flag是什么泵Safety Radio Form R ／ GMDSS General Operators Certificate (BNR 4.5.1)

1.General

1.1 All EEBDs shall comply with the requirements specified in Chapter 3.2.2 of the Fire Safety Systems Code.

1.2 The number and location of all EEBDs shall be indicated on the fire control plan.

2.Carriage Requirements

2.1 SOLAS Chapter II-2, Regulation 13.3.4 specifies the following minimum carriage requirement for EEBDs in accommodation spaces:

2.1.1 Cargo ships: 2 EEBDs;

2.1.2 Passenger ships carrying not more than 36 passengers : 2 EEBDs in each main vertical zone;

2.1.3 Passenger ships carrying more than 36 passengers: 4 EEBDs in each main vertical zone.

2.2 The number of EEBDs in the machinery spaces is provided in guidance of MSC/Circ.1081.

2.3 The Bahamas Maritime Authority(BMA) requires the Company to carry out a risk assessment to determine the location and number of EEBDs required in the machinery spaces. for details of the risk assessment requirements, see information bulletin No.29/4.3.

2.4 The number and location of EEBDs identified by the risk assessment is to be agreed with the CCS responsible for the issue of statutory certificates on behalf of the BMA.

2.5 In the event that the Company and CCS cannot reach agreement on the location and numbers of EEBDs to be provided in the machinery spaces, the BMA will act as the final arbiter.

2.6  All ships shall carry spare EEBDs that shall be located in a control station. Cargo ships and offshore units shall carry a minimum of 1 spare EEBD and passenger ships shall carry a minimum of 2 spare EEBDs.

2.7 In order to satisfy the SOLAS requirements for on-board training in the use of EEBDs, the vessel shall have either:

2.7.1 at least one separate EEBD clearly marked as designated for training; or

2.7.2 facilities to re-instate the EEBD that was used during the training exercise to a fully operational condition (such as means of recharging the cylinder to full operating pressure).

2.8 With respect to Bahamian ships carrying dangerous chemicals in bulk, the BMA will permit the carriage of the emergency equipment specified in either paragraph 14.3.1 of the International Code for the Construction and Equipment of Ships Carrying dangerous Chemicals in Bulk (IBC Code) or paragraph 3.16.10 of the Code for the Construction and Equipment of Ships Carrying Dangerous Chemicals in Bulk (BCH Code), in lieu of EEBDs.

2.9 With respect to Bahamian ships carrying liquefied gases in bulk, the BMA will permit the carriage of the emergency equipment specified in paragraph 14.4.2 of the International Code for The Construction and Equipment of Ships Carrying Liquefied Gases in Bulk 1983, as amended (IGC Code), in lieu of EEBDs.

3.Inspection and Testing

3.1. All EEBDs shall be inspected by a competent person(Refer to BMA Information Bulletin No.89)at least annually.

3.2. Maintenance and servicing of EEBDs shall be carried out in accordance with the manufacturer’s instructions.

3.3. Hydrostatic pressure testing of EEBD cylinders shall be undertaken at least once every five years, or in accordance with the manufacturer’s instructions if such testing is required on a more frequent basis. The test pressure and test date shall be clearly and permanently marked on the cylinder.

3.4. Where EEBDs are fitted with a small capacity oxygen cartridge and manufacturers specify a fixed service life without scheduled hydrostatic pressure testing (e.g. “Ocenco” M-20.2), hydrostatic testing is not required.

4.Records

4.1 Records of inspection, maintenance and testing shall be retained on board for examination. The records must include the test certificates and the inspection status of each cylinder.

5.Survey Requirements

5.1 During Safety Equipment surveys the CCS shall verify that:

5.1.1 the manufacturer’s instructions for the EEBDs are provided and are readily available on board;

5.1.2 the EEBDs have been inspected and maintained in accordance with the manufacturer’s instructions and this Bulletin;

5.1.3 the records of inspection, maintenance and testing are available and up to date;

5.1.4 spare EEBDs are provided in accordance with above-mentioned paragraph 2.6.

