News & Events

Any Idea what a Bunker Delivery Note includes?

By | Maritime Knowledge | No Comments

A Bunker Delivery Note (BDN) is the standard document required by Annex VI of MARPOL, which contains information on fuel oil delivery. It is the responsibility of the fuel oil suppliers to provide the bunker delivery note, which must remain on the vessel, for inspection purposes, for a period of three years after the fuel has been delivered. But, what information exactly should A BDN include?

MARPOL Annex VI and the Protection of the Sea (Prevention of Pollution from Ships) Act 1983 mandate that specific information must be contained on the bunker delivery note, which is provided to a ship receiving bunkers. This information includes:

  • Name and IMO number of receiving ship;
  • Port;
  • Date of commencement of delivery;
  • Name, address and telephone number of marine fuel oil supplier;
  • Product name(s);
  • Quantity (metric tons);
  • Density at 15ºC (kg/m3);
  • Sulphur content (per cent m/m).

Further, the seal number of MARPOL sample label must be included in the Bunker Delivery Note for cross-reference purposes.

In addition, in the beginning of the year, on 1 January 2019, amendments to the bunker delivery note regarding the supply of marine fuel oil to ships which have fitted alternative mechanisms to address sulphur emission requirements entered into force.

The amendments aim to address situations where the fuel oil supplied does not comply with low sulphur requirements, but has been supplied to a ship which is using an alternative compliance method to comply with the 2020 sulphur cap, such as scrubbers.

The BDN must contain a declaration, which is to be signed and certified by the fuel oil supplier’s representative. This declaration must state that the fuel oil supplied complies with regulation 18.3 of Annex VI, as well as that the sulphur content of the fuel supplied does not exceed:

  • The limit outside ECAS (currently 3.50%, falling to 0.50% from 1 January 2020) under regulation 14.1;
  • The limit in emission control areas (0.10% m/m) under regulation 14.4.

Moreover, the fuel’s sulphur content must not be more than the purchaser’s specified limit value, as completed by the fuel oil supplier’s representative and based on the purchaser’s notification that the fuel oil is intended to be used:

  • In combination with an equivalent means of compliance in accordance with regulation 4 of Annex VI;
  • Is subject to a relevant exemption for a ship to conduct trials for sulphur oxides emission reduction and control technology research in accordance with regulation 3.2 of Annex VI.

Clarifications needed over new rules

When the new regulatory text was adopted, there was a need for clarifications regarding the two specific sub-conditions of the purchaser’s specified limit value, justifying supply of high sulphur fuel oil (HSFO).

The clarification on the matter said that, as there was no tick box against the two sub-clauses, the third tick box only requires the sulphur value specified by the purchaser.

There is no requirement for validation by the supplier on the BDN as to which method of compliance is used by the ship

However, there are many who claim that the new supplier’s declaration obliges suppliers to make sure that the vessel has an approved scrubber before supplying fuel with sulphur exceeding the sulphur limit.

International Bunker Industry Association – IBIA notes nevertheless, that this is not the case and the regulation is clear. It specifically requires bunker suppliers, if asked to provide fuel that it surpasses the sulphur limit, to do so only on the basis of receiving a notification from the buyer that the fuel is intended to be used compliantly. In fact, the supplier does not have to check if this is the case, only to obtain a ‘notification’.

Nonetheless, despite the clarifications given, IBIA states that they could prevent confusion more effectively. This can be achieved by stating the actual sulphur limits associated with each tick box, as well as a format that enables suppliers to provide assurance that they are meeting the 0.50% limit.

On the other hand, if the BDN only states that the supplier is providing fuel meeting the sulphur cap, they are only guaranteeing max 3.50% up to and including 31 December 2019.

For this reason, IBIA created and recommended a specific format to enhance clarity.

Electronic Record Books under MARPOL

By | INTLREG NEWS, Maritime Regulations | No Comments

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 :


By | INTLREG NEWS, Maritime Knowledge | No Comments

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

By | INTLREG NEWS | No Comments

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.


By | INTLREG NEWS | No Comments

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).









