Cayman - Specific requirements by the Cayman Islands Administration

Flag instructions relating to statutory surveys

Flag procedural requirements

General policy

Agreement

A new agreement has been signed between the Maritime Authority of the Cayman Islands Maritime and Recognised Organisation (RO) SA. It enters into force on 1st November 2020. The Agreement and its Appendices 1 to 4 show the details of authorisation granted (see Agreement governing the delegation of statutory survey and certification services to Appendix 4 to the Agreement).

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 are the prerogative of the Administration, Recognised Organisation (RO) will co-operate in their establishment as necessary. Recognised Organisation (RO) applies the IMO interpretations and Circulars, as well as the available IACS Unified Interpretations as staed 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 has 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 Maritime Authority of the Cayman Islands may approve them prior to issuance. Recognised Organisation (RO) will co-operate in their establishment as necessary.

Except where there are specific instructions within Annex 1 to Guidance Note 02/2025 (i.e. SOLAS II-2 fire extinguishing arrangements in cargo spaces - Reg.10.7), all exemptions and equivalent arrangements will be issued by the Administration (i.e for any new, or existing exemptions re-issuance).

In instances where, temporarily, the requirements of an applicable instrument cannot be met under particular circumstances, proposal for such measures or supplementary equipment as may be available to permit the vessel to proceed to a suitable port where permanent repairs or rectification can be effected or replacement equipment fitted, are to be acceptable to Recognised Organisation (RO) who shall immediately inform the Administration in writing (technical@cishipping.com) before any such action taken is taken.

Exemptions and Equivalents - GISIS

(Annex 1 to Guidance Note 02/2025)

Exemptions and equivalent arrangements that have been issued for CISR ship types (i.e. yachts) or specific ships are available in GISIS in the Cayman Islands (United Kingdom) section. Equivalent arrangements within the scope of the Red Ensign Group (REG) Yacht Code are to be documented on a “Form 526 - Equivalent Arrangement Application Form”, as provided in Appendix 2a and 2b of CISN 02/2025 (see National Legislation and Guidance). If the arrangements have operational implications agreement of the Owner’s representative will be required. These are not promulgated to the IMO members states but form part of the yacht’s documentation.

Electronic Certificates

(Guidance Note 02/2023)

Recognised Organisation (RO) is authorized to issue certificates in an electronic format according to FAL.5/Circ.39/Rev.2

Communication and liaison

Reporting to the Administration

See Appendix 2 of the Agreement in Appendix 2 to the Agreement

1. For statutory certificates issued or endorsed:

   The Administration is automatically notified when a survey has been performed and certificate issued. Survey reports and certificates are made available through VeriSTAR. Upon request, the MOC will send a copy of the certificates to the Administration.

   The MOC shall immediately notify the Administration when a statutory certificate has expired before the survey is carried out or where the surveys have not been carried out within the time frames.

2. Damage, Deficiencies and Withdrawal of Statutory Certificates

   Recognised Organisation (RO) shall notify the Administration immediately upon:

   • becoming aware of a situation where a ship did not in all respects remain fit to proceed to sea without danger to the ship or persons on board, or presenting unreasonable threat of harm to the environment.

   • 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.

   • 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 Guidelines on the Implementation of the International Safety Management (ISM) Code by Administrations.

   Recognised Organisation (RO) shall inform the Administration, as soon as possible, of any marine incidents, machinery or structural breakdowns, or failures that they are aware of on a ship, which if not corrected would endanger the safety of the ship, its occupants or any other person or the environment.

   In the instance of a Cayman Islands registered ship suffering damage or developing a defect that affects statutory certification, the RO shall inform the Administration outlining the damage/defect and the repair.

   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) and the Port State Authorities shall be informed by the owner. 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.

3. Examples of Major Deficiencies to be reported to the Administration

   The following list, indicates those deficiencies which should be considered of such a serious nature as to be categorised as major deficiencies. In cases where full rectification seems not possible before vessel departure, the Administration is to be contacted for agreement with proposed temporary rectification and mitigation measures prior to sailing of the vessel.

   • Any defect or combination of defects to the vessel which in the opinion of the attending Recognised Organisation (RO) Surveyor would preclude the issue, endorsement or continued validity of a certificate under the applicable instruments

   • Any deficiency or combination of deficiencies which in the opinion of the attending Recognised Organisation (RO) Surveyor could lead to a detention of the vessel.

   • An absence of a certificates or other mandatory documentation or plans

   • Any defect or other observed situation on board which, in the opinion of the Recognised Organisation (RO) Surveyor, where a ship did not in all respects remain fit to proceed to sea without danger to the ship or persons on board or presenting unreasonable threat of harm to the environment.

4. Hull damage

   (BCC 16)

   Where a ship registered in the Cayman Island is attended for hull damage, the MOC immediately report the extent of the damage, the contempted repairs and the location of the ship to the Maritime Authority of the Cayman Islands (MACI).

Transfer of class

See Appendix 4 to the Agreement for recognition of other classification societies.

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 Administration 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.

Ship detention

The Administration may seek assistance of Recognised Organisation (RO) in verifying the rectification of the deficiencies to allow the detention to be lifted. Refer also to Port State Control.

Statutory certificates - Endorsement

Cayman 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 Cayman Islands are endorsed with the following mention: “This Certificate is issued on behalf of the Cayman 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.

For statutory certificates not issued through ASMS Certificates Editor or ASMS2 (such as tonnage certificates), the footnote is to be duly added to the issued certificate.

