UK - Special requirements by the UK Maritime and Coastguard Agency

Flag instructions relating to statutory surveys

Flag procedural requirements

Query from class directly relating to a UK ship under class attendance (including reporting of serious deficiencies)

(BCC meeting 06/2010 and 20^th BCC meeting dated 15^th June 2012)

Contact should be made with the MCA as follows:

Information should be conveyed to MCA through CLO.

1. 1^st instance:

   MCA Customer Service Manager (CSM) (or back-up) using the list available at: https://redensign.cdp.pdms.com/formlogin.mth

   (username: [redacted], password: [redacted])

2. 2^nd instance:

   MCA HQ Survey Operations Branch at:

   Survey Operations Branch Maritime & Coastguard Agency Spring Place 105 Commercial Road Southampton, S015 1EG

   Tel: +44 2038 172 190 Fax: +44 2380 329 104

   E-mail: hqsurvey@mcga.gov.uk

3. Out of hours:

   24-hour duty surveyor, available for contacting MCA outside of normal office hours in the case of urgent enquiries (such as, for example, obtaining guidance and approvals on temporary alternative arrangements)

   Tel: +44 (0) 7810 528 504 E-mail: infoline@mcga.gov.uk

Refer also to MCA contacts.

Contact for communication of ISM, ISPS and MLC audit reports

The appropriate contact email address for ISM, MLC and ISPS audit reports is: hq_ismiso@mcga.gov.uk

General policy

Agreement

An Agreement between the United Kingdom’s Maritime and Coastguard Agency and Recognised Organisation (RO) SA commencing on the 1^st of September 2021 has been signed. The Agreement and its Appendices 1 to 4 show the details of authorisation granted (see Agreement governing the delegation of statutory functions and certification services to Annex 4 to the Agreement).

Vessel survey and certification involving maritime innovative technology

A supplementary Agreement, relating to vessel survey and certification involving maritime innovative technology, between the United Kingdom’s Maritime and Coastguard Agency and Recognised Organisation (RO) SA commencing on the 21st December 2023 has been signed and shall remain in force for 5 years (60 months) (see Supplementary Agreement)

The purpose is to supplement the provisions of the RO Agreement in order to establish a framework and set general terms, conditions, and requirements for the performance by Recognised Organisation (RO) of delegated work in relation to United Kingdom vessels utilising innovative technology and to support the development of arrangements for regulating such vessels.

This Agreement shall be supplemented by project specific authorisations or appointments (see attached file “Project Specific Authorisation_UK MCA_RO SA_Innovative Technology”) detailing the specific scope of delegated work in relation to United Kingdom vessels utilising innovative technology or ancillary services and the process to be followed including the screening and assessing mechanisms for each project or vessel using innovative technology.

Remotely Operated Unmanned Vessels (ROUVs) under Workboat Code Edition 3

(Administration letter dated 27 November 2025 see Letter dated 27 November 2025)

Recognised Organisation (RO) is authorized for the certification of Remotely Operated Unmanned Vessels (ROUVs) in accordance with the applicable requirements of The Merchant Shipping (Small Workboats and Pilot Boats) Regulations 2023 (SI 2023/1216 as amended) - Workboat Code Edition 3.

Electronic certificates

(MCA letter dated 6 March 2018)

Recognised Organisation (RO) may issue electronic certificates to ships when acting on behalf of the United Kingdom in accordance with the “Agreement Governing the Delegation of Authority for Statutory Certification and Services for Ships Registered in the United Kingdom, as amended” (see Agreement governing the delegation of statutory functions and certification services).

Electronic certificates issued by Recognised Organisation (RO) shall contain features identified in FAL.5/Circ.39/Rev.2, section 4.

Appeals

The Administration (MCA) remains the last ressort for appeals (for statutory functions), provided the appeal has gone through Recognised Organisation (RO) internal appeal process.

Alternative Compliance Safety System (ACSS)

(MGN 568 (M) Amendment 1, Addendum D of Appendix 1 - Alternative Compliance Safety System (see Annex 1 to the Agreement) and Alternative Compliance Scheme (ACS) for ACS)

ACSS is available to eligible UK-registered vessels, other than passenger ships, which trade internationally and to which the principal maritime conventions apply. A Company wishing to enter ACSS are to discuss with their MCA Customer Service Manager (CSM), local marine office or UKSR Key Account Manager (KAM).

Vessels enrolled on Alternative Compliance Scheme (ACS) under MGN 568 (M), will continue to be enrolled on ACSS (see See Alternative Compliance Scheme (ACS)), subject to the vessel and company continuing to meet the requirements of this MGN 568 (M) Amendment 1. ACSS remains available to existing and new eligible vessels joining the UK Flag.

This system authorises Safety Equipment Certificate survey work to Recognised Organisation (RO). The Maritime and Coastguard Agency (MCA) maintains oversight of the structure of the ship and its management systems through ACSS surveys for issuance of an Alternative Compliance Safety Certificate (ACSC).

The associated audits, verifications and inspections, including the issue of Certificates for the ISM Document of Compliance (DOC), Safety Management Certificate (SMC), International Ship Security Certificate (ISSC) and MLC Certificate, remain the responsibility of the MCA.

In 2017, the Enhanced Authorisation Scheme (EAS) was introduced as a trial alongside the Alternative Compliance Scheme (ACS), with the intention of replacing ACS upon successful completion of the trial. Following a successful evaluation, outlined in MGN 561 Amendment 1 (see Enhanced Authorisation Safety System (EASS)), EAS has now transitioned into the Enhanced Authorisation Safety System (EASS). After consultation with industry stakeholders, it has been decided that ACS will remain in operation and continue to run concurrently with EASS.

Enhanced Authorisation Safety System (EASS)

(MGN 561 (M) Amendment 1 and Addendum C of Appendix 1 - Enhanced Authorisation Safety System (see Annex 1 to the Agreement))

After the conclusion of the phase-in period for the Enhanced Authorisation Scheme (EAS) and its implementation; this will now be referred to as the Enhanced Authorisation Safety System (EASS). EASS takes effect as of 1st April 2025.

During the trial, a phase-in period was provided for eligible ships to be entered into the EAS; during this phase-in period, MGN 568 - Alternative Compliance Scheme (ACS) (see Alternative Compliance Safety System (ACSS)) continued to run in parallel with EAS (ACS allowed for SEC Surveys to be carried out by UK authorised ROs with the MCA retaining the audit or verification for SMC, ISSC and MLC). It was the intention to withdraw ACS upon trial completion; this is no longer the intention.

EASS is available for all existing UK ships classed with a UK authorised RO, which are 500GT or above and issued with International Certificates and are not passenger ships. Whilst not mandatory, it is MCA preferred policy that all eligible vessels are enrolled on the EASS.

The Flag State Survey Certificate is to remain on board the vessel, serving as evidence to the attending RO surveyor that the ship is enrolled on the EASS and therefore confirming that their authorisation is extended to conduct SEC, SMC, ISSC and MLC Statutory Surveys on the MCA’s behalf.

Ships on ACS may remain on ACS or transfer to EASS at the next SMC/MLC/ISSC survey/audit/verification by MCA. Although MCA encourages all eligible existing UK vessels to transfer to EASS, for ships that do not transfer, the SEC, ISSC, SMC and MLC surveys/verifications/audits will continue to be undertaken by MCA unless currently enrolled on ACS or enrolment to ACS is requested.

Where a ship is not on EASS or ACS, the obligation remains for the MCA to attend the vessel to undertake statutory surveys; in exceptional circumstances, Instruments of Appointment (IOA) may be granted for ROs to undertake specific items on the MCA’s behalf. However, without exceptional circumstances, this will not be granted (failure to request MCA services in a timely manner prior to any statutory survey window closing or reasonable time prior to the window closing, will not be deemed an exceptional circumstance). Where IOAs are requested regularly, the MCA will conduct an additional survey within a suitable time frame. These applications will be determined on a case-by-case basis by MCA Survey Operations.

Use of chief engineers

MCA expects that any attendance of an authorised chief engineer is conducted within the due scope of his authorisation and that provision of Recognised Organisation (RO) Rules and requirements from Recognised Organisation (RO) instructions / TNS / PNS are adhered to.

Conditions of Class relating to statutory items

(letter from MCA MS16/62/2 dated 4^th November 2011 and e-mail dated 10^th February 2012)

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

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

Interpretations

(Paragraph 5.2 of the Agreement, refer to Agreement governing the delegation of statutory functions and certification services)

While interpretations of the applicable instruments, as well as the determination of equivalents or the acceptance of substitutes to the requirements of the applicable instruments are the prerogative of the MCA, Recognised Organisation (RO) will co-operate in their establishment as necessary.

Recognised Organisation (RO) applies the IMO interpretations and Circulars, as well as the available IACS Unified Interpretations as stated below unless they conflict with written instructions/guidance from the MCA.

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

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

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

Deviations and Equivalent solutions

(Paragraph 5.3 of the Agreement, refer to Agreement governing the delegation of statutory functions and certification services)

Exemptions and deviations from, and equivalents to, the requirements of the applicable instruments are the prerogative of the MCA and only the MCA may approve them prior to issuance. Recognised Organisation (RO) will co-operate in their establishment as necessary.

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

Reporting

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

Recognised Organisation (RO) should inform the MCA in cases where there are special circumstances appropriate for:

• the issue of a certificate which has a validity exceeding five (5) years from the date of expiry of the previous full term certificate in accordance with applicable instruments,

• the extension of certificates in accordance with Survey and Certification Regulations, or

• where the issue of an exemption certificate by the MCA.

Withdrawal / Cancellation of Statutory Certificates

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

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

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

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

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

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

Re-commissioning survey after laid-up period

Recognised Organisation (RO) is to inform, and provide details to MCA-EMA when an owner requests for a re-commissioning survey after a laid-up period (as MCA may carry out a Vertical Contract Audit).

Transfer of Class

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

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

In cases of transfer of the certification of the ship from one RO to another, the gaining organisation shall, within one month from the issuance of the certificates. advise the MCA and the losing organisation of the date of issue of the certificates and confirm the date, place and action taken to satisfy each overdue survey, overdue recommendation and overdue condition of class.

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

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

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

Documents - Electronic copies

Merchant Shipping Notice (MSN), Marine Guidance Notices (MGN), Marine Information Notices (MIN) and Operations Advice Notes are available through the MCA Website (www.dft.gov.uk/mca) under “News and Publications” / ”Publications” / ”Merchant and Marine Notices”.

Logo use by nominated bodies

The MCA allows restricted use of its logo by nominated bodies. Instructions are given in the letter dated 14^th October 2013 (see the attached file “Nom body Letter with instructions for logo use”), for web and publication usage. In case the previous “Red Ensign logo” has been used, it is to be replaced when a document is re-printed, equipment is replaced, etc.

The logo to be used, with the wording “Nominated Body authorised by the MCA”, is in the attached files “Small - Nominated Body authorised by the MCA”, “Large - Nominated Body authorised by the MCA” and “Digital - Nominated Body authorised by the MCA”.

Logo use by Recognised Organisations

Instructions are given in the letter dated 14^th October 2013 (see the attached file “RO Letter with instructions for logo use”).

The logo to be used, with the wording “Recognised Organisation authorised by the MCA”, is in the attached files “Small - Recognised Organisation authorised by the MCA”, “Large - Recognised Organisation authorised by the MCA” and “Digital - Recognised Organisation authorised by the MCA”.

Fitting of intermediate guard rails on external ladders and superstructure

(Action 13 of the RO BCC dated 31/10/2014)

The UK interpretation is that ladder guard rails are considered the same as deck guard rails in terms of ICLL (Regulation 25) and ILO (92 / protection of crew) compliance.

Lifting equipment on Workboats, UK Loadline and UK Loadline exemption vessels

(MCA Safety Alert - 06/2016)

It is the Owner’s responsibility to ensure that any lifting equipment installed or used on a vessel is properly designed for its intended use, including: . an assessment of the impact on the vessel’s stability, and . suitable mountings and fixing arrangements taking account of the structure of the vessel and the manufacturer’s recommendations.

Once installed, lifting equipment must be tested before first use, and retested . at five yearly intervals thereafter; and . after modification, damage or potential damage

Testing should be carried out by a competent person.

For further information, refer to the attached file “MCA Safety Alert - June 2016.pdf”.

Remote surveys, Inspections and Audits

(Addendum B of Appendix 1 to the Agreement in attached files)

(34th RO BCC meeting - 11 June 2025)

Remote survey means survey, inspection, audit, complete or part, for issue or endorsement of statutory certification, where the surveyor(s) are not in physical attendance on board the vessel or company premises. It is current Administration policy that any request for remote survey or audit is dealt with on a case-by-case basis and will only be considered in exceptional circumstances when all other viable options have been exhausted.

Recognised Organisation (RO) should send requests to hqsurvey@mcga.gov.uk for agreement, and ISM, ISPS and MLC requests are to be sent to HQ_ISMISO@MCGA.gov.uk.

Irrespective of whether the vessel is on the Enhanced Authorisation Safety System or the Alternative Certification Scheme, Recognised Organisation (RO) is to request permission to undertake a remote survey. For a vessel which is not enrolled on either of these schemes, or where MCA retains a Certificate, the Company should approach their CSM.

The vessel also has to have suitable arrangements in place to allow for remote survey. Procedures should follow the requirements as laid down in IACS Unified Requirement on Remote Classification Surveys UR Z29.

If the request is accepted, an Instrument of Appointment (IoA) will be issued.

Where Recognised Organisation (RO) wishes to administratively issue, re-issue, amend or endorse certification and a survey is not required, this is not viewed as “remote” survey in the context of this instruction.

Closure of simple Conditions of Class/Statutory Recommendation

(RO BCC meeting - 20 November 2019)

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

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

Remote Inspections Techniques (RIT)

(34th RO BCC meeting - 11 June 2025)

Remote Inspections Techniques (RIT) can only be used when the Recognised Organisation (RO) surveyor is on location at the vessel and that firms employed to carry out RIT during a survey should be certified by Recognised Organisation (RO).

Should Recognised Organisation (RO) require the use of RIT during a survey, a request needs to be sent to HQ Survey Operations and that requests need to be submitted with as much notice as possible, advising on the procedures to be adopted and the approval of the firm employed.

The Administration may allow the use of RIT without issuing an Instrument of Appointment (IoA) but any request is to be made from Recognised Organisation (RO) to HQ Survey Operations, to confirm having suitable procedures in place and the vessel has suitable arrangements in place to allow for remote survey.

Technical Requirements

Marine (M) notices

All marine notices (MGNs, MINs, MSNs) may be found on the Administration website:

http://gov.uk/topic/ships-cargoes/m-notices

LL 66

The Merchant Shipping (International Load Line Convention) (Amendment) Regulations 2018

MGN 579 (M) provides guidance and clarification on the Merchant Shipping (International Load Line Convention) (Amendment) Regulations 2018, SI 2018/155 (“the 2018 Regulations”), which implement the International Convention on Load Lines 1966 and its Protocol of 1988 in their most recently amended form into UK law. Refer to attached fill “MGN_579__M__Load_Line_Final.pdf” for further information.

This MGN deals only with the international load line requirements, i.e., for ships covered by the Convention and/or Protocol. Future amendments to the international requirements in Annexes I, II and III will be incorporated into UK law by way of ambulatory reference. For non-Convention/Protocol ships, the Merchant Shipping (Load Line) Regulations 1998 (“the 1998 Regulations”) will continue to apply.

Refer also to MIN 560 (M) International Load Line Convention 1966 and Protocol 1988 - Amending Resolutions since 1988, in attached file “MIN_560_M__Load_Line_Final.pdf”.

MGN 645 (M) Amendment 1 provides interpretations for determining Load Line Length on vessel hull forms which feature cut-outs, removable end sections and stepped or recessed decks. Recognised Organisation (RO) shall consider the methods shown in Section 4 of MGN 645 (M) for attempting to reduce L to less than 24 metres to be unacceptable and shall refuse to certify as SCVs any vessels using any of these methods to reduce L to below 24 metres.

Issuance of Load Line certificate

Classes of ship listed in Schedule 6, Part II of Merchant Shipping Notice 1752 for which Recognised Organisation (RO) may approve intact stability, damage stability requirements for the assignment of reduced freeboards under the Load Line Convention and damage stability as required by SOLAS or MARPOL are as follows:

1. oil tanker over 100 metres in length;

2. bulk carrier, or an ore carrier, over 150 metres in length;

3. single deck bulk carrier over 100 metres in length but not exceeding 150 metres in length;

4. single deck dry cargo ship over 100 metres in length;

5. purpose built container ship over 125 metres in length;

6. column stabilised mobile offshore drilling unit; or

7. column stabilised mobile offshore support unit.

Issuance of interim Load Line Certificate

In the case of those ships for which the MCA is approving stability information, Recognised Organisation (RO) may issue a short term Load Line Certificate for a period of not longer than 15 months.

Prior agreement from the MCA should be obtained and PROVISIONAL stability information should be on board.

The MCA expects that its approval procedures will be completed within this period (15 months) and full term Load Line Certificates can be issued. The MCA will notify Recognised Organisation (RO) when stability approval is complete and a full term Load Line Certificate may be issued.

Refer also to document “MCA Guidelines for Loadlines for Surveyors” in MCA Loadlines - Instructions for the guidance of Surveyors.

UK Loadline Certificate

For UK ships less than 24 metres of loadline length, or less than 150 grt (if existing), a UK Loadline Certificate may still be required.

Conditions of assignment are as for the Convention size ships and freeboard is calculated on basis of the minimum tabular freeboard of 200 mm.

SCV certificates are amended to read “This certificate is equivalent to a UK Loadline Exemption Certificate”.

Refer also to MGN 645 (M) Amendment 1 (see The Merchant Shipping (International Load Line Convention) (Amendment) Regulations 2018).

Any query regarding issuance of such a certificate shall be directed to TLO Newscastle.

Freeboard of dredgers

The UK regulations provide for special provisions for the assignment of a reduced freeboard to dredgers fitted with bottom dump doors, in addition to the assignment of an International Loadline Certificate.

Any query regarding this subject shall be directed to DAStab.

The deck equipment of such dredgers (spillways, adjustable overflows) shall be surveyed at each loadline survey.

SOLAS 74

Cargo Ship Safety Construction Certificate

Delegation

During the construction of a new ship - or the initial survey of a ship changing to UK flag - the MCA Surveyor dealing with it will issue a Partial Declaration to the effect that the ship complies with the requirements for the means of escape and structural fire protection and, for pre-1984 ships, the fire safety of periodically or unattended machinery spaces. The Society shall not issue the initial SafCon Certificate until it has the Partial Declaration of Survey issued by the MCA. At subsequent surveys, the Society has the responsibility to ensure that no alterations have been made to the arrangements since the initial survey. These arrangements apply to cargo ships and tankers.

Recognised Organisation (RO) has limited authorisation for the stability approval of certain specified ships.

Bottom surveys of cargo ships

(BCC minutes 13.6.2008)

1. For cargo ships, SOLAS does not permit extending the interval between bottom inspections beyond 36 months, even for a very short period, with the exception that, in very specific circumstances, an internal inspection of the ship’s bottom structure may be permitted within the 36 month period, provided the extension for dry-docking at a named agreed port to complete the dry-docking survey is limited to the minimum amount of time needed. The vessel’s certification would be invalid if this inspection has not taken place.

2. When necessary, surveyors advise owners not to wait until the end of the survey window for bottom inspections, to avoid missing the 36 month periodicity.

3. Agreement for extensions of period between bottom inspections shall only be taken in consultation with the MCA.

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

MCA only require notification of In-Water Surveys (IWS) if conducted outside of the survey window; if the provisions of MGN 217 are not fully met; and/or if the ship is more than 15 years old.

