NIS - Specific requirements by the Norwegian Administration for the NIS flag

Flag instructions relating to Statutory surveys

Flag procedural requirements

For additional details, refer to the Agreement in the Norway flag procedure.

General policy

Agreement

An Agreement has been signed between the Norwegian Ministry of Trade, Industry and Fisheries and Recognised Organisation (RO) SA with an entry into force on 01/08/2025.

Annex I to the Agreement deals with ships registered in the Norwegian International Ship Register (NIS).

The Agreement and its Annexes are attached to the Norway flag procedure (except Annex I to the Agreement, which is also displayed in Annex 1 to the Agreement - Ships registered in the Norwegian International Ship register (NIS)).

Electronic Certificates

(Statement from the Administration dated 05/05/2017)

Organisations authorised to survey and issue certificates to ships registered in a Norwegian ship register, may issue such certificate electronically i.e. E-Certs.

E-Certs issued by a RO acting on the behalf of the Administration, shall contain the features identified in FAL.5/Circ.39/Rev.2 section 4.

General Requirements

Statutory certification

1. This section does not include all the requirements of the Norwegian International Ship Register (NIS), but only the basic information.

2. In case of initial issuance of statutory certificates, MOC is to be contacted for review and instructions. No initial or change of flag survey shall be performed unless agreement and instructions are received from MOC.

3. Definitive certificates shall be issued as per the relevant the related survey procedure or 17-x.

4. The Administration is given access to the class status through MOVE website.

Extensions of the validity of statutory certificates required by certain international conventions

Refer to Instructions to Class no. 03/2012 in the attached file “Instructions to Class 3-2012”.

Application

Recognised Organisation (RO) is authorised to carry out survey, verification and certification functions as detailed here after with respect to:

• Passenger ships¹ classed by Recognised Organisation (RO) and registered in NIS, unless otherwise stated,

• Cargo ships with gross tonnage of 500 and above, classed by Recognised Organisation (RO) and registered in NIS, unless otherwise stated (see Scope of authorisation),

• Mobile offshore units² registered in NIS.

(Summary, refer to Annex I of the Agreement in Annex 1 to the Agreement - Ships registered in the Norwegian International Ship register (NIS) for a complete information).

Scope of authorisation

1. SOLAS 1974, SOLAS Protocol 1978, SOLAS Protocol 1988 and subsequent amendments

   • Passenger Ship Safety Certificate.

   • Cargo Ship Safety Construction Certificate.

   • Cargo Ship Safety Equipment Certificate.

   • Cargo Ship Safety Radio Certificate - For ships with gross tonnage of 300 and above. (When radio survey and certification services are requested by the owner, the authorisation may also apply to ships not in class located in ports outside Norway.)

   • Cargo Ship Safety Certificate (if relevant).

   • Safety Management Certificate (SMC) as per SOLAS Chapter IX applicable to cargo ships with gross tonnage (1969) of 500 and above, irrespective of interim scheme tonnage mentioned in the REMARKS column of the International Tonnage Certificate (1969) and passenger ships (Irrespective of companies operating ships classed by RO, including ships where the NMA has issued certificates cf. SOLAS Chapter II-1 Regulation 3-1).

   • Document of Compliance (DOC) as per SOLAS Chapter IX (Irrespective of companies operating ships classed by RO, including ships where the NMA has issued certificates cf. SOLAS Chapter II-1 Regulation 3-1).

   • High-Speed (Cargo) Craft Safety Certificate (“Permit to Operate” for High Speed Cargo Crafts shall be issued by the NMA)

   • International Ship Security Certificate as per SOLAS Chapter XI-2.3 applicable to cargo ships with gross tonnage (1969) of 500 and above, irrespective of interim scheme tonnage mentioned in the REMARKS column of the International Tonnage Certificate (1969) and passenger ships

   • Certificate of Contingency Fitness for stand-by vessel, irrespective of gross tonnage.

   • Certificate of fitness for the carriage of Liquefied Gases in Bulk (for ships constructed before 31 October 1976), irrespective of gross tonnage.

   • Certificate of fitness for the carriage of Liquefied Gases in Bulk (for ships constructed on or after 31 October 1976 but before 1 July 1986), irrespective of gross tonnage.

   • International Certificate of Fitness for the Carriage of Liquefied Gases in Bulk (for ships constructed on or after 1 July 1986) (IGC code), irrespective of gross tonnage.

   • Certificate of Fitness for the Carriage of Dangerous Chemicals in Bulk (for ships constructed before 1 July 1986) (BCH code), irrespective of gross tonnage.

   • International Certificate of Fitness for the Carriage of Dangerous Chemicals in Bulk (ICCP-07 for ships constructed on or after 1 July 1986) (IBC code), irrespective of gross tonnage.

   • Document of authorization for the carriage of grain.

   • Document of compliance with the special requirements for ships carrying dangerous goods.

   • Special Purpose Ship Safety Certificate according to the SPS code (Resolution A.534(13)) (on a voluntary basis).

   • Special Purpose Ship Safety Certificate according to the SPS code 2008 (IMO Resolution MSC.266(84)) (on a voluntary basis) for ships certificated on or after 13 May 2008 (on a voluntary basis).

   • Polar Ship Certificate .

   Scope:

   • Approval of drawings and documentation, including the fire control plan referred in SOLAS Chapter II-2, Regulation 15, 2.4.

   • Approval of intact and damage stability documentation.

   • Approval of Cargo Securing Manuals.

   • Approval of ship security plans (Irrespective of ships being classed by RO including ships where the NMA has issued certificates cf. SOLAS Chapter II-1 Regulation 3-1).

   • Initial survey or verification and issuance of full term certificates or, when relevant, interim (short term) certificates.

   • Issuance of exemption certificates. At initial survey after consultation with NMA only.

   • Annual, intermediate, periodical and additional surveys or verifications and endorsements or renewal surveys and issuance of certificates as appropriate.

   • Enhanced surveys for bulk carriers and tankers.

2. ITC 1969

   International Tonnage Certificate (1969)

   Scope:

   Measurement and approval of calculations related to endorsement and issuance of International Tonnage Certificate, 1969

   Gross tonnage: means the gross tonnage calculated in accordance with the tonnage measurement regulations contained in Annex I to the International Convention on Tonnage Measurements of Ships, 1969, or any successor Convention; for ships covered by the tonnage measurement interim scheme adopted by the IMO, the gross tonnage is that which is included in the REMARKS column of the International Tonnage Certificate (1969).

   For ships holding a 1982 tonnage certificate in addition to the 1969 tonnage certificate, NMA has decided that the gross tonnage showed in the 1982 certificate shall be guiding figures for applying the NIS agreement. In this case, the safety certificates will be issued with a footnote showing the gross tonnage according to national Rules [refer Resolution A.494(XII)].

3. Load Lines

   International Loadline Certificate for passenger ships and cargo ships, both of 24 m length (L) and upwards

   Scope:

   • Approval of drawings and documentation including intact and damage stability documentation.

   • Assignment of freeboard.

   • Initial survey and issuance of full term certificates or, when relevant, short term certificates.

   • Issuance of exemption certificates. At initial survey only after consultation with NMA.

   • Annual, renewal and additional surveys and endorsements or renewal of certificates.

4. MARPOL 73/78

   1. Annex I for every ship with gross tonnage of 400 and above, and oil tankers with gross tonnage of 150 and above.

   2. Annex II for all tankers carrying noxious liquid substances in bulk, irrespective of gross tonnage.

   3. Annex IV (sewage) for every ship of 400 gross tonnage and above and every ship certified to carry 15 or more persons.

   4. Annex V (garbage) for every ship of 400 gross tonnage and above and every ship certified to carry 15 or more persons.

   5. Annex VI (emissions to air) Chapter 2 for every ship of 400 gross tonnage and above.

      The control functions shall be in accordance with the Convention and with Guidelines developed by IMO and include approval of the relevant plans so specified by the Convention :

      • Approval of drawings and documentation (Procedures and Arrangements Manual for OSV is not delegated).

      • Approval of “Operations and equipment manual” for crude oil washing.

      • Approval of “Operations manual for oil discharge monitoring and control system” required being on board oil tankers.

      • Approval of “Dedicated clean ballast tank operation manual” for existing product tankers.

      • Approval of “Shipboard Oil Pollution Emergency Plan” required to be on board oil tankers of 150 gross tonnage and above and other ships of 400 gross tonnage and above.

      • Approval of “Procedure and Arrangements manual” for chemical tankers.

      • Approval of “Shipboard Marine Pollution Emergency Plan for noxious liquid substances” required to be on board ships of 150 gross tonnage and above carrying noxious liquid substances in bulk.

      • Approval of the STS operations plan for Recognised Organisation (RO) classed oil tankers of 150 gross tonnage and above engaged in STS operations

      • Initial survey and issuance of full term certificates or when relevant, short term certificates.

      • Annual, intermediate, renewal and additional surveys including endorsement or renewal of certificates.

      • Issuance of exemption certificates at initial survey after consultations with the NMA only.

      Related to:

      • International Oil Pollution Prevention Certificate (IOPP certificate).

      • International Pollution Prevention certificate for the carriage of Noxious Liquid Substances in Bulk (NLS certificate).

      • International Sewage Pollution Prevention certificate (ISPP).

      • International Air Pollution Prevention certificate (IAPP).

      • International Energy Efficiency Certificate (IEEC).

   6. Annex VI Chapter 3 for every marine diesel engine with output of more than 130kW installed on a ship or an MOU.

      MARPOL Regulation VI/13.8 related to Engine International Air Pollution Prevention Certificate (EIAPP) (Irrespective of whether the engine is installed on a ship or an MOU, not classed by the RO issuing the EIAPP certificate).

   7. Annex VI Chapter 4 for all ship of 400 gross tonnage and above.

      MARPOL Regulation VI/20 and 21 related to Verification of the attained Energy Efficiency Design Index (EEDI) (Applies also to ships not classed by RO, subject to agreement by the RO).

   8. Annex VI Chapter 4 for each ship of 5000 gross tonnage and above, on or after 1 January 2020

      • Verification of the Fuel Oil Consumption data reported

      • Transfer of verified data to the IMO Ship Fuel Oil Consumption Database

      Related to:

      • MARPOL Reg. VI/5.4.5 Issuance of Confirmation of Compliance – Ship Fuel Consumption Data Collection Plan

      • MARPOL Reg. VI/6 Issuance of Statement of Compliance – Fuel Oil Consumption Reporting

5. International Convention on the control of harmful Anti-Fouling Systems on ships

   The society perform surveys and issue the certificate in accordance with IMO AFS convention.

6. Ballast Water Management

   Verify that the water ballast management plan complies with IMO guidelines.

   Ships with gross tonnage of 400 and above equipped with ballast water treatment technology :

   • Verify that ballast water cleaning technology installed complies with IMO guidelines

   • Initial survey and issuance of certificate

   • Renewal survey and renewal of certificate

7. Non-convention ships

   1. Non-convention Cargo Ship Safety Radio Certificate to a ship of less than 300 grt

      Upon request from the owner, the society is allowed to perform initial/renewal/periodical surveys and issue/endorse a Non-convention Cargo Ship Safety Radio certificate. Radio equipment shall be in accordance with SOLAS requirement. When the survey is performed in Norwegian ports, pending availability, contracts for the performance of radio survey services to be placed with radio survey companies approved by the NMA.

      When radio survey and certification services are requested by the owner, the authorisation may also apply to ships not in class located in ports outside Norway.

      (Issuance of exemption certificate after consultation with the NMA only).

      The following forms in attached files are to be used:• form KS-0286-BE Cargo Ship Safety Radio Certificate (non-convention)• form KS-0286-1BE Record of Equipment CRC (non-convention)

   2. Towing and anchor handling equipment

      Related to cargo ships of 24 m length (L) and upwards

      • Approval of drawings and documentation.

      • Initial survey

      • Verification of compliance with requirements in Regulations of 1 July 2014 No. 1072 on the Construction of Ships, Chapter 2 section 13.

      • Periodical surveys (every 5^th year).

8. Code of safety for diving systems (for cargo ships only)

   • Approval of drawings and documentation.

   • Initial, annual and renewal surveys and issuance or endorsement of IMO diving system safety certificate.

9. COLREG

   • Approval of drawings and documentation.

   • Initial survey.

