1

Note:
This Code must, from the date of publication (31 December 2018), be used for new workboats
and pilot boats. Existing workboats and pilot boats may also use the Workboat Code Edition
2, as an updated standard to the requirements of:-

- “The Safety of Small Workboats and Pilot Boats – A Code of Practice”, published
by the Maritime and Coastguard Agency in 1998, in accordance with Regulation 8 of the
Merchant Shipping (Small Workboats and Pilot Boats) Regulations 1998 (SI 1998
No.1609); or,
- The technical Annex of MGN 280.

If this option is chosen, such existing vessels must comply fully with the requirements for
construction, equipment and operation set out in the Workboat Code Edition 2.

Alternatively, such existing vessels may continue to be operate and issued with Certification
under the previous standards mentioned above.

Please note that the “Workboat Code Industry Group Technical Standard”, published in
2014, is no longer recognized, and must not be used after the end of the relevant phase-in
period, as described in MSN 1892 that gives legal force to this Code.

It should also be noted that, where any existing vessel upgrades, and phases-in, to the
Workboat Code Edition 2 regime, it must do so fully. A vessel cannot meet a combination of
the Workboat Code Edition 2 standards and those of earlier codes or standards.

This Code should be read in conjunction with MSN 1892 and SI 1998 No. 1609.

Coded Vessel Safety Unit

Vessel Standards Branch
Maritime and Coastguard Agency
Bay 2/23
Spring Place
105 Commercial Road
Southampton
SO15 1EG

Tel: +44 (0) 20 3817 2452

e-mail: codes@mcga.gov.uk

General Inquiries: infoline@mcga.gov.uk

MCA Website Address: www.gov.uk/mca

File Ref: MS 183/002/004

Published: December 2018

© Crown Copyright 2018

Safer Lives, Safer Ships, Cleaner Seas

1
 Contents

1 Foreword ............................................................................................................................................. 5
2 Definitions ......................................................................................................................................... 10
3. Application and Interpretation ......................................................................................................... 21
4. Construction and Structural Strength ............................................................................................... 25
5. Weathertight Integrity ...................................................................................................................... 33
6 Water Freeing Arrangements ............................................................................................................ 39
7 Machinery .......................................................................................................................................... 40
8 Electrical Arrangements ..................................................................................................................... 47
9 Steering Gear, Rudder and Propeller Systems ................................................................................... 51
10 Bilge Pumping .................................................................................................................................. 53
11 Stability ............................................................................................................................................ 55
12. Freeboard and Freeboard Marking ................................................................................................. 72
13 Life-Saving Appliances...................................................................................................................... 76
14 Fire Safety ........................................................................................................................................ 92
15 Fire Appliances ............................................................................................................................... 101
16. Radiocommunications Equipment ................................................................................................ 105
17. Navigation Lights, Shapes and Sound Signals ............................................................................... 112
18 Navigational Equipment................................................................................................................. 115
19 Miscellaneous Equipment .............................................................................................................. 117
20 Anchors and Cables ....................................................................................................................... 119
21 Accommodation and Recreational Facilities (not MLC Compliant) ............................................... 124
21.A Accommodation and Recreational Facilities (MLC Compliant <200GT) ..................................... 127
21B Accommodation and Recreational Facilities (MLC Compliant over 200GT - less than 500GT)... 132
22. Protection of Personnel ................................................................................................................ 133
23. Medical Care ................................................................................................................................. 138
24. Tenders and Daughter Craft.......................................................................................................... 139
25. Requirements Specific to the Use of the Vessel ........................................................................... 142
26 Manning ........................................................................................................................................ 161
27. Procedures, Certification, Examination, Maintenance and Reporting of Accidents..................... 170
28 Prevention of Pollution .................................................................................................................. 182
29 Carriage and Transfer of Cargoes (including Dangerous Goods) .................................................. 185
30 Safety Management ....................................................................................................................... 205
APPENDIX 1
GMDSS Sea Areas around the UK ................................................................................................... 206
APPENDIX 2
Maritime Labour Convention, 2006 Seafarer Employment Agreement ......................................... 207
APPENDIX 3
The Manning of Small Vessels......................................................................................................... 215
APPENDIX 4
Alternative Safety Standards for vessels operating in protected waters ....................................... 225
APPENDIX 5.A
Liquid Petroleum Gas installation for domestic marine use ........................................................... 227
APPENDIX 5.B
Information for Fired Heating Appliances....................................................................................... 231
APPENDIX 6
Marine Pollution Prevention Information....................................................................................... 232
APPENDIX 7
Safety Management System ........................................................................................................... 238

2
APPENDIX 8
Alternative Compliance Standards for RIBs And Open Boats Wishing To Operate Outside The Hours
Of Daylight Within Area Category 3 Or 5 .................................................................................... 242
APPENDIX 9
Fire Test for FRP .............................................................................................................................. 244
APPENDIX 10
Ignitability Test for combustible material ....................................................................................... 245
APPENDIX 11
Stability Information Booklet Contents .......................................................................................... 247
APPENDIX 12
Use of ISO "First of Type" Righting Movement Curve ..................................................................... 256
APPENDIX 13
Standards Appendix ........................................................................................................................ 258
APPENDIX 14
Merchant Shipping Regulations that apply to Small Workboats and Pilot Boats ........................... 264
APPENDIX 15
Sample Certificates ......................................................................................................................... 269
APPENDIX 16
Saving And Transitional Arrangements For Existing Vessels .......................................................... 280

3
1 Foreword
1.1 This Code applies to small workboats that operate to sea, and to pilot boats of any size
operating either at sea or in categorised (i.e. inland) waters. It applies to such vessels
that are United Kingdom (UK) vessels wherever they may be, and to non-United
Kingdom vessels in UK waters or operating from UK ports.

1.2 The Code applies to such vessels in commercial use, other than when in use for
recreational, sport or pleasure use, for which there are more appropriate codes.

1.3 The Code is enabled and underpinned through Statutory Instrument by Regulation 3(1)
of the Merchant Shipping (Small Workboats and Pilot Boats) Regulations 1998, SI
1998 No. 1609, as amended (“the enabling Regulations”). It is therefore applied as an
equivalent standard to full compliance with Merchant Shipping regulations covering
Load Line and other safety and operational matters, and operators have the right to
comply – in full – with those other standards instead of this Code. However the National
Workboat Association and other representatives on the Industry Working Group that
developed this Code consider that it will be easier to apply and understand a Code of
Practice than the many separate regulations that would otherwise have to be consulted
and complied with. Vessels that comply with the Code may additionally be issued with
a UK Load Line Certificate.

1.4 This second edition of the Code amends the original Code, “The Safety of Small
Workboats and Pilot Boats – A Code of Practice” introduced in 1998, and applies to
small workboats and pilot boats, the keels of which are laid, or are at a similar stage of
construction, on or after 31 December 2018. This is defined in the Merchant Shipping
Notice issued in accordance with the regulation 3(1) of the enabling regulations. From
that date, this code supersedes the original Code, and also the use of Marine Guidance
Note MGN 280(M)1 “Small Commercial Vessels and Pilot Boat Code of Practice” for
small workboats and pilot boats and the Workboat Code Industry Working Group
Technical Standard published in June 2014.

1.5 Small workboats are vessels of less than 24 metres in Load Line length or, in the case
of a vessel the keel of which was laid or was at a similar stage of construction before
21st July 1968, of less than 150 gross registered tons (measured in accordance with
the regulations in force at that time).

1.6 The Code applies to vessel carrying their crew and not more than an aggregate 12
passengers and industrial personnel. Such ships are treated, by both UK and
international law, as a type of cargo ship and the level of safety and protection for those
on board – particularly passengers and trainees – is considered to be commensurate
with the current expectations of the general public for such vessels. It should be noted,
however, that the class of vessel – i.e. passenger or non-passenger – depends very
much on the terms on which those persons forming the crew have been engaged and
the duties they are performing.

1.7 Compliance with the Code in no way obviates the need for vessels and/or Masters to
comply with relevant bylaws made by either the local/navigation authority or the
port/harbour authority for the area in which the vessel operates. Local authorities may,
for instance, have powers to require vessels to have passenger liability and third-party
insurance cover, and to set the level of that cover. Additionally, recognising that some
vessels operate both at sea and on inland waterways, attention is drawn to the common

1
MGN 280(M) Small Vessels in Commercial Use for Sport or Pleasure, Workboats and Pilot Boats –
Alternative Construction Standards

4
 approach to vessel safety adopted by the major UK Inland Navigation Authorities.
Owners/managing agent(s) of such vessels should also comply with any applicable
requirements of any relevant authority for the area of operation. It should also be noted
that local authorities may also have powers over the use of the foreshore and landing
places, and to issue licenses for their use.

1.8 The code can be applied to any small vessel that comes within the limits of paragraphs
1.1 and 1.2. Section 25 provides specific requirements for particular uses.

1.8.1 Seagoing police boats should be surveyed and certificated in accordance with the
"Police Boat Codes, Amendment 3 (PBC 3)", the MCA’s Marine Guidance Note
MGN518(M)2 refers.

1.8.2 This Code applies to all UK Pilot Boats. There is no equivalent Merchant Shipping
legislation.

1.8.3 Independent rescue boats, when engaged in commercial use, may use the Rescue
Boat Code instead of this Code, in accordance with the MCA’s Marine Guidance Note
MGN 466(M)3.

1.8.4 The Code can also be used for barges, pontoons, and similar small vessels when
under tow, as specified in section 25.

1.8.5 Vessels where bulk cargo4 is loaded into and carried in the vessels hold or tanks are
considered to be small tankers or bulk carriers and shall not be certified under the
provisions of this Code.

1.9 The following organisations participated in the Industry Working Group that drafted this
Code, under the co-ordination of the UK National Workboat Association:

BMT Nigel Gee

British Marine Federation
British Sub-Aqua Club
Bureau Veritas
Burness Corlett Three Quays
Canals and Rivers Trust
DNV-GL
International Institute of Marine Surveyors
International Jack-Up Barge Owners Association
Lloyd’s Register
Maritime and Coastguard Agency
Mecal
National Workboat Association
Port of London Authority
Professional Boatman’s Association
Royal Yachting Association
Society of Consulting Marine Engineers and Ship Surveyors
UK Maritime Pilot’s Association
Yacht Designers and Surveyors Association

2
MGN 518(M) Police Boat Codes, Amendment 3 (PBC 3)
3
MGN 466(M) The Rescue Boat Code (The Code of Practice for Open Rescue Boats of Less than 15
Metres in Length)
4
Dredging spoil is not deemed “cargo”, it is not bulk cargo. But dredging e.g. gravel for bringing back
to shore for commercial exploitation is cargo.

5
1.10 This Code aims to provide, in a single document, all the information needed for the
design, construction, engineering, electrical systems, hull systems, fire protection, and
provision of fire-fighting, life-saving, navigation and radio equipment. It also deals with
the equally important subject of manning and of the qualifications needed for the senior
members of the crew.

1.11 In addition, designers, builders, owners and repairers of vessels, as appropriate, will
need to pay special regard to the intended area of operation and the weather and
working conditions to which a vessel will be subjected when developing the design and
selecting the materials and equipment to be used in its construction and maintenance.

1.12 In accordance with Directive 1998/34/EC laying down a procedure for the provision of
information in the field of technical standards and regulations, any requirement for
goods or materials to comply with a specified standard shall be satisfied by compliance
with:

1) a relevant standard or code of practice of a national standards body or

equivalent body of any European Economic Area (EEA) State; or

2) any relevant international standard recognised for use in any EEA State; or

3) any relevant technical regulation with mandatory or de facto mandatory

application for marketing or use in any EEA State

in so far as the standard, code of practice, technical regulation or process in question

enables the requirements for safety and fitness for purpose of this Code to be met in
an equivalent manner.

1.13 It is important to stress that, whilst all reasonable measures have been taken to
develop standards which will result in the production of safe and seaworthy vessels,
total safety at sea can never be guaranteed. As a consequence, owners/managing
agents of a vessel are encouraged to take out a policy of insurance for all persons who
are part of the vessel’s complement. It is advised such insurance provide cover against
any foreseeable claims that may arise. It is advised that, if a policy of insurance is in
force, a copy of the Certificate of Insurance be either displayed or available for
inspection by persons on board the vessel.

1.14 It should be noted that United Kingdom registered vessels to which this Code applies,
when operating outside of United Kingdom waters, may be subject to additional
requirements of the port state or overseas administration, over and above this Code of
Practice. Owners/managing agents should contact the administration controlling these
waters for further information.

1.15 This Code may be applied voluntarily by operators of non-UK vessels based abroad.
Such vessels may be issued with documents indicating compliance with the standards
of the Code, but cannot have UK certificates.

1.16 How to Use This Code

1.17 The Code consolidates all applicable requirements into a single document. Some of
these requirements are made mandatory by the Merchant Shipping (Small Workboat
and Pilot Boat) Regulations 1998 (SI 1998 No.1609). Other requirements are given
legal effect by other legislation. A list of regulations that were considered to be
applicable to Workboats at the time of the drafting of this revised Code are provided in

6
 Appendix 14.

1.18 This Code also provides information on many of those requirements that are applied
by those other regulations, in order to provide a comprehensive single reference point,
but this information may not be definitive. This information is provided in italics. The
owner, manager, operator or Master may need to consult those regulations and the
associated guidance to ensure they are compliant. This Code does not provide
information on Statutory Instruments coming into force after the date of its publication
which are required to be complied with. Statutory Instruments, Merchant Shipping
Notices, Marine Guidance Notes and Marine Information Notes can be found on the
MCA website.

1.19 The safety requirements which are made mandatory by the enabling regulations are
those contained in the following sections (and their associated Appendices):

2. Definitions
3. Application and Interpretation
4. Construction and Structural Strength
5. Weathertight Integrity
6 Water Freeing Arrangements
7. Machinery
8. Electrical arrangements
9. Steering Gear, Rudder and Propulsion systems
10. Bilge pumping
11 Intact Stability
12. Freeboard and Freeboard Marking
13. Life Saving Appliances (except 13.6.3, 13.17)
14. Fire Safety
15. Fire Appliances
16. Radio Communications Equipment (except 16.9 and 16.11.1)
18. Navigational Equipment
19. Miscellaneous Equipment (except 19.1.3)
20. Anchors and Cables
21, 21A, 21B Accommodation and Recreational Facilities
22.2, 22.4 Protection of Personnel
24 Tenders and Daughter Craft
25 Requirements Specific to the Use of the Vessel (except for 25.2.2,
25.2.3, 25.2.4, 25.4.1.3 – 25.4.1.4, 25.4.1.6 – 25.4.1.7, 25.4.1.10,
25.4.2.1, 25.4.2.4 – 25.4.2.6, 25.4.2.9, 25.9.8)
26.1 - 26.10, 26.13 Manning
27 Procedures, Certification, Examination, Maintenance and Reporting of
Accidents
30 Safety Management

1.20 The following sections (which are highlighted by italic text in the code) are made
mandatory by other Statutory Instruments. This Code does not amend the detail of that
legislation, it is included within the Code to allow all applicable requirements to be
identified in a single comprehensive document:
13.6.3, 13.17 Life-Saving Appliances
16.9, 16.11.1 Radio Communications Equipment
17 Navigation Lights, Shapes and Sound Signals
19.1.3 Miscellaneous Equipment
22.1, 22.3 Protection of Personnel
23 Medical Care
25.2.2 – 25.2.4, 25.4.1.3 – 25.4.1.4, 25.4.1.6 – 25.4.1.7, 25.4.1.10, 25.4.2.1,

7
 25.4.2.4 – 25.4.2.6, 25.4.2.9, 25.9.8
Requirements specific to the Use of the Vessel
26.11, 26.12, 26.14 - 26.21 Manning
28 Prevention of Pollution
29 Carriage and Transfer of Cargoes, including Dangerous Goods

1.21 Authorisation of Survey and Certification to Certifying Authorities

1.22 The MCA is an Executive Agency of the Department for Transport, and has
responsibility and accountability for the UK Merchant Shipping Regulations and their
enforcement. The Agency has authorised to Certifying Authorities the examination
(survey) and certification of vessels to which this Code applies, and the Certifying
Authorities and the MCA have a written agreement which defines this relationship. The
MCA, however retains the enforcement duties of the Code and is responsible for
auditing the Certifying Authorities, as well as being an active Certifying Authority itself.

1.23 The authorisation of Certifying Authorities has been influenced by the requirement to
have a local capability for the efficient handling of the needs of owners/operators of
vessels. Authorised Certifying Authorities are permitted to charge for undertaking Code
of Practice examination and certification processes as a provision of their
authorisation. Arrangements for charges will be made directly between the CA (or a
CA's authorised person) and the party requesting such services.

1.24 Health and Safety Regulations

1.25 The owner/Master of a vessel is responsible for the health and safety of workers and
others on the vessel. The Merchant Shipping and Fishing Vessel (Health and Safety
at Work) Regulations (SI 1997 No. 2962) apply when persons are employed on board,
see section 22 of this Code.

1.26 Every employer is to be aware of any risks affecting workers and ensure that
appropriate measures are taken to minimise them through improving procedures or
equipment where necessary. Employers must instruct those affected about the risks
and how to ensure their own health and safety and the health and safety of others.

8
2 Definitions
In this Code:

“"A" class” divisions are those divisions formed by bulkheads and decks which
comply with the criteria described in SOLAS Chapter II-2 Regulation 3;

“Accommodation space” means any space, enclosed on all sides by solid

divisions, provided for the use of persons on-board;

“Administration” means the Government of the State whose flag the ship is
entitled to fly;

“Annual examination” means a general or partial examination of the vessel, its

machinery, fittings and equipment, as far as can readily be seen, to ascertain
that it had been satisfactorily maintained as required by the Code and that the
arrangements, fittings and equipment provided are as documented in the
Compliance Examination and Declaration report form SWB2. The hull, shell
fittings, external steering and propulsion components of the vessel should be
examined out of the water at intervals not exceeding 3 years. The Certifying
Authority may stipulate a lesser interval in consideration of hull construction
material or the age or the type and service of the vessel;

“Approved” means approved by or acceptable to the MCA under Merchant

Shipping legislation, unless otherwise specified in the Code;

“as amended” refers to any other document that replaces, revokes or amends
the document that the term “as amended” follows;

“Authorised person” means a person who by reason of relevant professional

qualifications, practical experience or expertise is authorised by the Certifying
Authority chosen by the owner/managing agent from those listed in the Code
to carry out examinations required under section 27 of the Code;

“"B" class” divisions are those divisions formed by bulkheads, decks, ceilings
or linings which comply with the criteria described in SOLAS Chapter II-2
Regulation 3;

“Bare boat charter” means a charter for which the charterer provides the Master
and the crew;

“Boats fitted with a buoyant collar” means a rigid inflatable vessel, or a vessel
of similar hull form, where the inflatable tubes are replaced by solid, or hollow,
buoyant sections;

“Cargo” for the purpose of the Code means all items which are transported by
the vessel except fuel for the vessel, ballast (either solid or liquid), consumables
to be used on board, permanent outfit and equipment of the vessel, stores and
spare gear for the vessel, crew and their personal baggage, passengers and
their personal baggage, industrial personnel and their equipment and personal
baggage;

“Category C waters” means waters designated category C waters in the

Merchant Shipping (Categorisation of Waters) Regulations 1992, (SI 1992 No.

9
 2356), as amended, and Merchant Shipping Notice MSN 1837(M) –
Categorisation of Waters;

“Category D waters” means waters designated category D waters in the

Merchant Shipping (Categorisation of Waters) Regulations 1992, (SI 1992 No.
2356), as amended, and Merchant Shipping Notice 1837(M) – Categorisation
of Waters;

“Certificate” means the certificate appropriate to a vessel to which the Code is

applied which the Merchant Shipping (Small Workboats and Pilot Boats)
Regulations 1998 (SI 1998 No. 1609), as amended, require to have been issued.
See section 1.1;

“Certifying Authority1” means either the MCA or one of the organisations

authorised by the MCA to:

a) appoint persons for the purpose of examining vessels and

issuing and signing Declarations of Examinations; and
b) issue Certificates.

The organisations so authorised by the MCA are identified in a Marine

Information Note5;

“Charter” means an agreement between the owner/managing agent and

another party which allows that other party to operate the vessel, and the
“Charterer” is that other party;

“Code” means this Code unless another Code is specified;

“Compartment” means all living and working spaces within the watertight or fire-
resisting boundaries on any one level which have inter-communicating access;

“Competent harbour authority” has the same meaning as it has in the Pilotage
Act 1987;

"Competent Authority" in respect of manning qualifications (Appendix 3) means

either the MCA or an organisation that issues Certificates of Competence which
has applied for and been granted recognition by the MCA as having the
appropriate technical and administrative expertise;

“Competent Person” in respect of fire extinguisher servicing (section 15) has

the same meaning as it does in BS 5306 : Part 36 ; 2003 which is a person with
the necessary training, experience, with access to the relevant tools, equipment
and information, manuals and knowledge of any special procedures
recommended by the manufacturer of the portable fire extinguisher, to carry out
the relevant maintenance procedures;

“Competent person” with respect to LOLER and PUWER Regulations is

intended to mean a person possessing the knowledge or experience necessary
for the performance of the duties under the LOLER and PUWER Regulations;

5
A full list of MCA approved Certifying Authorities can be found in a Marine Information Note (MIN),
issued annually by the MCA: “Codes of Practice – Authorisation of Certifying Authorities”.
6
See Appendix 13

10
“Compliance examination” means an examination of the vessel, its machinery,
fittings and equipment, by an authorised person, to ascertain that the vessel’s
structure, machinery, fittings and equipment comply with the requirements of
the Code. Part of the examination should be conducted when the vessel is out
of the water. Part of the examination should be conducted when the vessel is
in the water;
For simple vessels (e.g. RHIBs) of a design, with no through hull fittings below
the water line the Certifying Authority may exercise discretion in carrying out
the compliance examination entirely out of the water;

“Control position” means a conning position which is continuously manned

whilst the vessel is under way;

“Cooker” means a galley stove designed for cooking that makes use of burners,
an oven, a broiler or any combination of these items;

“Coxwain” has the same meaning as Master within the code;

“Crew” means a person employed or engaged in any capacity on-board a

vessel on the business of the vessel;

“Critical Downflooding” is deemed to occur when openings having an aggregate

area, in square metres, greater than:

vessel’s displacement in tonnes

1500

are immersed. Moreover, it is the angle at which the lower edge of the actual
opening which results in critical flooding becomes immersed. All openings
regularly used for crew access and for ventilation should be considered when
determining the downflooding angle. Air pipes to tanks can, however, be
disregarded. Where an appropriate ISO standard is used, the definition should
be taken from those standards as applicable;

“Daylight ” means one hour before sunrise until one hour after sunset. In
tropical waters this is to be from sunrise to sunset;

“Decked vessel” means a vessel with a continuous watertight weather deck

which extends from stem to stern and has positive freeboard throughout, in any
condition of loading of the vessel. Where an appropriate ISO standard is used,
the definition should be taken from those standards as applicable;

“Design Category” means a description of the wind and sea conditions for which
a vessel is considered suitable under the EC Directive 94/25/EC of 16th June
1994, as amended by 2003/44/EC, on the approximation of the laws,
regulations and administrative provisions of the Member States relating to
recreational craft, and used for the application of relevant ISO and CEN
standards. See table below;

11
 Design category Wind force Significant wave
(Beaufort scale) height (H 1/3, metres)
A - 'Ocean' Exceeding 8 Exceeding 4
B- 'Offshore' Up to, and including, Up to, and including 4
8
C - 'Inshore' Up to, and including, Up to, and including, 2
6
D - 'Sheltered Up to, and including, Up to, and including,
waters' 4 0.5

“DfT” means the UK Government’s Department for Transport;

“Diesel” means Marine Gas Oil and refers to gas oil, diesel fuel and heating oil,
light which are categorised under UN 1202;

“Efficient” in relation to a fitting, piece of equipment or material means that all

reasonable and practicable measures have been taken to ensure that it is
suitable for the purpose for which it is intended. See 1.17;

“Existing vessel” means a vessel which is not a new vessel;

"Favourable weather" with respect to a small vessel means conditions existing

throughout a voyage or excursion in which the effects either individually or in
combination of swell, height of waves, strength of wind and visibility cause no
hazard to the safety of the vessel, including handling ability.

In making a judgement on favourable weather, the Master should have due

regard to official weather forecasts for the service area of the vessel or to
weather information for the area which may be available from the Coastguard
or similar coastal safety organisation;

“Float-free” launching is that method of launching a liferaft or EPIRB whereby

the raft or EPIRB is automatically released from a sinking ship and is ready for
use.

In the context of a vessel in commercial use, “automatically released”

means release from the liferaft / EPIRB stowage location and release
of the painter line through use of a weak link or similar.

In the context of a vessel in commercial use, “ready for use” means: in

the case of a liferaft the raft is inflated and ready for embarkation.

“Freeboard” means the distance measured vertically downwards from the

lowest point of the upper edge of the weather deck to the waterline in still water
or, for an open vessel, the distance measured vertically downwards from the
lowest point of the gunwale to the waterline;

“FTP Code” means the International Code for Application of Fire Test
Procedures (Resolution MSC.61(67)) including fire test procedures referred to
in and relevant to the FTP Code, published by the International Maritime
Organization;

12
 “GNSS” means global navigation satellite systems, including GLONAS, GPS
and Galileo systems;

“Heater” and “Heating appliance” means an appliance designed to heat air or

water or a solid medium by means of combusting liquid fuel;

“Height of Side” with respect to an open boat means the distance between the
waterline and the lowest point of the gunwale. The clear height should be
measured to the top of the gunwale or capping or to the top of the wash strake
if one is fitted above the capping;

“High Holding Power (HHP) Anchor” means an anchor that can be shown to
have holding powers of at least twice those of a standard stockless anchor of
the same mass;

“High Speed” means an operating speed of 20 knots or more;

“IMDG Code” means the International Maritime Dangerous Goods Code, as

amended, published by the International Maritime Organization;

“Immersion Suit” means a protective suit which reduces the body heat-loss of
a person wearing it in cold water and complies with the requirements of the
Marine Equipment Directive (MED);

“IMO” means the International Maritime Organization;.

“Industrial Personnel” means all persons other than the crew or passengers or
children of under one year of age, on board for transport or accommodation:
.1 are transported or accommodated on board for the purpose of offshore
industrial activities7;
.2 are able bodied and meet appropriate medical standards8;
.3 have received basic safety training, according to relevant industry
standards9;
.4 have an understanding of the layout of the ship and the handling of the
ship's safety equipment before departure from port (e.g. through a
safety briefing); and
.5 are equipped with appropriate personal safety equipment suitable for
the risks to safety such personnel are likely to experience on the
forthcoming voyage (e.g. immersion suits).

“Inflatable Boat” means a vessel which attains its form through inflatable tubes
only, which are not attached to a solid hull;

“Land” means the sea shore above the line of mean high water mark;

7
Examples of such activities may include safe transfer of personnel to or from offshore wind farm
structures or vessels involved in their construction or maintenance, with other examples referred to
under offshore operations in paragraph 6.2.2.11 of resolution A.1079(28).
8
Appropriate standards are those recognised and published by the MCA. See paragraph 7.2 of Marine
Guidance Note MGN 515(M) (Special Purpose Ships (SPS) Code - Offshore Vessels) for those
considered appropriate for industrial personnel in the context of this Code and as an alternative to
STCW I/9.
9
Industry standards e.g. Global Wind Organisation (GWO), Offshore Petroleum Industry Training
Organisation (OPITO), Basic Offshore Safety Induction and Emergency Training (OPITO accredited)
are accepted alternatives to STCW A-VI/1 paragraph 2. An example for personnel undergoing transfer
from ship to foundation, or vice versa, will require specific transfer training.

13
“Length” means the overall length from the foreside of the foremost fixed
permanent structure to the aft side of the aftermost fixed permanent structure
of the vessel. With regard to inflatable, rigid inflatable boats, or boats fitted with
a buoyant collar, length should be taken from the foremost part of tube or collar,
to the aft most part of the tube or collar.

“Light Duty Workboat” - means a vessel that is certificated under the Small
Commercial Vessel codes or complying with another acceptable standard
described in 25.10, which can also be issued with a “Light Duty Workboat”
certificate under the conditions stated in section 25.10;

“Liquid fuel” means fuel that is liquid at atmospheric pressure and used for
heating or for a cooker;

“Load Line Assigning Authority” means an Authorised Organisation listed in

MSN 1672 (M+F) Amendment 3 Ship Inspection and Survey Organisations and
European Directive 2009/15/EC, as amended.

"Load line length" in relation to a ship means the greater of the following
distances -
(a) 96% of the total length on a waterline at 85% of the least moulded
depth measured from the top of the keel, or

(b) the length from the fore-side of the stem to the axis of the rudder
stock on that waterline.

Where the stem contour is concave above the waterline at 85% of the least
moulded depth, both the forward terminal of the total length and the fore-side
of the stem respectively shall be taken at the vertical projection to that waterline
of the aftermost point of the stem contour (above that waterline). In ships
designed with a rake of keel the waterline on which this length is measured
shall be parallel to the designed waterline;

"Load-bearing division" is a deck or bulkhead including stiffeners, pillars,

stanchions and other structural members which, if eliminated, would adversely
affect the designated structural strength of the ship.

14
 “Long international voyage” means any voyage where a vessel is more than
200 miles from a safe haven, or the length of the voyage from departure to
arrival more than 600 miles;

“Machinery space” means any space which contains propelling machinery,

boilers, oil fuel units, steam, internal combustion engines, generators and liquid
fuelled heating appliances. Spaces containing machinery of a unique or novel
design may be subject to special consideration;

“Marine Information Note” (MIN) means a Note described as such and issued
by the MCA, and reference to a specific Merchant Shipping Notice includes
reference to any Marine Information Note amending or replacing that Note
which is considered by the Secretary of State to be relevant from time to time;

“Marine Guidance Note” (MGN) means a Note described as such and issued
by the MCA, and reference to a specific Marine Guidance Note includes
reference to any Marine Guidance Note amending or replacing that Note which
is considered by the Secretary of State to be relevant from time to time;

“Maritime and Coastguard Agency” means the Maritime and Coastguard

Agency (MCA), an executive agency of the Department for Transport, and any
superseding and preceding organisation;

“MARPOL” means The International Convention for the Prevention of Pollution

from Ships, 1973, as modified by the Protocol of 1978 relating thereto, as
amended, published by the International Maritime Organization;

“Master” has the same meaning as “master” provided by section 313 of the
Merchant Shipping Act 1995 (Ch. 21)10;

“Maximum permissible weight” means the maximum total permissible weight of

persons and their effects, cargo, and activity related equipment, i.e. diving
equipment;

“MED” means European Council Directive 96/98/EC of 20 December 1996 on

Marine Equipment, as amended, or 2014/90/EU after 18 September 2016;

“Member State of the European Economic Area” means a State which is a

contracting party to the Agreement on the European Economic Area signed at
Oporto on 2 May 1992, as adjusted by the Protocol signed at Brussels on 17
May 1993 and subsequently by the 2004 EEA Enlargement Agreement, and
subsequently by the 2007 EEA Enlargement Agreement;

“Merchant Shipping Act”, “Merchant Shipping Order”, “Merchant Shipping

Regulations” and “Merchant Shipping Rules” referred to in the Code mean the
reference specified and includes the document issued under the appropriate
statutory power which either amends or replaces the reference specified;

“Merchant Shipping Notice” (MSN) means a Notice described as such and

issued by the MCA, and reference to a specific Merchant Shipping Notice
includes reference to any Merchant Shipping Notice amending or replacing that

10
Section 313 of the Merchant Shipping Act 1995 provides that "master" includes every person (except
a pilot) having command or charge of a ship and, in relation to a fishing vessel, means the skipper.

15
Notice which is considered by the Secretary of State to be relevant from time
to time and is specified in a Merchant Shipping Notice;

“Mile” means a nautical mile of 1852 metres;

“Modification” means any material change to the vessel or its equipment that
would affect the vessel’s compliance with statutory requirements, or that would
require an amendment to its statutory certification, including the WB2;

“Motor vessel” means a power driven vessel which is not a sailing vessel;

“Multihull vessel” means any vessel which in any normally achievable operating
trim or heel angle, has a rigid hull structure which penetrates the surface of the
sea over more than one separate or discrete area;

"New vessel" means a vessel to which this Code applies, the keel of which
was laid or the construction or lay-up was started on or after the first day
on which this revised Code came into force or any vessel where there has
not been a valid certificate for the previous five years;

“Nominated departure point(s)” means the designated point(s) of departure of

the vessel, as specified on the vessels certificate. Where this point lies within
Category C or Category D waters, it is to be taken as the seaward boundary of
these waters.

“Officer”, in relation to a body corporate, means:

(a) a director, manager, secretary or other similar officer of the body

corporate, or a person purporting to act in any such capacity; or

(b) an individual in accordance with whose directions or instructions

the directors of that body corporate, or of any other body
corporate which is its controller, are accustomed to act;

“Open boat” for the application of the Code means a vessel which within its
length is:

.1 not fitted with a watertight weather deck; or

.2 is fitted with a watertight weather deck over part of its length; or

.3 is fitted with a watertight weather deck over the whole of its

length but the freeboard to the deck does not meet the minimum
requirement for freeboard (section 12);

“Owner/managing agent” means the registered owner, or the owner or

managing agent of the registered owner or owner, or owner ipso facto, as the
case may be, and “Owners/managing agents” should be construed accordingly;

"Passenger" means any person carried on a ship except:

(a) a person employed or engaged in any capacity on the business
of the vessel,
(b) a person on board the vessel either in pursuance of the
obligation laid upon the Master to carry shipwrecked, distressed

16
 or other persons, or by reason of any circumstance that neither
the Master nor the owner nor the charterer (if any) could have
prevented or forestalled,
(c) a child of under one year of age

“Pilot boat” means a boat employed or intended to be employed in pilotage

services, and “Dedicated pilot boat” means a pilot boat of whatever size which is
primarily employed in pilotage services and other occasional services undertaken
such as the carriage of personnel, mail, and / or small quantities of stores to or
from vessels in the pilotage district;

“Plastic(s)” means both thermoplastic and thermosetting plastic materials, with

or without reinforcement, such as uPVC and fibre reinforced plastics(FRP). The
definition includes synthetic rubber and materials of similar thermo/mechanical
properties.

"Pleasure vessel" as defined in the Merchant Shipping (Vessels in Commercial

Use for Sport or Pleasure) Regulations 1998 (SI 1998 No. 2771), as amended,
means:

(a) any vessel which at the time it is being used is:

(i)(aa) in the case of a vessel wholly owned by an individual or

individuals, used only for the sport or pleasure of the owner
or the immediate family or friends of the owner; or

(bb) in the case of a vessel owned by a body corporate, used only

for sport or pleasure and on which the persons on board are
employees or officers of the body corporate, or their
immediate family or friends; and

(ii) on a voyage or excursion which is one for which the owner

does not receive money for or in connection with operating
the vessel or carrying any person, other than as a
contribution to the direct expenses of the operation of the
vessel incurred during the voyage or excursion; or

(b) any vessel wholly owned by or on behalf of a members’ club

formed for the purpose of sport or pleasure which, at the
time it is being used, is used only for the sport or pleasure of
members of that club or their immediate family, and for the use of
which any charges levied are paid into club funds and applied for
the general use of the club; and

(c) in the case of any vessel referred to in paragraphs (a) or (b) above
no other payments are made by or on behalf of users of the vessel,
other than by the owner.

In this definition “immediate family” means-

In relation to an individual, the spouse or civil partner of the individual,
and a relative of the individual’s spouse or civil partner;
and “relative” means brother, sister, ancestor or lineal descendant;

“Protected Waters” means waters not categorised in Merchant Shipping

(Categorisation of Waters) Regulations 1992 (SI 1992 No. 2356), as amended,

17
and Merchant Shipping Notice MSN 1837(M), but the location of which are
explicitly defined and accepted as protected by the Administration, having
regard for the safety of the small vessels which operate in those waters;

"Recess" means an indentation or depression in a deck and which is

surrounded by the deck and has no boundary common with the shell of the
vessel. Where an appropriate ISO standard is used, the definition should be
taken from those standards as applicable;

“Renewal examination” means a similar examination to the Compliance

examination.
For simple vessels (e.g. RHIBs) of a design, with no through hull fittings below
the water line, the Certifying Authority may exercise discretion in conducting
the compliance and renewal examinations while the vessel is out of the water;

“Rigid inflatable boat” means a vessel with inflatable tubes, attached to a solid
hull. The tubes are inflated during normal craft operation;

"Safe haven" means a harbour or shelter of any kind which affords safe entry and
protection from the force of weather;

“Seafarer” means any person, including the Master, who is employed or engaged
or works in any capacity on board a ship on the business of the ship and whose
normal place of work is on a ship;

“Similar stage of construction” means a stage at which:

(a) construction identifiable with a specific vessel begins; and
(b) assembly of that vessel, comprising at least 1% of the estimated
mass of all structural material, has commenced;

“Skipper” has the same meaning as “Master” within the Code;

"Small vessel" means a vessel of less than 24 metres in load line length, or in the
case of a vessel the keel of which was laid or which was at a similar stage of
construction before 21st July 1968, less than 150 tons and in this definition –
(a) “Similar stage of construction” means a stage at which
(i) construction identifiable with a specific vessel begins; and

(ii) assembly of that vessel, comprising at least 1% of the

estimated mass of all structural material, has commenced;
and
(b) “Tons” means gross tons, measured in accordance with the
regulations for measuring tonnage in force on 20th July 1968;

“SOLAS” means the International Convention for the Safety of Life at Sea, 1974,
and it’s Protocol of 1988, as amended;

“Standards” means those recognised such as BS (British Standard), EN

(European Standard accepted by the European Committee for Standardization,
CEN), IEC (International Electrotechnical Commission) and ISO (International
Organization for Standardization) identified in the Code should include any
standards which amend or replace them;

“Steel or other equivalent material” means any non combustible material which,
by itself or due to insulation provided, has structural and integrity properties

18
 equivalent to steel at the end of the applicable exposure to the standard fire
test (e.g., aluminium alloy with appropriate insulation being such that the
temperature of the core does not rise more than 200°C above the ambient
temperature in 30 minutes or 60 minutes as determined by the fire endurance.)

"To sea" means, for the purpose of this Code, beyond Category D waters, or
Category C waters if there are no Category D waters, as defined in Merchant
Shipping Notice 1827 (M) – “Categorisation of Waters”;

"United Kingdom ship" has the same meaning as in section 85(2)11 of the
Merchant Shipping Act 1995 (Ch.21). “United Kingdom vessel” has the same
meaning;

“up to” means, for the purposes of this Code, up to but not including the maximum
value, e.g. up to 20 miles means to just less than 20 miles;

“vessel” means any ship12 to which the Merchant Shipping (Small Workboats and
Pilot Boats) Regulations 1998 (SI 1998 No. 1609), as amended applies;

“vessel in commercial use” includes any vessel, including any “pleasure vessel”,
while it is in possession of a broker, ship repairer or other such person for the
purposes of his business;

“Void space” is any space, having no practical function on board the vessel, not
capable of readily collecting water under normal operating circumstances;

"Watertight" means capable of preventing the passage of water in either direction;

"Weather deck" means the main deck which is exposed to the elements;

"Weathertight" means capable of preventing the admission of a significant

quantity of water into the vessel when subjected to a hose test;

"Workboat" in the Code means a small vessel in commercial use for purposes
other than sport or pleasure, including a dedicated pilot boat.

11
Section 85(2) of the Merchant Shipping Act 1995 provides that in section 85(1) of the Merchant
Shipping Act 1995 "United Kingdom ship" means a ship which—
(a) is registered in the United Kingdom; or
(b) is not registered under the law of any country but is wholly owned by persons each of whom
is—
(i) a British citizen, a British Dependent Territories citizen or a British Overseas citizen,
or
(ii) a body corporate which is established under the law of a part of the United Kingdom
and has its principal place of business in the United Kingdom.
12
“The definition of “ship” provided in section 313 of the Merchant Shipping Act 1995 is – “Ship” includes
every description of vessel used in navigation.

19
3 Application and Interpretation

3.1 Application

3.1.1 This Code applies to small workboats that operate to sea, and to all pilot boats,
carrying cargo and / or mot more than 12 passengers or industrial personnel. It
applies to such vessels that are United Kingdom (UK) vessels wherever they
may be, and to non-United Kingdom vessels in UK waters or operating from UK
ports.

3.1.2 The Code applies to all such vessels in commercial use, other than when in use
for recreational, sport or pleasure use, for which there are more appropriate
codes. Vessels need to comply with the applicable requirements of Edition 2 of
this Code unless they are existing vessels that are eligible for the Saving and
Transitional Provisions set out in Appendix 16.

3.1.3 Small workboats are vessels of less than 24 metres in Load Line length or, in
the case of a vessel the keel of which was laid or was at a similar stage of
construction before 21st July 1968, of less than 150 gross registered tons
(measured in accordance with the regulations in force at that time).

3.1.4 It is the responsibility of the owner/managing agent to ensure that a vessel is

properly maintained, examined, certified and manned in accordance with the
Code. The Code applies whether the owner/managing agent is corporate,
private or of a charitable nature.

3.1.5 At the date of application of the Code, any vessel that is in possession of a valid
Small Workboat Certificate, issued under the Codes of Practice named in
sections 1.4 above, may continue to be certificated provided they comply with
the standards under which they were examined, unless specifically stated
otherwise within this Code, including at Appendix 16.

3.1.6 For a vessel that has been certificated under the Codes of Practice named in
section 1.4 above for which the certification has lapsed, or has been
suspended, for no longer than 5 years, certification may be re-issued provided
it complies with the standards under which it was originally examined.
Documentary evidence of the previous certification should be presented and
any modifications during the uncertified period should be declared. A survey
will be required, the level of which will be determined by the Certifying Authority,
taking into account the condition of the vessel, and the period for which the
certification has lapsed, or has been suspended.

3.1.7 When any existing vessel has new equipment installed, or undergoes
modification, the standards of this Code relevant to the change, are to be
applied as far as is practicable.

3.1.8 A vessel certificated under sections 3.1.5 or 3.1.6 above, that changes to a more
onerous mode or category of operation, must comply with the section(s) of this
Code applicable to that change of mode or category of operation.

3.1.9 The Merchant Shipping (Small Workboats and Pilot Boats) Regulations 1998,
(SI 1998 No. 1609), as amended, under which this Code is applied, state that
“any provision of the Code which is expressed in the conditional (i.e. “should”)

20
 shall be a requirement”. Where the phrase “less than” is used in this code, this
is intended to mean “less than but not including” and “not more than” is intended
to include the number quoted.

3.1.10 A vessel to which this Code applies, but which exceeds the speed/displacement
ratio as defined within the ‘The Merchant Shipping (High Speed Craft)
Regulations 2004, (SI 2004 No. 302), as amended, need not be considered
under those High Speed Craft Regulations, if certificated to the requirements of
this Code, provided that it carries not more than 12 passengers or industrial
personnel. For the avoidance of doubt this code is not applicable to hovercraft.

3.2 Areas of Operation

3.2.1 A vessel may be considered for the issue of a Small Workboat and Pilot Boat
Certificate allowing it to operate in one of the following areas:

Area Category 6 - within 3 miles of land and not more than 3 miles radius from
either the point of departure to sea or the seaward boundary of protected waters
(see definition of “protected waters”), in favourable weather and daylight;

Area Category 5 - within 3 miles of land and not more than 3 miles radius from
either the point of departure to sea or the seaward boundary of protected
waters (see definition of “protected waters”) in favourable weather;

Area Category 4 - Up to 20 miles from a safe haven, in favourable weather and

in daylight;

Area Category 3 - Up to 20 miles from a safe haven;

Area Category 2 - Up to 60 miles from a safe haven;

Area Category 1 - Up to 150 miles from a safe haven;

Area Category 0 – Unrestricted service.

3.2.2 Depending on the nature of the vessel and its use, a vessel may be restricted
to less than the above specified limits. Such a restriction should be recorded
on the Small Work Boat Certificate for the vessel and should be limited to
operations within Area Categories 3, 4, 5 and 6 only.

3.2.3 A pilot boat should have a valid Pilot Boat Certificate (or Pilot Boat Endorsement
of a valid Small Workboat Certificate) allowing it to operate in the area(s) in which
it provides a pilotage service, including areas which are not to sea.

3.3 Certification

3.3.1 To be issued with a certificate for a particular area of operation, a vessel must
comply with all of the requirements of the Code for that operating area to the
satisfaction of the Certifying Authority.

3.3.2 A certificate is to be valid for not more than five years.

21
3.4 Water Based Commercial Activities

3.4.1 The Code deals with safety of the vessel and its occupants but the commercial
activities other than normal seamanship duties are not considered under the
Code e.g. commercial diving.

3.5 Interpretation

3.5.1 Where a question of application of the Code, or an interpretation of a part of the

Code arises, the owner/managing agent of the vessel concerned should in the
first instance seek clarification from the Certifying Authority. In situations where it
is not possible to resolve an issue of interpretation a decision may be obtained on
written application to the Vessel Standards Branch of the MCA, who may consult
with others as deemed appropriate.

3.6 Certifying Authorities

3.6.1 The MCA is itself an active Certifying Authority. However, other organisations
which are so authorised by the MCA may appoint persons for the purpose of
examining vessels, and may issue certificates.

3.7 Updating of the Code

3.7.1 In addition to the guidance on application and interpretation in section 3.5, the
Code requirements will be regularly reviewed by an Industry Working Group,
comprising representatives from the organisations listed in section 1 and any
other members as necessary. Amendments will be promulgated and a formal
review of the Code will be conducted at suitable intervals dependant on necessity.

3.7.2 When new standards are developed and finalised by the British Standards
Institution (BSI), European Committee for Standardization (CEN), International
Maritime Organization (IMO), International Organization for Standardization (ISO)
or any other international body, which impact upon the requirements of the Code,
amendment of the Code may be considered immediately. In the interim period,
draft standards may be applied where the MCA have accepted them as an
equivalent standard.

3.7.3 The enabling regulations provide for, from time to time, any document amending
the Code which is considered relevant to be specified by the Secretary of State
in a Merchant Shipping Notice.

3.8 Vessels Operating in Protected Waters and/or a Restricted Service -

Alternative Safety Standards

3.8.1 When the owner/managing agent of a vessel which operates in protected waters
and/or a restricted service (according to 3.2.2) considers that full application of
the Code would be inappropriate because other safety provisions have been
made, the owner/managing agent may request the Vessel Standards Branch of
the MCA, via the Certifying Authority, to consider certification of the vessel in
compliance with alternative safety standards. See also Appendix 4.

3.9 Equivalent Standards

3.9.1 When the Code requires that a particular piece of equipment or machinery should
be provided or carried in a vessel or that any particular provision should be made,

22
 to a specified standard, the Administration may permit any other piece of
equipment or machinery to be provided or carried, or any other provision to be
made, provided the Administration is satisfied by trials or otherwise that the
alternative is at least as effective as that required by the Code.

3.9.2 Where an owner or managing agent wishes to use an equivalent means of

compliance to the Code, that should be applied for formally to the
Administration, via the Certifying Authority, using the appropriate
documentation. All equivalencies that have been agreed by the Administration
should be recorded on the SWB2 form, and copy of the agreement should be
kept by the Certifying Authority on the vessel file.

3.10 Carriage of Additional Equipment

3.10.1 Equipment on board which is expected to be relied on in situations affecting

safety or pollution prevention must be in an operational condition. If such
equipment is inoperative and is in excess of the equipment required by this
Code it should either be repaired, removed or if removal is not practicable,
clearly marked as inoperative and secured13.

3.11 Risk Assessment of Operations

3.11.1 While every effort has been made to ensure this Code is suitable for generic
work boats / pilot boats operating, there may be local conditions or
circumstances or equipment not taken into account within the Code which
require additional measures to be put in place to mitigate known risks. Prior to
plan approval taking place, a risk assessment shall be carried out by the owner
/ managing agent to ensure that any circumstances, local conditions or
equipment not covered by the provisions of the Code are adequately
considered and all known risks are mitigated. This should be presented to the
Certifying Authority(s) conducting the examinations prior to plan approval so
that they too may take account of the risks identified.

3.11.2 If a workboat / pilot boat is moved from one area of operation to another area,
is converted for a change in operational use, or has an additional piece of
equipment fitted, a new risk assessment required by 3.11.1 should be
conducted. Such a risk assessment should include the assessment of any
previously accepted equivalent arrangements to ensure that they will continue
to provide an equivalent level of safety in the new circumstance.

Further guidance can be found in MGN 79 (M+F) “Safety Equipment and Pollution Prevention
13

Equipment Carried in Excess of Statutory Requirements”.

23
4 Construction and Structural Strength

4.1 General Requirements

4.1.1 A vessel which operates in Area Category 0, 1, or 2 should be fitted with a

watertight weather deck over the length of the vessel, satisfying the
requirements of section 4.3.1, and be of adequate (see 4.2.1) structural
strength to withstand the sea and weather conditions likely to be encountered
in the intended area of operation.

4.1.2 A vessel which is not fitted with a watertight weather deck in accordance with
section 4.1.1 should be restricted to Area Category 3, 4, 5 or 6. An open boat
should be restricted to service in Area Categories 4, 5 and 6, however
compliance with the guidance in 4.5.2 may allow operation in Area Category 3.
Sections 4.1.3 and 4.1.4 apply to a vessel referred to in section 4.1.2. Both
types of boats shall be provided with adequate reserves of buoyancy and
stability for the vessel to survive the consequences of swamping when loaded
with all the vessel’s equipment, fuel, cargo, activity related equipment (e.g.
diving equipment) and the number of persons for which it is to be certificated.
See sections 11 & 12 for applicable standard.

4.1.3 An open boat should not carry cargo, or a combination of passengers, industrial
personnel and cargo, for which the cargo element is in excess of 1000
kilogrammes (kg) (refer to section 11 - Stability, and 12 - Freeboard). Such a
vessel may not be fitted with a lifting device, or be engaged in towing
operations.

4.1.4 A motor vessel fitted with a watertight weather deck, which does not meet the
freeboard requirements of section 12.2, but which possesses adequate
reserves of buoyancy (>10%) above the weather deck, may be considered for
the operations defined in section 4.1.3 above, provided the following conditions
are satisfied:-

.1 Freeboard to the gunwale edge should meet that required by section

12.2.2.3. Freeboard to the weather deck should be positive in all loading
conditions.

.2 The recess bounded by the reserve buoyancy and gunwales should

meet the standard for quick-draining cockpits for Category A vessels,
within ISO 11812 – ‘Small Craft – Watertight Cockpits and Quick-
draining Cockpits’, or equivalent.

.3 The vessel should comply with the relevant intact stability criteria for
transverse stability, and should display positive longitudinal stability, for
the duration of the drain time.

4.1.5 Figure 4.1.5 shows a suitable type of arrangement for the purposes of section
4.1.4. Shaded areas show buoyancy above the watertight deck, in this case at
the vessel sides, but which may equally be fore and aft.

24
4.2 Structural Strength

4.2.1 General

4.2.1.1 The design of hull structure and construction should provide strength and
service life for the safe operation of a vessel, at its service draught and
maximum service speed, to withstand the sea and weather conditions likely to
be encountered in the intended area of operation.

4.2.1.2 All vessels for operation in Area Category 0, 1 or 2 should be designed and
built in accordance with the hull construction standards of a recognised
Classification Society or equivalent standard e.g. Seafish design, or to first
principles.

4.2.1.3 All vessels for operation in category 3 - 6 should be designed and built to a
recognised standard14 satisfactory to the Certifying Authority for their intended
use.

14
ISO 12215-5 should be used with caution where the vessels’ hull or superstructure is fabricated of
fibre reinforced plastic, or where the vessel is subject to impact loading from contact with fixed structures
such as offshore wind farm turbine towers, or the vessel is a multihull, until such time that it is updated
with respect to commercial vessels.

25
4.2.1.4 The vessel structure and the equipment fitted to that structure should be
verified15 by the Certifying Authority as being of suitable strength to withstand
the loads that are likely to be imposed when operating at the maximum capacity
of any lifting appliance (including diver lifts), cleats, windlass, winches, bollards
etc. See also Section 25 for particular applications. This should also be verified
by the Certifying Authority where any modifications are undertaken. PUWER16,
MGN 331(M+F)17 and Code of Safe Working Practices for Merchant Seafarers
(CoSWP) Chapter 18, 19, 26 and note for lifting equipment should be referred
to. The builder of the workboat should provide information on the breaking
strength of the strong points. Equipment manufacturers’ instructions on
installation, operation and maintenance should be followed as required by
LOLER18 and PUWER Regulations. Where equipment standards are not
specified in the Code the Certifying Authority should agree an appropriate
standard.

The breaking strength of lines/chains shall in general not exceed 80 % of the

breaking strength of the respective strong point.

4.2.2 Construction

4.2.2.1 A vessel’s hull and superstructure may be constructed of wood, fibre reinforced
plastic (FRP), aluminium alloy, steel or combinations of such materials.
Requirements for materials used for the construction of inflatable and rigid
inflatable boats are given in section 4.5.2.

4.2.2.2 Proposals to use any other material should be submitted to the Certifying
Authority for consideration and approval. When a Certifying Authority considers
it does not have the necessary expertise to deal with vessels of the hull material
proposed, the Administration should be consulted with regard to the procedures
to be adopted.

4.2.2.3 The hull of a vessel which has been surveyed and certificated by an UK Load
Line Assigning Authority should be acceptable, subject to presentation of a
Certificate of Construction.

4.2.2.4 UK Load Line Assigning Authorities, in addition to the MCA, are American
Bureau of Shipping, Bureau Veritas, DNV GL, Lloyd’s Register, Nippon Kaiji
Kyokai and Registro Italiano Navale.

4.2.2.5 A vessel which has not been built under the survey of an UK Load Line
Assigning Authority will be considered to be of adequate strength after a
satisfactory examination by an authorised person and if it has been built:

15
Certifying Authorities should verify that the owner has employed a competent person to prepare
structural analysis and drawings. Owners or owners consultant to provide drawings and documents and
proof of analysis to a recognised standard (class), safety factors used, maximum permissible combined
stress, actual calculated stress. Certifying Authority should check that those plans and calculations are
representative of the ship and are reasonable. Responsibility for accuracy to remain with consultant.
16
PUWER – SI 2006 No. 2183. Merchant Shipping and Fishing Vessels (Provision and Use of Work
Equipment) Regulations 2006
17
MGN 331 - Merchant Shipping and Fishing Vessels (Provision and Use of Work Equipment)
Regulations 2006
18
LOLER – SI 2006 No. 2184. The Merchant Shipping and Fishing Vessels (Lifting Operations and
Lifting Equipment) Regulations 2006

26
 .1 in accordance with the hull certification standards for small vessels,
published by one of the Load Line Assigning Authorities; or

.2 in accordance with the hull certification standards19 for small vessels

provided in Appendix 13;

4.2.2.6 A vessel not built in accordance with either section 4.2.2.3 or 4.2.2.5 may be
specially considered, provided that full information (including calculations,
drawings, details of materials and construction) is presented to and approved
by the Certifying Authority.

4.2.2.7 A vessel with an existing certificate at the date of coming into force of the Code,
or in possession of a valid Load Line Certificate or Load Line Exemption
Certificate appropriate to the operational category shall continue to be considered
of adequate strength for its existing equivalent category.

4.3 Decks

4.3.1 Weather Deck

4.3.1.1 A watertight weather deck referred to in section 4.1.1 should extend from stem
to stern and have positive freeboard throughout, in any condition of loading of
the vessel. (Minimum requirements for freeboard are given in section 12.)

4.3.1.2 A weather deck may be stepped, recessed or raised provided the stepped,
recessed or raised portion is of watertight construction.

4.3.2 Recesses

For water freeing arrangements generally, see section 6 and, for freeboard
requirements, see section 12.

4.3.2.1 For motor vessels, a recess in a weather deck complying with section 4.3.1.1,
should be of watertight construction and have means of drainage capable of
efficient operation when the vessel is heeled to angle of 10 degrees (°). Such
drainage is to have an effective area, excluding grills and baffles, of at least 20
square centimetres (cm2) for each cubic metre of volume of recess below the
weather deck.

4.3.2.2 Alternative arrangements for the size and drainage of a recess may be
accepted provided it can be demonstrated that, with the vessel upright and at
its deepest draught, the recess drains from a swamped condition within 3
minutes; or the cockpit or recess should comply with ISO 11812 (Small Craft –
Watertight and Quick Draining Cockpits) for the relevant design category. See
Appendix 13.

4.3.2.3 If a recess is provided with a locker which gives direct access to the interior of
the hull, the locker should be fitted with weathertight cover(s). In addition the
cover(s) to the locker should be permanently attached to the vessel’s structure

19
ISO 12215-5 should be used with caution where the vessels’ hull or superstructure is fabricated of
fibre reinforced plastic, or where the vessel is subject to impact loading from contact with fixed structures
such as offshore wind farm turbine towers, or the vessel is a multihull, until such time that it is updated
with respect to commercial vessels.

27
 and fitted with efficient locking devices to secure the cover(s) in the closed
position.

4.4 Watertight Bulkheads

4.4.1 The strength of a watertight bulkhead and the effectiveness of any alternative
means should be adequate for the intended purpose and to the satisfaction of
the Certifying Authority.

4.4.2 When pipes, cables, etc. penetrate watertight bulkheads, they should be
provided with valves and/or watertight glands, as appropriate.

4.4.3 A doorway fitted in a watertight bulkhead should be constructed so as to be

watertight from both sides and be kept closed at sea, unless opened for access
only, at the discretion of the Master. A notice should be fitted to both sides of
the door “To be kept closed at sea, open for access only”. Sliding watertight
doors, where fitted, are to be provided with suitable safety provision to avoid
injury to personnel by closure of the door.

4.4.4 For vessels with a waterline length greater than 15m and operating in Area
category 0, 1, or 2, a collision bulkhead should be fitted. The collision bulkhead
is to be positioned within the forward 20% of the vessel length from the bow.

4.5 Open Boats, Inflatable and Rigid Inflatable Boats

4.5.1 General

The following requirements should apply to an inflatable or rigid inflatable boat,

other than a tender (dinghy) covered by section 24.

4.5.2 Rigid Inflatable Boats and Open Boats in Area Categories 2 and 3

Generally, a rigid inflatable boat which is intended to operate as an independent

vessel in Area Category 2 or 3 (and is not a tender operating from a vessel)
should be of a design and construction which would meet the requirements of
Chapter III of the 1974 SOLAS Convention, as amended, and the parts of the
Annex to IMO Resolution MSC.48(66) – “International Life-Saving Appliance
Code”, as amended, and MSC.81(70) – “Testing and Evaluation of Life–Saving
Appliances”, as amended – which are appropriate to the type of boat and
subject to the variations which are given in the Code. Inflatable boats are not
considered appropriate for operation in Area Categories 2 and 3. An open boat
which is intended to operate as an independent vessel (and is not a tender
operating from a vessel) may operate in Category 3 (e.g. not category 2)
provided that it is of a design and construction which would meet the
requirements ISO 1221520 and is either RCD Design Category A or B (see EC
Directive 94/25/EC as amended by 2003/44/EC) which are appropriate to the
type of boat.

20
ISO 12215-5 (see Appendix 13 of this code) should be used with caution where the vessels’ hull or
superstructure is fabricated of fibre reinforced plastic, or where the vessel is subject to impact loading
from contact with fixed structures such as offshore wind farm turbine towers, or the vessel is a multihull,
until such time that it is updated with respect to commercial vessels. Where this standard is applied to
fibre reinforced plastic (FRP) vessels, Annex C FRP Laminate Properties and Calculations should also
be referred to. This Annex is intended to support the ISO standard and is part of the scantling
requirements of that standard.

28
4.5.2.1 A rigid inflatable boat may only be considered for operations in Area Category
2, if it has a permanent accommodation space for all persons on board which
has a steering position for the vessel within it.

4.5.2.2 A rigid inflatable boat or open boat may only be considered for operations in
Area Category 3 or 5 (night time operations), if fitted with a substantial
enclosure for the protection of persons on board and purpose designed, subject
to approval by the Certifying Authority. A substantial enclosure can be a
permanently secured solid structure, or one that can be removed in harbour,
provided when in place it is through bolted to the deck and adequately
constructed to meet the designed vessel limitations. Portable canopies that are
secured by lines or by fabric hook and loop fastening are not acceptable.

4.5.2.3 For Area Category 3 and 5 operation only, alternative provision for enclosures
to that in 4.5.2.2 may be considered, with operational/seasonal limitations.
Such cases should be to the satisfaction of the Certifying Authority using the
provisions of Appendix 8.

4.5.2.4 Inflatable and Rigid Inflatable Boats in Area Categories 4, 5 and 6.

4.5.2.5 An inflatable boat or rigid inflatable boat, of less than 8 metres in length, which
is intended to operate as an independent vessel in Area Category 4, 5 or 6
should be of a design and construction which would meet the requirements of
ISO 6185 Part 2 or 3. Inflatable boats or rigid inflatable boats meeting the
requirements of ISO 6185 Part 1 are not suitable for operation under the Code
of Practice. Vessels over 8 metres in length should be assessed in accordance
with section 4.2.2 or vessels in Area Category 4, 5 or 6 should be of a design
and construction which would meet the requirements of ISO 6185 Part 4. See
Appendix 13.

4.5.2.6 The structure of the rigid hull of a rigid inflatable boat may alternatively be
assessed in accordance with section 4.2.2.

4.5.2.7 When the production of boats is covered by an approved quality system and
boats are built in batches to a standard design, prototype tests on one boat
may be accepted for a boat of the same design submitted for compliance with
the Code.

4.5.2.8 A boat should be of strength to withstand the sea and weather conditions likely
to be encountered in the intended area of operation.

4.5.3 Construction

4.5.3.1 For boats complying with section 4.5.2.1 (except open boats), materials should
satisfy the requirements of Chapter III of the 1974 SOLAS Convention, as
amended, (including ISO 15372:2000 Ships and marine technology. Inflatable
rescue boats. Coated fabrics for inflatable chambers), except that fire–retarding
characteristics are not required for the hull material.

4.5.3.2 For boats complying with section 4.5.2.2 and 4.5.2.3, materials should
satisfy the requirements of ISO 6185, Part 2 or Part 3 as appropriate to the
engine size.

29
4.5.3.3 A new boat of a type certified as a rescue boat under the Merchant Shipping
(Marine Equipment) Regulations 1999 (SI 1999 No. 1957), as amended, or
provided with a letter of compliance for use as a fast rescue boat for offshore
stand-by vessels, or any equivalent certification or compliance, should be
accepted as complying with the construction requirements of the Code.

4.5.3.4 A new boat which is not built in accordance with either section 4.5.2.1, 4.5.2.2
or 4.5.2.3 may be specially considered, provided that full information (including
calculations, drawings, details of materials and construction) is presented to
and approved by the Certifying Authority.

4.5.3.5 A permanent shelter provided for the protection of persons on-board should be
of construction adequate for the intended purpose and the intended area of
operation.

4.5.4 Testing

4.5.4.1 In addition to the examination regime in accordance with section 27 the

following should be applied during the life of the certificate:

.1 Annually (by the owner/managing agent) – An airtightness test as

follows;

• Inflate each compartment of the boat individually to 120% of the

safe working pressure.

• Check Integrity of tubes and seams for each compartment with

soapy water and, in the case of a rigid inflatable boat, the integrity
of the joints between the tubes and the hull.

• Check that after 30 minutes the pressure is still at 120%.

• Inflate all compartments to the safe working pressure, and record

the ambient temperature. After 24 hours in this condition, pressures
should be rechecked and the ambient temperature retaken and then
check that the pressure is not less than 100% of working pressure.

• A declaration should be sent to the Certifying Authority on

completion.

.2 At the renewal examination, testing shall be conducted to the

satisfaction of the Certifying Authority by a competent person in
accordance with the manufacturer’s recommendations.

4.6 Vessels which are Workboats Launched and Recovered from Mother
Vessels or Shore/Platform Based Facilities.

4.6.1 Vessels certified under this Code which are required to be launched and
recovered by lifting should meet appropriate hull construction standards for that
purpose. When vessels are lifted to enable launch and recovery they should
also be fitted with lifting points that correspond with the construction of the
vessel.

30
4.6.2 Where a vessel certified under this Code is launched or recovered on a ramp,
the vessel should meet appropriate hull construction standards for that
purpose.

4.6.3 Further to 24.5 it is expected that a daughter craft and crew should be safely
recoverable. Where the workboat certification specifies defined conditions to
allow safe launch and recovery, these conditions should be noted on the
certificate and met, then the mother vessel or shore or platform facility can be
considered as a safe haven for the purpose of assigning an Area Category.
Also refer to section 24 requirements for Type 1 Tenders.

4.6.4 Where those persons on board such a vessel cannot be safely transferred to
the mother vessel or platform facility, the vessel certified under this Code should
be certified appropriately for the area it is being operated in to allow it to return
to a safe haven ashore. In effect this vessel cannot be considered as a Type 1
Tender. See also section 24.5 and 24.6 requirements for Type 1 Tenders.

31
5 Weathertight Integrity

5.1 General

5.1.1 A vessel should be designed and constructed in a manner which will prevent
the ingress of sea water and in particular comply with the following
requirements. For strength and watertightness of closing appliances only, the
requirements of ISO 12216 are considered acceptable. See Appendix 13.

5.2 Hatchways and Hatches

5.2.1 General Requirements

5.2.1.1 A hatchway which gives access to spaces below the weather deck should be of
efficient construction and be provided with efficient means of weathertight closure.
For cargo hatchways, reference should be made to section 25.3.

5.2.1.2 A cover to a hatchway should be hinged, sliding, or permanently secured by

other equivalent means to the structure of the vessel and be provided with
sufficient locking devices to enable it to be positively secured in the closed
position.

5.2.1.3 A hatchway with a hinged cover which is located in the forward half of the vessel
should have the hinges fitted to the forward side of the hatch, as protection of
the opening from boarding seas, except where it is not possible to do so, due
to the shape of the hatch or the moulding it is in. A hatch with the hinges on
the after side of the hatch should be secured closed at sea, and be provided
with a suitable blank. This is not intended to apply to small technical spaces
drained directly overboard, e.g. anchor lockers.

5.2.1.4 Hatches which are used for escape purposes should be capable of being
opened from both sides.

5.2.1.5 Hatches in recessed or stepped decks of vessels described in 4.3.1.2, that

provide access to sea inlet valves, should have access openings at least 300
millimetres (mm) above the minimum freeboard to deck (see 12.2.2), or the sea
inlet valves fitted with remote closing devices.