Notice MGN 546 (M) (see the attached file “MGN 546 (M) Amendment 1”) replaces MGN 217.

Extended Dry-Docking (EDD)

(MGN 672(M))

After a controlled trial phase, MCA have formalised Extended Dry-Docking (EDD) to allow qualifying UK vessels to dry dock once in seven-and-a-half-year period rather than twice during the regular five-year period if they meet the provisions and conditions described in this MGN 672(M) permitting two consecutive In-Water Surveys (IWS). This is referred to as Extended Dry-Docking (EDD) and will allow UK vessels to be exempted from the requirement to have two out of the water bottom inspections during a five-year period.

List of eligible self-propelled internationally trading vessels of 500GT or more, and entry requirements of a vessel wishing to utilise EDD are given in this MGN 672(M)

Applications for entry into EDD are to be completed on MSF 6570 - Request for Entry onto Extended Dry-Docking (attached file). The request for entry will be completed by Recognised Organisation (RO) and the Company, being submitted directly to MCA Survey Operations (hqsurvey@mcga.gov.uk) or through their MCA Customer Service Manager (CSM) where applicable, with the required supporting documentation. The application form must be completed for each vessel being considered.

Upon successful application, an Extended Dry-Docking Certificate of Entry (MSF 1142) and UK Exemption will be issued by MCA Survey Operations.

At every In-Water Surveys (IWS), MSF 6571 “Extended Dry Docking Company Annual Survey Declaration” is to be completed by the Company Official, and MSF 6572 “Extended Dry Docking Recognised Organisation In Water Declaration” by Recognised Organisation (RO) (attached file), and returned to the MCA CSM and hqsurvey@mcga.gov.uk.

Floor plating of normal passageways in machinery spaces - UK Interpretation of SOLAS Chapter II-2 Regulation 11.4.2

(BCC meeting 06/2010)

The UK interprets SOLAS Chapter II-2 Regulation 11.4.2 to mean that a normal passage way is anywhere that a person can walk as part of the daily routine of operating the category A machinery space. The UK would only exclude what might be termed “platforms” which are provided for the sole purpose of gaining access to something out of reach by a normal passage way, for example the top of a boiler or a position for reaching a valve or gauge.

Fire protection and stability - Passenger ships and cargo ships

The UK has issued the following Operational Advice Note to clarify the MCA application of SOLAS with regard to SOLAS Chapter II-2 Regulation 20.6 and associated MSC.1/Circ.1320 in respect of the protection of vehicle, special category and ro-ro spaces.

See the attached file “OAN 726 r2”.

Computer loading instrument

(BCC meeting 06/2008)

When new lightship data has been determined through deadweight check or inclining, MCA requires that the new lightship data is programmed into the loading computer as soon as is practicable, so that the CLI may be used to generate more accurate loading conditions.

The lightship data contained within the onboard stability book should match that programmed into the onboard CLI with tolerances as per IACS UR L5 “Onboard computers for stability calculations” Section 5.1 and 5.2, as appropriate.

Where an onboard stability computer is used, the agreed lightweight particulars are to be used in the computer irrespective of whether a revised stability book is required. MCA consider it reasonable to issue an approval letter to append to the lightship / inclining survey report detailing the agreed change in lightship data, with the explicit instruction that the approved inclining / lightship survey report should be attached to the onboard stability information book and that the CLI lightship data should be updated.

It is reminded that where deadweight check or inclining has been found to have changed, the shipowner shall submit the new test loading cases to the relevant LPO for approval.

Once the new test loading cases are approved by LPO, on board verification shall be performed to ascertain that the CLI has been up-dated. This may be achieved by checking the CLI printout against the approved test loading cases.

Application of IACS UI SC178 on Unified Interpretation of Ch 12 of FSS code

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

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

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

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

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

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

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

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

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

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

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

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

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

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

Loss of anchor and validity of Safety Construction Certificate

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

Steering gear

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

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

Means of access

A gangway should be carried on every ship of 30 metres of more registered length (or overall length, if the ship is not registered).

An accommodation ladder should be carried on every ship of 120 metres of more registered length (or overall length, if the ship is not registered).

For further information, refer to the Marine Guidance Note MGN 533(M) Amendment 2 in the attached file “MGN 533 (M) Amendment 2.pdf”.

CSS code

Existing container ships shall comply with the following requirements at their first intermediate / renewal safety construction survey on or after 1 January 2015 (or within 3 months if the survey takes place before the 1^st April 2015).

1. General design considerations

1. A lashing platform shall be provided for container securing operations in outer positions. This platform shall have fencing to prevent workers falling off it – (6.1.2)

2. Platforms shall provide a clear work area, unencumbered by deck piping and other obstructions – (6.1.5)

3. The space provided between the container stows for workers to carry out lashing operations should provide adequate lighting in line with the guidelines - (6.1.3.8)

2. Provisions for safe access

1. All relevant deck surfaces used for movement about the ship and all passageways and stairs shall have non-slip surfaces – (6.2.1.2)

2. Where necessary for safety, walkways on deck shall be delineated by painted lines or otherwise marked by pictorial signs – (6.2.1.3)

3. All protrusions in access ways, such as cleats, ribs and brackets that may give rise to a trip hazard shall be highlighted in a contrasting colour – (6.2.1.4)

4. Toe boards (or kick plates) shall be provided around the sides of elevated lashing bridges and platforms to prevent securing equipment from falling and injuring people – (6.2.2.5)

5. Any openings in the lashing positions through which people can fall shall be possible to be closed – (6.2.2.6)

6. Lashing bridges and platforms shall be provided with sufficient fencing in line with annex 14 – (6.2.3)

7. As far as practicable, access ladders and walkways, and work platforms shall be designed so that workers do not have to climb over piping or work in areas with permanent obstructions - (6.2.4.8)

8. There shall be no unprotected openings in any part of the workplace – (6.2.4.9)

9. Handholds shall be provided at the top of the ladder to enable safe access to the platform to be gained - (6.2.4.13)

10. Manhole openings that may present a fall hazard shall be highlighted in contrasting colour around the rim of the opening - (6.2.4.14)

3. Lashing systems

1. Where it is not feasible to entirely eliminate working on the tops of container stows, the twistlock designs shall minimize the need for such working, for example by the use of semi-automatic twistlocks, fully automatic twistlocks or similar design – (6.3.2.3)

2. The maximum length of a lashing rod shall be sufficient to reach the bottom corner fitting of a container on top of two high cube containers and be used in accordance with the instructions provided by the manufacturers – (6.3.3.2.)

3. Bins or stowage places shall be provided for lashing equipment – (6.3.5.1)

4. All lashing gear shall be stowed as close to its intended place of use as possible – (6.3.5.2)

5. Bins for defective lashing equipment shall be provided and clearly identified - (6.3.5.4)

6. Bins shall be of sufficient strength – (6.3.5.5)

7. Bins and their carriers shall be designed to be lifted off the vessel and re- stowed – (6.3.5.6)

4. Lighting design

1. Illumination shall, where possible, be designed as a permanent installation and adequately guarded against breakage – (6.4.3)

2. The illumination intensity shall take into consideration the distance to the uppermost reaches where cargo securing equipment is utilised – (6.4.4)

For further information, refer to the Marine Guidance Note MGN 531 (M) in the attached file “MGN531”.

MCA authorises Recognised Organisation (RO) to approve cargo securing manuals on behalf of the United Kingdom, drawn up to a standard at least equivalent to guidelines developed by the IMO, MSC.1/Circ.1353/Rev.1.

For further information, refer to Annex 1 to the Agreement.

Collision bulkhead

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

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

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

Atmosphere testing instrument for enclosed spaces

(Advice Notice 1024).

From 14 May 2022 all SOLAS ships and from 14 May 2023 all applicable non-SOLAS ships are required to carry atmosphere testing equipment for entry into enclosed spaces capable of testing any concentration of oxygen, flammable gases or vapours, carbon monoxide and hydrogen sulphide.

Upon activation, the instrument should perform a "self-test" which indicates that the instrument is functioning correctly. In addition, the manufacturers' instructions should have clearly defined calibration requirements. (MSC.1 Circ 1477).

Where the operation of the ship permits regular and frequent access (e.g. ferry services), the calibration equipment may be kept ashore.

Arrangements for calibration should be clear from the ship’s Safety Management System (SMS). This should include the caveat that if, due to exceptional circumstances, the equipment cannot be calibrated according to the manufacturer’s instructions, then entry into an enclosed space should not be undertaken on the basis of readings from the equipment. Entry should not be allowed until the calibration process has been completed and readings have confirmed safe atmosphere.

Ships operating deep sea with infrequent or unpredictable access to shore-based facilities must carry the calibration equipment on board.

DOC for the Carriage of Dangerous Goods

(Item 1.7.1 Addendum A of Appendix 1 to the Agreement in attached files)

Recognised Organisation (RO) is authorised for the survey and issuing of the full term Document of Compliance for the Carriage of Dangerous Goods in line with International Standards.

While Recognised Organisation (RO) is authorised to conduct annual and intermediate surveys, the endorsement of certificates is not required.

Embarkation Ladders & Pilot Ladders

(Surveyor Advice Note SAN 88, see attached file “SAN 88.pdf”)

Refer to Embarkation Ladders & Pilot Ladders

Policy on automatic air-pipe closing devices in relation to the prevention of progressive flooding in cargo ships

(Surveyor Advice Note SAN 90, see attached file “SAN 90.pdf”)

This SAN is being issued to clarify the UK’s policies on the treatment of automatic air pipe closing devices in relation to the prevention of progressive flooding in dry cargo ships subject to the SOLAS probabilistic damage stability regulations shown below. It also covers related issues on the treatment of closing devices and equipment such as hatch covers.

Early implementation of Amendments to SOLAS II-2/1 and II-2/10 (MSC.409(97)) - Foam extinguishers

(BCC meeting dated 22/11/2017)

The Administration accepts early implementation of these Amendments to SOLAS, refer to attached file “SOLAS II-2 Early implementation.pdf”.

This allows vessels whereby domestic boilers are less than 175kW in power or the boiler space is protected by a fixed water-based local application fire-extinguishing system as required by SOLAS II-2 Regulation 10.5.6 to dispense with the foam extinguisher of 135 litre capacity.

Ships built before / on or after 1 January 2009

(MSN 1907 (M) and MGN 670 (M))

Ships built before 1 January 2009 engaged on international voyages are required to comply with the requirements set out in the Annex to the Merchant Shipping Notice 1907 (M) (attached file).

Ships built on or after 1 January 2009 engaged on international voyages must comply with the provisions of SOLAS Chapter II-1 applicable to such ships, as amended from time to time. Such amendments will be incorporated into UK law by virtue of the ambulatory reference provision (for additional guidance see MGN 670 (M) in attached files).

Electronic ESP Condition Evaluation Reports (ESP Code)

(Administration email dated 22/02/2024)

The Administration has confirmed its policy on electronic ESP reports as follows:

As the ESP Code itself does not state a physical paper/printed copy is required, just that auditable records are available so presumed same circumstances as now with ORB’s, certificates etc. As long as they remain available, including offline, then the Administration have no objection as Annex 6, 1.1.2 of the code requires “Survey reports shall be kept in the survey report file required to be on board”.

Mooring equipment (SOLAS II-1 Reg.3-8)

(RO BC meeting December 2023)

The Administration supports the content of MSC./Circ.1175/Rev.1 and agrees with the approach suggested by Recognised Organisation (RO) as follows:

For existing ships, in 2024 at the 1st periodical survey, the availability of specific procedures and documentation must be checked as indicated in Circular MSC.1/Circ.1362/Rev.2 para. 5. However for ships constructed before the 1st January 2007 and without the appropriate documentation indicated in Circular MSC.1/Circ.1362/Rev.2 para. 5.5 (i.e. Records of original design concept, equipment, arrangements, and specifications. (ref. MSC.1/Circ.1620 paragraph 4.4.4)), this check can be more extensive.If the SWL (Safe Working Load) of the mooring equipment(s) is provided on board, the Owner may establish MBLSD (Ship Design Minimum Breaking Load) for mooring based on the SWL. The value of MBLSD is to be evidenced on board.

If the SWL (Safe Working Load) of the mooring equipment(s) is NOT provided on board, the Owner is advised to check the strength of the mooring equipment(s) and their supporting hull structure based on MSC.1/Circ.1175/Rev.1 and to determine the MBLSD based on the actual capacity of the mooring equipment(s) and their supporting hull structure on board.

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

(MGN 670 (M))

The Administration determines that the regulations outlined in SOLAS II-1/3-13.2.1 and 3-13.2.4 apply to all lifting appliances including those with a safe working load below 1,000Kg.

All operational tests, thorough examinations and inspections are not required to be conducted during the SOLAS annual or renewal survey, however, the attending Recognised Organisation (RO) surveyor is required to verify during the SOLAS annual or renewal survey that the operational tests, thorough examinations and inspections have been conducted to the required standard and within the required time frame.

Manoeuvring tests

(34th RO BCC meeting - 11 June 2025)

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

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

Cargo Ship Safety Equipment Certificate

Delegation to RO

MCA has noted that Safety Equipment Surveys conducted on their behalf by Classification Societies gave rise to problems, particularily the number of additional lifejackets and the strength of lifeboats davits and wires.

On application of the owner to the MCA, Recognised Organisation (RO) surveyors may be appointed on an individual basis for annual and renewal surveys outside of the UK, as per Guidance Notes to non-MCA surveyors appointed to undertake Cargo Ship Safety Equipment surveys.

The survey is invoiced to the owner (and not to the MCA).

UK requirements

Main differences between international conventions and UK requirements (Cargo Ship Safety Equipment surveys) shows revised differences between international Convention and UK requirements (LSA, fire-fighting appliances, navigational equipment and lights and signalling equipment) and extracts from MSN 1676 Amendment 2, Schedule 6 are given in SCHEDULE 6 - Launching Appliances.

LSA - increased person weight for lifeboats and rescue boats

The UK has issued the Surveyor Advice Note (SAN) 89 to clarify the line taken by the MCA on RESOLUTION MSC.272(85) (See attached file).

Servicing of inflatable liferafts, marine evacuation systems, inflatable lifejackets and hydrostatic release units

1. SOLAS inflatable LSA (MGN 548 (M+F) Amendment 1)

   All SOLAS certificated inflatable LSA on board a UK ship must be serviced at a UK Approved Service Station which has therefore been accepted by the MCA on behalf of the Secretary of State as fulfilling the SOLAS requirement for servicing;

   All SOLAS certificated inflatable LSA must be serviced at intervals not exceeding 12 months, unless specifically provided for in the Convention, or as described in either UK Codes/Regulations.

   In exceptional cases, when it is clearly impracticable to comply with this annual servicing requirement, the MCA may consider whether the servicing could be deferred for a period not exceeding 5 months. In such cases, owners, masters or skippers should apply to their local MCA Marine Office, explaining their reason in writing for seeking deferment, which will be reported to Marine Technology Branch, using the details at the end of this Note.

   An exemption granted by the MCA in accordance with IMO Circular MSC.1/Circ.1328, allows servicing intervals of up to 30 months for inflatable liferafts when specially packed to allow for extended service intervals.

   For further information, refer to attached file “MGN 548 (M+F) Amendment 1.pdf”

2. Non-SOLAS inflatable LSA (MGN 553 Amendment 1(M+F))

   This Note provides guidance on the MCA policy with regards to the acceptable standards of non-SOLAS inflatable Life-Saving Appliances (LSA) for use on certain UK registered commercial vessels.

   • Non-SOLAS inflatable LSA fitted to commercial vessels should be serviced in accordance with the original equipment manufacturer’s (manufacturer) instructions;

   • Non-SOLAS liferafts marketed as compliant with ISO 9650-1:2022 are not to be marked for a capacity other than 4 to 16 persons. Surveyors of UK commercial vessels will not accept ISO liferaft if labelled and/or marketed as being for a number of persons outside of 4 to 16;

   • Non-SOLAS liferafts built to comply with the ORC standard have now, in all categories of operation, reached the end of the designated phase-out period; the final phase out period ending 03 October 2021. They are accordingly no longer accepted on UK vessels.;

   • The MCA will accept inflatable lifebuoys and danbuoys on certain Small Commercial Vessels and Fishing Vessels as detailed in this Note.

   For further information, refer to attached file “MGN 553 Amendment 1(M+F) Inflatable Non-SOLAS Liferafts and life-saving appliances.pdf”

Extended service intervals for inflatable liferafts

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

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

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

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

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

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

Marine Evacuation Systems (MES) - Servicing and Deployments

Rotational deployment required by SOLAS Ch. III/20.8.2 cannot be extended beyond the 6 year period. It is recommended that a deployment is arranged accordingly with adequate notification to all involved parties.

The ship owner should contact the relevant Marine Office or Customer Service Manager to discuss the deployment arrangements, which will ensure that an MCA surveyor or a UK Recognised Organisation (RO) surveyor shall be present to witness rotational deployments.

The ship owner shall obtain agreement with the MCA/RO on the number and location of units to be deployed and the MCA/RO will complete the checklist detailed in Annex 1 of MGN 558(M). Records for the deployment of each MES should be maintained and will include the dates of deployments. Companies shall incorporate spare MES into their deployment program such that, as far as practicable, all MES are subject to equal periods between deployments.

Agreement between the attending surveyor and the ship operator shall be obtained on the number of liferafts, to include link liferafts that will be deployed from that station. A link raft is a raft not integrated with the MES, but one whose capacity is included for the evacuation of persons on-board including redundancy. This raft is attached to the MES platform or raft subsequent to the initial deployment. The attending MCA/RO surveyor will assess the effectiveness of the deployment with the international requirements for such deployments in mind. For this reason, the attending MCA/RO surveyor will take notes or images during the deployment, and they will take into account that the deployment may not be undertaken in real-time so that it may be conducted safely and with crew familiarisation in mind.

The unit to be deployed should be readied in accordance with the agreed action plan and following the manufacturer’s procedures outlined in ship-board manuals and training guides. The outcome of the deployment including any observations will be recorded on the form found in Annex 1 of MGN 558(M) by the MCA/RO surveyor. The completed report should then be forwarded to the MCA’s Marine Technology Branch (marinetechnology@mcga.gov.uk) by the MCA/RO surveyor for recording and, if necessary, arbitration on the final decision of whether the deployment was successful.

For further information, refer to MGN 558 (M) Amendment 1 in attached file “MGN_558_Amendment_1.pdf”.

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

(MGN 560 (M) Amendment 2 in attached file “MGN 560 (M) Amendment 2.pdf”, MGN 555 (M) Amendment 1 in attached file “MGN_555_Amendment_1_-_FINAL.pdf”)

Authorisation for Service and Maintenance Personnel

- The thorough examination, operational testing, repair and overhaul of equipment shall be carried out in accordance with SOLAS regulation III/20 by service providers authorized in accordance with MSC.402(96) section 7.

- Only organisations authorised by either the Original Equipment Manufacturer (OEM) or a UK authorised Recognised Organisation (RO) in accordance with MGN 555 (M) (LifeSaving Appliances, Lifeboats, Rigid Rescue Boats, Launching Appliances and On-load Release Gear – Authorisation of Service Providers); may conduct the 5-yearly servicing and maintenance of lifeboats described in this MGN and in MSC.402(96).

- Where these Guidelines require certification of authorised service personnel, such certification should be issued by the OEM or a UK authorised RO, in accordance with MGN 555 (M) Amendment 1.

OEM and OEM Approved Service Providers

The OEM and OEM approved service providers do not require any further approval to conduct work on equipment manufactured by that OEM. Any service provider wishing to conduct service work on equipment other than that of the authorising OEM should seek authorisation from a UK authorised RO or approval from the actual OEM, for the specific equipment on which they wish to undertake work, before commencing such work.