10. Supervision of manning

    • refer to Manning, Qualifications and Operating arrangements

11. Certificate of Fitness for the Transport and Handling of Limited Amounts of Hazardous and Noxious Liquid Substances in Bulk on Offshore Support Vessels (Res.A.673(16))

    Certificate of Fitness for the Transport and Handling of Hazardous and Noxious Liquid Substances in Bulk on Offshore Support Vessels (OSV Chemical Code)

    • Approval of drawings and documentation.

    • Annual survey.

    • Intermediate survey.

    • Periodical and Additional surveys or verifications.

    • Renewal survey.

    • Issuance and endorsement of Certificate of Fitness.

Communications with the Norwegian Maritime Authority

No Survey Centre shall directly send either fax or memo or survey report to NMA unless duly advised to do so.

Reporting : see paragraph 5 of Annex I to the Agreement.

Cargo Ship Safety Certificate (1988 SOLAS protocol)

1. The 1988 SOLAS protocol, Regulation 12(v) introduces a certificate called Cargo Ship Safety Certificate as an alternative to the safety certificates for construction, equipment and radio. Such a certificate may be also issued to NIS ships, upon the owner’s request.

2. The NMA would, however, prefer Cargo Ship Safety Construction Certificates, Cargo Ship Safety Equipment Certificates and Cargo Ship Safety Radio Certificates to be issued for their ships instead of the Cargo Ship Safety Certificate.

Use of sub-contractors

Attendance of any sub-contractor or any specialist supplier who is not duly approved by the society shall be limited to aspects which are not deemed as essential to the safety of ships and their crews.

Unscheduled inspections

(Instruction to Class 2-2018)

Unscheduled inspections are part of the Agreement concerning ships registered in the Norwegian International Ship Register (NIS), i.e. paragraph 4, Annex I to the Agreement:

QUOTE

RO shall, as part of the authorization according to this Annex of the Agreement, carry out unscheduled inspections, as considered appropriate, on board ships to which this authorisation applies. With regard to selection of ships, extent of inspection, reporting, fees, etc., RO shall carry out unscheduled inspections as per separate instructions detailed in Instructions to Class issued by the NMA.

RO shall carry out unscheduled inspections, additional surveys and verifications whenever instructed by the NMA.

UNQUOTE

Unscheduled inspection may take place at any time. Unscheduled inspections shall include inspections of any condition which actually or potentially may compromise the fitness of the ship to proceed to sea without danger to the ship or persons on board, or of a ship presenting an unreasonable threat of harm to the marine environment. The ship owner or the ship owner’s representative shall assist Recognised Organisation (RO) during unscheduled inspections.

1. Selection of ships due for an Unscheduled Inspection:

   • Unscheduled inspections should be carried out annually on approximately 10% of the average number of delegated ships;

   • When deemed appropriate, unscheduled inspections can be initiated by the surveyor in charge in combination with other services delivered by Recognised Organisation (RO);

   • Selecting ships for unscheduled inspections should be based on the perceived risk profile of the ROs’ portfolio of ships registered in a Norwegian ship register. Ships which evidently are maintained or operated at sub-standard levels, should be prioritised for ROs’ unscheduled inspections.

2. Scope of unscheduled inspections initiated by RO:

   • When relevant for delegated ships, the NMA’s annual focus campaign check list shall apply and be used during ROs’ unscheduled inspections in addition to the ordinary checklist;

   • The surveyor shall verify that the ship’s manning and required qualifications as well as relevant operating arrangements comply with the Safe Manning Document (refer to Manning, Qualifications and Operating arrangements);

   • All statutory certificates shall be verified for their validity;

   • Any outstanding statutory deficiencies and conditions of class shall be surveyed;

   • A visual inspection with the scope of either:

     - an annual general class survey;- the statutory part of a mandatory annual survey;- the annual Load Line Survey, or- items to be surveyed under other statutory certificates.

3. The scope of unscheduled inspections requested by the NMA will be decided in each separate case.

4. Reporting in relation to unscheduled inspections:

   • The scope, the outcome and deficiencies recorded during an unscheduled inspection shall be reported in accordance with the normal practice of the RO for the type of survey carried out;

   • A report which contains the aggregate number of unscheduled inspections during the preceding year shall be sent annually to the NMA by the end of January; The report shall contain a summary of vessels surveyed and a short listing of deficiencies or condition of class issued – if any.

5. Fees for unscheduled inspections:

   • ROs shall not charge the ship owner fees for unscheduled inspections. RO may charge the ship owner for work carried out as part of additional surveys as a result of deficiencies observed during unscheduled inspections;

   • Unscheduled inspections requested by the NMA shall be charged to the NMA and incur fees according the NMA’s tariff of fees in force at the time when the unscheduled inspections were carried out.

For further information, refer to attached file “IC 2-2018”.

Annual Focus Area

Since 2014, the NMA has an annual focus area for what they call risk-based supervision. The focus areas have been chosen based on annual risk analyses, which in turn have been based on accident statistics, reports from the Accident Investigation Board Norway, and findings from surveys and inspections, among other things. In the same period, they have seen that the number of accidents on board and including commercial vessels has been significantly reduced.

Annual focus on risks may be found at following web link: https://www.sdir.no/en/shipping/accidents-and-safety/safety-investigations-and-reports/

Registration in NIS

Declaration of safety to the Norwegian Maritime Authority (NMA) required prior to registration in NIS / NOR

Refer to Instructions to Class no. 04/2012 (see the attached file “Instructions to Class 4-2012”).

The declaration shall be drafted by the attending Survey Centre which sends it to MOC.

The MOC will forward it to the NMA on email : nis-nor@sdir.no.

Tonnage

1. In case of change of flag, the existing tonnage certificate issued by a foreign Administration or another Classification Society has to be at first accepted temporarily, and a copy of the approved certificate - duly corrected as to the call signal, nationality and if necessary ship name, homeport and owner - shall be submitted immediately to the Administration either by the Head Office or MOC, before the actual date of change of Flag. This certificate shall be given endorsement “Valid as tonnage certificate for the registration of the above named ship in NIS” and signed.

   The NMA will use it for issuance of their Certificate of Nationality.

2. NMA requires that a foreign tonnage certificate which temporarily has been approved by the Society for a NIS ship should at least include the Norwegian call signal and the Norwegian name as given in the “Certificate of Name”, which the Society has received from NMA for the relevant ship, to avoid that the certificate submitted to NMA and NIS be linked with the wrong ship.

3. A new certificate is issued on behalf of the NMA upon satisfactory completion of the change of Flag survey.When an International Tonnage Certificate (1969) is put on board a ship, any previous tonnage certificates shall be withdrawn and sent back to their issuing Authorities.

The ship shall be marked as required by the Norwegian Regulation of 26 July 1994. A marking report shall be completed.

Special delegation

By special delegation, the society may be authorised to undertake complete or partial measures on a specific ship, group of ships, ships in certain trades, etc. which do not come under the general authorisation.

Condition on which a special delegation is to be based will be stated for each individual case (Annex V to the Agreement).

Acts, Regulations and Circulars

Refer to Norwegian Maritime Authority website: https://www.sdir.no/en/legislation/

Refer to Instructions to Class 3-2014 rev.5 in attached files.

Acceptance criteria for granting certain exemptions

(Instructions to Class 2-2017, refer to attached file “Instructions to Class 2-2017 Rev. 3_final”)

This document, which applies to cargo ships registered in a Norwegian ship register, instruct RO of the NMA’s acceptance criteria for:

• granting certain exemptions to ships

• allowing a ship to continue its service when certain systems or pieces of equipment cannot be repaired or replaced.

Change of flag and acceptance of plans

(Instructions to Class 2-2019 (rev.1))

1. Save for the instructions in paragraphs b), c) and d) below, the plans set out in annex I () need no re-approval in conjunction with change of flag, when: - the ship after change of flag is operated by the same entity which operated the ship prior to change of flag and the Document of Compliance (DOC) is issued either - by or on the behalf of an EEA-administration, or - by an RO which is a member of IACS.

   

2. Stability and damage control plans for offshore support vessels and vessels designed for towing, registered in the Norwegian Ordinary Ship register, shall be submitted to the NMA for verification, consideration and re-approval (see Note below).

3. Stability and damage control plans for offshore support vessels and vessels designed for towing, registered in the Norwegian International Ship register, shall be verified, considered and approved by the RO (see Note below).

4. Plans which refers to or which are based on exemptions or equivalent solutions approved by the losing flag, shall be forwarded to the NMA for its consideration.

5. Plans, for which re-approvals are not required, ref. a) above, shall be stamped to identify that subject plans are accepted on the behalf of the NMA.

Conversions

The Administration does not require to be contacted by Recognised Organisation (RO) to decide whether a conversion shall be considered as Major or not.

LL 66

Stability document

The stability documentation on board must show that the actual calculations are approved by NMD or by the society on behalf of the Administration.

This requirement stands even if the society has previously approved the file on behalf of another Flag Administration.

Carriage of more than one Load Line Certificate

(Instructions to Class 1-2020)

The general conditions for the issuance and carriage of additional International Load Line Certificates on board Norwegian ships are as follows:

1. The ship must fully comply with all the relevant safety requirements in force for a ship of maximum draught/deadweight (dwt) for which minimum freeboard could be assigned.

2. Each set of Load Line marks corresponding to the certificates shall be permanently marked on the ship’s sides and verified.

3. Only the set of Load Line marks corresponding to the least freeboard assigned shall normally show the full grid markings. The additional increased freeboard shall be marked as all seasonal, and only the Load Line Mark and the Fresh Water Load Line need be marked. (Ref. Reg.6.6. of the ICLL 66). However, in individual cases and at the discretion of the owner, a full grid of density and seasonal Load Lines may be marked.

4. Only one set of Load Line marks shall be visible at any one time, and the remaining Load Line marks shall be effectively obliterated with paint.

5. Multiple Load Line certificates with different dwt capacities may be covered by a single International Oil Pollution Prevention (IOPP) certificate incl. supplement in which the dwt is given as ‘up to’ or ‘maximum allowable’ followed by a punctation mark (asterisk) after the number which states the dwt tonnage, provided that all relevant dwts result in the same MARPOL Annex I requirements. The asterisk refers to a tabular of corresponding International Load Line Certificates with dwts covered by this certificate (see IOPP certificate sample annexed to these Instructions to Class). If the different dwt capacities result in different MARPOL Annex I requirements, multiple IOPP certificates with corresponding supplements shall be issued.

6. The Master may alter the Load Line marks for the vessel in accordance with the applicable Load Line Certificate and item d) above. The new marks shall be verified by the Master who, when satisfied with the alterations and the condition of the vessel, makes an official entry in the ship's deck logbook stating the certificate in use. The Master must ensure that the correct Load Line mark and associated certificate are on display, and that all other certificates are placed in a sealed envelope on board. If electronic certificates are issued by the RO, the Master shall ensure that the correct electronic certificates are on display in the database.

Inlets/discharges and airpipes in connection with the wells on live fish carriers

(Instructions to Class 2-2017, see Acceptance criteria for granting certain exemptions)

Recognised Organisation (RO) may issue an exemption from ICLL Reg. 20(3) for live fish carriers with respect to automatic closing arrangement for the well without consulting the NMA based on:

• When the valves are in open position the fish cargo holds are completely filled with sea water, so ingress of water is not relevant.

• When fish cargo holds are empty, the valves are to be kept closed.

Recognised Organisation (RO) may issue an exemption from ICLL Reg. 22 for well boats with respect to fitting automatic non-return valves to sea inlets/outlets for the fish cargo tanks without consulting the NMA based on:

• The fish cargo holds are normally filled with sea water, therefore ingress of water is not relevant.

• When the fish holds are empty the integrity is maintained by remote operated valves.

If such a solution is used Recognised Organisation (RO) shall report to NMA so that this may be reflected in GISIS.

SOLAS 74

Cargo Ship Safety Construction Certificate

Asbestos

In ships built on / or after 1 July 1987, all use of asbestos is prohibited, except pre-manufactured asbestos, packings and friction coating, etc. which need not adapting work on board.

In ships built before the 1 July 1987 all asbestos in need of repairs or renewal shall be replaced with equivalent non-asbestos material.

