(OCEAN CRAFT)

CONTENTS

1 Foreword

2 Definitions

3 Application and Interpretation

3.1 Application

3.2 Areas of Operation

3.3 Certification

3.4 Sports Diving, Sea Angling and Other Water Based Recreational Activities

3.5 Water Based Activities

3.6 Interpretation

3.7 Certifying Authorities

3.7.2 Local Authorities appointed as Certifying Authorities

3.8 Updating of the Code

3.9 Vessels Operating in Protected Waters and/or a Restricted Service – Equivalent Safety Standards

3.10 Equivalent Standards

4 Construction and Structural Strength

4.1 General Requirements

4.2 Structural Strength

4.2.1 General

4.2.2 Construction materials

4.3 Decks

4.3.1 Weather deck

4.3.2 Recesses

4.4 Watertight Bulkheads

4.5 Inflatable Boats

4.5.1 General

4.5.2 Construction materials

4.5.3 Testing

5 Weathertight Integrity

5.1 Hatchways and Hatches

5.1.1 General requirements

5.1.2 Hatchways which are open at sea

5.2 Doorways and Companionways

5.2.1 Doorways located above the weather deck

5.2.2 Companion hatch openings

5.3 Skylights

5.4 Portlights and Windows

5.4.8 For the wheelhouse

5.5 Ventilators and Exhausts

5.6 Air Pipes

5.7 Sea Inlets and Discharges

5.8 Materials for Valves and Associated Piping

6 Water Freeing Arrangements

6.1 General

6.2 Motor Vessels

6.3 Sailing Vessels

7 Machinery

7.1 General Requirement

7.2 Diesel Engines

7.3 Petrol Engines

7.4 Installation

7.5 Engine Starting

7.6 Portable Equipment

7.7 Stowage of Petrol

8 Electrical Arrangement

8.1 General

8.2 Systems

8.3 Lighting

8.4 Batteries

8.4.1 Battery system requirements

8.4.2 Battery stowage

8.4.3 Ventilation

8.5 Cables

8.6 Hazardous Spaces

8.7 Lighting Protection

9 Steering Gear, Rudder and Propeller Systems

9.1 Steering

9.2 Rudder System

9.3 Propeller System

10 Bilge Pumping

10.1 General System Requirements

10.2 Vessels Carrying 16 or More Persons or Operating in Area Category 0 or 1

10.3 Vessels Carrying 15 or Less Persons and Operating in Area Category 2 to 6

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

10.5 Bilge Alarm

11 Intact Stability

11.1 All Vessels

11.1.1 General

11.2 Damage Survivability

11.2.2 Multihull vessels

11.3 Motor Vessels complying with Section 11.1.1.2

11.3.9 Permitted areas of operation

11.4 Motor Vessels Complying with Section 11.1.1.3

11.5 Inflatable Boats or Boats Fitted with a Buoyant Collar

11.5.1 Stability tests

11.5.2 Damage tests – inflatable boats

11.5.3 Swamp test

11.5.4 Person recovery stability test

11.6 Vessel Fitted with a Deck Crane or other Lifting Device

11.7 Vessel Engaged in Towing

11.8 Sailing Monohull Vessels Complying with Section 11.1.1.2

11.9 Sailing Monohull Vessels complying with Section 11.1.1.3

11.9.1 General

11.9.2 Vessels without external ballast keels

11.9.3 Vessels fitted with external ballast keels

11.9.4 Assessment using the RYA 'STOPS' numeral or use of SS numeral calculated by the Royal Ocean Racing Club

11.9.5 Table showing permitted areas of operation, STOPS Numerals and Design Categories for a vessel operating in area categories other than 0 or 1 and carrying 15 or less persons

11.10 Sailing Multihull Vessels

11.11 Approval of Intact and Damage Stability

11.11.1 A vessel not required to have an approved Stability Information Booklet

11.11.2 A vessel required to have an approved Stability Information Booklet

11.11.3 A vessel required to have approved damage stability information

12. Freeboard and Freeboard Marking

12.1 Sailing Vessels

12.1.1 General

12.1.2 Freeboard mark and loading

12.2 Motor Vessels

12.2.1 General

12.2.2 Minimum freeboard to downflooding

12.2.2.3 All motor vessels

12.2.3 Freeboard mark and loading

12.2.4 Inflatable boats

13 Life-Saving Appliances

13.1 General

13.2 Liferafts

13.2.1 Category 0

13.2.2 Category 1

13.2.3 Categories 2, 3, 4, 5 & 6

13.3 Lifebuoys

13.4 Lifejackets

13.5 Thermal Protective Aids

13.6 Portable VHF

13.7 406MHz EPIRB

13.8 SART

13.9 General/Fire Alarm

13.10 Pyrotechnics

13.11 Training Manual

13.12 Instruction Manual (on board maintenance)

14 Fire Safety

14.1 General

14.2 Vessels Operating in Category 0 and 1 and in any other Category Where the Total Installed Power exceeds 750 kW

14.3 Insulation

14.4 Cleanliness (and Pollution Prevention)

14.5 Open Flame Gas Appliances

14.6 Furnishing Materials

14.7 Fire Detection

14.8 Means of Escape

15 Fire Appliances

15.1 General

15.2 Vessels Less than 6 metres in Length Operating in Category 6 Waters

15.3 Open Vessels, Inflatable Boats and Boats with a Buoyant Collar up to 8m in Length not Fitted with a Substantial Enclosure

