Netherlands - Specific requirements by the Dutch Administration

Flag instructions relating to statutory surveys

National Authorities

Flag procedural requirements

General policy

Single contact point

At the request of Netherlands Shipping Inspectorate (NSI), all correspondence between NSI and Recognised Organisation (RO) shall be channelled through a single contact point. To date, the contact point is Marine Operational Center North European Zone (NLD_CRO).

Agreement

An agreement has been signed, the 3^rd April 2014, between Recognised Organisation (RO) and the State of the Netherlands represented by the Netherlands Shipping Inspectorate (see Agreement governing the authorisation of statutory survey and certification services to Annex IV to the Agreement).

An Amendment to this agreement between The State of the Netherlands represented by the Minister of Infrastructure and the Environment and the Head of the Netherlands Shipping Inspectorate and Recognised Organisation (RO) Marine & Offshore SAS has been signed and entered into force on 1^st January 2017 (see Agreement governing the authorisation of statutory survey and certification services).

The scope of authorisation is displayed in Annex I to the Agreement.

Certificates

(NSI letter dated 20/09/2018)

Certificates required in compliance with an international convention, code or national legislation, shall be issued in a format specified in that instrument and may be issued in an electronic format according to FAL5/Circ.39/rev.2, as amended.

“Standard” letter

A “standard” letter should accompany the issue of certificates. The purpose of this “standard” letter is also to clarify to the addressee to whom he or she can lodge an appeal in case of objections against the issue, non-issue or withdrawal of the certificate.

It’s the responsibility of RO to let the certificate be accompanied by the proper standard letter.

Standard letters for issuance of a certificate are included in the ASMS Certificates Editor and wil be automatically issued together with the certificate.

Standard letters for withdrawal or refusal of issuance are displayed in Standard letters.

Particulars in certificates

• The ship’s IMO number shall be entered in all certificates.

• All ships certificates, with the exception of the SMC, ISSC and ML Certificate, shall be harmonised to a common anniversary date.

• The text of all certificates shall be in the English language.

• The tonnage figure in all certificates shall be the GT as stated in the 1969 tonnage certificate. However, for ships of which the keel has been laid prior to 18 July 1994, the GRT in accordance with 1948 tonnage measurement convention may be used, with exception of the SMC and ISSC.

  The following footnote shall be printed in all certificates to which the aforementioned situation applies: “In compliance with Resolution A.791(19) the above mentioned gross tonnage has been measured by the Administration in accordance with the national tonnage rules which were in force prior to the entering into force of the International Convention on Tonnage Measurements 1969.”

Reporting and procedure for non-compliance

1. Before first issue of any exemptions from the requirements stipulated in any of the conventions or applicable instruments (with the exception of ILO), Recognised Organisation (RO) shall submit a proposal to the NSI for approval including the accompanying scope of surveys. Once approved by the Administration, the exemption may be issued as instructed.

   The above does not apply to these exemptions already mentioned in the Instruction to RO. For exemptions permitted to be issued by Recognised Organisation (RO) without prior consultation of NSI, refer to the Instruction to RO Nr 7 in the attached file “ItoRO no. 07 - Exemptions permitted to be issued by the RO without prior consultation.pdf”, which provides the conditions and situations under which this is allowed. Recognised Organisation (RO) shall inform the NSI, without delay, after issuance of the exemption.

2. Unless the Administration instructs otherwise, any subsequent survey and certification related to exemptions will normally be carried out by Recognised Organisation (RO).

3. Renewal survey and endorsement or re-issue of exemption certificates are to be carried out by Recognised Organisation (RO).

4. If temporarily, the requirements of an applicable instrument cannot be met under particular circumstances, Recognised Organisation (RO) shall consult the Administration prior to accepting such measures or supplementary equipment as may be available to permit the ship to proceed to a suitable port where permanent repairs or rectification can be effected or replacement equipment fitted. In this case RO shall withdraw the full term certificate on behalf of the Administration and issue a short-term certificate describing the required measures or supplementary equipment and the time limit for permanent repairs or rectification.

   To avoid unnecessary delay and outside office hours, Recognised Organisation (RO) is allowed to issue short term certificates without prior consultation of the Administration. In those cases Recognised Organisation (RO) shall inform Administration afterwards.

5. The Administration has issued the Instruction to RO Nr 15 “Reporting and procedure for non-compliance”, providing relevant information with regards to the interpretation on the wording “substantially not in accordance with”.

   This Instruction to RO provides detailed procedures and conditions on:

   • the approval of equivalent arrangements, exemptions or temporary non-compliance;

   • the issuance of certificates, short term or long term, for the approval of equivalent arrangements, exemptions or temporary non-compliance; and

   • the requirements for reporting on this matter.

   Deviations are categorized into deviations where the issuance of an exemption is mandatory, and other deviations from statutory instruments or classification rules.

   The reporting procedure to be followed is indicated in paragraph 4 of this Instruction to RO.

   In particular, the form in Annex I “Report concerning non compliance” is to be completed and sent to MOC Rotterdam (CRO) which in turn will send it to the Administration (nsi-tez-kv@ilent.nl), for deviations found substantially not in accordance with the ship's certificates.

   For exemptions to be reported to the IMO or EU, the RO is kindly requested to forward the definite exemption certificate or other relevant document issued to the ship (including a copy of the formal agreement by the Administration) to nsi-tez-kv@ilent.nl.

   See the attached files “ItoRO no. 15 - Reporting and procedure for non-compliance” and “ItoRO no.15 - Annex I - Report concerning non-compliance”.

Permit art 2bis Ships Act

The following ships can be exempted from the requirements of the Shipping Act when undertaking a voyage if a permit (Permit art 2bis), issued by the Head of the Shipping Inspectorate (Transport and Water Management Inspectorate) is obtained:

• Cat. I: ships being towed without crew on board;

• Cat. II: ships only in an exceptional case undertaking a short voyage;

• Cat. III: ships performing their sea trials;

• Cat. IV: ships, being built in the Netherlands for foreign flag or sold to a foreign country and which have to sail to their destination abroad.

The permit is issued for only a single voyage from a Netherlands port.

Recognised Organisation (RO) shall, on request of the shipowner who wants to obtain a Permit article 2bis, perform the inspections, approvals and certifications as mentioned in Instruction to ROs No 5 “Permit art 2bis Ships Act” for the different categories of ships. Please refer to the Netherlands Regulatory Framework (NeRF) website (see Netherlands Regulatory Framework (NeRF)) and to MOC Rotterdam, shall such a case occurs.

Please refer to Instruction to RO N°05 through https://puc.overheid.nl/nsi/doc/PUC_1184_14/.

Ships for which a convention certificate is not required

Recognised Organisation (RO) is also authorised to carry out surveys, plan approval and other relevant activities for ships for which the relevant Convention applies, but a certificate is not required.

Survey and other procedures

HSSC Protocol 1988

Cargo and passenger ships, to which the international conventions are applicable, are to be surveyed in accordance with HSSC Protocol 1988, as further detailed in Resolution A.1053(27), as amended.

With regards to the “restore date” of a certificate it is emphasized that in case a required survey has not been carried out or has been carried out outside the “window”, an additional survey is mandatory. The scope and the depth of the survey is to be decided by the Administration.

After this survey has been carried out to the satisfaction of the Administration or RO, the certificate shall be provided with the following note: “at the request of the Netherlands Administration a more thorough and stringent survey has been carried out, after which the validity of this certificate has been restored”.

Inspection equipment within HSSC intervals

(Refer to document Information to Shipping SOLAS Chapter I - General Provisions in attached files)

In general, for those individual service reports or certificates for components, subject to statutory or manufacturer requirements, prescribing that these documents shall only be issued with a validity of maximum 12 months (or other fixed period of time), the validity should not be allowed to expire.In relation to SOLAS regulation III/20.8 and III/20.9, MSC/Circ.955 is not applicable to ships under the Dutch flag, while possibility for extension in accordance with SOLAS applies.

Reference is made to the IMO Resolution A.1104(31), Survey guidelines under the Harmonized System of Survey and Certification, as amended, Annex 1, where the survey guidelines, including items to be examined, are mentioned. When subjects are not mentioned in this Annex 1 or there is no clear indication that the inspections should be within the required time windows, the surveyor should verify whether the subject is to his satisfaction and that the certificate of examination, if applicable, is still valid.

With respect to SOLAS regulation III/3.25 (the requirements for maintenance, thorough examination, operational testing, overhaul and repair of lifeboats and rescue boats, launching appliances and release gear, in accordance with IMO Res.MSC.402(96)), reference is made to the Instruction to RO no. 09. The date of service should be within the window mentioned in IMO Resolution A.1140(31), as amended.

Transfer of ships to Netherlands registry

1. The Administration has issued the Instruction to ROs no. 6 (see attached file “ItoRO no. 06 - Transfer of ships to Netherlands registry”).

   Based on the regulatory framework as published by the Administration, Recognised Organisation (RO) will determine which specific Netherlands requirements apply to the ship concerned. Recognised Organisation (RO) assesses whether the ship is in compliance with these requirements. If the ship is not in compliance, Recognised Organisation (RO) will propose a course of action to the Administration. Special attention should be paid to the references made in the document Areas of special attention (see Areas of special attention)

   It should be noted that these are minimum requirements and that in cases where IACS PR28 supersedes the requirements of this Instruction to RO no. 6, IACS PR28 should be followed.

2. In case of a proposed flagging-in (and transfer of class) of a ship of which the former RO is not recognised by the EU or not a member of IACS, the Administration should be contacted for further instructions.

3. Flag-in of non-convention ships (EU or from outside EU)

   In principal, the statutory full term certificates issued in compliance with the international conventions will not be recognised.

   A full initial survey in combination with a full review of relevant plans and documents, shall be carried out by Recognised Organisation (RO) for verification of compliance with the applicable instruments. Special attention should be paid to community (EU) and national legislation. Furthermore, the non-convention ship shall meet the Netherlands requirements taking into consideration that retroactive requirements may be applicable. If serious deviations are found, Recognised Organisation (RO) shall contact the Administration for further instructions.

   The Administration requires that the following items of IACS Recommendations for the Safety of Cargo Vessels of less than Convention Size (IACS Rec No.99 Rev.1 CLN) are to be checked for ships as referred to in the Regulation Safety Seagoing Vessels, Article 3a, first paragraph, category b. and category c. with a date of construction between 01-07-2009 and 01-01-2018 or a building contract before 01-01-2018, and that compliance is confirmed or non-compliance is reported to the Administration:

   • Chapter I, General Provisions

   • Chapter IV:

     • section 2, except; 2.1.6, (item arranged in national legislation);

     • section 4, except; 4.1 and 4.2, (items arranged in national legislation);

     • section 5, only item 5.1.

   Plans and documents, which in accordance with the conventions need to be approved by the Administration, shall be clearly marked “Approved on behalf of the Government of the Netherlands” by Recognised Organisation (RO).

Plan approval

RO is authorised to assess and approve all plans, and other documentation, such as but not limited to cargo securing manuals, P & A manuals, COW manuals, accommodation arrangements and SOPEP, required in the process to certification in compliance with the applicable instruments.

In case international conventions require plans or documentation to be approved by the Administration, the RO shall clearly mark that such plans or documentation are approved on behalf of this Administration.

Remote surveys

(ItoRO no. 32)

Remote classification surveys

Remote surveys in accordance with IACS UR Z29 - Remote Classification Surveys are allowed for class- related items for ships flying the flag of the Kingdom of the Netherlands.

Remote statutory surveys

The Administration only allows remote surveys based on a case by case approval.

The following boundaries are to be reckoned with when applying for acceptance of a remote surveys in relation to statutory-related remote surveys:

• The scope of eligible remote statutory survey items is aligned with the IACS UR Z29 and with the EU submission to the IMO as well as the IACS submission to IMO, i.e. only minor (as defined is defined in IACS UR Z29, section 3.1) statutory-related survey items can be considered.

• Full statutory annual, periodical, intermediate, initial or renewal survey are in principle excluded as EU flag States are bound to the principles laid down in the EU Commission submission to the IMO.

A well-founded proposal for a remote statutory survey may be submitted by Recognised Organisation (RO) to the Administration for approval by the Administration (case by case), provided that the following is addressed at least:

• At the request of the shipowner;

• Accepted by Recognised Organisation (RO), complying with this ItoRO 32;

• It is concerning of minor (statutory) survey items / non-compliances, isolated and easily verified.

• (if considered necessary) with assistance and/or confirmation report by the relevant RO approved service supplier.

In exceptional cases, the Administration may accept that statutory survey items, not being minor statutory survey items, are surveyed remotely. This however only in cases when physical attendance on board is impossible (e.g. due to access or travel restrictions, lack of surveyor). In these cases always a confirmatory verification on board shall be included in the well-founded proposal, either as soon as possible or during the next scheduled statutory survey.

Class suspension, withdrawal and class reinstatement

1. RO shall inform the Administration without delay if a ship has been declassed, class suspended or withdrawn and in case of suspension of relevant class notation (including changes to class notations that have an effect on statutory items, e.g. change of unmanned machinery space notation).

2. The Administration should be consulted to determine whether a full inspection is necessary before issuing any statutory certificates to a ship, which has been de-classed, class or class notation suspended or withdrawn.

(Refer to document Information to Shipping SOLAS Chapter II-1 - Construction - Structure subdivision and stability machinery and electrical in attached files)

Formally, when the ship has its class suspended, it doesn't meet the Ships Decree 2004, Article 37, paragraph 2 requirement. Based on the above, the related statutory certificates would become invalid as well. However, there is no automatic suspension of the statutory certificates in case of suspension of class.The possible suspension of the statutory certificates will be decided on a case by case situation and in close consultation with the ship owner. However, given the above, the ship owner shall immediately contact both Recognised Organisation (RO) and the Administration in these cases while the ship is intended to remain in operation, especially since such is a legal omission.

Transfer of class

1. A transfer of class to or from RO shall be in accordance with the IACS procedures for Transfer Of Class. If the ship is not classed with a recognised organisation prior to being taken into class by RO, the procedure for statutory surveys and certification is to be obtained from the Administration.

2. The Administration should be consulted to determine whether a full inspection is necessary before issuing any statutory certificates to a ship, which, for any reason is changing its class or its purpose.

For all additional information, enquiries, etc., please contact MOC Rotterdam.

Lay up

(ItoRO No.23, rev.2)

The company or ship owner, has to inform the RO and RSO (if applicable) before the ship is laid-up, and the Netherlands Shipping Inspectorate (NSI) has to be informed in turn by the RO/RSO, by email (NSI-TEZ-KV@ilent.nl).Failure to notify the relevant RO’s and RSO of a vessel entering lay-up, or to maintain a safe and secure lay-up, will be regarded as a serious ISM non-conformity and ISPS deficiency. When ISM and/or ISPS are/is not applicable, non reporting effects the risk factor for flag state control.

The company has to contact the RO and RSO and inform the RO and RSO about the proposed length of the lay-up if known. The company must implement lay-up procedures as necessary, including that of the RO, RSO, insurers, port authorities etc.Failure to follow the lay-up procedures and instructions applied by Recognised Organisation (RO) may result in the ship’s class being suspended (see also 4.2 of the Instruction to RO No. 23, in the attached file “InstructionToRO23-Layup”).

If a vessel is laid up for a prolonged period, Recognised Organisation (RO) may decide upon suspension or cancellation of statutory certificates as long as this is compatible with the location and the requirements of the port or coastal State.For further information regarding ISM, ISPS, manning and MLC, refer to the Instruction to RO No. 23, in the attached file “ItoRO no. 23 - Lay Up.pdf”.Before the vessel resumes trade, the company shall contact the relevant RO and RSO and apply for full certification. In order to get the vessel under full certification, the procedures detailed in the paragraph 9.3 of the Instruction to RO No. 23 are to be followed.Recognised Organisation (RO) should inform the NSI when the vessel is provided with the necessary certificates and documents to resume trade.

Technical requirements

Netherlands Regulatory Framework (NeRF)

As of 30/01/2017 the Netherlands Regulatory Framework (NeRF) - Maritime is publicly available via the following link https://puc.overheid.nl/nsi.

The database is being updated by NSI regarding national legislation, instructions.

The Instructions to RO are available through: https://puc.overheid.nl/nsi/themas/pagina/46951/-/gdlv/0/

(Note: Due to huge length of some URL links, some of them are completed with additional information)

Electronic Record Books (ERB)

(Refer to “Interim guidance for the use of electronic record books on board Netherlands flagged ships” on the Administration website: https://puc.overheid.nl/nsi/doc/PUC_89648_14/3/)

The Administration accepts the use of electronic record books (ERB’s) onboard ships registered in the Netherlands in order to comply with IMO (SOLAS, MARPOL) and ILO recording regulations.

For SOLAS and ILO record books, it is acceptable that the RO Classing the ship issues a declaration on behalf of the Administration confirming that the system complies with the draft MEPC Resolution on Guidelines for the use of electronic record books under MARPOL (PPR/5-24 Annex 13) which include the relevant ISO/IEC requirements pertaining to audit logging, back-up, credentials, cryptography, data, digital signature, electromagnetic compatibility, private key, public key, role based access control and storage devices. For these systems alternative systems and systems of novel design are also permitted as long as the RO Classing the ship issues a declaration on behalf of the Administration that a similar or higher standard is met. The declaration shall furthermore state compliance with – and refer to the format – and content requirements of IMO- and ILO legislation.

MARPOL Electronic Record Books

(Authorization letter concerning approval of MARPOL related electronic record books in attached file “ILT - Final Consolidated Draft Authorization Letter MARPOL ERBs - 24-11-2022”)

Following the assessment and subsequent issue of the type approval certificate by the RO, the following actions shall be carried out upon installation on board:

• The manufacturer or supplier shall issue a declaration after having verified the correct functioning following installation on board. Said manufacturer or supplier can then proceed to forward the declaration to Recognised Organisation (RO); and

• Recognised Organisation (RO) shall verify the correct installation of the equipment on board; this may be conducted by remote means (at least equivalent to IACS Requirement Z29 – Remote Classification Surveys, as may be amended).

After acceptance by Recognised Organisation (RO), Recognised Organisation (RO) shall issue the “Declaration of MARPOL Electronic Record Book” as referenced in section 5 of Resolution MEPC.312(74), on behalf of the Administration. In case a ship sails without this declaration, then a paper logbook will still have to be used pending the issue of the declaration by Recognised Organisation (RO) on behalf of the Administration.

As indicated in paragraph 4.2 of Resolution MEPC.312(74) it is essential that all approved ERBs are reviewed and appropriately updated to ensure relevant MARPOL amendments are incorporated in the ERB. This is the responsibility of the RO who has approved the ERB and updates to the system shall be completed- and approved prior to the entry into force of the relevant MARPOL amendments.

The Administration has no objection against the ROs accepting each other’s type-approved MARPOL-related ERBs for installation on board and subsequent issue of the “Declaration of MARPOL Electronic Record Book”.

In the event of change of Class no new “Declaration of MARPOL Electronic Record Book” needs to be issued by the new RO.

It is imperative that both the type-approval for the ERB as well as the “Declaration of MARPOL Electronic Record Book” have been issued by an RO authorized by the Administration.

Electronic Certificates

Recognised Organisation (RO) is authorized to issue electronic certificates on behalf of the Government of the Netherlands according to the requirements as described in FAL.5/Circ.39/Rev.2, as amended by Corr.1.

Approved documents on board in digital format

(“ItoS - General information and decisions” in attached files)

With regard to the documents which shall be approved in accordance with relevant legislation on board ships flying the Dutch flag, the most recent approved version of the document shall be on board. This document must be the original one and can be either a hardcopy version or a digital version as approved by- or on behalf of the Government of the Netherlands. Scans of an original hardcopy are not considered an original digital version and thus not allowed.

In case the documents are in digital format, the items listed in “ItoS - General information and decisions” shall be taken into consideration.

LL 66

Guidelines for the assignment of reduced freeboard for dredgers

Refer to document Information to Shipping “International Convention on Load Lines” in attached files.

Reduced minimum bow height

Refer to document “International Convention on Load Lines” in attached files.

Multiple Load-Line

Refer to document Information to Shipping “International Convention on Load Lines” in attached files.

With regard to the ICLL, article 3, paragraph (2) and regulation 2, paragraph (5), for a ship to which multiple load lines are assigned, the NSI authorizes Recognised Organisation (RO) to issue multiple Load Line Certificates, provided that:

1. the stability information for the relevant statutory loading conditions corresponding to each load line mark, is approved and verified appropriately;

2. the correspondent certificates are placed on board;

3. the ship’s safety management system is revised and updated accordingly for multiple load line assignment, entailing at least the following points:

   • One (1) Load Line Certificate is in use at any given time;

   • Additional Load Line Certificate(s) is/are kept in a separated file and kept under the safe custody of the Master (in case of electronic certificates the certificates in use are clearly marked as unactive/active and visible for authorities either in the system or by written confirmation by Recognised Organisation (RO));

   • Official entry shall be made in the log book for change in Load Line marking;

   • the old load line mark is to be painted out with the same color as its background, and the new load line mark is to be painted in, in accordance with ICLL, regulation 8;

   • the stability booklet on the bridge must be in compliance with the new load line mark and the International Load Lines Certificate; and

4. other documentation (e.g. (damage) stability calculations) have been amended accordingly, where needed.

It is considered of importance that the change of ILLC, and satisfactory completion of this procedure, is reported to Recognised Organisation (RO) (for Hull and Machinery). Such also to ensure change of electronic certificates/exemption.

Transport of solid bulk cargoes

Refer to document Information to Shipping “International Convention on Load Lines” in attached files.

The NSI prohibits ships, flying the flag of the Netherlands, to transport solid bulk cargoes in ‘open-top’ conditions where the cargo and other hatchways are not closed by weathertight covers of steel or other equivalent materials.

Conditional certificates in the absence of final stability booklets

(ItoRO No 07)

SOLAS Reg. II-1/5 and II-1/5-1 as well as LL Convention 1988 LL Protocol, regulation 10, require every passenger ship regardless of size and every cargo ship of 24 m and over to be inclined on completion and the elements of their stability determined. The master shall be supplied with stability information containing such information as is necessary to enable him, by rapid and simple procedures, to obtain accurate guidance as to the stability of the ship under varying conditions of service to maintain the required intact stability and stability after damage. For bulk carriers, the information required in a bulk carrier booklet may be contained in the stability information.

During the design phase of a ship preliminary stability documents are prepared based on a weight estimate which is confirmed by an inclining experiment/lightweight survey as applicable in accordance with SOLAS Reg. II-1/5 on completion and prior delivery of the ship.

A statutory condition to the International Load Line certificates may be issued in order to allow time for the preparation and the approval of the final stability booklet drawn up on the lightship characteristics as obtained from the inclining experiment.

In this respect Recognised Organisation (RO) may, without having to consult NSI, issue a statutory condition to the International Load Line Certificate, valid for a maximum of 2 months, in the cases and under the condition specified in ItoRO No 07 (file attached).

SOLAS 74

General

Please refer also to the National instruction to RO’s with regard to subject matter, available via the website - NeRF (see Netherlands Regulatory Framework (NeRF))

The Administration authorized the issuance of a “Cargo Ship Safety Certificate” (CSC). Separate Safety Construction, Safety Radio and Safety Equipment certificates may be issued instead of the CSC.

Cargo Ship Safety Construction Certificate - SOLAS Chapter II-1

Electrical installation

(Areas of special attention, see Areas of special attention)

In general, for further and additional requirements related to mechanical and electrical installations refer to Article 23 to the Regulation Safety Seagoing Vessels.

Emergency power source

(Areas of special attention, see Areas of special attention)

In addition to provision II-1/42.2, respectively II-1/43.2, of the SOLAS Convention, the electrical emergency power source available on board of a ship is also able to supply power during at least 36 hours, in case of a passenger ship, and at least 18 hours, in case of a cargo ship, for the benefit of emergency lighting in galleys, messes and other rooms for general use.

For a cargo ship below 24 meter, the emergency power supply during at least 6 hours should be available for the benefit of emergency lighting in galleys, messes and other rooms for general use.

Emergency generator malfunction

(ItoRO No 07)

In cases where the emergency generator is temporarily out of order, in order to allow the ship to continue trading the Administration allows for the issuance of a conditional ship safety certificate, provided that the procedures described in ItoRO No 07 are applied.

In case the emergency generator cannot be repaired before departure, a temporary power pack (e.g. a containerised generator), shall be installed. A conditional safety certificate may be issued by Recognised Organisation (RO), for a maximum 2 months. In case a temporary power pack is installed the following conditions apply:

General requirements

1. Repairs to defect emergency generator to be carried out at soonest;

2. Risk assessment to be made;

Capacity requirements

3. The capacity of the power pack shall at least be equal to the faulty emergency generator and it shall hold a valid type approval certificate or similar;

Location requirements

4. The power pack shall be placed in the near surrounding of the emergency generator room and such that structural fire protection of boundaries are compliant with SOLAS regulation II-2/9.2.3;

5. The power pack shall be placed outside the engine room and it does not block the entry into the emergency diesel generator room and emergency switch board;

6. The power pack shall be adequately secured and may not impair the stability of the ship;

7. The power pack shall located outside hazardous area;

Operational requirements

8. The power pack shall be suitable for operation under seagoing conditions (SOLAS regulation II-1/43.6);

9. The power pack shall have minimum two means of starting;

10. Regular (shaft) auxiliary generator(s) shall be operated as such that risk of black out is reduced;

11. The engine room will be manned during departure and arrival port by an officer in charge of an engineering watch;12. All crew members are briefed about actions to be taken in case of power failure and properly instructed for the safe operation of the temporary arrangement;

13. Detailed operating instructions provided near power pack and on emergency switchboard;

Electrical requirements

14. The power pack is fully linked into the emergency switchboard and it will start automatically;

15. Electric hook up, connections and operations to be in compliance with the Recognised Organisation (RO) Rules;

16. Type approved cables adequate for the power delivered and properly fixed while passage through bulkheads shall be sufficiently weathertight;

17. In case of power pack exceeding the emergency generator capacity rating: Single line diagram, load balance and short circuit calculations to be reviewed by Recognised Organisation (RO);

Fuel requirements

18. The fuel capacity is sufficient for a running time of 18 hours (for passenger ships 36 hours);

19. The fuel supply can be instantly closed (from a safe place) in case of a fire;

20. The fuel tank air vent open end is to be at safe location and fitted with wire gauze diaphragm;

21. The fuel tank and piping shall be fixed tight and routed safely;

22. Duplex fuel filters installed on the power pack;

Fire protection requirements

23. If the power pack is >375 kW, a fixed fire extinguishing system in accordance with SOLAS is required;

24. Power pack shall be provided with fire detection system that is linked into the ships fire detection system;

25. Sufficient means of other firefighting equipment to be readily available in the direct surroundings of the power pack. (e.g. 45 liter Foam and portable 20 liter foam applicators and CO2 extinguishers etc.);

Safety devices

26. Sufficient safety, control and monitoring devices installed (e.g. Short circuit protection and A/C breaker, shut-down, systems for reverse power, overload, overcurrent, short circuit, over voltage, low voltage, earth fault, HP fuel leakage, L.O. pressure and temperature, over-speed, exhaust gas temperature, cooling water pressure and temperature);

Reporting requirements

27. Pilot and local (Port) authorities shall be informed by the Master or officer in charge of the navigation about the malfunction of the emergency generator and arrangement temporary power pack.

28. Above requirements shall be examined and found satisfactory for the attending Recognised Organisation (RO) surveyor.

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

(Email from the Administration dated 31/05/2012)

NSI carefully uses the interpretation according to MSC.1/Circ.1247 in determining if this is applicable for a certain ship.

NSI consideration will be on a case by case basis and Recognised Organisation (RO) is asked to inform NSI as soon as possible about ships which are delayed in building and may be due for such consideration.

Fitting of valve on collision bulkhead

(Refer to document Information to Shipping SOLAS Chapter II-1 - Construction - Structure subdivision and stability machinery and electrical in attached files)

With regard to SOLAS regulation II-1/12.6.1, for ships constructed before the 1st of January 2024, the Administration allows for fitting the valve on the after side of the collision bulkhead, provided that the valve is readily accessible (which doesn’t necessarily means ‘remotely controlled’) under all service conditions and the space in which it is located is not a cargo space.

Partial reduction in propulsion capability

(Refer to document Information to Shipping SOLAS Chapter II-1 - Construction - Structure subdivision and stability machinery and electrical in attached files)

With regard to SOLAS regulation II-1/26.3, for a ship equipped with multiple engines driving one or more propeller shafts, the NSI accepts a partial reduction in propulsion capability from normal operation in lieu of the carriage of stand-by pumps, provided that:

• the reduced propulsion capability is at least forty percent of the total rated propulsion power of the ship; and

• any specific conditions as set out in individual class rules have been met.

Asbestos

According to the (inter)national legislation, the application of asbestos on board ships is prohibited. If asbestos is detected, Recognised Organisation (RO) shall act upon instructions to be determined by the Administration depending on year of build, type of ship etc.

Refer also to Areas of special attention in Areas of special attention and to Asbestos.