5.2.2 Hatchways which are Open at Sea

In general, hatches should be kept secured closed at sea. However, a hatch

which is to be open at sea for lengthy periods should be:

.1 kept as small as practicable, but never more than 1 square metre (m²)
in plane area at the top of the coaming;

.2 located on the centre line of the vessel or as close thereto as

practicable;

.3 fitted such that the access opening is at least 300mm above the top of
the adjacent weather deck at side.

32
5.3 Doorways and Companionways

5.3.1 Doorways Located Above the Weather Deck

5.3.1.1 A doorway located above the weather deck which gives access to spaces
below should be provided with a weathertight door. The door should be of
efficient construction, permanently attached to the bulkhead, not open inwards,
and sized such that the door overlaps the clear opening on all sides, and has
efficient means of closure which can be operated from either side.

5.3.1.2 A doorway should be located as close as practicable to the centre line of the
vessel. However, if hinged and located in the side of a house, the door should
be hinged on the forward edge.

5.3.1.3 A doorway which is either forward or side facing should be provided with a
coaming, the top of which is at least 300mm above the weather deck. A
coaming may be portable provided it can be permanently secured to the
structure of the vessel and can be locked in position whilst at sea.

5.3.2 Companion Hatch Openings

5.3.2.1 A companion hatch opening from a cockpit or recess which gives access to
spaces below the weather deck should be fitted with a coaming or washboard,
the top of which is at least 300mm above the sole of the cockpit or recess.

5.3.2.2 When washboards are used to close a vertical opening they should be so
arranged and fitted that they will not become dislodged.

5.3.2.3 The maximum breadth of the opening of a companion hatch should not exceed
1 metre.

5.4 Skylights

5.4.1 A skylight should be of efficient weathertight construction and should be located

on the centre line of the vessel, or as near thereto as practicable, unless it is
required to provide a means of escape from a compartment below deck.

5.4.2 When a skylight is an opening type it should be provided with efficient means
whereby it can be secured in the closed position.

5.4.3 A skylight which is provided as a means of escape should be capable of being

opened from both sides.

5.4.4 Unless the glazing material and its method of fixing in the frame is equivalent
in strength to that required for the structure in which it is fitted, a portable “blank”
should be provided which can be efficiently secured in place in event of
breakage of the glazing. The blank should be of suitable material and strength
to the satisfaction of the Certifying Authority.

5.5 Portlights and Windows

5.5.1 A portlight or window to a space below the weather deck or in a step, recess,
raised deck structure, deckhouse or superstructure protecting openings leading
below the weather deck should be of efficient construction which provides

33
 weathertight integrity (and be of strength compatible with size) for the intended
area of operation of the vessel.

5.5.2 A portlight or window should not be fitted in the main hull below the weather
deck, unless the glazing material and its method of fixing in the frame are
equivalent in strength, with regard to design pressure, to that required for the
structure in which it is fitted.

5.5.3 An opening portlight should not be provided to a space situated below the
weather deck.

5.5.4 Portlights, windows and their frames should meet the appropriate Marine
Standards defined in equivalent British, European, National or International
Standards or standards of a recognised Classification Society (see MSN
1672(M+F)(Amendment 3), as amended).

5.5.5 A portlight fitted below the weather deck and not provided with an attached
deadlight should be provided with a "blank" (the number of blanks should be
sufficient for at least half of the number of such portlights of each different size
in the vessel), which can be efficiently secured in place in the event of breakage
of the portlight. The blank should be of suitable material and strength to the
satisfaction of the Certifying Authority. Such a "blank" is not required for a non-
opening portlight which satisfies section 5.5.2.

5.5.6 An opening portlight should not exceed 250mm in diameter or equivalent area.

5.5.7 A window fitted in the main hull below the weather deck should meet the
requirements of section 5.5.2, or be provided with a blank meeting the
requirements of section 5.5.8.

5.5.8 In a vessel which operates more than 60 miles from a safe haven, portable
"blanks" for windows should be provided (the number of blanks should be
sufficient for at least half of the number of such windows of each different size
in the vessel) which can be efficiently secured in place in the event of breakage
of a window.

5.5.9 For the wheelhouse:

.1 windows and their frames should meet the requirements of section

5.5.4, having due regard to the increased thickness of windows
comprising one or more laminations in order to achieve equivalent
strength; and

.2 polarised or tinted glass should not be used in windows provided for

navigational visibility (although portable tinted screens may be provided
for nominated windows).

.3 wheelhouse visibility – see sect 9.1.2 and 19.6

5.6 Ventilators and Exhausts

5.6.1 A ventilator should be of efficient construction and, where situated on the

weather deck and not complying with section 5.6.3, should be provided with a
readily available means of weathertight closure, consideration should be given
to requirements of Fire Protection (section 14).

34
5.6.2 A ventilator should be kept as far inboard as practicable and the height above
the deck of the ventilator opening should be sufficient to prevent the ready
admission of water when the vessel is heeled (see sections 11.3, 11.4, 11.6 and
11.8).

5.6.3 A ventilator which must be kept open, e.g. for the supply of air to machinery or
for the discharge of noxious or flammable gases, should be specially
considered with respect to its location and height above deck having regard to
section 5.6.2 and the downflooding angle (see sections 11.3, 11.4, 11.6 and
11.7).

5.6.4 Vessels which are fitted with engine air intakes in the hull side, which do not
satisfy the requirements of 5.6.1, 5.6.2 and 5.6.3, may be accepted by a
Certifying Authority, but the risk of fire in the machinery space or downflooding
should be taken into consideration and restrictions on operations will be
necessary.

Such an air intake must be capable of being remotely closed before the
activation of a fixed fire extinguishing system for the machinery space, as
required by 15.6.3.

5.6.5 An engine exhaust outlet which penetrates the hull below the weather deck
should be provided with means to prevent backflooding into the hull through
the exhaust system. The means may be provided by system design and/or
arrangement, built-in valve or a portable fitting which can be applied readily in
an emergency.

5.7 Air Pipes

5.7.1 When located on the weather deck, an air pipe should be kept as far inboard
as possible and have a height above deck sufficient to prevent inadvertent
downflooding when the vessel is heeled (see sections 11.3, 11.4, 11.6 and 11.7).

5.7.2 An air pipe, of greater than 10mm inside diameter, serving a fuel or other tank
should be provided with a permanently attached means of weathertight closure.
Means of closure may be omitted if it can be shown that the open end of the
air pipe is afforded adequate protection by other means, which will prevent the
ingress of water.

5.7.3 An air pipe serving a fuel tank (also see section 7.4.) or other tank, where provided
with a closing appliance, should be of a type which will prevent excessive
pressure on the tank boundaries. Provision should be made for relieving a
vacuum when tanks are being drawn from or emptied.

5.8 Sea Inlets and Discharges

5.8.1 An opening below the weather deck should be provided with a positive means
of closure. The number of inlets and discharges should be kept to an
operational minimum.

5.8.2 When an opening is for the purpose of an inlet or discharge below the waterline
it should be fitted with a seacock, valve or other effective means of closure

35
 which is either remotely operated or readily accessible in an emergency.
Discharge lines should also have an automatic non-return valve.

5.8.3 When an opening is for a log or other sensor, which is capable of being
withdrawn, it should be fitted in an efficient watertight manner and provided with
an effective means of closure when such a fitting is removed. A non-metallic,
or non-flush metallic fitting, log or sensor should not be fitted in machinery
spaces or in any spaces in vessels that operate at high speed unless located
in small cofferdams designed for the purpose and with any access panels and
service transits made watertight. If access is designed to be opened at sea, a
test cock should be provided.

5.8.4 Inlet and discharge pipes from marine toilets should be provided with shell
fittings as required by section 5.8.2. When the rim of a marine toilet is less than
300mm above the deepest waterline of the vessel, unless otherwise indicated
by manufacturer’s recommendations, anti - syphon measures should be
provided.

5.8.5 Observation glasses fitted in sea water systems below the deepest anticipated
waterline, including any trim or heel, shall be so protected as to minimise the
risk of mechanical damage, failure and consequential flooding.

5.9 Materials for Valves and Associated Piping

5.9.1 A valve or similar fitting attached to the side of the vessel below the waterline,
within a machinery space or other high fire risk area, and essential system
piping should be normally of steel, bronze, copper, or other non-brittle fire
resistant material or equivalent.

5.9.2 When plastic21 piping or flexible22 pipe is used it should not contribute any
additional risks or spread of fire, be of good quality and of a type suitable for
the intended purpose. Plastic / non-metallic piping should only be allowed
where consideration has been given to the usage of the pipe, e.g. with respect
to system type (open or closed loop), system pressure, system temperature,
system pipe internal fluid, location etc., using class requirements and IMO
A.753(18) as amended for guidance. Plastic pipes should not be used for cargo
pipes carrying flammable liquids, described in 7.9.

5.9.3 Materials readily rendered ineffective by heat must not be used for fire main,
hydrants, valves or cocks. Materials with a melting point above 1000 oC may
normally be accepted as meeting the above. Fittings which incorporate low
melting point components may be accepted, provided they have passed a fire

21
Plastic(s) as used in this code refers to both thermoplastic and thermosetting plastic materials, with
or without reinforcement, such as uPVC and fibre reinforced plastics (FRP). Plastic includes synthetic
rubber and materials of similar thermo / mechanical properties.
22
Flexible pipes, hoses and hose assemblies – which are flexible hoses with end fittings attached –
should be in as short lengths as practicable, but should not, in general, exceed 1.5 m in length, and
only be used where necessary to accommodate relative movement between fixed piping and machinery
parts. Where a flexible section of piping is provided, connections should be of a screw type or equivalent
approved type. Flexible pipes and end attachments shall be of approved fire-resisting materials.

36
 test in accordance with ISO 10497. It should be taken into account in the test
that it cannot be guaranteed that the fire main will be flooded at all times.

5.9.4 Any Flexible or non-metallic piping, and engine room bulkhead and deck
penetrations, where failure would present a risk of flooding, which contribute any
additional risk of spread of fire, fitted in a machinery space or fire risk area should
be of fire resistant material in accordance with ISO Standard 15540 or IMO
A.753(18)23 as amended, and the pipes are used in accordance with the fire
endurance requirements matrix in Appendix 4 of the Res A.753(18), or exhaust
quality rubber hosing for exhaust systems where applicable (see Appendix 13),
and a means should be provided to stop the ingress of water in the event of the
pipe being damaged, operable from outside the space. (See section 5.9.1 for
valve requirements).

5.9.5 Where a vessel is a multihull (i.e. comes under section 7.1.5 or a complex
workboat described in 14.10.1), and where bilge pumping and fire main are
provided in excess of the code requirements this may be taken into consideration
by the Certifying Authority in any risk assessment of the suitability of use of non-
metallic pipes in these systems, subject to 5.9.2 above.

23
Note: IMO Resolution A.753(18) places limits on the extent to which rigid plastic piping can be used.

37
6 Water Freeing Arrangements

6.1 When a deck is fitted with bulwarks such that shipped water may be trapped
behind them, the bulwarks should be provided with efficient freeing ports that
will ensure the deck can be effectively drained. This section is not intended to
apply to inflatable boats or boats fitted with a buoyant collar, as these
requirements are dealt with in other parts of the Code.

6.2 The area of freeing ports should be at least 4% of the bulwark area and be
situated in the lower third of the bulwark height, as close to the deck as
practicable.

6.3 A vessel of less than 12 metres in length, having a well deck aft which is fitted
with bulwarks all round and which is intended to operate no more than 60 miles
from a safe haven (Area Categories 2, 3, 4, 5 and 6), should be provided with
freeing ports required by section 6.2 or may be provided with a minimum of two
ports fitted (one port and one starboard), which may be in the transom, each
having a clear area of at least 225cm2 (0.0225m2). Ports may only be fitted in
the transom on vessels where under all foreseeable conditions water will drain.

6.4. Smaller ports may however be accepted in a vessel having only small side deck
areas in which water can be trapped, the reduced area being based on the
volume of water which is likely to become so trapped. The following correction
to the required freeing port area may be applied:-

FPREQ = FPMAX *( AACT / AMAX )

Where

FPREQ = Freeing port area required

FPMAX = Maximum freeing port area required
AACT = Actual area of deck fitted with enclosed bulwarks, excluding
superstructure or deckhouse area
AMAX = Area of maximum sized well (0.7L x B) where L and B are the dimensions
of the vessel

6.5 When a non-return shutter or flap is fitted to a freeing port it should have
sufficient clearance to prevent jamming and any hinges should have pins or
bearings of non-corrodible material.

6.6 Structures and spaces considered to be non-weathertight should be provided

with efficient drainage.

6.7 Where cargo is to be stowed on deck, the stowage arrangement should be such
as to not impede the free flow of water from the deck.

6.8 A vessel intended to operate in sea areas where ice accretion can occur should
be specially considered with regard to water freeing arrangements (also see
section 11.1.1.4).

6.9 Where independent self-contained wheelhouses are fitted, provisions are to

be made so that such wheelhouses can drain quickly, typically in the event of
wheelhouse window failure and consequential flooding.

38
7 Machinery

7.1 General Requirements

7.1.1 Generally, machinery installations should comply with the requirements given
below. Other installations proposed may be specially considered, provided
that full information is presented to and approved by the Administration.

7.1.2 The main propulsion machinery and all auxiliary machinery essential to the
propulsion and the safety of the vessel should be designed to operate when the
vessel is upright and when inclined at any angle of heel and trim up to and
including 15 degrees and 7.5 degrees respectively either way under static
conditions.

7.1.3 Requirements relating to Air Emissions from engines are addressed in 28.2.5.

7.1.4 A vessel fitted with either a petrol or diesel engine should be provided with an
engine suitable for marine use and with sufficient fuel tankage for its area of
operation.

7.1.5 A vessel fitted with twin / multiple engine rooms should also be fitted with
separate fuel systems and separate electrical and control systems.

7.1.6 A vessel should be provided with sufficient fuel for its intended area of operation,
spare portable petrol containers must not be carried on board (containers
intended for refuelling a tender are excluded from this, see Chapter 24) unless it
is judged to be essential to assure the safe completion of a particular voyage or
excursion (see section 7.8).

7.1.7.1 Fuel tanks should be built of steel / stainless steel or other suitable metal to a
suitable standard, see Appendix 13. Other materials may be used if they
demonstrate equivalent fuel and corrosion resistance and fire resistance to the
same standard as that required for the machinery space boundary, where the
space is not protected, the tank should be protected against the effect of fire in
the machinery space.

7.1.7.2.1 Where a rigid aluminium fuel tank is fitted, it should be built to a suitable standard
(see Appendix 13) and it should not normally be installed within the machinery
space, nor are they to form part of the boundary of such a space. They should
be located in a dedicated, suitably ventilated space. Where fitting inside the
machinery space is unavoidable then it should not contribute any additional fire
risk e.g. through the fitting of additional structural fire protection.

7.1.7.2.2 Where a rigid plastic fuel tank is necessary it should not contribute any additional
fire risk, it should be built to a suitable standard (see Appendix 13), should not be
installed within the machinery space, nor are they to form part of the boundary
of such a space. They should be located in a dedicated, suitably ventilated space
to prevent the build-up of explosive gases with suitable electrical equipment;
NOTE Thermoplastic tanks and components may be affected by high return
fuel temperature. It is therefore important for designers and operators to
understand the engine installation manual.

39
7.1.7.3 Fuel spaces shall be ventilated to prevent the build-up of explosive gases.
Where petrol tanks are fitted, the requirements of ISO 1110524 shall be fulfilled.
See Appendix 13 and 7.3.1.2.

7.1.8.1 Where it is proposed to use low flash point fuels (other than petrol or diesel),
the operator should contact the Administration for guidance early in the project
and the proposal shall be supported by a detailed risk assessment.
Consideration should be given to safe storage and use of the fuel on board in
approved containers using approved pipe systems where appropriate.

7.1.8.2 The operator will need to satisfy the Administration that an appropriate level of
safety is provided, which shall include the machinery installation being verified
against UK authorised Classification Society standards and being in general
compliance with national standards.

7.1.8.3 The operator should take consideration of fuel transportation, carriage, storage
ashore, and refuelling operations which shall be in accordance with Health and
Safety Executive requirements.

7.2 Diesel Engines

7.2.1 A vessel may be fitted with either an inboard or an outboard diesel engine.

7.3 Petrol Engines

7.3.1 A petrol engine may be accepted provided that the engine is a suitable outboard
type.

7.3.1.1 A vessel of any type may be fitted with a small engine (usually less than 4.5 kW)
manufactured with an integral fuel tank, provided a safety warning sign is
displayed with details of appropriate precautions to be taken when filling the fuel
tank.

7.3.1.2 Vessels other than inflatable boats should supply fuel to the engine from either:

.1 permanently installed fuel tank/s constructed to an appropriate standard

(see Standards Appendix 13) and in the case of vessels fitted with a watertight
weather deck shall have arrangements such that spillage during fuel handling will
drain into a suitable receptacle to prevent it draining overboard. A vessel’s
permanently installed tank/s should not form part of the hull; or

.2 if the vessel is less than 8m length or is a vessel with a total power rating
of less than 75kW, a separate tank of 55 litres or less with a handle, or two tanks
of 27 litres or less, where two outboard engines are fitted, in capacity complying
to an appropriate standard (see Standards Appendix 13), provided that the
portable tank arrangement is of a suitable proprietary design where the tank
meets the securing, ventilation and filling arrangements in 7.5. The tank/s must
be fitted with the standard quick connection to the outboard engine without the
risk of any spillage and the batteries should be linked by an emergency link
isolator or other means of cross-connecting to allow the starting of an engine
with a flat battery.

24
ISO 11105 Small craft — Ventilation of petrol engine and/or petrol tank compartments

40
7.3.1.3 Inflatable boats less than 8 m length overall, with engines of less than 15 kW
power rating, that do not have an integral fuel tank, should supply fuel to the
engine from a separate tank of 27 litres or less in capacity complying with an
appropriate standard (see Standards Appendix 13). The tank must be fitted with
the standard quick connection to the outboard engine without the risk of any
spillage. The securing, ventilation and filling arrangement of this tank should meet
the requirements of 7.5.

7.3.2 In locations where an accumulation of hydrocarbon vapours is likely to occur, a

suitable hydrocarbon gas detector should be fitted under or adjacent to the tank
(located in a safe place). The detector components and any other electrical
equipment residing in the vapour area should not be capable of causing ignition.

7.3.3 Attention is drawn to the electrical arrangement requirements (section 8.6).

7.4 Installation

7.4.1 The machinery, fuel tank(s) and associated piping systems and fittings should
be of a design and construction adequate for the service for which they are
intended, see Appendix 13. These should be installed and protected so as to
reduce to a minimum the danger to persons during normal movement about
the vessel, with due regard being paid to moving parts, hot surfaces and other
hazards.

7.4.2 Special consideration should be given to the design and installation of high
pressure fuel pipe systems on diesel machinery to reduce the risk of oil mist
fires through failure of the pipes or associated fittings, particularly where they
are exposed to excessive temperatures and vibrations.

Mitigations could include the use of double-skinned pipes, shielding, insulation

of hot surfaces, proximity and protection of electrical apparatus, anti-vibration
measures and fuel oil mist detection or a combination of these measures.

7.4.3 Means should be provided to isolate a source of fuel which may feed a fire in a
machinery space. A valve or cock, which is capable of being closed from a
position outside the machinery space, should be fitted in the fuel feed pipe as
close as possible to the fuel tank.

7.4.4 The recommended material for fuel pipes is stainless steel or equivalent.

7.4.5 Fuel filling and venting pipes should be constructed of fuel compatible, fire
resistant, non-kinking material and of sufficient dimensions to prevent spillage
during filling.

7.4.6 Fuel pipes should be adequately supported along their entire length especially
in way of pipe connections. Consideration should be given for vibrations and
the movement of fuel tanks or machinery.

7.4.7 In a fuel supply system, short lengths of flexible fuel pipes may be used where
necessary to allow for relative movements and vibration between fuel tanks and
fixed fuel pipes or fuel consumers and fixed fuel pipes. Where flexible fuel pipes
are introduced, they should be fire resistant/metal reinforced or otherwise
protected from fire (see applicable Standards in Appendix 13) and be suitable
for the carriage of the chosen fuel. Flexible fuel pipes shall be secured by either
metal hose clamps of a non-worm drive type or permanently attached end

41
 fittings (e.g. swaged sleeve or sleeve and threaded insert). Where hose clamps
are used, the fitting to which the flexible fuel pipe attaches should have a bead,
flare, annular grooves or other means of preventing slippage, the anti-slippage
arrangement shall not provide a path for fuel leakage.

7.4.8 When flexible fuel pipes are fitted in accordance with 7.4.7 they shall be
renewed according to the pipe manufacturer’s instructions. Records of date of
fitting and date for renewal shall be kept on board and ashore, where
practicable.

7.4.9 Where lengths of conductive materials are used in pipework, consideration

should be given to the requirements of Section 8.1.1.

7.4.10 A venting pipe should be led to the open atmosphere, terminating in a position
level with or higher than the fuel filling mouth and its open end protected against:-

.1 water ingress – by a goose neck or other efficient means; and

.2 where there is a risk from flame ingress – by a suitable gauze diaphragm
(which can be detached for cleaning).

7.4.11 Fuel filling and ventilation pipes should be arranged to prevent over pressure of
the fuel tank systems during filling. As a general guide, a ventilation pipe from a
fuel tank intended to be filled by on board transfer pumps or a pressurised system
should have a diameter of not less than 1.25 times the diameter of the filling pipe.
Small tanks intended to be filled directly by shore fuel line and nozzle may be
accepted with a minimum 11mm diameter vent pipe at the top of the tank, if the
filling line runs directly and near vertically to the top of the tank and has inside
diameter of at least 32mm (solid pipe) or 38mm (hose).

7.4.12 Any fuel vent pipe opening should be not less than 400mm from any ventilation
opening through which fuel vapour may enter the vessel.

7.4.13 When the main engine(s) oil fuel system is provided with water separator
filter(s) of a type which has plastic or glass bowl(s), it should be located so that
it can be easily seen and protected against heat and accidental damage.

7.5 Securing, Ventilation and Filling Arrangements of Petrol Tanks

7.5.1 A separate petrol tank (see section 7.3.1.2.2 and 7.3.1.3) or a spare portable
petrol container (see section 7.8) should be secured to the weather deck, in
such a way that prevents its movement in a seaway and is able to be quick
released in case of a need to jettison. The securing arrangement should also
mitigate any risks associated with damage to the tank that could be caused by
loose cargo or other equipment. It should also be ventilated and drained into a
suitable receptacle to prevent any leakage overboard. The tank/s must not be
filled on board or decanted by other means whilst the vessel is at sea.

7.6 Engine Starting and Stopping

7.6.1 An engine should be provided with either mechanical starting, air starting, hand
starting or electric starting with independent batteries, or other means of starting
acceptable to the Certifying Authority.

7.6.2 When the sole means of starting is by battery, the battery should be in duplicate
and connected to the starter motor via a ‘change over switch’ so that either

42
 battery can be used for starting the engine. Charging facilities for the batteries
should be available. Under normal circumstances it should not be possible to
discharge both batteries in parallel.

7.6.3 For air start systems there should be 2 air receivers each with sufficient capacity
to allow 6 consecutive starts of a cold engine. Design, maintenance, inspection
and test of compressed air start systems should be according to an appropriate
Class standard.

7.6.4 All internal combustion machinery, associated ventilation fans, oil transfer pumps,
centrifuges etc. should have a secure means of remote stopping from outside the
machinery space.

7.6.5 All inflatable boats, boats fitted with a buoyant collar, and open boats that
achieve planing speed, including tenders, should be fitted with a kill-cord, to be
used at all times during navigation and whilst the engine is on. A spare kill cord
should also be carried on board or the kill system should be capable of override
to facilitate the rescue of the person going overboard with the cord attached. A
vessel that is either fitted with a throttle that is sprung loaded to return to idle or
is fitted with a permanent substantial enclosure (see 4.5.2.2) in way of the
control position is excluded from the use of kill cords. See also Section 24.

7.7 Portable Equipment

7.7.1 When portable equipment powered by a petrol engine is provided, the unit,
unless fully drained of fuel, should normally be stored on the weather deck.

7.7.1.1 Alternatively it may be stowed in a deck locker or protective enclosure which is

to the satisfaction of the Certifying Authority and meets the following
requirements:

.1 vapour tight to the vessel’s interior;

.2 not openable from the vessel’s interior; and
.3 adequately drained overboard and ventilated to atmosphere.

7.7.1.2 A safety warning sign should be displayed with details of appropriate precautions
to be taken when filling the fuel tank.

7.7.2 Gas welding and cutting equipment bottles, if carried, should be stowed in a
secure manner on the open deck at a safe distance away from any potential
source of fire and should have the capability of being readily jettisoned overboard
if necessary.

7.8 Stowage of Spare Petrol

7.8.1 When spare petrol is carried on-board in a portable container/s, for any purpose
for use on board the vessel (see 7.1.6), the quantity should be kept to a maximum
of two 5 litre containers, the containers should be approved and clearly marked
and should normally be stowed on the weather deck where they can readily be
jettisoned, where they are ventilated and where spillage will drain directly
overboard (see 7.8.2). Any spare portable petrol container/s should meet the
securing requirements of 7.5. This section 7.8 does not apply to the carriage of
a cargo (as defined in Chapter 29).

43
7.8.2 In small vessels where section 7.8.1 is not practicable, an approved 5 litre
container of petrol may be stowed in a deck locker which meets the
requirements of 7.7.1.1.

7.9 Cargo Pipes Carrying Flammable Liquids

7.9.1 Cargo, venting and filling pipes carrying flammable liquids should not pass
through accommodation spaces. Where this is unavoidable it may be permitted
on the proviso that:

• Seamless steel pipe is used and it should be as short as possible,

• Pipe runs within the accommodation space are without joints. However where
joints are absolutely necessary for the design of the system, such joints are to
be via fully welded sleeves on pipes over 25 mm OD and steel compression
fittings approved for the intended service on pipes less than 25 mm OD, the
number of compression couplings should be kept to a minimum,
• Pipes running within accommodation spaces which may be subject to a
pressure head should be provided with a means of isolation from tanks
providing the pressure head or stopping of supply pumps. The means of
isolation or pump stops should be easily accessible from locations within and
outside the space,
• Pumps, piping and associated equipment, which by design are required to be
located below a false floor or deck within the accommodation space, are to be
separated from the accommodation space by a vapour-proof enclosure or
cofferdam which is suitably ventilated and drained with leakage indication
providing an audible alarm fitted to the drain. If mechanical ventilation is used,
Ex rated25 fans should be such as to avoid the possibility of the ignition of
flammable vapour/air mixtures,
• After installation on board, pipe systems are to be tested at 1.5 times the
working pressure, but not less than 3.5 bar to the satisfaction of the Certifying
Authority,
• Hydrocarbon (HC) gas/vapour detection is fitted within the vapour-proof
enclosure or cofferdam,
• Where pipes are required to pass through bulkheads, decks or deckheads,
these penetrations are to be sealed with an approved bulkhead gland with the
penetration insulated in accordance with the required bulkhead division or
class, and
• Pipes behind linings may be considered as acceptable provided they are within
a vapour-proof enclosure.

7.10 Air Receivers

7.10.1 Where a vessel is fitted with air receivers in machinery spaces or other high
fire risk areas, the system should be arranged such that any release of air
through the pressure relief valves or bursting discs, that may occur during a
fire, is vented to the open air and not within that space, unless the volume of
free air which could be released is taken into account in the calculation for

25
Ex is the mark for ATEX certified electrical equipment for explosive atmospheres. The ATEX directive
consists of two EU directives describing what equipment and work environment is allowed in an
environment with an explosive atmosphere. The ATEX 95 equipment directive 94/9/EC, Equipment and
protective systems intended for use in potentially explosive atmospheres; 94/9/EC is replaced by a new
ATEX directive 2014/34/EU from 20 April 2016.

44
quantity of firefighting medium required. Installation of any fixed fire fighting
system should be fitted in accordance with 15.6.3. See also 7.6.3.

45
8 Electrical Arrangements
8.1 General

8.1.1 Electrical arrangements for workboats certificated under this code should
comply with the requirements given below and be in compliance with
international or national standards for marine electrical installations or the
standards published by the UK authorised Classification Societies and
appropriate for workboats <24M Load line length.

8.1.2 The design and installation of electrical systems and equipment should be
appropriate for the vessel's particular duties and the environment in which it
operates. Electrical equipment should be suitable for use in a marine
environment with due consideration of humidity, temperature, degradation due
to salt water and vibration. Special consideration should be given to the choice
and installation of electrical equipment that could be subjected to large vibration
and shock loadings e.g. Offshore Service Vessels.

8.1.3 For general guidance, a number of the most common standards which are
appropriate to a small vessel are listed in the Appendix 13 (other standards
which are considered more appropriate and safe for a particular application
may be used, provided they are acceptable to the Certifying Authority). MGN
35926 also refers.
8.2 Electrical Requirements

8.2.1 The electrical equipment and installations (including any electrical means of
propulsion) shall be such that the vessel and all persons on board are protected
against electrical hazards.

8.2.2 The electrical equipment and installations shall be maintained to ensure that
the vessel is in an operational and habitable condition.

8.2.3 Multihulls and vessels fitted with multiple engine rooms should refer to Section
7.1.5.

8.3 Lighting

8.3.1 For lighting distribution in common accommodation areas, it is recommended

that the lighting is distributed on different final circuits to maintain a level of
lighting in case of failure of a single distribution circuit.

8.3.2 Consideration should be given to the design and placement of lighting in order
to preserve the night vision of Navigation Watchkeepers.

8.4 Batteries

8.4.1 Battery System Requirements

8.4.1.1 Batteries and battery systems should be provided to satisfy, as a minimum, the
back up requirements of sections 7, 16, 18 and 19 regarding propulsion

26
MGN 359 (M) Electrical Equipment and Installation

46
 machinery starting systems, radio communication systems, electronic
navigation and electronic charts.
8.4.1.2 The battery terminals should be protected against accidental contact with
metallic objects.
8.4.1.3 Battery charging systems should be fitted with circuitry to prevent overcharging
and over-voltage, and should have a charge indicator.

8.4.1.4 A battery disconnect switch should be provided to simultaneously isolate all

non earthed poles.

8.4.2 Battery Stowage

8.4.2.1 All batteries should be secured firmly to avoid movement when the vessel is
subjected to sudden acceleration or deceleration, a large angle of heel or trim.

8.4.2.2 Ventilated batteries should be installed with drip trays to collect any electrolyte
spillage.

8.4.3 Ventilation

8.4.3.1 To ensure that any evolved hydrogen released by ventilated batteries under
normal operation or valve regulated batteries under charger fault condition is
expelled, battery compartments, lockers and containers should be supplied with
air at a level below the top of the batteries, and should be exhausted from the
highest point of the space directly to the open air with bends of no more than
45° to ensure no trapped pockets of hydrogen.

8.4.3.2 Particular installation and ventilation arrangements should follow national

standards, and standards of a recognised Classification Society appropriate for
battery installations on small workboats and including any necessary provisions
for electrical apparatus in hazardous areas.

8.5 Cables

8.5.1 Electric cables should be constructed to a recognised standard (see 8.1 and
Appendix 13) for marine use in small vessels.

8.5.2 Note that when selecting cables, particular attention should be given to
environmental factors such as temperature and contact with damaging
substances, e.g. polystyrene, which degrades PVC insulation or for example the
effect of salt laden atmosphere on un-tinned exposed copper conductors.

8.5.3 Adequate provision should be made for securing electrical connections, e.g. by
use of locking washers.

8.5.4 Cables should be secured and protected against chafe. For example, where
they enter and exit cable pipes or bulkhead transits or battery boxes.

8.5.5 Cables for different applications should be installed to provide the necessary
separation and other safeguards to minimise electromagnetic interference
(EMI), as detailed in the referenced standards and guidance.

47
8.6 Hazardous Spaces

8.6.1 Where practicable, electrical equipment should not be installed in a space

where petroleum vapour or other hydrocarbon gas is likely to accumulate.
When equipment is installed in such a space it must comply with a recognised
standard for prevention of ignition of a flammable atmosphere.
8.6.2 Any compartment which contains a gas consuming appliance or any
compartment into which flammable gas may leak or accumulate, should be
provided with a hydrocarbon gas detector and alarm. The detector and alarm
should be designed to comply with a recognised standard relating to electrical
equipment in hazardous areas.

8.6.3 Where explosion proof electrical equipment is fitted on board a vessel, it must
be maintained in accordance with the manufacturers’ requirements and
serviced appropriately to maintain its certified explosion proof characteristics.

8.6.4 Vessels in which the carriage of Dangerous Goods is intended, should comply
with the additional requirements indicated in Section 29.

8.7 Lightning Protection

8.7.1 Where a considerable risk of lightning strike is identified, it is recommended

that attention is paid to lightning strike protection. For information on lightning
protection, reference should be made to ISO 10134 “Small Vessels - Electrical
Devices - Lightning Protection Systems” and other guidance referenced in
Appendix 13.

8.8 Emergency Supplies

8.8.1 Emergency Lighting

8.8.1.1 When general lighting within a vessel is provided by a centralised electrical

system, an alternative source of lighting (which may be a suitable portable
battery operated lamp(s) if practical, taking into consideration the size and
complexity of the vessel) should be provided. This alternative source of lighting
should be sufficient to:-

.1 enable persons to make their way to the open deck;

.2 illuminate survival craft launching and embarkation;
.3 illuminate man-overboard rescue equipment and rescue areas;
.4 permit work on essential machinery;
.5 illuminate emergency control and communication centres.

8.8.1.2 This alternative source of lighting should be capable of operation for a period
of time sufficient to deal with emergency situations and to enable the safe
mustering and evacuation of all persons on board.

8.8.2 Emergency Radio

8.8.2.1 Emergency supplies to GMDSS radio equipment should be designed and

installed to supply the equipment for a minimum of 3 hours in the event of failure
of the main electrical supply.

48
8.8.3 Navigational Supplies

8.8.3.1 Emergency power should be readily available to supply navigation lights and
navigation equipment for a minimum of 3 hours. The navigation equipment to
be supplied by emergency power should include Global Navigation Satellite
System (GNSS), echo sounder and Automatic Identification System (AIS).

8.8.4 Emergency Batteries

8.8.4.1 Batteries supplying essential services (emergency lighting, steering

systems, navigation and communications equipment) should be located in a
position not likely to flood in normal operations or in the event of minor damage.

8.10 Earthing and Bonding

8.10.1 The purpose of earthing and bonding of non-current carrying parts of an
electrical system is to reduce the danger of shock to personnel and to minimise
damage to equipment and corrosion from the effects of earth currents. These
can occur from failures of insulation of live conductors, induced voltages and
currents.

8.10.2 All exposed non-current carrying conductive parts of both fixed and portable
electrical machines or equipment which are liable under fault conditions to
become live and similar parts inside non-metallic enclosures are to be
connected to earth unless the machines or equipment are:

a) supplied at a voltage not exceeding 50 V direct current or 50 V root mean

square between conductors, achieved without the use of auto-transformers,
or;
b) supplied at a voltage not exceeding 250 V by safety isolating transformers
supplying only one consuming device, or;
c) constructed in accordance with the principle of double insulation (Class II)
as per IEC 61440 or equivalent insulation intended to prevent the appearance
of dangerous voltages on its accessible parts due to a fault in the basic
insulation.

49
9 Steering Gear, Rudder and Propeller Systems

9.1 Steering

9.1.1 A vessel should be provided with efficient means of steering.

9.1.2 The control position should be located so that the person conning the vessel has
a clear view for safe navigation in all normal conditions of loading and especially
directly ahead. See also 19.6.

9.1.3 When steering gear is fitted with remote control, arrangements should be made
for emergency steering in the event of failure of the control. Arrangements may
take the form of the following, and be to the satisfaction of the Certifying
Authority:

.1 a tiller to fit the head of the rudder stock; or

.2 a rod attachment which may be fitted to a Z-drive framework; or

.3 a steering oar; or

.4 in the case of twin screw vessels manipulation of power distribution

between the drives. In the case of twin stern-drive arrangements, means
should be provided to lock the drives in the midships position; or

.5 in the case of a vessel fitted with outboard engine(s), a means to control

the direction of thrust.

9.1.4 If emergency steering is impractical, alternative safety measures and/or

procedures to deal with any steering failure situation should be agreed with the
Certifying Authority. (The Certifying Authority may consider the application of
restrictions to the service area of the vessel.)

9.1.5 Steering systems should comply with an appropriate standard for small craft
steering systems (see Appendix 13).

9.2 Rudder System

9.2.1 As appropriate to the vessel, the rudder and rudder stock construction materials,
design in total (including tiller head attachments, bearings and pintles) and the
supporting structures should be adequate for the operating conditions of the
vessel. Recognised design standards should be used.

9.2.2 Construction and fittings should be to an appropriate standard, to the

satisfaction of the Certifying Authority.

9.3 Propeller System

9.3.1 As appropriate to the vessel, propeller line shaft(s) construction materials and
design in total (including shaft brackets, propeller securing, bearings, sterntube
and thrust block) and supporting structures should be adequate for the operating
conditions for the vessel. Recognised design standards should be used.

50
9.3.2 Construction and fittings should be to an appropriate standard, to the
satisfaction of the Certifying Authority.

9.3.3 Refer to section 25.9.3 for drivetrain foundations and reinforcement for
Offshore Energy Service Vessels (OESV) and similar operations.

51
10 Bilge Pumping

10.1 General System Requirements

10.1.1 A vessel should have an efficient bilge pumping system, with suction pipes so
arranged that any compartment (other than a tank permanently used for the
carriage of liquids which is provided with efficient means of pumping or drainage)
can be drained.

10.1.2 Provided the safety of a vessel is not impaired, the Certifying Authority may permit
dispensation from the means of pumping or drainage of particular compartments.

10.1.3 A bilge pump (other than a portable pump) should be self-priming and be capable
of being operated with all hatchways and companionways closed.

10.1.4 When considered necessary to protect the bilge suction line from obstruction,
an efficient strum box should be provided.

10.1.5 When considered necessary, to prevent back flooding, bilge suction valves
should be of non-return type.

10.1.6 Means of providing efficient bilge pumping other than those described in this
text may be considered provided that full information is submitted to and
approved by the Certifying Authority.

10.1.7 Reference should be made to section 28.2 which contains requirements for
prevention of pollution of the sea.

10.1.8 All compartments shall be able to be drained when the vessel is heeled to an
angle of 10 degrees.

10.2 Vessels Carrying 16 or More Persons or Operating in Area Categories 0 or

1

10.2.1 A vessel should be provided with at least two bilge pumps situated in not less
than two separate spaces, one of which should be hand operated with a
capacity of not less than 70 litres per minute. Where two pumps are fitted in
this arrangement, the hand operated pump may be omitted in favour of a
second powered pump providing the two pumps draw power from independent
power sources. All pumped spaces should be capable of being drained after
the failure of one pump.

10.2.2 The bilge pumps should have a combined capacity of not less than 210 litres per
minute. One pump should be power driven with a capacity not less than 140 litres
per minute.

10.3 Vessels Carrying 15 or Fewer Persons and Operating in Area Categories 2

to 6

10.3.1 Unless otherwise specified in section 10.4, a vessel should be provided with at
least two bilge pumps, one of which should be hand operated with a capacity
of not less than 70 litres per minute, situated in two separate spaces. Where
two pumps are fitted in this arrangement, the hand operated pump may be

52
 omitted in favour of a second powered pump providing the two pumps draw
power from independent power sources. All pumped spaces should be capable
of being drained after the failure of one pump. The bilge pumps should have a
combined capacity of not less than 140 litres per minute.

10.4 Open Boats, Inflatable Boats and Boats with a Buoyant Collar

10.4.1 All open boats, of 6 metres in length and over, should carry a hand bailer or
bucket in addition to the bilge pumping requirements in section 10.2 or 10.3.

10.4.2 For vessels of less than 6 metres in length, operating in Category 6, a minimum
of one hand powered bilge pump or a bailer or a bucket is to be provided.

10.4.3 Buckets required for this section may also be counted in any requirements for
buckets given in section 15.4.

10.5 Bilge Alarms

10.5.1 A bilge alarm should be fitted;

.1 in any watertight compartment containing propulsion machinery; and

.2 in any other compartment likely to accumulate bilge water, i.e. where a

skin fitting is present, excluding void spaces.

.3 This is not required where the bilge level can be readily seen on a boat
with open bilges.

10.5.2 To prevent pollution, compartments containing potential pollutants, including

machinery spaces, should not be fitted with auto-start bilge pumps.

10.5.3 An auto-start bilge pump serving a clean compartment where a significant

quantity of water could accumulate unnoticed, should be fitted with an audible
alarm at the control position(s). Should a number of such locations/alarms be
present, then visual alarm indication should also be fitted to enable rapid location
of the source of the alarm.

10.5.4 The alarm should provide an audible warning capable of being heard at all the
control positions in all anticipated weather and operational conditions, and
preferably a visual warning also, at the control position.

53
11 Stability

11.1 All Vessels

11.1.1 General

11.1.1.1 The standard of stability to be achieved by a new vessel should be

dependent on the maximum number of persons permitted to be carried
and the intended area of operation. For the purposes of this code a
person is taken to weigh 82.5Kg.

11.1.1.2 The following vessels are required to be provided with a stability

information booklet which is approved by the Certifying Authority (and
should refer to section 11.3):

.1 vessels operating in Category 0 or 1; or

.2 vessels carrying 16 or more persons; or

.3 vessels carrying cargo greater than 1,000kg; or

.4 vessels fitted with a lifting device as defined in 11.6; or

.5 vessels towing where the towed object’s displacement is greater

than twice the displacement of the towing vessel. See section
11.7 (and 25.2); or

.6 seagoing pilot boats;

For guidelines on the minimum Form and Content of a stability book

and guidance on the stability assessment see 11.8.4.

11.1.1.3 A vessel other than one for which 11.1.1.2 applies should either comply
with section 11.3 or be subject to a simplified assessment of stability in
11.4, and is not required to be provided with approved stability
information.

11.1.1.4 In winter there is a risk of icing up in more Northern waters, including the
North Atlantic, the sea areas north of Europe, Asia, and the northern and
north-eastern coasts of North America (as far south as 45o North), The
Bering and Okhost Seas and the Straits of Tartary, as well as the Southern
Ocean south of 60o South.

Vessels operating in these areas should either have stability booklets

including conditions with icing allowances approved by the Certifying
Authority, or avoid operating in these areas in winter (1 November to 30
April inclusive for northern areas, 15 April to 15 October for southern).
Guidance on appropriate icing allowances may be found in MGN281
Annex 1 Part 1 section 21. Vessels that are not approved to operate in
icing areas should have this noted in their approved stability booklet and
certificates.

54
11.1.1.5 For stability requirements for an inflatable vessel or a vessel fitted with a
buoyant collar, see section 11.5. For stability requirements for a decked
vessel fitted with a lifting device, see section 11.6 and for a decked vessel
engaged in towing, see section 11.7.

11.1.1.6 All vessels, other than those vessels deemed unsuitable for carriage of
the booklet by the Certifying Authority (i.e. vessels with no cabin or
shelter), are required to carry the relevant copy of the MCA Stability
Guidance Booklet (Motor). Where a booklet is not carried on board a copy
is to be made available to crew ashore. These booklets are available free
of charge from the MCA or Certifying Authority. Although they contain
generic safety advice, the stability and freeboard data already generated
during the survey process should be appended to the booklet in the
relevant section. It is the responsibility of the Certifying Authority to supply
this information, and the owner/managing agent is to ensure this data is
included.

11.2 Damage Survivability

11.2.1 This section applies to all vessels carrying 16 or more persons and
those operating in Area Category 0 and 1, with 7 or more persons,
subject to minimum safe manning levels being agreed by the Certifying
Authority.

11.2.1.2 Multihull vessels should be fitted with engine rooms that are separated
by a watertight bulkhead.

11.2.1.3 In assessing survivability, the following standard permeabilities should

be used:-

Space Permeability %
Appropriated for stores 60
Appropriated for stores but not by
a substantial quantity thereof 95
Appropriated for accommodation 95
Appropriated for machinery 85
Appropriated for liquids 0 or 95 whichever results
in the more onerous
requirements

Other methods of assessing floodable volume may be considered, to

the satisfaction of the Certifying Authority.

11.2.1.4 In assessing survivability the vessel should meet the damage stability
criteria for one of two methods. The first (denoted Option 1) considers
minor hull damage scenarios with limited equilibrium trim and heel
angles after damage. This has historically been used by monohulls and
some catamarans. The second method (denoted Option 2) considers
minimum length single compartment damage scenarios with more
onerous residual stability, combined with increased allowable
equilibrium angles after damage. This Option 2 has been developed to
address particular stability issues raised by low waterplane area vessels

55
 with deep hulls which typically have large intact freeboards such as
catamarans.

11.2.2 Damaged Stability, Option 1

11.2.2.1 Vessels should be so arranged that after minor hull damage or failure
of any one hull fitting in any one watertight compartment, it will satisfy
the residual stability criteria below. This may be achieved by fitting
water-tight subdivision or alternative methods to the satisfaction of the
Certifying Authority. Minor damage should be assumed to occur
anywhere in the vessel but not on a watertight subdivision.

11.2.2.2 In the damaged condition, the residual stability should be such that:

.1 the angle of equilibrium does not exceed 7 degrees from the upright,

.2 the resulting righting lever curve has a range to the downflooding

angle of at least 15 degrees beyond the angle of equilibrium,

.3 the maximum righting lever within that range is not less than 100mm,

.4 the area under the curve is not less than 0.015 metre radians.

.5 this damage should not cause the vessel to float at a waterline less
than 75mm from the weatherdeck at any point.

11.2.3 Damaged Stability, Option 2 :

11.2.3.1 Damaged Stability should be calculated with any one compartment

flooded. The extent of damage should be:

.1 A damage length of 10% Length should be considered in the

calculations. Where the distance between two transverse watertight
bulkheads is less than the damage length, one or more bulkheads
should be disregarded in the damage stability calculations, such that
the compartment length considered is equal or above the damage
length. The damage length given above need not be applied within
the forepeak and aftpeak compartment/s.

.2 The transverse extent of damage should be up to and including the

centreline of the vessel. A catamaran need only be considered to
have damaged the full extent of one hull, provided the two hulls are
totally independent, and that there are not cross connections that, if
damaged would flood the other hull and wet deck compartment. See
Figure 11.2.3.1. Trimarans should be considered to have damaged
wing and centre compartments up to the centre line of the vessel.

.3 The vertical extent of damage should be taken for the full vertical
extent of the vessel, and

.4 The shape of the damage should be assumed to be a rectangular

block.

Watertight compartments aft of the transom that do not form part of the
hull length and do not extend below the design waterline (such as

56
 overhangs and appendages) need not be considered in the damaged
length assessment.

If any damage of lesser extent than that required in 12.2.3 would result
in a more severe condition, such damage shall be assumed.

Figure 11.2.3.1

11.2.3.2 Spaces that are normally occupied at sea are to be provided with at
least two independent means of escape preferably at opposite sides /
ends of the superstructure that allow positive freeboard independent of
its location.

11.2.3.3 Any weathertight doors or openings leading from undamaged spaces,

that are normally occupied at sea, to the weatherdeck should be
regarded as downflooding points for the purposes of the damage
stability calculation.

11.2.3.4 A damage scenario which considers damage to all the forward

compartments of each hull of a multihull that fall within 5%L from the
forward extremity of the watertight hull measured on vessel centreline
shall be assessed to ensure that these do not result in a more onerous
damaged stability condition.

11.2.3.5 In the damaged condition, the residual stability and damaged waterline
should be such that:

1. the angle of equilibrium (combined heel and trim) does not exceed
15 degrees from the upright, sufficient non-slip deck surfaces and
suitable holding points e.g. rails, grab bars etc., are provided along
escape routes and accessing escape routes. Additionally, practical
consideration should be given to the means of accessing, launching
and embarking liferafts (see also 13.2.1.1.4).

57
 2. the resulting righting lever curve has a range to the downflooding
angle of at least 20 degrees beyond the angle of equilibrium,

3. the maximum righting lever within that range is not less than
200mm, and

4. the area under the curve is not less than 0.045 metre radians.

5. the final equilibrium waterline should be below the lowest point of

any opening which is not closed by an approved watertight closure.
This includes air pipes, hatch covers, doors and any other
weathertight closure.

6. this damage should not cause the vessel to float at a waterline less
than 75mm from the weatherdeck. This may be relaxed on
application to the Administration, provided that all of the following
are met:

.1 the immersed portion of the weather deck is not a life saving

appliance storage area;
.2 it is not part of an assembly station, evacuation point or part of
an evacuation route; and
.3 that no more than 10% L of the deck edge on the damaged side
is immersed in the process, and that negative freeboard
measured from the deck edge is limited to a maximum of 300
mm.

11.3 Intact Stability: Vessels Requiring a Stability Information Booklet

(see 11.1.1.2)

11.3.1 The lightship weight, vertical centre of gravity (KG) and longitudinal
centre of gravity (LCG) of a monohull vessel should be determined from
the results of an inclining experiment. Guidelines for the procedure on
carrying out of an inclining experiment can be found in the Instructions
for the Guidance of Surveyors on Load Line (MSIS 1), Part 627. Where
it is considered impracticable to adopt the procedures given in MSIS1
any deviations to the number of pendulums should be agreed by the
Certifying Authority and consideration should be given by the Certifying
Authority to conducting the test more than once. There should be a
minimum of 8 weight movements. The use of an electronic
inclinometer28 is an acceptable alternative to the second pendulum if it
is calibrated (where this provision exists) and readings are recorded.

11.3.2 An inclining experiment may not produce satisfactory results for vessels
such as multihulls where the VCG is less than one third of the GM over
the range of standard operating conditions. In such cases the LCG
should be obtained by displacement check or by weighing with two
gauges (e.g. one fore and one aft). The lightship VCG may be obtained
by an accurate weight estimate calculation with a suitable margin
added, in no case should the lightship VCG be taken below main deck

27
https://www.gov.uk/government/uploads/system/uploads/attachment_data/file/287966/loli_pt
6.pdf. Note that it is planned to update the Load Line Instructions for the Guidance of Surveyors.
28
Where an electronic device is used it should be demonstrable that the output resolution and
tolerance is suitable for the application.

58
 level. Details of the estimated lightship weight, LCG and VCG should
be submitted to the Certifying Authority at an early stage for verification.

11.3.3 The lightship weight may include a margin for growth, up to 5% of the
lightship weight at the discretion of the Certifying Authority, positioned
at the LCG and vertical centre of the weather deck amidships or the
lightship KG, whichever is higher. (The lightweight margin should not
be used in practice to increase maximum cargo-deadweight.)

11.3.4 Curves of static stability (GZ curves) should be produced for:-

.1 Loaded departure, 100% consumables;

.2 Loaded arrival, 10% consumables;

.3 Anticipated service conditions; and

.4 Conditions involving lifting appliances (when appropriate).

11.3.5 In addition, where the vessel is approved to carry cargo more than 1,000
kg, simplified stability information in the form of Maximum KG data should
be provided, including a worked example to illustrate its use.

11.3.6 Maximum free surface moments should be included within the Loaded
Departure condition, and as a minimum, factored according to tank
percentage fill for all other conditions.

11.3.7 Generally, buoyant structures intended to increase the range of positive

stability should not be provided by fixtures to superstructures,
deckhouse, masts or rigging.

11.3.8 The curves of static stability for the loaded conditions should meet the
following criteria:

.1 the area under the righting lever curve (GZ curve) should be not
less than 0.055 metre-radians up to 30 degrees angle of heel
and not less than 0.09 metre-radians up to 40 degrees angle of
heel or the angle of downflooding if this angle is less;

.2 the area under the GZ curve between the angles of heel of 30

and 40 degrees or between 30 degrees and the angle of
downflooding if this less than 40 degrees, should be not less
than 0.03 metre-radians;

.3 the righting lever (GZ) should be at least 0.20 metres at an angle

of heel equal to or greater than 30 degrees;

.4 the maximum GZ should occur at an angle of heel of not less

than 25 degrees; and

.5 after correction for free surface effects, the initial metacentric

height (GM) should not be less than 0.35 metres.

59
11.3.9 If a vessel with broad beam in relation to depth, such as a catamaran
or multihull type does not meet the stability criteria given in section
11.3.8, the vessel should meet the following criteria:-

.1 the area under the righting lever curve (GZ Curve) should not
be less than 0.085 metre radians up to θGZmax when θGZmax = 15º
and 0.055 metre-radians up to GZmax when θGZmax = 30º.
When the maximum righting lever, GZmax, occurs between θ =
15º and θ = 30º the required area under the GZ Curve up to
θGZmax should not be less than:
A = 0.055 + 0.002(30º - θGZmax) metre-radians
where: θGZmax is the angle of heel in degrees at which the righting
lever curve reaches its maximum.
.2 the area under the righting lever curve between θ = 30º and θ =
40º or between θ = 30º and the angle of downflooding θf, if this
angle is less than 40º, should not be less than 0.03 metre-
radians;
.3 the righting lever GZ should not be less than 0.2 metre at an
angle of heel of 30 degrees;
.4 the maximum righting lever should occur at an a angle not less
than 15 degrees; and
.5 the initial metacentric height GMo should not be less than 0.35
metre.

11.3.10 Barges or pontoons with the following characteristics may use the
stability criteria below (taken from the IMO International Code of Intact
Stability, 2008) in lieu of either 11.3.8 or 11.3.9:

a) Vessel is non self-propelled; and

b) Vessel is un-manned; and
c) Vessel is carrying deck cargo only; and
d) Vessel had a block coefficient of 0.9 or greater; and
e) Vessel has a breadth to depth ratio of more than 3; and
f) Vessel has no hatchways in the deck except small manholes
closed with gasketted covers.

(i) The area under the righting lever curve up to the angle of
maximum righting lever should not be less than 0.08 metre-
radians.
(ii) The static angle of heel due to a uniformly distributed wind load
of 540 Pa (wind speed 30 m/s) should not exceed an angle
corresponding to half the freeboard for the relevant loading
condition, where the lever of the wind heeling moment is
measured from the centroid of the windage area to half the draft.
(iii) The maximum range of stability should be at least 20 degrees.

11.3.11 For any newly built ship with known differences from a sister ship, a
detailed weights and centres calculation to adjust the lead ship’s
lightship properties should be carried out.

The lightship properties for the new ship may be assessed by carrying
out a lightweight check. The deviation in lightship displacement should
not exceed 2% of the lightship displacement of the sister ship. In
addition, the deviation in lightship LCG should not exceed 1% of the
LBP of the sister ship LCG. Where the deviation is within these limits

60
 the actual lightship weight and LCG derived from the lightship check
should be used in conjunction with the higher of either the lead ship’s
VCG or the calculated value.

Subject to the agreement of the Certifying Authority, the requirement for

an inclining test may be dispensed with in cases where the margins on
intact and damage stability are sufficient to permit minor changes in
VCG, e.g. a minimum of 10% margin on intact and damage stability
criteria requirements, and the weight difference can be accurately
assessed to the satisfaction of the Certifying Authority. In addition the
vessel must be similar in all respects and the Certifying Authority must
be satisfied with the procedure and accuracy of the original inclining.
Small modifications, for which an accurate assessment by calculation
may be taken into account, are acceptable. Where lightship particulars
of a vessel are based on a lightship check the inclining report for the
‘lead’ sister vessel should be included in the stability information of the
subsequent sister/s.

Where the deviation exceeds either of these limits, an inclining test

should be carried out.

A sister ship is defined as a ship built under the survey of a Certifying

Authority, by the same yard from the same plans and within five years
of the new ship.

11.4 Intact Stability: Vessels Complying with Simplified Stability

Assessment (see 11.1.1.3)

11.4.1 A vessel should be tested in the fully loaded conditions (which should
correspond to the freeboard assigned) to ascertain the angle of heel
and the position of the waterline which results when all persons which
the vessel is to be certificated to carry are assembled along one side of
the vessel (the helmsman may be assumed to be at the helm). Each
person may be substituted by a mass of 82.5kg for the purpose of the
test.

11.4.2 The vessel will be judged to have an acceptable standard of stability if

the test shows that;

.1 the angle of heel does not exceed 7 degrees and in the case of
a vessel with a watertight weather deck extending from stem to
stern, as described in section 4.1.1, the freeboard to deck is not
less than 75mm at any point; or

.2 if unable to meet the criteria in 11.4.2.1 the angle of heel may

exceed 7 degrees, but should not exceed 10 degrees, if the
freeboard in the heeled condition is in accordance with that
required by section 12 in the upright condition.

11.4.3 Additionally for vessels over 15 metres in length the heeling moment
applied during the test described in 11.4.1 should be calculated. Using
the formula below the vessel should attain a value of initial GM not less
than 0.5m if using an estimated displacement or 0.35m if the
displacement of the vessel is known and can be verified by the
Certifying Authority.

61
11.4.3.1 Where displacement of the vessel is known and can be verified:
57.3 𝑥 𝠺𝑀
𝐺𝑀 =
𝜃𝑥Δ
where HM = No. of persons x weight per person (kg) x distance from
CL (m)
θ = heel angle (degrees) obtained from the test defined in 11.4.1 and
11.4.2

Δ = full displacement including passengers, industrial personnel, crew,

equipment and cargo (kg)
GM must exceed 0.35m

Note: Weight per person must be taken as no less than 82.5 kg

Cargo weight must not exceed 1,000 kg

11.4.3.2 Where displacement of the vessel is estimated:

57.3 𝑥 𝠺𝑀
𝐺𝑀 =
𝜃𝑥Δ
where HM = No. of persons x weight per person (kg) x distance from
CL (m)
θ = heel angle (degrees) obtained from the test defined in 11.4.1 and
11.4.2

Δ = full displacement including passengers, industrial personnel, crew,

equipment and cargo (kg)
Δ = CB x LOA x Moulded Beam x Load Draught x 1.025
The Certifying Authority is to approve the value of CB used; in the case
of doubt CB of 0.9 can be used (for pontoons etc.) or 0.67 for others.
GM must exceed 0.50m

Note: Weight per person must be taken as no less than 82.5 kg

Cargo weight must not exceed 1,000 kg

11.4.4 For vessels carrying a combination of passengers, industrial personnel,

activity related equipment and cargo, for which the cargo element does
not exceed 1000kg (see definitions), the test defined in section 11.4.1
should be carried out with the maximum permissible weight, and
additionally with passenger plus industrial personnel weight only. For
the purposes of these tests the cargo and activity related equipment
may be assumed to be retained at its normal stowage position.

11.4.5 In all cases, the maximum permissible weight derived from the tests
conducted should be recorded on the certificate. Vessel loading will be
restricted by the position of the freeboard mark and the maximum
permissible weight, and thus for the purposes of this test, attention
should be paid to any activity related equipment where this may be
significant, e.g. diving equipment.

11.4.6 Vessels complying with ISO 12217 Part 1 ‘Small craft - Stability and
buoyancy assessment and categorisation - Non-sailing boats of hull
length greater than or equal to 6 metres’ (see Appendix 13), assessed
using any Option of section 5.3 – `Test and calculations to be applied’,
may as an alternative, after verification of the stability assessment by

62
 the Certifying Authority, be assigned an area of operation in accordance
with the following Table 11.4:

Table 11.4

Permitted Area of Operation MCA Code Area ISO 12217 Design

Category Category
Up to 60 miles from a safe haven 2 B
Up to 20 miles from a safe haven 3 B
Up to 20 miles from a safe haven in 4 C
favourable weather and daylight
Up to 3 miles from a point of departure in 5 C
favourable weather
Up to 3 miles from a point of departure in 6 C
favourable weather and daylight

11.5 Stability and Survivability of Open Boats, Inflatable Boats, Rigid

Inflatable Boats or Boats Fitted With a Buoyant Collar

11.5.1 General

11.5.1 These requirements apply to an open boat, inflatable boat, rigid

inflatable boat or those vessels with a buoyant collar. Unless a boat to
which the Code applies is completely in accordance with a standard
production type, for which the Certifying Authority is provided with a
certificate of approval for the tests which are detailed below, the tests
required to be carried out on a boat floating in still water are shown
below. In all cases, the maximum permissible weight derived from the
tests conducted should be recorded on the certificate. Vessel loading
will be restricted by the maximum permissible weight, and thus for the
purposes of this test, attention should be paid to any activity related
equipment where this may be significant, e.g. diving equipment.

11.5.2 Stability Tests

11.5.2.1 The tests should be carried out with all the vessel’s equipment, fuel,
cargo, activity related equipment (e.g. diving equipment) and number of
persons for which it is to be certificated, on-board. The engine,
equipment and cargo may be replaced by an equivalent mass. Each
person may be substituted by a mass of 82.5kg for the purpose of the
tests.

11.5.2.2 The maximum number of persons for which a boat is certified should be
crowded to one side, with half this number seated on the buoyancy tube
/ gunwale. This procedure should be repeated with the persons seated
on the other side and at each end of the open boat, inflatable boat, rigid
inflatable boat or vessel with a buoyant collar. For the purposes of these
tests the cargo, or equivalent alternative mass, should be retained at its
normal stowage position. In each case the freeboard to the top of the
buoyancy tube / gunwale should be recorded. Under these conditions
the freeboard should be positive around the entire periphery of the boat.

63
11.5.3 Damage Tests – Inflatable Boats

11.5.3.1 The tests should be carried out with all of the vessel’s equipment, fuel,
cargo, activity related equipment (e.g. diving equipment) and the
number of persons for which it is to be certificated, on board. The
engine, equipment and cargo may be replaced by an equivalent mass.
Each person may be substituted by a mass of 82.5kg for the purpose
of the tests.

11.5.3.2 The tests will be successful if, for each condition of simulated damage,
the persons for which the inflatable boat or rigid inflatable boat is to be
certificated are supported within the inflatable boat or rigid inflatable
boat. The conditions are:

.1 With forward buoyancy compartment deflated (both sides if

appropriate);

.2 With the entire buoyancy compartment, from the centreline at

the stem to the transom, on one side of the inflatable boat or
rigid inflatable boat deflated.

11.5.4 Swamp Test

11.5.4.1 It should be demonstrated by test or by calculation that a vessel, when

fully swamped, is capable of supporting its full outfit of equipment, cargo
and activity related equipment, the total number of persons and
equivalent mass of cargo for which it is to be certificated, and a mass
equivalent to its engine and a full tank of fuel, with a reserve of buoyancy
of 10%.

11.5.4.2 In the swamped condition the open boat, inflatable boat, rigid inflatable
boat or vessel with a buoyant collar, should not be seriously deformed.

11.5.4.3 An adequate means of draining the boat should be demonstrated at the

conclusion of this test.

11.5.5 Person Recovery Stability Test

11.5.5.1 Two persons should recover a third person from the water into the
vessel. The third person should feign to be unconscious and be back
towards the inflatable boat or rigid inflatable boat so as not to assist the
rescuers. The third person should also, where the water temperature in
the operating region requires it, wear suitable anti-exposure clothing
(e.g. dry suit or immersion suit). Each person involved should wear an
approved lifejacket. The vessel should remain stable throughout the
operation, and should not capsize.

11.6 Stability of Vessels Fitted with a Deck Crane or Other Lifting Device

11.6.1 For the purposes of section 11 only, a lifting device does not include a
person retrieval system, the vessel’s own anchor handling equipment, or
davits for tenders, where judged by the Certifying Authority not to have a
detrimental effect on the stability of the vessel.

64
11.6.2 Reference should be made to section 25.4 for requirements for safety
standards other than stability for a vessel fitted with a deck crane or other
lifting device.

11.6.3 A vessel fitted with a deck crane or other lifting device should be a decked
vessel (or assessed in accordance with section 4.1.3.2) and comply with
the general requirements of section 11, which are appropriate to it.

11.6.4 In addition, with the vessel in the worst anticipated service condition for
lifting operations, compliance with the following criteria should be
demonstrated by a practical test or by calculations:

.1 With the crane or other lifting device operating at its maximum load
and heeling moments, with respect to the vessel, the angle of heel
generally should not exceed 7 degrees or that angle of heel which
results in a freeboard to deck edge anywhere on the periphery of
the vessel of 250mm, whichever is the lesser angle (consideration
should be given to the operating performance of cranes or other
lifting devices of the variable load-radius type and the load
moment with respect to the vessel for lifting devices situated off
centreline).

.2 When an angle of heel greater than 7 degrees but not exceeding

10 degrees occurs, the Certifying Authority may accept the lifting
condition providing that all the following criteria are satisfied when
the crane or other lifting device is operating at its maximum load
moment;

.1 the range of stability from the angle of static equilibrium to

downflooding or angle of vanishing stability, whichever is
the lesser, is equal to or greater than 20 degrees;

.2 the area under the curve of residual righting lever, up to 40

degrees from the angle of static equilibrium or the
downflooding angle, if this is less than 40 degrees, is equal
to or greater than 0.1 metre-radians;

.3 the minimum freeboard to deck edge at side , measured

at A.P. and F.P. throughout the lifting operations should
not be less than half the assigned freeboard to deck edge
at side amidships. For vessels with less than 1000mm
assigned freeboard to deck edge amidships the freeboard
at A.P. or F.P. at deck edge should not be less than
500mm; and

.4 the freeboard to deck edge anywhere on the periphery of

the vessel is at least 250mm.

11.6.5 Information and instructions to the Master on vessel safety when using a
deck crane or other lifting device should be included in the Stability
Information Booklet. The information and instructions should include;

.1 the maximum permitted load and outreach which satisfy the

requirements of section 11.6.2, or the Safe Working Load (SWL),
whichever is the lesser (operating performance data for a crane or

65
 other lifting device of variable load-radius type should be included
as appropriate);

.2 details of all openings leading below deck which should be

secured weathertight; and

.3 the need for all personnel to be above deck before lifting

operations commence.

11.6.6 Requirements for a lifting system which incorporates counterbalance

weight(s), counter ballasting or a vessel that cannot comply with the
requirements of section 11.6.4 but is otherwise deemed to have adequate
residual stability may be specially considered by the Administration. See
also 25.4.1.8.

11.6.7 Vessels fitted with stern (or bow) gantries or fitted with lifting devices
over the ship’s side are not required to have a stability book, having
consideration for the exclusions in 11.6.1, provided it can be
demonstrated to the satisfaction of the Certifying Authority that:

.1 The lifting device is not of a variable load radius type (e.g.

knuckle boom crane), and

.2 The SWL of the lifting device does not exceed 1% of the vessel’s
displacement, or 200 kg whichever is the greater. Where the
displacement of the vessel is not known it may be estimated from
the following formula:
Δ = CB x LOA x Moulded Beam x Load Draught x 1.025

The Certifying Authority is to approve the value of CB used; in

the case of doubt CB of 0.9 can be used (for pontoons etc.) or
0.67 for others, and

.3 A practical test is conducted with the gantry/lifting device at the

maximum rated load/radius, when the crew are represented in
their operational positions to operate the crane to handle the
load, which demonstrates the maximum heel angle of 4 degrees
and minimum heeled freeboard of 250mm around the periphery
of the vessel are achieved.