15.4 Vessels Less than 15 metres in Length and Carrying 15 or Less Persons

15.5 Vessels 15 metres or More in Length or Carrying 16 or More Persons

15.6 Provision for Fire Extinguishing in Machinery Spaces

15.7 Informative Notes

16 Radio Equipment

16.1 General Requirements

16.2 Radio Installation

17 Navigation Lights, Shapes and Sound Signals

18 Navigational Equipment

18.1 Magnetic Compass

18.2 Fluxgate Compass

18.3 Other Equipment

19 Miscellaneous Equipment

19.1 Nautical Publications

19.2 Signalling Lamp

19.3 Radar Reflector

19.4 Measuring Instruments

19.5 Searchlight

20 Anchors and Cables

20.1 General

20.2 Anchors

20.3 Cables

20.4 Towline

20.5 Operations

20.5.3 Area of Operation Category 0, 1, 2, or 3

20.5.4 Area of Operation Category 4 and 5

20.5.5 Area of Operation Category 6

21 Accommodation

21.1 General

21.1.1 Hands holds and grab-rails

21.1.2 Securing of heavy equipment

21.1.3 Access/escape arrangements

21.1.4 Ventilation

21.1.5 Hot water systems

21.2 Vessels at Sea for More Than 24 Hours

21.2.1 General

21.2.2 Ventilation

21.2.3 Lighting

21.2.4 Water services

21.2.5 Sleeping accommodation

21.2.6 Galley

21.2.7 Toilet facilities

21.2.8 Stowage facilities for personal effects

22 Protection of Personnel

22.1 Deckhouses

22.2 Bulwarks, Guard Rails and Handrails (General)

22.3 Sailing Vessels

22.4 Safety Harness

22.5 Toe Rails

22.6 Safe Seating

22.7 Surface of Working Decks

22.8 Recovery of Persons from the Water

22.9 Personal Clothing

22.10 Noise

23 Medical Stores

24 Tenders (Dinghies)

25 Requirements Specific to the Use of the Vessel Sailing Vessel Features

25.1 Storm Sails

25.2 Vessel Engaged in Commercial Towing

25.2.1 General

25.2.2 Towing arrangements

25.2.3 Weathertight integrity

25.2.4 The towed vessel or floating object

25.3 Cargo Carrying

25.4 Vessel Fitted with a Deck Crane or other Lifting Device

25.5 Non-Self-Propelled Vessel

25.5.1 General

25.5.2 Stability

25.5.3 Freeboard

25.6 Vessel Engaged as a Pilot Boat

25.6.1 General

25.6.2 A small commercial vessel engaged as a pilot boat

25.6.3 Dedicated pilot boat

26 Manning

26.1 General

26.2 Vessels Other than Those on Bare-boat Charter/Hire/lease

26.3 Vessels on Bare-boat Charter/Hire/Lease

26.4 Vessels on Skippered Charter

26.5 Vessels with Lifting Gear and Winches Associated with Lifting

26.6 Pilot Boats

26.7 Single Handed Operations

26.8 Manning of Training Vessels - Status of Trainees

27 Procedures, Certification, Examination and Maintenance

27.1 Definitions

27.2 Requirements and Procedures for Vessels to be Examined and Certified

27.3 Issue of a Certificate of Compliance Under the Code

27.4 Renewal and Annual Examinations

27.4.1 Renewal examination

27.4.2 Examination requirements other than compliance or renewal

27.4.3 Additional requirements for inflatable and rigid inflatable boats

27.5 Examination and Certification of Pilot Boats

27.5.2 Pilot boat certificate and pilot boat endorsement of a small commercial vessel certificate

27.5.3 Intermediate examination of a dedicated pilot boat

27.5.4 Annual examination by owner/managing agent

27.5.5 Procedure if a pilot boat, its machinery or safety equipment is deficient

27.5.6 Exemptions for pilot boats

27.6 Appeal Against the Findings of an Examination

27.7 Maintaining and Operating the Vessel

27.8 Other Conditions Applying to Certificates- Validity and Cancellation of Certificates

28 Vessels Operating under Race Rules

29 Clean Seas

29.1 General

29.2 Requirements for Preventing Pollution of the Sea

29.2.1 Sewage

29.2.2 Garbage

29.2.3 Oil

30 Packaged Dangerous Goods

30.1 Governing Statute

30.2 Ship Stores

30.3 General Requirements

30.4 Scuppers and Drains

30.5 Electrical Equipment

30.6 Structural Fire Protection

30.7 Fire Fighting Equipment

30.8 Crew Training

30.9 Vessel Certification

30.10 Cargo Documentation

30.11 Permitted Packaged Dangerous Goods

ANNEX 1 Extract from MGN 105 (M)

Guidelines on the Use and Fitting of Retro-Reflective Materials on Life-Saving Appliances

.1 Lifeboats and Rescue Boats

.2 Liferafts

.3 Lifebuoys

.4 Buoyant Apparatus

.5 Lifejackets

.6 Immersion Suits

.7 General Remarks

ANNEX 2 Medical Stores for Code Vessels in Area Categories 2, 3, 4, 5, and 6

Category C Stores, as Required by MSN 1768 (M+F)