If no response is received from the original lifeboat manufacturer, or the lifeboat manufacturer objects , the review and approval of the RRS installation may be carried out by the Recognised Organisation in accordance with the procedures in the MSC.1/Circ.1392.

Equivalent arrangement of life-saving appliances (BNR 4.4.6)

The Bahamas has submitted the following arrangement to IMO (IMO SLS Circ. 14/22):

Cargo vessels of 500 gross tons and over, but less than 1,600 gross tons, except tankers, may be equipped as follows:

a.     On one side of the ship, a motor lifeboat complying with the standards required for rescue boats, which are to be fitted under an approved launching device. Such motor lifeboat is to be available for immediate use at all times during any voyage. In addition, if the motor lifeboat is not of such capacity to accommodate all on board, one or more life rafts of sufficient aggregate capacity (in conjunction with the capacity of the motor lifeboat) to accommodate the total number of persons on board;

b.    On the other side of the ship, one or more lifeboats or inflatable life rafts of sufficient aggregate capacity to accommodate the total number of persons on board. If a lifeboat is fitted, it is to be fitted under an appropriate launching device;

c.     In ships where the distance from the embarkation deck to the water in the lightest sea-going condition exceeds 15 feet (4.5 meters) the life rafts required above are to be of the davit launched type and at least one launching device is to be provided on each side of the ship for every two life rafts. The launching device is to be capable of lowering the life raft when fully loaded with its full complement of persons and equipment;

d.    In addition to any life rafts required by a. and b. above, further life raft(s) of sufficient aggregate capacity to accommodate at least the total number of persons on board, which life raft(s) are to be stowed as to be able to float free;

NOTE: Each life raft required by Sections a, b, and d above, is to be of approximately the same capacity.

Ships which have arrangements in accordance with the provisions of IMO SLS Circular 14/22 are to if applicable, comply with the requirement to be fitted with a rescue boat.

The provisions of IMO SLS Circular 14/22 are not to apply to any ship with date of keel laid on or after 01 July 2007.

Testing of lifeboats (BNR 4.4.7)

The sister ship rule may be applied to the 5 knot launch test required by LSA Code 5.1.4, whereby the test is only necessary for the first vessel of a contracted series of ships with identical arrangements, and where the geometry of the lifeboat launching arrangement is also verified as being identical to the first vessel which has been satisfactorily tested.

Immersion suits onboard cargo ships (BNR 4.4.8)

       Refer to BMA Information Bulletin No.76.

Exemption from the carriage of lifeboat food rations and fishing tackle (BNR 4.4.9)

All vessels which operate solely within 200 miles from shore may be exempted from the carriage of lifeboat rations and fishing tackle under the provisions of LSA Code 4.4.8.32.

Applications for exemption are to be submitted by the Recognised Organisation in accordance with the guidelines outlined in BMA Information Bulletin No. 8.

Applications relating to offshore units operating outside the 200 mile limit and those undertaking positioning and delivery voyages which take them beyond the 200 mile limit shall be referred to the BMA for consideration on a case by case basis.

Carrying capacity of liferafts – average mass of occupants 82.5kg (BNR 4.4.11)

In accordance with Chapter IV of the LSA Code, from 01 January 2012 all inflatable and rigid liferafts should be constructed using the assumption that the average mass of occupants is 82.5kg, increased from 75kg.

All ships constructed (having their keel laid) on or after 01 January 2012 should carry liferafts approved on the basis of an average person mass of occupants of 82.5kg. The safe working load (SWL) of any davits used for launching these liferafts should be adequate for their fully laden weight.

All ships constructed before 01 January 2012 may continue to use liferafts approved on the basis of an average person mass of occupants of 75kg. It is acceptable for “75kg liferafts” on these vessels to be exchanged at service intervals with “82.5kg liferafts” and vice versa at a subsequent service. It is also acceptable for these vessels to have both 75kg and 82.5kg liferafts on board at the same time.