Conditions of class relating to statutory items

(Letter from MCA MS16/62/2 dated 4^th November 2011 and e-mail 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 Cayman Islands. It is not necessary to issue short term Safety Construction and / or Load Line certificates in such cases.

However, the use of a condition of class 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 Cayman Islands as the only course of action to take. Such deficiencies (or multiple deficiencies) are to be reported to the Cayman 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.

National Legislation and Guidance

All national legislation, shipping notices and guidance notices are available at www.cishipping.com.

Refer to the Guidance Note 02/2025 “CIGN 02.2025 rev1.2 - Instructions to ROs”.

Convention requirements left “to the satisfaction of the Administration”

The Administration requirements for convention requirements left “to the satisfaction of the Administration” are provided in the Shipping Notice 02/2020 (refer to the attached file).

Existing Passenger Ships and Passenger Yachts

(Annex 1 to Guidance Note 02/2025)

As per Appendix 1, all surveys of passenger ships and passenger yachts will be carried out by surveyors from the Administration in conjunction with Recognised Organisation (RO) surveyors.The Administration lead surveyor, the Recognised Organisation (RO) surveyor(s), the master and the operator of the vessel will discuss prior to commencement, the delegation of survey items.

At renewal surveys the Recognised Organisation (RO) surveyor(s) and the attending Administration surveyor are to complete a Combined Declaration of Survey of a Passenger Ship or Passenger Yacht, as per Appendix 5.

On completion of all surveys the Administration will issue the full-term Passenger Ship Safety Certificate (PSSC) or Passenger Yacht Safety Certificate (PYSC), as appropriate. The Statement of Operational Limitations is also reviewed and re-issued by the Administration at each renewal survey.

Instructions for Change of Name or Cayman Port or Flag

(Annex 1 to Guidance Note 02/2025 and Guidance Note 03/2023)

Instructions for change of flag - Merchant ships

When the Administration is not attending for a flag-in survey, Recognised Organisation (RO) shall complete and return the “RO Instructions for Change of Flag – Merchant Ships”, as per Appendix 7.

Interim ISM, ISPS and MLC audits and inspections may be carried out by Recognised Organisation (RO) without formal authorisation for vessels that the Administration has confirmed will be accepted on the Enhanced Delegation Scheme (known to Shipowners as the CISR Flag State Compliance (FSC) scheme). However, this does not preclude the Administration from conducting the interim audits or inspections at the request of the Shipowner or when deemed appropriate by the Administration.

Instructions for change of flag - Pleasure Yacht Not Engaged in Trade - REG Coded Yacht

When the Administration is not attending for a flag-in survey of a pleasure yacht, Recognised Organisation (RO) shall complete and return the “RO Instructions for Change of Flag – Pleasure Yacht Not Engaged in Trade”, as per Appendix 8.When the Administration is not attending for a flag-in survey of a REG Yacht Code certified large yacht from another Red Ensign Group (REG) flag, Recognised Organisation (RO) shall complete and return the “RO Instructions for Change of Flag – REG Coded Yacht”, as per Appendix 9.

Change or Name or Port Surveys - Yachts

When Recognised Organisation (RO) attends to sign the Carving and Marking Note (CMN) for a change of name or Cayman Islands’ port for a yacht, Recognised Organisation (RO) shall complete and return the “RO for Change of Name or Cayman Port”, as per Appendix 6.

Remote Inspection Techniques

Reference is made to Paragraph 14 of Annex 1 to Guidance Note 02/2025 requiring that a documented procedure is to be submitted by the RO to the Administration for agreement in principle on a case-by-case basis.This submission for case by case acceptance by the Administration of the requested RIT is to be made as soon as possible and in advance of the survey commencement.For ESP ships, this shall be preferably done at the time the Survey Programme is agreed.

Technical requirements

Initial survey

As soon as possible, the construction MOC submits a brief report and confirms that the ship complies with relevant requirements.

Electronic Official Log Books (OLB)

(Guidance Note 08/2023)

The acceptance of keeping an electronic Official Log Book (OLB) on board a Cayman Islands ship is based on the principles established by IMO for keeping electronic record books under the MARPOL Convention (MEPC.312(74) “Guidelines on the use of Electronic Record Books under MARPOL.”).

The generic system in use must be documented by an authorised Recognized Organization as meeting the general principles for data entry, storage, retrieval, back up and system updating contained in MEPC.312(74).

Recognised Organisation (RO) (responsible for classing the ship) must verify that the OLB has been installed correctly on board the ship (including any offline or cloud based back up systems). If satisfied, Recognised Organisation (RO) should issue a written statement that the system and its installation on board meet the general principles contained in MEPC.312(74).

This statement must be retained on board as evidence that the electronic OLB has been accepted.

LL 66

Load Line Certificate

Recognised Organisation (RO) approves the drawings, performs the survey and issues the certificates. See Appendix 1 to the Agreement.

Multiple Load Line Certificates

No formal authorisation is required for the issue of multiple load line certificates. The requirements which should be applied to CISR registered vessels are as follows:

• The ship fully complies with all the applicable safety and pollution convention requirements appropriate for a ship of the maximum deadweight for which the minimum freeboard could be assigned;

• Only one set of Load Lines is displayed at one time -all others should be permanently marked but effectively painted over.

• If there are International Load Line Certificates in force concurrently relating to each set of Load Line marks, the Master is to ensure that the certificate in use corresponds to the Load Line marks displayed.

