Marshall - Specific requirements by the Marshall Islands Administration

Flag instructions relating to statutory surveys

Flag procedural requirements

General policy

General

1. Listings of the surveys carried out and interim / short-term issued certificates shall be prepared and sent monthly by the MOCs to DO-FM.

2. The list of ships for which a new situation has been stated shall be sent to the Administration by DO-FM.

3. Every quarter, DO-FM shall send to the Administration a listing of the new buildings contemplated to fly the Marshall flag.

4. Surveyors can contact the IRI Duty Officer after office hours and on week-ends. A message on the telephone answering machine gives information on how to make the contact.

Points of contacts with the Administration

Contact with the Administration concerning ISM, ISPS, PSC and other working relationship should be made through the relevant Marine Operational Centres (MOCs). All inquiries pertaining to any type of technical matter, statutory compliance or survey issue is to be addressed to: technical@register-iri.com.

(The Administration can be reached at any time or day of the week, through the duty officer at following email address and telephone: dutyofficer@register-iri.com / +1-703-476-3762, for emergencies ONLY. The above address shall be used as necessary by MOC when requesting an agreement to issue conditional certificate outside the IRI working hours).

Specific contact email addresses for yachts: see attached file “YSAdvisory_06-17 (Yacht Contact Email Addresses)”.

Organizations acting on behalf of the Administration

The Marine Guideline No. 2-11-15 in the attached file “MG-2-11-15” provides a comprehensive listing of organizations authorized under written agreement to act on behalf of the Administration as Recognized Organizations (ROs), Recognized Security Organizations (RSOs), Aviation Inspection Bodies (AIBs), and Appointed Representatives (ARs).

Marshall Islands rules and regulations

The main Rules and Regulations are contained in a “Combined Publications Folder, MI-300” and consist of:

• MI-100 - Vessel registration and mortgage recording procedures

• MI-103 - Yacht code

• MI-107 - Maritime Act

• MI-108 - Maritime regulations

• MI-118 - Requirements for seafarer certification

• MI-118E - Requirements for seafarer certification by examination

• MI-260 - Rules for marine investigations

• MN-xxx - Marshall Islands marine notices

• MG-xxx - Marshall Islands marine guidelines

Marine notices are directly available on IRI website at http://www.register-iri.com.

Registration

With reference to Agreement, paragraph II-2 “Registration of vessels” (see Annex II to the Agreement displayed in Reporting to the Administration (Annex II to the Agreement)), the information required by paragraph 2.1.2 is to be directly forwarded by Marine Operational Centres to IRI at the email address vesdoc@register-iri.com.

The statement to be delivered by Recognised Organisation (RO) is available in the MOC Docs section of ASMS2 (through “Notifications to Marshall Islands Flag Authorities”).

In case the MOC is aware that the ship will change class from Recognised Organisation (RO) to another RO of the IRI at the date of registration, it is possible, under para.2.2 within the statement, to select the following clause: “NOT APPLICABLE – as ship is intended to change class”.

It is recalled that the submitted documentation must include all exemptions granted by the former flag, if any.

(Email from the Flag Administration dated 19/07/2015)

These documents are requested within 10 days prior to a registration taking place.

The subject line of the email is to contain the name of the vessel, IMO number and the wording “Class documents for Registration”.

National and international sanctions

The Administration in practice adheres to trade restrictions outside of those in place in the Marshall Islands.Importantly, the national and international sanctions in place against IRAN, SYRIA, CUBA, SUDAN, NORTH KOREA, and the CRIMEA region of UKRAINE mean that no new business, i.e. vessel registration, corporate formation, seafarer documentation, etc. will be undertaken with any individuals or entities resident in these nations or regions. It is not a violation of Marshall Islands law for Marshall Islands flagged vessels to call in these nations. However, the ability of the Administrator, including the ability of anyone acting on behalf of the Administrator, to provide services to vessels in these nations or regions, or en route to these nations or regions, may be limited or completely unavailable.

For further information, refer to the letter from the Administration dated January 19, 2016 in the attached file “ImpactOfNational&internationalSanctionsOnRMIvessels”.

Issuance of certificates and documents of compliance

Technical Circular No.4

(Refer to Technical Circular No.4 - Issuance of certificates and documents of compliance by Recognized Organizations)

Only the Marshall Islands Official Number shall be entered as the distinctive number or letter on a certificate / document of compliance.

Short-term certificates

(MN-2-11-04)

Provided there is not a detainable deficiency (refer to Annex A, IACS Rec.No. 98), Recognised Organisation (RO) may issue a Short Term certificate to allow a vessel to proceed to sea, with deficiencies that cannot be corrected in the port of survey, to a port where the permanent repairs are to be made.

Where a detainable deficiency or serious safety-related matter has been discovered and a temporary measure(s) related to that deficiency is imposed, the vessel owner or operator must provide a proposal for corrective action(s) to Recognised Organisation (RO) who shall review the proposal and provide a detailed recommendation to the Administration on actions to be taken by the owner or operator to address the deficiency or defect.

The written approval of the Administration must be obtained before a Short Term certificate is issued. In such cases, the Short Term certificate shall be issued to replace the Full Term certificate.

An exception to this is for loss of anchor where the validity of the Short Term certificate is for two months or less (see Technical Circular No.12 - Loss of Anchor).

Any detainable deficiency must be relegated to minor status, to the satisfaction of the attending Recognised Organisation (RO) surveyor, before the vessel will be allowed to proceed under a Short Term certificate.

Short Term certificates must:

1. provide for a generally equivalent level of safety, where possible;

2. provide for a specified period before expiration during which more acceptable and permanent full compliance will be provided; and

3. be limited in validity to a period not exceeding two months, except when specifically allowed in writing by the Administration.

In cases where a Short Term certificate is not required, Recognised Organisation (RO) may issue a temporary Statutory Recommendation, with an assigned due date to allow a vessel to proceed to sea, with minor findings that cannot be corrected in the port of survey, to a port where the permanent repairs are to be made. Alternatively, the Statutory Recommendation may be issued for the time needed to rectify the deficiency.

Exemption

Exemptions from the requirements of the Laws, Treaties, and conventions as permitted by the particular applicable instruments are the sole prerogative of the Administration, and Recognised Organisation (RO) acknowledges that it has no power to grant exemptions, issue exemption certificates, or waive statutory requirements with regard to statutory certification and services carried out under the Agreement, except as authorized in Table I of Annex I (see Agreement governing the delegation of statutory certification and services).

Waivers of, or exemptions from, the requirements of the applicable instruments shall be authorized directly by the Administration in writing. All requests from vessels for waiver or exemptions are to be submitted to Recognised Organisation (RO), which shall evaluate the proposals and then forward them to the Administration with a clear recommendation for the acceptance or rejection of the requested waiver or exemption.

(Technical Circular 4 Rev.5, refer to Technical Circular No.4 - Issuance of certificates and documents of compliance by Recognized Organizations)

Issuance of initial exemption certificate is subject to prior agreement by the Flag Administration. Marine Operational Centres should forward the request for exemption to the Administration.

Subsequent interim and full term exemption certificate can be issued directly by Recognised Organisation (RO) without prior agreement form the Administration, providing that the conditions for their issuance are still satisfied.

However, with regards to the SOLAS / MARPOL convention, in each instance where the qualifying factors for granting the exemption are clearly specified in the applicable SOLAS / MARPOL regulation, the society may, without Administration approval, after verifying that the specified qualifying factors have been satisfied, issue the initial and renewal exemption certificates corresponding to these provisions.

All exceptions and approvals for experimental purposes, and all exemptions refered to in any of the conventions, except as provided above, will be reviewed and approved directly by the Administration.

SOLAS

The Administration is establishing the expectation that as soon as the Recognised Organisation (RO) surveyor has identified, or been informed of, an issue regarding emergency items (including but not limited to inoperable emergency generator, emergency fire pump, rescue boat, etc.), that the operator is notified that they will need to rectify the deficiencies prior to departure of a port. If repairs are not possible then an equivalent arrangement may be accepted, provided its effectiveness is demonstrated to the Recognised Organisation (RO) surveyor's satisfaction.

Initial Exemption Certificates may be issued without Administrator authorization in accordance with the following SOLAS Convention exemptions:

1. certain tankships of less than 40,000 deadweight tons from the requirement to be fitted with an Inert Gas System (IGS);

2. ships that are constantly engaged on voyages in warm climates* from the requirement to carry immersion suits and/or Thermal Protective Aids (TPAs); and

3. vessels that carry only ore, coal, grain, unseasoned lumber, non-combustible cargoes, or low fire risk cargoes from the requirement to be fitted with a cargo hold fixed fire extinguishing system.

In each instance, the qualifying factors for granting the exemption are clearly specified in the applicable SOLAS regulation.The initial Exemption Certificates corresponding to these exemptions may be issued by Recognised Organisation (RO), without Administrator approval, after verifying that the specified qualifying factors have been satisfied.

Exemption Certificates may be issued by Recognised Organisation (RO) without Administrator approval at renewal, provided that the condition(s) for issuing the original exemption have not changed

IMSBC Code

International Maritime Organization (IMO) Circular MSC.1/Circ.1395/Rev.2 provides a list of solid bulk cargoes for which a fixed gas fire-extinguishing system may be exempted, or for which a fixed gas fire-extinguishing system is ineffective, and for which a fire-extinguishing system giving equivalent protection shall be available.Recognised Organisation (RO) shall advise the Administrator when an exemption is issued.

(Minutes of Meeting 19^th April 2011)

For new constructions, when exemptions are required and the Administration has to be notified, the notification method should normally be through a kick-off meeting.

(Minutes of Meeting 23^rd October 2012)

For new constructions, exemption requests proposed to the Administration prior to vessel’s delivery shall be accompanied by evidence that the owner / operator has been consulted on the matter and is in agreement with the request.

For the application and authorization of equivalencies and exemptions for yachts, refer to Application and authorization of equivalencies and exemptions.

Draft Certificate of Registry

(2025 CSCC meeting)

The issuance of draft Certificate of Registry by the Administration is sufficient for Recognised Organisation (RO) to issue class and statutory certificates.

Extensions

(Technical circular 13)

Extension means a postponement of the term of validity of a statutory certificate, servicing interval, in accordance with the provisions of the relevant convention, due to extenuating circumstances encountered that prevent the crediting of a requisite task prior to the nominal due date.

No extension shall be granted without prior approval of the Administration. In any case, the extension shall not extend beyond the terms laid down in the applicable convention.

In case of extension, if the circumstances so require, and providing approval of the Administration, a short term certificate may be issued on expiry of the existing certificate, valid for not more than 3 months after completion of a satisfactory on board examination (with the same scope as an annual survey). The renewal survey shall be completed within the 3 months period.

See Technical circular N°13 in Technical Circular No.13 - Guidelines for extending the period of validity of a certificate.

(Minutes of Meeting 19^th April 2011)

Where a short term certificate is issued for extension, the Administration accepts, in case of changes of equipment, that a statement is made on the short term certificate informing the reader of the changes, with no amendments to the Form E being made.

(Minutes of Meeting 23^rd October 2012)

Surveys should be held or postponed when appropriate and possibly before the due dates. Additionally, certificates should be renewed before the expiry date and conditions dealt with or possibly extended before the due date. When this has not happened then the Administration has to be notified, including steps to be taken to correct this, irrespective of whether it is a class or statutory matter.

The Administration has to be informed of any survey, condition overdue, or certificate expired, and this at the date of overdue / expiry and not days later (for both class and statutory issues).

Service extension and dispensation

(MN 2-011-26, see Marine Notices - Tech Circ N°13, see Technical Circular No.13 - Guidelines for extending the period of validity of a certificate)

Service extensions

(Paragraph 3.0 of MN 2-011-26)

The Administration recognizes that on occasion due to exceptional circumstances, difficulty can be encountered when scheduling the servicing of certain equipment or life-savings / fire-fighting appliances, as required by various Convention regulations, at approved servicing facilities. Requests to extend the servicing intervals in accordance with the provisions of SOLAS are only considered by the Administration when exceptional circumstances exist. Requests should be fully justified by substantiation of circumstances and plans to service at first opportunity.

Service extensions are generally limited to the minimum period of time necessary for the ship to reach a port where rectification of the task can be accomplished.

Dispensation

A dispensation is a temporary allowance granted in writing (dispensation letter) by the Administration to permit a ship to proceed without being in full compliance with a specific convention requirement due to mitigating circumstances preventing the immediate rectification of the subject deficiency.

Dispensations are issued with time specific corrective action requirements compliance with which are reportable to the Administrator by the expiration date.

Situations where a dispensation letter is requested are, for example, damage to or failure of any life saving or survival equipment required under SOLAS Chapter III (such as lifeboat damage, lifeboat engine failure, inflatable liferaft lost, etc.), or failure of any navigational equipment installation required under SOLAS Chapter V (such as radar, VDR, speed log, etc.) would fall into this category.

(Minutes of Meeting 16^th April 2013)

Dispensations are issued by the Administration in cases where the vessel is at sea. The dispensation is valid until the next port of arrival.

At that time, the Class Society should inspect the deficiency. Repair should be required for most cases involving a statutory condition. Only in special instances should a short term certificate be issued. A short term certificate issued by a RO overrides a dispensation.

Application procedure for service extensions / dispensations

When applying for or submitting a proposal for issuance of a dispensation letter or service extension, the Administration will require for consideration specific information regarding the details and circumstances concerning the issue, as well as the corrective action plan to rectify the issue in timely fashion.

A form TEC-02 (see the attached file “Form TEC-02”) shall be used by Marshall Islands ship owners and operators when submitting such requests to the Administration.

The completed form shall then be submitted to Marshall Islands Technical Services at the following email address or fax number: Email: technical@register-iri.com Fax: +1 (703) 860-2284

Withdrawal of statutory certificates - Flag State Detention

Recognised Organisation (RO) shall immediately inform the Administration when a survey, audit, or inspection of a Vessel requires invalidation or withdrawal of a statutory certificate.

(MN 2-011-29)

Recognised Organisation (RO) is authorized to invalidate or withdraw a statutory certificate, in consultation with the Administration, if:

• corrective action of a deficiency is not taken;

• it is determined by a survey that a vessel does not substantially comply with required standards; and

• the vessel is deemed:

  • unfit to proceed to sea without endangering the vessel or persons on board; or

  • to present an unreasonable threat of harm to the marine environment.

In such cases, Recognised Organisation (RO) is required to provide written notice to the Master and Company of the invalidation or withdrawal and request that the statutory certificates are surrendered immediately for return to the Administration. The Administration will concurrently provide written notice of the vessel being placed under Flag State Detention.

Statutory certificate(s) must not be reinstated until the required corrective action, which may be equivalent to those required to remove a PSC detention, has been accomplished to the satisfaction of both Recognised Organisation (RO) and Administration.

Change of Flag

Refer also to Registration for reporting requirements related to registration.

Recognised Organisation (RO) shall provide Change of Flag Survey reports once completed to the Administration at the following email address: inspections@register-iri.com

Marine Operational Centres shall, within three (3) months after the change of flag, transmit to the Administration copies of the IAPP and EIAPP certificates carried by the ship before the transfer.

Re-approval of documents

(MN-2-011-4)

The Administration considers that documents listed in §4.3 of MN-2-011-4 do not need to be re-approved upon flag change (and Class entry), if they were previously approved by:

1. another Administration signatory to the same convention; or

2. an RO authorized by the Administrator on behalf of another Administration signatory to the same convention.

Recognised Organisation (RO) must endorse the respective document to reflect the Administration’s acceptance of the previous approval.

Change of class

If a vessel has previously been classed with a classification society not recognized by the Administrator and a transfer of class is envisioned at the time of registration, issuance of the statutory certificates on behalf of the Administrator shall be conditional upon verification of compliance with the Recognised Organisation (RO) rules and the statutory requirements of the applicable instruments.

In cases of transfer of the certification of a vessel from one recognized organization to another, the losing organization shall, without undue delay, provide the gaining organization and the Administrator access to the history file of the vessel including:

1. Any overdue surveys;

2. Any overdue recommendations and overdue conditions of class;

3. Operating conditions issued against the vessel;

4. Operating restrictions issued against the vessel; and

5. Technical information, drawings plans, and documents taking into account MSC-MEPC.5/Circ.2, Guidelines for Administrations to ensure the adequacy of transfer of class-related matters between recognized organizations (ROs), as may be amended.

New certificates for the vessel can be issued by the gaining organization only after all overdue surveys have been satisfactorily completed and all overdue recommendations or overdue conditions of class previously issued in respect of the vessel have been completed as specified by the losing organization.

Re-approval of documents

Refer to Re-approval of documents.

Class suspension / withdrawal / cancellation

Recognised Organisation (RO) is to immediately:

• Inform the Administration when class is suspended, withdrawn, or cancelled for any reason, and explain the reason(s) for removal from class.

• Inform the Administration in case of major casualties or serious safety-related issues which would normally result in suspension of class or be considered sufficient to detain a vessel from proceeding to sea pending correction and explain the cause.

Reporting to the Administration

The Administrator must be advised when:

1. where the class status of a vessel is temporarily changed or certain material and/or operational restrictions are imposed.

   Such cases are deemed to be those involving surveys of outstanding deficiencies and, if necessary, temporary repairs which enable a vessel to sail for only a limited period¹. The notification shall include the reason(s) why such action was taken.

2. a vessel has been deemed unfit to proceed to sea.

3. upon the extension of the validity of any certificate(s) issued, Recognised Organisation (RO) shall promptly advise the Administrator in writing.

The Administration shall be immediately informed on each occasion a notation assigned to a vessel is suspended / reinstated.

The Administration shall be immediately notified of any major nonconformities of a vessel identified by third party audits.The Administration shall be informed, as soon as possible, of any dangerous occurrences, accidents, machinery or structural breakdowns, or failures that they are aware of on a vessel.

Interpretations

While interpretations of the applicable instruments and the determination of equivalent or acceptable substitutes to the requirements of the applicable instruments are the responsibility of the Administrator, Recognised Organisation (RO) shall cooperate with and assist the Administration in their establishment, as necessary.

The Administrator may develop Marine Notices to provide specific Administrator policy and procedures relevant to the implementation and enforcement of the applicable instruments. Recognised Organisation (RO) shall give attention and consider any Marine Notices as part of its authorization to apply under the Agreement in carrying out the statutory certification and services (see Marshall Islands rules and regulations and Marine Notices). Marine Notices shall be considered by Recognised Organisation (RO) as an RMI national regulation to be enforced, as applicable, on vessels and/or companies.

The Administration may, when deemed necessary, develop Technical Circulars to provide specific Administrator policy guidance and procedures to Recognised Organisation (RO) in carrying out the statutory certification and services (see Technical Circulars). The Technical Circulars shall be considered by Recognised Organisation (RO) as further authorizations and requirements from the Administration to be applied under the Agreement, as applicable, on vessels and/or companies.

IACS Unified Interpretations (“UIs”) that are adopted by the IMO shall be applied under the Agreement by Recognised Organisation (RO) with respect to the IMO convention regulations concerned in the course of classification and statutory certification of vessels on behalf of the Administrator. IACS UIs that have been submitted to the IMO, but which have not been reviewed or adopted, shall be applied under the Agreement by Recognised Organisation (RO) with respect to the IMO convention regulations concerned, unless indicated otherwise by the Administration.

The application of IACS UIs that have been reviewed but rejected by the IMO shall be subject to review on a case by case basis. IACS UIs that have not been submitted to the IMO, but have been adopted and published by IACS shall be applied, unless indicated otherwise by the Administration.

SOLAS 1974 as amended

Refer to the relevant Interpretations of SOLAS 1974, as amended

Implementation of the HSSC

The HSSC shall be implemented in agreement with provisions of resolution A.883(21), Annex I. With regard to paragraph 2, the introduction of the HSSC should be based on the expiry date of the Safety Construction, Loadline and IOPP certificates.

Notwithstanding the above, there is nothing to preclude an owner from implementing the process on a earlier schedule.

Port State Control inspections

If a detention was related to an item covered by a survey associated with a statutory certificate issued or endorsed by Recognised Organisation (RO) within the three (3) months prior to the detention, the Administrator will require Recognised Organisation (RO) to conduct an investigation into the circumstances of the case. Findings of the investigation shall be shared with the Administration. Any corrective action(s) shall be subject to the approval of the Administration.

If a detention was related to an item covered by a survey associated with a statutory certificate issued or endorsed by Recognised Organisation (RO) within one (1) month prior to the detention or if a Recognised Organisation (RO) surveyor attended a vessel to conduct any class or statutory surveys in the three (3) months prior to a detention and the surveyor did not report an observed detainable deficiency, or where the Recognised Organisation (RO) surveyor, when exercising due diligence, should have observed and reported a detainable deficiency during the course of that statutory survey, the Administration will require Recognised Organisation (RO) to conduct an investigation into the circumstances of the case. Findings of the investigation shall be shared with the Administration. Any corrective action(s) shall be subject to the approval of the Administration. Suspension of the surveyor from attending RMI registered vessels may be decided by the Administration after discussion with Recognised Organisation (RO). The Administration may require an external audit of Recognised Organisation (RO). The location and scope of the audit shall be determined by the Administration.

The Administration shall immediately be notified by Recognised Organisation (RO) of any detention, contravention, casualty, or pollution incident brought to its knowledge involving vessels to which Recognised Organisation (RO) is providing relevant statutory certification and services that would appear to warrant a report to the International Maritime Organization (“IMO”) in accordance with SOLAS 74/78, Chapter I, Part C, Regulations 19 and 21, or MARPOL 73/78, Article 6.

The Administration shall be provided with a survey report of any statutory survey or inspections resulting due to a detention, on completion of such survey or inspection.

Recognised Organisation (RO) shall immediately notify the Administrator whenever a surveyor is requested to clear PSC action codes 30, 17, 15, 16, 40, 50, and/or 60 imposed as a result of a PSC examination, regardless of whether or not the vessel is detained.

Detentions

(MN 2-011-29)

Recognised Organisation (RO) surveyor shall attend any vessel, classed by Recognised Organisation (RO), that is detained by Port State Control. The attending surveyor shall not limit his inspection to deficiencies identified by Port State Control.

Each time the surveyor is made aware of deficiencies identified by port State authorities, which did not lead to detention action, he should forward the information to the Marine Operational Centre who will liaise with the Administration for further instruction.

1. First detention within 2 years

   Detention falling within ±3 month window for annual statutory surveys: statutory surveys shall be conducted prior to the ship sailing.

   Detention falling within the 3 month window prior to the renewal survey: statutory surveys shall be conducted to the maximum extent possible, except for Safety Equipment and Radio renewals which must be completed prior to the ship sailing. A time schedule for the completion of renewal surveys at the next convenient port shall be set and shall not be delayed beyond the end of the window.

   Detention falling outside of the ±3 month window for annual statutory surveys or the three month window prior to the renewal surveys: the attending surveyor shall, after clearing the PSC deficiencies, carry out a general examination of the vessel in consultation with the Administration.

   When a vessel is detained by PSC authorities, Recognised Organisation (RO) may conduct an:

   1. additional audit of the vessel’s Safety Management System (SMS), equivalent in scope to a renewal audit, taking into account the number and nature of the deficiencies;

   2. additional audit of the implementation of the Safety Management System (SMS), equivalent in scope to an intermediate audit, if the vessel has been detained for a perceived failure of the SMS;

   3. additional audit of the implementation of the SSP, equivalent in scope to a renewal audit, taking into account the severity of the security failure if the vessel has been detained on maritime security grounds.

   4. additional Maritime Labour Convention, 2006 (MLC, 2006) inspection in the scope of a renewal inspection, if the vessel has been detained for a serious breach of the MLC, 2006 requirements; or

   5. additional audit of the Company Document of Compliance (DOC) equivalent in scope to a renewal audit, considering the severity of the case.

2. Second detention within 2 years

   When a vessel is detained twice within 2 years, the following shall be applied:

   • all statutory certificates may be suspended from the date of the detention and the master and/or vessel owner / operator shall be notified in writing by the surveyor that the statutory certificates are invalidated or withdrawn as of the date of written notice. Upon such notice, the statutory certificates must be surrendered to Recognised Organisation (RO).

   • an initial audit of the company may be required, the extent of which shall take into account the number and nature of the deficiencies. If Recognised Organisation (RO) is not in charge of ISM, it is the owner responsibility to contact the RO in charge.

   • an additional audit equivalent to a renewal audit and inspection of the ship may be conducted jointly by Recognised Organisation (RO) and Administration. If Recognised Organisation (RO) is not in charge of ISM, it is the owner responsibility to contact the RO in charge.

   • If statutory certificates have been withdrawn, they shall not be reinstated until Recognised Organisation (RO) has conducted renewal surveys, there are no outstanding items or recommendations, and both the Administration and port State authorities are satisfied.

3. Third detention within 2 years

   A vessel detained three times in two years or banned by port State control or by a specific Memorandum of Understanding (MoU) authority may:

   • cause the Document of Compliance (DoC) to be re-examined by the RO, resulting in its possible withdrawal.