Initial testing of watertight bulkheads

(SOLAS II-1/11)

(Instructions to Class No 01-2014 rev.1)

Instruction to Class (IC) 1-2014 rev.1 adopts alternative provisions for the testing of watertightness and structural strength of boundaries which form parts of the watertight subdivision of ships. The provisions adopted in IC 1-2014 rev.1 are at least as effective as the requirements in SOLAS Reg. II-1/11.2 and 11.3.

The NMA permits that ROs apply the provisions and testing procedures set out in IACS UR S14 Rev.6 Part B, in order to comply with the testing requirements in SOLAS Reg. II-1/11.2 and 11.3 provided that:

1. A yard, that builds ships for which the provision in IACS UR S14 Rev.6 Part B may be applied as equivalent provisions compared to the testing standards in SOLAS Reg. II-1/11.2 and 11.3, shall have a certified quality management system which complies with a recognized international standard, e.g.an ISO 9001 series quality management system standard, which covers inter alia the production and testing of compartments which shall be tested for compliance with the provisions of SOLAS Reg. II-1/10.

2. The RO shall have experience with yards referred to in paragraph 1 above to such extent that the society finds the use of the provisions in IACS UR S14 Rev.6 Part B adequate for the purpose of ensuring the required tightness and structural strength of watertight boundaries.

Refer also to the Norway flag procedure.

ESP Code

Under ESP, the maximum allowable period between consecutive bottom surveys is 36 months. If the above is exceeded, the Safety Construction Certificate (and additionally the IOPP if the ship is an oil tanker) ceases to be valid.

For cargo ships, the 1988 Protocol introduces requirements for a minimum of two inspections of the outside of the ship’s bottom during any five-year period and, in all cases, the interval between any two such inspections shall not exceed 36 months.

Fire control plan

(SOLAS II-2, Regulation 15, 2.4)

NMD requires that this plan is approved.

Safe access to bow

(Instructions to Class 2-2017, see Acceptance criteria for granting certain exemptions)

Recognised Organisation (RO) may issue an exemption from SOLAS Reg. II-1/3-3 regarding Safe Access to Bows for gas tankers, when considering the relatively large freeboard and that the vessel has alternative means of access to bow that gives an equivalent level of safety ref. paragraph 2 in MSC.62(67), this may be done without consulting the NMA.

If such a solution is used Recognised Organisation (RO) shall report to NMA so that this may be reflected in GISIS.

Means of embarkation on and disembarkation from ships

(Instructions to Class 2-2017, see Acceptance criteria for granting certain exemptions)

Recognised Organisation (RO) may accept harmonizing the inspection and maintenance of gangways and accommodation ladders with planned dry dock within three months. Before accepting an harmonization, the master of the ship concerned shall document to the satisfaction of Recognised Organisation (RO) that the equipment in question is in good working order.

If gangways and accommodation ladders are damaged at sea, Recognised Organisation (RO) may issue a statutory recommendation valid for three months pending repair.

Valve in connection with piping through collision bulkhead

(Instructions to Class 2-2017, see Acceptance criteria for granting certain exemptions)

Recognised Organisation (RO) may use the voluntary early implementation of the amendments to SOLAS Reg. II-1/12.6.2 adopted by Res. MSC.474(102) without consulting the NMA.

The NMA considers these requirements as equivalent to MSC.421(98) Reg. II-1/12.6.1.

If such a solution is used Recognised Organisation (RO) shall report to NMA so that this may be reflected in GISIS.

Malfunction of emergency generator

(Instructions to Class 2-2017, see Acceptance criteria for granting certain exemptions)

In the event of malfunction of emergency generator, Recognised Organisation (RO) may accept a temporary exemption from SOLAS, Annex II-1/ Reg. 43, and issue a short-term Cargo Ship Safety Construction Certificate valid for a maximum of three months, without consulting the NMA based on the following conditions:

• Risk assessment is carried out by the Owner with mitigating actions confirmed implemented on board.

• Main power supply can be automatically restored by stand-by generator after black out.

• Ship can be brought into operation from a dead-ship condition with any of the remaining generators.

• Class Notation for unattended machinery space to be suspended, requiring engine room/machinery spaces to be manned at all times.

• Local port authorities & Pilots to be informed by the Master about condition of Emergency Generator.

In cases of malfunctioned emergency generator for more than three months, the NMA shall be consulted on case-by-case basis.

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

(Administration email dated 14/01/2026)

Recognised Organisation (RO) is not yet approved by the Administration as a competent company.

The Administration accepts that approved competent persons, competent company type A-1 and RO can approve lifting appliances under Norwegian flag. It is the Owner’s choice which of these three alternatives they want to use for their lifting appliances.

For SOLAS ships, the bilingual Norwegian certificates (available in the National Certificate part of ASMS2 see SPECIFIC CERTIFICATES: NATIONAL AND BILINGUALINTERNATIONAL CERTIFICATES.) must be issued upon the first renewal survey on or after 1st January 2026.

For all other ships, these new certificates may be issued at the first opportunity.

The Administration considers application of SOLAS II-1/3-13 for lifting appliances with SWL below 1 ton.

Gantry and excavator installed on top of hatch coaming will be required to fulfil the requirements of SOLAS II-1/3-13.

In addition, refer to the following national regulations (in attached files):

• Regulations of 17 January 1978 No. 4 on cargo-handling appliances in ships

• Regulations of 13 January 1986 No. 31 on cranes used on ships in open waters for loading and unloading

Cargo Ship Safety Equipment Certificate

Emergency fire pumps on NIS cargo ships

Ships of 500 grt and above shall carry an emergency fire pump as follows :

Personnal Life-saving Appliances - Immersion suits

(Instructions to Class 2-2017, see Acceptance criteria for granting certain exemptions)

The NMA considers warm climates, as referred to in SOLAS Reg. III/32.3.2, to be within latitudes 30° N and 30° S.

If such a solution is used Recognised Organisation (RO) shall issue exemption certificate.

Language

If a ship is manned by a non-Norwegian crew, the English language in addition to other appropriate languages shall be used in muster lists, emergency instructions and operating instructions.

Instrument for measuring hydrocarbons and oxygen content

All ships shall have on board at least one instrument for measuring oxygen content of the air or for examining whether the air contains gas concentrations which are poisonous or injurious to health.

Muster list

The surveyor shall check that the muster list is updated in accordance with the present crew manning.

Electronic navigation charts (RCDS and ECDIS)

ECDIS, when used in the RCDS mode do not have the full functionality of ECDIS. Their use shall then be supplemented by updated paper charts.

Digital log books

Pursuant to Regulation V/28 of SOLAS, 74 as amended, Norway has decided to accept digital ships’ log books provided the installation is in accordance with relevant national and international requirements and the manufacturers of the log books are approved by NMD.

BNWAS

(Email from the Norwegian Maritime Authority dated 25/01/2012)

The Norwegian Maritime Authority (NMA) agrees that if the “vigilance system” has been approved according IMO Resolution MSC.128(75), nothing more is required.

Refer to the “Regulation of 15 September 1992 No. 701 concerning Navigational Aids and Arrangements on the Bridge and in the Wheelhouse, and Communication Equipment in the Wheelhouse of Ships” :

• § 6 Approval of equipment

  Equipment required by the provisions of this regulation and Chapter V of the SOLAS convention or IMO Resolution A.373(X) shall be type-approved or accepted (ref. § 2 subparagraphs 1 and 34). Instruction manuals and maintenance material, etc. for the shipboard equipment shall be carried on board.

• § 2 DefinitionsFor the purpose of this regulation, the following definitions shall apply :

  • 1. Accepted :

    Equipment accepted by the Norwegian Maritime Directorate on the background of approval or type approval of the equipment by :

    • a) a recognized classification society,

    • b) a Notified Body,

    • c) another public / private institution specified by name, or

    • d) the administration in a country which has ratified the SOLAS convention.

NMA requirements for acceptance of installed BNWAS :

1. BNWAS system installed on board shall be type approved.

2. BNWAS systems installed prior to 1 July 2011 approved not fully according to comply MSC.128(75), may be accepted when minimum requirements according to our Recognised Organisation (RO) ASMS items from the ASMS reporting system (see 3.21.3 of Safety Equipment) are fulfilled. The Recognised Organisation (RO) ASMS survey report is to be sent to the Administration for that purpose.

3. BNWAS systems approved according to former class notation and fulfilling the aforementioned items, will be accepted by the Norwegian Administration.

BNWAS systems with no documented approval will not be accepted.

Medical oxygen

(Instructions to Class 4/2014 rev.1)

Norwegian ships carrying dangerous goods covered by, and as defined in the IMDG code or in the IGC code or the IBC code, shall be provided with medical supplies in accordance with regulation of 9 March 2001 No. 439 concerning Medical Supplies on Ships, section4.

Group A and B vessels shall be equipped with a 40 litres 200 bar cylinder with medical oxygen for breathing applications.

It is acceptable to place the 40 litres 200 bar oxygen cylinder inside the superstructure in the ward room / hospital beside the bed(s). The cylinder shall be securely locked in a frame connected directly to the steel structure of the ship. The installation shall be equipped with a safety valve and a possible overpressure shall vent to open deck through a pipe.

Alternatively the cylinder may be placed in a cabinet outside the superstructure. The installation shall then comply with Regulation of 25 April 2002 No. 422 concerning welding, welding equipment, hot work and storage of gas cylinders on board ship.

The requirement of 40 litres / 200 bars oxygen supply may be composed of 2x20 litres / 200 bars cylinders or 4x10 litres / 200 bars cylinders. Continuous delivery of oxygen shall be ensured.

Other equivalent solutions may be considered on a case-by-case basis.

The arrangements for medical oxygen supply shall be surveyed in conjunction with the annual survey for Cargo Ship Safety Equipment Certificate and should cover the following :

• Verify that the cylinder(s), valve(s) and components necessary to deliver oxygen continuously are checked and tested according to the manufacturer’s requirements.

• Verify that the medical oxygen has been renewed according to statutory* requirements (every third year).

Fixed fire-extinguishing arrangements in cargo spaces

(Instructions to Class 2-2017, see Acceptance criteria for granting certain exemptions)

Cargo spaces of any cargo ship constructed and solely intended for the carriage of ore, coal, grain, unseasoned timber, non-combustible cargoes or cargoes which constitute a low risk of fire* may be exempted from the requirements of the Regulations of 1 July 2014 No. 1099 on fire protection on ships section 2, first subparagraph (a), cf. SOLAS Reg. II-2/10.7.1.3 and 10.7.2, in accordance with SOLAS Reg. II-2/10.7.1.4.

* MSC.1/Circ.1395/Rev.1 Lists of Solid Bulk Cargoes for which a fixed gas fire-extinguishing system may be exempted, or for which a fixed gas fire-extinguishing system is ineffective.

Servicing of inflatable liferafts

(Instructions to Class 2-2017, see Acceptance criteria for granting certain exemptions)

According to SOLAS Reg. III/20.8, every inflatable liferaft shall be serviced at intervals not exceeding 12 months. In cases where this is impracticable, the Administration may extend this period up to 17 months.

Recognised Organisation (RO) may extend this period to up to 17 months without consulting the NMA in cases where service providers are inaccessible.

Legal basis for extending the service interval is: Regulations of 1 July 2014 No. 1019 on life-saving appliances on ships section 2, cf. SOLAS Reg. III/20.8.1.

Following liferafts with extended service intervals are accepted by the Administration (refer to attached file “Statement of the government of Norway”):

• VIKING INFLATEABLE LIFERAFT S30

• SURVITEC EXTENDED SERVICE LIFERAFTS (ESR)

• SURVITEC SAS LIFERAFTS

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

Service providers

(Administration email dated 22/01/2020)

The Administration accepts service providers approved by an RO or authorized by a Flag State listed in the white part of the currently published valid Paris MOU Flag Performance list as promulgated by the Paris MOU secretariat, as amended.

Extension of examination period

(Instructions to Class 2-2017, see Acceptance criteria for granting certain exemptions)

Lifeboats, rescue boats and fast rescue boats, launching appliances and release gear are subject for annual and five-year thorough examination in accordance with SOLAS III Reg. 20.11 and Res.MSC.402(96).

In cases where this is impracticable, the NMA authorizes Recognised Organisation (RO) to extend the examination period up to three months. Before Recognised Organisation (RO) extends the examination interval period, the master of the ship concerned shall document to the satisfaction of Recognised Organisation (RO) that the equipment in question is in good working order and that service has been planned within the time period.