In addition to SOLAS Chapter II-1, regulation 3-5, the national provisions as laid down in Instruction to ROs no. 24 “Ban on the use of asbestos on board ships” apply to:

1. All new ships irrespective of size and length, that are:

   • being built at a shipyard in the Netherlands;

   • being built at a shipyard outside the Netherlands under the requirements of the Netherlands flag and flying the Netherlands flag upon delivery;

   • being built at a shipyard outside the Netherlands under the requirements of a flag other than the Netherlands, but flying the Netherlands flag upon delivery;

2. All existing ships, irrespective of size and length, that are or will be flying the Netherlands flag.

Automatic air pipe closing devices

For vessels flying the Flag of the Netherlands, the Administration has accepted an equivalent arrangement for Automatic air pipe closing devices preventing progressive downflooding (APF) in the probabilistic damage stability calculations.

The Instruction to RO no. 28 in the attached file “ItoRO no. 28 - Automatic air pipe closing devices in the damage stability calculation.pdf” provides further guidance to the guidelines for APF as circulated under the circular letter No. 3573, which is in the attached file “CircularLetterNo3573”, and aims at a uniform application of these guidelines on all ships where the principle of APF is applied.

This circular letter details the alternative methodology that may be accepted for a particular ship or group of ships under Regulation II-1/4.2 (Regulation II-1/25-1.3 for ship’s the keel of which is laid prior to 01-01-2009) of the 1974 SOLAS convention.

The list of the APF’s is available on the Administration website at the following URL:

https://puc.overheid.nl/nsi/doc/PUC_720771_14/

A copy of the type approval certificate can be obtained upon request to the Administration.

APFs are only accepted as means to prevent down flooding on cargo ships for which a SOLAS probabilistic damage stability calculation is required. Ships built and certified according instruments referred to in SOLAS regulation II-1/4, such as special purpose ships, oil tankers, gas tankers and chemical tankers, shall not use the principles outlined in the guidelines.

The use of APFs is limited to SOLAS regulation II-1/6 – II-1/7-3. For general cargo ships for which the probabilistic damage stability calculation is made according to SOLAS Chapter II-1, part B-1, openings fitted with APFs may be considered to prevent progressive flooding through an opening (i.e. air pipe).

However, for such an opening the 'factor si' is not required to be taken as zero, as referred to in SOLAS regulation II-1/7-2. When no damage stability calculation need to be made, or where another standard is used as accepted in SOLAS regulation II-1/4.2.1.2 (up to December 31st, 2019: SOLAS regulation II-1/4.1), compliance with SOLAS part B-1 shall be established without the use of APFs.

In general, by using APFs, the draught of a ship may increase compared to ships not fitted with APFs. As a result, other openings such as doors and hatches may become immersed sooner after damage of the ship.

Moreover, as air pipes are generally fitted on the freeboard deck next to hatchway coamings, the air pipes are the first openings to become submerged. When submersion of air pipes does not result in progressive flooding through that opening, due to APF being fitted, the immersion of other openings may be a limiting factor for the damage stability calculation. Therefore special attention during approval of the damage stability calculation for these other openings is necessary.

The APF is tested for a maximum pressure of 100 kPa (correlating to an immersion of 10 metres). For a normal ship's configuration, a damage scenario with such an immersion still contributing to the attained subdivision index A, as referred to in SOLAS regulation II-1/7, is considered exceptional. However, for extreme long or otherwise unconventional shaped ships, a larger immersion in a damage scenario contributing to the attained subdivision index A may occur. In those cases the RO shall require evidence that the immersion of the air pipe heads of intact spaces does not exceed 10 metres in those damage cases that contribute to the attained subdivision index A.

In case any doubts arises about the application of the APF principle on ships of unusual or novel design and/ or ships with special features, where the safe, uninterrupted and proper working of APFs may be doubtful, the NSI shall be contacted by the RO for guidance.

The openings of a ship:

• on which APFs are fitted; and

• for which these APFs in the context of the probabilistic calculation of the damage stability of the ship are not considered to prevent progressive flooding through these openings,

shall be clearly identified in the damage stability booklet.

The following reference to Circular Letter No. 3573 containing the Netherlands' Equivalent Arrangement (XQ 5521) shall be made on the ship's Cargo Ship Safety Certificate or Cargo Ship Safety Construction Certificate: “Automatic air pipe closing devices preventing progressive flooding fitted as per IMO Circular Letter No. 3573.”

On existing ships where the damage control plan does not yet contain a reference to separate air pipes, a reference as stipulated in Annex B, article 1.2 in the damage control booklet may be accepted in lieu of a reference in the damage control plan.

In case the RO or ship owner finds any APF not fit for service, the NSI shall be notified by the RO and/or the shipowner, using the standard reporting form (“APF Non-compliance reporting form” in attached files).

(Administration letter dated 28/02/2025)

Recognised Organisation (RO) is to verify during the surveys that the applicable maintenance requirements of the producer are met. Deviation, based on the professional judgement of the Recognised Organisation (RO) surveyor, is not allowed.

For further information, refer to the Areas of special attention in Areas of special attention.

Intact stability

(Refer to document Information to Shipping “Intact Stability Code (IS Code) and IS Code 2008” in attached files)

It shall be considered mandatory that a vessel complies with all applicable requirements for intact stability (IS) with Part A of the IS code.

For further information, refer to the Areas of special attention in Areas of special attention.

Inclining test

With regard to chapter 8 of part B of the IS Code, 2008, the NSI:

1. taking into account paragraph 8.1.2, allows the inclining test of an individual ship as required by paragraph 8.1.1 to be dispensed with provided basic stability data are available from the inclining test of a sister ship and it is shown to the satisfaction of the NSI that reliable stability information for the exempted ship can be obtained from such basic data;

2. taking into account paragraph 8.1.3, allows the inclining test of an individual ship or class of ships especially designed for the carriage of liquids or ore in bulk, to be dispensed with when reference to existing data for similar ships clearly indicates that due to the ship’s proportions and arrangements more than sufficient metacentric height will be available in all probable loading conditions;

3. taking into account paragraph 8.2.2.8, for large ships accepts a smaller inclination angle than a minimum inclination of one degree and a maximum of four degrees of heel to each side, provided that the requirements on pendulum deflection or U-tube difference in height, as set out in paragraph 8.2.2.9, are complied with; and

4. taking into account paragraph 8.2.2.9,

• allows one or more pendulums to be substituted by other measuring devices (U-tubes or inclinometers), provided that the alternative measuring devices are not used to reduce the minimum inclining angles, as required in paragraph 8.2.2.8; and

• allows for the use of an inclinometer without any conjunction with the use of a pendulum, provided that:

  • Recognised Organisation (RO) is of the opinion that the inclining angles can be measured by the use of an inclinometer alone

  • Recognised Organisation (RO) submits a sound proposal to the NSI in which it is demonstrated that the inclinometer is sufficiently reliable and will give a result that is at least as accurate as pendulums; and

  • the inclinometer meets the requirements, as set out in paragraph 2.6 of annex 1 to the IS Code.

Stability requirements for self-elevating units not propelled by mechanical means and manned with less than 12 persons on board when under tow

With regard to paragraph 1.3 of the introduction of the IS Code, and taking into account article 1.2 of the Netherlands Ships Act and article 22.4 of the Netherlands Regulation Safety Seagoing vessels, the NSI requires a self-elevating unit not propelled by mechanical means and manned with less than 12 persons on board when under tow:

1. to comply with the intact stability criteria set out in part A of the IS Code; or

2. if in case it is impracticable to comply with the intact stability criteria set out in part A of the IS Code,to comply with:

   • the stability criteria set out in paragraph 2.4.5 of part B of the IS Code; or

   • the intact and damage stability requirements of the MODU Code.

Approval of stability instruments on tankers

(NSI letter dated 20/09/2018)

NSI authorises Recognised Organisation (RO) to perform the approval of stability instruments on board new and existing tankers according to the applicable (amended) instruments. This is based on Annex 1, paragraph 2.4.3 (plan approval) of the agreement.

Effectively, these amendments require that the crew of tankers can demonstrate that the actual loading condition complies with the damage stability requirements. In general, on board of tankers, a stability instrument approved by the Administration shall be fitted.

Sliding watertight doors on small cargo ships

(Refer to document Information to Shipping SOLAS Chapter II-1 - Construction - Structure subdivision and stability machinery and electrical in attached files)

With regard to SOLAS regulation II-1/13-1.2, and taking into account:

• Ship’s Decree 2004, Article 41.2;

• MSC.1/Circ.1464/Rev.1/Corr.2, as amended (applicable for ships constructed before 09-06-2017); and

• MSC.1/Circ.1572/Rev.1, as amended (applicable for ships constructed on or after 09-06-2017),

for cargo ships of less than 500 GT and with a length equal or greater than 24 meter, where the fitting of sliding watertight doors is not feasible or not practicable, doors in watertight bulkheads may be hinged quick-acting doors arranged to open out of the major space protected, provided that:

1. the doors are:

   1. located in way of the internal watertight subdivision boundaries and the external watertight boundaries necessary to ensure compliance with the relevant subdivision and damage stability regulations; and

   2. not located in external boundaries above equilibrium or intermediate waterplanes;

2. the hinged quick-acting doors comply with the requirements of SOLAS and MSC.1/Circ.1464/Rev.1 as amended, and MSC.1/Circ.1572/Rev.1 as amended, as applicable; and

3. the hinged quick-acting doors have notices affixed to each side stating, "To be kept closed at sea”.

Additional requirements for periodically unattended machinery spaces (UMS)

(Refer to document Information to Shipping SOLAS Chapter II-1 - Construction - Structure subdivision and stability machinery and electrical in attached files)

With regard to SOLAS regulation II-1/46.2, on board of ships with periodically unattended machinery spaces, the relevant alarms and indicators shall be inspected and tested at least every 4 months.With regard to SOLAS regulation II-1/46.3, the ship shall be provided with documentary evidence of the regular inspection and routine testing of the relevant alarms and indicators. Inclusion and recording of the regular inspection and routine testing results of the alarms and indicators in the ship’s planned maintenance system is acceptable as documentary evidence.

Recognised Organisation (RO) shall verify during each survey for the Cargo Ship Safety Construction Certificate that:

• the regular inspection and routine testing of the relevant alarms and indicators have been carried out at least every 4 months; and

• the ship is provided with documented evidence thereof.

Redundancy of ship's whistle

(Refer to document Information to Shipping SOLAS Chapter II-1 - Construction - Structure subdivision and stability machinery and electrical in attached files)

With regard to SOLAS regulation II-1/43.2.4.4 and COLREG rule 33, the whistle of a ship flying the flag of the Netherlands and built on or after 24 September 2012 shall, following a breakdown of the ship’s electrical power, be capable of intermittent operation for a period of 18 hours, irrespective of the means of activation of the ship’s whistle (i.e. electrical power or non-electrical power). The provisions should fall within the technical requirements of COLREG Annex III.

Pursuant to SOLAS regulation II-1/43.2.6.2, for a ship engaged regularly in voyages of short duration, the NSI may accepts a lesser period than 18 hour period but not less than 12 hours, provided that an adequate standard of safety is being attained. A well-founded proposal shall be submitted by Recognised Organisation (RO) to the NSI.

Omission of bilge pumping arrangements for particular compartments

(Refer to document Information to Shipping SOLAS Chapter II-1 - Construction - Structure subdivision and stability machinery and electrical in attached files)

In accordance with SOLAS regulation II-1/35-1.4, the Administration may dispense the bilge pumping arrangements for particular compartments when this is not impairing the safety of the ship.

If Recognised Organisation (RO) deems it acceptable, referencing to SOLAS regulation II-1/35-1.4, for Dutch flagged ships, particular compartments may be dispensed on behalf of the Administration, provided these compartments:

• are closed and only accessible through a manhole, and

• have no air pipe, and

• have no machinery piping except through running pipes of welded construction or cable, and

• are fitted with means for sounding.

The design of such particular compartment has:

1. for ships of 500 GT or above: a maximum volume of 50m3; or

2. for ships below 500 GT: a maximum volume of 30m3;

and is such that one of the following conditions are met:

1. volume is not more than 0,5% of LLLBD; or

2. stability loading cases includes such compartments below the freeboard deck, as tanks filled with seawater and maximum free surface effect creating a realistic worst case scenario.

For these compartments a portable pump, with sufficient capacity and suitable for draining them, has to be onboard. For tanks above the freeboard deck, the portable pump can be substituted with a gravity based draining system.

Ships manoeuvrability tests (sea trials)

(Refer to document Information to Shipping SOLAS Chapter II-1 - Construction - Structure subdivision and stability machinery and electrical in attached files)

With regard to SOLAS regulation II-1/28, ship manoeuvrability tests such as according to Resolution MSC.137(76) on Standards for ship manoeuvrability, shall be carried out with steering angles not exceeding the declared steering angle limits, as defined in MSC.1/Circ.1416/Rev.1 - Unified Interpretations of SOLAS Regulations II-1/28, II-1/29 and II-1/30.

Redundancy on steering systems

(Refer to document Information to Shipping SOLAS Chapter II-1 - Construction - Structure subdivision and stability machinery and electrical in attached files)

With reference to SOLAS regulation II-1/29 and contrary to what is stated in MSC.1/Circ.1416/Rev.1 - Unified Interpretations of SOLAS Regulations II-1/28, II-1/29 and II-1/30, the Administration requires redundancy on a ship level as equivalent to component level (refer to figure 1 in the Information to Shipping SOLAS Chapter II-1 - Construction).

This is also applicable for ships < 500GT and below 24 meters.

Single steering system

When a single steering system is installed, there shall be redundancy on the steering system itself (i.e. redundancy on component level).

Therefore, for a ship fitted with a single steering-propulsion unit, the Administration considers the requirement in SOLAS regulation II-1/29.1 to be satisfied if the steering-propulsion unit is equipped with a steering gear fulfilling the requirements as contained in the unified interpretations of SOLAS regulation II-1/29.3, II-1/29.4 or II-1/29.6.1.

A detailed risk assessment is to be submitted to and reviewed by Recognised Organisation (RO) in order to demonstrate that compliance with the other parts of SOLAS regulation II-1/29 and II-1/30 is ensured, and that in case of any single failure of the steering gear, control system and power supply, the ship steering is maintained.

Multiple steering system

When multiple steering systems are installed, and in case that those are not equipped with redundancy on its own steering system, it is acceptable for the Administration when the steering systems operates fully independently of each other (i.e. redundancy on ships level).

Therefore, for a ship fitted with multiple steering-propulsion units, the NSI considers the requirement in SOLAS regulation II-1/29.1 to be satisfied if each steering-propulsion unit is equipped with its own dedicated steering gear provided that:

• each of the steering gears is fulfilling the requirements as given in regulation 29.3 and its interpretation; and

• each of the steering-propulsion units is so arranged that the failure of one of them will not prevent the ship's ability to maintain or speedily regain steering;

As a result, a ship fitted with multiple steering-propulsion units is not necessarily required to be fitted with auxiliary steering (as per SOLAS regulation II-1/29.4).

In addition, it shall be proven during the sea trials that the turning ability of the ship is still in compliance with resolution MSC.137(76) with one steering-propulsion unit inoperable and in an adverse position.

Communication between bridge and steering gear compartment

(Refer to document Information to Shipping SOLAS Chapter II-1 - Construction - Structure subdivision and stability machinery and electrical in attached files)

With reference to SOLAS regulation II-1/29.10, the interpretation of the Administration is as follows:

• This means of communication should be a fixed system;

• It should be independent of the ships' main power supply, and preferably independent of any power supply;

• When multiple steering gear compartments are present that are not in direct communication with each other each compartment should be provided with its own means of communication, unless a single communication station provided with an extension cord is equally effective;

• The arrangement in the steering gear compartment should be so that emergency steering can be performed while in constant contact with the bridge. If necessary headsets or similar equipment shall be provided.

Ships provided with multiple steering/propulsion units (such as vessels with a DP notation) should designate the units necessary for normal navigation. These units should be fitted with communication as mentioned above.

Lifting Appliances and Anchor Handling Winches

Lifting Appliances

(ItoRO No 03)

All lifting appliances and loose gear utilized with the lifting appliances to which SOLAS regulation II-1/3-13 applies, shall be in compliance with MSC.1/Circ.1663.

For lifting appliances installed before 1 January 2026, they should be in compliance with the Netherlands Working Conditions Decree. This means that for every lifting appliance an inspection report is already available on board. Recognised Organisation (RO) has to verify that the test-load was in accordance with table 1 of this ItoRO No 03. When the load test has been performed with less than the load as described in table 1, the appliances must be tested in accordance with the test loads in table 1 or the SWL can be de-rated in accordance with table 1.

With regard to paragraph 1.3 of SOLAS regulation II-1/3-13, the Administration does not require lifting appliances and loose gear with a SWL below 1000 kg to comply with paragraph 2.1 and 2.4 of SOLAS regulation II-1/3-13, provided that the lifting appliances and loose gear on board with a SWL below 1000 kg comply with the relevant articles of the Netherlands Working Conditions Decree, taking into account chapter 4 (National) and 5 (ILO C152) to of this ItoRO No 03.

The thorough examination and retests of lifting appliances and loose gear to which the SOLAS regulation II-1/3-13 applies may be harmonized in accordance with the HSSC.

In case the 5-yearly survey for lifting appliances needs to be extended, for reasons as detailed in SOLAS regulation I/14(e), a thorough examination shall be carried out as a minimum. Based on this examination, the load test may be postponed accordingly. From the anniversary date of the 5-yearly load test until the next planned load test has been carried out, the SWL shall be downgraded with 20%, provided that the next load test is conducted not later than three (3) months after the anniversary date of the 5-yearly loadtest.

The following actions have to be taken:

• The SWL downgrading shall be recorded in the cargo gear record book;

• The SWL downgrading shall be indicated at the relevant operational locations on board the ship;

• When possible the load limit should be adjusted in the lifting appliance; and

• A conditional Ship Safety Certificate shall be issued or statutory recommendation shall be imposed.

Anchor Handling Winches

(ItoRO No 03)

All anchor handling winches to which SOLAS regulation II-1/3-13 applies shall comply with MSC/Circ.1662.

The thorough examination and retests of anchor handling winches may be harmonized in accordance with the HSSC.

Cargo Ship Safety Construction Certificate - SOLAS Chapter II-2

Halon

Halon fire extinguishing systems are not allowed on Netherlands’ ships.

According to Regulation (EC) 2037/2000, as amended, halon should have been decommissioned from ships before the first of January 2004. RO is requested to inform the Administration if halon is found on board.

Fixed aerosol fire-extinguishing systems

(Refer to document Information to Shipping SOLAS Chapter II-2 - Construction - Fire protection fire detection and fire extinction in attached files)

With regard to SOLAS regulation II-2/10.5 as well as FSS Code chapter 5, regulation 2.4, and taking into account the ‘Revised guidelines for the approval of fixed aerosol fire-extinguishing systems equivalent to fixed gas fire-extinguishing systems, as referred to in SOLAS, for machinery spaces’ (MSC.1/Circ.1270, as corrected), the Administration requires the replacement date(s) of the condensed or dispersed aerosol generators:

• to be verified for non-exceedance at an annual interval, as stipulated in paragraph 7.10 of the annex to the ‘Revised Guidelines on maintenance and inspection of fire protection systems and appliances’ (MSC.1/Circ.1432, as amended); and

• to be included in the maintenance plan on board the ship, as referred to in SOLAS regulation II-2/14.2.2.

Testing and examination of pilot cylinders of fixed gas fire extinguishing systems

(Refer to document Information to Shipping SOLAS Chapter II-2 - Construction - Fire protection fire detection and fire extinction in attached files)

With regard to SOLAS regulation II-2/14.2.1.2, for fixed gas fire-extinguishing systems, the pilot cylinders, including any pilot cylinder of less than 1 kg in weight, shall be hydrostatically tested and internally examined every 10 years, in accordance with paragraph 10.1.1 of ‘Guidelines for the maintenance and inspections of fire protection systems and appliances’ (MSC.1/Circ.1432, as amended).

Postponement of periodical pressure testing of high pressure cylinders of fire extinguishing systems (including pilot cylinders)

(ItoRO No 07)

The date for testing is determined by the manufacturing date of the cylinders, and by the testing regime of MSC.1/Circ.1318/Rev.1 paragraph 6.1.2. Generally it is preferred to perform hydrostatic pressure testing of cylinders during a renewal survey period when the ship is out of service. Since the cylinders are manufactured and in some cases placed on board before delivery of the ship, testing can become due while the ship is in service. As this activity is time-consuming and it is also considered important that transport is done in a controlled manner, it can be allowed to postpone the hydrostatic pressure testing for the CO2 cylinders (including pilot cylinders).

In such cases, the following procedure applies:

Recognised Organisation (RO) is to issue a statutory recommendation to the CSSC or PSSC, in order for the ship to reach the next scheduled drydocking or special survey period, but not longer than 18 months, under the following conditions:

• The maintenance and inspection of the fire extinguishing system is, apart from pressure testing, performed in accordance with the requirements and periods as required by MSC.1/Circ.1318/Rev.1.

• The Recognised Organisation (RO) surveyor shall perform a thorough visual examination of the concerned (pilot) cylinders as well as their fixation and storage. These examinations should be done in the last 3 months before the required pressure test date, and every 12 months thereafter with the same window.

Separation between engine room and purifier room (SOLAS II-2/4.2.5)

(Refer to document Information to Shipping SOLAS Chapter II-2 - Construction - Fire protection fire detection and fire extinction in attached files)

With regard to SOLAS regulation II-2/4.2.5, and taking into account MSC.1/Circ.1321, Part 3, chapter 5, paragraph 3.1, for equipment which treats flammable liquids automatically (e.g. oil fuel purifiers), the Administration may exempt a ship from the requirement to have the purifiers installed in a special space reserved for purifiers, in case the installation of the purifiers in a special space reserved for purifiers is not practicable, provided that a well-founded proposal for an exemption has be forwarded by Recognised Organisation (RO) to the Administration for approval.

Manual closing devices under the waterline

(Refer to document Information to Shipping SOLAS Chapter II-1 - Construction - Structure subdivision and stability machinery and electrical in attached files)

With regard to SOLAS regulation II-1/48.3, the following applies:

1. the IACS recommended practice on the time requirement for thoroughly closing sea inlets and discharges below the waterline in case of influx of water, as stipulated in IACS Rec. No.100:

   • A calculation should be carried out to show that the time taken from alarm activation plus the time to reach and fully close manually operated or powered valves is less than the time taken for the influx of water to reach the control without submergence of the platform on which the person is operating the valve.

   • In the event calculations are not available, the Administration considers 10 minutes as ‘adequate time for operation in case of influx of water to the space’, allowing sufficient time for the ship’s crew to close any relevant valve serving a sea inlet, a discharge below the water-line or a bilge injection system, following the sounding of a bilge level alarm in the engineers’ accommodation of the ship.

   • In case the calculation as mentioned above, shows that the ‘time for operation in case of influx of water to the space’ is less than 10 minutes, the calculation shall be submitted to the Administration and the shipowner is to be informed accordingly.

2. the unified interpretation of SOLAS regulation II-1/48.3 as stipulated in IMO MSC.1/Circ.1424, as from the 21st of May 2012

Drainage requirements

(Instructions to RO no.16)

The Administration has adopted the requirements as per SOLAS regulation II-2/20, paragraph 6.1.4 and 6.1.5 and MSC/Circ.1320 without exemptions.

In addition, the Administration has decided that the following additional guidelines are accepted for vessels flying the Netherlands' Flag:

• only the required scuppers need to be protected, provided that these are distributed as per MSC/Circ.1320;

• any equivalent level of safety or exemption offered in relation to this regulation need to be submitted by the Recognised Organisation (RO) and approved by the flag state;

• postponement with regard of compliance to these new requirements is to be endorsed by Recognised Organisation (RO). Recognised Organisation (RO) shall send a proposal for such a temporary exemption to the flag state for their approval suggesting temporary measures with equivalent result.

For further details, refer to “ItoRO no. 16 - Drainage requirements - version 2.docx” in attached files.

Fire control plans

(Refer to document Information to Shipping SOLAS Chapter II-2 - Construction - Fire protection fire detection and fire extinction in attached files)

With regard to SOLAS regulation II-2/15.2.4, the Administration requires:

• the ship’s fire control plans to be approved, and re-approved following an amendment, by Recognised Organisation (RO) on behalf of the Administration;

• alternatively, the details, as set out in SOLAS regulation II-2/15.2.4.1, may be set out in a booklet, a copy of which shall be supplied to each officer, and one copy shall at all times be available on board in an accessible position.

Guidance regarding MSC.1/Circ.1318(/Rev.1)

(Refer to document Information to Shipping SOLAS Chapter II-2 - Construction - Fire protection fire detection and fire extinction in attached files)

With reference to SOLAS regulation II-2/14.2 and contrary to what is stated in the introduction to this MSC.1/Circ.1318/Rev.1 (under point 4: “This circular supersedes MSC.1/Circ.1318.”, dated 25 May 2021), the NSI considers MSC.1/Circ.1318 still as valid 'Policy Rule' until 31-12-2022 and the revision has been assigned with status 'Policy Rule' from 1-1-2023, superseding MSC.1/Circ.1318 from that date on.

For ships that already have completed the 10 yearly maintenance/pressure testing (due to its 10-, 20-, 30-, 40th yearly term) before 1-1-2023, the regime as per MSC.1/Circ.1318 (“…as a minimum another 10% of its CO2 cylinders will have been subjected to an internal inspection and hydrostatic test”) may be applied, however also the revised circular can be applied already.

All Dutch flagged ships shall have to comply with the 10 yearly hydrostatic testing requirements for all CO2 cylinders on board in accordance with MSC.1/Circ.1318/Rev.1, ultimately before the next scheduled dry docking of the ship; resulting that ultimately 01-01-2028 all ships will comply with revision MSC.1/Circ.1318/Rev.1.

Low pressure CO2 bulk storage containers

(Refer to document Information to Shipping SOLAS Chapter II-2 - Construction - Fire protection fire detection and fire extinction in attached files)

With regard to SOLAS regulation II-2/14.2.1.2 and MSC.1/Circ.1318/Rev.1, and taking into account IACS recommendation No.53/Rev.1, the Administration requires a low pressure CO2 bulk storage container to be maintained and inspected in accordance with:

• IACS recommendation No.53/Rev.1, and

• the requirements of the manufacturer of the low pressure CO2 storage container, in case those are more stringent.

With regard to IACS recommendation No.53/Rev.1, the Administration clarifies that:

• With reference to section 1.3: Removal of insulation should be done as necessary in accordance with the manufacturer's procedure or (if this is not available) as instructed by the surveyor e.g. at the location of appendages, other connections and mounting supports.

• With reference to section 4: For low-pressure CO2 bulk storage containers hydrostatic testing may be required at the surveyor's discretion, depending on the results from internal survey.

Hydrostatic testing of self-contained breathing apparatus cylinders

(Refer to document Information to Shipping SOLAS Chapter II-2 - Construction - Fire protection fire detection and fire extinction in attached files)

With reference to SOLAS regulation II-2/14.2.2, the Administration follows the ISO standards in the case of paragraph 9.4 of MSC.1/Circ.1432 on the test interval for hydrostatic testing of self-contained breathing apparatus cylinders, i.e.:

• Cylinders of steel and aluminium: ISO 18119 - hydrostatic testing shall not exceed 5 years;

• Cylinders of composite materials: ISO 11623 - hydrostatic testing shall not exceed 5 years.

However, if the maker recommends a shorter interval, that shorter interval should be followed.

Spare charges to be carried on board lifeboats and tenders

(Refer to document Information to Shipping SOLAS Chapter II-2 - Construction - Fire protection fire detection and fire extinction in attached files)

SOLAS regulation II-2/10.3.3 makes the carriage of spare charges for fire extinguishers mandatory on board of ships. However, lifeboats and tenders are not mentioned in MSC.1/Circ.1275.

Therefore the Administration only recommends that spare charges or additional portable fire extinguishers of the same quantity are provided for the extinguishers placed in lifeboats and tenders (as per SOLAS regulation II-2/10.3.3.1 and SOLAS regulation II-2/10.3.3.2).

It is also recommended by the Administration to use extinguishers of a same type as used elsewhere on the ship where possible. In that case spare charges are provided for such extinguishers without increasing the number of spare charges carried on board.

Interpretation on “designated under deck space”

(Refer to document Information to Shipping SOLAS Chapter II-2 - Construction - Fire protection fire detection and fire extinction in attached files)

SOLAS, regulation II-2/19.3.1.3 reads: Means shall be provided for effectively cooling the designated under deck space by at least (…).There are 2 interpretations for the term “designated under deck space” by the Administration:

1. A designated complete hold (which is in line with the international interpretation); or

2. A designated part of one hold, under the following conditions (1 - 4):

   1. When in the designated part of the hold dangerous goods of class 1 are carried, the mechanical ventilation for the entire hold is switched off. This means that no cargoes are allowed to be carried that require mechanical ventilation;

   2. The grain bulkhead has to be reasonable gastight and watertight and the proper sealing arrangement is to the (attending) surveyor's satisfaction (new construction only). Sealing arrangements to be submitted to plan approval of Recognised Organisation (RO);

   3. Regulation 19.3.1.3 concerning water supplies shall be complied with for the designated forward part of the cargo hold. Additional spraying nozzles are directed straight onto the grain bulkhead for boundary cooling; and

   4. Dangerous goods and combustible materials have to be stowed at least 3 meters from the grain bulkhead or an additional grain bulkhead has to be placed at least 1.5 meters aft of the forward grain bulkhead.