   • be subject to proceedings by the Administration to delete the vessel from the registry.

Measures to improve compliance of vessels in United States ports

Any vessel that is detained in a US port will be subject to an additional survey by Recognised Organisation (RO) for any and all statutory certificates that were the subject of the deficiency(ies) causing the vessel to be detained.

Recognised Organisation (RO) shall immediately notify the Administrator when they are requested to clear PSC deficiency codes 30, 17 and/or 60 as a result of a US PSC examination.

Where an ISM deficiency resulted in the detention, an ISM audit of the SMS onboard the vessel will be required prior to sailing, the scope of which shall be as stipulated by the Administrator.

For further information, refer to the Marine Notice No. 5-034-5 listed in Marine Notices.

Reporting in case of wrongly issued PSC detention

(RO meeting dated 09/10/2019)

If there is a vessel that has been detained and issued a Code 30 and there is not ground for that detention, the surveyor shall not say the item is fixed.

If it didn’t need to be rectified the surveyor shall say why it didn’t need to be rectified, as the PSCO was wrong. This in order to help with the appeals.

It is very important surveyors understand, if they come across a CODE 30 or any type of detention that is not valid, that it needs to be reported in such a way that the RMI Maritime Administrator can say, “even Class agrees this was an invalid detention”.

IACS PR 17

A copy of a report issued by Recognised Organisation (RO) (i.e. after validation by MO) in accordance with IACS PR 17 is to be sent to the Administration at technical@register-iri.com, with copy to MIA_CMI, at the same time as it is sent to the RO responsible for the vessel’s ISM code certification.

Approval of equipment

(Technical Circular 1, which is displayed in Technical Circular No.1 - Shipboard Equipment and Service Provider Approvals)

The Administration accepts equipment approvals granted by another State that is a Party to the applicable convention, or a Marshall Islands RO on behalf of a Party to the applicable convention; provided, the approvals are fully in accordance with convention requirements and other IMO guidelines.

The Administration will also allow Marshall Islands RO to approve equipment to the applicable IMO instruments on behalf of the Marshall Islands.

The Administration accepts equipment approved under the European Union Marine Equipment Directive (MED).

See also Life-saving appliances and equipment for requirements on “Life-saving appliances and equipment”.

Dry-docking

It is Administrator policy that the provisions of IACS UR Z3 addressing the dry-docking of ships be rigidly applied to vessels registered under the RMI flag. Information must be submitted with a request for dry-dock extensions which documents the basis for claiming that “exceptional circumstances” (i.e. unavailability of dry-docking facilities; unavailability of repair facilities; unavailability of essential materials, equipment or spare parts; or delays incurred by action taken to avoid severe weather conditions) exist.

Current and future regulation linked to first / next scheduled dry-docking

(Minutes of meeting 19^th April 2011)

When the implementation date of a regulation is linked to the next dry-docking date, the Administration considers any in-water survey which results in the crediting of the SOLAS requirements to survey the ship’s bottom (in-water survey in lieu of dry-docking survey) as the date by which pertinent regulations must be met.

UnderWater surveys In Lieu of Dry-docking (UWILD)

(Email from the Administration dated 23/12/2011)

In cases where vessels do not have UWILD notation, but would like to credit underwater inspections for docking, Recognised Organisation (RO) is to submit a survey program which should entail all the requirements for a UWILD survey including measurements of the rudder pintle clearances and tailshaft weardown, and basically the vessel should be able to complete these requirements, and it would be recommended that they apply for this notation at the next docking.

Therefore, in order that the Administrator knows if the vessel can carry out all the requirements including taking measurements / clearances of the rudder pintles and propeller shaft, the relevant UWS document (see the attached file “IWS”) has to be completed by the concerned MOC and sent to the Administrator.

A copy of the survey report and divers inspection report on completion have also to be sent to the Administrator.

Extension of dry-docking and renewal survey beyond three months

Extension of dry-docking and renewal survey beyond the first three months is not to be authorized without the proposal from Recognised Organisation (RO) providing the details of the following:

• all items for renewal survey are to be completed as far as practicable including hull gauging (thickness measurements). Thickness measurements taken afloat can be verified on dry-docking as deemed necessary. Items requiring dry-docking may be considered for postponement. Proposals from Recognised Organisation (RO) must provide details along with itineraries and anticipated survey dates;

• surveys equivalent to annual surveys should be carried out; and

• extension surveys should not be requested to be carried out remotely.

Extended Dry-Docking (EDD) period Pilot Scheme

Acceptance into the Extended Dry-Docking (EDD) pilot scheme offered by the Administration will be after written application by the vessel’s operators/managers preferably through Recognised Organisation (RO). The application is dealt with on a case by case basis.

Refer to the attached files “RMI_EDD_Pilot_Scheme_draft_(Rev_1_0_scb)” and “RMI_EDD_Pilot_Scheme_APPENDIX_I__EDD” for the prerequisites that should be fulfilled if an application is to be considered.

Lay-up of vessels

(Minutes of Meeting 23^rd October 2012)

For vessels in lay-up, the Administration needs a statement from the class society that vessel remains in class because this affects the validity of the certificate of registry.

Prior to lay-up, a plan for preparation of the vessel for lay-up and its maintenance while in lay-up should be developed by the owner in consultation with Recognised Organisation (RO). The vessel owner / operator should contact Recognised Organisation (RO) directly in order to determine the impact of lay-up on Recognised Organisation (RO) classification and statutory survey and certification status.

The Administration should be advised by Recognised Organisation (RO) and/or vessel owner that such preparations are being made, so that registration records can be updated when the transfer to lay-up status is effected.

Recognised Organisation (RO) may assist the owner in developing and implementing the necessary maintenance program during lay-up.

Recognised Organisation (RO) can provide assistance relative to statutory inspections and surveys and the issuance of relevant certificates during reactivation.

Recognised Organisation (RO) can advise the owner if a towing certificate and/or any specific approvals may be required for the tow.

For further information, refer to the Marine Guideline No. 1-11-1 in the attached file “MG-1-11-1”.

Towing

(Minutes of Meeting 16^th April 2013)

There are three different issues with which to deal:

• The fitness for towing and its certification as related to the vessel and its suitability to withstand a specific tow, the water-tightness of the vessel and structure, the safe securing of the propulsion machinery and systems, and, when applicable, the cargo

• The presence of crew or others on board the vessel during a tow, or an unmanned tow

• The towing certification as relates to the details of the tow itself, like the tug(s), the towing connection, bridle, towing wire, the on board connection of the towed ship, securing of the bridle on the towed vessel, and applicable navigation lights or shapes, etc.

The Administration prefers a towed vessel to be classed, full class, hull only or machinery only (the latter two depending on their condition). When the towed vessel is manned, the vessel needs to hold one of the above forms of classification and most statutory certificates must be issued for the duration of the tow. When the towed vessel is unmanned, the minimum certification will be a Certificate of Fitness for the towed vessel and a Load Line Certificate valid for the duration of the tow.

The classification society may sometimes issue the towing certificate, but this is usually carried out by the underwriters.

If the classification society has a problem keeping a towed vessel in class, then an acceptable alternative needs to be presented to the Administration.

A good alternative to towing nowadays is a semi-ssub (deep loader). Another alternative is towing the vessel as an unmanned hull, in which case class and Flag can be suspended, leaving the whole operation up to the underwriters.

Electronic Documents and Certificates

This Marine Notice establishes the requirements for electronic documents and certificates issued by the Republic of the Marshall Islands (RMI) Maritime Administrator.

It includes the conditions for their features, conveyance, and verification, and identifies documents and certificates previously issued by the Administrator that may be maintained in printed form.

For further information, refer to attached file “MN-1-109-1”.

Recognised Organisation (RO) e-certificates

Recognised Organisation (RO) is authorized to issue and endorse electronics certificates (Classification and Statutory) issued in a format according to FAL.5/Circ.39/Rev.2

For further information, refer to attached file “RMI Letter of Authorization for Electronic Certificates - Recognised Organisation (RO)”

Recommendations regarding statutory matters

(Bilateral annual meeting dated 11/04/2019)

The Administration reminds the following process and agreed working arrangements with ROs:

• Marshall Islands requests to always receive a clear recommendation (i.e opinion/advice) from Recognised Organisation (RO) (i.e Recognised Organisation (RO) Marine Operational Centre in charge) on regulatory matters, such as technical questions, requests for waivers, exemptions, equivalences, etc... received from Owners/Operators for a specific ship case.

• In cases of such questions or requests submitted to Recognised Organisation (RO) by the Owner/Operator, Recognised Organisation (RO) shall not ask the submitter to approach the Flag directly.

• Recognised Organisation (RO) MOC shall evaluate the proposals/requests/questions received from the Owner/Operator and then forward them to the Administration (technical@register-iri.com) together with a clear Recognised Organisation (RO) recommendation, appropriately supported, for the Administration's further consideration (i.e for example: Recognised Organisation (RO) recommendation for acceptance or rejection of a requested exemption, supported by technical background; Recognised Organisation (RO) recommendation on answer to a technical question, supported by Recognised Organisation (RO) consideration of the said question;....)

• In case the owner would decide to approach Marshall Islands directly then Recognised Organisation (RO) shall seek to provide a Recognised Organisation (RO) recommendation independently to Marshall Islands.

Use of Remote Inspection Techniques (RIT)

(Administration email dated 10/06/2019)

On a case by case basis and subject to the Administration’s agreement, Recognised Organisation (RO) may proceed with the use of the RIT (Rope Access Technicians) provided that the survey plan takes into account the points considered in IACS relevant UR and provided that if not carried out by the Society itself, it is to be conducted by a firm approved as a service supplier according to UR Z17 and is to be witnessed by an attending surveyor of the Society.

The Surveyor shall be satisfied with the method of data presentation including pictorial representation, and a good two-way communication between the Surveyor and RIT operator is to be provided. If the RIT reveals damage or deterioration that requires attention, the Surveyor may require traditional survey to be undertaken without the use of a RIT.

LL 66

Multiple Load Lines

(MN 2-015-2)

The Administration accepts the possibility of using and carrying on board more than one load line certificates for different deadweight values. However, only one load line freeboard mark may be displayed at any time.

The Administration no longer requires vessels to obtain and carry an RMI Multiple Load Line Assignment Book.

The multiple load line alteration procedure is as follows:

1. To obtain more than one load line, the shipowner or operator must request that the Recognised Organisation (RO) conduct the necessary plan review and perform the required survey

2. On successfully completing the plan review and survey, Recognised Organisation (RO) will issue a full-term ILLC for each load line freeboard assignment.

High-Speed Craft

(Administration email dated 16/08/2024)

The Administration does recognize/accept MSC/Circ.1208 and provided Recognised Organisation (RO) is satisfied, an ILLC Exemption Certificate may be issued by Recognised Organisation (RO).

Recognised Organisation (RO) is requested to provide copy of the ILLC Exemption Certificate once issued so that the Administration may notify the IMO accordingly.

SOLAS 74

Cargo Ship Safety Construction Certificate

Enhanced surveys - Dry-dock examination

(Message of 26 February 1996)

The 1994 amendments to SOLAS, Chapter XI Regulation 2, requiring enhanced surveys to be conducted on all tankers and bulk carriers, came into force on 1 January 1996. The enhanced survey requires that the underwater bodies of tankers and bulk carriers be examined on dry-dock twice in five years at intervals not exceeding 36 months. Full dry-docking surveys must be carried out to be creditable and one of these surveys must be done at the time of the renewal of the Safety Construction Certificate.

However, for ships up to 15-year old, consideration will be given to requests for alternate afloat examinations by divers only with the agreement of the society, provided that the underwater body examination is done strictly in accordance with the society requirements and by qualified divers. The alternative underwater examination by diver will not be approved consecutively. For renewal of the Safety Construction Certificate, the ship must be examined on dry-dock.

Bulk carriers and tankers exceeding the above age limit must be examined on dry-dock twice in five years. Alternative means for underwater body examination or for acceptance of dry-dockings done earlier than required will only be considered under special circumstances and with the concurrence of the society.

Operating requirements in the event of loss of anchor

(Technical Circular 12)

On being notified of a loss of anchor, a Short Term Cargo Ship Safety Construction Certificate valid for a maximum of two months may be issued by Recognised Organisation (RO) without specific authorization from the Administration.

If a longer timeframe is required, Recognised Organisation (RO) must request authorization from the Administration per Marine Notice 2-011-4 with respect to a serious safety-related matter. The request must be sent to technical@register-iri.com and cover:

• any special operational or construction considerations;

• the shipowner’s corrective action plan; and

• a recommendation on the term of validity for the certificate.

The following notations shall be included on the Short Term Cargo Ship Safety Construction Certificate when issued:

1. Tug assistance is to be provided, at the discretion of the master, while entering & leaving port and while navigating in confined waters, and;

2. Main engine / propulsion is to be kept on “Stand By” at all times while at anchor.

Sea trials

(Marine Notice No. 2-011-41, which is displayed in Marine Notices)

Full load sea trials

Compliance with SOLAS Regulations II-1/29.3.2 and II-1/29.4.2, as amended, is required.

However, because it can be impracticable to demonstrate the steering capability and stopping abilities at the deepest seagoing draught during the sea trials of some vessel designs, trials are to be conducted as close as possible to the deepest seagoing draught as feasible. The use of floodable holds is to be considered where it is safe to do so.

IMO Resolution MSC.137(76), paragraph 6.1, allows that any necessary corrections addressing the full load condition should be made in accordance with the guidelines in IMO Circular MSC/Circ.1053, Explanatory notes to the Standards for Ship Maneuverability. Per §2.1.3.3 of IMO Circular MSC/Circ.1053, the Administrator holds that, “where trials are conducted in conditions other than full load…it rests with the designer/owner to demonstrate compliance at the final full load condition.”

The unified interpretations included in the references need to be considered when performing steering and maneuvering trials and recording the trial data.

Stopping ability

To meet the requirement “sufficient power for going astern” (as per SOLAS Regulation II-1/28), the Administrator generally considers the stopping distance to be satisfactory if the track reach in the full astern stopping test does not exceed 15 ship lengths, per guidance contained in paragraph 5.3.4 of IMO Resolution MSC.137(76).

For those ships that are large displacement vessels and the predicted stopping distance exceeds 15 ship lengths, Recognised Organisation (RO) shall draw from its experience with such designs and propulsion arrangements, as well as the measured stopping distance during sea trials, and confirm the actual stopping distance, in ship lengths, that is achievable for the vessel. See also Appendix 3 of IMO Circular MSC/Circ.1053 on the stopping ability of very large ships.

Maneuvering data

The Administrator requires vessels to have adequate maneuvering data for safe navigation and pilotage, in accordance with SOLAS Regulation II-1/28. This data is to be on board and available to the Master and other navigators on the bridge. IMO Assembly Resolution A.601(15) may be used as method of achieving this requirement.

1. Pilot Card and Wheelhouse Poster

   The Administrator requires maneuvering information to be presented in: .1 a pilot card; and .2 a wheelhouse poster* (*These two (2) forms of presenting maneuvering data are an RMI National requirement)

   Use of the formats contained in Appendices 1 and 2 of IMO Assembly Resolution A.601(15) are not required, but are viewed by the Administrator as a practical means of achieving compliance

2. Maneuvering Booklet

   The Administrator does not require the maneuvering booklet that contains comprehensive details of the ship’s maneuvering characteristics to be available on board. However, where such a booklet exists, its contents and format are to be reflective of the recommendations contained in paragraph 3.1 and Appendix 3 of IMO Assembly Resolution A.601(15).

3. Final Maneuvering Data

   The Administrator recognizes that a period of time may be needed after sea trials in order to calculate the final maneuvering data. Therefore, Recognised Organisation (RO) is permitted to allow a period of up to three (3) months for completion of calculations and subsequent availability of the data on the bridge. In the interim period, provisional data should be available and must carry a clear warning to navigators of its provisional status.

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

(Email from the Administration dated 22/05/2012)

The Administration will consider to apply the intent of the MSC.1/Circ.1247 on a case by case bases; this will be subject to the owner / RO providing all details related to the specific case and the circumstances leading up to the unforeseen delay in the delivery of the ship as per circular 1247 paragraph 2.

SOLAS II-1/12 - Piping piercing the forward collision bulkhead

(Marine Safety Advisory 10-22)

The Administration voluntarily implement early the amendments to the International Convention for the Safety of Life at Sea (SOLAS) Regulation II-1/12 (IMO Resolution MSC.474(102)). New paragraph 6 2 provides:“For ships constructed on or after 1st January 2024, except as provided in paragraph 6. 3, the collision bulkhead may be pierced below the bulkhead deck of passenger ships and the freeboard deck of cargo ships by not more than one pipe for dealing with fluid in the forepeak tank, provided that the pipe is fitted with a remotely controlled valve capable of being operated from above the bulkhead deck of passenger ships and the freeboard deck of cargo ships. The valve shall be normally closed. If the remote control system should fail during operation of the valve, the valve shall close automatically or be capable of being closed manually from a position above the bulkhead deck of passenger ships and the freeboard deck of cargo ships. The valve shall be located at the collision bulkhead on either the forward or aft side, provided the space on the aft side is not a cargo space. The valve shall be of steel, bronze or other approved ductile material. Valves of ordinary cast iron or similar material are not acceptable.”

This amendment may be applied to RMI-flagged passenger ships and cargo ships prior to 1st January 2024.

Testing arrangements for watertight compartments

PART A of IACS UR S14 Rev.6 is in compliance with SOLAS regulation II-1/11 and may therefore be applied by Recognised Organisation (RO) on RMI flag vessels without further authorization from the Administration.

The Administration may accept, on a case-by-case basis, the procedures contained in PART B of IACS UR S14 Rev.6 to be applied as an equivalent to the testing of a space or tank as required by SOLAS regulation II-1/11, provided it receives the ship owner’s and the Recognised Organisation (RO)’s acceptance for PART B of IACS UR S14 Rev.6 to be applied. Additionally, any of Recognised Organisation (RO)’s or shipowner’s past experience of the shipyard’s work in following such alternative methods should accompany the relevant application/request.

Recognised Organisation (RO) and the shipyard shall ensure and be fully satisfied with the water tightness and structural strength of all the boundaries of the space(s) or tank(s).

Where testing is carried out in accordance with PART B of IACS UR S14 Rev.6, Recognised Organisation (RO) shall provide a written report of the testing results in order for the Administrator to communicate the results to the International Maritime Organization (IMO), as required by SOLAS Chapter I Regulation 5.

For further information, refer to the Technical Circular 21 in Technical Circular No.21 - Testing arrangements for watertight compartments.

Means of ship embarkation / disembarkation

Refer to Technical Circular No.16 - Means of ship embarkation / disembarkation and pilot transfer arrangements and to the Marine Notice No. 7-043-1 in Marine Notices.

Emergency generator engine test in blackout conditions

(2020 CSCC Meeting)

IMO ResolutionA.1120 (30), 2.2.2.23 states:

“2.2.2.23 confirming, as far as practicable, the operation of the emergency source(s) of electrical power including their starting arrangements, the systems supplied and, when appropriate, their automatic operation (SOLAS 74/88 regs.II-1/43 and 44)”The Administration strongly recommends that the Emergency Generator Engine automatic operation is tested during the Annual Survey. In the event this cannot demonstrated either in a blackout, or a simulated blackout condition, the crew shall provide records of previous tests completed to the surveyor, and be able to demonstrate that they will be able to carry out this test as per their written procedures.

SOLAS II-1/3-8 - Towing and mooring

(MN-2-011-59)

The Administration requires the unified interpretations in IMO Circulars MSC.1/Circ.1673 and MSC.1/Circ.1362/Rev.2 to be used when applying SOLAS Regulation II-1/3-8.

Application of the guidance in IMO Circulars MSC.1/Circ.1619, MSC.1/Circ.1620, and MSC.1/Circ.1175/Rev.1 is mandatory.

Refer to Appendix A of MN-2-011-59 for a summary of the requirements, their applicability, and associated guidance.

For ships constructed on or after 1 January 2024, Recognised Organisation (RO) must confirm that the towing and mooring arrangements plan is provided on board. It is not required to be approved.

For all ships, regardless of size or date of construction, compliance with SOLAS Regulation II-1/3-8.9 (inspection and maintenance of mooring equipment) must be confirmed by Recognised Organisation (RO) after 1 January 2024, as follows:

1. New ships: at the initial survey; or

2. Existing ships: first annual survey for the issuance of the Cargo Ship Safety Construction Certificate or renewal survey for the issuance of the Passenger Ship Safety Certificate.

Lifting appliances (SOLAS Reg.II-1/3-13)

(MN-2-011-62)

The Administration does not require lifting appliances with a safe working load (SWL) below 1,000 kg to comply with the SOLAS Regulation II-1/3-13.2 provisions for design, construction and installation. Certification of any lifting appliance below 1,000 kg in accordance with Class Rules is voluntary.

Where a thorough examination is not part of the renewal or annual survey, verification that thorough examination of lifting appliances and loose gear has been conducted or completed to the satisfaction of Recognised Organisation (RO) shall take place during the renewal survey under SOLAS Regulation I/7 or the annual survey under SOLAS Regulation I/10, as applicable.

A Register of Ship's Lifting Appliances and Cargo Handling Gear, with the certificates of test and thorough examination of lifting appliances and/or loose gear attached to the Register must be maintained and placed onboard.

The unified interpretation of SOLAS Regulation II-1/3-13.2.4, as set out in IMO Circular MSC.1/Circ.1696, is to be used for the uniform documentation of load testing and thorough examination for existing non-certified lifting appliances (installed before 1 January 2026).

A voluntary Cargo Gear Certificate or Record under the International Labor Organization (ILO) Convention No. 152 may be maintained until 31 December 2025. Any further record keeping on or after 1 January 2026 must be in accordance with IMO Circular MSC.1/Circ.1663.

Cargo Ship Safety Equipment Certificate

Fire control and safety plans

(RO meeting dated 9/10/2019)

1. Administration interpretation of Resolution A.1116(30) (1 January 2019):

   • MN-2-11-10 states that “Shipboard Fire Control Plans required by SOLAS II-2/15.2.4 must be prepared using the escape route signs and equipment location markings of Resolution A.1116(30) in combination with Resolution A.952(23)”

   • The signage used in Resolution A.1116(30) shall be used in combination with the signage in Resolution A.952(23).

   • The information at the beginning of Resolution A.1116(30).4 which states: “INVITES Contracting Governments to note that these escape route signs and equipment location markings should take effect on ships constructed on or after 1 January 2019 or ships which undergo repairs, alterations, modifications and outfitting within the scope of SOLAS chapters II-2 and/or III, as applicable, on or after 1 January 2019, and that they should not be used, as appropriate, in combination with Resolution A.952(23) for the preparations of the shipboard fire control plans required by SOLAS regulation II-2/15.2.4”

   • It is important to note the wording “as applicable” in this sentence ensuring that the signage illustrated in A.1116(30) is used on board the ships and the signage illustrated in A.952(23) is used specifically with the FCPs.

2. Life Saving Appliances (LSAs) and Fire Fighting Equipment (FFE) signage marking requirements:

   • SOLAS Chapter III/Reg.10 “Marking of stowage locations” requires that the stowage location of LSA are to be marked by using Resolution A.760(18) as amended by Resolution MSC.82(70) compliant symbols. There shall be no differences in application of the requirements as long as the flag Administration is a SOLAS signatory country (refer to MN-2-011-10/2.3.1 “The Administrator’s policy is that compliance with IMO Resolution A.760(18, as amended by IMO Resolution MSC.82(70), is mandatory for all vessels to meet SOLAS III/9.2.3”)

   • Similarly, use of the IMO symbols for FCPs is to be in full compliance with SOLAS Chapter II-I, Reg. I 5/2.4 “FCPs” however, the regulation does not require markings on the stowage location of FFE. Administration requirements by the national regulations are similar but have the following specific requirements:

     • As specified in MN-2-011-10/2.2.2 “On cargo ships, the control stations of fixed firefighting systems and portable firefighting equipment, including when they are stowed in lockers or containers, must correspond to the symbols illustrated in the respective plan(s). The marking, if not of a photoluminescent type, must be at least in “like color” to that shown in the plan(s).” The symbol markings are required for these locations as stated in the text of MN-2-011-10/2.2.2. No further symbol markings are required for FFE of cargo vessels.

     • The symbol marks to be used in the FCP are to comply with Resolution A.952(23). However, the marking showing the location of the FCP container shall be provided near the entrance to the deck house for ready reference to the shore firefighters as required by SOLAS Chapter II-2 Reg. 15.2.4.2 and is to comply with MSC/Circ. 451.

Refer also to MN-02-011-10 in attached file “MN-2-011-10.pdf”.

Maintenance and inspection of fire protection systems / life saving appliances

Maintenance and inspection of fire protection systems and appliances

(MN 2-011-14)

See Marine Notices for up-dated Marine Notice.

