issued by Recognised Organisation (RO) under the authority of the Administration shall not be withdrawn, by Recognised Organisation (RO), without informing the Administration in good time stating the reasons for this action.

In the circumstances when a ship is found to be in operation with deficiencies or discrepancies such that the condition of the ship or its equipment does not correspond substantially with the particulars of its certificates or the requirements of applicable International Conventions and/or national requirements, if corrective action is not taken to the satisfaction of Recognised Organisation (RO), then Recognised Organisation (RO) shall immediately consult the Administration and, if given approval, withdraw the relevant certificate(s).

The Administration will provide written authorisation to withdraw the certificate(s). The right to withdraw certificates may not always exist and where cancellation is the only possible action the Administration retains responsibility for such cancellations.

Electronic certificates

(Addendum to the Agreement, refer to Agreement governing the delegation of statutory survey and certification services)

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

Conditions of class relating to statutory items

(Letter from MCA MS16/62/2 dated 4^th November 2011 and email dated 10^th February 2012)

The use of Conditions of Class (CoC) to manage the rectification of minor deficiencies relating to classification items, e.g. hull structure, machinery and electrical / control systems, is acceptable to the Virgin Islands. It is not necessary to issue short term Safety Construction and / or Load Line certificates in such cases.

However, the use of a CoC to manage the rectification of deficiencies (or multiple deficiencies) relating to non-classification items, e.g. safety equipment, safety radio, etc. which in the opinion of the RO surveyor may affect the validity of the relevant certificate, is not acceptable to the Virgin Islands as the only course of action to take. Such deficiencies (or multiple deficiencies) are to be reported to the Virgin Islands which will advise how the deficiencies are to be dealt with, e.g. by the issue of a short term certificate.

Closure of simple Conditions of Class/Statutory Recommendation

(RO BCC meeting - 20 November 2019)

The Administration has no objection to Recognised Organisation (RO) undertaking closure of simple Conditions of Class/Statutory Recommendation, or outstanding survey items for which no more than documentary evidence is required, by remote inspection/verification provided Recognised Organisation (RO) follows procedure in the planned inspection programme Section 13.

It should be noted that Recognised Organisation (RO) remote acceptance of evidence provided by a ship’s manager or owner does not obviate its accountability with respect to verification of Convention compliance.

Transfer of Class

(Paragraph 7.5 of the Agreement, refer to Agreement governing the delegation of statutory survey and certification services)

(Paragraph 2.4 of Appendix 2 of the Agreement, refer to Annex 2 to the Agreement)

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 Virgin Islands Shipping Registry 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.

In the event that a ship registered in Virgin Islands Shipping Registry transfers class from another Recognised Organisation to Recognised Organisation (RO), Recognised Organisation (RO) shall ensure that it has obtained all, to its knowledge, relevant information on the survey status of the ship, including structural and operational limitations and any outstanding conditions given by the previous Recognised Organisation. The structural and operational limitations of the ship shall be checked and agreed to by Recognised Organisation (RO).If the ship is not classed on transfer, the requirements of IACS procedural requirements for transfer of Class shall apply.Outstanding conditions shall be reassessed and if considered acceptable by Recognised Organisation (RO) followed up within the time limits given by the losing Recognised Organisation.The above procedures shall be carried through before assignment of class to a ship, or before an unclassed ship is registered by Recognised Organisation (RO). This information shall also be copied to the Administration on request.

For Virgin Islands Shipping Registry registered vessels transferring class from Recognised Organisation (RO), but remaining registered in the Virgin Islands Shipping Registry, Recognised Organisation (RO) will provide the same information to the gaining Recognised Organisation upon request.

Recognised Organisation (RO) shall not issue statutory certificates to a ship de-classed or changing class for safety reasons before consulting with the Virgin Islands Shipping Registry to determine whether a full inspection is required.

Application of UK Merchant Shipping Statutory Instruments and European Union Directives and Regulations

(Marine Circular No. 02/2020)

The UK Merchant Shipping Statutory Instruments apply to Virgin Islands ships. The associated Merchant Shipping Notices, Marine Guidance Notes and Marine information Notes (M-Notices) equally apply to Virgin Islands ships. In most instances the guidance provides relevant information. However in cases where the relevance may not be clear, the Marine Circular No. 02/2020 provides guidance on their application.

In regard to European Union Directives and Regulations, only the Marine Equipment Directive (MED) 96/98/EC of 20 December 1996 which is implemented by the UK Merchant Shipping (Marine Equipment) Regulations 1999 SI No 1957 applies to Virgin Islands Ships. This is supplemented by Merchant Shipping Notice 1734 `Type-Approval of Marine Equipment (EC Notified Bodies)` and Merchant Shipping Notice 1735 `Type-Approval of Marine Equipment (UK Nominated Bodies) and provide additional information. No other EU directives or regulations apply to Virgin Islands Ships.

Guidance on arrangements “to the satisfaction of the Administration”

(Marine Circular No. 03/2020)

Guidance or instruction on arrangements that are to be “to the satisfaction of the Administration” are provided in Annex A of Marine Circular No. 03/2020.

Whilst the purpose of this Marine Circular is to provide guidance or instruction on arrangements that are to be ‘to the satisfaction of the Administration’ it is recognized that this is not appropriate to provide prescriptive guidance or instruction for all requirements due to the number of factors that must be taken into consideration. In such cases the technical justification for acceptance will be considered by VISR on a ‘case by case’ basis, for delegated items these should be supported by Recognised Organisation (RO) in the first instance.

The Administration will apply, in all cases in which the conventions ratified by the United Kingdom, and extended to BVI, mention the phrase “to the satisfaction of the Administration”, the rules or interpretations made by national or international standards, or standards developed by experienced organizations for these cases, such as unified interpretations of the International Association of Classification Societies (IACS).

LL 66

Load Line Certificate

Upon request, a copy of all load line computations and conditions of assignment shall be sent to the Administration.

Any changes in the assignment of load lines shall be reported to the Administration by the attending surveyor, through the Marine Operational Centre.

SOLAS 74

Cargo Ship Safety Construction Certificate

Stability

Stability has to be assessed and the form of the stability data book provided to the master has to be approved.

Where Recognised Organisation (RO) is involved with the assessment of the grain loading arrangements and associated stability of a ship, one copy of any approved grain loading stability booklet issued to a ship should be forwarded to the Administration.

Initial survey

At the initial survey, the Administration may undertake joint survey with the Classification Society with regard to the fire protection and fire escape aspects or the Administration may request the Classification Society to undertake structural fire protection approval.

Initial testing of watertight bulkheads (SOLAS II-1/11)

The Administration accepts the application of IACS UR S14 Rev 7 as an equivalent provision for initial testing of watertight bulkheads under SOLAS Chapter II-1/Reg.11, subject to the conditions stipulated in annex of the attached file “SOLAS-UK Acceptance UR S14_XQ164387”.

Application of IACS UI SC178 on Unified Interpretation of Chapter 12 of FSS Code

The Administration accepts the IACS UI SC 178 rev.1, the application date of which is for ships contracted for construction on or after 1^st January 2012, and construction commenced before 1^st January 2013, for a period of one year until 1^st January 2013 and, thereafter, the date of application will be for ships constructed on or after 1^st January 2013.

Devices to prevent the passage of flame in cargo tanks - UK / REG Policy on MSC.1/Circ.1324

See the attached file “MCA Policy on MSC-Circ-1324” and specifically its provisions in chapter 5 (“Survey requirements”).