11.6.8 Vessels that are fitted with a stern (or bow) gantry / centre line lift that
are required to have a stability booklet (e.g. those not excluded by
11.6.7) should meet the following criteria. All the following criteria should
be satisfied when the A frame or other lifting device is operating at its
maximum vertical moment;

.1 the range of stability from the angle of static equilibrium to

downflooding or angle of vanishing stability, whichever is
the lesser, is equal to or greater than 15 degrees;

.2 the area under the curve of residual righting lever, up to 40

degrees or the downflooding angle, if this is less than 40
degrees, is equal to or greater than 0.10 metre-radians;

.3 GM should be positive and greater than or equal to 0.05m.

66
 .4 the minimum freeboard to deck edge at bow, side or
transom, measured at A.P. and F.P. throughout the lifting
operations should not be less than half the assigned
freeboard to deck edge at side amidships or at the
transom. For vessels with less than 1000mm assigned
freeboard to deck edge amidships the freeboard at A.P. or
F.P. at deck edge should not be less than 500mm; and

.5 the freeboard to deck edge anywhere on the periphery of

the vessel is at least 250mm.

11.7 Stability of Vessels Engaged in Towing

11.7.1 Vessels engaged in towing that are not required to have a stability
information booklet (section 11.1.1.2.5) and those that are required to
have a stability information booklet should meet the requirements of this
section. Reference should be made to section 25.2 for requirements for
safety standards other than stability for a vessel engaged in towing.

11.7.2 Generally, a vessel engaged in towing should be a decked vessel (or

assessed in accordance with section 4.1.2.2) and comply with the general
requirements of section 11 which are appropriate to the vessel.

11.7.3 The danger to safety of deck edge immersion makes an open boat (other
than those assessed in accordance with section 4.1.2.2) unsuitable for
towing other vessels or floating objects. Open boats may only tow vessels
of less than twice their displacement in harbour areas and in area
categories 5 and 6, in favourable weather.

11.7.4 For vessels with stability information booklets, the book should include
loading conditions for towing.

11.7.5 Stability for towing conditions may be deemed satisfactory if the heeling
lever (defined below) does not exceed 0.5 times the maximum GZ for the
most critical loading condition.

Heeling Lever =

(0.6 x Max. Bollard Pull x Vertical Distance between Hawser and Centre
of the Propeller(s))
Displacement

The height of the hawser should be measured at:

• the fixed gog, or the side rails if higher, if a fixed gog is always used;
or
• the top of the winch drum (with no towline deployed), or the side rails
if higher, if a fixed gog is not always used.

If the maximum GZ occurs at an angle greater than 30 degrees of heel

then the GZ value for 30 degrees of heel should be used instead of the
angle of maximum GZ

67
11.7.6 In lieu of compliance with 11.7.5 the vessel should be shown to comply
with section 2.8 of Part B of the IMO’s amended Intact Stability Code29
(2008 IS Code) in its entirety.

11.7.7 The stability of vessels without stability information booklets can be

deemed satisfactory if –

• in the normal working condition, the freeboard is such that the deck edge
is not immersed at an angle of less than 10 degrees; and
• The results of the heel test indicate that –

wd ≥ 0.076 K
LBTρtan(θ) f

Where: K = 1.524 + 0.08L - 0.45r

L = Length of vessel between perpendiculars (metres)
r = Length of radial arm of towing hook (metres)
f = Freeboard (metres)
ρ = Density of sea water
θ = Heel angle from heel test
w = Weight moved for heel test
d = transverse distance moved by weight for heel test.

11.7.8 Where the simplified stability calculation for vessels without stability
information booklets described in 11.7.7 is not appropriate for the vessel
then a more comprehensive stability analysis should be completed
using appropriate criteria to satisfy the owners’ responsibility to provide
a safe working environment under Health and Safety general duties.

11.7.9 The heel test should be carried out in small increments in both directions,
and the average resultant heel angle noted for the average heeling
moment wd.

11.8 Approval and Carriage of Stability Information

11.8.1 A Vessel Not Required to have an Approved Stability Information

Booklet.

A vessel for which stability is assessed on the basis of practical tests or

simplified methods, defined in section 11 of the Code, conducted by a
competent person(s), should be approved by the Certifying Authority. In
order to give approval, the Certifying Authority should be satisfied that the
requirements have been met, accepting the results obtained and keeping
a detailed record of the procedure of the tests or calculations and the
results which were accepted.

The Certifying Authority should retain the details in the records maintained
for the vessel, and these details are to be entered on the certificate. See
section 11.1.1.6 for requirements for the carriage of a Stability Guidance
Booklet.

29
IMO International Code on Intact Stability, 2008, Resolution MSC.267(85), as amended.

68
11.8.2 A Vessel Required to have an Approved Stability Information
Booklet.

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

11.8.2.2 A person, independent of the owner / managing agent, competent to the

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

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

11.8.2.4 When satisfied with the form and content of the Stability Information
Booklet (including satisfaction with the competency of the person(s) who
produced the booklet, methods and procedures used for calculations, the
stability standard achieved and instructions which may be given to the
Master but excluding accuracy of hull form data), the Certifying Authority
should stamp the booklet with an official stamp which contains the name
of the Certifying Authority, the date of approval, a file (or record) reference,
number of pages in the booklet and "APPROVED FORM AND
CONTENT".

Two (2) copies of the approved booklet should be returned to the

owner(s). The owners should be instructed to confirm that one (1) copy
has been placed on the vessel and will be retained on the vessel at all
times for use by the Master. The second booklet is for the record of the
owner(s).

The Certifying Authority should retain the third copy of the approved
booklet in the records kept for the vessel.

11.8.2.5 It will be necessary to keep a hard copy of the approved Stability

Information Booklet on board the vessel for use and reference, however
any electronic stability software (which has been validated, to the
satisfaction of the Certifying Authority, against the approved Stability
Information Booklet) may additionally be used.

11.8.2.6 Seagoing Pilot Boats should have a simplified set of guidance, based
on the approved stability information booklet, available for the coxswain
to use. The guidance shall include information on permitted loading
conditions which consider the condition of tanks, number of persons on
board and where they may be seated and the position and mass of any
cargo carried. Conditions of operation which are not permitted shall also
be clearly included in the guidance.

69
11.8.3 A Vessel Required to Have Approved Damage Stability Information

11.8.3.1 The owner(s) of a vessel should be responsible for the submission of the
damage stability calculations prepared by a competent person(s), their
accuracy (including methods and procedures used for calculations) and
compliance with the requirements of section 11.2.

The owner(s) should submit two (2) copies of the calculations to the
Certifying Authority for approval.

11.8.3.2 The Certifying Authority should approve the results of the damage stability
cases provided that the results meet the standard defined in section 11.2.

Approval (of the results but not the accuracy of the calculations) should
be given in a formal letter from the Certifying Authority to the owner(s) and
a copy of the calculations returned marked with the name of the Certifying
Authority, the date and "RESULTS APPROVED".

11.8.4 Guidance on Stability Assessment

Guidelines on the minimum Form and Content of a stability book and

guidance on minimum levels of checking for Certifying Authorities
leading to approval are contained in Appendix 11.

It should be noted that the Certifying Authority may require a full stability
analysis for a vessel which has been modified from the original design,
particularly if the freeboard has been significantly reduced or the
modification has involved the addition of an item of equipment which
may have caused the position of the vertical centre of gravity to be
situated at a higher level than that intended by the designer.

A full assessment, as opposed to a form and content check (see

Appendix 11), may be requested by the Certifying Authority for any
vessel where there is concern with regard to the vessel’s stability.

70
12 Freeboard and Freeboard Marking

12.1. General

12.1.1 Section 12.2 defines the requirements for minimum freeboard for a
motor vessel whose stability has not been assessed using ISO 1221730
(see Appendix 13). Section 12.3 defines how the freeboard mark and
deck line should be applied. Requirements for an inflatable boat or boat
fitted with a buoyant collar, not requiring an approved Stability
Information Booklet, are contained within section 12.4.

12.1.2 It should be noted that vessels whose freeboard is determined using

section 12.2 which are not provided with an approved stability
information booklet are required to be marked with a freeboard mark or
alternative. In such cases the loading of the vessel is governed by the
maximum permissible weight, in accordance with section 11, as
identified on the vessel’s certificate, or appropriate to the load test at
which the heel test was conducted, or in the condition to which the ISO
12217 is assigned.

12.2 Minimum Freeboard

12.2.1 The freeboard, for a motor vessel whose stability has not been assessed
in conjunction with section 11.4.6, should be not less than that determined
by the following requirements:

12.2.2 The vessel should be operated and freeboard calculated at a normal

trim.

12.2.3 Vessels which carry cargo or a combination of passengers, industrial

personnel and cargo for which the cargo element does not exceed
1000kg.

A vessel, other than an inflatable or rigid inflatable boat covered by

section 12.5, when fully loaded with cargo and non-cargo deadweight
items certificated to be carried (each person taken as 82.5kg) should
be upright and;

.1 in the case of a vessel with a continuous watertight weather deck

in accordance with section 4.3.1.1, which is neither stepped or
recessed or raised, have a freeboard measured down from the
lowest point of the weather deck of not less than 300 mm for
vessels of 7 metres in length or under and not less than 750 mm
for vessels of 18 metres in length or over. For a vessel of
intermediate length the freeboard should be determined by linear
interpolation;

.2 in the case of a vessel with a continuous watertight weather deck

in accordance with section 4.3.1.2, which may be stepped,
recessed, or raised, have a freeboard measured down from the
lowest point of the weather deck, of not less than 200mm for

30
ISO 12217 ‘Small craft - Stability and buoyancy assessment and categorisation’ Part 1

71
 vessels of 7 metres in length or under and not less than 400mm
for vessels of 18 metres in length or over. For a vessel of
intermediate length the freeboard should be determined by linear
interpolation. The raised portion(s) of the watertight weather deck
should extend across the full breadth of the vessel and the
average freeboard over the length of the vessel should comply
with 12.2.2.1 above for a vessel with a continuous watertight
weather deck;

.3 in the case of an open boat, have a clear height of side (i.e. the
distance between the waterline and the lowest point of the
gunwale31) of not less than 400mm for vessels of 7 metres in
length or under and not less than 800mm for vessels of 18 metres
in length or over. For a vessel of intermediate length the clear
height should be determined by linear interpolation;

12.2.4 Vessels which carry cargo or a combination of passengers, industrial

personnel and cargo for which the cargo element exceeds 1000kg.

12.2.4.1 Freeboard should be assigned in accordance with the Merchant Shipping

(Load Line) Regulations 1998 (SI 1998 No. 2241), as amended. See MSN
175232, as amended, Schedule 5 Table B and calculation for ships
<24m and noting the corrections for Type B ships “other than timber
freeboards” that are required for lack of superstructure, lack of sheer,
block coefficient, depth and bow height shown in Schedule 4.

Such vessels should have a scale of draught marks marked clearly at the
bow and stern.

12.2.5 A vessel required to be provided with an approved Stability Information

Booklet should be assigned a freeboard which corresponds to the draught
of the vessel in sea water when fully loaded (each person taken as
82.5kg), but which in no case should be less than the freeboard required
by section 12.2.3 or 12.2.4, nor that corresponding to the scantling
draught.

12.3 Freeboard Mark and Loading

12.3.1 A vessel assigned a freeboard in accordance with section 12.2.4 should

be marked with a freeboard mark in accordance with the Merchant
Shipping (Load Line) Regulations 1998 (SI 1998 No. 2241), as amended,
and have a scale of draught marks marked clearly at the bow and stern,
on both sides of the vessel. The longitudinal position of the draught marks,
relative to the longitudinal datum for the hydrostatic data, should be
recorded in the Stability Information Booklet, where provided.

12.3.2 Where it is considered that the addition of a scale of draught marks is

neither practicable nor meaningful, for example, due to restricted loading
variations, application for special consideration should be made to the
Administration.

31
The clear height of the side should be measured to the top of the gunwale or capping or to the
top of the wash strake if one is fitted above the capping.
32
MSN 1752 (M) The Merchant Shipping (Load Line) Regulations 1998, as amended by the
Merchant Shipping (Load Line) (Amendment) Regulations 2000

72
12.3.3 Additionally, where the line of the deck is not immediately discernible, a
vessel should be provided with a deck line. The deck line and freeboard
mark should be permanent and painted on a contrasting background.

12.3.4 The freeboard mark shall consist of a ring 300mm in outside diameter and
25mm wide, intersected by a horizontal line 450mm long and 25mm wide
the upper edge of which passes through the centre of the ring. The top of
the intersecting line should be positioned at the waterline corresponding
to the assigned freeboard to deck edge amidships.

12.3.5 No mark should be applied for fresh water allowance.

12.3.6 The assigning letter marking on the bar of the ring and bar should be D on
the left and T on the right when the MCA is the Certifying Authority. In the
case of any other Certifying Authority, the assigning letters should be U
on the left and K on the right.

12.3.7 The freeboard mark for a vessel required to be provided with an approved
Stability Information Booklet, other than a vessel complying with section
12.2.4 and for a vessel not required to be provided with an approved
Stability Information Book, other than inflatable boats and boats fitted with
a buoyant collar, should be a bar of 300mm in length and 25mm in depth.

12.3.8 The marking should be permanent and painted black on a light

background or in white or yellow on a dark background. No assigning letter
marking should be placed on the bar marking.

12.3.9 The top of the mark should be positioned at the waterline corresponding
to the draught referred to in section 12.2.5, at amidships.

12.3.10 Additionally, where the line of the deck is not immediately discernible, a
vessel should be provided with a deck line. The deck-line shall be
marked amidships on each side of the ship so as to indicate the position
of the freeboard deck. The mark need not be of contrasting colour to the
surrounding hull.

12.3.11 Where the design of the vessel, or other circumstances, render it

impracticable to mark the deck line, the Certifying Authority may direct that
it be marked by reference to another fixed point as near as practicable to
the position described above.

12.3.12 A vessel should not operate in a condition which will result in its freeboard
marks being totally submerged when it is at rest and upright in calm sea
water.

12.4 Inflatable Boats and Boats Fitted with a Buoyant Collar

12.4.1 The freeboard of an inflatable boat or boat fitted with a buoyant collar
should be not less than 300mm measured from the upper surface of the
buoyancy tubes and not less than 250mm at the lowest part of the
transom with all its equipment, fuel, cargo, activity related equipment
(e.g. diving equipment) and the number of persons for which it is to be
certificated on board, with the boat re-trimmed as necessary to

73
 represent a normal operating condition, and with the drainage socks, if
fitted tied up.

12.4.2 A freeboard mark is not required, except where the vessel is certified to
carry more than 1000kg of cargo in accordance with section 12.2.4 when
a load line is required. The minimum freeboards recorded during the tests
of section 12.2.5.1 should be recorded on the SWB2 and the permissible
maximum weight which can be carried should be recorded on the
certificate for the vessel.

12.4.3 For boats operating in Area Category 6 only, which do not meet the
freeboard requirement of section 12.4.1 at the transom, may still be
accepted by the Certifying Authority provided it can be demonstrated that
the boat is self-draining when moving ahead, and has a substantial
reserve of buoyancy (>10%). The Certifying Authority should record such
an acceptance in its report for the vessel (report form SWB2).

74
13 Life-Saving Appliances

13.1 General

13.1.1 All life-saving equipment must be marked in accordance with the

guidelines in MGN 105 (M+F)33.

13.1.1.1 The minimum required life-saving equipment is indicated in Table 13.1

below.

TABLE 13.1

Carriage Requirements for Life-saving Appliances

Area of Operation
6 5 4 3 2 1 0
Category
m=nautical miles <3m from
<3m from
departure <20m
departure
point in daylight &  20m &  60m &
point in <20m Unrestricted
daylight & favourable < 60m < 150m
favourable
favourable weather
weather
weather
Liferafts
(see 13.2)
Yes Yes Yes Yes Yes Yes Yes
<16
persons
2 2 2 2 2 2 2
Total
Number of  16
Lifebuoys 4 4 4 4 4 4 4
persons
(see 13.3)

<16
Lifebuoy
persons
NA 1 NA 1 1 1 1
With light
(see 13.3)  16
persons
NA 2 NA 2 2 2 2
Lifebuoy <16
persons
1 1 1 1 1 1 1
with
buoyant line  16
(see 13.3) 1 1 1 1 1 1 1
persons
<16
Lifebuoys persons
1 1 1 0 0 0 0
without
attachments  16
(see 13.3) persons
3 3 3 1 1 1 1

Additional <16
persons
0 0 0 0 0 0 0
Buoyant
Line  16
(see 13.3) 1 1 1 1 1 1 1
persons
Lifejacket
(see 13.4)
100% 100% 100% 100% 100% 100% 100%
Thermal
protective See
aids (TPA)
100% 100% 100% 100% 100% 100%
13.5.4
(see 13.5)
Portable36
VHF 1 1 1 1 1 1 1
(see 13.6)
EPIRB34
(see 13.7)
None None None None 1 1 2

33
MGN 105 (M+F) “Use and Fitting of Retro-reflective Material on Life-saving Appliances”
34The carriage of Portable VHF, EPIRB and SART / AIS-SART in this section may also be
used to fulfil the carriage requirements of any carriage requirements indicated in Section 16 –
Radio communications.

75
 SART36
or AISSART, Search and
Rescue Locating Device
None None None None 1 1 1
(see 13.8)
Personal Emergency
Radio Devices35 (see None None None R R R R
13.9)
General
Alarm 
None None None None Yes Yes Yes
16 persons
(see 13.11)
General
Alarm
Yes Yes Yes Yes Yes Yes Yes
> 750 kW installed power
(see 13.11)
Parachute
Flares None 4 None 4 4 6 12
(see 13.12)
Red hand
Flares 2 6 2 6 6 6 6
(see 13.12)
Smoke 2 2 2 2 2
Signals buoyant buoyant buoyant buoyant buoyant 2 2
(see 13.12) or hand or hand or hand or hand or hand buoyant Buoyant
held held held held held
Means of Recovery of
Persons from the water Yes Yes Yes Yes Yes Yes Yes
(see 13.13)
Training
Manual Yes Yes Yes Yes Yes Yes Yes
(see 13.14)
Instruction Manual
(for on board
Yes Yes Yes Yes Yes Yes Yes
maintenance)
(see 13.15)
Table of International Life-
saving
Signals
1 x SOLAS Yes Yes Yes Yes Yes Yes Yes
No. 1, or
2 x SOLAS No. 2.
(see 13.16)
R= Strongly Recommended.

13.2 Liferafts

13.2.1 Vessels Operating in Area Category 0

13.2.1.1 Vessels Operating in Area Category 0;

.1 should be provided with liferafts of such number and capacity

that, in the event of any one liferaft being lost or rendered
unserviceable, there is sufficient capacity remaining for all on
board; and

The liferafts provided should;

.2 be constructed to SOLAS standard and MED approved or MCA

DfT approved, have insulated floor and insulated canopy and be
equipped with a "SOLAS A PACK36"; and

.3 the stowage of liferafts should be on the weather deck or in an

external open space, and shall ensure that they are accessible
in all anticipated weather conditions.

35
Strongly recommended also for any Single Handed Operations in Category 3 to 6, see
26.9.5.9
36
SOLAS “A” PACK requirements can be found in MSN 1676 (M+F), Schedule 4, Part 6.

76
 .4 liferafts should be fitted with float free arrangements37 so that the
liferafts float free, inflate and break free automatically. See
sections 13.2.4 and 13.10 for details of stowage, float free
arrangements, weak links and attachments of raft painters.
Other stowage and release mechanisms may be considered if
they can be demonstrated, to the satisfaction of the
Administration, to provide an equivalent level of safety.

.5 The owner / managing agent should demonstrate to the

Certifying Authority by physical deployment that each raft can be
moved from its stowed position and stowed state to launched in
the water38 in the shortest practicable time39. This demonstration
should be carried out at compliance examination and when there
are any changes to the liferaft or modifications to the liferaft
stowage arrangements.

.6 See 13.2.4.1 for servicing requirements.

13.2.2 Vessels Operating in Area Category 1

13.2.2.1 The following are the requirements for vessels operating in Area
Category 1:

.1 The liferaft carriage requirements apply as they do in section

13.2.1.1.1.

Where the vessel is certificated to carry fewer than 16 persons,

the liferaft requirement may be satisfied by a single liferaft. The
liferaft capacity should accommodate at least the total number
of persons on board.

.2 The liferaft acceptable construction standard requirements

apply as they do in section 13.2.1.1.2 except that, the liferaft
need not have an insulated floor or insulated canopy where the
vessel operates exclusively in waters having a temperature of
10 degrees centigrade or higher (see Note 1). The certification
shall clearly show this limitation, or;

liferafts built to the ISO 965040 – Small Craft Inflatable Liferafts,

Part 1, Type 1, Group A standard, are acceptable, provided the
liferaft(s) are fitted with a boarding ramp; are equipped to the
level of “SOLAS A PACK41”, which may, where necessary,
include a “grab bag” to supplement the equipment integral to the
liferaft; and are certificated as compliant with Part 1, Group A
and Part 3 of ISO 9650 from March 2005 onwards.

37
The liferaft retaining strap must be capable of being released quickly and easily, e.g. by
senhouse slip.
38
During the test the Certifying Authority need only witness the raft being moved to the side of
the vessel, adjacent to any guard wires, e.g. getting to a suitable launch site.
39
The MCA is preparing guidance which will define suitable maximum demonstration time.
40
This standard currently provides for a maximum capacity of 12 man liferafts
41
SOLAS “A” PACK requirements can be found in MSN 1676 (M+F), Schedule 4, Part 6.

77
 Compliance certification issued by one of the EC notified bodies
responsible for approval of life saving appliances, described in
the Marine Equipment directive (www.MARED.org), will be
recognised as full third party verification of compliance.

.3 The stowage of liferafts should be on the weather deck or in an

external open space, and shall ensure that they are accessible
in all anticipated weather conditions.

.4 Liferafts should be contained in fibre reinforced plastic (FRP)

containers.

.5 Liferafts should be fitted with float free arrangements42 so that

the liferafts float free, inflate and break free automatically. See
sections 13.2.4 and 13.10 below for details of stowage, float free
arrangements, weak links and attachments of raft painters.
Other stowage and release mechanisms may be considered if
they can be demonstrated, to the satisfaction of the
Administration, to provide an equivalent level of safety.

.6 The owner / managing agent should demonstrate to the

Certifying Authority by physical deployment that each raft can be
moved from its stowed position and stowed state to launched in
the water43 in the shortest practicable time44. This demonstration
should be carried out at compliance examination and when there
are any changes to the liferaft or modifications to the liferaft
stowage arrangements.

.7 See 13.2.4.1 for servicing requirements.

13.2.3 Vessels Operating in Area Categories 2, 3, 4, 5 and 6

13.2.3.1 Vessels operating in Area Categories 2, 3, 4, 5 and 6;

.1 should be provided with liferaft capacity to accommodate at

least the total number of persons on board;

.2 the liferaft(s) provided should be;

i) in accordance with section 13.2.1.1.2 except that the

liferaft(s) should be equipped with “SOLAS B PACK”; or

ii) built to the ISO 965045 – Small Craft Inflatable Liferafts,

Part 1, Type 1, Group A standard, provided the liferaft(s)
are fitted with a boarding ramp; are equipped to the level
of “SOLAS B PACK”, which may, where necessary,
include a “grab bag” to supplement the equipment
integral to the liferaft, and are certificated as compliant

42
The liferaft retaining strap must be capable of being released quickly and easily, e.g. by
senhouse slip.
43
During the test the Certifying Authority need only witness the raft being moved to the side of
the vessel, adjacent to any guard wires, e.g. getting to a suitable launch site.
44
The MCA is preparing guidance which will define suitable maximum demonstration time.
45
This standard currently provides for a maximum capacity of 12 persons.

78
 with Part 1, Group A and Part 3 of ISO 9650 from March
2005 onwards;

iii) Liferafts carried in vessels which operate in Area

Categories 2 and 3 outside the UK Search and Rescue
Region, where the sea temperature is less than 10
degrees centigrade, shall have an insulated floor and
insulated canopy. (See Note 1 below);

iv) Vessels operating in Area Category 6 only, may utilise

open reversible liferafts, constructed to IMO High Speed
Craft Code 2000 standard and MED approved
(“Wheelmarked”) or DfT approved. Liferaft(s) should be
equipped to a level equivalent to a "DfT E Pack46". This
may, where necessary, include a "grab bag" to
supplement the equipment integral to the liferaft.

.3 The stowage of liferafts should generally (i.e. except those fitted

as per 13.2.3.1.4.2) be on the weather deck or in an external
open space, and shall ensure that they are accessible in all
anticipated weather conditions.

4.1 In general, liferafts should be contained in FRP containers and

be subject to .5 below.

4.2 If a raft in an FRP container without float free, or a valise raft is

fitted it should be stowed47 in readily accessible and dedicated
(i.e. stowage space is to be for liferafts only) weathertight lockers
opening directly to the weather deck. ISO valise rafts should also
note 13.2.4.1.

.5 Liferafts should be fitted with float free arrangements48 (except

those fitted as per 13.2.3.1.4.2) so that the liferafts float free,
inflate and break free automatically. See sections 13.2.4 and
13.10 below for details of stowage, float free arrangements,
weak links and attachments of liferaft painters.

.6 The owner / managing agent should demonstrate to the

Certifying Authority by physical deployment that each raft can be
moved from its stowed position and stowed state to launched in
the water49 in the shortest practicable time50. This demonstration
should be carried out at compliance examination and when there
are any changes to the liferaft or modifications to the liferaft
stowage arrangements.

46
DfT “E” PACK requirements can be found in MSN 1676 (M+F), Schedule 4, Part 4.
47
A strong point must be identified for attachment of the painter which is suitably located for
embarkation of the liferaft. In the event of launching a liferaft the painter must be made fast to
a strong point before release of the liferaft.
48
The liferaft retaining strap must be capable of being released quickly and easily, e.g. by
senhouse slip.
49
During the demonstration test the Certifying Authority need only witness the raft being moved
to the side of the vessel, adjacent to any guard wires, e.g. getting to a suitable launch site.
50
The MCA is preparing guidance which will define suitable maximum demonstration time.

79
 .7 See 13.2.4.1 for servicing requirements.

Note 1:Sea temperature data may be found in sources such as the

Admiralty Pilot for a given sea area and period.

To facilitate rapid abandonment in an emergency, where a liferaft

‘grab bag’ is provided, it should be in an accessible position known
to all on board.

Equipment carried in the ‘grab bag’ does not count towards the
equipment the vessel itself must ordinarily carry, with the exception
of TPAs described in 13.5.

13.2.4 General Requirements for Liferafts

13.2.4.1 All liferafts should be serviced at a service station approved by the

manufacturer and at the manufacturer’s recommended intervals. See
either MGN 54851 or MGN 55352 which provide further guidance on the
servicing of inflatable liferafts, inflatable lifejackets and hydrostatic
release units (HRU). However, where the liferaft(s) are stored in valises
this should be at least annually.

13.2.4.2 Operators / managing agents should inspect liferafts frequently for

damage e.g. to the container. If it is damaged it needs to be checked
by an approved service station.

13.2.4.3 Inflatable liferaft hydrostatic release units53 (other than the types which
have a date limited life and are test fired prior to disposal54) should be
serviced annually at a service station approved by the manufacturer.
Also see section 13.10.

13.2.4.4 Some rafts have more than one line coming from the canister. In these
cases the manufacturer’s literature must be consulted to establish
which line is which.

13.2.4.5 Key Points on stowage of liferafts and HRUs

Owners / managing agents should ensure that liferafts:

are stowed as described in 13.2.1.1.3 & .4, 13.2.2.1.3 to .5 or

13.2.3.1.3 to .5;
have launching instructions displayed;
be lit by emergency lighting at the stowage position and launch
area if the vessel is operated at night;
clear any projections and belting when launched;

51
MGN 548 (M+F) - Life-Saving Appliances - Inflatable SOLAS Certificated Liferafts,
Lifejackets, Marine Evacuation Systems, and repair of Inflated Rescue Boats - Servicing
Requirements and Approved Service Stations
52
MGN 553 (M+F) - Life-Saving Appliances - Inflatable Non-SOLAS Liferafts, Lifejackets,
Marine Evacuation Systems, Danbuoys and Lifebuoys - Technical Standards and Servicing
Requirements
53
See 13.2.4.5 and 13.10.
54
Disposable types do not normally need servicing during the working life indicated by the
manufacturer

81
 be secured through an approved and compatible HRU, if fitted with
a float free arrangement;
have the correct painter length. See also 13.10.2.2
ensure that the risk of the painter snagging on obstructions, that
might prevent it from deploying fully, is minimised.
Owner / Managing agents should:
Ensure that the stowage, launching and embarking locations (if different)
should be clear of propellers and thrusters;
preferably stow rafts longitudinally in horizontally fixed cradle;
stow to give protection from weather, smoke, soot, oil, flooding and
accidental damage;
when more than one liferaft is fitted, consideration should be given
for distributing these around the vessel (port/starboard and fore/aft)
in order to provide redundancy in the event of an incident such as
fire or collision;
where a liferaft does not have float free arrangements, ensure
liferaft can be manually released easily in an emergency by
operating the senhouse slip or other release mechanism, and does
not need tools or a knife;
stow containers with drain holes at the bottom;
consider if it will be able to float free and clear;
consider interference with other liferafts;
consider effects of icing;
consider effects on ships compass;
carefully identify and remove transport lashings.

Owner / Managing agent should not:

lash liferafts in cradles;

stow liferafts fitted with float free arrangements under overhanging
decks or awnings;
allow liferafts to have contact with materials containing copper or
copper compounds;
use bottle screws instead of slips;
concentrate all life-saving appliances in one place;
hose down the liferaft.

Owner / managing agents should consider:

the ability to transfer liferafts to either side of the vessel;

• height above waterline – should be as near to waterline as safe
and practicable;

13.3 Lifebuoys

13.3.1 Lifebuoys should be marked with the vessel’s name and one other
means of identification, e.g. Port of Choice, Small Ships Register (SSR)
number, home port if not registered, etc.

13.3.2 Vessels certified to operate in Area Categories 4 and 6 need not carry
lifebuoys fitted with lights.

82
13.3.3 Buoyant lines, where fitted, should not be less than 18 metres in length.
Guidance on lifebuoy buoyant lines and grablines can be found in MGN
106 (M+F)55.

13.3.4 Where light-weight lifebuoys (e.g. horseshoe type) are used, if not fitted
with a buoyant line, they shall be fitted with a drogue (the drogue is
required to prevent the lifebuoy being blown across the sea surface at
speed).

13.3.5 Inflatable lifebuoys are not acceptable.

13.4 Lifejackets

13.4.1 Lifejackets should be MCA (DfT) or SOLAS standard and MED

approved (“Wheelmarked”); or should comply with BS EN 396 or BS EN
ISO 12402, Part 3 or Part 6, for lifejackets of 150 Newtons; or BS EN
399 or BS EN ISO 12402, Part 2, for lifejackets of 275 Newtons (see
Appendix 13) or equivalent ISO/CEN standard.

13.4.2 All lifejackets should be fitted with a whistle, retro-reflective materials

and, if operating in Area Categories 0, 1, 2, 3 or 5, a light.

13.4.3 If the lifejackets are the inflatable type, an additional 10% or 2

lifejackets, whichever is the greater, should be provided.

13.4.4 Inflatable lifejackets for new vessels and new inflatable lifejackets for
existing vessels are to be of the compressed gas inflation type, with
either manual or automatic inflation, and fitted with oral top up valves.
Lifejackets which are inflated orally only are not considered appropriate.

13.4.5 Compressed gas inflatable lifejackets should be serviced to

manufacturers’ recommendations within a maximum of one month
either side of the Compliance, Renewal and Intermediate examination.
In the intervening years they are to be examined annually to the
manufacturer’s recommendation. Certification or declaration of
servicing must be available for inspection by the Certifying
Authority/Administration. As far as is reasonable and practicable, visual
examinations should be carried out weekly by the owner/managing
agent to determine whether they are safe to use56.

13.4.6 Where a lifejacket is serviced annually this is acceptable as an

alternative to the servicing regime prescribed in 13.4.5.

13.4.7 A suitable lifejacket should be provided for each person on board less
than 32kg.

13.4.8 It is most strongly recommended that no more than two different types of
lifejacket are permitted on any vessel, to limit any confusion in use.

55
MGN 106 (M+F) – “Natural and Synthetic Fibre Cordage for Life-saving Appliances.
56
Items particularly identified as being important to inflatable lifejackets, include but not limited
to: (a) inspection of straps, buckles and outer cover, (b) safety harness, its stitching and
buckles, (c) abrasion damage to the inflatable lung, (d) gas inflation cylinder for signs of
corrosion, (e) gas inflation cylinder for tightness of connection to inflation mechanism.

83
13.4.9 It is strongly recommended that donning instructions for the types of
lifejackets carried are posted in a position(s) that is clearly visible to all
persons on board the vessel.

13.5 Thermal Protective Aids (TPAs)

13.5.1 TPAs should be approved as meeting the standards of the MED.

13.5.2 TPAs may be stowed in the ‘grab bag’.

13.5.3 When immersion suits are provided for all on board, as part of the
vessel’s equipment (see section 22 including 22.1.2.7, 22.2.8), only 2
TPAs need to be provided for the use of injured persons.

Immersion suits;

.1 may be of the non-insulated type.

.2 are to be compatible with the lifejackets provided.

.3 may be provided to satisfy the personnel clothing requirements

of section 22.2.8.

13.5.4 Vessels operating in Area Category 6 where the sea surface

temperature is 10 degrees centigrade or less, using open reversible
liferaft(s) in accordance with section 13.2.5, should carry TPAs for all
persons on board. Vessels operating in Area Category 6 where sea
surface temperatures are above 10 degrees centigrade, or those fitted
with a canopied liferaft, need not carry any TPAs.

13.6 Portable VHF Radio

13.6.1 Each vessel should carry a portable Very High Frequency (VHF) radio
fitted with a Digital Selective Calling (DSC) facility57, and charging
facilities for the radio battery or batteries, or a spare battery or batteries
to provide at least 8 hours operation after deploying to the liferaft.
Arrangements should be made to protect the portable VHF and spare
battery or batteries from water damage e.g. waterproof cover. Other
portable VHF radiotelephones may be with or without DSC, those
without DSC shall be of a recognised survival craft type. Where the
radio is a DSC type, operating instructions must be readily available by
printing on the case.

13.6.2 Each vessel should carry a portable Very High Frequency (VHF) radio
capable of operation on Channel 16 and at least one other voice
channel in the international VHF marine band and operable by the
gloved hand of an immersion suit. (Note particular attention should be
paid to push to talk (PTT) button). The radio and spare batteries should
be protected against water damage by design or by a waterproof cover
to a depth of 1 metre for 5 minutes. The construction shall not have any
sharp projections that might damage a survival craft. The radio shall
have a means to attach to clothing or a lanyard with a low breaking

57
Ofcom require that such radios are licensed.

84
 strain safety link. These requirements may be met by a Survival Craft
Radio conforming to EN 300 225. The vessel shall also carry an
appropriate sealed primary battery or batteries able to provide at least
8 hours operation. The battery or seal shall be marked with an expiry
date by manufacturer and shall be in date. See Standards Appendix 13.

13.6.3 It is recommended that, where practicable, vessels carrying more than

one liferaft carry one portable VHF per liferaft.

13.7 406 MHz EPIRB

13.7.1 The 406 megahertz (MHz) Emergency Position Indicating Radio

Beacon (EPIRB) should be installed in a location so that it is capable of
floating free and activating automatically if the vessel sinks. This
location should also be easily accessible so that it can be manually
released and placed in a liferaft. See Standards Appendix 13. Also refer
to Section 16.7 for further details of carriage requirements and
recommendations taking consideration of GMDSS Sea Areas.

13.7.2 The second EPIRB required for a Category 0 vessels should be stowed
in an accessible place, where it is capable of being placed readily in a
liferaft and need not be capable of floating free.

13.7.2 All EPIRBs should be maintained in accordance with the manufacturer’s

recommendations. Batteries should be replaced as required by a
manufacturers approved service station. Additionally, it is a requirement
that all EPIRBs are registered with the Administration. Further guidance
on this can be found in MSN 1816 (M+F)58, as amended.

13.8 Search and Rescue Locating Device

13.8.1 In areas covered by dedicated Search and Rescue (SAR) assets (e.g.
60 n.m. around U.K. coast) and the EPIRB provided has a 121.5 MHz
locator beacon and is of the non-float free type for placing in a liferaft an
additional Search and Rescue Transponder (SART) is not required.
Outside these areas; a Radar SART; or AIS-SART; or an EPIRB-AIS
beacon as part of the EPIRB; is required. See Standards Appendix 13.

13.9 Personal Emergency Radio Devices

13.9.1 It is strongly recommended, on a small workboat operating Cat 0 to 3

voyages, that at least one crew member wear a 406 MHz personal
locator beacon (PLB)59, 60 with GPS and a light whilst on the open deck

58
MSN 1816 (M+F) – Mandatory Registration of Emergency Position Indicating Radio Beacons
(EPIRBs)
59
This has a global range and alerts the nearest Coastguard Station to a Man Overboard
situation. It will typically take 5 minutes for the Coastguard to be aware of your position and
they can then locate a casualty in the water to an accuracy of 100m.
60
Registration of Devices. 406MHz PLBs should be registered with the EPIRB Registry, details
of which are given in MSN 1816 (M+F) – Mandatory Registration of Emergency Position
Indicating Radio Beacons (EPIRBs). VHF DSC devices should be registered with Ofcom,
details of which are also given in MSN 1816(M+F).

85
 at sea. Other crew are strongly recommended to wear a Class M VHF
DSC MOB (Man Overboard) with AIS61, and equipped with a light. This
fitment is particularly useful when undertaking group working activities.
See Standards Appendix 13 and below Notes i, ii, iii.

Note i: A Class M VHF DSC MOB will only inform the Coastguard if the
nearest station is in VHF range. Therefore it is considered unsuitable
for use on single handed vessels and it is prudent at least one other
person on board vessels to have a 406 MHz PLB with GPS to ensure
they alert Coastguard if they enter the water alone or with others.
Note ii: When registering a PLB consideration should be made to
scheduled crew changes and to providing a 24 hour contact if the vessel
operates 24 hours.
Note iii: MCA have published an information leaflet (entitled ‘Personal
Emergency Radio Devices’) on PLBs giving guidance on attributes of
different types of PLB and training, including how to respond if the PLB
accidentally goes off. See:
https://www.gov.uk/government/uploads/system/uploads/attachment_d
ata/file/633925/10672-MCGA-Personal-Emergency-Radio-Devices.pdf

13.9.2 For PLB’s fitment during single handed vessel operations see 26.9.5.9.

13.10 Float Free Arrangements, Weak Links and attachment of Liferaft

Painters

13.10.1 Owner / managing agents should consult manufactures instructions for

fitting of HRUs, where they are fitted;

13.10.2 Ships operating in shallow waters or in favourable weather

13.10.2.1 On vessels, which operate only in ‘favourable weather’ it may be

practicable or preferable to arrange for liferafts to float free from their
stowage without the need for HRU to hold them in place. A weak link
with the correct breaking load will still be required to secure the painter
to the ship so that the inflation system is activated and the inflated
liferaft is then able to break free.

13.10.2.2.1 In shallow water there is a danger that a sinking vessel will touch bottom
before the HRU has released or the liferaft has pulled enough painter/
firing line from the canister to activate the inflation system.
Arrangements without HRUs should be considered, bearing in mind the
possibility of accidental launching if the ship is likely to roll.

13.10.2.2.2 It is the owner / managing agents responsibility to ensure that when

fitting a liferaft to a vessel that it should be obtained with the correct
painter lengths matched for the vessel operational depth, the liferaft
stowage height on the deck above the waterline and method of inflating

61
The MMSI number can be programmed into this device so that the first alert is sent
immediately to the vessel, alerting crew to the Man Overboard situation and also potentially
reducing the possibility of false alerts. If the VHF/DSC is not responded to by someone on the
vessel within a designated time period, other vessels in the area will be alerted. The inbuilt AIS
will enable other vessels in the area equipped with AIS to locate any casualty in the water. A
casualty can be located to an accuracy of 100m.

86
 the liferaft. A painter may be many meters long and must be deployed
to its full length before the liferaft will inflate. Excessively short painters
may result in a liferaft inflating before it enters the water. Excessively
long painters which are attached to a firing line may require the manual
handling of many metres of painter before the liferaft inflates. Owners
should ensure that the arrangements give the best chance of
successful manual and automatic release in the circumstances and
plying area. If excess length of the painter line is provided, this may be
folded, however this is the responsibility of the owner / managing agent
to ensure that there are no obstacles in order to avoid entanglement
and any potential failure to deploy the liferaft. It should also be noted
that the painter line must not be cut, this will invalidate the Approval
Certificate.

13.10.2.3 On Open Reversible Liferafts (ORLs) the firing is typically arranged to

operate after 1 – 1.5 m of line is pulled out, but this must be checked
with the service station which prepared the liferaft. Where ORLs are
stowed on cabin tops etc, the short firing line on ORLs may enable the
liferaft to inflate before it hits the water. Where the liferafts are stowed
closer to the water operational procedures should cover the possibility
that manual intervention may be needed to activate the inflation
system. Easy access to the firing line should be available in these
cases. Owners should ensure that the arrangements give the best
chance of successful manual and automatic release in the
circumstances and plying area.

13.10.3 Multiple liferafts on a single HRU

13.10.3.1 Prototype testing of HRUs is carried out in accordance with the LSA
Code which only requires that the tests are carried out with a single
liferaft. Approval for use of the HRU normally only applies to its use to
hold down one liferaft.

13.10.3.2 Trials have been carried out to test the effectiveness of HRUs holding
more than one liferaft to operate when submerged to a depth of 4 m.
In some cases, the additional up thrust from the liferafts has been
sufficient to prevent the HRU opening and releasing the liferafts.

13.10.3.3 When considering whether to accept a situation where more than one
liferaft is held down by a strap attached to a single HRU, the following
should be taken into account:
• when multiple liferafts are to be secured on a single HRU, owners
must show that the HRU used is approved for this use;

• the arrangements should be checked to ensure that the painters are

not lead or connected in such a way as to inhibit release of the
liferafts eg., painters running through and fouling the cradle. Each
painter should have its own weak link;

• that there is sufficient other LSA available so that in the event of a

single HRU not operating, there would still be adequate liferaft
capacity to accommodate the persons on the vessel;

13.10.4 Tensioning of HRUs

87
13.10.4.1 Over tensioning can lead to the HRU failing to operate. Similar
problems can occur when there is insufficient load on the HRU.
Securing straps should be taut but not over tight.

13.10.5 Vessels carrying liferafts which are not approved under the Maritime
Equipment Directive (MED)

13.10.5.1 Vessels carrying non-MED liferafts, including ISO 9650 liferafts, should
check the compatibility between the liferaft and the HRU. MED
approved HRUs are not necessarily compatible with smaller liferafts
(less than 6 people) as these may not have enough buoyancy to break
the weak link. Some manufactures offer special HRUs for low buoyancy
liferafts.

13.10.6 HRU and weak links

13.10.6.1 Where a vessel carries non-SOLAS and non-MED approved liferafts

that are stowed using float free HRU units the Certifying Authority and
operator should be aware that there may be some doubt as to whether
or not the hydrostatic release units supplied for SOLAS size liferafts are
appropriate for non-SOLAS liferafts.

13.10.6.2 Additionally, there is the issue of the availability of weaker weak links
which some manufacturers are marketing for use with non-SOLAS and
MED approved smaller liferafts. Weaker weak links referred to below
are not appropriate for liferafts approved in accordance with SOLAS.

13.10.6.3 There are essentially two concerns with the weaker weak link that the
Owner and Certifying Authority should consider:

1) Are the weaker weak links strong enough to survive the tension
generated by the buoyancy of the liferaft prior to activation of the
inflation mechanism?
2) Following activation of the inflation mechanism, can a smaller liferaft
generate sufficient buoyancy to break the weak link which has been
fitted?

13.10.6.4 In cases where non-SOLAS liferafts are fitted, and there is any doubt
with respect to the compatibility of HRU and the liferaft itself, then
confirmation is to be sought from manufacturers and/or equipment
suppliers that the breaking strength of the weak link and the size of the
liferaft are compatible.

13.10.6.5 Reduced Strength HRUs are available. Those with a Green weak link
are the extra weak model. Those with a red weak link are the standard
SOLAS models.

13.11 General/Fire Alarm

13.11.1 The General/Fire Alarm may be a bell or Klaxon, or consist of the

vessel's whistle or siren, providing it can be heard in all parts of the
vessel. A General Alarm is required for vessels with 16 or more persons
on board operating in Area Categories 0, 1 or 2, and for all vessels

88
 where total installed power (propulsion and electrical generation) is
greater than 750 kW.

13.12 Pyrotechnics62

13.12.1 Parachute flares, red hand flares, smoke signals, and other pyrotechnics
should be MED approved (“Wheelmarked”) or should comply with MSN
1676 (M)63, as amended.

Note: - Hand held smoke signals need not be approved to the MED or
MSN 1676 (M)).

13.13 Recovery of Persons from the Water

13.13.1 An efficient means to enable the recovery of an unconscious person

from the water should be provided to the satisfaction of the Certifying
Authority. Practical use of this equipment/means should be
demonstrated to the Certifying Authority by the owner /skipper/Master
at renewal/compliance examinations. Refer to MGN 54464.

13.14 Training Manual

13.14.1 A training and instruction manual should contain instructions and

information on the life-saving appliances provided in the vessel, and also
contain information on the best methods of survival.

13.14.2 It may take the form of instructions from the manufacturers of the life-
saving equipment provided, as a minimum, with the following explained in
detail:

.1 donning of lifejackets;

.2 boarding, launching, and clearing the survival craft from the

vessel;

.3 illumination in launching areas;

.4 use of all survival equipment;

.5 use of all aids to location;

.6 use of sea anchors;

.7 recovery of persons from the water;

.8 hazards of exposure and the need for warm clothing;

.9 best use of the survival craft facilities in order to survive;

62
Further guidance can be found in MGN 287 (M+F) – “Disposal of Out of Date Pyrotechnics.
63
MSN 1676 (M) - The Merchant Shipping (Life-Saving Appliances for Ships Other Than Ships of
Classes III to VI(A)) Regulations 1999
64
MGN 544 (M) Life-saving Appliances – Means of Recovery of Persons from the Water by
Ships and Boats – Acceptance of Recovery Equipment.

89
 .10 methods of retrieval, including the use of helicopter rescue gear
(slings, baskets, stretchers), breeches-buoy and shore life-saving
apparatus;

.11 instructions for emergency repair of the life-saving appliances;

and

.12 "Personal Survival at Sea" booklet, e.g. MCA Booklet MCA/075.

13.15 Instruction Manual (on board maintenance)

13.15.1 The manual should contain instructions for on board maintenance of the
life-saving appliances and should include, as a minimum, the following
where applicable:

.1 a check list for use when carrying out the required inspections;

.2 maintenance and repair instructions;

.3 schedule of periodic maintenance;

.4 list of replaceable parts;

.5 list of sources for spare parts; and

.6 log of records of inspection.

13.15.2 The manual may be kept ashore by the owner/managing agent in the case
of an open boat.

13.15.3 Vessels operating on bare-boat charter should be provided with the

manual whether an open boat or otherwise.

13.15.4 Fire and Safety Plan. Attention is drawn to the recommendation in

section 14.10.

13.16 Table of International Life-Saving Signals

13.16.1 Every vessel shall carry a Table of International Life-Saving Signals65.

This shall be in the form of either one SOLAS No. 1 poster, or two
SOLAS No. 2 posters.

13.17 Drills, Training and Recording of Drills

13.17.1 Owner / managing agents are reminded that on board training, practice
fire and abandon ship drills should be carried out regularly by the crew
and recorded in the Official Log Book (see 19.1.3) in accordance with
the requirements of SI.1999 No.272266 (see also MGN 7167). Means of

65
Alternatively, MCA Leaflet MCA/099 “Life Saving Signals” may be posted in the wheelhouse.
https://www.gov.uk/government/uploads/system/uploads/attachment_data/file/222597/dg_185
583.pdf
66
The Merchant Shipping (Musters, Training and Decision Support Systems) Regulations 1999
67
MGN 71(M), Musters, drills, on-board training and instructions, and Decision Support
Systems

90
recovery of persons from the water drills should also be carried out and
recorded, see MGN 544. The owner / managing agent should undertake
a regular training drill of the physical deployment of each liferaft as
described in 13.2.1.1.5, 13.2.2.1.5 and 13.2.3.1.6.

91
14 Fire Safety

14.1 General

14.1.1 The boundary of the machinery space should, with special

consideration given to fire flaps, be arranged to contain the fire
extinguishing medium, i.e. the machinery space should be capable of
being closed down in order that the fire extinguishing medium cannot
escape. Any fans located within, or feeding a machinery space, together
with fuel and oil transfer pumps, centrifuges etc. should be capable of
being stopped from outside the space in the event of a fire. Systems
comprising of automatic stopping of fans in the event of a fire should be
supplemented with a manual override.

14.1.2 Where it is not practical to have a machinery space, the engine should be
enclosed in a box. The box should perform the same function as the
machinery space boundaries in section 14.1.1 above.

14.1.3 Combustible materials and liquids should not be stowed in the

machinery space. If non-combustible materials are stowed in the
machinery space, they should be adequately secured against falling on
machinery, and cause no obstruction to access to or from the space.

14.1.4 Portlights, windows or skylights should not be fitted in the boundary of

the machinery space, except that an observation port having a
maximum diameter of 150mm may be fitted in an internal boundary
bulkhead, provided that the port is of the non-opening type, the frame
is constructed of steel or other equivalent material, and the port is fitted
with a permanently attached cover with securing arrangements. Only
fire rated toughened safety glass, rated A-0 in accordance with the FTP
Code, should be used in an observation port.

14.1.5 Linkages forming part of emergency means for the remote operation for
flaps, cut-offs and similar devices, must be executed in materials or
assemblies which will not themselves fail or become inoperable in all
such emergency circumstances.

14.2 Vessels Operating in Area Categories 0 and 1, and in any Other

Area Category Where the Total Installed Power Exceeds 750 kW
per machinery space, or in any Area Category Where the Vessel is
Carrying 16 or More Persons.

14.2.1 Steel Construction:

14.2.1.1 Vessels which have their machinery space boundaries constructed of

steel require no additional fire protection. However, surfaces on the
opposite side of the machinery space should only be coated with finishes
which have a Class 1 surface spread of flame rating when tested in
accordance with Appendix 13. Also, due consideration should be given
to insulation of steel machinery space boundaries where contiguous
with accommodation, stores or other fire risk/sensitive spaces.

92
14.2.2 Aluminium construction:

14.2.2.1 Vessels constructed in aluminium should be insulated in way of the hull,

bulkheads and deck boundaries in machinery spaces and areas of high
fire risk to B-15 standard and prevent the passage of smoke and flame
for 15 minutes when tested in accordance with the procedure shown in
the IMO International Code for application of Fire Test Procedures68,
FTP Code Annex 1 Part 3.

14.2.2.2 Where insulation is fitted to provide an equivalent level of fire protection,

the insulation should be fitted to the hull, bulkheads and decks in their
entirety and need not be fitted on the hull sides lower than 300mm
below the waterline.

14.2.2.3 Insulation that has been approved to meet A-15 standards (with steel) will
be considered to meet this standard.

14.2.2.4 Builders of aluminium vessels should pay particular attention to areas

of the hull / decks / bulkheads where high heat items pass through (e.g.
exhaust outlet) that may lead to cracking or hardening of the structure
due to the increased ambient temperature which leads to changes to
the structure on a molecular level.

14.2.2.5 It is known that painting aluminium can lead to problems with pitted
corrosion below the paint.

14.2.3 Fibre Reinforced Plastic (FRP) Construction:

14.2.3.1 Vessels constructed in FRP should have hull, bulkheads and deck
boundaries in machinery spaces and other high risk fire areas that
prevent the passage of smoke and flame for 15 minutes and tested in
accordance with the procedure shown in the IMO International Code for
application of Fire Test Procedures69, FTP Code Annex 1 Part 3; except
that in para. 3.3, for load bearing divisions, the structural core temperature
should not exceed the heat deflection temperature (HDT) of the resin in
the laminate; and that in para. 3.5.1 this does not have to be a non-
combustible material) .

14.2.3.2 Where insulation is fitted to provide an equivalent level of fire protection,

the insulation should be fitted to the hull, bulkheads and decks in their
entirety and need not be fitted on the hull sides lower than 300mm
below the waterline.

14.2.3.3 Fire resistance of FRP may be achieved by the use of woven roving glass
layers or additives, which must be added strictly in accordance with the
manufacturer’s requirements, to the resin. Intumescent polyester, epoxy,
vinyl ester or phenolic resin surface coatings may also be used provided
that it can be demonstrated that the coating can protect the structural

68
IMO International Code for application of Fire Test Procedures, 2010, Resolution
MSC.307(88)
69
IMO International Code for application of Fire Test Procedures, 2010, Resolution
MSC.307(88)

93
 integrity of the bulkhead or structure. Solvent borne intumescent paints
are not acceptable.

14.2.3.4 Refer to MCA guidance on fire testing of structural boundaries for use with
composite and wooden construction70.

14.2.3.5 The Certifying Authority may waive the requirement for the testing
described in 14.2.3.1 and 14.2.3.4 if the construction complies with the
equivalent standard provided in Appendix 9 (Fire Test).

14.2.3.6 Where insulation is fitted to provide an equivalent level of fire protection

to that required in section 14.2.3.1, 14.2.3.4 or 14.2.3.5 the insulation
need not be fitted lower than 300mm below the waterline. It should be
noted that insulation approved by the Administration as satisfying the
requirements of an “A” or “B” Class division for the construction
material, and division scantlings, will exceed these requirements.

14.2.3.8 Alternative Arrangements

14.2.3.8.1 Where it is not possible for the vessels described in 14.2.3.1 to meet the
fire test prescribed in FTP Code (see Standards Appendix 13), or those
vessels described in 14.2.3.4 or 14.2.3.5 to meet an equivalent level of
fire protection, such vessels may be fitted with insulation which provides
an equivalent level of fire protection to the machinery space boundaries.
Insulation that has been approved to meet A-15 standards (with steel) will
be considered to meet this standard. The insulation need not be fitted
lower than 300mm below the light waterline on the hull sides. Where
insulation is required for FRP structure, if an A-15 equivalent standard
is required an acceptable alternative is Annex 1 Part 11 of the FTP
Code 2010 – Test for fire resisting divisions for HSC. Acceptable
insulations will have the notation of ‘Fire-resisting divisions 60’. The
approval shall state the orientation of the division and whether the
division is load bearing or non-load bearing. The insulation need not be
fitted lower than 300mm below the light waterline on the hull sides.

14.2.3.9 The use of intumescent materials is not acceptable for use as ‘A’ Class
insulations for the following reasons:
• their performance under smoke and toxicity tests within the FTP
Code, and the knock-on effect this might have on escape and
abandonment;
• they may not be non-combustible;
• they intumesce at temperatures in excess of the mean temperature
limitation of 139 C. This temperature could be considerably
exceeded before they became effective;

70
“A metallic bulkhead conducts heat very well, and the main reason for the fitting of structural
fire protection is to stop the spread of fire from one compartment to the next. It is worth
remembering that (aluminium aside) the survival of the structure is not of primary concern.
However, where wood and composites are concerned, the opposite is true. In this case, the
structure is an insulator. The downside of these materials is that they have relatively poor
structural response to heat. It is for this reason that insulation is required to be fitted to these
structures. So in effect, we are not concerned with spread of fire through conduction, more with
the collapse of the structure. In this regard, assuming that the structure has been sufficiently
protected to ensure no collapse we are then interested to know what represents a ‘worst case’
thermally for the bulkhead.”

94
 • they may lose their intumescing properties in spaces having high
ambient temperatures such as machinery spaces or in low
temperature fires;
• there is no guarantee that the materials would intumesce at any
stage during the life of a ship and there is no means of knowing if
materials have lost their ability to intumesce;
• they are unrecognisable from ordinary paints and coatings and any
deteriorating material may be removed and inadvertently replaced by
an ordinary paint or coating;
• they may deteriorate unknowingly in concealed spaces; and
• they may be affected by water or hydrocarbons.

14.2.4 Wood Construction: Machinery space boundaries should have an

equivalent level of fire protection when compared to FRP construction.

14.2.5 For multi-hull vessels with separate machinery spaces, each space can
be considered separately in interpretation of total installed power provided
that any common connecting service duct is fitted with a structural fire
barrier to prevent the passage of smoke and flame in either direction for a
period of 15 minutes.

14.2.6 Vessels that carry Dangerous Goods should note section 29.3.2 and
29.4.3.

14.3 Insulation

14.3.1 Thermal or acoustic insulation fitted inside the machinery space should
be of non-combustible material.

14.3.2 The thermal or acoustic insulation will be considered as being a non-

combustible material if it complies with BS EN ISO 4589 Part 3, and the
material has an Oxygen Index greater than 21, or if it fulfils the
requirements of Appendix 10 or the IMO International Code for
application of Fire Test Procedures (FTP Code 2010), Part 1, Non
Combustibility Test (see Appendix 13).

14.3.3 Insulation should be protected against impregnation by flammable

vapours and liquids. Where insulation is cut, the edges should be
protected against such impregnation, e.g. by the use of non-
combustible tape. Where the insulation is vulnerable to damage it
should be protected.

14.4 Cleanliness and Pollution Prevention

14.4.1 Provision should be made to retain any oil leakage within the confines
of the machinery space.

14.4.2 In a vessel constructed of wood, measures should be taken to prevent

absorption of oil into the structure.

14.4.3 When it is impracticable to fit a metal drip tray in way of the engine, the
use of the engine bearers as a means of containment of the oil may be
accepted when they are of sufficient height and have no limber holes.

95
 Provision should be made for the clearing of spillage and drainage
collected in the machinery space.

14.4.4 Efficient means should be provided to ensure that all residues of

persistent oils are collected and retained on-board for discharge to
collection facilities ashore. Reference should also be made to section
28, Pollution Prevention

14.4.5 The machinery space should be kept clean and clear of oily waste,
except when oily waste kept in a dedicated stowage tank.

14.4.6 Where petrol engines are carried on board, reference should be made
to section 7.3

14.5 Open Flame Appliances and Gas Installations

14.5.1 Open flame gas appliances provided for cooking, heating or any other
purposes, should comply with the requirements of EC Directive
2009/142/EC71 (“Council Directive of 30 November 2009 on the
approximation of the laws of the Member States relating to appliances
burning gaseous fuels"), so far as the requirements of the Directive apply
to any particular appliance, and be suitable for marine use and
installation in boats.

14.5.2 Installation of a gas appliance should be in accordance with a

recognised standard listed in the Standards Appendix 13, or equivalent,
and Appendix 5 - Gas Installations.

14.5.3 Materials which are in the vicinity of open flame cooking or heating
appliances should be non-combustible, except that these materials may
be faced with any surface finish having a Class 1 surface spread of
flame rating when tested in accordance with a recognised standard, see
Standards Appendix 13.

14.5.4 Combustible materials, and other surfaces, which do not have a surface
spread of flame rating, should not be left unprotected within the
following distances of a standard cooker:

.1 400mm vertically above the cooker, for horizontal surfaces,

when the vessel is upright;
.2 125mm horizontally from the cooker, for vertical surfaces.

14.5.5 Curtains, or any other suspended textile materials, should not be fitted
within 600mm of any open flame cooking, heating or other appliance.

14.5.6 With regard to section 14.5.4 and 14.5.5 above, ISO 9094 will be
considered as acceptable. See Appendix 13.

14.5.7 Where open flame cooking or heating appliances are installed in or

adjacent to accommodation areas, efficient carbon monoxide (CO)
detector(s) should be fitted. It is strongly recommended that CO
detection is provided in accommodation and other accessible spaces

2009/142/EC “the Gas Appliances Directive” was replaced by 2016/426/EC “the Gas
71

Appliances Regulation” on 21/4/18

96
 where there is a possibility of exhaust gas penetration in the event of
an exhaust leak.

14.5.8 Newly installed gas installations should be inspected by a ‘Gas Safe

Marine’ qualified technician (or equivalent if outside the UK) and issued
with a safety certificate. It is strongly recommended that such
inspections are carried out annually on all gas installations.

14.6 Liquid Fuelled Galley Cookers and Heating Appliances

14.6.1 The space within which a (diesel) heater installation is fitted should be
treated as an area of risk from fire. The heater should preferably be
located in the machinery space, if the heater is not located in the
machinery space there should be capability to discharge extinguishing
medium into the space without entering the space. There should be a
procedure in place to avoid asphyxiation of personnel especially if it is
in an accommodation space.

14.6.2 Diesel is the only fuel with a flashpoint under 60deg C which is permitted
for use in cookers or heating appliances. The use of petrol is not
permitted for cookers or heating appliances.

14.6.3 Fuel tanks shall not be fitted in spaces which contain heating
appliances.

14.6.4 Fuel pipes for Liquid Fuelled Galley Cookers and Heating Appliances
should comply with sections 7.4.4 to 7.4.12.

14.6.5 The supply of oil shall be capable of being controlled outside that space
(i.e. a remote operated valve should be fitted).

14.6.6 Cookers and heaters should be installed and any modifications made
in accordance with the instructions supplied by the appliance
manufacturer and in conformity with this section. In addition heaters
should be designed and constructed to meet the following general
requirements:

- be suitable for marine use;

- be able to operate at angles of 15 degrees in any direction;
- have overheat control devices;
- have a flame failure device if the fuel supply is pressurized,
unless it is a wick type burner.

14.6.7 Heaters and their exhaust systems should be installed outside spaces
where flammable vapours can accumulate.

14.6.8 Exhaust systems should be installed in accordance with appliance

manufacturers’ guidance and such that the surrounding structure is
suitably protected from it and arranged to allow the required dissipation
of heat.

14.6.9 Design and installation of the appliance should consider the use in the
marine environment, for example vibration, vessel movements,
temperatures, humidity and corrosion.

97
14.6.10 Appliances operating controls should be located to be accessible, and
to minimise possible injury from burners when not in use.

14.6.11 Heaters should be installed so that the outgoing products of combustion

pass through sealed ductwork terminating outside the vessel.

14.6.12 Where user awareness for the safe operation of an appliance is

required, a durable, permanently legible sign covering the operation,
including refuelling procedure if applicable, and any unique hazards
involved with its use, shall be provided on it in the immediate vicinity.

14.6.13 Where liquid fired cooking or heating appliances are installed in or

adjacent to accommodation areas, efficient CO detector(s) should be
fitted. It is strongly recommended that CO detection is provided in
accommodation and other accessible spaces where there is a
possibility of exhaust gas penetration in the event of an exhaust leak.

14.6.14 Reference should be made to Appendix 5.B and Appendix 13.

14.7 Furnishing Materials

14.7.1 Combustion Modified High Resilient (CMHR) foams should be used in

upholstered furniture and mattresses.

14.7.2 Upholstery covering fabrics should satisfy the cigarette and butane
flame tests of a recognised standard see Appendix 13, or see Appendix
10, or equivalent.

14.8 Fire Detection

14.8.1 In all vessels efficient fire detectors should be fitted in the machinery
space(s), galley areas and spaces containing heaters or open flame
devices, areas of concentrated electrical equipment and other areas at
risk from fire.

14.8.2 On any vessel, where an area is identified by the Certifying Authority as

posing a fire risk to either passengers, industrial personnel or crew (e.g.
sleeping accommodation), fire detection equipment shall be installed to
protect that area.

14.8.3 The fire detectors should be appropriate to the hazard identified and
should give an audible warning that can be heard in the space
concerned, and in the control position, when the vessel is in operation.
Fire detectors in machinery spaces should detect smoke and heat, or
flame.

14.8.4 Efficient fire detectors may be required in order to comply with section
14.9.3.

14.8.5 CO detection is not required when heating or cooking is undertaken

using electrical cookers or heaters. It is strongly recommended that CO
detection (with audible alarm) is provided in accommodation and other
accessible spaces where there is a possibility of exhaust gas
penetration in the event of an exhaust leak. See Appendix 13. Additional
CO detection should be installed as per 14.5.7 and 14.6.13.

98
14.9 Means of Escape

14.9.1 Two means of escape should be provided in;

.1 accommodation spaces used for sleeping or rest; and

.2 other accommodation spaces affected by a fire risk; and

.3 machinery spaces affected by a fire risk except;

.1 those spaces visited only occasionally, or unmanned

during normal operation, and where the single access
gives ready escape, at all times, in the event of fire; or

.2 those spaces where any person entering, and moving

about the space, is within 5 metres of the single
entrance, at all times.

14.9.2 The means of escape should be such that a single hazardous event will
not cut-off both escape routes. Only in the exceptional case, such that
the overall safety of the vessel would be diminished, should means of
escape contrary to section 14.9.1.1, 14.9.1.2 or 14.9.1.3 be accepted.

14.9.3 In the exceptional case where a single means of escape from

accommodation spaces is accepted, efficient fire detectors should be
provided, as necessary, to give early warning of a fire emergency which
could cut off that single means of escape. Such detection should be
located in the escape route and also in the spaces of high fire risk e.g.
machinery and galley as appropriate. The alarm should be clearly
audible in the accommodation space with cabin door(s) closed and
under normal maximum ambient noise conditions. Detection in galley
areas should be by heat detectors sited as close as practicable to the
potential source of fire.

14.9.4 Means of escape should be clearly marked for their purpose on both
sides, and the function of each escape route demonstrated by practical
tests to the satisfaction of the Certifying Authority.

14.9.5 When considering a means of escape, 5.2.1.4 should also be considered.

14.9.6 When carrying dangerous goods (section 29) owners / managing

agents / masters should ensure ready means of escape and means of
safe access to survival craft in the event of a fire / explosion when
carrying dangerous goods, under the Merchant Shipping (Dangerous
Goods and Marine Pollutants) Regulations 1997 (SI 1997 No. 2367), as
amended.

14.10 Fire and Safety Plan

14.10.1 For complex workboats (those required to have a Stability Information

Booklet or with a total installed power >750kW) it is recommended that
a fire control and safety (general arrangement) plan(s) is prominently
displayed on the vessel for the guidance of the Master and crew of the
vessel. The content of the plan(s) should adequately show and describe

99
 the principal fire prevention appliances, detection and protection
equipment and materials, it should show the number, positions of
stowage of the life-saving equipment, means of access and emergency
escapes for compartments and decks, locations and means of control
of systems and openings which should be closed down in a fire
emergency.