Concerning the suitable number of spare cylinders which are required, on or after 1 July 2014, to replace the breathing apparatus cylinders used during training or drills (unless the ship is provided with an onboard means of recharging these cylinders), the Administrator does not prescribe any minimum number, however the shipboard safety management system needs to include provisions that sufficient spares corresponding to the number of breathing apparatus being used during drills, are available onboard.

Maintenance and inspection of life saving appliances

The case of periodic servicing and maintenance of lifeboats, launching appliances and on-load release gear is addressed in Requirements for maintenance, thorough examination, operational testing, overhaul and repair of lifeboats and rescue boats, launching appliances and release gear (MSC 402(96)).

Fire-extinguishing appliances in boiler rooms

(Regulation II-2/7.1)

Portable carbon tetrachloride fire-extinguishers shall be replaced by non-toxic gas extinguishers.

(Marine Guideline No. 2-11-17)The Administration has approved the voluntary early implementation for the amended Regulations 1 and 10 of Chapter II-2 of the International Convention for the Safety of Life at Sea 1974, as amended (SOLAS).The amendment deletes the requirement for a 135 l foam extinguisher for boilers protected by fixed water-based local application fire-extinguishing systems.For further information, refer to attached file “MG-2-11-17.pdf”.

Requirements for inert gas system on existing ships - Possible exemptions

The Administration accepts that, for existing ships only and after examination of relative documents, pressure and oxygen content indicators are positioned in both the cargo and main engine control rooms.

Fixed fire-extinguishing systems in cargo spaces - Exemptions (Regulation II-2/53)

(Message dated 12/08/1998)

The Administration authorises the carriage of cargoes shown in the list of non-combustible / low fire risk cargoes attached to MSC/Circ.671. The carriage of any other cargo will be considered on a case by case basis. The owner shall submit detailed documentation to the Administration through the society.

Dedicated wood ship carriers are considered by the Administration to be carrying unseasoned timber and, as such, may be exempted from the requirement to be fitted with a fixed gas fire-extinguishing system or a fire-extinguishing system which gives equivalent protection.

For issuance of exemption certificate, refer to Exemption.

Paint and flammable liquid lockers (Regulation II-2/10.6.3)

(MN No 2-011-6)

Definition

1. Portable fire extinguisher

   An extinguisher which is designed to be carried and operated by hand and which has a maximum fully charged weight of 23 kg (50.7 pounds).

   The minimum size for paint and flammable liquid lockers is either:

   1. Carbon dioxide; with a charge of 6.8 kg (15 pounds).

   2. Dry chemical; with a charge of 4.5 kg (10 pounds).

2. Suitable fixed extinguishing system

   A system designed to a recognized standard and of a medium and capacity as follows:

   1. Carbon dioxide; for at least 40% of the space gross volume.

   2. Dry chemical; for at least 0.5 kg / cubic meter of space gross volume.

   3. Water spray; with at least 5 liters / square meter of deck area / minute.

Existing vessels with keel laid before 1 February 1992

1. Lockers of 10 m² (i.e. 5 m x 2 m) or less in deck area: one portable fire extinguisher located outside the entrance to the space.

2. Lockers greater than 10 m², but less than 20 m² in deck area: two portable fire extinguishers located outside the entrance to the space.

3. Lockers greater than 20 m² in deck area: a suitable fixed fire extinguishing system as described above.

Existing vessels with keel laid after 1 February 1992 and before 1 February 1998

1. Lockers of 10 m² (i.e. 5 m x 2 m) or less in deck area: one portable fire extinguisher located outside the entrance to the space.

2. Lockers greater than 10 m² in deck area: a suitable fixed fire extinguishing system as described above.

Existing vessels with keel laid after 1 February 1998 and before 1 July 2002

1. Lockers of 4 m² (i.e. 2 m x 2 m) or less in deck area: one portable fire extinguisher located outside the entrance to the space.

2. Lockers greater than 4 m² in deck area: a suitable fixed fire extinguishing system as described above.

Existing vessels with keel laid after 1 July 2002 and before 1 January 2009

1. Lockers and storerooms (having a deck area of 4m2 or more), mail and baggage rooms, specie rooms, workshops (not part of machinery spaces, galleys) - one portable fire extinguisher placed outside or near the entrance to that space may also be considered as part of the requirement for the space in which it is located.

2. For other spaces in which flammable liquids are stowed the minimum number of extinguishers must be in accordance with SOLAS regulation II-2/10.6.3.

FSS code

(Email from the RMI Administrator dated 01/01/2012)

The guidance contained in the annexed unified interpretation of MSC.1/Circ.1388 is to be followed when applying relevant provisions of chapter 12 of the FSS Code, for ships constructed on or after 1 January 2012 and were contracted after 10 December 2010.

Furthermore, it is the understanding of the Administrator that, until April 2011 ( issuance date of the IACS revised UI), the only available guidance document was the MSC Circular which actually originated from an earlier IACS submission to IMO. Therefore, contracts signed after 10 December 2010 and prior to April 2011 should have incorporated the provisions of MSC.1/Circ.1388.However, based on the difficulties presented by IACS in the technical background provided for UI SC178 Rev.1, that it significantly affects conventional ship design, exemptions may be considered by the Administrator provided that Recognised Organisation (RO) considers the design / equipment changes are such that a contract would need to be renegotiated. For each such instance, Recognised Organisation (RO) should provide a recommendation to the Administrator as to how the relevant requirements of the SOLAS Convention and the FSS Code are adequately met.

Fire detection method IC

The Administration strongly recommends cargo ships built with protection method IC to consider installing additional smoke and / or heat detectors in the following areas:

• Navigation bridge;

• Galley;

• Officers mess room;

• Crew mess room;

• Crew cabins.

For further information, refer to the Marine Safety Advisory #18-14 in the attached file “MSAdvisory18-14”.

Muster and drills - Practice

(Regulation III/19)

This Regulation applies to all new and existing ships. Ship officers are reminded that it is required by the law that such musters and drills be recorded in the log book.

Free fall lifeboats drills

Procedural steps to safely carry out simulated launching drills of free-fall style lifeboats are given in the Marine Notice 7-041-4, which is displayed in Marine Notices.

Entering enclosed spaces

The Marine Notice No. 7-041-1, which is displayed in Marine Notices, is applicable to all vessels registered in the RMI to which SOLAS applies, including Commercial Yachts of 500 GT and over, and all Passenger Yachts.

Muster list and emergency procedures

(Regulation III/37)

The provisions of this regulation apply to all new and existing ships. Ship officers are reminded that it is required by the law that such musters and drills be recorded in the log book.

Lifesaving equipment

Life-saving appliances and equipment

Specific instruction on life-saving appliances and equipment is displayed in Marine Notice 2-011-5, which is in Marine Notices.

Main topics are as follow:

1. Approval of equipment

2. Approval of service providers

3. Equipment servicing

4. Life rafts

5. Immersion suits and thermal protective aids

6. Guidance on wearing immersion suits in totally enclosed lifeboats

Stowage

(Regulation III/13)

Liferafts on new or existing ships - with the exception of the additional liferaft stowed forward - shall be fitted with a hydrostatically operated release system.

Each liferaft shall be equipped with a waterproof notice in easily legible typed English and so displayed as to be seen immediately by a person entering the liferaft, bearing the following instructions:

• get away from the sinking ship,

• look for and gather survivors,

• check the proper functioning of the liferaft,

• open kit and read instructions on survival.

All lifeboat and liferaft equipment shall be correctly stowed.

In cases where liferafts may have to be lashed or otherwise secured against accidental release, the securing arrangements are to be fitted with an automatic release system of a hydrostatic or equivalent nature. The liferaft required to be stowed forward in certain ships in accordance with SOLAS chapter III regulation 26.3.2, need not be fitted with a hydrostatic release system but the securing arrangements should be easily operable; they shall be provided with an arrangement for means of embarkation. This requirement applies to all new and existing ships.

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

(Technical Circular #1 Rev.6 in Technical Circular No.1 - Shipboard Equipment and Service Provider Approvals and MN 2-011-37 in Marine Notices.)

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

Existing approval issued under MSC.1/Circ.1277 and in accordance with URZ 17 will remain valid after 1 January 2020 up until its expiry date, but in no case later than 31 December 2022. Resolution MSC.402(96) will be applied to certificates issued on or after 1 January 2020.

Where a manufacturer is no longer in business or no longer provides technical support, the Administrator may authorize service providers for the equipment based on prior authorization for the equipment and/or long-term experience and demonstrated expertise as an authorized service provider.

Service providers must have a documented and certified quality management system (QMS) which incorporates the items listed in §7.1.5 of IMO Resolution MSC. 402(96). A QMS certified in accordance with the most current version of the ISO 9000 series is an acceptable means of fulfilling this requirement but is not mandatory. Where a QMS complies with other standards, certification must be obtained by the service provider through approval by an Administrator RO.

Evaluation and replacement of lifeboat release and retrieval systems

1. Refer to MN 2-011-37

2. Use of Fall Preventer Devices

   (Minutes of Meeting 16^th April 2013)

   The Administrator does not want to see a ship with a system that is not compliant for a significant period of time. If an RO finds a non-compliant ship, a timeline for replacement needs to be developed in consultation with the Flag. The Administrator does not view the use of FPD as a long-term solution for a hook has been deemed to be unreliable.

   If a hook system does not meet the new LSA requirements, a system should be put in place to monitor the condition of the hooks along with the use of FPDs as a short term-solution until the owner / operator can make arrangements to replace the system. Even when a manufacturer has found a lifeboat release and retrieval system to be in compliance, the RO will still need to verify on board that everything is in place and compliant.

3. On-load release mechanisms for lifeboats and rescue boats - 5 knots installation test as per MSC.1/Circ.1392 paragraph 24

   Any proposal for equivalent test is to be submitted at first and on a case by case basis to the Administration for acceptance.

Specific cases of On-load release mechanisms for rescue boats

The Administration requires that all on-load release mechanisms shall be in accordance with LSA code paragraph 4.4.7.6 and shall be evaluated in accordance with IMO MSC.1/Circ.1392.

Therefore, all rescue boat on-load release mechanisms not complying with LSA code paragraphs 4.4.7.6.4 to 4.4.7.6.6 shall be replaced with equipment that complies with the LSA code or modified to comply with these requirements.

Where a suitable replacement or modified on-load release mechanism is not available for a rescue boat, the non-compliant on-load release mechanism may be replaced with a suitable off-load release mechanism.

The Administration will allow a grace period on a case-by-case basis for vessels to complete the replacement on rescue boats, as necessary.

For further information, refer to the Technical Circular 20 rev.1 in Technical Circular No.20 - On-load release mechanisms for rescue boats (Applicability of LSA code 4.4.7.6).

Life-jacket markings

The Administration follows SOLAS strictly and accordingly, the ship name is not required to be marked on life-jackets.

Two-way VHF radio telephone apparatus (regulation III/6.2.1) - Intrinsically safe type on oil tankers: cargoes of 60°C (flash point) or less and liquefied gas and chemical tankers

Portable VHF radio telephones are usually kept in charge condition on the bridge, ready for placement in the survival craft in an emergency. Thus, the possibility exists whereby they can be used for other purposes.

Therefore, since portable radio telephones may be used any place on the ship, the Administration requires that, when used on tankers carrying cargoes of 60°C flash point (140°F) or less and on liquefied gas and / or chemical carriers, they shall be intrinsically safe, except when the units are set aside and labelled only for survival craft use, outside the cargo block.

Life-saving appliances of cargo ships of less than 1,600 grt (apply to existing ships under SOLAS 1974) - Equivalent arrangement

[IMO Circular SLS.14/Circ.10 (June 24, 1982)]

Well note that references are made to SOLAS 1960 and not to SOLAS 1974.

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

The Administration gives notification of acceptance of the following equivalent arrangement under the provisions of chapter I, regulation 5:

“Cargo ships of less than 1,600 grt and less than 275 feet in length may carry as a minimum requirement:

1. On each side of the ship, one or more liferafts of sufficient aggregate capacity to accommodate all the persons on board.

2. Additionally, a liferaft of sufficient capacity to accommodate half the total number of persons on board and capable of being rapidly launched, on either side of the ship, by means of an approved launching device.

3. Additionally, an accepted rigid boat, or inflated boat of robust construction, at least 12 feet in length and able to accommodate at least six persons, in each case, fitted with an acceptable engine, kept ready and capable of being rapidly launched and recovered on one side of the ship with at least two persons on board, for use as a rescue boat.”

Rescue boat - Equivalent arrangement

The Administration has accepted an equivalent arrangement under the provisions of regulation 5 of Chapter I of SOLAS 74 (as amended) in respect of ships equipped with a six-person rescue boat which is not one of the ship’s survival craft, having a weight of less than 7000 N in fully equipped condition, with engine but without the crew. Slewing of the launching appliance shall be possible by one person against an adverse list of 20 degrees and a trim of 10 degrees. For other aspects, the launching appliance shall be in full compliance with paragraphs 1 and 2 of section 6.1 of the LSA Code.

For further information, refer to the Marine Safety Advisory No. 8-14 in the attached file “MSAdvisory8-14” and to the IMO circular SLS.14/Circ.508, dated 1 July 2013.

Life-saving symbols

Refer to Fire control and safety plans b) and MN-2-011-10.

Fully equipped lifeboat launch test at 5 knots

(Minutes of meeting 14/09/2011)

As per IMO resolution MSC.81(70) as amended, such test should be a part of the installation test, preferably during sea-trials. Consideration may be given to only testing the first ship of an identical series of ships, constructed at the same shipyard.

(As per IMO Resolution MSC.81(70) as amended, lifeboat towing test is to be carried out as part of the type approval procedure.)

Revised recommendation on testing of life-saving appliances

(Email from the Administration dated 07/11/2011)

Recognised Organisation (RO), when acting on behalf of this Administration, is advised to apply all the amendments of the revised recommendation as specified in the resolution MSC.323(89).

Use of Privately Contracted Armed Security Personnel (PCASP)

The use of PCASP leads to requests received by the Administration for ships exceeding their Minimum Safe Manning Certificate.

(Minutes of Meeting 16^th April 2013)

As opposed to approaching the class society for a short term certificate, the Administrator is handling this by covering extra personnel on board in its letter of no objection. ROs will not be asked to verify that all LSAs are available when transits are regarded as short. This mostly happens off port limit, which is very difficult for class societies to verify.

The Administrator expects ROs to issue short term certificates for long-term matters.

Voluntary early implementation of amendments to SOLAS and LSA Code

(Marine Safety Advisory No 19-21 in the attached files)

The Administration will be voluntarily early implementing the following amendments with effect on 1 January 2022 for RMI-flagged vessels; this is in advance of their 1 January 2024 expected entry-into-force date:

1. SOLAS III/33.2 as amended by IMO Resolution MSC.482(103):

   On cargo ships of 20,000 gross tonnage and upwards, davit launched lifeboats shall be capable of being launched, utilizing painters where necessary, with the ship making headway at speeds up to 5 knots in calm water.

2. LSA Code paragraph 4.4.1.3.2 as amended by IMO Resolution MSC.485(103):

   All lifeboats shall be of sufficient strength to:

   • enable them to be safely launched into the water when loaded with their full complement of persons and equipment; and

   • except for free-fall lifeboats, be capable of being launched and towed when the ship is making headway at speeds up to 5 knots in calm water.

Rescue boat deficiencies on ships only have freefall lifeboats

(2020 CSCC Meeting)

When Recognised Organisation (RO) becomes aware of a deficiency that prevents a critical piece of equipment from performing its function then Recognised Organisation (RO) should immediately set an expectation to the ship’s master that equipment must be returned to good working order before the ship departs a port.

When considering a rescue boat that cannot be fixed and remains inoperable, an equivalent arrangement must be put in place before a vessel departs a port. For an arrangement to be considered equivalent it must be demonstrated by the crew to the attending Recognised Organisation (RO) surveyor.

With reference to rescue boat deficiencies on ships which only have freefall lifeboats, as opposed to twin fall davit launched lifeboats, the freefall lifeboat is not considered by the Administration to be equivalent to a rescue boat.

If an equivalence is demonstrable this should be recorded on a short-term Safety Equipment certificate.

If it is neither possible to rectify the rescue boat deficiencies, nor implement an equivalent temporary arrangement then after exhausting all appropriate endeavours to make a fix, the ship may be allowed to sail with a short-term certificate valid for no longer than one week. The certificate will not cite an equivalence but instead will note a temporary exemption for the rescue boat has been provided and is accompanied by an appropriate risk assessment. Work by ship’s crew on the open deck should not be permitted except for exceptional circumstances such as arranging pilot boarding. The master remains responsible to implement the risk assessment.

Recover persons from the water

(Marine Notice MN-2-011-47, which is displayed in Marine Notices)

The Administrator has determined in accordance with IMO Resolution MSC.346(91) that SOLAS Regulation III/17-1 shall apply to Private Yachts Limited Charter (PYLC) regardless of size or gross tonnage and to Commercial Yachts (CY) of less than 500 gross tons.¹ Compliance is required by the first initial, annual or renewal Compliance Verification to be carried out after 1 July 2015.

The Administrator implemented SOLAS regulation III/17-1 to vessels to which the ISM code is applied through Marine Notice 2-011-13.

These vessels are:

1. passenger ships (including high speed craft) regardless of tonnage;

2. oil tankers, chemical tankers, gas carriers, bulk carriers, passengers and cargo high-speed craft, special purpose ships, other cargo ships and CY of 500 gross tonnage and upwards; and

3. self-propelled mobile offshore units (MOUs) and Dynamically Positioned (DP) MOUs of 500 gross tonnage and over engaged on international voyages.

Where it is concluded, after having performed a risk assessment, that the use of specialized equipment is not necessary, the alternative approach shall be clearly and thoroughly described within the plans and procedures.

For vessels subject to the ISM code, Companies and Masters shall list any equipment referenced within the LSA on-board maintenance schedule of SOLAS Regulation III/36. See Section 3.8 of MN 2-011-13.

For yachts not subject to the ISM code, the plans and procedures shall be incorporated through the Mini-ISM system as laid out in the RMI Yacht code (MI-103).

Recognised Organisation (RO) is required to confirm that plans and procedures to recover persons from the water exist onboard and that the listed equipment is in satisfactory condition. This will be carried out during the statutory survey of safety equipment (initial, annual, periodical, renewal) or Compliance Verification (initial, annual or renewal), as applicable.

Vessels found not to comply with the SOLAS Regulation III/17-1or RMI requirements in accordance with the Marine Notice No. 2-011-47 may be subject to restrictions until compliance is demonstrated.

Electronic Record Books and Logbook Systems

Requirements for the use of Electronic Record Books (ERB) and other logbook systems to electronically record required operations are given in the Marine Notice 7-041-5 and displayed in Marine Notices.

Nautical chart, publication carriage and ECDIS requirements

(MN 7-041-6, which is displayed in Marine Notices)

Chart carriage requirement

All vessels must carry an adequate portfolio of nautical charts updated to the latest edition of Notices to Mariners available onboard for their planned voyage. All charts must be of a large enough scale and have enough detail to make safe navigation of the area possible. Guidelines for maintaining a regular and efficient system for updating nautical charts are contained in MG 7-41-1 (attached file).

As defined by SOLAS V/2.2, nautical charts are issued officially by or on the authority of a government-authorized Hydrographic Office or other relevant government institutions (MG 7-41-3).

Masters must ensure that any charts required by port State regulations for ports where the vessel will be calling during a voyage are onboard and updated as necessary.

ECDIS satisfies the chart carriage requirement¹ of SOLAS V/19.2.1.4, provided it meets the following criteria:

• The ECDIS must be of a type approved per SOLAS V/18 and conform to the relevant International Maritime Organization (IMO) performance standards not inferior to those specified in the table from MN 7-041-6;

• Uses up-to-date electronic nautical charts (ENCs)

• Is maintained to be compatible with the latest applicable International Hydrographic (IHO) standards; and

• Has adequate, independent back-up arrangements as required by SOLAS V.19.2.1.5 and the relevant IMO performance standards specified in the table from MN 7-041-6.

In areas for which ENCs have not been issued or are not of an appropriate scale for the planning and display of the vessel’s voyage plan, either the ECDIS can be used in the Raster Chart Display System (RCDS) mode or paper nautical charts can be used. If an ECDIS is operated in the RCDS mode, an appropriate portfolio of up-to-date paper charts must be carried onboard and be available for use.

The vessel’s manager is responsible for determining the form of charts to be used onboard as the primary means of navigation. The form of chart used as the primary means of navigation shall be indicated in the Company’s Safety Management System (SMS).

All navigation work must be done on the form of chart indicated in the Company’s SMS.

IMO Circular MSC.1/Circ.1496 provides a unified interpretation for how to document the form(s) of nautical charts carried onboard on the vessel’s Record of Equipment (Form E, C or P as appropriate).²

ECDIS carriage requirements and training

Information about ECDIS carriage requirements and training are also detailed in the Marine Notice MN 7-041-6 (displayed in Marine Notices).

Nautical publications

At a minimum, vessels shall carry sailing directions, lists of lights, notices to mariners, tide tables, and current table for the vessel’s planned voyage in accordance with SOLAS V/19.2.1 and V/27. Other publications, including a nautical almanac and coast pilots (where issued) shall also be carried.

Any nautical publications required by port state regulations for ports where the vessel will be calling during a voyage are onboard and updated with the latest published corrections.

Electronic nautical publications may be used to either partly or fully fulfill the requirements of SOLAS, Chapter V, and Marshall Islands Maritime Regulation, MI-108, §7.41.15, provided the following conditions are met:

1. Nautical publications required for intended voyage planning (examples include sailing directions, coast pilots, light lists, tide and current tables, etc.) must be provided with electronic or paper back-up arrangements.

2. Relevant back-up copies must be corrected and ready for use when needed. When an electronic back-up is carried, portions of the publication needed for the planned voyage shall be printed and included with the voyage plan unless the electronic backup is an independent computer system with its own emergency source of power.

Phasing out traditional paper nautical charts

(Refer to MSA 01-23)

Some national hydrographic offices are phasing out traditional paper nautical charts.

When paper nautical charts are the means of navigation or used as the dedicated back-up to an electronic chart display and information system (ECDIS) for a vessel's area of operation and they are no longer available through the common providers compliance may be met by:

1. Obtaining alternative approved charts. This could be directly from the hydrographic office of a coastal State, or a nautical chart service; or

2. Installing an ECDIS.

As a cautionary note, Electronic Chart Systems (ECSs) and other devices that electronically display the vessel’s position and nautical chart data on a display screen do not meet all the International Maritime Organization requirements for ECDIS. They are not currently intended to satisfy SOLAS Chapter V requirements and therefore are not permitted to be used onboard RMI-flagged vessels in lieu of approved nautical charts.

VDR

Installation and testing of (S-)VDR (as per SOLAS V)

(Memo received 28/05/09)

For cargo ships of 3,000 gt and upwards but less than 20,000 gt constructed before 1 July 2002, at the first scheduled dry-docking after 1 July 2007 but not later than 1 July 2010.

Interpretation:

The installation and testing date of the (S-)VDR is set at the first scheduled dry-docking after 1 July 2007.

When the DS is dealt with by a UWILD (Under Water-survey In Lieu of a Dry-docking) and the DS has been credited, this will count as the scheduled DS, meaning the (S-)VDR has to be fitted at that time.

When a UWILD has been carried out for a vessel and the (S-)VDR was not fitted, arrangements have to be made to have the (S-)VDR fitted as soon as possible, but before 1 November 2009.

Revised performance standards (MSC.333(90))

With reference to the IMO resolution MSC.333(90) and IACS UI SC 261 (performance standards for VDRs) and pending a general permanent instruction from the Administration, the Administration is to be contacted on a case-by-case basis for application of the IMO resolution MSC.333(90).

Magnetic compass

(MN 2-011-32, see attached file “MN-2-011-32”)

Applies to all vessels, as well as MOUs, that are required to be fitted with a magnetic compass.

All vessels are required to be fitted with a properly adjusted magnetic compass according to ISO 25862:2019.

All compass adjustments, including those using remote services, must be carried out by a qualified compass adjuster. When this adjuster is not available, the ship's master may carry out this work in case of an emergency.

The date of any adjustment and other details must be noted in the compass deviation book. These details must include the position of all compass correctors as well as the vessel’s position and sea conditions when the adjustments were made.

A compass deviation card must be prepared each time the compass is adjusted. Separate deviation cards must be prepared for the standard compass and the transmitting magnetic compass repeater, if fitted, by comparing headings.

Repairs must only be made by the compass manufacturer, other competent person, or a company using proper test facilities. When the work is finished the repairer must supply the Owner or Master with a certificate specifying the date the work was done and the applicable standards.

Equivalent arrangement for standard and spare magnetic compasses:

The following notice of the acceptance of an equivalent arrangement for the requirement to provide magnetic compasses has been posted by the Administration on the “IMO Gisis” website on the 11^th December 2015;

“All ships under the Marshall Islands Flag may in lieu of complying with the requirements of Regulations V/19.2.1.1 and V/19.2.2.1 be subject to compliance with the following:

• be fitted with two (2) gyro compasses, type approved in accordance with relevant international standards, to determine the ship’s heading and display their reading at the main steering position.

