INTLREG supports a bright future for youth in Sri Lanka


International Register of Shipping, an independent international Classification Society, has recently become one of the Sri Lankan Youth Business Trust sponsors and supporters.

The program highlights the benefits of SMEs versus employees and develops a youth that creates an additional job market in the country.

The know-how on how to start, develop and grow SMEs and further employment will be instilled together with financial investment, business development, and training provided by the government in cooperation with various organizations, including the International Register of Shipping. These to be delivered by Youth SME Business Trust Guarantee Limited and will work in tandem with the Small Enterprises Development Division.

The MOU aims to Inform, Inspire, Influence, and raise 4,000 youth business owners by 2025. The target segment’s age is between15-24 years old. The initiative will be a country-wide program carried out in three languages Sinhala, Tamil, and English.

Mr. Rehan Jayatilaka, Founder, Youth SME Business Trust Guarantee Limited, stated: “We appreciate the support of International Register of Shipping in supporting this event. Our further goals and objectives of cooperation and involvements into local programs will be discussed in the near future”.

INTLREG is a provider of Classification, Certification, Verification, Training & Advisory Services. Since 1993, the International Register of Shipping (INTLREG) has been an independent classification society working with the objective of safeguarding life, property & the environment.

Let us be your reliable partner in the Maritime world.

INTLREG – working in the COVID era


All our lives have been drastically transformed by the pandemic. Now, when everyone wants life back to normal, we all know that the post-COVID age would have little resemblance to the past. Health experts are hopeful about the vaccines already taking place around the globe, but the pandemic will not be over anytime soon. 

How INTLREG reacted to the crisis? 

Work from home and Implementation of Remote Survey Techniques. 

During the difficult time of worldwide pandemic with the COVID-19 outbreak, though working from home is not easy as we deal with higher tonnage Vessels which are miles and miles away in the sea, International Register of Shipping (INTLREG) operated remotely with a lot of planning preventing any delays supporting Vessel Owners and Managers. We ensured that our customers’ businesses continued to operate smoothly. Remote Surveys were carried out for some of the vessels based on flag authorization. INTLREG remote surveys helped some ship owners to manage critical situations, caused by logistical problems thus ensuring uninterrupted operation of their vessels. Major surveys, which were not possible to be conducted as remote were carried out in the traditional way ensuring the safety of our surveyors and vessel’ crew with proper social distancing and other precautions as per WHO and CDC guidelines.

INTLREG had already embraced Digital Technology; we had already started issuing Electronic Certificates, and an online platform for survey management and reporting. INTLREG eShips also helped to provide uninterrupted service to customers during these challenging times. Social media platforms were utilized to connect with our customers, the seafarers, and the principals.

The most important factor during these difficult times was the realization of how important Mental Health in the Industry is. Our seafarers are going through a lot of challenges across the globe, onshore jobs are also facing issues as we are going through such a huge crisis and there is a lot of uncertainty. The pandemic has taught us how crucial it is to take care of our mental health.

As per the latest news, the COVID-19 is not going away soon; the normal life or work routines we follow for centuries have been changed. We are following the most stringent physical distancing protocol; face masks and sanitizers are mandatory all over the world and are a part of our new lifestyle.

For the Maritime Industry, the pandemic expedited the introduction of new technologies such as Remote Surveys / Drone Surveys and also defined the latest working ways in this century. It was really promising to see how our industry embraced the technology. Still, there are many concerns for the Maritime World with regards to newly introduced methods of work. In the coming days, we will see many tasks handled remotely with the right planning and use of Digital and remote technologies.

It will be a good result of COVID-19 to serve as a trigger for individuals to analyze their thoughts and return to work with a refreshed energy to make life safer at sea. It will also enable technology to strengthen the capabilities of all those connected to our industry.