14.10.2 As far as practical, symbols used on the plans should comply with a
recognised international standard.

14.10.3 The plan(s) should be kept up to date.

14.10.4 Owners / managing agents should be aware that some foreign flag
administrations may also require this plan to be verified by the Certifying
Authority.

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15 Fire Appliances

15.1 General

15.1.1 A vessel should be provided with efficient fire fighting equipment in

accordance with this section. All portable fire extinguishers are to be
serviced, by a competent person in accordance with the servicing
intervals in Table 1 of MGN 276 (M+F)72. All other fire appliances are
to be maintained in accordance with the manufacturers’ requirements.

15.1.2 Except where there is a risk of an electrical fire, portable carbon dioxide
fire extinguishers should not be located or provided for use in
accommodation spaces where the user or occupants may be affected
by their use or leakage. Safety considerations should be given to the
volume of carbon dioxide that could be released.

15.1.3 Where dangerous goods are carried or transfer of cargoes is

undertaken in accordance with Chapter 29, refer to 29.6.2.

15.2 Vessels Less Than 6 Metres in Length Operating in Area Cat 6

15.2.1 In a vessel of less than 6 metres in length, which is not fitted, or is only
partially fitted, with a watertight weather deck, and with no cooking
appliances, a single extinguisher capable of discharging into the
machinery space is to be fitted. The extinguisher should be suitably
sized for the machinery space, but be a minimum of 34B.

15.3 Open Vessels, Inflatable Boats and Boats with a Buoyant Collar up
to 8 Metres in Length Not Fitted with a Substantial Enclosure.

15.3.1 An open vessel, inflatable boat or boat with a buoyant collar, up to 8

metres in length, not fitted with a substantial enclosure, with no cooking
appliances, should be fitted with a minimum of two fire extinguishers,
each with a minimum rating of 5A/34B.

15.4 Vessels Less than 15 Metres in Length, and Carrying 15 or Fewer

Persons, Not Covered by Sections 15.2 or 15.3

15.4.1 Vessels less than 15 metres in length, and carrying 15 or fewer persons,
not covered by sections 15.2 or 15.3 should be fitted with;

.1 a power driven self-priming fire pump(s)*, in a suitable

arrangement which ensure that the fire main pressure and fire
main availability can be maintained following the loss of an
individual machinery space. It should be fitted with sea and hose
connections, capable of delivering one jet of water to any part of
the ship through hose and nozzle, and one fire hose of adequate
length with a 10mm nozzle and a suitable spray nozzle. Fitment
of a power driven pump is considered current best practice.

MGN 276 (M+F) – “Maintenance of Portable Fire Extinguishers”.

72

101
 .2 In lieu of 15.4.1.1 one hand fire pump (outside machinery space
under consideration)* may be fitted, with sea and hose
connections, capable of delivering one jet of water to any part of
the ship through hose and nozzle, and one fire hose of adequate
length, with a 10mm nozzle, and a suitable spray nozzle; or

.3 where the machinery space is less than 120kW installed power

and the engine is powered by diesel, one multi-purpose fire
extinguisher sized appropriately and to a recognised standard,
see Appendix 13, may be fitted adjacent to the main entrance to
each machinery space and for those vessels with an engine
casing arrangement they should be arranged to discharge into
the machinery space(s) through a fire port, with a minimum fire
rating of 13A/113B, or a number of smaller extinguishers, giving
the equivalent fire rating, in addition to that required in 15.4.2
below;

15.4.2 Not less than one multi-purpose fire extinguisher to a recognised

standard, see Appendix 13, with a minimum fire rating of 5A/34B,
provided at each exit from accommodation spaces to the open deck. In
no case should there be less than two such extinguishers provided.

15.4.3 At least two fire buckets with lanyards long enough to reach the sea
from the weather deck. Buckets may be of metal, plastic or canvas and
should be suitable for their intended service.

15.4.4 One fire blanket of a recognised standard, see Appendix 13, in the
galley or cooking area, where a fire risk can be identified.

15.5 Vessels of 15 Metres or More in Length, or Carrying 16 or More

Persons

15.5.1 Vessels of 15 metres or more in length, or carrying 16 or more persons

should be fitted with;

.1 a power driven self-priming fire pump(s)*, in a suitable

arrangement which ensure that the fire main pressure and fire
main availability can be maintained following the loss of an
individual machinery space. It should be fitted with sea and hose
connections, capable of delivering one jet of water to any part of
the ship through hose and nozzle, and one fire hose of adequate
length with a 10mm nozzle and a suitable spray nozzle. Fitment
of a power driven pump is considered current best practice.

.2 In lieu of 15.5.1.1 one hand fire pump (outside machinery space

under consideration) may be fitted, with sea and hose
connections, capable of delivering one jet of water to any part of
the ship through hose and nozzle, and one fire hose of adequate
length with a 10mm nozzle and a suitable spray nozzle; or

.3 where the machinery space is less than 120kW installed power

and the engine is powered by diesel, not less than two multi-
purpose fire extinguishers sized appropriately and to a
recognised standard, see Appendix 13, may be fitted outside
each machinery space, each with a minimum fire rating of

102
 13A/113B, or a number of smaller extinguishers giving the
equivalent fire rating, in addition to that required in 15.5.2 below;

Note: * This may be one of the pumps required by Section 10 (Bilge

Pumping), where two power pumps are fitted, when fitted with a
suitable change over arrangement which is readily accessible.
Such arrangement should not compromise the ability to remove
accumulated fire extinguishing water from any space that could
be detrimental to the vessel's stability or essential services, nor
allow contaminated bilge water to be accidentally applied to a
fire via the fire main. Where a dedicated power driven fire pump
is fitted the fire main pressure and fire main availability must be
maintained following the loss of an individual machinery space.

15.5.2 Not less than two multi-purpose fire extinguishers to a recognised

standard, see Appendix 13, with a minimum fire rating of 13A/113B.

15.5.3 One fire blanket of a recognised standard, see Appendix 13, in galley
or cooking area, where a fire risk is identified.

15.6.1 Provision for Fire Extinguishing in Machinery Spaces

15.6.1.1 Fire extinguishing, suitable for the volume of the machinery space,
should be provided for vessels fitted with inboard engines. A person
should not be required to enter the machinery space in order to
extinguish a fire.

15.6.2 Portable Fire Extinguishers

15.6.2.1 The means of compliance with 15.6.1 may consist of a portable

extinguisher suitably sized for the space being protected and arranged
to discharge into that space. An additional extinguisher or one of the
multi-purpose fire extinguishers required in 15.2, 15.3, 15.4 or 15.5,
can also be the extinguisher required for discharge into the engine
space, providing it is a suitable type (B), and suitably sized and
stowed in a location appropriate to its dual use.

15.6.3 Fixed Fire Extinguishing Systems

15.6.3.1 When a fixed fire extinguishing system, which is not a portable

extinguisher described in 15.6.2.1, is installed in a machinery space, it
should be an MCA, or equivalent, approved type appropriate to the space
to be protected, and be installed and maintained in accordance with the
manufacturer’s requirements.

15.6.3.2 The requirements for fixed fire extinguishing installations are detailed in
the Merchant Shipping (Fire Protection – Small Ships) Regulations 1998
(SI 1998 No. 1011), as amended, and the “Fire Protection Arrangements”
of the MCA Instructions for the Guidance of Surveyors”73, as amended.

73

https://www.gov.uk/government/uploads/system/uploads/attachment_data/file/292107/msis01
2ch7rev1012.pdf

103
 Further requirements for the installation of fixed fire fighting systems can
be found in MSN 1666 (M)74, as amended75.

15.6.3.3 Fixed installations in machinery spaces covered by the references are;

.1 medium expansion foam;

.2 high expansion foam;
.3 carbon dioxide76;
.4 pressure water spraying;
.5 vaporising fluids (hydrofluorocarbons - HFCs); and
.6 aerosols (solid pyrotechnic type).

15.7 Informative Notes

15.7.1 Multi-purpose fire extinguishers have a capability to deal with both

Category A fires involving solid materials, and Category B fires involving
liquids or liquefiable solids, and may be marked with the multipurpose
rating, e.g. 13A/113B in section 15.4.1 above; and 5A/34B in section
15.4.2 above.

15.7.2 BS EN 3 is the MCA accepted national standard for- portable fire

extinguishers.

15.7.3 BS EN 3 allows a zone of colour of up to 5% of the external area of the

extinguisher body to be used to identify the extinguishing agent.
Manufacturers have complied with this by printing the operating
instructions in the appropriate extinguishing agent colour.

15.7.4 Manufacturers producing extinguishers certified and marked to BS EN 3

cannot revert to the colour schemes contained in the withdrawn BS
5423:1987. Owners of vessels must not overpaint red BS EN 3
extinguishers to the “old” colours.

15.7.5 EC Regulation 1059/2009, as amended, on ozone depleting substances

prohibits the sale and use of Halons, including material that has been
recovered or recycled. Therefore, no fire fighting equipment containing
Halons must be placed on board any vessel. Marine Guidance Note
MGN 191 (M+F) – “Use of Halon for Fire Extinguishing on Board Ships”,
provides further information.

74
MSN 1666 (M)– “The Merchant Shipping (Fire Protection) Regulations 1998: Fixed fire
detection alarm and extinguishing systems
75
Amended by MSN 1733 (M) – “The Merchant Shipping (Fire Protection) (Amendment)
Regulations 1999
76
MGN 354 (M+F) – “Fishing and Small Vessels – Safe Operation of Fixed CO2 Gas Fire
Extinguishing Systems” provides further guidance.

104
16 Radiocommunications Equipment

16.1 All new vessels should comply with Section 16 – Radiocommunications

Equipment in full. It is recommended that existing vessels comply with this
section where practicable. For details on the standards, see Appendix 13.

16.2 The Global Maritime Distress and Safety System (GMDSS)

16.2.1 Unless otherwise stated in 16.2.2, each vessel should carry sufficient radio
communications equipment77 to perform the following distress and safety
communications functions throughout its intended voyage:

.1 Provide for the safety of the vessel by:-

i) transmitting ship-to-shore distress alerting by two independent
means at least one of which is primary;
ii) transmitting ship-to-ship distress alerting;
iii) transmitting and receiving on-scene communications, including
appropriate search and rescue co-ordinating communications; and
iv) transmitting locating signals;

.2 Assist other vessels in distress by:-

i) receiving shore-to-ship distress alerting; and
ii) receiving ship-to-ship distress alerting; and

.3 Receive navigational and meteorological warnings and urgent safety

information (Maritime Safety Information (MSI)).

16.2.2 Exceptions to 16.2.1 are;

.1 Where a vessel with an area of operation category 4, 5 or 6 can

reliably obtain up to date navigation and weather information by
other means it does not need to be able to receive MSI by a GMDSS
compatible means. See also 19.4.1.

.2 A vessel with area of operation category 6; because of its limited

safety equipment, is only anticipated to provide assistance in local
distress events, regardless of Sea Area may have a reduced
functionality in 16.2.1.2.ii and 16.2.1.1.iii.

.3 A vessel with area of operation category 6, where the visual means

of distress alerting or another non-GMDSS is considered effective a
second means of transmitting ship to shore distress alert in Sea Area
A1 is not required.

77
Radio equipment placed on the market under the Radio Equipment Directive (RED),
2014/53/EU, or Marine Equipment Directive (MED), may be installed. Appendix 13 identifies the
minimum acceptable standards applicable to R&TTE equipment and the equipment type reference
found on the MED approval certificate of MED equipment. The Radio Equipment Directive (RED),
2014/53/EU, replaced the R&TTE and some of the standards identified may no longer be valid. A
Marine Guidance Note, providing further guidance, and replacing those R&TTE standards in
Appendix 13, will be published. Where suitable equipment is not available on the market under
the RED Directive, equipment with a current valid MED Approval certificate should be installed.

105
16.3 Radio Installation

16.3.1 Vessels should be fitted with the minimum radio equipment for the GMDSS
Sea Area in which the vessel will operate, which fulfils the functional
requirements specified in section 16.2.1. A chart of GMDSS Sea Areas
around the UK can be found in Appendix 1. Where the vessels operational
area changes the radio fitment should be reviewed by the Certifying
Authority. The vessels Sea Area should be noted on the Workboat
Certificate (see section 16.10). The GMDSS Sea Areas78 are defined as
follows:

.1 “GMDSS Sea Area A1” means an area within the radio telephone
coverage of at least one VHF coast station in which continuous
DSC alerting is available, as may be defined by a Contracting
Government;

.2 “GMDSS Sea Area A2” means an area, excluding GMDSS Sea

Area A1, within the radiotelephone coverage of at least one MF
coast station in which continuous DSC alerting is available, as may
be defined by a Contracting Government;

.3 “GMDSS Sea Area A3” means an area, excluding GMDSS Sea

Areas A1 and A2, within the coverage of an Inmarsat geostationary
satellite in which continuous alerting is available.

.4 “GMDSS Sea Area A4” means an area outside GMDSS Sea Areas
A1, A2 and A3.

16.3.2 Further information on GMDSS Sea Areas worldwide may be found in the
Admiralty List of Radio Signals, Volume 5.

16.3.3 VHF transmission and reception ranges are reliable only within the line of
sight ranges of the aerials (see the MCA’s Marine Guidance Note MGN
32479, as amended). Owner/Operator reminded that vessel should only
operate within reliable range of GMDSS VHF shore stations. For small
vessels or someone using a portable radio this is likely to be much less
than 60 nm from land / Coast Radio station and the area implied on Sea
Area A1 coverage Map shown in Appendix 1. See section 16.7.1 and
MGN324, as amended, VHF Range diagrams. Iridium satellite phones do
not fulfil GMDSS requirements.

16.3.4 Aerials should be mounted as high as is practicable to maximise

performance. When the main aerial is fitted to a mast, which is equipped
to carry sails, an emergency aerial should be provided.

16.3.5 Masters, owners and managing agents should be aware of VHF coverage
in the intended area of operation. Where the certainty of good VHF coverage
in the UK coastal area is in doubt, Masters owners and managing agents
should seek advice from the MCA on whether Medium Frequency (MF) or
other equipment with long range transmission capability should be carried.
(i.e. Mobile Satellite Communications Systems, etc.).

78
Defined in SOLAS Chapter IV, Regulation 2.
MGN 324(M+F) Amendment 1 Navigation: Watchkeeping Safety – Use of VHF Radio and AIS
79

106
16.3.6 All radio installations should:

.1 be so located to ensure the greatest possible degree of safety

and operational availability;

.2 be protected against the harmful effects of water, extremes of

temperature and other adverse environmental conditions;

.3 be clearly marked with the call sign, the vessel station identity,
MMSI number where applicable and any other codes applicable to the use
of the radio installation.

16.3.7 A fixed radio installation should be clearly marked with the vessel’s call
sign, any other codes applicable to the use of the radio, and a
Maritime Mobile Service Identity (MMSI). A card or cards giving a clear
summary of the radio distress, urgency and safety procedures should
be displayed in full view of the radio operating position(s).

16.3.8 Brief and clear operating instructions should also be provided for the
portable VHF Radio required by section 13.6 and Table 13.1.

16.4 Operational Performance

16.4.1 All radio communication equipment should be of a type which is approved

by the relevant authority. See footnote to section 16.2.1.

16.5 Sources of Energy

16.5.1 When the electrical supply to radio equipment is from a battery, charging
facilities (which are capable of recharging batteries to minimum capacity
requirements within 10 hours) or a duplicate battery of capacity sufficient
for the voyage should be provided.

16.5.2 The battery electrical supply to radio equipment should be protected

against flooding/swamping as far as practicable and arranged so that radio
communications are not interrupted in adverse conditions. When the
efficiency of the required protection against flooding/swamping cannot be
guaranteed with batteries located below the freeboard deck, an efficiently
protected battery electrical supply to the radio equipment should be
provided above the freeboard deck.

16.5.3 When fully charged, the batteries should provide at least the minimum
required hours of operation to ensure effective use of the GMDSS
installation.

16.5.4 See also 8.8.2 and 8.8.4.

16.6 Test and maintenance

16.6.1 Radio equipment required under this code should be tested and confirmed
as working normally before departure and on a routine basis while at sea,
except for non-rechargeable portable equipment with fixed batteries; these
must be tested according to the manufacturer’s instructions. Equipment

107
 should be maintained according to manufacturer’s instructions. A record
should be kept of tests and maintenance.

16.7 Carriage Requirements by GMDSS Sea Area

For information: A vessel operating around the UK coast and more than
20 n. miles from a safe haven will generally need to carry A1 and A2
equipment.

16.7.1 Area of operation: category 0, 1, 2, 3 and 4

Equipment GMDSS Sea Area

A180 A1+A2 A1+ A2+A3 A1+ A2+

A3+A4

1 Fixed VHF radio 1 1 1 1

installation with DSC

2 VHF Channel 70 DSC 1 1 1 1

watch installation81

3 MF radio installation with 1Note C

DSC or

4 INMARSAT – C or mini-C 1 1
with Enhanced Group Call or or
(EGC)82

5 MF/HF radio installation 1 1 1

with DSC with Narrow
Band Direct Printing
(NBDP)

6 EPIRB83 1Note A 1 1 1

7 NAVTEX receiver 1Note B 1 1 1

1 = Number required to be fitted.
Note A = This is recommended only in Sea Area A1 on category 3 and 4 operations where
visual or other non-GMDSS means of alerting is considered to be ineffective.
Note B = This is recommendatory only in Sea Area A1 on category 4 operations, noting
section 19.4.1 and that the vessel should be on a voyage of <12 hours, outside this duration
a NAVTEX should be fitted.

80
Sea Area A1 is defined by the ability of the vessel to make a VHF DSC distress alert to a
coast station. The range of VHF communications depends upon antenna height and transmitted
power. The extent of A1 describe in ALRS and others is based upon the vessel having a 25W
fixed VHF DSC radio installation and an antenna 4m above sea level. The range is likely to be
less for a portable radio or an antenna <4m above sea level. It is up to the vessel to ensure that
the VHF distress alert to a coast station is continuously available. A vessel may be 3 nm from
shore, but 20nm from the coast station receiving antenna.
81
This may be part of the fixed VHF equipment item 1
82
Note the general requirement in 16.2.1 for MSI
83
Maybe fulfilled by EPIRB carried as part of LSA requirement.

108
Note C = Achieving satisfactory performance from an MF GMDSS radio on smaller vessels
can be complex. Such matters should be considered during design and construction.

16.7.2 Area of operation: category 5

Equipment GMDSS Sea Area

A1 A1+A2 A1+ A2+A3 A1+ A2+

A3+A4

1 Fixed VHF radio 1 1 1 1

installation with DSC

2 VHF Channel 70 DSC 1 1 1 1

watch installation84

3 MF radio installation with 1Note A

DSC or

5 INMARSAT – C or mini-C 1 1
with EGC or or

6 MF/HF radio installation 1 1 1

with DSC with NBDP

7 PLB85 R 1
or or
8 EPIRB R 1 1 1

9 NAVTEX C1 C1 C1 C1

10 INMARSAT – C or mini-C C1 C1 C1
with EGC
1 = Number required to be fitted.
C1= A carriage requirement where up to date navigation and weather information
cannot be reliably obtained by other means as noted in 16.2.2.1. The vessel should be
on a voyage of <12 hours, outside this duration a NAVTEX should be fitted.
R= Recommended for category 5 operations where visual or other non-GMDSS
means of alerting is considered to be ineffective e.g. if a vessel is working in bays with
high cliffs that may impede the operation of the VHF.
Note A = Achieving satisfactory performance from an MF GMDSS radio on smaller vessels
can be complex. Such matters should be considered during design and construction.

84
This may be part of the fixed VHF equipment item 1
85
A 406MHz Personal Locator Beacon with GPS which is buoyant and waterproof to a depth of
5m and designed for marine use.

109
16.7.3 Area of operation: category 6

Equipment GMDSS Sea Area

A1 A1+A2 A1+ A2+A3 A1+ A2+

A3+A4

1 Portable VHF DSC radio 1 1 1 1

or or or or
2 Fixed VHF radio 1 1 1 1
installation with DSC

3 VHF Channel 70 DSC 1 1 1 1

watch installation86

4 PLB87 or EPIRB C2 1 1 1

5 NAVTEX C1 C1 C1 C1

6 INMARSAT – C or mini-C C1 C1 C1
with EGC
1 = Number required to be fitted.
C1=Recommended where up to date navigation and weather information cannot be
reliably obtained by other means as noted in 16.2.2.1. Note, if NAVTEX satisfies the
requirement, then an Inmarsat terminal 6 is not required.
C2= Recommended where visual or other non-GMDSS means of alerting is considered
to be ineffective.

16.8 Radio Watches88

16.8.1 A vessel, while at sea, should maintain a continuous radio watch:

.1 where practicable, on VHF Channel 16;

.2 where practicable, on VHF Channel 13;

.3 on VHF Digital Selective Calling (DSC), on Channel 70;

.4 if fitted with a MF/HF DSC radiotelephone, on distress and safety

DSC frequency 2187.5kHz;

.5 for satellite shore-to-ship distress alerts, if fitted with a terminal for a

a recognised GMDSS satellite service89; and

86
This may be part of the portable or fixed VHF equipment items 1 or 2
87
A 406MHz Personal Locator Beacon with GPS which is buoyant and waterproof to a depth of
5m and designed for marine use.
88
For the most up to date guidance refer to ITU Radio Regulations 2016 and MGN 562 (M+F)
Radio: Radio Regulations Amendments and GMDSS Radio Equipment Updates
89
Recognised by the IMO under IMO Resolution A.1001(25) “Criteria for the Provision of Mobile
Satellite Communications Systems in the Global Maritime Distress and Safety System (GMDSS).

110
 .6 for broadcasts of Maritime Safety Information90 on the appropriate
frequency or frequencies on which such information is broadcast for
the area in which the vessel is navigating; normally using the
international NAVTEX service or an enhanced group call over a
recognised GMDSS satellite service. (Further information may be
obtained from the Admiralty List of Radio Signals, Volume 5.)

16.9 Radio Personnel - Guidance

16.9.1 A vessel should carry at least one person qualified for distress and safety
radio communication purposes, who should hold a certificate of competence
acceptable to the relevant authority91.

16.10 Small Workboat Certification limits

16.10.1 A vessel should have its Small Workboat Certificate endorsed with the
GMDSS Sea Area for which it carries equipment as a limiting area of
operation. This includes those vessels phasing into the requirements.

16.11 Ships’ Radio Licence - Guidance

16.11.1 Owners/managing agents should be aware that a vessel with radio

communications equipment on board is required to have a Ships’ Radio
Licence92 issued by the relevant authority.

16.12 Ships Radio Survey

16.12.1 Owners / managing agents are recommended to undertake a survey (see

MSIS 593) of the radio installation every 5 years, to ascertain that the
equipment is in an effective condition, if the vessel has GMDSS radio
equipment fitted. An organisation authorised by the Administration to perform
a survey of code vessel radio equipment should be engaged for this. Upon
successful completion of the radio survey a Statement of Compliance may be
issued by the authorised organisation.

90
MGN 375 (M+F) – “Navigation: Maritime Safety Information (MSI)” provides guidance on the
principle sources of relevant information.
91
The issue and enforcement of these certificates of competency is the responsibility of OFCOM
for UK vessels.
92
The issue and enforcement of these licences is the responsibility of OFCOM.
93
MSIS 5 Instructions for the Guidance of Surveyors (Radio Installations on GMDSS Ships)

111
17 Navigation Lights, Shapes and Sound Signals

17.1 A vessel should comply with the requirements of the Merchant Shipping
(Distress Signals and Prevention of Collisions) Regulations 1996, (SI 1996 No.
75), as amended. A vessel which operates only between sunrise and sunset,
and in favourable weather, is not required to carry navigation lights where it can
be demonstrated that the vessel will not be caught in restricted visibility.

17.2 Sound signalling equipment should comply with the requirements of SI 1996
No. 75, as amended. A vessel of less than 12 metres in length is not obliged
to carry the sound signalling equipment required by SI 1996, No. 75, provided
that some other means of making an efficient sound signal is provided.

17.3 If it can be demonstrated to the Certifying Authority that, for a particular vessel,
full compliance with the regulations is impracticable, then application should be
made to the Administration via the Certifying Authority for consideration of
equivalent arrangements, taking into account the nature of the operation of the
vessel concerned.

17.4 Table 17.1 is a summary table of navigation lights, shapes and sound signalling
appliances for vessels. This Table is for guidance only and does not cover all
possible operations. Reference should be made to the regulations stated in
section 17.1 for all operations not covered.

112
 TABLE 17.1 - Lights, shapes and sound appliances (see section 17.4)

Overall Power driven vessels when At anchor3 Not under Aground8 Sound
length underway command6 signalling
appliances
Less All round white + sidelights1, 2 Required4, Not Not Means to
5
than required required make an
7m efficient
sound
signal
required
7m - All round white + sidelights1 Required5 Not Not Means to
12m OR required required make an
efficient
Masthead (vis 2 miles) +
sound
sidelights1
signal
+ stern light required
OR
(if lights have to be offset
from centreline) combined
lantern sidelights plus either
all round white or masthead
and stern light
12m - Masthead (vis 3 miles) + Required5 Required5, Required5, Whistle
7 7
20m sidelights + stern light required
20m - Masthead (vis 5 miles) + Required Required Required Whistle
24m sidelights + stern light and bell
required
approved
by UK
nominated
bodies

1
Range of sidelight is 1 mile.
2
Vessels not exceeding 7 knots maximum speed should show sidelights if practicable.
3
By night, all round white light where best seen; by day one black ball (0.6 metres in diameter)
in the fore part.
4
Anchor light or day shape is not required when anchored not in or near a narrow channel,
fairway or anchorage or where other vessels normally navigate.
5
Size of the daytime shapes and distances apart may be reduced commensurate with size of
vessel.
6
By night, two all round red lights in a vertical line two metres apart and the lowest not less than
four metres above the hull (weatherdeck); by day two black balls (0.6 metres in diameters) in a
vertical line, 1.5 metres apart. Vessels of less than 12 metres in length, except those engaged in
diving operations, shall not be required to exhibit the lights and shapes prescribed.
7
The distances for the lights may be reduced to one metre apart and two metres above the hull
(weather deck).
8
By night two all-round red lights in a vertical line 2 metres apart plus anchor light; by day three
black balls (0.6 metres diameter) in a vertical line, 1.5 metres apart. A vessel of less than 12
metres in length, when aground, shall not be required to exhibit the lights or shapes prescribed.

Notes
a Sidelights, stern light and all round lights have range of 2 miles unless indicated otherwise.
b Range of all-round white or anchor or Not Under Command lights is 2 miles in all cases.
c Lights (and whistles and bells when they are required to be carried) must be suitable for the
associated range of light, vessel size and type (together with its modes of operation), on which
they are fitted.

113
d For vessels engaged in other activities i.e. towing, pilotage, attention should be paid to
requirements for lights and shapes arrangements.
e In the case of open boats, vertical heights should be measured from gunwale, and in the case
of inflatable boats, or boats fitted with a buoyant collar, from the top of the collar or tubes.

114
18 Navigational Equipment
18.1 Compass

18.1.1 A vessel should be fitted with an efficient magnetic compass, or other means
independent of the main power supply, for determining and displaying heading,
as well as means of correcting heading and bearings to true at all times (e.g. a
valid deviation card). Magnetic compasses should be properly adjusted and in
a steel vessel it should be possible to correct a magnetic compass for
coefficients B, C and D and heeling error.

18.1.2 Each magnetic compass should be properly adjusted and its deviation card
available at all times. Magnetic compasses should be adjusted when:
.1 they are first installed;
.2 they become unreliable;
.3 the vessel undergoes structural repairs or alterations that could
affect its permanent and induced magnetism;
.4 electrical or magnetic equipment close to the compass is added,
removed or altered; or
.5 a period of two years has elapsed since the last adjustment and a record
of actual compass deviations has not been maintained, or the recorded
deviations are excessive or when the compass shows physical defects.

It is strongly recommended that a ‘Compass Error’ record is maintained with

regular compass errors taken and fully recorded as a proper record of the
compass’ reliability where the compass is not swung in accordance with the
requirements.

18.1.3 Vessels operating in Area Category 6 need not comply with the requirements
of 18.1.1, and 18.1.2 provided that a suitable marine magnetic compass with
consistent deviation is carried on board, installed at the main steering position.
For the purposes of this paragraph ‘consistent deviation’ is considered to be
when there has been no appreciable change observed within the two years
preceding the date of inspection by the Master.

18.1.4 The compass, alternative device or a repeater:

.1 should be clearly readable at all times at the main steering position

(including a light where by reason of operations in darkness or low
natural light); and
.2 means should be provided for taking bearings as nearly as practicable
over an arc of the horizon of 360 degrees. (This requirement may be
met by a pelorus or, in a vessel other than a steel vessel, a hand bearing
compass).

18.2 Transmitting Magnetic Heading Device (TMHD)94

18.2.1 A TMHD is acceptable as an alternative to the magnetic compass required in

18.1.1, 18.1.2 and 18.1.3, provided that a suitable back-up power supply is
available to power the equipment in the event of failure of the main electrical
supply.

94
See IMO Resolution MSC.86(70).

115
18.2.2 Where a TMHD incorporates a capability to measure magnetic deviation by
undertaking a calibration routine, and where the deviation figures are recorded
and adequately compensated for within the device, a deviation card is not
required.

18.3 Echo Sounder

18.3.1 All vessels should be fitted with an echo sounder, or other effective means to
measure the available depth of water.

18.4 Other Navigational Equipment for vessels that are Certified to operate
more than 20 miles from land (Area Category 0, 1 or 2)

18.4.1 An Electronic Position Fixing System that may be a global navigation satellite
system (e.g. GPS) or a terrestrial radio-navigation system, or other means
suitable for use at all times throughout the voyage to establish and update the
vessel’s position by automatic means.

18.4.2 A distance measuring log; except that this need not be provided where the
navigational aid in section 18.4.1 provides reliable distance measurements in
the area of operation of the vessel.

18.4.3 Consideration should be given to fitting a suitable Class "A" Automatic

Identification System (AIS) transceiver to vessels that operate in areas that use
AIS as part of the area safety management. Owners / managing agents should
undertake AIS testing, if fitted, in accordance with the guidance in MGN 46595
Annex 2. See also section 25.9.4.

18.4.4 A 3 cm Radar, complying with EN 6225296 (Class A standard), EN 302 248 and
the R&TTE Directive97 should be fitted, except that radars for vessels designed
to operate at speeds over 30 knots are to comply with the MED. Where radar
is equipped with automatic target tracking then a suitable transmitting heading
device shall be fitted.

18.4.5 Additionally, vessels that are operated at high speed are recommended to be
provided with an electronic chart system to satisfy chart carriage requirements
as in 19.1, complying at least with the specifications required by the SeaFish
Industry Authority (SFIA), see also section 19.1.2 and MGN 319.

18.5 Electronic aids to navigation should be routinely tested and well maintained in
accordance with the manufacturer’s instructions.

95
MGN 465 Navigation - Automatic Identification Systems (AIS) - Annual Testing
96
EN62252 requires an open frame antenna to start and operate in 60kts relative wind (not applicable
to enclosed radomes), therefore operators of RCD Design category A and B vessels or Code Cat 0, 1,
2, or 3 should be aware of this, especially if the vessel operates at higher speeds.
97
Radio and Telecommunications Terminal Equipment Directive (2014/53/EC)

116
19 Miscellaneous Equipment

19.1 Nautical Publications

19.1.1 Charts98 and other nautical publications to plan and display the vessel's route
for the intended voyage and to plot and monitor positions throughout the voyage
should be carried. The charts must be of such a scale and contain sufficient
detail to show clearly all relevant navigational marks, known navigational
hazards and, where appropriate, information concerning ship's routeing and
ship reporting schemes. Nautical publications may be contained within a
consolidated publication. However, vessels operating in Area Category 6 need
not carry publications.

19.1.2 An electronic chart plotting system, complying with the requirements detailed
in Marine Guidance Note MGN 319 (M+F)99, or ECDIS, with suitable back-up
arrangements may be accepted as meeting the chart carriage requirements of
this sub-paragraph.

19.1.3 All vessels of 25GT and greater should carry and complete an Official Log
Book.

19.2 Signalling Lamp

A vessel should be provided with an efficient waterproof electric lamp suitable

for signalling.

19.3 Radar Reflector100

19.3.1 A radar reflector should be mounted on the vessel, either passive or active
(powered), that meets the standards laid down in BS EN ISO 8729-1101 or BS
EN 8729-2102 respectively. Where neither of the above is practicable a reflector
that meets the standards in BS EN ISO 8729:2010 should be mounted. The
reflector should be mounted in accordance with the manufacturer’s instructions.
If the radar cross sectional area of the boat is larger than the passive reflector
standard then the carriage of a reflector is unnecessary. The standard for
reflectors is -1 for passive and -2 for active (also known as Radar Target
Enhancer).

19.3.2 For Category 6 vessels only, where it is not practicable for an efficient radar
reflector to be fitted, they must not put to sea in fog, and if visibility starts to
deteriorate they are to return to shore.

98
MGN 293 (M+F) – “Alternative Arrangements for Meeting Paper Chart Carriage Requirements on
MCA Code Vessels under 24 metres in Length and Fishing Vessels under 24 metres in Length” provides
further guidance on acceptable chart carriage arrangements.
99
MGN 319 (M+F) - “Acceptance of Electronic Chart Plotting Systems for Fishing Vessels Under 24
metres and Small Vessels in Commercial Use (Code Boats) Up To 24 Metres Load Line Length.”
100
MGN 349 (M+F) – “Carriage and Use of Radar Reflectors on Small Vessels” provides further
guidance. SOLAS Chapter V, Regulation 19 para 2.7 requires radar reflectors to be carried, where
practicable, by ships under 150GT, where radar enhancers or active systems are referred to as “other
means”.
101
BS EN ISO 8729-1 Ships and marine technology. Marine radar reflectors. Passive type
102
BS ISO 8729-2 Ships and marine technology. Marine radar reflectors. Active type

117
19.4 Barometer

19.4.1 Other than a dedicated pilot boat, a vessel operating in Area Category 0, 1, 2
or 3 should carry a barometer, or other means to forecast the weather
conditions e.g. Navtex receiver. Refer also to section 16.7.

19.5 Searchlight for Use During Search and Recovery

Vessels operating in Area Category 0, 1, 2, 3 or 5 should be provided with

either:-

.1 the Signalling Lamp required by 19.2 above and a searchlight; or

.2 an efficient portable103 daylight signalling lamp with searchlight

capability.

19.6 Wheelhouse Visibility

19.6.1 Sufficient horizontal and vertical arcs of visibility should be provided from the
steering and control positions in the wheelhouse so as to avoid impeding the
maintenance of a proper lookout as required by the International Regulations
for the Prevention of Collisions at Sea. See also 9.1.2.

19.6.2 Wheelhouse visibility should not be restricted by any cargo when in the secured
stowed position.

19.7 Other SOLAS Chapter V Requirements104

19.7.1 All vessels should comply with the requirements of SOLAS Chapter V below:

.1 Regulations V/31, V/32 and V/33 – Assistance to other craft. This

requires the Master to let the Coastguard and any other vessels in the
vicinity know if they encounter anything that could cause a serious
hazard to navigation, if it has not already been reported. This can be
fulfilled by calling the Coastguard on VHF, at the earliest opportunity.
The Coastguard will then warn other vessels in the area. It also requires
the Master to respond to any distress signal and help anyone or any
boat in distress as best as they can;

.2 Regulation V/34 - Safe Navigation and avoidance of dangerous

situations. This requires the Master to have a passage plan105 for the
intended voyage from berth to berth; and

.3 Regulation V/35 – Misuse of distress signals. This prohibits the misuse

of distress signals.

103
With the capability including batteries, for not less than two hours operation.
104
UK requirements for SOLAS V are The Merchant Shipping (Safety of Navigation) Regulations 2002
– SI. 2002 No. 1473 as amended.
105
Guidance on passage planning can be found in MCA guidance on SOLAS Chapter V which can be
found at https://mcanet.mcga.gov.uk/public/c4/solasv/index.html

118
20 Anchors and Cables

20.1 General

20.1.1 The requirements given in Tables 20.1 and 20.2 are for a vessel of normal form
which may be expected to ride-out storms whilst at anchor. The anchors and
cables are not designed to hold a vessel off exposed coasts in rough weather
nor stop a vessel that is moving.

20.1.2 Provision is to be made for the secure storage of the anchor and its cable.

20.2 Anchors

20.2.1 The tabulated values for anchor masses refer to ‘High Holding Power’ anchors.
Anchors of other designs may be accepted based on the stated holding power.

20.2.2 When a fisherman type of anchor is provided, the mass given in Table 20.1 or
20.2 should be increased by 33% but the diameter of the anchor cable need not
be increased.

20.2.3 For vessels with an unusually high windage, due to high freeboard, a large rig,
large deckhouses or superstructures, the mass of the anchor and the anchor
cable diameter should be increased above that required in Table 20.1 or 20.2
to correspond to the increased wind loading. The increase in anchor mass and
corresponding cable strength is to be to the satisfaction of the Certifying
Authority.

20.2.4 For vessels of unusual or non-conventional ship form (including pontoon

barges) or working under specified restricted coastal or inshore operations, the
anchor and cable size and material should be to the satisfaction of the
Certifying Authority in accordance with the appropriate certification standards
for the vessel type recognised by one of the Load Line Assigning Authorities
(4.2.2.4 refers). Any service restriction placed by the certification standards’
reduction should be noted on the Small Workboat Certificate and the owner /
managing agent should ensure that this equipment carried is commensurate
with any voyage undertaken and with any specific local environmental
conditions e.g. tidal strength.

20.2.5 Anchors are to be rigged ready for use. Only where the particular operating
patterns dictate may the anchor be left unready, e.g. Pilot boat duties.

20.2.6 The design of the anchor is to be acceptable to the Certifying Authority.

20.2.7 Stainless steel and aluminium anchors will be separately considered

dependent upon the test loads for which the anchor has been designed.

20.2.8 Where vessels are to be engaged in coastal towing Owners should give
consideration to uplifting the size of the anchors and cables.

119
20.3 Cables106

20.3.1 The length of anchor cable attached to an anchor should be appropriate to the
area of operation but generally should be not less than 4 x the vessel’s mean
length or 30 metres, whichever is the longer, for each of the main and spare
anchors. (For a definition of mean length see Note 4 of Tables 20.1 or 2).

20.3.2 The cable for main anchors and for spare anchors may be of chain, wire or
rope, subject to section 20.3.3.

20.3.3 When the anchor cable is of fibre rope or wire, there should be not less than 10
metres or 20% of the minimum required cable length, whichever is the greater,
of chain between the rope and the anchor. Where the anchor cable is wire then
proposals to substitute the chain tail by an anchor and/or chain of enhanced
mass will be considered to the satisfaction of the Certifying Authority, with
special attention paid to the anchor performance, i.e. catenary.

20.3.4 The strength and form of the anchor cable and its attachments to the anchor and
the vessel should be approved by the Certifying Authority. The material should
be to the satisfaction of the Certifying Authority in accordance with the
appropriate certification standards for the vessel type recognised by one of the
Load Line Assigning Authorities (4.2.2.4 refers).

20.3.5 Anchoring systems incorporating a windlass should have the bitter end of the
cable secured to the vessel’s structure and capable of being released in an
emergency.

20.3.6 Anchor steel wire rope is to be fitted with thimbles at both ends.

20.4 Tow Line

20.4.1 A vessel should be provided with a towline of not less than the length and
diameter of the spare anchor cable. The towline may be the warp for the
second anchor and in the case of Pilot Boats, the tow line may be the spare
anchor rope. Where practicable, the towline should be buoyant.

20.5 Operations

20.5.1 When an anchor mass is more than 30 kilogrammes, an efficient mechanical

means should be provided for handling the anchor.

20.5.2 There should be a strong securing point on the foredeck or equivalent structure
and where appropriate a fairlead or roller at the stem head.

20.5.3 Operation in Area Category 0, 1, 2, 3 or 4

20.5.3.1 Vessels certificated to operate in Area Categories 0, 1, 2, 3 or 4 should be

provided with at least two anchors (one main and one spare or two main) and
cables, subject to section 20.1 and in accordance with the requirements of
Table 20.1 or 2. Twin propulsion, high speed vessels that do not normally
anchor as part of their operational procedures may carry a single larger anchor
to a recognised Classification Society standards sizes, see 25.9.7.

106
See Standards Appendix 13.

120
20.5.3.2 Anchors of equivalent holding power may be proposed and provided, subject
to approval by the Certifying Authority.

20.5.4 Operation in Area Category 5 and 6

20.5.4.1 Vessels certificated to operate in Area Category 5 and 6 should have an anchor
of sufficient mass for the size and type of vessel. Local conditions i.e. tide, currents
etc. should also be considered when choosing the anchor.

121
 TABLE 20.1

ANCHORS AND CABLES – for vessels up to 15m

Length of Anchor Mass Anchor Cable Diameter

vessel Note 3 Note 1, 3

Main Spare Main Rope Spare Rope

Chain Note 2 Chain Note 2
(metres) (kg) (kg) (mm) (mm) (mm) (mm)
6 8 4 6 12 6 10
7 9 4 8 12 6 10
8 10 5 8 12 6 10
9 13 5 8 12 6 10
10 16 6 8 12 6 10
11 19 7 8 12 6 10
12 22 10 10 14 8 12
13 25 12 10 14 8 12
14 28 12 10 14 8 12
15 30 15 10 14 8 12

TABLE 20.2

ANCHORS AND CABLES – for Vessels over 15m

Loaded Anchor Anchor Anchor

Displacement Main Spare Chain diameter.
Note 3 Note 3 Note 1,3,5

(Tonnes) (kg) (kg) (mm)

25 30 30 10
50 40 40 12
75 50 50 12
100 75 75 13.5
125 90 90 13.5
150 100 100 13.5
175 125 125 16
200 130 130 17.5
225 150 150 17.5
250 180 180 17.5
275 225 225 17.5
300 230 230 17.5
350 240 240 17.5
400 245 245 17.5
450 250 250 19
500 255 255 19
550 260 260 19
600 265 265 19
650 270 270 20
700 300 300 20
750 360 360 20

122
Notes:

Chain cable diameter given is for short link chain.

1 Chain cable diameter given is for short link chain. Chain cable should be sized
in accordance with EN 24565 (covered by BS 7160), or equivalent.

2 The rope diameter given is for nylon construction. When rope of another
construction is proposed, the breaking load should be not less than that of the
nylon rope specified in the table.

3 When anchors and cables are manufactured to imperial sizes, the metric
equivalent of the anchor mass and the cable diameter should not be less than
the table value.

4 For the purposes of this section, mean length is defined as:-

(Length + Length on waterline) / 2

5 Where rope is used the breaking strength of the rope or wire should be equivalent
to that of the chain specified in the Table.

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21 Accommodation and Recreational Facilities (not MLC
compliant)

This section applies to:

(1) vessels constructed before the date the Maritime Labour Convention, 2006
(MLC) came into force in the UK, which is a year after the UK ratified the MLC.
The MLC came into force internationally on 20th August 2013. To minimise
operational difficulties when operating overseas it is most strongly
recommended that this section is only applied to vessels constructed before
20th August 2013; and

(2) vessels restricted to operating on domestic voyages within 60 miles of a UK

safe haven which are constructed at any time. Such vessels are not permitted
to go on international voyages.

21.1 General

21.1.1 Accommodation should provide decent living conditions and recreational

facilities for those persons employed or engaged in any work capacity on board.
The accommodation should also be adequate for others on board the vessel.

21.1.2 In order to provide decent living conditions and recreational facilities the
following requirements are provided as minimum standards.

21.1.3 The materials used to construct internal bulkheads, panelling and sheeting,
floors and joints shall be suitable for the purpose and conducive to ensuring a
healthy environment.

21.1.4 Excessive noise and vibration should be limited within accommodation spaces,
and as far as practicable in accordance with relevant international standards.
Where the seafarers’ exposure to noise and vibration is very limited in
accommodation spaces, alternative arrangements may be accepted. Further
guidance on noise and vibration standards can be found in section 22.

21.2 All Vessels

21.2.1 All vessels, should as a minimum, comply with the requirements of 21.2, but
may also be required to comply with further requirements in 21.3 and 21.4.

21.2.2 Escape Arrangements

21.2.2.1 Means of escape from accommodation spaces should satisfy the

requirements of section 5.2.1, 5.4.3 and 14.8.

21.2.3 Securing of Heavy Equipment

21.2.3.1 Heavy items of equipment such as batteries, cooking appliances etc. should be
securely fastened in place to prevent movement due to severe motions of the
vessel.

21.2.3.2 Stowage lockers containing heavy items should have lids or doors with secure
fastenings.

124
21.2.4 Hand Holds and Grab-Rails

21.2.4.1 There should be sufficient hand holds and grab-rails within the
accommodation to allow safe movement when the vessel is in a seaway.

21.2.5 Ventilation

21.2.5.1 There should be adequate ventilation in all accommodation spaces.

21.2.5.2 Where air conditioning systems are not fitted, mechanical ventilation should be
provided to accommodation spaces which are situated completely below the
level of the weather deck on vessels making long international voyages or
operating in tropical waters, and which carry 9 or more berthed persons below
deck. As far as practicable, such ventilation arrangements should be designed
to provide at least 6 changes of air per hour when the access openings to the
spaces are closed.

21.2.6 Hot Water Systems

21.2.6.1 Hot water supply systems should be designed, installed and maintained for the
pressure and temperature at which they are to operate.

21.3 Vessels Which are at Sea for More than 24 Hours

All vessels which are at sea for more than 24 hours should comply with the
requirements of this section in addition to those in section 21.2.

When a vessel is intended to be at sea for more than 24 hours, an adequate

standard of accommodation for all on board should be provided. In considering
such accommodation, primary concern should be directed towards ensuring
the health and safety aspects of persons, e.g. the ventilation, lighting, water
services, galley services and the access/escape arrangements.

21.3.1 Ventilation

21.3.1.1 Where air conditioning systems are not fitted, mechanical ventilation should be
provided to accommodation spaces which are situated completely below the
level of the weather deck on vessels making long international voyages or
operating in tropical waters, and which carry 9 or more berthed persons below
deck. As far as practicable, such ventilation arrangements should be designed
to provide at least 6 changes of air per hour when the access openings to the
spaces are closed.

21.3.2 Lighting

21.3.2.1 An electric lighting system should be installed which is capable of supplying

adequate light to all enclosed accommodation and working spaces.

21.3.3 Water Services

21.3.3.1 An adequate supply of fresh drinking water should be provided and piped to
convenient positions throughout the accommodation spaces.

125
21.3.3.2 In addition to 21.3.3.1, an emergency (dedicated reserve) supply of drinking
water should be carried at the rate of 2 litres per person on board.

21.3.4 Sleeping Accommodation

21.3.4.1 A separate bunk or cot should be provided for each person on board and at
least 50% of those provided should be fitted with lee boards or lee cloths.

21.3.5 Galley

21.3.5.1 A galley should be fitted with a means for cooking and a sink and have
adequate working surface for the preparation of food.

21.3.5.2 When a cooking appliance is gimballed it should be protected by a crash bar

or other means to prevent it being tilted when it is free to swing. A means should
be provided to lock the gimbal mechanism to prevent movement.

21.3.5.3 A means should be provided to lock the gimbal mechanism to prevent

movement.

21.3.5.4 There should be secure storage for food in the vicinity of the galley.

21.3.6 Toilet Facilities

21.3.6.1 Adequate toilet facilities, separated from the rest of the accommodation, should
be provided for persons on board.

21.3.6.2 In general, there should be at least one flushing marine toilet and one wash
hand basin for every 12 persons.

21.3.6.3 Due consideration should be given to the requirements of Section 28 Pollution

Prevention.

21.3.7 Stowage Facilities for Personal Effects

21.3.7.1 Adequate stowage facilities for clothing and personal effects should be
provided for each person on board.

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21.A Accommodation and Recreational Facilities (MLC compliant
<200GT)

This section applies to vessels which are less than 200GT and constructed on
or after 7th August 2014. The Maritime Labour Convention, 2006 (MLC) came
into force internationally on 20th August 2013 and came into force in UK
legislation on 7th August 2014. Consideration should be given to MGN 490, as
amended. To minimise operational difficulties when operating overseas it is
most strongly recommended that this section is applied to such vessels
constructed on or after 20th August 2013.

The purpose of this section is to implement the UK’s substantially equivalent

arrangements to the crew accommodation requirements of the MLC for small
commercial vessels. The aim of the MLC is to provide a comprehensive set of
global maritime labour standards for all seafarers, including accommodation
standards.

21A.1 General

21A.1.1 Accommodation shall provide decent living conditions and recreational facilities
for those persons employed or engaged in any work capacity on board. Due
consideration shall be given to likely numbers of hotel and support staff on
board.

21A.1.2 In order to provide decent living conditions and recreational facilities the
following requirements are provided as minimum standards.

21A.1.3 The materials used to construct internal bulkheads, panelling and sheeting,
floors and joinings shall be suitable for the purpose and conducive to ensuring
a healthy environment.

21A.1.4 Excessive noise and vibration shall be limited within accommodation spaces,
and as far as practicable in accordance with relevant international standards.
Where the seafarers’ exposure to noise and vibration is very time limited in
accommodation spaces, alternative arrangements may be accepted.

21A.2. Access/Escape Arrangements

21A.2.1 Vessels under 24m load line length shall comply with the escape arrangements
in the applicable sections of this Workboat Code of Practice.

21A.3. Headroom

21A.3.1 There shall be adequate and reasonable headroom for all seafarers on board
taking into consideration the size and operation of vessel. Headroom provided
should not result in discomfort to the seafarers on board.

21A.3.2 For spaces where seafarers are expected to stand for prolonged periods, the
minimum headroom should be 190 centimetres. The Certifying Authority may
allow reduced height in some locations if it does not result in discomfort to
seafarers.

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21A.4. Ventilation

21A.4.1 Effective means of ventilation shall be provided to all enclosed spaces which
are entered by personnel.

21A.4.2 Mechanical ventilation shall be provided to all accommodation spaces on

vessels which are intended to make long international voyages or operate in
tropical waters. As a minimum, mechanical ventilation shall be capable of
providing 6 changes of air per hour, when all access and other openings (other
than ventilation intakes) to the spaces are closed.

21A.4.3 Air conditioning - recirculation of supply air may be permitted provided that
sanitary accommodation is provided with mechanical exhaust ventilation and
that the fresh air content of the supply to the accommodation is not less than:-

(a) 25 cubic metres per hour for each person for whom accommodation is
provided; or
(b) the total capacity of the sanitary and any other accommodation exhaust
fans, excluding the galley, in cubic metres per hour,
whichever is the greater.

21A.4.4 Enclosed galleys are to be specially considered, and where air conditioning is
not fitted shall have, as a minimum, a mechanical supply of 20 fresh air changes
per hour and a mechanical exhaust of 30 changes.

21A.4.5 In spaces where sanitary facilities are provided there shall be ventilation that
draws from the accommodation and extracts to the open air independent of the
other parts of the accommodation.

21A.5. Heating and Insulation

21A.5.1 All accommodation spaces shall be adequately heated, taking into account
climatic conditions. The accommodation shall be adequately insulated.

21A.6. Lighting

21A.6.1 An electric lighting system shall be installed which is capable of supplying

adequate light to all enclosed accommodation and working spaces.

21A.6.2 Seafarer’s sleeping rooms and mess rooms shall be lit by natural light and
provided with adequate artificial light. Where the provision of natural light is
impracticable, adequate artificial light may be acceptable in limited areas.

21A.7. Water Services and Provision

21A.7.1 Hot and cold running fresh water shall be available in all wash places.

21A.7.2 An adequate supply of fresh drinking water shall be provided and piped to
convenient positions throughout the accommodation spaces.

21A.7.3 In addition, an emergency reserve supply of drinking water shall be carried,

sufficient to provide at least 2 litres per person. The installation of fresh water
making machines and disinfection arrangements are to be to the acceptance of
the Administration (for this purpose silver ionisation or chlorination would be
considered acceptable).

128
21A.8. Galley Facilities and Provision of Food

21A.8.1 Adequate food shall be provided for all seafarers on board free of charge. The
provision of food shall take account of the seafarers’ religious requirements and
cultural practices, the nature and duration of the voyage, and shall be suitable
in respect of quantity, nutritional value, quality and variety.

21A.8.2 The organisation and equipment of the catering department shall be such as to
permit the provision to the seafarers of adequate, varied and nutritious meals
prepared and served in hygienic conditions. This shall include as a minimum
that the galley is fitted with a means of cooking and a sink and have adequate
working surface for the preparation of food. The galley floor shall be provided
with a non-slip surface and provide a good foothold.

21A.8.3 All furniture and fittings in the galley shall be made of a material which is
impervious to dirt and moisture. All metal parts of furniture and fittings shall be
rust resistant.

21A.8.4 The ventilation in the galley shall be arranged to ensure that there is an
adequate supply of fresh air and for the efficient discharge of fumes into the
open air (see also 21A 4.4).

21A.8.5 When a cooking appliance is gimballed it shall be protected by a crash bar or

other means to prevent personal injury. Means shall be provided to lock the
gimballing mechanism.

21A.8.6 Secure and hygienic storage for food and garbage shall be provided.

21A.8.7 A messing area(s) shall be provided, each messing area shall be large enough
to accommodate the greatest number of persons likely to use it at any one time.

21A.9. Hand Holds and Grab Rails

21A.9.1 There shall be sufficient hand holds and grab rails within the accommodation
to allow safe movement around the accommodation at all times. Stairways shall
be specially considered.

21A.10. Sleeping Accommodation

21A.10.1 Sleeping accommodation shall be of adequate size and properly equipped so

as to ensure reasonable comfort and to facilitate tidiness.

21A.10.2 Wherever possible there shall be no direct access into sleeping rooms from
spaces for machinery, galleys, storerooms, drying rooms, or communal sanitary
areas. If seafarer sleeping rooms are situated next to any such space, the
sleeping room and the other space shall have a bulkhead between them, with
a door that may be locked.

21A.10.3 In seafarer accommodation, wherever possible, the maximum number of

persons per sleeping room is to be two. Any increase in the maximum number
of persons per sleeping room shall be agreed with the Administration.

21A.10.4 Sleeping accommodation shall be situated or equipped, as practicable, so as

to provide appropriate levels of privacy for men and for women.

129
21A.10.5 Berths for seafarers must have a minimum inside dimension of either:
.1 not less than 190 centimetres by 70 centimetres, with no tapering, where it
is satisfied that that this is reasonable and will not result in discomfort to the
seafarers; or
.2 not less than 198 centimetres in length and not less than 80 centimetres in
width over half the length of the berth. A taper is permitted from half the length
of the berth towards the foot of the berth but under no circumstances is the
berth permitted to be narrower at any point than 50 centimetres.

21A.10.6 Where considered appropriate, means for preventing the occupants from falling
out, shall be provided.

21A.10.7 Except as permitted in 21A 10.8, sleeping rooms shall be situated above the
load line/freeboard mark amidships or aft (or the maximum loaded
displacement where no load line/freeboard mark is provided), but in no case
forward of the collision bulkhead.

21A.10.8 Where it is not possible to provide sleeping accommodation above the load
line/freeboard mark (or the maximum loaded displacement where no load
line/freeboard mark is provided) as required by 21A 10.7, there shall be an
alarm fitted to provide early warning of flooding that alerts occupants of the
sleeping accommodation and provides them with sufficient time to escape from
the accommodation.

21A.11. Sanitary Facilities

21A.11.1 There must be at least one set of sanitary facilities for each 6 seafarers on
board, separated from the rest of the accommodation. Each set of sanitary
facilities shall include one shower or one tub, one wash basin and one toilet.
Each set of sanitary facilities must be provided with a door that is lockable.
Where reasonable and practicable there shall be separate sanitary facilities
provided for men and for women.

21A.11.2 In vessels where a sanitary system, including a holding tank, is provided, care
shall be taken to ensure that there is no possibility of fumes from the tank finding
their way back to a toilet, shall the water seal at the toilet be broken.

21A.12. Mess Rooms

21A.12.1 Mess rooms shall be of adequate size and comfort and properly furnished and
equipped (including on-going facilities for refreshment), taking account of the
number of seafarers likely to use them at any one time. It may be that the mess
will be a shared facility for all persons on board; this shall be subject to
agreement by the MCA or Certifying Authority, as appropriate.

21A.13. Recreational Facilities

21A.13.1 Appropriate seafarers’ recreational facilities, amenities and services, as

adapted to meet the special needs of seafarers who must live and work on
board, shall be provided.

21A.13.2 All vessels shall have a space or spaces on open deck to which the seafarers
can have safe access when off duty, which are of adequate area having regard
to the size of the ship and the number of seafarers on board, and are protected

130
 from the elements. Due consideration shall be given to any areas of deck which
may be considered as posing a safety risk to seafarers. Such spaces may be
shared with the passengers and industrial personnel on board.

21A.14. Stowage Facilities for Personal Effects

21A.14.1 Each seafarer shall be provided with adequate storage space for personal
effects which must be a minimum of 125 litres per seafarer.

21A.15. Machinery Space Boundaries

21A.15.1 Where machinery spaces are adjacent to accommodation spaces, the

boundaries shall be designed to be gas tight. The requirement to be gas-tight
is taken to mean that bulkheads shall be so constructed as to prevent ingress
of water and noxious gases into adjacent cabins as far as is reasonable and
practicable to do so.

21A.15.2 Machinery space boundaries must retain any liquids which may leak from the
equipment within the machinery space.

21A.16. Securing of Heavy Equipment

21A.16.1 All heavy items of equipment such as ballast, batteries, cooking stove, etc.,
shall be securely fastened in place. All stowage lockers containing heavy items
shall have lids or doors which are capable of being securely fastened.

21A.17. Protection from Mosquitoes

21A.17.1 Vessels regularly trading to and within mosquito infested ports shall be fitted
with appropriate devices to protect seafarers from mosquitoes, as agreed by
the MCA or Certifying Authority, as appropriate.

21A.18. Master’s Inspections

21A.18.1 There shall be weekly documented inspections carried out on board vessels,
by or under the authority of the Master, with respect to:

.1 supplies of food and drinking water;

.2 all spaces and equipment used for the storage and handling of food and
drinking water;
.3 galley and other equipment used for the preparation and service of meals;
and
.4 that seafarer accommodation is clean, decently habitable and maintained in
a good state of repair.

21A.18.2 The results of each inspection shall be recorded and made available for review.

131
21.B Accommodation and Recreational Facilities (MLC compliant
over 200GT – less than 500GT)
The purpose of this section is to implement the UK’s substantially equivalent
arrangements to the crew accommodation requirements of the Maritime Labour
Convention, 2006, to new vessels built after the UK’s Merchant Shipping (Crew
Accommodation) (Maritime Labour Convention) Regulations 2014 came into
force 7th August 2014.

21B.1 General Requirement

21B.1.1 All workboats of 200GT to less than 500GT shall comply with the seafarer
accommodation requirements of the Maritime Labour Convention, 2006,
transposed in the UK as The Merchant Shipping (Maritime Labour Convention)
(Crew Accommodation) Regulations 2013, except as permitted below.

21B.2 Substantially equivalent standard

21B.2.1 Sleeping rooms may be provided below the reference load line if it can be
shown that compliance with Standard A3.1, paragraph 6(c) of the MLC would
compromise the functionality, safety or stability of the ship.

21B.2.2 The floor of the sleeping room may be up to 2000 mm below the reference load
line provided that:

.1 Adequate continuous climate control is provided, partly aimed at controlling

of condensation and moisture related odours;
.2 At least two adequate escape routes are present;
.3 A bilge alarm which has its audible alarm in the watertight compartment of
the sleeping room is available;
.4 Adequate, adjustable lighting is provided; the lack of daylight shall be
compensated according to the needs of the seafarer;
.5 Appropriate materials and colours for wall and floor coverings are applied,
which provide improved space perception;
.6 A minimum of 203 cm headroom in the accommodation must be provided.

Further notes:

The reference load line is defined as follows:-

• For ships to which an International Load Line Certificate is
issued: the minimum assignable summer freeboard as defined
in the Load Line Convention, Annex I, Regulation 6.2.a.
• For ships to which no International Load Line Certificate is
issued: a line parallel to the designed load waterline located at a
distance of 20% of the depth of the ship, as defined in the
International Load Line Convention Annex I, Regulation 3(5),
with a maximum of 1000 mm below the freeboard deck as
defined in the International Load Line Convention, Annex I,
Regulation 3(9).

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22 Protection of Personnel

22.1 Health and Safety at Work

22.1.1 The Merchant Shipping and Fishing Vessels (Health and Safety at Work)
Regulations 1997 (SI 1997 No. 2962), as amended, apply wherever “workers”
are employed on ships. Further Guidance can be found in MGN 20 (M+F)107 and
MGN 175 (M+F)108. This Code does not aim to provide definitive guidance on
these Regulations, and it is the duty of the owner/manager and Master to ensure
that they are familiar with the requirements which include carrying out risk
assessments, which are the basis for mitigating measures under all of the
regulations.

22.1.2 Other Merchant Shipping regulations apply similar principles in the context of
particular areas of risk to both workers and others on board. It is the responsibility
of the owner/managing agent and Master to ensure that they are familiar with the
requirements of those regulations. These regulations are similar to land based
legislation but are separately provided for under Merchant Shipping legislation.
Such regulations include, but may not be limited to:

.1 control of noise at work109;

.2 control of vibration at work110,111,112;
.3 provision and use of work equipment113;
.4 lifting operations and lifting equipment114;
.5 working at height115;
.6 manual handling116;
.7 personal protective equipment117;
.8 entry into dangerous spaces118;
.9 safe movement on board119;

107
MGN 20 (M+F) – “Implementation of EC Directive 89/391.Merchant Shipping and Fishing Vessels
(Health and Safety at Work) Regulations 1997”.
108
MGN 175 (M+F) – “Health and Safety Regulations for Ships: Merchant Shipping and Fishing Vessel
(Health and Safety at Work) (Amendment) Regulations”.
109
MGN 352 (M+F) – “The Merchant Shipping and Fishing Vessels (Control of Noise at Work)
Regulations 2007”.
110
MGN 353 (M+F) – “The Merchant Shipping and Fishing Vessels (Control of Vibration at Work)
Regulations 2007”
111
MGN 436 (M+F) – ‘WHOLE-BODY VIBRATION: Guidance on mitigating against the effects of shocks
and impacts on small vessels’.
112
Refer also to Section 25.8 on workboats operating at speed.
113
MGN 331 (M+F) – “The Merchant Shipping and Fishing Vessels (Provision and Use of Work
Equipment) Regulations 2006”.
114
MGN 332 (M+F) – “The Merchant Shipping and Fishing Vessels (Lifting Operations and Lifting
Equipment) Regulations 2006”.
115
MGN 410 (M+F) – “The Merchant Shipping and Fishing Vessels (Health and Safety at Work) (Work
at Height) Regulations 2010”.
116
MGN 90 (M+F) – “Implementation of EC Directive 90/269/EC Merchant Shipping and Fishing Vessels
(Manual Handling Operations) Regulations 1998”.
117
MSN 1731 (M+F) - The Merchant Shipping and Fishing Vessels Personal Protective Equipment
Regulations 1999 - see also SI 1999 No.2205 of the same name.
118
MGN 423 (M+F) – “Entry into Dangerous Spaces”.
119
SI 1988 No. 1641 The Merchant Shipping (Safe Movement on Board Ship) Regulations 1998, as
amended.

133
 .10 working with carcinogens and mutagens120;
.11 working with biological agents121;
.12 working with chemical agents122;
.13 safe means of access123;
.14 employment of young persons124;
.15 new and expectant mothers125;
.16 artificial optical radiation126;
.17 asbestos127; and
.18 working with an electromagnetic field128

22.1.3 The requirements include provisions for an on board complaints procedure and
a shoreside complaints procedure. If there are more than 5 seafarers on board
then there is a requirement to have a designated safety official on board.
Chapter 3 of The Code of Safe Working Practices for Merchant Seafarers
(CoSWP) provides further information.

22.2 Structural Requirements and the Carriage of Equipment

22.2.1 Section 22.2 provides minimum mandatory requirements which mitigate the
common risks, but these may not be an exhaustive set of safety measures for any
particular vessel, and further measures may be required as a result of the
assessments made under the regulations highlighted in 22.1.

22.2.2 Deckhouses

22.2.2.1 A deckhouse used for the accommodation of persons must be constructed of

adequate strength to withstand the forces of weather and sea to which it will be
subjected in use.

22.2.3 Bulwarks, Guard Rails and Handrails

22.2.3.1 Bulwarks, guardrails and guard wires should be supported efficiently by stays or
stanchions.

22.2.3.2 Where the requirements of 22.2.3 cannot be fully complied with, jackstays may
be fitted in accordance with 22.2.4.4.

120
MGN 356 (M+F) – “The Merchant Shipping and Fishing Vessels (Health and Safety at Work)
(Carcinogens and Mutagens) Regulations 2007”.
121
MGN 408 (M+F) – “The Merchant Shipping and Fishing Vessels (Health and Safety at Work)
(Biological Agents) Regulations 2010”.
122
MGN 409 (M+F) – “The Merchant Shipping and Fishing Vessels (Health and Safety at Work)
(Chemical Agents) Regulations 2010”.
123
MGN 337 (M+F) – “Provision of Safe Means of Access to Fishing and Other Small Vessels”
124
MGN 88 (M+F) – “The Merchant Shipping and Fishing Vessels (Health and Safety at Work)
(Employment of Young Persons) Regulations 1998”.
125
MGN 112 (M+F) – “New and expectant mothers: Merchant Shipping and Fishing Vessels (Health
and Safety at Work) Regulations 1997 and Merchant Shipping (Medical Examinations) Regulations
1983”
126
MGN 428 (M+F) – “The Merchant Shipping and Fishing Vessels (Health and Safety at Work) (Artificial
Optical Radiation) Regulations 2010”.
127
MGN 429 (M+F) – “The Merchant Shipping and Fishing Vessels (Health and Safety at Work)
(Asbestos) Regulations 2010”.
128
MGN 559 (M+F) - Merchant Shipping and Fishing Vessels (Health and Safety at Work)
(Electromagnetic Fields) Regulations 2016.

134
22.2.3.3 To protect persons from falling overboard, and when the proper working of the
vessel is not impeded and there are persons frequently on the deck, bulwarks
or three courses of rails or taut wires should be provided and the bulwark top
or top course should be not less than 1000mm above the deck (in accordance
with Load Line requirements). The distance between the lowest course and the
deck should not exceed 230mm, and the distance between other courses should
not exceed 380mm.

22.2.3.4 In a vessel fitted with a cockpit which opens aft to the sea, additional guardrails
should be fitted so that there is no unprotected vertical opening (i.e. between
vertical ‘members’) greater than 500mm in width.