• both gyro compasses shall be independently uninterruptible connected to the main and emergency sources of power.

• each gyro compass shall also be connected to an individual UPS with a minimum of 30 minutes of usable powering capacity.

• at least one of the gyro compasses must meet the provisions of SOLAS V/19.2.5.1 for a gyro-compass to be carried on vessels of 500 gross tonnage and over, providing that it also meets the provisions of SOLAS V/19.2.3.2, V/19.2.4 and V/19.2.5.5, and

• in no case shall any voyage be undertaken in the case that a malfunctioning or inoperative gyro creates a situation in which any above item is not met.”

BNWAS (SOLAS 74 regulation V/19)

(Minutes of Meeting 19^th April 2011)

The Administration considers that for those systems installed prior to July 2011, an exemption or equivalence could be accepted if compliance is proven with the previous standards, i.e. resolutions A.694(17) & A.813(19), MSC/Circ.982 and IEC 60945.

(Marine Notice No. 2-011-40, which is displayed in Marine Notices)

Self-propelled Mobile Offshore Units are required to be fitted with a BNWAS in accordance with SOLAS Chapter V. Refer to the RMI Mobile Offshore Unit Standards (MI-293) for these types of vessels.

As permitted by SOLAS, the Administrator will accept BNWAS installed prior to 1 July 2011 that do not meet the performance standards contained in IMO Resolution MSC.128(75), upon recommendation from Recognised Organisation (RO), provided:

1. The system is manufactured for marine service;

2. Audible alarms or visual indicators are provided in the wheelhouse and on the bridge wings; and

3. Second and third stage audible alarms are raised in locations deemed appropriate by Recognised Organisation (RO).

Regardless of when installed, BNWAS, when fitted with motion detectors to serve as the reset function must meet the following additional requirements:

1. The sensors cover only the area of the bridge forward of any bridge curtains;

2. The area of the bridge covered by the motion sensor does not include bridge chairs, unless the chair is integral to the primary conning position, such as in a cockpit style operating position; and

3. Moving bridge curtains will not reset the BNWAS.

For the purpose of this Marine Notice, “at sea” in SOLAS regulation V/19.2.2.3 means the ship is under way outside of pilotage waters.

Vessel operators shall address in their Safety Management System (SMS) the operating situations under which the BNWAS operational modes (automatic, manual ON and manual OFF) should be utilized, taking into account that the automatic operational mode shall not be utilized, if it is available, until such time as the performance standards contained in Resolution MSC.128(75) are revised. See MSC.1/Circ.1474 for additional guidance on the BNWAS auto function.

For systems fitted with motion sensors to serve as the reset functions, the SMS shall include a procedure for the crew to check the system at least once a day to ensure it is operating correctly.

The Administration’s requirements for connecting a BNWAS to a VDR are as follows:

1. For BNWAS installed on or after 1 July 2011:

   • The BNWAS shall be connected to the VDR if the VDR was installed on or after 1 July 2014;

   • The BNWAS should, if practicable, be connected to the VDR if the VDR was installed prior to 1 July 2014.

2. For BNWAS installed prior to 1 July 2011:

   The BNWAS should, if practicable, be connected to the VDR.

Upon receipt of a recommendation from Recognised Organisation (RO), the Administration will consider exemptions to these requirements.

Pilot transfer arrangements

Refer to Technical Circular No.16 - Means of ship embarkation / disembarkation and pilot transfer arrangements and to the Marine Notice No. 7-041-3 in Marine Notices.

For yachts refer to SOLAS e).

LRIT

(Marine Notice MN-2-011-25)

For ships operating in sea area A1, exemption certification from the requirement to comply with SOLAS Regulation V/19-1 is not required; however, for those shipowners with port State control (PSC) concerns, the RMI Maritime Administrator (the “Administrator”) will consider, upon request, authorizing the issuance of an exemption certificate describing the ship’s operating area.

The following companies have been appointed as authorized testing Application Service Providers (ASP) (full details are given in the MN):

• Pole Star Space Applications Ltd (Pole Star);

• Fulcrum Maritime Systems Ltd. (Fulcrum);

• Transas Telematics Limited (Transas) / Livewire Connections LTD

On satisfactory completion of a shipborne terminal conformance test, the ASP conducting the test shall issue the LRIT conformance test results to the shipowner/operator, and if satisfactory issue the “Conformance Test Report (CTR)”.

Recognised Organisation (RO) shall ensure that ships have a valid CTR on board, prior to issuing the Safety Equipment certificate.

CTRs issued by Pole Star can be verified using the following link: https://polestar.secure.force.com/LRITrequest/ConformanceTestReports

If the LRIT conformance testing has not been completed and/or the LRIT CTR delivered on board by the time of the first survey of the radio installation after 31 December 2008, the Administrator will authorize Recognised Organisation (RO), under the normal request procedures provided in RMI Marine Notice 2-011-26, to issue a 30 day Short Term Safety Equipment Certificate to the ship to allow time for the shipborne terminal LRIT conformance testing to be completed and/or the CTR to be delivered under the following conditions:

• when the shipmanager/operator produces objective evidence to Recognised Organisation (RO) that efforts have already started to arrange shipborne terminal LRIT conformance testing;

• when the shipmanager/operator produces objective evidence of successful shipborne terminal LRIT conformance testing and application for the issuance of the LRIT CTR;

• when found necessary under newbuilding delivery circumstances; or

• when a ship is in shipyard undergoing repairs or modifications when the first survey becomes due.

This authorization is being provided to accommodate initial installations of terminals, upgrades or new acquisitions when found necessary and to preclude any problems with the ship clearing out of port and clearing in or out at its next port or ports during this 30 day period.

If, after successful testing of the shipborne terminal, the LRIT CTR has not yet been delivered to the ship in time for the first survey, Recognised Organisation (RO) is advised that in such circumstances the inability to produce an LRIT CTR should not be considered as making the ship unseaworthy or as a reason for delaying the ship in port until the CTR is delivered, provided again that suitable arrangements are made to the satisfaction of the Administrator as soon as is practically possible.

In any such instance, the Recognised Organisation (RO) is authorized to accept an emailed PDF copy of the original LRIT CTR issued by the Administrator’s appointed Test ASPs during the survey or within the 30 day limits of a Short Term Safety Equipment Certificate after the survey to complete the Safety Equipment survey in a timely manner with the understanding that at the earliest possible opportunity, the shipmanager shall effect delivery of the original LRIT CTR to the ship.

When a ship is transferring flag to the RMI which has an LRIT CTR, the CTR shall be considered as remaining valid if the ASP which conducted the last conformance test was either Pole Star, Fulcrum, or Transas, each recognized and authorized test ASPs of the RMI.

However, the LRIT CTR must be re-issued by the ASP concerned on behalf of the Administrator indicating the new particulars of the ship but without requiring re-testing or altering the date of completion of the original conformance test.

For further information, please refer to attached file “MN-2-011-25.pdf”

Unavailability of new EPIRB

(Marine Safety Advisory 19-22)

As the shortages of EPIRBs meeting the latest technical standards and delays in receiving them are expected to be temporary, the Administrator advises that:

1. Existing IMO Resolution A.810(19) compliant EPIRBs (those installed before 1 July 2022) may continue to be used by replacing the battery prior to its expiry date until such time as they can no longer be maintained and are retired.

2. If an IMO Resolution MSC.471(101) compliant EPIRB is unavailable for installation after 1 July 2022, an IMO Resolution A.810(19) compliant EPIRB may be installed and used until such time an IMO Resolution MSC.471(101) compliant EPIRB becomes available.

   This substitution will be allowed through 31 December 2023 by the Administrator with Written documentation showing the unavailability of the new EPIRB.

3. Non-SOLAS vessels may install either IMO Resolution A.810(19) or IMO Resolution MSC.471(101) compliant EPIRBs.

Cargo Ship Safety Radio Certificate

Manning

(Regulations IV/15 and IV/16)

Where a ship sails without a radio maintainer (either 1^st or 2^nd Class) on board, i.e. using duplication of equipment and shore-based maintenance, at least two deck officers are required to hold the GMDSS general operator certificate.

If there is a radio maintainer on board, that is the only person required.

Radio personnel - Certificates

The personnel shall hold a valid Marshall Islands certificate. If not, the definitive radio certificate may not be issued.

Satellite EPIRBs (Regulation IV/14)

(Letter N. 24, Rev. 11/95)

In addition to requirements of resolutions A.694(17) and A.763(18), the following should be clearly indicated on the exterior of the equipment:

• brief operating instructions,

• expiry date for the primary battery used,

• identity code programmed into the transmitter.

In furtherance to the requirements under labelling, for the manufacturers name type and serial numbers, operating instructions, expiry date of primary battery and the identity code to be clearly shown, the Administration also requires the following:

• The renewal of an expired battery must be done by or under the supervision of the manufacturer’s service engineer and or a qualified radio technician,

• The input of the EPIRB identity code must be done by or under the supervision of the manufacturer’s service engineer and or by a qualified radio technician,

• When a ship registers under either the Liberian or Marshall Islands flag, the identity code will be formulated according to instructions issued by the Administration,

• When a ship leaves the Marshall Islands Registry, the identity code issued by the Administration shall be removed and the EPIRB recoded in accordance with the instructions from the new Flag Administration.

Equipment approval procedures

(Technical circular N°1 Rev 4, which is displayed in Technical Circular No.1 - Shipboard Equipment and Service Provider Approvals).

EPIRBs must be COSPAS SARSAT approved while satellite terminals must be approved by INMARSAT. These endorsements, by themselves, are sufficient to demonstrate that the equipment will be acceptable to the Administrator.

Issuance of radio exemption certificate

(Letter N.15/Rev. 5/96, CSCC Oct 1997)

The exemption certificate is issued by the Administration on the owner’s request.

At the renewal survey, for the issuance of the Cargo Ship Safety Radio Certificate, the surveyor shall make sure, if the ship holds an exemption certificate, that the conditions under which it was given are still valid.

The surveyor shall notify the chief of the Radio Division, through the MOC, at the IRI address given above.

If a ship holds an exemption certificate issued by another Administration prior to her registration under the Marshall Islands Flag, the above process shall be adhered to. In addition, the surveyor shall advise the owner to apply to the Marshall Administration for issuance of a new exemption certificate, in providing supporting justification.

Renewal of Ship Radio Station Licenses

(Marine Notice 4-033-3 dated June 2016, see attached file).

This Notice outlines the Administration’s policy on ship radio station license renewal and changes the expiration date of this license. It becomes effective on 01 July 2016 and only applies to those radio station licenses that expire after 30 June 2016. Refer to attached file for details.

GMDSS Radio Logbooks

(Marine Notice 4-033-7)

International Convention for the Safety of Life at Sea (SOLAS) Regulation IV/17 requires that a record be kept “of all incidents connected with the radio communication service which appear to be of importance to safety of life at sea.”

The RMI Maritime Administrator requires this record, to be known as the GMDSS Radio Logbook, to be kept on the navigation bridge, convenient to the radio installation and made available for inspection by Radio Surveyors and other authorized personnel.

Compliance for revised MF, HF and VHF NBDP channelling requirements

(MSA No.02-25 Rev.1)

Until 1st January 2028, the Administration will permit the continued installation of:

1. shipborne VHF radio installations conforming to performance standards not inferior to those specified in IMO Resolution A.803(19), as amended by MSC.68(68);

2. shipborne MF and MF/HF radio installations conforming to performance standards not inferior to those specified in IMO Resolutions A.804(19) as amended by MSC.68(68); and A806(19) as amended by MSC.68(68); and

3. Inmarsat-C ship earth stations conforming to performance standards not inferior to those specified in IMO Resolution A.807(19), as amended by MSC.68(68).

All vessels shall ensure VHF radiocommunication equipment compliance with the latest channel arrangements in Appendix 18 of the ITU Radio Regulations by the first radio survey on after 1 January 2028 (See IMO Circular MSC.1/Circ.32/Rev.3).

Radio dispensations

(MN 4-033-8, see Marine Notices)

In case there are issues with SOLAS-required radio equipment in port, then a ship must contact Recognised Organisation (RO). The owner or operator will need to provide Recognised Organisation (RO) with a description of the issue and a Corrective Action Plan. Recognised Organisation (RO) must provide the Administration with a detailed recommendation of how to proceed.

Recognised Organisation (RO) may also be contacted to follow-up with verification of the corrected radio ite, and/or for the issuance of a short-term Statutory certificate in accordance with MN 2-011-4. In all cases, some measure of alternative equivalency needs to be put in place and followed.

The document RADMI-06 (see attached files) may be used as a template for reporting to Recognised Organisation (RO) the radio issue experienced in port.

Ships operating in sea area A3

(MSA No.02-25 Rev.1)

On 13 December 2024, IMO issued Circular COMSAR.1/Circ.32/Rev.3 that clarifies that a single MF/HF radio installation may be accepted both as a primary MF radio installation and a duplicated MF/HF radio installation for ships operating in sea area A3. Shipowners and operators are advised to refer to the table and footnotes in §2.3 for all ships to which SOLAS Chapter IV applies

Passenger Ship Safety Certificate

General

Refer also to Cargo Ship Safety Construction Certificate, Cargo Ship Safety Equipment Certificate and Cargo Ship Safety Radio Certificate., as relevant.

Others

Cargo Securing Manuals

(Regulation VI/5)

The society is authorised to approve the Cargo Securing Manual on behalf of the Administration.

Carriage of grain

(MN-2-011-3)

Grain loading arrangements must be approved by Recognised Organisation (RO) in accordance with the provisions of SOLAS VI. Recognised Organisation (RO) has been authorized to issue grain loading document authorizations and approve loading manuals on behalf of the Administrator.

A ship not having on board a document of authorization issued previously in accordance with Part A-3 of the International Grain Code may be permitted to load bulk grain provided that the ship, in its proposed loaded condition, complies with the requirements of the Code (see Part A-9).

Prior to loading, the relevant calculations, loading plans, and other data must be submitted to Recognised Organisation (RO) for approval.

The recent amendments to the Grain Code (IMO Resolution MSC.552(108)) introduce a new class of loading conditions for “specially suitable compartment, partly filled in way of the hatch opening, with ends untrimmed.” New and existing cargo ships which intend to carry grain under such loading conditions, must update their Stability Booklet and ensure compliance before the first loading on or after 1 January 2026.

Document of Compliance for the carriage of dangerous goods

(Email from the Marshall Islands Administrator dated 01/09/2011)

The Marshall Islands Administrator considers the MSC.1/Circ.1407, dated 2 June 2011, “Guidance for application of SOLAS Regulation II-2/19.3”.

In this context, Recognised Organisation (RO) should be taking into account the intention of the circular’s contents, while applying the amendments to SOLAS regulation II-2/19.3, as adopted by resolution MSC.269(85).

Authorisation to carry extra personnel

(CSCC, Oct 1997)

The owner requesting authorisation to carry additional persons for more than 15 days should first contact the society to determine if the ship’s existing lifeboats can be recertified to carry the extra personnel or, if possible, new and / or additional lifeboats can be installed if frequent or long term carriage of additional persons is anticipated. If this is not possible, the Administration authorises the installation of additional liferafts in substitution for required additional lifeboat capacity in order to permit the ship to carry additional persons for a short term period subject to the necessary surveys being carried out to the satisfaction of the attending surveyor. The surveyor should also verify that additional personal life-saving appliances and, if applicable, additional thermal protective aids have been placed on board. The surveyor should also ensure that adequate quarters and sanitary facilities are also available for the additional persons.

The society is authorised, if all is satisfactory, to issue a short-term Safety Equipment Certificate of up to three months or of a period specified by the Administration. Any extension of the short-term certificate requires prior authorisation from the Administration.

Authorisations to carry extra persons shall not be allowed as a means to circumvent Port State immigration laws or as a means to provide alternative workers to shipyard labour while a ship is in the shipyard.

Special Purpose Ships

(MN-2-011-34)

Applicability

The 2008 SPS code is applicable to all SPSs, carrying more than 12 special personnel, certified on or after 13 May 2008. The existing SPS has been superseded by the 2008 SPS code, the provisions of the 2008 SPS code shall be applied as far as reasonable and practicable to SPSs constructed before 13 May 2008.

The Administrator shall apply the standard to all SPSs, irrespective of tonnage.

Additionally, a vessel shown to meet the 2008 SPS code, which is intended to carry 12 or less special personnel, may also be certified as a SPS in order to meet certain Coastal Administration requirements.

Requirements

Owners or operators must arrange with Recognised Organisation (RO) to confirm that their ships, before registration in the RMI, comply with the appropriate SPS Codes and are eligible to be issued SOLAS Certificates, SPS Safety Certificates, or National Documents of Compliance (NDOC).

Due to the often vague operational status and service of SPSs, each proposed use of the appropriate SPS Code should be forwarded, with the recommendation of the vessel’s class, to the Administrator for consideration. This request should include, at a minimum, a general arrangement plan, a detailed scope of operations, details of the 2008 SPS code compliance, and a proposed manning level. The proposed manning description should detail all persons onboard including crew, special personnel, and any passengers.

Compliance requirements for new and existing SPSs

All new and existing SPSs must be issued SPS Code certificates or NDOCs.

SPSs of 500 gross tonnage and above should also be issued SOLAS safety certificates (passenger or cargo ship, with exemptions as appropriate).

Vessels currently certificated to trade as an SPS under the old SPS code may continue to trade if operating within the conditions of the existing certificate until its expiration.

Where reasonable and practicable, modifications may be required to bring the vessel in compliance with the operational provisions of the 2008 SPS code at the time of the renewal survey.

Irrespective of build date, vessels not previously certified or operating as an SPS, but intending to do so, will be subject to the 2008 SPS Code.

Vessels certificated to trade as an SPS that carry more than 12 persons in addition to crew, and at least one of which is an industrial personnel, must also comply with the IP Code as per Marine Notice 2-011-60 (see IP Code).

Certification

All existing SPSs of at least 500 gt are to maintain their SPS Safety Certificates which had been issued in accordance with the certification procedures of previous SPS code until expiration. Thereafter, at the time of the renewal survey, all existing SPSs are to be issued an SPS Safety Certificate in accordance with 2008 SPS code.

If normally engaged on international voyages, in addition, carry SOLAS Safety Certificates, as a passenger ship with a SOLAS exemption certificate, or as a cargo ship with a SOLAS exemption certificate, as appropriate.

All SPS of less than 500 gt will be issued an NDOC. This certificate will indicate to what extent relaxations, if any, were authorized by the Administrator.

National Safety Inspections

SPSs are subject to MI Annual Safety Inspections (ASIs), to be performed between 30 days before and 30 days after the vessel registration anniversary date. The inspections are to be carried out by an authorized MI nautical inspector, unless other arrangements are discussed and specifically agreed to by the Administrator.

As an alternative, these ASIs may be performed Recognised Organisation (RO) surveyor in conjunction with the annual survey in accordance with the alternate safety inspection program outlined in Marine Notice 5-034-2.

IBC code

(Paragraph 5.2.2.2 of the IBC code (cargo line flanges on chemical tankers) and IMO MSC/Circ.406/Rev.1)

Use of flanged connections in exceptional cases on cargo piping must be approved on a case by case basis by the Administration. The request for approval is to be sent by Recognised Organisation (RO) to the Administration on a case by case basis and must include a risk assessment, a justification for such a request and a recommendation to the Administration.(The Administration may accept on a case by case basis a limited number of such flanged connections in accordance with the guidance contained in MSC/Circ.406/Rev.1).

Polar Code

(MN-2-011-52 and Technical Circular No26 in attached files)

The International Code for Ships Operating in Polar Waters (Polar Code) applies to all Marshall Islands flagged vessels operating in Polar Waters on or after 01 January 2017.

The Administration applies the Polar Code, Part I-A to vessels operating in polar waters, certified in accordance with SOLAS Chapter I.

In accordance with the 2023 amendments of SOLAS Chapter XIV and the Polar Code, the Administration will additionally apply the entire Polar Code, Part I-A to the following vessels constructed on or after 1 January 2026 when operating in polar waters:

• fishing vessels of 24 meters in length overall and above;

• pleasure yachts (i.e. Private Yachts and Private Yachts Limited Charter as defined in the RMI Maritime Regulations and the RMI Yacht Code (MI-103)) of 300 gross tonnage (GT) and upwards not engaged in trade; and

• cargo ships of 300 GT and upwards but below 500 GT.

These vessels when constructed before 1 January 2026 must meet the new Safety of Navigation and Voyage planning requirements in the Polar Code, Part I-A, Chapters 9-1 and 11-1 by 1 January 2027. Until then, International Maritime Organization (IMO) Resolution A.1137(31) must be applied.

Ships operating in Polar waters must comply with part II-A of the Polar Code as applicable.

Every vessel must take into consideration the recommendations contained in part I-B and II-B of the Polar Code.

Recognised Organisation (RO) is authorized to issue the Polar Ship Certificates to every vessel to which part I-A applies, after successful completion of an initial survey. The Polar Ship Certificate must reflect appropriately all operational limitations identified in the PWOM.

For certification of non-SOLAS vessels refer to Technical Circular No26.

Polar Water Operational Manual (PWOM)

The Administration requires the model format contained in Appendix II of the Polar Code, along with the associated guidance, to be used in the development of the PWOM in order to retain a common structure that will facilitate review.

The PWOM must be reviewed (not approved) by Recognised Organisation (RO), prior to the issuance of a Polar Ship Certificate. Nonetheless, this review process is important and requires more than checking a box that the PWOM exists (refer to Technical Circular No26).

Operational Assessment

The guidance contained in IMO Circular MSC.1/Circ.1519 “Guidance on methodologies for assessing operational capabilities and limitations in ice”, must be taken into consideration in conducting an Operational Assessment.

Ship Structure, Machinery Installations, Fire Safety Protection

Recognised Organisation (RO) is authorized to approve materials of:

• exposed structures in ships

• exposed machinery and foundations for ships intended to operate in low air temperatures or for ships ice strengthened in accordance with Polar Code Chapter 3; and

• exposed fire safety systems.

Life-saving Appliances and Arrangements

The guidance contained in IMO Circular MSC.1/Circ.1614/Rev.1, “Revised Interim guidelines on life saving appliances and arrangements for ships operating in polar waters”, must be taken into consideration when operating in polar waters.

P&A Manual

The Administration grants automatic approval to ships introducing modifications to paragraphs 1.3 and 4.4 of their Procedures and Arrangements Manual in accordance with IMO Circular MEPC.1/Circ.856. This approval shall remain valid until the first scheduled survey related to the NLS Certificate or the Certificate of Fitness.

Offshore Wind Farm Installation, Maintenance, and Support Vessels

(MG 2-11-19)

This Marine Guideline applies to the following vessels where International Maritime Organization (IMO) instruments may not adequately address their innovative or technically advanced designs or operations:

• Crew Transfer Vessels

• Floating Offshore Wind Turbines

• Service Operations Vessels

• Wind Farm Support Vessels

• Wind Turbine Installation Vessels

To be registered in the Republic of the Marshall Islands, a vessel must be classed and maintain active Class status with an Recognized Organization (MG 2-11-15) according to MI-108.

Where innovative or novel technologies or materials (meaning, alternative fuels) will be used, discussions between the intended owner, classification society, designated RO, and the Administration should occur early in the vessel's design. Any agreed alternative solution should be appropriately reflected in the scope of statutory surveys, certificates, and other documentation carried onboard.

Vessels carrying more than 12 persons in addition to the crew must comply with Marine Notice 2-011-60 (see IP Code) when accommodating or transporting at least one IP.

According to MI-108 §5.34, RMI-flagged vessels must undergo an initial safety inspection:

1. within 60 days of registration (90 days for mobile offshore units) or re-registration;

2. after any substantial structural alteration; or

3. before resuming service at the end of an official lay-up period

Additional safety inspections are also required (MN 5-034-1, See Marine Notices).

The following National standards may already provide the flexibility necessary for some vessels and should be applied where appropriate:

1. MN 2-011-34 (see Special Purpose Ships) Special Purpose Ships, which can be applied to vessels carrying more than 12 Special Personnel that meet the SPS Code applicability criteria in construction and operation.

2. MN 2-011-8 (see National Safety Requirements for Vessels Less than Convention Size) National Safety Requirements for Vessels Less than Convention Size, which clarifies RMI national requirements and standardizes procedures for issuing a “National Cargo Ship Document of Compliance” (NDOC) to certain categories of vessels.

IP Code

(MN 2-011-60)

Cargo ships and high-speed cargo craft less than 500 gross tons, operating on international voyages, which carry more than 12 IP, must comply with the IP Code as far as practicable, beginning 1 July 2024.

The IP Code does not apply to cargo ships or high-speed craft operating: 1) solely in RMI territorial waters; or 2) between a base port in RMI territorial waters and an offshore installation outside them.