ANNEX 3 The Manning of Small Vessels

1. Areas of Application

2. Minimum Qualifications of the Person in Charge of the Vessel (Skipper) and of the Additional Persons Required to be Carried on Board

2.1 General

2.2 Endorsement of Certificates

2.3 Qualifications Required

2.4 Controllers of Organised Activities

2.5 Radio Qualifications

2.6 Medical Fitness Certificates

2.7 Basic Sea Survival Course

2.8 First Aid Training

2.9 Hours of Work Provisions

2.10 Health and Safety at Work Provisions

2.11 Radar Training

3. Revalidation of Certificates and Licenses

4. Approved Engine Course

5. Stability

6. Pilot Boats

7. Single Handed Operations

8. Responsibility of the Owner/Managing Agent for Safe Manning of the Vessel

9. Keeping a Safe Navigational Watch

10. Withdrawal of Certificate of Competency or Service

TABLE 1 - Deck Manning Requirements for Small Vessels in Commercial Use

TABLE 2 - Engineering Manning Requirements for Small Vessels in Commercial Use Until 31/12/05

TABLE 3 - Engineering Manning Requirements Small Vessels in Commercial Use After 01/01/2006

ANNEX 4 Equivalence for Variations and Beachcraft

1. Guidance on the Assessment of Variations to the Standards Applied by the Code

2. Guidelines for the Safe Operation of Commercially Operated Pleasure Craft from a Beach or Harbour

3. Additional Advice for the Hiring of Personal Watercraft

ANNEX 5 Liquid Petroleum Gas Installation for Domestic Use

1. General Information

2. Stowage of Gas Cylinders

3. Cylinders and Attachments

4. Fittings and Pipework

5. Appliances

6. Ventilation

7. Gas Detection

8. Emergency Action

9. Owner/Operator Testing

ANNEX 6 MARPOL Oil Pollution Prevention Information

1. MARPOL Requirements – Oil Pollution

1.1 Discharge Limits and Equipment

1.2 Antarctic Area

1.3 Effluent Retention on Board

1.4 Chemicals

1.5 Exceptions

1.6 Special Areas (Taken from MARPOL Regulation 10)

ANNEX 7 Skippered Charter - Safety Briefing

ANNEX 8 Handover Procedures for Owners /Managing Agents Who Bare-Boat Charter a Vessel

1. Familiarisation at Handover

2. Documentation

3. Procedure on Return of the Vessel to the Owner/Managing Agent

ANNEX 9 Fire Test for GRP

1. Heat Source

2. Specimen

3. Test Procedure

ANNEX 10 Ignitability Test for Combustible Material

1. Test Specimens

2. Conditioning of Test Specimens

3. Atmosphere for Testing

4. Testing Procedure

4.1 Source of Ignition

4.2 Height of Flame

ANNEX 11 Exposure of Personnel to Potentially Harmful Noise

ANNEX 12 Use of ISO 'First of Type' Righting Moment Curve for StabilityAssessment

1. Introduction

2. Stability Verification Test

3. Maximum Steady Heel Angle for Sailing Vessels

ANNEX 13 Standards Annex

1 Foreword

1.1 The Code has been developed for application to United Kingdom (UK) vessels of up to 24 metres Load Line length which are engaged at sea in activities on a commercial basis, which carry cargo and/or not more than 12 passengers, or provide a service in which neither cargo nor passengers are carried, or are UK pilot boats.

1.2 This Code of Practice supersedes the following four Codes of Practice:-

.1 the Safety of Small Commercial Motor Vessels (Yellow Code);

.2 the Safety of Small Commercial Sailing Vessels (Blue Code);

.3 the Safety of Small Workboats and Pilot Boats (Brown Code); and

.4 the Safety of Small Vessels in Commercial Use for Sport or Pleasure Operating from a Nominated Departure Point (NPD) (Red Code). This Code draws together in one publication a rationalisation of the existing requirements contained in the previous four separate codes.

1.3 It should be noted, however, that the class of ship (or type of vessel, i.e. passenger or non-passenger), assigned to a UK vessel is very much dependent upon the terms on which those persons forming the crew have been appointed.

1.6 Compliance with the Code in no way obviates the need for vessels and/or skippers to comply with relevant byelaws made by either the local authority or the port/harbour authority for the area in which the vessel is certificated to operate. In particular, local authorities have powers to require vessels to have passenger liability and third-party insurance cover and to set the level of cover. Also, local authorities may have powers over the use of the foreshore and landing places and to issue licenses for their use.

1.7 The Code is an acceptable Code of Practice for application to vessels in accordance with the Merchant Shipping (Vessels in Commercial Use), Regulations 2003, from which it draws its authority.

1.10 The organisations involved in the harmonisation of the Codes of Practice referred to in 1.2, were as follows:

American Bureau of Shipping

Association of British Yacht Charter Companies

Association of District Councils

British Marine Federation

British Ports Association

British Sub-Aqua Club

Bureau Veritas

Burness Corlett and Partners

Det Norske Veritas

Germanischer Lloyd

Lloyd’s Register of Shipping

Maritime and Coastguard Agency

MECAL Limited

National Federation of Charter Skippers

National Federation of Sea Anglers

National Workboat Association

Professional Boatman’s Association

Registro Italiano Navale

Royal Yachting Association

The Society of Consulting Marine Engineers and Ship Surveyors

Trinity House Lighthouse Service

UK Major Ports Group

UK Maritime Pilot’s Association

Yacht Charter Association

Yacht Designers and Surveyors Association

1.11 The primary aim in developing the Code has been to set standards of safety and protection for all on-board and particularly for those who are trainees or passengers. The level of safety it sets out to achieve is considered to be commensurate with the current expectations of the general public. The Code relates especially to the construction of a vessel, its machinery, equipment and stability and to the correct operation of a vessel so that safety standards are maintained.