Initial testing of watertight bulkheads

(Refer to equivalent arrangement XQ41024 in attached file “Equivalent arrangement for initial testing of watertight bulkheads - XQ41024”)

The provisions in IACS UR S 14, as amended may be considered as equivalent to the provisions of the requirements in SOLAS Regulation II-1/11.2 and 11.3 under the following conditions:

1. The tank testing plan shall be reviewed and confirmation of the structural similarity of tanks as stated in IACS URS 14, as amended shall be provided by the RO’s plan approval department;

2. The shipyard where the ship is built shall have in place a certified quality management system according to a recognized standard, e.g. ISO 9001 or an equivalent standard acceptable to the RO which ensures the shipbuilding quality standard covering the production process; and

3. The RO shall have experience with the yard and their records so that the provisions of IACS UR S 14 are considered adequate for the purpose of ensuring the required tightness and structural strength of watertight boundaries.

Waste receptacles for the storage of garbage

(Refer to document Information to Shipping SOLAS Chapter II-2 - Construction - Fire protection fire detection and fire extinction in attached files)

With regard to SOLAS regulation II-2/4.4.2 and paragraph 4.2 of MSC.1/Circ.1120, the Administration accepts that for the storage of garbage, as defined in MARPOL Annex V:

1. waste receptacles placed inside the ship in areas where rust is an issue (e.g. galleys), may be lined with plastic or rubber inserts; and

2. waste receptacles (e.g. wheely bins) placed on deck may be constructed of combustible material.

Fire-fighter's outfit

(Refer to document Information to Shipping SOLAS Chapter II-2 - Construction - Fire protection fire detection and fire extinction in attached files)

Fire fighters outfits that are placed on board after August 25th, 2024 must comply with the EN 469:2020 standard. With regard to outfits placed on board before this date but not due for replacement, the Administration strongly recommends that they be replaced with outfits that comply with EN 469:2020. The Administration recommends that shipowners choose for performance level 2 outfits, as defined in section 6.2 of EN 469:2020, because these outfits:

• are suitable for firefighting inside structures;

• are also suitable for firefighting in spaces where a high amount of fuel can be expected, such as Ro-Ro ships;

• provide adequate protections when fighting alternative fuel fires.

Cargo Ship Safety Equipment Certificate - SOLAS Chapter III

Requirements for maintenance, thorough examination, operational testing, overhaul and repair of lifeboats and rescue boats, launching appliances and release gear

Instruction to RO No. 09

The Netherlands Shipping Inspectorate has formally authorized a number of service providers in the Netherlands (see https://puc.overheid.nl/nsi/doc/PUC_745426_14/).

In accordance with paragraph 7.4.3 of the Resolution MSC.402(96), the NSI will accepts service providers authorized by any of its ROs to perform services on board a ship (regardless the ship being classed by the same RO authorizing the service provider). The ROs authorization certification shall clearly refer to the Resolution or IACS UR Z17, as may be revised or amended.

The attending service personnel, certified by either an authorized service provider or the manufacturer as defined in par.2.2.3 of Resolution MSC.402(96), on board vessels under Dutch Flag, shall provide evidence indicating certification in accordance with par. 8.1 of Resolution MSC.402(96) for the make(s) and type(s) of equipment to be worked on.

Depending on the configuration of the relevant equipment on board the above may result in more than one authorized service supplier or manufacturer being necessary.

Manufacturer no longer in business or no longer providing technical support

Following paragraph 7.3 of the Resolution MSC.402(96), in cases where the manufacturer is no longer in business or no longer provides technical support, the NSI accepts service providers, provided that the RO acting on behalf of the NSI is satisfied that they comply with chapter 7 of the Resolution MSC.402(96) and in addition the following is applicable:

1. the personnel performing the maintenance and service has at least two years of servicing experience with different manufacturer's equipment; and

2. service personnel has followed training on several manufacturer's equipment (at least two manufacturers); and

3. the service provider shall maintain a record system which provides traceability of work carried out and parts used. All spare parts used shall preferably be original manufacturer's spare parts. If original spare parts are not available anymore, other parts may be used provided that such parts are at least equivalent to part to be replaced, such to the satisfaction of the attending surveyor of the RO. In cases where repairs are major, e.g. when a complete winch must be exchanged, any replacement equipment shall be certificated in accordance with the Marine Equipment Directive (2014/90/EC as amended)

In cases where the RO is not satisfied that the above conditions are fully met, subject service shall be witnessed by the surveyor of the RO, after case by case acceptance by the NSI.

Non-availability of authorized service providers

In case of non-availability of authorized service providers, the NSI will only consider acceptance in such cases under the following conditions:

• Case by case, acceptance by the NSI necessary;

• Clear evidence that there is no service personnel from an authorized service provider (ASP) available on location;

• Same conditions under above paragraph “Manufacturer no longer in business or no longer provides technical support” to be confirmed;

• Service conducted by service personnel shall be witnessed by the RO surveyor;

• The manuals / instructions / guides are from the Original Equipment Manufacturer (OEM) shall be available.

The 5 Yearly load testing of the on-load release gear by hydraulic means

In cases where the owners want to perform the 5 yearly load-testing or load testing after intermediate overhaul of the on-load release gear, required by SOLAS regulation III/20.11.2.2, by means of hydraulic testing, instead of testing by regular means (using the lifeboat as test weight with added weight), the Administration accepts this under the following conditions:

• The OEM has to provide a statement confirming that the hydraulic testing of the on-load release gear in combination with their additional instructions for the inspection of subject on-load release gear, their connection and the associated lifeboat-construction, are considered equivalent to load testing by regular means (see below Note);

• Subject testing and associated inspection are performed by or (where applicable) under direct supervision of the OEM. The service engineer of the OEM reports that the testing and associated inspection have been performed in accordance with the OEM procedures and are in compliance with SOLAS regulation III/3.25 (the Resolution);

• The lifeboat hull, with special attention to the high stress areas like the connections of the on-load release gear, all after having been cleaned and otherwise prepared, is to be visually checked by the EOM in accordance with its own instructions;

• When cracks are found in the hull, Recognised Organisation (RO) has to be informed and the structural condition is to be further verified by both the OEM and Recognised Organisation (RO);

• NDT of the on-load release gear and foundation inside the lifeboat to be performed by a 3rd party company to be accepted by Recognised Organisation (RO). The NDT schedule shall be reviewed and agreed by Recognised Organisation (RO) and NDT testing to be performed in combination with the 5 yearly load test;

• The weight of the lifeboats to be measured at least 5 yearly in line with the load-testing of the on-load release gear. This to determine that the weight of the lifeboat is still in line with the design limits for which the on-load release gear, including its connection to the lifeboat and the launching appliance have been designed. When the lifeboats have increased weight which cannot be explained but is still within the design limit, the weighting interval has to be lowered and the cause to be investigated by the OEM. (see ItoS – SOLAS Chapter III – Life-saving appliances and arrangements for information);

• A history folder with the service reports, NDT results, findings, repairs and other maintenance for each lifeboat is to be kept on-board by the owner to provide a clear overview of the aging and maintenance condition of the lifeboat hull, on-load release gear and other parts.

Requirements for loose launching appliances of lifeboats and (fast) rescue boats

• Defining launching appliances

  The slings, hooks, shackles and other means connecting the falls with the hook/connecting point of the Lifeboats, rescue boats and fast rescue boats are considered a part of the launching appliances. This means that the requirements of SOLAS regulation III/20.11.1 have to be applied for this equipment.

  Foul weather recovery strops and hanging off pendants are considered part of the launching appliances and have to be in compliance with SOLAS regulation III/20.11.1.

  The fall is the wire on the drum which is directed along the sheaves and this wire must be in compliance with SOLAS regulation III/20.4. All other parts of the launching appliances like the slings, hooks, shackles and other means are not considered a part of the fall.

• Maintenance and testing

  All slings hooks, shackles and other means being part of launching appliances for Lifeboats, rescue boats and fast rescue boats must be inspected, maintained and tested in accordance with the instructions of the OEM. When no instructions are available the appliances have to be inspected and maintained as if it is lifting equipment.

  When it is not possible to perform one of the following load tests every five year, the appliances have to be replaced at least every five years:

  • The five yearly loadtest in accordance with SOLAS regulation III/20.11.1.2; or

  • The five yearly loadtest in accordance with the standards of a RO for lifting appliances; or

  • The five yearly loadtest in accordance with the standards of the EKH for lifting appliances.

• Encased launching appliances

  It is not allowed to use slings, hooks, shackles or other equipment which cannot be visually inspected like slings encased in plastic sheeting. When this equipment is already in use it has to be replaced as soon as possible and not later than before the first annual. When the actual age or condition of the equipment is unclear/unknown or this equipment is already more than five years old, it is not allowed to use it and must be replaced immediately.

Position of the Administration regarding (draft) standards

The position of the NSI regarding (draft) standards (e.g. ISO 23678(:2022)) is that pending their recognition by IMO, such standards are not to be applied.

Approval of service stations for inflatable liferafts

A station servicing inflatable liferafts should be approved in accordance with IMO Resolution A.761(18), as amended.

The Administration has decided to implement the resolution as follows:

1. the service station shall be approved by the manufacturer of the inflatable liferafts in question and by or on behalf of the national maritime administration in the country where the service station has its premises. Separate approval by RO is not required.

2. in the Netherlands, the Administration has approved service stations (see website).

If the RO is able to provide objective evidence of major non-conformities in the service work performed on inflatable liferafts this shall be reported to the manufacturer of the inflatable liferaft and to the Administration.

Extension of service intervals on inflatable liferafts and hydrostatic release units

(Paragraph 2.4.10 of Annex I to the Agreement, attached in Annex I to the Agreement)

The authorisation stated in article 5.1 of the Agreement (see Agreement governing the authorisation of statutory survey and certification services) includes the authorisation to extend the service period of inflatable liferafts, inflatable lifejackets, marine evacuation systems and hydrostatic release units as specified in SOLAS, Chapter III, Regulation 20.8.1.1 and Regulation 20.9.1 for ships for which the RO performs surveys for the Safety Certificate.

The service period must not be extended automatically but only after a well-founded request, and it must not be extended beyond the period specified in the above regulations.

On-board training in the use of davit-launched liferafts

(Refer to document Information to Shipping SOLAS Chapter III - Life-saving appliances and arrangements in attached files)

NSI considers the on-board training in the use of davit-launched liferafts imperative from a safety point of view.

In accordance with SOLAS, regulation III/19.4.3, on-board training in the use of davit-launched liferafts shall, whenever practicable, include the inflation and lowering of a davit-launched liferaft.

In particular the aspect of inflating the liferaft during such drills is potentially impracticable, because:

• a demonstration liferaft for training purposes only is often not available; and

• the possibilities to get the liferaft ashore intact after inflation and lowering, and the subsequent transport to a service station, are often limited.

NSI allows the following alternative of on-board training:

1. Cargo ships:

   1. training in the handling of the Automatic Release Hook (ARH) on board: by securing the ARH on the railing or either an attached ring or shackle similar to the shape and thickness of the ring / shackle of the suspension of the corresponding liferaft, tightening the hoisting wire, setting the automatic release function and releasing the brake of the hoisting wire, and;

   2. providing on board and showing of an instruction video regarding the operation of the davit-launched liferaft. This shall be done every time an on-board training is required and for new crew, and;

2. Passenger ships:

   Comply with all what is required under “Cargo ships”, and regularly conduct (with intervals not exceeding 12 months) training in the use of davit-launched liferafts, including the inflation and lowering of the liferaft.

   Any other alternative deviating from the provisions described above shall be acknowledged by NSI.

For both, Cargo and Passenger ships, clear evidence of training with davit-launched liferafts (including the above provisions), either by ship’s log or e.g. training records, shall be available to the Recognized Organization.

Any other alternative deviating from the provisions described above shall be accepted beforehand by the NSI.

Sufficient number of lifejackets and / or accessories

(Refer to document Information to Shipping SOLAS Chapter III - Life-saving appliances and arrangements in attached files)

With regard to SOLAS regulation III/7.2.1.4, the Administration leaves it to the discretion of the shipowner and master of the ship, where necessary, to determine the sufficient number of lifejackets for persons on watch and for use at remotely located survival craft stations.

With regard to SOLAS regulation III/7.2.1.5, the Administration leaves it to the discretion of the shipowner and master of the ship, where necessary, to determine the sufficient number of suitable accessories available on board to allow the adult lifejackets to be secured to persons weighing up to 140 kg and with a chest girth of up to 1750 mm.

Mustering and assisting untrained persons

(Refer to document Information to Shipping SOLAS Chapter III - Life-saving appliances and arrangements in attached files)

Compliance with SOLAS Regulation III/10.2 shall be met by assigning persons who are fully trained in line with the requirements of section A-V/2, paragraph 2 of the STCW Code. The number of persons who must have this training is specified in the MSMD. Proof of such training must be readily available to port State control officers/recognised organisations/etc. and must be clear from, for example, the ship's logbook or training records. Such proof may be stored digitally.

With reference to STCW Regulation I/14, if in addition to these minimum numbers, other persons are designated as referred to in SOLAS Regulation III/10.2, these persons may suffice with training given on board. Proof of such training must be readily available to port State control officers/recognised organisations/etc. and must be clear from, for example, the ship's logbook or training records. Such proof may be stored digitally.

Means of embarkation to liferafts

(Refer to document Information to Shipping SOLAS Chapter III - Life-saving appliances and arrangements in attached files)With regard to SOLAS regulation III/31.1.4, and taking into account MSC.1/Circ.1490/Rev.1, the Administration permits an embarkation ladder or other means of embarkation enabling descent to the water in a controlled manner, as per SOLAS regulation III/11.7. A knotted rope is not acceptable for this purpose.

Marine Evacuation Systems (MES)

Refer to the Instructions to ROs n°21 - Marine Evacuation Systems Guidelines for Servicing and Deployment in the attached file.

1. Extension of 12 months service provisions

   The Administration’s authority to issue extension of service intervals in excess of the 12 month window, under the provision of SOLAS Chapter III/20.8.1.1, is limited to occasions when servicing is impracticable. Extension, when impracticable, should not be confused with inconvenience.

   Applications for extension shall be issued by Recognised Organisation (RO) to the Administration, well in advance of the 12 month service date. The application shall be in accordance with ItoRO no. 15 - Reporting and procedure for non-compliance. This application shall clearly state the reason of impracticability and proposed time and place of service. The service history of the MES shall be presented in the application. Any extension of service shall not alter the initial anniversary date.

2. Deployment preparation of MES

   4Rotational deployment, of each MES, required by SOLAS regulation III/20.8.2 cannot be extended beyond the six years period. It is recommended that deployment is arranged accordingly with adequate notification to all involved parties.

   Recognised Organisation (RO) shall be physically present to witness rotational deployment.

   The ship owner shall obtain agreement with Recognised Organisation (RO) on the number and location of units to be deployed, and Recognised Organisation (RO) shall complete the checklist detailed in Annex 1 to ItoRO 21. Records for the deployment of each MES, including any spare MES, shall be maintained and will include the dates of deployments.

   If necessary in order to comply with SOLAS regulation III/20.8.2, companies will have to incorporate a spare MES into their deployment program such that, as far as practicable, all MES are subject to equal periods between deployments. Agreement shall be obtained on the number of liferafts, to include link liferafts that will be deployed from that station. It is important that Administration is able to verify on a selective basis, the ability of the system to effectively deploy and achieve effective evacuations within the timescale required by SOLAS.

   The manufacturer, or his agent, together with at least one crew member shall conduct an assessment to include thorough visual inspection and any pre-deployment checks necessary to evaluate MES readiness for safe deployment. This inspection must be documented by a pre-deployment checklist or other equivalent documentation, and subsequently presented to Recognised Organisation (RO) witnessing the test.

   No modification, alteration, servicing or any other preparations of MES may be carried out unless prior consent is given by Recognised Organisation (RO), otherwise it may constitute failed deployment.

   Rotational deployment is a test of installed Life Saving Appliances (LSA) equipment and therefore such deployment shall normally be conducted by competent ship’s staff in accordance with officially documented procedures. In case this test is carried out by a combination of crew and service personnel, clear roles shall be established and agreed beforehand.

3. Deployment of MES and failure criteria

   The outcome of the deployment including any failures will be recorded on the form at in Annex 1 to ItoRO 21.

   Failure of the Deployment will be determined by the following factors:

   1. During pre-deployment checks, actions were required without which deployment would not have occurred.

   2. Deviations away from the Original Equipment Manufacturer (OEM) launching instructions were required in order to facilitate a launch.

   3. Full MES capacity would not have been able to embark the rafts from the ship in the permitted time frame (taking into account the need for health and safety slow time and safe exercise requirements).

   4. Any other reason as specified in maker’s instruction

   All of the above failure assessment criteria should be recorded on the form in Annex 1 to ItoRO 21.

   Should a full deployment have been achieved, having been classified as a failed deployment according to the above criteria, then the deployment will be additionally marked as a “recoverable failure” in Annex 1 to ItoRO 21.

   In the event the report considers the deployment a failure, Recognised Organisation (RO) should be presented with a full report of the deployment from the manufacturer / agent within 1 month of the deployment. This report will outline the factors for the failure and remedial action to be taken for the installation in question. Also included are generic design defects which could compromise effective operation of the model in general. The report shall be copied to the vessel and the Administration’s approved service station. In the event that Recognised Organisation (RO) considers the root cause of the failure of the deployment of the MES to be a design error, Recognised Organisation (RO) is encouraged to inform the relevant Notified Body, as well as the Netherlands Shipping Inspectorate of this.Once Recognised Organisation (RO) is content with manufacturer’s actions in addition to any actions or modifications required by the maker and accepted by the Notified Body and in conjunction with that organization, a re-deployment of the system may be requested in order to demonstrate that the system is working within acceptable parameters. Any modifications or alterations shall be approved by that Notified Body as applicable within the framework of the MED as amended.

4. Modification to MES

   Should the remedial actions identified in above c) require modification(s) to the MES, the proposed modification(s) cannot be made unless the Notified Body that approved the equipment verifies that the changes are acceptable, and if any additional tests are required for the equipment. Where changes are made that have been accepted by the Notified Body, they must be fully documented by the OEM in the technical file.

   Any unauthorized modification to the MES will be considered as a change to the equipment, resulting in invalidating the type approval and requiring the equipment to be re-tested and approved, as deemed applicable by the Notified Body within the framework of the MED, as amended.

   The Administration will not approve any modification made to MES. This approval must come from the Notified Body who has previously approved the equipment, having been asked to do so by the OEM.

   The Notified Body acting on behalf of the Administration, does not need to inform Recognised Organisation (RO) of each approval for modification that it receives. If a modification is part of the remedial actions suggested as part of the manufacturer’s report of a failed deployment, Recognised Organisation (RO) will be informed when it receives the report as per above c).

Rotation resistant and corrosion resistant steel wire rope

(Refer to document Information to Shipping SOLAS Chapter III - Life-saving appliances and arrangements in attached files)

With regard to SOLAS regulation III/34 and notwithstanding paragraph 6.1.2.3 of the LSA Code , in case the launching appliance of a survival craft or rescue boat using falls and a winch does not cater for rotation resistant and corrosion resistant steel wire rope, the Administration permits the falls not to be of rotation resistant and corrosion resistant steel wire rope, provided that the fall wire rope is in accordance with the specifications of the launching appliance of the survival craft or rescue boat and the recommendations of the manufacturer of the launching appliance.

Survival craft

(Refer to document Information to Shipping SOLAS Chapter III - Life-saving appliances and arrangements in attached files)

Embarkation ladder for survival craft

With regard to SOLAS regulation III/11.7, the Administration permits embarkation ladders for remotely located survival crafts to be replaced by approved devices to afford access to the survival craft when waterborne, provided that:

• there shall be at least one embarkation ladder on each side of the ship;

• as long as controlled lowering is guaranteed (see MSC.1/Circ.1490/Rev.1);

• documentation and information (e.g. video instruction) regarding the practical use of it is available; and

• the most unfavourable weather conditions that may be encountered when using the device and accessing the survival craft when waterborne, have been taken into account when approving the device.

For a ship of which its accommodation space is located at the forward part of the ship, equipped with a free-fall lifeboat, as referred to in SOLAS regulation III/31.1.2.1, capable of being free-fall launched over the stern of the ship and equipped with secondary means of launching, the Administration:

• requires for the embarkation ladder to be provided at the rear part of the ship, that:

  • the embarkation ladder shall be so arranged as to enable one person to install it on either side ofthe ship;

  • the embarkation ladder shall never be installed over the stern of the ship, so as to prevent the embarkation ladder from becoming entangled in the ship’s propeller when rotating.

• accepts for the calculation of the minimum length of the embarkation ladder extending, in a single length, from the deck to the waterline in the lightest seagoing condition, that the calculation is based on a trim of up to 2° and a list of up to 5°.

Means of embarkation to liferafts

With regard to SOLAS regulation III/31.1.4, and taking into account MSC.1/Circ.1490/Rev.1, the NSI permits an embarkation ladder or other means of embarkation enabling descent to the water in a controlled manner, as per SOLAS regulation III/11.7. A knotted rope is not acceptable for this purpose.

Arrangements for remotely located survival craft

With regard to SOLAS regulations III/31.1.4, III/7.2.1.4, III/11.4, III/11.7, III/13.1.3, III/16.7) and LSA Code paragraph 4.1.3.2 and MSC.1/Circ.1490/Rev.1, as amended, applies.

Exemption for the 5 knots installation test of lifeboats

(ItoRO No 07)

IMO Resolution MSC.81(70), Revised recommendatin on testing of life-saving appliances, states under par.1.3 of part 2 (Production and installation tests) the following:

“1.3 Where the proper operation of life-saving appliances is dependent on their correct installation in ships, the Administration should require installation tests to ensure that the appliances have been correctly fitted in a ship.”

IMO resolution MSC.81(70) part 2, par.5.4 requires a 5 knots installation test to be carried out in calm water and on even keel, for fully equipped lifeboats on cargo ships of 20,000 GT and rescue boats. This test however is considered very hazardous, in particular when it concerns recovery of the lifeboat/rescue boat after the test has taken place.

Also MSC.1/Circ.1392, dealing with evaluation and replacement of lifeboat release and retrieval systems, requires the 5 knots installation test to be carried out upon replacement of a non-compliant lifeboat release and retrieval system.

Acceptance based on trials by sisterships

In this respect, for ships built according to the same plans and with identical installation of rescue boat(s) and launching arrangement(s), the successful results from the launch test at 5 knots headway speed on the mother ship are acceptable as documented evidence of the similar ability to launch the rescue boat(s) from the sister ship(s) in the series.

Recognised Organisation (RO) may, without having to consult NSI and on above mentioned basis, issue an exemption for the 5 knots installation test on those sister ships.

Testing without recovering the life- or rescueboat afterwards

Anyhow, NSI recommends the test to be performed at the end of the sea-trial in case of new ships. A tug could then tow the boat(s) inside, or if the weather/sea state is favorable, the boat(s) could be recovered.

Equivalent test with tug boat by new ships

Furthermore, the introduction of MSC.81(70) states that the Maritime Safety Committee “RECOMMENDS Governments to ensure that life-saving appliances are subjected to:

1. the tests recommended in the Annex to the present resolution; or

2. such tests as the Administration is satisfied are substantially equivalent to those recommended in the Annex to the present resolution.”In this respect, in the case of existing ships and in particular to address the problems with the application of MSC.1/Circ.1392, NSI allows the following test to be performed, as an equivalent to the 5 knots installation test, to comply with SOLAS regulation III/17.3 for rescue boats and SOLAS regulation III/33.2 for davit-launched lifeboats on cargo ships of 20, 000 gross tonnage and upwards:A tugboat is tied alongside the ship at the quay, whereby the tug engines create a ‘5-knot wash’. In this ‘5-knot wash’ the installation test is performed.

Integral buoyancy casings in lifeboats and rescue boats

(Refer to document Information to Shipping SOLAS Chapter III - Life-saving appliances and arrangements in attached files)With regard to SOLAS regulation III/20 and III/36, and taking into account paragraph 4.4.4 of the LSA Code , as well as IACS Recommendation no. 122, the Administration, in case the internal buoyancy foam material of a rescue boat or lifeboat is of the open cell two-part expanding polyurethane type, recommends:

1. during any survey by Recognised Organisation (RO) or any inspection by a service company or the ship’s crew:

   • the rescue boat’s or lifeboat’s hull in way of all buoyancy casings to be thoroughly examined for cracks, holes, buckling or folding of the structure and general deterioration, paying particular attention in way of the hull to deck connection and the buoyancy casing to hull connections;

   • any foam injection points (subsequently closed) to be examined for cracking or deterioration;

   • the external hull and any fendering points in way of integrated buoyancy casings to be examined for holing, cracking and deterioration. The rescue boat or lifeboat manufacturer shall be contacted for further advice and, where needed, for repairs, in case of any damages found;

   • any penetrations to the buoyancy chambers, for example, where seat belts, thwarts or grab lines are attached, to be closely examined for fit, gasketting (where fitted) and tightness. Loose fittings to be adjusted and the affected buoyancy chamber examined with special care regarding water penetration;

   • the drain plugs to be removed from the rescue boat or lifeboat at the time of the inspection and the quantity of water drained to be monitored to ensure it is not excessive;

   • the rescue boat or lifeboat performance whilst manoeuvring to be monitored for unusual performance, heaviness or excessive sluggishness which might be attributable to an increased boat weight;

   • should any doubt exist as to the integrity of the integral buoyancy, and water ingress is suspected, the boat to be weighed to confirm that boat weight remains unchanged.

2. the rescue boat and / or lifeboat to be weighed as part of the five-yearly renewal survey. In case the weighing of rescue boat or lifeboat indicates the weight to be 10% more than the weight as stated on the manufacturer’s plate, the rescue boat or lifeboat manufacturer is to be contacted for further advice

3. the rescue boat or lifeboat to be replaced at first opportunity, in case the laden weight of the rescue boat or lifeboat exceeds the safe working load of its launching appliances and release gear.

Storage of spare petrol for (rescue boat) outboard engine

(Refer to document Information to Shipping SOLAS Chapter III - Life-saving appliances and arrangements in attached files)

With reference to SOLAS regulation III/21.2 and further the LSA Code, Chapter V (Rescue Boats), a rescue boat may be fitted with a petrol-driven outboard engine. In that case a limited quantity of (spare) petrol may be carried in suitable containers (complying with NEN-ISO 13591). When spare petrol is carried on board in non-compliant portable containers (such as normal jerrycans), the containers shall be clearly marked. The number of such containers shall be kept to a minimum. As soon as it is possible, the petrol shall be transferred to compliant fuel tanks. Spare petrol must be stored at in a specially constructed, well ventilated compartment.

The Administration considers the Paint Locker (which is a high risk service space suitable for flammable liquids) the most suitable place. In case of storage at another location, the requirements of SOLAS (regulation II-2/10.6.3) shall be taken into account. Warning notices should clearly indicate the contents of the compartment and smoking should not be permitted in the vicinity.

The Administration recommends that the (spare) petrol shall be carried ‘Clear of living quarters’ as defined under IMDG Code paragraph 7.1.2 (Definitions). In addition, electrical equipment shall not be installed in spaces where petroleum vapour gas may accumulate. However, when equipment is installed in such spaces the equipment must be intrinsically safe or of an explosion-proof type.

The quantity of petrol carried shall be limited to 50 Liters per rescue boat (the tank in use - the rescue boat shall be ready for immediate use at all times - and the spare petrol together).

Operating the survival craft and launching arrangements

(Refer to document Information to Shipping SOLAS Chapter III - Life-saving appliances and arrangements in attached files)

The training referred to in SOLAS Regulation III/10.3, relates to certified persons. According to the definition in SOLAS Regulation III/3.2, certified persons are persons who hold a certificate of proficiency in survival craft and rescue boats in accordance with the STCW requirements. These requirements are further specified in STCW Regulation VI/2 and STCW Section A-VI/2.

Since the STCW Convention, the Annex and the Code stipulate that engineer officers must comply with Regulation VI/2, the Administration considers it safe to extend the deck officers referred to in Regulation 10.3 to all officers, both deck officers and engineer officers.

Taken together the Administration interprets Regulation III/10.3 as follows: all persons holding a valid certificate of proficiency issued in accordance with STCW Regulation VI/2 are qualified to operate survival crafts and launching appliances.

Liferafts

For liferafts there are two options:

1. A person holding a valid certificate of proficiency issued in accordance with STCW Regulation VI/2 person shall be placed in charge of each life raft to be used and having access to a list of the survival craft crew; or

2. A person practised in the handling and operation of life rafts shall be placed in charge of each liferaft to be used and having access to a list of the survival craft crew. The Administration interprets practical experience in handling and operating liferafts as something that can be gained on board. In this respect the Administration refers you to the On-board training in the use of davit-launched liferafts (see On-board training in the use of davit-launched liferafts).