SOLAS chapter XV and the IP Code do not apply to vessels certified in accordance with the 1979, 1989, or 2009 MODU Codes.

Passenger ships certified under SOLAS with a Passenger Ship Safety Certificate, or a high-speed craft indicating category A passenger craft or category B passenger craft, are deemed to be able to transport or accommodate IP. Such ships do not require an IP Code certificate and are not required to comply with any IP Code requirements.

Safe transfer of personnel

The Administration fully accepts the use of guidance developed by the IMO in planning for personnel transfer but may accept other relevant guidance on a case-by-case basis (IP Code, Part III/2.1.10).

The Administration accepts the relevant sections of EN13852-1:2013, and those of an RO that is a classification society, for the design, construction, testing, and installation of personnel transfer arrangements (IP Code, Part III/2.2).

In certifying compliance with IP Code, regulation III/2, Recognised Organisation (RO) must verify that all equipment that is part of the personnel transfer (such as nets, rigid baskets, rigid transfer capsules, small boats, workboats) meets the applicable standards or classification rules to the satisfaction of the surveyor.

SOLAS survival and rescue davits are not acceptable for use as part of a system for personnel transfer.

Cargo ships

Dangerous goods are considered cargo and must be transported in accordance with SOLAS VII and IP Code Part IV/8. Special attention must be paid to the number of persons allowed to be carried as provided in the following IP Code subsections: 8.2, 8.3 and 8.4.

High-speed cargo crafts

Compliance with IP Code, Part V means that high-speed cargo crafts are not permitted to carry more than 60 persons on board.

Dangerous goods brought onboard by Industrial Personnel for their role off the craft must be considered as cargo and transported in accordance with the HSC Code, Chapter 7, part D and IP Code Part V/8.

Certification and survey

Ships to which the IP Code applies must carry onboard a valid IP Safety Certificate issued by Recognised Organisation (RO) after successful survey in accordance with the IP Code.

Ships of less than 500 gross tons which are issued an IP Safety Certificate, must have any relaxations indicated on the certificate.

The Industrial Personnel Safety Certificate validity, survey dates, and endorsements must be harmonized with the relevant SOLAS certificates per SOLAS Regulation I/14 or X/3.2, as appropriate. The certificate must include a Record of Equipment, as required by the IP Code. Refer to Table 1 of IMO Circular MSC.1/Circ.1680 for UIs on survey and certification.

The IP Safety Certificate and Record of Equipment (the Record of Equipment must indicate all items onboard, not just the additional items required by the IP Code) must be issued in addition to the certificates required by SOLAS XV/5.1.1 or by Marine Notice 2-011-8 (see National Safety Requirements for Vessels Less than Convention Size), as applicable.

Ships are not required to carry an SPS Code certificate in addition to an IP Code certificate. However, shipowners may want to maintain both SPS and IP Code certifications to legitimize the carriage of special personnel on board and the application of the related operational provisions of the SPS Code.

A Statement of Compliance (SoC) with IMO Resolution MSC.418(97) or an SOC with the IP Code may have been issued by Recognised Organisation (RO) to cargo ships and high-speed craft constructed prior to 1 July 2024 for authorization to carry more than 12 industrial personnel prior to that date. No additional authorization from the Administrator is required (Note that after 1 July 2024, an Industrial Personnel Safety Certificate must be issued, based on survey dates, in accordance with SOLAS Regulation XV/3.2 and XV/3.3).

MARPOL 73/78

General

Electronic Record Books and Logbook Systems

(Marine Notice 7-041-5)

Requirements for the use of Electronic Record Books (ERB) and other logbook systems to electronically record required operations are given in the Marine Notice 7-041-5 and displayed in Marine Notices.

MARPOL ERBs may be used beginning 1 October 2020.

They must be approved by the Administration only where required by international convention.

Every vessel with an approved MARPOL ERB installed must carry a “Declaration of MARPOL Electronic Record Book(s)” issued by the Administration. This Declaration is not necessary while a MARPOL ERB is undergoing testing, only once it has been approved.

Though MARPOL allows ERBs to be used in lieu of hard copy record books, not all port States will accept them. Therefore, the Administration recommends that any ships utilizing ERBs also be able to produce the appropriate documentation in hard copy.

(MSA 32-20)

The Administration has launched a portal to facilitate applying of a Declaration of MARPOL ERBs. Electronic recordkeeping for MARPOL may only be utilized if the software has been approved by the Administration. A current list of Administrator-approved software providers can be found on this portal at https://www.register-iri.com/maritime/maritime-technical-support/marpol-electronic-record-books/

If switching to MARPOL ERBs, vessels must continue to preserve their existing, hardcopy books onboard for the required three-year minimum after the last entry has been made, unless otherwise specified. This includes Oil Record Books.

For further information, refer to the attached file “MSA-2020-32.pdf”

Annex I. IOPP certificate

Retention of oil on board - Slop tank arrangement

(Regulation I/29)

Connection between sludge tank and slop tank to receive machinery oil residues should be constructed as an “other means for the control of sludge”. Capacity of sludge tank to amount 1 m³ or 2 m³ as appropriate.

Oil filtering equipment - Spares

(Regulation I/14)

There is no specific requirement for spares. The Administration requires that the continued efficiency of the equipment is ensured, but the achievement of this is the responsibility of the owner.

(MN No. 2-013-3 Rev 03/17)

Discharge valves

Emergency bilge discharge valves and other overboard discharge valves of a similar nature that are normally closed are sealed in the closed position with numbered seals. The Ship's Management System should implement a suitable method, either manual or electronic, for recording the changes in the process, including removal and replacement of numbered seal tags, testing of valves, maintenance and other operational requirements. In accordance with MSC-MEPC.4/Circ.3, the sealing of valves of an emergency nature shall not be construed as a requirement for the valve to be blanked or physically locked. It shall be ensured that such valves remain available for use at all times in case of an emergency situation, and valve sealing may be accomplished through use of a breakable seal, electronic tracking, or similar method;

Sludge piping requirements

The sludge piping of all vessels of 400 gross tons (GT) and above must be arranged to comply with new MARPOL Regulation I/12.3.3 to prevent oil residues (sludge) from being transferred to the bilge system, oily bilge water holding tank(s), tank top, or OWSs as provided in IMO Resolution MEPC.266(68), Amendments to Regulation 12 of MARPOL Annex I.

Sludge may be disposed of directly from the oil residue (sludge) tank(s) to reception facilities through the standard discharge connection referred to in MARPOL Regulation I/13, or to any other approved means of disposal of oil residue (sludge), such as an incinerator, an auxiliary boiler suitable for burning oil residues (sludge), or any other acceptable means, each of which shall be annotated in item 3.2 of the Supplement to the International Oil Pollution Prevention (IOPP) Certificate Form A or B.

For vessels constructed before 01 January 2017, sludge piping must be arranged to comply with the requirements of the revised MARPOL Regulation I/12 not later than the first renewal survey on or after 01 January 2017. Due to the revision of MARPOL Regulation I/12, a Unified Interpretation for the prevention of sludge being transferred or discharged per the provisions of new Regulation I/12.3.3 is contained in IMO Circular MEPC.1/Circ.867. This provides as acceptable the use of a screw-down non-return valve in lines connecting to common piping leading to the standard discharge connection required by MARPOL Regulation I/13, for the prevention of sludge being transferred or discharged to the bilge system, oily bilge water holding tank(s), tank top, or OWSs;

Malfunctioning equipment

Any malfunctioning Oily Water Monitoring and Control Systems and Oil Filtering Equipment must be promptly repaired. In the event that the necessary parts are not readily available, the Administration shall be notified at technical@register-iri.com in writing of the situation and of the place and date where the required parts and/or service can be obtained. Where available, the Classification Society shall also be notified to attend and issue a short term International Oil Pollution Prevention Certificate (IOPP) for the duration until repairs can be completed. Otherwise, a Dispensation Letter/Letter of Acknowledgement, as appropriate, may be issued to allow the vessel to operate during the interim period.

In general, the conditions for issuance of the short term IOPP and / or Dispensation Letter/Letter of Acknowledgement are:

1. no overboard discharges of oil and oily wastes, including sludge, will be permitted during the interim period. All material of this type must be retained aboard for discharge to a shoreside facility;

2. overboard discharge valves associated with the inoperative equipment must be sealed with numbered seals in the closed position and signs or notices prohibiting the use of the valves, except for emergency conditions, must be posted;

3. the crewmembers must be made aware that the equipment in question does not function properly and that it cannot be used;

4. the Oil Record Book and other applicable logs must document the inoperative equipment and the numbered sealing of the overboard discharge valves;

5. the appropriate coastal State authorities are notified, as required, of the defective equipment prior to arrival in port;

6. the Administration is notified in writing when the defective equipment has been repaired and is properly operating;

7. the Master and Chief Engineer are held ultimately responsible for ensuring that no discharges are made using the defective equipment or otherwise in contravention of MARPOL.

Tanks for oil residues (sludge)

(Regulation I/12)

Connecting residue from a sludge tank to fuel oil bunker tanks is acceptable provided that sludge tank capacity is sufficient for receiving one day’s production of residues.

Incinerator

(Regulation I/12)

For acceptance, the incinerator (or other means) should have a daily capacity of at least:

K: 0.01 for FO, 0.005 for DO,

C: Daily fuel consumption in metric tonnes,

D: Number of days between 2 ports where the sludge can be discharged,

V: Sludge tank capacity.

The incinerator is to be inspected during annual surveys.

Pumping, piping and discharge arrangements on oil tankers

(Regulation I/30)

Small diameter line other means: an acceptable method could be via any other installed piping system such as COW, provided the connection to shore and to a cargo or slop tank remains and the cross-sectional area relationships are maintained to be treated on a case by case basis.

SOPEP - Approval (Regulation I/37)

(Marine Notice No. 2-013-4)

Recognised Organisation (RO) is authorized to approve Shipboard Oil Pollution Emergency Plans on behalf of the Flag.

In case of change of flag or class, a SOPEP or SMPEP previously approved does not need to be re-approved if the approval was done by an RMI-authorized RO or if the losing flag state administration is a party to MARPOL.

The Administration must be consulted if the plan approval was not previously done by an RMI-authorized RO, or if the losing flag state is not a party to MARPOL. The gaining RO must contact the Administrator at: technical@register-iri.com. or Yachttec@Register-iri.com, as appropriate.

SOPEP and SMPEP re-approval by the Administrator or RMI-authorized RO is required when there is a change of management.

STS operations plan

The Society is authorized to approve STS operations plans.

Where the STS operations plan is a standalone document, the Recognized Organization (RO) which issues the vessel’s International Oil Pollution Prevention (IOPP) certificate shall be responsible for verifying and/or approving the plan including any relevant changes. Where the STS operations plan is incorporated into the ship’s SMS, it may be similarly verified and/or approved by the RO responsible for issuing the ship’s Safety Management Certificate (SMC).

The presence of an up-to-date approved STS operations plan is to be verified by the RO responsible for the IOPP certificate before issuing a new certificate at initial or renewal surveys or endorsing the existing certificate at annual / intermediate surveys.

Beginning 1 July 2015, the STS operations plan shall be updated, taking into account information contained in subsequent versions of the following guidelines: IMO’s “Manual on Oil Pollution, Section 1, Prevention” and “Ship-to-ship Transfer Guide, Petroleum” which is the CDI/ICS/OCIMF/SIGTTO publication “Ship-to-Ship Transfer Guide for Petroleum, Chemicals, and Liquefied Gases”. Updates shall be carried out by the date of the first annual, intermediate or renewal IOPP survey, following the latest revised version, as applicable*.

For further information, refer to the Marine Notice No. 2-013-10, which is displayed in Marine Notices.

Annex II NLS certificate

Exemption clause for vegetable oils in the revised MARPOL Annex II

(Technical Circular 10)

The Marshall Islands Administration supports the exemption provision of regulation 4.1.3 of MARPOL Annex II (revised).

For each instance in which the exemption provision of regulation 4.1.3 of MARPOL Annex II (revised) is sought, a notification in writing shall be forwarded by Recognised Organisation (RO) to the Administration, to the attention of Technical Services, providing relevant details of the application. This would be contingent on the subject vessel being a type 3 chemical tanker, and in full compliance with the provisions of regulation 4.1.3 of MARPOL Annex II (revised) and all other applicable chemical code and MARPOL Annex II (revised) requirements.

The Administration will authorize the issuance of an IBC code Certificate of Fitness for type 3 chemical tanker and its concurrent maintenance onboard with the IBC code Certificate of Fitness for type 2 chemical tanker. In each instance where upgrading or downgrading between type 2 and type 3 notations is being utilized, it shall be subject to certain criteria as outlined in a formal authorization letter that will be provided by the Administration when sought as per the above paragraph.

Stripping requirements

(CSSC meeting 2006)

For oil tankers converted to chemical tankers for the carriage of vegetable oils after 01/01/2007, the new stripping requirements apply.

Annex IV ISPP certificate

Regulations for the Prevention of Pollution by Sewage from Ships

(1998 CSCC Meeting)

The Marshall Islands are a party to MARPOL 73/78, Annex IV. Any ship flying the Marshall Islands Flag shall be surveyed for compliance with Annex IV at the next regularly scheduled survey and, if complying, issued with the appropriate certificate. If the survey shows that the ship is not complying with the pertinent provisions of Annex IV, the non-compliance shall be recorded. The MOC shall agree with the owner steps and timetable to bring the ship in compliance with the Regulations. The MOC shall subsequently report the non-compliance, the intented steps and the timetable to the Administration. The Administration will revert with instructions regarding issuance of the appropriate document.

Approval for Sewage Discharge Rates

(TC 15 Rev 0)

The Administration approves the standards set forth in Resolution MEPC.157(55) for meeting compliance with Regulation 11.1.1 of MARPOL Annex IV.

If so requested by the Owner or operator of a ship registered in the Marshall Islands, Recognised Organisation (RO) is authorized to approve the maximum permissible discharge rates applicable to a specific ship, provided the Recognised Organisation (RO) is fully satisfied that such discharge rates are established in accordance with the standard specified in Resolution MEPC.157(55).

Annotations on the ISPP Certificate

(2020 CSCC Meeting)

The Holding Tank as recorded under 1.3 of the ISPCC should only be used for Holding Tanks which are storing untreated sewage. Vessels with Holding Tanks designated to store treated sewage and which require it to be recorded on the ISPCC, may do so only as a footnote on the ISPPC only. Holding Tanks for Grey Water may not be recorded as a footnote.

This instruction may be revised once IMO-MEPC finalizes requirements for a Sewage Record Book and a Sewage Management Plan. (This is because MARPOL Annex IV does not regulate treated sewage or grey water, and MEPC.295 (71) Annex - 2017 Guidelines for the Implementation of MARPOL Annex V defines grey water).

Location of tanks used for temporary storage of treated sewage and/or grey water

(2020 and 2021 CSCC Meetings)

The following is recommended:

When vessels request temporary storage of treated sewage and/or grey water in any ballast water or other tank, verify the location of the tank prior to permission being granted. The tank selected for storage should not be adjacent to a potable water tank, in order to avoid risk of any contamination. Refer to WHO Guide to Ship Sanitation for further guidance.

According to the World Health Organization (WHO), Guide to Ship Sanitation, “ideally, potable water tanks would not share a common wall with the hull or other tanks containing non-potable liquids, therefore if sewage/grey water is stored in a tank with a common wall to a potable water tank then, the operator may wish to take precautions to ensure potable water does not become cross contaminated.”

Annex V - Prevention of Garbage Pollution from Ships

(MN-2-013-5)

This Marine Notice incorporates updates and clarifications on the latest amendments to the International Convention for the Prevention of Pollution from Ships (MARPOL) Annex V and supersedes revision 08/13. It addresses the disposal of cargo residues and garbage handling in Polar waters.

It also provides the new format for the garbage record book (GRB) that is to be utilized beginning 01 March 2018.

Placards

Every ship of 12 m or more in length overall and fixed or floating platforms must display placards notifying the crew and passengers of the discharge requirements of MARPOL Regulations V/3, V/4, V/5 and V/6, and §5.2 of part II-A of the Polar Code. The placard must be written in English and the working language of the ship’s crew, if not English

Garbage Management Plan

Every ship of 100 gross tonnage and above, and every ship regardless of tonnage which is certified to carry 15 or more persons, and every fixed or floating platforms must carry a garbage management plan to be followed by the crew.

The Garbage Management Plan must:

• provide written procedures for minimizing, collecting, sorting, processing and disposing of garbage, including the use of equipment on board;

• designate the person(s) in charge of carrying out the plan; and

• take into consideration IMO Resolution MEPC.220(63), which contains guidelines for the development of such plans and §2 of IMO Resolution MEPC.295(71), which contains recommendations for waste minimization

There is no requirement for a Garbage Management Plan to be approved by the Administration or entity acting on behalf of the Administration.

Garbage Record Book

Every ship of 400 GT and above and every ship regardless of tonnage which is certified to carry 15 or more persons and every fixed or floating platform must maintain a Garbage Record Book (GRB). From 1st May 2024, this requirement will extend to every ship of 100 GT and above.

As of 01 March 2018, the new format of the GRB (which may be electronic) must be utilized. It consists of two (2) parts:

• Part I: applicable to all ships; and

• Part II: applicable to only those ships that carry solid bulk cargoes. This part is to be used for the recording discharges of non-HME and HME cargo residues, whether such residues are entrained in wash water or not. The new categories for recording are: - J: Cargo residues (non-HME); and - K: Cargo residues (HME).

Whether as part of the ship’s official log book* or kept separately, the GRB must take the form and be filled out as prescribed by the Administrator in RMI Form MI-295B (see attached file “MI-295B-Garbage-Record-Book”).

Reception Facilities

Where inadequate port facilities are encountered, the situation is to be reported to the Administration in accordance with procedures established in RMI Marine Notice 2-014-2 “Reports Alleging Inadequate MARPOL Port Reception Facilities and Report Forms” (refer to attached file “MN-2-014-2.pdf”)

Annex VI. IAPP, EIAPP & IEEC certificates

Implementation of MARPOL Annex VI

Refer to the Marine Notice 2-013-8, displayed in Marine Notices.

Issuance of certificates

Recognised Organisation (RO) is authorised to issue to:

• issue/endorse an IAPP certificate after completion of the satisfactory relevant surveys

• issue an EIAPP certificate after completion of the satisfactory relevant surveys

• perform verification of VOC management plans

On-board Recordkeeping

A MARPOL Annex VI Record Book must be established and maintained on-board, in the custody of the Chief Engineer, for filing:

1. The engine technical files;

2. The record book of engine parameters, when the engine parametric check method is employed;

3. The approved method file, if applicable;

4. Bunker delivery notes; and

5. Tracking / control system for fuel oil samples.

Surveyor shall check that such record is available on board.

Change of Flag

A new IAPPC is required upon transfer of the ship to the RMI flag. A new IAPPC shall be issued only when the RO or a representative acting on behalf of the Administrator is fully satisfied that the ship is in compliance with the requirements of MARPOL Annex VI.

Regulations on Energy Efficiency for Ships and Fuel Oil Consumption Data Collection

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

• verification of attained EEDI values calculated for each ship

• issuance of an International Energy Efficiency Certificate (IEEC)

• verification of the Ship Energy Efficiency Management Plan (SEEMP) Part II (Ship Fuel Oil Consumption Data Collection Plan) and issuance of the Confirmation of Compliance

• verification of data collected from each ship operator, per ship

• issuance of an Annual Statement of Compliance (SoC) upon successful completion of data verification

• submit/transfer data to the IMO Ship Fuel Oil Consumption Database

Any time an RO is designated to submit data or there is a change in vessel status (change of flag or company), the Form MI-296 must be completed and submitted by the Owner to the Administration via email at DCS@Register-IRI.com.

For further information, refer to the Marine Notice No. 2-013-12 in Marine Notices and Marine Safety Advisory 02-22 in attached files.

Refer also to attached file “MG-2-13-7” Guidance on the International Maritime Organization Data Collection System for Fuel Oil Consumption of Ships and the European Union System for Monitoring, Reporting, and Verification of Carbon Dioxide Emissions from Maritime Transport

Early implementation of amendments to Appendix IX of MARPOL ANNEX VI resolution MEPC.385(81)

(Marine Safety Advisory No. 12-24)

The Republic of the Marshall Islands (RMI) will implement the amendments to Appendix IX of MARPOL ANNEX VI resolution MEPC.385(81) on the EIF date of 1 August 2025, in accordance with the interpretation in MSC.1/Circ.913, meaning that the SEEMP must be updated and verified before 1 January 2026. Therefore, data may be collected and reported with the existing level of granularity throughout the entire year of 2025 and with an enhanced level of granularity beginning on 1 January 2026 and beyond.

However, the Administration encourages voluntary early implementation of the amendments, with the SEEMP being updated and revised before 1 January 2025, and data being collected and reported with an enhanced level of granularity throughout the entire year of 2025 and beyond.

Issuance of IAPP certificate further to EGCS installation

(Administration email dated 08/07/2019)

On a case by case basis and subject to the Administration’s agreement Recognised Organisation (RO) may issue, upon completion of EGCS initial survey after its commissioning and satisfactory verification by a Recognised Organisation (RO) surveyor (with no outstanding issues with respect to the operational testing of the installation), 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 the Administration 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 the Administration's acceptance, Recognised Organisation (RO) may proceed with the issuance of definitive certificate.

SOx (Regulation 14)

(MN-2-013-8)

Non-Compliant Fuel Oil Carriage Prohibition

The carriage of fuel oil for use on board the ship with a sulphur content exceeding 0.50% m/m is prohibited under Regulation 14.1. This prohibition does not apply to non-compliant fuel oil carried for use onboard a ship with an approved EGCS installed as an alternative means of compliance under Regulation 4.1.

Under exceptional circumstances, the Administration may permit a ship to carry non-compliant fuel oil, with concurrent approval by the competent authorities for the port of destination and port of departure, as relevant. IMO Circular MEPC.1/Circ.881 must be considered.

Bunker Delivery Notes (BDN) - Non compliance

If a BDN or representative sample is not provided by the bunker supplier or fuel oil is found not to be in compliance with that stated on the Bunker Delivery Note or the flashpoint requirement of SOLAS Regulation II-2/4.2.1, details shall be recorded in the ship’s log, and the Administration is to be notified at the following address: technical@register-iri.com.

EEXI and CII

(2021 CSCC Meeting)

EEXI verification is carried out by the RO classing the ship.

(MN-2-013-12)

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

• verification of attained EEXI values calculated for each ship

• verification of the Ship Energy Efficiency Management Plan (SEEMP) Part III (Ship Operational Carbon Intensity Plan) and issuance of the Confirmation of Compliance (see also SEEMP Part III submittals and review)

• verification of data collected from each ship operator, per ship

• issuance of an Annual Statement of Compliance (SoC) upon successful completion of data verification related to operational carbon intensity rating (CII)

• submit/transfer data to the IMO Ship Fuel Oil Consumption Database

For complying with EEXI, a ship may be provided with Shaft Power Limitation systems (ShaPoLi) or Engine Power Limitation systems (EPL), provided that:

1. the applied ShaPoLi/EPL systems are verified, and that a system for overriding power limitation is approved by Recognised Organisation (RO), in full compliance with the requirements of MEPC.335(76) as amended by MEPC.375(80). Provided Recognised Organisation (RO) is satisfied with compliance, there is no requirement to seek case-by-case authorization from the Administration

2. an Onboard Management Manual (OMM) is verified by Recognised Organisation (RO) after a survey verifying the ship's attained EEXI, as required by regulation 5.4 of MARPOL Annex VI

3. for securing the safety of a ship or saving life at sea, means must be provided to be capable of using a power reserve by unlimiting the shaft/engine power limitation. When power reserve is used, the ship must maintain a record and notify without delay the Administration at technical@register-iri.com by submitting a completed notification Form TEC-30 E or Recognised Organisation (RO), and the competent authority of the relevant port of destination

4. when applicable, Recognised Organisation (RO) must confirm that the ShaPoLi / EPL system has been properly reactivated or replaced, to its satisfaction, at the earliest opportunity. This verification may take place through Remote Survey without specific authorization from the Administration.

5. corresponding manoeuvring information is on the navigating bridge for watchkeepers and pilots.

For further information, refer to the Marine Notice No. 2-013-12 in Marine Notices

(Administration email dated 20 October 2023)

When EPL override was activated but reserve power was not used, there will be no need for the Administration to report to IMO the use of reserve power.The EPL should be reset as soon as possible, and details of the reset should also be recorded in the bridge and engine-room logbooks.Regarding the verification of the reinstatement of the EPL, the Administration do not require physical survey onboard and it can be done remotely.

SEEMP Part III submittals and review

(MSA 21-22)

To ensure timely SEEMP Part III verifications by Recognized Organizations, the Administration strongly urges owners and operators of RMI-fagged ships subject to the annual operational CII, to submit the SEEMP Part III to their RO at the earliest opportunity, if they have not already done so. The SEEMP Part III and confirmation of compliance must be on board the ship by 1 January 2023.