1.12 The over-arching principle of the harmonisation process was not to introduce wide-scale changes or enhancement to the original Codes’ standards. The Working Group was tasked by the Steering Committee to take into account the lessons learnt since the Codes were introduced

and to review the Code in line with the MCA’s Range and Risk philosophy. This Range and Risk philosophy is manifested, in this Code, through a new approach to assessing a variety of the key elements (vessels’ structural strength, stability, life saving apparatus, etc.). These have been revised upon better consideration of the control measures necessary for the safety of the vessel’s complement of persons. Clearly these measures should increase in requirement, proportionately with the increase in range of a vessel from a safehaven and/or the risks introduced by the number of persons carried on-board, or the particular type of operation that the vessel is to undertake.

1.13 It will be noted that the Code deals with the equally important subject of manning and of the qualifications needed for the senior members of the crew.

1.14 In addition, however, designers and builders of vessels will need to pay special regard to the intended area of operation and the working conditions to which a vessel will be subjected when selecting the materials and equipment to be used in its construction.

1.15 The builder, repairer or owner/managing agent of a vessel, as appropriate, should take all reasonable measures to ensure that a material or appliance fitted in accordance with the requirements of the Code is suitable for the purpose intended, having regard to its location in the vessel, the area of operation and the weather conditions which may be encountered.

1.16 The Commission of the European Communities’ general mutual recognition clause should be accepted. The clause states:- 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 a Member State of the European Community;

.2 any relevant international standard recognised for use in any Member State of the European Community;

.3 a relevant specification acknowledged for use as a standard by a public authority of any Member State of the European Community;

.4 traditional procedures of manufacture of a Member State of the European Community where these are the subject of a written technical description sufficiently detailed to permit assessment of the goods or materials for the use specified; or

.5 a specification sufficiently detailed to permit assessment for goods or materials of an innovative nature (or subject to innovative processes of manufacture such that they cannot comply with a recognised standard or specification) and which fulfil the purpose provided by the spe cified standard; provided that the proposed standard, code of practice, specification or technical description provides, in use, equivalent levels of safety, suitability and fitness for purpose.

1.17 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, it is most strongly recommended that the owner/managing agent of a vessel should take out a policy of insurance for all persons who are part of the vessel’s complement from time to time. Such insurance should provide cover against any foreseeable claims that may arise. If a policy of insurance is in force, a copy of the certificate of insurance should be either displayed or available for inspection by persons on-board the vessel.

1.18 When a vessel to which the Code is applicable is permanently based abroad and subject to Rules, Regulations and examination by the Administration of the country from which it operates, the owner/managing agent may approach a Certifying Authority with the purpose of establishing "equivalence" with the Code.

.1 "Equivalence" should be established for the construction of a vessel, its machinery, equipment, stability, correct operation and examination of the vessel.

.2 The Certifying Authority, when it is satisfied that it is appropriate to do so, may make recommendations for exemption from the Regulations and compliance with the Code in order to issue a certificate based on declaration(s) and report(s) from the administration of the country in which the vessel is permanently based.

.3 The Certifying Authority should make its recommendations to the UK Administration for approval by the Secretary of State.

1.19 The Organisations listed in 1.10 above most strongly recommend that all owners and operators of pleasure vessels, including those operated by members clubs, adopt the standards set out in the Code, or equivalent as appropriate to their operation, as guidelines on safe practice.

1.20 The Organisations listed in 1.10 above consider that the following criteria must be satisfied for member’s clubs to properly claim that their vessel or vessels are pleasure vessels within the meaning of the Regulations;

.1 The vessel or vessels must be in the ownership of the club as a legal entity, or in the joint ownership of all the members evidenced by documentation that is legally binding on parties.

vessels owned by ‘club – (registered charity)’ vessels are registered in name of a member

.2 The major and valuable items of equipment for these vessels must be similarly owned, and evidenced.

.3 The members club should be able to produce it’s own constitution, membership list and accounts to an officer of the MCA as ships documents under the provisions of section 257 of the Merchant Shipping Act 1995.

1.21 Delegation of Survey and Certification to Certifying Authorities

1.21.1 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 delegated 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, although it remains an active Certifying Authority itself.

1.21.2 The appointment 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. Certifying Authorities appointed may charge owners/operators of vessels a fee appropriate to the effort which is required from them for a vessel to be examined and certificated.

1.21.3 Certain coastal local authorities which have been able to satisfy MCA criteria have been appointed Certifying Authorities, and are therefore able to issue certificates under this Code in addition to discharging their option with regard to their boat licencing schemes. Where local authorities have declined to take appointments as Certifying Authorities, MCA has approached those Certifying Authorities which are already actively engaged on the Agency’s behalf in the examination and certification of vessels under the Codes, and these have, with their agreement, been appointed.