• The Master should make an entry in the vessel's Official Log Book on each occasion that the Load Line marks in use are changed. The attendance of a RO’s surveyor on such occasions is not required;

• All Load Line marks should be checked annually by the attending RO’s surveyor conducting the Load Line Annual survey. The CISR requires that all other statutory certificates shall show only the maximum deadweight of the ship. It is NOT intended to issue a full set of statutory certificates corresponding to each of the deadweights shown on the multiple Load Line Certificates

SOLAS 74

Cargo Ship Safety Construction Certificate

Stability

Recognised Organisation (RO) is duly authorized to issue/endorse/approve:

- Intact stability

- Damage stability for ILLC and as required by SOLAS or MARPOL

This is a new certificate introduced under HSSC and whilst it incorporates the Safety Construction, Safety Equipment and Safety Radio Certificates, each of these certificates is still subject to its own survey regime. Hence all forms of survey are involved.

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”.

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.

Lifting appliances and anchor handling winches (SOLAS II-1/Reg.3-13)

(Annex 1 to Guidance Note 02/2025)

For lifting appliances which have a safe working load below 1,000 kg, the Cayman Islands Merchant Shipping (Maritime Labour Convention) (Health and Safety) Regulations, 2014, should be applied. This requires that the shipowner and master of a Cayman Islands ship shall take into account the guidance contained in “The Code of Safe Working Practices for Merchant Seamen” (COSWP), as published by the UK Maritime and Coastguard Agency.

Existing lifting appliances and anchor handling winches with valid certificates of test and thorough examination under another international instrument acceptable to the Administration should be considered compliant with the new regulations. Certification under ILO Convention no.152, or equivalent, is acceptable to the Administration.

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:

• Review and approval of replacement lifeboat and rescue boat RRS (MSC.1/Circ.1392 Paragraph 20)

• Discretion to decide if the hook fixed structural connections need to be replaced (Paragraph 21)

• Witnessing of the installation (Paragraph 23)

• Witnessing of the post installation testing (Paragraph 25)

• 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 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

(Annex 1 to Guidance Note 02/2025)

CIGN 05/2007 states the requirements for voyage date recorders and simplified voyage data recorders. Within MSC.333(90), amended by MSC.494(104), different standards are permitted depending on if the VDR has been installed before 1 July 2014 or on/after 01 July 2014.

The term “installed” shall be taken as meaning set in position, connected to relevant peripheral equipment, tested and ready for use and evidence of proper operation is verifiable by the Flag/RO or its representative.

The Administration does not accept IACS UI SC295 but may take into consideration, on a case-by case basis, an unforeseen delay in commissioning.

Breathing apparatus

(Email from MCA dated 14/01/2015)

The Administration’s interpretation of SOLAS II-2 Regulation 15.2.2.6 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)

The Administration does not accept IACS UI (SC241) on Manually operated call points (MOCP), particularly in relation to the statement:

“Service spaces and control stations which have only one access, leading directly to the open deck, shall have a manually operated call point not more than 20 m (measured along the access route using the deck, stairs and/or corridors) from the exit.”

In these cases, the manually operated call point shall be at the exit to the space. In cases where a ship is fitted with a Fixed Fire Detection System with MOCPs, the MOCPs shall be capable of immediate operation at all times in accordance with the FSS code. In particular, when a fire detection zone has been isolated or disabled and the MOCPs in this zone must continue to operate.

(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.

Voluntary early implementation of amendments to the 1974 SOLAS Convention (MSC.1/Circ.1565)

The Administration has agreed that in respect to the requirements of II-2/10.5 a fixed water-based local application fire-extinguishing system may be fitted in lieu of a 135L foam extinguisher. The equivalence is available in IMO GISIS Ref. No. XQ46533.

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

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

(Guidance Note 09/2019)

The Administration delegates Recognised Organisation (RO) for authorization of Authorized Service Providers (ASP).

Existing approvals will be valid after 1st January 2020 until the approval’s expiry date or until 3 years from the date of issue, whichever occurs first. Once the approval has expired, it will have to be re-issued in accordance with Resolution MSC 402(96).

The Administration will accept the authorization of service providers issued by other Administrations.

Authorized Service Provider (ASP) includes manufacturers when they are acting as an ASP

Authorized Service Provider can be accredited to work on a different manufacturer’s equipment, however they will have to demonstrate during their authorisation process that they have sufficient technical information (e.g. the manufacturer’s guidelines) in order to establish a training program for the make and type of another manufacturer’s equipment.

Embarkation ladders and other means of embarkation enabling descent to the water

(Guidance Note 09/2023)

Some vessels fitted with lifeboats and/or davit launched liferafts, have been removing their IMO LSA Code type approved ‘Embarkation Ladders’ and replacing these with other type approved devices enabling descent. These devices are often referred to in sales literature as ‘controlled decent devices’ or ‘emergency ladders’, with the type approval certificate referencing SOLAS.

ISM Managers should review the arrangements on the vessels under their management and ensure that if type approved descent devices have been provided that there is still at least one type approved “Embarkation Ladder” on either side of the vessel.

The use of a descent device should be formally agreed with the Administration, and be indicated on the vessel’s approved Safety Plan.

The inspection and test requirements of any approved descent device, as detailed in the manufacturer’s instruction or type approval certificate, should be incorporated in the vessels planned maintenance system.

Many “controlled decent devices” have a limited service life and are supplied with an “expiry date”. All such devices should be replaced onboard before this date, even if never used.