Regulations regarding dumping of soiled or damaged cargo at sea

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Numerous environmental protection regulations have been launched for the ocean, while efforts have been made by the shipping industry in relation to the dumping of damaged cargo at sea. Examining these regulations, here is an overview :

Disposal of waste materials


Ship’s disposal methods and other items regarding waste materials involving meals and other personal activities of crew members, in addition to items used for the operation of a ship are stipulated in MARPOL 73/78.

The current rule concerning dumping waste materials from a ship into the sea became effective on March 1st 2018. This rule is the result of an amendment to Annex V adopted on 28th October 2016.  Japan’s Marine Pollution Prevention Act and its enforcement regulations were also amended to comply with the amendments to Annex V.

According to UK P&I Club, there are two main components of the amendments to Annex V that were approved at MEPC70:

  1. The addition of standards to determine if bulk cargo other than grain is harmful to the marine environment.
  2. The requirement for shippers to provide the captain of a ship with information about whether or not cargo is harmful to the marine environment.

As a rule, the dumping into the sea waste materials on a ship is prohibited. However, this restriction does not apply to some of the waste materials that are certified as not harmful to the marine environment.

The amended Annex V covers the following waste materials:

  • Cargo residues;
  • Cleaning agents and additives in water used for cleaning;
  • Dunnage and lining materials;
  • Animal carcasses;
  • All types of plastics;
  • Food waste;
  • Hot water used for cooking;
  • Fishing gear;
  • Domestic waste and other standard categories of waste materials.

The amendment to Annex V added cargo residues and cleaning agents and additives in water used for cleaning to the covered waste materials and allows dumping overboard only the types of these materials not harmful to the marine environment at a distance of at least 12 nautical miles from shore.

2. London Dumping Convention

The dumping of waste materials coming from the shore from a ship or other sources into the sea is restricted by the Convention on the Prevention of Marine Pollution by Dumping of Wastes and Other Matter 1972, which is commonly known as the ‘London Dumping Convention’.

This international convention, which was established on November 13, 1972 and entered into force on August 30, 1975, prevents marine pollution by restricting the dumping of waste materials originating on shore into the sea from a ship, marine structure or aircraft and restricts the incineration of waste materials at sea.

On November 7, 1996, the 1972 London Dumping Convention was updated by the 1996 London Protocol with even stronger restrictions. The most significant change was the addition of a methodology called the “precautionary approach.”

This approach is applicable in cases where there is a reason to believe that discarding waste material or some other substance in the sea could have a detrimental effect. Even if there is no clear proof concerning a relationship between the discarded material and detrimental effect, “appropriate defensive measures” are required.

Furthermore, although the 1972 Convention allows discarding materials at sea under some conditions, the 1996 Protocol includes a list of materials that can never be discarded at sea. The full text of the Convention and the Protocol is available for those interested.

As of November 2018, 87 countries had approved the 1972 Convention and 51 countries had approved the 1996 Protocol, which has been amended three times. Both the 1996 Protocol and the amended version as of 2006 are in force. The United States has approved the Convention but has not yet approved the Protocol.

Dumping at sea of soiled or damaged cargo

1. Current status of disposal at sea of soiled or damaged cargo

As the UK P&I Club says, currently there are no specific provisions in any conventions concerning the disposal of soiled or damaged cargo. A strict interpretation of the MARPOL Convention and the London Dumping Convention leads to the conclusion that a ship’s cargo is not domestic waste or waste material associated with the operation of the ship. These waste materials can be categorized as unnecessary items. Therefore, under the Marine Pollution Prevention Act, ships cannot in principle dispose of these materials at sea.

If a ship’s cargo is dumped at sea based on the interpretation that the cargo is a waste material resulting from the operation of the ship, the MARPOL Convention and the Marine Pollution Prevention Act will be applicable. Nevertheless, discarding at sea any waste materials on a ship is, in principle, banned.

The only exception is some of the waste materials recognized as not harmful to the marine environment by MEPC62. On the other hand, Annex V of the amended MARPOL states that ships are allowed to dump cargo residues that are not harmful to the marine environment at a distance of at least 12 nautical miles from shore.