1.21.4 At the option of the local authority, the written agreement between the Administration and the local authority Certifying Authorities may include limited delegation of enforcement powers to the local authority. Such delegation will allow the local authority instant power to stop and detain vessels which would otherwise contravene certification in accordance with this Code.

1.22 Impact of Government Reviews and the Adventure Activities Regulations

1.22.1 The objectives for sport have been set out by Government. The principle of self-determination for sports bodies has been encouraged to the extent that when it has been necessary to impose some form of control on such bodies, the policy has usually been to encourage the bodies to adopt voluntary codes or procedures which would have the same effect as regulation.

1.22.2 In 1990, Government commissioned a review into safety in water sports. The review concluded that the current system of self-regulation developed by the governing bodies of sport is sufficient to meet their responsibility for the safety of sports participants.

1.21.3 The Code makes requirements for commercial water based recreational activities which recognise the findings of the above review. National governing bodies for sea recreational activities which have developed safety standards and examination procedures to ensure the standards are upheld can apply to the Administration to request assessment and authorisation to continue to regulate vessels complying with their scheme rather than with the provisions of the Code. The safety content of any certification will however be assessed and agreed formally before the certification is recognised.

1.23 Health and Safety Regulations

1.23.1 The owner/skipper of a vessel is responsible for the health and safety of anyone working on the vessel. When the owner/skipper employs crew, the Merchant Shipping Health and Safety Regulations apply.

1.23.2 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 safety and the safety of others.

1.23.3 Recognising that some vessels operate across the margins of the sea into inland waterways, attention is drawn to the common approach to vessel safety adopted by the major UK Inland Navigation Authorities. Owners/managing agent(s) of vessels complying with this Code and requiring them to operate in inland waterways should obtain formal clearance from the appropriate inland navigation authority. See 2.10 of Annex 3 - The Manning of Small Vessels.

2 Definitions In the Code:-

"Accommodation space" means any space, enclosed on all six 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 SCV2. The hull of the vessel should be examined out of the water at intervals not exceeding 5 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;

"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;

"Bare boat charter" means a charter for which the charterer provides the skipper 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 onboard, permanent outfit and equipment of the vessel, stores and spare gear for the vessel, crew and their personal baggage and passengers and their personal baggage, and activity related equipment;

"Category C waters" means waters designated category C waters in the Merchant Shipping (Categorisation of Waters) Regulations 1992, SI 1992 No. 2356 and Merchant Shipping Notice MSN 1758(M);

"Category D waters" means waters designated category D waters in the Merchant Shipping (Categorisation of Waters) Regulations 1992, SI 1992 No. 2356 and Merchant Shipping Notice 1758(M);

"Certificate" means the certificate appropriate to a vessel to which the Code is applied. See section 1.1;

"Certifying Authority" 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 for all vessels covered by the Code, including dedicated pilot boats are as follows:-

American Bureau of Shipping

Bureau Veritas

Burness Corlett & Partners Limited

Det Norske Veritas

Germanischer Lloyd

International Institute of Marine Surveyors

Lloyd’s Register of Shipping

MECAL Ltd

Registro Italiano Navale (Rina)

Royal Yachting Association

Society of Consulting Marine Engineers & Ship Surveyors

Yacht Designers & Surveyors Association;

"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 intercommunicating access;

"Competent harbour authority" means a body which is a competent harbour authority for the purposes of the Pilotage Act 1987 c. 21;

"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, equipment and fittings comply with the requirements of the Code. Part of the examination should be conducted when the vessel is out of the water. For vessels of similar type 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;

"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:-

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 taken from those standards as applicable; "Daylight" means one hour before sunrise until one hour after 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 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 EU Recreational Craft Directive 94/25/EC of 16th June 1994, and used for the application of relevant ISO and CEN standards. See table below;

"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 1.15;

"Existing vessel" means a vessel already in possession of a Small Commercial Vessel Certificate, issued under a previous Code of Practice, prior to the date of the Code coming into force, see 1.2;

"Favourable weather" means wind, sea and visibility conditions which are deemed by the skipper to be safe for a small vessel to operate within the limits applied to it; or, in any other case 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 skipper 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 MCA or similar coastal safety organisation;]

Forms used by Certifying Authorities are typically:-

Application for examination (SCV1)

Compliance Examination and Declaration (SCV2)

Stability Application – Motor or Sail

Small Commercial Vessel Certificate

Compliance and Declaration of a Pilot Boat

Dedicated Pilot Boat Certificate

"Freeboard" means the distance measured vertically downwards from the lowest point of the upper edge of the weathe r 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;

"Freeboard to downflooding" means the distance measured downwards from the lowest point of any downflooding opening to the waterline in still water;

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

"Immersion Suit" means a protective suit which reduces the body heatloss of a person wearing it in cold water and complies with the requirements of Schedule 10, Part 1 of MSN 1676 (M);

"Inflatable Boat" means a vessel with 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;

"Length" means the overall length from the foreside of the foremost fixed permanent structure to the aftside of the aftermost fixed permanent structure of the vessel;

"Load Line Length" means either 96% of the total length on a waterline at 85% of the least moulded depth measured from the top of the keel, or the length from the foreside of the stem to the axis of the rudder stock on that waterline, whichever is the greater. In a vessel designed with a rake of keel, the waterline on which this length is measured should be parallel to the design waterline;

"MED" means the EU Marine Equipment Directive;

"Maritime and Coastguard Agency" means the Maritime and Coastguard Agency (MCA), an executive agency of the Department for Transport;

"Members Club" means a non-profit distributing members’ sports club whose rules, in all material respects, would satisfy the requirements of Schedule 7 of the Licensing Act 1964 (even if it has no bar) and which is affiliated to a national governing body of sport recognised by one of the Sports Councils of England, Wales, Scotland and Northern Ireland’. This definition will include most RYA Affiliated Clubs.