22.2.3.5 For vessels operating in Category 6, where it is impractical and unnecessary to fit
guardrails, alternative arrangements may be acceptable subject to the Certifying
Authority being satisfied as to the adequacy of the proposed arrangements. For
example, on small vessels with narrow side decks alongside a deck house, a
handrail on the side of the deckhouse may be fitted. On the foredeck, a centreline
handrail may be considered more workable.

22.2.3.6 Handrails should be provided for access stairways, ladders, passageways and
for decks without bulwarks or guardrails. This provision should not be used in
lieu of guardrails and bulwarks where required by the Code.

22.2.3.7 In an inflatable boat or a rigid inflatable boat, where it is not possible to fit
bulwarks, handrails or guardrails, there should be handgrips, toeholds and
handrails provided as necessary to ensure safety of all persons on board during
transit and the worst weather conditions likely to be encountered in the intended
area of operation.

22.2.3.8 Alternative Arrangements for Bulwarks, Handrails and Guardrails.

22.2.3.8.1 When application of measures described in 22.2.3.1 – 22.2.3.4 would impede the
proper working of the vessel, alternative safety measures may be considered,
using ISO 15085.

22.2.3.8.2 “Impede” should not be interpreted as “inconvenience”. Certifying Authorities

must be satisfied that the required height bulwarks, guardrails and handrails
would “impede” rather than simply inconvenience the proper working of the
vessel, and survey records should show why impedance was justified as a
reason for acceptance of lower bulwarks, guardrails and handrails. See
Standards Appendix 13.

22.2.3.8.3 This alternative provision is not available to vessels certified as “suitable for
single handed operations”.

22.2.4 Safety Harnesses

22.2.4.1 A vessel, other than a RHIB, should be provided with safety harnesses as
necessary for all persons who may be required to work on deck, with a
minimum number of 2.

22.2.4.2 Efficient means for securing the life lines of safety harnesses should be
provided on exposed decks, and grabrails provided on the sides and ends of a
deckhouse.

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22.2.4.3 Fastening points for the attachment of safety harness life lines should be
arranged having regard to the likely need for work on or above deck. In general,
securing points should be provided in the following positions:

.1 close to a companionway; and

.2 on both sides of a cockpit.

22.2.4.4. When guard rails or wires are not otherwise provided, or do not meet the
requirements of section 22.2.3, jackstays (which may be fixed or portable)
secured to strong points, should be provided on each side of the vessel to
enable crew members to traverse the length of the weather deck in bad
weather.

22.2.4.5 Vessels with guardrails of a height less than that required by section 22.2.3.3
may be accepted for areas where passengers are not normally allowed. These
areas should be restricted to crew use only and alternative arrangements
provided on board for their protection. In such cases it should be made clear
that passengers must not enter the restricted area,

22.2.5 Safe Location

22.2.5.1 In a non-decked vessel or rigid inflatable, it is the owner’s/operator’s

responsibility to ensure that a safe location aboard the boat is provided for all
persons.

22.2.6 Surface of Working Decks

22.2.6.1 The surface of a working deck should be non-slip.

22.2.6.2 Acceptable surfaces are: chequered plate, unpainted wood; a non-skid pattern
moulded into FRP; non-slip deck paint; or an efficient non-slip covering.

22.2.6.3 Particular attention should be paid to the surface finish of a hatch cover when
it is fitted on a working deck.

22.2.6.4 In an inflatable boat or rigid inflatable boat the upper surface of the inflatable
buoyancy tube should be provided with a non-slip finish.

22.2.7 Personal Clothing

22.2.7.1 It is the responsibility of an owner/managing agent/Master to advise crew /

passengers / industrial personnel that the following requirements for items of
personal clothing should be met:

.1 Each person on board a vessel should have protective clothing

appropriate to the prevailing air and sea temperatures and that provides
protection from precipitation and spray from the sea.

.2 Each person on board a vessel should have footwear having non-slip

soles, to be worn on board.

22.2.7.2 When a vessel certified to operate in Area Category 0, 1 or 2 is operating in

waters of sea surface temperature of 10 degrees centigrade or less, it is the

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 responsibility of an owner/managing agent/Master to advise passengers /
industrial personnel that they should have either an approved immersion suit,
a dry suit or other efficient garment (such as a floatation suit meeting EN ISO
15027-1) to reduce the likelihood of cold water shock and hypothermia should
the wearer enter the sea. Sea temperature data may be found in sources such
as the Admiralty Pilot for a given sea area and period.

22.2.7.3 It is recommended that selection of protective clothing should be based on a

risk assessment which considers:

- Manufacturer's performance data of the clothing to arrive at an

estimated survival time in the expected worst case conditions,
including sea temperature and wind chill,

- Estimated maximum time for recovery of the person from the sea.

22.3 The Code of Safe Working Practices for Merchant Seafarers

22.3.1 Every vessel should carry on board an updated copy of the MCA’s publication
“The Code of Safe Working Practices for Merchant Seafarers”129.

22.3.2 Where it is not practical to carry the publication on board the vessel due to its
design, such as open boats without dry storage areas, The Code of Safe
Working Practices for Merchant Seafarers may be kept ashore. In such cases
it must be made available to be used by all members of the crew.

22.4 Protection of Passengers and Industrial Personnel

22.4.1 Operators should carefully consider the design and layout of the vessel and
whether it is suitable for its intended operation, and suitably protects those on
board.

22.4.2 In addition to 22.4.1 operators should consider carefully the intended operation
of the vessel and whether or not there may be certain passengers / industrial
personnel which may be more susceptible to injury as a result of that intended
operation. As part of the risk assessment required under the General Duties
requirements of the Merchant Shipping and Fishing Vessels (Health and Safety
at Work) Regulations 1997 (SI 1997 No. 2962), as amended, (see section
22.1.1), the operator is required to carry out a risk assessment for all persons on
board.

129
MIN 561 (M+F) – “Code of Safe Working Practices for Merchant Seafarers: Amendment 2017”
provides information on the latest amendment at the time of publication. Further amendments are
likely.

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23 Medical Care

23.1 Medical Stores

23.1.1 Medical stores should be carried in accordance with the requirements set out
in MSN 1768 (M+F)130 which can be obtained from the MCA website at
www.gov.uk/mca or from any MCA Marine Office. This requires medical stores
according to the distance from shore that a vessel operates.

• For vessels in Area Categories 2, 3, 4, 5 and 6, Category C stores are

required, as listed in Appendix 1 of the MSN 1768.
• For vessels in Area Category 1, Category B stores are required, and
• For vessels in Area Category 0, Category A stores are required as
listed in Appendix 1 of the MSN 1768.

Note: All vessels should carry a full copy of MSN 1768 (M+F) with the medical stores.

23.1.2 The notes to the MSN explain the flexibility available, under the MSN, in terms
of the selection of medicines and medical equipment to be carried. Where,
because of the particular type of vessel or operation, and based on a risk
assessment and professional medical advice, it is considered impractical or
unsafe to carry a specific item, this may be omitted. Where any item is omitted,
this should be stated on the medical stores, with a note indicating the specific
item that is omitted and that its omission is based on risk assessment and
medical advice.

23.1.3 If the vessel carries dangerous cargoes, the operator should ensure that the
additional requirements in 29.6.3 are met, where necessary.

23.2 Medical Care on Board Ship and Ashore

23.2.1 Note should be made of the first aid training requirements in Appendix 3.

23.2.2 The owner should ensure that if the Master or crew require medical or dental
treatment which cannot be provided on board, while employed or working on
the vessel, they are able wherever practicable to seek medical attention ashore,
and any treatment is provided at no cost to the individual. MGN 482 provides
further information.

23.3 Shipowner’s Liability for Medical Care

23.3.1 The owner is liable to pay for the medical care and any related expenses for
accommodation or keep for up to 16 weeks, or until the seafarer has been
repatriated if that is longer, for seafarers who are ill or injured during, or as a
result of, employment on the vessel.

23.3.2 For further information and guidance on the owner’s responsibility for medical
care, see MGN 480 to be published during 2014. .

MSN 1768 (M+F) – “Ship's Medical Stores - Application of the Merchant Shipping and Fishing
130

Vessels (Medical Stores) Regulations 1995 (SI 1995 No.1802) and the Merchant Shipping and Fishing
Vessels (Medical Stores)(Amendment) Regulations 1996 (SI 1996 No. 2821)”.

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24 Tenders and Daughter Craft

24.1 This section of the Code addresses “Tenders and Daughter Craft” which are
referred to as Type 1 and Type 2 Tenders. “Daughter craft” (Type 1) is a term
more commonly used elsewhere but serves here to convey the nature of the
use. There should be no confusion between the two types of vessel. The
LOLER and PUWER Regulations apply to these vessels.

24.2 Type 1 Tenders are daughter craft provided (towed or carried) on board
specifically for “off-ship” working on the business of the mother vessel or
support thereof. See also 4.5 & 4.6. Guidance on daughter craft outwith the
scope of the application in this Code are also available.

24.3 Type 2 Tenders are provided (towed or carried) solely for tendering persons or
stores directly to and from the mother vessel and not for workboat duties. Such
transits should be restricted to nearby shore facilities or vessels, either within
harbour limits, categorised waters or no more than 0.5 n.m. from the mother
vessel whilst at sea.

24.4 Type 1 Tenders may, when meeting the qualifying conditions below, treat the
mother vessel as a safe haven (see Note 2). In order to do so, Type 1 tenders
should:

(a) be separately named; and

(b) be coded and certified independently of the mother vessel with the
exceptions of Area Category 5 or 6 vessels, and when operating as a
Type 1 Tender should also be subject to the limitations applied in (d)
and (e) below, see also Note 1;
(c) The vessel’s Workboat Certificate should be endorsed "suitable for use as
a daughter craft restricted to X miles from the mother vessel” to indicate
that it is suitable for operation as a daughter craft.
(d) fit a kill cord and use it at all times during navigation and whilst the
engine is on (as per section 7.6.5) if the tender is an inflatable boat, a
boat fitted with an buoyant collar or an open boat that achieves planing
speeds. A spare kill cord should also be carried on board or the kill
system should be capable of override to facilitate the rescue of the
person going overboard with the cord attached. See 7.6.5 for exclusions
to the fitment and use of kill cords;
(e) regardless of a tender’s certified Area Category, be limited to operations
no more than 10 miles from the mother vessel and to daylight hours in
favourable weather; and
(f) additionally on communications including GMDSS:
i The crew of the Type 1 tender should be suitably qualified for the
equipment on board e.g. if GMDSS is fitted;
ii Where GMDSS or an EPIRB are not carried, procedures should be
in place for the mother vessel to continuously monitor the
communication method and the daughter crafts location;
iii if not remaining in visual range and within 3 miles of the mother
vessel, should be fully equipped and operated as per the certified
Area Category (subject to 24.4(e) and Note 1);
iv if remaining in visual range and within 3 miles of the mother vessel,
the Type 1 Tender need not carry GMDSS equipment or an EPIRB
but all the tenders’ crew are recommended to wear PLB’s (meeting

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 the guidelines in 13.9.1) and the tender should be fitted with VHF
radio equipment (in accordance with 16.7) suitable for the receiver
heights (see 16.3.3 for details) and distance from the mother vessel,
so as to enable effective communication between the mother vessel
and the Type 1 tender at all times; and
v The MMSI number of the type 1 tender should be registered under
that of the mother vessel.

Note 1: Type 1 tenders should be operated, restricted and manned in

accordance with the certified area category (subject to 24.4 (b), (c), (e) and (f)
above). Operators of Type 1 tenders needing to operate outside these
limitations should contact the Administration.

Note 2: Type 1 tenders should have a risk assessment of the operation and
equipment carried as per the occupational Health and Safety responsibilities to
the Type 1 tender under their permit to work scheme. Hence, amongst other
considerations, where crew need to leave the vessel for some part of the work
of that Type 1 tender consideration should be given to a means to remotely
locate those persons (e.g. see 13.9.1) and be able to communicate with both
the mother vessel and the Type 1 tender, if persons are left on board; and the
crew of the Type 1 tender (if on board) should consider keeping visual safety
watch on any off-ship working personnel.

24.5 Where a Type 1 tender relies on the mother vessel as its “safe haven” the lifting
equipment must be capable of recovering the daughter craft in ALL anticipated
operational weather and sea conditions during which times the daughter craft
is permitted to be launched and operated. Also, the scantlings of the daughter
craft must be such that the structure of the craft are adequate for both static
and dynamic loading in such extreme conditions. Where a platform facility is
relied upon as a “safe haven”, equivalent levels of safety for the recovery should
be provided.

24.6 Certification of Type 1 Tenders shall take account of:

• “Man lifting” requirements. The LOLER Regulations131 should be

followed where applicable;

• Static and dynamic lifting loads imposed on the craft structure;

• The operational restriction on any off-ship operation, and;

• The consequences particularly of dynamic loading on the recovery

of the tender and the viability of considering the mother vessel as
the safe haven for the purposes of certification. Reference should
be made in particular to 4.6.3.

131
MGN 332 (M+F) – “The Merchant Shipping and Fishing Vessels (Lifting Operations and Lifting
Equipment) Regulations 2006.

140
24.7 In order to be able to consider Type 2 Tenders not as Workboats, then the
following should be met:

• The mother vessel should be Coded, certified under Load Line or

other equivalent arrangement and be fit for the purpose intended,
or;

• if it is not certified under the Code of Practice or other as above it

should be fit for the purpose intended, regularly inspected by the
operator, owner or managing agent and maintained in a safe
condition, or;

• it should be considered as work equipment under PUWER132;

• It should be clearly marked “Tender to [mother vessel name]” and

must be clearly marked with the permissible maximum weight which
can be safely carried;

• Fit a kill cord and use it all times during navigation and whilst the
engine is on (as per section 7.6.5) if the tender is an inflatable boat,
a boat fitted with a buoyant collar or an open boat that achieves
planing speeds. A spare kill cord should also be carried on board
or the kill system should be capable of override to facilitate the
rescue of the person going overboard with the cord attached. See
7.6.5 for exclusions to the fitment and use of kill cords;

• Personnel operating a Type 2 Tender should carry a hand held VHF

at all times;

• If the vessel is being lifted or used on a ramp the strength of

construction should also be fit for purpose, where necessary, it
should also be fitted with lifting points that correspond with the
construction of the vessel133.

A Type 2 Tender is not required to meet the requirements for inflatable boats
or rigid inflatable boats in 4.5.

It is not anticipated that it will be necessary for a Type 2 Tender to carry any
more than a ready use fuel tank.

132
MGN 331 (M+F) – “The Merchant Shipping and Fishing Vessels (Provision and Use of Work
Equipment) Regulations 2010.
133
MGN 332 (M+F) – “The Merchant Shipping and Fishing Vessels (Lifting Operations and Lifting
Equipment) Regulations 2006.

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25 Requirements Specific to the Use of the Vessel
25.1 Introduction
This section covers additional requirements for vessels covered by this Code
dependent upon their type of operation of equipment carried.

25.2 Vessels Engaged in Towing

25.2.1 General

25.2.1.1 The requirements of this section do not apply to vessels towing in an emergency
situation (force majeure).

25.2.1.2 Reference should be made to section 11.7 for stability of vessels engaged in
towing and to section 17 – Navigation Lights, Shapes and Sound Signals for
requirements for towing and towed vessels.

25.2.1.3 The following are guidelines but should not be considered to replace, typically,
Health and Safety at Work Regulations134, the Lifting Operations and Lifting
Equipment Regulations135 (LOLER), the provisions and Use of Work
Equipment Regulations136 (PUWER) or similar.

25.2.1.4 Due consideration should be made for vessels engaged in towing by the
owner / managing agent to ensure that a person can be recovered efficiently
from the water. Such arrangement should be demonstrated to the satisfaction
of the Certifying Authority

25.2.1.5 The owner/managing agent should ensure that the Master is aware of and
has copies on board the vessel of relevant Merchant Shipping Notices and
other documents which give guidance on safety of vessels engaged in towing.
25.2.1.6 Attention of the owner/managing agent, and therefore the Master, is drawn in
particular to the following guidance137:-

MGN 199 (M+F) – “Dangers of Interaction”;

MGN 308 (M+F) “Mooring, Towing or Hauling Equipment on all Vessels – Safe
Installation and Safe Operation”;
Load Line Instructions to Surveyors (MSIS 1), section 8.11 “Tugs”
Load Line Instructions to Surveyors (MSIS 1), section 8.12 “Safety of Towed
Ships and Other Floating Objects”;
IMO Resolution A.765(18) “Guidelines on the Safety of Towed Ships and other
Floating Objects”
IMO MSC/Circular.884 “Guidelines on Safe Ocean Towing”; and

134
MGN 410 (M+F) – “The Merchant Shipping and Fishing Vessels (Health and Safety at Work)(Work
at Height) Regulations 2010.
135
MGN 332 (M+F) – “The Merchant Shipping and Fishing Vessels (Lifting Operations and Lifting
Equipment) Regulations 2006.
136
MGN 331 (M+F) – “The Merchant Shipping and Fishing Vessels (Provision and Use of Work
Equipment) Regulations 2010.
137.

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 IMO MSC/Circular.1175 “Guidance on Shipboard Towing and Mooring
Equipment”
The Use of Workboats for Towage – Good Practice Guide, 12/6/16 including the
Vessel Stability Annex, 08/18.

25.2.1.7 Due regard should be given to other relevant Marine Guidance Notes which may
be issued from time to time, which provide guidance on the safety of vessels
engaged in towing.

25.2.2 Towing Arrangements

25.2.2.1 The design of towing gear should minimise the overturning moment due to the
lead of the towline.
25.2.2.2 Towing at sea by towline should only be done using a towing hook, towing winch
or towline which should have a positive means of immediate release which can
be relied upon to function correctly under all operating conditions.

25.2.2.3 The emergency release mechanism should be controlled and tested from all
conning positions and – if safe and practicable - at the winch or hook itself.
Where there is local control at a tow hook or winch it should be of the direct
mechanical type capable of independent operation. The emergency release
system is independent of normal powered operation. The vessel shall have a
documented and drilled procedure and any necessary equipment to achieve a
safe and rapid release of the tow in emergency conditions, which shall be verified
by the Certifying Authority.

25.2.2.4 Sections 25.2.2.2 and 25.2.2.3 need not be applied to a vessels towing less than
twice its displacement but the vessel shall have a documented and drilled
procedure and any necessary equipment to achieve a safe and rapid release of
the tow in emergency conditions, which shall be verified by the Certifying
Authority.

25.2.2.5 The owner / managing agent should have in place a structured or documented
procedure for the maintenance, inspection and routine testing of its vessels’
towing equipment, including the towing hook, towing winch and emergency
release system.

25.2.2.6 The winch, bollards, fairleads, windlass, towing hook (or equivalent fitting),
gogging arrangements and the supporting structure should be strong enough to
withstand the loads imposed during towing operations. Specifically, a towing
winch should be able to withstand a force equal to the breaking load of the tow
line acting at its maximum height above the deck, without over-stressing either
the winch or the deck connections.

25.2.2.7 The towing winch brake should be capable of preventing the towing line from
paying out when the towing vessel is towing at its maximum continuous static
bollard pull and shall not release automatically in case of power failure (but
should be capable of release).

25.2.2.8 When towing on a line, the winch line must only be secured to the winch drum
by such methods that would allow the tow to be fully released under load. The

143
 towline should be connected by a weak-link to the drum to allow it to run free
in an emergency.

25.2.2.9 Vessels in all categories of operation should be of such a design to allow them
to operate safely and effectively when undertaking a tow. For offshore and ocean
tows, an effective tug will need adequate propeller and forefoot immersion to
minimise slamming.

25.2.2.10 The operator or Master should document a tow-plan and risk assessment.
The extent of this will depend on the complexity of the tow and a generic plan
and risk assessment may be appropriate for small vessels repeatedly working
within the one area consistently doing the same kind of work. The plan and
risk assessment should consider, as appropriate to the vessel and the
operation:

.1 Selection of the vessel engaged in towing should be on the basis of

bollard pull and resistance of the towed object. Adequate power should be
available to maintain a safe speed appropriate to the particular object to be
towed, taking account of the environmental conditions to be expected and any
restrictions applicable to the towed object that may limit the safe speed, in
conjunction with the necessary Risk Assessments for the tow;

.2 Selection of towing equipment based on Safe Working Loads and

suitable safety factors for intended purpose making consideration for any
snatching loads;

.3 Sufficient and suitable Passage Planning (including weather and sea

state limitations), in particular where towed vessel is over twice the
displacement of the towing vessel, or for any voyages beyond Category 5
limits;

.4 Availability and control over the towline length;

.5 Effectiveness of communications;

.6 Design of the towing system is designed to reduce to a minimum the

danger to personnel during towing operations; The means of safe access to
the vessel engaged in towing including crew safety in snap back zones and
include risk assessments required by MGN308;

.7 The means of safe access to the towed vessel;

.8 Mitigating any other risks identified by the risk assessment;

.9 The availability of suitable safe havens on the planned route should

be identified;

.10 A Towage Survey should be carried out where practicable by a

competent person to confirm the safety of the tow as a whole. This person
could be a warranty surveyor, a Certifying Authority examiner or another
person engaged or employed by the owner/managing agent having the
necessary experience and training to carry out such a survey.

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25.2.3 Weathertight Integrity and Stability

25.2.3.1 The watertight integrity of the vessel engaged in towing and the vessel being
towed should be maintained and downflooding points considered.

25.2.3.2 Doorways in superstructures, deckhouses and exposed machinery casings

situated on the weather deck, and which enclose accesses to spaces below
deck, should be provided with efficient weathertight doors. Weathertight doors,
skylights and hatch covers should be secured in the closed position when the
vessel is towing and the doors should be marked clearly to this effect on both
sides. Deck manhole covers should be checked for secure closing both on the
vessel engaged in towing and on the towed vessel.

25.2.3.3 Machinery air intakes and machinery space ventilators which must be kept open
during towing operations, on the towing vessel and the tow, should be served by
means of high coaming ventilators as protection from downflooding. Any
ventilators which must be kept open during towing operations should be
indicated in the stability information and assumed to be downflooding points for
the purposes of stability calculations. All other ventilators, ship side valves, sea
inlets / outlets, hatches, covers, portable closing plates and other openings
above and below the water, on the towed vessel, should be identified and
securely closed, blanked or sealed prior to departure, and the maximum
watertight and weathertight integrity are maintained at all times. All watertight
doors below the main deck and all weathertight doors, are to be securely closed
and fully dogged at sea, those on the vessel engaged in towing should have
signage to this effect.

25.2.3.4 Generally, air pipes and ventilators on the vessel engaged in towing should be
kept as far inboard as possible and be fitted with automatic means of closure
when downflooding to the compartments served would endanger the safety of
the vessel.

25.2.3.5 The provisions of sections 25.2.3.2 to 25.2.3.4 above may be relaxed for vessels
engaged in towing vessels of less than twice their displacement, in harbour
areas or within Category 4, 5 and 6 areas in favourable weather, provided all
practical measures are taken to protect the vessel from downflooding in the
event of its taking up a high heel angle, and any particular downflooding risk
areas being highlighted by the Certifying Authority on the SWB2 or SCV2 record.

25.2.4 The Towed Vessel or Floating Object

25.2.4.1 A vessel, pontoon, barge or floating object which is towed to sea from a place in
the UK should be surveyed and issued by the Administration with an appropriate
conditional Load Line or Load Line Exemption Certificate for the towed voyage;
and possibly a condition survey of the object being towed. Certification for non-
self-propelled vessels which make voyages under tow is permitted in
accordance with section 25.5.

25.2.4.2 A copy of the certificate should be kept on board the vessel engaged in towing
during passage and the Tow Master should be provided with a copy of the
conditions therein such that he is aware of these conditions and his responsibility
for complying with them.

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25.2.4.3 Towed objects should not be manned at sea unless they have
accommodation designed to be occupied at sea and that it has appropriate
life saving appliances, fire safety and emergency escape provision. However,
boarding the towed object at sea may necessarily be undertaken for the
purpose of inspection or maintaining safe navigation. Where transfer of crew
is necessary, consideration should be given to the necessity of wearing a
survival suit.

25.2.4.4 Where the operator deems it necessary for the towed vessel in a “dead ship”
condition to be manned, by a minimum of 2 crew, then proposals should be
submitted to the Administration stating the reason for the necessity, provision
of lifejackets, survival suits and direct communication with the vessel engaged
in towing. This should be done in good time for consideration as to whether
this might be permitted, and in good time so that alternatives can be put in
place if permission is not granted.

25.2.4.5 A means of safe access from the vessel engaged in towing or a support vessel
should be provided to the tow. The location and means of boarding should be
suitable for both for daylight and night time operations, where required.

25.2.4.6 The towed vessel should be assessed to establish a suitable margin of safety
on the (positive) stability and freeboard for the tow.

25.2.4.7 Two lifebuoys and lines shall be provided on the towed object to aid lifesaving
capability behind the vessel towing.

25.2.4.8 The towed vessel should have an anchor / cable suitable for simple
deployment and for holding the tow in an emergency.

25.2.4.9 The quantities of any oil and pollutants carried on board should be reduced to
a minimum required for safe operation.

25.3 Cargo Carrying

25.3.1 When a vessel is engaged in carrying cargo all such cargo should be stowed
and secured in a manner which will not adversely affect the safe operation of the
vessel.

25.3.2 Particular attention should be paid to the means for supporting and securing the
cargo and the strength of securing points, the free drainage of water from cargo
stowed on open deck, safe access in way of cargo stows and unobstructed
visibility from the wheelhouse.

25.3.3 Cargo hatchways to dry cargo holds or spaces should be of an efficient

weathertight construction. Refer also to section 29.2.

.1 In general, a cargo hatch coaming should be not less than 760mm in

height. Hatch covers and coamings should be designed to withstand
(without permanent deformation) a hydrostatic load of not less than 1.5
tonnes/metre2 overall and associated buckling stress, and be fitted with
efficient means to be closed and secured weathertight to the coaming.
In any case, the coaming and hatch cover should be sufficiently strong
to withstand the hydrostatic loading and/or the loading due to cargo
stowed on the hatch cover, whichever loading is limiting.

146
 .2 Proposals for a cargo hatchway with a reduced coaming height or a flush
hatch should be subject to special consideration by the Certifying
Authority and may be approved when the safety of the vessel is judged
to be at least equivalent to section 25.3.3.1.

25.3.4 Special consideration should be given to the securing of cargo on vessels that
operate at high speed due to vessel accelerations.

25.4 Vessels Fitted with a Deck Crane or Other Lifting Device

25.4.1 Design and Installation

25.4.1.1 Reference should be made to section 11.6 for requirements for safety standards
for vessel stability during lifting operations (and consideration should be given to
re-examining the stability booklet if modifications are made to the lifting device);
and with 25.7 for vessels fitted with diver lifts; and 4.2.1.4 for the attachment of
a lifting appliance to the hull structure.

25.4.1.2 The Certifying Authority should verify that the structural design of the crane
attachment (referred to in 25.4.1.1) to the vessel conforms to appropriate
standards for new installations and for any in service modifications involving
increased local loading. See also 4.2.1.4 and associated footnotes. The
owner / managing agent should notify the Certifying Authority of any changes
to the loading or structure or arrangement of the lifting appliances or
associated vessel structure. Section 27.11.5 refers.

25.4.1.3 The owner / managing agent should consider the use of a suitable design code
(see Appendix 13) for new installations and for any in service modifications
with survey and certification carried out by a Certifying Authority to ensure
careful design and selection of lifting equipment. MGN 332 138 refers.

25.4.1.4 Information should be obtained by the operator / owner, and followed, regarding
the amount of list and freeboard allowable under both the rated capacity and
overload capacity of the crane from a competent person or an authority
experienced in marine vessel design with knowledge of installing cranes on
ships / vessels. In addition, where a crane is normally intended for land based
use, confirmation should be obtained from the crane manufacturer or designer
on how far the crane is de-rated from land based ratings whilst on the pontoon /
barge / vessel, they should also provide detail of the load radius charts in a sea
state. A crane that is marinised139 will have lift/radius charts that explain that
the lifts are based on Sea State 0 or Harbour Conditions with a simple graph
showing how the load decreases with increasing amounts of vessel heel.

138
MGN 332 (M+F) – “The Merchant Shipping and Fishing Vessels (Lifting Operations and Lifting
Equipment) Regulations 2006”.
139
For the purposes of this chapter a “marinised” crane should be understood to mean it is a type
originally designed for use ashore, typically lorry mounted, that has been modified to better withstand
the rigours of the marine environment. It will have been subject to a marine paint scheme and the
hydraulic cylinder rams will either be manufactured of stainless steel, or of mild steel with multiple
chrome coatings to reduce the risk of corrosion. In addition the crane will either have been de-rated
by a significant amount, typically 30% to take account of the dynamic loading effect of being vessel
mounted, or the vessel will be supplied with load charts, based on harbour conditions.

147
25.4.1.5 Generally, a vessel fitted with a deck crane or other lifting device which will be
used when the vessel is at sea should be a decked vessel with a watertight
weather deck in accordance with section 4.1.1 and 4.3.1.or be considered under
section 4.1.4.

25.4.1.6 Agreement should be obtained from the Administration for any proposal to fit a
deck crane or other lifting device on a vessel which is not a decked vessel.

25.4.1.7 The vessel's structure, the crane or other lifting device and the supporting
structure should be of sufficient strength to withstand the loads that will be
imposed when operating at its maximum overturning moment and maximum
vertical reaction. Note that lorry loaders rely not only on the structural integrity
of the mountings, but also on the hull structure.

25.4.1.8 A lifting system which incorporates counterbalance weight(s) should be specially

considered through the Certifying Authority by the Administration.

25.4.1.9 The Certifying Authority should be satisfied that the safety of the vessel is not
endangered by lifting operations. Means should be provided for the efficient
securing of cargo and loose equipment on board during lifting operations.
Instructions on safety procedures to be followed by the Master should be
provided to the satisfaction of the Certifying Authority.

25.4.1.10 Where mobile cranes are operated on board a workboat (e.g. on the deck of a
barge), special consideration should be given to worst case scenarios with
regard to stability, structural strength of the deck and safe limits of the deck
operating area.

25.4.2 Certification and Testing

25.4.2.1 The Merchant Shipping (Lifting Operations and Lifting Equipment) Regulations
2006 (SI 2006 No. 2184), as amended apply to lifting equipment and its
operation. The guidance is general in nature; employers should give more
detailed consideration to the various aspects of their specific operations and
take appropriate measures to safeguard health and safety. Further guidance
can be found in MGN 332 (M+F)140. This Code does not aim to replicate those
regulations or guidance and it is the responsibility of the owner / managing
agent / employer to ensure that they are in compliance with them.

Additional information on maintenance and lifting operations is available in the

Code of Safe Working Practices for Merchant Seafarers, Chapter 19.

25.4.2.2 The Merchant Shipping (Lifting Operations and Lifting Equipment) Regulations
2006 (SI 2006 No. 2184), as amended, apply and should be considered in
accordance with the Merchant Shipping (Provision and Use of Work Equipment)
Regulations 2006 (SI 2006 No. 2183), as amended, which are highlighted in 22.1
of this Code.

25.4.2.3 Load tests and inspections to verify the safe operation of the crane or other lifting
device, its foundation and supporting structures should be carried out to the
satisfaction of the competent person (see definition in Section 2 of this code

MGN 332 (M+F) – “The Merchant Shipping and Fishing Vessels (Lifting Operations and Lifting
140

Equipment) Regulations 2006”.

148
 who should also have experience of fitting and operation of lifting equipment
on ships / vessels) in accordance with LOLER141. Tests should be conducted
in accordance with a recognised standard for the installation. Such tests should
be repeated after modifications, including any structural modifications, take
place. A thorough examination of the crane or lifting device, including functional
test, should be carried out annually.

25.4.2.4 The crane or other lifting device should be subjected to a 25% overload test142
at maximum load moment. Following this static overload test, the hoist, slew and
luff performance should be tested at low speed, as appropriate, at 110% load;
the crane shall be tested through the full operating arc of the crane which should
be shown on the load test report, or as a minimum every 30 degrees of radius
where continuous slewing with the test weight is difficult. Tests for a variable
load-radius type of crane or other lifting device should correspond to its rated
performance (e.g. load radius chart).

The relief valve system, rated capacity indicator and rated limiter, should be
overridden or disconnected before the test. Thorough examinations should be
carried out by a competent person taking account of any instructions with
respect to the crane limiting criteria. If the competent person does not have the
skills or tools to override or disconnect the limiting items a makers representative
should be present. Where seals need to be broken, resealing of relief valves
should be done on completion of overload test.

LOADER CRANE: A powered crane comprising a column which slews about a

base, and a boom system which is attached onto the top of the column. Overload
testing and dynamic testing of loader cranes to be carried out in accordance with
BS 7121-2-4143.

25.4.2.5 Attention is drawn to the requirements of BS 7121-2:2013 - Code of Practice for

Safe Use of Cranes. Inspection, Maintenance and Thorough Examination, parts
of which have particular relevance to vessels certificated in accordance with this
Code. See Appendix 13. Maintenance should be carried out in accordance with
the manufacturers instruction manual. Repair and maintenance should only use
parts made or recommended by the crane manufacturer.

25.4.2.6 Overload testing shall be carried out upon installation, after the crane has been
in service for 4 years, 8 years, 10 years and 12 years, and annually thereafter if
the crane has not been marinised144. If the crane has been marinised and the
requirements of BS EN 13852145,146 and EN 12999147 are met then a loader
crane should be tested, according to the LOLER Regulations, at least every 5
years. See also 25.4.2.7.

141
MGN 332 (M+F) – “The Merchant Shipping and Fishing Vessels (Lifting Operations and Lifting
Equipment) Regulations 2006.
142
It is anticipated that BS 7121-2-4 will remove this overload test in the future, in which case, this
overload test will continue to be required under industry best practice (such as Lloyd’s Registers’ Code
for Lifting Appliances in the Marine Environment) from the date that that standard comes into force. At
that point the new BS 7121 requirements for other testing and frequency for different crane types
should be followed.
143
BS 7121-2-4:2013 Code of Practice for the Safe Use of Cranes. Inspections, Maintenance and
Thorough Examination – Loader Cranes
144
Refer to BS 7121-2-4:2013 Part 2-4, 9.1 for testing regime of loader cranes.
145
BS EN 13852-1 Cranes – Offshore Cranes – General Purpose Offshore Cranes
146
BS EN 13852-2 Cranes – Offshore Cranes – Loader Cranes
147
EN 12999 Cranes - Loader cranes

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25.4.2.7 Consideration should be given by the owner / managing agent of a land based
hydraulic crane that is not supplied with marine environment features (see
footnote in 25.4.1.4 for definition used here) and is fitted on board small
workboats in the marine environment, to an enhanced maintenance schedule
suitable for the environment and usage, as per BS 7121 and the Provision
and Use of Work Equipment Regulations (PUWER) 1998. This should include
a more frequent inspection regime and should include inspecting electrical
connectors and components, drive train, structural components, fasteners
and wire ropes. See also 25.4.2.6.

25.4.2.8 An appropriate risk assessment should be carried out by the owner / managing
agent before any examination and testing is carried out.

25.4.2.9 All inspections, thorough examinations and tests must be properly

documented under an "Examination Scheme" drawn up by the owner /
managing agent. MGN332148 refers.

25.4.3 Operational Considerations

25.4.3.1 An inclinometer or other efficient device to display heel angle should be provided
on board for guidance to the crane or lifting device operator when controlling the
lifting of items of unknown weight.

25.4.3.2 A prominent clear notice should be posted on or near the crane or lifting device
and contain the following information and instructions:-

.1 the maximum permitted load and outreach which satisfy the

requirements of section 11.6.4, or the safe working load (SWL),
whichever is the lesser (operating performance data, i.e. load radius
performance chart for a crane or other lifting device of variable load-
radius type should be included as appropriate);

.2 any crane whose safe working load varies with its operating radius is
provided with a means of accurately determining the radius at any time,
clearly visible or accessible to the driver of the crane, showing the radius
of the load lifting attachments at any time. Provision should be made to
enable the driver to ascertain the safe working load corresponding to that
radius;

.3 details of all openings leading below deck which should be secured

weathertight; and

.4 instructions for all personnel to be above deck before lifting operations

commence.

25.4.3.3 It is acceptable, to enable load indication for a hydraulic loader crane, to fit a
pressure gauge to monitor the pressure in the load bearing cylinder with a
relief valve to prevent overload.

25.4.3.4 Where a saturated load is required to be lifted, consideration should be given

by the Master, prior to the lifting operation taking place, to the additional

148
MGN 332 - The Merchant Shipping And Fishing Vessels (Lifting Operations And Lifting Equipment)
Regulations 2006

150
 weight due to the item being saturated. Where a load is being lifted from the
seabed consideration should be given to suction and snagging.

25.5 Non-Self-Propelled Vessels

25.5.1 General

25.5.1.1 It is permissible for a Small Workboat Certificate to be issued to cover the transit
voyages under tow of an unmanned non-self-propelled vessel or floating object
of defined rigid form. The valid life of the certificate should be decided by the
Certifying Authority but in no case should it exceed 5 years.

25.5.1.2 It is permissible for a Small Workboat Certificate to be issued to cover the safety
of a non-self-propelled vessel of defined rigid form which is a working platform
for equipment and/or power producing plant. The vessel should be assessed
for compliance with the parts of the Code which are appropriate to its commercial
operation.

25.5.1.3 A vessel of defined rigid form includes a vessel which comprises an assembly
of separate units held together by an efficient engineered joining system
appropriate to the mode of operation of the vessel.

25.5.1.4 A vessel which has the capability of a jack-up to operate clear of the surface of
the water falls under the jurisdiction of the Health and Safety Executive when it
is jacked up, and should be equipped and certificated to meet the appropriate
requirements.

25.5.1.5 A small non-self-propelled vessel which is not covered by section 25.5.1.1,

25.5.1.2 or 25.5.1.3 should be referred to the Administration for consideration of
safety standards and certification to be applied.

25.5.2 Stability

25.5.2.1 When the stability standards of section 11, or the IMO Intact Stability Code, are
not appropriate for assessment of a particular small non-self-propelled vessel,
the case should be referred to the Administration for consideration of stability
standards to be applied.

25.5.3 Freeboard

25.5.3.1 Generally, freeboard should be assigned in accordance with the Merchant

Shipping (Load Line) Regulations 1998 (SI 1998 No. 2241), as amended.

25.5.3.2 An existing non-self-propelled vessel with a valid United Kingdom Load Line
Exemption Certificate but having an assigned freeboard less than that required
by the Merchant Shipping (Load Line) Regulations 1998 (SI 1998 No. 2241), as
amended should be accepted for a Small Workboat Certificate under the same
conditions given on the Exemption Certificate.

25.5.3.3 Load Line marking should be applied in accordance with section 12.3 (but see
section 25.5.3.5).

25.5.3.4 An unmanned pontoon barge on which the freeboard deck is penetrated only by
small access openings which are closed by gasketed watertight covers should
have freeboard determined in accordance with the Merchant Shipping (Load

151
 Line) Regulations 1998 (SI 1998 No. 2241), as amended, as if it was a Type "A"
ship and omitting any correction for minimum bow height. At the discretion of
the Certifying Authority, having due regard for safe voyages of the unmanned
barge under conditions which should be explicitly recorded on the Small
Workboat Certificate, the freeboard thus determined may be reduced by up to
25%.

25.5.3.5 No requirement is made for the provision of draught marks. In order that the
towing Master can readily recognise change in the condition of the tow, the
towed vessel should be marked at the forward end with one or more white bars
2000mm in length and 150mm high (or alternative marking which is clearly
visible from the towing vessel) to the satisfaction of the Certifying Authority.

25.6 Vessels Engaged as a Pilot Boat

25.6.1 General

25.6.1.1 A vessel engaged as a pilot boat may be recognised as either a dedicated pilot
boat which is certificated as a pilot boat or a certificated Workboat which is
engaged as a pilot boat from time to time. In such latter case, the vessel will be
certificated as a Workboat with a Pilot Boat Endorsement; see also section
25.6.2.

25.6.1.2 A pilot boat should be certificated even if it does not operate at sea. Where such
a Pilot Boat Certificate is issued to a pilot boat which does not go to sea, the
vessel should meet the minimum requirements for a Pilot Boat operating in Area
Category 6, except where there are exceptions to the requirements in 25.6.3.1
for non-seagoing pilot boats. Non-seagoing pilot boats operating at night should
meet the equipment carriage requirements of a vessel operating in category 3.

25.6.1.3 The requirements of the Code apply generally to all vessels. Requirements for
a pilot boat are, in certain matters of safety, either additional or alternative to the
requirements of the Code.

25.6.1.4 Under the Merchant Shipping (Small Workboats and Pilot Boats) Regulations
1998 (SI 1998 No. 1609), as amended, the Secretary of State may exempt any
pilot boat from any or all of the provisions of the part of the regulations dealing
with pilot boats. In granting an exemption, the Secretary of State may do so on
such terms (if any) as he may specify if he is satisfied that compliance with such
provision is either impracticable or unreasonable in the case of a pilot boat and
may, subject to giving reasonable notice, alter or cancel any such exemption.
Applications for exemption should be submitted through the Certifying Authority
to the MCA for consideration. The MCA is empowered to grant exemptions on
behalf of the Secretary of State.

25.6.1.5 Those operating pilot boats should be aware of the dangers of interaction. MGN
199 – “Dangers of Interaction” provides guidance.

25.6.2 A Small Workboat Engaged as a Pilot Boat

25.6.2.1 A Small Workboat engaged as a pilot boat from time to time should comply with
the Code as it applies to its duties as a Small Workboat and, in addition, comply
with the requirements for a dedicated pilot boat which are marked with * in
section 25.6.3.

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25.6.2.2 Such a vessel should be in possession of a Workboat Certificate which carries
a ‘PILOT BOAT ENDORSEMENT’.

25.6.2.3 In the event that the safety rail system required by * 22.4 of section 25.6.3 is
considered to be inappropriate because of other measures provided to prevent
persons on deck from falling overboard (e.g. extent and height of bulwarks or
rails), the Certifying Authority should be satisfied that the provisions for the safe
movement of pilots and other persons on deck during transfers are adequate.

25.6.3 Dedicated Pilot Boat

25.6.3.1 A dedicated pilot boat should comply with the following requirements. The
requirements refer to the appropriate sections of the Code:-

*5.3.1.3 The normal means of access from the open deck to accommodation space,
provided for the use of pilots should be a weathertight door which is not forward
facing;
*5.4 Pilot boarding activities should be visible from the pilot boat helmsman's position.
Visibility should be adequate in both the vertical and horizontal planes;
*5.5 Where a vessel is required to have efficient storm shutters for all front and side
facing wheelhouse windows, this can be moderated on the basis of recorded
safe operating experience of pilot boats in their particular area of operation;
*7.3 A pilot boat should not be fitted with a petrol engine;
*11.3 A seagoing pilot boat should carry an approved Stability Information Booklet
which meets the requirements of section 11.3.
*11.4 A non-seagoing pilot boat should undergo a heeling test in the fully loaded
condition and be demonstrated to meet the requirements of section 11.4;
12 A dedicated pilot boat need not be marked with a freeboard mark;
*13.5 Pilot boats are to be provided with immersion suits for all persons on board,
meeting the requirements of 13.5.3.1 and 13.5.3.2;
*13.12 4 parachute white illuminating flares should be provided for emergency use in
rescues at night (the use of pyrotechnics must be considered having regard to
the environment in which the pilot boat is being operated e.g. where a flammable
atmosphere could be present);
*13.12 6 red rocket parachute flares should be provided;
*13.12 2 line throwing appliances (half a set) should be provided. This requirement may
be waived for pilot boats operating in categorised waters only, subject to a
satisfactory risk assessment by the operator;
*13.13 Rescue retrieval equipment should be provided as follows:
.1 Transom steps and/or ladder or equivalent side ladder or scrambling net;
.2 At least 2 buoyant lifelines of not less than 18 metres in length. Each of
the lifelines should have a quoit, or similar efficient throwing device, of
appropriate weight secured to one end;
.3 Efficient mechanical means for the retrieval of any person who falls
overboard and means to bring the person in the water to the retrieval
point. Where practicable, the arrangement should enable the person to
be retrieved in the horizontal position, in order to reduce the risk of heart
failure associated with hypothermia. The quality of materials, design and
workmanship of construction of the mechanical means of retrieval
should ensure that it can be rapidly deployed and will operate efficiently
in an emergency. The efficiency of the equipment should be ensured by
regular maintenance and testing. (Functional tests are detailed in .6
below.);

153
 .4 All ladders and outside fittings such as overside steps or booms etc.
should be of suitable materials, design and workmanship. Such
equipment should be rigged on board and inspected at regular intervals;
.5 Arrangements should be provided to protect a person in the water from
injury by the propeller(s). When it is impractical to fit a guard to the
propeller(s), consideration should be given to alternative measures such
as the fitting of a drop down gate/ladder to screen the propeller(s) or
operational procedures which include the means to stop the propeller
immediately. (The arrangements should be approved by the Certifying
Authority for the pilot boat);
.6 Rescue retrieval equipment should be demonstrated by functional tests
carried out under controlled safe conditions, to the satisfaction of the
Certifying Authority. The functional tests should include a simulation of
the pilot boat in the minimum manned condition with the coxswain and
deckhand on board and the event when the deckhand falls overboard
and is recovered. (In this particular simulation, the deckhand can be
assumed to be conscious); and
.7 It is recommended that competent harbour authorities (or pilotage
provider, in the absence of a competent harbour authority) require man
overboard retrieval exercises to be conducted and recorded by each pilot
boat crew every 6 months;
*19.5 A searchlight should be provided which is permanently mounted so as to be
capable of illuminating the ships side in way of the pilot ladder or the sea area
around the boat;
*19.6 Pilot boarding activities should be visible from the pilot boat helmsman's position.
Visibility should be adequate in both the vertical and horizontal planes;
*20 When the Code requirements for anchors and cables are considered excessive,
the competent harbour authority should seek the approval of the Certifying
Authority for alternative provisions appropriate to the size of vessel and its area
of operation;
*22.2 For the safe access of personnel, the minimum width of side deck inboard of the
bulwark or rails or toe-rail on new vessels should be 400mm but regard should
be given to the height and shape of adjacent superstructure or deckhouse. Side
decks should be adequately illuminated;
*22.2.3 An efficient, uninterrupted/continuous safety rail system for clip-on safety
harnesses should be provided. The system should allow the harness traveller to
move freely and without adjustment over the full length of the safety rail. The
rail system, its attachment to the vessel structure and the clip-on safety
harnesses should be designed, constructed, installed, tested and maintained to
appropriate personal protective equipment standards, to the satisfaction of the
Certifying Authority;
*23 In addition to the medical stores required by section 23, a compact stretcher
should be carried on a pilot vessel.
*25.8 For seagoing pilot boats, individual shock absorbent seating with headrests,
footrests and movable armrests should be provided for all members of the crew
and the pilots to be carried. Seat belts should be provided for the safety of seated
passengers, industrial personnel and crew. For non-seagoing pilot boats,
seating, commensurate with the vessels expected operating conditions, should
be provided for all passengers, industrial personnel and crew;
*26.5 Subject to Marine Guidance Note MGN 50 (M) - Manning of Pilot Boats;-
A pilot boat should be manned by a minimum of 2 adult persons, namely a
coxswain, and a deck hand who can assist the pilot when boarding or landing.
The competent harbour authority or owner(s)/managing agent(s) of the pilot
boat should be satisfied as to the competence and fitness for duty of these
persons; and all pilot boat crew members should;

154
 .1 hold a Proficiency in Medical First Aid Certificate issued by an MCA
approved training provider equivalent predecessor (i.e. Department for
Transport First Aid Certificate); or
.2 hold a First Aid Certificate for appropriate first aid or emergency first aid
training in accordance with Regulation 3(2) of the Health and Safety (First
Aid) Regulations 1981 (SI 1981 No.917) and the Health and Safety
Executive publication “First Aid at Work – Approved code of Practice”
2013 edition149.

25.7 Vessels Fitted with Diver Lifts

25.7.1. The installation of the diver lift may require an alteration to the construction of
the vessel and may, as a result, alter the strength of the construction. The
requirements of 27.11.5 should be considered.

25.7.2. The installation of the diver lift may also alter the stability of the vessel and the
integrity of the bulwarks. The stability should be assessed considering the
installation of the lift and the weight that it is certified to carry.

25.7.3 The deployed lift system on a transom, in air, with the maximum intended
number of divers fully equipped, should not cause a reduction in freeboard at
the aft end of more than 50% of the minimum permitted freeboard.

25.7.4 When conducting a heel test, the deployed lift system, in air, with the
maximum intended number of divers fully equipped, should not cause the
vessel to exceed 7 degrees heel. If a heel angle of more than 7 degrees is
accepted by the Certifying Authority, the criteria of 11.4 of this Code must be
complied with.

25.7.5 Diver lifts are considered as “person retrieval systems” under section 11.6 of
this Code.

25.7.6 The lift will be subject to the requirements of the Merchant Shipping and
Fishing Vessels (Lifting Operations and Lifting Equipment Regulations) 2006,
SI 2006/No. 2184, as amended. It may also be subject to the Merchant
Shipping and Fishing Vessels (Provision and Use of Work Equipment)
Regulations 2006, SI 2006/No. 2183, as amended. See 22.1.2 and 25.4.16
for further guidance.

25.7.7 Additional guidance on personnel lifting equipment can be found in the MCA's
Code of Safe Working Practice for Merchant Seafarers, Ch.19.

25.7.8 For vessels engaged in diving operations, all practicable precautions should
be taken by the owner/managing agent and the Master to minimise the risk of
persons in the water receiving injury from rotating equipment. The risk is
particularly significant where stern entry and exit of the vessel is the
operational system.

25.7.9 Special consideration should be given to ensure that the diver and/or
equipment cannot become crushed, trapped or struck and that the lift is
controlled at all stages of ascent and descent. Safe means of access from
the water should also be considered.

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ISBN 978 0 7176 6560 0, or available on line - http://www.hse.gov.uk/pubns/books/l74.htm

155
25.7.10 For the purpose of assigning a Safe Working Load, this should relate to the
specific diving operations to be carried out but with a minimum SWL of 150kg
per diver. The overload test should be carried out at 2 x SWL.

25.8 Workboats Operating at Speed or Operating in a Planing Mode

25.8.1 Where a vessel is to be operated at speed, or operated in a planing mode, it

must be suitably constructed for that purpose, noting the requirements of
section 4.

25.8.2 The Certifying Authority should ensure that vessels have suitable inboard
seating for all persons on board that allow them to effectively brace
themselves and provide lateral support, which should be located so that
persons avoid the greatest shock loads. These loads will normally be greatest
at the forward part of the vessel. Owner/managing agents should remind
persons to remain seated (or stood over jockey seats, as appropriate) during
operation unless moving about the boat for a specific purpose.
Owner/managing agents of RIBs and open boats should ensure that persons
only sit in designated seats. Inboard seats do not include the gunwale or the
tubes of a vessel fitted with a buoyant collar.

25.8.3 Appropriately positioned handholds and foot placements can improve the
ability for persons to brace effectively.

25.8.4 Further guidance can be found in the publications “Small Passenger Craft
High Speed Experience Rides”150, “Passenger Safety on Small Commercial
High Speed Craft”151 and MGN 436 (M+F)152.

25.8.5 A risk assessment should be carried out to mitigate the hazards of whole body
vibration and that the exposure limits in the Merchant Shipping and Fishing
Vessels (Control of Vibration at Work Regulations) 2007 are not exceeded.
Reference should be made to section 22.1.2.2.

25.9 Offshore Energy Service Vessels

25.9.1 Structural Strength

25.9.1.1 Offshore Energy Service Vessels (OESVs) should be designed, built and
maintained to take account of the specific global and local loads to be
encountered in service. Some specific requirements are specified below -
25.9.2 & 25.9.3.

150

https://www.gov.uk/government/uploads/system/uploads/attachment_data/file/527972/small_passen
ger_high_speed_craft_experience_rides_guidance.pdf
151
https://www.rya.org.uk/SiteCollectionDocuments/cruising/Web%20Documents/Regulations%20an
d%20Safety/rya_pass_safety_ribs.pdf
152
MGN 436 (M+F) – WHOLE-BODY VIBRATION: Guidance on mitigating against the effects of
shocks and impacts on small vessels

156
25.9.2 Bow Contact for Personnel or Cargo Transfer

25.9.2.1 When the vessel is intended for operations to transfer personnel / industrial
personnel or cargo over the bow, the bow structure should be suitably
arranged and strengthened for this purpose.

25.9.2.2 Foredeck and bow fendering arrangements are to be suitably arranged to

minimise the risk to industrial personnel / personnel engaged in transfer
operations. Special care should be taken in the arrangement of handrails,
‘step-across’ arrangements and flush deck fittings positioned within walkways.

25.9.2.3 Bow structures supporting fenders for bow push up operations are to be
robust. Deck, wet-deck, bulwarks and framing should be designed to
accommodate the foreseen dynamic loads.

25.9.2.4 Bow structures are to be designed for contact with a single 350mm diameter
vertical bar.

25.9.2.5 For general guidance, the minimum quasi-static design loads on the bow
structures are to be:-

0.4 x Displacement along the axis of the vessel

0.2 x Displacement vertically
0.2 x Displacement transversely

These loads are to be applied as independent loading conditions.

25.9.2.6 Calculations to demonstrate that the bow structures will not yield or buckle
when subject to the loads defined above are to be submitted to the Certifying
Authority for consideration and approval.

25.9.3 Drivetrain Foundations and Reinforcement for Bow push-up Operations

25.9.3.1 When the vessel is intended for push up operations to transfer personnel /
industrial personnel and cargo, the structure in way of main propulsion
machinery, shaft bearings, A and P brackets, propellers and rudders should
be suitably arranged and strengthened taking into account the possibility of
contact shock loading.

25.9.3.2 Vessels often operate at high engine power with no boat speed during push
up operations. Operating this way can lead to high local vibrations from the
propeller at zero speed, maximum thrust. This may affect propulsion
performance, shorten component life and may expose crew to excess
vibration.

When intended for this type of operation, the structure in way of main
propulsion machinery and stern gear should be carefully considered to avoid
vibrations which could damage the local and surrounding structure. The
structure should be robust with scantlings in excess of those typically required
from a recognised Classification Society. The panel size should be small to
minimize any potential for resonance. Connection details should be carefully
considered to minimise stress concentrations.

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25.9.4 Automatic Identification Systems (AIS)

25.9.4.1 A vessel which operates more than 20 miles from land (Area Category 0, 1 or
2) should be provided with a suitable AIS transceiver Class ‘A’ AIS the
equipment should be installed in accordance with manufacturers guidelines
and IMO COMSAR/Circ.32153. See 18.4.3 for guidance on testing.

25.9.5 Visibility

25.9.5.1 All docking, personnel, cargo, stores and fuel transfer activities should be visible
from the helmsman's position. Visibility should be adequate in both the vertical
and horizontal planes.

25.9.6 Personnel Safety

25.9.6.1 Transferring personnel should have a safe, clear passage to the embarkation
station

25.9.6.2 Due attention should be paid to the safety of transfer personnel / industrial
personnel by thorough briefing and by continual assessment throughout the
voyage, with due regard to the ambient sea conditions and with due account
of the effects of whole body vibration.

25.9.6.3 For vessels engaged in personnel transfer at sea to offshore structures (e.g. of
industrial personnel), individual ergonomic seating should be provided for all
persons on board, with due regard to the provision of seat belts, headrests,
footrests and movable armrests following a comprehensive Risk Assessment.
For smaller, conventional vessels further mitigation measures to reduce the
effects of vibration, such as shock absorbent seating.

25.9.6.4 Efficient means should be provided for the retrieval of any person who falls
overboard with means to bring the person in the water to the retrieval point.
Where practicable, the arrangement should enable the person to be retrieved as
quickly as practicable in order to reduce the risk of heart failure associated with
hypothermia. The quality of materials, design and workmanship of construction
of the means of retrieval should ensure that it can be rapidly deployed and will
operate efficiently in an emergency. The efficiency of the equipment should be
ensured by regular maintenance and testing. (Functional tests are detailed in .6
below.);

Arrangements should be provided to protect a person in the water from injury by

the propeller(s). This may be by means of operational procedures which include
the means to stop the propeller immediately.

Rescue retrieval equipment should be demonstrated by regular functional tests

carried out under controlled safe conditions and recorded, at least every three
months. Refer also to section 22.7.

25.9.7 Anchor(s)

High speed, twin propulsion OESVs may operate with only one anchor. The size
of the anchor is to be agreed between the Owner / Builder and the Certifying /

153
IMO COMSAR/Corc.32 Harmonization of GMDSS Requirements for Radio Installations on Board
SOLAS Ships

158
 Class Authority. Minimum size and weight of anchor and chain to be in
accordance with that required by a recognised Classification Society for a vessel
of that size, shape and displacement, see also 20.5.3.1.

25.9.8 Carriage of Dangerous Goods

25.9.8.1 Where Packaged Dangerous Goods under the International Maritime

Dangerous Goods (IMDG) Code are carried for use in connection with the
maintenance of offshore structures, appropriate certification must be carried
as required in section 29, to the satisfaction of the Administration.

25.9.8.2 Third party carriage of Dangerous Goods (e.g. by industrial personnel carrying
equipment in personal hand baggage). At the point of embarkation the
industrial personnel and passengers (note restriction in 29.1.6) should declare
the contents of their baggage to the Master/crew of the vessel and any
dangerous goods would have to be included in the quantities permitted under
29.3.2 and the crew should take the appropriate action for safe stowage.
Operators should bring this requirement to the attention of industrial personnel
and passengers i.e. by providing relevant signage posted at the point of
embarkation.

25.10 Vessels operating with a Small Commercial Vessel Certificate wishing to

operate as “Light Duty Workboats”

25.10.1 Vessels certified under another Small Commercial Vessel Code may be
issued with a Light Duty Workboat Certificate (see Appendix 15), for the same
“Area Operating Category” for which it is already certified under that Code or
Standard. This is subject to the continued validity of the vessels existing
certification. These vessels however should meet the manning and training
and other operational requirements of the Workboat Code.

25.10.2 The intention of section 25.10 is principally to accommodate those vessels

that are necessarily issued with other certification under the Small Commercial
Vessel Codes of Practice due to the types of their core operation whilst
applying appropriate technical, manning and training standards to address the
full range of operations undertaken by small workboats.

25.10.3 A vessel issued with a Light Duty Workboat Certificate is not required to have
an approved Stability Information Booklet unless this is a requirement of the
applicable Code of Practice.

25.10.4 Such vessels must not:

• Carry more than 1 tonne of cargo;
• Be fitted with a crane or other lifting device;
• Tow vessels greater than twice their own displacement;
• Carry out frequent towing duties;
• Carry out duties that impose severe local structural loadings e.g.
static pushing operations; or
• Carry dangerous goods.

25.10.5 In order for light duty workboats to be engaged in towing (beyond force
majeure) the Certifying Authority must examine towing equipment as required
by section 25.2 of this Code and be restricted to towing in harbour or inshore
areas and meet the relevant part of section 11.7 of this Code.

159
25.10.6 Refer to section 27.7.3 for examination requirements.

25.10.7 Where a vessel falls outside of the limitations in 25.10.4 a Workboat Code
Certificate will be required.

25.11 Commercial Sailing Vessels

25.11.1 It is appreciated that there are a small number of small sailing vessels in
commercial use other than recreational vessels e.g. sailing cargo ships. These
can be certificated under this Code, but the special requirements related to
sailing, including stability, weathertight integrity, etc. should be as per the
equivalent requirements of the Small Commercial Vessel Codes of Practice,
or any subsequent Code published by the MCA. Guidance should be sought
from the Administration on the survey and certification of these specialist
vessels.

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26 Manning
26.1 General

26.1.1 A vessel should be safely manned.

26.1.2 Vessels operating in Area Categories 3, 4, 5 and 6, unless operating in the

single handed mode in accordance with 26.9, should have a second person on
board deemed by the Master to be capable of assisting the Master in an
emergency.

26.1.3 Vessels operating in Area Category 2 should have a second person on board
deemed by the owner/managing agent to be experienced and competent.

26.1.4 Vessels operating in Area Categories 0 and 1 should have an additional qualified
person on board as required by Table A3.1 in Appendix 3.

26.1.5 The Master of a vessel should ensure that each person on board is briefed on
Health and Safety appropriate to their role on board, Appendix 7, section 5
refers.

26.1.6 If completion of the relevant mandatory courses cannot be proven by the

owner/managing agent or crew, then the MCA may detain the vessel.

26.1.7 The qualifications of the Master and, if appropriate, other members of the crew
are given in Appendix 3.

26.1.8 The possession of a Certificate of Competency or Service should not, on its

own, be regarded as evidence of the ability to serve in a particular rank on a
specific vessel. The owner/managing agent must ensure that there are
sufficient trained personnel on board to work the vessel having due regard for
the nature and duration of the voyage.

26.1.9 The Master should be aware that as a commercial Master, he or she has taken
on all the professional responsibilities of a professional Master and the liabilities
that accompany that role.

26.1.10 Where a higher category vessel is operating in a lower category area the owner
/ managing agent may crew the vessel according to the lower category
operation. The details of the manning differences should be noted on their
Workboat Certificate and any Safe Manning Document prepared in excess of
the requirements of this Code.

26.2. Responsibility of the Owner/Managing Agent for Safe Manning of the

Vessel

26.2.1 It is the responsibility of the owner/managing agent to ensure that the Master,
and where necessary, the crew of the vessel have, in addition to any
qualifications required in Appendix 3, recent and relevant experience of the type
and size of vessel, the machinery on the vessel, and the type of operation in
which the vessel is engaged. The owner/managing agent should also ensure
that there are sufficient additional crew on board having regard to the type and
duration of voyage/excursion being undertaken.

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26.3. Keeping a Safe Navigational Watch

26.3.1 The Master and every person in charge of a navigational watch serving on small
workboats shall hold an appropriate certificate of competency.

26.3.2 The Master of every small workboat shall ensure that watchkeeping
arrangements are adequate for maintaining a safe watch or watches, taking into
account the prevailing circumstances and conditions such as;

.1 the present and forecast state of the weather, visibility and sea;

.2 the proximity of navigational hazards; and

.3 the density of traffic in the area.

and that, under the Master’s general direction, persons in charge of the
navigational watch are responsible for navigating the vessel safely during their
periods of duty, when they shall be physically present at the control position or
in a directly associated control location at all times.

26.3.3 The owner/managing agent and the Master of a vessel should ensure that any
person who assists the Master in navigational watchkeeping duties is qualified
to carry out such duties.

26.4 Vessels with Lifting Gear and Winches Associated with Lifting

26.4.1 Owner/managing agents of vessel(s) should ensure that Masters, crew and
operators of winches and lifting gear are familiar with the stability issues detailed
in section 11.6 as applied to the type of vessel being operated and the nature
of the duties being undertaken. Refer also to Section 25.4.

26.5 Pilot Boats

26.5.1 Pilot Boats should be manned as specified in 25.6.3154.

26.6 Stability Training

26.6.1 The Master of every vessel should be familiar with the vessel’s Stability Guidance
Booklet155, should insert the information required of the Master, and should ensure
that it is drawn to the attention of all watch keepers on board. In the case of vessels
also required to be provided with an approved Stability Information Booklet (SIB),
masters should have a knowledge and understanding of its contents and should
ensure that the vessel is operated within the limiting conditions of the SIB.

26.6.2 The Master of any workboat which is required to be provided with an Stability
Information Booklet should have attended an approved Stability Course for
Workboats, see Appendix 3, section 2.4.

26.7 Towing Endorsements

154
MGN 50 (M) – “Manning of Pilot Boats” provides further guidance.
155
Stability Guidance Booklets are MCA publications ‘MCA 133’ for powered vessels.

162
26.7.1 A system of voluntary towing endorsements has been developed by the MCA
with industry for the Masters of vessels engaged in towing. Owners and Masters
are recommended to consider these Towing endorsements as evidence of
competence for those engaged in towing. See MGN 468(M)156 for details.

26.8 Carriage of Dangerous Goods Training

26.8.1 The owner/managing agent shall determine which staff will be trained, what
levels of training they require and the training methods used to enable them to
comply with the provisions of the IMDG Code Chapter 1.3. This training shall
be provided or verified upon employment in a position involving dangerous
goods transport. For personnel who have not yet received the required training,
the owner/managing agent shall ensure that those personnel may only perform
functions under the direct supervision of a trained person. The training shall be
periodically supplemented with refresher training to take account of changes in
regulations and practice. The Administration, may audit the owner/managing
agent to verify the effectiveness of the system in place, in providing training of
staff commensurate with their role and responsibilities. See also section 29.5.1.

26.8.2 General awareness/familiarization training:

.1 each person shall be trained to be familiar with the general provisions of

dangerous goods transport provisions; and

.2 such training shall include a description of the classes of dangerous goods

(see section 29 Informative Note) and associated labelling, marking, placarding,
packing, stowage, segregation and compatibility provisions; a description of the
purpose and content of the dangerous goods transport documents and the
format and location on board of the appropriate emergency response
documents and actions to be taken in the event of an incident.

26.8.3 Function-specific training: Each person shall be trained in specific dangerous

goods transport provisions which are applicable to the function that person
performs.

26.8.4 Records: Records of training received according to section 26.8 shall be kept
by the employer and made available to the employee or competent authority,
upon request. Records shall be kept by the employer and made available for
up to five years to the employee or the Administration, upon request.

26.9 Single Handed Operations

26.9.1 MCA does not recommend single handed operations.

26.9.2 In all cases where single handed operations take place the owner/managing
agent and the skipper should be satisfied that it is safe to do so.

26.9.3 A single handed operation is considered to be taking place when either:

.1 there is only one person on board the vessel; or

156
MGN 468(M), Voluntary Towing Endorsement Scheme

163
 .2 there is a skipper on board with passengers or industrial personnel,
and there is no one else on board capable of assisting the skipper
in an emergency.

26.9.4 Where a watch system is necessary to maintain the safe navigation of the
vessel due to extended periods at sea, single handed operations are not
permitted.