Manual slewing of rescue boat launching davit (MSC.459(101))

(Instructions to Class 2-2017, see Acceptance criteria for granting certain exemptions)

Further to Regulations-1019, section 14, confer MSC.1/Circ.1565 paragraph 3.4 and MSC.459(101), which enters into force on 1 January 2024, until 31 December 2023 Recognised Organisation (RO) can accept the following equivalent solution.

On cargo ships equipped with a rescue boat which is not one of the ship's survival craft, having a mass of not more than 700 kg in fully equipped condition, with engine, but without the crew, the launching appliance of the boat does not need to be fitted with stored mechanical power provided that:

• manual hoisting from the stowed position and turning out to the embarkation position is possible by one person;

• the force on the crank handle does not exceed 160 N at the maximum crank radius of 350 mm; and

• means having sufficient strength such as bowsing line are provided for bringing the rescue boat against the ship's side and holding it alongside so that persons can be safely embarked.

For existing vessels after 1 January 2024, the solution above will still be applicable.

Shipborne navigational equipment and systems not required onboard ships

(Instructions to Class 2-2017, see Acceptance criteria for granting certain exemptions)

The requirements of SOLAS Regulation V/19.2.1.8 shall neither apply to cargo- nor passenger ships.

Navigation bridge visibility

(Instructions to Class 2-2017, see Acceptance criteria for granting certain exemptions)

Regulations-1157, section 13(1) a), ref. SOLAS Reg. V/22.1.1 require the conning position to have a view of the sea surface which is not obstructed by more than two ship lengths, and never more than 500 meters forward of the bow and to 10° on either side.

When ships are loaded with windmill blades and windmill towers, the field of vision from the conning position may not comply with these regulations. If the navigation bridge visibility is obstructed for other reasons than the type of deck cargoes mentioned before, the NMA shall be consulted on a case-by-case basis.

When measures set out sub-paragraphs 11.3.1 to 11.3.4 of Instructions to Class 2-2017 (see Acceptance criteria for granting certain exemptions) are implemented, the NMA considers the resulting arrangements equivalent to the requirements of having a view of the sea surface from the conning position as stated in Regulations-1157, section 13(1) a) and authorizes Recognised Organisation (RO) to consider and approve such arrangements.

Recognised Organisation (RO) may issue equivalents of a partial or conditional nature, and that the ship is exempted from the requirements of SOLAS Reg. V/22.1.1, on the basis of Regulations-1157, section 13 (3) a), cf. SOLAS Reg. V/3.2 3.

If such a solution is used Recognised Organisation (RO) shall report to NMA so that this may be reflected in GISIS.

The NMA underlines that this instruction applies to requirements in SOLAS Reg. V/22.1.1 only.

If the navigation bridge visibility is obstructed for other reasons than deck cargoes of windmill blades and windmill towers, the NMA shall be consulted on a case-by-case basis.

Fire protection, fire detection equipment, fire extinction system

(Instructions to Class 2-2017, see Acceptance criteria for granting certain exemptions)

In the event of malfunction of fire protection, fire detection equipment, fire extinction system, the carriage of which is required by SOLAS Chapter II-2, Recognised Organisation (RO) may issue a statutory recommendation for a period up to three months pending repair of the malfunctioning equipment.

Before the issuance, the master of the ship concerned shall document to the satisfaction of Recognised Organisation (RO) that suitable arrangements have been made by the master to take the inoperative equipment or unavailable information into account when planning for and executing a safe voyage to a port where repairs can take place. A risk analysis may be needed to identify any mitigating measures to be implemented.

If more than three months are needed for the repair of the malfunctioning fire detection equipment, the NMA shall be consulted on a case-by-case basis.

Fire protection systems and fire-fighting systems and appliances

(Instructions to Class 2-2017, see Acceptance criteria for granting certain exemptions)

In the event of situations where service of equipment given in SOLAS regulation II-2/14.2.2.3 becomes challenging or impracticable to conduct within the given service interval period, the NMA authorizes the Recognised Organisation (RO) to extend this period up to three months.

Before Recognised Organisation (RO) extends the service interval period, the master of the ship concerned shall document to the satisfaction of Recognised Organisation (RO) that the equipment in question is in good working order and that service has been planned within the time period.

If more than three months are needed for the repair of the malfunctioning fire detection equipment, the NMA shall be consulted on a case-by-case basis.

Disabled fire alarm and smoke detection system

(Instructions to Class 2-2017, see Acceptance criteria for granting certain exemptions)

If master of a ship sees the need to disable fire alarm and/or smoke detection system on board, Recognised Organisation (RO) may issue a statutory recommendation to accept this when following measures are implemented on board:

• The engine room to be manned at all times and the manning on board should be according to the safe manning certificate for manned engine rooms.

• Master shall establish regular fire patrol (at least twice during each four-hour watch) of the ship with means of communications to contact the navigational watch officer and the engine room control station, when necessary.

• The public address /general alarm system to be tested that it is working and can be used to make emergency announcements in the accommodation and in the engine room.

• The roving fire watch shall operate both at sea and in port, as appropriate in accordance with the Risk Assessment. The results of each fire watch shall be properly recorded in vessel s official logbook.

• All ship's personnel shall be advised regarding status of the fire detection system.

• All manually operated call points and remaining fire safety systems remains fully operational.

• Pilots and port authorities where vessel calls shall be notified by the Master about the malfunctioning equipment.

Lifeboat and lifeboat boat davit

(Instructions to Class 2-2017, see Acceptance criteria for granting certain exemptions)

In the event of damaged lifeboat or davit for lifeboats Recognised Organisation (RO) may issue a statutory recommendation valid for three months pending the repair based on statement from master confirming sufficient survival craft capacity for all persons on board.

The damaged lifeboat or davit shall however be repaired at the first possible opportunity.

Rescue boat and rescue boat davit

(Instructions to Class 2-2017, see Acceptance criteria for granting certain exemptions)

In the event of damaged rescue boat or rescue boat davit the Recognised Organisation (RO) may issue a statutory recommendation valid for three months pending the repair.

Alternative means for a man over-board situation must be presented by master and work on deck must be kept to a minimum to reduce the risk for a man over-board situation.

The damaged rescue boat or rescue boat davit shall however be repaired at the first possible opportunity.

Periodic launching and manoeuvring of lifeboats

(Instructions to Class 2-2017, see Acceptance criteria for granting certain exemptions)

According to SOLAS Reg. III/19.3.4.3 each lifeboat shall be launched and manoeuvred in the water by its assigned operating crew, at least once every three months during an abandon ship drill.

In cases where this is impracticable, the NMA authorizes Recognised Organisation (RO) to extend this period up to three months.

The overdue lifeboat and rescue boat waterborne drill shall however be carried out at the first possible opportunity

Increased number of persons on board

(Instructions to Class 2-2017, see Acceptance criteria for granting certain exemptions)

In the event of a temporary need to increase the number of persons in addition to the number specified in the Cargo Ship Safety Equipment Certificate, Recognised Organisation (RO) may accept this when the measures below are complied with:

• Capacity of additional liferaft(s) on each side of the vessel is/are installed and lifejackets and immersion suits are provided for each person on board.

• The capacity of the sewage treatment plant and the accommodation arrangement should be considered with regards to the increased number of persons on board.

• It should be considered to increase the number of persons in the Cargo Ship Safety Equipment Certificate if the vessel frequently needs to increase the number of persons on board. This is also relevant for ships operation in high-risk areas with the need for guards.

Cargo Ship Safety Radio Certificate

Reminder

A Recognised Organisation (RO) surveyor must attend the survey.

Additional guidelines

A Recognised Organisation (RO) surveyor shall not issue a Safety Radio Certificate if the ship does not hold a valid Norwegian radio license.

Navigation and navigational aids

(Instructions to Class 2-2017, see Acceptance criteria for granting certain exemptions)

In the event of malfunction of navigational equipment, the carriage of which is required by SOLAS Chapter V, Recognised Organisation (RO) may issue a short-term certificates for a period of up to three months provided that it is conformed that SOLAS Reg. IV/15.8 or V/16.2 are complied with, without consulting the NMA.

Before Recognised Organisation (RO) confirms compliance with SOLAS Reg. V/16.2, the master of the ship concerned shall document to the satisfaction of Recognised Organisation (RO) that suitable arrangements have been made by the master to take the inoperative equipment or unavailable information into account when planning for and executing a safe voyage to a port where repairs can take place.

If more than three months are needed for the repair of the above malfunctioning navigational equipment, the NMA shall be consulted on a case-by-case basis.

Radio-communication equipment

(Instructions to Class 2-2017, see Acceptance criteria for granting certain exemptions)

In the event of a malfunction of the equipment for providing the general radio communications required by SOLAS Reg. IV/4.1.8, Recognised Organisation (RO) may, without consulting the NMA, confirm compliance with SOLAS Reg. IV/15.8 for up to three months pending repair of the malfunctioning equipment.

Before Recognised Organisation (RO) confirms compliance with SOLAS Reg. IV/15.8, it shall be confirmed that the ship is capable of performing all distress and safety functions, and that suitable arrangements have been made by the master to take the inoperative equipment or unavailable information into account when planning for and executing a safe voyage to a port where repairs can take place.

If more than three months are needed for the repair of the above radio-communication equipment, the NMA shall be consulted on a case-by-case basis.

Non-convention Cargo ships, not in class

(Administration email dated 05/09/2018)

Recognised Organisation (RO) is authorized to provide survey and certification services in relation to safety radio on non-convention cargo ships (less than 300GT), not in class, at the request of the owner and when such ships or vessels are located in ports outside Norway.

The surveyor shall use the following forms in attached files:

• form KS-0286-BE Cargo Ship Safety Radio Certificate (non-convention)

• form KS-0286-1BE Record of Equipment CRC (non-convention)

Occasional operation in A4 for an A3 vessel

(Instructions to Class 2-2017, see Acceptance criteria for granting certain exemptions)

Recognised Organisation (RO) may accept a ship to occasionally operate in A4 with A3 certificate only if at least one HF-NBDP Telex is fitted on board when following measures are complied with:

• The duration of the period should be no longer than 4 weeks

• Functionality of LRIT must be considered

Passenger Ship Safety Certificate

Medical oxygen

(Instructions to Class 4/2014 rev.1)

Norwegian ships carrying dangerous goods covered by, and as defined in the IMDG code, shall be provided with medical supplies in accordance with regulation of 9 March 2001 No. 439.

Group A and B vessels shall be equipped with a 40 litres 200 bar cylinder with medical oxygen for breathing applications.

It is acceptable to place the 40 litres 200 bar oxygen cylinder inside the superstructure in the ward room / hospital beside the bed(s). The cylinder shall be securely locked in a frame connected directly to the steel structure of the ship. The installation shall be equipped with a safety valve and a possible overpressure shall vent to open deck through a pipe.

Alternatively the cylinder may be placed in a cabinet outside the superstructure. The installation shall then comply with Regulation of 25 April 2002 No. 422 concerning welding, welding equipment, hot work and storage of gas cylinders on board ship.

The requirement of 40 litres / 200 bars oxygen supply may be composed of 2x20 litres / 200 bars cylinders or 4x10 litres / 200 bars cylinders. Continuous delivery of oxygen shall be ensured.

Other equivalent solutions may be considered on a case-by-case basis.

The arrangements for medical oxygen supply shall be surveyed in conjunction with the survey for Passenger Ship Safety Certificate and should cover the following :

• Verify that the cylinder(s), valve(s) and components necessary to deliver oxygen continuously are checked and tested according to the manufacturer’s requirements.

• Verify that the medical oxygen has been renewed according to statutory* requirements (every third year).

Lifesaving appliances

(Instructions to Class 1-2021)

The need for tender operations on passenger ships require openings in the shipside allowing for transfer of passengers to and from tender vessels. These openings, irrespective of whether doors or hatches are fitted, are in many cases in conflict with the launching area for rescue craft and Marine Evacuation System, and therefore not in compliance with the standards and requirements laid down in SOLAS Chapter III.

Regarding the specific requirements in Regulations of 1 July 2014 No. 1019 on Lifesaving Appliances on Ships sections 9 and 12, the Administration instructs Recognised Organisation (RO) to verify that the following requirements are complied with:

• that ships shall carry a rescue boat. Further, the rescue boat shall be fitted with a rescue frame for recovery of persons from the sea. (Regulations 2014/1019 section 9),

• that passenger ships operating in trade areas north of 30° N and south of 30° S shall carry lifejackets with thermal insulation or thermal suits in combination with lifejackets (Regulations 2014/1019 section 12).