On passenger ships constructed before 01 January 2012, IMO MSC circular MSC.1/Circ.1347 permits the determination of the required SWL of a liferaft launching appliance to continue to be based on an assumed occupant mass of 75kg, even though the liferaft has been tested to a higher weight standard. The installation and periodic lowering test should also continue to be based on an assumed occupant mass of 75kg. On cargo ships constructed before January 1, 2012, any liferaft launching appliance should be based on the occupant number and mass stated on the liferafts it will handle (i.e. 75kg or 82.5kg, as applicable). If the SWL of the launching appliance will be exceeded through the liferaft having been approved to a higher weight standard then it will be necessary for the davit to be reapproved, modified or replaced to achieve the required SWL.

Use of knotted ropes as a means of embarkation to remotely located liferafts (BNR 4.4.10)

SOLAS Chapter III Regulation 11.7 allows for “other means of embarkation enabling descent to the water in a controlled manner” for liferafts required by SOLAS Chapter III Regulation 31.1.4.

The BMA considers that “other means of embarkation” refers to systems such as descent units, escape chutes etc. Knotted ropes are not acceptable for this purpose.

Carrying capacity of liferafts 閳?average mass of occupants 82.5kg (BNR 4.4.11)

        Bahamas INFORMATION BULLETIN No. 117

1. Purpose

1.1. This Bulletin is intended to support existing advice and guidance issued by the Bahamas Maritime Authority (BMA) related to enhancing the safety of personnel when using lifeboats which feature on-load release gear. Since this Bulletin was first issued in August 2008, the use of Fall Preventer Devices (FPDs) has been considered at IMO and detailed guidance is available in Maritime Safety Committee (MSC) circular MSC.1/Circ.1327.

1.2. This Bulletin should be read in conjunction with MSC Circulars MSC.1/Circ.1327 and MSC.1/Circ.1206 Rev.1.

2. Application

2.1. This Bulletin applies to the following:

?span style=’font:7.0pt “Times New Roman”‘>         All ships鈥?lifeboats and rescue boats fitted with on-load release gear as referred to in SOLAS III/20.11.2;

?span style=’font:7.0pt “Times New Roman”‘>         All ships鈥?davit launched liferaft automatic release hooks as referred to in SOLAS III/20.11.3;

?span style=’font:7.0pt “Times New Roman”‘>         All ships fitted with survival craft launching appliances as referred to in SOLAS III/20.11.1.

3. Accidents with lifeboats

3.1. While the number of accidents remains small in comparison with the number of Bahamian ships, the consequences of accidents can be unacceptably high. With this in mind, measures have already been implemented to limit the exposure of crews to the hazard associated with on-load release gear failure by allowing lifeboats to be initially lowered and recovered without personnel onboard during drills.

4. Replacement of hook arrangements

4.1. In recognition of the problems associated with this matter, the BMA has agreed procedures with some Recognised Organisations to facilitate the retrofit of modern designs of on-load release gear which feature enhanced safety. All Owners of Bahamian ships are encouraged to assess existing hook arrangements on board in order to identify where improvements, if any, can be made

5. Interim safety measures

5.1. The BMA has noted that the use of fall preventer devices (FPDs) has been implemented on many vessels. The use of FPDs allows lowering and recovery of the boat with personnel inside, with enhanced safety and familiarisation benefits.

5.2. FPDs are intended to protect against the consequences of an unintended release of the hook(s). The safety pin type consists of a steel pin which passes through the cheek plates of the release gear to physically prevent the hook from releasing by locking it in the engaged position and many modern designs now feature such safety pins.

5.3. An alternative method used for older designs which do not feature safety pins is to fit resilient strops or continuous slings across the on-load release between a fixed strong point on the lifeboat and the falls block ring or shackle. The resilient FPD will not prevent the on-load release gear from releasing but will prevent hazardous consequences.

5.4. The BMA recognises the overriding authority and the responsibility of the Master to make decisions with respect to safety, as set out in Paragraph 5.2 of the ISM Code and consequently accepts the use of FPDs when advocated by the Company.