Note: The Licensing Act 1964 lays down the requirements for clubs to obtain a registration licence for a bar supplying liquor to members and their guests. This includes reference to the management of the club by an elected committee, the power of members to convene an EGM, and a two-day minimum period before new members are admitted to membership after their application is received.

"Member State of the European Economic Area Agreement" 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;

"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 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;

"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 not in possession of a Small Commercial Vessel Certificate prior to the date of this Code coming into force, see 1.2;

"Open boat" for the application of the Code means a vessel which within its length is:- not fitted with a watertight weather deck; or is fitted with a watertight weather deck over part of its length; or 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/m anaging 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 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

"Protected Waters" means waters not categorised in Merchant Shipping (Categorisation of Waters) Regulations 1992, SI 1992 No. 2356 and Merchant Shipping Notice MSN 1758(M), but the location of which are explicitly defined and accepted as protected by the Regional Chief Surveyor of the MCA responsible for the specified UK coastal area, having regard for the safety of the small vessels which operated in those waters;

"Pleasure vessel" means a vessel so defined in the Merchant Shipping (Vessels in Commercial Use for Sport or Pleasure) Regulations 2003;

"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 taken from those standards as applicable;

"Renewal examination" means a similar examination to the Compliance examination;

"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;

"Sailing vessel" means a vessel which is designed to be navigated under wind power alone and for which any motor provided is an auxiliary means of propulsion and/or which possesses a non-dimensional ratio of (sail area) divided by (volume of displacement)2/3 of more than 7;

"Small vessel" means a vessel of less than 24 metres in load line length; Standards such as BS (British Standard), EN (European Standard accepted by the European Committee for Standardisation, CEN), IEC (International Electrotechnical Commission) and ISO (International Organisation for Standardisation) identified in the Code should include any standards which amend or replace them;

"To sea" means beyond category D waters, or category C waters if there are no category D waters;

"United Kingdom vessel" means a vessel as defined in chapter 21, section 85(2) of the Merchant Shipping Act 1995;

"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 other than a dedicated pilot boat.

3. Application and Interpretation

3.1 Application

3.1.1 Compliance with the Code satisfies the requirements of The Merchant Shipping (Small Commercial Vessels) Regulations 2003 which supersedes:-

.1 the Merchant Shipping (Vessels in Commercial Use for Sport or Pleasure) Regulations 1998;

.2 the Merchant Shipping (Small Workboats and Pilot Boats) Regulations 1998; and

.3 the Merchant Shipping (Vessels in Commercial Use for Sport or Pleasure)(Amendment) Regulations 2000. It may also be applied to vessels of the same description but registered or owned in another country when they operate from the UK. The Code applies to all monohull and multihull vessels.

3.1.2 The Regulations apply to vessels operated by proprietors’ clubs and associations whether the owner/managing agent is corporate, private or of a charitable nature.

3.1.3 Pleasure vessels are excepted from the code, and included in the definition of pleasure vessels are those vessels wholly owned by or on behalf of a members club. Reference should be made to the Regulations and to section 1 of this Code for a proper description of the conditions that need to be met for a members club to claim exception as a pleasure vessel. Where any exception to the Regulations or the Code is claimed the Administration will, if necessary, seek to use the provisions of section 290 of the Merchant Shipping Act 1995 to establish the facts.

3.1.4 It is the responsibility of the owner/managing agent to ensure that a vessel is properly maintained, examined 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 which is in possession of a valid Small Commercial Vessel Certificate, issued under Sections 3.1.1.1, 3.1.1.2 and 3.1.1.3 above, certification may continue to be issued provided they comply with the standards under which they were examined. Where new equipment is installed, or the vessel undergoes modification, the standards of the Small Commercial Vessel Code relevant to the change, are to be applied as far as is practicable.

3.1.6 For a vessel that has been certificated under Sections 3.1.1.1, 3.1.1.2 and 3.1.1.3 above, for which the certification has lapsed, or has been suspended for no longer than 2 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. Where new equipment is installed, or the vessel undergoes modification, the standards of the Small Commercial Vessel Code 2003 relevant to the change, are to be applied as far as is practicable. 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 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 the Small Commercial Vessel Code 2003 applicable to that change of mode or category of operation.

3.1.8 A sailing vessel certified under Sections 3.1.1.1 and 3.1.1.3, having a STOPS numeral previously allowing operation in Area Categories 0 or 1, but opting to operate in a less onerous category for equipment or other reasons, shall be allowed to operate in Area Categories 0 or 1, subject to compliance with the manning and equipment standards of the Code.

3.1.9 The Merchant Shipping (Small Commercial Vessel) Regulations 2003, under which the Code is applied, states that "any provision of the Code expressed in the conditional (i.e. ‘should’) shall be a requirement".