Authorisation of Service Providers by Recognised Organisations

- Service providers (other than OEM and OEM approved service providers) wishing to conduct work on lifeboats, rescue boats, launching appliances and release gear fitted to UK ships, should approach a UK authorised RO and seek their authorisation as a service provider for the specific equipment on which they wish to undertake work, in accordance with SOLAS Chapter III Regulation 20, as applicable and MSC.402(96).

- Authorisations issued for work in accordance with SOLAS Chapter III Regulation 20 as applicable and MSC.402(96) may not give automatic authority to conduct work on every type of equipment in accordance with these IMO instruments. It may be necessary for service providers to seek authorisation for each specific make and type of equipment on which they wish to undertake work.

- Other than OEM and OEM approved service providers, only service providers authorised by a UK authorised RO through an assessment against the provisions of the International Association of Classification Societies (IACS) Z17 “Procedural Requirements for Service Suppliers” and IMO MSC.402(96) will be accepted.

- Any service provider found not to be meeting these requirements will be reported to the authorising RO and the MCA may advise that the service provider will not be accepted for work on UK ships.

Operational and Test procedures

MGN 560 Amendment 2 compiles current guidance on the safe servicing, testing maintenance and drilling of lifeboats are summarized as follows:

• Guidance on the requirements for specific procedures for inspection, maintenance, thorough examination, operational testing, overhaul and repair of lifeboats, rescue boats, launching appliances and release gear is included in Part 1 of the Annex to this MGN.

• The MSC.402(96) requirements for 5-year thorough examination, overhaul and overload operational tests is included in Part 2 of the Annex to this MGN.

• Guidance on the conduct of 5-yearly load testing on UK Vessels is included in Part 3 of the Annex to this MGN

• Guidance on safety during abandon ship drills using lifeboats is included in Part 4 of the Annex to this MGN.

Renewal of Approved Service Providers

The Administration does not expect that Approved Service Providers who have previously demonstrated compliance with sections 7.1.1 and 7.3 of MSC.402(96) to require compliance with the ISO/PAS 23678 standard, providing they are otherwise compliant with the resolution.

The Administration Instructs Recognised Organisations to allow Approved Service Providers to renew certification in accordance with the requirements of MSC.402(96) without the Approved Service Provider demonstrating accreditation with ISO/PAS 23678 where they have previous experience of servicing the makes and types of such equipment (which will be acceptable for all models of those makes and types).

For further details refer to Administration instruction to ROs dated 6 July 2021 in attached file “MCA instruction to ROs_LSA”.

Use of Fall Preventer Devices

The MCA strongly urges that all UK vessels fitted with lifeboat on-load release systems should be equipped with fall preventer devices (FPD) pending the evaluation of the systems for compliance with the requirements of the revised LSA Code.

The guidance contained in the Marine Guidance Notice (MGN) 540 (see the attached file “MGN540”) should be followed on-board all UK vessels fitted with lifeboat on-load release systems by their next Safety Equipment Survey.

Line-throwing appliances

Refer to the Safety Alert Technical No. 45 in the attached file “safety_alert_no_45”.

At least four approved single use linethrowers need to be carried on board to fulfill the SOLAS Chapter III regulation 18 requirement.

Lifeboat and rescue boat release and retrieval system (MSC.1/Circ.1392)

Recognised Organisation (RO) can conduct the following work on behalf of the Administration, without the need for MCA involvement or authorisation.

Replacement of lifeboat and rescue boat Release and Retrieval System (RRS), not meeting SOLAS III/1.5, in accordance with MSC.1/Circ.1392 paragraphs 18-26 including: review and approval of replacement lifeboat and rescue boat RRS (MSC.1/Circ.1392 paragraph 20), discretion to decide if the hook fixed structural connections need to be replaced (paragraph 21), witnessing of the installation (paragraph 23), witnessing of the post installation testing (paragraph 25), issuing the statement of acceptance as per MSC.1/Circ.1392 Appendix 4 (paragraph 26).

MSC.1/Circ.1392 requires Administrations to send IMO reports on evaluation of hooks. MCA requests that these reports are sent by Recognised Organisation (RO) to MCA Marine Technology Branch (MarineTechnology@mcga.gov.uk).

Companies should, where possible, select replacement equipment acceptable to the lifeboat manufacturer. However, in cases where the lifeboat manufacturer is unable to offer a suitable replacement LRRS, the company may select an alternative LRRS provided it is approved. It’s the company’s right to select alternative LRRS which may not be those as supplied or approved by the lifeboat OEM but compatibility of such hooks must be assured by Recognised Organisation (RO).

In case of replacement of non-compliant LRRS, Recognised Organisation (RO) may allow that hook fixed structural connections of the release mechanism and supporting structure which are not made of material corrosion resistant in the marine environment, as required by paragraph 4.4.7.6.9 of the LSA code, need not be replaced if they are in a good condition and installed in a sheltered position inside the lifeboat. This does not apply to semi-enclosed lifeboats where greater exposure is of concern.

The installation should only be carried out by the OEM of the new LRRS or by one of their representatives. A lifeboat service supplier is not permitted to conduct this work. All work carried out should be witnessed by Recognised Organisation (RO) who approved the installation documentation.

Post-installation testing should be carried out by the manufacturer or by one of their representatives and witnessed by Recognised Organisation (RO).

A simulated launch test e.g. where a vessel creates approximately 5knot wash ahead of the launched craft, may be accepted as equivalent to launching requirement of MSC.81(70) part 2, paragraph 5.4. All proposed equivalent arrangements adequately demonstrating the launch retirement must be presented to MCA Marine Technology Branch, on case by case basis, before acceptance can be granted. Examples of assessment of this provision through calculation have been demonstrated but the MCA position is that this test must be physically conducted as far as is practicable because it is designed to assess the whole launching system for the boat.

All tests should be witnessed by the RO which approved the installation documentation. Recognised Organisation (RO) will also verify that the installation complies in all respects with the documentation submitted by the company.

For further information, refer to the Marine Guidance Notice (MGN) 541 in the attached file “MGN541”.

Simulated launching of free-fall lifeboats

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

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

Lifeboat or rescue boat dynamic test

For the alternative procedure for static equivalents to the 110% dynamic test (interim guidance), refer to the attached file “PolicyOnLifeboatOrRescueBoatTesting”.

(Action 25 of the BC meeting dated 23/09/2015)

Evidence must be recorded for dynamic and/or equivalent static load test of lifeboat and davits.

Open Reversible Liferafts (ORLs)

Refer to MIN 523 (M) in the attached file “MIN523.pdf”

Over capacity for Class III to VI(A) Vessels

Only UK Service Stations may be used for the servicing of UK Certificated ORLs.

No UK Certificated ORLs of greater than 65 person capacity can be fitted to new or existing vessels since 19 July 2009. UK certificated ORLs of greater than 65 persons capacity already installed on board UK Class III to VI(A) ships shall be accepted until the liferaft reaches the end of its serviceable life. It is necessary for the operators to ensure that the Certificate of Approval is retained on board each vessel.

When any existing oversized ORLs need to be replaced, liferaft with either a MED Approved ORL of comparative size or a greater quantity of UK Certificated (Non-SOLAS) ORLs limited to 65 person capacity may be used.

UK Certificated ORLs should be type approved by UK Nominated Bodies

Servicing Exemption for Class III to VI(A) Vessels

The MCA has granted an Exemption to the annual servicing of UK Certificated (Non-SOLAS) ORLs fitted to Class III to VI(A) domestic passenger vessels.

The ORL servicing exemption does not apply to MED Certificated ORLs intended to meet the requirements of the High Speed Craft Code or the Merchant Shipping (High Speed Craft) Regulation 2004), nor does it apply to other SOLAS Certificated liferafts fitted to Class III to VI(A) Passenger Ships.

Refer to Annex 1 to MIN 523 (M).

Immersion suits

Where immersion suits have been packed in an airtight packaging, the packaging must be transparent and of sufficient strength that it will not be broken while in stowage during ship operations. The airtight packaging must also be capable of being opened without damaging the suit and with minimal effort e.g. have a pre-cut V for opening.

If this has been met, then the following will be accepted in lieu of complying with MSC/Circ.1047:

1. Monthly onboard inspections of the airtight packaging in line with the manufacturer’s recommendations (and a basic check of the visible portions of the packaged suit).

2. If faults or damages are found with airtight packaging during an inspection or the suit has obviously been damaged while still within the packaging, the immersion suit should be removed from its packaging and inspected in accordance with MSC/Circ.1047.

3. Should there be any doubt as to the condition of the inside of the airtight packaging or the state of the immersion suit contained within, then the suit should be removed from its packaging and inspected in accordance with MSC/Circ.1047.

4. If inspection in accordance with MSC/Circ.1047 shows defect in packaged immersion suits, then a sample of a further 25% of the packaged immersion suits should be removed from their packaging and inspected in accordance with MSC/Circ.1047. Any further faulty suits should result in the inspection of all suits according to MSC/Circ.1047.

5. The vessel must ensure that, once opened, there is sufficient suitable storage space for the open suits.

6. There should be a suitable number of immersion suits not kept in airtight packaging to be used during drills, the number of which should be identified and documented in the vessels Safety Management System.

7. During a survey or inspection the surveyor may request to open the airtight packaging on any number of suits to his satisfaction, provided an inspection in accordance with the above paragraph (d) warrants such measures.

Notwithstanding the above paragraphs:

1. The air pressure test required by MSC/Circ. 1114 should be conducted at every required service by an authorized service station at 3 years intervals, after which the suit must be re-bagged, providing the airtight bag sealing is checked by ship personnel at least annually and found to be intact. It is also recommended that, whenever possible, inspections, as required by MSC/Circ. 1047 be carried out at the same time.

2. Any immersion suits over 10 years of age should be serviced annually at an authorized service stations.

For further information, refer to the Marine Guidance Note (MGN) 529 in the attached file “MGN529”.

Navigation Equipment

The Merchant Shipping (Safety of Navigation) Regulations 2020 (SI 2020/673) come in force 31/7/2020, revoking the Merchant Shipping (Safety of Navigation) Regulations 2002 (SI 2002/1473).

MGN 610 (M+F) Amendment 1 (attached file) has been published in sync with the above, providing guidance on SOLAS Ch V which is transposed in UK legislation by the above Regulations.

ECDIS

The MGN 610 (M+F) Amendment 1 (attached file), provides in Annex G, guidance on ECDIS.

Chapter V of SOLAS was amended on 1 January 2011 to accept ECDIS as an alternative to paper charts and included mandatory carriage for certain vessels on a rolling timetable commencing 1 July 2012 to 1 July 2018. However, vessels which are not required to fit ECDIS on board due to the above timetable and gross tonnage stipulations may employ them on voluntary basis. Note also that as per the High Speed Craft (HSC) Code, 2000, all HSC are required to be fitted with ECDIS.

Back up arrangements should be ready for immediate use and include facilities enabling a safe take-over of the system functions in order to ensure that an ECDIS failure does not result in a critical situation. The ship’s navigational Safety Management System (SMS) must recognise and suitably account for this.

Each ECDIS, main unit and back-up if applicable, must be type approved to Marine Equipment Directive (MED) Wheelmark standards which cover requirements of applicable IMO performance standards, and include provision, within the equipment, to provide an uninterrupted power supply (UPS), for at least 45 seconds. The type-approval certificate, in addition to the Wheelmark displays, should be readily available on board.

When intending to operate the ECDIS in Raster Chart Display System (RCDS) Mode, UK flag vessels are to comply with the requirements as detailed in MGN 285 (Electronic Charts – The use of risk assessment methodology when operating ECDIS in the RASTER chart display system), which provides guidance on undertaking suitable risk assessment associated with the use of Raster Navigational Chart (RNC). Evidence that the ship’s responsible officer (or officers) have undertaken the above risk assessment in every case should be maintained on board.

AIS - annual testing

Refer to MGN 465.

SOLAS Ch V, Reg.18.9 requires an annual test of shipborne class “A” AIS systems. The purpose of an annual testing regime is to confirm that the AIS performance is not inferior to the IMO Performance standard (MSC.74(69)) and IEC standard IEC 61993-2.

VDR

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

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

Until the IMO’s performance test guidelines for VDRs are updated (to take note of the Voyage Data Recorder performance standards revision: MSC.333(90)), the guidance provided in MGN 272 (refer to the attached file “MGN272”) should be adhered to.

Electronic inclinometer

Currently there is no carriage requirement for electronic inclinometer, however, should one be carried on board it is required to be connected to VDRs which are complying with the revised performance standards for VDRs (MSC.333(90)).

BNWAS installed prior to 1st July 2011

The MGN 610 (M+F) Amendment 1 (attached file), provides in Annex F, guidance on BNWAS installed on board before 1 July 2011, which should be assessed in two parts: Section A (System installation) and Section B (Equipment function).

An exemption is required if the equipment is not type approved but the system installation fully complies with Section A and the equipment functions comply with Section B.

Exemption not required where there is type approval to MSC128 (75) and A.694(17)/IEC 60945, and the installation fully complies with Section A.

Exemption required if the equipment is not type approved, but the system installation fully complies with Section A and the equipment functions comply with Section B.

Many BNWAS manufacturers offer a motion-based reset devices. It is important that such devices do not provide false resets from inanimate objects, e.g. a revolving fan or ribbons tied to output grills of airconditioner units. Elimination of false reset can only be achieved through design, correct installation and regular monitoring by the ship’s staff.

It is also important that motion detectors are installed according to the manufacturers’ instructions.

The capture of BNWAS stage-alarms is required for VDRs installed from 2 December 2009.

Electrical output(s) to VDR from the BNWAS uniquely identify each stage alarm status. Where these outputs are available via an IEC 61162 series interface, volt-free contacts or their isolated solid-state equivalent, then the ship should find a solution to connect them to the VDR.

It is acceptable to wait until the VDR annual-test, following installation of the BNWAS, to implement the above connections.

LRIT - Survey, Certification and Compliance

(MGN 634 (M+F))

The UK has appointed Authorised Testing Application Service Providers (ATASPs) to carry out Conformance Testing, in line with MSC.1/Circ.1307. On completion of successful testing, ATASPs are authorised to issue Conformance Test Reports (CTRs) on behalf of the Maritime and Coastguard Agency (MCA), an Executive Agency of the UK Department for Transport. Copies of the Test Reports will be sent to the vessel and the MCA’s UK National Administrator for LRIT.

During any renewal or annual survey for the ship’s safety certificates (i.e. Cargo Ship Safety Equipment Certificate or Passenger Ship Safety Certificate), and following the initial certification of compliance of a ship with the requirements of SOLAS Chapter V regulation 19-1. The related certificate should be issued or endorsed, as the case may be, provided the CTR is still valid taking into account the provisions of paragraph 7 of MSC.1/Circ.1307.

Exemptions / Equivalence will be considered on a case by case basis.

For further information, refer to the attached file “MGN634.pdf”.

Navigational Electronic Record Books

(MSN 1874 (M+F))

Navigational electronic record books installed on board after 01/01/2023 are to be approved against MSN 1874 (M+F), as amended.Item UK/4.66 (see Annex 1 of MSN 1874) imposes to have them with a UK Type-Examination Certificate (Module B).Recognised Organisation (RO) can issue them as per the related procedure and the related procedure, as an UK Approved Body, even if the intended vessel is not classed by Recognised Organisation (RO).

Breathing apparatus

(Email from MCA dated 14/01/2015)

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

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

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

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

REG interpretation of SOLAS II-2/7 as applicable to cargo ships

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

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

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

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

The Use of “U Bolt Wire Rope Grips” & Wedge Sockets” on LSA

(Surveyor Advice Note SAN 84, see attached file “SAN 84.pdf”)

The MCA for sometime now has had concerns about the use of bulldog grips as a load-bearing component. Their use has therefore been prohibited on the falls of lifeboats, rescue boat, fast rescue boat, liferafts and means of rescue; and tricing/bowsing systems. It will also be noted that The British Standards Institute withdrew their standard due to the inefficiency of these grips.

Embarkation Ladders & Pilot Ladders

(Surveyor Advice Note SAN 88, see attached file “SAN 88.pdf”)

The purpose of this SAN is to provide clarification of the possible conflict between SOLAS Regulation V/23 – pilot transfer arrangements and the new SOLAS Regulation II-1/3-9 – means of embarkation on and disembarkation from ships, which enters into force on 1 January 2010.

Arrangement for remotely located survival craft

(Administration email dated 05/07/2019)

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

Quote

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

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

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

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

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

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

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

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

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

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

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

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

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

Unquote

Measurement of General Emergency Alarm and Public Address System

(RO BCC meeting - 20 November 2019)

Sound pressure measurements shall be done separately on each ship.

Fire protection, detection and extinction

(MGN 666 (M))

This Marine Guidance Note provides guidance on the construction requirements in Merchant Shipping Notice (MSN) 1900 (M), which contains the technical requirements relating to fire protection, fire detection and fire extinction for ships constructed before 1st July 2002 and which are subject to the Merchant Shipping (Fire Protection) Regulations 2023 (“the 2023 Regulations”). It provides information to assist with the interpretation of the requirements contained in MSN 1900 (M), including those matters that are stated to be within the discretion of the Secretary of State – for example, where something is expressed to be “to the satisfaction of the Secretary of State”.

(MGN 667 (M))

This Marine Guidance Note provides guidance on:

1. Part 5 of the Merchant Shipping (Fire Protection) Regulations 2023 (“the 2023 Regulations”), which refers to the technical requirements for fire protection, fire detection and fire extinction in Chapter II-2 of the Annex to SOLAS for ships built on or after 1st July 2012 and engaged on international voyages;

2. Merchant Shipping Notice (MSN) 1901 (M), which applies to ships constructed between 1st July 2002 and before 1st July 2012 and engaged on international voyages, and which is made mandatory by Part 3 of the 2023 Regulations; and

3. Merchant Shipping Notice (MSN) 1902 (M), which applies to ships constructed on or after 1st July 2002 and engaged on non-international voyages, and which is made mandatory by Part 4 of the 2023 Regulations.

EPIRB (IACS UI SC295)

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

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

Equivalent Arrangements for Magnetic Compasses carriage requirements

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

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

   1. Each gyrocompass shall:

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

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

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

      • Display the reading at the main steering position.

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

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

   1. Each gyrocompass and the GNSS compass shall:

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

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

      • Display the reading at the main steering position.

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

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

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

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

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

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

(UK MCA email dated 26/11/2025)

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

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

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

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

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

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

Cargo Ship Safety Radio Certificate

(Extracts from attached file MGN 608 (M+F) Amendment 1 superseding MGN 392 (M+F))

Introduction

Recognised Organisation (RO) is authorised to carry out initial, periodical and renewal surveys on behalf of the MCA without further consultation, with owners to apply for such surveys direct to Recognised Organisation (RO). When an owner requests the issue of a Cargo Ship Safety Certificate, in place of Safety Construction, Safety Equipment and Safety Radio certificates, Recognised Organisation (RO) should provide the MCA with a declaration of survey for Safety Radio so that the MCA may coordinate the issue of the Cargo Ship Safety Certificate.

Recognised Organisation (RO) is authorised to carry out surveys and issue a Statement of Compliance (not on behalf of the UK) against the radio installation requirements for Vessels of less than 300GT and for Domestic Cargo Vessels >= 300GT, when requested to do so by the vessel owner.

Conduct of surveys

1. The statutory requirements for the survey of the radio installations on UK vessels are in the:

   1. Merchant Shipping (Survey and Certification) Regulations 2015 (SI 2015/0508)

   2. Merchant Shipping (Radio) (Fishing Vessels) Regulation 1999 and Fishing Vessels (Code of Practice) Regulations 2017

   3. Merchant Shipping (Small Workboats and Pilot Boats) Regulations 2023 (SI2023 No1216),

   each as amended.