Lifeboats

A person holding a valid PSCRB certificate issued in accordance with STCW regulation VI/2 shall be in charge of each lifeboat to be used and shall have access to a list of the lifeboat crew. In addition, a person holding a valid PSCRB certificate issued in accordance with STCW regulation VI/2 shall be designated as second in command. This second in command shall also have access to a list of the lifeboat crew.

Since engineer officers are persons holding a valid PSCRB certificate issued in accordance with STCW regulation VI/2, it is recommended to designate an engineer officer as second in command, so that the requirement that a person capable of operating the engine and making minor adjustments be present on board the lifeboat is met.

If assigning an engineer officers is not possible the Administration considers the appointment of a rating engine room who holds a certificate of competency issued in accordance with STCW regulation III/4, III/5 or VII/2 as an acceptable means to comply with SOLAS regulation III/10.6.

If this is also not possible, it is recommended that a separate person be appointed who is trained in operating the engine and performing minor adjustments. Proof of such training must be readily available to port State control officers/recognised organisations/etc. and must be clearly evident from, for example, the ship's logbook or training records. This proof may be stored digitally.

The foregoing does not alter the fact that everyone must be familiarised with ship-specific systems and equipment. This also applies to lifeboats, including the engine. The Administration emphasises STCW regulation I/14 in this regard.

Storage of spare petrol for (rescue boat) outboard engine

(Refer to document Information to Shipping SOLAS Chapter III - Life-saving appliances and arrangements in attached files)

With reference to SOLAS regulation III/21.2 and further the LSA Code, Chapter V (Rescue Boats), a rescue boat may be fitted with a petrol-driven outboard engine. In that case a limited quantity of (spare) petrol may be carried in suitable containers (complying with NEN-ISO 13591). When spare petrol is carried on board in non-compliant portable containers (such as normal jerrycans), the containers shall be clearly marked. The number of such containers shall be kept to a minimum. As soon as it is possible, the petrol shall be transferred to compliant fuel tanks. Spare petrol must be stored at in a specially constructed, well ventilated compartment.

The Administration considers the Paint Locker (which is a high risk service space suitable for flammable liquids) the most suitable place. In case of storage at another location, the requirements of SOLAS (regulation II-2/10.6.3) shall be taken into account. Warning notices should clearly indicate the contents of the compartment and smoking should not be permitted in the vicinity.

The Administration recommends that the (spare) petrol shall be carried ‘Clear of living quarters’ as defined under IMDG Code paragraph 7.1.2 (Definitions). In addition, electrical equipment shall not be installed in spaces where petroleum vapour gas may accumulate. However, when equipment is installed in such spaces the equipment must be intrinsically safe or of an explosion-proof type.

The quantity of petrol carried shall be limited to 50 Liters per rescue boat (the tank in use - the rescue boat shall be ready for immediate use at all times - and the spare petrol together).

Anti-exposure suits instead of immersion suits in relation to 'warm climates'

(Refer to document Information to Shipping SOLAS Chapter III - Life-saving appliances and arrangements in attached files)

With reference to SOLAS regulation III/7.3 and regulation III/32.3.2, and in line with “MSC/Circ.1046 Guidelines for the Assessment of Thermal Protection”, the Administration defines the following sea area for the application of anti-exposure suits instead of immersion suits: the sea area between the parallels of latitude 30º North and 30º South.

In case this is applicable to the ship, the wording 'immersion suit' shall be read as 'anti-exposure suit' for SOLAS regulation III/32.3; in that case also the inspection regime as applicable for immersion suits is applicable for anti-exposure suits.

Cargo Ship Safety Equipment Certificate - SOLAS Chapter V

VDR

Annual testing and servicing of voyage data recorders

According to SOLAS Chapter V, regulation 18.8, voyage data recorder systems shall be subject to an annual performance test. The test shall be conducted by a testing or servicing facility authorised (approved) by the manufacturer of the voyage data recorder systems.

In connection with surveys in relation to the Safety Certificate, the RO shall verify the existence of a valid certificate of compliance issued by the testing facility, stating the date of compliance and the applicable performance standards.

(S-)VDR malfunctioning

(ItoRO No 07)

Recognised Organisation (RO) may issue a CSSC or PSSC with a statutory condition, in order for the vessel to reach the first port where the non-compliance of the (S-)VDR can be resolved, but not longer than two months, under the following conditions:

• All efforts shall be made to repair (S-)VDR as soon as possible;

• A Risk Assessment to be prepared - its results have to be implemented on board;

• All personnel with duties that are influenced by the malfunction shall be instructed about that malfunction and the hazards, risks and consequences arising from that malfunction;

• The Master has to ensure that vessel movements are recorded in the vessels deck and engine logs, as far as reasonable and practicable;

• All orders and relevant navigational communication shall be recorded in the ship's logbook;

• Any occurrences such as alarms are to be recorded/documented;

• Relevant safety and communication activities to be recorded/documented;

• Due to manual logging of information, additional bridge watches should be considered; especially when vessel is trading through congested waters and entering or leaving ports (as deemed necessary by Master);

• (if applicable) the ECDIS shall be used to store radar tracked target information, AIS and other appropriate data layers check, used to assist in route monitoring (during the previous 12 hours);

• The backed-up ECDIS data shall be retrieved every 12 hours on external drive (or other medium) for use in any casualty investigation;

• Pilots and relevant (port) authorities shall be informed by the Master or the officer in charge of the navigational watch on the defective equipment.

(S-)VDR- and its capsule float-free arrangement batteries

(Refer to document Information to Shipping SOLAS Chapter V - Safety of navigation in attached files)

With reference to the requirements of SOLAS regulations V/18.81,2 and V/20 and based on what is stated in Resolution MSC.333(90) - Revised performance standards for shipborne Voyage Data Recorders (VDRs), as amended by Resolution MSC.494(104).

Replacement of the battery

The replacement of the battery within the (S-)VDR, or its float-free arrangements, is to be carried out:

• in accordance with the manufacturer's instructions; and/or

• at the time of the annual performance test if the battery has passed its expiry date.

The internal VDR battery shall be replaced by the manufacturer or a person authorized by the VDR manufacturer.

The battery of the capsule float-free shall be replaced by the manufacturer or a person authorized by the (S-)VDR- or if applicable, the EPIRB manufacturer.

The shipowner shall monitor the need of replacement in the planned maintenance program on board and ensure replacement of the battery at the required time. Replacement parts shall be as per original type approval (certificate).

Sailing with an expired battery

In case a ship sails with an expired battery due to force majeure, the situation shall be dealt with as if the (S-)VDR is temporarily out of order. Reference is made to ItoRO no. 07 - Exemptions permitted to be issued by the Recognized Organization without prior consultation of the NSI.

LRIT

The NSI accepts that the terminal used for SSAS also can be used for LRIT, if the terminal fullfills all requirements for both systems.

Only in case the SSAS is working as tracking device to a service provider, who is functioning as an “in-between station”, the combination SSAS / LRIT is not allowed.

Authorized testing Application Service Providers (ASP)

Type-approved equipment shall be used for LRIT. Existing radiocommunication equipment, such as various types of Inmarsat-C terminals, can often be adapted to LRIT in a relatively simple manner. The testing of the equipment shall be performed by so-called 'authorized testing ASP’s' (Application Service Providers).

The following testing ASP’s are qualified:

• Alewijnse Marine Systems B.V. in Krimpen aan den IJssel

• Alphatron Marine B.V. in Rotterdam

• RH Marine Netherlands B.V. in Rotterdam

• Pole Star Space Applications Limited in London, United Kingdom, in combination with above mentioned companies

• SAM Electronics B.V. in Rotterdam

• Collecte Localisation Satellites (CLS) in Ramonville Saint-Agne (Frankrijk), also recognised ASP for the EU Data Centre.

Refer also to NSI website:

https://english.ilent.nl/topics/legislation-merchant-shipping/long-range-identification-and-tracking-lrit

Nautical charts (ECDIS) and nautical publications in digital format

(Refer to document Information to Shipping SOLAS Chapter V - Safety of navigation in attached files)

With regard to SOLAS regulation V/19.2.1.4, V/19.2.1.5 and V/27, the Administration:

1. permits a second electronic chart display and information system (ECDIS) as an equivalent to the appropriate portfolio of paper charts, also when sailing in the raster chart display system (RCDS) mode in waters for which only raster navigational charts (RNCs) are available, provided that the conditions, as set out in the Netherlands equivalent arrangement (XQ9818), have been met.

2. permits nautical publications to be of a digital format;

3. requires the back-up arrangements for nautical publications to comply, where relevant to nautical publication, with the requirements as set out in the appendix 6 of the ‘Revised performance standards for electronic chart display and information systems (ECDIS)’, as set out in the annex to resolution MSC.232(82), as follows:

   • The back-up arrangement for nautical publications may consist of a data storage facility including means of presenting and printing;

   • The back-up arrangement should be independent from the main facility and preferably be located close to or on the navigation bridge;

   • The main computer should, as a minimum, meet the standards, as set out in the IEC 60945 standard, as amended;

   • The back-up arrangement should meet the EMS requirements as set out in the IEC 60945 standard;

   • The computers shall meet any requirements as stated by the supplier of the digital nautical publication at all times;

   • Displays, screens and peripherals should be visible, dimmable and clearly readable at all times;

   • Software used on the main as well as the back-up arrangement may differ in format as long as it is compatible with the software used for the nautical publication;

   • Both the main as well as the back-up arrangement should be capable of printing;

   • Both the main as well as the back-up arrangement should have up to date antivirus software installed;

   • Both the main as well as the back-up arrangement should be kept up to date on a weekly basis with software updates and updates for the publications; and

   • In case the software is installed on a network, via a LAN application, this network should be redundant.

BNWAS

(Refer to document Information to Shipping SOLAS Chapter V - Safety of navigation in attached files)

With regard to SOLAS regulation V/19.2.2.4, and taking into account SOLAS regulation V/20.2 as well as Regulation Safety Seagoing Vessels article 24.2 and article 41a, the Administration:

1. requires a bridge navigational watch alarm system installed on or after 1 July 2009 and prior to 1 July 2011 to fully comply with the Performance standards for a bridge navigational watch alarm system (BNWAS) - (resolution MSC.128(75);

2. exempts bridge navigational watch alarm systems installed prior to 1 July 2009 from full compliance with the Performance standards for BNWAS (resolution MSC.128(75)), provided that:

   • the bridge navigational watch alarm system complies with the requirements as set out in Notice to Shipping 234/1988, which may be demonstrated by a functional check, type approval certificate or any documentation; or

   • it concerns vessels transferred to Netherlands flag register from a register of another Administration, provided the BNWAS was approved by the Administration of the previous flag and demonstration of compliance with the applicable requirements of that Administration in force before 1 July 2009 may be effected in a similar way;

the following remark has been included in the ship’s Record of Safety Equipment: “Existing BNWAS, installed before 1 July 2009, which complies with national requirements at time of installation and is consequently, in accordance with article 41a of the Regulation safety seagoing vessels, exempted from full compliance with resolution MSC.128(75).”

Further the Administration:

1. requires a bridge navigational watch alarm system installed prior to 1 July 2011 on a ship fitted with a simplified voyage data recorder (S-VDR) to be interfaced with the S-VDR, unless the bridge navigational watch alarm system does not provide, nor can be modified to provide for the input data to be recorded by the S-VDR, as declared by the manufacturer of the bridge navigational watch alarm system; and

2. requires, as an interim measure and pending a revision of the Performance standards for a BNWAS (resolution MSC.128(75), the automatic operation mode of a bridge navigational watch alarm system, if it is available, not to be used, as set out in Guidance on the BNWAS auto function (MSC.1/Circ.1474).

(ItoRO No 07)

Recognised Organisation (RO) may, without having to consult NSI, grant exemption for connecting the BNWAS to the S-VDR in case that it is established, for instance by means of a declaration from the manufacturer of the BNWAS, that the required data is not available and that the BNWAS cannot be adapted for this. A statement by Recognised Organisation (RO) in the ship’s Safety Certificate to this respect is also regarded as an exemption.

The exemption in fact deals with exempting the S-VDR from full compliance with the performance standards (SOLAS V/18.2) for S-VDRs, fitted before 1 June 2008 or fitted on- or after 1 June 2008.

Recognised Organisation (RO) shall report without delay to NSI each case an exemption as meant above is granted.

The report shall contain, at least:

• particulars of the vessel, and

• a copy of the manufacturer’s declaration or similar evidence demonstrating that the required data is not available and that the BNWAS cannot be adapted for this

Navigation bridge visibility

(ItoRO No 07)

Note that an equivalent arrangement (GISIS reference: XQ185780 see Visibility of the sea surface from the conning position) is available to be applied for a ship of unconventional design, such as but not limited to, wind turbine installation vessels, vessels with wind assisted propulsion system or other vessels which due to the nature of their built and their operational profile and to the opinion of the Administration, are not able to comply with the requirements of SOLAS V/22.1.1, V/22.1.2 and V/22.1.3, to be provided with arrangements to achieve a level of visibility that is as near as practical to that prescribed in regulation V/22.

Recognised Organisation (RO) is permitted to issue an conditional certificate for a single voyage in order to comply with the requirements of SOLAS regulation V/22. Before issuing this conditional certificate, Recognised Organisation (RO) shall verify that the necessary precautions as indicated below are in place prior to departure of the ship for that single voyage covered by the conditional certificate.

As a minimum all of the following conditions will apply:

1. An extra observation post manned by a qualified lookout, in compliance with section A-II/4 of the STCW Code, shall at all times be provided during the sea voyage. In all circumstances and at all times there is direct communication available between the officer in charge of the navigational watch on the navigation bridge and the extra qualified lookout in the observation post(s).

2. The safety and working conditions of the extra qualified lookout in the observation post shall be guaranteed:

   • Extra immersion suits and lifejackets shall be fitted in the observation post(s) for the number ofpersons present.

   • At all times and in all circumstances there shall be a safe escape route from the observation post(s).

3. The deployment of the qualified lookout in the observation post as well as the qualified lookout on the navigation bridge shall take into account the applicable requirements of the STCW Code as mentioned in Section A-VIII/2, part 3.

4. The common (overlapping) blind sectors of both the conning position on the bridge and of the position(s) of the observation post(s) are to be in compliance with the parameters of SOLAS regulation V/22.1.1 and V/22.1.2. In this respect 'blind sector' means the overlapping blind sector.

5. The proper functioning of navigation- and communication equipment must not be impaired by the situation giving rise to the reduced visibility situation or by measures taken in response, such as the additional observation post.

6. If, due to the positioning of the cargo, the radar picture provided by the (aft) radar scanners is partly obstructed, a radar scanner, as well as an adequate back-up, shall be placed at the forward part of the ship; these shall be free from any obstruction in the forward direction.

In view of the conditions mentioned above, the following shall be noted:

1. Compliance with SOLAS regulation V/22.1.3, with the remark that for the wording 'conning position' may be read 'conning position and the observation post(s) together'.

2. Compliance with SOLAS regulation V/22.1.4, with the remark that for the wording 'each bridge wing' may be read 'from each bridge wing ánd the observation post(s) together'.

3. In order to comply with SOLAS regulation V/22.1.5, the horizontal field of vision form the conning position and the observation post(s) shall extend over an arc of not less than 225°, that is from right ahead to not less than 22.5° abaft the beam on either side of the ship. In the sector from right astern to 22.5° abaft the beam on either side of the ship, the field of vision may be obtained by the use of alternative means (e.g. camera's subject to the provisions of IACS UI SC 235 as corrected, as implemented into MSC.1/Circ.1350/Rev.1). The blind sectors as observed from the conning position should be verifiable through radar.

4. In case an exemption is required in relation to the radar installation and/or navigational lights also, the NSI shall be consulted beforehand.

Speed and distance measuring device (through the water) out of order

(ItoRO No 07)

In cases where a such a device is temporary out of order while the vessel is required to comply with SOLAS regulation V/19.2.3.4, there are two situations possible:

1. Ships equipped with a retractable transducer (trunk and chestvalve)

   If the ship is equipped with a transducer situated under a chest-valve, making it possible to replace or repair the log without the need for a dry dock, repairs shall take place as soon as practically possible and a temporary exemption will be issued for a maximum period of 4 weeks.

   During this period, the conditions under c) 1) to 5) shall be adhered to.

2. Ships equipped with a non-retractable transducer (fixed installation without valve)

   If the ship is equipped with a fixed non retractable system, consequently a dry-dock or, alternatively, a diving underwater repair company shall be involved. In this case a temporary exemption may be granted until repairs can take place, taking the following into account;

   1. Underwater repairs are possible, the log technical specifications indicate the possibility of underwater repairs:

      If an underwater repair company is available and capable of repairing the log in water, this shall be done as soon as practically possible. All safety precautions, including port or terminal restrictions shall be adhered to. If an underwater repair company is not available a temporary exemption may be granted until the ship reaches a port where this facility is available.

      During this period, the conditions under c) 1) to 5) shall be adhered to.

   2. Underwater repairs are impossible and a dry-dock visit is necessary for the repair;

      • If a scheduled dry docking, part of an intermediate or renewal survey (safety construction, outside bottom survey) is planned within 6 months; a temporary exemption shall be granted until the survey, including the repairs, take place. Inherent to these outstanding repair works, the intermediate scheduled bottom survey can no longer be executed in-water.

        During this period, the conditions under c) 1) to 6) shall be adhered to.

      • If a scheduled dry docking, part of an intermediate or renewal survey (safety construction, outside bottom survey) is scheduled more than 6 months from the date of malfunction, a temporary exemption shall be granted until the dry docking takes place.

        During this period, all the conditions under c) 1) to 7) shall be adhered to.

3. List of conditions:

   1. Awareness for navigating officers, as well as any pilots on board, referring to lack of speed and distance through the water information shall be ensured.

   2. Effect on ARPA/ATA and reliability of target acquisitioning to be taken into account (i.e. the radar mode 'TRUE VECTORS' and 'TRIAL MANOEUVRE' are not to be used for evaluating navigation situations and / or collision avoidance situations)

   3. On ships where ARPA / ATA is a mandatory requirement, navigating officers shall determine an estimated speed through the water at least once every watch and whenever necessary according to safe navigation practices.

   4. Obligation of the master to report failure of SOLAS equipment requirement malfunction under EU directive (reporting obligations) and Port State Control.

   5. Clearly mark the equipment as being inoperative.

   6. During the temporary exemption the vessels' GPS shall at all times provide speed and distance (over the ground) input signals to the ships' automatic radar plotting aid (ARPA or ATA) throughout the course of each voyage.

   7. the administration shall be informed with all relevant technical details regarding the speed log concerned. This information shall specifically contain details of previous attempts made to repair the equipment including underwater repair possibilities.

Sound reception system

(Refer to document Information to Shipping SOLAS Chapter V - Safety of navigation in attached files)

With regard to SOLAS regulation V/19.2.1.8, the Administration:

• requires a sound reception system to be type approved;

• does not consider other means equivalent to a sound reception system to enable the officer in charge of the navigational watch to hear sound signals and determine their direction;

• defines:

  • a totally enclosed bridge as a bridge without open bridge wings, meaning that bridge wings form an integral part of an enclosed wheelhouse;

  • catwalk as an extension to a deck outside a totally enclosed bridge wide enough to allow the safe passage of a person; and

• prohibits a catwalk to be considered as an open bridge wing.

Performance monitor extra radar

(Refer to document Information to Shipping SOLAS Chapter V - Safety of navigation in attached files)

With regard to SOLAS regulation V/18.7, for ships built on or after 24 September 2012, the Administration requires any radar equipment, installed in addition to the radar equipment required to meet the requirements of SOLAS regulation V/19, to:

• conform to the performance standard set out in the annex to ‘Revised Recommendation on performance standards for radar equipment’ ( resolution MSC.192(79)); and

• be equipped with a performance monitor, unless it is demonstrated that a performance monitor cannot practically be installed, for which an exemption may be granted by the Administration on a case-by-case basis.

Pilot transfer arrangement

(Refer to document Information to Shipping SOLAS Chapter V - Safety of navigation in attached files)

With regard to SOLAS regulation V/23.3.2 and V/23.3.3.1.4, for ships where:

1. the distance from sea level to the point of access to, or egress from, the ship exceeds 9 m;

2. it is intended to embark and disembark pilots by means of the accommodation ladder, or other equally safe and convenient means in conjunction with a pilot ladder; and

3. such equipment is capable of being transferred for use on either side of the ship,

the NSI requires:

1. due allowance to be made for an adverse list of up to 15° when transferring the equipment; and

2. the accommodation ladder to comply with the ‘Guidelines for construction, installation, maintenance and inspection/survey of means of embarkation and disembarkation’ (MSC.1/Circ.1331).

Radar malfunctioning

(ItoRO No 07)

Subject exemption is only applicable in the event that two radars are mandatory. In this respect reference is made to SOLAS Chapter V in force prior to 01-07-2002 and after 01-07-2002.

In cases where a radar is temporarily out of order while the vessel is required to comply with SOLAS regulation V/19, all efforts must be made to make the system operational again. When this is not possible, spares and/or service must be arranged at the earliest possible opportunity. In order to allow the vessel to continue trading the NSI, based on SOLAS V/16.2, allows for the issuance of a Cargo Ship Safety Certificate (CSSC) or Passenger Ship Safety Certificate (PSSC) with a statutory condition. The following procedure applies:

Recognised Organisation (RO) may issue a CSSC or PSSC with a statutory condition, in order for the vessel to reach the first port where the non-compliance of the radar can be resolved, but not longer than two months, under the following conditions (tables for X- and S-band):

X-band radar malfunctioning

• X-band radar to be repaired as soon as possible;

• a suitable warning notice is to be placed on the bridge and the defective X-band radar should also be marked accordingly;

• A Risk Assessment to be prepared - its results have to be implemented on board.

• All personnel with duties that are influenced by the malfunction shall be instructed about that malfunction and the hazards, risks and consequences arising from that malfunction, this shall include the functional requirement of displaying the range and bearing of radar transponders as well as the operational limitations when compared with an S-band radar.

• the ship's remaining radar is in (regular) good order (for operation);

• the functional radar should be used with greater precaution;

• position fixes should be made more often by using GPS and visual bearings;

• all the other navigational equipment on board is in good working condition;

• ship's crew involved in navigation to be duly informed by the Master about the defective radar before any departure.

• the defective radar has to be taken into account in the Master's instructions to watchkeepers and in the voyage planning process;

• additional lookouts are appointed when navigating in congested waters or during reduced visibility and other relevant sea passage (up to the Master);

• pilots and relevant (port) authorities shall be informed by the Master or the officer in charge of the navigational watch on the defective equipment.

S-band radar malfunctioning

• S-band radar to be repaired as soon as possible;

• a suitable warning notice is to be placed on the bridge and the defective S-band radar should also be marked accordingly;

• A Risk Assessment to be prepared - its results have to be implemented on board;

• All personnel with duties that are influenced by the malfunction shall be instructed about that malfunction and the hazards, risks and consequences arising from that malfunction

• the ship's remaining X-Band radar is in (regular) good order (for operation);

• the functional X-band radar should be used with greater precaution;

• position fixes should be made more often by using GPS and visual bearings;

• all the other navigational equipment on board is in good working condition;

• ship's crew involved in navigation to be duly informed by the Master about the defective radar before any departure.

• the defective radar has to be taken into account in the Master's instructions to watchkeepers and in the voyage planning process;

• additional lookouts are appointed when navigating in congested waters or during reduced visibility and other relevant sea passage (up to the Master);

• pilots and relevant (port) authorities shall be informed by the Master or the officer in charge of the navigational watch on the defective equipment.

Gyro compass malfunctioning

(ItoRO No 07)

In cases where the ships' gyro compass (SOLAS, regulation V/19.2.5.1) is temporarily out of order, in order to allow the ship to continue trading, the Administration allows for the issuance of a conditional Ship Safety Certificate by Recognised Organisation (RO), with a validity of no longer than two months, under the following conditions:

• The ship's crew and officers shall be informed by the Master with regard to the defective Gyro Compass and that in the meantime ARPA functions of the Radar(s) shall not be used;

  • The differences between ground stabilization and sea stabilization of the radar shall be taken into account.

• The ship's magnetic compass shall be properly adjusted and fully operational;

• The compass journal shall be up to date and the deviation within acceptable limits and means of correcting headings and bearings to true shall at all times be provided;

  • The watch-keeping officer and bridge crew shall be aware of the magnetic deviations of the magnetic compass.

• A risk assessment to be carried out by the Master and mitigating actions to be put in place. This shall include measures in relation to: AIS status, ECDIS operation and emergency steering (instructions).

  • True courses - all true courses of the passage plan to be changed to magnetic for easy reference and verification of the ship's heading with the magnetic compass.

  • Ship's position shall be checked in regular intervals while navigating in restricted waters and open sea. While in restricted waters position fixing should be made at intervals of 3, 6 and 12 minutes depending on the ship's speed. At open sea positions should be plotted at intervals of 30 minutes or more often if deemed necessary. Positions shall be verified by different means (i.e. GPS, visual, radar) in order to ensure correctness.

• Prior to departure course over the ground (COG) on the GPS shall be compared to the actual heading of the ship taken from the chart in order to ensure proper COG heading is indicated on the GPS;

  • COG given by the GPS shall be cross checked with the magnetic compass at regular intervals and the results logged in the dedicated space of the deck logbook.

• The gyro repeaters shall not be used at any time in order to avoid an accidental reference (its cover material has to be in place and secured);

  • A warning label shall be posted on the bridge and has to be attached to the damaged gyro, to prevent any accidental switching over to the damaged gyro by the crew/helmsman during navigation and proceeding to sea.

  • If navigating from the bridge wings, the navigating watch officer shall be provided with a portable radio for communication with the bridge regarding magnetic compass headings;

• Navigation has to be carried out with particular precautions when using the magnetic compass only;

• In case the auto pilot cannot be used in combination with the magnetic compass, the ship is required to maintain manual steering during the voyage. Sufficient manning shall be available in the event of manual steering;

  • In this respect reference is made to Chapter VIII of the STCW when drawing up watch schedules and with special emphasis on the separate roles of a look-out and the helmsperson. Implementation shall be verified by the Master and recorded in the ship's logbook.

• All other navigational equipment on board shall be in sound working condition;

• Port- and (Port) State Control Authorities shall be informed about the defective gyro;

• The ship shall not leave the first coming port where service and spare parts are available, before the gyro is repaired.

Echosounding equipment malfunctioning

(ItoRO No 07)

In cases that equipment related to the echosounding arrangement is temporarily out of order while the ship is required to comply with SOLAS regulation V/19(.2.3.1), in order to allow the ship to continue trading the Administration, based on SOLAS V/16.2, allows for the issuance of a statutory condition to the Cargo Ship Safety Certificate (CSSC) or Passenger Ship Safety Certificate (PSSC).

Recognised Organisation (RO) may issue a statutory condition to the CSSC or PSSC, in order to arrange and carry out repairs. Depending on the nature of the defect, such statutory condition may exist for:

1. Echosounder transducer: until first opportunity, however ultimately upcoming drydock service; under the following conditions:

   All the other navigational equipment onboard is in good working order;Risk Assessment for current situation prepared;

   All necessary additional precautions/control measures as identified in the risk assessment shall be adhered to.

   All the officers in charge of a navigational watch are aware of the said deficiency and of the measures implemented to mitigate it;

   Clearly mark the equipment (on the bridge) as being inoperative;

   The calculation of the under keel clearance during passage planning to be increased by at least 10%,

   In areas in which chart soundings are potentially unreliable, ships speed to be reduced;

   The master is to take adequate operational precautions, including the use of a portable water depth sounding device, when the ship is transiting restricted or congested waters, or if deemed necessary by the Master;The ship shall maintain a log indicating the date and time when soundings with the portable device were taken, the location and the water depth.

   Before entering or departing a port, master is to inform the appropriate port authorities and any pilot taken on board that the echo sounding device is not operational;

   Master Standing orders shall be updated accordingly;

   Any revised routes in passage plan to be reviewed and authorized by the ships Master.

2. Echosounder display (only) on the bridge: no longer than two months; under the following conditions:

   All the other navigational equipment onboard is in good working order;

   All the officers in charge of a navigational watch are aware of the said deficiency and of the measures implemented to mitigate it;

   Clearly mark the display as being inoperative;

   Before entering or departing a port, master is to inform the pilot taken on board that the display is not operational;As this concerns only the screen of the main display, although the echosounder itself is still working and providing data to other equipment (such as ECDIS and repeater(s)), this is to be confirmed by the Master.

Shipborne radar installations

(Refer to document Information to Shipping SOLAS Chapter V - Safety of navigation in attached files)

To comply with SOLAS chapter V/19, regarding shipborne radar installations, ships shall be fitted with radar equipment as follows:

Ships constructed before 01-07-2002

1. Cargo ships of 300 GT and upwards when engaged on international voyages, cargo ships of 500 GT and upwards and passenger ships irrespective of size shall be fitted with a radar installation capable of operating in the 9 GHz frequency band.

2. All ships of 10.000 GT and upwards shall be fitted with two radar installations, each capable of being operated independently of the other. At least one of the radar installations shall be capable of operating in the 9 GHz frequency band. The NSI strongly recommends ships to be fitted with a 3 GHz radar as second mandatory radar next to the required 9 GHz radar.