3.1.10 A vessel to which the Code applies, but which exceeds the speed/displacement ratio as defined within the ‘The Merchant Shipping (High-Speed Craft) Regulations 1996 SI No. 3188’, need not be considered under the High Speed Craft Regulations, if certificated to the requirements of the Code.

3.2 Areas of Operation

3.2.1 A vessel may be considered for the issue of a Small Commercial Vessel certificate allowing it to operate in one of the following areas:-

Area Category 6 - to sea, within 3 miles from a nominated departure point(s) named in the certificate and never more than 3 miles from land, in favourable weather and daylight;

Area Category 5 - up to 20 miles from a nominated departure point named in the certificate in favourable weather and daylight.

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 Commercial Vessel Certificate for the vessel.

3.2.3 A pilot boat should have a valid Pilot Boat Certificate (or Pilot Boat endorsement of a valid Small Commercial Vessel 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.

3.4 Sports Diving, Sea Angling and Other Water Based Recreational Activities

3.4.1 The Code deals with the safety of the vessel and its occupants but not sport or pleasure activities involving special safety requirements.

3.4.2 The objectives for sport have been set out by Government. The principle of self–determination for sports bodies has been encouraged to the extent that when it has been necessary to impose some form of control on such bodies – such as safety or environmental matters – the policy has usually been to encourage the bodies to adopt voluntary codes or procedures which would have the same effect as regulation.

3.4.3 In 1990, the Minister for Sport commissioned a review into safety in water sports. The review concluded that the current system of self– regulation developed by the governing bodies of sport is sufficient to meet their responsibility for the safety of sports participants. See Section

3.1.3 for Members’ Clubs. It should be noted that the Adventure Activities Licensing Authority, under the authority of the Health and Safety Executive, provides safety guidance and a licensing scheme for sporting activities for persons under the age of 18.

3.4.4 When a water based recreation organisation, approved by a National Authority recognised by one of the sports councils of England, Wales, Scotland, or Northern Ireland, operates within Area Category 6, day or night, it shall comply with, and be certificated to the safety standards of that National Authority, provided that such have been formerly approved by the Administration. The certificate must carry text which recognises its authority from the Administration.

3.4.5 Vessel owners/managing agents and charterers are recommended to discuss and agree their respective responsibilities for safety before the vessel goes to sea.

3.5 Water Based Activities

3.5.1 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.

3.6 Interpretation

3.6.1 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 Director of Quality and Standards Directorate in the MCA, who may consult with others as deemed appropriate.

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3.7 Certifying Authorities

3.7.1 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.

3.7.2 Local Authorities appointed as Certifying Authorities

3.7.2.1 The following paragraphs apply only in respect of vessels certificated to operate in Areas Categories 5 and 6:-

3.7.2.2 An UK local authority that has in place a safety scheme which satisfies the requirements of the Code may apply to be appointed as a Certifying Authority by the MCA for vessels which are seeking to be certificated to operate under the Code from a nominated departure point(s) within the local authority’s area of the coast for which it has responsibility.

3.7.2.3 Such MCA authorisation, by formal agreement, permits local authorities, or organisations appointed by them, to carry out examinations and issue Code certificates for vessels meeting the requirements of the Code and which operate in Area Categories 5 and 6.

3.7.2.4 Local authorities so authorised, or organisations appointed by them, may also issue Code certificates for a specified radius of operation of less than 3 miles from a nominated departure point to sea, based on a standard of safety judged by them to be equivalent to that of the Code. Application for acceptance of equivalent standards for a particular operating area as described in paragraph 3.2 must be made formally by the local authority to the MCA and be based on local knowledge of the conditions under which vessels will be permitted to operate. The conditions under which a vessel is permitted to operate must be stated on its certificate.

3.7.2.5 In coastal areas where the local authority has declined an appointment as a Certifying Authority, the MCA has appointed Certifying Authorities to carry out examinations of vessels, and issue certificates to those vessels which comply with the Code.

3.8 Updating of the Code

3.8.1 In addition to the guidance on application and interpretation in Section 3.6, the Code requirements will be regularly reviewed by a Technical Committee, comprising representatives from the organisations listed in Section 1. Amendments will be promulgated and a formal review of the Code will be conducted not later than five years from the date of publication, and thereafter at intervals not exceeding five years.

3.8.2 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.

3.8.3 The Merchant Shipping (Small Commercial Vessels) Regulations 2003 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.

3.9 Vessels Operating in Protected Waters and/or a Restricted Service - Equivalent Safety Standards

3.9.1 When the owner/managing agent of a vessel which operates on the coast of the UK in protected waters and/or a restricted service considers that full application of the Code would be inappropriate because other safety provisions have been made, the owner/managing agent may request the Regional Manager of the MCA (for the service area) to consider certification of the vessel in compliance with alternative safety standards.

3.9.2 Guidance to the Regional Manager on alternative safety standards is given in Annex 4.

3.10 Equivalent Standards

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

3.10.2 For the purpose of the Code, the results of verification and tests carried out by bodies and laboratories of other Member States of the European Economic Area Agreement, offering suitable and satisfactory guarantees of technical and professional competence and independence should be accepted.

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 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 normally be restricted to Area Category 3, 4, 5 or 6 and be provided with adequate reserves of buoyancy and stability for the vessel with its full complement of persons to survive the consequences of swamping. An open boat should normally be restricted to service in area categories 4, 5 and 6. A sailing vessel which is not fitted with a watertight weather deck should be limited to Area Category 6.