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

(4.2 of the Minutes from the 20^th BCC Meeting dated 15^th June 2012)

The Administration will be adopting the principles in MSC.1/Circ.1247 (“Unified Interpretation of “unforeseen delay in delivery of ships””) and will consider requests in the following manner:

1. The Administration will deal with ships under this provision case-by-case.

2. Full details and particulars of the unforeseen circumstances under which the ship is to be accepted to be submitted to the administration along with a statement from the owners and builders that these circumstances were beyond their control.

3. Further evidence may be required from the authorities of the country where the ship was built confirming the unforeseen circumstances were beyond the control of the owner / builder.

4. If it appears to the administration that the delay results from the market conditions for the ship, the owner / builder must provide evidence to the satisfaction of the administration that the decision to delay the delivery of the ship was made at a stage of build when it would not have been reasonable to make modifications to comply with the new standards.

   (For example after a substantial piece of the ship has been constructed, but not if it only relates to a drawing.)

5. A footnote will be added to Class Certification (Passenger Ship Safety Certificate, Cargo Ship Safety Construction Certificate or Cargo Ship Safety Certificate) with delivery date annotated, to indicate that the ship is accepted by the administration under the unforeseen delay in delivery provisions of this interpretation.

Loss of anchor and validity of Safety Construction Certificate

In case of loss of a single anchor, the Administration is to be advised, as the decision that this can be handled through the issue of a class recommendation or a memoranda (rather than require the issue of a short term Safety Construction Certificate) remains with the Flag Administration.

Steering gear

(Action 8 of the RO BCC dated 31/10/2014)

The Administration is content for the amendments to SOLAS Regulation II-1/29 to be applied on a voluntary basis until they enter into force on 1 January 2016.

Collision bulkhead

Cargo ships may, in lieu of complying with the requirements of Regulation II-1/12.5.1, comply with the following:

Except as provided in paragraph 5.2, the collision bulkhead may be pierced below the bulkhead deck in passenger ships and freeboard deck in cargo ships by not more than one pipe for dealing with fluid in the forepeak tank, provided that the pipe is fitted with a screw-down valve capable of being operated from above the bulkhead deck in passenger ships and freeboard deck in cargo ships, the valve being located inside the forepeak at the collision bulkhead. The Administration may, however, authorize the fitting of this valve on the after side of the collision bulkhead provided that the valve is readily accessible under all service conditions and the space in which it is located is not a cargo space. Alternatively, for cargo ships, the pipe may be fitted with a butterfly valve suitably supported by a seat or flanges and capable of being operated from above the freeboard deck. All valves shall be of steel, bronze or other approved ductile material. Valves of ordinary cast iron or similar material are not acceptable.

For further information, refer to the letter from MCA to IMO, referenced MS 067/011/0006 and dated 23 February 2018, in the attached file “EquivalenceForButterflyValves_2018”.

Manoeuvring tests

(34th RO BCC meeting - 11 June 2025)

The MSC Resolution 137(76) - Standards for Ship Manoeuvrability are considered as guidelines and should be used to evaluate the manoeuvring performance of ships of all rudder and propulsion types, of 100m in length and over, and chemical tankers and gas carriers regardless of the length.

The instruction in relation to RO Surveyor attendance during manoeuvring tests would primarily apply during newbuild sea trials; but should also be considered during sea trials following alterations or modifications, which in the opinion of the RO, may influence the ship's manoeuvrability characteristics.

Cargo Ship Safety Equipment Certificate

Lifeboat and rescue boat Release and Retrieval System (MSC.1/Circ.1392)

Recognised Organisation (RO) is fully authorised to conduct the following work on behalf of the Administration: Replacement of lifeboat and rescue boat Release and Retrieval Systems (RRS), not meeting SOLAS III/1.5, in accordance with MSC.1/Circ.1392 paragraphs 18-26.

This includes:

1. Review and approval of replacement Lifeboat and Rescue Boat RRS (MSC.1/Circ.1392 paragraph 20)

2. Discretion to decide if the hook fixed structural connections need to be replaced (paragraph 21)

3. Witnessing of the installation (paragraph 23)

4. Witnessing of the post installation testing (paragraph 25)

5. Issuing the Statement of Acceptance as per MSC.1/Circ.1392 Appendix 4 (paragraph 26).

MSC.1/Circ.1392 requires Administrations to send IMO reports on evaluation of hooks. These reports are to be sent by Recognised Organisation (RO) to the Administration’s contact point.

Simulated launching of free-fall lifeboats

IMO Resolution MSC.325(90) introduces an amendment to SOLAS Chapter III, Regulation 20 to permit the simulated launching of free-fall lifeboats during the regular tests. IMO has recommended early implementation of this amendment through circular MSC.1/Circ.1411.

The Administration confirms early implementation, with reference to the requirements on Guidelines for simulated launching of free-fall lifeboats from MSC.1/Circ.1206/Rev.1. Refer to the attached file “Guidelines for simulated launching”.

Inflatable liferafts

The Administration has accepted equivalent arrangements for the servicing of inflatable liferafts in accordance with Chapter Ill regulations 4 and 20.8.3 of the International Convention for the Safety of Life as Sea, 1974 as amended.

SURVITEC SAS inflatable liferafts, other trademarks: “SURVITEC, CREWSAVER, ELLIOT, DSB, SURVITECZODIAC, RFD” are packed for extended service intervals.

Servicing will be carried out at 30 month maximum intervals, only at approved servicing stations which have additionally been appointed for this purpose by SURVITEC SAS.

As long as the hermetic seal has not been compromised, the 30 month service intervals will apply for the first 10 years of their service lives, and thereafter at the frequency required by SOLAS regulation III/20.8.1.1. Hermetic seal verification must be performed at maximum intervals of 12 months from the date of last service. This is done on board the ship according to the manufacturer’s instruction for on board inspection.

All servicing tests prescribed in IMO Resolution A.761(18) which would have been carried out during the period of the extended service interval will be carried out by the service station at the next service after the nominal “due date” of that test.

For further information, refer to the IMO circular SLS.14/Circ.576 in the attached file “SLS.14-Circ.576”.

VDR

(Email from the Administration dated 19/08/2014 and Action 4 of the RO BCC dated 31/10/2014)

With respect to the installation of Voyage Data Recorders (VDRs) in accordance with MSC.333(90), VDR “installed” is to mean “set in position, connected to relevant peripheral equipment, and ready for use and evidence of proper operation is verifiable by the Flag / RO or its representative”.

Breathing apparatus

(Email from MCA dated 14/01/2015)

The Administration’s interpretation of SOLAS II-2 Regulation 5.2.2.6 as amended by MSC.338(91) in relation to the suitable number of spare cylinders is as follows:

In addition to the fully charged spare cylinders required by the regulations for each Self Contained Breathing Apparatus (SCBA), where no means for recharging such cylinders is provided on board, sufficient additional spare cylinders must be provided for training purposes. Factors to be considered by the ship-owner when deciding upon the number of training cylinders to be provided include the requirements in the Safety Management System (SMS) for the number / frequency of drills on board where SCBA cylinders may be used, and the nature of the vessels trading pattern with respect to shore based charging facilities. Cylinders intended for training purposes should be prominently marked to indicate their intended use.

The SMS must take account that at least one fully charged spare cylinder for training purposes must be provided for each SCBA set required by regulation to be on board.

If additional training SCBA sets are provided on board (each with a fully charged training cylinder) then the equivalent number of SCBA sets required on board by regulation need not be provided with a spare cylinder for training purposes.

Manually operated call points (SOLAS Chapter II-2 Regulation 7.7)

(Email from MCA dated 22/06/2015)

Recognised Organisation (RO) must not apply the IACS UI SC 241 on manually operated call points but must follow the convention requirements.