An exemption from the requirements adopted in SOLAS 1974 chapter III part B will not be granted unless the alternative design and arrangements study stated in SOLAS 1974 Reg. III/38 is performed. Recognised Organisation (RO) shall verify that the outcome of the study meets the intent of the requirements concerned and provide an equivalent level of safety. This includes, but are not limited to:

• SOLAS 1974 Reg. III/12 which requires that survival craft, except survival craft specially designed for free-fall launching, can be launched down a straight side of the ship,

• SOLAS 1974 Reg. III/15.1 which requires that the ship`s side shall not have any opening between the embarkation station of the marine evacuation system and the waterline in the lightest seagoing condition. Means shall be provided to protect the system from any projections.

Others

BC code

NMA does not require the issuance of attestations of compliance or certificates under the provisions of the BC code.

If issued to NIS ships for trading purposes, such documents shall not therefore be endorsed as being issued on behalf of NMA.

Carriage of grain

Where the society has previously approved grain stability calculations and the ship changes flag, a new document of authorisation with reference to the current Flag State (Norway in that special case) will be issued by DT on request from the Connecting District.

Equipment and consumables for testing the presence of toxic vapours - IBC Code

(Instructions to Class 2-2017, see Acceptance criteria for granting certain exemptions)

Recognised Organisation (RO) on the request from the ship owner, is authorised to grant the exemption stated in the IBC Code paragraph 13.2.3. The additional requirements of paragraph 13.2.3 of the IBC Code shall apply.

IGF Code

Approval of alternative design and arrangements for ships using alternative fuels

(Instructions to Class 1-2024)

Details on requirements and the process for the approval of Alternative Design and Arrangements (AD&A) for ships using gases or other low flashpoint fuels (this includes, but is not limited to, the use of ammonia, hydrogen, and methanol as fuel), not specifically addressed in the IGF code, for vessels where Recognised Organisation (RO) is authorised to carry out survey, verification, and certification functions on behalf of the Administration are outlined in Annex 1 to Instructions to Class 1-2024 (attached file).

MARPOL 73/78

Annex I. IOPP certificate

Oil Record Book

The oil record book shall be kept in English on board.

It may be kept in Norwegian only on board ships engaged exclusively in domestic trade.

This agreement applies to all cargo ships of 400 grt and above and to tankers of 150 grt and above as concerns MARPOL Annex I, and to all tankers with respect to MARPOL 73/78 Annex II.

Bilge Water treatment system

(NOR_NIS Circular 05/2009)

Requirements detailed in following IMO circulars apply to all ships > 400 gt :

1. MEPC.1/Circ.642 - 2008

   Revised guidelines for systems for handling oily wastes in machinery spaces of ships incorporating guidance notes for an Integrated Bilge water Treatment System (IBTS).

2. MEPC.1/Circ.643

   Harmonized implementation of the revised guidelines and specifications for pollution prevention equipment for machinery space bilges for ships during the type-approval process.

3. MEPC.1/Circ.641

   Supplementary guidelines for approval of bilge and sludge handling systems.

Oil filtering equipment

(Instructions to Class 2-017, see Acceptance criteria for granting certain exemptions)

In the event of a malfunction of the oily water separator (OWS), the NMA authorises Recognised Organisation (RO) to consider if suitable arrangements have been made by the master to take the inoperative equipment into account when planning for and executing a safe voyage to a port where repairs can take place.

Any oil or oily mixtures shall be retained on board for subsequent discharge to reception facilities, cf. MARPOL Reg. I/15.9.

If more than one month is needed to repair the malfunctioning OWS, the NMA shall be consulted on a case-by-case basis.

Oil discharge monitoring and control system

(Instructions to Class 2-017, see Acceptance criteria for granting certain exemptions)

In the event of failure of the oil discharge monitoring and control system, the NMA authorises Recognised Organisation (RO) to consider the use of any manually operated alternative method, in accordance with MARPOL Reg. I/ 31.2. The defective unit concerned shall be made operable as soon as possible.

Any oil or oily mixtures shall be retained on board for subsequent discharge to reception facilities, cf. MARPOL Reg. I/34.9.

If more than one month is needed to repair the above defective oil discharge monitoring and control system, the NMA shall be consulted on a case-by-case basis.

Annex II. NLS certificate

Carriage of vegetable oils and Dual Certificate of fitness for Ship type 2 and 3

(Instructions to Class 2-2017, see Acceptance criteria for granting certain exemptions)

Recognised Organisation (RO) may issue an exemption for carriage of vegetable oils in accordance with regulation 4.1.3 of Annex II of MARPOL, without consulting the NMA, provided that the captioned vessel complies with the conditions in regulation 4.1.3.2 and 4.1.3.3 of this annex.

The NMA accept, in general, DUAL Certificates of Fitness for ship type 2 and 3. The certificate in force shall then be displayed at any time while the other certificate shall be kept in the ship’s safe. The relevant certificate shall indicate the exemption granted.

If such a solution is used Recognised Organisation (RO) shall report to NMA so that this may be reflected in GISIS.

Annex IV. ISPP certificate

Temporary storage in prohibited areas/water

(Instructions to Class 2-2017, see Acceptance criteria for granting certain exemptions)

In areas/waters where discharge of sewage is prohibited, Recognised Organisation (RO) may accept the temporary use of holding tank to store treated sewage and grey water, without consulting the NMA based on the following conditions:

• Risk measures are implemented on board as per Company’s Risk Assessment, transfer to be carried out only if deemed required.

• Transfer to only take place when required and temporary arrangement removed after each transfer.

• Proper records are maintained in the engine and deck logbook.

• The temporary arrangement should be isolated, secured and tagged to protect against unintended release.

• All content stowed inside the temporary holding tank to be discharged in compliance with the MARPOL Annex IV requirement after departure from restricted area/waters.

• After disposal of treated sewage and grey water, the tank is to be flushed and cleaned thoroughly.

Malfunction of sewage treatment plant

(Instructions to Class 2-2017, see Acceptance criteria for granting certain exemptions)

In the event of malfunction of sewage treatment plant, Recognised Organisation (RO) may accept the temporary use of holding tanks to store un-treated sewage and grey water, without consulting the NMA based on the following conditions:

• Risk measures are implemented on board as per Company’s Risk Assessment, transfer to be carried out only if deemed required.

• Transfer to only take place when required and temporary arrangement removed after each transfer.

• Proper records are maintained in the engine and deck logbook.

• The temporary arrangement should be isolated, secured and tagged to protect against unintended release.

• All content stowed inside the temporary holding tank to be discharged in compliance with the MARPOL Annex IV requirement after departure from restricted area/waters.

• After disposal of treated sewage and grey water, the tank is to be flushed and cleaned thoroughly.

Annex V

Regulation for the prevention of pollution by garbage from ships

Reserved.

Annex VI

Data Collection System for fuel oil consumption of ships

Irrespective of ship being classed by Recognised Organisation (RO), including ships where the Administration has issued certificates, Recognised Organisation (RO) is authorized to perform the following statutory services:

• Reviewing of SEEMP Part II and issuance of Confirmation of Compliance, (MARPOL Annex VI, Regulation 5, para. 4.5 and 4.6)

• Verification of reporting data, (MARPOL Annex VI, Regulation 22A)

• Issuance of Statement of Compliance (MARPOL Annex VI, Regulation 6)

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

IAPP Certificate - Equivalents

(Instructions to Class 3-2019)

Recognised Organisation (RO) shall report to the NMA equivalents used as an alternative to that required by Regulation 14 of Annex VI of MARPOL, for each ship where such equivalents are implemented and upon satisfactory completion of the initial survey.

For ships using exhaust gas cleaning systems (EGCS), the systems shall be approved according to the applicable IMO Guidelines for EGCS.

For equivalent means or methods of compliance for which no relevant IMO Guidelines exist (e.g. dual-fuel engines operating on high sulphur content pilot fuel oil), RO shall document and report to the NMA how the equivalents meet the applicable and relevant requirement of Regulation 14 of Annex VI of MARPOL, under all operating conditions.

Any limitations in the relevant operating conditions where the equivalents fail to comply with the requirements, e.g. during engine idling or manoeuvring, necessary actions shall be taken in order to comply with the requirements.

EEDI, EEXI and CII

EEDI, EEXI

Recognised Organisation (RO) is authorized for the verification of the attained EEDI and EEXI, not only on ships classed by Recognised Organisation (RO), but subject to agreement of the Ship’s Classification Society.

CII

Recognised Organisation (RO) is authorized for (irrespective of ship being classed by Recognised Organisation (RO), including ships where the NMA has issued certificates):

• Verification of attained annual operational Carbon Intensity Indicator (CII) reported;

• Determination of operational Carbon Intensity rating;

and issuance of related Confirmation of Compliance and Statement of Compliance.

Malfunctioning exhaust gas cleaning system (EGCS)

(Instructions to Class 2-2017, see Acceptance criteria for granting certain exemptions)

In the event of malfunction or failure of a single monitoring instrument in the EGCS, Recognised Organisation (RO) may act on behalf of the administration according to MEPC.1/Circ. 883/Rev.1, cf. MARPOL, Annex VI, Reg. 14

In cases of malfunctioned EGCS for more than three months, the NMA shall be consulted on case-by-case basis.

Malfunction of incinerator

(Instructions to Class 2-2017, see Acceptance criteria for granting certain exemptions)

In the event of malfunction of incinerator, the RO may accept an exemption from MARPOL, Annex VI, Reg. 16, and issue a short-term IOPP certificate valid for a maximum of three months, without consulting the NMA based on the following conditions:

• Crew to be informed of the malfunctioning incinerator.

• Vessel to be provided with sufficient sludge tank capacity for retaining sludge generated during the voyage.

• Arrangement to be made for the sludge / garbage retained onboard to be disposed to the shore reception facilities when required.

• Entry to be made in the Oil Record Book (Part I) of the incinerator malfunction.

• Port authorities to be notified by the Master prior to port arrival.

• The faulty incinerator to be repaired and functionally tested to the satisfaction of the attending class surveyor.

• In cases of malfunctioned incinerator for more than three months, the NMA shall be consulted on case-by-case basis.

Electronic Record Books

According with Annex I to the Agreement (see Annex 1 to the Agreement - Ships registered in the Norwegian International Ship register (NIS)), Recognised Organisation (RO) is authorized to approve Electronic Record Books.

BWM Convention

Ballast Water Management System (BWMS)

Approval of BWMS

(Instructions to Class 1-2019 corr. 1, repealing IC 2-2015)

Prior to installing a BWMS on board a ship registered in a Norwegian ship register, the BWMS shall be issued with a Type Approval Certificate (TAC).

Recognised Organisation (RO) is authorized to type approve (TA) BWMS as specified in Regulation D-3 of the BWMC. Type approving BWMS shall be carried out in accordance with the following guidelines or the BWMS Code - as applicable:

1. Resolution MEPC.279(70) 2016 Guidelines for Approval of Ballast Water Management Systems (G8) (TA not later than 12 October 2019), or

2. Resolution MEPC.300(72) – Code for approval of Ballast Water Management Systems (BWMS Code) (TA not before 13 October 2019).

3. Resolution MEPC.169(57) – Guidelines for Approval of Ballast Water Management Systems that make use of active substances (G9)

As per annex I (to the Agreement) paragraph 3.10.1 and annex II (to the Agreement) paragraph 3.8.1, Recognised Organisation (RO) is authorized to issue BWMS TAC. The requirements adopted in MEPC.279(70) paragraph 7.1.4 or MEPC.300(72) paragraph 7.1.4 apply (Also taking into account: BWM.2/Circ.43/Rev.1 and BWM.2/Circ.37).

Prior to type approving BWMS that make use of active substances in order to meet the required performance criteria, Recognised Organisation (RO) shall contact the NMA in order to proceed as specified in Regulation D-3.2 of the BWMC and resolution MEPC.169(57).

Prior to accepting to deliver services associated with testing and evaluating Prototype Ballast Water Treatment Technologies, Recognised Organisation (RO) shall lodge an application with the NMA. The application shall be supported by the test programme and refer to relevant guidelines (MEPC.140(54)) used to comply with the requirements of Regulation D-4 of the BWMC. On the successful completion of the installation survey, the NMA will adopt a decision which authorizes the RO to issue the Statement of Compliance (SOC), ref. Regulations 2017/1368 section 2, subsection 6.