5.5. Where FPDs are used, procedures for their use, inspection and maintenance shall be made available to ship鈥檚 crew and documented in the ship鈥檚 Safety Management System. The professional judgement of the Master is necessary in deciding the occasions and circumstances when FPDs are installed and used, such as when the suspension hooks of the craft cannot be secured in a fail-safe condition (i.e. 鈥渃losed鈥? when at any significant height above the water.

5.6. The BMA has no objection to the use of FPDs on Bahamian ships in association with any safety drill or exercise.

6. Using fall preventer devices

6.1. Any FPD installed shall be fit for purpose. The proposal to use such a device shall be subject to an engineering analysis to ensure that the device and existing lifeboat structure and arrangements are capable of withstanding any loadings which would result from the failure of the onload release gear with the boat in the fully-loaded condition and suspended from the davits. A factor of safety of six (6) should be the minimum used in such an analysis. All materials used shall be suitable for use in the marine environment.

6.2. Wires or chains shall not be used as FPDs as they do not absorb shock loads.

6.3. Resilient FPDs shall be continuous slings or strops of a type which have permanent end loops and shall be of a suitable length to ensure minimal drop in the event of premature release of the hook arrangement. Strops shall be dedicated to lifeboat use and should be suitably identified to ensure that they are not used for any other purpose.

6.4. Continuous slings have an advantage over strops in that they possess fewer points of splicing (potential failure points) and can be arranged in shorter lengths. They can also be released in an emergency (when waterborne) by cutting a single member of the sling.

6.5. All such FPDs should be protected by an outer cover that protects them from damage or degradation from chemical contamination or ultra-violet light. The outer covering should not be contributory to the overall tensile strength of the sling or strop.

6.6. In selecting FPDs, the Company shall ensure that a comprehensive risk assessment is carried out to ensure that nothing is done to compromise the effectiveness of the operation of the release gear. This is particularly important where the installation of a safety pin is considered. The Company shall not make any modification which adversely affects the strength and type approval of the hook and release gear arrangement.

6.7. Where FPDs fitted are synthetic strops or slings, a functional test should be carried out. The function test should demonstrate, to the satisfaction of the Recognised Organisation surveyor, that the equipment performs without interfering in the operation of the lifeboat or launching equipment. The function test is to be carried out at the first Safety Equipment Annual Survey or PSSC Renewal Survey after the date of  issue of this bulletin and thereafter at the subsequent 5 yearly load test and thorough examinations as required by SOLAS Ch.III, Reg.20.11.

6.8. Companies shall ensure that suitable procedures are implemented to ensure that individuals involved in the lifeboat launching are fully trained, familiar and competent in the maintenance, inspection, installation and removal of FPDs. All FPDs should be thoroughly examined prior to each use and replaced if any signs of damage or significant deterioration are found. The Company should also establish a schedule for overload testing and replacement.

6.9. Where FPDs are used, suitable clear and simple warning notices should be placed inside the lifeboat at the release gear access hatches at each end of the boat so as to ensure correct use of the devices.

7. Examples of FPD

Figure 1 鈥?Continuous sling in place over-riding on-load release

Figure 2 – FPD taking load during exercise, simulating premature release of onload hook. Note that the boat is not waterborne but suspended just above the water 鈥?a safety precaution for avoiding injury to personnel or damage to
structures during the exercise.

Wires for Lifeboat, Rescue Boat and Appliance Launched Life Rafts Falls（BMA Information Bulletin No.100 Rev.02）

.1 These requirements apply to the wires used on lifeboats, rescue boats and appliance-launched life rafts on all Bahamian ships.

.2 Turning of Wires End-for-end

Falls used in launching shall be inspected periodically and renewed when necessary due to deterioration or after not more than 5 years, whichever is earlier. The previous requirement for wires to be turned end-for-end at intervals of not more than 30 months and renewed after no more than 5 years is no longer applicable, however Regulation 20.4 does not prohibit turning of wires end-for-end.