2. The Harmonized System of Survey and Certification is implemented by the Merchant Shipping (Survey and Certification) Regulations 2015 (SI 2015/0508). This regime standardises the period of validity and intervals between surveys for the nine main Convention certificates, including radio.

3. The carriage requirements for equipment are contained in the appropriate regulations, for example, Merchant Shipping (Radio Installation) Regulations; Merchant Shipping (Radio) (Fishing Vessels) Rules or Regulations; and the appropriate Life Saving Appliance Regulations (All regulations apply in their up-to-date amended form). Authorised persons should ensure they are familiar with the regulations appropriate to the vessel concerned.

4. Surveys should be carried out in accordance with the appropriate guidance. For example, for vessels coming under the International Safety of Life at Sea (SOLAS) Convention reference is made to the “IMO Resolution A.1186(33) Survey Guidelines Under the Harmonized System of Survey and Certification (HSSC), 2023” as amended.

   Technical guidance is available to Authorised Persons by contacting the MCA. Guidance on equivalent radio requirements for large yachts is included in the Red Ensign Group Yacht Code (REG Code) available online by searching for “REG yacht code”

5. Plan approval for new building should be included as part of the initial survey process carried out by the authorised person.

6. For surveys in remote locations where there are no local authorised persons, such as the Falkland Islands, owners of vessels are recommended to coordinate the surveyors visits to reduce travel costs. In the past many such visits have been arranged annually.

Certification

Extension

For classed vessels, on completion of a satisfactory survey Recognised Organisation (RO) will issue the Cargo Ship Safety Radio Certificate or endorse the certificate on board, as appropriate.

When it is impossible to arrange for survey prior to the expiry of the certificate, it may be extended in exceptional circumstances in compliance with the relevant regulations and only when approved beforehand by the MCA.

Deficiencies

When a surveyor finds a radio installation is non-compliant during a survey the master of the vessel (or responsible person) must be advised in writing of the fault.

It is the responsibility of the master (or responsible person) to make the necessary arrangements to correct the deficiency noted by the surveyor. If a deficiency which significantly affects safety cannot be rectified in the port of survey, a certificate should not be issued or endorsed or a declaration completed until deficiencies have been rectified, or a timescale agreed with the MCA through Survey Operations Branch or the MCA Duty Surveyor.

Exemptions

Where an owner considers any statutory requirement of the regulations to be unnecessary or unreasonable they may request an exemption using an application for assessment of equivalence, exemption or alternative design and arrangement (ADA) (MSF1261).

The application should be sent in good time prior to the survey directly to Survey Operations Branch at HQSurvey@mcga.gov.uk. The MSF1261 application form is available on the Administration website.

All applications must be supported by detailed reasons why the regulations should not be applied in full. Granting of an exemption may include conditions in order to provide an acceptable level of safety or depending on the application, an equivalence issued.

Refer also to the MSF 1261 Workshop for workboat code in attached file “MSF 1261 - Exemptions and Equivalences - Workboat”.

Radio Regulations Amendments and GMDSS Radio Equipment Updates

(MGN 562 (M+F) Amendment 4)

This Marine Guidance Note draws attention to the revised application date of IMO MSC.1/Circ. 1460, as it relates to the changes made in the Radio Regulations (Appendix 17 and 18) affecting VHF and HF communications and equipment. The Maritime and Coastguard Agency does not require the replacement of marine radio equipment installed and used on-board. It is, however, the responsibility of a vessel’s owner to consider, based upon the area of operation, whether an update or replacement of the on-board radio equipment is necessary.

Amendments to SOLAS Chapter IV (MSC.496(105))

(RO BC meeting December 2023)

The survey requirements remain unchanged with moving the provision from SOLAS Chapter III to SOLAS Chapter IV, as the survey of the VHF radio and SART have always been completed as part of the radio survey.With regards to the certification, as per MSC-MEPC.5/Circ.6, if the ship has not had to make any changes to meet the current requirements of SOLAS Chapter IV, then the certificate does not need to be re-issued until expiry. If the ship have had to amend the radio installation, then the certificate will need to be re-issued.

Passenger Ship Safety Certificate

Bottom inspections of passenger vessels

(BCC meeting 13/06/2008)Annual bottom inspections may be conducted up to 3 months prior to the anniversary date but may not be conducted later than the anniversary date so that the maximum time between annual bottom inspections is 15 months.

On completion of the survey, Recognised Organisation (RO) Surveyor endorse the bottom inspection section of the partial declaration, even if MCA witness bottom inspections conducted by Recognised Organisation (RO).

Only in exceptional circumstances will MCA permit passenger ships over 15 years of age to be surveyed in-water. In every case a partial declaration MSF 1218 (see Declarations of survey - Partial declarations of survey item b) is to be submitted to MCA. Pintle and screwshaft clearances should be taken during annual bottom inspections unless it is impracticable to do so.

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

MCA only require notification of In-Water Surveys (IWS) if conducted outside of the survey window; if the provisions of MGN 217 are not fully met; and/or if the ship is more than 15 years old.

Notice MGN 546 (M) (see the attached file “MGN 546 (M) Amendment 1”) replaces MGN 217.

Declarations of survey - Partial declarations of survey

(BBC Meeting dated 28 November 2018)

The following declarations should be completed by the attending Class surveyor(s) and forwarded to the MCA, where Class have been authorised to carry out partial surveys for the purposes of issue of a Passenger Ship Safety Certificate by the MCA.

1. "MSF 1217 - Partial Declaration of Survey of a Classed Passenger Ship (excluding Hull and Machinery)

   The survey is to verify compliance with the statutory requirements for a passenger ship and may include additional items to that required for classification purposes.

2. "MSF 1218 - Partial Declaration of Survey of a Classed Passenger Ship (Hull and Machinery)

   The survey is to verify compliance with the statutory requirements for a passenger ship and may include additional items to that required for classification purposes.

3. "MSF 1216 - Declaration of Survey of a Classed Passenger Ship

   The survey is to verify compliance with the statutory requirements for a passenger ship and may include additional items to that required for classification purposes.

Refer to the attached files “MSF1217.docx”, “MSF1218.docx”, “MSF1216.docx”.

Safe Return to Port

Refer to Instructions for the Guidance of Surveyors on the implementation of SOLAS reguations II-I/8-1, II-2/21 and II-2/22 in attached file “safe-return-to-port_oct-2019.pdf”.

Others

International code on intact stability, 2008

(memo 07/01/2010)

Paragraph 2.2.3 of 2008 IMO IS Code (Part A) states that: “The maximum righting lever shall occur at an angle of heel not less than 25°. If this is not practicable, alternative criteria, based on an equivalent level of safety (footnote 6), may be applied subject to the approval of the Administration.”

Footnote 6 refers to the Explanatory Notes to the 2008 IS Code (Resolution MSC.267(85)), MSC.1/Circ.1281 and the criteria listed in paragraph 4.1 therein.

For vessels being approved under the authorisation for stability approval Recognised Organisations may apply the alternative criteria given in MSC.1/Circ.1281 but only when the design of the vessel means it is clearly not practicable to comply with the criterion for angle of maximum righting lever given in Paragraph 2.2.3 of the 2008 IS Code. It is expected that this would be the case mainly on vessels with a high beam to depth ratio, typically B / D > 2.5.

If a Recognised Organisation intends to apply the alternative criteria to vessels other than those with a B/D ratio exceeding 2.5, then they should seek advance agreement from the MCA.

IBC / BCH codes

Issue of dual Chemical Code Certification is not permitted (e.g. for ships wishing to change between Type II / Type III).

IGC Code

A0 Wheelhouse windows (IGC Code §3.2.5)

(BBC Meeting dated 28 November 2018)

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

IMDG Code

The sketch which is included in IMDG DOC is to be correctly marked by the surveyor. The marks should include designation of cargo holds, engine room and the corresponding frame numbers for the dividing bulkheads.

IP Code

(MGN 701 (M))

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

Recognised Organisation (RO) is authorised to undertake the relevant surveys under IP Code and upon completion issue a Certificate and Record of Equipment, in the format of the Certificate produced as an appendix to the Code. Grand fathering clause is taken care of directly by the Administration.

Letters or Statements of dis-application of the IP Code should not be issued to UK vessels on behalf of the UK.

The introduction of the IP Code will have no impact on the HSOSC Code which will remain in place.

There are some scenarios where vessels would be eligible to either be certificated under the 2022 HSCC regulations or the IP Code as the codes are overlapping. Operators would need to determine which regime they would be certifying under.

IGF Code

Alternative Design and Arrangements (ADA)

(REG-UI 009)

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

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

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

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

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

Polar Code

(MGN 637 (M) Amendment 1)

Refer in particular to section 11 regarding requirements for fishing vessels of 24m or over in length overall, pleasure vessels of 300 gross tonnage or more not engaged in trade and cargo ships of at least 300 gross tonnage but under 500 gross tonnage.

MARPOL 73/78

Annex I. IOPP certificate

Delegation

(Item 3.1 Addendum A of Appendix 1 to the Agreement in attached files)

Full authorisation is given to Recognised Organisation (RO) for non-Oil Tankers and Oil Tankers

Please refer also to Instructions to Surveyors MSIS 23 Part A Chapter 12 (see attached file)

Inspection of the Oily Water Separator

The Annual may be limited to an external examination, whereas the intermediate / renewal requires an internal examination including for wear and corrosion. This must be achieved by opening up. All Oily Water Separators must be capable of opening up for service and examination.

Prior to survey, the owners should be informed of the requirements for survey. This should include advising them that if it is planned to carry out a service by the manufacturers or ship’s staff involving opening up the separator, the surveyor should be informed to enable the survey to be carried out at the same time.

Where, exceptionnally, the OWS is not opened up during intermediate or renewal survey, it shall be duly justified by the surveyor.

In this context the following may be considered such justification;

The Oily Water Separator has recently been fully serviced by the manufacturer and a full report has been provided, detailing that the separator was opened up, including examination of separator, associated pumps, piping and fittings for wear and corrosion. Any defects found and repairs or replacements carried out. The report should be signed by the manufacturer’s representative.

Alternatively, if the survey has been performed by a duly qualified chief engineer and the Oily Water Separator is considered within their competence and was opened up and surveyed, and a full report has been provided, detailing that the separator was opened up, including examination of separator, associated pumps, piping and fittings for wear and corrosion. Any defects found and repairs or replacements carried out. The report should be signed by the chief engineer.

The surveyor must also examine the separator externally and confirm that the state of the separator is reflected by the report and the operational checks are all found satisfactory. If any doubt remains, the separator must be opened for full examination.

Ship to Ship transfer operation plan (STS plan)

(memo 02/03/2011)

Recognised Organisation (RO) is authorized to review and approve STS Operations Plans, as part of their already existing MARPOL Annex I authorisation.

Regulation 12.2.2

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

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

(Email from MCA dated 11/10/2012)

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

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

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

Stability instrument

Damage stability - Alternative verification method for tanker

(Marine Guidance Notice MGN 611 (M) dated July 2019)

A stability instrument with Type 3 software is required for all new tankers constructed on or after 1 January 2016. It is also the MCA’s preferred option for existing tankers which need to upgrade their hardware/software to meet the new regulations within the phase-in period of 1/1/2016 to 1/1/2021.

Where stability approval has been delegated, and subject to the owner’s request for a waiver from fitting a stability instrument to be granted, it is Recognised Organisation (RO)’s responsibility to notify the MCA so that it may be agreed in accordance with this Notice, whether an existing tanker may retain the current method of damage stability verification under a waiver or be provided with a stability instrument meeting the revised regulations. Recognised Organisation (RO) should therefore provide the MCA with reasons for accepting the waiver and a recommendation so that the MCA can consider the matter and, if appropriate, issue a waiver letter.

The MCA has the ultimate responsibility for granting waivers to UK flagged tankers.

For further information, refer to attached file “MGN611”.

Regulation 12A

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

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

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

Non-self-propelled barges of 400GT and over

Based on IMO MEPC/Circ. 136, the UK considers, and has notified IMO accordingly, that non-self-propelled barges of 400GT and over:

• Fitted with auxiliary internal combustion engines having a total power output of less than 400 KW; and,

• Equipped with tanks to ensure the storage of oil residue on board for its subsequent discharge to reception facilities,

are equivalent to ships of less than 400GT.

Therefore, the IOPP Certificate for such barges should be endorsed to indicate that an oily water separator is not required, provided oil residue shall be retained on board for subsequent discharge to shore reception facilities. Please refer to Instructions to Surveyors MSIS 23 Part A Chapter 12 (see Delegation)

Oil Discharge Monitoring & Control Systems for oil tankers (2013 Amendments to MARPOL Annex I - Reg.31)

The Administration applies Resolution MEPC. 240(65) concerning oil discharge monitoring and control systems being installed under regulation 31 of MARPOL Annex I on oil tankers constructed on or after 1 January 2005.

Annex II. NLS certificate

Application to Offshore Support Vessels

(MGN 649 (M) Amendment 1)

The United Kingdom recognised that the coming into force of the amendments to MARPOL Annex II and the IBC Code on 1 January 2021 posed a potentially complex challenge for existing A.673(16) OSVs to comply with the revised carriage requirements in Chapter 17 of the IBC Code. The United Kingdom also recognized the potential difficulties for existing OSVs to comply with the higher standard in A.1122(30).

Accordingly, the United Kingdom allowed existing OSVs complying with A.673(16) to continue to operate in UK waters, subject to their Certificate of Fitness (“CoF”) remaining valid and carrying only products listed in Appendix 1 of A.673(16), until 31 December 2021. This transitional period was a delay to the implementation of the recent IBC Code amendments, not a permanent exemption, in order to give owners and operators of existing OSVs some additional time to consider either transitioning to the requirements of A.1122(30) in order to carry the broader range and quantity of chemical products as permitted under A.1122(30), or continuing to operate under A.673(16) and carrying only those products permitted under A.673(16).

Now that this transitional period has ended, existing OSVs that have chosen to continue to operate as A.673(16) vessels should follow the product carriage requirements in Annex I of this MGN 649.

Existing OSVs that have been complying with A.673(16) for some time will be familiar with MGN 283 – Guidance on the Back Loading of Contaminated Bulk Liquids from Offshore Installations to Offshore Supply/Support Vessels. Additional information regarding the carriage of contaminated bulk liquids and the generation of Hydrogen Sulphide (H2S) is now contained in Chapter 16 of A.1122(30), which has been developed from, and builds on, MGN 283. Now that this transitional period has ended, the requirements of Chapter 16 of A.1122(30) shall be followed by all OSVs (A.673(16) and A.1122(30)) carrying offshore contaminated bulk liquids. See Annex II to this MGN 649 below for further information on the carriage of contaminated bulk liquids.

The requirements in this MGN 649 apply to OSVs operating in UK waters. If the vessel is to operate in other waters outside the UK, then the owner/operator of the vessel is advised to contact the relevant Administration to discuss its requirements accordingly.

Owners/operators of OSVs should discuss the specific requirements for their vessels with their Class Society in the first instance.

Annex IV. ISPP certificate

(MGN 631 Amendment 1)

Ships shall comply with the Merchant Shipping (Prevention of Pollution by Sewage from Ships) Regulations 2020.

Special circumstances

1. In special circumstances, a new Certificate need not to be dated from the date of expiry of the existing Sewage Certificate, but from the date of completion of the survey. It can then be valid for a period not exceeding 5 years, beginning with the date of completion of the survey.

2. These special circumstances are where the owner of the ship:

   1. requests the change of date;

   2. satisfies the MCA that the owner has a very good reason for making the request; and

   3. complies with any reasonable additional survey requirements which the MCA may impose.

3. Examples of an owner having “very good reason” might include:

   1. where a ship has been laid up for an extended period; or

   2. where the nature of a ship's business would make a different date much more convenient (such as in the case of a passenger ferry constructed in the summer and whose main trade is in the summer, where the owner may want to have all the refit and survey work done in the winter months).

   In the latter case of a request to change the anniversary date for the sake of convenience, the request will only be considered if such a request has not been made previously for the ship in question, and the owner confirms in writing to the MCA that this is a one off request for that ship.

Maximum permissible rate of discharge

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

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

(Administration email dated 20/12/2021)

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

Variable Discharge Pumps

(Administration email dated 05/09/2022)

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

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

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

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

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

Annex V

Regulation for the prevention of pollution by garbage from ships

(MGN 632 (M+F) Amendment 2)

Ships shall comply with the Merchant Shipping (Prevention of Pollution by Garbage from Ships) Regulations 2020.

The requirement for a ship to complete a Garbage Management Plan applies to all ships of 100 gross tonnage or above, every ship which carries 15 or more persons and fixed or floating platforms (regulation 11).

The requirement for a ship to carry and fill in a Garbage Record Book applies to all ships of 100 gross tonnage or above, every ship which carries 15 or more persons and is engaged on voyages to ports or offshore terminals under the jurisdiction of a Party to the Convention other than its flag State, and fixed or floating platforms (regulation 12).

Ships which are not required to have a Garbage Record Book must nonetheless record certain discharges or accidental losses of garbage in their log-books (regulation 15).

Annex VI

The Society is authorised to issue Statements of Compliance for marine diesel engines on behalf of the Administration as specified in Appendix I of the NO_x Technical Code.

MCA guidance on the survey and certification requirement under MARPOL Annex VI are provided in MGN 381 and the requirements for platforms specified in Schedule 8 of MSN 1819.

Special circumstances for changing the anniversary date

1. In special circumstances a new Certificate need not be dated from the date of expiry of the existing appropriate Certificate, but from the date of completion of the survey. It can then be valid for a period not exceeding 5 years, beginning with the date of completion of the survey.

2. These special circumstances are where the owner of the ship:

   1. requests the change of date;

   2. satisfies the MCA that the owner has a very good reason for making the request; and

   3. complies with any reasonable additional survey requirements which the MCA may impose.

3. Examples of an owner having “very good reason” might include:

   1. where a ship has been laid up for an extended period; or

   2. where the nature of a ship's business would make a different date much more convenient (such as in the case of a passenger ferry constructed in the summer and whose main trade is in the summer, where the owner may want to have all the refit and survey work done in the winter months).

   In the latter case of a request to change the anniversary date for the sake of convenience, the request will only be considered if such a request has not been made previously for the ship in question, and the owner confirms in writing to the MCA that this is a one off request for that ship.

Revised form of IAPP supplement and certificate (as from 07/2010)

(BCC meeting 06/2010)

The UK and REG flag administrations request that ROs should in accordance with MEPC.1/Circ.718, issue IAPP Certificates with the new supplement at a vessel’s first periodical or occasional survey of MARPOL Annex VI on or after 1 July 2010.

Version 02/2012 of IAPP Supplement, as available in ASMS Certificate Editor, should be used.

VOC management plan (MARPOL revised Annex VI, regulation 15)

(BCC meeting 06/2010)

UK and REG Administrations have decided to delegate the task of VOCs management plan approval to Recognised Organisation (RO).

The plan should be prepared taking into account both the resolution MEPC.185(59) and MEPC.1/Circ.680 until further notice, if any.

Exhaust Gas Cleaning Systems (EGCS)

MEPC.184(59) - Guidelines for EGCS

The MCA does not consider as acceptable averaging SO_x emissions from “over performing” equipment against untreated equipment as the means to comply to the SO_x emission limits requirements.

To further clarify, the MCA does not interpret this arrangement to cover engine streams where the stack is not common, e.g. a ship with multiple stacks where one stack is treated while another emits higher sulphur.

Use of EGCS

Three circumstances have been identified where there could be a problem when operating an EGCS where the UK may not consider enforcement action as the issue is similar to the scenario where a vessel not fitted with an EGCS is unable to purchase compliant fuel:

• An EGCS suffers from transitory non-compliance (for example due to engine load fluctuation)

• Possible non-compliance with the SOx emission limits during the running up and shut down of the EGCS

• Accidental breakdown of the EGCS.