As a result, decisions in relation to the disposal of cargo residues depend on the type of cargo. The standard for cargo residues that are not harmful to the marine environment is whether or not the cargo has ‘rapid toxicity, chronic toxicity or a long-term toxicity regarding health’.

However, the crews of ships are not currently required to obtain information about the nature of the cargo they are carrying. As a result, more activities will be needed to establish a clear standard for cargo residues.

2. Proper measures for the dumping at sea of soiled or damaged cargo

When dumping in the sea, the cargo that has become soiled or damaged on the ship is not be possible, the only course of action is to offload the cargo on land. However, the Basel Convention restricts the import and export of waste materials.

This means that soiled or damaged cargo cannot be offloaded as a waste material. Moreover, the London Dumping Convention does not allow ships and other modes of transportation to dump at sea any waste materials that originated on shore. Consequently, the disposal at sea of soiled or damaged cargo is also not allowed.

In conclusion, waste materials must be processed in accordance with designated procedures based on a consensus reached by all government agencies and other parties involved with this matter.

Reduced limit on sulphur in marine fuel oil implemented smoothly through 2020.

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On 1 January 2020, new reduced limits on sulphur in fuel oil brought about a 70% cut in total sulphur oxide emissions from shipping, ushering in a new era of cleaner air in ports and coastal areas by using less polluting fuels.

One year on, indications are that the transition has been extremely smooth, a testament to the preparations of all stakeholders prior to the new rules entering into force.

The upper limit of the sulphur content of ships’ fuel oil was reduced to 0.5% (from 3.5% previously) – under the so-called “IMO 2020” regulation prescribed in the MARPOL Convention. This significantly reduces the amount of sulphur oxide emanating from ships.

“Through 2020, just 55 cases of 0.50% compliant fuel being unavailable had been reported in IMO’s Global Integrated Shipping Information System (GISIS),” said Roel Hoenders, Head of Air Pollution and Energy Efficiency at IMO (see FONAR reports section below).

“Given that more than 60,000 ships plied the world’s oceans in trade last year, this was a remarkably low percentage of ships encountering difficulty in obtaining compliant fuel. We had a great deal of preparation during 2019 and before, from all stakeholders and all indications are that there have been no significant issues with supply of low sulphur fuel oil.”

Even during the COVID-19 pandemic, cargo-carrying ships have continued to deliver goods and commodities, including essential foods and medicines, around the world and the introduction and implementation of IMO 2020 did not cause any disruptions in trade.

Compliant fuels include very low sulphur fuel oil (VLSFO) and marine gas oil (MGO). Some ships limit their air pollutants by installing exhaust gas cleaning systems, also known as “scrubbers”. This is accepted  under the MARPOL Convention as an alternative means to meet the sulphur limit requirement. Over 2,350 systems have formally been reported to IMO as an approved “equivalent method” by Administrations (flag States).)

Ships can also have engines which are able to use different fuels, which may contain low or zero sulphur, such as liquefied natural gas or biofuels.

The majority of ships trading worldwide switched from using heavy fuel oil (HFO) to using VLSFO. Generally speaking, these are new blends of fuel oil, produced by refineries to meet the new limit, in accordance with IMO guidance and ISO standards.

Guidance issued by IMO on dealing with the new fuel blends in advance of the new requirement addressed implications of switching to VLSFO, including assessing and managing risks and highlighting potential safety risks, so that the risks can be mitigated.

Through 2020, and into 2021 to date, IMO has not received any reports of safety issues linked to VLSFO.

Nonetheless, during 2020, an IMO correspondence group considered fuel oil safety issues in general and the need for further mandatory requirements to ensure fuel oil supplied meets the required standards and quality. The report of the group (MSC 102/6) is available on IMODOCS  and will be discussed at the next session of IMO’s Maritime Safety Committee (MSC), MSC 103 in May 2021.

Prior to that, the eighth session of the Sub-Committee on Prevention of Pollution from Ships (PPR 8), scheduled to meet remotely from 22 to 26 March 2021, will further consider VLSFO fuel quality issues, including possible effects on black carbon emissions.