Malfunction of BWMS

(Instructions to Class 2-2017, see Acceptance criteria for granting certain exemptions)

In the event of malfunction of BWMS, Recognised Organisation (RO) may issue a short-term IBWM Certificate with a corresponding statutory recommendation valid for three months without consulting the NMA under the following conditions:

• Alternative measures (BW exchange in compliance with reg. D1 and B4) as agreed with the coastal state shall be implemented accordingly.

• The vessel shall communicate to the respective coastal state, prior to the carriage of BWE in waters falling under their jurisdiction.

• Proper entry is made in the Ballast Water Record Book regarding this malfunctions and contingency measures adopted.

• The instructions given by the IMO guidance BWM.2/Circ.62 are to be noted.

If more than three month is needed for the repair of the malfunctioning BWMS, the NMA shall be consulted on a case-by-case basis.

Outstanding commissioning test of the BWMS

(Instructions to Class 2-2017, see Acceptance criteria for granting certain exemptions)

In the event of outstanding commissioning test of installed BWMS due to issues with; software, water quality, lack of laboratory technicians, unavailable laboratories or other similar reasonable issues, Recognised Organisation (RO) may issue a short-term IBWM Certificate with a corresponding statutory recommendation valid for three months without consulting the NMA under the following conditions:

• Entries shall be made in the Ballast Water Record Book.

• Contingency measures as per BWM.2/Circ.62 (regulations B-4.1 and D-1) to be used for managing non-compliant ballast water discharges based on agreement from the Coastal State.

• Local port authority is informed by the Master of the statutory recommendation and contingency measure to seek their acceptance /comment with respect to handling of ballast water within their coastal waters.

The commissioning test shall be done according to BWM.2/Circ.70/Rev.1 and BWM.2/Circ.42/Rev.2, and the report shall be reviewed by Recognised Organisation (RO) for final acceptance.

If more than three month is needed for the commissioning test of the BWMS, the NMA shall be consulted on a case-by-case basis.

De-harmonization of IOPP certificate

(Instructions to Class 1-2017)

There is no legal provisions adopted by the NMA which prohibits de-coupling the IOPP certificate from the HSSC.

Furthermore, the NMA does not intend to carry out case-by-case assessments. Upon a ship owner's request, Recognised Organisation (RO) may carry out the IOPP certificate renewal survey separately and independently from other renewal surveys and issue the IOPP certificate accordingly (no prior agreement is required)

Validity and durability of the IOPP certificate after de-harmonization

The de-coupling will not affect the legal scheme for the validity of the IOPP certificate. The certificate may be issued with a validity of 5 years, and the anniversary date will be based on the completion date of the early de-coupled renewal survey.

For example, if the early IOPP renewal survey is completed on 18 November 2016, the certificate will be valid until 17 November 2021, and the anniversary date of the IOPP certificate will be 17 November. Periodical IOPP surveys should be carried out as per the new anniversary date.

Electronic Ballast Water Record Book (BWRB)

(Administration email dated 27/06/2025)

The Administration is currently in the process of implementing the requirements from Resolution MEPC.383(81) Amendments to the BWM Convention on the use of electronic record books, which enters into force on 1 October 2025 into Norwegian legislation, and a public consultation on the matter will be published shortly.

One of the requirements entering into force on 1 October 2025 is that electronic ballast water record books (BWRBs) shall be approved by the Administration taking into account the Guidelines provided by MEPC.372(80). Similar to the approval of electronic MARPOL record books, Recognised Organisation (RO) will be authorised to carry out the approval of electronic BWRBs, including the issuance of a Declaration of BWM Convention Electronic Record Book on behalf of the Administration.

The authorisation will apply to the approval of electronic BWRBs for all Norwegian ships subject to the requirements of approval of electronic BWRBs.

The use of electronic record book under BWM Convention is already permitted. Hence, for ships already using electronic record books, the requirement for these to be approved will apply immediately upon the entry into force of the amendments to the Ballast Water Convention on 1 October 2025.

With reference to the invitation in MEPC.372(80) to apply the Guidelines as soon as possible, and in order to avoid a potential surge in approval requests from ship owners needing approval around 1 October 2025, the Administration hereby confirms that Recognised Organisation (RO) may proceed with the approval of electronic BWRBs and the issuance of the corresponding declarations on behalf of the Administration with immediate effect.

COLREG 72

Navigation Lights

(Instructions to Class 2-2017, see Acceptance criteria for granting certain exemptions)

On offshore vessels of traditional design, construction and operational use, it may be a challenge to carry stern light and masthead lights in accordance with Chapter 3(a) in Annex 1 to COLREG and rule 21 (c) in COLREG. According to Rule 1(e) of COLREG, the NMA authorises Recognised Organisation (RO) to approve arrangements as described below.On offshore vessels designed with accommodation and wheelhouse in the forward part of the vessel and an exposed cargo deck in the after part, the distance between the masthead lights may be reduced to less than one half of the vessel’s length. However, the distance between the masthead lights shall never be less than 10 metres.

For offshore vessels not able to carry the stern light at the stern without compromising proper functioning of the vessel, the stern light needs not be placed at the stern if the vessel is capable of indicating its own length by other means, for example a floodlight illuminating the aft part of the vessel.

Legal basis for the exemption is Regulations of 1 December 1975 No. 5 for preventing collisions at sea (COLREG) Rule 1(e).

If such a solution is used Recognised Organisation (RO) shall report to NMA so that this may be reflected in GISIS.

In case the positioning or lighting fixture of navigation lights on vessels other than offshore vessels requires some form of consideration, the NMA shall be consulted on a case-by-case basis.

Tonnage 69

Tonnage certificate

The TLO shall send one copy of the tonnage certificate to the Administration to the email address: nis-nor@sdir.no

This copy shall be endorsed as follows, with stamp and signature: “This is a true copy of the valid tonnage certificate for the above-named ship”.

See also attached file “30-june-2015-no.-823-tonnage-measurement-of-ships-and-mobile-offshore-units.pdf”.

Tonnage length

(Administration email dated 08/04/2024)

When measuring the tonnage length, the ‘concave contour of the stem’ above 85% of least moulded depth is to be taken into account. It means that the tonnage length should be identical to the freeboard length.

Rotor sails on ship

(Administration email dated 06/05/2026)

The Administration requests that only the foundation is to be included as a closed volume when calculating a vessel’s gross tonnage on board Norwegian flagged ships (see Rotor sail). Both the inner steel core tower and the revolving outer part should be regarded as a single rotor sail unit, and therefore the entire structure should be excluded from the tonnage calculation.

Miscellaneous technical requirementS

Carriage of Special or Industrial Personnel

(Instructions to Class IC 5-2017 rev.1 and IC 1-2009 rev.4)

Until the entering into force of SOLAS regulations which specifically address the carriage of Industrial Personnel on board cargo ships on international voyages, the interim requirements adopted in IC 5-2017 apply to cargo ships registered in a Norwegian ship register, when such cargo ships may carry Industrial Personnel.

The Administration accepts that transport or accommodation of Industrial Personnel are performed by ships issued with certificates stating compliance with:

• the 2008 SPS Code (IMO Res.MSC.266(84)), and

• the damage stability requirements of IMO Res.MSC.235(82), as amended by IMO Res.MSC.335(90).

The certification according to the 2008 SPS Code may not be appropriate for existing ships. Therefore and with reference to IC 1-2009 rev.4

• Category A vessels shall comply with the 2008 SPS Code and the damage stability required by IMO Res.MSC.235(82) as amended by IMO Res.MSC.335(90), also for vessels above 100 meters.

• Category B vessels shall comply with either; - the 1983 or 2008 SPS Code and the damage stability required by IMO Res. A.469(XII) or MSC.235(82), or - the requirements adopted in IC 1-2009 rev.4.

Recognised Organisation (RO) shall receive a separate application for each ship considered for the carriage of Industrial Personnel.

Upon satisfactory survey, Recognised Organisation (RO) issues a “Permit to carry Industrial Personnel” (see attached file “Permit_IP.doc”).

Accommodation

The instructions to Class no. 1/2015, in the attached file “InstructionToClass1-2015”, provides Recognised Organisation (RO) with information necessary to survey accommodation facilities and describes acceptable accommodation facilities and arrangements, on board Norwegian flagged Special Purpose Ships (cargo ships constructed in compliance with the IMO code of safety for Special Purpose Ships 2008), the keel of which is laid on or after 20 August 2013.

1. Size of individual sleeping rooms

   The NMA invites the shipping industry to design ships that provide individual sleeping rooms for each member of the crew, including special purpose personnel. In accordance with Reg. No. 707 section 15 (3) litra c, cf. MLC Standard A3.1.9 litra g, the NMA may allow a smaller floor area for Special Purpose Ships arranged with individual sleeping rooms only. The floor area shall as a minimum comply with the limits specified in ILO No. 133 article 5.

2. Number of persons in sleeping rooms

   The NMA accepts two persons sharing a sleeping room on the following conditions :

   1. The persons shall be on opposite watches so that the person who is off duty may have the sleeping room alone, cf. MLC Guideline B 3.1.5.3

   2. There shall be sufficient dayrooms / recreational facilities with comfortable seating for the person who is on duty.

   Arrangements with three or more persons in a sleeping room shall be evaluated on a case by case basis and the NMA shall be consulted accordingly.

   Officers in charge of a department, navigating and engineer officers in charge of a watch shall be provided with individual sleeping rooms, cf. Reg. No. 707 section 14 (2) b.

3. Artificial lighting in sleeping rooms

   When it is not possible to arrange sleeping rooms with natural lighting, the NMA accepts sleeping rooms arranged with artificial lighting that meets the requirements in Reg. No. 707 section 13 (4).

Stand-by vessels

As per Annex I to the Agreement between NMA and Recognised Organisation (RO) (see Annex 1 to the Agreement - Ships registered in the Norwegian International Ship register (NIS)), Recognised Organisation (RO) is fully delegated, for ships registered in NIS, to carry out all the relevant surveys and to issue / endorse / renew the Certificate of Contingency Fitness for stand-by vessel.

As per Circular no. 2/2002 (see the attached file “NIS_circular_no._2-2002”), the provisions of “Regulation of 16 October 1991 No. 853 concerning stand-by vessels” (see attached file “Regulation_of_16 October_1991_No._853”) shall apply.

Surveys should be carried out and certificates issued as described in §7 of the said regulation of 16 October 1991.

Since Recognised Organisation (RO) is free to establish its own certificate form, provided such form is equivalent with regard to content of the NMD form (KS-0262E (11.2001 NMD)), refer to the Recognised Organisation (RO) form, for the issuance of the Certificate of Contingency Fitness for stand-by vessel, in the attached file “Recognised Organisation (RO) Template certificate for Norwegian Standby vessels”.

Offshore Support Vessels (OSV)

Arrangement of cargo rail

Refer to the Instructions to Class no. 3/2015 in the attached file “InstructionToClass3-2015”, which applies to cargo ships that are engaged in the safety zones of oil platforms or operate in the close vicinity of other offshore structures in the open sea, the keel of which is laid on or after 1 January 2016.

Access from the cargo deck

Pursuant to section 11 of the Regulations of 1 July 2014 No. 1072 on the construction of ships, the cargo rail shall be fitted with side openings. The main purpose of these openings is to provide quick access to a protected area in the event of an unforeseen situation for persons on the cargo deck, both during loading and unloading operations and whilst the vessel is underway. The openings shall lead into the cargo rail.

Distance between and dimensions of the openings

The distance between two adjacent openings shall be 10 metres or less. The dimensions of the opening shall be minimum 700 mm x 2000 mm. No coamings shall be fitted.

Inner width

In many cases, the cargo rail provides the only access to the aft of the vessel. With regard to the inner width of the cargo rail, the NMA applies SOLAS Regulation II-2/13.3.3.5, with reference to the Fire Safety Systems code (FSS code) chapter 13.3. This provision stipulates a clear passage of at least 700 mm. In order to ensure an effective transport by stretcher, the requirement for clear passage applies up to a height of minimum 1200 mm above deck / gratings. At a height between 1200 mm and 2000 mm above the deck / grating, the cargo rail shall be arranged as wide as practicable, but in no circumstances less than 500 mm. The arrangement of pipes and valves, etc. must be planned at an early stage in order to achieve such passage. The design of piping systems, arrangement of emergency exit hatches, location of valves, etc. shall not prevent the clear passage.