(Action 14 from the BCC meeting 2015)

Fixed fire detection systems with manually operated call points shall be capable of immediate operation at all times as per the FSS code.

Arrangement for remotely located survival craft

(Administration email dated 05/07/2019)

The Administration agreed the revised Unified Interpretation of SOLAS Reg III/31.1.4 detailed in MSC.1/Circ.1490/Rev.1.

Quote

1. Liferafts required by SOLAS regulation III/31.1.4 should be regarded as "remotely located survival craft" with regard to SOLAS regulation III/7.2.1.4.

2. The area where these remotely located survival craft are stowed should be provided with:

• .1 a minimum number of two lifejackets and two immersion suits;

• .2 adequate means of illumination complying with SOLAS regulation III/16.7, either fixed or portable, which should be capable of illuminating the liferaft stowage position, as well as the area of water into which the liferaft should be launched; portable lights, when used, should have brackets to permit their positioning on both sides of the vessel;

• .3 an embarkation ladder or other means of embarkation enabling descent to the water in a controlled manner* as per SOLAS regulation III/11.7; and

• .4 self-contained battery-powered lamps (i.e. luminaires) may be accepted as means of illumination for complying with SOLAS regulation III/16.7. Such lamps should be capable of being recharged from the ship's main and emergency source of electrical power, and should be stowed close to the liferaft and embarkation ladder they are intended to serve, under charge. When disconnected from the ship's power, the lamp should give a minimum duration of three hours of undiminished performance. The lamps should comply with the requirements of section 1.2.3 of the LSA Code. The lamps (i.e. luminaires) should meet the requirements of Ingress Protection rating IP 55. The batteries for the subject lamps should comply with IACS Unified Requirement (UR) E18 requirements irrespective of whether the expiry date is marked by the manufacturer or not.

3. With regard to the distance between the embarkation station and stowage location of the liferaft as required by SOLAS regulation III/31.1.4 (remotely located survival craft), the embarkation station should be so arranged that the requirements of regulation III/13.1.3 can be satisfied.

4. Exceptionally, the embarkation station and stowage position of the liferaft (remotely located survival craft) may be located on different decks provided that the liferaft can be launched from the stowage deck using the attached painter to relocate it to the embarkation ladder positioned on the other deck (traversing a stairway between different decks with the liferaft carried by crew members is not acceptable).

5. Notwithstanding paragraph 2, where the exceptional cases mentioned in paragraph 4 exist, the following provisions should be applied:

• .1 the lifejackets and the immersion suits required by paragraph 2.1 may be stowed at the embarkation station;

• .2 adequate means of illumination complying with paragraph 2.2 should also illuminate the liferaft stowage position, embarkation station and area of water where the liferaft is to be embarked;

• .3 the embarkation ladder or other means of embarkation as required by paragraph 2.3 may be stowed at the embarkation station; and

• .4 notwithstanding the requirements in paragraph 4.1.3.2 of the LSA Code, the painter should be long enough to reach the relevant embarkation station.

Unquote

Measurement of General Emergency Alarm and Public Address System

(RO BCC meeting - 20 November 2019)

Sound pressure measurements shall be done separately on each ship.

EPIRB (IACS UI SC295)

Regarding the vague phrase “installed on or after 1 July 2022" in relation to application of new performance standards for EPIRB (adopted by IMO Resolution MSC 471 (101)), it is confirmed that there had been discussions at IMO MSC 106 on a generic interpretation of the terminology “installed on board”, resulting in MSC.1/Circ.1500 Rev 2 (published 30 Nov 2022).

The Administration confirms the acceptance of the guidance agreed by IMO, and that this reflects the wording within IACS UI SC295.

Equivalent Arrangements for Magnetic Compasses carriage requirements

In accordance with SOLAS Chapter I, Regulation 5, the Administration has determined that the carriage requirements for Standard and Spare magnetic compasses under Regulations V/19.2.1.1 and V/19.2.2.1, and a gyro compass under Regulation V/19.2.5.1 may be satisfied by either of the following methods:

1. Fitting of three gyro compasses, under the following conditions:

   1. Each gyrocompass shall:

      • be independently connected to both main and emergency sources of electrical power, and;

      • have a transitional source to be able to supply uninterrupted electrical power for up to 30 minutes (this may be satisfied by use of ship transitional power, if fitted), and;

      • be type approved in accordance with the international standards, and;

      • Display the reading at the main steering position.

   2. To avoid ‘single point of failure’ and to afford redundancy, the installation arrangements should be such that a fire, or other incidents, in one compartment should not render all of the compasses inoperative i.e. One gyrocompass shall be separated from the other units by at least one A Class fire boundary.

2. Fitting of two gyro compasses and one GNSS compass, under the following conditions:

   1. Each gyrocompass and the GNSS compass shall:

      • be independently connected to both main and emergency sources of electrical power, and;

      • have a transitional source to be able to supply uninterrupted electrical power for up to 30 minutes (this may be satisfied by use of ship transitional power, if fitted), and;

      • Display the reading at the main steering position.

   2. The gyrocompasses shall be type approved in accordance with international standards.

   3. The GNSS compass shall be type approved in accordance with the requirements for a Transmitting Heading Device (THD) complying with SOLAS V/19.2.3.5

   4. The GNSS compass is separate to the GNSS requirement stipulated within V/19.2.1.6

   5. To avoid ‘single point of failure’ and to afford redundancy, the installation arrangements should be such that a fire, or other incidents, in one compartment should not render all of the compasses inoperative i.e. One gyrocompass or the GNSS compass shall be separated from the other units by at least one A Class fire boundary.

For further information, refer to General Equivalency Letter to IMO (XQ162569) in attached file “Equivalent Arrangements for Magnetic Compasses carriage requirements - XQ162569”

REG interpretation of amendments to SOLAS II-2 (MSC.1/Circ.1694)

(UK MCA email dated 26/11/2025)

With regards to point 5. of MSC.1/Circ.1694 – Unified interpretations of SOLAS Chapter II-2 and the HSC Codes (1994 and 2000), the UK/REG position relating to, which standards are considered “recognized” by the Administration is as follows:

• Noting that all Aqueous Film Forming Foam (AFFF) should be PFOS free as per the SOLAS requirements. Also noting that PFOS has been banned by the UK and EU for over ten years (including for marine use).

• Noting that the guidance requires a recognised standard and that there is no UK/REG standard for PFOS testing currently, the UK/REG is open to approval based on other acceptable standards.

• The UK/REG understand that the NPR-CEN/TS 15968 standard has now been withdrawn, however as that standard was withdrawn as it does not work for the testing of other banned PFAS which are banned in the UK and the EU but not in the maritime sector and that no alternative has been published, the UK/REG believe it is still appropriate to use NPR-CEN/TS 15968.

• The UK/REG will also accept a modified version of ISO 25101 that has been adapted for use on foams instead of its intended use in water sampling.

• The UK/REG will be willing to consider other recognised tests methods (for example the US EPA Method 8327) but for now the aforementioned are the preferred tests.

Cargo Ship Safety Radio Certificate

Surveys

In recognition to the fact that Recognised Organisation (RO) will use a third party contracted by the Owner to undertake such surveys, the Administration requires that such sub-contractors and suppliers of support services are approved by Recognised Organisation (RO) or another RO in accordance with IACS requirements.

Passenger Ship Safety Certificate

Others

IGC Code

A0 Wheelhouse windows (IGC Code §3.2.5)

(BBC Meeting dated 28 November 2018)

The Administration supported the removal of the A0 windows as the vision through A0 glass can be distorted and it is not possible to get A0 clearview screens. They agree for the early implementation and in the process of drafting a notification to IMO on early implementation of MSC.1-Circ.1549.