Fuel oil quality requirements

Provisions in regulation 18 of Annex VI of the International Convention for the Prevention of Pollution from Ships (MARPOL) regulate fuel oil quality. The International Convention for the Safety of Life at Sea (SOLAS) covers issues such as flashpoint (SOLAS regulation II- 2/4.2.1).

Apart from the requirements in MARPOL Annex VI and SOLAS, VLSFO is required to meet ISO standard 8217 as well as ISO Publicly Available Specification (PAS) 23263, providing guidance as to the application of the existing ISO 8217 marine fuel standard to 0.50% sulphur limit compliant fuel oils.

These measures and standards are designed to ensure ships’ safety and the protection of the marine environment and oceans.

FONAR reports

FONAR reports can be viewed on IMO’s Global Integrated Shipping Information System (GISIS), under Regulation 18.2.5 notifications.

In the GISIS module, the IMO Secretariat has examined the records that have selected the check-box for fuel oil “Not exceeding 0.50% m/m (in effect 1 January 2020)”. Individual records need to be viewed to access this information.

Cyber security to be included in SMS: A new phase from January 2021

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Every business and every individual can be subject to cyber threats. Cyber-crime is a massive business; hackers are very well-organized, and they put a lot of time and effort before launching a cyber-attack. The last couple years, cyber security has become a significant challenge for the maritime industry as well. In this regard, IMO took the decision to embed cyber security into Safety Management Systems; not much time has left for this new requirement and one thing is for sure: from next year, a new era begins for ship operators.

Even though we have witnessed several cyber attacks during the last years, cyber-criminal activities seem to have increased, exploiting the vulnerability of users working from home.  These are the following: malware attacks, encrypted threats, crypto jacking, intrusion attempts, ransomware attacks and IoT malware. So, what shipping players should be doing in order to name themselves as cyber-secured?

The new IMO Requirement

According to Resolution MSC.428(98), operators need to ensure that their existing SMS appropriately address cyber risks by their 2021 annual verification. The risks as explained above are too many. With MSC-FAL 1/ Circ 3, IMO provides guidelines which consist of six pages and provide detailed recommendations on maritime cyber risk identification and management to safeguard shipping from current and emerging cyber threats and vulnerabilities.

The recommendations are designed to be incorporated into existing SMS manuals and procedures and associated ISPS systems so as to update and enhance these processes. ‘’The overall goal is to support safe and secure shipping, which is operationally resilient to cyber risks.’’, IMO explains.

In particular, IMO issued “Guidelines on Maritime Cyber Risk Management”, to provide the required guidance on how a Company should respond to MSC. 428 (98), with reference to the following:

  • Guidelines on Cyber Security Onboard Ships issued by BIMCO, CLIA, ICS, INTERCARGO, INTERTANKO, OCIMF and IUMI.
  • ISO/IEC 27001 standard on Information technology
  • United States National Institute of Standards and Technology’s Framework for Improving Critical Infrastructure Cybersecurity (the NIST Framework).

Key Items to be addressed

Safety Management System is the key document of every shipping company, explaining how to conduct safe operations, based on the ISM code and the required policies for safe operations, protection of people, ship, cargo and environment. In essence, SMS are dynamic systems, meaning that they need to adapt to new requirements and address current needs and possible risks.

Addressing cyber risks in Safety Management System, requires additional focus, a new approach and more interaction between company and vessels. The real focus point of the system is to achieve the protection of Company (office) and onboard installed systems from cyber threats (of any kind). The aim is to have specific procedures in place and a cyber security culture to minimize the possibility of being attacked or affected by an attack. Additionally, operators can create response technics to overcome challenges from a cyber attack, ensuring continuity of operations.

The new IMO requirements can either addressed as a stand-alone system (Cyber Security Management Plan as part of existing SMS) or a revised SMS which will incorporate all required steps.