Mooring arrangements

If bollards and other mooring arrangements are placed inside the cargo rail, it must be designed so that mooring operations may be carried out in a safe manner. There must be suitable access to the mooring arrangements and a sufficient deck area must be available for this purpose.

Use of enclosed spaces

Divided sections / enclosed spaces in the cargo rail are accepted, provided that clear passages, as specified above, are ensured. Doors leading in to such spaces shall have a clear width of at least 700 mm. With regard to escape from cargo deck, the maximum length of such sections or spaces shall be 10 metres.

Doors leading to enclosed spaces

If enclosed spaces in the cargo rail are considered as buoyancy volumes in connection with the vessel’s stability calculations, doors leading in to such spaces shall be fitted with centrally operated closing appliances. Indicators on the bridge shall show whether such door is closed or open.

Cargo handling appliances - Cargo gear register

The society is authorised to carry out surveys.

On NIS ships, provision cranes, engine room travelling cranes and excavators used under loading and discharging operations are also part of the cargo gear to be surveyed.

Manning, Qualifications and Operating arrangements

(Instructions to Class 1-2018, see Supervision of manning, qualifications and operation arrangements)

Recognised Organisation (RO) shall check the manning on delegated ships (classed cargo ships registered in NIS, with gross tonnage 500 and above and classed passenger ships registered in NIS). The aim of the survey is to verify that relevant personal certificates of competency and proficiency and CRAs are available, valid and meet the minimum requirements of the Safe Manning Document.

Furthermore, the survey shall verify the proper function and operation of equipment that shall be operable as a prerequisite and condition for the NMA’s issuance of the Safe Manning Document.

Control of Manning and Qualifications

The survey of manning and qualifications shall be carried out in conjunction with the initial, annual, periodical and renewal surveys of the Cargo Ship Safety Equipment Certificate, or the initial and renewal surveys of the Passenger Ship Safety Certificate and for change of flag survey.

Recognised Organisation (RO) shall verify that the crew composition set out in the Safe Manning Document is met, and that the regulations are satisfied. A manning survey check list as modelled by the NMA shall be used (see Supervision of manning, qualifications and operation arrangements)

Recognised Organisation (RO) shall verify that the manning of the ship holds the appropriate qualifications as required by the STCW Convention and the STCW Code part A.

The NMA requires an up-to-date record of certificates and qualifications for all officers and crew members to be kept on board.

Original certificates of competencies and proficiencies, Certificates of Receipt of Application (CRAs) shall be readily available for control.

The surveyor shall base the control on records presented and carry out spot checks of the documents.

Survey of equipment which shall be operable (operating arrangements) as a prerequisite and condition for the NMA’s issuance of the Safe Manning Document

The survey of operating arrangements shall be carried out at the initial surveys of the respective certificates, for conversion and for change of flag survey.

On ships navigating without a person at the helm, the automatic pilot system including off-course alarm and the internal communication system shall be surveyed, function-tested and approved by Recognised Organisation (RO).

For ships maintaining a one-man watch in the engine room, the personnel alarm shall be surveyed, function-tested and approved accordingly.

For ships periodically operating with unmanned machinery spaces (UMS), the presence of an UMS alarm system shall be verified.

Operating arrangements not approved by the NMA shall be surveyed according to a check list (see Supervision of manning, qualifications and operation arrangements).

This survey shall also be performed when or if requested by the ship owner or the Master of the ship.

The check list shall be completed by the Recognised Organisation (RO)’s surveyor.

After satisfactory verification, Recognised Organisation (RO) shall issue a letter of approval to the owner. A copy of the approval letter shall be sent to the NMA.

During subsequent manning surveys, the operating arrangements shall be function-tested only. If some of the functions are inoperable, the ship’s manning shall be increased as specified in the NMA issued cover letter which accompanies the Safe Manning Document.

European Marine Equipment Directive 2014/90/EC

The Administration has adopted new regulations that transpose Directive 2014/90 (the Marine Equipment Directive) into the Norwegian legal order. Recognised Organisation (RO) shall:

• Verify that installed marine equipment listed in implementing acts, ref. Directive 2014/90/EC article 35.2, is marked as prescribed in Regulation 1042 section 3 (wheel marked).

• Issue certificate to marine equipment considered equivalent pursuant to Regulations 1042 section 15 (MED Article 7).

Refer also to Statutory surveys - General, Section 8.

Welding equipment for the welding of gases acetylene and oxygen in ships

(NIS Circular 3/2000)

The presence of the Recognised Organisation (RO) surveyor during installation, testing and control of the central plant is not required.

No certificate should be endorsed by Recognised Organisation (RO) surveyor with regards to central welding equipment on board NIS vessel.

Passenger accommodation and universal design in passenger ships

The purpose of this Instruction to Class is to provide guidance of relevant national regulations and existing practice with regard to passenger accommodation and universal design for passenger ships registered in NIS.

Passenger ships shall be built to comply with the requirements of the recommendations and guidelines in MSC.l/Circ.735 (the Guidelines) for universal design of and safety for persons with reduced functional ability with the modifications required for the ship. Norway has adopted the Guidelines as statutory requirements which apply to all Norwegian passenger ships of more than 15 m LOA, with the modifications required for the ship. With regard to the specific requirements of the Guidelines, the NMA informs the ROs' of the following practices:

1. In lieu of where the Guidelines do not give exact measures, the NMA recommends ship owners and designers to use a recognized national standard accepted by the user's organizations. As an example, where the Guidelines calls for contrasting colours and tactile warnings, with no further specifics, the NMA normally recommends using the guidelines adopted by "Norges Blindeforbund", a Norwegian organization of the vision impaired.

2. With regard to the Guidelines' paragraph 7 where the area outside of the elevator should be at least 150 cm x 150 cm, the NMA considers that a circle with a diameter of 150 cm equals the footprint of subject area prescribed by the Guideline.

3. Bearing in mind wheelchair users often will move backwards out of the elevator car, stairways going down outside of the elevator, shall be provided with barriers that effectively reduces the risk for wheelchair users to fall down the stairs when exiting the elevator.

4. With regard to paragraph 15, the NMA advise that "a number" shall be interpreted as at least 1 % of the cabins. This corresponds to the number of places reserved for wheelchair users in paragraph 11.

5. With regard to paragraph 16, the NMA does not enforce the requirement "the hand basin should be within reach from the toilet" if a lavatory is designed with at least 90 cm free space on each side of the toilet. The user's organizations have informed us that it is more important to be able to enter the toilet from either side, than to reach the hand basin from the toilet.

With regard to the regulations of 2 October 1972 No.4 on the calculation of number of passengers and on passenger accommodation, etc. the NMA emphasises that these regulations apply to all Norwegian passenger ships. In particular, the NMA has observed that the requirements in subject regulation section 27 (sickbay) are not always complied with. Considering and having due regard to the area of operations, Recognised Organisation (RO) may accept a request for exempting a ship from the requirement relating to the number of beds in the sickbay.

For further information, refer to the Instructions to Class No. 1/2016 in the attached file “InstructionsToClass1-2016.pdf”, dated 19/09/2016.

Recycling of Ships and Mobile Offshore Units

Regulation (EU) No 1257/2013

Recognised Organisation (RO) is authorized to provide the necessary statutory services in relation to:

1. Survey and verification of Inventory of Hazardous Materials (IHM), issuance, renewal and endorsement of the Ship Recycling Inventory Certificate to new ships build on or after 1 January 2019.

2. By 1 January 2021, survey and issuance of the Ship Recycling Inventory Certificate to ships build before 1 January 2019.

Subject certification may be provided by an RO which necessarily is not the classification society for subject ship.

Section 1 of Regulations 2018/2013 incorporates Regulation (EU) No 1257/2013 into the Norwegian legal order. The requirements adopted in Regulation (EU) No 1257/2013 articles 8, 9 and 10 apply for the survey and certification services as delegated. Refer to attached file “Verification and issuance of Inventory of Hazardous Materials (IHM) Certificate etc.”.

Hong Kong Convention

Irrespective of ship being classed by Recognised Organisation (RO), including ships where the Administration has issued certificates, Recognised Organisation (RO) is authorized to provide the necessary statutory services in relation to survey and verification of Inventory of Hazardous Materials (IHM), issuance, renewal and endorsement of the International Certificate on Inventory of Hazardous Materials, and issuance of International Ready for Recycling Certificate (on a voluntary basis).

Use of Supplier Declaration of Conformity (SDoC) and Material Declaration (MD)

(Instructions to Class 05-2020)

The Administration considers that adequate procedures to ensure proper maintenance of the IHM can be achieved without having to collect declarations when threshold values pertaining to items delivered to the ship are not exceeded.

Recognised Organisation (RO) shall verify:

1. 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.

2. that the Company’s practices for developing and maintaining the IHM be supported by the Company’s general procedures and quality management; i.e. by

   • using standardized text in Company purchase orders;

   • accepting general declarations from suppliers;

   • implementing specific verification procedures for high-risk items.

For further information, refer to the attached file “IC 5-2020 on IHM certification.pdf”.

Actions required when asbestos containing material is identified on board

(Instructions to Class 2-2021)

With the approval of the Inventory of Hazardous Material (IHM) for the preparation of the Inventory Certificate (Regulation (EU) No 1257/2013 article 9.1), Asbestos Containing Material (ACM) may be identified and found to be present onboard Norwegian ships.

If ACM is identified in the IHM, Recognised Organisation (RO) shall verify that relevant risk assessments have been carried out onboard.

If the exposure limit of 0.1 asbestos fiber per cubic centimeter air is exceeded, Recognised Organisation (RO) shall verify that an asbestos removal plan (AMP) is documented and present onboard.

Stability instrument

(Instructions to Class 2-2017, see Acceptance criteria for granting certain exemptions)

According to MARPOL Annex I Reg. 3.6, IBC Code Reg. 2.2.7 and IGC Code 2.2.7 the Administration may waive the requirements for fitting a stability instrument for:

• Ships which are on a dedicated service, with a limited number of permutations of loading such that all anticipated conditions have been approved in the stability documentation provided on board

• Ships where stability verification is made remotely by a means approved by the administration

• Ships which are loaded within an approved range of loading conditions

• Ships constructed before 1st January 2016 provided with approved limiting KG/GM curves covering all applicable intact and damage stability requirements

If one of the above options are met, Recognised Organisation (RO) may issue a waiver accordingly without consulting the NMA.

Electromagnetic compatibility - Declaration of Conformity

(Instructions to Class 2-2009)

Compliance with the EMC (Electromagnetic compatibility) requirements as set out in Council Directive 2004/108/EC, are satisfactorily demonstrated through the declaration of conformity as required by paragraph 6 of the regulations relating to Maritime Electrical Installations (see Regulations relating to Maritime Electrical Installations, laid down on 4 December 2001 by the Directorate for Civil Protection and Emergency Planning). Reference is also made to paragraph 29 of the same regulations.

ISM Code

Authorizations & instructions

ISM certification of cargo ships

Refer to NIS Circular 3/2002.

Notification of assignment of responsibilities imposed by the ISM code

See the attached file “notification”.

ISPS Code

Authorizations & instructions

Instructions to RSO 6/2017

Important topics

Refer to Administration letter dated 02/11/2023 in attached file “Information to RSO - ISPS Inspection follow-up”

Security records

The Security Regulations (Regulations of 22 June 2004 No. 972 on security, anti-terrorism and anti-piracy measures and the use of force on board ships and mobile offshore drilling units) Section 12, and Section 10 of Annex II to the Regulation sets the requirements for records to be kept on board for different security activities addressed in the Ship Security Plan (SSP).

According to the regulations the records of security related activities shall be kept in the working language of the ship with proper translation according to the same principals as for the SSP. The records may be kept in an electronic format but protected by procedures aimed at preventing unauthorised deletion or amendments and from unauthorised access.

Drills and exercises

Section 13.6 and 13.7 of Annex III to the Regulation regulates what is required of drills and exercises to be conducted on board a vessel with an ISSC.

Drills should be operational and designed for crew members to test and practice procedures, task or routine related to their security role and hence ensure a high level of preparedness (test of SSAS shall not be reported as drill).