IGF Code

Alternative Design and Arrangements (ADA)

(REG-UI 009)

Until the interim guidelines for use of alternative fuels are made mandatory under the IGF code or otherwise, an Alternative Design and Arrangements (ADA) process is to be followed.

The interim guidelines for the fuel or system components in consideration can be used as a basis for the ADA unless otherwise stated by the administration.

In accordance with the ADA process, when the alternative design and arrangements has received final approval, the administration will issue the document of approval and submit the report on approval to the IMO via the IMO Global Integrated Ship Information System (GISIS) website.

Where all risk assessments required by the interim guidelines have been completed and compliance with the prescriptive and functional requirements of the interim guidelines has been confirmed via the plan approval and site survey, the qualitative and quantitative risk analysis as referenced in MSC.1/Circ.1455 are not required.

Where a vessel is unable to comply with any of the provisions of the interim guidelines, no exemption request is necessary as the ‘deviation’ can be addressed within the ADA process and within the context of the whole design. However, these deviations should be highlighted to the Administration.

MARPOL 73/78

Annex I. IOPP certificate

Regulation 12.2.2

The Administration adopts the Unified Interpretation for Regulation 12.2.2 (MEPC.1/Circ.753).

Add-on equipment for upgrading Resolution MEPC.60(33) - compliant oil filter equipment

(Email from MCA dated 11/10/2012)

Recognised Organisation (RO) is authorised to issue the certificate of type approval for add-on equipment on behalf of the Administration providing the equipment performance has meet the requirements contained within the “2011 Guidelines and Specifications for add-on equipment for upgrading Resolution MEPC.60(33) - compliant oil filter equipment” (Resolution MEPC.205(62)).

A format for this certificate is included in the appendix 1 of these guidelines.

It should be noted however, that the add-on equipment is not a mandatory requirement by the administration.

Stability instrument

(Email from MCA dated 09/09/2015)

The Administration does not authorise Recognised Organisation (RO) to grant waivers on their behalf from using stability computers under the conditions laid down in the resolutions and related guidelines (i.e. MEPC.248(66), MSC.369(93) and MSC.370(93)).The Administration default position is that a loading instrument should be fitted / provided ashore for these vessels. The waiver should only ever be a last resort for oil tankers where fitting a loading instrument is impractical or the costs of providing one would be prohibitive and may only be granted by the Administration based upon evidence provided by Recognised Organisation (RO). The waiver would need to be accompanied by comprehensive approved information available on-board to support this.

Regulation 12A

(Item 2.b. of the 2015 BCC meeting)

Definition of “major conversion” under MARPOL Annex I (Regulation 1.9.1) includes “any modification which otherwise so alters the ship that, if it were a new ship, it would become subject to relevant disposition of the present convention not applicable to it as an existing ship”. Any modification of tank/s on any ship (existing or new) that results in overpassing the total FO capacity on board over 600 m³ would thus be considered as a major conversion in regard to application of Regulation 12A (Oil fuel tank protection).

In principle, full compliance with Regulation 12A is required. Nevertheless where full compliance with Regulation 12A is not feasible on any specific case, this should be brought to the attention of the Administration by Recognised Organisation (RO) for consideration of any alternate proposal.

Annex II. NLS certificate

Annex IV. ISPP certificate

Class undertakes, plan approval, equipment approval, initial survey and certification relating to MARPOL Annex IV.

Maximum permissible rate of discharge

(30th RO British Certification Committee Meeting - 10th February 2021)

Recognised Organisation (RO) is to approve the maximum permissible rate of discharge of untreated sewage (as per MARPOL Annex IV reg.11.1.1) which should be vessel specific and achievable, taking fully into account the capacity (fixed/variable) of the pump provided, for different combinations of draft and speed.

(Administration email dated 07/07/2021)

Administration confirms it shall be retrospective with reviews for discharge rates taking into account this requirement undertaken at the first available opportunity. This would be in line with Annex IV Reg 4.6.

Given MARPOL Annex IV survey and certification cycles, a vessel could in theory have been surveyed and certified under MARPOL IV just prior to the implementation of this requirement into Recognised Organisation (RO) Country files, which may not have necessarily extended to the review of pump capacities inclusive of type against draft and speed, and may operationally remain non-compliant. As such, a discharge rate issue could remain present until the renewal survey unless an interim situation develops (Annex IV Regs 8.2, 8.5, or 8.7) which may require Recognised Organisation (RO) to review the on board arrangements.

Variable Discharge Pumps

(Administration email dated 05/09/2022)

Recognised Organisation (RO), undertaking approval of maximum discharge rates for untreated sewage in accordance with MARPOL Annex IV Regulation 11.1.1, can accept existing variable rate discharge pumps providing that the variable rate of the pump can be fixed to a discharge rate which renders the most effective discharge rates compliant with the Regulation.

Above pump discharge rate should be detailed on the sewage discharge rate table approved by Recognised Organisation (RO). Also, suitable instructions should be included within the ship’s SMS Sewage discharge procedures to ensure that the approved pump discharge rate is not exceeded in service during sewage discharge operations.

(33rd RO BCC meeting - 2nd May 2024)

Where a variable discharge rate pump is fitted, it can be accepted, subject to the rate being fixed at whatever rate is the most suitable for the pump (e.g. in relation to suction, flow rate, cavitation, overheating etc) provided the discharge rate is within the requirements of the Regulation.

If the maximum discharge rate of the installed pump(s) means the discharge is greater than that allowed under the Regulation, then a lower rate will need to be used that is within the Regulation parameters, if that rate is not suitable for the pump in question (i.e. ineffective or damages the pump) a new or alternative pump will need to be used, that allows discharge in line with regulation.

Annex V

Annex VI. IAPP and EIAPP certificates

At the request of the Administration or the owner, Recognised Organisation (RO) assess machinery for appropriate NO_x and SO_x emissions and the Administration will issue the IAPP certificate.

In order to obtain certification, the manufacturer will demonstrate compliance with the requirements of Annex VI and the group testing principle may be applied.

MEPC.184(59) - Guidelines for exhaust gas cleaning systems

The Virgin Islands does not consider as acceptable averaging SO_x emissions from “over performing” equipment against untreated equipment as the means to comply to the SO_x emission limits requirements. To further clarify, the Virgin Islands does not interpret this arrangement to cover engine streams where the stack is not common, e.g. a ship with multiple stacks where one stack is treated while another emits higher sulphur.

Boil-off gas co-firing equivalence

(Email from MCA dated 22/06/2015)

The Administration accepts co-firing of high sulphur oil with boil-off natural gas for Liquefied Natural Gas (LNG) carriers when operating in the North Sea and Baltic Sea Emissions Control Areas and for compliance with European at-berth requirements as permitted by the European Commission Decision of December 2010 (2010/769/EU), as per the letter from the European Commission to the European Community Shipowners Association, dated 6^th June 2014.

(Email from MCA dated 05/08/2015)

Recognised Organisation (RO) is requested to keep the Administration informed should Recognised Organisation (RO) has an approved job in relation to the boil-off gas co-firing equivalence.

Approved method

(Email from MCA dated 13/10/2015)

The Guidelines on the approved method process for engine in compliance to IMO NO_x emission limits (Resolution MEPC.243(66)) are applicable to Virgin Islands flag vessels.