Steps required

  1. Set the policy for cyber security. This is the base of cyber structure. It is a declaration of Company’s setting targets and main actions for cyber security. It may cover additional items (like General Data protection) as all such items are related.
  2. Conduct a thorough assessment both in office and on-board ships, in order to identify related systems that may be subject to cyber threat. Systems are to be identified, listed, prioritised on vulnerability as critical or not. All systems should be approved to be used for specific tasks. The supportive software should be authentic, updated and installed by competent personnel.
  3. Implement procedures for cyber policy. The procedures should include the actions for everyone related to above identified systems, setting the privileges, the authority levels and specific actions (in form Dos and Don’ts) for each position. Procedures should include as minimum:
    1. Privileges and authority, including access level for each system
    2. Password instructions
    3. Removal media instructions
    4. Third party access to systems instructions (eg agents, constructors, system technicians, pilots, terminal personnel and any other individual or organization that requires to be granted access to shore or on board systems)
  4. Set an effective response system. The system should have immediate response actions, backup procedures, rectification procedures and alternative ways of conducting day to day routine in order to retain a flawless operation.
  5. As per shipping industry’s culture, all related incidents should be investigated, and lessons learnt and best practices to be used for avoiding similar issues in the future.
  6. Conduct periodical assessment of systems and procedures through audit / management review in order to check effectiveness.

Office/Ship interaction

It is highly recommended to follow the practice of ship shore drills with cyber scenarios. The Guidelines on Cyber Security Onboard Ships produced and supported by BIMCO, CLIA, ICS, INTERCARGO, INTERTANKO, OCIMF and IUMI, version 4.0 include useful real life incidents that can be used as sample scenarios for such drills.

Additionally as COVID-19 outbreak has altered operations, more and more Companies now use remote inspections and audits to monitor their managed vessels. These actions require procedures that can affectively produce monitoring results but simultaneously protect the systems used to conduct such operations.

Actions required

Ship Managers should:

  • Revise existing SMS to include cyber risk management and related procedures
  • Verify implementation of policies and procedures both ashore and on board
  • Provide all required resources for equipment (hardware) and/or software upgrades in order to support procedures
  • Provide ashore and on-board training to personnel for cyber threats/risks and best practices to address them.

Seafarers and Office personnel should:

  • Follow the procedures and guidance on cyber risk management
  • Do not use personal equipment on Company’s systems (ashore or onboard)
  • Be aware of all risks and threats related to cyber
  • Notify immediately authorized Company’s personnel for any suspicious or identified cyber issue in order to initiate response actions.

The industry is currently fighting with the thought whether operators are ready or not to comply. One way or another, from January 1st of January 2021, SMS will feature a new requirement, resulting to increased awareness over cyber security which is a critical issue as we have accelerated our path towards digitalization.

Click below for : The Guidelines on Cyber Security Onboard Ships Version 4


International Register of Shipping (INTLREG) launches eShips v2

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International Register of Shipping (INTLREG) launched updated version of its Survey Management platform INTLREG eShips v2, which features Electronic Certificates. The INTLREG electronic certificates are fully compliant with the IMO “Guidelines for the Use of Electronic Certificates”

The INTLREG  Electronic Certificate has online certificate verification feature using Quick Response (QR) Codes and Unique Tracking Number.

The new certificates issued from this week are in electronic format.  The existing paper certificates issued by Intlreg to vessels remain valid. Intlreg plans to replace those with electronic certificates during subsequent surveys.

For any questions or inquiries email at

Electronic Record Books under MARPOL

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One of the key elements of the International Convention for the Prevention of Pollution from Ships (MARPOL) is the accurate record keeping of movements and/or discharges of shipboard substances and materials that are considered hazardous to the environment.