If the Company (owner or any other organization or person, such as the manager, or the bareboat charterer, who has assumed responsibility for the operation of the ship) choose to end-for-end falls wires, special attention must be paid to the method of joining and terminating wires. BMA recognizes that there are a number of alternative methods that can be used to form these terminations and that the suitability of each type of connection for the intended service is varied. The company shall ensure the correct method of joining and terminating the wires, taking into consideration any design or manufacturers’ requirements.

.3 The falls used in launching shall be inspected periodically (i.e. at least annually) with special regard for areas passing through sheaves. The acceptance of the periodic inspection is on the basis that the falls will be renewed when necessary due to deterioration of the falls or at intervals of not more than 5 years, whichever is earlier. The periodical inspection shall be carried out by competent persons within the window before, or at the time of, the Safety Equipment survey.

The periodic inspection of every wire shall at least comply with the following specification:

The survival craft must be lowered to the water or the wire otherwise paid out, such that the wire bears no weight and there is no more than one layer left on the drum. The wire shall then be cleaned to facilitate a general inspection of its condition. The stationary parts of the wire, i.e. parts resting on or within sheaves and locking devices, must be given particularly close attention during that inspection. Once the wire is clean it must be verified as free from corrosion and that grease had penetrated the whole wire. In the case of anti-rotational wires or wires with sheathed cores, the inspection, maintenance and effectiveness of greasing is to be determined in accordance with manufacturer’s instructions. After satisfactory inspection an approved type of grease shall be re-applied in accordance with manufacturer’s instructions and the wire re-wound on the drum as recommended by the manufacturer.

Wires found with corrosion or deterioration to the extent that their strength is compromised must be replaced.

.4 Stainless Steel Falls

Where no service life for marine use is specified by the manufacturer, stainless steel falls are subject to the same requirements as galvanized steel falls. Where the manufacturer’s stated service life for marine use exceeds five years the wire may be retained in use for the stated period subject to being turned end-for-end as specified by the manufacturers and to periodic inspections as set out above.

.5 Record Keeping

Instructions, maintenance and record keeping shall be implemented through the ship’s instructions for on-board maintenance of life saving appliances or a planned maintenance system which meets the requirements of SOLAS Chapter III. Records must clearly state that the annual periodical inspection has been carried out and the results of the examination. If end-for-end turning of wires has been carried out this should also be recorded. The renewal of falls at the required intervals (according to the maintenance procedure adopted) must be included. These records must be verified by the surveyor attending for the Safety Equipment Survey. 

 Inspections on the visibility at the wings of the bridge (BNR 4.6.3)

Ships constructed prior to 01 July 1998 which undergo repairs, alterations and modifications of a major character (according to the criteria in IMO Maritime Safety Committee (MSC) Circular MSC/Circ.1246) shall comply to the maximum extent practicable with the requirements of SOLAS Chapter V requirements. Any areas of noncompliance shall be brought to the attention of the BMA.

 Requirements on the bridge height of eye (BNR 4.6.4)

       Current SOLAS requirement for bridge height of eye is to be 1,800mm. There is a provision under SOLAS to reduce the height of eye to 1,600mm.

       In view of the possibility of crews changing and available statistics showing a distinct trend for all nationalities becoming taller in the near future, newly constructed vessels are to comply fully with SOLAS Chapter V requirements and there is generally no allowable reduction in height of eye from the 1800mm standard.

Exceptions will be considered by the BMA for special type ships with unique construction features and ships which have been constructed to the standards of another SOLAS contracting State.     

Tests and drills on steering gears (BNR 4.6.5)

For ships regularly engaged on voyages of short duration, SOLAS Chapter V requirements to carry out the checks and tests may be waived, as provided for in the regulations, provided that those checks and tests are carried out at least weekly.

Tests and drills on steering gears (BNR 4.6.5)

For ships regularly engaged on voyages of short duration, SOLAS Chapter V requirements to carry out the checks and tests may be waived, as provided for in the regulations, provided that those checks and tests are carried out at least weekly.