Data Collection System for fuel oil consumption of ships

Recognised Organisation (RO) is authorized to perform the following statutory services:

• Reviewing of SEEMP Part II and issuance of Confirmation of Compliance, (MARPOL Annex VI, Regulation 5, para. 4.5)

• Verification of reported data, (MARPOL Annex VI, Regulation 22A) and Issuance of Statement of Compliance (MARPOL Annex VI, Regulation 6)

• Submission of reported data to the IMO Ship Fuel Oil Consumption Database ((MARPOL Annex VI, Regulation 22A, para. 9)

Enhanced Collection of Fuel Usage Data

(REG-UI 006 Amendment 02)

The simplest and most direct method to record and report the enhanced DCS is by fitting flow meters for each consumer taking into account the guidance provided within MEPC.346(78), section 7.2.

These meters would then be read each year and the difference calculated. Photographic evidence of flow meter readings may be used in support of the required data submission. Recognised Organisation (RO) verifying the submission may be sent the evidence and the completed submission at the agreed time. Flow meters should be maintained and calibrated in accordance with manufacturer recommendations.

The IMO also allow for systems of calculation and estimation to be used as the basis for submission of the Enhanced DCS. The Administration do not recommend the use of such systems for recording the enhanced DCS given the potential for the data to be compromised by inconsistencies over the course of a year.If such a system is to be used, the SEEMP must incorporate clear and detailed instructions of the measurements and estimates to be used for the submission. In this case the data will need to be accumulated consistently throughout the year.

Recognised Organisation (RO) shall:

• Ensure ships have in place all required equipment for measuring or otherwise determining the fuel usage in each consumer.

• Ensure that for all ships, the SEEMP has been modified with all procedures required to complete the required measurements or alternative procedures.

• Ensure all ships are recording Enhanced DCS data for submission in January 2027 and each year thereafter.

SEEMP Part III and Carbon Intensity Indicator (CII)

(Administration email dated 16/09/2022)

The authorisation for approval of SEEMP Part III under MARPOL VI/26 and verification of Carbon Intensity Indicator (CII) under MARPOL VI/28 of Virgin Islands ships is extended to the respective Virgin Islands RO who has additionally taken on the responsibility for IMO Data Collection System (DCS) for Fuel Oil Consumption of those ships, i.e. the DCS and CII verification, and issuance of Statement of Compliance for a Virgin Islands ship must be carried out by the same Virgin Islands RO irrespective of whether that RO has classed the ship.

This permission is subject to that RO taking full legal responsibility for the whole of the DCS, CII and SEEMP Part III work, or the ship owner ensuring an agreement exists between the DCS/CII RO and the ships’ primary RO as to who owns responsibility for the shipboard elements of the DCS and CIII work and related certifications. The Administration would emphasise the importance of the owner having documented, legal clarity as to who takes responsibility for each element.

In addition, the DCS/CII RO shall provide an annual list of Virgin Islands ships for which they have undertaken the verification work before 30th June of each year starting 2023.

Biofuels

MEPC.1/Circ.905

Ships using fuel blends with biofuels or synthetic fuels, regardless of percentage, do not fall under “alternative fuel oils” as defined in MARPOL Annex VI Regulation 4. Therefore, no acknowledgement by the Administration is required, and there is no obligation to report particulars to IMO under MARPOL Annex VI Regulation 4. However, this does not remove the obligation to report fuel usage under the Data Collection System (DCS) (Regulation 27).

The following schemes are considered acceptable for biofuel certification:

• ISCC and RSB (recognised internationally and by IMO).

• Schemes listed under the UK RTFO recognised voluntary schemes.

• ICAO-approved sustainability schemes and CORSIA criteria.

• Other schemes aligned with EU RED Directive sustainability criteria may be assessed individually.

Documentation such as Proof of Sustainability (PoS) and LCV values (either within certification or via laboratory results) is deemed adequate alongside Bunker Delivery Notes.

Use of Cf based on Well-to-Wake emissions for certified sustainable biofuels is accepted for DCS reporting and CII calculation, provided:

• The biofuel is certified under an international scheme.

• It achieves at least 65% WtW emissions reduction compared to fossil MGO (94 gCO2e/MJ), resulting in less or equal to 33 gCO2e/MJ.

For blends, Cf should be calculated as a weighted average based on energy content.

MEPC.1/Circ.795/Rev.9

(REG-UI 008)

This REG-UI 008 is to provide the REG position on the application of the guidance in interpretation 15 of MEPC.1/Circ.795/Rev.9 as amended. The flow chart given in Figure 1 provides a comprehensive summary of the REG policy position on biofuels and NOx emissions for all scenarios.

EEXI

Cruise passenger vessels fitted with gas turbine

(REG-UI 003 Amendment 01)

Cruise passenger vessels fitted with gas turbine plant as part of a diesel engine / gas turbine installation are allowed to exclude the gas turbines from the power-weighted average calculation of the specific fuel consumption used in the EEXI calculations for these ships.

This is conditional on the gas turbines only being used for emergency situations to secure the safety of the ship or saving life at sea.

When a Gas Turbine, which has been excluded from the ship’s EEXI rating, is used in an emergency situation it will be considered a use of the power reserve. Examples of this include operating in, or the avoidance of, adverse weather and ice-infested waters, participation in search and rescue operations, when sick passengers or crew need to be transferred ashore urgently, avoidance of pirates and for engine maintenance. Details must be recorded in the Onboard Management Manual (OMM) as described in MEPC.335(76) section 3.2. Use of the power reserve must be reported to the Recognised Organisation (RO) and the port of destination. The flag administration will report all cases of the use of power reserve to the IMO on an annual basis.

If an operator wishes to continue to use gas turbines during the routine operation of the vessel, then the gas turbines must be taken into account when calculating the EEXI rating for the ship.

Use of SHaft Power Limitation (SHaPoLi) systems (IACS Rec.172)

(REG-UI 004 Amendment 03)

The Administration accepts the IACS Recommendation 172 as amended, provided SHaPoLi systems comply with the following requirements:

1. The SHaPoLi system should be fitted with a visual indication and an audible alarm at the control position on the bridge. The visual indicator should indicate when the power is approaching the power limit and remain visible whilst the power limit is being exceeded. The audible alarm may be acknowledgeable (silenced).

2. In addition to the above an alarm is to be fitted to indicate system malfunction.

3. The SHaPoLi / EPL system should be non-permanent but should require the deliberate positive action of the ship's master or the OICNW to enable the use of unlimited shaft / engine power (power reserve) of the ship. This should be via the use of a key switch or similar. For existing vessels where the use of a key switch to access the power reserve is not practicable, a suitable alternative may be considered. By way of example, the acknowledgement of the audible alarm(s) required in 3.1.1 and the continued use of the reserve power may be considered as deliberate positive action. For systems that use a Password/PIN to control access to the power reserve override, attention should be paid to ensure that the necessary Password/PIN is always available when override is required by the ship in a scenario specified in regulation 3.1 of MARPOL Annex VI, which may endanger safe navigation of ship. Immediate use may be achieved by procedural arrangements for pre-emptive un-limiting of the SHaPoLi / EPL system.

4. Records of the use of the power reserve shall be submitted to Recognised Organisation (RO) and the port of destination without delay. The Administration interprets ‘without delay’ to mean within 24 hours of the last event. Recognised Organisation (RO) is authorized to transmit these records onward to the IMO, at the appropriate intervals. Recognised Organisation (RO) is also requested to transmit copies of these records to the office of the Administration which is responsible for the vessel.

5. If the power limit is exceeded inadvertently (due to a change in sea or tidal conditions, for example) the system should alert the bridge and automatic data recording shall begin within 300 seconds (5 minutes) after the limit is exceeded. This time delay is intended to allow the operator to modify the input if the use of reserve power is not necessary.