For further information, refer to the Marine Guidance Note MGN 510 (M+F) in the attached file “MGN510”.

Boil-off gas co-firing equivalence

(Email from MCA dated 22/06/2015)

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

(Email from MCA dated 05/08/2015)

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

Approved method

(Email from MCA dated 13/10/2015)

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

EEDI & SEEMP

(Email from MCA dated 11/10/2012 and MGN 683)

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

The SEEMP itself does not require administration approval but the development of a SEEMP is a minimum requirement for the issue of the IEE Certificate.

Replacement Engines & Reg.13

(SAN 99)

The following guidance is issued in respect of replacement of existing engines of 130 KW or more in vessels to which MARPOL Annex VI applies.

For further information, refer to attached file “san 99”.

Data Collection System for fuel oil consumption of ships

(Item 3.5.6 Addendum A and Item 3.5.1 Addendum B of Appendix 1 to the Agreement in attached files)

Recognised Organisation (RO) is authorized, on all UK vessels irrespective of being classed by Recognised Organisation (RO), for:

• verification of the Carbon Intensity Indicator (CII) and review the SEEMP to confirm that Parts II and III includes a description of the methodology that will be used to collect the data required by Regulation 26.2 for SEEMP Part II and 26.3.1.1 for SEEMP Part III.

• verification of fuel oil consumption data and operational carbon intensity rating for the calendar year and, upon satisfactory review based on resolution MEPC.348(78), as may be amended, 2022 Guidelines for Administration Verification of ship fuel oil consumption data and Operational Carbon Intensity, issue the Statement of Compliance.

• reporting results of the verification to the IMO Ship Fuel Oil Consumption Database (copy of report will be provided to the Administration at externalmonitoring@mcga.gov.uk) based on resolution MEPC.349(78), 2022 Guidelines for the development and management of the IMO Ship Fuel Oil Consumption Database, not later than one month after the issuance of Statements of Compliance.

• verification onboard, during the MARPOL VI IAPP Survey, that the SEEMP and associated “Confirmation of Compliance” is onboard and valid.

Recognised Organisation (RO) shall provide an annual list of UK vessels for which they have undertaken the verification work under DCS before 30th June each year.

Enhanced Collection of Fuel Usage Data

(REG-UI 006 Amendment 02)

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

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

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

Recognised Organisation (RO) shall:

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

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

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

EEXI

(Item 3.5.5 Addendum A and Item 3.5.2 Addendum B of Appendix 1 to the Agreement in attached files)

The authorisation for verification of EEXI extends to all UK vessels irrespective of being classed by Recognised Organisation (RO), provided that:

• the verification is carried out with the agreement of the RO which classes the vessel who have been authorised for issuing the International Energy Efficiency Certificate for ensuring clarity on respective responsibilities;

• the verification is limited to reviewing the EEXI Technical File and the estimated speed power curve obtained from the tank test and/or numerical calculations and/or the sea trial results calibrated by the tank test in accordance with the EEDI Survey and Certification Guidelines ((MEPC.350(78) for EEXI and MEPC. 365(79) for EEDI));

• where an overridable Shaft/Engine Power Limitation system is installed, the verification would not confirm that the system is appropriately installed and sealed on board in accordance with Guidelines on the Shaft / Engine Power Limitation system to comply with the EEXI requirements and use of a power reserve (MEPC352(78)) and that a verified Onboard Management Manual (OMM) for overridable Shaft / Engine Power Limitation is on board the ship. This onboard verification task would be performed by the RO that classes the vessel; and

• the RO performing the verification notifies the MCA (to externalmonitoring@mcga.gov.uk), prior to commencing the verification process.

Cruise passenger vessels fitted with gas turbine

(REG-UI 003 Amendment 01)

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

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

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

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

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

(REG-UI 004 Amendment 03)

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

SEEMP Part III and Carbon Intensity Indicator (CII)

(Administration email dated 16/09/2022)

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

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

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

(Administration letter dated 07/12/2022 in attached file “Major Conversion letter”)

With reference to proposals to increase the registered deadweight of the vessels for an improvement of the CII rating of the vessel, by amending the summer load line draft condition with the use of increased ballast water levels: these requests rely on the scope and boundaries of what constitutes as a Major Conversion as defined in MARPOL Annex VI.

As such proposals do not result in any physical changes to the vessel and therefore fall outside what constitutes a major conversion, there are no grounds on which to refuse these requests. However, as a supporter of industries efforts to reduce carbon emission, the Administration does not actively encourage this practice.

If there are any specific concerns in relations to cases where substantial modifications are proposed and the definition of a Major Conversion is questioned, Recognised Organisation (RO) shall contact the Administration for further advise.

As with multiple load lines, the modifications involved in improving the CII rating of the vessel will require re-certification. Recognised Organisation (RO) shall ensure these protocols are followed and align with MARPOL.

Biofuels

MEPC.1/Circ.905

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

The following schemes are considered acceptable for biofuel certification:

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

• Schemes listed under the UK RTFO recognised voluntary schemes.

• ICAO-approved sustainability schemes and CORSIA criteria.

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

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

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

• The biofuel is certified under an international scheme.

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

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

MEPC.1/Circ.795/Rev.9

(REG-UI 008)

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

MARPOL Electronic Record Books

(MIN 644 (M+F))

(REG-UI 002)

(Item 3.6 Addendum A of Appendix 1 to the Agreement in attached files)

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

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

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

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

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

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

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

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

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

Manufacturers seeking approval of their systems by the UK should directly contact one of the UK ROs, who will be able to advise on the process needed to gain approval under the UK Administration.

Recognised Organisation (RO) can issue Type Approval Certificate to MARPOL Electronic Record Books as an RO, even if the intended vessel is not classed by Recognised Organisation (RO).

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

A Declaration of MARPOL Electronic Record Book (Declaration) may therefore be issued by Recognised Organisation (RO) on behalf of the UK Administration to vessels using approved system, regardless of the manufacturer or who the system has been approved by (providing it has a UK approval).

When using an electronic recording system, UK flagged vessels must be in possession of a valid Declaration. Declaration must be retained onboard as evidence that the system has been accepted.

Shipowners are to be reminded that the use of electronic recording systems may not be accepted by all Administrations and as such should ensure hard copies of records are available if required by a port State.

For further information, refer to the attached file “MIN 644.pdf” and “REG-UI-002-electronic-record-books.pdf”.

Exemptions for Unmanned Non-Self-Propelled (UNSP) Barges

(Item 3.7 Addendum A & B of Appendix 1 to the Agreement in attached files)

(MGN 676 (M))

In accordance with MEPC.1/Circ.892, Recognised Organisation (RO) is authorised to issue exemption certificates for Unmanned Non-Self-Propelled Barges against certain survey and certification requirements from MARPOL Annexes I, IV and VI.

Tonnage 69

ITC

The society is authorised to perform measurements and calculations and to issue the International Tonnage Certificate. The society is also authorised to issue tonnage certificate to British yachts. All queries shall be directed to TLO Newcastle.

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

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

(Paragraph 3.2 of Appendix 2 of the Agreement, refer to Annex 2 to the Agreement)

Whenever an international tonnage certificate is issued for a ship that will be or has been registered in the UK, or whenever an existing international tonnage certificate issued by a foreign authority or another Recognised Organisation is accepted temporarily in connection with registration in the UK, Recognised Organisation (RO) shall immediately forward one copy of the same to the MCA.

(Agenda item 10 of the BCC meeting 2015)

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

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

Change of tonnage - REG Unified-Interpretation

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

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

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

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

Fishing vessels of less than 24 m

Refer to Tonnage

Yachts

(REG Tonnage Guidelines for Yachts Rev.1.2)

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

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

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

COLREG 72

LED navigation lights

LED navigation lights which are type approved according to the below standards would be acceptable by the UK:

1. EN 14744: 2003

2. IEC 60092 - 201

3. MSC.253(83) 4.3

However, LED’s pose a further problem in that their installation method is crucial to their ability to comply with COLREGS. IMO has provided guidance on this and it is the responsibility of the classification society acting as the RO, to make sure that the installation arrangements are satisfactory.

(BC Meeting 4/12/08)

Recognised Organisation (RO) should contact MCA (Peter Rollason : peter.rollason@mcga.gov.uk) in the first instance if Recognised Organisation (RO) receive any nominated body equipment approval requests and he will advise on the appropriate standard on a case by case basis

ILO Conventions

ILO 92 & 133 - Crew accommodation

Limited authorisation has been granted to Recognised Organisation (RO), on a case by case basis, to review and approve new-build plans and further conduct surveys during the newbuilding.

The MCA authorises Recognised Organisation (RO) on a case by case to conduct surveys of vessels to ILO and Crew Accommodation Regulations joining the UK register.

The surveyor is requested to instruct the owner / manager of new-build and flagging in vessels to make application for crew accommodation exemption certificates to the MCA at the earliest occasion.

BWM Convention

Survey and Certification: Full Authorisation

(Item 4.1 Addendum A of Appendix 1 to the Agreement in attached files)

(Email from Administration dated 27/07/2022)

The MCA authorises Recognised Organisation (RO) for survey and issuance of IBWM Certificates from 29th July 2022.

Full authorisation is also provided to Recognised Organisation (RO) on unclassed UK vessels.

Existing Statements of Compliance for Ballast Water Management are to be replaced by an International Ballast Water Management Certificate at least by the next survey or attendance by Recognised Organisation (RO).

Letters or Statements of dis-application of the Ballast Water Management Convention should not be issued to UK vessels on behalf of the UK

UK Implementation

The United Kingdom has implemented the BWM Convention’s requirements through the Merchant Shipping (Control and Management of Ships’ Ballast Water and Sediments) Regulations 2022 (“the Regulations”).

The BWM survey and certification requirements apply to UK vessels of any size (i.e. to ships under 400 gt as those above 400gt). This is to ensure the UK fulfils its obligations under the Convention and is only applicable where the Convention requirements would apply to the ship’s operations.

The Regulations do not apply to:

• Ships which are not designed or constructed to carry ballast water;

• Ships which operate only in waters under the jurisdiction of a single Contracting State. In the UK context, this means that the Regulations do not apply to ships which operate only in UK waters or controlled waters;

• Ships which operate only in waters under the jurisdiction of a single Contracting State and on the high seas. In the UK context, this means that the Regulations do not apply to ships which operate only in UK waters or UK controlled waters and the high seas;

• Any warship, naval auxiliary or other ship owned or operated by a State and used only on government, non-commercial service.

• Ships which carry permanent ballast water in sealed tanks which is not subject to discharge.

MGN 675 (M+F) provides guidance on certain aspects of the Regulations.

MSN 1908 (M+F) provides the detailed technical requirements of the obligations contained in the Regulations.

Clarification of term “same location” (Article A-3)

(MGN 675 (M+F))

The term “same location” is defined in the regulation 6(2) as meaning:

• where any ballast water or sediments have been taken on board a ship within a harbour, within the harbour limits of that harbour; or

• otherwise within one nautical mile of the point of uptake.

If using the same location exception within UK waters or the UK’s controlled waters, ships must ensure that this is stated clearly within their ballast water record book and, where appropriate, their ballast water management plan. They should note the coordinates of uptake and discharge in their ballast water record books (see section 5 of MSN 1908). It must be ensured that ballast water and sediments do not mix with ballast water and sediments from any other location before being discharged and procedures to ensure this should be detailed in the plan.

Permanent Sealed Tanks

(MGN 675 (M+F))

Operators considering undertaking a conversion to sealed permanent ballast tanks that will only be discharged during dry docking should liaise with Recognised Organisation (RO) to ensure that any work undertaken adequately meets UK Administration requirements. This includes a review of stability requirements for the vessel, details verifying that existing ballasting systems and pipe work are disconnected and a means of ensuring that any modifications are tamperproof.

D-1 – Ballast Water Exchange (BWE)

(MSN 1908 (M+F))

Vessels entering UK waters will be expected to have carried out BWE as per the Convention requirements.

Concerning BWE within the North Sea, refer to MSN 1908.

Type Approval of Ballast Water Management Systems

(MSN 1908 (M+F))

The MCA authorises Recognised Organisation (RO), as a UK Nominated Body, to approve and issue type approval certificates of BWM systems.

Commissioning testing requirements

Commissioning testing must be undertaken following the installation of a BWMS on board a ship. This will be confirmed during initial or additional surveys as provided for in regulations 26 and 32.

Commissioning testing must take into account the IMO’s “Guidance for the commissioning testing of ballast water management systems” (BWM.2/Circ.70/Rev.1)

Exemptions

The UK is accepting exemption applications.

Vessels wishing to apply for an exemption in UK waters or UK controlled waters should contact the Maritime and Coastguard Agency (MCA) via email (environment@mcga.gov.uk) for details regarding the application process.

The particulars of any exemption granted to a ship must be recorded in the ballast water record book (regulation 7(5)).

Hopper Dredgers

(Administration email dated 29/06/2018)

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

Electronic Ballast Water Record Book

(REG-UI 007)

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

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

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

(Item 4.2.1 Addendum A and Item 4.2 Addendum B of Appendix 1 to the Agreement in attached files)

In accordance with Resolution MEPC 372(80), the Administration authorises Recognised Organisation (RO) to assess and approve electronic record books used to meet the requirements of the record books and recording requirements under the Ballast Water Management Convention.

The Administration authorises Recognised Organisation (RO) to issue a “Declaration of BWM Convention Electronic Record Book” to United Kingdom ships using electronic record systems assessed and approved by one of the UK ROs on behalf of the UK. The Declaration should contain information as detailed in the Appendix to Resolution MEPC 372(80).

Miscellaneous Technical Requirements

UK requirements exceeding international requirements

The table hereafter shows the area where the UK requirements exceed the international requirements (1998). It covers several areas and the detail is attached as UK requirements exceeding the international requirements.

In case of attendance of a British ship, instructions bound to these requirements, if any, shall be requested to BCO.

(BCC meeting held on 16/6/06)

Excess regulation could be considered as interpretation of international standards and are liable to be discussed with the MCA if the case need be. The later is only applicable to cargo ships.

Draught marks - Ships entering the UK Register

• All ships coming onto the UK Register are required to have their scales of draught marked in metric units. Existing ships coming onto the Register are also expected to comply with this requirement.

• Re-marking in metric units may, if necessary, be postponed until the ship has come onto the UK Register, but should be carried out at the next dry-docking.

There are, however, ships which are not required to have draught marks by exemption under the Merchant Shipping Act, these are pleasure yachts, barges (other than sea-going barges), pilot ships and ships employed solely in river navigation.

There are also ships which are not classed but for which the Society has acted with respect to surveys for tonnage and registration. If used as commercial pleasure yachts or outside the other afore- mentioned exempted categories, they are required to have metric draught scales. The means by which eventual marking at the next dry-docking of these ships is currently more difficult. Many of them, however, shortly fall within the scope of various Codes of Practice developed under the UK flag, which will enable the appointed Certifying Authorities to monitor the execution of this requirement.

European Marine Equipment Directive 96/98/EC

Refer to Statutory surveys - General, Section 7 & 8.

Concerning the type approval of marine equipment, refer to the Merchant Shipping Notice (MSN) 1874 (M+F) Amendment 11 (attached files)

Manufacturers with existing approval certificates in accordance with the Marine Equipment Directive (Directive 2014/90/EU on marine equipment) (“MED”) were, until 1 January 2023, able to make their equipment available to the UK market and be placed on board UK ships as provided for in regulation 5 (provided MED and UK standards remained equivalent). However, from 1 January 2023, this is no longer accepted – except for the circumstances outlined in paragraphs below.

MED approved marine equipment placed on board a UK flagged vessel can remain on board for the duration of its operational life and only when items are replaced, after 1st January 2023 must they be replaced with UK approved marine equipment in accordance with the requirements of this MSN 1874. This means that MED approved equipment that is on board a UK flagged vessel prior to the 1st January 2023 can remain on board until the end of the equipment’s operational life. For example, if a piece of MED approved equipment was on board a UK flagged vessel prior to 1st January 2023, and then reached the end of its operational life after 1st January 2023; it would need to be replaced with UK approved marine equipment thereafter.

Equipment that is defined as a ‘spare’ part can continue to be placed on board a United Kingdom ship, this includes after 1 January 2023. A ‘spare’ is defined as: ‘Spares are replacements of Wheelmarked or Red Ensign marked products which ensure continued functionality (i.e., via maintenance or repair) of a wider product or system on board a United Kingdom ship.’

Additionally, EU-approved marine equipment that has been manufactured before 1 January 2023 can continue to be placed on board United Kingdom ships as if it was a United Kingdom approved piece of marine equipment, subject to the timeframes around placing on board outlined elsewhere in this MSN 1874. If such equipment has been manufactured after 1 January 2023, then it must be UK approved.

Deficiencies in wheel-marked equipment

MCA request that any surveyor reports any deficiencies in wheel-marked equipment (i.e. Equipment certified according to the European Directive) which may be discovered in the course of conducting Statutory surveys on behalf of the MCA. Where deficiencies are found or have been reported, a Report Form (Paragraphs Product Inspection), as in Report form “market surveillance”, shall be forwarded to the MCA at the following address: MCA MSPP2C Bay 2/17, Spring Place, 105 Commercial Road Southampton SO15 1EG UK

MED policy - Ships joining the UK register

Ship first registered with EU Flag

If the vessel is built and completed to UK flag or any other EU Member State flag, then the vessel's equipment should be MED compliant where required.

Ship first registered with a non-UK Flag

If the vessel is built and completed to a non-EU Member State flag, then the vessel can flag to the UK register and may be treated as a change of flag in accordance with Article 8 of the MED (subject to completion of build and handover, with a full set of valid statutory certificates (except ISM & ISPS) from the non-EU Member State flag). In this case equipment must either be MED compliant or comply with the requirements of the relevant international instruments. A comprehensive list of the non-MED compliant items, including details of the standards to which it is approved, and confirmation that it has been inspected by the attending surveyor, must be provided to the MCA lead surveyor at the earliest opportunity who will then issue a letter of acceptance.

MED - Market surveillance

Refer to Merchant Shipping Notice (MSN) 1874 (M+F) Amendment 11 (attached files).

UK conformity assessment procedures for marine equipment

Refer to the Marine Information Notice MIN 590 Amendment 5 (in attached files) which provides key information regarding the UK’s marine equipment conformity assessment regime, including in relation to the end of the ‘standstill’ period on 31 December 2022, after which date EU approved marine equipment will no longer be able to be placed on board UK vessels (with the exception of ‘spares’, and equipment manufactured before 1 January 2023 – these are outlined in more detail in MSN 1874 as amended).

UK Approved Bodies for marine equipment are responsible for the conformity assessment of marine equipment seeking UK approval in accordance with the Regulations. Approved Bodies must follow the conformity assessment procedures and meet the requirements specified in Schedules 2 and 3 of the Regulations, respectively.

Provisional appointment of UK Approved Bodies (Recognised Organisation (RO))

Provisionally appointed UK Approved Bodies must gain full accreditation with UKAS before 30 June 2023.

Provisionally appointed UK Approved Bodies are unable to approve marine equipment under the UK-US Mutual Recognition Agreement: this means that they cannot issue US marking.

IMO codes

Exclusive surveyors may carry out annual surveys on British ships outside the UK.

Refer to CLO for instructions in each case.