 Bridge Navigational Watch Alarm System (BNWAS) (BNR 4.6.8)

BNWAS equipment installed prior to 1 July 2011, and for which conformance with MSC.128(75) cannot be documented, can be accepted as fulfilling the intention of SOLAS Ch.V Reg.19.2.2.4 when the system is provided with the following functionalities:

i. The system can be manually switched ON and OFF, and the ON/OFF selection facilities are protected by key switch, password protection or other means or by location in the Master’s cabin.

ii. The system remains dormant for a period of between 3 and 12 minutes when switched on.

iii. A visual indication and an audible alarm are given in the wheelhouse at the end of the dormant period. For the first 15 seconds a visual indication may be given only.

iv. The alarm is transferred to the back-up officer’s and/or Master’s cabin if not reset in the wheelhouse within 30 seconds.

v. The alarm is sounded in public spaces (e.g. mess room, ship’s office, conference room or similar) if not reset within 30 to 90 seconds from the first visual indication in wheelhouse (the period may be extended to 3 minutes for larger vessels). This alarm may be combined with the alarm described in item iv above.

vi. An alarm reset function is provided in the wheelhouse, e.g. push button(s), motion detectors conforming to standards laid down by the IMO, or other positive means in position(s) providing a proper look out.

PSC-Firefighting and Fire Prevention Equipment (Technical Alert No.13-08, the Administration Email dated 10 January 2014)

1. Without due cause, the deliberate deactivation of firefighting and fire prevention systems is not acceptable to the BMA. Where such circumstances are brought to the attention of the BMA they will be investigated and, where appropriate, action will be taken by the BMA in accordance with relevant requirements.

2. All owners, managers and masters of Bahamian ships are to ensure that:

2.1 All firefighting and fire prevention equipment shall be kept in good order and readily available for use;

2.2 Quick closing valves are regularly maintained and tested by crews and that they are not “gagged” or otherwise disabled. The inspection, maintenance and testing of quick closing valves is to be incorporated in the company’s Safety Management System and ship’s planned maintenance system.

2.3 All local application water spray systems are ready for use at all times. Where the local application system operates automatically, it is to be ensured that the associated fire detection systems are fully functional and will activate the local application system without manual intervention. All valves within the piping system are to be in the correct position to allow automatic operation.

3. The BMA requests that all RO surveyors confirm during surveys of Bahamian ships that the water spray systems, where fitted, are ready for immediate use, with all valves within the piping system in the correct position to allow automatic operation and that the associated fire detection system is fully functional. Valves must be in the correct position to allow immediate use at all times, except when maintenance is being undertaken. Any fault on the system requiring valves to be closed must be notified to Class and the BMA without delay. Where an attending surveyor finds the system is not available for immediate use or the crews are not familiar with the system, the BMA Inspections & Surveys department is to be contacted without delay.  The BMA will suspend the Certificate of Registry (i.e. flag State detention), until the situation has been resolved to the satisfaction of the attending surveyor.

ApplicationofSOLASIII/1.5andMSC.1/Circ.1392torescueboats （E-mail 20141110）

The BMA considers that any on-load release mechanism, whether installed on a lifeboat or rescue boat, shall be re-evaluated and dealt with in accordance with the Guidelines laid out in the Annex to MSC.1/Circ.1392 not later than the first scheduled dry docking after 1st July 2014, but not later than 1st July 2019. Lifeboat or Rescue boat on-load release mechanisms not complying with paragraphs 4.4.7.6.4 to 4.4.7.6.6 of the Code amended by MSC.320(89) shall be replaced with equipment that complies with the Code amended by MSC.320(89).

Pilot Transfer Arrangements（BNR 4.6.16）

The BMA notes MSC.1/Circ.1495 Unified Interpretations of SOLAS regulation V/23.3.3 on pilot transfer arrangements. The BMA does not require the installation of an accommodation ladder in  cases where the 15 degree adverse list at lightest draught takes the height of climb to over 9 metres.