   When replacing one of the two installed 9 GHz radars, the shipowner intends to refit the ship with two 9 GHz radars, the NSI requests the shipowner to follow the procedure as mentioned below.Acceptance of the well-founded proposal, as sent to Recognised Organisation (RO), by the NSI is required.

Ships constructed on or after 01-07-2002

1. Cargo ships of 300 GT and upwards and passenger ships irrespective of size shall be fitted with a 9 GHz radar, or other means to determine and display the range and bearing of radar transponders and of other surface craft, obstructions, buoys, shorelines and navigational marks to assist in navigation and in collision avoidance.

2. All ships of 3000 GT and upwards shall be fitted with a 9 GHz radar and a 3 GHz radar, or where considered appropriate by the Administration a second 9 GHz radar, or other means to determine and display the range and bearing of other surface craft, obstructions, buoys, shorelines and navigational marks to assist in navigation and in collision avoidance. The two radar installations shall be functionally independent. The NSI requires ships to be fitted with a 3 GHz radar as second mandatory radar next to the required 9 GHz radar.

   Where a shipowner would want to request Recognised Organisation (RO) to consider it to be appropriate to fit the ship with two 9 GHz radars the below procedure shall be followed. Only after confirmation of acceptance of the proposal by Recognised Organisation (RO) the ship can be fitted with two 9 GHz radars.

Procedure when fitting a ship with 2 radars operating in the 9 GHz frequency band

Where a shipowner deems it appropriate and intends to fit the ship with two 9 GHz radars, instead of a 9 GHz and a 3 GHz radar, a well-founded proposal has to be sent to Recognised Organisation (RO) for consideration. This proposal shall contain at least the following information:

1. the ship type;

2. the general lay-out of the ship [and the cargo to be carried];

3. the foreseen geographical sailing areas of the ship throughout the ship's time in service, including:

   • the average, minimum and maximum weather conditions likely to be encountered in those geographical sailing areas

   • the traffic density likely to be encountered in those geographical sailing areas;

4. the shipborne navigational systems and equipment carried by the ship in addition to the radar installations; and

5. a risk assessment, including a gap analysis of the difference between the use of a radar installation capable of operating in the 9 GHz frequency band and a radar installation capable of operating in the 3 GHz frequency band, for (but not limited to) the forementioned information.

Electronic logbook for the recording of navigational activities and incidents

(Refer to document Information to Shipping SOLAS Chapter V - Safety of navigation in attached files)

With regard to SOLAS regulation V/28.1, the Administration allows for navigational activities and incidents which are of importance to safety of navigation to be recorded electronically, provided that Recognised Organisation (RO) has issued a declaration on behalf of the Administration confirming that the electronic logbook:

1. complies with the requirements of SOLAS regulation V/28.1;

2. complies with the Guidelines for the recording of events related to navigation (Resolution A.916(22));

3. complies with the relevant provisions of the Guidelines for the use of electronic record books under MARPOL (Resolution MEPC.312(74)); and

4. in case the ship is equipped with a voyage data recorder installed on or after 1 July 2014, complies with paragraph 5.5.20 of the Revised Recommendation on performance standards for voyage data recorders (Resolution MSC.333(90)).

Equivalent arrangement accepted for magnetic compass

(Refer to equivalent arrangement XQ167613 in attached file “Equivalent arrangement for Magnetic Compass - Rev.2 - XQ167613”)

The Administration accepts the following equivalent arrangement to regulation V/19.2.1.1 and regulation V/19.2.2.1:“Ships may carry equipment with an equivalent assurance of determining the ship's heading and displaying the reading thereof at the main steering position instead of the fitting of a properly adjusted standard magnetic compass, or other means, independent of any power supply and a spare magnetic compass, or other means to perform the function referred to in regulation V/19.2.1.1, interchangeable with the magnetic compass.”

The equivalent arrangement may be applied under the condition that the ship:

1. a ship of 500 gross tonnage and upwards is fitted with:

   1. two gyro compasses, or other means, in addition to the gyro compass, or other means, required by regulation V/19.2.5.1; or

   2. one gyro compass, or other means, and one GNSS compass, in addition to the gyro compass, or other means, required by regulation /19.2.5.1,

   to determine and display its heading by shipborne non-magnetic means, being clearly readable by the helmsman at the main steering position;

2. a ship of less than 500 gross tonnage is fitted with:

   1. two gyro compasses, or other means; or

   2. one gyro compass, or other means, and one GNSS compass,

   to determine and display its heading by shipborne non-magnetic means, being clearly readable by the helmsman at the main steering position;

3. any installed compass is type-approved in accordance with the EU Directive 2014/90/EU on marine equipment

4. each gyro compass installed on or after 1 July 2002 conforms to the appropriate performance standards not inferior to IMO Recommendation on performance standards for gyro compasses (Resolution A.424(XI));

5. each gyro compass, or other means, and each GNSS compass is installed with its own main- and emergency power supply, both power supplies completely independent from each other, and with avoidance of any single point of failure in the electrical circuits;

6. each gyro compass, or other means, and each GNSS compass is connected to an individual UPS with a minimum of 30 minutes of reserve capacity;

7. for a ship of 10,000 gross tonnage and upward, each gyro compass, or other means, and each GNSS compass transmits heading information for input to the heading or track control system, or other means, to automatically control and keep to a heading and/or straight track, required by regulation V/19.2.8.2, is provided with “automatic take-over” in the event of failure (not caused by power supply failure) of the compass, or other means, in use;

8. for a ship of 500 gross tonnage and upwards, each compass, or other means, and each GNSS compass transmits heading information for input to:

   1. all compass heading repeaters, or other means, required by regulation V/19.2.5.2; and

   2. all compass bearing repeaters, required by regulation V/19.2.5.3,

   is provided with “automatic take-over” in the event of failure (not caused by power supply failure) of the gyro compass, or other means, or the GNSS compass in use.

Magnetic compass deviation and adjustment

(Refer to document Information to Shipping SOLAS Chapter V - Safety of navigation in attached files)

With regard to SOLAS regulation V/19.2.1.1, the Administration requires:

1. for each standard magnetic compass on board:

   • an up-to-date table or curve of the residual deviations to be available on the ship's wheelhouse at all times, as a means of correcting the ship's heading and bearings to true;

   • the date of any adjustment and other details be noted in the compass deviation book.

2. with reference to Annex G of ISO standard 25862:2019, each standard magnetic compass on board to be (re-)adjusted:

   • upon first installation;

   • when the reading of the ship's heading on the standard magnetic compass has become unreliable (e.g. following an accident);

   • following any repairs or structural alterations to the ship which affects the permanent and/or induced magnetism of the standard magnetic compass;

   • following the installation, modification or removal of any electrical or magnetic equipment in the vicinity of the standard magnetic compass;

   • when the recorded deviations exceed 5 degrees;

   • when the standard magnetic compass shows physical defects;

   • following any dry-docking of the ship; and

   • when the ship's master deems it necessary for the safety of navigation (normally at an interval of not more than two years).

Visibility of the sea surface from the conning position

(Refer to equivalent arrangement XQ185780 in attached file “Equivalent arrangement for regulation V_22.1.1, V_22.1.2, V_22.1.3 - XQ185780”)

If SOLAS regulations V/22.1.1, 22.1.2 and 22.1.3 cannot be complied with by one conning position in the ship’s wheelhouse located at the workstation for navigation and manoeuvring, the Administration accepts:

1. that the conning position may be complemented by one or more additional lookout positions (that can be positioned outside of the wheelhouse) or other means:

   • whereby the additional lookout position shall be manned by an extra qualified lookout, in compliance with section A-II/4 of the STCW Code, at all times during the sea voyage.

     The extra qualified lookout is in addition to the qualified lookout already required by section A-VIII/2, Part 4-1, Paragraph 16 of the STCW Code.

     In all circumstances and at all times there is direct communication available between the officer in charge of the navigational watch on the navigation bridge and the extra qualified lookout in the additional lookout position(s).

     • The safety and working conditions of the extra qualified lookout in the additional lookout position(s) shall be guaranteed:

       Extra immersion suits and lifejackets shall be provided at the additional lookout position(s) for the number of persons present.

       At all times and in all circumstances there shall be a safe escape route from the additional lookout position(s).

     • The deployment of the extra qualified lookout(s) at the additional lookout position(s) as well as the qualified lookout on the navigation bridge shall take into account the applicable watch keeping principles of the STCW Code as mentioned in Section A-VIII/2, part 3. This shall be taken into account and be reflected in a submission of a (revised) manning proposal to the Administration; and

   • cumulatively provide for the view of the sea surface as seen from the conning position, as prescribed in SOLAS regulation V/22.1.1, V/22.1.2 and V/22.1.3

2. In lieu of the above, as an alternative or in addition to a), the Administration accepts the use of a remote camera system as a means for achieving the view of the sea surface, as prescribed in SOLAS regulation V/22.1.1, V/22.1.2 and V/22.1.3, as seen from the conning position in the ship’s wheelhouse, provided that:

   • Remote cameras are located at appropriate position(s);

   • One or more monitors are located at the conning position, giving adequate and uninterrupted views of the sea surface;

   • The remote camera views must be broadcasted real-time on a dedicated monitor not used for other purposes. The monitor should be so positioned that there will be no extra burden on the officer in charge of the navigational watch to acquire the view of the sea surface.

   • The remote camera system meets the specifications set forth in DNV Class Guidance - Technical specifications for closed circuit television systems (DNV-CG-0662) or equivalent; and

   • Any malfunctioning of the system, will require to return to the requirements as per a) of this equivalent arrangement, as appropriate.

As part of the responsibilities as per ISM Code, a risk assessment has been performed and accompanied with appropriate corrective measures, duly implemented in the ships’ internal quality procedures, taking into account the following:

• The proper functioning of navigation- and communication equipment must not be impaired by the situation giving rise to the reduced visibility situation or by measures taken in response, such as the additional lookout position.

• If, the radar picture provided by the (aft) radar scanners is partly obstructed, an extra radar scanner, as well as an adequate back-up4, shall be placed at the forward part of the ship; this extra radar scanner shall be free from any obstruction in the forward direction.

• All other risks as a result of the unconventional design of the ship and/or other obstructions in relation to the view of the sea surface and related navigational issues.

Ships equipped with ARPA/ATA equipment, including ships constructed before 1 July 2002

(Refer to document Information to Shipping SOLAS Chapter V - Safety of navigation in attached files)

Ships (also those with keel laying date before July 1st, 2002) shall have a properly functioning speed log (speed through water) installed on board when equipped with ARPA/ATA radar equipment.

Cargo Ship Safety Radio Certificate - SOLAS Chapter IV

Use of analogue/digital VHF channels

(Refer to document Information to Shipping SOLAS Chapter IV - Radiocommunications in attached files)

With regard to SOLAS chapter IV and its upcoming revision, and taking into account the IMO guidance on the validity of radio communications equipment installed and used on ships (MSC.1/Circ.1460/Rev.2), the Administration requires:

• ships sailing in waters under jurisdiction of the Netherlands,

• ships flying the flag of the Netherlands, and

• manufacturers, service providers and type approval bodies of VHF equipment, based in the Netherlands or rendering services to ships flying the flag of the Netherlands,

to comply with the requirement, as set out in the Netherlands Statement on implementation of WRC-15 decisions relating to the future use of analogue/digital channels as stipulated in RR Appendix 18, in order to ensure that until the first radio survey after 1 January 2024 the VHF channels 21, 22, 23, 80, 81, 82 and 83 in VHF equipment remain programmed for analogue modulation on board.

Iridium receiver(s) capable of receiving MSI and SAR related information

(Refer to document Information to Shipping SOLAS Chapter IV - Radiocommunications in attached files)

SOLAS regulation IV/7.1.4 requires that every ship shall be provided with a receiver or receivers capable of receiving Maritime Safety Information, as defined in SOLAS regulation IV/2.1.10, and search and rescue related information as part of the GMDSS, throughout the entire voyage in which the ship is engaged.

SOLAS regulation IV/7.1.4 refers to MSC.1/Circ.1645 providing guidance on the equipment which should be installed on board ships to meet the requirements of SOLAS chapter IV.

The Administration allows for Iridium receiver(s) capable of receiving broadcasts from the international EGC service provided by the International Iridium SafetyCAST service, to be installed on board a ship flying the flag of the Kingdom of the Netherlands, provided that:

• the Iridium receiver(s) comply with the requirements of the EU Directive 2014/90/EU on marine equipment, as amended; and

• reception of the MSI and SAR related information, for the intended trading area, has been ensured.

The phased implementation process of the international Iridium SafetyCAST service in the NAVAREAs and METAREAs has not yet been completed. Subsequently, ships relying upon the international Iridium SafetyCAST service for MSI and SAR information should, when operating outside NAVTEX service areas:

1. only rely upon the international Iridium SafetyCast service for MSI in areas where the MSI provider, the corresponding NAVAREA or METAREA coordinator, declares themselves at Full Operational Capability FOC with the international Iridium SafetyCAST service. The IMO publishes the status of in its GISIS; and

2. mitigate the risks of operating in an area where an MSI provider has not declared itself at FOC with the international Iridium SafetyCAST service. The owner and master of the ship are responsible for ensuring receipt of the MSI and SAR information by alternative means.

GMDSS malfunctions

(ItoRO No 07)

VHF radio installation malfunctioning

Subject exemption is applicable in the event that a ship does have an VHF radio installation, forming part of the duplication of GMDSS equipment.

In case above mentioned equipment is (temporarily) not fit for use / ready to operate, while the ship is required to comply with the relevant SOLAS regulation, in order to allow the ship to continue trading in its actual GMDSS sailing area the Administration, based on SOLAS IV/15.8, allows for the issuance of a conditional Cargo Ship Safety Certificate (CSSC) or Passenger Ship Safety Certificate (PSSC).

Recognised Organisation (RO) may issue a conditional CSSC or PSSC, in order for the ship to reach the first port where the non-compliance of the 'VHF radio installation' can be resolved, but not longer than two months, under the following conditions:

• Risk assessment to be carried out with risk control measures to be implemented onboard,

• All navigational officers/watch-keepers are to be made aware of the defective VHF/DSC,

• Entry of the malfunctioned VHF/DSC radio installation is to be recorded in the GMDSS logbook,

• The master to ensure another VHF/DSC is in good working condition; and

• The Competent Port State authorities are to be notified of this defect each time when the ship calls at a port.

MF radio installation malfunctioning

Subject exemption is applicable in the event that a ship does have an MF radio installation (as mentioned under SOLAS regulation IV/9.1.1) and is certified to sail in GMDSS area A1, A2 and/or A3. In such occasions, and with reference to SOLAS regulation IV/8, SOLAS regulation IV/9 and SOLAS regulation IV/10(.1), the ship is to be equipped with an 'MF radio installation', forming part of the duplication of GMDSS equipment.

In case above mentioned equipment is (temporarily) not fit for use / ready to operate, while the ship is required to comply with the relevant SOLAS regulation, in order to allow the ship to continue trading in its actual GMDSS sailing area the Administration, based on SOLAS IV/15.8, allows for the issuance of a conditional Cargo Ship Safety Certificate (CSSC) or Passenger Ship Safety Certificate (PSSC).

Recognised Organisation (RO) may issue a conditional CSSC or PSSC, in order for the ship to reach the first port where the non-compliance of the 'MF radio installation' can be resolved, but not longer than two months, under the following conditions:

GMDSS Area A1 (SOLAS regulation IV/8)

Attendance of a service company to assess and repair the equipment as soon as possible;

All other GMDSS equipment is in good working order;

Additional measures to be implemented on board according a Risk Assessment prepared by the Master and Masters' RA also includes that malfunction of MF radio installation may result in loss of receiving DSC safety and emergency calls from other ships and coastal stations if applicable;

All relevant crew members to be informed / advised appropriately;

In case ship is not equipped with the EPIRB option under SOLAS regulation IV/8.1.3: Additional long range optional radio communication system is provided and in good working order (i.e. a satellite EPIRB, either by installing the satellite EPIRB close to, or by remote activation from, the position from which the ship is normally navigated);

GMDSS Area A2 (SOLAS regulation IV/9) or GMDSS Area A3 (SOLAS regulation IV/10(.1))

In addition to conditions for GMDSS Area A1:

The crew is well aware of the fact that any direct distress communication with ships outside the VHF range might not be possible;A position report to be sent to the companies office at least every 4 hours while outside GMDSS Sea area A1;

Port, coastal and rescue authorities responsible for search and rescue operation in the relevant sea area shall be duly informed about the deficiency when entering sea area A2 (/ sailing outside sea area A1);

The above procedure for emergency/distress situations outside sea area A1 must be communicated to the above mentioned authorities, such that the relevant authorities may take proper action in case of emergency/distress.

MF/HF radio installation malfunctioning

Subject exemption is applicable in the event that a ship does have an MF/HF radio installation (as mentioned under SOLAS regulation IV/10.2.1) and is certified to sail in GMDSS area A2, A3 and/or A4. In such occasions, and with reference to SOLAS regulation IV/9, SOLAS regulation IV/10(.2) and SOLAS regulation IV/11, the ship is to be equipped with an 'MF/HF radio installation', forming part of the duplication of GMDSS equipment.

In case above mentioned equipment is (temporarily) not fit for use / ready to operate, while the ship is required to comply with the relevant SOLAS regulation, in order to allow the ship to continue trading in its actual GMDSS sailing area the Administration, based on SOLAS IV/15.8, allows for the issuance of a conditional Cargo Ship Safety Certificate (CSSC) or Passenger Ship Safety Certificate (PSSC).

Recognised Organisation (RO) may issue a conditional CSSC or PSSC, in order for the ship to reach the first port where the non-compliance of the 'MF/HF radio installation' can be resolved, but not longer than two months, under the following conditions:

GMDSS Area A2 (SOLAS regulation IV/9) or GMDSS Area A3 (SOLAS regulation IV/10(.2))

Refer to above MF radio installation malfunctioning where MF radio is to be replaced by MF/HF radio

GMDSS Area A4 (SOLAS regulation IV/11)

Refer to above for GMDSS Area A2 or A3 but disregarding the requirement for EPIRBs.

Recognised mobile satellite service ship earth station malfunctioning

Subject exemption is applicable in the event that a ship does have a recognised mobile satellite service ship earth station (as mentioned under SOLAS regulation IV/10.1.1) and is certified to sail in GMDSS area A2 and A3. In such occasions, and with reference to SOLAS regulation IV/9 and SOLAS regulation IV/10, the ship is to be equipped with a 'recognised mobile satellite service ship earth station installation', forming part of the duplication of GMDSS equipment.

In case above mentioned equipment is (temporarily) not fit for use / ready to operate, while the ship is required to comply with the relevant SOLAS regulation, in order to allow the ship to continue trading in its actual GMDSS sailing area the Administration, based on SOLAS IV/15.8, allows for the issuance of a conditional Cargo Ship Safety Certificate (CSSC) or Passenger Ship Safety Certificate (PSSC).

Recognised Organisation (RO) may issue a conditional CSSC or PSSC, in order for the ship to reach the first port where the non-compliance of the 'recognised mobile satellite service ship earth station installation' can be resolved, but not longer than two months, under the following conditions:

• Attendance of a service company to assess and repair the equipment as soon as possible;

• All other GMDSS equipment is in good working order;

• Additional measures to be implemented on board according a Risk Assessment prepared by the Master and Masters' RA;

• All relevant crew members to be informed / advised appropriately;

• Confirmation that the transmission of an emergency distress call through other recognized mobile satellite service ship earth station and also LRIT and SSAS is working;

  • In case LRIT is not working: the ship's position and course shall be reported to the designated company office ashore at least every 4 hours.

  • In case SSAS is not working: see attached file “ISPS - Consolidated interpretations of the Security Rules and Regulations by the NSI” item no. 055&036 and 031(&40)

• The competent port authorities to be notified when the ship is calling at a foreign port;

• Regular communication with the companies office regarding location and position of the ship;

• Port, coastal and rescue authorities responsible for search and rescue operation in the relevant sea area shall be duly informed about the deficiency, as necessary.

GMDSS requirements

(ItoRO No 08)

Where paragraph 1.3.1. of the COMSAR.1/Circ.32 as amended refers to “approved” diagrams, arrangements and drawings, in line with section 2.4.3. of Annex I to the Agreement of 03 April 2014 (see Annex I to the Agreement), Recognised Organisation (RO) is authorised to assess and approve such documents and shall mark the documents with “Approved on behalf of the Government of the Netherlands”.

Carriage of cargoes and oil fuels - SOLAS Chapter VI

(Refer to SOLAS Chapter VI - Carriage of cargoes and oil fuels in attached files)

Oxygen analysis and gas detection equipment (SOLAS Reg. VI/3)

SOLAS regulation VI/3 requires, when transporting a solid bulk cargo which is liable to emit a toxic or flammable gas, or cause oxygen depletion in the cargo space, an appropriate instrument for measuring the concentration of gas or oxygen in the air to be provided together with detailed instructions for its use. The Administration is of the opinion that:

• this instrument shall meet the criteria as described in RVZ article 32 – 37; and

• the crew designated to use the instrument shall be properly trained in its operation in accordance with a procedure which is part of the ships SMS.

Passenger Ship Safety Certificate

Temporary reduction of the total number of persons on the PSSC of Dutch flag passenger vessels

Refer to the Instructions to ROs n°14, in the attached file “ROinstruction14”.

When survival craft is found damaged or otherwise not fit for service, Recognised Organisation (RO) may issue a short-term Passenger Ship Safety Certificate by following principles and procedures detailed in Instructions to ROs n°14.

Indeed, if a Recognised Organisation (RO) surveyor finds survival craft damaged or otherwise not fit for service, the appropriate action would be repair or replacement of the defective survival craft. If this is not possible, the appropriate requirement would be a temporary reduction in the total persons allowed on the vessel.

Recognised Organisation (RO) should not normally require any reduction of total persons allowed beyond the lifeboat capacity lost due to damaged or otherwise not fit for service lifeboats or life rafts.

An appropriate period for temporary reductions in total persons allowed is 30 days. This period may be extended in exceptional cases.

Format of the muster list used on passenger ships (SOLAS III/37.8)

(Refer to document Information to Shipping SOLAS Chapter III - Life-saving appliances and arrangements in attached files)

With regard to SOLAS regulation III/37.8, and taking into account paragraph 2.4.3 of the annex I to the agreement between the Administration of the Netherlands and the organizations recognized by the Administration, the Administration authorizes Recognised Organisation (RO) to approve on behalf of the Administration the format of the muster list used on passenger ships. The format of the musterlist used on passenger ships shall entail the details prescribed by SOLAS regulation III/37.

Reduced number of spare charges for fire extinguishers on board Ro-Ro (passenger) ships

(Refer to document Information to Shipping SOLAS Chapter II-2 - Construction - Fire protection fire detection and fire extinction in attached files)

With regard to SOLAS regulation II-2/10.3.3, for a Ro-Ro (passenger) ship undertaking short international voyages, as defined in SOLAS regulation III/3.22, between specified ports (fixed schedule), the required number of spare charges for fire extinguishers may be reduced as follows:

• spare charges shall be provided for 10% of each type of fire extinguisher capable of being recharged on board;

• for fire extinguishers which cannot be recharged on board, additional portable fire extinguishers of the same quantity, type, capacity and number as determined for the ‘extinguisher capable of being recharged on board’ shall be provided in lieu of spare charges; and

• not more than 20 spare charges in total, equally distributed over the available types, are required,

provided that:

• the ship owner or ship operator can demonstrate a contract or other arrangement with a supplier of spare charges;

• the ready availability of service and spare parts can be verified; and

• instructions for recharging are carried on board.

SOLAS codes

IBC code

(ItoRO No 07)

With reference to what is stated in paragraph 13.2.3 of the IBC code and when toxic-vapour-detection equipment is not available to the ship, the Administration allows to exempt a ship under the condition that for each applicable product an entry (by means of a footnote) shall be provided in the table on the attachment 1 to the ship’s International Certificate of Fitness for the Carriage of Dangerous Chemicals in Bulk. The footnote to be used shall read as follows:

“When carrying this product it is required that the ship is provided with toxic-vapour-detection equipment. In case, prior to each loading, such toxic-vapour-detection equipment is not available, the requirements of paragraph 13.2.3 of the IBC Code must be adhered to, taking into account paragraph 14.2.4 and 16.4.2.2 of the IBC Code.”

It is acknowledged that current footnote(‘s) used on the existing document of the ship may slightly differ. The current Certificate (and/or its attachment 1) may however remain in place until the renewal survey under the IBC Code is conducted or until it is changed for other reason (e.g. product added to- or deleted from the list of products the ship is suitable to carry).

(ItoS - IBC Code and IGF Code)

It is the cargo owner, as well as the ship owner, ship manager and/or ships’ Master’s responsibility to confirm the non-availability of appropriate toxic-vapour-detection equipment, prior to each loading of a subject cargo, as indicated in ‘column k’ in the table of chapter 17 of the IBC Code. Therefore the ships’ DPA in relation to the ISM Code shall arrange that a procedure, addressing the provisions of paragraph 14.2.4 and 16.4.2.2 of the IBC Code, is included in the relevant paragraph of the Companies’ / ships’ Safety Management System.

Carriage of grain

At the opportunity of the renewal survey, existing vessels holding a “document of authorization for the carriage of grain” issued by the Netherlands Administration shall be re-issued with a Recognised Organisation (RO) document of authorization available in the ASMS Certificates Editor (in the “Specific & National Certificates” part).

The document issued by Recognised Organisation (RO) is based on the information provided in the one issued by the Administration.

POLAR Code

(Instruction to RO No.26 in attached file “ItoRO no. 26 - Polar Code certification - Final -10-01-2022.pdf”)

Authorisation

(NSI letter dated 20/09/2018)

NSI authorises Recognised Organisation (RO) to perform the statutory certification services on SOLAS Chapter XIV and MARPOL annexes related to the Polar Code. This matter concerns all ship safety and environmental related tasks, assigned to the Administration within these regulations. Specifically SOLAS XIV, Regulation 1 to 4, regarding the introduction of the Code and the relevant chapters of Part I-A, II-A (including the guidance of the relevant parts of I-B and II-B) should be taken into account.

The authorisation includes the (MARPOL) related issues for Fishing vessels ≥ 75 meter.

The above excludes Part I-A, Chapter 12 of the Polar Code referring to manning, training and the mandatory STCW requirements.

Stability

The applicable stability requirements regarding ships certified under the Polar Code are given in §3 of Instruction to RO No.26 (see attached file).

ISM procedures and the Polar Water Operational Manual (PWOM)

Recognised Organisation (RO) shall verify that:

1. The International Safety Management (ISM) procedures in the ship’s safety management system (SMS) which are related to polar operations have been included or referred to in the ship’s Polar Water Operating Manual (PWOM) and vice versa.

   In some cases the RO dealing with the Polar Code certification is not the same as RO dealing with the ISM certification. In cases of alleged non-compliance the other RO shall be notified; and

2. The ISM procedures in the ship’s SMS which are part of, or compile, the PWOM shall be clearly indicated as such.

Certification of ships undertaking voyages with a PST lower than stated on the ship’s original Polar Ship Certificate (PSC)

The procedure to be eligible to sail under lower PST conditions shall be documented in the operational procedures under the ISM code and in the PWOM, and shall be subject to a verification to confirm that the ship is compliant to the lower PST conditions, after which the new/amended Polar Ship Certificate shall be issued and available on board.

If the vessel is eligible to operate under a lower Polar Service Temperature, a condition / recommendation / memoranda may be stated on the Polar Ship Certificate as follows:

“Vessel is eligible for Polar certification with Polar Service Temperature below “xx” Degrees Celsius. A Polar Ship Certificate will be issued to that effect, subject to a verification by Recognised Organisation (RO) confirming the required additional polar equipment is available and ship meets the applicable requirements”.

Dual certification procedure

In cases where voyages are undertaken in areas or season with lower PST conditions than stated on the original PSC, the NSI authorizes ROs to issue multiple Polar Ship Certificates, provided that:

1. the relevant equipment is to be placed on board before the ship undertakes the voyages in the area or during a season of operation in polar waters with a PST lower than stated on the ship’s original PSC;

2. the different scenarios, including the additional equipment and requirements, shall be described in the PWOM (or if deemed more efficient in separate PWOMs)

3. the corresponding certificates are placed on board;

4. the ship’s safety management system is revised and updated accordingly for multiple Polar Ship Certificates, entailing at least the following points:

   1. One (1) Polar Ship Certificate is in use at any given time;

   2. Additional Polar Ship Certificate is kept in a separated file and kept under the safe custody of the Master.In case of electronic certificates:

      • the certificate in use is clearly marked as active and visible for authorities either in the system or by written confirmation by Recognised Organisation (RO); and

      • The certificate which is not in use is clearly marked as inactive or not visible for authorities (due to prevent confusion);

   3. An official entry shall be made in the log book for change in Polar Ship Certificate; it is considered of importance that the change of Polar Ship Certificate, and satisfactory completion of this procedure, is reported to Recognised Organisation (RO). Such also to ensure change of electronic certificate (if any).