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 SOLAS II-2/7 as applicable to cargo ships

(Annex 1 to Guidance Note 02/2025)

The phrase “Manually operated call points complying with the Fire Safety Systems Code shall be installed throughout the accommodation spaces, service spaces and control stations” does not require the fitting of a manually operated call point in an individual space within the accommodation spaces, service spaces and control stations.

However, a manually operated call point shall be located at each exit (inside or outside) to the open deck from the corridor such that no part of the corridor is more than 20 m from a manually operated call point.

Service spaces and control stations which have only one access, leading directly to the open deck, shall have a manually operated call point located at the same deck not more than 20 m (measured along the access route using the deck and/or corridors) from the exit.

A manually operated call point is not required to be installed for spaces having little or no fire risk, such as voids and carbon dioxide rooms.

The above is in line with IACS UI SC24, with the exception that MOCPs should be installed such that they serve one deck only, this being the deck on which they are installed.

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.

Passenger Ship Safety Certificate

Newbuild Passenger Ships are subject to a project specific delegation agreement; see Addendum C of Appendix 1 to the Agreement (see Appendix 1 to the Agreement)

Existing Passenger Ships: refer to the ‘Combined Declaration for a Passenger Ship or Passenger Yacht’ provided in Addendum D of Appendix 1 to the Agreement (see Appendix 1 to the Agreement)

SOLAS Codes

MODU Safety Certificate

Recognised Organisation (RO) is fully delegated for MODU Codes – Mobile Offshore Drilling Units – 1979 Code, 1989 Code and 2009 Code.

Document of compliance for dangerous goods

(SOLAS II-2/19)

This is in relation to spaces on cargo and passenger ships in which dangerous goods (IMDG Code) are to be carried. Recognised Organisation (RO) is fully delegates regarding the Document of Compliance with the Special Requirements for Ships Carrying Dangerous Goods

HSC certificate

Recognised Organisation (RO) is fully delegated.

The HSC Safety Certificate covers all aspects – Structural, stability, equipment and operation. The periodical survey is akin to the renewal survey and is to be carried out annually.

Special Purpose Ship Certificate

Recognised Organisation (RO) is fully delegated for vessel’s other than Yacht Support Vessels.

DSC construction and equipment certificate

Recognised Organisation (RO) is fully delegated.

The Code of Safety for Dynamically Supported Craft is oddly structured in that the “periodical survey” is in fact the renewal survey and the period of validity 1 year is more by inference than by specific reference. This interpretation is supported by the fact that the code states that any extension to the period of validity should not exceed 30 days.

Document of authorization for the carriage of grains

Recognised Organisation (RO) is delegated.

The assessment of the stability for a ship carrying bulk grain is based on the intact stability of the ship. The vessel is to meet additional stability criteria the investigation of which is undertaken prior to the issue of the approval in the form of the document of compliance. There is no SOLAS format for the DOC for Grain but standard formats have been developed.

(Annex 1 to Guidance Note 02/2025)

The International Code for the Safe Carriage of Grain in Bulk (Resolution MSC.23(59) paragraph 10.4) has provisions for a dispensation to be granted from levelling free gain surfaces in a cargo hold when there is a “specially suitable compartment”, as defined in paragraph 2.8. In such cases Recognised Organisation (RO) may approve an addendum to the Grain Loading Booklet and issue the dispensation without the Administration permission.

IBC Code

Toxic vapour detection and IBC Code 13.2.3

(Letter from the Administration dated 29^th August)

The Administration agrees to grant an exemption from the carriage of toxic vapour detection equipment, where such equipment is not available and as permitted by section 13.2.3 of the International code for the construction and equipment of ships carrying dangerous Chemicals in Bulk (The IBC Code).

At the request of a shipowner, the following entry is to be added to the existing international certificate of fitness for the carriage of dangerous chemicals in bulk: “The Cayman Islands Administration has granted an exemption as per IBC 13.2.3 from the requirement to be provided with equipment and consumables for testing for the presence of toxic vapours when carrying toxic products for which suitable toxic vapour detection equipment is not available. The requirements of IBC 13.2.3 must be complied with (IBC 13.2.3, IBC 14.2.4 and IBC 16.4.2.2)”

This exemption is of a general nature and should be applied to any Cayman Islands ship holding an international certificate of fitness for the carriage of dangerous chemicals in bulk.

All future (i.e newly issued or renewed) certificates are to be issued with this entry.

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.

POLAR Code

Recognised Organisation (RO) is fully authorized to carry out surveys and issue POLAR Ship Certificate.

Requirements for fishing vessels of 24 meters in length overall and above, pleasure yachts of 300 gross tonnage and upwards not engaged in trade and cargo ships of 300 gross tonnage and upwards but below 500 gross tonnage

(Annex 1 to Guidance Note 02/2025 and Guidance Note 07/2025)

The certificate of compliance with the applicable requirements of the Polar Code is left to the discretion of the Administration.

It is applicable to ships constructed on or after 1 January 2026. Existing ships shall meet the relevant requirements of chapters 9-1 (safety or navigation) and 11-1 (voyage planning) in part I-A of the Polar Code by 1 January 2027.

The Administration policy remains that any pleasure yacht >= 300GT and not engaged in trade must additionally hold a valid Statement of Compliance with the REG Yacht Code (only compliance with ISPS and MLC may be excluded) to navigate in Polar regions. Furthermore, Recognised Organisation (RO) is to confirm that the vessel is suitable for the intended voyage.

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.