INTLREG would  like to remind  that from 1 October 2020, amendments to MARPOL Annex I, II, V, VI and the NOx Technical Code1 will permit the use of electronic record books. These amendments follow resolutions adopted by the Marine Environment Protection Committee (MEPC) and are applicable to:

• Oil Record Book, parts I and II
• Cargo Record Book
• Garbage Record Book, parts I and II
• Ozone-depleting Substances Record Book
• Recording of the tier and on/off status of marine diesel engines
• Record of Fuel Oil Changeover; and
• Record Book of Engine Parameters.

An electronic record book used as an alternative to an official hard copy record book is required to be assessed by the Flag Administration following which a written confirmation (Declaration of Marpol Electronic Record Book) will be issued. A copy of this declaration should be carried on board the ship.

In addition, ship owners / operators should be reminded of the importance of proper record keeping and to ensure that all logs that are on board are maintained accurately and in a timely manner. Record books are an important document which not only exhibit regulatory compliance but also act as vital evidence in the unfortunate event of an incident.  Consequences of erroneous or missing entries may include detention of a ship by Port State Control or monetary fines.

For further information all  are also advised to refer to the below Guidelines :


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INTLREG is bringing our technical expertise closer to our clients by launching the Remote Surveying to our services for Ocean going voyages as well as domestic vessels. Travel restrictions amid the pandemic COVID-19 are affecting the surveys onboard ships and delays are affecting the projects in Oil & Gas Industry across the globe. Yet the industry is embracing digital technology and is quickly adapting to the smart era.

For remote surveys and inspections, the surveyors do not have to be physically present on board a vessel. As a result, a remote survey can be conducted anywhere in the world without the surveyors’ physical presence. This also enhances survey flexibility and efficiency of survey.

A survey without attendance has benefits for both our customers and surveyors; however, safety must always be and remain our ultimate consideration and target. Remote surveys will be permitted only for ships maintaining class with INTLREG.

The following surveys, which may be permitted using remote surveys techniques by International Register of Shipping (INTLREG), are written below. Such surveys could be subject to prior approval from the flag administration:

  1. Classification Surveys (annual)
  2. Condition of Class Surveys
  3. Minor damage and repair surveys for hull and machinery.
  4. Extension of Surveys (Class conditions, Propeller shaft, Boiler etc.)
  5. Continuous Surveys Machinery (CSM)
  6. Change of Owner, Change of vessel name / flag.
  7. A Cases by Case approval

Benefits :


Owners and operators can easily access the collected data and planned maintenance.

Immediate access to the best technological expertise

Connect to an expert from any location relevant to the assignment.

Cost Effective 

By introducing remote surveys, many market and situation challenges can be resolved thereby saving travelling time and cost.

INTLREG will always remain a reliable partner to the maritime world providing cost-effective and professional services. We have exclusive surveyors stationed worldwide and are ready to provide any services to your vessel(s). Please feel free to reach out to us for any questions or inquiries you may have at

Main steps to reduce Panamanian Ship detentions by PSC

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The reviews of the 2019 Panamanians vessels performance, shown an increased number of detentions in some regions. Therefore, the Panama Maritime Authority issued revised marine circular to provide advice on how to reduce Port State Control (PSC) detentions of Panama flagged vessels, with the cooperation of recognized organizations, shipowners and ship operators as well as other interested parties.

In order to comply with safety, security and environmental regulations for a better maritime industry, there no place in our registry for substandard vessels; which can affect directly our flag reputation in all the Port State Control Memorandum of Understanding (MoUs). the Panama Maritime Authority highlighted.

As explained, RO’s are responsible for a permanent verification of MoU´s websites to determine the status of vessels under its supervision. Namely, RO’s are responsible for the handling of detentions, including the investigation, analysis and determination of deficiencies root-cause, recommendations including preventive/corrective actions and follow actions to avoid future occurrence of major detentions, all information shall be sent to the Port State Control section as soon as possible to avoid delays to the vessel.