Re-establishment of the ship’s original Polar Ship Certificate

Any removal of the required (additional) equipment shall be reported by the ship-owner to Recognised Organisation (RO), upon which:

1. Recognised Organisation (RO) shall re-establish the ship’s original PSC ; and

2. the ship’s additional PSC shall be kept in a separated file and kept under the safe custody of the Master (in case of electronic certificates, the ship’s additional PSC is clearly marked as inactive or not visible for authorities (due to prevent confusion))

IGF Code

(NSI letter dated 20/09/2018)

The IGF Code, adopted at MSC 95 in May 2015, entered into force on January 1, 2017.

NSI authorises ROs to perform the statutory surveys and issue the statutory certificates with regard to SOLAS Chapter II-1, Regulation 57 and the IGF Code.

With reference to the Shipping Decree Reg. 41.1, the IGF Code is applicable for ships from 24m and above.

The IGF Code will also be applicable for the category of ships <24m flying the Flag of the Netherlands by revision of the RvZ. Since it is expected that full compliance with the IGF Code will be difficult without the recourse to Alternative Design, NSI shall be present during the risk assessment according to 4.2 of the IGF Code and during any Alternative Design assessment. For the purpose of the Alternative Design reference is made to MSC.1/Circ.1212 and MSC. 1/Circ. 1455 which should apply as far as practicable and in conjunction with IACS Rec.146.

NOISE Code

Noise level limits are given in the document “Overview noise level requirements” (see attached files)

IP Code

(Refer to document Information to Shipping Industrial Personnel Code (IP Code) in attached files)

Re-certification (under grandfathering clause)

If the existing IP certificate of a ship or the SoC for transporting IP was already issued under the grandfathering clause, and it is invalidated because of change of operation and subsequent removal of temporary accommodation-units and/or lifesaving appliances, the re-issue of the IP certificate (or SoC IP) under exact same initial conditions is possible, while grandfathering clause may be applied.

Before the re-issue of the IP certificate or SoC IP code an additional survey has to be done by Recognised Organisation (RO) to verify compliance of the required conditions.

Subject re-issue shall be reported to the Flag by Recognised Organisation (RO) on every occasion.

IMDG Code

(ItoS - International Maritime Dangerous Goods Code)

With regard to Special Provision 388, 961 and 962 of the IMDG Code, the Adminsitration considers a boat (e.g. yacht) transported as cargo on a cargo ship to be a “vehicle”.

Others

(Areas of special attention, see Areas of special attention)

Specific requirements for the carriage of timber deck cargoes (in particular approval of equipment and NEN test standards (818-2)): see Regulation Safety Seagoing Vessels; Article 42.

The cargo securing manual, as referred to in the provisions VI/5.6 and VII/5 of the SOLAS Convention, complies with the guidelines for the preparation of the cargo securing manual determined by IMO circular MSC.1/Circ.1353/Rev.2.

An offshore support vessel as referred to OSV CHEMICAL CODE - CODE FOR THE TRANSPORT AND HANDLING OF HAZARDOUS AND NOXIOUS LIQUID SUBSTANCES IN BULK ON OFFSHORE SUPPORT VESSELS (Resolution A.1122(30)), complies with the requirements of the aforementioned resolution. Res.MSC.235(82) Guidelines for the design and construction of Offshore supply vessels, 2006 is also applicable: see Regulation Safety Seagoing Vessels; Article 21.

Medical equipment

Untitled

Refer to Areas of special attention in Areas of special attention.

The medical equipment including its manual, check-lists and detailed prescription of medicines / medications to be placed onboard should be available.

A Dutch copy (or English if the working language is not Dutch) of the Medical First Aid Guide for use in case of accidents involving dangerous goods (MFAG) determined by circular MSC/Circ.857, should be available if ship is carrying dangerous goods.

A watertight first-aid outfit capable of being closed tightly after use, provided with medical equipment, including a Dutch (or English if the working language is not Dutch) list of content and manual is available in liferafts, lifeboats and rescue boats.

Untitled

Refer to the Instructions to ROs n°19, version 3 (“Medical oxygen supply system on board ships carrying dangerous goods or substances identified as a marine pollutant”), in the attached file “ItoRO no. 19 - Medical oxygen supply system on board ships carrying dangerous goods.pdf”.

All ships carrying dangerous goods in packaged form as defined in SOLAS regulation VII/1, carrying substances identified as a marine pollutant in the IMDG Code, or carrying dangerous goods in solid form in bulk as defined in SOLAS regulation VII/7 (IMSBC Code) shall be equipped with non-portable medical oxygen cylinder(s), and a portable medical oxygen-giving set ready for use including a spare portable medical oxygen cylinder, as set out in table 1 of the Instruction to ROs n°19 (refer to attached file for detailed requirements).

With regard to the survey, the Administration requires:

1. the medical oxygen supply system to be subject to the surveys as specified in SOLAS regulation I/8;

2. the annual survey as specified in SOLAS regulation I/8(b)(iii) to include an inspection of the medical oxygen supply system, verifying that:

   • the medical oxygen supply system has been annually inspected according to the manufacturer’s instructions;

   • the medical oxygen cylinders have been hydrostatically tested every ten years (as defined in NEN-EN 1968:2002, as amended), or at an interval specified by the manufacturer, whichever occurs sooner; and

   • the contents of the medical oxygen cylinders have been checked and changed as required by the manufacturer’s instructions or every three years, whichever occurs sooner.

First-aid outfit as part of medicine chests of lifeboats, liferafts and rescue boats

(ItoS Medical Affairs)

Since there are many types of first-aid outfits in circulation and the contents of first-aid outfit may differ from each other, it cannot be assumed that the content of a first-aid outfit necessarily contains the requisites prescribed. This may suggest that all first-aid outfits should undergo inspection, as part of the annual inspection of the medical equipment of the ship, in order to ascertain that the medicine chests, in case a first-aid outfit forms part thereof, belonging to the equipment of lifeboats, liferafts and rescue boats, contain the requisites prescribed.

In order to ensure watertightness, a liferaft is normally sealed off; therefore any inspection of a first-aid outfit would then require the container of a liferaft to be unsealed and opened.

With regard to Article 6.1 of Annex 5 (Medical equipment) to the Regulation Safety Seagoing Vessels and paragraph 4.2.6.1 of the LSA Code, the Administration does not require the container of a liferaft to be opened during the annual inspection of the ship's medical equipment in order to ascertain that the medicine chest, in case the first-aid outfit forms part thereof, belonging to the equipment of the liferaft, contains the requisites prescribed, provided that the first-aid outfit, forming part of the medicine chest of the liferaft:

1. complies, at least, with the requirements in ISO 18813:2022, paragraph 4.12; and

2. is inspected at the service intervals of the liferaft.

Waiver for additional medical equipment on board Special Purpose Ships and ships carrying Industrial Personnel

(ItoS Medical Affairs)

The Administration:

• does not require special personnel or industrial personnel to be counted for in the total number of mustered crew on board the ship; and

• does not require additional medical equipment for the number of special personnel or industrial personnel to be available on board,

provided that:

1. the voyage to be undertaken by the ship does not exceed 12 hours at sea;

2. the special personnel or industrial personnel carried on board are solely being transported and not being accommodated on board;

3. the medical equipment available on the ship:

   1. complies with the requirements of column C of Tables 1 and 2 of Annex 5 (Medical equipment) to the Regulation Safety Seagoing Vessels; and

   2. suffices for adequate medical care for all persons on board;

4. the shipowner:

   1. provides for sufficient occupational health and safety facilities on board the ship; and

   2. ensures that the ship complies with occupational health and safety legislations and has carried out a risk assessment and evaluation.

Waiver for medical outfit on ships less than 24 meter

(ItoS Medical Affairs)

The Administration accepts that the medical equipment available on the ship consists of a first aid kit which complies with the requirements in ISO 18813:2022, paragraph 4.12 (at least), provided that:

• the voyage to be undertaken by the ship does not exceed 12 hours at sea (maximum 6 hours from asafe haven);

• this medical equipment suffices for adequate medical care for all persons on board;

• the shipowner:

  • provides sufficient occupational health and safety facilities on board the ship; and

  • ensures that the ship complies with occupational health and safety legislations and has carried out a risk assessment and evaluation.

Atmosphere testing instrument for enclosed spaces

(Refer to document Information to Shipping SOLAS Chapter XI-1 Special measures to enhance maritime safety in attached files)

With regard to SOLAS regulation XI-1/7 and the Revised recommendations for entering enclosed spaces aboard ships (MSC.581(110)), which is a non-mandatory IMO instrument, the concentration of the following gases is to be measured by using appropriate portable testing instruments or instruments prior to entry into enclosed spaces:

1. oxygen;

2. flammable gases or vapours

3. hydrogen sulphide;

4. carbon monoxide; and

based on a competent person's risk assessment determining the potential for the presence of an oxygen deficient, oxygen-enriched, flammable or toxic atmosphere:

1. carbon dioxide, if potentially present;

2. toxic gases, if potentially present;

3. asphyxiant gases, if potentially present; or

4. other gases, if potentially present.

MARPOL 73/78

Annex I. IOPP Certificate

Oil filtering equipment malfunctioning

(ItoRO No 07)

In cases where the Oil Filtering Equipment (MARPOL Annex I, regulation 14) is temporary out of order, all efforts must be made (using available spares, or through remote assistance) to make the system operational again. When this is not possible, spares and/or service must be arranged at the earliest possible opportunity. In order to allow the vessel to continue trading, the Administration allows for the issuance of a International Oil Pollution Prevention (IOPP) Certificate with a statutory condition.

The following procedure applies:

According to MARPOL Annex I, regulation 6.4.3, the master or the owner of the ship shall report at the earliest opportunity to the Administration, the recognized organization or the nominated surveyor responsible for issuing the relevant Certificate, who shall cause investigations to be initiated to determine whether a survey as required by paragraph 1 of this regulation is necessary. If the ship is in a port of another Party, the master or owner shall also report immediately to the appropriate authorities of the port State and the nominated surveyor or recognized organization shall ascertain that such report has been made.

Recognised Organisation (RO) may issue a IOPP Certificate with a statutory condition, in order for the vessel to reach the first port where the non-compliance of the oil filtering equipment can be resolved, but not longer than two months, under the following conditions:

• All efforts shall be made to repair the oil filtering equipment as soon as possible;

• A Risk Assessment to be prepared - its results have to be implemented on board;

• All personnel with duties that are influenced by the malfunction shall be instructed about that malfunction and the hazards, risks and consequences arising from that malfunction;

• Sufficient storage capacity in holding tanks to store bilge to be confirmed for all voyages prior to departure from any port;

• Overboard valve of the oil filtering equipment will be sealed and all will be collected in the designated holding tanks;

• Overboard discharge valve is kept closed;

• Master to declare that the valve is closed and locked/sealed;

• Any discharges if necessary will be made to designated reception facilities in accordance with MARPOL;

• Oil Record book to be updated accordingly;

• Relevant (port) authorities shall be informed by the Master or the shipowner regarding the defective equipment.

Shipboard incinerator malfunctioning

(ItoRO No 07)

In cases where the ships’ incinerator (MARPOL Annex I regulation 12.2) is temporary out of order, efforts must be made (using available spares, or through remote assistance) to make the system operational again, since subject system is mentioned on the supplement to the International Oil Pollution Prevention (IOPP) Certificate. When this is not possible, spares and/or service must be arranged at the earliest possible opportunity.

In order to allow the vessel to continue trading, the NSI allows for the issuance of a IOPP Certificate with a statutory condition by Recognised Organisation (RO), with a validity of no longer than two months, under the following conditions:

• All sludge generated on board shall be discharged to an authorised shore side reception facility at regular intervals as need be to maintain enough storage capacity for sludge for the intended voyage.

• All garbage generated on board shall be discharged to an authorised shore side reception facility at regular intervals as need be to maintain enough storage capacity for garbage for the intended voyage.

• The quantity, time and port of discharge of all sludge and slops must be recorded in the Oil Record Book as well as in bridge and engine logs.

• The quantity, time and port of discharge of all garbage must be recorded in the Garbage Record Book as well as in bridge and engine logs.

• The inoperative equipment shall be clearly marked as out of order, documented in the ships deck and engineering logbooks, and relevant crew instructed accordingly.

Annex II. NLS Certificate

Reserved.

Annex IV. ISPP Certificate

(Refer to document Information to Shipping MARPOL Annex IV - Regulations for the prevention of pollution by sewage from ships in attached files)

Refer also to MARPOL Annex IV for general instruction.

Application

With regard to MARPOL regulation IV/2, the Administration does not consider MARPOL Annex IV applicable to unmanned pontoons (less or more than 400 GT).

Sewage system

The following are applicable interpretations for Netherlands flagged ships, with regard to MARPOL regulation IV/9, the Administration:

1. prohibits the use of a sounding rod as a means to indicate visually the amount of the contents of a holding tank for the retention of sewage;

2. accepts, for ships of less than 400 gross tonnage, a high level alarm as a means to indicate visually the amount of the contents of a holding tank for the retention of sewage;

3. requires the capacity of a holding tank and the capacity of a sewage treatment plant to be calculated taking into account the volume of sewage per person on board per day, as set out in ; and

4. requires the capacity of the holding tank to be sufficient for at least three days, unless there are circumstances justifying a lower capacity requiring a well-founded proposal to be submitted by the shipowner, through / via Recognised Organisation (RO) office in the Netherlands, to the Administration and the permission from the Administration thereof.

Annex V

Regulation for the prevention of pollution by garbage from ships

(Refer to document Information to Shipping MARPOL Annex V - Regulations for the prevention of pollution by garbage from ships in attached files)

Annex VI

Ozone depleting substances and greenhouse gasses

(Refer to document Information to Shipping MARPOL Annex VI - Regulations for the prevention of air pollution from ships in attached files)

Notwithstanding MARPOL regulation VI/12.3.2, and taking into account Regulation (EC) No.1005/2009 on substances that deplete the ozone layer, the Administration prohibits installations which contain a HCFC (e.g. R-22) to be re-filled. This includes extracting HCFCs from the installation in order to do maintenance and/or repairs and using the extracted HCFCs to refill the installation. Other maintenance or repairs in order to keep the system operational however are allowed. Above prohibitions apply regardless of the date of construction of the ship or the actual date of delivery of the equipment to the ship.

In addition to MARPOL regulation VI/12.6, the Administration requires a ship, including a fishing vessel, below 400 gross tonnage which has rechargeable refrigerating systems that contain more than 3 kg ozone depleting substances to maintain an Ozone Depleting Substances record book. This record book may form part of an existing logbook or electronic record book, as approved by the Administration.

Temporary installed engines

(Refer to document Information to Shipping MARPOL Annex VI - Regulations for the prevention of air pollution from ships in attached files)

The Administration considers a containerized diesel generator not to be an installed marine diesel engine, as defined in MARPOL regulation VI/2.12, and the requirements for control of emissions from ships, as set out in Chapter 3 of MARPOL Annex VI, are not applicable to a containerized diesel generator, provided that:

1. the containerized diesel generator is not permanently fitted on a ship, but instead is temporarily placed on a ship;

2. temporarily is defined as no longer that three months;

3. the containerized diesel generator’s fueling, cooling, or exhaust system is not an integral part of the ship (i.e. not permanently affixed to the ship).

SOx emission control Exhaust Gas Cleaner

(NSI letter dated 20/09/2018)

NSI authorises Recognised Organisation (RO) to approve the SOx Emission Compliance Plan and other mandatory MARPOL documents as specified in Resolution MEPC. 259 (68) par. 2.3 and to perform surveys for initial, annual, intermediate, additional and renewal surveys under Regulation 5, Annex VI.

Furthermore, for the issuance and endorsement of the SOx Emission Compliance Certificate for scheme A of Resolution MEPC.259(68) and Exhaust Gas Cleaning Systems (EGCS) endorsement of the IAPP certificate following the requirements of Resolution MEPC.259(68).

The authorisation includes the (MARPOL) related issues for Fishing vessels ≥ 75 meter.

Exhaust Gas Cleaning System single sensor failure

(ItoRO No 07)

In cases where the Exhaust Gas Cleaning System (EGCS) is temporarily not (completely) in compliance, due to a single sensor failure, while the ship is required to comply with the equivalent under MARPOL Annex VI, regulation 4.1, the Administration allows for the issuance of a statutory condition to the International Air Pollution Prevention IAPP certificate, but in any case not longer than two months, under the following conditions:

• A confirmation by the EGCS manufacturer shall be obtained by the shipowner stating that the ship is still in compliance with IMO EGCS Guidelines despite the single sensor failure and also providing the necessary data to be recorded as well as additional measures (if applicable).

• This information together with the relevant EGCS data as recorded for the performance of the EGCS showing values in line with values prior to the malfunction shall be submitted to Recognised Organisation (RO);

• Recognised Organisation (RO) will then assess the information and decide on additional conditions after reviewing the information by the manufacturer in combination with the EGCS operation records;

• Malfunction of the instrumentation for the monitoring of Emission Ratio or discharge water (pH, PAH, Turbidity) shall be included in the EGCS Record Book and all other relevant data shall be logged, at least every hour either manually or automatically (e.g. sensor data, engine load, wash water flow and sulphur content / grade of fuel) including the date and time the malfunction began as well as records of additional measures (if applicable). These records serve as an alternative documentation demonstrating compliance until the malfunction is rectified;

• Repairs shall be carried out at soonest.

Data Collection System for fuel oil consumption of ships (including Fishing vessels ≥ 75 meter)

(NSI letter dated 20/09/2018)

NSI authorises Recognised Organisation (RO) on MARPOL Annex VI to conduct fuel consumption data collection and reporting, for the following:

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

• Verification of reporting data ((MARPOL Annex VI, Regulation 22A))

• Issuance of Statement of Compliance (SOC), (MARPOL Annex VI, Regulation 6)

• Submission of verified data to IMO Ship Fuel Oil Consumption Data base (MARPOL Annex VI, Regulation 22A, para. 9)

Conditional International Energy Efficiency Certificate

(ItoRO No 07)

When the initial survey procedure cannot be completed pending the final review of the Energy Efficiency Design Index (EEDI) technical file, the Administration allows for the issuance of a International Energy Efficiency Certificate (IEEC) with a statutory condition.

Such a IEEC with a statutory condition may be valid for a maximum of 2 months, under the following conditions:

• the review is expected to be completed within one month;

• the necessary files and/or information were submitted by the owners in time.

The IEEC with a statutory condition shall state the following:

“The final attained EEDI and EEDI technical file have been submitted for verification. The verified technical file shall be placed on board and the validity of the certificate is limited to 2 months.”

EEXI and CII

(“Q&A regarding EEXI and CII” in attached files)

Since the RO is already authorised for MARPOL Annex VI and the new requirements regarding EEXI and CII are amendments of the existing authorisations, no separate authorisation is necessary: Recognised Organisation (RO) is fully delegated.

Regarding EEXI verification: this can only be carried out by the RO classing the ship.

Regarding CII verification: this may be carried out by another RO than the one that classing the ship. It should however be the same verifier as for IMO DCS.

Tonnage 69

Untitled

The tonnage figure in all certificates shall be the GT as stated in the 1969 tonnage certificate. However, for ships of which the keel has been laid prior to 18 July 1994, the GRT in accordance with 1948 tonnage measurement convention may be used, with exception of the SMC and ISSC.

The following footnote shall be printed in all certificates to which the aforementioned situation applies: “In compliance with resolution A.791(19) the above mentioned gross tonnage has been measured by the Administration in accordance with the national tonnage rules which were in force prior to the entering into force of the international convention on tonnage measurements 1969.”

Non-convention Ships

(CLASS/ILT meeting - Item 2017-02)

Non-convention ships (i.e. ships less than 24m), except non-commercial yachts, shall have tonnage measurements according with ITC 69. A national tonnage certificate, available in Tonnage Manager, is delivered.

Tonnage measurements for non-commercial yachts with length less than 24 m are not required.

Amendment of the ITC for vessels which have undergone alterations as a result of BWMC and/or MARPOL Annex VI (installation of scrubber)

(Administration email dated 05/11/19)

The Netherlands have specific National legislation in relation to tonnage measurement, i.e. “Meetbrievenwet”, “Meetbrievenbesluit” en de “Regeling metingsvoorschriften”. These, especially since the “Regeling metingsvoorschriften”, depending on the actual method of alterations, may have the result that these have no consequences for the vessels’ NT or GT.

Where an additional structure/volume is realized which does in fact alter the GT and/or NT, the ITC does not have to be re-issued, provided that such changes are less than 1%.

In that case the Administration agrees to retain the existing tonnage certificate without any change in the stated tonnages. The existing certificate shall be annotated with details of the new structure and the effect it has on the tonnage.Above interpretation is subject to the following conditions:

• only applicable for specific/dedicated changes as agreed by the Flagstate, and made in order to enable a vessel to comply with retro-active International requirements, i.e deck house(s) for BWMS or modification of funnel due to scrubber installation,

• only where new tonnage(s) are such that these do not exceed /cross relevant boundaries in relation to statutory legislation and/or requirements, e.g. 500 GT, (in such case the Flag shall be contacted)

BWM Convention

Type approval ballast water management systems

Refer to the letter from NSI dated 06/03/2013 (reference: ILT -2013/8652) in the attached file “TypeApprovalBallastWaterManagementSystems”.

Recognised Organisation (RO) is authorised to perform tests on ballast water management systems as required for the type approval of such systems.

In order to perform the type approvals for ballast water management systems, Recognised Organisation (RO) shall use IMO Resolution MEPC.174(58) adopted on 10 October 2008 concerning guidelines for approval of ballast water management systems (G8) and concerning any Ballast Water Management circular as submitted by IMO. Especially BWM.2/Circ.28 shall be taken in consideration.

In case of ballast water management systems that make use of active substances, guideline G9 “Procedure for approval of ballast water management systems that make use of active substances” shall be used taking into account the IMO BWM circulars related to this item.

However, the Administration will issue the type approval certificate, based on Recognised Organisation (RO)’s test report(s).

Type approval of a BWMS installed on board according to the “old G8 guidelines”

(ItoS - Ballast Water Management System Convention (BWMC) 2004)

Upgrading of a BWMS to the “new G8 guidelines” (as per resolution MEPC.279(70)) or the Code for approval of BWMS is not required for existing (type-approved) systems. These systems may continue in service under its existing type-approval (as per resolution MEPC.174(58), the “old G8 guidelines”) until replacement.

The installation of such a BWMS, type-approved according to the “old G8 guidelines”, may continue until 28/10/2020.

Type approvals that are accepted by the Netherlands' Administration

(ItoS - Ballast Water Management System Convention (BWMC) 2004)

A BWMS must have a National Type Approval certificate until these systems are placed on the MED list.

However, taking the Regulation 789/2004/EC into account, type approvals issued by other EU Member States are also accepted. Exceptions to the above have been agreed due to special circumstances. In that case the Administration shall be contacted beforehand through/via Recognised Organisation (RO).

Ballast Water Management Plan (BWMP)

Plan approval

(NSI letter dated 20/09/2018)

NSI authorises Recognised Organisation (RO) for the approval of ballast water management plans, to perform surveys under regulation E-1 and to mandate the issuance and endorsement of the International Ballast Water Management certificate under regulation E-2.

For ships <400GT, an approved BWM plan is required on board. For these ships, NSI also authorises Recognised Organisation (RO) for the approval of the ballast water management plans (not fishing vessels).

For ships not equipped with a ballast water system, Recognised Organisation (RO) may issue a declaration that the BWM Convention is not applicable.

Contingency measures

(Administration email dated 13/05/2019)

It is strongly recommended to have contingency measures included in the BWMP. This will help in facilitating the acceptance of a non-compliant discharge without posing unacceptable risks to the environment.

The suggested occasion for inclusion of contingency measures in the BWMP is the time when the vessel becomes D-2 compliant however, since the plan needs to be revised anyway at that time.

Plan (re-)approval

(ItoS - Ballast Water Management System Convention (BWMC) 2004)

The BWMP needs to be re-approved by Recognised Organisation (RO) if the management methods changes.

Re-approval is also required when the ship wants to make use of any of the following guidance documents:

• Contingency measures like BWMS malfunction, as described in BWM.2/Circ.62

• Storage of TS/GW in ballast tanks, as described in BWM.2/Circ.82

• Challenging Water Quality, as described in Res.MEPC.387(81)

Storage of treated sewage (effluent) and/or grey water in ballast tanks

(ItoS - Ballast Water Management System Convention (BWMC) 2004)

For various reasons, the need may arise to temporarily store treated sewage (effluent) or grey water in ballast tanks. To facilitate this, IMO has developed BWM.2/Circ.82 - Guidance for the temporary storage of treated sewage and/or grey water in ballast water tanks.

The ship-specific changeover procedure mentioned in this guidance shall be implemented in the BWMP of the ship when a ship intends to use this Guidance.

Implementation of BWMC 2004 for fishing vessels

(NSI letter dated 20/09/2018)

For fishing vessels ≥ 75 meter NSI authorises Recognised Organisation (RO) to perform the annual, intermediate and additional surveys and to endorse the International Ballast Water Management Certificate issued under E-2.

Ballast Water Management System (BWMS)

BWMS commissioning non-compliances

(ItoRO No 07)

The ballast water management system (BWMS) Code (and the G8 Guidelines) required commissioning procedures and an installation survey, a biological test has been added. However, due to different reasons, non-compliances may occur. The most common non-compliances are listed below.

Unavailability of commissioning test report (and sampling results)

If all tests have been carried out successfully but the commissioning test report (and sampling results) has not been issued yet, a short term IBWMC in accordance with regulation D-2, may be issued for a period of not more than two months following the date of completion of the commissioning test provided that the following statutory recommendation is also being issued:

“Commissioning test report of the BWMS in accordance with BWM.2/Circ.70/Rev.1, paragraph 8 to be provided to Recognised Organisation (RO).”

Commissioning test not possible

If the commissioning test cannot be carried out due to the equipment’s System Design Limitations (for example low Ultraviolet transmittance (UVT)), or due to a shortage of independent personnel, a short term IBWMC, in accordance with regulation D-2, may be issued for a period of not more than two months following the date of completion of the technical commissioning by the manufacturer or his representative, provided the attending Recognised Organisation (RO) surveyor ensures the following:

• The attending Recognised Organisation (RO) surveyor is provided with arrangements for the commissioning test (e.g. date, time, location);

• The reasons for not carrying out the commissioning test are recorded in the Ballast Water Record Book;

• The technical commissioning by the manufacturer or his representative has been carried out successfully and the BWMS is operational in all aspects;

• All other prerequisites of the BWMC (i.e. Ballast Water Management Plan, designated officer, familiarization of personnel with the equipment) are verified to be in compliance.

Commissioning test not successful

If the commissioning testing is not successful upon completion, the cause of the non-compliance has to be investigated. If the cause of non-compliance cannot readily be found, the ship may be issued with a short term IBWMC, in accordance with regulation D-1, for a period of not more than two months following the date of unsuccessful completion of the commissioning test, provided that the conditions as specified in BWMS malfunction have been met.

BWMS malfunction

(ItoRO No 07)

In cases where the Ballast Water Management System (BWMS) is temporarily out of order while the vessel is required to comply with D-2 standard, all efforts must be made (using available spares, or through remote assistance) to make the system operational again. When this is not possible, spares and/or service must be arranged at the earliest possible opportunity. In order to allow the vessel to continue trading the Administration allows for the issuance of a Ballast Water Management Certificate (BWMC) with a statutory condition.

The following procedure applies:

According to IMO guidance circular on contingency measures BWM.2/Circ.62 the vessel must contact the port authority and flag state administration immediately to discuss contingency measures. Exchange may be offered as a contingency measure but cannot be performed without permission from the port authority and flag state. Also the vessel must obtain approval of the exchange method before proposing exchange as a contingency measure.

The exchange(s) shall be performed completely, B-4.3 of the BWMC (no deviation, no delay) is not applicable since the vessel has to comply with the D-2 standard.

Recognised Organisation (RO) may issue a BWMC with a statutory condition, in order for the vessel to reach the first port where the non-compliance of the BWMS can be resolved, but not longer than two months, under the following conditions:

• All efforts shall be made to repair the BWMS as soon as possible

• All personnel with duties that are influenced by the malfunction shall be instructed about that malfunction and the hazards, risks and consequences arising from that malfunction

• Regulation D-1 (Ballast Water Exchange Standard) to be performed as per approved Ballast water management plan;

• Risks and Safety procedures for Ballast water exchange to be followed from Ballast Water Management Plan;

• Entries in the Ballast Water record book conform BWM Annex Section E Appendix II-3;

• The relevant port State authority shall be informed by the Master or his representative and must agree;

• Ballast operations limited to inboard ballast transfers as far as possible. Only the absolutely necessary ballast will be discharged.

Ships registered in the Netherlands and only operating in Netherlands' waters while they are not equipped with a BWMS

(ItoRO no. 31)

Recognised Organisation (RO) may issue a “Statement of non-applicability”, stating the reason: “The ship is registered to a party and only operates in waters under the jurisdiction of that party”.

In addition the same condition/restriction shall also be mentioned on the ships' Class Certificate.