Useful resources for seafarers, ship owners and ship management companies, and other members of the maritime industry in the wake of the COVID-19 outbreak

By | Maritime Health | No Comments
Coronavirus disease (COVID-19) is an infectious disease caused by a newly discovered coronavirus.
Most people who fall sick with COVID-19 will experience mild to moderate symptoms and recover without special treatment.
The virus that causes COVID-19 is mainly transmitted through droplets generated when an infected person coughs, sneezes, or exhales. These droplets are too heavy to hang in the air, and quickly fall on floors or surfaces.
You can be infected by breathing in the virus if you are within close proximity of someone who has COVID-19, or by touching a contaminated surface and then your eyes, nose or mouth.

We have compiled some useful resources for seafarers, ship owners and ship management companies, and other members of the maritime industry in the wake of the COVID-19 outbreak*. Please find a list of links and some useful documents below:

World Health Organization:

International Maritime Organization:

International Chamber of Shipping:

International Transport Workers’ Federation:

COVID-19 Information Dashboard (country- and port-specific advice on COVID-19 measures):

Coronavirus (COVID-19) Global Port Restrictions Map (updated daily):

Management of Suspected COVID-19 on Board (information for officers responsible for medical treatment on board ships and mobile offshore units):

CHIRP Maritime (April 2020):

Coronavirus – How to Beat it (free-of-charge awareness video by Seagull and Videotel):

Coronavirus – Stay Safe on Board (video produced by Marine Media Enterprises with the support of Columbia Ship Management, ISWAN and Steamship Mutual):

Note: The COVID-19 scenario is constantly changing so please refer to the WHO website for the latest guidance and updates.

Do you know the number of ranks and duties on board?

By | Maritime Knowledge | No Comments

Seafaring is a career that requires different roles and responsibilities such that everyone on board will know what to do, as various tasks will be conducted simultaneously. Each of these responsibilities also has unique duties that are vital to a ship’s efficient service.

The ranks on a vessel  are classified into three categories:
  1. the deck department
  2. the engineering department
  3. the steward’s / catering department

In 1978, IMO adopted a landmark Convention for all seafarers across the world to establish high standards of competence and professionalism in their duties on-board. The International Convention on Standards of Training, Certification and Watchkeeping for Seafarers, the STCW Convention in brief, establishes the minimum basic requirements on training, certification and watchkeeping for seafarers on an international level.

Deck department

Captain: The captain or master is the ship’s highest responsible officer, acting on behalf of the shipowner. He/she is responsible for all operations onboard.

Chief mate: The head of the deck department on a merchant vessel, second-in-command after the ship’s Master. This position is responsible for cargo operations, the vessel’s stability, the deck crew and the safety and security of the vessel. The chief mate is the one to train the crew and cadets on various operations, such as safety, firefighting, search and rescue, and various other contingencies.

Second mate: The one that holds this position is a qualified Officer in Charge for Navigational Watch (OICNW), responsible for directing the bridge and navigating the ship. The second mate is the third most experienced deck department officer after the Captain/Master and Chief mate. One of their priorities is to update charts and publications, keeping them current, making passage plans, and all aspects of ship navigation. Additional duties include directing line handlers, cargo watches, directing anchor detail and training and instructing crew members.

Third mate: The third officer is responsible for the maintenance of life-saving equipment and fire-fighting equipment under Safety Officer`s instruction. Also, the third mate conducts the drilling operations and handles all the port documents on behalf of the Master.

Deck cadet: Also known as the Trainee Navigational Officer or Nautical Apprentice is an apprentice who must learn the basic duties, comprehend and apply the new skills learned.

Deck cadet ratings

  • Bosun (head of the rating staff)
  • Welder/Fitter (this rank onboard renders his services to both the deck as well as the engine department)
  • Able Bodied Seaman (AB)
  • Ordinary Seaman (OS)
  • Trainee OS

Engineer/Technical Department

Chief engineer: This person is the one overseeing the engine department and gives work orders for the ones operating in the engine room.

Second engineer: This rank is responsible for supervising the daily maintenance and operation of the engine department, directly reporting to the chief engineer.

Third engineer: The third engineer or second assistant engineer is the one dealing with boilers, fuel, auxiliary engines, condensate and feed systems, always reporting to the second engineer.

Fourth engineer: The fourth engineer or third assistant engineer is junior to the second assistant engineer/third engineer in the engine department.

Steward’s / catering department

Chief cook: The chief cook is the senior unlicensed crew member working in the steward’s department of a ship. Their duty is to prepare meals regularly for the crew and passengers, inspects the galley and equipment ensuring all cleaning and proper storage operations are in line.