Additional safety measures for bulk carriers (SOLAS Chapter XII)

(Annex 1 to Guidance Note 02/2025)

Resolution MSC.277(85) Clarification of the Term “Bulk Carrier”

All vessels to which this circular applies should be issued with a statement from their ROs identifying that they are either:

i. A dry cargo ship meeting the definition of 1.5 of the Resolution; or

ii. A dry cargo ship which may occasionally carry dry cargoes in bulk due to meeting the definition of 1.6 or 1.7 of the Resolution.

Dry cargo ships that fall under the above must be identified as ‘Other Cargo Ship’ for statutory certification purposes.

From 1st January 2020, the Administration will not register any vessels as ‘Bulk Carriers’ unless they are a Bulk Carrier as defined in SOLAS regulation XII/1.1.

Any vessels currently registered as a ‘Bulk Carrier’ but only meeting the requirements of 1.ii are at their 3rd Special Survey (15 years of age) to be subjected to inspection to the scope of the International Code on the Enhanced Programme of Inspections during Surveys of Bulk Carriers and Oil Tankers, 2011 (2011 ESP Code); similarly the scope of the 4th Special Survey (20 years of age) the scope of the inspection is to be as per the 2011 ESP Code.

Any vessel registered as a ‘Dry Cargo Ship’ that wishes to carry dry cargo in bulk on an occasional basis must hold a statement as per 1.ii above and will require the prior agreement of the RO and the Administration before undertaking a voyage with dry cargo in bulk. The interpretation of ‘occasional’ is left to the discretion of the Administration.

MARPOL 73/78

Electronic Record Books (eRBs) under Marpol

(Guidance Note 05/2019 Rev.2)

The Administration accepts Electronic Record Books (eRBs) under MARPOL. (MARPOL Annexes I, II, V, VI and the NOx Technical Code).

The software must be verified by a RO as meeting the guidelines contained in MEPC.312(74). On successful verification the RO may issue a “Declaration of MARPOL Electronic Record Book” in accordance with the Appendix to MEPC.312(74).

Prior to the entry into force date, ships are advised to maintain a hard copy record book in accordance with the appropriate annex of the MARPOL Convention and NOx Technical Code in addition to any eRB being maintained onboard.

Annex I. IOPP certificate

STS operations plan

The Society is authorized to approve STS operations plans on behalf of the Administration.

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.

SOPEP for yachts

(Email from Administration dated 07/07/2023)

Recognised Organisation (RO) is not authorized to approve SOPEP for yachts on behalf of the Administration.

Annex II. NLS certificate

Certificate of fitness for offshore supply vessels

Recognised Organisation (RO) is delegated.

This certificate is for offshore supply vessels carrying liquid cargo which is both hazardous and noxious. If only noxious liquid substances are carried the vessel’s IOPP Certificate may, as an alternative, be endorsed.

Noxious Liquid Substances (NLS) certificate

Recognised Organisation (RO) is delegated

Where a vessel complies with the chemical tanker code (IBC or BCH), the requirements for NLS are considered to have been met.

Vapour Detection Exemption (IBC Code)

(Annex 1 to Guidance Note 02/2025)

As per chapter 13.2.3 of IBC Code, when toxic-vapour-detection equipment is not available for some products which require such detection Recognised Organisation (RO) may exempt the ship from the requirement, provided an appropriate entry is made on the International Certificate of Fitness for the Carriage of Dangerous Chemicals in Bulk.

When granting such an exemption, Recognised Organisation (RO) shall recognize the necessity for additional breathing-air supply and an entry shall be made on the International Certificate of Fitness for the Carriage of Dangerous Chemicals in Bulk drawing attention to the provisions of chapter 14.2.4 and 16.4.2.2.

Annex IV. ISPP certificate

Annex IV has not yet been extended by the United Kingdom to the Cayman Islands.

As such, compliance with the requirements should be documented by the issue of a “Statement of Compliance”, rather than by the issue of a “convention certificate”.

If a ship has been previously issued with a convention certificate in accordance with MARPOL Annex IV, this certificate has to be replaced with the appropriate “Statement of Compliance” at the next annual or periodical survey onboard.

Only “Statements of Compliance” should be issued at initial and renewal surveys.

Maximum permissible rate of discharge

(Annex 1 to Guidance Note 02/2025)

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.

(Guidance Note 01/2022 Rev.01)

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.

Variable Discharge Pumps

(Annex 1 to Guidance Note 02/2025)

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 VI. IAPP, EIAPP and IEE certificates

General

(Email from the Administration dated 18^th June 2012)

Annex VI has been extended by the United Kingdom to the Cayman Islands with effect as from 25^th May 2012.

As such, compliance with the requirements are to be documented by the issue of a “convention certificate”.

Existing Statements of Compliance previously issued to Cayman Island’s ships are to be replaced by “convention certificates” at the next scheduled survey for compliance with MARPOL Annex VI.

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

The Cayman 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 Cayman 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 Cayman Islands flag vessels.

EEDI, EEXI & SEEMP

(Email from MCA dated 11/10/2012)

As the new EEDI and SEEMP requirements are based on the amendment of MARPOL Annex VI (as per the resolution MEPC.203(62)), Recognised Organisation (RO) is authorised to carry out survey and issue certification for these new requirements, under the existing MARPOL Annex VI authorisation.

The Administration has no objection to one RO providing EEXI verification to ships classed by another RO upon request of the ship owner, provided that:

• it would be limited to reviewing the EEXI Technical File and the estimated speedpower curve obtained from the tank test and/or numerical calculations and/or the sea trial results calibrated by the tank test in accordance with the EEDI Survey and Certification Guidelines (MEPC.333(76)).