Certificate of Fitness - Chemical and Gas Tank Ships

(Item 9.2 and 9.3 Addendum A of Appendix 1 to the Agreement in attached files)

Recognised Organisation (RO) is fully authorized for survey and issuance of:

• Certificate of Fitness for Carriage of Dangerous Chemicals in Bulk

• Certificate of Fitness for Carriage of Liquefied Gases in Bulk

Code vessels

Code of Practice for the Safety of Large Commercial Sailing and Motor Vessels (Megayacht Code)

(messages of 3/06/03 and 10/06/03 from Recognised Organisation (RO) Newcastle)

Large yachts engaged in commercial use for sport or pleasure are subjected to the Code of Practice for the Safety of Large Commercial Sailing and Motor Vessels (the so-called Megayacht Code). The Code applies to yachts of a freeboard length of 24 metres and above which do not, in principle, carry cargo and carry no more than 12 passengers. Refer also to the REG Yacht Code Part A.

Strictly speaking, such yachts fall under the scope of the International Load Line Convention. If their tonnage is 500 grt and above, they also fall under the scope of the SOLAS Convention as cargo ships. The purpose of the Code is to provide for safety measures equivalent to the provisions of the SOLAS Convention. In addition, whilst compliance with the provisions of the Load Lines Convention is a basic requirement, the Code allows for relaxation provided that an equivalent level of safety is met. The Code provides for the issuance of a specific safety certificate.

Relaxations from the provisions of the Load Lines Convention are given by the MCA Surveyor in charge. They mainly concern the conditions of assignment (and the damage stability, item which is addressed by the MCA). The TLO and attending Surveyor nevertheless check the conditions of assignment when completing and reviewing the Record of Conditions of Assignment. Requests for relaxation shall be documented by the ship owner / manager and subsequently passed to the MCA with Recognised Organisation (RO) pertinent comments.

The Society may be led to attend yachts in Class with the Society and bound to be certified within the scope of the Megayacht Code as follows:

1. Issuance of an International Load Line Certificate,

2. Issuance of a Cargo Ship Safety Construction Certificate (yachts of 500 grt and above),

3. Issuance of a Statement of Compliance (yachts of less than 500 grt).

The survey and certification of yachts subjected to the Megayacht Code is managed by the MCA Office in Newcastle. The certification is not normally delegated to Recognised Organisations. Recognised Organisations are issuing a Statement of Compliance. Beside the issuance of the Statement of Compliance, the Society may however be appointed to survey a vessel by special delegation.

As far as vessels under 500 grt are concerned, MCA will only conduct two surveys on board the yacht.

The first survey is at time of installation of the engines, so MCA can inspect the engine room boundaries and fire protection. The second survey, expected to last approximatively one week, is at the completion and includes the inclining experiment as MCA have encountered problems with marble bathrooms, swimming pools and helicopter decks after they have previously approved the stability file.

For sake of clarification, a table showing the division of responsibilities for surveys is attached in Survey of large yacht under the MCA code of practice - Division of responsibilities. A sample of “Statement of Compliance” is also attached in Statement of Compliance with the MCA code of practice for safety of large commercial sailing and motor vessels.

Load Line & SOLAS Certificates endorsements

The endorsement requirements for all Load Line and SOLAS Certificates for yachts compliant with the “Code of Practice for Safety of Large Commercial Sailing & Motor Vessels” (LY1) or with the “Large Commercial Yacht Code” (LY2) should be along the following lines:

1. Load Line Certificate endorsements

   1. For yachts compliant with LY1

      QUOTE

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

      UNQUOTE

   2. For yachts compliant with LY2

      QUOTE

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

      UNQUOTE

2. SOLAS Certificates endorsements

   1. For yachts compliant with LY1

      QUOTE

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

      UNQUOTE

   2. For yachts compliant with LY2

      QUOTE

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

      UNQUOTE

Large Yachts - PSC - Flag and class requirements

Refer to the attached file “Large Yachts - Instructions to Class”.

The Large Commercial Yacht Code (LY3)

(Message from the Administration dated 9^th September 2013 and MSN 1851(M)).

The Large Commercial Yacht Code (LY3) has become mandatory with effect from 20 August 2013.

Merchant Shipping Notice MSN 1851(M) announces the replacement of LY2 by LY3, in the context of UK law, with effect from 20 August 2013.

For the purposes of the definitions of “new vessel” and “existing vessel” in section 2 of LY3, the effective date is 20 August 2013.

MCA will give consideration to proposals to phase-in safety standard requirements of LY3, which apply to existing ships, as indicated in section 3.3.3 of the Code over a period not exceeding 18 months from 20 August 2013.

Refer also to the IMO Circular SLS.14/Circ.523, LL.3/Circ.228, STCW.2/Circ.52, confirming LY3 as an equivalent arrangement for UK and REG Administrations (see the attached file “LY3Circular”).

Load Line and SOLAS Certificates endorsements

The endorsement requirements for all Load Line and SOLAS Certificates for yachts compliant with the “Large Commercial Yacht Code” (LY3) should be along the following lines:

1. Load Line Certificate endorsements

   QUOTE

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

   UNQUOTE

2. SOLAS Certificates endorsements

   QUOTE

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

   UNQUOTE

Code of practice for Small Commercial Vessels, workboats and pilot boats

General requirements

Unless stipulated otherwise, processes and procedures to be followed are as per those respected while acting as an RO.

For vessels on MGN280 or the Workboat Code, any suspensions or cancellations should be immediately notified to the following contacts:

codes@mcga.gov.ukand cadatabase@mcga.gov.uk

Recognised Organisation (RO) Newcastle should be contacted when a request for such a code survey is received, for UK and REG ships. Refer to the “Agreement between the Maritime and Coastguard Agency (the MCA) and Recognised Organisation (RO) governing the authorisation of examination and certification of Small Commercial Vessels (motor, sailing and from a nominated departure point), workboats, pilot boats and police craft under the relevant UK Codes of Practice”, commencing on 23^rd December 2024, as per the attached file “CA_Agreement_SCV_23122024”.

All UK vessels in commercial use, under 24 metres load line length, which are engaged at sea and carry no more than 12 passengers and / or cargo, or provide a service in which neither cargo nor passengers are carried, are required to comply with the Maritime and Coastguard Agency (MCA) Small Commercial Vessel and pilot boat Code of Practice and be issued with certificates by an authorised certifying authority.

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

The code includes a process for the initial survey and subsequent certification of vessels which seek certification under the codes. This process commences with the owner operator applying to a Certifying Authority (CA) for an application form for examination / survey, (SCV 1); and is completed when the certificate is issued. During the process a CA surveyor surveys the vessel, and produces a SCV2.

Each vessel shall undergo a full out-of-water condition survey, a check of its safety and lifesaving equipment and an assessment of its stability before a certificate is issued.

The following forms are to be completed before a Small Commercial Vessel Certificate can be issued (see Specific Certificates: National and bilingual International certificates):

1. SCV1 application form

2. SCV2 compliance document

The list of relevant documents and guidance which affect the UK SCVs Codes of Practice is detailed in the document SCV - List of current guidance (see attached file “SCV - List of current guidance 2018.doc”). Reference is also made to the Operational Advice Notes and Surveyor Advice Notes as per attached file “CA OANs and SANs.zip”.

Code Vessel Initial Registration - Assignment of Unique Identification Numbers

In the format of code vessel Unique Identification Numbers (UINs), assigned by Certifying Authorities, the sequential identifier (the last 4 digits (ninth to twelfth)), shall correspond to the year of the vessel’s initial certification, denoted by the second and third digits. This essentially means that at the start of each new calendar year, upon the first registration of a new code vessel, the sequential identifier should start at ‘0001’, and consecutive numbers should follow, for all new registrations, up until the end of that calendar year, after which the identifier should begin at ‘0001’ again.

This is only applicable to initial code vessel registrations, not vessels transferring between CAs. Any code vessel that has transferred must keep its original UIN, unless its length or primary use is modified, in which case only the relevant part of the UIN should be changed. Further guidance can be found in MGN 280 which requires the UIN to be retained following transfer between CAs.

Refer also to attached file “MSIS 23 R2 10-17 Part 19.9.1.pdf” which gives further details on how to correctly allocate a vessel UIN upon initial registration. This document as a whole was reviewed / reissued in 2017.

Load Lines

Vessels operating at sea, for commercial purposes, are required, under Merchant Shipping Legislation to have a valid Load Line Certificate. A certificate issued in accordance with this Code of Practice provides a legal alternative to a Maritime and Coastguard Agency (MCA) Load Line Certificate for small seagoing vessels in commercial use.

Motor vessels which carry cargo or a combination of passengers and cargo for which the cargo element exceeds 1000 kg, should be assigned in accordance with the Merchant Shipping (Load Line) Regulations 1998.

Stability

The following vessels are required to be provided with a stability information booklet which is approved by the Certifying Authority, or by the Administration in the case of sailing vessels:

1. operation in Category 0 or 1; or

2. carrying 16 or more persons; or

3. carrying Cargo greater than 1000kg; or

4. fitted with a lifting device (as defined in 11.6 of the Code).

5. vessel’s towing where the towed object’s displacement is greater then twice the displacement of the towing vessel. (See Section 11.7 of the Code).

A vessel carrying 15 or less persons, carrying less than 1000 kg of cargo, and operating in Area Categories other than 0 or 1 shall be subject to a simplified assessment of stability, and is not required to be provided with approved stability information.

The owner(s) should be responsible for the inclining test of a vessel to be undertaken by competent persons and for the calculation of the lightship particulars, which are used in the stability calculations.

A person competent to the satisfaction of the Certifying Authority should witness the inclining test of a vessel and be satisfied as to conditions and the manner in which the test is conducted.

The owner(s) of a vessel should be responsible for the submission of the Stability Information Booklet, based on the Administration’s model booklet prepared by a competent person(s), the content and form in which stability information is presented, its accuracy and its compliance with the requirements of Section 11 for the standard required for the vessel (MGN 280). The owner(s) should submit three (3) copies of the booklet to the Certifying Authority for approval.

Workboat Code

The "Workboat Code Edition 3" enters into force on 13 December 2023 (see attached files "Workboat_Code_Edition_3" and MIN 698 in file “MIN_698_Amendment_2”).

This Code must, from the date of entry into force, be used for new workboats and pilot boats.

Existing vessels that are certificated under the Brown Code, its equivalent standard published in the technical Annex to MGN 280(M), or Workboat Code Edition 2, Amendment 1 shall meet the requirements of Workboat Code Edition 3 by the vessel’s next renewal examination or three years after the date of entry into force of the Code, whichever is later, except, where references to previous requirements are explicitly specified within individual sections of the Code they may comply with such requirements.

New vessels which have their keels laid, or are at a similar stage of construction, between the entry into force of Workboat Code Edition 2 and the date of entry into force of the Code, may be considered as existing vessels that are certificated under Workboat Code Edition 2; or shall meet the requirements of Workboat Code Edition 3 in full.

It should also be noted that, where any existing vessel upgrades, and phases-in, to the Workboat Code Edition 3 regime, it must do so fully. A vessel cannot meet a combination of the Workboat Code Edition 3 standards and those of earlier codes or standards.

The Marine Information Notice (MIN) 698 is intended to supplement The Workboat Code Edition 3 by providing a summary of standards referenced therein and guidelines considered as best practice for small workboats and pilot boats certified under this edition of the Code.

Cargoes and Dangerous Goods on small Workboats less than 24m loadline length:

Refer to AN1006, in the attached file “AN1006.pdf”. Recognised Organisation (RO) is authorized to survey and issue full term Document of Compliance for the Carriage of Dangerous Goods in line with AN1006 when the vessel is operating in the Workboat mode only. This authorization allows Recognised Organisation (RO) to undertake Dangerous Goods Document of Compliance certification on Small Workboats for which the Code certificates may have been issued by another UK authorized CA.(see Annex 1 to the Agreement).

Guidance on the stability criteria set out in 12B.4.5: Refer to AN1040, in the attached file “AN1040.pdf”.

For vessels coded under MGN280 they may only have a DOC issued with limited quantities and may not be endorsed for fuel transfer.

For vessels coded under Workboat code a DOC without limited quantities may be issued and the vessel may also be endorsed for fuel transfer.

Remotely Operated Unmanned Vessels (ROUVs) under Workboat Code Edition 3

Refer to Remotely Operated Unmanned Vessels (ROUVs) under Workboat Code Edition 3.

Issuance of short term certificates

CA BCC meeting published 28/01/2016, Item 6e (see attached file “6e short term certificates.pdf”)

Code certificate should only be issued after a vessel has been fully surveyed and found compliant with the Code.

Reasons for issuance of a short term certificate should be clearly stated on the Certificate.

Certifying Authorities should have clearly defined policy on circumstances under which any short term certificates could be issued and the maximum validity there of;

Depending on the policy set by the Certifying Authorities, a short Code certificate may be issued based on provisional approval of stability booklet pending final approval, however the Code Certificate itself should not be qualified as a "provisional" issue.

Service Arrangements for Liferafts

Email from the Administration dated 01/11/2016.

Close attention is to be paid to the service arrangements for liferafts that are sighted on board small commercial vessels and workboats. “As far as is practicable, surveyors are asked to make an assessment during annual examinations (where completed by the CA), mid-term, and 5yr surveys of whether the vessel owner/operator has ensured that the liferaft is serviced at a station approved by the manufacturer. Evidence that a check has been made by the vessel owner/operator should be sought. If evidence is unavailable then enquiries about how the owner/operator ensures that the service station is approved by the manufacturer should be made. This is to make sure that the owner/operator is complying with section 13 of the Codes and MGN280, and is irrespective of the type of raft fitted”.

Construction: Safe operation of daughter craft

(SAN 96 dated 04/09/2017)

This document provides guidance on the safe operation of daughter craft including application by the United Kingdom of statutory survey requirements applicable to daughter craft that are a ship within the meaning of the Merchant Shipping Act 1995; and on application of regulation 4 of the Merchant Shipping (Load Line) Regulations 1998, SI 1998 No. 2241 as amended, and/or the Workboat Code the Merchant Shipping (Small Workboats and Pilot Boats) Regulations 1998, SI1998/1609, as amended for the Workboat Code.

For further information, refer to attached file “SAN_96.pdf”.

Maritime Labour Convention (MLC) Rules

Refer to Annex B to “Agreement between the Maritime and Coastguard Agency (the MCA) and Recognised Organisation (RO) governing the authorisation of examination and certification of Small Commercial Vessels (motor, sailing and from a nominated departure point), workboats, pilot boats and police craft under the relevant UK Codes of Practice”, in attached file “CA_Agreement_SCV_23122024”, which delegate Recognised Organisation (RO) the authority to undertake survey work in relation to the MLC.

Refer also to MGN 600 (M) Amendment 3, MGN 601 (M), MGN 602 (M) and AN (SAN) 53 Rev.6.

Coding Transfer Process

For action by Recognised Organisation (RO) UK ONLY; Transfer of vessel’ communication with losing CA to be in line with CA Agreement Annex A section 9.

CA Committee

The CA Committee shall:

• meet at least annually;

• retain a record of each meeting, including evidence of decisions made, action taken to address issues, and further action to be taken;

• establish a quorum for a meeting to take place at a level ensuring informed decisions can be made. The quorum is to be mutually agreed with the MCA;

• include technical and administrative representatives from Recognised Organisation (RO);

• invite a representative from the MCA to attend a meeting at least once a year;

• ensure all members declare any conflicts of interest and these are documented for each meeting; and,

• follow additional requirements as detailed in Annex A of the Agreement.

Materials for valves and associated piping (Marelon Valves)

(Refer to Technical Interpretation in attached file “Interpretation Form Marelon Valves in engine spaces.pdf)

MGN 280 section 5.8.1 states :“A valve or similar fitting attached to the side of the vessel below the waterline, within an engine space or other high fire risk area, should be normally of steel, bronze, copper, or other non-brittle fire resistant material or equivalent. “

Marelon Valves are an engineered composite polymer material and was certified against ISO 9093-2, however, this has been withdrawn and replaced by ISO 9093:2020, as such the Administration does not consider Marelon Valves as an equivalent non-brittle fire-resistant material that should be used in an engine space. Existing vessels fitted with Marelon valves should look to replace these valves before their next compliance examination.

Maximum number of persons on board

According to the Workboat Code, the maximum number of persons on board is to be 12 passengers plus crew.

Identification disc

According to the Workboat Code (§4.3.4), Recognised Organisation (RO) shall annually issue an identification disc. The disc shall act as an indication to vessel users and inspectors that the named vessel has been examined and issued with a Certificate valid for the period of time stated on the disc. The disc shall be prominently displayed and visible from outside the vessel.

To fulfil this requirement, an additional page is appended at the end of all Workboat Certificates issued by Recognised Organisation (RO). This page summarizes the requested data and the certificate validity (QR Code), to be printed and displayed onboard the vessel.

MCA Guidance

Refer to:

• AN1038 - Guidance on the use of Hydrotreated Vegetable Oil (HVO)

• AN1039 - Guidance on the use of Sodium-Ion Batteries

Sport or pleasure vessel code

(MIN 724 (M))

The Safety of Small Vessels in Commercial Use for Sport or Pleasure - Code of Practice (Sport or Pleasure Vessel Code) came into force on 12 December 2025 (see attached files “The_sport_or_pleasure_vessel_code” and MIN 724 in file “MIN_724_M”).

The MIN 724 (M) supplements the Sport or Pleasure Vessel Code by providing a summary of standards referenced therein and guidelines considered as best practice.

This Code applies to Small Commercial Vessels in commercial use for sport or pleasure that operate at sea, which do not carry cargo, and carry not more than 12 passengers.

Existing vessels with a valid Small Commercial Vessel Certificate, issued under the previous Codes of Practice or MGM 280 (M) shall comply with the applicable requirements set out in this Code on the date or at the time of the examination specified in Appendix 12 to the Code.

Small Seagoing Passenger Ship code (SSPS code)

This code may be applied on a voluntary basis, from the date of entry into force on 1 June 2015, to small UK sea-going passenger ships carrying not more than 250 passengers that are of under 24 m in load line length (or less than 150 grt if the ship’s keel was laid or was a similar stage of construction before the 21^st July 1968, according to the tonnage measurement regulations in force on 20 July 1968) operating to sea within 15 miles of a place of refuge and no more than 5 miles from the coast, except those ships to which the Domestic Passenger Ships Directive 2009/45/EC or the High Speed Craft (HSC) code applies.

The EC Directive covers ships built of steel or equivalent material, so the code applies mainly to ships built of GRP or wood. The code may however be applied to existing steel vessels of under 24m in length constructed on or before 31 December 2002. The EC Directive also covers HSC of any material capable of speeds of over 20 knots, but vessels operating at speeds of up to 20 knots may be certified under the code.

Ships that comply with the code are permitted to operate at night and in winter, and to operate longer distances to sea, than they can as UK passenger ships of classes VI or VI(A).

Compliance with the SSPS code demonstrates that a sufficient level of safety is achieved to allow the vessel to be exempted from the UK regulations, listed in the Schedule at the end of the Marine Guidance Note MGN 535 (M) in the attached file “MGN535 Amendment 1”, which otherwise apply.

For further information, refer to the SSPS code in the attached file “SSPScode”.

Survey / inspection of radio installations for Code vessels

Please refer to OAN 582 attached in Recommendations for Survey / Inspection of Radio Installation for Code vessel..

Offshore vessels

(Item 9.12, 9.13, 9.14 Addendum A of Appendix 1 to the Agreement in attached files)

Recognised Organisation (RO) is fully authorized for survey and issuance of:

• Document of Compliance OSV according to Resolution MSC.235(82)

• Certificate of Fitness according to IMO Res.A.673(16)

• Certificate of Fitness according to IMO Res.A.1122(30) (OSV Chemical Code)

Refer to the MGN 516 in the attached file “MGN516”.

Guidelines for the design and construction of Offshore Supply Vessels (OSV Guidelines)

(A.469(XII) and MSC.235(82))

The OSV Guidelines are not mandatory (except as indicated in Guidelines for the transport and handling of Limited amounts of Hazardous and Noxious liquid Substances in bulk on offshore support vessels - (LHNS) vessels guidelines below), with ships otherwise being required to meet the Load Line and SOLAS requirements in full.