26.9.5 Vessels operating under this Code, other than those engaged in towing or as Pilot
Boats or in any other business which involves the transfer of personnel at sea,
may be operated single handed providing that the person operating the vessel
complies fully with the minimum requirements for a skipper (appropriately qualified
for the operating area) and the following conditions:

.1 the area of operation is restricted to Area Category 3, 4, 5 or 6 in

conditions of favourable weather and subject to favourable official
weather forecasts for the area throughout the period of operation; and

.2 the duration of the voyage should not exceed 8 hours; and

.3 the vessel is not operated single handed in conditions of restricted

visibility; and

.4 an acceptable lifejacket is worn at all times by the skipper; and

.5 no overside working takes place whilst the vessel is being operated

single handed; and

.6 details of the time and point of departure, voyage plan and the
Expected Time of Arrival (ETA) of every single handed voyage are left
with a suitable person ashore and that person is notified of the safe
arrival on completion of each voyage; and

.7 communication should be made with a person ashore or with a vessel

in company at regular agreed intervals; and

.8 On all open inflatable boats, boats fitted with a buoyant collar and
open boats that achieve planing speed including tenders, engine kill-
cords should be fitted and used at all times during navigation and
whilst the engine is on. A spare kill cord is to be carried on board or
the kill system should be capable of override to facilitate the rescue
of the person going overboard with the cord attached. See 7.6.5 for
exclusions to the fitment and use of kill cords.

.9 Skippers are most strongly recommended to wear 406 MHz

personal locator beacons (PLB)157, 158 with GPS and a light whilst on
the open deck at sea.

157
This has a global range and alerts the nearest Coastguard Station to a Man
Overboard situation. It will typically take 5 minutes for the Coastguard to be aware of
your position and they can then locate a casualty in the water to an accuracy of 100m.
158
Registration of Devices. 406MHz PLBs should be registered with the EPIRB
Registry, details of which are given in MSN 1816 (M+F) – Mandatory Registration of

164
26.9.6 In some cases, because of the size and arrangement of the vessel, the Certifying
Authority may deem the vessel not to be suitable for single handed operations.

26.9.7 The vessel’s Workboat Certificate should also be endorsed "suitable for single
handed operation” to indicate that it is suitable for single handed operation. Where
a Small Workboat with a Pilot Boat Endorsement is considered safe for single
handed operation, the conditions on the Certificate should be suitably endorsed
so that it is clear that the vessel should not be used for single handed operation
when being used as a Pilot Boat.

26.10 Vessels Not Engaged In Single Handed Operations

26.10.1 Where the vessel is not suitable for single handed operations, and there is only
one member of crew onboard (the Master), Appendix 3 Table A3.1 requires that
“a second person should be capable of assisting the skipper in an emergency
should also be onboard”. The skipper should brief the second person who will
be sailing on the voyage. Such a brief, as a minimum, will include the following
(on the requirements provided as follows):
1. location of liferafts and method of launching; and
2. procedures for the recovery of a person from the sea; and
3. location and use of pyrotechnics; and
4. procedures and operation of radios carried on board; and
5. location of navigation and other light switches; and
6. location and use of firefighting equipment; and
7. method of starting, stopping, and controlling the main engine; and
8. method of navigating into a suitable port of refuge; and
9. the location of the Stability Guidance Booklet/Stability Information
Booklet as applicable.

26.11 Minimum Hours of Rest Provisions159

26.11.1 Fatigue at sea is a serious safety issue and operators should ensure that all
vessels certificated under the Code are sufficiently manned to avoid the need
to work excessive hours. The Master is responsible for ensuring, so far as is
reasonably practicable, that he/she and all crew members comply with the
minimum hours of rest and are properly rested when they begin work and obtain
adequate rest when not on duty. The minimum hours of rest for anyone
employed on board should be not less than:

1 10 hours in any 24-hour period; and

2 77 hours in any seven day period.

26.11.2 The periods of rest should be broken down into no more than 2 periods at least
one of which should be at least 6 hours. Longer periods of rest are far more
effective in combating fatigue than several short periods.

Emergency Position Indicating Radio Beacons (EPIRBs). VHF DSC devices should be
registered with Ofcom, details of which are also given in MSN 1816(M+F).
Further requirements on hours of rest can be found in MSN 1842 (M) – “Maritime
159

Labour Convention, 2006: Hours of Work and Entitlement to Leave Application of the
Merchant Shipping (Hours of Work) Regulations 2002 and the Merchant Shipping
(Maritime Labour Convention) (Hours of Work)(Amendment) Regulations 2014”.

165
26.11.3 These limits should be observed as minimum periods, bearing in mind that the
noise and vibration which are inevitable from working on some small vessels
are likely to increase fatigue.

26.11.4 For boats operating on the basis of watchkeeping arrangements, a schedule of

duties should be drawn up setting out the hours of work and rest periods. In
drawing up a schedule, factors to be taken into account may include:

1. type of operation;
2. details of the watchkeeping arrangements;
3. the total workload;
4. the seriousness of irregular working hours and their
contribution to causing fatigue and the importance of
scheduling reasonably stable working hours.

26.11.5 A record of seafarer’s hours of rest must be kept, and endorsed by the Master
or a representative of the Master, and by the seafarer.

26.11.6 Hours worked ashore, alongside, preparing and storing the vessel, on other
vessels or in other employment accumulate towards the total number of hours
worked by those employed on board a vessel. This should be taken into account
when ensuring that sufficient hours of rest are provided.

26.11.7 MSN 1868 (M)160 provides full details of the hours of rest requirements.

26.12 Vessels Used as Diving Platforms161

26.12.1 It is strongly recommended that for vessels used as a diving platform, that the
second hand should be a person deemed a responsible person by the Master,
over 16 years of age, who can assist the Master in an emergency. There are
obvious benefits for that additional person to have diving and diving emergency
training and experience. Vessels used as diving platforms should NOT have
their Certificates endorsed for single handed operations as over side working
could take place.

26.13 Alternative Safety Standards (Appendix 4)

26.13.1 Where a vessel is certified to operate under the provisions of Appendix 4 to this
Code, the Master of a vessel operating under that arrangement should be
qualified as if he were operating a vessel certified for Area Category 6 as a
minimum.

26.14 Employment of Young Persons

26.14.1 The employment, engagement or work on board a vessel of any person under
the age of 16 years old is not permitted162. See 22.1.2 for information on where
to find guidance on the employment of persons under 18 years of age.

160
MSN 1868(M) – Standards of Training, Certification and Watchkeeping Convention:
UK Requirements for Safe Manning and Watchkeeping
161
MGN 424 (M) – “Safety Responsibilities on board Dive Boats”.
162
Merchant Shipping Act 1995 (Ch. 21), Section 55 (1A).

166
26.14.2 A record should be made of any person under the age of 18 years who is
working on the vessel, and a risk assessment should be carried out to ensure
that any additional risks arising from their immaturity or inexperience are
identified and appropriate measures put in place for their protection. Persons
under the age of 18 years old are not permitted to work at night.

Current requirements are in SI1998/2411 Merchant Shipping (Employment of

Young Persons) Regulations 1998 and MLC requirements are published in
MSN 1838(M)163.

26.15 Seafarer Employment Agreements (SEAs)

26.15.1 Every person working on a vessel (unless they are the owner or joint owner)
should have a written employment agreement with the owner. For vessels
operating outside the UK, a copy should be kept on board for inspection by port
state control officers. MGN 477(M)164 gives further information, including the
minimum contents of an SEA.

26.15.2 For those working in the UK, as an alternative to the SEA, the Master and crew
members may have a statement of particulars setting out:

.1 names of the employer and employee;

.2 date when the employment began;
.3 the date on which the employee’s period of continuous employment
(taking into account any employment with a previous employer which
counts towards that period);
.4 rate of wages, or method of calculation of wages, and how often they are
paid;
.5 any terms and conditions relating to hours of work, including any terms
and conditions relating to normal working conditions;
.6 entitlement to holidays, including public holidays, and holiday pay;
.7 provisions about sickness or injury, including and provision for sick pay;
.8 information about any pensions or pension schemes attached to the
employment;
.9 notice period for both the employee and the employer;
.10 the title of the job which the employee is employed to do, or a brief
description of the work for which they are employed;
.11 for temporary employment, the period for which it is expected to continue,
or if it is for a fixed term, the date when it is to end;
.12 the place of work, or where the employee is required or permitted to work
at various places, an indication of that and the address of the employer;
.13 any collective agreements that directly affect the terms and conditions of
the employment including, where the employer is not a party, the persons
by whom they were made;
.14 where the employee is required to work outside the UK for a period of
more than one month;
.1 the period they are required to work outside the UK;
.2 the currency in which remuneration will be paid while they are
working outside the UK;

163
MSN 1838(M), Maritime Labour Convention, 2006: Minimum Age
164
MGN 477(M), Maritime Labour Convention, 2006: Seafarers’ Employment
Agreements

167
 .3 any additional remuneration payable to them, and any benefits to be
provided to or in respect of him, by reason of his being required to
work outside the UK; and
.4 any terms and conditions relating to their return to the UK.

26.15.3 There is a model format for a Seafarer Employment Agreement which may be
useful for small businesses, such as many in this industry, in Appendix 2. MGN
477(M) provides further information.

26.16 Complaints procedure

26.16.1 The shipowner must have an on board complaints procedure, to allow seafarers
to raise any problems regarding their living and working conditions (see MSN
1849(M)165).

If the seafarer is unable to obtain a satisfactory response from the shipowner,

they have the right to make a complaint to an MCA surveyor or a port state
control officer (see MGN 487(M)166).

26.17 Recruitment and Placement

26.17.1 Only seafarer recruitment and placement services which are compliant with the
Maritime Labour Convention, 2006, A1.4.should be used. Any recruitment and
placement service in a ratifying country can be assumed to be compliant,
subject to evidence to the contrary. If a recruitment and placement service in a
non-ratifying country is used ship owner(s) should assure themselves that they
are compliant. MGN 475(M)167 provides the standards for a recruitment and
placement service under the MLC.

26.18 Entitlement to Leave

26.18.1 Anyone working on a vessel is entitled to 2.5 days per month of employment,
plus 8 additional days in respect of public holidays. Justified absences should
not be considered as part of the annual leave entitlement.

26.19 Repatriation

26.19.1 Shipowners should ensure that seafarers do not have to meet the costs of their
repatriation at the end of their contract, or, if a shorter period, as a minimum
after 11 months on board. The details of repatriation arrangements are set out
in MGN 479(M)168.

26.20 Seafarer Compensation for the Vessel’s Loss or Foundering

26.20.1 If the vessel is lost, the shipowner is liable to pay seafarers wages for up to two
months and to compensate them for loss of possessions. The level of such

165
MSN 1849(M), Maritime Labour Convention, 2006: On Board Complaints
Procedure
166
MGN 487(M), Maritime Labour Convention, 2006: On-Shore Complaints
167
MGN 475(M), Maritime Labour Convention, 2006: Recruitment and Placement
168
MGN 479(M), Maritime Labour Convention, 2006: Repatriation

168
 compensation should be specified in the seafarer’s employment agreement.
See MGN 480(M)169.

26.21 Maritime Labour Certificates

26.21.1 Maritime Labour Certificates are required on all vessels of 500GT and over.
However, owners/managing agents of vessels of less than 500GT may
voluntarily apply for their vessels be issued with such certificates to avoid Port
State Control complications when operating overseas. Whilst elements of the
compliance procedure may be carried out by the Certifying Authorities, such
certificates may only be issued to UK vessels by the MCA. However MLC
compliance is a requirement for vessels of less than 500 gt that operate outside
UK waters and those operating more than 60 miles from a UK safe haven, and
all non UK vessels operating in UK waters. For further details see Section 21,
21A or 21B of this Code, MSN 1848(M)170 and MGNs 490(M)171, as amended,
and 491(M)172, as amended.

169
MGN 480(M), Maritime Labour Convention 2006: Shipowners’ Liabilities including
Seafarer Compensation
170
MSN 1848(M), Maritime Labour Convention 2006, Survey and Certification of UK
Ships
171
MGN 490(M) Amendment 1, Maritime Labour Convention: Application to Small
Vessels of less than 200GT that are ordinarily engaged in commercial activities
172
MGN 491(M) Amendment 2, Maritime Labour Convention: Application to workboats
of 200 GT to less than 500GT

169
27 Procedures, Certification, Examination, Maintenance and
Reporting of Accidents.

27.1 Introduction

27.1.1 An example of the format of the Workboat and Pilot Boat Certificates is provided
in Appendix 15.

27.1.2 For the purposes of this section:

SWB1 - means the form for an Application for Examination of a vessel.

SWB2 - means the report form for a Compliance Examination and Declaration.

27.1.3 Definitions of different types of examination and authorised person can be found
in section 2.

27.1.4 The Certifying Authority should decide the extent of the examination based on
the type, age and history of the vessel and may give credit for any recent and
detailed competent examination of a vessel for which a report is available.

27.2 Requirements and Procedures for Workboats to be Examined and

Certificated

27.2.1 The owner/managing agent of a vessel, to be operated under the Code, should;

.1 choose a Certifying Authority and contact them to obtain a copy of

their Application for Examination form, SWB1;
.2 complete form SWB1and return it to the Certifying Authority; and
.3 arrange with the Certifying Authority for the vessel to be examined by
an authorised person and documented on the report form for a
Compliance Examination and Declaration report form, SWB2, as
being in compliance with the Code.

27.2.2 Prior to entering into service, the owner/managing agent should be in receipt of
a Certificate for the vessel. The Certificate should be in force and displayed in
a conspicuous place on board. Where it is not possible to display the Certificate,
due to the nature of the vessel (such as open boats), it should be available on
board for inspection by a relevant authority and by users of the vessel.

27.2.3 A signed and authenticated copy of the SWB2 form is to be retained on board
the vessel. Where it is not reasonable to keep form SWB2 aboard, it may be
retained on shore, but must be made available if requested by a relevant
authority.

27.3 Compliance Examination and Issue of a Certificate under the Code

27.3.1 The authorised person, as directed by the Certifying Authority, should

undertake a compliance examination of the vessel.

27.3.2 The Certifying Authority must be satisfied that the vessel has been designed
and built to the appropriate standard as detailed in section 4.

170
27.3.3 For vessels considered on the basis of safe history of vessel or of design, the
Certifying Authority must be satisfied that the requirements of section 4.2.2.6
are fulfilled with regard to confirmation of that safe history and supported by an
appropriate structural survey and technical specification.

27.3.4 The arrangements, fittings and equipment provided on the vessel are to be
documented on the Compliance Examination and Declaration report form
SWB2. Upon satisfactory completion and documentation of the compliance
examination, and the required declarations, a copy of the signed report form
SWB2 should be forwarded to the Certifying Authority.

27.3.5 Where a vessel is required to have approved stability information, the

owner/managing agent must be in possession of an approved Stability
Information Booklet before the Certificate is issued.

27.3.6 For all other vessels, the owner/managing agent should provide the Certifying
Authority with information necessary to confirm that the stability of the vessel
meets the standard required by the Code for the permitted area of operation
and/or intended use of the vessel.

27.3.7 Upon satisfactory review of the documented arrangements, hull structure,

fittings and equipment provided in compliance with the Code, also the required
declarations in the completed report form SWB2 and approval as appropriate
of either the Stability Information Booklet or required stability information and
fee payments, the Certifying Authority will issue the Certificate.

27.3.8 A Certificate should be valid for not more than five years from the date of
examination of the vessel out of the water by the authorised person. For a newly
constructed vessel, built under full construction survey for the purposes of this
Code, the Certificate may begin from the final in-water compliance examination.
The Certificate may be valid for a lesser period of time as determined by the
Certifying Authority.

27.3.9 In addition to the Certificate, the Certifying Authority will issue annually an
identification disc to be prominently displayed and visible from outside the
vessel. This will act as a ready indication to vessel users and any inspectors
that the named vessel has been examined and issued with a Certificate valid
for the period of time stated on the disc.

27.4 Renewal Examinations

27.4.1 The owner/managing agent should arrange for a renewal examination to be

carried out by an authorised person from the chosen Certifying Authority prior
to the expiry of the existing certificate. At this examination the vessel should be
examined out of the water. Upon satisfactory completion and verification that
the arrangements, fittings and equipment documented in the Compliance
Examination and Declaration report form SWB2 remain in compliance with the
Code and that the vessel and its machinery are in a sound and well maintained
condition, the Certificate in force may be endorsed to indicate a 3 month
extension. A copy of the report recommending the renewal of the Certificate
should be sent to the Certifying Authority.

27.4.2 The Certifying Authority should renew the vessel’s Certificate if it is satisfied
that the arrangements, fittings, and equipment documented in the report form
SWB2 are in compliance with the Code. The Certificate should be valid for not

171
 more than five years from the expiry of the existing Certificate, so long as the
renewal examination was completed within three months prior to the expiry of
the existing Certificate. If the renewal examination is conducted more than three
months prior to the expiry of the existing Certificate, the Certificate should be
valid for not more than five years from the completion date of the renewal
examination.

27.4.3 Where a renewal examination is completed beyond the expiry of the existing
certificate, the new Certificate should be valid for not more than five years from
the expiry of the existing certificate, unless it has been agreed in advance with
the Certifying Authority that the new Certificate may be dated from the date of
completion of the renewal examination.

27.4.4 The Certifying Authority should issue a new SWB2 for the vessel following a
renewal examination.

27.5 Intermediate Examinations

27.5.1.1 An examination equivalent to the annual examination, detailed in section 27.6.1.1,

with the vessel to be additionally examined out of water, must be carried out on
behalf of the Certifying Authority by an authorised person at least once during the
life of the certificate, in order that the interval between successive out of water
examinations by an authorised person does not exceed three years. The
owner/managing agent must arrange with the Certifying Authority for this
examination to be carried out.

27.5.1.2 On satisfactory completion of the examination, the authorised person must

enter a record of the examination on the report form SWB2 and report the
results of the examination to the Certifying Authority.

27.5.1.3 When a vessel cannot be presented for the intermediate examination out of
water by the due date, a divers/in-water examination may be accepted in lieu at
the discretion of the Certifying Authority. See MGN 546 (M)173 (as amended) for
guidance including Appendix B which addresses preparations in anticipation of
an in-water examination. Special consideration must be given before in-water
examination can be considered for vessels which are more than 15 years of
age. A submission to the Certifying Authority should be made for consideration
if fully justified and supported by the Authorised Persons’ reports concerning
the condition of the hull.

ROV (Remotely Operated Vehicle) survey with CCTV/Video link to surface may
also be considered in whole or part provided the required scope of survey can
be achieved.

Such survey should be carried out by a diving company maintaining a valid

certificate for such specific activities issued by a Classification Society which is
a United Kingdom Recognised Organisation. See MSN 1672(M+F)174, as
amended.

Diving operatives should also be so certified.

173
MGN 546 In- Water Surveys.
174
MSN 1672 Ship Inspection and Survey Organisations and European Directive
2009/15/EC

172
 The Authorised Person overseeing, and attending, this survey should have
appropriate experience, or have received specific training in conducting such
surveys to recognised Classification Society standards and scope.

The dive company will present findings during or on completion of the survey
followed by a written report of findings, to the satisfaction of the Authorised
person.

On the basis of the findings of this survey, the limit date for the out of water
examination to follow will meet that procedure described in MGN 546(M), as
amended, and be confirmed to the Owner/Managing Agent by the Certifying
Authority.

27.6 Annual Examination of a Workboat

27.6.1 Annual Examination by an Authorised Person

27.6.1.1 The owner/managing agent should arrange for an annual examination of a

workboat to be carried out by an authorised person, on behalf of the Certifying
Authority, within 3 months either side of the anniversary date of the
compliance/renewal examination, at intervals not exceeding 15 months. On
satisfactory completion of the annual examination, the authorised person
should enter a record of the examination on the Compliance Examination and
Declaration report form SWB2 and report the results of the examination to the
Certifying Authority.

27.6.2 Annual Examination of a Pilot Boat by the Owner/Managing Agent

27.6.2.1 The owner/managing agent must carry out, or arrange for, an annual examination
of a vessel within 3 months either side of the anniversary date of the
compliance/renewal examination, at intervals not exceeding 15 months, to
confirm that the arrangements, fittings and equipment provided on board are in a
satisfactory condition and remain as documented in the report form SWB2. Also
that the vessel, its machinery, fittings and equipment are in a sound and well
maintained condition, and where necessary serviced at the required period.

27.6.2.2 In the case of a vessel issued with a Pilot Boat Certificate, and under certain
circumstances a vessel issued with a Workboat Certificate with Pilot Boat
Endorsement, the hull and associated fittings are, additionally, to be examined
out of the water.

27.6.2.3. The owner/managing agent is to enter a record of a successful examination on

the form SWB2 and report the results of the examination to the Certifying
Authority.

27.6.2.4 The owner/managing agent should not complete details on the report form
SWB2 if the examination reveals that either the vessel, its machinery, fittings or
equipment are not sound or they do not comply with those documented in the
Compliance Examination and Declaration report form SWB2 or have not been
serviced at the required period. The reasons for the owner/managing agent not
being allowed to enter details of the examination on the report form SWB2
should be reported immediately to the Certifying Authority for action as
necessary. Also, see section 27.11.2.

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27.7 Examination Regime.

27.7.1 Table 27.1 provides details of the minimum examination regime applicable to
all vessels. For vessels satisfying more than one of the service types, the most
onerous examination regime will apply.

27.7.2 Where it is deemed necessary by the authorised person or Certifying Authority,

the vessel may need to be examined more often than required by the
examination regime Table 27.1. This may require additional examination out of
the water at intervals of less than three years, paying special attention to the
exterior hull condition, through-hull valves, and exterior steering and propulsion
equipment.

27.7.3 For vessels issued with a Light Duty Workboat Certificate as described in
section 25.10, annual examinations may be carried out by the owner/managing
agent, with a report of findings submitted to the Certifying Authority in a form
agreed by the Certifying Authority. At the discretion of the Certifying Authority
the mid-term examination carried out by an authorised person may be carried
out with the vessel in water.

Table 27.1
Examination Regime
Type of Carrying Towing Fitted Carrying Carrying Pilot Boat Dedicated
Service Cargo with a 15 or less 16 or Endorsement Pilot Boat
>1000 kg lifting persons more
device and persons
carrying
cargo
≤1000kg
Area
Category

Category AP + IE AP + IE AP + IE AP + IE AP + IE Self (OW)

AP + IE (OW)
0 (OW) (OW) (OW) (OW) (OW) + IE (OW)
Category AP + IE AP + IE AP + IE AP + IE AP + IE Self (OW)
AP + IE (OW)
1 (OW) (OW) (OW) (OW) (OW) + IE (OW)
Category AP + IE AP + IE AP + IE AP + IE AP + IE Self (OW)
AP + IE (OW)
2 (OW) (OW) (OW) (OW) (OW) + IE (OW)
Category AP + IE AP + IE AP + IE AP + IE AP + IE Self (OW)
AP + IE (OW)
3 (OW) (OW) (OW) (OW) (OW) + IE (OW)
Category AP + IE AP + IE AP + IE AP + IE AP + IE Self (OW)
AP + IE (OW)
4 (OW) (OW) (OW) (OW) (OW) + IE (OW)
Category AP + IE AP + IE AP + IE AP + IE AP + IE Self (OW)
AP + IE (OW)
5 (OW) (OW) (OW) (OW) (OW) + IE (OW)
Category AP + IE AP + AP + IE AP + AP + IE Self (OW)
AP + IE (OW)
6 (OW) IE(OW) (OW) IE(OW) (OW) + IE(OW)

Where: AP = Authorised Person

AP + Intermediate Examination (IE) (OW) = Compliance/Renewal, Intermediate
Out of Water Intermediate and Annual In-Water examinations are conducted by
an authorised person.

Self (OW) + Intermediate Examination (IE) (OW) = Compliance/Renewal and

Out of Water Intermediate examinations are conducted by an authorised
person. Annual Out of Water examinations are conducted by the

174
 owner/managing agent. Such self-surveys should only be undertaken where it
is impracticable to undertake normal examination arrangements.

27.8 Additional Requirements for Inflatable and Rigid inflatable Boats

27.8.1 Inflatable and rigid inflatable boats should additionally be tested in accordance
with the requirements in section 4.5.3.

27.9 Examination and Certification Requirements and Procedures for Pilot

Boats

27.9.1 When a vessel is examined for the issue of a Pilot Boat Certificate or Workboat
Certificate with Pilot Boat Endorsement the following requirements are applicable.

27.9.2 The competent harbour authority or the owner/managing agent should arrange for
a dedicated pilot boat to be examined by an authorised person at intervals not
exceeding 3 years.
27.9.3 An application for the examination of a pilot boat should be made by the competent
harbour authority or the owner/managing agent of the boat to the Certifying
Authority.

27.9.4 On receipt of the application, the Certifying Authority should arrange for an
authorised person to examine the vessel in the manner prescribed in the Code
and satisfy themselves that:

.1 the form of construction, machinery installation and safety equipment is

consistent with the standards specified in the Code; and
.2 the vessel is in all respects satisfactory for the service for which it is
intended, having regard to the period for which the Pilot Boat Certificate or
Workboat Certificate with Pilot Boat Endorsement is to be issued.

27.9.5 Propeller shaft(s) (other than shaft(s) running in oil) should be drawn for
examination at compliance examination and at intermediate survey examinations,
at intervals not exceeding three years. A compliance survey carried out on a
vessel more than three years old should also include an examination of the
propeller shaft.

27.9.6 Propeller shafts running in oil should be withdrawn for examination at intervals not
exceeding 10 years, provided that an intermediate examination shows that wear
has been insignificant.

27.9.7 The authorised person should record all examinations on the record of particulars
for a pilot boat or Compliance Examination Declaration report form (SWB2) for a
workboat as appropriate.

27.9.8 When survey examination of repairs, replacements or modifications are

undertaken, the authorised person should make records of them on the form of
Compliance Examination and Declaration report form SWB2.

27.9.9 The authorised person, if satisfied from the examination that it is proper to do so,
should forward to the Certifying Authority the completed forms containing such
particulars of the vessel and its equipment as are required to enable the Certifying
Authority to issue a Pilot Boat Certificate or make a Pilot Boat Endorsement on a
Workboat Certificate, together with a certified copy or copies of certificates issued
in respect of the vessel.

175
27.9.10 Pilot Boat Certificate and Pilot Boat Endorsement of a Workboat Certificate

27.9.10.1 A Pilot Boat Certificate for a dedicated pilot boat, unless the vessel, its machinery
or safety equipment is found to be deficient, should have a period of validity not
exceeding 5 years from the date of examination of the vessel out of the water by
the authorised person. For a newly constructed vessel, built under full
construction survey for the purposes of this Code, the Certificate may begin
from the final in-water compliance examination. The Certificate may be valid for
a lesser period of time as determined by the Certifying Authority.

27.9.10.2 The Pilot Boat Endorsement of a Workboat Certificate should have a period of
validity not exceeding 5 years (see 27.3.8), unless the vessel, its machinery or
safety equipment are found to be deficient.

27.9.10.3 The Pilot Boat Certificate or Workboat Certificate with Pilot Boat Endorsement
should be displayed in a prominent position within the vessel, and a certified copy
of the certificate should be retained by the competent harbour authority, and,
where appropriate, by the owner/managing agent of the boat.

27.9.10.4 A Pilot Boat Certificate issued to a non-seagoing pilot boat should be issued with
an Area Category 5 certificate, with a further limitation on the certificate of the port
pilotage limits from where the pilot boat is based. These may be a more restricted
area than categorised waters.

27.9.11 Intermediate Examination of a Dedicated Pilot Boat

27.9.11.1 The competent harbour authority or the owner/managing agent of a dedicated pilot
boat should arrange for the boat to undergo an intermediate examination, which
must be carried out on behalf of the Certifying Authority by an authorised person
at least once during the life of the certificate, in order that the interval between
successive examinations by an authorised person does not exceed 3 years. For
details of the intermediate examinations for dedicated pilot boats, see section
27.7.3.

27.9.11.2 The authorised person should examine the boat in the manner prescribed in
sections 27.6.2.1; 27.6.2.2; and 27.9.4 and be satisfied that;

.1 such parts of the vessel, its machinery and equipment as are specified in
the Code and are subject to the survey, remain in good working condition;
and
.2 no major alterations have been made to the vessel, its machinery or
equipment, to which the Pilot Boat Certificate relates, without the approval of
the Administration.

27.9.11.3 On completion of a satisfactory intermediate examination, the authorised person

should endorse the Pilot Boat Certificate accordingly.

27.9.12 Annual Examination by the Owner/Managing Agent of a Dedicated Pilot

Boat

27.9.12.1 In lieu of the examination required by 27.6.1, the owner/managing agent of a Pilot
Boat must carry out, or arrange for, an annual examination of a vessel within 3
months either side of the anniversary date of the compliance/renewal
examination, at intervals not exceeding 15 months, to confirm that the

176
 arrangements, fittings and equipment provided on board are in a satisfactory
condition and remain as documented in the report form SWB2. Also that the
vessel, its machinery, fittings and equipment are in a sound and well maintained
condition, and where necessary serviced at the required period.

27.9.12.2 In the case of a vessel issued with a Pilot Boat Certificate, or a vessel issued
with a Workboat Certificate with Pilot Boat Endorsement, when the Certifying
Authority has concern with the hull and associated fittings of the vessel, may
additionally, to be examined out of the water by the Certifying Authority.

27.9.12.3 The owner/managing agent is to enter a record of a successful examination on

the form SWB2 and report the results of the examination to the Certifying
Authority.

27.9.12.4 The owner/managing agent should not complete details on the report form
SWB2 if the examination reveals that either the vessel, its machinery, fittings or
equipment are not sound or they do not comply with those documented in the
Compliance Examination and Declaration report form SWB2 or have not been
serviced at the required period. The reasons for the owner/managing agent not
being allowed to enter details of the examination on the report form SWB2
should be reported immediately to the Certifying Authority for action as
necessary. Also, see section 27.11.2.

27.9.13 Procedure if a Pilot Boat, its Machinery or Safety Equipment is Deficient

27.9.13.1 When an authorised person determines that the condition of a pilot boat, its
machinery or equipment does not correspond substantially with the requirements
in the Code, or is such that the vessel is not fit for service, he should advise the
competent harbour authority and, where appropriate, the owner/managing agent
of the vessel of the corrective action which is required.

27.9.13.2 If a pilot boat is not fit for service, the authorised person should notify the Certifying
Authority, and if any corrective action deemed to be required is not taken within a
specified period, the Certifying Authority will suspend the validity of the Certificate
for the pilot boat, and notify the competent harbour authority in writing. The
authorised person should notify the Master of the vessel and, where appropriate,
the owner/managing agent of the vessel.

27.9.13.3 The Master of the vessel and, where appropriate, the owner/managing agent of
the vessel should deliver to the authorised person, respectively, the Certificate
and certified copy of the Certificate. The competent harbour authority should
deliver the certified copy of the certificate to the Certifying Authority.

27.9.13.4 When satisfied that corrective action has been taken, the Certifying Authority
should restore the validity of the certificate.

27.9.14 Exemptions for Pilot Boats (see 25.6.1)

27.9.14.1 The MCA, acting on behalf of the Secretary of State, may exempt a pilot boat from
all or any of the requirements of this Code as may be specified in the exemption
on such terms (if any) as may be specified if the MCA is satisfied that compliance
with such requirements is either impracticable or unreasonable in the case of that
pilot boat and may, subject to giving reasonable notice, alter or cancel any such
exemption.

177
27.10 Appeal Against the Findings of an Examination of a Workboat or Pilot
Boat

27.10.1 If an owner/managing agent or competent harbour authority is dissatisfied with

the findings of an examination and agreement cannot be reached with the
authorised person who carried out the examination, the owner/managing agent
or competent harbour authority may appeal to the Certifying Authority to review
the findings. At this review, the owner/managing agent or competent harbour
authority may call a representative or professional adviser to give opinions in
support of the argument against the findings of the examination.

27.10.2 Should the above procedures fail to resolve the disagreement, the
owner/managing agent or competent harbour authority may refer the
disagreement the Administration.

27.11 Maintaining and Operating the Vessel

27.11.1 The vessel’s Certifying Authority may examine, and the Administration175 may
inspect176, a certificated vessel at any time.

27.11.2 It is the responsibility of the owner/managing agent to ensure that at all times a
vessel is maintained and operated in accordance with the requirements of the
Code, the arrangements as documented in the Compliance Examination and
Declaration report form SWB2 and any conditions stated on the vessel’s
certificate. Additionally, it is the responsibility of the owner/managing agent to
ensure that the vessel is maintained in accordance with manufacturer’s
recommendations or best engineering practice. If for any reason the vessel
does not continue to comply with any of these requirements, the
owner/managing agent should notify the Certifying Authority immediately. Also
see section 27.13.3.

27.11.3 In cases where the vessel suffers major damage, for example as a result of a
collision, grounding, fire or other event, the owner/managing agent must notify
the Certifying Authority immediately, explaining the circumstances by which the
vessel became damaged. The nature and extent of major repairs are subject
to the approval of the Certifying Authority.

27.11.4 Minor damage, detrimental to the safety of the vessel, must also be reported to
the Certifying Authority, together with the measures proposed to effect repairs.
The Certifying Authority, who may take action as it may deem appropriate,
which may include a full or partial examination of the vessel if considered
necessary.

27.11.5 The owner/managing agent should notify and seek approval from the Certifying
Authority prior to implementing any change or modification to the vessel or its
equipment which is covered by the requirements of the Code.

27.12 Accident Reporting

27.12.1 In addition, the owner/managing agent has a statutory requirement to report

accidents. The statutory requirements are given in the Merchant Shipping
(Accident Reporting and Investigation) Regulations 2012 (SI 2012 No.1743), as

175
Merchant Shipping Act 1995 (Ch. 21), section 258.
176
Merchant Shipping Act 1995 (Ch. 21), section 258.

178
 amended. MGN 458 (M+F)177explains the Regulations and the requirement to
report accidents to the Department for Transport’s Marine Accident
Investigation Branch (MAIB).

27.13 Other Conditions Applying to Certificates - Validity and Cancellation of

Certificates

27.13.1 The validity of a certificate is dependent upon the vessel being maintained,
equipped and operated in accordance with the documented arrangements
contained in the Compliance Examination and Declaration report form SWB2.
Proposals to change any of the arrangements should therefore be agreed in
writing with the Certifying Authority before a change is implemented. Copies of
the written agreement detailing changes(s) should be appended to the report
form SWB2, which is to be retained on board the vessel.

27.13.2 The Certificate will cease to be valid if the intermediate or annual examination
as appropriate, including examination of the vessel out of the water, are not
completed within the periods specified in the Code. The validity of the certificate
should be restored by carrying out the appropriate examination, which, in such
circumstances, should consist of the requirements of the examination that was
not carried out, but its thoroughness and stringency should have regard to the
time this examination was allowed to lapse. Where an examination has been
requested more than one month after the required specified period, authorised
persons should refer to the Certifying Authority for advice on the enhanced level
of examination required. Normally it would be expected that such an
examination would be to the same extent as a renewal examination.

27.13.3 When the vessel is found not to have been maintained or equipped or operated
in accordance with the arrangements documented in the Compliance
Examination and Declaration report form SWB2, the Certifying Authority which
issued the Certificate may suspend the Certificate until satisfactory rectification
of deficiencies has taken place, or the Certifying Authority may cancel the
Certificate.

27.13.4 If the MCA has reasonable grounds to believe that a vessel issued with a
Certificate by a Certifying Authority no longer fulfils the requirements of this
Code, they may require the Certifying Authority that issued the Certificate to
suspend or cancel the Certificate.

27.13.5 When a vessel is sold, the certificate issued by the Certifying Authority on the
basis of the compliance examination and owner’s declarations documented in
the Compliance Examinations and Declaration report form SWB2 is cancelled
automatically and the selling owner/managing agent should return the
certificate to the Certifying Authority for formal cancellation and records., A new
certificate may be issued to the new owner on receipt by the Certifying Authority
of the appropriate application form completed by the new owner. The Certifying
Authority should decide the extent of any examination, of the vessel which may
be required before a new certificate is issued.

27.13.6 The Administration should be informed, by the Certifying Authority, when a

certificate is issued, renewed, cancelled or modified. When a certificate is
cancelled, the circumstances should also be reported, for action to be taken as
deemed necessary.

MGN458 (M+F) – “Accident Reporting and Investigation”.

177

179
27.13.7 The owner of a vessel may transfer to another Certifying Authority at any time.
It is for the losing Certifying Authority to decide if it should refund any portion of
the fees already paid. On transfer of a vessel, the losing Certifying Authority
shall provide information to the gaining Certifying Authority of the status of
declarations, examination examinations and inspections; particularly with
regard to any areas where the vessel may be deficient or a dispute exists. The
extent of any examination required upon transfer, when the vessel is between
examinations, in the examination regime in Table 27.1 is to be decided by the
gaining Certifying Authority. The unique number allocated by the first Certifying
Authority is not to be changed.

27.13.8 Interim Certificates

27.13.8.1 An interim certificate may be issued by a Certifying Authority in order to permit

a vessel to trade upon satisfactory completion of the survey in every respect,
either for the period while the permanent/full term certificate is being prepared;
or upon satisfactory completion of a survey in every respect with the exception
of:

.1 where the vessel is subject to section 11.3 and the lightship weight has
been determined by calculation but is still to be finally determined or
confirmed in the inclining experiment; and/or

.2 the ship is required to have approved stability information in accordance

with section 11.1.1.2 and the information has been submitted to the
Certifying Authority, is on board and complete in all respects, but is still
subject to the approval process.

27.13.8.2 The period of validity of any interim certificate may extend for up to five months
from the date of issue, at which time or before; it may only be replaced by the
full-term certificate, subject to all outstanding exceptions from the survey being
completed to the satisfaction of the Certifying Authority. No additional or
subsequent interim certificates may be issued until after the next renewal
survey.

27.14 UK Vessels Operating Outside the UK

27.14.1 The Workboat Certificate, Pilot Boat Certificate or Workboat Certificate with a
Pilot Boat Endorsement is a UK certificate.

27.14.2 Generally, international Conventions do not consider these small vessels and
therefore other Maritime Administrations or Port State Authorities are under no
obligation to accept UK certificates for vessels in their waters, although some
Maritime Administrations or Port State Authorities may accept UK certificates
as an equivalent standard to their own.

27.14.3 Guidance for owners/managing agents and Masters wishing to operate their
vessels outside the UK has been produced as MGN 416 (M)178.

MGN 416 (M) – “Inspection, Survey and Certification Guidance for United Kingdom
178

Small Commercial Vessels Operating Overseas".

180
27.15 Vessels Other than UK179 Vessels Operating in UK Waters.

27.15.1 This Code applies equally to vessels other than UK vessels operating from UK
ports whilst in UK waters. When Certificates are issued to such vessels, it
should be clearly stated on the Certificate “this Certificate is applicable within
UK territorial waters only”.

27.16 Letters/Statements of Compliance for Non-UK vessels

27.16.1 This Code does not apply to non-UK vessels while they are not operating from
UK ports or in UK waters. Such vessels should not be issued with a Certificate.
If the owner/managing agent of such a vessel requires confirmation of
compliance with the requirements of this Code they may be issued with a
Letter/Statement of Compliance (see Appendix 15) that clearly states that it is
not a trading Certificate for the purposes of this Code, and that has no reference
to authorisation by the MCA, DfT or the UK.

179
UK does not include the UK’s Overseas Territories and Crown Dependencies which
are: Anguilla, Bermuda, British Virgin Islands, Cayman Islands, Falkland Islands,
Gibraltar, Guernsey, Isle of Man, Jersey, Montserrat, St. Helena and Turks and Caicos
Islands.

181
28 Prevention of Pollution

28.1 General

28.1.1 A vessel complying with the Code should meet international, national, regional
and local requirements for the prevention of marine pollution which are
applicable to the area in which the vessel is operating.

28.1.2 Responsibility for the vessel to be properly equipped and maintained to meet
the prevailing requirements rests with the owner/managing agent.

28.1.3 It is also the responsibility of the owner/managing agent to ensure that a

charterer of a vessel receives up-to-date and adequate information on
prevention of pollution in the area in which the charterer intends to operate. The
information may include the need to seek advice from local or harbour
authorities, for which contact details should be given.

28.1.4 The disposal of ship generated waste to port reception facilities is regulated in
the UK through the Merchant Shipping and Fishing Vessels (Port Waste
Reception Facilities) Regulations 2003 (SI 2003 No.1809), as amended, these
Regulations apply to all vessels that proceed to sea. Further guidance these
Regulations can be found in MGN 563 (M+F)180 which includes at Annex E a
current version of the “Port Waste Management Planning – A Guide to Good
Practice”. Vessel operators should ensure they manage their waste in a
sustainable manner and fulfil the applicable requirements of these Regulations.

28.2 Requirements for Preventing Pollution

28.2.1 Sewage

28.2.1.1 When the direct overboard discharge from a water closet is prohibited by
administrations/authorities in an area of operation, the provision of “holding
tanks” of sufficient capacity to store waste for discharge to shore facilities may
be needed for a vessel to comply.

28.2.1.2 Vessels certified to carry more than 15 persons that operate internationally
should comply with the requirements of The Merchant Shipping (Prevention of
Pollution by Sewage and Garbage) Regulations, SI 2008 No. 3257. Note should
be taken of the following:

.1 Schedule 1 of MSN 1807 (M+F)181 contains information on the requirement

referred to in regulation 22 for standardised discharge connectors on board
ships, for the discharge of sewage to shore side facilities and on the potential
for non-standard couplings on ships in dedicated trades. (a 210mm diameter
flange plate according to International Convention for the Prevention of
Pollution from Ships, 1973 (MARPOL), Annex IV regulation 11 or a discharge
fitting having an inner diameter of 38mm).

.2 Schedule 2 of MSN 1807 (M+F) states the United Kingdom requirements

(referred to in regulation 25(3) of SI 2008 No. 3257) in relation to a moderate

180
MGN 563(M+F) - Guidance on the Merchant Shipping and Fishing Vessels (Port
Waste Reception Facilities) Regulations 2003 and amendments
181
MSN 1807 - Prevention of Pollution by Sewage and Garbage from Ships

182
 rate of discharge of sewage which has been stored in holding tanks or which
originates from spaces containing living animals.

28.2.1.3 SI 2008 No. 3257 requires an International Sewage Pollution Prevention

Certificate (ISPP) to be issued by the Administration for vessels falling into sub-
section 28.2.1.2. Where a vessel is required to carry an ISPP, the survey and
certification should be undertaken in accordance with the guidance provided by
MGN 385 (M+F)182.

28.2.2 Garbage

28.2.2.1 The disposal of garbage into the sea is prohibited by the Merchant Shipping
Regulations, SI 2008 No. 3257. Arrangements for the retention of garbage on
board and for discharge to shore waste reception facilities should be provided.

28.2.2.2 Every vessel over 12m in length overall must display placards which notify the
crew, industrial personnel and passengers of the disposal requirements set out
in regulations 26 to 28 and 30 of SI 2008 No. 3257. An example of a garbage
placard is provided in Appendix 6.

28.2.2.3 Every vessel over 100 Gross Tonnes or certified to carry 15 persons or more
must carry a Garbage Management Plan. SI 2008 No. 3257 states that this
Plan must be in accordance with the guidelines developed by the IMO and set
out in Schedule 3 to MSN 1807 (M+F).

28.2.2.4 Every vessel certified to carry 15 or more persons engaged in international

voyages must also carry and maintain a Garbage Record Book. SI 2008 No.
3257, regulation 13 also imposes a duty to make entries about certain
operations. Regulation 35 allows for certain ships to be exempt from the
requirements about holding Garbage Record Books and making entries. MGN
385 (M+F) provides details of the MCA’s current policy on exemption criteria.

28.2.3 Oil

28.2.3.1 The Merchant Shipping (Prevention of Oil Pollution) Regulations 1996 (SI 1996
No. 2154), as amended, explain the extent to which a vessel operating in
accordance with this Code should comply with the Regulations. Guidance and
additional information is also provided in Appendix 6 of this Code.

28.2.3.2 The Annex to the International Maritime Organisation (IMO) MEPC.1/Circ 511
provides “Revised Guidelines For Systems For Handling Oily Wastes In
Machinery Spaces Of Ships”. The guidelines apply to ships of which the keels
were laid on or after 1 January 1992.

28.2.3.3 Certifying Authorities are requested to verify sections 1.1.2, 1.2, and 1.3 in
Appendix 6 by recording the arrangement such as the size of the holding tank,
documentation of the approvals of the equipment and that the vessel has
established record keeping of all related operations, it’s maintenance and
repair. These records for survey and inspection purposes shall be kept by the

182
MGN 385 - Guidance on the Merchant Shipping (Prevention of Pollution by
Sewage and Garbage on Ships) Regulations 2008

183
 Master of the vessel and made available during Certifying Authorities annual
examination.

28.2.3.4 Means to prevent pollution by oil should be acceptable to

Administrations183/authorities in the area in which a vessel operates.

28.2.4 Use of Antifouling Paints

28.2.4.1 On the 5th October 2001 the IMO adopted the International Convention on the
Control of Harmful Anti-Fouling Systems on Ships. This Convention prohibits
the use of environmentally harmful organotins (for example, Tributyl Tin) in
antifouling paints applied on ships and prevents the possible use in the future
of other harmful substances in anti-fouling systems. The Merchant Shipping
(Anti-fouling Systems) Regulations 2009 (SI 2009 No. 2796)184, as amended,
apply.

28.2.4.2 As a result of EC Regulation EC 782/2003 on the prohibition of organotin

compounds on ships, it became compulsory for all ships in the EEA not to apply
or re-apply organotin compounds which act as biocides in anti-fouling systems
from 1st July 2003. For ships less than 24 metres in length it is not necessary to
provide for a specific survey or declaration.

28.2.5 Air Emissions

28.2.5.1 All engines with a power output of greater than 130kW, installed on a vessel
which is a workboat of any size, constructed after 1st January 2000 should be
issued with an Engine International Air Pollution Prevention (EIAPP) Certificate
and a Technical File, see MSN 1819(M+F)185.

28.2.5.2 Further guidance on air emissions regulations can be found in MSN 1819 (M+F)
and the Merchant Shipping (Prevention of Air Pollution from Ships) Regulations
2008 (SI 2008 No. 2924), as amended.

183
It is anticipated that MCA will publish an MGN giving guidance to <400 gt vessels on
oil pollution prevention equipment that is acceptable to the MCA under MARPOL Annex
I amendments.
184
MGN 398 (M+F) The Merchant Shipping (Anti-fouling Systems) Regulations 2009
provides further guidance.
185
MSN 1819 (M+F) - The Merchant Shipping (Prevention of Air Pollution from Ships)
Regulations 2008”

184
29 Carriage and Transfer of Cargoes (including Dangerous
Goods)

29.1 General Information

29.1.1 The carriage and transfer of cargoes (including dangerous goods) by sea is
controlled in order to prevent injury to persons or damage to ships and their
cargoes and to prevent pollution of the marine environment under normal
operating conditions. Dangerous goods are cargoes classified in the
International Maritime Dangerous Goods (IMDG) Code which is given force of
law through the Merchant Shipping (Dangerous Goods and Marine Pollutants)
Regulations 1997 (SI 1997 No. 2367), as amended and applies to all vessels
irrespective of size in UK (navigable) waters. For operation outside the UK refer
to 29.1.7. The Merchant Shipping (Carriage of Cargo) Regulations (SI 1999 No
336) also apply to small workboats and the requirements are dealt with in detail
in Section 25.3.

The following requirements have been developed, noting the provisions in

regulation 22(2) of the Merchant Shipping (Dangerous Goods and Marine
Pollutants) Regulations 1997 (SI 1997 No. 2367), as amended. The basic
philosophy of these requirements is to apply standards contained in
Regulations 54 or 19 of Chapter II-2 of SOLAS to the extent that is practicable
and reasonable taking into account the design features and service
characteristics of these vessels, as well as the limitation placed on the operation
of the vessels, subject to the vessels complying fully with the stowage and
segregation requirements of the IMDG Code. The requirements below will only
apply to workboats whilst operating in UK waters.

Section 29 is divided into the following sub-sections:

• Governing statutes and limitations, 29.2
• Exceptions and UK relaxations, 29.3
• Construction and certification requirements, 29.4
• Operational Considerations, 29.5
• Emergency Schedules for Fire and spillage provisions, 29.6
• Transfer arrangements of Marine Gas Oil (MGO), UN1202 (GAS OIL or
DIESEL FUEL or HEATING OIL, LIGHT) from designated oil fuel tanks,
29.7
• Transfer arrangements from portable tanks (greater than 450 litres) or
intermediate bulk containers (IBCs) less than 3000 litres, 29.8
• Transfer arrangements for receptacles containing less than 205 kg or
205 litres of dangerous goods, 29.9
• Dangerous Goods Document of Compliance, 29.10.

29.1.2 Control of dangerous goods is intended to cover all dangerous goods carried
as cargo on a vessel. Operators and Masters should be aware that Dangerous
Goods includes any specialist equipment which may be classified as dangerous
cargoes when carried by crew, passengers or industrial personnel (see section
2). See also 25.9.8.

29.1.3 For the purposes of this Chapter any goods carried on board, such as activity
related equipment or materials used in commercial operations, that are not
ship's stores (see 29.3.1) are considered to be cargo.

185
29.1.4 When carrying dangerous goods identified in the IMDG Code, above the
quantities and outside the Classes described in 29.3.2, the vessel is required to
have a Document of Compliance for the Carriage of Dangerous Goods (DoC
DG) issued by the Administration. A Document of Compliance is not required
for transfer operations carried out in accordance with section 29.7.

29.1.5 The carriage of Class 1 explosives, with the exception of Class 1.4, compatibility
group S, is not permitted. Owners / managing agents wanting to carry DG of
Class 1 (other than 1.4S) may be permitted to do so by the MCA’s headquarters,
on a case by case basis, and they should note that a qualified military or
explosive expert should be present when explosives are being loaded, carried
and unloaded or used on-board the vessel. No other dangerous goods will be
permitted to be carried when carrying Class 1 explosives.

29.1.6 When the quantities and classes exceed those in 29.3.2, dangerous goods may
only be carried at the same time as industrial personnel (i.e. not passengers),
on Workboats holding a DoC DG, where such industrial personnel (for example
offshore workers, surveyors etc.) are carried on the vessel on the business of
the vessel. Procedures in accordance with 25.9.8 should be followed.

29.1.7 For workboats engaged on voyages outside the United Kingdom continental
shelf or between two ports, one of which is outside the United Kingdom
continental shelf: The carriage of dangerous goods is subject to international
regulations (IMDG Code), SOLAS, MARPOL and National Regulations of other
Administrations. Where a vessel wishes to carry dangerous goods permitted by
the DoC DG issued by the MCA under the provisions of this Chapter it is
essential that the owner / managing agent contacts the other Administration to
confirm that this standards of safety is acceptable.

Note: Both the DoC DG and the IMDG Code need to be consulted to determine
the safety standard required on international voyages.

As Workboats are “Non-convention” size vessels, there is no international

standard for the carriage of Dangerous Goods on these vessels. It will be for
each Coastal / Port State to decide whether to accept this Document of
Compliance for the carriage of Dangerous Goods issued by the Maritime and
Coastguard Agency, see 29.1.6 of the Code.

29.2 Governing Statute and Limitations.

29.2.1 Vessels where bulk cargo is loaded into and carried in the vessels hold or tanks
are considered to be small tankers or bulk carriers shall not be certified under
the provisions of this Code, see also 1.8.5. The only exception is the carriage
of Marine Gas Oil (MGO) and UN1202 (GAS OIL or DIESEL FUEL or HEATING
OIL, LIGHT), which is addressed under Transfer Arrangements section 29.7 of
this Code. Refer also to section 25.3.

29.3 Exceptions and UK relaxations

The carriage of cargoes is the process whereby a vessel is loaded, or intended

to be loaded, with any item for delivery to, or collection from, one location and
loading/unloading at another location. Cargoes can be divided into:

(i) General cargo – securing and other carriage requirements are Regulated
through the Merchant Shipping (Carriage of Cargoes) Regulations 1999 (SI

186
 1999 No. 336). The carriage and transfer of oils186 not classified as dangerous
goods is addressed in 29.8, Transfer arrangements from portable tanks (greater
than 450 litres) or intermediate bulk containers (IBCs).

(ii) Dangerous goods – in addition to the requirements of (i), cargoes which

are classified as dangerous goods according to the criteria given in the IMDG
Code are regulated through the Merchant Shipping (Dangerous Goods and
Marine Pollutants) Regulations 1997 (SI 1997 No. 2367), as amended.
Dangerous goods are assigned, and identified by, United Nations (UN)
Numbers and Proper Shipping Names according to their hazard classification.
Their system of containment systems, e.g. portable tanks, IBCs, drums etc.
must comply with the requirements of the IMDG Code.

29.3.1 Ships stores

The IMO definition of ships’ stores (MSC.1/Circ.1216) is as follows:

Ships stores, for the purposes of the carriage of dangerous goods, means
materials which are on board a ship for the upkeep, maintenance, safety,
operation or navigation of the ship (except for fuel and compressed air used for
the ship’s primary propulsion machinery or fixed auxiliary equipment) or for the
safety or comfort of the ship’s passengers or crew. Materials intended for use
in commercial operations by a ship are not considered as ships’ stores (e.g.
materials used for diving, surveying and salvage operations such as IMDG
Code classified dangerous goods - for example Class 1 – Explosives and the
other eight classes of dangerous goods).

29.3.2 Materials intended for use in commercial operations

For the purpose of this Code, when a net total quantity of not more than 30
kg/litres of the following dangerous goods are carried or used on board, of UN
Classes 1.4S, 2.1, 2.2, 3, 6.1, 6.2, 8 and 9, see Information Note for details of
Classes, such materials can be considered as ships’ stores and the vessel does
not require a Doc DG. However, the vessel is required to meet all other aspects
of Chapter 29 including construction, equipment and procedures. These
materials can be part of specialist equipment to support the function of the
vessel, in order to facilitate the specific tasks for which they are designed.
Examples of such materials/specialist equipment would be diving bottles,
portable generators/compressors etc. The quantity restrictions referred to in this
section do not apply to fuel transfer operations referred to in section 29.7, see
29.1.4.

Further detailed guidance including segregation requirements on the storage

and use of such dangerous goods on board workboats described in the above
paragraph is given in MGN 497187.

186
Note many oils with a flash point greater than 60oC are now classified as Class 9
UN3082 ENVIRONMENTALLY HAZARDOUS SUBSTANCE, LIQUID, N.O.S. and the
suppliers Safety Data Sheet (SDS) should be consulted to confirm its classification
187
MGN 497 Dangerous Goods – including Chemicals and other Materials – Storage
and Use on Board Ship.

187
29.4 Construction requirements

This section applies to all small workboats carrying dangerous goods in any
quantity.

29.4.1 Scuppers and Drains

29.4.1.1 The scupper and drainage arrangements are to be directed overboard with no
connections to internal spaces. (See also 29.7.2).

29.4.2 Electrical Equipment

29.4.2.1 Electrical equipment installed in the area of the vessel where cargo is carried
should be of the certified safe type for the cargo being carried, or be capable of
being securely isolated during the carriage of packaged dangerous goods.

29.4.3 Structural Fire Protection

29.4.3.1 Bulkheads and decks forming boundaries containing fuel tanks, machinery
spaces and accommodation spaces are to be insulated to A-60 standard unless
the dangerous goods are stowed three metres or more from such bulkheads,
decks and boundaries. Certain classes of dangerous goods could have
additional requirements, as described in the IMDG Code, that may prevent it
being stowed next to accommodation regardless of A-60 insulation.

29.4.3.2 Where an A-60 insulation is required for an aluminium structure insulation

should be an approved ‘A’ Class type tested under Part 3 of the FTP Code and
be fitted in accordance with the conditions stated in the approval certificate.
Alternatively, the insulation and structure should be type approved for the
appropriate structure material for use on High Speed Craft (HSC) as tested and
approved to Annex 1 Part 11 of the FTP Code 2010 – Test for fire resisting
divisions for HSC (see Standards Appendix 13). Acceptable insulations will
have the notation of ‘Fire-resisting divisions 60’. The approval shall state the
orientation of the division and whether the division is load bearing or non-load
bearing.

29.4.3.3 Where an A-60 insulation is required for a fibre reinforced plastic (FRP)
structure reference should be made to the performance standard in MGN 407.
An acceptable alternative to this for FRP is an insulation that has been type
approved for the appropriate structure material for use on High Speed Craft
(HSC) as tested and approved to Annex 1 Part 11 of the FTP Code 2010 – Test
for fire resisting divisions for HSC (see Standards Appendix 13). Acceptable
insulations will have the notation of ‘Fire-resisting divisions 60”. The approval
shall state the orientation of the division and whether the division is load bearing
or non-load bearing.

29.4.3.3.1 Refer to section 14.2.3.9 for the use of intumescent materials.

29.4.4 Wheelhouse Visibility

29.4.4.1 For wheelhouse visibility requirements refer to 19.6.

188
29.4.5 Means of Escape

29.4.5.1 Means of escape whilst carrying dangerous goods should be provided, see
section 14.9.6.

29.4.6 Vessel Certification

29.4.6.1 Prior to carrying dangerous goods in quantities in excess of those specified in

29.3.2 or where different UN Classes of dangerous goods other than those
specified in 29.3.2 are required to be carried, and subject to the exception in
29.1.4, the vessel should be surveyed and a Document of Compliance for the
Carriage of Dangerous Goods issued upon successful completion of the survey.
The details of any Document of Compliance on board should be recorded on
the Workboat Certificate by the Certifying Authority.

29.4.6.2 Operators are recommended to undertake their own safety assessment before
applying for a DoC DG; this assessment procedure should be discussed with
the Administration before proceeding. The survey by the Administration to carry
dangerous goods will necessarily consider additional requirements for the
vessel including the carriage of additional safety equipment, number of persons
on board and additional emphasis on structural fire protection, fire suppression,
separation between dangerous goods and accommodation, stability,
positioning of life saving appliances, assembly stations and emergency exit
routes. It may be necessary for the operator to submit a safety case.

29.4.6.3 This survey may only be undertaken by the Administration unless it has been
specifically delegated to a Recognised Organisation, and will be valid for a
maximum of 5 years. See section 29.10 for further details. Upon successful
completion of a survey, a Document of Compliance for the Carriage of
Dangerous Goods harmonised with expiry date of the vessels Workboat
Certificate will be issued to the vessel indicating the Class of goods that can be
carried with a list of equipment fitted. Where the Workboat Code certificate has
less than 2 years to run, and prior to 1 January 2020, it will be acceptable to
give the Document of Compliance a 5 year validity provided that the Document
of Compliance is marked with “DoC DG remains valid subject to the Workboat
Code Certificate remaining valid.” For annual inspection requirements see also
29.10.

29.4.6.4 The Administration should be contacted if the vessel wishes to carry both
dangerous goods and passengers at the same time, other than in accordance
with 29.1.5.

29.5 Operational considerations

29.5.1 Crew Training

29.5.1.1 The crew should undergo training in the carriage of dangerous goods and the
IMDG Code, commensurate with their responsibilities, and records kept of the
training undertaken. See section 26.8 for details.

29.5.2 Stowage and Segregation requirements

29.5.2.1 Dangerous goods are to be carried on deck only.

29.5.2.2 They shall be secured to the vessels to prevent movement during the voyage.

189
29.5.2.3 A workboat is suitable for the carriage of dangerous goods as specified in the
Doc DG subject to any additional stowage and segregation requirements of the
IMDG Code which will take precedence over the table in the DoC DG and shall
be followed at all times.

29.5.2.3.1 The IMDG weather deck stowage segregation requirements are included in
Table 29.1 for guidance and should be read in conjunction with the IMDG Code
as above.

29.5.3 Packaging (including portable tank and IBCs)

29.5.3.1 Dangerous goods shall be packed in accordance with the IMDG Code.

29.5.4 Documentation

29.5.4.1 When carrying dangerous goods, a full manifest of the cargo shall be retained
ashore by the Small Commercial Vessel’s owner, or designated person, in case
of an incident. The manifest should contain the UN Number, Proper Shipping
Name, Packing Group and Quantity for each dangerous good being carried.
The designated person ashore should have a list of contact numbers for the
emergency services and relevant manufacturers/suppliers of the dangerous
goods. The designated person should be employed by the Code vessel’s owner
and be aware of the details of the voyage. Prior to accepting back-loaded
cargoes, the designated person should establish that their carriage will be in
compliance with this Code.

29.6 Emergency Schedules for Fire and Spillage

29.6.1 When dangerous goods are carried, details of the emergency fire fighting
equipment and First Aid medical procedures should be provided on board. The
IMDG Code and its supplement will give guidance on such items, to ensure that
if an emergency occurs, it can be dealt with effectively.

29.6.2 Fire Fighting Equipment

29.6.2.1 There should be an immediate availability of water from the fire main provided
by an engine driven fire pump or a separate powered pump. An additional
powered fire pump should be provided in the event of the loss of one pump.
Also refer to 15.4.1 or 15.5.1. Each pump shall be capable of supplying two
hoses and nozzles, required in accordance with the Code, one of the nozzles
should be a spray/jet type.

29.6.2.2 At least two portable dry powder extinguishers each rated at least at 34B, in
addition to those required by 15.4.2 or 15.5.2, are to be provided and be readily
available to the cargo area.

29.6.3 First Aid Kit Requirements

29.6.3.1 The provisions of Annex 4 – “Medicines to be carried on ships carrying

dangerous cargoes” to MSN 1768 (M+F)188, should be taken into consideration
when carrying dangerous goods.

188
MSN 1768 (M+F) Ships’ Medical Stores.

190
29.6.3.2 When a vessel is carrying a dangerous substance or substances, in quantities
in excess of those defined in column 7 of the Dangerous Goods list of the IMDG
Code, as whole or part of the cargo, the Master must ensure the correct antidote
to the substance (plus the necessary ancillary equipment e.g. syringes) is
carried. The correct antidote can be found in the IMO Medical First Aid Guide
for Ships (MFAG), as amended.

29.7 Transfer Arrangements of Marine Gas Oil (MGO), UN1202189, from

Designated Oil Fuel Tanks (Oil fuel as defined in Regulation 12A.3.1 of
MARPOL Annex I)190

29.7.1 Vessels which are adapted and used for the transfer of MGO from designated191
oil fuel tanks to other external facilities (e.g. a wind turbine) should demonstrate
that they comply with MARPOL’s requirements as far as practically possible
taking into account that pollution of the seas is an offence. The following are
the minimum requirements these vessels should follow:

29.7.1.1 The vessel should carry on board an up to date ship specific plan, verified by
the Certifying Authority, which includes provisions to deal with oil spill accidents
both during the transfer of oil within the workboat and from the workboat to the
receiving facilities. IMO Resolution MEPC.54(32)192 as amended by Resolution
MEPC.86(44) may be used in developing the plan;

29.7.1.2 The vessel should carry suitable clean up equipment, readily available when
transferring fuel, with drains and scuppers plugged during that operation to
prevent oil entering the water, should a spill take place;

29.7.1.3 The fuel pump should have an emergency shut-down button that is easily
accessible from a permanently manned position during fuel transfers;

29.7.1.4 The fuel hose should have a dry break coupling so that NO spillage occurs. The
fuel transfer hose should comply with an acceptable standard (see Appendix
13), be bonded and be of a suitable type for the product being transferred,
system pressure and height of usage. The hose should be maintained in good
condition, and inspected regularly in accordance with the manufacturer’s
instructions, or at least annually. Worn or damaged hoses should be replaced;

29.7.1.5 There should be transfer records kept of the fuel transferred providing times,
start and finish quantities on board and quantities transferred e.g. by use of a
Cargo Records Book (ISBN 978 011 5531576);

29.7.1.6 There should be a full risk assessment carried out for the particular vessel and
operation, including but not limited to, the hose not breaking free, pollution, fire
safety and training;

29.7.1.7 The cargo pipes, including venting and filling pipes, should comply with section
7.9;

189
UN1202 GAS OIL or DIESEL FUEL or HEATING OIL, LIGHT
190
When the fuel is being transferred it is considered to be dangerous goods under the
IMDG Code.
191
Part of the structure of the ship and should be bolted to the ship e.g. not portable
tanks (cells).
192
MEPC.54(32) Guidelines For the Development of Shipboard Oil Pollution
Emergency Plans

191
29.7.1.8 Vessels should have procedures covering the loading, discharging and
transferring of fuel. The crew should be trained in bunkering and transferring
operations which should include safe use of the equipment to minimise fire risks
and pollution, appropriate weather windows in which to use the equipment, and
use of an up to date Material Safety Data Sheet (MSDS), provided by the fuel
supplier which the vessel should carry for the fuel on board;

29.7.1.9 The installation should be examined by the Certifying Authority, including those
requirements of 29.4.1 to 29.4.3, 29.5.1 and 29.6, and the vessel’s Workboat
Certificate should be endorsed to permit this operation. The endorsement
should be reported by the Certifying Authority to the Administration; and

29.7.1.10 For vessels delivering fuel from their own bunker tanks, metering or equivalent
arrangements, together with procedures, should be in place to ensure that
sufficient fuel remains on board for all normal and emergency operations.

29.7.2 The tank/s should be of suitable design and construction and have protection
adequate for the service for which they are intended; construction and fittings
should be to an appropriate standard, to the satisfaction of the Certifying
Authority. Provision should be made to retain any oil leakage within the confines
of the vessels hull to protect persons on board and the marine environment.
Tanks should be tested to class standards.

29.7.3 A Stability assessment on the impact of the tanks on the vessels stability should
be carried out and the free surface effect considered.

29.7.4 Where a vessel is operating outside of the UK the transfer arrangements carried
out according to 29.7 are subject to agreement and any requirements of the
Coastal / Port State/s in which the vessel is operating. Section 29.1.7 refers. It
will be for each Coastal / Port State to decide whether to accept the
Endorsement of the Workboat Code issued by the Certifying Authority.

29.7.5 Action by Certifying Authorities

29.7.5.1 Certifying Authorities are requested to ensure that, where MGO transfers are
being undertaken by a coded vessel, the above measures are put in place on
the vessel.

29.8 Transfer Arrangements of MGO (UN 1202), other oils (UN 3082) and
products posing a risk to the environment (e.g. lubricating oils) in
Portable Tanks (greater than 450 litres) or Intermediate Bulk Containers
(IBCs) (less than 3000 litres).

29.8.1 When considering proposals for the transport and transfer of MGO, UN1202
and other oils193, UN 3082, and products posing a risk to the environment, in
portable tanks or IBCs, the following points should be addressed:

1. Portable tanks or IBCs shall meet the constructional requirements of the

IMDG Code for the carriage of MGO, UN1202 or oils classified as

193
Note many oils with a flash point greater than 60 degrees C are now classified as
Class 9 UN 3082 ENVIRONMENTALLY HAZARDOUS SUBSTANCES LIQUIDS,
N.O.S. and the suppliers Safety Data Sheet (SDS) should be consulted to confirm its
classification.

192
 dangerous goods or products posing a risk to the environment. Portable
tanks or IBCs which are intended to be lifted, should comply with the
requirements of MSC.1/Circ.860 - GUIDELINES FOR THE APPROVAL OF
OFFSHORE CONTAINERS HANDLED IN OPEN SEAS, especially in
respect of the lifting arrangements which are subject to additional dynamic
forces in the offshore environment, which should be appropriately
certificated.