Certificate issuance for passenger ships (BNR 4.1.1)

Passenger ships are to be certificated, maintained and operated in accordance with Class Rules and Statutory requirements at all times. Where a passenger ship is unable to satisfy the requirements necessary for completion of the Passenger Ship Safety Certificate survey, the necessary exemptions or extensions are to be applied for in accordance with the required procedures as outlined in BMA Information Bulletin No. 8.

In the cases of initial delivery voyage where a number of passenger ship requirements remain outstanding, the BMA may give consideration to issuing cargo ship certificates to the vessel. Any such application is to be submitted to the Recognized Organization, who is to verify the following, prior to submission to the BMA:

The Manager has a valid ISM Document of Compliance for the operation of cargo ships, and

The vessel has a valid Safety Management Certificate as a cargo ship and an operational Safety Management System addressing the affected voyage, and

The vessel has a valid International Ship Security Certificate, and

The complement of persons onboard, excluding the marine crew (e.g. deck/engine officers and ratings) and persons normally employed onboard (i.e. hotel/entertainment staff, etc, who have received STCW basic familiarization training)

The Closing of the watertight doors of passenger ships (BNR 4.2.1)

SOLAS Chapter II-1 requirements for watertight doors shall be strictly complied with on passenger vessels, however applications to leave specific watertight doors open during navigation will be considered by the BMA. The Company shall submit the application with full supporting information to the Recognised Organisation. The Recognised Organisation will forward the application to BMA after appropriate review and recommendation.  

       Refer to BMA Information Bulletin No. 96.

The opening of the gangway of cargo/passenger ships at anchor (BNR 4.2.2)

With regard to SOLAS Chapter II-1 requirements for side shell doors Recognized Organizations may authorize certain doors to be opened for operation of the vessel while not under way or passenger embarkation without reference to the BMA. Letters of authorization may be issued on behalf of The Commonwealth of The Bahamas in order to satisfy particular port authority requirements.

 Aeronautical VHF equipment onboard passenger ships (BNR 4.5.3)

SOLAS IV/7.2 requires an aeronautical VHF to be carried onboard all passenger vessels in accordance with SOLAS IV Reg. 14 of a type approved by the Administration in accordance with IMO Resolutions A.694(17) & MSC.80(70) and the ICAO Convention.

The BMA has been made aware that there are currently no suitably approved units in the market and will therefore grant a general exemption from formal type approval of the Aeronautical VHF, as long as no type approved equipment is found in the market and provided that the Recognised Organisation carries out a technical case-by-case approval of the equipment.

Applications for exemption should be made as per BMA Information Bulletin No.8 so that the BMA can establish how widespread this issue is.

Periodical Bottom Inspection of Passenger Ships (Information Bulletin No.73 rev.03)

1. Application

These requirements apply to all Bahamian Ships holding a Passenger Ship Safety Certificate, except RoRo passenger ships.

2. Inspection of the Outside of the Ship’s Bottom in Dry-dock and In-water

2.1 For all passenger ships, which are not RoRo passenger ships, the inspection of the outside of the ship’s bottom must be carried out in dry-dock at least twice in any five year period. The definition of “any five year period” is the five year period of validity of the International Load Line Certificate.

2.2 The remaining annual inspections of the outside of the ship’s bottom, required by SOLAS Ch.I/Reg.7(b)(ii), may be carried out in-water provided that:

i. An appropriate Classification Society notation for in water survey is assigned to the ship;

ii. The interval between bottom inspections in dry-dock does not exceed 36 months;

iii. The ship is arranged for in-water survey of the hull. Where practical, tailshaft weardown and examination of rudder, propeller, stabilizing apparatus and other protuberances, as deemed necessary by the Recognised Organisation, are to be carried out.