6. Any use of the power reserve or inadvertent exceedance of the power limit (beyond the 300s time limit) must be recorded in the OMM and in accordance with the guidelines.

7. The reactivation or replacement of the SHaPoLi / EPL system following any use of the power reserve, must be confirmed and supported by documentary evidence such as OMM log extracts and photographic evidence, by the Master or operator of the vessel, to Recognised Organisation (RO) at the earliest opportunity. Recognised Organisation (RO) shall review all documentary evidence submitted, to verify the satisfactory reactivation or replacement of the SHaPoLi / EPL system. Such verification may, if so required, extend to an occasional survey, which may be undertaken via stablished remote survey means.

8. Recognised Organisation (RO) shall during the required MARPOL Annex VI (IAPP) periodical attendances, verify that all occasions where the reactivation or replacement of the SHaPoLi / EPL system has taken place, have been reported. Recognised Organisation (RO) shall verify that corresponding entries are contained within the OMM log, together with supporting documentary evidence demonstrating the reactivation or replacement of the SHaPoLi / EPL system.

For overridable systems, the existing manoeuvring booklet, if available, and the manoeuvring information displayed on the navigating bridge shall (1) include the ship’s power; if it has been limited and (2) state the limiting power for the attention of the Master to account for the ship’s performance in case no corresponding sea trials are carried out.

For non-overridable systems, the stopping times and distances, and the data of the turning circles as per SOLAS Reg. II-1/28.3 and Res.MSC.137(76) respectively, are to be recorded on new trials, where applicable. Also, the existing manoeuvring booklet, if available, and the manoeuvring information displayed on the navigating bridge (pilot card and wheelhouse poster) are to be updated.

The Administration requires that any update of the manoeuvring characteristics of the ship (in respect to Overridable or Non-overridable system) is verified by Recognised Organisation (RO) and to be completed no later than the next scheduled periodical survey related to the Safety Construction Certificate (SAFCON).

In cases where the manoeuvring characteristics of the ship are determined by new sea trials; Recognised Organisation (RO) will, as part of the verification stated above, verify that the new sea trial has been undertaken in accordance with the requirements for new sea trials contained within IACS Recommendation No. 172 (as amended).

In cases where Recognised Organisation (RO) has witnessed the new sea trial, a witness statement attesting to the effect of the SHaPoLi arrangement, shall be issued by Recognised Organisation (RO).

Alternative methods for updating the manoeuvring characteristics, such as CFD (Computational Fluid Dynamics) numerical calculations, are acceptable subject to plan appraisal, and are to be included in the EEXI technical file.

Issuance of short term/limited validity letter/permit in relation to any interim compliance scheme for EEXI (ShaPoLi/EPL systems)

(32nd RO BCC meeting - 29th June 2023)

Recognised Organisation (RO) is to approach the Administration when situation arise, for possible temporary dispensation, on a case by case basis.

EEXI implications in case of change from Bulk Carrier to General Cargo

(33rd RO BCC Meeting - 2nd May 2024)

The position of the Administration is: if a vessel has been built and designed as a bulk carrier, and there is no evidence of significant change, then it will remain a bulk carrier.

MARPOL Electronic Record Books

(REG-UI 002)

The Administration delegates the approval of electronic record books to Recognised Organisation (RO).

This is applicable to the use of the following electronic record books and recording requirements under the MARPOL Annexes and the Technical Code on Control of Emission of Nitrogen Oxides from Marine Diesel Engines (NOx Technical Code):

• Oil Record Book, parts I and II (MARPOL Annex I, regulations 17.1 and 36.1)

• Cargo Record Book (MARPOL Annex II, regulation 15.1)

• Garbage Record Book, parts I and II (MARPOL Annex V, regulation 10.3)

• Ozone-depleting Substances Record Book (MARPOL Annex VI, regulation 12.6)

• Recording of the tier and on/off status of marine diesel engines (MARPOL Annex VI, regulation 13.5.3)

• Record of Fuel Oil Changeover (MARPOL Annex VI, regulation 14.6)

• Record Book of Engine Parameters (NOx Technical Code, paragraph 6.2.2.7)

The generic system must have been approved by a REG authorised Recognised Organisation (RO) or member of the REG (in most cases this will be by a RO); and

The RO classing the ship and issuing the MARPOL certificates must be contacted in order to arrange for the system to be accepted for use onboard the ship. The RO will verify the system has been installed correctly on the ship, including anything ship specific such as back-up systems. If satisfied the system is acceptable, the RO classing the ship issues a Declaration of MARPOL Electronic Record Book to the ship.

TONNAGE 69

Tonnage Certificate

The certificate should be renewed only upon structural alterations affecting the tonnage.

Where an existing tonnage certificate issued by a foreign authority or other recognised organisation is accepted by Recognised Organisation (RO) as evidence of the ship’s tonnage, Recognised Organisation (RO) shall ascertain that there have been no material changes or alterations to the vessel which would affect the tonnage as given in the existing certificate.

Recognised Organisation (RO) shall immediately forward one copy to the Administration.

Recognised Organisation (RO) shall obtain copies of the tonnage calculation from the issuing authority for the existing certificate.

The tonnage certificates are no longer issued by the British Committee of Recognised Organisation (RO).However, TLO Newcastle shall be contacted regarding the procedures to be applied.As a general rule, TLOs shall send draft certificates to TLO Newcastle for their completion and issuance.

TLO Newcastle issues: International tonnage certificates, certificates of surveys and form SUR 118 to ships changing flag within the group of flags.

A Recognised Organisation (RO) surveyor can complete form SUR 118 but is not authorised to sign it. Only the Owner, his representative or the builder can sign it.

(Agenda item 10 of the BCC meeting 2015)

Recognised Organisation (RO) is to ensure all Tonnage Certificates (ITC 69) contain the correct information as required in the convention and the specimen certificate thereto, and also to ensure the original Certificate of Survey contains the correct information of the ship and its tonnages.

In circumstances where the original Certificate of Survey had been reissued with insufficient data, then this certificate must be promptly updated when the correct data is available at the time of completion of vessel’s construction and delivered to the owner.

Change of tonnage - REG Unified-Interpretation

(Administration email dated 03/06/2020, REG-UI 0001.A01)

The Administration would not normally consider small changes made solely for compliance with a new regulation to affect tonnage or application of regulations under other Conventions.

For “new” ships under the Tonnage Convention, tonnage shall always be re-measured following changes to enclosed spaces and if <=1% then either annotate the current certificate or issue a new certificate, at owners discretion; in either case using retaining the existing tonnage. If the cumulative effects of more than one such change exceeds 1% of the original tonnage, then the recalculated figure shall be used on the Tonnage Certificate and all other Convention certificates.

For “existing ships” the current 1% allowance under TM5./Circ.6 applies.

Yachts

(REG Tonnage Guidelines for Yachts Rev.1.2)

Yachts can be regarded as purpose-built ships which have some unique constructional features in exterior areas for aesthetical reasons or for guest recreation that do not affect the overall size or useful capacity for which it would be unreasonable to include in the vessel’s tonnage.

The document “REG Tonnage Guidelines for Yachts Rev.1.2” provides Recognized Organizations (ROs) acting on behalf of this Administration additional guidance on how to apply the International Convention of Tonnage Measurement of Ships, 1969 and TM.5/Circ.6 for typical yacht arrangements.

Guidelines Rev.1.2 are applicable to vessels with contracts signed on or after 1st January 2025 and projects with contracts signed before 1st January 2025 keel to be laid no later than 1st January 2026.