Chief steward: This position is the one handling the catering department, by directing, instructing and assigning personnel for preparing and serving meals. Also, this rank plans the menu, orders the supplies along with the Master.


Panama Ship Registry launches new digital services

By | INTLREG NEWS | No Comments

The Panama Ship Registry has introduced new digital services to enable it to give an immediate response to shipowners during the crisis created by the Covid-19 pandemic

The Registry has introduced from 13 April electronic Ship Registration and electronic Radio Licences issued by the 13 international offices and/or by the 53 consulates offices. These documents are validated through QRs and bar codes. The Registry has so far in use 10 electronic certificates, and eight more in process of been digitalised.

These new forms include the following features: papers less initiative – ecofriendly, documents self-protected from unauthorized editions, a unique sequential number assigned and controlled only by the Panama Maritime Authority Directorate of Merchant Marine (the Ship Registry), QR code (two-dimensional bar code), that leads to an application displaying the information of the document in a real time, thus evidencing its authenticity. So, any authority or any third party could confirm the validity of the documents scanned by a simple QR reader available in app store and/or play store at any giving time.

The Panamanian Consulates issue the Provisional Ship Registration and Radio Licence in hard copy. “We are introducing the use of digital signature. Both options – paper and electronic format – are going to be kept and functional onboard so we make sure all ship´s owners and their vessels are provided with the documents they need in a real time. There will be a transition period. By keeping both options, we guaranty smooth transition,” said direction of merchant marine and head of the Ship Registry, Rafael Cigarruista.

Panama Ship Registry has developed several actions with respect to the COVID-19.  Around some 500 vessels have requested support for which the 13 International Technical Offices – Segumar Offices – have granted authorizations, extensions, special authorizations, due to COVID-19:  Seafarers Employment’s Agreements; Equipment (LSA / FFE ) Inspection extension; Dry Dock Extension (under case by case bases); Conditional Certificate granted; Statutory Certificates Extensions; ISM & ISPS Audit Extension; Crew Dispensation; Revalidation of Certificates; Non-Compliant Fuel Oil and Reinstatement.

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 hashtagINTLREG at for any requirements related to the Class Certificate in accordance with the provisions of the International Conventions ratified by the Republic of Panama.

Coronavirus Battling On Ships–Measures Seafarers Should take

By | Maritime Health, Maritime Safety | No Comments

The outbreak of the Coronavirus (COVID-19) has placed the shipping industry in the grip of uncertainty and stagnation.

Many maritime industry stakeholders are feeling the heat in terms of company cutbacks and losses.

China, the largest player in the global shipping market for containers, has been hit hardest and has impacted the entire maritime industry.

Other major shipping hubs such as Hong Kong, Singapore, Hamburg etc. have also been deeply affected by the coronavirus.

The ship’s crew being in the centre of all of these is a vital element in keeping the transportation running to avoid the further downfall of the global economy.

Recently, several crew members of cruise and cargo ships have been tested positive for COVID 19, further making the shipping operations extremely difficult.

To effectively tackle this situation, all major ship operators and regulatory authorities have issued important guidelines for the ship’s crew.

While there is already a lot of standardised information out there, at INTLREG we feel it is important to provide more detailed information and procedures to eliminate ambiguity, and to set guidelines for the ship’s staff to combat COVID 19.

Apart from all the directives provided in the Guidance for ship operators, the following additional steps can be taken by the ship’s crew to stay safe from getting infected by the coronavirus:

  • Keep a check on the health of all ship staff i.e. body temperature etc. on a daily basis.
  • Before reaching the port, the assigned gangway watch-keeper should be provided with essential protective clothing, including mask eyeglass, and disposable apron etc.
  • The management on the ship should ensure enough hand sanitiser, disinfectant, gloves, mask, disposable apron/ boiler suits are available onboard or requisition has been raised under urgent remark
  • The ship office to attend shore personnel is usually located inside the accommodation area, near the entry door. If possible, an area on the open deck (by making a makeshift office) or bosun cabin or any storeroom which is separated from the crew accommodation can be assigned as ship office
  • Do not allow anyone to enter the accommodation area except those who are authorised or representing customs or medical/ quarantine port staff
  • At the gangway entry, keep a hand sanitiser and ensure the person entering uses the same. Any person entering the ship should wear a mask. The gangway watch-keeper can monitor the temperature of all people entering the ship and raise an objection if anyone has body temperature or cough/cold
  • When performing cargo watch in the affected port, keep a distance from the port personal
  • When going down in the jetty for checking draft etc., wear all protective equipment such as masks, goggles, disposable aprons, disposable gloves etc.
  • The crew should avoid going into each other cabins
  • The department in charge should provide adequate rest hours and avoid giving additional work when the ship is in affected port
  • Lock the common toilet and keep it closed in port
  • The crew lunch or dinner can be divided in different timings so that there is no overcrowding in the mess room and people have enough space to sit in distance from each other
  • All the hand railing inside the accommodation, staircase support railing, elevator buttons etc. should be regularly cleaned with disinfectants
  • All the mess room cutleries to be properly washed before and after usage
  • Have a concrete disposable plan and separate bins to dispose of face mask, apron etc, used in COVID 19 affected ports
  • Avoid touching ship railings, equipment, instruments unnecessarily
  • When working on a common ship computer, clean the keyboards with disinfectant after use and dispose of the cleaning cloth or tissue paper etc.
  • Walkie talkies are shared among the crew, hence, they can be put inside a disposable plastic cover and before handing it to another watch-keeper or putting it in the charging dock, remove and dispose the plastic sheet cover and clean it with disinfectant
  • Accommodation air condition system can be changed from recirculation to fresh air intake
  • All the portable air conditioning system (in ECR, bridge etc.) have their own filters which need to be cleaned regularly
  • Fresh stationery to be issued to each crew member. They should not be interchanged or crew should not use other’s stationery if possible
  • If the provisions or spares are received in port, they should be received in a separate area without allowing outside people entering the accommodation. If the provision is received in the affected port, the boxes received can either be given back to the supplier or each box should be wiped with a cloth dipped in disinfectant.
  • Avoid immediate use of the provision received in affected port and keep it separate from the current store being consumed
  • When there is sign-in of the crew in the affected port or country, avoid any physical interaction i.e. handshake etc. and clean their luggage with cloth dipped in disinfectant
  • The sign-in crew should first take shower and change in ship work clothing before reporting to the Master
  • Avoid handling of luggage/bag of port representative, pilot, surveyor etc. and advise them to clean it with cloth dipped in disinfectant
  • Washing of clothes and boiler suit should be done separately by each individual
  • When steward washes the linen of the officers, ensure to use disinfectant liquid approved for washing clothes
  • Prepare a separate isolation cabin in advance, which should be at the corner of the accommodation
  • The crew should be trained for responsible behaviour and self-reporting if feeling feverish or having cough/ cold symptoms
  • Avoid ship parties and get together
  • Avoid team meetings or carry out the meeting if necessary in bigger rooms or in the open area so that crew can be at a distance from each other
  • Avoid any drills in the affected port
  • Though there are still a lot of unanswered questions regarding COVID 19, panic is something we should ignore at any cost. A sensible, consistent, and collective effort will help us fight this disease and prevent it from further spreading.

Over to our fellow followers…

What further precautions should we take to tackle this problem?

Let’s hear it in the comments below.


By | INTLREG NEWS | No Comments
The spread of the COVID-19 virus is causing significant issues in the shipbuilding industry, but English law has no general concept of force majeure, and this is a key factor in the relationship between shipyards and shipowners.

Shipyards are facing disruption to new building, repair and conversion projects due to the impact of the virus on their labour force and the ability of their subcontractors to meet their commitments to supply materials and equipment necessary for the completion of such projects.

As a result, shipyards in China, and elsewhere, have sought to invoke the force majeure provisions under their contracts with shipowners because of COVID-19 in order to obtain ‘no fault’ extensions of the delivery dates under these contracts.

This in turn has caused issues for shipowners who are now facing potential delays to the delivery of the vessels that they have contracted to buy, repair or convert, especially where those vessels are for delivery into a specific project or long term charter or the conversion works are linked to compliance with the 2020 low sulphur fuel cap.

Because most contracts are subject to English law, shipbuilding contracts must have an actual force majeure clause for the shipyard to claim force majeure and the burden of proof is on the shipyard.

On BIMCO’s website, members can read the full article that looks at force majeure provisions in standard form shipbuilding contracts and how these might operate in the context of COVID-19.