2.3 Acceptance of an application for in-water inspection of the ships bottom is also subject to the following conditions:

i. The Owner shall request the Recognised Organisation (RO) to approve the in water inspection at least four (4) weeks in advance of the intended date of the inspection. The Owner’s proposed schedule and the conditions for performing the in water inspection must be acceptable to the Recognised Organisation to allow effective planning and execution.

ii. The Master of the ship shall confirm in writing that the ship, to his best knowledge, has not sustained any grounding or contact damage since the previous bottom inspection and that nothing unusual has been observed to suspect that any part of the ship’s bottom or protuberances has been otherwise damaged.

iii. The RO confirms that there are no overdue Conditions of Class, Recommendations, or similar notes relating to defects in any part of the ship’s structure or machinery that affects the ship’s bottom. In case of outstanding items, special consideration will be given for ships which are able to permanently rectify those items concurrent

with the Passenger Ship Safety Certificate renewal survey due.

iv. The inspection must be carried out by a diving company which is approved by the RO. Visibility and water conditions must be suitable to provide sufficient evidence for the attending surveyor to conclude that the hull inspection requirements have been met and the hull is in satisfactory condition.

v. The in water inspection is to be performed under the direct supervision and to the satisfaction of the attending surveyor(s) and shall include video recording of the ship’s hull by the diver.

2.4  Where the RO find the owners’ proposal to be acceptable but the conditions specified in Section 2.1 and 2.2 are not satisfied, the RO shall submit their recommendation, including technical justification, to the Bahamas Maritime Authority (BMA) for acceptance of in water inspection.

3. Ships under 15 years old

3.1 For ships under 15 years old, the BMA may give consideration to an in water inspection being held in lieu of one of the two dry dockings required in any five year period as required by paragraph 2.1.

The following should be satisfied in applications for one bottom inspection in dry-dock in any five year period :

i. The ship must be less than 15 years of age at the time the relevant dry-docking is due.

ii. The interval between dry-dockings must not exceed 5 years.

iii. The ship meets the requirements of paragraph 2.1 and all applications to the BMA meet the conditions of Paragraphs 2.2 and 2.3.

iv. The owner and RO give consideration to the relevant maintenance considerations as indicated in section 5 of MSC/Circ. 1348. In all cases the design life of components, manufacturers recommended maintenance, company’s implemented ship maintenance system and Classification Society survey requirements should not conflict with the bottom inspection of passenger ships when the inspection is intended to be carried out in dry-dock only once in any five year period.

3.2 The BMA will review the application, taking account of all factors.

4. Survey Window

The bottom inspection, either performed in water or in dry-dock, shall be carried out within the normal allowable window for the Passenger Ship Safety Certificate renewal survey, i.e. within the 3 months before the due date of the survey.

5. Applying for In-water Inspection

Applications for the BMA’s agreement to in water inspections are to be made in accordance with the requirements of BMA Information Bulletin No.8 and include any supporting information or recommendations required in paragraphs 2.1, 2.2, 2.3 or 3.1.

6. Monitoring and RO reporting of the Bottom Inspection Regime

ROs shall advise the BMA of the outcome of all in water inspections where there is any need for further examination of the ship and/or remedial action which may need to be taken with the ship in dry-dock.

7. Definition of “first dry-docking”

Where a new Regulation is required to be applied at the “first dry-docking”, the BMA requires it to be applied as if a passenger ship is dry-docked twice in any five year period, regardless of the age of the passenger ship. This policy is not applicable if a date is otherwise stipulated in the Regulation, or any other additional IMO guidance.

Seating Areas in Proximity to Windows/Portholes（BNR 24.8.7）

Companies shall undertake a risk assessment and introduce appropriate safe guards in relation to seating and communal areas in way of windows and side scuttles, with respect to the possibility of heavy weather damage and potential harm to persons occupying these areas should the window or side scuttle fail.

Based on the risk assessment, the Company shall provide guidance to its Masters, Officers and crew, through the SMS, covering the requirements for these areas in extreme weather which may include, but not be limited to:

The total closure of an area to passengers whilst the bad weather is encountered or The partial closure of an area by providing a barrier such as a roped off area; or Any other temporary measure the Master may deem necessary for the safety of the passengers and crew. Recognised Organisations shall verify the risk assessment and measures implemented at periodic ISM audits on board.