BWM Convention

Ballast Water Management systems

(Action 7 of the RO BCC dated 31/10/2014)

The Administration will accept type approval certificates issued for Ballast Water Management Systems equipment approved in accordance with the G8 Guidelines (Resolution MEPC.174(58)) by the other Contracting Administrations, on Virgin Islands ships.

Initial Survey for D-1 compliance only

(UK/REG interim policy received on 24/08/2017).IMO BWM.2/Circ.40 provides for a three-month period of grace for BWM Plans to be approved and placed onboard vessels. This implies that completion of the initial survey has a similar grace period, until an approved plan is onboard.

The validity of the Statement of Compliance issued by Recognised Organisation (RO) shall reflect the status of the initial survey required by the convention. Once Recognised Organisation (RO) is satisfied that the requirements of the initial survey have been fully met, then a full term Statement of Compliance may be issued.As a consequence of the above, if the initial survey requirements are substantially met and Recognised Organisation (RO) is satisfied that the vessel is compliant with the applicable requirements of the Convention, then a one-off Statement of Compliance valid until 7th December 2017 is issued to allow sufficient time for verification of full compliance onboard.

For further information, refer to attached file “BWMC - REG Initial Survey Policy.docx”.

Hopper Dredgers

(Administration email dated 29/06/2018)

With reference to BWM.2/Circ.32, the Administration position is that water held in the hopper of a dredger does not fall under the requirements of the Convention. This does not impact on application of the Convention to any water held in the ballast tanks of hopper dredgers, should they have them.

Electronic Ballast Water Record Book

(REG-UI 007)

The generic system must have been approved by a REG authorised Recognised Organisation (RO) or member of the REG (in most cases this will be by a RO); and

Recognised Organisation (RO) must be contacted in order to arrange for the system to be accepted for use onboard the ship. Recognised Organisation (RO) is to verify the system has been installed correctly on the ship, including anything ship specific such as back-up systems. If satisfied the system is acceptable, Recognised Organisation (RO) is to issue a Declaration of electronic Ballast Water Management Record Book to the ship. This Declaration must be retained onboard as evidence that the system has been accepted.

Refer to attached file REG-UI 007 for Administration’s policy on electronic signatures, storage of data and offline records.

COLREG 72

Untitled

ILO conventions

Crew accommodations - ILO 92 & 133 conventions

Miscellaneous technical requirements

Commercial Yachts

Load Line & SOLAS Certificates endorsements

The endorsement requirements for all Load Line and SOLAS Certificates for large commercial yachts should be along the following lines.

Load Line Certificate endorsements

1. For yachts compliant with LY1 (“The Code of Practice for Safety of Large Commercial Sailing & Motor Vessels”)

   QUOTE

   CONDITIONS: This vessel is to comply with the requirements of “LY1” – “The Code of Practice for Safety of Large Commercial Sailing & Motor Vessels”, as an equivalent to the International Convention on Load Lines 1966, under the terms of IMO Circular Letter No.1996, dated 25 July 1997, as a “yacht engaged in trade as a commercial vessel (12 passengers max)”

   UNQUOTE

2. For yachts compliant with LY2 (“The Large Commercial Yacht Code”)

   QUOTE

   CONDITIONS: This vessel is to comply with the requirements of “LY2” – The Large Commercial Yacht Code, as an equivalent to the International Convention on Load Lines 1966, under the terms of IMO Circular Letter No. 2937, dated 13 January 2009, as a “yacht engaged in trade as a commercial vessel (12 passengers max)”

   UNQUOTE

3. For yachts compliant with LY3 (“The Large Commercial Yacht Code”)

   QUOTE

   CONDITIONS: This vessel is to comply with the requirements of “LY3” – The Large Commercial Yacht Code, as an equivalent to the International Convention on Load Lines 1966, under the terms of IMO Circular LL.3/Circ.228, dated 16 September 2013, as a “yacht engaged in trade as a commercial vessel (12 passengers max)”

   UNQUOTE

SOLAS Certificates endorsements

1. For yachts compliant with LY1 (“The Code of Practice for Safety of Large Commercial Sailing & Motor Vessels”)

   QUOTE

   CONDITIONS: This vessel is to comply with the requirements of “LY1” – “The Code of Practice for Safety of Large Commercial Sailing & Motor Vessels”, as an equivalent to the International Convention for the Safety Of Life At Sea, 1974, under the terms of IMO Circular Letter No.1996, dated 25 July 1997, as a “yacht engaged in trade as a commercial vessel (12 passengers max)”

   UNQUOTE

2. For yachts compliant with LY2 (“The Large Commercial Yacht Code”)

   QUOTE

   CONDITIONS: This vessel is to comply with the requirements of “LY2” – The Large Commercial Yacht Code, as an equivalent to the International Convention for the Safety Of Life At Sea, 1974, under the terms of IMO Circular Letter No. 2937, dated 13 January 2009, as a “yacht engaged in trade as a commercial vessel (12 passengers max)”

   UNQUOTE

3. For yachts compliant with LY3 (“The Large Commercial Yacht Code”)

   QUOTE

   CONDITIONS: This vessel is to comply with the requirements of “LY3” – The Large Commercial Yacht Code, as an equivalent to the International Convention for the Safety Of Life At Sea, 1974, under the terms of IMO Circular SLS.14/Circ.523, dated 16 September 2013, as a “yacht engaged in trade as a commercial vessel (12 passengers max)”

   UNQUOTE

Launching Appliances - Replacement Intervals for Synthetic Fibre Rope Falls

(REG-UI 005)

The provision for the use of synthetic fibre rope falls and this REG-UI regarding their replacement intervals is limited to those vessels certificated in accordance with the REG Yacht Code only.

The REG has concluded than an extension of the renewal interval to no more than 24 months in order to align with the annual attendance by Surveyors is considered appropriate, subject to compliance with the criteria outlined below.

Synthetic fibre rope falls shall be designed with a Factor of Safety on the basis of the maximum working load assigned and the ultimate strengths of the materials used for construction. The required Factor of Safety shall be at least 7.5 or in accordance with the Rules of a Recognised Organisation (whichever is higher).

Synthetic fibre ropes including the details of any splicing and terminal connections shall comply with the requirements of a Recognised Organisation, be certified accordingly and be suitable for the specific application for which they are proposed.

The weekly and monthly tests and inspections as required by Regulations 20.6 and 20.7 of SOLAS Chapter III shall be carried out onboard under the direction of a senior ships officer.

The thorough examination of synthetic fibre rope falls for man riding launching appliances (both LSA and non-LSA) shall be undertaken by an Authorised Service Provider in accordance with the applicable requirements of IMO Resolution MSC.402(96).

In lieu of compliance with the above paragraph, launching appliances installed onboard vessels of less than 500GT may be dealt with in accordance with the provisions of Part A, 13.4 (3) (g) of the REG Yacht Code (2024 Edition).

The inspection of launching appliances including their synthetic fibre rope falls during periodical surveys shall be dealt with by the attending Surveyor in accordance with standard survey procedures.

Synthetic fibre rope falls shall be replaced at intervals specified either by the manufacturer, the Rules of the applicable Recognised Organisation or 24 months, whichever is less. It shall, however, be noted that the aforementioned provisions are subject to ensuring that no defects are identified during the periodical inspection regime outlined above that would require their replacement any sooner.

Where replacement intervals are based on the number of operating cycles, records of the same shall be maintained and kept onboard as part of the mini-ISM or ISM system as applicable.