(Administration email dated 16/12/2022)

Upon receipt of SEEMP III submittal for review, Recognised Organisation (RO) is authorized to issue a Statutory Recommendation administratively with a due date of the minimum time needed to complete the review. Once the Owner's Representative confirms placement on board, the Statutory Recommendation may then be cleared administratively by Recognised Organisation (RO).

Similarly, should Recognised Organisation (RO) be approached by an Owner’s Representative due to an unforeseen delay in submittal of the SEEMP Part III, Recognised Organisation (RO) is authorized to issue a Statutory Recommendation administratively with a due date of the minimum time needed to receive the submission and complete the review. Again, once review is complete and the Owner’s Representative confirms placement on board, the Statutory Recommendation may then be cleared administratively.

IAPP decoupling

(Administration email dated 16/12/2022)

The Administration has no objection to decoupling of the IAPP by conducting the periodic survey early.

It is expected that these early periodic surveys for decoupling will be carried out on board; however with due consideration to vessel trading, various restrictions for attendance, and possible unavailability of surveyor to attend on board, provided Recognised Organisation (RO) is satisfied that there are substantive reasons for conducing this survey remotely, the Administration has no objection. 

The Administration expects that these items carried out remotely will be verified on board at the next regular attendance by a surveyor. A Memo shall be placed on the ship status instructing the attending surveyor in this regard.  It is no longer necessary to seek the Administration’s approval on a case-by-case basis relative to the decoupling of the IAPP.

Unmanned Non-Self-Propelled (UNSP) barges

(Marine Notice 2-013-8, displayed in Marine Notices)

Beginning 1st November 2022, UNSP barges may be exempt from certain survey and certification requirements depending on their technical operation. The exemption certificate may be issued without Administrator approval, provided that Recognised Organisation (RO) has surveyed the barge to confirm:

• that it meets the definition of an UNSP barge according to MARPOL Annex VI, Regulation 2.1.32; and

• compliance with IMO Guideline MEPC.1/Circ.892.

Biofuels

(Marine Notice 2-013-8, displayed in Marine Notices)

Fuel oil delivered to and used onboard any ship must meet the standards of Regulation 18.3.1 which addresses the composition of hydrocarbons to be used for combustion purposes. This includes a fuel oil which is a blend of not more than 30% by volume of biofuel.

Fuel oil for combustion purposes derived from methods other than petroleum refining must meet the composition standards of Regulation 18.3.2. This includes a fuel oil which is a blend of more than 30% by volume of biofuel. Additionally, it must not exceed the sulphur content requirements (Regulation 14) or cause an engine to exceed the NOX emission limits (Regulation 13).

Refer to IMO Circular MEPC.1/Circ.795/Rev.9, including for acceptable routes to demonstrate NOX emission compliance.

Tonnage 69

International Tonnage certificate

The Official Number (O.N) shall be typed on the International Tonnage Certificate (as on all statutory certificates and documents of compliance).

Recognised Organisation (RO) shall recognize and accept any ITC 69 certificate issued by another recognized organization listed in Annex IV to the Agreement (see List of Organizations Recognized by the Administration (Annex IV to the Agreement)) and which is a party to an agreement with the Administrator to perform statutory certification and services in terms equivalent to those set forth herein, unless Recognised Organisation (RO) concludes that there are clear grounds not to do so and so informs the Administrator.

Tonnage Guidelines for Yachts

(MG 2-11-24)

This Marine Guideline applies to all RMI-flagged yachts of 24 meters or more in length subject to compliance with ITC 69, with build contracts signed on or after 1 January 2025 and projects with build contracts signed before 1 January 2025, where the keel will be laid no later than 1 January 2026.

National Certificate of Tonnage

Issuance of RMI National Tonnage Certificates, as required by RMI Tonnage Regulations, shall apply to all vessels that do not require International Tonnage Certificates under ITC 69.

A simplified method of measurement may be used for private yachts that are not required to and do not have their tonnage calculated in accordance with the ITC 1969 (Refer to Annex 3 of MI-103, see Marshall Islands rules and regulations).

The template of the “National Tonnage Certificate” is in attached file “MI-294A (National Tonnage Certificate).doc”.

Issuance of new certificate due to change in GRT

The Administrator’s position is the requirement for re-calculation and re-issuance of the tonnage certificate regardless of the amount of change, i.e., it is required even if the change is less than 1% of the GT.

Refer also to Technical Circular No 28 in attached file “TechCirc-28-pdf.zip”.

IAFS convention

International Convention on Harmful Anti-fouling Systems

(MN 2-011-28)

The AFS Convention enters into force for ships registered in the Republic on 17 September 2008. Recognised Organisation (RO) is authorised by the Administration to issue the Certificate after satisfactory survey and verification as otherwise instructed in the related survey procedure. Anti-fouling certification is reissued when hull is re-coated.

The International Anti-Fouling System Certificate (IAFSC) must be re-issued for all ships listing the compliance options for controlled antifouling systems, including cybutryne, not later than 1 January 2025. (IMO Resolution MEPC.331(76)).

BWM Convention

Ballast Water Management Plan (BWMP)

(Marine Notice 2-014-1)

Each ship must have on board and implement a ship-specific BWMP.

A BWMP must be approved by the Administration, or on its behalf by the vessel’s Recognized Organization (RO), taking into account the Guidelines (G4) in IMO Resolution MEPC.127(53), as amended by IMO Resolutions MEPC.306(73) and MEPC.370(80).

Plans that were approved before the amendments of IMO Resolutions MEPC.306(73) and MEPC.370(80) do not need re-approval, unless changes are proposed to the plan.

The BWMP should include practical and realistic measures specific to the ship that take into account IMO Resolution MEPC.387(81) Interim Guidance on the application of the BWM Convention for ships operating in challenging water quality conditions. Any procedures developed may be added either as an addendum in the non-mandatory section of the BWMP, or as part of the plan. In the latter case, the revised BWMP should be re-approved.

Ships operating in Antarctic waters must consider the problems of BWE in cold environments and in Antarctic conditions. Thus, consideration must be given to IMO Resolution MEPC.163(56) when a BWMP is developed.

Ballast Water Record Book (BWRB)

(Marine Notice 2-014-1)

Each ship shall have on board a Ballast Water Record Book (BWRB) which may be electronic. Surveyor shall check that suitable entries are being made in the Record Book.

The BWRB entries are to be maintained on board the ship for a minimum of two (2) years after the last entry has been made and thereafter in the Company’s control for an additional minimum period of three (3) years.

(2024 CSCC Meeting and MN-7-041-5)

As for MARPOL ERB (see Electronic Record Books and Logbook Systems), the Electronic Ballast Water Record Book must be approved by the Administration.

BWM System

Type approval / certification

(Marine Notice 2-014-1)

The standard in Regulation D-2 must be met.

The Administration accepts BWMS installations on RMI-flagged vessels that have been approved by, or on behalf of, a Party to the BWM Convention. An Administration’s BWMS approval for installation on a ship operating under its authority may be based on testing carried out by another Administration. In these cases, the D-3 approval (Approval Requirements for BWMSs) may be conveyed by issuing an International Ballast Water Management (IBWM) Certificate. BWMS type-approved on or after 13 October 2019 must comply with the BWMS Code.

A ship fitted with a BWMS must carry a copy of the Type Approval Certificate.

BWMS failures

(Marine Notice 2-014-1 and Technical Circular 25)

Any BWMS failure must be reported to the vessel’s RO without delay. A brief description of the failure along with a proposed BWMS repair plan must also be communicated in a timely manner. The malfunctioning BWMS must be recorded in the BWRB. When the repairs are concluded, the ship’s RO must be notified.

Recognised Organisation (RO) may issue, without further authorization from the Administration, a short term (D-2) certificate valid for not more than two months, pending verification of the BWMS repairs. For further extensions, additional guidance can be found in Technical Circular 25.

When issued, the short-term certificate must include the following text in the footnote:

The BWMS is inoperative and contingency measures will be used for managing non-compliant ballast water discharges, until repairs are completed and satisfactorily verified.

The Administrator accepts BWE in lieu of using the BWMS when this method is included as a contingency measure in the ship’s approved BWMP. However, agreement from the coastal State must be obtained before this option is exercised.

Commissioning testing

(Marine Notice 2-014-1)

Beginning 1st June 2022, surveys required under BWM Convention Regulation E-1.1.1 (initial survey for new ships under construction) and Regulation E-1.1.5 (existing ships retrofitting BWMS) must confirm that a commissioning test has been conducted (See IMO Resolution MEPC.325(75)).The commissioning test must take into account the relevant guidelines BWM.2/Circ.70/Rev.1.The entity conducting the commissioning test, must be independent of the BWMS manufacturer or supplier and to the satisfaction of Recognised Organisation (RO) issuing the IBWMC. Operators must contact Recognised Organisation (RO) to ascertain that the entity which they intend to engage for the commissioning testing is acceptable.

Definition of “constructed” in the BWM Convention (2004)

(Technical Circular Number 18, which is displayed in Technical Circular No.18 - Definition of Constructed in the Ballast Water Management Convention (2004))

The Administrator believes the simplest way to clarify the definition of “constructed” is to join paragraph 4.2 and 4.3, in Regulation A-1 of the BWM Convention, using an “and” rather than the current “or.”

Interim clarification for RMI flagged vessels

In the meantime the Administrator has decided that, “construction identifiable with the specific ship begins” (paragraph 4.2 of Regulation A-1) means as follows: “Assembly of the ship has commenced comprising of at least 50 tonnes or 1 per cent of the estimated mass of all structural material, whichever is less” (paragraph 4.3 of Regulation A-1).

IBWM Certificate

(Marine Notice 2-014-1 and Technical Circular N.25)

Vessels successfully completing a survey in accordance with Regulation E-1 shall be issued an IBWMC per Regulation E-2.

The Administration has determined that:

1. vessels of less than 400 gross tonnage (e.g., pleasure craft and offshore support vessels) must undergo survey and certification in accordance with Regulation E-1 paragraph 2 because such vessels are not excluded from the Convention’s definition of ships; and

2. floating platforms, FSUs and FPSOs must undergo survey and certification in accordance with Regulation E-1 paragraph 2 because these vessels are included within the Convention’s definition of ship.

All ships are required to hold an IBWM Certificate issued on behalf of the Administration, except floating platforms, FSUs, and FPSOs when engaged in the exploration and exploitation of the sea-bed and subsoil thereof adjacent to the coast over which a coastal State exercises sovereign rights for the purposes of exploration and exploitation of its natural resources.

Coastal State - US BW Requirements

(MG-2-14-1)

The US has not ratified the BWM Convention but has in place a strict regime that is not completely aligned with international requirements.

All RMI-flagged vessels trading into the US are required to comply with that port State’s current requirements.

COLREG 72

Navigation Lights

The following COLREG 72 tolerances are only applicable to ships the keels of which were laid before 15 July 1977:

Towing Lights

The Administration does not require towing lights to be carried by ships which do not intend to undertake towing.

Whistle

(2020 CSCC Meeting)

A ship's whistle should meet the requirements of COLREG and should there be an enquiry from a Port State Control Officer then Recognised Organisation (RO) should be able to provide confirmation that ship’s forward whistle is not required because the aft whistle alone fulfills the requirements set out in COLREG Annex III.If Recognised Organisation (RO) is not able to provide the confirmation then Recognised Organisation (RO) needs to handle the matter with a suitable exemption, after gaining authorization from the Administration.

ILO conventions

General

Effective 3 July 2007, the Marshall Islands became a member of the International Labor Organization (ILO).

Although vessels registered in the Marshall Islands are not required to comply with the ILO convention requirements to which the Marshall Islands has not previously become a party, the Administration has recognized certain ILO conventions as industry standards for which voluntary compliance is encouraged.

ILO 152 fall into this category.

Please refer to Technical Circular 3 in Technical Circular No.3 - Voluntary Compliance with ILO Convention No. 152, for additional instructions on this matter.

Crew accommodations - ILO conventions 92 & 133

(MN 7-044-1)

The minimum standards for shipboard living conditions and arrangements on board every ship flying the flag of the Republic of Marshall Islands (RMI) are established and described in the MN 7-044-1, displayed in Marine Notices.

Although Title 3 requirements of MLC, 2006 are applicable to all ships to which the Convention applies, the ship construction and equipment standards of Title 3 apply only to ships constructed on or after the date the Convention entered into force. For the RMI, this was on 20 August 2013.

To ensure that ships built before 20 August 2013 did not encounter issues with port State control, the Administrator developed a process that used ILO Conventions C092 and C133 as baselines from which the DMLC Part I could be issued with notations for Title 3 equivalencies or exemptions.

More than a decade later, most ships to which MLC, 2006 applies now have MLC, 2006 certificates. In addition, ILO has deemed C092 and C133 as outdated and marked them for permanent removal (abrogation) in 2030.

As a result, and because the RMI provided for compliance with ILO C092 and C133 on a voluntary basis, the Administrator has simplified its process for issuing the DMLC Part I to vessels built before 20 August 2013. See MN 2-011-33 displayed in Marine Notices.

Inspections required under MLC, 2006 Regulation 5.1.4 shall be carried out by the ship’s classification society when:

1. a ship is initially certified for compliance;

2. a ship is registered or re-registered in the flag; or

3. the seafarer accommodation on a ship has been substantially altered.

(MG 7-44-2)

This Marine Guideline MG 7-44-2 provides recommendations regarding living conditions and arrangements on board ships subject to the MLC, 2006. They are in addition to the guidance provided in Title 3, Part B of the Code to MLC, 2006. This MG, which should be read in conjunction with Marine Notice MN 7-044-1, also highlights the related guidelines adopted by the International Labour Organization in 2022.

Lifting appliances - ILO convention No. 152

The Administration has recognized ILO Convention No. 152 as an industry standard for which voluntary compliance by vessels is highly encouraged.

Recognised Organisation (RO) may issue optional certification, at the request of a vessel owner or operator, upon satisfactory completion of the necessary plan review and shipboard surveys: Cargo Gear Certificate or Record and any other “authenticated records” used to certify lifting appliances and loose gear.

For newbuildings to be in compliance, there must be a survey and certification with the requirements of the convention.

For existing vessels to be in compliance, prior to admission or re-admission to the RMI registry there must be a survey and certification to the Administration shall confirm that the vessel is:

1. in full compliance with the requirements of the convention and RMI national requirements; or

2. in substantial compliance with the requirements of the convention and noting the requirements to which the vessel is not in full compliance; or

3. not in compliance and requires specified alterations to bring the vessel into full or substantial compliance.

Survey of existing vessels registered in the RMI at the request of the Administrator or the vessel owner, to ascertain whether such vessel is in full or substantial compliance, or otherwise, with the requirements of the convention. The maximum period of validity for the National Document of Compliance for lifting appliances shall be five (5) years. Survey for verification of compliance with applicable regulations is required at the time of renewal. Annual surveys or endorsements are not required.

Refer to Marine Notice 2-011-1, Marine Notice 7-044-1, and Technical Circular #3 displayed in Technical Circular No.3 - Voluntary Compliance with ILO Convention No. 152.

Harmonisation of surveys

(Administration email dated 09/01/2018)

ILO Convention No 152 for Marshall Islands registered ships is voluntary and not mandatory. Thus, Recognised Organisation (RO) being the competent authority, all survey and certification and extensions, if any are to be determined by Recognised Organisation (RO). Accordingly, the Administration has no objection to Recognised Organisation (RO) harmonizing cargo gear surveys (renewal & annual) with other surveys window.

Miscellaneous Technical Requirements

Non-Convention Vessels

National Safety Requirements for Vessels Less than Convention Size

(Marine Notice 2-011-8)

This Marine Notice (MN 2-011-8) standardizes the procedures for issuing a National Cargo Ship Document of Compliance (NDOC) to certain categories of vessels that are not covered by SOLAS or other international conventions.

The title of the NDOC may be modified by the surveyor to reflect the type of vessel to which it is issued.

The NDOC may only be issued to vessels on successfully completing an Initial Survey carried out concurrently with the surveys required for registration.

The NDOC will be valid for five years, running concurrently with the five-year Classification period between special surveys where applicable.

Annual verification surveys must be conducted and the NDOC endorsed accordingly. The Annual Survey must be conducted between three months before and three months after the anniversary of the Initial Survey date.

A copy of the NDOC must be sent to technical@register-iri.com

The Administrator recognizes IACS Recommendation 99 as establishing the minimum regulatory requirements for vessels of less than 500 gross tons and requires its application. In addition requirements from §3.0 to §5.0 of MN 2-011-8 must be applied.

Vessels carrying more than 12 persons in addition to the crew must comply with Marine Notice 2-011-60 (see IP Code) when accommodating or transporting at least one IP.

Please also refer to section 8.1 of the Annex I to the Agreement displayed in Applicable instruments as may be amended and degree of authorization (Annex I to the Agreement).

Statutory documents on non-convention yachts

(RO meeting dated 9/10/2019)

For non-convention yachts that take part of a voluntary convention program, the statutory documents shall not be issued as an actual certificate but rather as a Statement of Voluntary Compliance (subject to annual or periodical surveys).

These statements shall be provided with a note that refers to the voluntary compliance, and that this document shall not be regarded as a convention certificate.

The following points require attention when issuing these Statements of Voluntary Compliance:

• Change of Service Type:

  When a yacht changes its service type on the Certificate of Registry from non-convention to a convention vessel (i.e., from Private Yacht (PY) to Commercial Yachts (CY)), Recognised Organisation (RO) must re-issue all applicable Statements of Voluntary Compliance to actual certificates.

  This may be done administratively, provided that all surveys have been carried out and are within the required time frame window.

• Yacht Engaged in Trade (YET):

  Although a YET is registered as a Private Yacht (PY), the Administration requires that these yachts maintain commercial compliance at all times and shall therefore comply to the full certification requirements as these may apply to a Commercial Yacht (CY). No Statements of Voluntary Compliance shall be issued.

Models of “Statement of Voluntary Compliances” for Yacht are available in Certificate Editor.

Commercial Yachts, Passenger Yachts, and Private Yachts Limited Charter

Commercial yachts of less than 500 GT meeting Yacht Code requirements will be issued a Commercial Yacht Document of Compliance.

Private yachts which voluntarily comply with the provisions of the Yacht Code applicable to commercial yachts may be issued a Private Yacht Document of Compliance when requested by the owner of the yacht.

Refer to:

• MI-103 and its Supplements (YCS), which are attached in Yacht code 2026,

• MI-103A summarizing Yacht Compliance Requirements in attached file “MI-103A”.

• MN 2-011-53 (for Commercial Yachts, Passenger Yachts and Yachts engaged in Trade), MN 2-011-54 (for Private Yachts Limited Charter) and MN 2-011-55 (for Private Yachts) which are attached in Marine Notices

• MN 2-011-58 and MG 2-11-20 requirements and guidance on Life Saving Appliances and Firefighting Systems for Private Yachts (see Marine Notices)

Classification

All yachts wishing to register as a PAXY (passenger yacht engaged in trade, commerce, or chartering carrying more than 12 but no more than 36 passengers under limited operational conditions) must be classed with an RO.

All Commercial Yachts (CY) and Yacht Engaged in Trade (YETs) of 500 GT or more and all PAXYs intending to register must maintain class with a Classification Society.

Statutory

Commercial yachts are subject to SOLAS, MARPOL, Load Line and STCW convention requirements.

The updated version of the Marshall Islands Yacht Code (MI-103) may be found on the website www.register-iri.com.

(Letter “Statutory Certificates issued to yachts” dated 21^st January 2014)

The Marshall Islands Yacht Code (MI-103) provides equivalent arrangements (where appropriate) for certain chapters of the International Convention on Load Lines, 1966 and the International Convention for the Safety of Life at Sea, 1974 (as amended).

In order to reflect the equivalent arrangements provided in the code and to ensure a consistent wording on statutory certificates issued on behalf of the Marshall Islands, the below notation is to be inserted on SOLAS and ILLC statutory certificates, where appropriate:

“This vessel has been constructed in accordance with the Marshall Islands Yacht Code (MI-103) requirements, which references and acknowledges other industry standards equivalent to the Code. The Code has been submitted by the RMI to the IMO under the terms of Circular No. SLS.14/Circ.509, dated 1 July 2013 as an equivalent to the International Convention on Load Lines 1966 and to the International Convention for the Safety of Life at Sea, 1974 (as amended).”

SOLAS

A commercial yacht of 500 or more gross tons that carries not more than 12 passengers must be certified as a cargo ship under the Convention utilizing this code (MI-103) for equivalents that address the special circumstances of yacht design and operation.

Yachts that wish to carry more than 12 passengers for consideration will be considered PAXYs and, as such, must meet SOLAS passenger ship requirements for vessels carrying no more than 36 passengers and the requirements of this code.

1. Damage Control Information

   (RO meeting dated 9/10/2019)

   SOLAS Chapter II-I/19 requires that vessels to which SOLAS applies must maintain a damaged control plan and damage control booklet.

   Yacht Technical Circular (YTC) No.7 (in attached file “Yacht-TechCirc-7.pdf”) adresses the requirements of having damage control information on board Commercial Yachts (CYs) and Yachts engaged in Trade (YETs) of 500GT and above, and all Passenger Yachts (PAXYs).

   YTC No.7 addresses that an approved damage control plan must be permanently exhibited or readily available on the navigation bridge.

   In addition to the damage control plan, the officers must have approved damage control booklets available.

   The Administration permits the stability booklet to contain the damage control booklet, but this must be in a separate section, easily distinguished from the stability information.

2. Stability - Periodic lightweight verifications

   (RO meeting dated 9/10/2019)

   RMI Yacht Code (MI-103) requires in Chapter II/7.6 and Chapter IV/5.6 that unless it can be clearly demonstrated that no major change has occurred, a lightweight check shall be carried out at an interval not exceeding five years. The yacht shall be re-inclined whenever, in comparison with the approved stability information, a deviation from the lightship displacement exceeding 2% or a deviation of the lightship longitudinal center of gravity exceeding 1% is found or anticipated.

   “Clearly demonstrated that no major change has occurred” means that the owner/manager must provide evidence that no major alterations have occurred that would change the stability characteristics (i.e., added weight such as marble flooring, glass, decking, etc..).

   If it is demonstrated that no major change has occurred and the RO is satisfied that the lightweight check does not need to be carried out, a survey statement should be issued.

   The requirements for periodic lightweight verifications apply to Commercial Yachts (CYs), Yachts engaged in Trade (YETs), Private Yachts Limited Charter (PYLCs), and Passenger Yachts (PAXYs) in accordance with SOLAS Chapter II-I/22.

3. National Yacht Record of Safety Equipment

   §2.11.7 of the RMI Maritime Regulations (MI-108) requires safety equipment certification for certain yachts.In order to avoid duplication of the required SOLAS Records of Equipment (Form E or Form P), an AR need not issue a National Yacht Record of Safety Equipment (RMI Form MI-289 (Form E)) when a yacht has been issued a Cargo Ship Safety Equipment Certificate by a Class Society under SOLAS.

   For further information refer to Yacht Technical Circular No 6 (attached file “Yacht-TechCirc-6.pdf”)

   Models of “Statement of Voluntary Compliances” for Yacht are available in Certificate Editor.

4. Long-Range Identification and Tracking (LRIT) - Yachts

   (Yacht Technical Circular No.8)

   The Administration requires the following yachts to be fitted with and operate a LRIT system in accordance with the International Convention for the Safety of Life at Sea (SOLAS), Chapter V/19-1:

   • all Commercial Yachts of 300 gross tons (GT) and above;

   • Yachts Engaged in Trade (YETs) of 300 GT and above;

   • Private Yachts Limited Charter (PYLCs) of 300 GT and above, assigned category 0 (unrestricted service) and category 1 (150 nautical miles); and

   • Passenger Yachts (PAXYs) of any GT.

   PYLCs assigned Category 2 and Private Yachts may transmit LRIT information on a voluntary basis.

   For further information, refer to attached file “Yacht-TechCirc-8”.

5. Pilot Transfer Arrangements

   (Yacht Technical Circular No.18)

   Pilot transfer arrangements provided and installed on or after 1 January 2028 must be designed, manufactured, constructed, secured, and installed in accordance with the introduction and parts A, B, and C of IMO Resolution MSC.576(110).

   Pilot transfer arrangements provided and installed before 1 January 2028 on yachts to which SOLAS Chapter I applies, must comply with the above requirements, not later than the first survey on or after 1 January 2029.

   Pilot transfer arrangements installed before 1 January 2028 on yachts to which SOLAS Chapter I does not apply, must comply with the above requirements, not later than 1 January 2030. This applies to the following yachts: Commercial Yachts and Yachts Engaged in Trade less than 500 gross tons (GT); Private Yachts Limited Charter; and Private Yachts.

   Performance Standards Exemptions for Rubbing Bands

   In cases where the required rubbing band gap of 6 meters (m) on a yacht of less than 90 m Length Overall (LOA) is not practicable, the Administration may invoke the provisions of §10 of IMO Resolution MSC.576(110), and a rubbing band exemption may be authorized on a case-by-case basis by the Administration.