RO’s surveyors on board Panama flagged vessels shall be paid attention to the following main items including on the “Top Deficiencies” (most frequent detainable deficiencies) on MoU´s annual reports, but not limited to:

1.Validity of all Statutory Certificates (including annual/intermediate
2. Life-Saving Appliances (LSA) in general.
3. Lifeboat falls (including renewal and reversal dates).
4. Liferafts servicing (dates).
5. Fire Fighting Systems & Equipment (in general).
6. Emergency Fire Pumps (last test).
7. Fire detention & alarm system(last service)

8. Pyrotechnics (expiry date or expiration date).
9. Records of weekly/monthly drills and equipment inspections (log book’s
entries, SMS records).
10. Nautical Publications & Charts (up to date).
11. Oil Record Book + Oil Filtering Equipment (MARPOL 73/78 Annex I).
12. Any outstanding statutory items and/or conditions of class (verify last class
13. Personnel Familiarization & Responsibility (ISM Code – Section 6).
14. Maintenance of the Ship and Equipment (ISM Code – Section 10).
15. Working & Living Conditions (MLC, 2006).

In this regard, Ship-Owners, operators, technical manager and Company Designated Person Ashore (DPA) together with Ship’s Master are responsible to establish on board a pre-arrival verification, taken into account the items mentioned on the previous paragraph; which must be verified at least 24 hours before arrival at ports in order to avoid detentions and deficiencies.

The objective evidence about these pre-arrival verifications conducted by the vessel, shall be maintained on board the vessel at all the time as evidence; which can be presented at request of Flag State inspector during the Annual Safety Inspection (ASI).

If an extraordinariness issues, such as equipment failures or any others situations that cannot be resolve on board of the vessel immediately; Ship-Owners, operators, technical managers, DPA together or vessel´s Master, shall immediately coordinate the effective corrective actions, together with the vessel Recognized Organization (R.O,) and Segumar Offices.

At the same time, PSC Authority shall be informed as requested by regulation 11 “Maintenance of conditions after survey”, SOLAS Chapter I.

The Panama Maritime Authority highlights that in order to improve the information exchange regarding Port State Control (PSC)
Inspections to Panamanian Flagged vessels, ship operators need to  send immediately all PSC Inspection Reports as well as the corrective actions taken onboard to Port State Control Section.

The PSC section accepts as corrective actions: 1. The format used by the company safety management system; describing the
deficiencies, corrective actions, root cause analysis and preventive actions taken. ; 2. The Occasional Survey (OS) report format issued by the RO (,) who performed the visit of the vessel to verified the deficiencies raised and the corrective actions.

International Register of Shipping is a recognized Organization approved for the issuance of the Class Certificate by Panama Maritime Authority. Users of the Panamanian Registry can contact #INTLREG at for any requirements related to the Class Certificates in accordance with the provisions of the International Conventions ratified by the Republic of Panama.


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With the initial reporting validity for the IMO DCS expiring on 31 Dec 2019 and the deadline for reporting the data to the Administration / Recognised Organisation also having expired on 31 Mar 2020. A Statement of Compliance (SoC) provided by the Administration / Recognised organisation should be on board by 31 May 2020.

This statutory news is a reminder on how to stay in compliance with regulation 22A of MARPOL Annex VI

Regulation 22A of MARPOL Annex VI requires ships to collect and report data on their fuel consumption, starting from 1 January 2019. For ships to which this regulation applies it is mandatory that a valid Statement of compliance is readily available on-board for inspection together with the Confirmation of Compliance for the SEEMP part II.

The Confirmation of Compliance (SEEMP part II) and the validity of the Statement of Compliance (IMO DCS) will be verified at each Periodical Statutory Survey regardless of whether the IMO DCS is issued by Administration / RO or any other organisation approved by the flag administration. As this is a new requirement, we expect that Port State Control (PSC) will focus on the Statement of Compliance (IMO DCS) during any upcoming routine inspections. Non Compliance of IMO DCS can be a detainable deficiency.

Statement of Compliance shall be issued annually and is also required to be issued during Change of flag or Company. Statement of compliance shall be valid for the Calendar year in which statement of compliance is issued and for the first 5 months of the following Calendar year (until 31 May).