Owners building to the OSV Guidelines, if over 80m subdivision length are recommended to consider the risks and the best safety options by additionally commissioning a damage stability analysis according to SOLAS II-1/4 and to record the results.

Ships of a load line length:

1. of 24 m up to 100 m: Stability related parts of the OSV Guidelines apply

2. exceeding 100 m: Alternative or additional stability standards are left to the discretion of Administrations

UK does not apply or recognise the use of provisions available for “near coastal voyages” in the OSV Guidelines and as defined in paragraph 1.2.8 of the Guidelines, for UK ships or for other ships while in UK waters.

Guidelines for the transport and handling of Limited amounts of Hazardous and Noxious liquid Substances in bulk on offshore support vessels - (LHNS) vessels guidelines

(A.673(16) as amended)

Applicable to ships built from 19 April 1990 or before, as stated in paragraph 1.1.2 of the Guidelines.

When new OSV are constructed, it is recommended that the damage stability analysis referred to in Guidelines for the design and construction of Offshore Supply Vessels (OSV Guidelines) above for the OSV Guidelines is also commissioned.

These guidelines are made statutory regardless of size and voyage for UK ships by MSN 1458(M) (refer to that MSN for details of the requirements).

Codes for the construction and equipment of Mobile Offshore Drilling Units - (MODU) Code

(A.414(XI), A.649(16) and A.1023(26))

Survey and certification of MODUs are delegated to Recognised Organisation (RO), except in respect of the stability information of units which are not column stabilised. The arrangements under which this work is carried out are subject to a memorandum of understanding between the MCA and Recognised Organisation (RO), and therefore are not covered in this MGN. Owners should liaise with Recognised Organisation (RO) on matters of interpretation.

MODUs as defined, “have the capability of “engaging in drilling operations …”. Surveys of similar offshore ships lacking such a capability are subject to case by case authorisations of Recognised Organisation (RO) by the MCA for the statutory survey and certification of such units.

Status of persons carried on board affecting the above standards

The term ‘special personnel’ has introduced another category of personnel distinct from passenger or crew within the context of either:

1. Section 1.3 of the 1983 or 2009 Special Purpose Ships Code, guidance on which is provided in MGN 515(M) (refer to Special Purpose Ships (SPS) code); or

2. on ships designed primarily for, and while conducting operations in a stationary or nearstationary mode at sea (within the scope of the operations described in paragraph 1.1 of the MGN 516) and as agreed by the MCA, including mobile installations (with reference to the Offshore Installations (safety case) Regulations 2005) e.g. jack-up drilling rigs, Flotels and FPSOs), or MODUs.

Special Purpose Ships (SPS) code

(MGN 701 (M))

(A.534(13) and MSC.266(84))

Ships carrying more than 12 special personnel and passengers (subject to be a maximum of 12) in aggregate should:

1. if constructed on or after 1 July 2009, comply with the 2008 SPS Code,

2. if constructed before 1 July 2009, may comply with the SPS Code 2008 OR the SPS Code 1983, but this is subject to paragraph 3.7 of MGN 701 (M) (see also Section 4)

Ships (irrespective of the date of construction), which were not certified in accordance with the SPS Code 1983 before 1st July 2024 must comply with the SPS Code 2008. When carrying industrial personnel (of any number) the ship must comply with the IP Code.

Also refer to the interpretation of SPS Code requirement, in the attached file “SPScodeInterpretation”.

Passenger Yacht Code

Refer to the third edition, March 2013, of the Code of Practice for yachts carrying 13 to 36 passengers.

Refer also to the REG Yacht Code Part B.

Launching Appliances - Replacement Intervals for Synthetic Fibre Rope Falls

(REG-UI 005)

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

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

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

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

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

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

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

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

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

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

Fixed aerosol fire extinguishing systems in small vessel machinery spaces

(MGN 657 (M+F) Amendment 2)

Approval of Fixed Aerosol Fire Extinguishing Systems for use in small vessel machinery spaces will now be undertaken by a UK Approved Body. Once a system was approved, the manufacturer or supplier of the system was issued with the MCA Certificate of Inspection and Test (MSF 1814 form).

This MGN 657 contains information on two separate approvals; the acceptance by an UK Approved Body of the Fixed Aerosol Firefighting System’s ability to extinguish fires, and the installation requirements for the Certifying Authority to accept the system being installed in a ship.

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

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

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

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

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

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

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

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

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

Heliports on Large Yachts

(REG-GN 001 Rev.1)

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

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

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

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

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

Fishing vessels

Fishing vessels registered under the UK flag are subjected to Safety Regulations which encompass, i.a., structural fire protection, life-saving appliances and radio-communications.

Even if the Safety Regulations applicable to fishing vessels are not part to the Agreement between the Administration and Recognised Organisation (RO), the MCA may nevertheless grant a delegation to Recognised Organisation (RO) for the purpose of ensuring the compliance of the vessel with the UK Safety Regulations. Such a delegation is granted on a “case by case” basis and, for a new construction, may involve both plans approval (LPO) and surveys on site.

Any survey centre receiving a request for the classification of a UK fishing vessel shall immediately liaise with CLO for possible additional instructions concerning the handling of the UK Safety Regulations.

Freeing ports

At each survey it is to be verified that the vessel has an adequate number of freeing ports in proper locations for getting rid of water rapidly.

The arrangement of the freeing ports shall be carefully considered to ensure the most effective drainage of water trapped on the weather deck.

Where shutters are fitted to freeing ports the surveyor should ensure that these shutters can operate freely, comply with the requirements, and any safety bars are securely attached.

When assessing freeing port arrangements, surveyors should ensure that water is removed from the deck as quickly as possible and that freeing ports are disposed in such a way that they will achieve this.

For further information, refer to the Surveyor Advice Note (SAN) 72, in the attached file “SAN72”.

Partial Declaration of surveys

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

The following declarations should be completed by the attending Class surveyor(s) and forwarded to the MCA:

1. "MSF 1374 - Partial Declaration of Statutory Surveys of a Fishing Vessel of 15m Length Overall to less than 24m Registered Length

2. "MSF 1371 - Partial Declaration of Survey of a Fishing Vessel (Hull & Machinery) on completion of build and intended for UK flag (15m Length Overall to less than 24m Registered Length)

3. "MSF 1351 - Partial Declaration of Statutory Surveys of a UK Fishing Vessel (24m registered length and over)

4. "MSF 1333 - Partial Declaration of Survey of a Fishing Vessel (Hull & Machinery) on completion of build and intended for UK flag (24m registered length and over)

Refer to attached files “MSF1374.doc”, “MSF1371.doc”, “MSF1351.doc”, “MSF1333.doc”.

Pre-Registration surveys for Fishing vessels of less than 15m built before 16 July 2007 and existing vessels of 15m to less than 24m

(Refer to MGN 630 (F) Amendment 4)

For fishing vessels of less than 15m LOA built before 16 July 2007 and of 15m LOA to less than 24m RL, a Pre-Registration survey by a Fishing Vessel Certifying Authority (FVCA) shall be conducted prior to requesting register under UK flag.

Tonnage

(Administration email dated 19/01/2022)

The Merchant Shipping (Tonnage) (Fishing Vessels) (Amendment) Regulations 1998 (SI 1916), require a measurement for tonnage of fishing vessels of between 15 or more metres in length overall and 24 metres in length, to be done in the same way as for fishing vessels of 24 metres or more in length, for the purposes of Council Regulation (EEC) No. 2930/86 defining the characteristics of fishing vessels (O.J. No. L274, 25.9.1986, p.1) as amended by Council Regulation (EC) No. O.J. 3259/94 L339, 29.12.94, p.11).

Where a document requires “Distinctive Number or Letters” the vessel's official number and/or IMO number should be given, depending on which she has, on separate lines as “ON: xxxxx” and “IMO: xxxxx” 

The current appropriate Tonnage Certificate is according to MSF 2301 and Certificate of Survey is according to MSF 2303.

Before releasing the documentation, Recognised Organisation (RO) should send to the Administration, for the purpose of appraising the calculations:

• a properly dimensioned lines plan,

• a general arrangement of the vessel,

• a copy of calculations and draft copies of the certificates to be issued.

The tonnage calculations are to be performed by a LPO having ITC delegations.

The certificates are to be issued by Recognised Organisation (RO) Newcastle.

PR17 reports

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

Ship Recycling & IHM

Regulation (EU) No.1257/2013

In accordance with Annex 1 of the Agreement (see Annex 1 to the Agreement) the issuance of Statements of Compliance and Ready for Recycling Certificates as well as Inventory Certificates on behalf of the UK in accordance with the requirements of Regulation (EU) No 1257/2013, Regulation (UK) SI 2018 No 1122 and Regulation (UK) SI 2019 No 0277 is authorized for Recognised Organisation (RO).

Regulation (UK) SI 2019 No 0277, as may be amended, will come into force following the end of the transition phase of the UK’s exit from EU.

• The Administration authorises Recognised Organisation (RO) to carry out necessary surveys and issue/verify all applicable documentation including Inventory Certificates, Inventory of Hazardous Materials (IHM) and Ready for Recycling Certificates (when required) on behalf of the UK in accordance with the requirements of Regulation (EU) No 1257/2013 and Regulation (UK) SI 2018 No. 1122.

• The Administration also authorises Recognised Organisation (RO) to carry out necessary surveys and issue/verify all applicable documentation including Inventory Certificates, Inventory of Hazardous Materials (IHM) and Ready for Recycling Certificates (when required) on behalf of the UK in accordance with Regulation (UK) SI 2019 No. 0277 when these regulations come into force.

• In addition Recognised Organisation (RO) may issue Statements of Compliance on behalf of the UK in accordance with Article 12 of Regulation (EU) No 1257/2013, as may be applicable at the end of the transition phase of UK Exit from the EU”. Refer to IHM certification for UK ships subject to PSC at EU ports.

For further information, refer to the attached file ““MGN 633 Amendment 1 -Ship Recycling.pdf” in relation to Regulation (UK) SI 2018 No. 1122:

The IHM can be developed by the ship owner or a specialist company can be used. However, it is a statutory requirement that the IHM must be verified by a surveyor from a UK authorized RO or MCA Surveyor.

Once the IHM has been verified an Inventory Certificate will be issued.

(Administration email dated 04/11/2020)

Recognised Organisation (RO) is permitted to undertake above certification on any UK ship even if that ship is classed with another UKRO.

The delegation also extends to ‘unclassed’ vessels. (a unclassed vessel is a vessel which does not have classification society (RO)). UK ships which are not classed by one of the UK authorised ROs should approach any UK authorised ROs or the MCA for a survey.

Format of the certificates

(Administration email dated 22/12/2020)

Specific forms of UK IHM Certificate and UK Ready for Recycling Certificate are available in Certificate Editor and ASMS2 under “National” section, applicable from the 1 January 2021.

For existing certificate issued before 1 January 2021, there is no requirement for such certificates to be re -issued until their natural expiry date, for the sake of updating with above mentioned specific forms.

Re-issuance of such certificates with above mentioned specific forms can be made at renewal.

IHM certification for UK ships subject to PSC at EU ports

(MGN 633 (M+F) Amendment 1)

From the 1st January 2021, UK flagged ships will be classed as third country ships by EU member states. Therefore, EU member states may require UK ships which are subject to EU Port State Control, to carry a Statement of Compliance (SoC) onboard, as required under the EU Regulation. Consequently, UK flagged ships of 500GT and over, which are subject to Port State Control at EU ports, may wish to carry a SoC in addition to an Inventory Certificate (IC) onboard.

Affected ship owners/operators are advised to contact their ROs if they intend to carry a SoC as advised. Owners/operators of UK ships which are not classed can also approach any of the UK authorised ROs or their local Marine Office with regards to obtaining a SoC.

Hong Kong Convention

Authorisation has also been given to UK authorised RO’s to issue Statement of Compliance Certification to the Hong Kong Convention.

Code on Noise Levels on Board Ships

Interpretation: Ch. 6 Acoustic Insulations between Accommodation Spaces

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

1. Public spaces and Offices:

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

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

2. Category of Stairways/staircases/elevator:

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

3. Concealed or inaccessible space:

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

Code for High Speed Offshore Service Craft (HS-OSC) (of less than 500GT carrying up to 60 persons)

Refer to the attached file “The High Speed Offshore Service Craft Code (HSOSC)”.

1. Application: This Code applies to HS-OSC that: - are seagoing high speed offshore service craft; - of less than 500 Tons; and - are United Kingdom HS-OSC or other HS-OSC operating in UK waters.

2. Operational requirements: The maximum number of persons onboard overall shall be no more than 60, of which up to 12 may be passengers. For craft of less than 24 metres load line length, the overall limit shall be 36 persons.

   No persons under 16 years of age shall be carried on craft being operated under this Code.

3. Survey and certification: Recognised Organisation (RO) is authorised to carry out survey and certification of the construction of craft to which this Code applies. Recognised Organisation (RO) is authorised to issue the HSC Code Safety Certificate for Offshore Service Craft on behalf of the UK Administration, which is available in ASMS2 system under National Certificate

   The MCA retains responsibility for the issuance of exemptions, equivalences, and the Permit to Operate (Permit to Operate HSC Code Offshore Service Craft), and undertaking the ISM audits on the vessel.

4. Additions and Exceptions to the HSC Code (Section 1.2.1.1) In addition to the preceding sections of this Code, the HSC Code for Cargo Craft shall apply in its entirety unless expressly provided otherwise in the exceptions given in section (9) together with express additional requirements that are also provided, with the closest possible numbered references being to the relevant chapters and sections of the HSC Code. In the case of Section 1.2.1.2, there are also consequences for application of the ISM Code.

Recognised Organisation (RO) is to issue an attestation upon completion of Plan Approval & surveys and then the MCA subsequently issue the Certification, the MCA also delegate the annual and renewal surveys on a case by case basis.

Bilge Alarm for Cargo Ships less than 500 gt

The Merchant Shipping (Cargo Ship) (Bilge Alarm) Regulations - SI 2021/592 (“The Regulations”) come into force on 30th June 2021.

The Regulations apply to United Kingdom ships which are cargo ships of less than 500 gross tons and which are 24 metres or more in length, wherever they might be, and to non-United Kingdom cargo ships of less than 500 gross tons and which are 24 metres or more in length while they are within United Kingdom waters and not exercising the right of innocent passage or transit passage (regulation 3).Regulation 4 requires bilge water level detectors to be installed in any engine room and in any other space in which bilge water is likely to accumulate, and for those detectors to sound an audible alarm at the control position and in all accommodation spaces in the circumstances described.The Regulations make provision for exemptions (regulation 5), offences and penalties (regulation 6) and the detention of ships (regulation 7).

For further details, refer to “SI 2021 No. 0592 - The Merchant Shipping (Cargo Ship) (Bilge Alarm) Regulations 2021.pdf” and MGN 651 (M) in attached files.

High Speed Craft Safety Certificate

(Items 9.5.1, 9.5.2 Addendum A & B of Appendix 1 to the Agreement in attached files)

(Refer to MGN 677 (M) “Guidance on the Merchant Shipping (High Speed Craft) Regulations 2022 (SI 2022/1219) and the High Speed Craft Codes 1994 and 2000”)

Recognised Organisation (RO) is authorised for passenger high-speed craft to undertake the survey and issue a Partial Declaration of Survey for Hull, Machinery, Control Systems and Electrical Arrangements (see MSF 1218 in Declarations of survey - Partial declarations of survey item b). High Speed Craft Safety Certificates for passenger ships will continue to be issued by MCA Marine Offices with the Partial Declaration of Survey signed by Recognised Organisation (RO) with responsibilities assigned to the areas surveyed.

Recognised Organisation (RO) is authorized to undertake the survey and issue a High Speed Craft Safety Certificate for cargo ships.

Recognised Organisation (RO) should advise the MCA as soon as it becomes aware of any high-speed craft being built for entry on to the UK register.

ISM Code

Authorisations & instructions

See also, in ISM code - Class statement of DOC audit “ISM code - Class statement of DOC audit”.

ISPS Code

Authorisations & Instructions

MLC, 2006

Scope of authorisation

Specific requirements

MLC, 2006 - Survey and Certification of UK Ships

(MSN 1848 (M) Amendment 4)

The purpose of this MSN is to give details of arrangements for the survey, inspection and certification of seafarers’ working and living conditions on UK ships, in accordance with the Maritime Labour Convention, 2006 (MLC) under the Merchant Shipping (Maritime Labour Convention) (Survey and Certification) Regulations 2013 (S.I. No. 2013/1785) (“the MLC Survey & Certification Regulations”), and provide appropriate guidance.

MSN 1848(M) includes a paragraph explaining the provision for endorsement and extension of the Maritime Labour Certificate if a renewal survey has been satisfactorily completed, for up to five months until the new Certificate reaches the vessel.

For further information, refer to attached file “MSN 1848 (M) Amendment 4”

Flag State guidance - MLC inspection

Extract from “Flag State guidance - MLC inspections” (refer to attached file “Flag State guidance - MLC Inspections_RevOct2024”):

“5. Instructions to Surveyors & Reporting requirements

1/ MCA Maritime Security & Safety Management Operations Branch shall be informed of all MLC related deficiencies identified during an inspection. This is to be done when the inspection report is sent to the MCA.

2/ MCA Maritime Security & Safety Management Operations Branch shall be informed if the intermediate inspection is not carried out within the due dates or the renewal MLC inspection is not carried out before the expiry of the MLC certificate;

3/ All deficiencies are to be closed out by the due date, which shall not normally exceed 3 months from the date of the inspection. This may not always warrant a re-visit of the company/ship and may be based on receipt of documentary/photographic evidence of rectification. Record of rectification and settlement of deficiencies to be maintained by RO.

4/ A copy of the certificate issued or endorsed and the surveyor’s report along with list of deficiencies (if not included in the report) shall be forwarded to the MCA Maritime Security & Safety Management Operations Branch as soon as they are issued, not later than 1 month from date of inspection. An inspection report (in English) shall be left on board with the master on the day of the inspection as required by Standard A5.1.4.12. and a copy shall be posted on the ship's notice board for the information of the seafarers. A detailed report shall be sent to the MCA which includes comments on the areas looked at during the inspection.

5/ The following requirements are specific to UK flagged ships and need to be verified during MLC inspections:

1. a. A1.2: Employers are required to pay for the medical certificates for seafarers employed by them (SI 2010 No. 0737 Reg 8.3)

2. A2.1.4.(f) Annual leave – in addition to 2.5 days per month of employment, 8 days paid holidays per annum (or prorata)

3. A2.1.4 (i) Entitlement to repatriation includes place of repatriation

4. A2.1.4 (k) Contents of SEA – “any other particulars which national law may require”. In line with employment contracts ashore, SEAs must include information on

   - Normal hours of work (including arrangements for overtime etc where applicable)

   - Information about disciplinary /grievance (complaints) procedure

   - If applicable, information about occupational pension

5. A2.2: Deductions only permitted where specified in legislation: See MGN 478(M) Amendment 1 para 5.3 to 5.8. (follows MLC B2.2)

6. A4.1.4(a) Medical stores in line with MSN 1905 (M+F) Amendment 2 (EC Directive 1992/29/EC) (attached file)

7. Ship Captain’s Medical Guide [or International Medical Guide for Ships in appropriate language if non-UK seafarers trained using this guide]

6/ The DMLC Part II can be reviewed and certified by the RO. DMLC part I will always be issued by MCA and sent to shipowner. A template of DMLC part II is available on the MCA website for guidance of ship owners. The date of RO certification of the DMLC Part II is referred to on the MLC certificate.