2. It should be verified that the intended stowage location is designed for the
carriage of cargo and that the loads / point loads are within design limits of
the deck. In the absence of such evidence, or the area is not designed for
the stowage of cargo, the vessels Certifying Authority should assess that
the ships structure can support the weight taking into account the dynamic
forces imposed whilst in a seaway and during landing of the tanks units on
board.

3. Stability – assessment on the impact on vessels stability should be carried

out and free surface effect considered.

4. “On board” filling of tanks - The filling and transfer arrangements including
pipe work, transfer pumps, portable hoses, control of transfer, tank gauging
and venting would need to be to the satisfaction of the vessel’s Certifying
Authority taking into consideration the following:

• Flexible Fuel hoses – hoses used for filling tanks shall be approved for
such use and suitable stowage provided for both discharge and filling
hoses. Refer to 29.7.1.4, see also Appendix 13.
• Filling arrangements using flexible hose and nozzle / triggers shall be
fitted with an automatic shut off function to prevent overfilling / overflow
and the tank filling/venting arrangements should be compatible with
this functionality. Refer to 29.7.1.4.
• Tanks in which filling is by other means, should be fitted with
continuous level gauging of a type, which if damaged, will not result in
leakage.
• Suitable independent venting arrangements which prevent water
ingress may be required depending on the filling arrangements and
tank design.
• Powered pumps used for on board transfer, are to be provided with a
remote stop in a suitable location.
• A Save-all is to be provided around the portable tank and removable
connections if filling / refilling is undertaken whist the tank is on board.
• Tank filling connections etc. which are to be disconnected prior to lifting
are to be of a quick release, non drip type.

5. The portable tank, IBC and any portable equipment associated with its
lifting / securing should be considered as cargo in respect of any limitation
applied to the code vessel certification.

.1 Satisfactory securing of a portable tank or IBC in its stowage position

is to be provided taking into account the forces, directions and
accelerations likely to be encountered. Portable lashing equipment if
used should be appropriate for the intended purpose. It should be
certificated and a procedure for routine verification of its condition be
implemented.

193
 .2 MGO, UN1202, transfer and lifting procedures to be developed and
documented based on the principles of risk assessment which may
include checklists. All fuel, and products posing a risk to the
environment, transferred to and from the portable tank should be
documented in a record book / log book.

.3 Emergency response and contingency plans to be developed for spills,

fire etc., and

.4 For wheelhouse visibility requirements refer to 19.6.

29.8.2 Action by Certifying Authorities

29.8.2.1 Certifying Authorities are requested to ensure that, where these transfers are
being undertaken by a coded vessel, the above measures are put in place on
the vessel.

29.9 Transfer arrangements for receptacles containing less than 205 kg or 205
litres of dangerous goods

29.9.1 Receptacles should be adequately secured for the expected environment and
any lifting to be carried out using appropriate equipment.

29.10 Dangerous Goods Document of Compliance

The following describes the format and criteria for issuing a Document of
Compliance for the carriage of Dangerous Goods (DoC DG).

The Certificate should remain valid for a maximum of 5 years and be

harmonised with the Workboat Code Certificate or Load Line Exemption
Certificate, as appropriate. The conditions on the DoC DG Schedule 2, should
be confirmed annually by the Certifying Authority to ensure the vessel remains
“Fit for Purpose” and can continue to carry IMDG Code Dangerous Goods in
accordance with UK Legislation. This annual inspection should address items
such as fire hoses, sprinkler systems and structural arrangements, and subject
to the structural and safety systems remain in place and functionally operable
(eg 29.4, 29.5 and 29.6 are met) then the DoC DG will remain valid. Where the
annual inspections are carried out under MGN 280 this particular DoC DG
annual examination shall not be carried out by the owner / managing agent.

194
Informative Note

UN Hazard Classes
Dangerous Goods are divided into nine United Nations (UN) classes based on the major
danger presented by the substance, other risks may be present and these are known as
subsidiary risks. The numbering system is not ordered in level of risk.

Owners/managing agents and crew should be aware of the dangerous goods classes. The
title of the dangerous good classes is given below – for fuller descriptions the IMDG Code
should be consulted.

Class 1 Explosives194(six sub-divisions 1.1, 1.2, 1.3, 1.4, 1.5 and 1.6)
Class 2 Gases
Class 2.1 Flammable gases
Class 2.2 Non-flammable, non-toxic gases
Class 2.3 Toxic gases
Class 3 Flammable Liquids
Class 4 Flammable solids; substances liable to spontaneous combustion; substances
which, in contact with water emit flammable gases
Class 4.1 Flammable solids
Class 4.2 Substances liable to spontaneous combustion
Class 4.3 Substances which, in contact with water, emit flammable gases
Class 5 Oxidising substances and organic peroxides
Class 5.1 Oxidizing substances
Class 5.2 Organic peroxides
Class 6 Toxic and infectious substances
Class 6.1 Toxic substances
Class 6.2 Infectious substances
Class 7 Radioactive material
Class 8 Corrosive Substances
Class 9 Miscellaneous dangerous substances and articles

Note :

The term Limited Quantities has a specific meaning within the IMDG Code and refers to the
inner receptacle/package and cannot not exceed the size limit set out in Column 7a of the
IMDG Code Dangerous Goods List. The term Limited Quantity does not refer to the quantity
allowed to be carried on board a ship.

194
Only Class I.4S is allowable on board.

195
 See below for labelling inf of the various classes of dangerous goods.

Labels measure 100mm x 100mm

Placards are large labels measuring 250mm x 250mm

(No. 1)
Divisions 1.1, 1.2 and 1.3
196

(No. 1.4) (No. 1.5) (No. 1.6)

Division 1.4 Division 1.5 Division 1.6

Background: orange. Figures: black. Numerals shall be about 30mm in height and be about 5 mm thick
orner.
 Class 2 - Gases

(No. 2.1) (No. 2.2)

Class 2.1 Class 2.2
Flammable gases Non-Flammable, non-toxic gases

2
2
197

(No. 2.3)
Class 2.3
Toxic gases

2
 Class 3 - Flammable liquids

(No. 3)
Symbol (flame): black or white.
Background: red. Figure '3

Class 4
198

(No. 4.1) (No. 4.2) (No. 4.3)

Class 4.1 Class 4.2 Class 4.3
Flammable solids Substances liable to Substances which, in contact with
water, emit flammable gases
Symbol (flame): black. Symbol (flame): black. Symbol (flame): black or white.
Background: white with Background: upper half white, Background: blue.
lower half red. Figure '4
Figure ‘4 Figure '4
 Class 5

(No. 5.1) (No. 5.2)

Class 5.1 Class 5.2
Oxidizing substances Organic peroxides
199

Symbol (flame over circle): black; Background: yellow. Symbol (flame): black or white;
Figure '5.1 Background: upper half red; lower half yellow;
Figure '5.2
 Class 6

(No. 6.1)
Class 6.1
Toxic substances
Symbol (skull and crossbones): black.
Background: white. Figure '6
200

(No. 6.2)
Class 6.2
Infectious substances
INFECTIOUS SUBSTANCE and
.

Background: white. Figure '6

 Class 7: Radioa e Material

Category I - White Category II - Yellow Category III - Yellow

Fissile Material
201
 Class 8: Corrosive Substances Class 9: Miscellaneous Dangerous
Substances &

Marks including Limited Quantities

Marks, in this context, are everything else which appears on the exterior surface of a package, IBC or large packaging, examples are given below:
Marine Pollutant Orien abels
202
 Limited Quantities
Packages containing Limited Quan all be marked with the following symbol.
203
Table 29.1 IMDG Weatherdeck Stowage Segregation Requirements (see Note 1)

Note1: This Table is included for reference only and should be read in conjunction with
the IMDG Code as described in 29.5.2.

204
30 Safety Management

30.1 All vessels operating under this code are recommended to implement a Safety
Management System (SMS) which complies with the principles of the ISM
Code, but is commensurate with the size and complexity of the vessels and
company’s operations. See Appendix 7 for details of the areas which should
be addressed by a SMS.

205
APPENDIX 1
GMDSS SEA AREAS AROUND THE UK

ₒ Medium Frequency (MF) and Very High Frequency (VHF) Coast Radio Station
• Very High Frequency (VHF) Coast Radio Station

Sea Area A1 The radio telephone coverage of coast stations in which continuous alerting by Digital
Selective Calling (DSC) is available;
Sea Area A2 The radiotelephone coverage of MF coast stations in which continuous alerting by DSC is
available;
Sea Area A3 The coverage of an Inmarsat geostationary satellites in which continuous alerting is
available.

Note: For VHF the Sea Area A1 relates to the location of the Coast Guard antenna and the height of the
antenna on the vessel. MGN 22195 also refers. VHF Range will be reduced from those shown in pink above
when the height of the antenna above sea level reduces below 4m. In these cases refer to the Admiralty List
of Radio Signals Volume 5 for Range Calculations, see the section on Management of VHF. This is further
described in the first footnote to Table 16.7.1.

195
MGN 22 (M+F) Proper Use of VHF Channels at Sea

206
APPENDIX 2

MARITIME LABOUR CONVENTION, 2006

SEAFARER EMPLOYMENT AGREEMENT

*** Guidance ONLY ***

1. The terms and conditions for employment of a seafarer shall be set out or referred to in
a clear written legally enforceable agreement and shall be consistent with the standards
set out in the Code.

2. Seafarers' employment agreements shall be agreed to by the seafarer under conditions

which ensure that the seafarer has an opportunity to review and seek advice on the terms
and conditions in the agreement and freely accepts them before signing.

3. To the extent compatible with the member's national law and practice, seafarers'
employment agreements shall be understood to incorporate any applicable collective
bargaining agreements.

Source : Maritime Labour Convention, 2006

RECOMMENDED FORMAT FOR SEAFARER EMPLOYMENT AGREEMENT

PARTICULARS REQUIRED TO BE INCLUDED BY THE MLC

This Agreement is between:-

……………………………….………………………. (insert Seafarer’s full name)
………………………………..….........................…. (insert date of birth or age (see Note 1)
………………………………………….…….…..……(insert place of birth – town and
country)
AND
................................................................................(insert Shipowner’s name)
OF...........................................................................(insert Shipowner’s full address)

Capacity in which seafarer is to be employed

The capacity in which you are initially employed is ………………………..….......................
(insert capacity)(see Note 2)

Place of Work
You will be employed on ………………………………………………..……..(see Note 3)

Wages
Your wages will be ………………………… … (insert amount and currency) per
week*/month*/year* (delete as appropriate) or formula for determining wages (see Note 4)

Means of payment of Wages

Your wages will be payable by……………………………. [insert method of payment] at
weekly*/monthly* (delete as appropriate) intervals on the ……………….[insert number]
day of each ………….. week*/month* (delete as appropriate)

[Overtime hours i.e. hours worked outside of normal working hours will be paid at a rate
of …………………………(insert overtime rate] (Delete this sentence if not applicable)

207
Paid Annual Leave
You are entitled to take ………….(insert number) (see Note 5) working days as paid
leave in each year of employment.

If your employment commenced or terminates part way through the holiday year, your
entitlement to paid annual leave will be assessed on a pro rata basis. Deductions from
final salary due to you on termination of employment will be made in respect of any paid
annual leave taken in excess of your entitlement.

There is no provision for the carry over of paid annual leave from one year to the next.
All paid annual leave must be taken in the year in which it accrues. There is also no
provision for payment to be made in lieu of untaken leave except where paid annual
leave has accrued but has not been taken at the date of termination of employment.

Notice of Termination of Employment (Delete whichever is not applicable) (See Note 6)

Definite Period Agreement

Your employment is for a period commencing on …………[insert date] and ending on
…………….. [insert date] unless it is terminated for justified reasons in advance of this
point or the ship is at sea at that point time in which event it will continue until its arrival
in port at which point it will terminate,

OR

Indefinite Agreement
The length of notice which you are obliged to give to terminate your employment is
[insert notice period which is to be not less than seven days].
The length of notice which you are entitled to receive from the shipowner to terminate
your employment is [insert notice period which is to be not less than seven days].
OR
Voyage Agreement
Your employment is for the length of the voyage of [ship] commencing on …………[insert
date] from the port of……………………….[insert name of port] until
…………………[insert date] or the vessel's arrival in the port of ……………….[insert
name of port]] at which point it will terminate, unless it is terminated for justified reasons
in advance of this point.

Health and Social Security Benefits (see Notes 7 and 8)

If you become sick or injured whilst on a voyage, you will be paid your normal basic
wages until you have been repatriated in accordance with the repatriation provisions set
out below. After you have been repatriated you will be paid ……………….per cent .[insert
number] of your normal basic wages up to a maximum of ………………………….weeks
[insert number which shall be 16 or above] less the amount of any Statutory Sick Pay or
Social security

Sickness Benefit to which you may be entitled for …………………..[insert number]

working days in total in any one sick pay year]

If you require medical care while you are on-board this will be provided free of charge,
including access to necessary medicines, medical equipment and facilities for diagnosis
and treatment and medical information and expertise. Where practicable and
appropriate, you will be given leave to visit a qualified medical doctor or dentists in ports
of call for the purpose of obtaining treatment.

208
In the event of sickness or incapacity, you will be provided with medical care, including
medical treatment and the supply of necessary medicines and therapeutic devices and
board and lodging away from home until your recovery or until your sickness or
incapacity has been declared of a permanent character, subject to a maximum period
of……………weeks [insert number which shall be 16 or above]. In addition the shipowner
will meet the cost of the return of your property left on board to you or your next of kin.

In the event of your death occurring on board or ashore during a voyage, the shipowner
will meet the cost of burial expenses, or cremation where appropriate or required by local
legislation, and the return of your property left on board to your next of kin.
Repatriation (see Note 9)

You will be entitled to repatriation, at the expense of the shipowner, if you are away from
your country of residence when this agreement is terminated:-

by the shipowner by you in the event of illness or injury or other medical condition
requiring your repatriation, the event that the ship is proceeding to a Warlike Operations
Area or the event of termination or interruption of employment in accordance with an
industrial award or collective agreement.

In circumstances where you are no longer able to carry out your duties under this
agreement or cannot be expected to do so e.g. shipwreck, the sale of your ship or a
change in your ship’s registration.

The entitlement to repatriation entails transport by …………………(insert means of

transport) to...............................................(insert place name or country).:

NOTE - You may not be entitled to repatriation at the expense of the shipowner in
circumstances where you have been dismissed on disciplinary grounds or have
breached your obligations under this Agreement. In such circumstances the shipowner
will still be liable to repatriate you but is entitled to recover from any wages due to you
the cost of doing so.

Maximum duration of service periods after which you are entitled to repatriation
The maximum period of service following which you will be entitled to repatriation at no
cost to you is ……………….weeks (insert number of weeks) (See Note 10)

Applicable Collective Bargaining Agreement(s)(delete if not applicable)(see Note 11)

You employment will also be subject to the Collective Bargaining Agreement(s) entered
into on…………………………………………………………(insert date(s)) between the
shipowner and ……………………………………………..(insert details of the other parties
to the collective bargaining agreement(s)) except that where any provision(s) of such
collective bargaining agreement(s) conflicts with International or UK law such
provision(s) shall not apply to your employment under this Agreement..

209
 ADDITIONAL PARTICULARS REQUIRED TO BE INCLUDED BY THE UNITED
KINGDOM LAW

Hours of Work (see Note 12)

.
Your normal hours of work are from ……………..[insert time] to ……………..[insert time]
on …………………………[insert day of week] to ……………………[insert day of week]
inclusive.

Your hours of work will be arranged such as to ensure that you receive a minimum of 10
hours available for rest in each 24-hour period and a minimum of 77 hours rest in each
seven-day period. This minimum period of rest may not be reduced below 10 hours
except in an emergency.

You may be required, at the absolute discretion of the Master, to work additional hours
during an emergency affecting the safety of the ship, its passengers, crew or cargo or
the marine environment or to give assistance to other ships or persons in peril. You may
also be required to work additional hours for safety drills such as musters, fire-fighting
and lifeboat drills. In such circumstances you will be provided subsequently with (a)
compensatory rest period(s).

Grievance and Disciplinary Procedures

(a) Grievances
If you have a grievance regarding your employment you should follow the ship owner’s
grievance procedure a copy of which will be provided to you when you join the vessel.

(b) Disciplinary Rules and Procedure

The disciplinary rules applicable to you are set out in the
Code of Conduct for the Merchant Navy, which has been agreed between the Chamber
of Shipping, Nautilus International and the National Union of Rail, Maritime and
Transport Workers; or the Shipowner’s Code of Conduct . (Delete as necessary)

If you are dissatisfied with any disciplinary decision taken in relation to you, you should
refer to the disciplinary procedure set out in the Code of Conduct which can be
obtained from ………………..[state from where Code of Conduct can be obtained].

Pension benefits (Delete whichever is not applicable) (see Note 13)

You will be entitled to the following pension or other benefits ………………….(insert full
details including whether contributory (if so at what rate(s)) or non-contributory and when
payable etc.).

OR

You will be entitled to join the ……………………….pension scheme (insert details

OR

There is no pension or other benefit entitlement attached to this employment.

210
Compensation in respect of loss of personal property as a result of the loss or foundering
of the vessel

Where you lose personal property, as a result of the vessel on which you are serving
foundering or being lost, the shipowner will pay compensation up to a maximum of
…………. (insert amount).

ADDITIONAL PROVISIONS INCLUDED BY SHIPOWNER (See Note 14)

Signature of Seafarer …………………………......................………………….………………

Signature of Shipowner or Shipowner’s representative …….... ……… (State position
held)
Place where this Agreement is entered into …………………………………… (see Note
15)
Date when this Agreement is entered into
……………………………..……………………......

NOTES

Note 1 - “insert date of birth or age” - Normally the date of birth should be inserted in full.
Only in exceptional circumstances should the seafarer’s “age” be inserted. This should
be the seafarer’s age at the time the SEA was signed and should be inserted only where
there is no means of establishing the seafarer’s actual date of birth e.g. because the
seafarer comes from a country where birth records are not accurate or for various
reasons no longer exist and the seafarer himself does not know his actual date of
birth.

Note 2 - “Capacity in which seafarer is to be employed” - This will be the capacity in

which the seafarer is to be employed at the time the SEA is signed by the parties to it.
Given that an SEA may run for a considerable length of time if the seafarer remains with
the same shipowner, it is possible that the capacity in which the seafarer is employed
could change over time. The shipowner may wish to consider whether a new SEA will be
issued at such time or alternatively include a provision indicating how any changes to
capacity will be dealt with e.g. by means of a letter setting out the new capacity and the
relevant wage scale.

Note 3 – “Place of Work” should state either the name of the vessel on which the
Seafarer is to be employed where this is known or may state that “Place of Work may be
on any vessel owned, managed or chartered by the shipowner.” where the seafarer may
be employed on more than one vessel.

Note 4 – “Wages” - As with “Capacity” (Note 2 above) wages payable to the seafarer are
likely to change if employed by the same shipowner over a significant period of time.
When completing the “Wages” entry in the SEA, the shipowner will therefore need to
bear this in mind and include appropriate wording to cover any future wage increases
e.g. by providing for the wage to increase as notified to the seafarer in writing.

Note 5 –“Paid Annual Leave” - The period of paid annual leave must be not less than
that specified in the Maritime Labour Convention, 2006 Standard A2.4. Where it is more
appropriate to do so, the formula to be used for calculating annual leave, e.g. 2.5 days
per month of employment, may be inserted instead of an actual number of days.

211
Note 6 – “Notice of Termination of Employment” - The period of notice required to be
given to the seafarer by the shipowner must not be less than that required to be given to
the shipowner by the seafarer and, except in the case of a fixed term or voyage
agreement, must be not less than seven days.

Note 7 – “Health and Social Security Benefits” - On a UK registered vessel the provision
of medical care includes any surgical or medical treatment or such dental or optical
treatment (including the repair or replacement of any appliance) as cannot be postponed
without impairing efficiency.

Note 8 – “Social Security Benefits” - These include payment by the shipowner of any
costs incurred in respect of any sickness or injury occurring between the date on which
they commenced duty on board a ship and the date on which they are deemed to have
been duly repatriated.

This also includes payments that shipowners are required to make in respect of the
death or long term disability of a seafarer due to an occupational injury, illness or hazard
occurring while the seafarer is serving under a seafarer’s employment agreement or
arising from their employment under such agreement.

Where appropriate, account should also be taken of all current UK legislation governing
health and social security protection benefits and the SEA should specify what, if any
social security contributions are being made by the shipowner on the seafarer’s behalf
and to which administration. If no contributions are being made, the SEA should state
should state that the seafarer should make their own arrangements to pay social security
contributions where appropriate.

Where appropriate it is recommended that details also be included of any entitlement to

other benefits (e.g. State Sickness Benefit, State Maternity Benefit, etc.) to which a
seafarer will be entitled and the level of seafarer contribution, if any, towards such
benefits.

Note 9 - Repatriation - The terms and conditions governing entitlement or otherwise to

repatriation for seafarers employed on UK registered vessels will be set out in new
regulations amending the Merchant Shipping (Repatriation) Regulations 1979 to fully
comply with Regulation 2.5 and Standard A2.5 of the Maritime Labour Convention. The
destination for repatriation must be one of the following:

the place where the seafarer signed their employment agreement;

their country of residence;
the place specified in any applicable collective agreement; or, subject to the agreement
of the shipowner, another place of the seafarer's choosing.

Note 10 - Maximum duration of service periods after which you are entitled to
repatriation
The maximum period of service following which a seafarer will be entitled to repatriation
is to be not more than 52 weeks minus the period of statutory paid annual leave - see
note 5.

Note 11 - Applicable Collective Bargaining Agreement(s) - Seafarers Employment

Agreements may, where applicable, incorporate any applicable collective bargaining
agreements. Therefore the terms and conditions contained in a collective bargaining
agreement should be appended to, or incorporated by reference into, and thus form part
of a Seafarer Employment Agreement.

212
Collective bargaining Agreements may not however be substituted entirely for individual
Seafarer Employment Agreements in respect of seafarers employed on UK registered
vessels.

It should also be noted that in the event of any conflict between the provisions of a
collective bargaining agreement and UK general or merchant shipping legislation, the
relevant UK legislation will prevail.

Note 12 – “Hours of Work” - The hours of work for seafarers employed on UK registered
vessels must comply with the requirements of the Merchant Shipping (Hours of Work)
Regulations 2002 (as amended) or any subsequent Regulations which may further
amend or replace those Regulations.

Note 13 – “Pension benefits” - Where appropriate it is recommended that details also be

included of any entitlement to additional pension benefits (e.g. State Pension) to which a
seafarer will be entitled and the level of seafarer contribution, if any, towards such
benefits.

Note 14 – “Inclusion of Additional Provisions by Shipowner” – It is recognised that there

will be occasions on which shipowners wish to include provisions additional to those set
out in the Maritime Labour Convention. There is no objection to the inclusion of such
additional provisions however any such provisions must not conflict with the provisions of
UK general or merchant shipping legislation or any international instruments which have
been ratified by the United Kingdom.

The Maritime and Coastguard Agency will not be checking and approving additional
provisions, as it currently does for crew agreements, and it will therefore be the
responsibility of the shipowner to ensure that there is no conflict. Failure to do so may
result in refusal to issue a Maritime Labour Certificate or its cancellation if one has
already been issued.

In the context of non-compliance, some provisions have previously been found in crew
agreements which, if included in Seafarer Employment Agreements, could result in
refusal to issue, or cancellation of, a Maritime Labour Certificate. Examples of these,
which would apply also to Seafarer Employment Agreements, include:-

requiring that all seafarers belong to a union

– Under UK law there is no obligation on any worker to belong to a union requiring that
seafarers join a specified union.

- Apart from the previous provision regarding choice on whether or not to join a union,
such a provision would also conflict with the International Labour Organisation
Convention on Freedom of Association. This Convention has been ratified by the UK and
provides that workers shall be free to form and join organisations of their own choosing.

requiring that by signing the agreement seafarers automatically agree to medical

information about themselves being passed to the shipowner or another party acting on
behalf of the shipowner.

- This is not acceptable and may only be done with the specific prior authority of the
seafarer on each occasion the shipowner requests that such information be made
available

213
requiring that by signing the agreement seafarers automatically agree to sensitive
personal data (as defined in the Data Protection Act) about them being passed to other
individuals or organizations as determined appropriate by the shipowner or another party
acting on behalf of the shipowner.

- This also is not acceptable as such individuals/organisations may potentially be located

in countries that do not have data protection legislation or have legislation that does not
provide similar protection to that of the UK. Such transfer of “sensitive personal
information” may only be undertaken with the specific prior authority of the seafarer on
each occasion the shipowner proposes that such information be passed to another
individual or organisation

requiring that a seafarer bear the cost of his repatriation, and the cost of providing his
replacement, should he terminate his employment prior to completing the specified
period of employment even though he gave the period of notice to terminate his
employment that was required by the agreement.

- Under UK legislation a seafarer can only be charged the cost of his repatriation if he
has breached his obligations under the agreement or has been dismissed on disciplinary
grounds. The giving of the period of notice specified in the agreement would not
constitute breach of the seafarer’s obligations even if it terminated his employment
before the date envisaged in the agreement.

This list is illustrative only and should not be taken as listing all provisions that would be
considered unacceptable.

Note 15 – “The Place where Agreement is entered into” should state the name of village,
town or city and country where Agreement is signed by the parties to it

214
APPENDIX 3

THE MANNING OF SMALL VESSELS

NOTE: This Appendix and any associated wording in section 26 may be subject
to review, and subsequently amended, prior to the next substantive revision of
the Workboat Code.

This Appendix gives information relating to the manning and operation of small vessels
in commercial use as follows:

Section 1 - Areas of Application

Section 2 - Minimum Qualifications of the Person in Charge of the Vessel and
the Additional Person When Required To Be Carried
Section 3 - Revalidation of Certificates and Licences
Section 4 - MCA Approved Engine Course

General

Vessels to which this Code applies and which comply with its requirements, will be
exempt from the need to comply fully with the Merchant Shipping (Training and
Certification) Regulations 1997, (SI 1997 No. 348), as amended, and the Merchant
Shipping (Safe Manning, Hours of Work and Watchkeeping) Regulations 1997 (SI 1997
No.1320), as amended, provided the manning of the vessel is in accordance with the
standards given in paragraph 2 below when operating in the areas described in
paragraph 1 below.

1. Areas of Application

Commercially operated vessels operating within the following areas

should carry at least the qualified personnel shown in section 2 below:-

Area Category 6 within 3 miles of land and not more than 3 miles radius from either the
point of departure to sea or the seaward boundary of protected waters
(see definition of “protected waters”), in favourable weather and
daylight;

Area Category 5 within 3 miles of land and not more than 3 miles radius from either
the point of departure to sea or the seaward boundary of protected
waters (see definition of “protected waters”) in favourable weather.
Area Category 4 Up to 20 miles from a safe haven, in favourable weather and in daylight
Area Category 3 Up to 20 miles from a safe haven
Area Category 2 Up to 60 miles from a safe haven
Area Category 1 Up to 150 miles from a safe haven
Area Category 0 Unrestricted service

215
2. Minimum Qualifications of the Person in Charge of the Vessel
(Master) and of the Additional Persons required to be carried on
Board

2. General

2.1.1 All Certificates and Licences of Competency or Service are to be

appropriate to the type of vessel in which they are used.

2.1.2 Any person appointed as a Master must be a minimum age of 18 years.

2.1.3 All seafarers should be trained or certified or otherwise qualified to

perform their duties. Training may include on board training or supervised
experience, such that the seafarer is competent to perform their duties
safely and without risk to others.

2.2 Commercial Endorsement of Certificates

2.2.1 RYA certificates of competency and/or service should carry the

endorsement – “valid for commercial use on vessels subject to the
Codes of Practice published by the Maritime and Coastguard Agency”.
To receive such a commercial endorsement, holders of certificates of
competency should hold a valid Medical Fitness Certificate (see 2.6 for
the appropriate medical certificate for the area of operation), the Basic
Sea Survival Course or the Personal Survival Techniques course
(STCW Table A-VI/1-1), as appropriate, and the Professional Practices
and Responsibilities requirements described in 2.6, 2.7 and 2.10 below.

2.2.2 Holders of International Yacht Training (IYT) certificates, or those with

STCW certificates of competency should be aware of their designated
safety and pollution prevention duties in the operation of the ship and
are required to complete those elements of MCA approved basic
training courses. The four elements of basic training are:
.1 personal survival techniques (STCW Code – Table A-VI/1-1);
.2 fire prevention and fire fighting (STCW Code – Table A-VI/1-2);
.3 elementary first aid (STCW Code – Table A-VI/1-3); and
.4 personal safety and social responsibilities (STCW Code A-
VI/1-4).

2.3 Qualifications Required

2.3.1 A vessel should be manned, as a minimum, in accordance with the

qualifications indicated in Tables A3.1 and A3.2 of this Appendix.
Qualifications differing from those tabled, but of equal standing or
specialist application, will be considered by the MCA.

2.4 Stability Training

2.4.1 Where a Stability Information Booklet (SIB) is required to be carried on

board, it is required that as a minimum, the Master should complete an
MCA approved stability course.

216
2.5 Radio Qualifications

2.5.1 Every vessel should carry at least one person holding a Radio
Operator’s Certificate suitable for the radio equipment on board. See
section 16 – radio communications.

2.6 Medical Fitness Certificates

2.6.1 All seafarers should hold a valid medical fitness certificate. The medical
fitness certificate for anyone employed at sea is the seafarer’s medical
certificate (ENG1), following a medical examination, from an approved
doctor appointed by the Secretary of State, listed on the MCA’s website
(www.gov.uk/mca) or a seafarer’s medical fitness certificate obtained
from a country whose medical certificates are accepted as being
equivalent to the UK ENG 1 medical certificate, these countries are
listed on the MCA website (www.gov.uk/mca). Seafarers on vessels
that are required to comply with the MLC must hold an ENG 1 or a
medical certificate accepted as equivalent to the ENG 1 by the MCA
regardless of the category of operation.

2.6.2 For those employed on workboats and pilot boats that operate no
further than 60 miles from a UK safe haven on a domestic voyage and
are not subject to MLC requirements (Area Categories 2, 3, 4, 5, and 6)
the alternative ML5 certificate is acceptable. The ML5 certificate is
attached to the ML5 report which is completed by a GMC registered
medical practitioner with a licence to practice on the basis of a
satisfactory ML5 report. An ML5 certificate is valid for no more than 5
years. The ML5 report form must be downloaded from MCA’s website
(www.gov.uk/mca). Those of 65 years of age and over are required to
re-validate their ML5 certificate annually.

(Note - Additional guidance on both ENG1 and ML5 certificates can be

found in MSN 1822(M). Marine Guidance Note MGN 264 (M)196 and any
subsequent amendment).

2.6.3 As an alternative to section 2.6.2 above, for vessels operating no further

than 60 miles from a safe haven, the following will be accepted as
evidence of medical fitness:

CAA commercial pilot's licence,

HSE diving medical certificate,
DVLA Group 2 Drivers Licence.

2.6.4 The following conditions will also apply:

.1 The validity of the evidence of medical fitness would be that of

the validity of the parent licence, e.g. one year in the case of a
CAA commercial pilot’s licence.

.2 In the case of the DVLA Group 2 Driver’s licence, evidence of

satisfactory colour vision will be required.

MGN 264 (M) – “Medical Fitness Requirements for Those Employed on Boats Certificated
196

under MCA Codes of Practice, Crew of Seagoing Local Passenger Vessels and Non Seagoing
Boatmasters” and any subsequent amendment.

217
 .3 In the case of the above-named equivalent medicals, a
declaration will be required, signed by the applicant confirming
the following:

.1 The contact details of the examining doctor, their

consent for the MCA to obtain further medical
information if required, and the date of the examination;
and

.2 That they have not had any medical conditions requiring

hospital admission, regular prescribed medication, or
continuing medical surveillance, since the alternative
medical was carried out; and

.3 That they have no conditions limiting strength, stamina,

or flexibility, such that they could not cope with
emergencies on board, such as recovering someone
who has fallen overboard or fighting a fire; and

.4 That they will seek revised medical fitness certification

and submit this to the Administration if the licence
accepted as evidence of medical fitness is revoked for
any reason, or if they suffer any illness or accident
affecting their fitness to operate the vessel, during the
period of the licence/certificate.

2.7 Basic Sea Survival Course or Personal Survival Techniques

Training Course

2.7.1 Masters of vessels to which the Code applies should hold an approved
Survival Course Certificate. For operators following the STCW
Certificate of Competence route, this should be the Personal Survival
Techniques Training Certificate (STCW Table A-VI/1-1). Other
operators may use the Basic Sea Survival Certificate.

2.7.2 All crew on vessels operating in category 0,1, or 2, including those

carried as a second person according to Table A3.1 Deck Manning
Requirements should have familiarisation training with LSA and
emergency procedures on board to ensure that they are able to
respond in emergency situations.

2.8 First Aid Training

2.8.1 Vessels that are required to comply with the MLC shall have either at
least one seafarer on board who is in charge of medical care and
administering medicine as part of their regular duties or at least one
seafarer on board competent to provide medical first aid and hold the
relevant STCW certificate. See MGN 147197 for further guidance.

197
MGN 147 (M+F) – Training in First Aid and Medical care for Fishing Vessel personnel,
Boatmaster’s Licence holders and Small Commercial Vessel personnel (not covered by the
International Convention on Standards of Training, Certification and Watchkeeping for
Seafarers 1978 as amended.

218
2.8.2 The Master or a member of the crew on vessels which operate in Area
Category 2, 3, 4, 5 or 6 and do not need to comply with MLC
requirements should hold an MCA approved Elementary First Aid
Certificate (STCW Table A-VI/1-3) (or the First Aid at Sea Certificate or
Medical First Aid Certificate), an RYA First Aid Certificate, or a SeaFish
Basic First Aid Certificate, provided the use of Category ‘C’ medical
stores is covered in the course.

2.8.3 Masters of vessels operating in Area Category 0 or 1 should hold a

Proficiency in Medical Care Certificate (STCW Table A-VI/4-2) (or its
predecessor, the Ship Captain’s Medical Certificate) unless another
member of the crew holds a medical or nursing qualification of an
equivalent or a higher standard.

2.8.4 The Master or nominated first-aider should undertake refresher training

at least every five years.

2.8.5 In all cases the certificate held by the seafarer must relate to the
category of medical chest on board regardless of the category of
operation.

2.9 Fire Fighting Training

2.9.1 Every small workboat or pilot boat should have on board at least one
crew member who has attended an MCA approved one day fire fighting
course (e.g. the 1 day Boatmaster’s Licence Course, or 1 day Seafish
Industry Authority course). Successful completion of a 3 day STCW Fire
Fighting and Fire Prevention course (STCW Table A-VI/1-2) or the
equivalent Royal Navy course will be deemed acceptable. The Master
or nominated fire fighter who have undertaken Fire Fighting and Fire
Prevention should undertake a refresher training course at least every
5 years.

2.9.2 All crew on vessels more than 15m should hold a valid 3 day STCW Fire
Fighting and Fire Prevention Course or the equivalent Royal Navy
course.

2.10 RYA Professional Practices and Responsibilities

2.10.1 Masters holding RYA certificates of competency and/or service should

complete the online Professional Practices and Responsibilities
Certificate as part of their commercial endorsement.

2.11 Radar Training

2.11.1 In any vessel that carries radar, the Master and any member of the crew
who is likely to use the radar is strongly recommended to undertake
appropriate training e.g. the Small Ships Navigation and Radar Course,
the MSQ unit ‘Use of Radar for Safe Navigation and Collision Avoidance
on Domestic and Code Vessels’, or other course subsequently approved
by the MCA. This strong recommendation becomes a requirement 3 years
after the publication of this Code.

219
2.12 Catering Training

2.12.1 All seafarers engaged in the preparation of food will be required to

undertake a 'Basic Food Hygiene’ or ‘Food Safety' course, level 2, as
listed in MIN 559198.

2.13 Electronic Chart Plotters Training

2.13.1 It is strongly recommended that training appropriate to the type of

equipment on the vessel must be undertaken by the Master and any
other crew member responsible for navigation. This strong
recommendation becomes a requirement 3 years after publication of
this code.

Note: the MSQ unit ‘Operate non-ECDIS marine Electronic Chart

Systems’, developed by the NWA has been approved by the MCA as
meeting this requirement.

2.14 Training for Navigation Equipment in Excess of Code

Requirements

2.14.1 Where navigation equipment is carried in excess of the code

requirements, the Master and any member of the crew likely to use the
equipment should undertake appropriate training in the use of that
equipment. e.g. ECDIS199 see MIN 503(M)200, as amended.

3. Revalidation of Certificates of Competency or Service

3.1 All Certificates (whether of competency or service), must be revalidated

every five years. Information on revalidation requirements can be found
on the MCA website (https://www.gov.uk/mca) for STCW and other
certificates of competency, or on the RYA website (rya.co.uk) for their
certificates.

3.2 Refresher Training

From 1st January 2017 any seafarer holding certain STCW short
courses will require to have these refreshed, information can be found
on the MCA website (www.gov.uk/mca) and in MIN 535(M)201 (and any
subsequent amendment) and MSN 1865202 (as amended).

The owner/manager of the vessel is responsible for ensuring that any

on board training and other training is refreshed as necessary.

198
MIN 559 (M) Maritime Labour Convention 2006: Food and Catering: Recognised
Qualifications in Food Hygiene or Food Safety in Catering for Ship's Cooks and others
processing Food in the Galley
199
ECDIS Electronic Chart Display and Information Systems
200
MIN 503(M) Training for ECDIS as Primary Means of Navigation
201
MIN 535(M) Final Clarification on the Requirements for Updating Ancillary & Safety Training
and Completing Tanker Training.
202
MSN 1865 (M) - Seafarer Training and Certification Guidance: UK Requirements for
Emergency, Occupational Safety, Security, Medical Care and Survival Functions.

220
4. MCA Approved Engine Course

4.1 An Approved Engine Course (AEC) is a course of at least two weeks

duration which is approved or recognised by the MCA, this is constituted
by AEC Part 1 and Part 2. A "Certificate of Attendance" will be given by
the course organisers to persons satisfactorily completing the course. The
original AEC is now renamed the AEC Part 1. See Table A3.2 for
engineering manning requirements.

4.2 The AEC Part 2, which includes additional practical tasks compared to the
30 hour AEC Part 1, has been developed as a new qualification, and
details of this are published in MIN 524203. The Part 2 qualification is also
a one week course, and existing candidates may upgrade their existing
qualification after completing the necessary practical part of the course. It
will not be a requirement, for persons crewing on workboats that the AEC
Part 1 applies to, to attain this higher level Part 2 qualification.

4.3 Persons who are able to demonstrate to the satisfaction of the MCA that
they have the appropriate engineering experience and competency may
be granted exemption from the requirement to attend an Approved Engine
Course. The syllabus for these courses are published on the www.gov.uk
website.

4.4 In addition to the above, it is strongly recommended that for vessels where
there is installed propulsion power greater than 1500 kW or the vessel is
fitted with equipment, essential to its operation, that is not included in the
syllabus of the engineering qualification held, an applicable
manufacturer’s, or equivalent, course should be attended.

203
MIN 524(M+F) Engineer Officer Small Vessel Certificate of Competency

221
 TABLE A3.1 – Minimum Deck Manning Requirements for Small Workboats

AREA CATEGORY 6 5 4 3 2 1 0

STCW Master (Workboat less than 500GT unlimited area) Note G √ √ √ √ √ √ √

STCW Master (Code Vessels less than 200GT unlimited area) Note E √ √ √ √ √ √ √
MASTER / SKIPPERS QUALIFICATION ACCEPTABLE FOR GIVEN

RYA/MCA Yachtmaster Ocean Certificate of Competence Note A √ √ √ √ √ √ √

STCW Master (Code Vessels less than 200GT limited to 150 miles from a safe haven) Note E √ √ √ √ √ √

RYA/MCA Yachtmaster Offshore Certificate of Competence or Service Note A √ √ √ √ √ √

MCA Boatmasters Licence Note B √ √ √ √

RYA/MCA Yachtmaster Coastal Certificate of Competence or Service Note A √ √ √ √

222

Note F
RYA/MCA Powerboat Advanced Certificate of Competence √ √ √ √
2 years relevant experience
Note F
RYA/MCA Powerboat Advanced Practical Certificate (only if issued before 1st January 2005) √ √ √ √
2 years relevant experience
Note A
Certificate of competence for appropriate area issued by Competent Authority √ √ √ √
Note C
AREA CATEGORY

Note A
RYA/MCA Day Skipper Theory & Practical Certificate (Daylight Operation Only) √
12 months relevant experience
Note A
Local Authority Licence for appropriate area √
Note D

RYA/MCA Day Skipper Practical Certificate Note A √

Unless operating in the single-handed mode in accordance with section 26.9, a second person
capable of assisting the Master in an emergency should also be on board, see section 26.10 for √ √ √ √
these requirements.
REQUIREMENTS
ADDITIONAL

There should also be on board a second person deemed by the owner/managing agent to be
√
experienced and competent.
There should also be on board a second person holding at least an RYA/MCA Certificate of
√
Competency or Service as Yachtmaster Coastal.
There should also be on board another person holding at least an RYA/MCA Certificate of
Competency as either Yachtmaster Offshore, STCW Master (Code Vessels less than 200GT
√
limited to 150 miles from a safe haven), Yachtmaster Ocean or STCW Master (Code Vessels
less than 200GT unlimited)
 Note 1 Qualifications differing from those tabled, but of equal standing or specialist application will be considered by MCA. MGN 411 (M+F)204 provides
accepted alternatives.

Note 2 Vessels regularly engaged on near coastal voyages from ports outside the UK, have to abide by the manning requirements of the Administration
regulating that coastal area.

Note 3 Refer section 2.2.1 – RYA/MCA certificates of competency and/or service, and other MCA recognised certificates, should carry the endorsement
– “valid for commercial use on vessels subject to the Codes of Practice published by the Maritime and Coastguard Agency”.

Note 4 Relevant experience, in terms of manning, is understood to mean that described in section 26.2.

Note A Certificate should be designated motor or sail as appropriate.

Note B Holders of MCA Boatmaster's Licences are accepted for use on workboats and pilot boats, limited to the area of the licence and any endorsements
223

on it. Such licences must be re-validated as appropriate. Refer to MSN 1853(M)205.

Note C Competent Authority in respect of manning requirements means either the Maritime and Coastguard Agency or an organisation that issues
Certificates of Competence which has applied for and granted recognition by the Maritime and Coastguard Agency as having the appropriate
technical and administrative expertise.

Note D Local Authority Licence - only those Local Authorities that have the approval of the MCA may issue Licences under this Code.

Note E Only valid for use on vessels up to 200GT, and under this Code this restriction is further limited to vessels to which this Code is applicable. MCA
qualification, for details refer to MSN 1858206.

Note F Where the vessel is used in accordance with 26.7 (Towing Endorsements), the Master must have a minimum of an RYA/MCA Advanced
Powerboat Certificate.

Note G MCA qualification, for details refer to MGN 496207 (or subsequent amendment).

204
MGN 411 (M+F) – “Training and Certification Requirements for the Crew of Fishing Vessels and their Applicability to Small Commercial Vessels and Large
Yachts”.
205
MSN 1853 (M) - The Merchant Shipping (Boatmasters’ Qualifications, Crew and Hours of Work) Regulations 2015. Structure and Requirements
206
MSN 1858 (M+F) - Training & Certification Guidance: UK Requirements for Deck Officers on Large Yachts (over 24m)
207
MGN 496 (M+F) - Certificate of Competency for Master Workboat less than 500 GT unlimited
 TABLE A3.2 – Minimum Engineering Manning Requirements Small Workboats

AREA CATEGORY Note 3 6 5 4 3 2 1 0

RYA Diesel Engine Course or satisfied the Maritime and Coastguard Agency as to their
appropriate engineering experience and competency Note 1, 2 Sail Vessel Sail Vessel
Approved Engine Course (Part 1) or satisfied the Maritime and Coastguard Agency as to Power Vessel Power Vessel Power Vessel
REQUIREMENTS
ENGINEERING

their appropriate engineering experience and competency Note 2 W Note 4 SL Note 5 SL Note 5
Power Vessel
Marine Engine Operators Licence (MEOL) or other equivalent certification including STCW Power Vessel
W
111/4 Engine Ratings or AEC (Part 1 and 2) Note 1, 7 W
<1500 kW
Power Vessel
Senior Marine Engine Operators Licence (SMEOL), STCW C/Eng (Y4) / small vessel W
second engineer Certificate of Competency Note 6, 7 >=1500 kW
< 3000 kW

Note 1 Qualifications differing from those tabled, but of equal standing or specialist application will be considered by the MCA.
224

Note 2 The person holding the engineering requirement may be a crew member listed in Table A3.1.

Note 3 In all cases, one of the crew should be sufficiently familiar with the operation and maintenance of the vessel's machinery to ensure
safe passage.

Note 4 Power Vessel W is a Power Vessel employed in towing operations, lifting operations or carriage of cargo greater than 1000 kg.

Note 5 Power Vessel SL is a Power Vessel other than Power Vessel designated by Power Vessel W.

Note 6 Over 3,000 kW and less than 6,000 kW registered propulsion power: the certificate holder is also required to have attended an
approved engine manufacturer’s course appropriate to the engine type and power range.

Note 7 MEOL / SMEOL applies to less than 750 kW registered power vessels of 24 m or more in LL length, in the case of small vessels <24
m LL length, this qualification can be used on more than 750 kW registered power vessels shown above.
APPENDIX 4

ALTERNATIVE SAFETY STANDARDS FOR VESSELS OPERATING IN

PROTECTED WATERS AND/OR A RESTRICTED SERVICE
1. Introduction
1.1 Section 3.8 recognises that alternatives to the standards applied by the Code
can be considered on the basis that they provide suitable standards of safety
by taking into account specific local conditions which may exist. This Appendix
is intended for assessing equivalence and is for use by Certifying Authorities.
1.2 Applications for the acceptance of alternatives must be supported by
justifications and be formally made via the Certifying Authority to the Maritime
and Coastguard Agency's headquarters who may consult with local MCA
Marine Offices.
1.3 Justifications made formally in support of an application for acceptance of an
alternative requirement are to be arranged in priority order, according to the
judgement of the applicant.
2. Guidance on the Assessment of Alternatives to the Standards Applied by
the Code
2.1 Alternative standards are expected to be either a direct alternative to a
requirement or a reduced requirement based upon factors that compensate for
the reduction as permitted by section 3.8 of this Code.
2.2 Although not an exhaustive list, factors which will be considered individually
and combined by the MCA will include;
.1 an area of operations significantly reduced from the applicable area
category;
.2 a guaranteed control of the vessel which restricts operations to sea and
weather conditions such that there is a very low risk of an accident;
.3 the certainty of readily available means of emergency rescue;
.4 operations wholly within sight of the supervising body and means of
emergency rescue;
.5 seasonal operations only, such as between 1 April and 31 October or
some lesser period, or favourable weather restrictions;
.6 vessels operating in close proximity to one another and equipped to
provide efficient safety back-up to each other in an emergency;
.7 the provision/wearing of additional (special) individual personal survival
equipment/clothing which will protect lives in an emergency e.g.
Personal EPIRBS / Personal Locator Beacons (PLBs) for persons
working single-handed;
.8 enhanced communications between the vessel(s) and a constantly
attended shore base with readily available emergency rescue craft at
the base;
.9 the inherent safety of the vessel by design, test and experience, (not
applicable as an equivalent for stability standards or a specified level of
life saving equipment);
.10 a high ratio of professional Master and crew numbers to the number of
other persons on board;
.11 the number of safety craft provided to protect the vessels operating
commercially;
.12 enhanced provisions for distress alert and rescue;
.13 means provided for "dry" rescue from a vessel in emergency situations.

225
3 Specific Guidance for Vessels Involved in Group Working
3.1 This section gives guidance to circumstances where the MCA may allow
equivalent safety provisions if they are considered appropriate. In all
circumstances it is for the owner/managing agent to make application and
present the case for the acceptance of the equivalent safety standard via the
Certifying Authority.
3.2 Where two or more boats are operating in close proximity under the supervision
of a single control and satisfactory communications are provided between all
boats and the shore then single man operations may be accepted and the
requirement for all boats to carry inflatable liferafts and the other safety
equipment required by this code may be waived.
3.3 For the operation as a whole the following safety equipment meeting the
standards of this Code should be provided:
.1 rescue/retrieval equipment - arrangements will need to be suitable for
the overall operation;
.2 a minimum of 2 lifebuoys/ or 2 throwing lines and quoits;
.3 2 red hand flares and 2 orange smoke flares; and
.4 a fixed or portable VHF radio.
.5 Other equipment as considered necessary for the particular operation,
by the Administration.

3.4 Lifejackets/buoyancy aids are to be worn at all times. For operations where
buoyancy aids may be considered more practical, their use may be accepted
based on alternatives stated in section 2 above.
3.5 The support or lead vessel(s) should carry on board the following equipment.
.1 An anchor of sufficient mass for the size of the vessel and sufficient cable
for the area of operation should be provided.
.2 At least one bilge pump should be provided and on fully decked vessels
a bilge alarm should be fitted. On small open or partially decked vessels
an efficient bailing system may be acceptable as equivalent to a bilge
pump, at the discretion of the Certifying Authority.
.3 A fire extinguisher meeting the requirements of section 15.2 of this Code
should be carried.
3.6 The requirements for other aspects of the Code such as construction,
weathertight integrity, machinery, electrical arrangements, steering gear, intact
stability and freeboard may be waived by the Maritime and Coastguard Agency,
if alternative arrangements suitable for the area and type of operation are
provided.
3.7 Charts and nautical publications need not be provided where the area of
operation is limited and the person in charge has demonstrated adequate local
knowledge.

226
APPENDIX 5.A

LIQUID PETROLEUM GAS INSTALLATION FOR DOMESTIC MARINE

USE

1. General Information

1.1 This guidance is based on ISO 10239 and a system constructed to the
requirements of this standard or equivalent will be acceptable as long as
additionally there is suitable gas detection equipment fitted.

1.2 Possible dangers arising from the use of liquid petroleum gas (LPG) open
flame appliances in the marine environment include fire, explosion and
asphyxiation due to leakage of gas from the installation.

1.3 Consequently, the siting of gas consuming appliances and storage containers
and the provision of adequate ventilation to space containing them is most
important.

1.4 It is dangerous to sleep in spaces where gas-consuming open-flame

appliances are left burning, because of the risk of carbon monoxide poisoning.
Signage in accordance with ISO 10239208 Should be posted.

1.5 LPG is heavier than air and if released, may travel some distance whilst
seeking the lowest part of a space. Therefore, it is possible for gas to
accumulate in relatively inaccessible areas, such as bilges, and diffuse to form
an explosive mixture with air, this is also the case with petrol vapours.

1.6 A frequent cause of accidents involving LPG installations is the use of

unsuitable fittings and improvised “temporary” repairs.

2. Stowage of Gas Cylinders

2.1 LPG cylinders, regulators and safety devices should be stowed on the open
deck (where leakage will not accumulate) or in a compartment that is vapour-
tight to the vessels interior and fitted with a vent and drain, so that gas which
may leak can disperse overboard.

2.2 The vent should be installed near the top of the gas cylinder storage locker.
The drain should be located at the bottom of the gas cylinder storage locker
and not be less than 19mm in diameter, run to the outside of the craft and
terminate 75mm or more above the 'at rest' waterline. The drain and locker
ventilation should be 500mm or more from any opening to the vessels interior.

2.3 The cylinders and associated fittings should be positively secured against
movement and protected from damage in any foreseeable event.

208
Small craft – Liquefied petroleum gas (LPG) systems

227
2.4 Any electrical equipment located in cylinder lockers should be certified safe for
use in the potential explosive atmosphere.

3. Cylinders and Attachments

3.1 Each system shall be fitted with a readily accessible, manually operated
isolating valve in the supply pressure part of the system.

3.2 In multiple cylinder installations, in addition to each cylinder shutoff valve there
should be non-return valves near the stop valves. Where there is a change over
device (automatic or manual) it should be provided with non-return valves to
isolate any depleted container.

3.3 When more than one container can supply a system, the system should not be
used with a container removed unless the unattached pipe is fitted with a
suitable gas tight plug arrangement.

3.4 Containers not in use or not being fitted into an installation should have the
protecting cap in place over the container valve.

4. Fittings and Pipework

4.1 In general, systems should comprise rigid pipes made from solid drawn copper
alloy or stainless steel tube. Steel tubing or aluminium or any materials having
a low melting point should not be used.

4.2 Connection between rigid pipe sections should be made with hard solder
(minimum melting point 450 degrees centigrade), appropriate compression or
screwed fittings are recommended for general use for pipework in LPG
installations.

4.3 Where a flexible hose is used, it must not exceed 1m in length, it should be
protected from inadvertent damage where appropriate, it should meet the
requirement of EN 1763 class 2, 3 or 4 or equivalent and be installed in a
manner that gives access for inspection along its whole length.

4.4 Pipework, where led through dedicated accommodation sleeping areas,

machinery spaces or high fire risk spaces, should be in solid piping without
joints in those spaces. The piping should pass through bulkheads with a gas
tight gland. Where the sleeping accommodation is common to the wheelhouse
or galley then joints in the system should be kept to a minimum.

4.5 It is recommended to fit a bubble leak detector in the gas outlet pipe as close
to the cylinder as possible.

5. Appliances

5.1 All appliances should be well secured to avoid movement.

5.2 All unattended appliances should be of the room sealed type, i.e. where the
gas flames are isolated in a totally enclosed shield and where the air supply
and combustion gas outlets are piped to open air.

5.3 Cookers and hobs are not considered to be unattended appliances.

228
5.4 All gas burners and pilot flames should be fitted with a flame supervision device
which will shut off the gas supply to the burner or pilot flame in the event of
flame failure.

5.5 Heaters of a catalytic type should not be used.

6. Ventilation

6.1 The ventilation requirements of a space containing an LPG appliance should

be assessed against an appropriate standard (e.g. Annex B of ISO 10239) and
should take into account gas burning equipment and persons occupying that
space.

6.2 Where ventilators required for LPG appliances in intermittent use can be
closed, there should be appropriate signs at the appliance warning of the need
to have those ventilators open before the appliance is used.

7. Gas Detection

7.1 Suitable means for detecting the leakage of gas should be provided in a
compartment containing a gas-consuming appliance or in any adjoining space
or compartment into which the gas, of greater density than air, may seep.

7.2 Gas detectors heads should be securely fixed in the lower part of the
compartment in the vicinity of the gas-consuming appliance and other space(s)
into which gas may seep. In areas where the detector head is susceptible to
damage in the lowest part of the compartment (e.g. machinery space bilge) the
detector head should at least be fitted below the lowest point of ignition.

7.3 A gas detector system of a suitable type should, preferably, be actuated

promptly and automatically by the presence of a gas concentration in air of not
greater than 0.5 per cent (representing approximately 25 per cent of the lower
explosive limit). The detection system should incorporate a visible and audible
alarm, which can be heard in the space concerned and the control position with
the vessel in operation.

7.4 Gas detection system components (i.e. gas detector head) likely to be in an
explosive air/gas atmosphere should not be capable of igniting that
atmosphere.

7.5 In all cases, the arrangements should be such that the detection system can
be tested frequently whilst the vessel is in service and should include a test of
the detector head operation as well as the alarm circuit, in accordance with the
manufacturer’s instructions.

7.6 The detection equipment should be maintained in accordance with the

manufacturer’s requirements.

7.7 Where open flame cooking or heating appliances are installed in or adjacent to
accommodation areas, efficient Carbon Monoxide detector(s) should be fitted
See section 14.5.7.

229
8. Emergency Action

8.1 A suitable notice, detailing the action to be taken when an alarm is given by the
gas detection system, should be displayed prominently in the vessel.

The information given should include the following:

.1 The need to be ever alert for gas leakage; and

.2 When leakage is detected or suspected, all gas-consuming appliances

should be shut off at the main supply from the container(s). NO
SMOKING should be permitted until it is safe to do so (i.e. the gas
leakage has been eliminated and the spaces fully ventilated)

.3 NAKED LIGHTS SHOULD NEVER BE USED AS A MEANS OF

LOCATING GAS LEAKS.

9. Owner/Managing Agent Testing and Maintenance

9.1 It is strongly recommended that LPG systems are tested for leakage regularly.
All connections should be checked by;

.1 routine observation of the bubble leak detector, if fitted,

.2 observation of the pressure gauge for pressure drop with the appliance
valves closed and cylinder valve opened then closed (if fitted with gauge
on supply pressure side),

.3 visual inspection,

.4 manual leak testing, (without breaking into the system)

.5 testing with soapy water or detergent solution (with appliance-burner

valves closed, and cylinder and system valves open). CAUTION – Do
not use solutions containing ammonia.

.6 if leakage is present, close the cylinder valve and have the system
repaired before further use. WARNING – NEVER USE A NAKED
FLAME TO CHECK FOR LEAKS.

.7 Personnel involved in the installation, maintenance, servicing or

repairing of gas systems on boats must hold a current ‘Gas Safe Marine’
Technician qualification or equivalent.

230
APPENDIX 5.B
INFORMATION FOR FIRED HEATING APPLIANCES

1. The following information should be held on board:

.1 Instruction to read the heating appliance manual;

.2 Instruction to ensure heater's cool down cycle is not interrupted;

.3 Instruction for turning off heater fuel supply if manual valve is fitted;

.4 Instruction for refuelling and type of fuel used;

.5 Specify service intervals if required; and

.6 Warnings and cautions with at least the following information:

- Heater exhaust components maybe hot during and directly after heater
operation;
- Ensure exhaust outlets are not obstructed while heater is in operation;
- The air temperature at heater outlet maybe hot;
- Ensure all heater outlets or intakes are kept clear during heater
operation;
- Turn heater off during refuelling.

.7 Instruction on action to be taken in the event of carbon monoxide alarm

being initiated.

231
APPENDIX 6

MARINE POLLUTION PREVENTION INFORMATION

1. MARPOL Requirements - Oil Pollution

1.1 Discharge Limits and Equipment ON BOARD

1.1.1 Vessels should, as far as practicable, retain on board oil or oily mixtures for
discharge in accordance with 1.3 below, or discharge them in accordance with
the requirements of 1.1.2 and 1.2 below. (Reference: Annex I of MARPOL, Reg
14.4.)

1.1.2 Where oil and oily mixtures are to be discharged into the sea they should be
discharged in accordance with the following provisions:

.1 the ship is proceeding en route; and

.2 the ship has in operation equipment approved by that Administration that

ensures that the oil content of the oil or oily mixture without dilution does
not exceed 15 parts per million (ppm)*;
(Reference: Annex I of MARPOL, Reg 15.6)

Note: * Refer to 1.1.2.2, the MCA may consider accepting equipment approved
in accordance with the IMO’s relevant Resolutions for type approval of the filter,
the 15 ppm alarm and the automatic stopping device in meeting the requirement
of 1.1.2.2 of this Appendix 6.

1.2 Antarctic Area.

1.2.1 Oil or oily mixtures shall not be discharged in this area.

1.3 Retention of Oil or Oily Mixtures on Board

1.3.1 Where oil or oily mixtures cannot be discharged into the sea in compliance with
paragraph 1.1, it shall be retained on board or discharged ashore to reception
facilities.
(Reference: Annex I of MARPOL, Reg 15.9)

1.4 Chemicals

1.4.1 No discharge into the sea shall contain chemicals or other substances in
quantities or concentrations which are hazardous to the marine environment or
chemicals or other substances introduced for the purpose of circumventing the
conditions of the allowed discharge.
(Reference: Annex I of MARPOL, Reg 15.8)

232
1.5 Cleaning Agents and Additives

1.5.1 Only cleaning agents and additives used to wash down cargo hold, deck and
external surfaces, which are not classified as harmful to the marine
environment (HME), may be discharged.

(Reference: Annex V of MARPOL, Reg 6.1.2.1, 4.2 and 6.2)

1.6 Exceptions

1.6.1 The above shall not apply to:

1.6.1.1 the discharge into the sea of oil or oily mixture necessary for the purpose of
securing the safety of a ship or saving life at sea; or

1.6.1.2 the discharge into the sea of oil or oily mixture resulting from damage to a ship
or its equipment:

1.6.1.2.1 provided that all reasonable precautions have been taken after the occurrence
of the damage or discovery of the discharge for the purpose of preventing or
minimising the discharge; and

1.6.1.2.2 except if the owner or the Master acted either with intent to cause damage, or
recklessly and with knowledge that damage would probably result; or

1.6.1.3 the discharge into the sea of substances containing oil, approved by the
Administration, when being used for the purpose of combating specific pollution
incidents in order to minimize the damage from pollution. Any such discharge
shall be subject to the approval of any Government in whose jurisdiction it is
contemplated the discharge will occur.

(Reference: Annex I of MARPOL, Reg 4)

1.7 Special Areas (MARPOL Annex I, Regulation 1.11)

1.7.1 For the purpose of this Appendix, the special areas are the Mediterranean Sea
area, the Baltic Sea area, the Black Sea area, the Red Sea area, the `Gulfs
area'', the Gulf of Aden area, the Antarctic area, the North-West European
waters, and the Oman area of the Arabian Sea, which are defined as follows:

.1 The Mediterranean Sea area means the Mediterranean Sea proper including
the gulfs and seas therein with the boundary between the Mediterranean
and the Black Sea constituted by the 41N parallel and bounded to the west
by the Straits of Gibraltar at the meridian of 536' W.

.2 The Baltic Sea area means the Baltic Sea proper with the Gulf of Bothnia,
the Gulf of Finland and the entrance to the Baltic Sea bounded by the parallel
of the Skaw in the Skagerrak at 5744.8' N.

.3 The Black Sea area means the Black Sea proper with the boundary between
the Mediterranean and the Black Sea constituted by the parallel 41N

233
.4 The Red Sea area means the Red Sea proper including the Gulfs of Suez
and Aqaba bounded at the south by the rhumb line between RassiAne
(1228.5' N, 4319.6' E) and HusnMurad (1240.4' N, 4330.2' E).

.5 The Gulfs area means the sea area located north-west of the rhumb line
between Ras al Hadd (2230' N, 5948' E) and Ras al Fasteh (2504' N,
6125' E).

.6 The Gulf of Aden area means that part of the Gulf of Aden between the Red
Sea and the Arabian Sea bounded to the west by the rhumb line between
RassiAne (1228.5' N, 4319.6' E) and HusnMurad (1240.4' N, 4330.2' E)
and to the east by the rhumb line between RasAsir (1150' N, 5116.9' E)
and RasFartak (1535' N, 5213.8' E).

.7 The Antarctic area means the sea area south of latitude 60 S.

.8 The North West European waters include the North Sea and its approaches,
the Irish Sea and its approaches, the Celtic Sea, the English Channel and
its approaches and part of the North East Atlantic immediately to the west of
Ireland. The area is bounded by lines joining the following points:

4827' N on the French coast;

4827' N, 625' W;
4952' N, 744' W;
5030' N, 12 W;
5630' N, 12 W;
62 N, 3 W;
62 N on the Norwegian coast;
5744.8' N on the Danish and Swedish coasts.

.9 The Oman area of the Arabian Sea means the sea area enclosed by the
following co-ordinates:

22°30.00' N, 59°48.00' E;
23°47.27' N, 60°35.73' E;
22°40.62' N, 62°52.29' E;
21°47.40' N, 63°22.22' E;
20°30.37' N, 62°52.41' E;
19°45.90' N, 62°25.97' E;
18°49.92' N, 62°02.94' E;
17°44.36' N, 61°05.53' E;
16°43.71' N, 60°25.62' E;
16°03.90' N, 59°32.24' E;
15°15.20' N, 58°58.52' E;
14°36.93' N, 58°10.23' E;
14°18.93' N, 57°27.03' E;
14°11.53' N, 56°53.75' E;
13°53.80' N, 56°19.24' E;
13°45.86' N, 55°54.53' E;
14°27.38' N, 54°51.42' E;
14°40.10' N, 54°27.35' E;
14°46.21' N, 54°08.56' E;
15°20.74' N, 53°38.33' E;
15°48.69' N, 53°32.07' E;

234
 16°23.02' N, 53°14.82' E;
16°39.06' N, 53°06.52' E.

.10 The Southern South African waters means the sea area enclosed by the
following co-ordinates:

31°14’ S; 017°50’ E
31°30’ S; 017°12’ E
32°00’ S; 017°06’ E
32°32’ S; 016°52’ E
34°06’;S 017°24’ E
36°58’ S; 020°54’ E
36°00’ S; 022°30’ E
35°14’ S; 022°54’ E
34°30’ S; 026°00’ E
33°48’ S; 027°25’ E
33°27’ S; 027°12’ E

2 Garbage placards
This section contains sample placards to be displayed on board a ship over 12 metres in
length overall to notify the crew and passengers of the disposal requirements set out in
regulations 26 to 28 and regulation 30 of the Merchant Shipping (Prevention of Pollution by
Sewage and Garbage from Ships) Regulations 2008 (SI 2008 No.3257), and in the
International Convention for the Prevention of Pollution from Ships, 1973 (MARPOL), Annex
V.
Small Workboat and Pilot Boats operating around the UK coast may use Garbage Placard 1,
on the page below, until the UK regulations are amended to reflect the amendments to
MARPOL Annex V.

235
GARBAGE PLACARD 1

Owners of Small Workboat and Pilot Boats operating in countries other than the UK are
strongly recommended to display Garbage Placards 2 and 3 which reflect the international
requirements.

236
GARBAGE PLACARD 2 – sample placard targeting crew and shipboard operations

-------------------------------------------------------------------------------------------
GARBAGE PLACARD 3 – sample placard targeting passengers

237
APPENDIX 7
SAFETY MANAGEMENT SYSTEM
1. INTRODUCTION

The purpose of this Appendix is to provide guidance on how to develop and

implement an effective safety management system for coded vessels up to
500GT, where full certification to the International Safety Management Code is
not a requirement.

2. GENERAL

Each operator should create a safe working environment, which should include
the following:

2.1 A Safety and Environmental Protection Policy.

This must address the issues of health, safety and the environment as they
affect the company and its staff, both ashore and afloat. Such a policy might
read along the following lines:

"The policy of (name of Company/Owner) is to conduct its activities taking full

account of the health and safety of its employees and of all persons using or
connected with the Company/Owner and with due regard for the protection of
the environment. In implementing this policy, (name of Company/Owner) will
ensure that the [vessel] is, at all times, properly maintained and operated by
qualified personnel in full compliance with relevant legislation. In particular the
[Company/Owner] will carry out an assessment of the risks to the health and
safety of workers and others affected by [the undertaking], and will take the
necessary measures to minimise the risks identified."