Compliance of semi-submersible ships, heavy lift vessels and similar vessels

(ItoRO no. 31)

The large volumes of water needed to carry out lifting operations by these ships are usually taken in and discharged at the same location (in compliance BMWC regulation A-3(.5)) and in that case thus not subject to regulation D-2 (Ballast Water Performance Standard).

Ideally for these ships, the ballast system is split into a high capacity system for lifting operations and a separate system with a Ballast Water Treatment System (BWTS) complying with the 'D-2 standard'. The sediment management for the 'uncontrolled' tanks should be detailed in the Ballast Water Management Plan (BWMP) and may constitute regular tank inspections to assess the amount of sediment and a schedule for flushing or cleaning.

Possibilities for an exemption for ships on a fixed route

(ItoRO no. 31)

The procedures according to Resolution MEPC.289(71) – 2017 Guidelines for risk assessment under regulation A-4 of the BWMC (G7) should be followed. Any method or combination of methods may be applied, like the OSPAR/HELCOM protocols or the Same Risk Area (SRA) concept.

Possibilities for an exemption for ships on occasional voyages

(ItoRO no. 31)

Guidance is given in BWM.2-Circ.52 - Guidance on entry or re-entry of ships into exclusive operation within waters under the jurisdiction of a single Party, as revised. Upon agreement of the States involved, regulation D-1 (Ballast Water Exchange Standard) compliance may be sufficient.

Ships not designed or constructed to carry ballast water

(ItoRO no. 31)

Ships, not designed or constructed to carry ballast water, are outside of the scope of the Convention and do not need a BWMP or a International Ballast Water Management Certificate.

Recognised Organisation (RO) may issue a “Statement of non-applicability”, stating the reason: “The ship is not designed or constructed to carry ballast water.”

Electronic Record Books

(Refer to Authorization letter dated 30/05/2024 in Scope of authorisation)

The Administration delegates the type approval and issue of “Declaration of BWM Convention Electronic Record Book” of Electronic Record Book (ERB) under the BWM Convention, as per paragraph 2 of the Resolution, for application on board ships flying the flag of the Netherlands, to Recognised Organisation (RO). Subject ERBs shall be in compliance with the guidelines for the use of ERBs under the BWM Convention as described in Resolution MEPC.372(80).

Following the assessment and subsequent issue of the type approval certificate by the RO, the following actions shall be carried out upon installation on board:

• The manufacturer or supplier shall issue a declaration after having verified the correct functioning following installation on board. Said manufacturer or supplier can then proceed to forward the declaration to Recognised Organisation (RO); and

• Recognised Organisation (RO) shall verify the correct installation of the equipment on board; this may be conducted by remote means (at least equivalent to IACS Requirement Z29 - Remote Classification Surveys, as may be amended).

After acceptance by Recognised Organisation (RO), Recognised Organisation (RO) shall issue the “Declaration of BWM Convention Electronic Record Book” as referenced in section 5 of Resolution MEPC.372(80), on behalf of the NSI. In case a ship sails without this declaration, then a paper logbook will still have to be used pending the issue of the declaration by Recognised Organisation (RO) on behalf of the Administration.

As indicated in paragraph 4.2 of Resolution MEPC.372(80) it is essential that all approved ERBs are reviewed and appropriately updated to ensure relevant BWM convention amendments are incorporated in the ERB. This is the responsibility of the RO who has approved the ERB and updates to the system shall be completed and approved prior to the entry into force of the relevant BWM Convention amendments.

The Administration has no objection against the ROs accepting each other's type-approved BWM Convention-related ERBs for installation on board and subsequent issue of the “Declaration of BWM Convention Electronic Record Book”. In the event of change of Class no new “Declaration of BWM Convention Electronic Record Book” needs to be issued by the new RO. It is imperative that both the type-approval for the ERB as well as the “Declaration of BWM Convention Electronic Record Book" have been issued by an RO authorized by the Administration.

New format Ballast Water Record Book MEPC.369(80) - Early implementation

(Refer to Administration letter dated 18/06/2024 in attached file “BWRB Early implementation statement”)

The new format of the BWRB is to be used starting from February 1, 2025.

The Administration has no objection against using the new format of the BWRB prior to the entry into force of the relevant amendments to the Ballast Water Management Convention (Resolution MEPC.369(80)).

The choice for using the new format of BWRB is up to the shipowner. The use of old format, until February 1 2025, is also accepted

ILO conventions

Cargo handling lifting appliances and loose gear (ILO C152)

(ItoRO No 03)

Recognised Organisation (RO) is authorized to perform the surveys and to issue the certificate and the register of lifting appliances and loose gear (cargo gear register) with respect to ILO 152.

The Administration accepts that the annual periodical thorough examination of the lifting appliances and loose gear and 5-yearly retest of the lifting appliances (as detailed in ILO C134 / ILO C32, article 9.2.(4) / ILO C152, article 25) can be carried out within the survey window as detailed in the IMO harmonized system of surveys and certification. This includes the provisions under SOLAS regulation I/14(e).

In case the 5-yearly survey for lifting appliances needs to be extended, for reasons as detailed in SOLAS regulation I/14(e), a thorough examination shall be carried out as a minimum. Based on this examination, the load test may be postponed accordingly. From the anniversary date of the 5-yearly load test until the next planned load test has been carried out, the SWL shall be downgraded with 20%, provided that the next load test is conducted not later than three (3) months after the anniversary date of the 5-yearly loadtest.

The following actions have to be taken:

• The SWL downgrading shall be recorded in the cargo gear record book;

• The SWL downgrading shall be indicated at the relevant operational locations on board the ship;

• When possible the load limit should be adjusted in the lifting appliance; and

• A conditional Ship Safety Certificate shall be issued or statutory recommendation shall be imposed.

COLREG 72

Requirements

(Refer to ItoRO 34 and to ItoS - the International Regulations for Preventing Collisions at Sea in attached files)

These instructions (ItoRO 34) have been issued by the Administration for the guidance of RO surveyors whilst assessing the layout of vessels' navigation lights, sound signals and light signals. They also provide guidance to ROs concerning the requirements to be met so as to comply with the various statutory provisions relating to these items and to satisfy the conditions for the approval of the layout of navigation lights and sound signals intended for use at sea.

The “ItoS - the International Regulations for Preventing Collisions at Sea” is also mentioning additional information and interpretation regarding the COLREG requirements to ships under the Dutch flag. This ItoS shall be checked and followed by the ROs (e.g. for survey purposes).

Exemptions and deviations

With regard to COLREG Rule 1(e), for a vessel of special construction or purpose, the Administration allows for an exemption to be issued by Recognised Organisation (RO), provided that Recognised Organisation (RO):

1. determine to what extend the vessel cannot fully comply with the provisions of any of COLREG Rules with respect to the number, position, range or arc of visibility of lights on the vessel, by means of (at least) a documented assessment;

2. propose an alternative number, position, range or arc of visibility of lights, by means of a document (e.g. drawing) taking into account the deviations in the positioning and technical details of lights the Administration allows for; and which is the closest possible compliance the COLREG Rules in respect of that vessel;

3. in accordance with ItoRO no. 15 - Reporting and procedure for non-compliance, submitted to the Administration a well-founded proposal for a (temporary) exemption, including a copy of the documented assessment and a copy of the proposed alternative (drawing); and

4. informed the Administration of all reasonable efforts for the closest possible compliance with the COLREG Rules in respect of the vessel, for the NSI to determine as to whether the proposed alternative layout of the navigation lights is the closest possible compliance the COLREG Rules in respect of that vessel.

Miscellaneous technical requirements

Safe manning

The Instruction to RO N°11 provides guidelines to be used as background information about the Dutch requirements for manning verification.

During statutory surveys (all except initial) on Recognised Organisation (RO) classed vessels, ship’s complement and certificates of competence are to be verified by the surveyor (a dedicated survey items NET015 is available).

For detailed information, reference shall be made to applicable version of Instruction to RO N°11 available through: https://puc.overheid.nl/nsi/doc/PUC_1190_14/2/.

Unattended engine rooms

1. Existing ships without RO notation for unattended engine rooms but with a valid document for unattended engine room in accordance with the requirements of the Administration shall be accepted to continue to sail with unattended engine room notation without the obligation to fully comply with the relevant RO’s rules. The condition of the installation shall be surveyed by RO at the required periodical surveys in accordance with the relevant Administration requirements.

2. In order to execute a) above in an efficient and proper way the Administration is obliged to submit all information to RO. Relevant ships are mentioned on the website. Reports should be on board and are also available at the Administration.

3. RO may refuse to act in accordance with a) above when in the opinion of RO the information, the condition of the ship or installation is not satisfactory. The Administration shall be informed accordingly.

   For the applicable list of vessels, please refer to Appendix 1 (“Vessels with Unattended Machinery Space - notation (UMS) by NSI”), available via the following link: https://puc.overheid.nl/nsi/doc/PUC_702490_14/ and select in the bottom of this page “Annex 1 Vessels with UMS notation by NSI.

   Reference should be made to possible specific requirements as given in NSI document “Areas of special attention” (see Areas of special attention) - where “Guideline for the control and safeguarding of the machinery installation for unattended engine room” is mentioned.

4. Unmanned Machinery Space Notation (UMS)

   Refer to Instruction to RO No 17 in attached files.

Periodical testing of the UMS provisions

RO shall verify during each safety construction survey for vessels with former UMS notation of NSI, that below requirement is sufficiently addressed:

- periodical testing (at least every 4 months) of the Unmanned Machinery Space (UMS) provisions is arranged and sufficiently documented, by the crew of the concerned vessels.

Temporarily suspension of UMS notation

(ItoRO No 07)

Several situations may occur resulting in the temporary suspension of the UMS notation. The following condition shall be imposed, in case the UMS-notation is to be suspended due to the fact that UMS requirements can temporarily not be met:

“Engine room to be manned 24/7, by officers in charge of an engineering watch that hold at least a valid Certificate of Competency issued in accordance with at least STCW Reg. III/1. Requirements regarding working and resting hours shall be met at all times as well as the requirements as set out in STCW Chapter VIII”

The temporarily situation may exist for a maximum of 2 months. In case the situation without UMS notation takes more time, the shipowner shall submit a new manning plan to the Administration for approval.

Relevant crew members shall be informed about the cause of UMS suspension as well as that sufficient mitigating measures shall be in place, so as to guarantee safe operation / good working conditions of the affected machinery / installations without any damage occurring.

In all other cases were UMS-notation is suspended, as part of the conditions for a malfunctioning/defect, the shipowner shall provide Recognised Organisation (RO) with specific information concerning the defective equipment and the repair of the defective equipment, which shall be forwarded to the Administration in accordance with the ItoRO no.15.

Ship’s elevators and escalators

(Areas of special attention, see Areas of special attention)

The construction, design and the maintenance of electrical passenger lifts comply with:

1. the rules of a classification society assigned pursuant to article 36 of the Ships Decree 2004, or

2. the standard issued by the Dutch Standardization Institute in Delft, NEN 28 383.

Marine Equipment Directive 96/98/EC

Prototype and production testing of equipment

If RO is also a notified body in accordance with the Marine Equipment directive 96/98/EC, as amended, then RO is also authorised to carry out tests of A2 and other equipment for which in accordance with the applicable instruments a type approval is required.

RO shall use standards provided by the Administration or equivalent standards.

Equivalent standards shall be to the satisfaction of the Administration.

However, the Administration will issue the type approval certificate, based on the RO’s test report(s).

Application of the MED on board Dutch Flag vessels

Refer to Instruction to RO No 18 (Rev 3) in attached files.

MED non-compliant fire hoses

(ItoS European Legislation)

When non-compliant fire hoses are found on board, the following procedure shall be used:

• subject non-compliant hoses shall be pressure tested in accordance with MSC.1/Circ.1432, paragraph 7. When the hoses fail the test they must be replaced immediately. In case they pass the test the shipowner reports to Recognised Organisation (RO). In order to avoid problems with local (Port State) authorities, Recognised Organisation (RO) may then issue a Statutory Recommendation mentioning the presence of non-compliant fire hoses on board with a limit date for maximum 3 months, without prior consultation of the Administration. Recognised Organisation (RO) shall report to the Administration afterwards;

• where subject noncompliant hoses were delivered less than 6 months ago, the shipowner shall inform the supplier. In addition the shipowner shall send a report including the supplier and make of subject hoses to the Administration, using the email address nsi-tez-kv@ilent.nl. The NSI will forward this report to their department 'Producttoezicht' for their attention.

Inspections of non convention vessels

For propelled ships of more than 24 meter and less than 500 GT, in principle, the requirements of chapters II-1, II-2, III, IV, V and XII of the SOLAS Convention are equally binding. For specific exemptions see Regulation Safety Seagoing Vessels, Article 24, Article 37a and 37b.

For propelled cargo ships with a length of less than 24 metres, the requirements with respect to the National Safety Certificate are laid down in paragraph 1 of Annex 3 of the Regulation Safety Seagoing Vessels. With regard to asbestos, the Products Decree Asbestos 2004 applies.

For non-mechanically propelled ships, the requirements with respect to the National Safety Certificate are laid down in paragraph 1 of Annex 3 of the Regulation Safety Seagoing Vessels and should comply with the requirement of SOLAS Chapter V Regulation 19.2.1.7. Please note additional requirements for such vessels in case of manned operation at sea.

For cargo ships with a length of less than 12 metres, no International Safety Certificates or National Safety Certificate is required (note: MARPOL, MLC and manning legislation are applicable).

For further information, refer to the Areas of special attention in Areas of special attention.

Refer also to Instructions to RO No.2 “Inspections and certification of Non-Convention ships” in Non convention vessels

IMSBC Code

(Refer to Instructions to RO no.29 and International Maritime Solid Bulk Cargoes (IMSBC) Code in attached files)

Safety of personnel and ship

With regard to provision 3.2.5 of IMSBC Code Section 3, measuring instruments shall be in compliance with the interpretation of SOLAS regulation VI/3 (see Oxygen analysis and gas detection equipment (SOLAS Reg. VI/3)).

Trimming procedures

With regards to provision 5.4.4 and 5.4.5 of IMSBC Code Section 5, approval for trimming equipment (except handtools) as part of the ships equipment, shall be carried out by the ships RO.

Cargoes which may liquefy

Provision 7.3.2 of IMSBC Code Section 7 regarding ‘Specially constructed or fitted cargo ships for confining cargo shift’ as well as 7.3.3 ‘Specially constructed cargo ships for dry powder cargoes’ needs approval from the Administration.The initial assessment shall be done by the ships RO, after which approval shall be finalised in consultation with the Administration.

Gas-tightness of the bulkhead and approval of the bilge pumping arrangement

With regard to the schedules of IMSBC Code Appendix 1, the inspection and approval shall be carried out by the ships RO, on behalf of the Administration.

The individual schedules in the IMSBC Code do not further substantiate the way in which the inspection and approval of gas-tightness of the concerned bulkhead and the bilge pumping arrangements are to be conducted, nor the interval of inspection and approval. In that respect also the wording ‘prior to loading’ does not give full clarity on which particular moment in time the inspection and approval are to be conducted, as it is not worded as ‘prior to each loading’.

Therefore, the Administration concludes the inspection of the bulkheads between cargo spaces and the engine-room (gas-tightness) and the bilge pumping arrangements for a satisfactory level of safety (testing), shall be conducted during the construction of a new ship or a major conversion of an existing ship as part of the Cargo Ship Safety Construction (CSSC) Certificate and as part of the annual, periodic, intermediate and renewal surveys.

These inspections includes:

1. a physical testing: in practice the regular procedures are followed and no additional tests are required.

2. a check on the Safety Management System (SMS):

   The safety management system of the ship, as required by the ISM Code, shall include procedures ensuring that:

   • the quantitative measurements of hydrogen, phosphine, arsine, silane, ammonia and acetylene are being taken, relevant to the cargo;

   • the concentration of these gases in the cargo spaces carrying these cargoes are being measured regularly during the voyage and the results of the measurements shall be recorded and kept on board; and

   • continuous mechanical ventilation is being conducted during the voyage for the cargo spaces carrying these cargoes (where applicable: under the additional instruction / advice as per IMSBC Appendix 1 schedule)

Only after a satisfactory outcome of the inspections the gastight bulkheads and safe bilge pumping arrangements shall, subsequently, be approved by the RO.

Exemption regarding a fixed gas fire-extinguishing system

Notwithstanding MSC.1/Circ.1395/Rev.4, as amended, and with regard to individual schedules (IMSBC Code Appendix 1) requiring, as a precautional provision, the cargo to be carried in cargo spaces fitted with a fixed gas fire extinguishing system, when the planned interval between the commencement of loading and the completion of discharge of this cargo exceeds 5 days, the Administration may exempt the ship to be fitted with a fixed gas fire-extinguishing system in the cargo spaces, provided that:

1. the planned voyage does not exceed 5 days from commencement of loading to the completion of discharge of that cargo; and

2. Recognised Organisation (RO) submits a well-founded proposal for review and approval by the Administration.

Equivalent arrangement for stowage out of direct contact with a metal engine-room boundary

With regard to individual schedules requiring the stowage of the cargo out of direct contact with a metal engine-room boundary by using, for example, flame-retardant bags containing inert materials or by any equivalent arrangement approved by the competent authority, the Administration approves a grain bulkhead placed within 3 meters from the engine-room boundary (as a barrier for the cargo) as an equivalent arrangement.

SPS Code 2008

Refer to document Information to Shipping “SPS Code” in attached files.

Application of the SPS Code and 2008 SPS Code

With regard to article 2 and article 12 of the Netherlands Regulation Safety Seagoing Vessels and notwithstanding paragraph 1.2 of the SPS Code and paragraph 1.2.1 of the 2008 SPS Code, for a ship intended for a special purpose as referred to in the SPS Code, of which the owner opts for survey and certification of that ship in compliance with the provisions of the SPS Code or SPS Code 2008, the NSI requires:

1. for a ship constructed and certified before the 2nd of July 2009, the application of the SPS Code (Resolution A.534(13)), and permits the application of the SPS Code 2008; and

2. for a ship constructed before and certified after the 2nd of July 2009, the application of the SPS Code 2008, and permits the application of the SPS Code (Resolution A.534(13)); and

3. for a ship constructed on or after the 2nd of July 2009, the application of the SPS Code 2008.

Interpretation of special personnel

With regard to paragraph 1.3.11.5 of the SPS Code 2008 and paragraph 1.3.3 of the SPS Code, the NSI:

1. considers personnel that, during a voyage to and from offshore facilities and/or other ships, carry out their (maintenance or preparatory) activities on board of a ship that is equipped (e.g. cranes, workshops, machinery, storage for components) to carry out offshore activities (e.g. maintenance of offshore wind turbines), other than drilling operations for the exploration for or exploitation of resources beneath the seabed such as liquid or gaseous hydrocarbons, sulphur or salt, as referred to in paragraph 1.3.41 of the MODU Code, to be special personnel;

2. considers personnel that, during a voyage to and from offshore facilities and/or other ships, are not carrying out their (maintenance or preparatory) activities on board the ship (e.g. industrial personnel, as defined in paragraph 1 of the annex to the Interim recommendations on the safe carriage of more than 12 industrial personnel on board vessels engaged in international voyages (Resolution MSC.418(97)), not to be special personnel.

3. requires, in order to certify a ship as a special purpose ship, the following information to be submitted to the NSI for approval and acceptance:

   • A description of the activities of the special personnel, and, if any, the parts which will be transported b by the special personnel; and

   • A general arrangement of the ship on which the spaces where the special personnel carry out their (maintenance or preparatory) activities are clearly indicated.

Towing operations at sea

(Email from the Administration dated 11/08/2014)

A declaration from Recognised Organisation (RO) must be available, covering for example the strength of the towed object. The declaration may include limitations, for example on the significant wave height.

If such a declaration is not available, then action may be taken on board Dutch vessels on the basis of Article 4 of the Ships Act. The captain of the towing vessel is also responsible for the tow, which requires additional preparations.

The Netherlands Shipping Inspectorate will apply IMO MSC/Circ.884 (“Guidelines for safe ocean towing”) as the basis for the towing of vessels, regardless of the flag or the type of towage.

MSC/Circ.884 provides rules for the following topics, among others:

• Manning requirements for both the towing vessel and the towed object.

• Voyage planning: weather conditions, wave heights, currents, ports of refuge, etc.

• Preparation, including water tightness, stability and navigation lights.

• The tow, including the design and strength of the towline.

• Documentation, including a contingency plan, operation / towing manuals and confirmation of fitness to be towed.

• Emergencies, including communications with the authorities.

The statutory grounds for enforcement by the Netherlands Shipping Inspectorate are found in SOLAS Chapter V, Regulation 34 and STCW Chapter VIII, part 2, “Planning prior to each voyage”. This legislation also applies to foreign vessels. The assumptions are the same for a sea-going towing vessel, regardless of whether the towed object is a yacht or an inland waterway vessel.

If the Netherlands Shipping Inspectorate identifies unacceptable situations, it is required to act, as the flag or port state.

Enforcement will be directed at the towed object and the towage as a whole. The assumption is that the towing vessel is fully certificated.

For further information, refer to https://english.ilent.nl/topics/required-documents/towing-operations-at-sea and select “Towing operations at sea” in the left panel.

Required documents

Various circumstances may apply to the certification of the towed object.

The following documentation must be available:

1. When all statutory certificates are current:

   A towing declaration stating that the towed object complies with MSC/Circ.884.

2. When the statutory certificates have expired but the towed object does carry a Flag:

   1. Permission from the Flag state for the vessel to be towed from A to B.

   2. A towing declaration stating that the towed object complies with MSC/Circ.884.

3. When the statutory certificates have expired and the towed object does not carry a Flag:

   1. A “fit for towage” certificate or “statement of condition” from a classification society recognised in Europe, stating that the towed object is in a technical condition such that it can safely be towed.

   2. A towing declaration stating that the towed object complies with MSC/Circ.884

The MSC/Circ.884 towing declaration may for example be issued by the insurer or a loss adjuster.

The “fit for towage” certificate or “statement of condition” will only be accepted by the Netherlands Shipping Inspectorate if it has been issued by a classification society recognised in Europe. The Netherlands Shipping Inspectorate can not require a Flag, but may impose requirements concerning the technical condition of the towage.

No “fit for towage” certificate or “statement of condition”, no departure !

The “fit for towage” declaration is separate from the towing declaration !

Refer also to the diagram showing the certificates prescribed in the case of towing operations (sea and inland waterways) in the attached file “DiagramTowingOperations”.

Ship Recycling

Inventory of Hazardous Materials and Ship Recycling

(ItoRO no. 33)

It is Recognised Organisation (RO)’s responsibility to check if the provided documentation and/or alternatives are containing the required Hazardous Materials information. Recognised Organisation (RO) shall verify and state that the Company requires and ensures that suppliers identify and declare, when relevant, the presence of Hazardous Materials which exceed the relevant threshold values, using the applicable formats as per Res.MEPC.379(80).

Certification for Inventory of Hazardous Materials

The International Certificate on Inventory of Hazardous Materials under the Hong Kong Convention (ICHKC) shall be issued based on the already issued Inventory Certificate under EU Regulation 1257/2013 on Ship Recycling (ICSRR).

(Administration email dated 11/11/2024) Consequently, the issuance of ICHKC may be done administratively based on the existing ICSRR.

The ICHKC and the ICSRR, shall have identical validity periods.

The Administration suggests to carry out a renewal survey for the SRR during the first upcoming renewal survey after 26/06/2025; this survey will then coincide with the HKC initial survey, in order to bring the ICHKC in line with the requirement under regulations 5.2 and 10.5 to the HKC (harmonization in accordance with the HSSC Guidelines).

With regard to article 9(2) of the EU SRR and regulation 11 of the IMO HKC, the RO may, following successful completion of a renewal survey or an additional survey under the provisions of the SRR, simul taneously issue or endorse the ICSRR and the ICHKC.

Consolidated certificate

In case separate certificates have been issued already, they may be replaced by the consolidated certificate; however, the consolidated certificate is to replace the ICHKC and ICSRR on the date of renewal of the ICSRR at the latest.

Certification for Ready for Recycling

Reference is made to article 9(9) of the EU SRR and regulation 11 of the IMO HKC. When applicable, and after the relevant survey under the provisions of the EU SRR, the 'Ready for recycling' certificates can be issued under both the EU SRR and the IMO HKC; having identical validity periods and with a maximum of three months.

Statutory certification services under Regulation EU No. 1257/2013 (including Fishing vessels ≥ 75m)

(NSI letter dated 20/09/2018)

NSI authorises Recognised Organisation (RO) for the verification of the Inventory of hazardous materials (article 5). Furthermore, Recognised Organisation (RO) is authorised for the initial, additional, renewal and final surveys as per article 8 of the Regulation and the issuance of the Certificate on Inventory of Hazardous Materials and the Ready for Recycling Certificate as per article 9 of the Regulation.There is no link between the classification of the vessel and the statutory certification under the EU Regulation on Ship Recycling. Therefore, the authorisation is not limited to ships classed with Recognised Organisation (RO).

Ships operating throughout their life only in waters of the Netherlands

(Refer to document Information to Shipping Inventory of Hazardous Materials and Ship Recycling in attached files)

With regard to article 3 of the “Hong Kong Convention for the Safe and Environmentally Sound Recycling of Ships” and article 2.2.c of “Regulation (EU) 1257/2013 on ship recycling”, a ship operating throughout its life only in waters subject to the sovereignty or jurisdiction of the Kingdom of the Netherlands whose flag the ship is entitled to fly, shall:

1. in case the ship is intended to be recycled and to be exported from the Netherlands to a third country, comply with “Regulation (EU) 2024/1157 on shipment of waste”; reference is made to the 'EVOAprocedure' as well.

2. in case the ship is intended to be recycled at a ship recycling facility located in the Netherlands, comply with the ”Besluit melden bedrijfsafvalstoffen en gevaarlijke afvalstoffen” and the “Regeling melden bedrijfsafvalstoffen en gevaarlijke stoffen”; reference is made to Landelijk Meldpunt Afvalstoffen.

Open-top general cargo ships

Refer to document ItoRO 30 “Open Top ships” in attached files.

Procedure

With regard to the International Convention on Load Lines (ICLL) regulation 14, and taking into account ICLL article 8, the NSI permits:

1. existing open-top general cargo ships for which the keels are laid, or which are at a similar stage of construction, before the 1st of February 2018; and

2. new open-top general cargo ships:

   • for which the building contract is placed on or after the 1st of February 2018; or

   • in the absence of a building contract, the keels of which are laid or which are at a similar stage of construction on or after the 1st of July 2018; or

   • the delivery of which is on or after the 1st of July 2024; and

   • ships, converted on or after the 1st of February 2018, with a keel laying date before the 1st of July 2018,

to be exempted from the requirement for cargo and other hatchways to be closed by weathertight covers of steel or other equivalent materials, provided that:

1. a new open-top general cargo ship complies with the provisions of the Netherlands equivalent arrangement (GISIS no. XQ42482);

2. an existing open-top general ship complies with the provisions of the Netherlands equivalent arrangement (GISIS no. XQ42482), with the following exceptions:

   • In case the maximum hourly rate of ingress of green water in any one open hold determined from the model testing (measured in mm3/hour and converted in mm/hour) is more than 66 mm/hour, the following shall apply:

     • The stability of an existing open-top general cargo ship in intact condition shall be (re)calculated in accordance with section 6 of the Netherlands equivalent arrangement (GISIS no. XQ42482); and

     • An addendum to the existing approved stability documents shall be approved by the RO and placed on board.

   • In case the maximum hourly rate of ingress of green water in any one open hold determined from the model testing (measured in mm3/hour and converted in mm/hour) is 66 mm/hour or less, the stability of an existing open-top general cargo ship in intact condition is not required to be (re)calculated. The existing approved stability documents may suffice;

3. appropriate text shall be included reflecting paragraph 2.1 or 2.2 in the International Load Line Exemption Certificate issued to the existing open-top general cargo ship; and

4. an International Load Line Exemption Certificate shall be issued with a reference to the Netherlands equivalent arrangement (GISIS No. XQ42482)

Certification

In order to align all certificates / ships with the same conditions, Recognised Organisation (RO) shall use the text as described in ItoRO 30 “Open Top ships” (when applicable for the ship) for the below listed certificates. The applicable text shall be aligned at the first renewal / initial survey after the 'Entry-into-force date' of this toRO 30, for:

• International Load Line Exemption Certificate

• Cargo Ship Safety Construction Exemption Certificate - Fixed fire extinguishing system

• The Document of Compliance (DoC) for carriage of dangerous goods

• The Statement of Compliance (SoC) for the carriage of solid bulk cargoes

• Document of Authorization for the carriage of Grain

Multiple load lines

There should also be a procedure on board for changing between the different load marks. (see the Information to Shipping Multiple Load-Line)

Tween deck drainage

For further guidance on XQ42482 - Section 6.5, refer to document ItoRO 30 “Open Top ships” in attached files.

Dynamically positioned ships or units

(Refer to document Information to Shipping Dynamic Positioning in attached files)

Documentation of compliance of the dynamic positioning system with Guidelines for vessels with dynamic positioning systems (MSC/Circ.645) or the Guidelines For Vessels And Units With Dynamic Positioning (Dp) Systems (MSC.1/Circ.1580), by means of an FSVAD or an DPVAD respectively, is considered voluntary.