Exercises and drills are to be conducted and documented to prove conformity with Annex III Sections 13.6 and 13.7 of the Regulation.

Content of SSA and SSP in terms of cyber security

With reference to Section 8.3.5 of Annex III to the Regulation, radio and telecommunication systems, including computer systems and networks should be addressed in the vessels Ship Security Assessment (SSA).

It is recommended to include a cross-reference in the SSP to the cyber security measures under the ISM Code to demonstrate the fulfilment of paragraph 9.2 of Annex II on content in a SSP.

Cyber security measures, that means radio and telecommunication systems, including computer systems and networks should be addressed in the SSP according to the Regulation.

Both the SSA and SSP should include adequate references to any other documents addressing the mentioned threats, and a reference between the SSP and the safety management system can be appropriate and recommended.

Changes to an approved SSP

The Ship Security Regulation Section 9 (4), cf. Section 9.5 of Annex II to the Regulation, regulates the possibilities of making changes to an approved SSP. The company may implement changes to the plan and the security equipment, provided that the changes do not entail less effective security measures than the approved plan, and that the company can document this. Such changes will be verified on board either by renewal or by an intermediate verification. Changes to the ship security alert system or changes to the ship or company report procedures may not be made without prior approval from the Norwegian Maritime Authority or a Recognised security organisation (RSO).

According to the above-mentioned requirement, it is within the discretion of the State to determine which changes to a SSP can be implemented.

Implementation of the SSP as regards to restricted areas

Sections 9.4 and 11.2 of Annex II to the Regulation sets requirements for the implementation of the SSP regarding restricted areas on board the relevant vessels.

Vessels and those working on board must have an updated SSP that is complied with at all times, including measures to ensure that only those with authorized access gain access to restricted areas.

SSP and security Patrols

Section 12.2.2 of Annex II and paragraph 8.7 of Annex III to the Regulation, cf. Article 3.5 of the Regulation, stipulates duties of the SSO with regards to the SSP and content of SSA.

MLC, 2006

Scope of authorisation

Specific Requirements

Guidance note on Norway’s implementation of the Maritime Labour Convention, 2006

1.1 Applications for DMLC Part I

Norway will not implement any transitional arrangements. The Norwegian Maritime Authority (NMA) will start drawing up the DMLC part I for individual ships after 1 March 2013. The NMA will draw this document up on the basis of applications received from shipowners. The applications themselves may be sent prior to 1 March 2013. RO’s may issue Maritime Labour Certificate from the same date, as soon as the DMLC part I and II have been issued.

The application shall contain the particulars required by the DMLC Part I, as well as information regarding exemptions granted by the NMA to the particular ship with regard to Title 3 in MLC, 2006. This latter requirement is primarily to enable a more expeditious handling of the application.

2.2 Shipowner

The ISM company will be the shipowner for the purposes of the MLC. Furthermore, Norway will make use of the opportunity provided by Guideline B5.1.3.2 to use the framework of the ISM code to implement the MLC, 2006. This follows on from a decision in 1999 in connection with the ratification of ILO convention No.178 on Labour Inspection (seafarers).

This decision has certain ramifications. It means that the responsibilities of the ISM company become somewhat expanded in scope. The definition of shipowner is found in Section 4 of the Ship Safety and Security Act, the text of which is reproduced here.

2.4 Recognized Organizations (ROs)

Norway has delegated, under separate, but otherwise similar and equal written agreements, inspection and certification functions under ILO Convention No. 178 to the Recognized Organizations (RO).

The RO chosen by the shipowner for conducting the ISM audits, will carry out the inspections required for the issuance of the Maritime Labour Certificate.

3. The ISM code

The ISM code and the Safety Management System (SMS) forms the basis for the implementation of the MLC on board Norwegian ships. In this respect, Norway implements MLC Guideline B5.1.3.2. The measures adopted to ensure ongoing compliance, cf Standard A5.1.3.10 (b), should therefore be part of the ship’s Safety Management System. This is because Norway defines the shipowner as the ISM company. It also avoids duplication of effort. This is a continuation of the approach adopted when Norway ratified ILO Labour Inspection (Seafarers) Convention, 1996 (No. 178).

When the shipowner is drawing up the DMLC Part II, reference to the relevant procedures of the SMS should be made.

6. How to obtain the Maritime Labour Certificate and DMLC

6.1 Description of the process

Maritime Labour Certificates can only be issued after an inspection on board.

A description of the steps involved certification of Norwegian ships follows:

1. The shipowner applies to the Norwegian Maritime Authority for a DMLC part I for the ship concerned;

Shipowners have to apply to the Norwegian Maritime Authority for the DMLC part I to be drawn up. As part of the application, the shipowner has to document any exemptions with regard to Title 3 granted by the Norwegian Maritime Authority.

2. The shipowner draws up the DMLC part II to ensure on-going compliance with the requirements in DMLC part I

The shipowner shall draw up the DMLC part II in order for the RO to be able to review the measures. This may be done at the offices of the shipowner, in order to ensure that appropriate measures for on-going compliance are in place before the inspector goes on board. Procedures to be included in the DMLC part II should relate to the regulations contained in DMLC part I. The procedures should be part of the existing ISM system.

3. The RO reviews the DMLC part II prior to the on board inspection.

The RO should verify that the measures outlined in part II are relevant to the regulations listed in DMLC part I, and that they lead to ongoing compliance. This review may be carried out on shore.

4. The shipowner requests the RO for an on board inspection.

The shipowner and RO should schedule a mutually convenient time for the on board inspection.

5. Upon successful completion of the inspection, the RO shall :

i. issue an inspection report, and

ii. sign the DMLC part II, and

iii. issue the declaration of maritime labour compliance.

iv. Issues the Maritime Labour Certificate.

It should be noted that if an ILO 178 inspection has been carried out within a year of the application date for the DMLC part I, that inspection may be used as documentation for compliance with the relevant items to be inspected in accordance with the MLC,2006. If the inspection of a particular item showed that there was compliance, there may be no need for additional inspections. However, the process for obtaining MLC documentation including the Maritime Labour Certificate must be followed as such.

6.2 Further guidance on the inspection process

The “Guidelines for Flag State Inspections” published by the International Labour Office should be consulted by inspectors as well as shipowners. This publication provides the basic framework for MLC-inspections on board Norwegian flagged vessels, and indicates which regulations and standards form part of inspections in accordance with MLC, 2006. However, there are differences as to how inspections are to be carried out.

This section must be read in conjunction with the DMLC part I which lists the legislation that implements the relevant regulations and standards of the MLC, 2006. Inspections shall establish compliance with the national legislation implementing the MLC, 2006.

Inspections should be carried out in accordance with the ILO publication “Guidelines for Flag State Inspections”. The matters listed are reproduced from the section “How to check the basic requirements” in the ILO publication. The list provided below each area is merely indicative of the scope of an inspection; it will rarely be necessary to go through all the items listed in the “Guidelines for Flag State Inspections”. Inspections should not go beyond these matters without clearance from the Norwegian Maritime Authority.

Inspectors of the Norwegian Maritime Authority or of an RO on its behalf will carry out inspections on board of all the areas listed in this Guidance. The inspector has the discretion to determine the scope of the inspection within each area in accordance with his or her professional judgment.

2014 MLC Amendments

The amendments, which apply from 18 January 2017, relate to the financial security of seafarers in cases of abandonment (Reg 2.5), and contractual claims for compensation in the event of a seafarer's death or long-term disability due to an occupational injury, illness or hazard (Reg 4.2).

As of 18 January 2017, all ships must have on board a certificate or other documentation confirming that such financial security is in place.The amendments involve the addition of two new points to DMLC Part I and DMLC Part II; No. 15 and 16.

It is not necessary to apply for a new DMLC Part I before the due date for renewing the MLC certificate. The MLC certificate and associated declarations (DMLC Part I and Part II) issued before 18 January 2017 will be valid until the MLC certificate expires.

In connection with inspections on board carried out after 18 January 2017 and up until expiry the MLC certificate, the only requirement is that a certificate or other documentation confirming that financial security is in place, can be presented upon request.

When the MLC certificate is to be renewed, the Company shall:

• Send a request for renewal of the MLC certificate to the RO responsible for issuing the certificate.

• Send an application for a new DMLC part I to the Norwegian Maritime Authority (see attached file “ks-0207-4be-soknad-om-dmlc-part-i--application-for-dmlc-part-i-eng.pdf”).

• Prepare a new DMLC Part II, which must be signed by the inspector after the renewal inspection (see attached file “ks-0207-3-declaration-of-maritime-labour-compliance--part-ii-eng.docx”).

• A new MLC certificate will be issued after the inspection.

If the company nevertheless applies for a new DMLC Part I before the MLC certificate expires, the following will take place:

• A new DMLC Part II must be drawn up and signed by the organisation having issued the MLC certificate. A certificate or other documentation confirming that financial security is in place must be presented upon request.

• The MLC certificate must be endorsed or reissued with the new date for DMLC Part II. Conformity between the content of the DMLC Part I, DMLC Part II and MLC certificate is required.

• The MLC certificate may keep the original expiry date.

• It is not necessary to carry out a new MLC inspection before an ordinary intermediate or renewal inspection is due.

Hospital arrangement

(Instructions to Class 2-2017, see Acceptance criteria for granting certain exemptions)

Regulations-515 Section 12 (4) states that the number of berths required in the hospital accommodation shall be prescribed by the Norwegian Maritime Authority.

The NMA practice is to require at least one berth (bed) and one treatment bench.

The owner shall carry out an assessment to identify how many additional berths that are necessary on board the vessel. The assessment shall take into account:

• number of persons on board

• the vessel’s operation

• duration of the voyage

• distance to shore

• the need for isolating sick persons

• number of single sleeping rooms that can be used for isolating sick persons

• etc.

The NMA instructs Recognised Organisation (RO) to review the assessment mentioned above. The assessment shall be kept on board.

Requirements for risk assessments on Norwegian vessels

(Instructions to Class 4-2017 dated 10 May 2017)

This instruction makes clear how the requirements for risk assessments on Norwegian vessels are to be interpreted. The following items are treated:

• Item 1: The general rule for risk assessment

• Item 2: Special risk assessment related to pregnancy, birth and breastfeeding

• Item 3: Special risk assessment related to chemicals and biological agents

• Item 4: Special risk assessment related to mechanical vibration

• Item 5: Special risk assessment related to noise

• Item 6: Special risk assessment related to artificial optical radiation

• Item 7: There is no requirement for risk assessment related to quality of rest

Furthermore, the Norwegian Maritime Authority (NMA) wishes to underline that it is the national legislation implementing the Maritime Labour Convention, 2006 (MLC), including chapter 4.3 on health and safety protection and accident prevention, that decides how shipowners with Norwegian vessels shall operate in order to comply with the requirements of the Convention.

A dedicated survey item MLC500 is available in ASMS2.

For further information, refer to attached file “IC 4-2017”.

Maritime training institutes and courses

Authorizations & instructions

Appendix — Annex 1 to the Agreement - Ships registered in the Norwegian International Ship register (NIS)

General authorisation from the Norwegian Maritime Authority (NMA) to RO for ships registered in the Norwegian International Ship register (NIS)

See the attached file “Annex I_EIF_20_11_2025”.

Appendix — Summary of qualifications, etc. of ship’s personnel approved by NMD

Untitled

See the attached file “Summary of qualifications”.

Appendix — Supervision of manning, qualifications and operation arrangements

Instruction to Class (IC) 1-2018

IC 1-2018 on supervision of manning, qualifications and operating arrangements repeals IC 4-2004 on Supervision of Manning, Qualifications and Maritime employment, Working Arrangements and Rest Hours and survey of Operational Arrangements.

See the attached file “ic-1-2018”.

Refer also to attached files:

• Manning survey Check List (“IC 1-2018 Attachment 1; Survey Manning Check List”)

• Operating Arrangements Check List (“IC 1-2018 Attachment 1 Annex 1; Operating Arrangements Check List”)

Appendix — SPECIFIC CERTIFICATES: NATIONAL AND BILINGUALINTERNATIONAL CERTIFICATES.

List of bilingual certificates and documents

- Certificate of test and thorough examination of lifting appliance

- Certificate of test and thorough examination of loose gear

- Certificate of test and thorough examination of wire rope

- Register of ships’ lifting appliances and loose gear