7/ Any exemptions shall be agreed by the MCA. Equivalents which have already been agreed are listed on the DMLC Part 1 and MGN 472 Amendment 3. Any other equivalences shall be agreed by the MCA.

8/ MLC complaints will be handled by the MCA. If the RO receive any complaints, this shall be forwarded to mlc@mcga.gov.uk along with any comments from the attending surveyor as applicable. If an inspection is required further to a complaint, the MCA will intimate the RO.

The Merchant Shipping (Maritime Labour Convention) (Hours of Work) Regulations 2018

Refer to the attached file “uksi_20180058_en”

Extension of Maritime Labour Certificate

(SI 2019 No. 0716)

These Regulations amend the Merchant Shipping (Maritime Labour Convention) (Survey and Certification) Regulations 2013 (S.I. 2013/1785) to implement the amendments of 2016 to the Maritime Labour Convention 2006 (“the 2016 amendments”).

The paragraphs inserted into regulation 10 by these Regulations allow a certifying authority of the United Kingdom to extend the period of validity of a Maritime Labour Certificate by up to 5 months where a renewal survey has been completed but a new Maritime Labour Certificate cannot be immediately issued and made available on board the ship. Where the certifying authority exercises its power under the inserted paragraphs it must endorse the extended Maritime Labour Certificate accordingly. The new Maritime Labour Certificate must be issued as being valid from the original date of expiry (as defined) of the existing certificate.

MLC on Work Boats

(Administration email dated 10/09/2019)

The MCA confirms that owner/managing agent is responsible to ensure that the manning requirements of any applicable code of practice are complied with: The Certifying Authority can support an owner/managing agent in their obligations within this but this is at their discretion on how and if they choose to do this.

For vessels which require MLC inspection, there is a requirement for the owner/managing agent to have a system in place to ensure that safe manning requirements are achieved, which will need to be verified and confirmed as part of the MLC inspection.

Owners/Managing Agents may apply to MCA Seafarer Standards Branch for issuing a voluntary safe manning document, in which case they should complete an ‘Application for a Safe Manning Document for a United Kingdom Workboat’ (see attached file “Application for Workboat SMD.doc”). This does not absolve the owner/managing agent of their responsibilities with regards to the manning requirements for their operations.

Guidance on the procedure for applying for a Substantial Equivalence

Refer to the Marine Guidance Note MGN 472 (M) Amendment 3 in the attached file “MGN_472_Amendment_3_MLC_Guidance_on_the_procedure_for_applying_for_a_substantial_equivalence.pdf”

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

Agreement

See the attached file “Agreement_RO SA_UK MCA_01092021”

Definitions

See the attached file “Appendix 3_RO SA_UK MCA”

Supplementary Agreement

See the attached file “Agreement_UK MCA_RO SA_21122023_Innovative Technology”

Letter dated 27 November 2025

See the attached file “RO_ROUV_competencies_approval_letter”

Appendix — Annex 1 to the Agreement

Applicable instruments and degree of authorisation

See the attached files “Appendix 1_RO SA_UK MCA - May 26”

Appendix — Annex 2 to the Agreement

Reporting to the Administration

See the attached file “Appendix 2_RO SA_UK MCA”.

Appendix — Annex 4 to the Agreement

List of current Recognised Organisations

See the attached file “Appendix 4_RO SA_UK MCA”.

Appendix — UK requirements exceeding the international requirements

Untitled

See the attached file “UK Requirements exceeding the International Requirements”.

Appendix — Safety equipment - Additional information

Survey branch (December 2000)

Refer to Merchant Shipping Notice 1676 Amendment 2 (Attached file)

Life-saving appliances

Untitled

Ships built after 1 July 1986 require inflatable lifejackets for the crew of the rescue boat and for crew whose emergency duties require a lifejacket which will not hinder them unduly during the execution of their duties. This also applies to free-fall lifeboats, where inflatable lifejackets must be stowed adjacent to the free-fall lifeboat embarkation area.

Untitled

For ships built before 1 July 1986, specific requirements apply regarding the strength of davits and launching gear as detailed in Section 4 of Merchant Shipping Notice 1676 Amendment 2 (e.g. factor of safety on breaking load of fall wires at least six times maximum load).

Additional Lifejackets

A sufficient number of additional lifejackets must be carried for the use of persons on watch and at remotely located survival craft stations, and there must be at least four (4) additional lifejackets on ships where the number of persons on board is 16 or less, and at least an additional 25 per cent (25%) of the number of lifejackets required to be carried in the case of ships where the number on board is more than 16, provided that the number of additional lifejackets need not exceed the number of persons on board.

Fire-fighting appliances

Ships of 500 grt or over shall be provided with an emergency fire pump with its source of power and sea connection outside of the machinery spaces.

Navigational equipment

The nautical publications to be carried are specified in S.I. 1998 No. 2647.

Lights and signalling equipment

Duplicate navigation lights are required. These may be double tier or permanently installed individual lights.

SCHEDULE 6 - Launching Appliances

EXTRACT of Merchant Shipping Notice 1676 Amendment 2 (Attached file)

Part 1 - General

Stresses

Structural members and all blocks, falls, padeyes, links, fastenings and all other fittings used in connection with launching equipment must be designed on the basis of a factor of safety calculated on the maximum working load assigned and the ultimate strength of the material used for construction. A minimum factor of safety of 4.5 must be applied to the structural members of all davits and winches, and to bowsing tackle and tricing pendants where they are required; and a minimum factor of safety of 6 must be applied to falls, suspension chains, links and blocks.

Wire ropes

Falls must be of rotation-resistant and corrosion-resistant steel wire rope.

The breaking tensile load of each wire rope used for lowering lifeboats, rescue boats, fast rescue boats, liferafts or inflated boats must be not less than 6 times the maximum load on the wire rope when lowering, hoisting or stowing.

Wire ropes must be securely attached to the drum of the winch, and the end attachments of the wires and other parts from which the craft is to be suspended must be capable of withstanding a proof load of not less than 2.2 times the load on such attachments and other parts.

Where wire rope splices or ferrule-secured eye terminals are used they must be capable of withstanding a proof test of not less than 2.2 times the load imposed on them in service.

Survival craft attached to davits must have the falls ready for service, and the falls must be at least long enough to reach the water with the ship at her lightest sea-going draught under unfavourable conditions of trim and listed to 20 degrees either way. Disengaging gear complying with the requirements of Part 1 of Schedule 2, must be provided for detaching the lifeboat or rescue boat from the falls.

Winches

In the case of a multiple drum winch, unless an efficient compensatory device is fitted, the falls must be so arranged to wind off the drums at the same rate when lowering, and to wind on the drums evenly at the same angle when hoisting. The lead blocks must be arranged to give a fleet angle or angle of lead of not more than five degrees for grooved drums and three degrees for ungrooved drums. In the case of mechanically controlled single-arm davits, the lead of the wire rope fall must be such that the fall winds evenly on the drum.Winch brakes must be of robust construction and be capable of controlling and limiting the speed a boat is lowered. The hand brake must be so arranged that it is normally in the “ON” position and returns to the “ON” position when the control handle is not being operated. The mass of the brake lever must be sufficient to operate the brake effectively without additional pressure. The winch brakes must be of sufficient strength to withstand a static test with a proof load of not less than 1.5 times the maximum working load; and a dynamic test with a proof load of not less than 1.1 times the maximum working load at maximum lowering speed.The speed at which a fully laden lifeboat, rescue boat, liferaft or inflated boat with its equipment and launching crew is lowered into the water must be not less than that obtained from the formula:S = 0.4 + (0.02 x H)where S = speed of lowering in metres per second, and H = height in metres from davit head, at the outboard position, to the waterline at the lightest seagoing condition.In the case of a lifeboat, rescue boat or inflated boat where “H” exceeds 30 metres the lowering speed need not exceed 1 metre per second. In the case of a liferaft where “H” exceeds 15 metres the lowering speeds need not exceed 0.7 metres per second.Notwithstanding the requirements of paragraph 5.3 the speed of lowering a lifeboat, rescue boat or inflated boat must not exceed 1.3 metres per second. The speed of lowering a liferaft must not exceed 1 metre per second.The speed of lowering survival craft, fully equipped but without persons on board, must be at least 70 per cent of S required above.The brake gear of the winch must include the means for automatically controlling the speed of lowering to within the limits specified in paragraphs 5.3 and 5.4. A ratchet gear must be incorporated in these winches.Hand gear handles must not be rotated by moving parts of the winch when the lifeboat or rescue boat is being lowered or when it is being hoisted by power. Provision must be made to allow the falls to be manually unwound.The launching mechanism must be so arranged that it may be actuated by one person from a position on the ship’s deck and, except for secondary launching appliances for free-fall lifeboats, from a position within the survival craft or rescue boat. When launched by a person on the deck, the launching and recovery arrangements must be such that the winch operator on the ship’s deck is able to observe the craft at all times during launching and recovery.In this case of a liferaft, if the lowering is actuated from within the raft by means of a control wire paid off from an auxiliary drum on the winch: the mass of the control wire must be sufficient to overcome the friction of the various pulleys on the control wire; the winch brake must be operable from within the liferaft; the winch brake must not be affected by the mass of the fully extended control wire nor the wind effects on it; and there must be sufficient length of control wire available at the craft during all stages of lowering.When the lowering of the lifeboat or rescue boat is controlled from within the craft by means of a control wire paid off from an auxiliary drum on the winch: the mass of the control wire must be sufficient to overcome the friction of the various pulleys on the control wire, when turning out the lifeboat or rescue boat from the stowed position; the winch brake must be operable from within the boat; the winch brake must not be affected by the mass of the fully extended control wire, nor the wind effects on it; there must be sufficient length of control wire available at the boat during stages of lowering; and means must be provided to retain the free end of the control wire in the boat until the boat is detached from the falls.

Part 2 - Lifeboat and Rescue boat launching appliances

Working load

In the Schedule, the expression “working load” means:

• in relation to davits to which paragraphs 2.1 and 2.2 of Part 2 apply, the sum of the weight of the lifeboat and its full equipment, the blocks and falls, and the maximum number of persons which the lifeboat is deemed fit to carry, the weight of each person being taken to be 75 kilogrammes; and

• in relation to winches, the maximum pull exerted by the fall or falls at the winch drum during lowering, hoisting or stowing which, in any case, is to be taken as not less than the working load on the davit or divided by the velocity ratio at the lowering tackle.

Strength

Every davit serving a lifeboat which is required to be boarded and launched from the stowed position and put into the water when loaded with its full complement of persons must, together with its winch, falls, blocks and all other associated equipment, be of such strength that the lifeboat with its full equipment can be turned out and then safely lowered into the water from the stowed position with its full complement of persons, when the ship has a list of up to 20 degrees either way and a trim up to 10 degrees or such greater angles as may be required under paragraph 1.2 of Part 1

Every davit serving a lifeboat which is required to be boarded and launched from an embarkation position and put into the water when loaded with its full complement of persons must, together with its winch, falls, blocks and all other associated lowering gear, be of such strength that the lifeboat with its full equipment and manned by a launching crew of not less than 2 persons can be turned out and then safely lowered into the water from the embarkation position with its full complement of persons, when the ship has a list of up to 20 degrees either way and a trim of up to 10 degrees.

Every set of davits, davit or other means of launching to which a lifeboat is attached, together with its winch and associated gear must be of such strength that the lifeboat can be hoisted with launching crew of at least 3 persons and its full equipment at a rate of not less than 0.05 metre per second when a powered winch is fitted. When an unpowered winch is fitted the hoisting rate must be not less than 0.01 metre per second.

Every set of davits, davit or other means of launching to which a rescue boat is attached must be fitted with a powered winch and must, together with its associated gear, be of such strength that the boat to which it is attached can be hoisted when loaded with its full rescue boat complement of persons and equipment at a rate of not less than 0.3 metre per second. When a lifeboat is designated as a rescue boat, the davits, davit or other means of launching must be capable of hoisting the boat to a disembarkation position at a rate of not less than 0.3 metre per second when loaded with its full rescue boat complement, or 6 persons whichever is the greater, and its full lifeboat equipment.

Every fast rescue boat launching and recovery arrangement must incorporate a powered winch, dampening devices and braking requirements described in Part 1 paragraph 3.9 and be capable of lowering the fully equipped boat with its full complement of persons at a speed not exceeding 1 metre per second and hoisting the fully equipped boat loaded with 6 persons at a speed of at least 0.8 metres per second. The arrangement must also be capable of lifting the rescue boat with the maximum number of persons accommodated. The complete arrangement must be of adequate strength to withstand the stresses developed in the system carrying out these operations safely under severe adverse weather conditions.

Gravity davits

All gravity davits must be so designed that there is a positive turning out moment during the whole of the davit travel from the inboard to the outboard position when the vessel is upright and also when the vessel is listed at any angle up to and including 30 degrees either way from upright, or 10 degrees more than the angle required by paragraph 1.2 of Part 1.

In the case of gravity davits comprising arms mounted on rollers which engage with and travel down fixed inclined trackways, the trackways shall be inclined at an angle of not less than 30 degrees to the horizontal when the vessel is upright.

Luffing davits

The operating gear of luffing davits shall be of sufficient power to ensure that lifeboats, or rescue boats fully equipped and and carrying the total number of persons they are certified to carry or a launching crew of not less than 2 persons when boarded from a stowed position or embarkation deck can be turned out against a list of at least 20 degrees.

Static load test

Each davit arm and its attachments, except the winch brakes, must be capable of withstanding a static load test when in the outboard position, of at least 2.2 times the maximum load designed to be supported by that arm.

Attachments at the davit head

The attachments at the davit head from which the blocks are suspended must be capable of withstanding a proof load test of not less than 2.2 times the maximum load on them.

Blocks

Lower blocks, when fitted, must be non-toppling. In the case of rescue boats provision must be made to prevent the falls from cabling. The size of blocks must be commensurate with the size of the falls.

The blocks must be capable of withstanding a proof load test of not less than 2.2 times the maximum load it is intended to carry in service. The clearance between the sheaves and the cheeks of the blocks in which wire rope is used must be kept to a practical minimum to prevent the rope from overriding the rim of the sheave of any block or load sheave. Component parts of blocks other than their sheaves must be of ductile material.

Part 4 - Launching devices for inflated boats

General

In this Part the expression “working load” means the weight of:

• the inflated boat and its full equipment;

• the blocks and falls;

• a launching crew of 2 persons each of mass 75 kilogrammes; and

• a weight of 60 kilogrammes or the engine together with its fuel tank and sufficient fuel for two hours operation, whichever is the greater.

In this Part the expression “inflated boat” means any inflated boat or rigid inflated boat other than a dedicated rescue boat.

Construction

Every inflated boat launching appliance must be so constructed to be capable of recovering the inflated boat and bringing it on board the ship; readily available and not stowed or used for any purpose other than the launching of the inflated boat whilst the ship is at sea; and provided with a suitable means for manual operation.

Strength

Every launching appliance serving an inflated boat must, together with its winch if fitted, falls, blocks and other associated lowering gear, be of such strength that the inflated boat with its full equipment can be safely lowered into the water from the embarkation position with a complement of 2 persons, when the ship has a list of up to 20 degrees either way and a trim of up to 10 degrees

Static load test

Every launching appliance and it’s attachments, except the winch brakes, must be capable of withstanding a static load test when in the full outboard position of at least 2.2 times the maximum designed working load.

Winches

Every such launching appliance must be provided with a winch when the inflated boat is situated more than 4.5 metres above the lightest sea going waterline.

Appendix — ISM code - Class statement of DOC audit

Untitled

See the attached file “ISM code”.

Appendix — Additional information to be placed on the Conditions of Assignment Report

Initial survey

The conditions of assignment shown on this form are a record of the arrangements and fittings provided on the ship and are in accordance with the requirements of the relevant regulations set out in Annex I to the Convention of 1966 and of the Merchant Shipping Notice 1752(M).

Subsequent periodical surveys

I have completed the periodical survey and am satisfied that the fittings and appliances are in accordance with the particular shown in this record and are in good condition and that approved stability information and, where applicable, information relating to loading and ballasting of the ship is on board.

Appendix — Guidance Notes to non-MCA surveyors appointed to undertake Cargo Ship Safety Equipment surveys

Untitled

See the attached file “GuidanceNotes-Revised0512”.

Appendix — Regulations, M Notices, MCA Memoranda and Guides to Surveyors

Cargo Ship Safety Equipement Surveys - Regulations, M Notices and Guidance to Surveyors

See the attached file “GuidanceNotes-Revised0512-Annex1”.

Recommendations for Survey / Inspection of Radio Installation for Code vessel.

See the attached file “OAN 582 _Oct 2007”.

MCA Loadlines - Instructions for the guidance of Surveyors

See the attached file “MCA_Load Line_3”.

Copies of all SIs, MSNs, MGNs, MINs and MSIS

They are available via the following website, link below:

https://www.gov.uk/topic/ships-cargoes

Appendix — Main differences between international conventions and UK requirements (Cargo Ship Safety Equipment surveys)

United Kingdom Flag State interpretations and clarifications with respect to international conventions

See the attached file “GuidanceNotes-Revised0512-Annex2”.

Appendix — Common problems identified on reports of safety equipment

Untitled

See the attached file “GuidanceNotes-Revised0512-Annex3”.

Appendix — Survey of large yacht under the MCA code of practice - Division of responsibilities

Division of responsibilities for survey of large yacht

Refer to the table in MSF1100 in attached files.

Appendix — Statement of Compliance with the MCA code of practice for safety of large commercial sailing and motor vessels

Untitled

See the attached file “STATEMENT OF COMPLIANCE”.

Appendix — Report form “market surveillance”

Untitled

See the attached file “Report form market surveillance”.

Appendix — Alternative Compliance Scheme (ACS)

Untitled

A list, updated on a regular basis, of MCA Customer Service Managers including all vessels which are participating on ACS (refer to the “ACS” column of this table) is available on the REG CDP (Controlled Document Portal) website, through the below link and access details:

https://redensign.cdp.pdms.com/formlogin.mth

User Name: [redacted] Password: [redacted]

Appendix — MCA contacts

Untitled

See the attached file “MCAContacts-ROs-July-2023.docx”.

Appendix — Specific Certificates: National and bilingual International certificates

List of National certificates

- National Load Line Certificate

- UK Oil Pollution Prevention Certificate and Supplements Form A & Form B

- UK Air Pollution Prevention Certificate and Supplement

- MODU Statement of Compliance

- HSC Code Safety Certificate for Offshore Service Craft with Record of Equipment

SMALL COMMERCIAL VESSELS / WORKBOAT CODE / SPORT OR PLEASURE CODE

1. MGN 280

   - Small Commercial Vessel Certificate

   - SCV1 Application for Examination

   - SCV2 Record of Construction, Machinery & Equipment

   - DOC Dangerous Goods

   - MLC Inspection Report (MGN 600 Amendment 3)

2. Workboat Code Edition 2 - Built after 31 December 2018

   - Workboat Certificate (Edition 2)

   - Workboat Certificate with pilot boat endorsement (Edition 2)

   - Workboat Statement of Compliance (Edition 2)

   - Pilot Boat Certificate (Edition 2)

   - DOC Dangerous Goods (Edition 2)

3. Workboat Code Edition 3 - Built after 13 December 2023

   - Workboat Certificate (Edition 3)

   - Workboat Certificate with pilot boat endorsement (Edition 3)

   - Workboat Statement of Compliance (Edition 3)

   - Pilot Boat Certificate (Edition 3)

   - DOC Dangerous Goods (Edition 3)

4. Workboat Code

   - SWB1 Application for Examination

   - SWB2 Record of Construction, Machinery & Equipment

   - MLC Inspection Report (MGN 600 Amendment 3)

5. Sport or Pleasure Code

   - Sport or Pleasure Vessel Certificate