• where an overridable Shaft/Engine Power Limitation system is installed, the verification would not confirm that the system is appropriately installed and sealed on board in accordance with Guidelines on the Shaft / Engine Power Limitation system to comply with the EEXI requirements and use of a power reserve (MEPC.334(76)) and that a verified Onboard Management Manual (OMM) for overridable Shaft / Engine Power Limitation is on board the ship. This onboard verification task would be performed by the RO that Classes the vessel.

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.

Scrubber Installation and IAPP certificate

(Administration email dated 28/08/2019)

Upon completion of EGCS initial survey after its commissioning, Recognised Organisation (RO) surveyor subject to satisfactory verification, may issue an interim IAPP certificate with its supplement endorsed as required to allow the use of the EGCS by the ship.

Recognised Organisation (RO) will then submit to Cayman Islands flag the confirmation letter of satisfactory survey and the approved documentation for the acceptance of the equivalency under the provision of regulation 4 of MARPOL Annex VI.

Upon receipt of Cayman Island Flag's acceptance, Recognised Organisation (RO) will proceed with the issuance of definitive certificate.

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 5, para. 4.5)

(Annex 1 to Guidance Note 02/2025)

CISR has no objection to one RO issuing the IAPP certificate and another RO approving the SEEMP Part II, issuing the Confirmation of Compliance, and then ensuring the results from the ship are reported to the IMO Ship Fuel Oil Consumption Database.

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)

(Annex 1 to Guidance Note 02/2025)

The authorisation for approval of SEEMP Part III under MARPOL VI/26 and verification of Carbon Intensity Indicator (CII) under MARPOL VI/28 of CISR ships is extended to the respective CISR 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 CISR ship must be carried out by the same CISR 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 CISR 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.

Tonnage 69

Tonnage certificate

Untitled

The TLO shall send to the Administration prior to the registration of the ship:

• A copy of the Certificate of Survey

• A copy of the International Tonnage Certificate.

The TLO shall send to the owner / manager the original of the International Tonnage Certificate.

(Letter from the Administration dated 15^th July 2013)

Original ITC 69 Certificates are no longer required for registration purposes. The original ITC 69 Certificate can be placed on-board the vessel with all other statutory certificates and only a copy is required to register the vessel. Electronic copies of this document are also acceptable for registration purposes if they originate from an e-mail address of Recognised Organisation (RO).

Like the ITC 69 Certificate, a copy of the “Certificate of Survey” is required for registration of a vessel, although the original “Certificate of Survey” will continue to be accepted for registration purposes. If the original “Certificate of Survey” is not sent to this Administration, it should be retained and archived in accordance with Recognised Organisation (RO)’s “record control” requirements.

Incomplete or missing information in the “Certificate of Survey” will require that the “Certificate of Survey” is returned for completion and this could well lead to delays in registering a vessel.

(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.

Re-measurement of an existing ship

The original of the International Tonnage Certificate issued following re-measurement of a ship is to be forwarded direct to the Registrar of shipping before publication or the use of the new tonnage. The owner may be issued with a copy of this document with strict instructions not to use the new dimensions and tonnage until receives a Certificate of British Registry from the Registrar confirming the new tonnage.

Recognised Organisation (RO) must advise the field surveyors accordingly not to amend any ship particulars or certificates until the above procedure has been completed.

Change of tonnage - REG Unified-Interpretation

(Annex 1 to Guidance Note 02/2025 and 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.

Ships of less than 24m in length

Recognised Organisation (RO) is delegated for the issuance of the Certificate of Survey for vessels under 24m, but is not delegated to issue the Simplified Certificate for vessels under 24m.

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.

AFS Convention

AFS certificate

The AFS convention has not yet been extended by the United Kingdom to the Cayman Islands.

As such, compliance with the requirements should be documented by the issue of a “statement of compliance”, rather than by the issue of a “convention certificate”.

If a ship has been previously issued with a convention certificate in accordance with the AFS convention, this certificate has to be replaced with the appropriate “statement of compliance” at the next annual or periodical survey onboard.

Only “statements of compliance” should be issued at initial and renewal surveys.

BWM Convention

BWM 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 Cayman Islands ships.

BWM Certification

(Letter from MACI dated 24/05/2017, see attached file “RO_BWM”)

Recognised Organisation (RO) is authorized for all survey, certification and plan approval functions on Cayman Islands flagged ships. A Statement of Compliance has to be delivered as the UK has not yet extended the BWM Convention to Cayman Islands.

Any dispensation, exemption or equivalent arrangement from Convention requirements shall be approved by this Administration prior to acceptance.

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

(Annex 1 to Guidance Note 02/2025)

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.