2.2 Risk Assessment

The owner /managing agent should develop an effective Risk Assessment

system which will systematically identify risks to personnel, vessels and the
environment. The outcomes from the risk assessment system will inform the
development of safe systems of work.

The system should be simple to understand and implement such that Masters
and crewmembers can carry out effective risk assessments, taking into account
any deviations from the ‘normal’ method of operation. Further guidance can be
found in Chapter 1, the Code of Safe Working Practices for Merchant Seafarers.

2.3 The owner/managing agent is recommended to develop and implement a

Shipboard Oil Pollution Emergency Plan (SOPEP) to the same standard as the
garbage management plan and to integrate it with the Health and Safety
Protection Policy.

2.4 Procedures to ensure safe operation of vessels in compliance with the

regulations and rules.

The regulations and rules, not addressed by this Code of Practice, which apply
to all vessels include, but are not limited to:

238
 • International Regulations for Preventing Collisions at Sea;
• Local Navigation Rules;
• National health and safety regulations;
• The Code of Safe Working Practices for Merchant Seafarers;
• All relevant national shipping or guidance notices.

2.4.1 The company should draw up simple procedures to ensure that safe working
practices are carried out in the operation of the vessel. These may be in the
form of checklists which can be followed by all personnel.

2.4.2 For some vessels, it might be appropriate to have permanently exhibited

checklists, e.g. in the wheelhouse for navigational items. Alternatively, in a
smaller vessel, the record could take any suitable form such as a diary as
distinct from a specially printed logbook. Whatever form the record takes, such
entries should be accepted as evidence of compliance with the ON BOARD
PROCEDURES requirements.

2.5 Lines of communication between personnel, ashore and afloat.

Responsibility and authority of each employee should be clear. This may be

best illustrated in a simple diagram, showing who reports to whom.

2.6 Procedures for reporting accidents.

The requirement for reporting accidents should be well understood by all

personnel and in so doing improve the safety culture practiced on board.

2.7 Procedures for responding to emergency situations.

There should be clearly stated procedures for responding to emergency

situations. These may include but not be limited to:

• fire
• collision
• grounding
• violent act
• main propulsion or steering failure
• man overboard

Checklists may be useful in this regard.

3. HEALTH AND SAFETY PROTECTION POLICY

One or more competent persons should be delegated to take responsibility for

health and safety, and that person/persons should be clearly identified. It is
the responsibility of the owner/managing agent to ensure that the policy is
complied with, and that the responsibilities are understood.

The company/owner should develop a policy on prevention of alcohol and drug

abuse.

All personnel both ashore and afloat have a duty to take care of themselves
and other persons who may be affected by their acts or omissions.

239
 It is essential that, in the event of an emergency, there is the ability to
communicate with the emergency services via a shore base. The shore base
may be the company office ashore, the local Coastguard, Police or Fire Station,
or another office as may be agreed between the vessel and the shore base.

4. RESPONSIBILITIES

The Master must have authority at all times to make decisions with regard to
the safety of the vessel and the persons on board. To ensure that there is no
ambiguity regarding the authority of the Master, there should be a simple written
statement to this effect.

5. PERSONNEL AND TRAINING

All personnel should receive training appropriate to the tasks they undertake.
It is the responsibility of the company/owner to ensure that this training is given,
and that the personnel have an understanding of the relevant regulations and
rules.

As a minimum, this means:

• for the Master, the relevant qualifications;

• for the crew, relevant qualifications and any additional training
appropriate to their designated duties.

Prior to the first occasion of working on the vessel, each employee must receive
appropriate familiarisation training and proper instruction in on board
procedures. This should include, but not necessarily be, limited to:

• mooring and unmooring;

• launching and recovery of survival craft;
• evacuation from all areas of the vessel;
• donning of lifejackets; and
• use and handling of fire-fighting equipment.

6. ON BOARD PROCEDURES

Simple procedures should be developed for the operation of the vessel. These
should include, but not be limited to:

• testing of equipment, including steering gear, prior to commencing a

passage;
• navigation and handling of the vessel;
• maintenance routines;
• bunkering operations;
• watertight/weathertight integrity;
• stability of the vessel;
• conduct of passengers and crew while on board;
• emergency towing (may be in a separate document);
• safe use and qualification of users for personal watercraft.

240
7. PREPARATION FOR EMERGENCIES

The potential emergencies likely to be encountered by the vessel should be

considered. Exercises should then be carried out in the handling of these
emergencies and evacuation from the vessel.

Where possible, all personnel should be involved in these exercises, both

ashore and afloat.

The roles and responsibilities of all personnel in an emergency situation should

be defined.

The exercises should be recorded. The names of those who participated should
also be recorded.

8. REPORTING OF ACCIDENTS

Vessels operating under this Code are required to report any accidents to the
Administration and the company must therefore have a procedure in place.
Additionally, all accidents and near accidents should be recorded and reported
to the owner/managing agent, who should implement corrective action, with the
aim of improving safety.

9. MAINTENANCE OF THE VESSEL AND EQUIPMENT

Maintenance of the vessel and equipment is an essential ingredient of safety

management. The equipment should be checked and tested daily when in use,
in addition to the tests referred to in the ON BOARD PROCEDURES section of
the Code.

There should be procedures for a more detailed inspection and maintenance

programme of the vessel and equipment.

The frequency of the inspections should be determined by the owner/managing

agent, but every event should be recorded.

A checklist could be employed as an aide memoir for the inspection of

equipment.

10. REVIEW

Every company/owner should undertake a review of the safety management

system of all vessels at least once in every three years.

241
APPENDIX 8
ALTERNATIVE COMPLIANCE STANDARDS FOR RIGID INFLATABLE
BOATS AND OPEN BOATS WISHING TO OPERATE OUTSIDE THE
HOURS OF DAYLIGHT WITHIN AREA CATEGORY 3 OR 5

The following are interpretations of the guidance provided by Figure A8.1. Section 4.5.2.3 refers:

‘a secondary means of propulsion with totally independent systems’ means a second means of
propulsion should be provided that can be used to enable the vessel to return to a safe haven. This
could mean a small outboard motor, provided it has adequate power to propel the vessel through the
anticipated conditions likely to be encountered and while laden with the maximum certified persons
and/or cargo.

‘daylight’ means one hour before sunrise until one hour after sunset. In tropical waters this is to be from
sunrise to sunset.

‘full risk assessment’ means a written risk assessment that fully considers all risks that the vessel and
persons on board could reasonably expect to encounter during the operation outside of the hours of
daylight. Mitigation to reduce the risks to the vessel, where possible, should be provided.

‘wearing of a lifejacket’ means that all persons on board should wear an approved lifejacket in
accordance with the requirements of the Codes of Practice. Where additional personal exposure
protection clothing is worn, the lifejacket should be suitable to be worn with that clothing. The lifejacket
should be fitted with a light.

‘carrying of personal exposure protection clothing’ means all persons on board should have available
on board a dry suit, a floatation suit meeting EN ISO 15027-1 or other suitable foul weather clothing.
MCA strongly recommends that this should not include the use of an immersion suit which is designed
only for emergency situations – for example, SOLAS immersion suits are not considered appropriate
for this purpose. Warm head wear should be provided and where the protective clothing is not insulated
but is waterproof, warm clothing should also be available to wear beneath it.

‘wearing of personal exposure protection clothing’ means all persons on board should wear a dry suit,
a floatation suit meeting EN ISO 15027-1 or other suitable foul weather clothing. MCA strongly
recommends that this should not include the use of an immersion suit which is designed only for
emergency situations – for example SOLAS immersion suits are not considered appropriate for this
purpose. Warm head wear should be provided and where the protective clothing is not insulated but is
waterproof, warm clothing should also be worn beneath it.

1. Certification

1.1 The Certificate that the vessel is issued with should be endorsed with “Restricted Category 3”.
The additional operational limitations and requirements as per Figure A15.1, and any further
conditions considered necessary by the Certifying Authority, should be included within the
‘conditions’ section of the Certificate.

2. Manning

2.1 The minimum Master qualification for operation outside the hours of daylight is a commercially
endorsed RYA/DfT Advanced Powerboat Certificate with 12 months relevant experience for
operations up to 3nm from a safe haven, and with 2 years relevant experience for operations
up to 10nm from a safe haven. Minimum manning requirements should be endorsed within the
‘conditions’ section of the Certificate for clarity to the owner/managing agent.

242
 Figure A8.1 Acceptance Matrix for Restricted Category 3 RIBs and Open Boats without a Permanent Substantial Enclosure.
Daylight & RESTRICTED CATEGORY 3 Un-restricted
Favourable 24/7 (without a Permanent Substantial Enclosure) operation
Weather Distance Distance (Higher
(Lower Service Favourable Weather1 & Service Area)
from a safe Favourable Weather209 & NO Weather Restriction & from a safe
Area) haven NO Seasonal Restrictions NO Seasonal Restrictions haven
Seasonal Restrictions210

Up to 20nm
Up to 20nm

NOT PERMITTED NOT PERMITTED NOT PERMITTED

CATEGORY 4
From a Safe

1. All vessels to have a secondary

Haven

Up to 10nm

1. Carrying of personal means of propulsion with totally

Up to 10nm

CATEGORY 3
exposure protection clothing. independent systems.
To be worn at the discretion of 2. Full Risk Assessment.
the Master. 3. Carrying of personal exposure
NOT PERMITTED
2. Wearing of lifejackets. protection clothing. To be worn at the
discretion of the Master.
4. Wearing of lifejackets.
1. All vessels to have a secondary
means of propulsion with totally
CATEGORY 6

CATEGORY 5
From a Point

From a Point
of Departure

of Departure

1. Carrying of waterproof and 1. Carrying of waterproof and warm independent systems.

Up to 3nm

Up to 3nm
warm clothing. To be worn at clothing. To be worn at the discretion of 2. Full Risk Assessment.
the discretion of the Master. the Master. 3. Carrying of personal exposure
2. Wearing of lifejackets. 2. Wearing of lifejackets. protection clothing. To be worn at the
discretion of the Master.
4. Wearing of lifejackets.

209
"Favourable weather" with respect to a small vessel means conditions existing throughout a voyage or excursion in which the effects either
individually or in combination of swell, height of waves, strength of wind and visibility cause no hazard to the safety of th e vessel,
including handling ability.
In making a judgement on favourable weather, the Master should have due regard to official weather forecasts for the service area
of the vessel or to weather information for the area which may be available from the Coastguard or similar coastal safety organisation;
210
Seasonal Restrictions – Restricted to operation between 1st April and 31st October.
APPENDIX 9
FIRE TEST FOR FRP

1. Heat Source

1.1 The heat source for the fire test should be provided by a Butane or Propane
fuelled Bunsen or Tirril burner with a nominal 9.525mm (3/8inch) inside
diameter tube adjusted to give a pre-mixed air/gas flame of 38.1mm (1½ inch)
length. The minimum temperature measured in the centre of the flame with a
calibrated thermocouple pyrometer must be 843.33oC (1550oF).

2. Specimen

2.1 The specimen should be 500mm x 500mm. The edges of the specimen should
be housed in a steel frame sufficiently to prevent them igniting during the test.
The specimen should be cured for at least 7 days at ambient temperature or 1
day at ambient temperature and 16 hours at 400c before testing. The lay-up of
the panel should be representative of the structure being considered.

3. Test Procedure

3.1 The specimen should be oriented vertically in a draft free location. The flame
should impinge on the centre of the specimen with the flame normal to its
surface. The surface of the specimen affected by the fire risk should be exposed
to the flame at a set distance of 19.1mm (¾ inch) from the end of the burner
tube. The flame should not burn through the specimen within 15 minutes.

244
APPENDIX 10

IGNITABILITY TEST FOR COMBUSTIBLE MATERIAL

1. Test Specimens

1.1 One specimen is to be prepared

1.2 The specimen is to be a minimum of 150mm x 150mm and of the thickness

which is used on the vessels, together with any facing with which it is normally
covered.

2. Conditioning of Test Specimens

2.1 The conditioning atmosphere should have a temperature of 20 ± 20°C and

relative humidity of 65 ± 2%.

2.2 The specimen should be laid flat, in the conditioning atmosphere for a period
of 24 hours, or for a sufficiently longer period in order to ensure that the mass
of the specimen shows no progressive change greater than 0.25% when it is
determined at intervals of 2 hours.

3. Atmosphere for Testing

3.1 The test is to be conducted in an atmosphere the same as for conditioning the
specimen, or within 2 minutes of removal from the conditioning atmosphere.

3.2 Appropriate measures should be taken to prevent draughts in the vicinity of the
testing equipment when testing is in progress.

4. Testing Procedure

4.1 Source of Ignition

The source should be obtained by using a burner consisting of a copper tube

having a length of 150mm and inside and outside diameters of 5mm and 6mm
respectively connected by a plastic or rubber tubing to a gas tap supplying
natural gas. The copper tube is to have no opening for the supply of air.

4.2 Height of Flame

Before the test takes place the burner flame is to be adjusted to a height of
32mm.

4.3 Test Procedure

4.3.1 Place the specimen horizontally on a metal tripod stand with the upper surface
of the specimen facing downwards (i.e. with normally exposed face on
underside) such that the height of this surface of the specimen is approximately
8mm below the top of the burner flame. Apply the burner flame at right angles
to the plane of the specimen in the centre of specimen. After one minute the

245
 burner flame is to be removed clear of the specimen and the time in seconds
to extinction of any flaming is to be recorded.

4.3.2 The test in paragraph 4.3.1 is to be repeated after any flaming or smouldering
has ceased and the temperature of the specimen has returned to normal except
that the centre of the burner flame is to be positioned at the midpoint of any
edge of the specimen. Again the time in seconds to extinction of any flaming
after the removal of the burner is to be recorded.

5 Pass Criteria

An insulation is deemed to be "not readily ignitable" when any flaming of the

test specimen ceases within 20 seconds of the removal of the burner.

246
APPENDIX 11
STABILTIY INFORMATION BOOKLET CONTENTS

The outlines of the required stability information are set out in MSN 1752, schedule 6.

A Model Stability Information Booklet specifically for workboats is not available but sufficient
information exists to enable the creation of one, using the guidance below.

It should be remembered that the primary purpose of the Stability Information Booklet is to
assist the vessel’s master and operator to use the vessel safely. Its secondary function is to
enable a Naval Architect / consultant to confidently assess the stability characteristics of the
vessel based on easily obtainable draft and loading data. It should not be used as a repository
for superfluous data (as is often the case with automatically generated reports: Naval
Architects should select the automated populating criteria appropriately). A competent Naval
Architect should be able to compile a full stability book for most vessels which is less than 60
pages – including damaged survivability and crane operating conditions.

Where limiting KG curves / data is included including instructions on their use, and the vessel
is of certain types (for example pontoon barges with no below deck tankage or loadable
spaces, or propelled vessels with very limited possibilities of loading, or a dedicated pilot
boat), it may be acceptable, at the discretion of the Certifying Authority, not to include a GZ
curve and GZ based stability analysis for each example loading condition. In this case it would
be sufficient to indicate the deadweight items, locations, and free surface moments etc., used
in the loading condition; to calculate the final draught trim and heel; to demonstrate that the
condition is compliant with the limiting KG requirements; and demonstrate the size of margin
available. Crane conditions would need to show compliance with KG requirements (upright)
and the resulting heel angle / minimum freeboard.

The Booklet should include the items below where applicable:

SCHEDULE of CONTENTS Notes

Front Cover Name of vessel It should cover all
Intact stability information booklet (or essential items to assess
Intact and damaged if applicable) the provenance and
Date of issue applicability of the SIB
Version number
Name and address of Naval Architect

Contents Contents with page numbers Reports without page

numbers should not be
accepted

General Ships name General particulars to

Particulars confirm applicability of
Official number the book to the vessel,
Port of registry assess the operational
envelope and identify
Certifying Authority
responsible persons in
Number of persons carried the build and operation
Maximum weight of cargo

247
 Area of operation
Name and address of owners
Class
Material of construction
Yard number
Builder's name and address
Fitted out by (if different)
Date of build
Date of commissioning
Dimensions
Length overall
Length BP
Moulded beam
Depth
Rake of keel
Displacements: fully laden, Lightship
Draughts: fully laden, Lightship
Minimum freeboard: Lightship
Freeboard
Gross and Net tonnage
Nomenclature/Abbreviations/ Glossary Desirable but not
essential if definitions are
included

General Profile drawing - Including definition of Datums used throughout

Arrangement FP, AP, midships, base line (when not should be clearly
included above) Protocol for trims +/-ve indicated
Plan drawing. Downflooding openings
can be included in this or succeeding
section

Arrangement of Plan and profile views showing tank

Tanks and Ballast positions and position of any permanent
ballast. Can be included in GA above or
tank usage below in operating
conditions

Arrangement of An explanation of how the booklet is Booklet arranged in

Sections arranged. sections so that the most
Section 1 – Operational / stability essential matters are
information brought to the user's
Section 2 - Technical data and loading attention first. The criteria
conditions against which stability is
Section 3 - Reference information assessed should be
including Lightship and VCG derivation referenced (e.g. MGN
Basis information: 280 section 11; MGN
Name and version number of stability 437; this document (The
software used; responsible agent/cy for Safety of Small
carrying out the inclining experiment (or Workboats and Pilot

248
 VCG weight estimate in the case of Boats – a Code of
some multihulls) and supplying the Practice))
dimensions/drawings for modelling.

Section 1 Stability information

1.1 Special notes regarding the stability of
the ship, including the Intact (and
damaged if applicable) standard code
reference criteria, ie section 11.3.8 or
11.3.9 herein:
Example of static stability curve with
details of Area A, Area B, Area C, Point
X, Maximum GZ and Initial GM
Pass or fail status of the vessel and
where 11.3.9 is used as alternative
criteria
1.2 General instructions for the Master: Any modifications, minor
Keeping copy of SIB on board and in or otherwise, should be
date; loading conditions not to be advised to the CA. If
exceeded, Freeboard marks not to be necessary a SIB
immersed, record of minor addendum to the
modifications approved SIB can be
issued.
1.3 Tank usage and free surface moments
and effect on stability (where not
already included above)
1.4 General precautions against capsizing
and downflooding: Area of Operation,
Stability Criteria, Weather, Reference to
location of downflooding openings
1.5 Cargo condition summary, maximum
load, height and position. Reference to
Limiting KG data for non-standard
conditions.
1.6 Sample load condition table and
instructions for use.
1.7 Maximum VCG (KG) Curve / table with Blank calculation page/s
appropriate range of displacement and also recommended.
trim and instructions for use. Others copies can be
Example showing the use of the made.
maximum KG curve and trim
calculation.
1.8 Statement ref. maximum crane load
(kg) and maximum outreach (m) (if
applicable) and any other relevant
advice ref. crane operation, such as the
provision and use of an inclinometer

Stability data
1.9 GZ Curve - condition 1 - Fully Laden GZ curve may be omitted
Departure including critical from load the condition
downflooding angle. Data including where KG curves / data
DISP, Draft FP, Draft AP

249
 and instructions for their
use is included.
It is desirable but not
essential to include WSA,
WPA, LCB, VCB, GZ,
LCF, TCF, TCF against
heel angle 0 to 90
degrees
GZ data and assessment against
criteria - Condition 1
Stability summary, detailing required Or as modified by the
criteria, achieved criteria, margin and alternative criteria
pass/fail for following; followed (e.g. 11.6.7 of
MGN 280; Brown code)
Area 0 deg. to 30 deg.
Area 0 deg. to 40 deg. or Downflooding
Angle
Area 30 deg. to 40 deg. or
Downflooding Angle
GZ at 30 deg. or greater
Angle at GZ max
GM
Downflooding angle

1.10 GZ Curve - condition 2 - Arrival 10% GZ curve may be omitted

Consumables including critical from load the condition
downflooding angle. Data including where KG curves / data
DISP, Draft FP, Draft AP and instructions for their
use is included.
It is desirable but not
essential to include WSA,
WPA, LCB, VCB, GZ,
LCF, TCF, TCF against
heel angle 0 to 90
degrees
Stability summary, detailing required Or as modified by the
criteria, achieved criteria, margin and alternative criteria
pass/fail for following; followed (eg 11.6.7 of
MGN 280; Brown code)
Area 0 deg. to 30 deg.
Area 0 deg. to 40 deg. or Downflooding
Angle
Area 30 deg. to 40 deg. or
Downflooding Angle
GZ at 30 deg. or greater
Angle at GZ max
GM
Downflooding angle

1.11 GZ Curve, GZ data and assessment

against criteria for any other relevant

250
 load condition, for instance different
load/passenger combinations.
Limiting conditions which define the
operational envelope should be
included.
Operational conditions including any
crane usage and a condition showing
the maximum deck cargo.
Summary of pass/fail margins and
stability category for each load
condition

1.12 Freeboard and draught marks

Depth from baseline to top of deck at
midships (m)
Maximum fully laden draught at
midships (m)
Minimum freeboard at midships (m)
Position of midships (metres aft of
foreside of stem at deck level)
Diagram showing location and
dimensions of freeboard mark
Where freeboard must be calculated by
reference to Load Line Regulations
1998 (SI 1998 No. 2241), as amended
(lifting device fitted; cargo over 1000kg)
the calculation summary should be
included either here or in an appendix
(and referenced here)

Section 2 Technical Data and Loading

Conditions
2.1 Draught marks and hydrostatic datum
Drawing identifying draught marks and
datum
Determination of draughts at AP and FP
relative to Baseline from draughts read
at marks
2.2 Angles of deck edge immersion and
downflooding
Drawing identifying downflooding
openings
Table listing each downflooding point,
the area of each opening, the angle of
immersion in each loadcase
2.3 Arrangement of tanks and ballast
Drawing showing tanks and ballast
fitted
Table listing tank capacities, soundings,
fluid, location, weight, LCG, VCG, TCG
and maximum FSM
Notes on the use of Free Surface
Moments

251
 Include calculation of maximum free
surface moment
Details of ballast weight and location
Reference to baseline, forward
perpendicular, transverse origins and
+ve -ve trim

2.4 Loading condition - Departure 100%

consumables
Weights and centres table of lightship
and deadweight items, referenced to
LCG, VCG, TCG and Free Surface
Include Draught @ AP, Draught @ FP,
Mean Draught, Trim, GM solid, Free
Surface Correction GM fluid

2.5 Loading condition - Arrival 10%

consumables
Weights and centres table of lightship
and deadweight items, referenced to
LCG, VCG, TCG and Free Surface
Include Draught @ AP, Draught @ FP,
Mean Draught, Trim, GM solid, Free
Surface Correction GM fluid

Make-up of all other load conditions

which are presented in section 2 with
weights and centres table of lightship
and deadweight items, referenced to
LCG, VCG, TCG and Free Surface

Section 3 Reference information including

Lightship and VCG Derivation
3.1 Hydrostatic data - Trim Forward
(maximum envisaged in the operational
envelope)
For an appropriate range of draughts:
displacement, LCB, LCF, KB, KMT,
KML, TPC, MTC. (WPA, WSA,
dimensionless coefficients as desired
may be included though are not
necessary)

3.2 Hydrostatic data - Level Trim

For an appropriate range of draughts:
displacement, LCB, LCF, KB, KMT,
KML, TPC, MTC. (WPA, WSA,
dimensionless coefficients as desired
may be included though are not
necessary)

252
3.3 Hydrostatic data - Trim Aft (maximum
envisaged in the operational envelope)
For an appropriate range of draughts:
displacement, LCB, LCF, KB, KMT,
KML, TPC, MTC. (WPA, WSA,
dimensionless coefficients as desired
may be included though are not
necessary)

3.4 Intermediate trims should be included

where maximum trim is over 0.3m, to
enable reasonably accurate
interpolations

3.5 KN Data - Trim forward (maximum

envisaged in the operational envelope)
For an appropriate range of
displacement vs. appropriate range of
heel angle

3.6 KN Data - Level Trim

For an appropriate range displacement
vs. appropriate range of heel angle

3.7 KN Data - Trim aft (maximum

envisaged in the operational envelope)
For an appropriate range displacement
vs. appropriate range of heel angle

Intermediate KN data should be

included where maximum trim is over
0.3m, to enable reasonably accurate
interpolations

3.8 Notes on the use of KN Data

Insert hull section drawing illustrating
the relative positions of K, M, G, GZ and
B

3.9 Inclining Experiment Report

List Vessel, Type, Location, Date and
Time, Weather, Sea state, SG of water,
Condition of vessel,
Tank ullages, Persons present,
Inclining weights, Pendulum length(s)
Forward and aft draughts, mean
draught, trim
Lists of weights and centres
(VCG,LCG) to come off and to go on
Inclined displacement derived from Where lightship
draughts and trims particulars of a sister
vessel are based on a

253
 lightship check the
inclining report for the
‘lead’ sister vessel should
be included in the stability
information of the
subsequent sister/s.
List of pendulum readings
GM calculation (averaged)
Displacement, LCG, KMT, GMT, Free
Surface Correction, VCG (KG) in
inclined condition

3.10 Lightship derivation

Weights and centres table of items to
be removed
Weights and centres table of items to
be added
Weights and centres summary

3.11 Record of modifications to lightship

3.12 Crane
Crane Model
Crane Position
Load radius diagram
Including freeboard and angle of heel at
maximum heeling moment, compliance
with KG requirement
All personnel to be on deck when lifting
All principal openings to remain closed
when lifting.
Restriction on lifting over “crane” side.
Vessel to have no residual heel prior to
lift.
Variation from standard load-radius
diagram for crane.
Any additional load and outreach data
that may be relevant particularly if crane
off centreline

3.13 Damaged stability condition.

Summary of worst damaged
compartment condition and criteria
assessed against, together with pass
(or fail) margins and a sketch showing
the equilibrium waterline
Equilibrium conditions of other
damaged compartment conditions may
also be included if relevant or pass fail
margins are similar to the worst
condition.

254
3.14 Beaufort scale of Wind Speeds and
Corresponding Pressures
3.15 Metric/Imperial conversion

Appendix for Freeboard calculation to

Load Line Regulations where required
by Load Line Regulations 1998 (SI
1998 No. 2241), as
Amended, under code section 12.2.4

255
APPENDIX 12
USE OF ISO “FIRST OF TYPE” RIGHTING MOMENT CURVE

FOR STABILITY ASSESSMENT

1. Introduction

1.1 Where the stability of a Small Workboat is assessed using the righting moment
curve prepared to show compliance of the design with ISO 12217, this curve shall
be subject to verification and, if necessary, correction, as set out below.

1.2 ISO 12217 normally requires the stability to be assessed in the Minimum
Operating Condition. However, where the Loaded Displacement Mass is more
than 15% greater than the former, the stability also has to be assessed in this
heavier condition.

1.3 Where data is available for both conditions, the heavier should be used for the
purposes of this Code.

2. Stability Verification Test

2.1 The vessel to be certified shall be subjected to the stability verification test when
as close as practicable to the loading condition used for the righting moment curve
to be checked, as defined in ISO 12217. The purpose of the test is to verify that
the stability of the vessel is adequately described by the righting moment curve of
the “First of Type” used for ISO 12217 assessment. Where this is not adequately
demonstrated, this curve shall be corrected as described below before
reassessment of the stability compliance.

2.2 The test shall be conducted in calm conditions. The vessel shall be heeled to both
port and starboard as much as practicable by the application of a heeling moment
sufficient to produce a heel angle of firstly at least three degrees in either direction,
and secondly at least five degrees, i.e.: two heeling moments and four heel angles
in all. The heeling moments and angles of heel shall be recorded as precisely as
practicable.

2.3 The heeling moments shall be applied using weights that are part of the loaded
condition of the vessel, and moved through a known amount. The righting lever
deduced for that angle of heel is given by:

w.h. cos 
GZ =


where: GZ = righting lever (m)

w= mass moved to produce the heel angle (kg)
h= distance parallel to design waterline mass was moved
through to produce heeling moment (m)
= angle of heel produced (degrees)

256
 = displacement of vessel as used to derive the GZ curve
in question (kg)

2.4 Where the weights used to create the heeling moment have to be moved vertically
from their normal location in order to generate the necessary heeling moment, the
resulting measured righting moment should be corrected for the change in the
vertical centre-of-gravity of the craft. The correction = GG1sin, added to the
measured GZ when the weights were raised during the heeling test, where GG1 is
the shift in vessel VCG due to the weights moved.

2.5 The First of Type righting moment curve shall be considered acceptable for
stability assessment if the average deviation of the four values obtained at 2.3 and
corrected according to 2.4 below the righting moment curve is equal to or less than
5%. Where the deviation is above the curve, no limit shall apply.

2.6 Where the average deviation of the four values obtained at 2.3 above from the
righting moment curve is more than 5%, the First of Type righting moment curve
shall be corrected throughout the range of heel angles by an amount equal to
GG1sin , where  is any heel angle. The value of GG1 used for this correction
shall be obtained as follows:

GG1 = { (1/sin1) + (2/sin2) + (3/sin3) + (4/sin4) } / 4

where: n = difference in measured GZ from First of Type GZ curve at angle n,

for the four values obtained according to 2.2 and calculated according to 2.3
and 2.4 above.

2.7 Where the righting moment curve is modified in this way, the stability shall then be
reassessed using the requirements of chapter 11 of the Code.

257
APPENDIX 13
STANDARDS APPENDIX

Numbering refers to appropriate section reference. Standards are for reference information.
When referencing the standards for use during construction, or supply of equipment, the latest
edition should be used but the whole of the standard does not necessarily need to be met
depending on the circumstance, subject to the agreement of the Certifying Authority. Equivalent
standards may be considered subject to the acceptance of the Certifying Authority.

2 BS 5306: Part 3 Code of practice for selection, installation and maintenance of

portable fire extinguishers

4.1.4.2. ISO 11812 Small Craft. Watertight cockpits and quick-draining cockpits

4.2.2.5.2 & 4.5.2 ISO 12215-5211 Small Craft – Hull Construction and Scantlings Part 5:
Design pressures for monohulls, design stresses, scantlings determination.

ISO 12215-4 Small Craft -Hull Construction and Scantlings - Workshop and
Manufacturing

4.2.2.5.2 Seafish construction standards for 15-24m vessels

Seafish construction standards for <15m vessels

Seafish construction standards for multi-hull vessels.

4.3.2.2. ISO 11812 Small Craft. Watertight cockpits and quick-draining cockpits

4.5.2.5 ISO 6185-2 Inflatable Boats. Boats with a maximum motor rating of 4.5kW to
15kW inclusive

ISO 6185-3 Inflatable Boats. Boats with a maximum motor rating of 15kW and
greater

ISO 6185-4 Inflatable Boats. Boats with a hull length of between 8m and 24m with
a motor power rating of 15kW and greater

4.5.3.3 As above

5.1.1 ISO 12216 Small craft. Windows, portlights, hatches, deadlights and doors.
Strength and watertightness requirements.

5.9 BS MA 18 Specification for salt water piping systems in ships. Section 9

Pipework flexibility, support and installation

ISO 10497 Testing of Valves - Fire Type-Testing Requirements

211
Where this standard is applied to fibre reinforced plastic (FRP) vessels, Annex C FRP Laminate
Properties and Calculations should also be referred to. This Annex is intended to support the ISO
standard and is part of the scantling requirements of that standard.

258
 ISO 15540 Fire Resistant Hose Assemblies – Test Methods

ISO 13363 Rubber and plastics hoses for marine-engine wet-exhaust systems
– Specification, or

SAE J2006 R2 – Marine exhaust hose

IMO A.753(18) Guidelines for the Application of Plastic Pipes on Ships

7.1.7.1&2 BS EN ISO 21487 Small craft -- Permanently installed petrol and diesel fuel
tanks

7.1.7.1&2 BS EN ISO 10088 Small craft -- Permanently installed fuel systems

7.1.7.3 EN ISO 9094−2 Small craft — Fire protection — Part 2: Craft with a hull length
of over 15 m

ISO 11105 Small craft — Ventilation of petrol engine and/or petrol tank
compartments

7.1, 7.3.1.2, 7.3.1.3 & 7.4.1 ISO 10088 Small Craft. Permanently installed fuel systems

ISO 13591 Small craft. Portable fuel systems for outboard motors

ISO 21487 Small craft. Permanently installed petrol and diesel fuel tanks

7.4.7 ISO 15540 Fire Resistant Hose Assemblies – Test Methods

ISO 7840 Small Craft. Fire resistant fuel hoses

8.1.4 British Marine Electrical and Electronics Association Code of Practice, 5th
Edition.

BS 8450 Code of practice for installation of electrical and electronic equipment

in ships.

BS 6883 Specification for elastomer insulated cables for fixed wiring in ships.
(Suitable for lighting, power, control, instrumentation and propulsion circuits.)

BS EN 60092-507, Electrical Installations in Ships – Small Vessels

IEC 600332-1 (all parts), Test on electrical and optical fibre cables under fire
conditions – Part 1: Test for vertical flame propagation for a single insulated
wire or cable.

IEC 600332-3-22, Test on electrical cables under fire conditions – Part -3-22:
Test for vertical flame spread of vertically mounted bunched wires or cable –
Category A.

IEC 61440, Protection against electric shock - Common aspects for installation
and equipment.

ISO 10133 Small Craft. Electrical systems. Extra-low voltage d.c. installations

ISO 13297 Small Craft. Electrical systems. Alternating current installations

259
 BS EN 28846 Small craft. Electrical devices. Protection against ignition of
surrounding flammable gases

BS EN 60079 Explosive atmospheres. Gas detectors. Performance

requirements of detectors for flammable gases

9.1.5 ISO 13929 Small craft. Steering gear. Geared link systems

ISO 10592 Small craft. Hydraulic steering systems

11. & 12. ISO 12217-1 Small craft. Stability and buoyancy assessment and
categorisation. Non-sailing boats of hull length greater than or equal to 6 metres

ISO 12217-2 Small craft. Stability and buoyancy assessment and

categorisation. Sailing boats of hull length greater than or equal to 6 metres

13.4.1 ISO 12402-2 Lifejackets, performance level 275 – Safety Requirements

BS EN 399 – Lifejackets and Personal Buoyancy Aids. Lifejacket 275

ISO 12402-3 Lifejackets, performance level 150 – Safety Requirements

BS EN 396 – Lifejackets and Personal Buoyancy Aids, Lifejacket 150

13.6 to 13.9 See Table below against section 16 of Appendix 13 for portable VHF, EPIRB
and locator beacon standards.

14.2.3.8.1 International Code for Application of Fire Test Procedures (FTP Code) –
International Maritime Organization

14.5.2 ISO 10239: Small Craft. Liquefied Petroleum Gas (LPG) system

14.2.1, 14.3.2, 14.5.3, 14.7.2 International Code for Application of Fire Test Procedures (FTP
Code) – International Maritime Organization

14.5.6 ISO 9094-1 Small Craft. Fire protection Craft with a hull length of up to and
including 15m

ISO 9094-2 Small Craft. Fire Protection Craft with a hull length of over 15m and
up to 24m

14.6 ISO 14895 Small Craft – Liquid Fuelled Galley Stoves

14.7 See above on FTP Code, Part 8

BS 5852-1 Assessment of the ignitability of upholstered furniture

14.8.5, 14.5.7, 14.6.13 BS EN 50291-1 Electrical apparatus for the detection of carbon
monoxide in domestic premises. Test methods and performance requirements

BS EN 50291-2 Electrical apparatus for the detection of carbon monoxide in

domestic premises. Electrical apparatus for continuous operation in a fixed
installation in recreational vehicles and similar premises including recreational
craft. Additional test methods and performance requirements.

260
15.4.1.3, 15.4.2, 15.5.1.3 & 15.5.2 BS EN 3 Portable Fire Extinguishers
ISO 9094-1 Small Craft – Fire Protection – Part 1 Craft with a Hull
Length of up to and including 15m
ISO 9094-2 Small Craft – Fire Protection – Part 2 Craft with a Hull
Length of over 15m

15.4.4 & 15.5.3 BS EN 1869 Fire blankets

16. For R&TTE equipment the declaration of conformity shall include standards
identified in column 3 below, for Marine Equipment Directive (MED) equipment
the MED Approval certificate shall include reference to a particular section of
the MED Annex defined in column 4. See also footnote in Section 16.2.1.

Equipment Sub-system R&TTE Declaration of MED Annex referenced

conformity to include by MED (Wheelmark)
compliance certificate
VHF DSC Portable Radio

EN 302 885-3 n/a

Fixed VHF radio installation with DSC providing radio telephony; DSC transmission and reception;
continuous watchkeeping on Ch.70; and capable of simultaneous watch on two voice channels, of
which one can be selected to be Ch.16. Where a scanning receiver provides the Channel 16
watch, Ch.16 can be prioritised and the receiver can scan only one other channel. This may be a
single unit or a combination of units
VHF DSC Transceiver EN 301 025-3 A.1/5.1

VHF DSC EN 301 033 A.1/5.2

Watchkeeping receiver
NAVTEX receiver installation with printer or appropriate display

EN 300 065 or A.1/5.3

IEC 61097-6
MF or MF/HF radio installation capable of digital selective calling, voice, narrow-band direct
printing. For an MF only installation only the parts appropriate to operation on GMDSS MF
frequencies are necessary. The installation may be a single unit or a combination of units.
Transceiver unit EN 300 373-3 + EN 338- A.1/5.10 for MF or
4 (class E) A.1/5.10 and A.1/5.5 for
MF and HF
Watchkeeping receiver EN 301 033 A.1/5.11 for MF or
A.1/5.15 for MF/HF
An approved GMDSS satellite earth station with EGC or a mini-C with EGC receiver, distress alert
capability and printer
Satellite Earth Station 1. IEC 60945 or EN A.1/5.13 or
60945 A.1/5.19
2. IEC 61097-4 or
EN 300 829, ETS
300 460, EN 301
843, or
IEC 61097-13

261
 EGC Receiver IEC 61097-4 A.1/5.4
IEC 60945 or EN 60945
Satellite emergency position indicating radio beacon (EPIRBs) operating on 406MHz. Where a
float-free type is required it shall conform to float free requirements included in the standards.
IEC 61097-2, or A.1/5.6
EN 300 066
AIS-SART

- A.1/4.55

SART

- A.1/4.18

Survival craft two-way VHF radiotelephone

EN 300 225 A.1/5.17

Personal Locator Beacons (PLB’s)

406 MHz PLB with GPS EN 302 152

and light
Class M VHF DSC ITU M.493-14
MOB with AIS and light

20.3 EN 24565 Small craft; Anchor chains

covered by BS 7160 (BS 7160:1990, EN 24565:1989,ISO 4565212:1986) –
Specification for Anchor chains for small craft

22.2.3.8.2 ISO 15085 Small craft - Guardrails, lifelines and handrails

25.4.9, 25.4.10 & 25.4.20 BS 7121:– Code of Practice for Safe Use of Cranes. This BS is
now divided in to subparts:

BS 7121-2-1 Part 2-1: Inspection, Maintenance and Thorough Examination –

General. This is intended to be read in conjunction with the appropriate sub-part(s)
of BS 7121-2 dealing with the relevant crane type(s). e.g.

BS 7121-2-4 Part 2-4: Inspection, Maintenance and Thorough Examination –

Loader Cranes

BS 7121-2-9 Part 2-9: Inspection, Maintenance and Thorough Examination –

Cargo Handling and Container Cranes

BS ISO 9928-1 Cranes – Crane Operating Manual Part 1: General

ISO 19354 Ships and marine technology — Marine cranes — General

requirements

212
Note that ISO 4564 has been withdrawn but still forms part of the BS

262
 Code for Lifting Appliances in the Marine Environment, Lloyd’s Register

26.9.5.9 See Section 16 of Appendix 13.

29.4.3.2 &.3 International Code for Application of Fire Test Procedures (FTP Code) –
International Maritime Organization

29.7.1.4 & 29.8.1.4 BS EN 13765 Thermoplastic multi-layer (non-vulcanized) hoses and

hose assemblies for the transfer of hydrocarbons, solvents and chemicals, or
EN 857 1SC Rubber hoses and hose assemblies - Wire braid reinforced
compact type for hydraulic applications – Specification.

263
APPENDIX 14
MERCHANT SHIPPING REGULATIONS THAT APPLY TO

SMALL WORKBOATS AND PILOT BOATS

This Appendix provides an indicative list of the Merchant Shipping Regulations applicable at
the time of publication of this Code. Other regulations may be in force, and may come into
force which will also apply to Small Workboats and Pilot Boats. The footnotes provide
references for further guidance and information. If this Code is not complied with, the Statutory
Instruments dis-applied in Schedule 1 to SI 1998 No. 1609 also apply. Legal advice should be
sought for clarification on whether a Statutory Instrument applies to a particular vessel. It is
the responsibility of the owner/managing agent and Master to ensure that they are complying
with the relevant applicable legislation.

SI 1957 No. 358 The Oil in Navigable Waters (Transfer Records) Regulations 1957, as
amended.

SI 1979 No. 1577 The Merchant Shipping (Returns of Births and Deaths) Regulations 1979,
as amended.

SI 1981 No. 569 The Merchant Shipping (Official Log Books) Regulations 1981, as
amended.213

SI 1987 No. 311 The Merchant Shipping (Submersible Craft Operations) Regulations 1987,
as amended.214

SI 1988 No. 1637 The Merchant Shipping (Means of Access) Regulations 1988, as
amended.215

SI 1988 No. 1638 The Merchant Shipping (Entry into Dangerous Spaces) Regulations 1988,
as amended.216

SI 1988 No. 1641 The Merchant Shipping (Safe Movement on Board Ship) Regulations 1998,
as amended.

SI 1995 No. 2498 The Merchant Shipping (Reporting Requirements for Ships Carrying
Dangerous or Polluting Goods) Regulations 1995, as amended.217, 218

213
M. 1391 – “Official Log Books”.
214
MSN 1300 – “Safety of submersible craft”.
215
MGN 337 (M+F) – “Provision of Safe Means of Access to Fishing and Other Small Vessels”.
216
MGN 423 (M) – “Entry into Dangerous Spaces”.
217
MSN 1817 (M+F) – “Consolidated European Reporting System (CERS) - Ship Arrival and Departure
Notifications and Reporting Requirements in the Event of an Accident/Incident”.
218
MGN 242 (M+F) – “Standard format and procedures for ship reporting, including reporting incidents
involving dangerous goods, marine pollutants, other harmful substances or safety”.

264
SI 1996 No. 75 The Merchant Shipping (Distress Signals and Prevention of Collisions)
Regulations 1996, as amended.219, 220, 221

SI 1996 No. 2154 The Merchant Shipping (Prevention of Oil Pollution) Regulations 1996, as
amended.

SI 1997 No. 1510 The Merchant Shipping (Tonnage) Regulations 1997, as amended.

SI 1997 No. 2367 The Merchant Shipping (Dangerous Goods and Marine Pollutants)
Regulations 1997, as amended.222, 223, 224, 225, 226, 227

SI 1997 No. 2962 The Merchant Shipping and Fishing Vessels (Health and Safety at Work)
Regulations 1997, as amended.228, 229, 230, 231

SI 1998 No. 1609 The Merchant Shipping (Small Workboat and Pilot Boat) Regulations 1998,
as amended.232

SI 2015 No. 1692 The Merchant Shipping (Code of Safe Working Practices) (Amendment and
Revocation) Regulations 2015, as amended.233, 234

SI 1998 No. 2411 The Merchant Shipping and Fishing Vessels (Health and Safety at Work)
(Employment of young Persons) Regulations 1998, as amended.235

SI 1998 No. 2771 The Merchant Shipping (Vessels in Commercial Use for Sport or Pleasure)
Regulations 1998, as amended.232

219
MSN 1781 (M+F) – “The Merchant Shipping (Distress Signals and Prevention of Collisions)
Regulations 1996”.
220
MGN 364 (M+F) – “Navigation: Traffic Separation Schemes - Application of Rule 10 and Navigation
in the Dover Strait
221
MGN 369 (M+F) – “Navigation: Navigation in Restricted Visibility”.
222
MGN 36 (M) – “(M) Document of Compliance for ships carrying dangerous goods in packaged or
dry bulk form”.
223
MGN 37 (M) – “The Merchant Shipping (Dangerous Goods and Marine Pollutants) Regulations
1997”.
224
MGN 146 (M) – “The Carriage of Packaged Cargo and Cargo Units”.
225
MSN 1706 (M) – “The Carriage of Military and Commercial Explosives - SI 1997/2367”.
226
MSN 1705 (M) – “Portable tanks, road tank vehicles and rail tank wagons for the carriage by sea of
liquid dangerous goods and liquefied gases - SI 1997/2367”.
227
MSN 1820 (M) – “The Carriage of Dangerous Goods and Marine Pollutants in Packaged Form:
Amendment 34-08 to the International Maritime Dangerous Goods (IMDG) Code”.
228
MGN 20 (M+F) – “Implementation of EC Directive 89/391: Merchant Shipping and Fishing Vessels
(Health and Safety at Work) Regulations 1997”.
229
MGN 112 (M) – “New and expectant mothers: Merchant Shipping and Fishing Vessels (Health and
Safety at Work) Regulations 1997 and Merchant Shipping (Medical Examinations) Regulations 1983”.
230
MGN 175 (M+F) – “Health and Safety Regulations for Ships: Merchant Shipping and Fishing Vessel
(Health and Safety at Work) (Amendment) Regulations”.
231
MGN 211 (M) – “Fatigue: Duties of Owners and Operators under Merchant Shipping legislation”.
232
MGN 416 (M) – “Inspection, Survey and Certification Guidance for United Kingdom Small
Commercial Vessels Operating in Foreign Waters”.
233
MIN 561 (M+F) – “Code of Safe Working Practices for Merchant Seafarers: Amendment 2017”.
234
MGN 539 (M) – “Code of Safe Working Practices for Merchant Seafarers”.
235
MGN 88 (M+F) - Implementation of EC Directive 94/33. Merchant Shipping and Fishing Vessels
(Health and Safety at Work) (Employment of Young Persons) Regulations”.

265
SI 1998 No. 2857 The Merchant Shipping and Fishing Vessels (Manual Handling Operations)
Regulations 1998, as amended.236

SI 1999 No. 336 The Merchant Shipping (Carriage of Cargoes) Regulations 1999, as
amended.237

SI 1999 No. 2205 The Merchant Shipping and Fishing Vessels (Personal Protective
Equipment) Regulations 1999, as amended.238, 239

SI 1999 No. 2722 The Merchant Shipping (Musters, Training and Decision Support Systems)
Regulations 1999, as amended.240, 241, 242

SI 2000 No. 1850 The Merchant Shipping (EPIRB Registration) Regulations 2000, as
amended.243

SI 2000 No. 3216 The Merchant Shipping (Carriage of Packaged Irradiated Nuclear etc.) (INF
Code) Regulations 2000, as amended.

SI 2001 No. 3444 The Merchant Shipping and Fishing Vessels (Safety Signs and Signals)
Regulations 2001, as amended.244

SI 2002 No. 1587 The Merchant Shipping (Diving Safety) Regulations 2002, as amended.245,
246,247

SI 2002 No. 2055 The Merchant Shipping (Medical Examination) Regulations 2002, as
amended.248

SI 2006 No. 2183 The Merchant Shipping and Fishing Vessels (Provision and Use of Work
Equipment) Regulations 2006, as amended.249, 250, 251

236
MGN 90 (M+F) – “Implementation of EC Directive 90/269/EC Merchant Shipping and Fishing
Vessels (Manual Handling Operations) Regulations 1998”.
237
MGN 107 (M) – “Carriage of Cargoes Regulations 1999”.
238
MSN 1731 (M) – “(M+F) The Merchant Shipping and Fishing Vessels Personal Protective Equipment
Regulations 1999 – see also SI 1999 No.2205 of the same name.
239
M.1428 – “Asbestos - health hazards and precautions”.
240
MGN 127 (M+F) – “Means of Recovering Casualties from the Sea When Involved in Ship to Ship
Personnel Transfers”.
241
MGN 544 (M) Life-saving Appliances – Means of Recovery of Persons from the Water by Ships and
Boats – Acceptance of Recovery Equipment
242
MGN 71 (M) – “Musters, Drills, On-board Training and Instructions, and Decision Support Systems”.
243
MSN 1816 (M+F) – “Mandatory Registration of Emergency Position Indicating Radio Beacons
(EPIRBs)”.
244
MSN 1763 (M+F) – “- The Merchant Shipping and Fishing Vessels (Safety Signs and Signals)
Regulations 2001”.
246
MGN 424 (M+F) – “Safety Responsibilities on board Dive Boats”.
247
MSN 1762 (M+F) – “The Merchant Shipping (Diving Safety) Regulations 2002”
248
MGN 264 (M) – “Medical Fitness Requirements for Those Employed on Boats Certificated under
MCA Codes of Practice, Crew of Seagoing Local Passenger Vessels and Non-seagoing Boatmasters”
249
MGN 331 (M+F) – “- The Merchant Shipping and Fishing Vessels (Provision and Use Of Work
Equipment) Regulations 2006”.
250
MGN 378 (M+F) – “Merchant Shipping and Fishing Vessels (Provision and Use of Work Equipment)
(Amendment) Regulations 2008 and Merchant Shipping and Fishing Vessels (Lifting Operations and
Lifting Equipment) (Amendment) Regulations 2008”.
251
MGN 422 (M) – “Use of Equipment to Undertake Work Over the Side on Yachts and Other Vessels”.

266
SI 2006 No. 2184 The Merchant Shipping and Fishing Vessels (Lifting Operations and Lifting
Equipment) Regulations 2006, as amended. 252

SI 2007 No. 1776 The Merchant Shipping and Fishing Vessels (Port Waste Reception
Facilities) Regulations 2007, as amended.253

SI 2007 No. 3075 The Merchant Shipping and Fishing Vessels (Control of Noise at Work)
Regulations 2007, as amended254.

SI 2007 No. 3077 The Merchant Shipping and Fishing Vessels (Control of Vibration at Work)
Regulations 2007, as amended 255, 256.

SI 2007 No. 3075 The Merchant Shipping and Fishing Vessels (Health and Safety at Work)
(Carcinogens and Mutagens) Regulations 2007, as amended 257.

SI 2008 No. 2924 The Merchant Shipping (Prevention of Air Pollution from Ships) Regulations
2008, as amended258.

SI 2009 No. 2796 The Merchant Shipping (Anti-fouling Systems) Regulations 2009, as
amended259.

SI 2008 No. 3257 The Merchant Shipping (Prevention of Pollution by Sewage and Garbage
from Ships) Regulations 2008, as amended260.

SI 2010 No. 323 The Merchant Shipping and Fishing Vessels (Health and Safety at Work)
(Biological Agents) Regulations 2010, as amended261.

SI 2010 No. 332 The Merchant Shipping and Fishing Vessels (Health and Safety at Work)
(Chemical Agents) Regulations 2010, as amended262.

252
MGN 322 (M+F) – “The Merchant Shipping and Fishing Vessels (Lifting Operations and Lifting
Equipment) Regulations 2006”
253
MGN 563(M+F) – “Guidance on the Merchant Shipping and Fishing Vessels (Port Waste Reception
Facilities) Regulations 2003 and amendments”.
254
MGN 352 (M+F) – “- The Merchant Shipping and Fishing Vessels (Control of Noise at Work)
Regulations 2007”.
255
MGN 353 (M+F) – “The Merchant Shipping and Fishing Vessels (Control of Vibration at Work)
Regulations 2007”
256
MGN 436 (M+F) – ‘WHOLE-BODY VIBRATION: Guidance on mitigating against the effects of
shocks and impacts on small vessels’.
257
MGN 356 (M+F) – “The Merchant Shipping and Fishing Vessels (Health and Safety at Work)
(Carcinogens and Mutagens) Regulations 2007”.
258
MSN 1819 (M+F) – “The Merchant Shipping (Prevention of Air Pollution from Ships) Regulations
2008”.
259
MGN 398 (M+F) – “Merchant Shipping (Anti-Fouling Systems) Regulations 2009”.
260
MSN 1807 (M+F) – “The Merchant Shipping (Prevention of Pollution by Sewage and Garbage from
Ships) Regulations 2008 – SI 2008 No. 3257”.
261
MGN 408 (M+F) – “- The Merchant Shipping and Fishing Vessels (Health and Safety at Work)
(Biological Agents) Regulations 2010”.
262
MGN 409 (M+F) – “The Merchant Shipping and Fishing Vessels (Health and Safety at Work)
(Chemical Agents) Regulations 2010”.

267
SI 2010 No. 332 The Merchant Shipping and Fishing Vessels (Health and Safety at Work)
(Working at Height) Regulations 2010, as amended263.

SI 2010 No. 737 The Merchant Shipping (Maritime Labour Convention) (Medical Certification)
Regulations 2010, as amended.

SI 2010 No. 2984 The Merchant Shipping and Fishing Vessels (Health and Safety at Work)
(Asbestos) Regulations 2010264.

SI 2010 No. 2987 The Merchant Shipping and Fishing Vessels (Health and Safety at Work)
(Artificial Optical Radiation) Regulations 2010265

SI 2016 No. 1026 - The Merchant Shipping and Fishing Vessels (Health and Safety at Work)
(Electromagnetic Fields) Regulations 2016266

SI 2011 No. 1771 The Equality Act 2010 (Work on Ships and Hovercraft) Regulations 2011.

263
MGN 410 (M+F) – “The Merchant Shipping and Fishing Vessels (Health and Safety at Work) (Work
at Height) Regulations 2010”.
264
MGN 429 (M+F) - “The Merchant Shipping and Fishing Vessels (Health and Safety at Work)
(Asbestos) Regulations 2010”
265
MGN 428 (M+F) – “The Merchant Shipping and Fishing Vessels (Health and Safety at Work)
(Artificial Optical Radiation) Regulations 2010”
266
MGN 559 (M+F) - Merchant Shipping and Fishing Vessels (Health and Safety at Work)
(Electromagnetic Fields) Regulations 2016

268
APPENDIX 15

See sample certificates on the following pages

269
 PILOT BOAT CERTIFICATE
“NAME OF VESSEL”
Unique Number
Issued under the authority of the Maritime & Coastguard Agency, an Executive Agency of the United Kingdom
Department for Transport

Name of Owner/Managing Agent

Address

Type Of Vessel
Use of Vessel Dedicated Pilot Boat
Official Number
Port of Registry
Gross Tonnage
Hull Identification Number
Maximum number of persons on board
Length Overall
Load Line Length (if LOA > 24M)
Date of Build

This is to certify that the above named vessel was examined by (CA) Approved Examiner, (Name) at (Place) from (Date)
to (Date) and found to be in accordance with the requirements of the 2 nd Edition of The Safety of Small Workboats and Pilot
Boats – A Code of Practice, published by the Maritime and Coastguard Agency of the Department for Transport.

This certificate will remain valid until (date) subject to the vessel, its machinery and systems and equipment
being efficiently maintained, with examinations and manning as required by the Code of Practice and that
any modifications or damage to the vessel is reported to the Certifying Authority and any repair is approved
as required and considered rectified by the Certifying Authority as required by the relevant part of the Code.
For limitations & Conditions please see the reverse of the certificate

Maximum loading condition Total loading of persons and equipment is not to exceed (load or
refer to SIB) in kg

Permitted area of operation (Category) (GMDSS Area)

Intermediate examination by a (CA) Authorised Examiner due before (Date)

This certificate was issued at (CA Office) on: (Date)

This certificate expires on : (Date)

Name (Name) for and on behalf of (CA) Technical Committee.

Signature: (CA) Official Stamp

This certificate is equivalent to a UK Load Line Exemption Certificate

270
Conditions and limitations: -

• To comply with the Documentation of Compliance SWB2.

• When the vessel is sold this certificate is automatically cancelled and must be returned to the
(CA) Office
• All vessels that require stability information, must carry the relevant stability information on
board the vessel

MLC Compliance Statements

This certificate is only valid for commercial operation on international voyages or voyages of more than
60 miles from a UK safe haven with seafarers on board if
(a) The vessel is certificated for category 0, 1 or 2; and
(b) The certificate is accompanied by a valid MLC inspection report demonstrating compliance.

271
 WORKBOAT CERTIFICATE
(WITH PILOT BOAT ENDORSEMENT)

“NAME OF VESSEL”
Unique Number
Issued under the authority of the Maritime & Coastguard Agency, an Executive Agency of the United Kingdom
Department for Transport

Name of Owner/Managing Agent

Address

Type Of Vessel
Use of Vessel
Official Number
Port of Registry
Gross Tonnage
Hull Identification Number
Maximum number of persons on board
Length Overall
Load Line Length (if LOA > 24M)
Date of Build
Date of last out of water examination

This is to certify that the above named vessel was examined by (CA) Approved Examiner, (Name) at (Place) from (Date)
to (Date) and found to be in accordance with the requirements of the 2 nd Edition of The Safety of Small Workboats and Pilot
Boats – A Code of Practice, published by the Maritime and Coastguard Agency of the Department for Transport.

This certificate will remain valid until (date) subject to the vessel, its machinery and systems and equipment
being efficiently maintained, with examinations and manning as required by the Code of Practice and that
any modifications or damage to the vessel is reported to the Certifying Authority and any repair is approved
as required and considered rectified by the Certifying Authority as required by the relevant part of the Code.

For limitations & Conditions please see the reverse of the certificate

Maximum loading condition Total loading of persons and equipment is not to exceed (load or
refer to SIB) in kg

Permitted area of operation (Category) GMDSS Area

Midterm examination by a (CA) Authorised Examiner due before (Date)

This certificate was issued at (CA Office) on: (Date)

This certificate expires on : (Date)

Name (Name) for and on behalf of (CA) Technical Committee.

Signature: (CA) Official Stamp

This certificate is equivalent to a UK Load Line Exemption Certificate

272
MLC Compliance Statements
This certificate is only valid for commercial operation on international voyages or voyages of more than
60 miles from a UK safe haven with seafarers on board if
(a) The vessel is certificated for category 0, 1 or 2; and
(b) The certificate is accompanied by a valid MLC inspection report demonstrating compliance.

Conditions and limitations: -

1. To comply with the Documentation of Compliance SWB2.

2. When the vessel is sold this certificate is automatically cancelled and must be returned to the (CA)
Office
3. All vessels that require stability information, must carry the relevant stability information on board
the vessel

In addition to the general requirements of the Safety of Small Workboats and Pilot Boats – A Code of
Practice, this vessel has been examined with regard to section 27.9.10 of the Code and has been found
satisfactory for use as a pilot boat in .........................................
With the carriage of not more than ............ persons (including crew)

CA Stamp/Signature/date:

273
 WORKBOAT CERTIFICATE
“NAME OF VESSEL”
Unique Number
Issued under the authority of the Maritime & Coastguard Agency of the United Kingdom Department for Transport

Name of Owner/Managing Agent

Address

Type Of Vessel
Use of Vessel
Official Number
Port of Registry
Gross Tonnage
Hull Identification Number
Maximum number of persons on board
Length Overall
Load Line Length (if LOA > 24M)
Date of Build
Date of last out of water examination

This is to certify that the above named vessel was examined by (CA) Approved Examiner, (Name) at (Place) from (Date)
to (Date) and found to be in accordance with the requirements of the 2 nd Edition of The Safety of Small Workboats and Pilot
Boats – A Code of Practice, published by the Maritime and Coastguard Agency of the Department for Transport.

This certificate will remain valid until (date) subject to the vessel, its machinery and systems and equipment
being efficiently maintained, with examinations and manning as required by the Code of Practice and that
any modifications or damage to the vessel is reported to the Certifying Authority and any repair is approved
as required and considered rectified by the Certifying Authority as required by the relevant part of the Code.

For limitations & Conditions please see the reverse of the certificate

Maximum loading condition Total loading of persons and equipment is not to exceed (load or
refer to SIB) in kg

Permitted area of operation (Category) GMDSS Area

Midterm examination by a (CA) Authorised Examiner due before (Date)

This certificate was issued at (CA Office) on: (Date)

This certificate expires on : (Date)

Name (Name) for and on behalf of (CA) Technical Committee.

Signature: (CA) Official Stamp

This certificate is equivalent to a UK Load Line Exemption Certificate

274
MLC Compliance Statements
This certificate is only valid for commercial operation on international voyages or voyages of more than
60 miles from a UK safe haven with seafarers on board if
(a) The vessel is certificated for category 0, 1 or 2; and
(b) The certificate is accompanied by a valid MLC inspection report demonstrating compliance.

Transfer of Marine Gas Oil Endorsement

In addition to the general requirements of the Safety of Small Workboats and Pilot Boats – a Code of Practice,
this vessel has been examined with regard to section 29.7 of the Workboat Code Edition 2 and has been
found satisfactory to undertake Transfer of Marine Gas Oil from Designated Fuel Oil Tanks from (name
tanks)
CA Stamp / signature / date

Conditions and limitations: -

• To comply with the Documentation of Compliance SWB2.

• When the vessel is sold this certificate is automatically cancelled and must be returned to the (CA)
Office
• All vessels that require stability information, must carry the relevant stability information on board
the vessel

275
 WORKBOAT STATEMENT OF COMPLIANCE
“NAME OF VESSEL”
Unique Number:
Issued to confirm compliance with the 2nd Edition of The Safety of Small Workboats and Pilot Boats – A Code of
Practice, published by the Maritime and Coastguard Agency of the UK Department for Transport.

Name of Owner/Managing Agent

Address

Type Of Vessel
Use of Vessel
Official Number
Port of Registry
Gross Tonnage
Hull Identification Number
Maximum number of persons on board
Length Overall
Load Line Length (if LOA > 24M)
Date of Build
Date of last out of water examination

This is to certify that the above named vessel was examined by (CA) Approved Examiner, (Name) at (Place) from (Date)
to (Date) and found to be in accordance with the requirements of the 2 nd Edition of The Safety of Small Workboats and Pilot
Boats – A Code of Practice, published by the Maritime and Coastguard Agency of the Department for Transport.

This statement of compliance will remain valid until (date) subject to the vessel, its machinery and systems
and equipment being efficiently maintained, with examinations and manning as required by the Code of
Practice and that any modifications or damage to the vessel is reported to the Certifying Authority and any
repair is approved as required and considered rectified by the Certifying Authority as required by the
relevant part of the Code.
For limitations & Conditions please see the reverse of the certificate

Maximum loading condition Total loading of persons and equipment is not to exceed (load or
refer to SIB) in kg

Permitted area of operation (Category) (GMDSS Area)

Midterm examination by a (CA) Authorised Examiner due before (Date)

This statement of compliance was issued at (CA Office) on: (Date)

This statement of compliance expires on : (Date)

Name (Name) for and on behalf of (CA) Technical Committee.

Signature: (CA) Official Stamp

This certificate is equivalent to a UK Load Line Exemption Certificate

276
Conditions and limitations: -

• To comply with the Documentation of Compliance SWB2.

• When the vessel is sold this statement of compliance is automatically cancelled and must be returned
to the (CA) Office.
• All vessels that require stability information, must carry the relevant stability information on board
the vessel.

277
 LIGHT DUTY WORKBOAT CERTIFICATE
“NAME OF VESSEL”
Unique Number
Issued under the authority of the Maritime & Coastguard Agency of the United Kingdom Department for Transport

Name of Owner/Managing Agent

Address

Type Of Vessel
Use of Vessel
Official Number
Port of Registry
Gross Tonnage
Hull Identification Number
Maximum number of persons on board
Length Overall
Load Line Length (if LOA > 24M)
Date of Build
Date of last out of water examination
Small Commercial Vessel Code or other that the
vessel is certificated to.

This is to certify that the above named vessel was examined by (CA) Approved Examiner, (Name) at (Place)
from (Date) to (Date) and found to be in accordance with the requirements of a small commercial vessel
code, or which comply with a Code or Standard which is acceptable to the Administration for the intended
purpose, and conditions and restrictions described in 25.10 of the 2 nd Edition of The Safety of Small Workboats
and Pilot Boats – A Code of Practice, published by the Maritime and Coastguard Agency of the Department
for Transport.
This certificate (may also be used for / may satisfy the requirements of) vessels issued with a certificate under
The Merchant Shipping (Vessels in Commercial Use for Sport or Pleasure) Regulations 1998 (SI 1998 No 2771)
and 25.10 of the Code named above.

This certificate will remain valid until (date) subject to the vessel, its machinery and systems and equipment
being efficiently maintained, with examinations and manning as required by the Code of Practice, subject to
the continued validity of the vessels existing certification, and that any modifications or damage to the vessel
is reported to the Certifying Authority and any repair is approved as required and considered rectified by the
Certifying Authority as required by the relevant part of the Code.
For limitations & Conditions please see the reverse of the certificate

Maximum loading condition Total loading of persons and equipment is not to exceed (load or
refer to SIB) in kg

Permitted area of operation (Category) GMDSS Area

Midterm examination by a (CA) Authorised Examiner due before (Date)

278
 This certificate was issued at (CA Office) on: (Date)
This certificate expires on : (Date)

Name (Name) for and on behalf of (CA) Technical Committee.

Signature: (CA) Official Stamp

This certificate is equivalent to a UK Load Line Exemption Certificate

MLC Compliance Statements

This certificate is only valid for commercial operation on international voyages or voyages of
more than 60 miles from a UK safe haven with seafarers on board if
(a) The vessel is certificated for category 0, 1 or 2; and
(b) The certificate is accompanied by a valid MLC inspection report demonstrating
compliance.

Conditions and limitations: -

To comply with the Documentation of Compliance SCV2.

When the vessel is sold this certificate is automatically cancelled and must be returned to the
(CA) Office.
All vessels that require stability information, must carry the relevant stability information on
board the vessel.

279
APPENDIX 16

SAVING AND TRANSITIONAL ARRANGEMENTS FOR EXISTING

VESSELS

1. This Appendix allows for some vessels to be exempted from the requirements in the rest
of this Code, as long as they meet the requirements set out in this Appendix.

2. Existing small workboats and pilot boats that are certificated under:-

2.2 the Workboat Code Edition 1 (the “Brown Code”); or,

2.3 its equivalent standard published in the technical Annex to Marine Guidance Note
(MGN) 280 (M),

do not need to comply with the requirements in the rest of this Code, and may continue
operating in compliance with those previous standards.

3. Existing vessels that are certificated under the Workboat Code Industry Working Group
Technical Standard, published in 2014 (‘the 2014 Standard’), do not need to comply with
the requirements in the rest of this Code, and may continue to operate under the 2014
Standard until their next due renewal examination after entry into force of the Workboat
Code Edition 2, or three (3) years after entry into force date of the Workboat Code
Edition 2, whichever date falls later. At the end of that period, they must phase-in to the
requirements of the Workboat Code Edition 2 in full.

4. To the extent necessary for the operation of this Appendix, the Brown Code, MGN
280(M) and the 2014 Standard are incorporated into this Code. (For the avoidance of
doubt, please note these standards are no longer recognised for new certifications, and
will not apply after the entry into force date of the Workboat Code Edition 2).

280
281