Disapplication of requirements of the 2024 Edition of the REG Yacht Code

(REG Yacht Code Guidance Information 2024/1 Amendment 03)

REG has taken the decision to disapply the following requirements of the 2024 Edition of the Code to those vessels, whose contract for construction is signed prior to 01 January 2027, or, in the absence of a building contract, the keel of which is laid, or the vessel is at a similar stage of construction prior to 01 January 2027:

• Stability Criteria: Stability criteria for vessels with openings in the hull, the lower edge of which is less than 600mm above the uppermost load line and floodable tender garages (Part A, Chapter 11, sections 11.5 & 11.6 refer).

  Refer to section 2 of the REG Yacht Code Guidance Information 2024/1 Amendment 03 for the final set of regulatory amendments to the criteria for vessels with openings in the hull, the lower edge of which is less than 600mm above the uppermost load line including vessels with floodable tender garages.

  These amendments shall apply to those vessels, whose contract for construction is signed on or after 01 January 2027 or, in the absence of a building contract, the keel of which is laid, or the vessel is at a similar stage of construction on or after 01 January 2027. However, the early adoption of these amendments, either partial or in full, is recommended.

Following the inspection of several sub 500GT yachts specifically to examine the technical feasibility of installing structural fire protection in tender garage spaces and larger lockers containing Personal Watercraft (PWC’s), due consideration being given to the damp and sometimes wet environment within such spaces and a further review of incident data in relation to fires in such spaces, the REG has taken the decision to remove the following requirement from the 2024 edition of the Code:

• Fire Safety: Vessels of less than 500GT - Passive fire protection for enclosed spaces containing vehicles with petrol in their tanks (Part A, Table 14A.1 and 14A.2 (3) (b) refer).

Spaces containing lithium-Ion batteries in isolation or lithium-Ion batteries in combination with petrol shall still need to be provided with passive fire protection in accordance with the requirements of the REG Yacht Code 2024, Part A, Chapter 14A, Table 14A.1 and MGN 681 (M) Fire Safety and storage of small electric powered craft on yachts.

Heliports on Large Yachts

(REG-GN 001 Rev.1)

Aviation Inspection Bodies (AIBs) are approved by the UK Maritime and Coastguard Agency (MCA), under the authority of the UK Department for Transport (DfT). AIBs are authorized to conduct yacht heliport inspections and certification against the requirements of the REG Yacht Code (YC) Annex H – ‘Helidecks’.

The ROs have authority to approve aspects of the yacht heliports which are relatively routine for them, such as shipboard heliport structural strength and fixed firefighting systems.

The full division of work between AIBs and ROs is as per the delegation matrix in Annex 1 to this Guidance Note REG-GN 001 (attached file).

Any ‘equivalent arrangements’ to prescriptive requirements must be supported by a robust technical justification which is supported by the AIB and/or RO, in order to receive Flag approval. AIBs and ROs should not be involved in prescribing any mitigation measures, this is the responsibility of the builder/designer or operator, who should seek advice from an independent expert when necessary. Each REG Administration with have their own template for an ‘equivalent arrangement application form’; the AIB or RO, as appropriate, will submit to Flag for approval.

For a newbuild project, the AIB will issue a ‘Helideck Landing Area Technical Certificate (HLATC)’ to the yacht builder when they are satisfied with the shipboard heliport’s physical characteristics and associated hardware under their direct purview as well as the matters being dealt with by the RO.

Code on Noise Levels on Board Ships

Interpretation: Ch. 6 Acoustic Insulations between Accommodation Spaces

Further to email dated 11/07/2017, the Administration agrees the following interpretations:

1. Public spaces and Offices:

   - Rw45 is required to the boundaries between public spaces and cabins/hospitals.

   - “Offices” are not categorized as “Public Spaces”, but may be regarded as “Accommodations” in accordance with SOLAS Chap. II-2/ Reg.3.1 which defines each spaces.

2. Category of Stairways/staircases/elevator:

   Stairways/staircases/elevator should not be categorized as corridor, and then the airborne sound insulation for bulkheads between cabins and stairways/elevator are NOT required.The Administration agrees the code does not require sound insulation in this case, but the maximum noise levels (dB(A)) required for cabins in section 4.2 of the Code must be followed.

3. Concealed or inaccessible space:

   As to concealed or inaccessible space behind lining, the airborne sound insulation for bulkheads and decks are NOT required.

Small Commercial Vessels

Recognised Organisation (RO) Newcastle should be contacted when a request for such a code survey is received.

Certificate of Measurement of vessels under 24m (except fishing vessels)

(Marine Notice No. 07/2021)

In order to register a pleasure yacht of less than 24m in length, a Certificate of Measurement, comprising of the vessel’s particulars and a simplified tonnage calculation is to be submitted to the Administration.

The Certificate of Measurement for pleasure yachts less than 24m in length may be prepared by Recognised Organisation (RO), the Certificate of Measurement should include a simplified tonnage calculation.

The Certificate of Measurement may be in the simplified Form as per Annex 1 to the Marine Notice No. 07/2021.

Guidance on the measurement and tonnage calculation is provided in Annex 2 to the Marine Notice No. 07/2021.

Crew Boats

(Marine Notice No. 01/2017)

Crew Boats are used to transport industrial workers, stores, materials or equipment from nearby shore base facilities and the offshore oil and offshore gas installations, and vice versa.

The extra persons transported are not typical passengers but primarily industrial personnel, trained for the marine environment and experienced in emergency and evacuation procedures.

In view of the above, the Administration establishes an equivalent standard to the SOLAS passenger ship requirements for crew boats.

Crew Boats are required to be classed as “CREW BOAT” by a Classification Society recognized by the Administration.

Refer to the guidelines in Marine Notice No. 01/2017 (attached file) for technical requirements, survey and certification procedure applicable to Virgin Islands Crew Boats of less than 500 Gross Tonnage.

ISM Code

Authorisations & instructions

Specific requirements

Search and Rescue Cooperation Plans on Passenger Ships

(Marine Circular No. 01/2023)

SOLAS requires the carriage of plans for co-operation between passenger ships and relevant Search and Rescue (SAR) services relevant to the vessel’s area of operation. In the interests of safety and efficient emergency response, a plan for cooperation with the appropriate SAR services must be drawn up and carried by all British Virgin Islands passenger vessels and all passenger vessels using British Virgin Islands waters.

Where possible, the periodic exercise should be incorporated into the Company’s existing exercise schedule, such as those already being undertaken in accordance with the International Safety Management Code, so as to include the relevant SAR services and test cooperation arrangements without imposing an additional burden on ship’s staff. The programme of exercises should also aim to ensure that, as far as possible, all staff are able to participate over time.

Owners/operators should ensure that each SAR Cooperation plan is kept up to date. The review, updating and auditing of SAR cooperation plan should be conducted as part of the ISM safety management system (SMS).

ISPS Code

Authorization & Instructions

MLC, 2006

Scope of authorisation

Appendix — Agreement governing the delegation of statutory survey and certification services

Agreement

See the attached file “Agreement_Virgin Islands_RO SA_19072021”.

See the attached file “VISMA_Addendum to the Agreement_16102025”

Appendix — Annex 1 to the Agreement

Applicable Instruments and Degree of Authorisation

See the attached file “Appendix 1_Virgin Islands_RO SA”

Appendix — Annex 2 to the Agreement

Reporting to the Administration

See the attached file “Appendix 2_Virgin Islands_RO SA”.

Appendix — Annex 3 to the Agreement

Definitions

See the attached file “Appendix 3_Virgin Islands_RO SA”

Appendix — Annex 4 to the Agreement

List of current Virgin Islands Shipping Registry Recognised Organisations

See the attached file “Appendix 4_Virgin Islands_RO SA”

Appendix — Annex 5 to the Agreement

Exemption Certificate and Equivalence Application Form

See the attached file “Appendix 5 - Exemptions and Equivalence Application”