Miscellaneous technical requirements

Large Commercial Yachts and Passenger Yachts

1. REG Yacht Code - Part A (L2)

   Newbuild Large Commercial Yachts are subject to a project specific delegation agreement; see Addendum E of Appendix 1 to the Agreement (see Appendix 1 to the Agreement)

   Existing Large Commercial Yachts: Safety Equipment, Safety Radio, IOPP surveys, ISM/ISPS audits and MLC inspection are only delegated in specific circumstances (i.e. Limited ‘L’ authorization applies)

2. REG Yacht Code - Part B (L1)

   Newbuild Passenger Yachts are subject to a project specific delegation agreement; see Addendum C of Appendix 1 to the Agreement (see Appendix 1 to the Agreement)

   Existing Passenger Yachts: as per ‘Combined Declaration for a Passenger Ship or Passenger Yacht’ provided in Addendum D of Appendix 1 to the Agreement (see Appendix 1 to the Agreement)

REG Yacht Code - Certification

(Annex 1 to Guidance Note 02/2025)

Cargo Ship Safety Construction (SAFCON), Cargo Ship Safety Equipment (SEC), Cargo Ship Safety Radio (SRC) or International Load Line Convention (ILLC) certification issued by an RO on behalf of the Administration shall be annotated as follows:

“This yacht is in compliance with the equivalent arrangements of the REG YC extended to the Cayman Islands by IMO GISIS reference number XQ126736 dated 23 February 2024”

Refer to Note 1 of Appendix 1 to the Agreement (see Appendix 1 to the Agreement).

Delegation of IOPP surveys does not extend to yachts subject to Part A or Part B of the REG Large Yacht Code.

(Guidance Note 04/2026)

Refer to Guidance Note 04/2026 for National Annex to the REG Yacht Code to permit the assignment of Additional Voluntary Flag Notations (see Annex 1 to this guidance note). The Cayman Registry National Annex to the REG Yacht Code is included in the ‘Instructions to Recognized Organizations and their Surveyors’ (CIGN 02/2025), as amended. The compliance verification is fully delegated to Recognised Organisation (RO).

Load Line & SOLAS certificates endorsements

The endorsement requirements for all Load Line and SOLAS Certificates for 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

Delegation

Matrices have been produced by the CISR to clarify roles and responsibilities

• A standard ‘CISR – RO Delegation Matrix for Newbuild Passenger Yachts’ is provided in Addendum C.

• A standard ‘CISR – RO Delegation Matrix for Newbuild Large Yachts’ is provided in Addendum E.

• A standard ‘AIB – RO Responsibility Matrix for Helicopter Landing Areas’ is provided in Addendum F.

Refer to Appendix 1 to the Agreement (see Appendix 1 to the Agreement)

Refer also to Appendix 4 “REG Code Part A CISR – RO Delegation Matrix Guidance” to Instructions to Recognized Organizations and their Surveyors, which clarify any ambiguity in roles, responsibilities and/or scope of plan approval or surveys outlined in the delegation matrix.

Lightweight Survey

(Guidance Note 04/2020 Rev.1)

A lightweight survey is required to be carried out to the satisfaction of the attending RO surveyor at intervals not exceeding five years.

For further information, refer to the attached file “CIGN 2020-04.pdf”.

Tender lifting points

(Shipping Notice 04/2021 Rev.2)

This Shipping Notice applies to tenders, the contract for the construction of which was signed on or after 01 January 2022, however earlier compliance on a voluntary basis is strongly encouraged.

The requirements of the CISR are based on existing Statutory Regulations for Survival Craft and Rescue Boats as referenced in the IMOs Life Saving Appliances (LSA) Code and are detailed in paragraph 2 of the Shipping Notice.

Information to be included in the Builder’s Certificate are detailed in paragraph 3 of the Shipping Notice.The Certificate shall be reviewed and endorsed by Recognised Organisation (RO) once the details are correct and no evidence of damage was identified following the load testing referred to in paragraph 2.1 (c) of the Shipping Notice.

A dynamic load test (using a proof load of not less than 1.1 times the maximum launch and recovery weight) on board the yacht using its own cranes is to be witnessed by Recognised Organisation (RO). The test should be performed by lowering the boat until it has reached its maximum lowering speed then stopping it abruptly before it enters that water. Upon completion of the test, all stressed structural parts should be re-inspected. The test record included in the Builder’s Certificate as described in Section 3.1 (d) of the Shipping Notice is to be reviewed and endorsed by the attending Surveyor upon satisfactory completion. The test above shall then be repeated at intervals not exceeding five years.

In cases where an RO is responsible for witnessing the load testing of the tender lifting points, this need not necessarily be the RO with whom the yacht is Classed.

For further information, refer to the attached file “CISN 04-2021 Rev 2 - Tender Lifting Points.pdf”

Man Riding Rescue Boat Launching Appliances

(Shipping Notice 01/2022 Rev.01)

This Shipping Notice applies to launching appliances, the contract for the construction of which was signed after 31 March 2022. Early implementation is however strongly encouraged. Furthermore, any certification issued in the interim period should explicitly state that the launching appliance is fully compliant with REG Yacht Code requirements and include a statement confirming that it is suitable for man-riding in accordance with the requirements of Part A, Chapter 13, Section 13.4 (3) (c) (ii).

The RO responsible for the survey and certification of the launching appliance need not necessarily be the RO with whom the yacht is Classed, with the exception of the systems referred to in 2.1 (a) and the foundation referred to in 4.1 of this Shipping Notice.

For further information, refer to the attached file “CISN 2022 01 Rev 01 Man riding lifting points.pdf”

Availability of Radio Equipment

(Annex 1 to Guidance Note 02/2025)

Administration policy is to require 2 means for Sea Area A4 (i.e. duplication of equipment and a shore based maintenance contract). As per REG Yacht Code 2024, new vessels of 300GT and over must comply with cargo ship requirements of SOLAS Chapter IV and COMSAR/Circ.32 as amended.

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.