   New and existing yachts, subject to this exemption, must carry on board an Acknowledgement of Exemption. The Acknowledgement of Exemption must be issued by Recognised Organisation (RO) (available in ASMS2) and contain clarifying drawings and photographs of the rigged arrangement. It must also include a detailed description of the appropriate measures as required by the performance standards for pilot transfer arrangements.

   For yachts of 500 GT and above Recognised Organisation (RO) must issue an Exemption Certificate in addition to the Acknowledgement of Exemption.

MARPOL

All yachts shall comply with the requirements of MARPOL Annex I: Regulations for the prevention of pollution by oil. Yachts of 400 GT and above shall be surveyed to verify compliance and issued with the following:

1. International Oil Pollution Prevention Certificate;

2. Supplement to the International Oil Pollution Prevention Certificate; and

3. Maintain an Oil Record Book.*

All yachts shall comply with the requirements of MARPOL Annex IV: Regulations for the prevention of pollution by sewage from ships. Yachts of 400 GT and above or certified to carry more than 15 persons, regardless of tonnage shall be surveyed to verify compliance and issued with the International Sewage Pollution Prevention certificate.

All yachts shall comply with the requirements of MARPOL Annex V: Regulations for the prevention of pollution by garbage from ships. Yachts of 400 GT and above and those certified to carry 15 or more persons, regardless of tonnage, shall be surveyed to verify compliance and must maintain a Garbage Record Book. All yachts of 100 GT and above or certified to carry 15 persons or more, regardless of tonnage, are required to have a Garbage Management Plan.

All yachts shall comply with the requirements of MARPOL Annex VI: Regulations for the prevention of air pollution from ships. Yachts of 400 GT and above are required to be surveyed to verify compliance and be issued with the following:

1. International Air Pollution Prevention Certificate (IAPPC); and

2. Supplement to the IAPPC; and maintain an

3. Ozone-depleting substances record book; and

4. Ship Energy Efficiency Management Plan (SEEMP).

5. In addition, yachts that are required to comply with regulation 13 of Annex VI shall have a technical file and an Engine IAPPC (EIAPPC) for each marine diesel engine over 130 kW.

Refer also to Marine Notice No. 2-013-11 (see Marine Notices) for further requirements for MARPOL surveys for commercial and private yachts.

Refer also to Yacht Technical Circular 10 (attached file) for determining number of persons onboard for MARPOL Annex IV and V.

Load Line

All yachts covered by this code shall be surveyed in accordance with the applicable provisions of the ILLC as modified by this code and be issued with the following:

1. International Certificate of Load Lines; and

2. Record of Conditions of Assignment.

Polar Code

(YSA-2021-07)

The Administration require that commercial yachts comply to the Polar Code requirements (refer to Polar Code).

Part I-A of the Polar Code does not apply to Pleasure Yachts (Private Yachts and Private Yachts Limited Charter as defined in the RMI Yacht Code (MI-103)). Instead, the new IMO Guidelines for Safety Measures in MSC.1/Circ.1642 “Guidelines for Safety Measures for Pleasure Yachts of 300 Gross Tonnage and Above not Engaged in Trade Operating in Polar Waters” must be applied as appropriate.

All ships operating in polar waters must comply with the Polar Code part II-A pollution prevention requirements.

Compliance verification

(MN 5-034-6, see Marine Notices)

Commercial yachts, passenger yachts (PAXYs), Private Yacht Limited Charter (PYLCs), and Yachts Engaged in Trade (YETs), regardless of Gross Tonnage, must be certified and comply with the Yacht Code.

Flag State inspections and Compliance Verifications must be conducted by one of the following individuals acting under the authority of the RMI; a RMI Yacht Inspector (YI); or an Appointed Representative (AR).

The window for completing the annual Compliance Verification is within the three-month period before or after the anniversary date.

Renewal Compliance Verifications must be carried out within three months before expiration of the full-term Compliance Certificate.

It is the responsibility of the owner or manager to present the yacht ready for the Compliance Verification or inspection and to ensure that the inspector is given full access to the yacht, its equipment, and documentation.

The templates for “Report of Compliance Verification” are in attached files:

• “MSD-252CY.pdf” for Commercial Yacht (CY)

• “MSD-252PAXY.pdf” for Passenger Yacht (PAXY)

• “MSD-252PYLC.pdf” for Private Yacht Limited Charter (PYLC)

Overdue Compliance Verifications

If a yacht is unable to undergo the required Compliance Verification within the annual window, the owner or representative must apply to the Administrator for an extension. The application must be in writing and state the reason the certificates cannot be renewed or the reason the Compliance Verification cannot be conducted as required.

If no extension is granted resulting in an overdue certificate or Compliance Verification, the yacht is immediately prohibited from engaging in any charter activities. If the Compliance Verification or the certificate remains overdue for more than 30 days without an approved extension, the Administrator will revoke the Compliance Certificate without any prior notification. The Administrator may, at its discretion, downgrade the yacht to a private yacht.

Once the yacht has been downgraded to a Private Yacht or the Compliance Certificate has been revoked, the yacht must undergo a renewal Compliance Verification to reinstate the Compliance Certificate.

Examination of a yacht’s hull and related items

Unclassed PYLCs and unclassed CYs shall have the outside of the yacht’s hull and related items examined in accordance with the rules of an RO. This examination shall be attended by an AR.

The owner is to notify the AR whenever the outside of the yacht’s hull and related items can be examined in drydock or on a slipway.

Valves and cocks need not be opened up more than once in a special survey period unless considered necessary by the surveyor.

If considered necessary by the surveyor, the rudder is to be lifted or the inspection plates removed for the examination of pintles.

Where applicable, pressure test of the rudder may be required as deemed necessary by the surveyor.

For controllable pitch propellers, the surveyor is to be satisfied with the fastenings and tightness of hub and blade sealing. Dismantling need not to be carried out unless considered necessary by the surveyor.

The owner of the yacht shall make the request to perform an underwater examination in lieu of drydocking directly to the AR.

Special consideration shall be given to ascertaining rudder bearing clearances and stern bush clearances of oil stern bearings based on a review of the operating history, on board testing and stern oil sample reports. These considerations are to be included in the proposals for in-water survey which are to be submitted in advance of the survey so that satisfactory arrangements can be agreed with the AR.

The in-water visibility and the cleanliness of the hull below the waterline is to be clear enough to permit a meaningful examination which allows the surveyor and diver to determine the condition of the plating, appendages and the welding. The AR is to be satisfied with the methods of orientation of the divers on the plating, which should make use where necessary of permanent markings on the plating at selected points.

The in-water survey is to be carried out by a qualified diver under the surveillance of a surveyor.

The surveyor is to be satisfied with the method of pictorial representation, and a good two-way communication between the surveyor and divers is to be provided. The examination shall be recorded and displayed with Closed Circuit Television (CCTV), with the surveyor present at the monitor during the dive.

The ARs shall implement internal procedures and survey standards for its surveyors in accordance with sections 2.0, 3.0 and 4.0 of the Yacht Technical Circular n° 4 in the attached file “YachtTechCirc-4”. The survey standards, checklist and reports shall be made available to the owner.

Upon completion of the survey the AR shall provide the survey report to the Administrator within five (5) working days for review.

Tender Registration and Statement of Compliance

(MN 2-011-43)

This Notice addresses tender registration for yachts and the requirements for a Tender Statement of Compliance (TSC).

Any tender associated with a commercial yacht, passenger yacht, Private Yacht Limited Charter or Yacht Engaged in Trade, must maintain a TSC. The TSC will be issued or endorsed, as applicable, by the attending inspector after completion of a Compliance Verification.

A TSC is valid for five years, subject to annual Compliance Verification and endorsement.

Every tender must be clearly marked with the number of persons that it can safely carry and the mother yacht’s name.

For further information, refer to attached file “MN 2-011-43” (displayed in Marine Notices).

Scope of delegation for new construction and conversions

Refer to the Yacht Technical Circular n° 2 in the attached file “Yacht-TechCirc-2-Rev.4”.

Classed yachts, under construction or undergoing a major conversion or modification, must have a Classification Society in charge of plan review, surveys, and certification of the applicable international statutory conventions’ requirements. The Classification Society must also perform the plan reviews and surveys for the applicable RMI Yacht Code (MI-103) sections.

On completion, the Recognised Organisation (RO) must issue a Statement of Compliance (SoC) confirming that the yacht has been constructed or undergone a major conversion following the applicable requirements of international conventions, to which the RMI is a party, and to the applicable RMI Yacht Code sections, as appropriate. Additionally, it must contain the following minimum information:

• name of builder/yard;

• name and/or project number of the construction/yacht;

• the applicable chapter(s) to which the construction has been assessed by Recognised Organisation (RO) (See MI-103 §2.1.2 – §2.1.5);

• any restrictive notes or conditions that have been applied by Recognised Organisation (RO) (See MI-103 §2.4);

• if any exemptions certificates have or will be issued by Recognised Organisation (RO) on behalf of the RMI (the exemption certificates must be listed);

• any sections of the applicable sections of the MI-103 that have not been assessed by Recognised Organisation (RO); and

• date and signature.

Application and authorization of equivalencies and exemptions

(Emails from the Administration dated 06/08/2014 and 24/06/2016)

Exemptions and/or equivalencies to the provisions of the RMI Yacht Code are to be authorized by the Administration at its sole discretion.

In accordance with the RMI Yacht Code, Chapter I – Section 2.4, a recommendation for an exemption or equivalency shall be made to the Administration, in writing making use of the Application Form for RMI Yacht Code Exemptions and Equivalencies ("YTEC-02" in attached file), by Recognised Organisation (RO) and be accompanied by supporting evidence for justification, including, but not limited to:

• reasons why following the Code, as provided, is impractical;

• confirmation that the proposal does not adversely affect, or decrease, the safety of the persons on board or the yacht;

• drawings; and

• details of materials or equipment provided.

This form shall be sent to Yachttec@Register-iri.com by Recognised Organisation (RO) for each equivalency or exemption.

If multiple exemptions or equivalencies are requested, these should be submitted on separate application forms.

The Administration will return the application form stating approval or not, including any conditions of approval, upon review.

(The code references the applicable conventions and thereby the form is to be used in reference to code and convention requirements.)

Certification of Helicopter Landing Areas (HLAs)

In accordance with section 26.0 of the RMI Yacht Code (refer to MI-103 - Yacht code), HLAs and associated facilities shall be certified by a recognized Aviation Inspection Body (AIB).

Due to the requirements of the International Convention for the Safety of Life at Sea (SOLAS) II-2/18 which state, in part, that the design, structural strength, firefighting, refueling, fuel storage and hangar facilities of the HLA shall be designed and constructed in accordance with the relevant regulations of SOLAS, Recognised Organisation (RO) shall have a shared responsibility of certification and shall issue a Statement of Compliance, where appropriate.

The matrix detailed in the Yacht Technical Circular n° 3 Revision 3 dated 24 April 2026 (see the attached file “Yacht-TechCirc3-Rev.3”) shows the scope of shared responsibilities between Recognised Organisation (RO) and AIB for RMI registered yachts. In order to ensure streamlined communication and timely issuance of the Statement of Compliance both Recognised Organisation (RO) and AIB will need to establish clear communication from the start of the project.

Use and maintenance of non-steel wires/falls on Yachts for Lifeboat/Rescue Boat/Life Raft Davits

(MN 2-011-50)

This Notice establishes procedures for replacing corrosion and rotation-resistant steel wire ropes with fibre ropes, and applies to all yachts regardless of registration type or Gross Tonnage.

For further information, refer to attached file “MN-2-011-50.pdf”.

Transfer of services from one AR to another one

(Yacht Technical Circular No5 dated 23 May 2016, see attached file “Yacht-TechCirc-5.pdf”)

This circular “Procedures for the Transfer of Services from One Appointed Representative to Another Appointed Representative” outlines the procedures for the transfer of statutory services and Compliance Verifications from one Appointed Representative (AR) (i.e. losing AR) to another AR (i.e. gaining AR). The procedure is applicable regardless of whether the Certification is mandatory or voluntary.

Annex I of this circular provides a flow chart that outlines the procedure for the transfer of services.It is recommended that the transfer of services is carried out within the Compliance Verification, statutory survey, and/or inspection window.

Phasing out traditional paper nautical charts

(YSA 01-23)

Refer to Phasing out traditional paper nautical charts.

Sea trials

(Yacht Technical Circular 11)

Before the intended sea trials, the owner, management, or shipyard must seek authorization from the Administration to perform the sea trial voyages.

A Statement of Confirmation (SoC) is to be issued by Recognised Organisation (RO), confirming that a survey, as per the Appendix to Yacht Technical Circular 11, has been carried out to verify that the yacht is “Fit for Purpose” to undertake the intended sea trials.

Minimum survey guidance for Recognised Organisation (RO) surveyor to issue a SoC if the yacht has been found to be “Fit for Purpose” to undertake the intended sea trials, can be found in Appendix to Yacht Technical Circular 11.

Items must be verified by and to the satisfaction of the attending Recognised Organisation (RO) surveyor. Where the surveyor finds non-conformities or non-compliance during the survey, Recognised Organisation (RO) must contact the Administrator for further guidance.

Change of flag

(Yacht Technical Circular 12)

Owners of classed yachts must inform Recognised Organisation (RO) about the intended change of flag and request the statutory services for the required change of flag. These services must be carried out in accordance with the International Association of Classification Societies (IACS) Procedural Requirement PR-28.

Class Attestation must be submitted by Recognised Organisation (RO) to the Administration confirming that Recognised Organisation (RO) has no objection for the yacht to remain in Class; and that the statutory certificates and documents will be issued on behalf of this Administration.

The items in §5.0 through §7.0 of Yacht Technical Circular 12 must be verified by an attending Recognised Organisation (RO) surveyor or representative of the Administrator before a Certificate of Registry is issued to any yacht.

Verifications may be carried out remotely, on a case-by-case basis, provided that Recognised Organisation (RO) has received authorization from the Administration.

Prevention of garbage pollution

(Yacht Safety Advisory 07-24)

Effective 1st May 2024, and in accordance with International Maritime Organization (IMO) Resolution MEPC.360(79), the following yachts must maintain a Garbage Record Book onboard:

• all yachts of 100 gross tons and above; and

• all yachts certified to carry 15 or more persons, regardless of tonnage.

Installation, use and updating of radio equipment

Refer to Yacht Safety Advisory 01-25 in attached files.

MARPOL Standard Discharge Connections on Yachts

(Yacht Technical Circular 15)

The Administration may accept non-standard connections on yachts of less than 500 gross tons, where restrictive space considerations exist. This may be accepted provided that these connections are suitably designed for a service pressure of 600 kPa.

Hong Kong Convention

(Yacht Technical Circular 16)

The Hong Kong Convention entered into force on 26 June 2025 and further applies to commercial yachts, private yachts, and passenger yachts (PAXYs) of 500 gross tonnage (GT) and above.

Yacht owners may choose the Administration or any Recognized Organization (RO) irrespective of whether the RO classes the yacht, for survey and verification of the IHM Part I and issuance of the International Certificate on IHM.

Manoeuvring information

(Minutes of meeting 14/09/2011)

Maneuvering information posted in the vessel’s wheelhouse shall have information derived from the vessel operating in a loaded condition. This information may have to be generated in a period of approximately 3 months after the sea-trials, while the vessel in service. Class Society is to ensure that subject information is entered in a correct manner in the maneuvering chart.

(Technical Advisory Letter No. 37)

IMO Resolution A.601(15) "Provision and Display of Manoeuvring Information on board Ship"

IMO Resolution A.751(18) “Interim Standards for Ships Manoeuvrability”

The Administration is in agreement with the recommendations of Resolution A.601(15) and the standards set forth in Resolution A.751(18). Provisions of these resolutions should therefore apply to ships of all rudders and propulsion type, of 100 m in length and over, chemical tankers and gas carriers regardless of size, and any ship which may pose a hazard due to its unusual dimensions or characteristics.

Mobile Offshore Drilling Units

(MN 2-011-9)

All new and existing units must be issued IMO Code certificates or national mobile offshore drillings units documents of compliance.

All drilling units built after 1 May 1991 must comply with the 1989 MODU Code and the applicable clarification and interpretation contained in MI-293.

All drilling units built on or after 31 December 1981 and before 1 May 1991 must comply with the 1979 MODU Code and the applicable clarification and interpretation contained in MI-293.

Existing drilling units, not in full compliance with the 1979 MODU Code, will be eligible for issuance of the National MOU Document of Compliance, upon compliance with the applicable portions of the Marshall Islands national mobile offshore drilling units standards published in MI-293.

As with all MODUs, an existing unit (MODU that was constructed before 31 December 1981) must maintain appropriate class status with Recognised Organisation (RO) in accordance with the procedures contained in IMO Resolution A.739(18). Upon initial application for registration, Recognised Organisation (RO) must survey the unit and review plans and calculations to determine the degree of compliance with the 1979 MODU code and interpretations of the Administration. If found to be in full compliance, an international 1979 Mobile Offshore Drilling Unit Safety Certificate may be issued upon request of the existing unit owner. If the existing unit does not fully comply with the 1979 MODU Code, as modified by the interpretations of the Administration, a listing of non-compliant items must be compiled by Recognised Organisation (RO) for review by the Administration. In general, a long-term history of safe and successful operation in the same or similar environment will form the basis for the acceptance of construction, equipment, and arrangements, which may not fully meet MODU code requirements. The Administration will freely consider the existing construction, equipment, and arrangements on the basis of alternatives and equivalences provided that they do not hazard the existing unit, the environment, and/or personnel aboard.

(Minutes of 23^rd October 2012 meeting)

Irrespective of the version of the MODU Code to which a unit is certified (or for pre-MODU Code units), in operation, periodic surveys shall be carried out according to the 2009 MODU Code (including the requirements for lightweight surveys for semi-subs).

Dry docking / Underwater Survey In Lieu of Dry Dock (UWILD) / In Water Survey (IWS) of rigs

(Minutes of meeting 14/09/2011 and 23/10/2012)

Every UWILD / IWS should have a proposal or request and recommendation from the class society on record prior to receiving an agreement / authorization on the request from IRI.

The UWILD / IWS will have the same requirements as the docking survey. The UWILD must achieve the objective of the traditional dry-docking, and the conditions under which the UWILD is carried out must be totally conducive to that achievement (e.g. weather, visibility, etc). The use of a ROV for the purpose of a UWILD may be considered, but in that case, prior to the survey, the class society has to submit to the Administration a request and detailed proposal.

All further requirements must as per the MODU code.

Extensions will normally not be accepted for more than 3 months, in special cases a 6-9 months extension with a class recommendation may be considered. An extension for a UWILD or dry docking survey will only be considered when the class society submits a detailed request, which has to include the reason for the request. An extension shall be for a minimum period of time (in general not exceeding 3 months). A proper planning of the various surveys, including the UWILD/DS should be maintained to avoid extensions beyond 3 months. UWILD or DS can also be carried out prior to the due date. The basic requirements are a UWILD/DS to be held twice in a 5 years period with a maximum interval of 36 months. Reference is also made to Technical Circular 13.

Overdue recommendations & surveys on rigs

(Minutes of meeting 14/09/2011)

Overdue class recommendations and surveys should not be allowed, prior to this happening the following steps must take place:

1. Surveys:

   These to be carried out by the due date, with only imposed recommendations to be left outstanding. Class to make a recommendation for completion of the outstanding issues to the flag state for an agreement. Extensions normally for a duration of not more than 3 months, in special cases a 6-9 month extension may be considered.

2. Class Recommendations to be dealt with by the due date, or postponed to a later date with consent of the flag state with a recommendation or proper temporary repair plans. Extensions normally for a duration of not more than 3 months, in special cases a 6-9 month extension may be considered.

Flag inspection process for MODUs and rigs

(Minutes of meeting 14/09/2011)

When a RO is doing the inspection on behalf of the Flag, some form of notification of completion and a copy of the completed inspection form (MSD 252) should be made available to the Administrator.

An instruction sent prior to the inspection is typically provided in an e-mail to the attending office/surveyor, included in the authorized to perform the MI annual safety inspection.

Alternative methods for lifeboat drills

(MN-7-041-7 and Technical Circular 22)

Recognizing the difficulty and hazards inherent with the launching of lifeboats from offshore units and in keeping with §3.6.2 of the RMI MOU Standards (MI-293), the Administration has authorized Recognised Organisation (RO) to review and accept alternative methods for lifeboat launching and maneuvering drills in its implementation of §14.13.4.3 of the 2009 MODU Code.

Operators requesting the Administration’s acceptance of an alternative method must develop a program taking into consideration:

• capability of the lifeboat crew

• readiness of the lifeboat equipment and systems

• effectiveness of evacuation procedures

This program, with any necessary supporting documentation, must be submitted to Recognised Organisation (RO) for review and acceptance.Upon acceptance of the plan, Recognised Organisation (RO) shall place the below notation on the MODU Safety Certificate indicating that the unit has satisfied the requirements of §14.13.4.3 of the 2009 MODU Code in that it has in place an acceptable alternative to the requirements of §14.13.4.2. “This unit employs an alternative method which has been reviewed and found to satisfy the requirements regarding launching and maneuvering of lifeboats with the assigned operating crew on board as provided for in §14.13.4.3 of the 2009 MODU Code.”

For further information, refer to attached files “MN-7-041-07.pdf” and “TechCirc-22.pdf”.

IMSBC code

Statement of Compliance

Statements of compliance previously issued referencing the BC code shall remain valid until they expire, provided the IMSBC code makes no changes regarding the cargo or its carriage requirements.

However, some statements may need to be reissued based on new cargo conditions and carriage requirements of the IMSBC code.

Approval and issuance of Statement of Compliance with the IMSBC code is required, including survey and verification of solid bulk loading arrangements when carrying solid dangerous goods in bulk.

See also Marine Notice 2-011-23, which is displayed in Marine Notices.

Mineral concentrates and metal sulphide concentrates

(Extract from Minutes of Meeting dated 19/04/2011)

QUOTE

If a solid bulk cargo is named under the IMSBC Code (e.g., Mineral Concentrates and Metal Sulphide Concentrates), then it should be able to be carried without tripartite consultation unless the port of loading assesses that the cargo presents a hazard. This is where national/local requirements come into play. Although most countries have not applied an “environmentally hazardous substance” (EHS) designation to their cargoes, some have done so.

For example, in the United States, if a solid bulk cargo is listed as a “hazardous substance” under 49 CFR, it is then tagged with a UN number and regulated under Title 46. A solid bulk cargo can be designated as an environmentally hazardous substance (UN 3077, class 9) in the United States because the cargo hold is considered the “package.” It should be noted that this interpretation of “package” and the application of MARPOL, Annex III EHS designations to bulk cargoes is not one with which we agree. However, any vessel trading to an area with such national requirements, must comply with those requirements. As you are aware, Australia is another country that addresses EHS at the national level.

Documents of Compliance

A DoC is required by IMSBC Code § 4.8 only when carrying dangerous goods in bulk (as covered by IMDG Code), except class 6.2 and class 7.

Metal Sulphide Concentrations

Metal Sulphide Concentrations are classified as MHB cargoes (materials which may possess chemical hazards when transported in bulk other than materials classified as dangerous goods in the IMDG Code). As such, they are not dangerous goods under the IMDG Code and a DoC is not required. Note: At DSC 15 an intercessional correspondence group was established to consider the hazards that should be within the scope of the minimum data requirements for Materials Hazardous only in Bulk (MHB) tests and classification.

Mineral Concentrations

A DoC is not required for Mineral Concentrations (Group A Cargo), unless these cargoes also are identified as dangerous goods by the shipper.

Tripartite

The tripartite agreement is only required when the cargo is not listed in Appendix 1 of the IMSBC Code and it is assessed by the load port that the solid bulk cargo proposed for carriage may present hazards as those defined by Group A or B (meaning the cargo is one that would either liquefy if shipped in excess of their transportable moisture limit (TML) or present a chemical hazard which could give rise to a dangerous situation on a ship). In other words, the purpose of the tripartite consultations is to assess the suitability of the ship and its holds to carry the cargoes safely - to assess the acceptability of the cargo for safe shipment. It is not to make a determination as to whether a cargo can be carried because it is or is not a danger to the environment, which is what the UN 3077, class 9 designations indicate.

Bottom line

The aforementioned cargoes are specifically listed in the IMSBC Code and in most ports around the world should be able to be loaded without a DoC. Where cargoes also carry a UN 3077 (dangerous good) designation by the load port under national requirements, we would counsel our vessels to obtain a DoC to avoid running into issues with the national authorities, not because it is required by the IMSBC Code (EHS are not even addressed by the IMSBC Code), but to avoid problems until this can all be sorted out.

UNQUOTE

IMSBC Code 8th Amendment Early Implementation

(Administration email dated 17/03/2026)

The Administration authorizes an updated Statement of Compliance to be issued on a voluntary basis based on the IMSBC Code amendments entering in force on 1st January 2027 (MSC.575 (110)).