Recognised Organisation (RO) may however, upon request of the shipowner, issue a FSVAD (Flag State Verification and Acceptance Document) or DPVAD (Dynamic Positioning Verification Acceptance Document) to a dynamically positioned ship or unit.

Any FSVAD or DPVAD, if issued:

1. shall, contrary to paragraph 5.2.1 of MSC/Circ.645 and MSC.1/Circ.1580, not be issued on behalf of the Government of the Netherlands; and

2. should be issued for a period not exceeding five years, with an expiry date which is harmonized with the Cargo Ship Safety Construction Certificate or the Cargo Ship Safety Certificate of the ship or unit, where applicable.

ISM Code

Authorisations & Instructions

Interim audits

Interim Safety Management Certificates are needed for ships which are new to a company and which will have to implement the safety management system of that particular company.

There are two situations for which interim SMCs may be issued:

1. Ship is a newbuilding.

2. Existing ship is new in management.

It is recognised that, in these cases, it cannot be verified that the SMS is operational on board of the vessel as it is new to the company.

In order to be able to do the interim ISM audit, there are a few basic conditions that apply:

1. The ship is under the responsibility of the entity mentioned on the DOC. This will have to be verified by checking the certificates. New buildings have to be delivered first before the audit.

2. A copy of DOC to be put on board.

3. The Administration must be informed formally about the entity who is operationally responsible for the ship. If the owner (certificate of registry) is different from the name on the DOC, the owner should provide objective evidence that the Administration has been informed accordingly. The “Beheersverklaring” could be such an evidence.

4. All statutory and class certificates to be reviewed by the auditor.

5. Full crew to be on board.

6. For new buildings, the ISM audit to be carried out simultaneously with the emergency drills required by the Dutch flag, prior to sailing, after the delivery of the ship.

In reality, this means that the ISM audit is the conclusive survey and should be carried out when the ship is ready to sail. All ISM auditors are instructed not to complete an interim audit before the delivery of the ship to its new owner / manager (DOC company). It is therefore important that this audit is planned by the company in order to prevent any delay.

Major non-conformities

(Instruction to RO no. 15)

According to Class Agreement, a major non-conformity (ISM) (as referenced in IACS PR9 (ISM)) or a major non-conformity / major failure (as referenced in IACS PR24 (ISPS)) shall be reported to NSI immediately.

NSI will determine, on a case-by-case basis, the procedures to be followed.

Working hours and rest periods

Please be advised that the Netherlands Shipping Inspectorate have a separate regulation “Arbeidstijden besluit” which is based on ILO 180 (see the attached file “08 - Working hours and rest periods”)

Especially, please take notice of Article 6.5:2 quoted below.

Art. 6.5:2 Seamen of 18 years and older

1. The master organizes work such that his rest period and that of the seaman of 18 years or older is at least 10 hours in each period of 24 successive hours, to be calculated from the beginning of the rest period

2. The rest period can be divided in not more than two periods, of which one period includes an uninterrupted rest period of at Ieast 6 hours. In that case, the period of 24 hours, as referred to in the first paragraph, is calculated from the beginning of the longest enjoyed rest period. The time between two successive periods of rest may not be more than 14 hours.

3. The master organizes work such that his rest period and that of the seaman of 18 years or older is at least 77 hours in each period of 7 days.

Cyber Risk Management

Incorporation of Cyber Risk in the SMS

(Refer to document International Safety Management Code (ISM Code) in attached files)

As stated in the Res.MSC.428(98), the incorporation of cyber risks shall be verified during the first annual DOC verification. As a new risk, its effective implementation shall also be verified during the first verification of the Safety Management Certificate on board the Company ship(s).

Cyber risks should be verified in the same way as any new upcoming risk (e.g. change of trade/cargo, new equipment etc.) which is incorporated in the SMS. This will result in an amendment of the SMS, such as a new procedure or instruction regarding the mitigation of cyber risks, and ‘should be ensured to be properly addressed in the SMS’ during the audit (also reference is made to IACS PR 9 -paragraph 3.6.5: “The auditor shall take into account any changes made to the SMS since the last external audit carried out”).

Depending on the RO procedures this may require approval of this specific section of the SMS. The only way to completely verify the implementation and effectiveness of the mitigating measures will be during the next SMC verification on board of one of the vessels. To verify the effective implementation of IMO Resolution MSC.428(98), the IMO guideline MSC-FAL.1/Circ.3 and the ‘Handreiking Cyber Risk Management voor schepen’ as made by TNO are recommended to be taken into account.

Cross reference between SSP and SMS

Based on the following IMO- / SOLAS- / EU legislation, the SSA and the SSP shall contain at least a reference to the SMS’ cyber security procedures:

• SOLAS regulation XI-2/1.1.13,

• MSC-FAL.1/Circ.3, as revised,

• Resolution MSC.428(98)),

• IMO meeting document MSC 101/24,

• Regulation (EC) No 725/2004.

The NSI does acknowledge that the required reapproval of the SSA and SSP constitutes a potential administrative burden for shipowners and ROs. In view of this the NSI proposes that the Company Security Officer includes a cross reference to the SMS’s cyber security policy in the SSP and subsequently issues a declaration to this effect. Subject declaration should be available on board. During the next ISPS audit the cross reference in the SSP can then be verified by the Recognized Security Organization.

POLAR Code

Refer to POLAR Code and in particular to ISM procedures and the Polar Water Operational Manual (PWOM).

ISPS Code

Authorisations & Instructions

MLC, 2006

Scope of authorisation

General requirements

DMLC I

IlenT has issued the Annex to DMLC I, both for existing and new ships, providing guidance and interpretations on the applicable regulations. Both annexes can be found on their regulatory website: https://puc.overheid.nl/nsi/themas/pagina/47296/-/

DMLC Part I - Substantial equivalences

1. The following substantial equivalency, as provided for under Article VI, paragraphs 3 and 4, of the convention is noted:

   In derogation of Standard A2.1, paragraph 1 (a), of the convention, the Netherlands allows seafarers’ employment agreements to be signed not only by the shipowner or a representative of the shipowner, but also by an employer, including a temporary employment agency, other than the shipowner or his representative.

   This has been arranged in the following provisions to obtain substantial equivalency: civil code, book 7, articles 690, 693, 694, 735, and 738; civil code, book 8, articles 211 and 216; Act on allocation of workers by intermediaries, article 1 (1c and 3) and articles 1a, 8, 9 and 10-12; Code of civil procedure, article 6, paragraph b; Decree claims of seafarers, recruitment and placement of seafarers, articles 9-11.

   The seafarer concerned enjoys the full protection in accordance with the MLC, 2006.

DMLC Part I - Exemptions

1. The following exemption granted by the competent authority as provided in title 3 of the convention is noted:

   For the configuration requirements under items 8 and 9 of this existing ship (date keel was laid or similar stage of construction is before the date of entry into force of the MLC 2006), the valid accommodation certificate or statement of compliance shall be accepted as is with regard to construction and equipment, unless major modifications have been made.

INSTRUCTION TO RO

Instruction to RO No.22 - MLC 2006(included amendments 2014)

ItoRO No. 22 is available in attached files and at following link:

https://puc.overheid.nl/nsi/doc/PUC_1201_14/5/

Before the initial inspection takes place, the shipowner must apply for a DMLC part I including the 2014 MLC amendments at the Administration.

The shipowner, that shall be mentioned on the Maritime Labour Certificate, must be:

1. the bareboat charterer of a ship, as mentioned on the Certificate of Registry; otherwise

2. the owner, as mentioned on the Certificate of Registry, or

3. a manager (as assigned by the owner under sub b) as defined in Article 311, 3rd paragraph, of the Code of Commerce, to which the owner has officially transferred the responsibility for matters involving compliance with MLC.

The entities eligible for MLC are monthly reported to Recognised Organisation (RO) by the Administration (refer to ”Overview legal entities” in attached files).

If the RO establishes that the MLC insurance will lapse, please inform ILT about this, since ILT has a legal obligation to inform the captain of the ship concerned. When an insurance is terminated by an insurance company, a period of at least 30 days must be taken into account to enable the seafarers to submit an insurance claim to that insurance company.

National legislation and interpretations website

1. The Annex to DMLC I containing relevant national legislation and interpretations, as made available and updated by the national authority, can be obtained through the Netherlands Regulatory Framework (NeRF) website.

   The “NeRF” portal can be accessed through following link: https://puc.overheid.nl/nsi/

   In order to find the index of the Annex by DMLC I article, choose (in the English website): Quick reference \ Annex to DMLC Part I.

2. Standard medical report form to be used on board (MLC 2006, Title 4, Standard A4.1.2)

   As required by MLC 2006 Standard A.4.1.2 the competent authority of the flag state shell adopt a standard medical report form to be used by the ships’ master and relevant onshore and on-board medical personnel.

   As per Administration medical advisor instructions there are two separate medical reporting forms, which are to be used onboard Dutch flagged vessels.

   First one intended for accident reporting to the Administration and the second one required by the MLC Regulation A4.1.2 and intended for seafarer medical care and information exchange with radio medical advise.

   The form required by MLC 2006 Regulation A4.1.2 will not be provided by the Administration as a stand alone document, but it is included on page 414 of the “Geneeskundig Handboek voor de Scheepvaart” (ship’s medical guide) (December 2010 edition) which is part of the mandatory medical equipment on board Dutch flag ships.

   The information about the ship’s medical guide booklet is available on the following Administration web page: https://english.ilent.nl/topics/medical-information/medical-supplies

   Additional information related to the medical care for seafarers may be obtained on the following Administration web page: https://english.ilent.nl/topics/medical-information

3. Human Environment and Transport Inspectorate of the Netherlands has published three different DMLC Part I related to following categories of vessels:

   • DMLC Part I Annex - Existing ships (keel laid before 20.08.2013)

   • DMLC Part I Annex - New ships (keel laid on or after 20.08.2013)

   • DMLC Part I Annex - Traditional sailing vessels

   Derogations and requirements exceeding the MLC standard under local law, are summarized in the section “Requirements under Dutch law” in each DMLC Part I Annex.

   Documents can be found on following link: https://puc.overheid.nl/nsi/themas/pagina/47296/-/

Areas of special attention Netherlands

. Regulation Seafarers, Article 3.23

The accommodation of ships must be approved before the construction, conversion or other alteration of the accommodation may start. The procedures for approval of the accommodation of ships and further information may be found on the NSI website. Distinction is made between existing* and new** ships.

. Regulation Safety Seagoing Vessels, Article 23.5 and Regulation Seafarers, Regulation 4.3Resolution A.468(XII) will remain in force for ships and dredgers regardless of their gross tonnage if they are built before 1 July 2014. For ships and dredgers with a gross tonnage less than 1600 (built on or after 1 July 2014), the requirements of the resolution remain in force as far as reasonable and practicable (reference is made to the table Overview noise level requirements (see attached files)). Other ships should comply with MSC.337(91) (EU Directive 2003/10/EC).

. Existing ships*: Seamen’s Decree, Article 52.9All sanitary spaces shall be ventilated through an air system, independent of all other parts of the accommodation.

. Existing ships*: Seamen’s Decree, Article 53.1 and 53.2 & Policy Rule Lighting Crew’s Accommodation

All quarters have to be lighted properly (see for existing vessels the policy rule Lighting Crew’s Accommodation for further details) and daylight has to have sufficient access to the day quarters and night quarters.

. Existing ships*: Seamen’s Decree, Article 56.2.On board ships of 400 tonnes and over, but less than 1000 tonnes, a separate day quarter shall be provided for:1) the master and the officers2) the ratingsOn board of ships of 1000 tonnes and over, a separate day quarter shall be provided for:1) the master and the officers2) the ratings of the deck personnel3) the ratings of the engine room personnel.

. New ships**: Seafarers Regulation, Article 3.8

On board of ships of more than 400 GT, but less than 1000 GT, are separate dayrooms for:a. the master and the officers;b. the other seafarers.

On board of ships of 1000 GT or more are separate dayrooms for:a. the master and the officers: MLC 2006, Standard A3.1 and b. the senior ratings: Guideline B3.1.6.c. the other ratings: Exemption is allowed.

. Existing ship*: Seamen’s Decree Article 42a.1; Act on Public Health implementing WHO International Health Regulations, Annex 3 Standard 2.2 – Storage; New ships**: Seafarers Regulation, Article 3.18:Drinking-water tanks may not be bounded by oil tanks or sewage tanks, but shall be separated from them by cofferdams. Pipelines, irrespective of their nature, which are not intended for the pumping out of drinking water, may not run through drinking-water tanks.Ships shall be equipped with freshwater tanks that have been isolated by cofferdams from oil tanks and holding tanks for waste water, and constructed such that there are no residues when pumped out and that the hygiene of the drinking water is guaranteed. Pipe lines, of whatever nature, may not run through freshwater tanks.. Seafarers Regulation, Article 3.1 – 3.13Most guidelines from the MLC 2006 are implemented as requirements concerning accommodation and facilities for the benefit of the seafarers on board.. Existing ship*: Seamen’s Decree art. 67; New ships**: Seafarers Regulation, Article 3.22

A substantial equivalency exists allowing ships flagging in not to be in conformity with the Seamen’s Decree or the Seafarers’ Regulation.. Occupational Safety and Health Act, Article 5For every ship an inventory and evaluation of the risks regarding safe working practice shall be provided and the outcome documented on board.* ships keel laying date before 20 August 2013** ships keel laying date on or after 20 August 2013

2014 MLC Amendments

(“To Whom it may Concern Letter - 2014 MLC Amendments” dated 01/02/2018, in attached file)

The 2014 Maritime Labour Convention (MLC) amendments will enter into force for the Netherlands on 1st February 2018.

The Administration declares that Dutch flagged vessels are allowed to sail with a DMLC Part I issued before the 2014 MLC amendments enter into force. Due to the date of issuance, this DMLC Part I does not reflect the amendments. Nevertheless, this DMLC Part I will remain valid until the first renewal inspection has been carried out after 1st February 2018 and a new MLC certificate has been issued.

In the period up to the renewal inspection, Dutch flagged vessels shall be in compliance with the MLC including the 2014 amendments. Shipowners shall demonstrate with documentary evidence that at least the same level of protection for the seafarers required by the MLC, 2006, as amended through the 2014 amendments, is provided through a system of financial security or otherwise.

After a renewal inspection is carried out, the following documents must be on board which reflect the 2014 amendments:

• a MLC certificate issued by the RO

• a DMLC Part I issued by the NSI

• a DMLC Part II drawn up by the shipowner

For further information, refer also to the following URL: https://puc.overheid.nl/nsi/doc/PUC_1201_14/5/

2018 MLC Amendments

The Netherlands currently is not bound by the 2018 amendments to the Code of the Maritime Labour Convention, 2006. These amendments relate to the protection of seafarers’ wages and entitlements while they are held captives on or off the ship as a result of acts of piracy or armed robbery against ships.

The Netherlands shall be bound by the amendments 2018 only after subsequent express notification of acceptance.

In line with the following indications regarding the implementation of amendments of the Office of the International Labour Organisation:

1. Ships flying the flag of the Netherlands should not face any problems with Port State Control authorities if ship owners can demonstrate that at least the same level of protection required by the Maritime Labour Convention, 2006, as amended through the 2018 Amendments, is provided.

2. Maritime labour certificates that are not yet aligned with the requirements of the 2018 amendments, for ships flying the flag of the Netherlands, will remain valid until the first renewal inspection following the entry into force of the amendments for the Netherlands (provided that the relevant maritime labour certificate is not invalid for other reasons).

For further information, refer to the attached files “Amendments+2018+Maritime+Labour+Convention+2006+-+Brief+MinSZW+2020-10-05” and “TO+WHOM+IT+MAY+CONCERN+-+Statement+NSI+MLC+2018+amendments”

2022 MLC Amendments

(Administration letter dated 19/08/2025 in attached file “Statement MLC amendments of 2022”)

The coming into force of the MLC 2022 amendments do not require a renewal of the Declaration of Maritime Labour Compliance (DMLC), part I. The amendments related to the DMLC part I were already incorporated in the national legislation of the Netherlands and the same reference are still applicable (see ‘Appendix - MLC amendments of 2022’ for the details).

General information

MLC Technical meeting

(Administration email dated 12/09/2019)

1. Acceptance of electronic signatures of the employer/MLC ship owner on seafarer’s employment agreement:

   It is allowed to sign the SEA’s electronically. The SEA drawn up and signed by the employer is sent to the seafarer by e-mail. The seafarer prints the contract, takes it on board and signs it on board in the presence of the master. The master stamps the contract, makes two copies: one copy is for the seafarer, the other copy is kept on board. The master sends the SEA signed by the seafarer by e-mail back to the employer.

   The condition is that the procedure of signing the SEA shall be included in the DMLC part II and approved by the class society.

2. Development issue minimum wages for foreign seafarers on board NL flagged vessels

   Minister Koolmees of the Ministry of Social Affairs and Employment sent a letter to the Dutch Parliament on March 5th 2019 in which he stated that seagoing ships that sail on international voyages are not bound by the Dutch Minimum Wage Law (= Wet Minimum Loon – WML).

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

Untitled

See the attached files:

• “Agreement_Netherlands-RO_03042014”.

• “Amendment_RO_Netherlands_01012017”

Appendix — Annex I to the Agreement

Scope of authorisation

See the attached files:

• “AnnexI_Netherlands-RO”.

• “NSI_Letter_dated 20-09-2018”

• “ILT - Final Consolidated Draft Authorization Letter MARPOL ERBs - 24-11-2022”

• “Authorisation Letter BWRB - as per 30 May 2024”

Appendix to Annex I

See the attached file “01052026 - Appendix to the Annex I to the Agreement between the NL and RO dated 03 April 2014”.

Refer to the list of abbreviations at the end of this appendix.

Appendix — Annex II to the Agreement

Information and liaison between RO and the Administration

See the attached file “AnnexII_Netherlands-RO”.

Appendix — Annex III to the Agreement

Supervision by the Administration of authorised duties to RO

See the attached file “AnnexIII_Netherlands-RO”.

Appendix — Annex IV to the Agreement

Decree mandate and authorisation certification of seagoing ships

See the attached file “AnnexIV_Netherlands-RO”.

Appendix — Standard letters

Cover letter for issuance of certificate

According to Dutch public law, it is an obligation to explain the national legal basis of issue. Even if the outcome of the application for a certificate is positive, the possibility of appeal should be explained. Depending on the legal framework and type of certificate, the standard letter has to be dated and be signed in accordance with Annex IV of the Agreement (see Annex IV to the Agreement).

These letters will be automatically issued through ASMS Certificates Editor with the relevant certificate.

Cover letter for refusal of issuance of a certificate

These letters have the same purpose as stated above. Of course in case of refusal there is no certificate yet and it has to be explained why the ship or company is not in compliance with the regulations. As stated in Article 8 of Annex IV to the Agreement (see Annex IV to the Agreement) this will only happen after deliberation with the shipowner /shipyard. If the outcome remains negative, it is advisable before sending the letter, to contact NSI. This will also make more sure that the national legal grounds for refusal are met.

They are not included in ASMS.

The content of theses letters should be as per documents in the attached files: “19 - Refusal MARPOL & TONNAGE” and “20 - Refusal SOLAS & LL”.

Cover letter for withdrawal of a certificate

In case of withdrawal of a certificate, the implications are severe. In that case we agreed in article 5.4. of the Agreement (see Agreement governing the authorisation of statutory survey and certification services) to consult NSI in advance. Depending on the gravity of the situation it is also possible that the provision of article 6.8 of the Agreement comes into force.

They are not included in ASMS.

The content of theses letters should be as per documents in the attached files: “21 - Withdrawal MARPOL & TONNAGE” and “22 - Withdrawal SOLAS & LL”.

Appendix — Areas of special attention

Untitled

See the attached file “Areas of special attention for ships flying the flag of the Netherlands_05022026”.

Appendix — Non convention vessels

Instruction for inspections on non-convention vessels and non-propelled pontoons

(Instruction to RO No.2 - (refer to attached file “ItoRO no. 02 - Inspections and Certification Non-Convention ships.pdf”))

Authorization

As per Appendix to Annex I to the Agreement (see Annex I to the Agreement), Recognised Organisation (RO) is fully delegated to issue the following certificates after satisfactory completion of the relevant surveys on board non convention ships:

• National Safety Certificate (NSC) for NSI-classed vessels

• MARPOL Annex I Statement, only on request of shipowner

• MARPOL Annex IV Statement, only on request of shipowner

• Special Certificate for (HS)-OSC (industrial personnel)

• Special Certificate Pax-ship < 24 m in national trade

• Certificate of Compliance for the Large Commercial Yacht Code 2 (LY2C)

• Certificate of Compliance for the Large Commercial Yacht Code 3 (LY3C)

• Exemptions (Recognised Organisation (RO) proposal to be approved by NL, except those mentioned in the Instructions to RO)

The Netherlands Shipping Inspectorate has authorized Recognised Organisation (RO) to perform surveys for non convention vessels by national Instruction to RO’s No.2, and to issue the National Safety Certificate for Non-Convention ships.

Please note that this authorization, for non-convention vessels as defined in Ito. No. 2, also applies to: - all ships which undergo alterations and modifications, - new-building ships, and - existing ships transferred to the Netherland’s registry.

The Netherlands Shipping Inspectorate is to be notified of any changes that affect the certificate of registry or the Minimum Safe Manning Document:

Surveys and certification

General

Recognised Organisation (RO) shall not issue any certificate on behalf of the the Netherlands unless a (provisional) Certificate of Registry (CoR) has been issued to the ship by the Netherlands. Note: an ITC'69 Certificate, which is necessary in order to register a commercial ship, may be issued without a CoR, provided that it is certain that the ship will fly the flag of the Kingdom of the Netherlands.

A regular tonnage certificate may be issued but for ships with ITC length less than 24 meters a non-convention tonnage certificate which refers to ITC'69 is also acceptable. In case a request is received for tonnage measurements for e.g. yachts which are not classed, it is up to Recognised Organisation (RO) to accept the request. Tonnage measurements for non-commercial yachts with length less than 24 m are not required. In that case tonnage is established by formula.

For a ship with a length of 24 metres or more, provided with mechanical means of propulsion, the SOLAS requirements (with specified National exemptions) are applicable depending on the construction date, contract date or the date of keel laying, including retroactive requirements.

The condition of the ship and its equipment should be maintained to ensure that the ship will remain fit for the intended operation. An intermediate survey is required to be carried out during the validity of the National Safety Certificate.

Only the required equipment and no surplus equipment shall be mentioned on the record of approved safety equipment attached to the National Safety Certificate.

The NSI shall be notified by Recognised Organisation (RO) of any changes that affect the CoR or the Minimum Safe Manning Document (MSMD) as stipulated in the Agreement.

Existing Ships (keel laid before 01/07/2009)

Equipment already placed on board existing ships may be accepted 'as-is' by the Recognised Organisation (RO) surveyor , provided it's in good working condition and mentioned in the updated Record of Approved Safety Equipment.

For Existing ships of less than 500 GT, provided with mechanical means of propulsion, engaged on international voyages, the following checklists should be used as guidance for the required safety equipment on board:

1. Checklist existing cargo ship < 500 GT, > 24 metre, provided with mechanical means of propulsion, (Inter)national trade (Annex A)

   See the attached file “ItoRO 02 - Annex A - Checklist cargo ship of less than 500 GT and a length of 24 metres or more”.

2. Checklist existing cargo ship < 500 GT, < 24 metre, provided with mechanical means of propulsion, (Inter)national trade (Annex B)

   See the attached file “ItoRO 02 - Annex B - Checklist cargo ship of less than 500 GT and with a length of less than 24”.

3. Additional Instruction Safety Equipment in relation to checklists Annex A, B and D (Annex C)

   See the attached file “ItoRO 02 - Annex C - Additional Instruction Safety Equipment in relation to Annex A, B and D”.

An existing ship, not provided with mechanical means of propulsion, which is certified for manned operation at sea, as a minimum, shall be surveyed for compliance with the provisions as referred to in Article 9a. and Annex 3, paragraph 2 to the Regulation Safety Seagoing Vessels.

The following checklist should be used as guidance for the safety equipment required to be on board:

1. Checklist existing non-propelled manned barge (Annex D)

   See the attached file “ItoRO 02 - Annex D - Checklist existing non-propelled manned barge”

2. Additional Instruction Safety Equipment in relation to Annex A, B and D (Annex C)

   See the attached file “ItoRO 02 - Annex C - Additional Instruction Safety Equipment in relation to Annex A, B and D”.

In case an existing ship which is not provided with mechanical means of propulsion and not certified for manned operation at sea, but is however provided with safety equipment, this shall not be mentioned on the National Safety Certificate

Transitional provisions existing vessels

When restrictions where imposed to the ship, which have not been covered by the Certificate of Class and/ or the MSMD, these were included on the Certificate of Seaworthiness (CoS) and/or Declaration for manned operation. In that case they must have been transposed to the National Safety Certificate.

In all cases the Record of Equipment of the National Safety Certificate should be attached, even if no equipment is provided.

Newly built ships and existing ships transferred to the Netherlands' registry

A newly built ship or existing ship to be transferred to the Netherlands' registry (flag-in ship), no checklists exist, since a National Safety Certificate and attached Record of Approved Safety Equipment shall be drawn up during initial survey, based on the Ships Decree 2004, the Regulation Safety Seagoing Vessels and other applicable legislation (see NeRF-Maritime). Special reference is made to ItoRO no. 6 (Transfer of ships to Netherlands' registry).

Alterations and modifications

A ship which undergo alterations, modifications and outfitting related thereto, shall continue to comply with at least the requirements previously applicable to the ship. A ship, if constructed before the date on which any relevant amendment has entered into force, shall not as a rule comply to a lesser extent with these new requirements than it did before undergoing such alterations, modifications or outfitting.

Alterations and modifications of a major character (e.g. major conversion or changing type of ship) and outfitting related thereto, shall meet the requirements for ships constructed on or after the date on which any relevant amendments enter into force. This however in so far as the NSI deems this reasonable and practicable.

There is still a gap remaining in our national legislation for the requirements for structural fire protection for ships as referred to in Regulation Safety Seagoing Vessels, Article 3a, first paragraph, category b. and category c. (no more than 12 special personnel) with a date of construction between 01-07-2009 and 01-01-2018 or a building contract before 01-01-2018. As a result the current requirements for these ships are currently considered insufficient.

Therefore the NSI requires that the following items of IACS Recommendations No.99 - For the Safety of Cargo Vessels of less than Convention Size, as revised are to be checked for the aforementioned ships:

• Chapter I, General Provisions

• Chapter IV, section 2, except; 2.1.6, (item arranged in national legislation);

• Chapter IV, section 4, except; 4.1 and 4.2, (items arranged in national legislation);

• Chapter IV, section 5, only item 5.1.

Compliance with the items is to be confirmed or non-compliance is to be reported to the NSI.

Requirements where the issuance of a certificate is not mandatory

In case where requirements apply to a ship, whilst the issuance of a certificate is not mandatory but our National legislation provides for means of voluntary certification Recognised Organisation (RO) is also authorised to verify compliance and issue such a voluntary certificate (e.g. MARPOL Annex I and IV, Maritime Labour Certificate, see the Agreement, Annex I, article 2.4.14). Compliance with the applicable requirements, also in case of voluntary certification is however ultimately the responsibility of the shipowner, although Recognised Organisation (RO) is requested to report any non-compliances identified during its regular surveys.

Document of Compliances

A Document of Compliance (e.g. Dangerous Goods) cannot be issued to non-convention ships below 24 meter on behalf on the Government of the Netherlands. However, the Document of Compliance may be issued on behalf of Recognised Organisation (RO).

This applies to the issuance of all document of compliances for non-convention ships, where Dutch legislation does not provide a basis.

Further guidance related to applicable legislation (Regulatory Framework)

Refer to paragraph 3 of ItoRO No.2.

Appendix — Asbestos

Asbestos

Instructions to ship owners, shipping companies and ROs applicable from the 1^st December 2011: Ban on the use of asbestos on board ships

See the attached file “ItoRO no. 24 - Ban on the use of Asbestos on board ships”.

Refer to the Netherlands Flag Administration website, through the following link: https://english.ilent.nl/topics/developments-legislation-seagoing-vessels/asbestos-in-seagoing-ships

Refer also to attached file “Letter - asbestos - additional to ItoRO no. 24 dated 9-11-2022” for scenarios regarding the exemption requests concerning asbestos. Most of the reports submitted with the initial requests for exemption in relation to prohibited asbestos are based on an IHM survey; which is not in accordance with Instruction to Recognised Organisation no. 24 and therefore not acceptable.

Appendix — : Specific Certificates: National and bilingual International certificates

List of National certificates

- National Safety Certificate

- Record of Equipment

- Exemption Certificate

- Grain Loading Attestation

- IOPP Statement of Compliance

- COLREG Exemption Certificate

- Certificate of Compliance for a Large Commercial Yacht

- Crew Accommodation SOC

- Statement of Compliance (IMSBC Code Amendment 05-19)

- Statement of Compliance (IMSBC Code Amendment 06-21)