Tenders and auxiliary tenders certification

(Guidance Note 01/2025)

For the certification, the following options are available:

• A Small Commercial Vessel (SCV) Certificate issued by an approved Certifying Authority for area category 6 or more; or

• An “Auxiliary Tender Statement of Compliance” issued by the Administration against the REG Yacht Code Common Annex K-1, referencing the parent vessel.

The “Auxiliary Tender Statement of Compliance” is valid for 5 years and will be annually endorsed.

A SCV Certificate may be more appropriate for vessels that are not operating solely as an auxiliary tender.

All vessels installed with inboard marine diesel engines constructed after 1st January 2000 with a power output greater than 130 kW shall have been issued with an Engine International Air Pollution Prevention (EIAPP) Certificate and a Technical File. Local authorities may request these, particularly if the vessel was not built to the EU RCD standard, or where the EU RCD is not recognized (i.e. outside the EU). However, the absence of an EIAPP certificate will not hold up the issuance of an “Auxiliary Tender Statement of Compliance”.

Small Commercial Yachts

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

Recognised Organisation (RO) is delegated for survey and certification under the code. Only Recognised Organisation (RO) classed ships are considered for survey and certification under this code.

The code includes a process for the initial survey and subsequent certification of vessels which seek certification under the codes. This process commences with the owner operator applying to a Certifying Authority (CA) for an application form for examination / survey, (SCV1); and is completed when the certificate is issued. During the process a CA surveyor surveys the vessel, and produces a SCV2.

Refer to note L3 of Appendix 1 to the Agreement (see Appendix 1 to the Agreement)

Recognised Organisation (RO) may act as Certifying Authority and undertake the survey and certification work of Small Commercial Yachts only under:

UK MGN 280 ‘Small Vessels in Commercial Use for Sport or Pleasure, Workboats and Pilots – Alternative Construction Standards’, as may amended and UK MGN 600(M) Amendment 1 ‘MLC: Inspection of Coded Vessels’ and MGN 601 ‘MLC Crew Accommodation for small vessels less <200GT that are ordinarily engaged in commercial activities’, as may amended.

Small Commercial Vessel Certificates (SCVCs) to -

• be ‘Issued under the authority of The Cayman Islands Shipping Registry;

• bear the Cayman Islands Shipping Registry logo; and

• include a Maritime Labour Convention (MLC) endorsement.

(Annex 1 to Guidance Note 02/2025)

Recognised Organisation (RO) may be authorised, on a case-by-case basis, to certify small commercial vessels to the UK MCA Work Boat Code, as may be amended, if it has no lifting appliances and is operating as yacht support vessel, or engaged in humanitarian support (but not for the carriage of more than 12 passengers), or environmental research activities.

Marine Equipment Directive

(Email from the Flag Administration dated 20/03/2015)

The Cayman Islands do not form part of the European Union and their ships are not considered as “EU” or “Community” ships. As such, there is no requirement for their ships to comply with the Marine Equipment Directive.

Whereas MED or “Wheel Marked” equipment is perfectly acceptable for service on Cayman Islands ships, it is not required in addition to any SOLAS approval.

While SOLAS approval is required for such equipment, MED certification is not required.

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.

EU Regulation No 1257/2013 on Ship Recycling

Untitled

Recognised Organisation (RO) is authorized to carry out surveys and issue the Statement of Compliance on Inventory for Hazardous Materials.

Untitled

(Annex 1 to Guidance Note 02/2025)

CISR has no objection to one RO issuing a Statement of Compliance (supplemented by a verified IHM) for a vessel classed by another RO.

PR17 reports

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

ISM Code

Authorizations and Instructions

ISPS Code

Authorizations and Instructions

MLC, 2006

Scope of authorisation

2022 Amendments to the MLC, 2006

(Guidance Note 08/2024 Rev 01)

Shipowners should prepare an amended DMLC Part II in advance of the 2022 amendments coming into force to state how they will meet the new requirement to provide social connectivity, this does not need to be submitted to the Administration at this time. The Administration will also publish an amended DMLC Part I in advance of the 2022 amendments coming into force on 23 December 2024, this will be available on the Administration’s website (see attached file “DMLC I rev 4.3 - 12Dec2024”). The DMLC part I will be revised in section 9 to include the following text:

“Shipowners should, so far as is reasonably practicable, provide seafarers on board their ships with Internet access, with charges, if any, being reasonable in amount”

In order to ease the administrative burden, and not to impose any unnecessary costs on shipowners, the Administration is proposing transitional measures:

• a ship already on the Cayman Islands register on 23 December 2024 may continue with its current DMLC Part I & II until the first MLC renewal survey after this date;

• any ship joining the register after 23 December 2024 will be required to have an updated DMLC Parts I & II.

The Recognised Organisation (RO) surveyor will check the amendments have been addressed in full at the vessel’s next MLC inspection due after 23 December 2024. However, to ensure no adverse Port State Control issues, Shipowners should be able to demonstrate they have made any required changes, if needed, to comply with the amendments.

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

Agreement

See the attached file “Agreement_RO SA_Cayman Islands_01112020”.

Appendix 1 to the Agreement

Applicable Instruments and Degree of Authorisation

See the attached file “Appendix 1_RO SA_Cayman Islands”.

Appendix 2 to the Agreement

Reporting to the Administration

See the attached file “Appendix 2_RO SA_Cayman Islands”.

Appendix 3 to the Agreement

Definitions

See the attached file “Appendix 3_RO SA_Cayman Islands”.

Appendix 4 to the Agreement

Organisations Recognised by the Administration

See the attached file “Appendix 4_RO SA_Cayman Islands”.