Medical oxygen cylinders

Compliance with the requirements of the section 3.0 of the Marine Notice No. 2-011-2, which is displayed in Marine Notices, shall apply to new gas carriers and chemical tankers constructed on and after 1 July 2016.

For existing gas carriers and chemical tankers, which are not currently provided with medical oxygen, compliance shall be required at the next intermediate or renewal survey after 1 July 2016.

Stability instruments

1) Recognised Organisation (RO) shall carry out the approval and certification process of the stability instruments on behalf of the Administration.

Alternatively, owners and operators may apply to the Administration for a waiver of a damage stability instrument to be fitted. Written applications must be submitted directly to Recognised Organisation (RO) by the owner or operator. Recognised Organisation (RO) will review the application and forward it to the Administration with a recommendation to facilitate a review and final determination. The recommendation must contain the reason for the waiver, the category under which it is justified, and justification and documentation that the safety of the ship is not impaired. The Administration will rely on the recommendation of Recognised Organisation (RO) when making its decision.

For further information, refer to the Technical Circular No. 24 in Technical Circular No.24 - Stability instruments.

2) Note that the term “stability instrument” comprises both hardware and software. It is not a substitute for the approved Stability Booklet but is intended to provide supplementary information to facilitate stability calculations.

Beginning 1 January 2020, cargo ships must comply with the SOLAS II-1/20 requirement for determining stability after loading.

For further information, refer to the Marine Notice No. 2-015-1 in Marine Notices.

3) Circular MSC.1/Circ.1400 strongly recommends that:

• all passenger ships have at least two independent stability computers installed on board, capable of processing the data and providing the necessary information to the master.

• the owners or operators of passenger ships ensure that their ships have prearranged, prompt access to computerized, shore-based damage stability and residual structural strength calculation programs, including significant detail as to the scope of support that must be provided.

For any ship that carries cargo in bulk, the use of a loading instrument is highly recommended to monitor actual hull bending and shear stresses during loading and unloading sequences.

Where applicable, the stability booklet, the on-board stability instrument, the on-board loading and strength criteria, and any shore-based programs, must all have the capability to monitor both stability and strength during any ballast water exchange procedures that may be required. The master must have access to the necessary stability and strength information so he can confirm that neither his vessel’s stability nor his vessel’s strength is adversely affected at any intermediate points of any ballast water exchange operation. IMO Circular MSC.1/Circ.1108 provides guidance for assessing the longitudinal strength of bulk carriers during ballast water exchange operations.

Carriage of Publication

Compliance with the requirements of the section 2.0 of the Marine Notice No. 2-011-2, which is displayed in Marine Notices, shall apply to vessels to which the IMDG Code applies.

The IMDG Code (Volume 1, Volume 2, and the Supplement) shall be carried out on board. Electronic or hard copy versions are acceptable.

Ship Recycling and IHM

Inventory of Hazardous Materials

(MN-2-011-61)

(TechCirc-27)

(MG-2-11-9)

Shipowners may choose the Administration or any RO irrespective of whether the RO classes the vessel, for the IHM Part I verification and issuance of the International Certificate on Inventory of Hazardous Materials. Refer to Technical Circular 27 in attached files.

Technical Circular 27 requires Recognised Organisation (RO) to annually report to the Administration with information about ships to which an International Ready for Recycling Certificate (IRRC) has been issued.

The following minimum requirements apply:

1. The IHM must be ship-specific and take into account IMO Resolution MEPC.379(80) as amended by MEPC.405(83). For an existing ship it must identify, at least, the hazardous materials listed in the Hong Kong Convention, Appendix I or the EU SRR, Annex I, as appropriate.

2. A plan must be established by the ship describing the visual/sampling check by which the IHM is developed.

3. Any laboratory used to carry out specific tests must consider the guidance in IMO Resolution MEPC.379(80), Appendix 9, and meet the requirements on recognized independent testing laboratories in RMI Technical Circular 1.

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

5. The IHM must be written in English.

On request, a separate SoC for the EU SRR may be issued (modeled on the format provided by the EMSA), subject to sampling for the additional hazardous materials listed in the EU SRR being included in the IHM Part 1.

Hong Kong Convention

The initial and renewal surveys may, but are not required to, be harmonized under the Harmonized System of Survey and Certification (IMO Resolution A.1186(33)).

Where an RMI-flagged ship also has a valid SoC under the Hong Kong Convention, it may, on request, be converted into an International Certificate on IHM upon entry into force of the Hong Kong Convention, on or after 26 June 2025. Refer to IMO Resolution MEPC.222(64), §4.2, and the Hong Kong Convention, Article 17.2.

The Administration considers the keel laying date as the “Date of Construction” to be recorded in International Certificate on IHM and the International Ready for Recycling Certificate.

Consistent with §2.1 of the 2012 Guidelines for the survey and certification of ships under the Hong Kong Convention (IMO Resolution MEPC.222(64)), the contract date or delivery date, as relevant, may alternatively be used for the “Date of Construction” in the following instances where:

• the keel laying day is not available; or

• the ship is ascertained to be a new ship (refer to Hong Kong Convention, Regulation 1.4) based on the contract date or delivery date when the keel laying date is prior to 26 December 2025.

Inventory of Hazardous Materials Experts

(MN-2-011-56)

This Marine Notice establishes the criteria for recognizing companies seeking to provide Inventory of Hazardous Materials (IHM) services. It is intended to ensure that IHM Companies and their personnel have the appropriate training, qualifications, knowledge and experience to conduct work aboard RMI-flagged vessels.

For further information, refer to attached file “MN-2-011-56”.

ISM Code

Authorizations & Instructions

Specific Requirements

Maritime Cyber Risk Management

(Marine Guideline No 2-11-16)

This document identifies information sources that may aid in establishing policies and procedures for mitigating maritime cyber risks.

This Guideline should be used by Companies to develop safeguards against cyber risks for their Republic of the Marshall Islands (RMI)-flagged vessels.

For further information, refer to attached file “MG-2-11-16”.

Maritime Cyber Risk Management for Yachts

(Yacht Safety Advisory No 11-20)

The Administration recommends that yachts which maintain a mini-ISM under the RMI Yacht Code (MI-103) also address cyber risks.

For further information, refer to the attached file “YSA-2020-11”.

ISPS Code

Authorizations & instructions

Maritime Training Institutes and Courses

Authorizations & Instructions

Specific requirements

Certification requirements for seafarers operating on ships in Polar waters

Refer to Marine Safety Advisory No. 15-19 in attached file “MSAdvisory_15-19.pdf”, and Yacht Safety Advisory No. 09-19 in attached file “YSAdvisory_09-19.pdf”.

MLC, 2006

DMLC II

Inspection & Certification

General Requirements

Marine Notice No. 2-011-33- MLC, 2006 - Inspection and Certification Program

The process for issuing a DMLC Part I to a ship constructed prior to 20 August 2013 has been modified, recognizing that the International Labour Organization (ILO) conventions on crew accommodations (C.092 and C133) are no longer needed for the certification process (The ILO Governing Body has determined that C092 and C133 are outdated instruments. Their abrogation (permanent withdrawal) is expected in 2030).

The Administration’s suite of MLC, 2006 requirements can be found on the following webpage:

https://www.register-iri.com/maritime/mlc-2006/.

For further information, refer to attached file “MN-2-011-33”.

Extract from MN-2-023-1 (Proof of Liability Insurance), MN-7-052-3 (liability insurance for seafarer abandonment death and long term disability)

1. MN-2-023-1

   This Notice provides the requirements for proof of liability insurance under the Republic of the Marshall Islands (RMI) Maritime Regulations (MI-108), §2.23.2. Clarification in §3.0 is given on the timeframes for cancelling, altering or amending the financial security coverage.

   For further information, refer to attached file “MN-2-023-1”.

2. MN-7-052-3

   The MN-7-052-3 provides requirements with respect to the 2014 amendments to the MLC, 2006, concerning Liability Insurance for Seafarer Abandonment, Death and Long-Term Disability.

   For further information refer to attached file “MN-7-052-3”.

2018 Amendments to MLC, 2006

(Marine Safety Advisory 28-30)

These amendments are implemented through §7.45.1 of the RMI Maritime Regulations (MI-108). They don’t necessitate changes to the DMLC Part I.

DMLC Part II amendments, if any, do not require submission to the ROs. ROs will be confirming compliance with the new requirements during their MLC, 2006 inspections on or after the EIF date, expected 26 December 2020.

For further information, refer to the attached file “MSA-2020-28.pdf”

2022 Amendments to MLC, 2006

(Marine Safety Advisory 09-24 and Yacht Safety Advisory 12-24)

DMLC Part I:

• All DMLC Part I issued on or after July 2024 (MSD 400A Rev. Jul/2024) remain valid and do not require reissuance.

• All DMLC Part I issued before July 2024, will remain valid and may continue to be maintained until the vessel’s next intermediate or renewal inspection on or after 23 December 2024. The Administrator will issue new DMLC Part Is upon request.

DMLC Part II: Shipowners are advised to review the contents of DMLC Part II in a timely manner to ensure ships are compliant with the new requirements of the 2022 amendments on 23 December 2024. Implementation of the shipowner’s measures specified in the DMLC Part II will be verified at the next relevant MLC inspection after entry into force of the 2022 amendments (see §4.2 of RMI Marine Notice 2-011-33).

Specific Requirements

Regulation 1.1 – Minimum age

Maritime Act, 1990, as amended (MI-107)

Maritime Regulations (MI-108) – Minimum Age

Marine Notice 7-049-1- Shipboard Occupational Health and Safety, including Hazardous Work. Issues for Seafarers Under 18 Years Old

The SOHSP must address the safety and health of young seafarers and restrict hazardous work for those under 18 years old.

It is prohibited to engage a seafarer under 18 years old in employment or work that is considered hazardous.

Hazardous activities must be determined by the shipowner or ship operator in the development of the SOHSP. Potentially hazardous activities include, but are not limited to:

.1 The lifting, moving or carrying of heavy loads or objects;

.2 Entry into boilers, tanks and cofferdams;

.3 Exposure to hot work;

.4 Exposure to harmful noise and vibration levels;

.5 Operating hoisting (lifting gear) and other power machinery and tools, or acting as signalers to equipment operators;

.6 Handling mooring or tow lines or anchoring equipment;

.7 Rigging;

.8 Working aloft or on deck in heavy weather;

.9 Nightwatch duties;

.10 Servicing of electrical equipment;

.11 Exposure to potentially harmful materials or physical agents, such as dangerous or toxic substances, and ionizing radiations;

.12 Considering the hazardous materials codes on a vessel-specific basis,

.13 Cleaning catering machinery; and

.14 Handling ship’s boats or commanding them.

Attached documents

Maritime Act, 1990, as amended (MI-107) Maritime Regulations (MI-108)Marine Notice 7-049-1

Regulation 1.2 – Medical Certification

Maritime Act, 1990, as amended (MI-107) – Required documents for seafarers

Maritime Regulations (MI-108) – Medical Certificates.

Marine Guideline 7-47-1 - Guidance on Medical Exams and Certificates for Seafarers

Refer to attached file “MG-7-47-1”

Regulation 1.3 – Qualification of seafarers

Maritime Act, 1990, as amended (MI-107) – Required documents for seafarers

Maritime Regulations (MI-108) – Training and Qualifications.

Regulation 2.1 - Seafarers’ employment agreements

Maritime Act, 1990, as amended (MI-107) – Grounds for discharge.

Maritime Act, 1990, as amended (MI-107) – Contracts for seafaring labor.�

Maritime Regulations (MI-108) – Seafarer employment agreements.�

Maritime Regulations (MI-108) – Seafarer’s identification and record books.�

Maritime Regulations (MI-108) – Certificates of service

Marine Guideline (MG-7-45-1) – Guidance on SEAs

Regulation 1.4 - Use of any licensed or certified or regulated private recruitment and placement service

Maritime Regulations (MI-108) – Recruitment and Placement Services

Marine Notice 7-045-1- Guidance on Seafarer Employment Agreements

Attached documents�

Marine Notice 7-045-1�

Regulation 2.3 - Hours of work or rest

Maritime Act, 1990, as amended (MI-107) – Working hours, rest hours and overtime.�

�Maritime Regulations (MI-108) – Hours of Work and Hours of Rest

Marine Notice 7-051-2 – Minimum Hours of Rest

Attached documents�

Marine Notice 7-051-2 – Minimum Hours of Rest�

Regulation 2.7 - Manning levels for the ship

Maritime Act, 1990, as amended (MI-107) – Full complement required

Maritime Regulations (MI-108) – Manning Requirements for Vessels Registered under the Maritime Act

Regulation 3.1 -Accommodation

Maritime Act, 1990, as amended (MI-107) – Accommodations�

Maritime Regulations (MI-108) – Accommodations, Recreational Facilities, Food, Water and Catering

Regulation 3.1 – On-board recreational facilities

Maritime Regulations (MI-108) – Accommodations, Recreational Facilities, Food, Water and Catering

Marine Notice 7-044-1 – Accommodations, Recreational Facilities, Food, Catering and Water (sections 1, 14, 16, 17 and 18)

Attached documents�

Marine Notice 7-044-1�

Regulation 3.2 - Food and catering

Maritime Regulations (MI-108) – Manning Requirements for Vessels Registered under the Maritime Act / Responsibility of Shipowners / Operators

Maritime Regulations (MI-108) – Accommodations, Recreational Facilities, Food, Water and Catering

Marine Notice 7-044-1 – Accommodations, Recreational Facilities, Food, Catering and Water (sections 1, 15, 16 and 17)

Marine Guideline 7-44-1, Food Handling, Storage and Preparation. Compliments Marine Notice 7-044-1

Attached documents�

Marine Notice 7-044-1�Marine Guideline 7-44-1�

Regulation 4.3 - Health and safety and accident prevention

Maritime Act, 1990, as amended (MI-107) – Marine casualty investigations

Maritime Regulations (MI-108) – Reports of Marine Casualties or Incidents

Maritime Regulations (MI-108) – Master’s Duties and Responsibilities

Maritime Regulations (MI-108) – Health and Safety Protection and Accident Prevention

Marine Notice 2-011-13 – International Safety Management (ISM) Code

Marine Notice 7-049-1 – Shipboard Occupational Health and Safety, including Hazardous Work. Issues for Seafarers Under 18 Years Old

Marine Guideline 2-11-3 – Guidelines on the Basic Elements of a Shipboard Occupational Health and Safety Program

Attached documents�

Marine Notice 2-011-13 �Marine Notice 7-049-1�Marine Guideline 2-11-3��

Regulation 4.1 - On-board medical care

Maritime Regulations (MI-108) – Medical Care of Officers and Crew

Marine Notice 7-042-1, Medical Care On Board Ship and Ashore: Medical Chest, Recordkeeping and Responsibilities and Training for Medical Care

Attached documents�

Marine Notice 7-042-1�

Regulation 5.1.5 - On-board complaint procedures

Maritime Act, 1990, as amended (MI-107) – Conciliation, mediation and arbitration of labor disputes, differences or grievances

Maritime Regulations (MI-108) – Conciliation, Mediation and Arbitration

Marine Notice 7-053-1, On Board Complaint Procedures�

Attached documents�

Marine Notice 7-053-1�

Regulation 2.2 - Payment of wages

Maritime Act, 1990, as amended (MI-107) – Payment of wages.�

Maritime Regulations (MI-108) – Payment of Wages

Marine Notice 7-051-1, Payment of Wages – Account

Attached documents

Marine Notice 7-051-1�

Applicability to Yachts

Refer to Yacht Technical Circular 17

Extracts from Yacht Safety Advisory – YSA-5-13While the convention is very explicit on certification requirements for commercial yachts 500 GT and over, there appears to be some misunderstanding for those commercial yachts under 500 GT as regards proof of compliance. Please see section 9.0 Non-Certified Ships in RMI Marine Notice 2-011-33. However, port State control officers (PSCOs) will be seeking evidence (a flag State inspection report) that a ship has been inspected by the flag State according to the requirements of the MLC, 2006 and has been determined compliant. Any ship that fits into this category, that has not been scheduled for flag State inspection and is not carrying any such evidence, should contact the Administrator at: inspections@register-iri.com, copying regulatoryaffairs@register-iri.com. Please bear in mind that voluntary inspection and certification is a viable alternative.

Requirement for compliancy to the MLC applies to all commercial yachts, and those under 500 GT may either proceed with voluntary full inspection and certification by an AR or RO OR must be able to prove compliance by verification (inspection) from the Administrator (flag State).

Additionally and most importantly, for all commercial yachts to maintain their commercial certification, regardless of the Certificate of Registry under which they are operating (for example ,a code compliant commercial yacht that has “swapped” its Commercial COR for a temporary Private COR) must be able to demonstrate full compliance with all mandated statutory certificates. If a commercial yacht under 500 GT is not in possession of an MLC Certificate nor cannot demonstrate compliancy through a flag State inspection, the commercial yacht may be ineligible to maintain its flag State commercial certification.

Appendix — Agreement governing the delegation of statutory certification and services

Agreement

See the attached file “Agreement_Marshall_RO_01012016”.

Applicable instruments as may be amended and degree of authorization (Annex I to the Agreement)

See the attached file “AnnexI_Marshall_RO”.

Reporting to the Administration (Annex II to the Agreement)

See the attached file “AnnexII_Marshall_RO”.

Definitions (Annex III to the Agreement)

See the attached file “AnnexIII_Marshall_RO”.

Amendments to this Annex: see the attached file “AmendmentsOfAnnexI&IIItoTheAgreement”.

List of Organizations Recognized by the Administration (Annex IV to the Agreement)

See the attached file “Annex IV_RO_Marshall Islands”.

Addenda as needed (Annex V to the Agreement)

See the attached file “AnnexVtoTheAgreement”.

Amendments to this Annex: see the attached files:

- “Appendix1ToAnnexV”, - “AnnexV_Amendments_to_AnnexI_IEEC”, - “AnnexV_Amendments_to_AnnexI_IBWMC”, and - “IYBchangeOfAddress-01Dec12”.

Appendix — Interpretations of SOLAS 1974, as amended

General Notes (MI 331-10/96)

These Interpretations are intended for use by ship owners and operators, ship's personnel, Classification Societies, and nautical inspectors in conjunction with the SOLAS Consolidated Edition, 1992 and 1994 Amendments. The SOLAS Consolidated Edition, 1992 is available from the International Maritime Organization under Sales Number IMO-110E. The 1992 Amendments Sales Number is IMO-190E.

The SOLAS Consolidated Edition,1992 contains references to IMO Resolutions, Circulars, Codes, guidelines and recommendations to assist in the implementation of specific SOLAS requirements. It also provides unified interpretations and definitions to explain terminology and to amplify the intent of various regulations. Full utilisation of this additional information is highly recommended.

As a Contracting Government, the Republic of The Marshall Islands requires full and complete compliance with the 1974 SOLAS Convention, as amended. Verification of compliance is obtained during the initial survey conducted at the time of registration and is reconfirmed at the prescribed subsequent surveys. The Republic of the Marshall Islands has established the Mandatory Annual Survey scheme for all ships subject to the Convention.

The Republic of the Marshall Islands also requires that ships be constructed to the Rules of a Classification Society with full member status in the International Association of Classification Societies (IACS), and that ships be maintained in Class with one of these organisations. They are referred to as Approved Classification Societies in the remainder of this document. The Rules of Approved Classification Societies generally ensure compliance with the specific construction, arrangement and equipment requirements of the SOLAS Convention.

These Interpretations supplement the information contained in the SOLAS Consolidated Edition, 1992 and also provide guidance when Marshall Islands requirements differ from, or are necessary to amplify, classification society or SOLAS requirements.

Questions or inquiries concerning these Interpretations should be directed to the:

Chief, Technical Division

Maritime Operations Department

Marshall Islands Maritime & Corporate Administrators, Inc.

11495 Commerce Park Drive

Reston, Virginia, 20191

USA

See the attached file “SOLAS 1974”.

Appendix — Agreement governing ISM code certification

Untitled

See the attached file “Agreement governing ISM Code Certification”.

Appendix — Flag instructions, technical Notes and Marine Notices

Marine Notices

Technical Circulars

Technical Circular No.1 - Shipboard Equipment and Service Provider Approvals

See the attached file “TechCirc-1-Rev-8.pdf”.

Technical Circular No.3 - Voluntary Compliance with ILO Convention No. 152

See the attached file “TechCirc-3_Rev-2 (Voluntary Compliance with ILO Convention No. 152)”.

The Administration recognizes certain ILO Conventions as industry standards for which voluntary compliance is encouraged. This includes the ILO Convention No. 152, Part III, Articles 21 – 32 for Occupational Safety and Health (Dock Work).

The Recognized Organization issuing the Classification Certificate for a vessel is considered to be the “competent person” or “competent authority” specified in the Convention.

The competent authority will establish the format for the Cargo Gear Certificate or Record and any other “authenticated records” used for certifying lifting appliances and loose gear.

The five year survey interval specified in Article 22 of the Convention is acceptable to the Administration for harmony with the drydocking and survey intervals specified in the SOLAS Convention.

Ships that carry onboard Cargo Gear Certificates, Records or Registers issued under ILO Convention No. 152 will continue to be recognized by the Administration for vessels transferring into the RMI flag on or after 1 January 2026. Recognised Organisation (RO) must verify the requirements of SOLAS Regulation II-1/3-13 during the first due survey for lifting appliances, anchor handling winches, or loose gear. Refer to RMI Marine Notice 2-011-62 (see XXX)

Technical Circular No.4 - Issuance of certificates and documents of compliance by Recognized Organizations

See the attached file “TechCirc-4 Rev.7 (Issuance of certificates and documents of compliance by Recognized Organizations)”.

Technical Circular No.12 - Loss of Anchor

See the attached file “techcirc-12”.

Technical Circular No.13 - Guidelines for extending the period of validity of a certificate

See the attached file “techcirc-13”.

Technical Circular No.14 - Issuance of the Revised International Certificate of Fitness for the Carriage of Dangerous Chemicals in Bulk

See the attached file “TechCirc-14-Rev-1”.

Technical Circular No.15 - Approval for Sewage Discharge Rates

See the attached file “TechCirc-15 (Approval for Sewage Discharge Rates)”.

Technical Circular No.16 - Means of ship embarkation / disembarkation and pilot transfer arrangements

See the attached file “TechCirc-16-Rev-5.pdf”.

Technical Circular No.18 - Definition of Constructed in the Ballast Water Management Convention (2004)

This circular is revoked as of 09/01/2017.

Technical Circular No.20 - On-load release mechanisms for rescue boats (Applicability of LSA code 4.4.7.6)

Technical circular revoked, merged into MN-2-011-37

Technical Circular No.21 - Testing arrangements for watertight compartments

See the attached file “TechCirc-21”.

Technical Circular No.22 - Alternative Methods for Lifeboat Drills on Mobile Offshore Units (MOUs)

See the attached file “TechCirc-22”.

Technical Circular No.24 - Stability instruments

See the attached file “TechCirc-24”.

Technical Circular No.25 - BWM Convention

See the attached file “TechCirc-25”.

Technical Circular No.26 - International Code for Ships Operating in Polar Waters Certification

See the attached file “TechCirc-26-Rev-3”.

Technical Circular No.30 - Continuous Synopsis Record (CSR)

See the attached file “TechCirc-30”.

MI-103 - Yacht code

Yachts that commenced a major re-fit or that were under construction with a keel laying date before 01 October 2015 may continue to utilize the equipment and construction standards provided in Revision 2/14 of the RMI Yacht code (see Yacht code for commercial yachts, passenger yachts, and private yachts limited charter (Revision 2/14)).

Yachts of which the keels were laid or that were at a similar stage of construction before 1 January 2026 and which have been or are currently under compliance certification to the 2021 Code, as amended through August 2023, may continue to be considered under the standards in force at the time (see Yacht code 2021 (as amended through August 2023)).

Yachts of which the building contract is placed on or after 1 January 2026 or, in the absence of a building contract, the keel is/was laid or was at a similar stage of construction on or after 1 January 2026 shall comply with the Yacht Code 2026 in its entirety (see Yacht code 2026).

Yacht code for commercial yachts, passenger yachts, and private yachts limited charter (Revision 2/14)

See the attached file “MI-103revision2-14”.

Yacht code 2021 (as amended through August 2023)

See the attached file “MI-103-2021”.

Yacht code 2026

See the attached file “MI-103-Yacht-Code-2026”.

Appendix — Specific Certificates: National and bilingual International certificates.

List of National certificates

- National Cargo Ship Document of Compliance (MN 2-011-8 NDOC)

- Acknowledgement of Exemption for Yacht (MSC.576(110))

Statement of Voluntary Compliance (for Yacht)

- International Load Line

- Safety Construction

- Safety Equipment + Record Form E

- Safety Radio + Record Form R

- IOPP + Supplement Form A

- IAPP + Supplement

- Sewage (ISPP)