4.1.3 A vessel restricted by Section 4.1.2 should be considered under one of the following:-

4.1.3.1 An open boat should not carry cargo, or a combination of passengers and cargo, for which the cargo element is in excess of 1000kg (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.

4.1.3.2 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 above the weather deck, may be considered for the operations defined in Section 4.1.3.1 above, provided the following conditions are satisfied:-

.1 Freeboard to the gunwale edge should meet that required by Section 12.2.2.1.3.

.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. Under no circumstances should the drainage time be greater than 3 minutes.

.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.

4.2 Structural Strength

4.2.1 General 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.

4.2.2 Construction materials

4.2.2.1 A vessel 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 subm itted 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, Det Norske Veritas, Germanischer Lloyd, Lloyd’s Register of Shipping 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:-

.1 in accordance with the hull certification standards for small vessels, recognised by one of the Authorities; or

.2 in general accord with the standard of a vessel which has a record of at least five years’ history of safe operation in an area where the sea and weather conditions are no less severe than those likely to be encountered in the intended area of operation.

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 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 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 10°. Such drainage is to have an effective area, excluding grills and baffles, of at least 20cm2 for each cubic metre of volume of recess below the weather deck.

4.3.2.2 For sailing vessels, recesses in the weather deck should be of watertight construction and have:-

.1 a total volume (Vc) which does not exceed the value obtained from the following formula:- V1 + V2 + V…+Vn £ 0.1 x length of vessel x breadth of vessel x (F1 + F2 + F… + Fn) n Where: V is the volume of the recess F is the freeboard abreast the recess n is the number of recesses considered.

.2 means of drainage capable of efficient operation when the vessel is heeled to 30°. Such drainage to have an effective area, excluding grills and baffles, of at least 10cm2 for a vessel operating in Area Category 2, 3 or 4 and of at least 20cm2 for a vessel operating in Area Category 0 or 1.

4.3.2.3 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 as shown in the table in Section 11.9.5

4.3.2.4 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 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 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 skipper. 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.

4.5 Inflatable Boats The following requirements should apply to an inflatable or rigid inflatable boat, other than a tender (dinghy) covered by Section 24.

4.5.1. General

4.5.1.1 Generally, an inflatable boat or 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 A.689(17) – Testing 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.

4.5.1.2 In addition, an inflatable boat or rigid inflatable boat may only be considered for operations in Area Category 2 or 3, if additionally fitted with a permanent substantial enclosure for the protection of persons onboard and purpose designed, subject to approval by the Certifying Authority. For Category 3 operation only, alternative provision for enclosures may be considered, with operational/seasonal limitations. Such cases should be agreed by the Administration. 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 4.5.1.1.

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

4.5.1.4 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.

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

4.5.1.6 A boat which meets these requirements may be accepted if provided with adequate reserves of buoyancy and stability for the vessel to survive the consequences of swamping, when loaded with all the vessels’ equipment, fuel, cargo, activity related equipment (e.g. diving equipment) and number of persons for which it is to be certificated. (See Section 11 and 12 for applicable standard).

4.5.2 Construction materials

4.5.2.1 For boats complying with Section 4.5.1.1, materials should satisfy the requirements of Chapter III of the 1974 SOLAS Convention, as amended, except that fire–retarding characteristics are not required for the hull material. For boats complying with Section 4.5.1.2, materials should satisfy the requirements of ISO 6185 Part 2 or Part 3 as appropriate to the engine size.

4.5.2.2 A new boat of a type certified as a rescue boat under the Merchant Shipping Regulations 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.

4.5.2.3 A new boat which is not built in accordance with either Section 4.5.1.1 or 4.5.1.2 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.

4.5.2.4 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.

4.5.3 Testing In addition to the survey regime in accordance with Section 27.7 the following should be applied during the life of the certificate:-

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

· Inflate the boat to 120% of working pressure.

· Check Integrity of tubes and seams with soapy water and, in the case of 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%.

· Leave for 24 hours 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 survey, testing shall be conducted to the satisfaction of the Certifying Authority by a competent person in accordance with the manufacturer’s recommendations.

5 Weathertight Integrity A vessel should be designed and constructed in a manner which will prevent the ready ingress of sea water and in particular comply with the following requirements. For strength and watertightness purposes only the requirements of ISO 12216 are considered acceptable.

5.1 Hatchways and Hatches

5.1.1 General requirements

5.1.1.1 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.

5.1.1.2 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.

5.1.1.3 A hatchway with a hinged cover which is located in the forward portion of the vessel should normally have the hinges fitted to the forward side of the hatch, as protection of the opening from boarding seas. 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.

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

5.1.2 Hatchways which are open at sea In general, hatches should be kept secured closed at sea. However, a hatch (other than one referred to in Section 5.2.2) which is to be open at sea for lengthy periods should be:-

.1 kept as small as practicable, but never more than 1m² 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.

5.2 Doorways and Companionways

5.2.1 Doorways located above the weather deck

5.2.1.1 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.

5.2.1.2 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.

5.2.1.3 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.

5.2.2 Companion hatch openings

5.2.2.1 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.

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

5.2.2.3 The maximum breadth of the opening of a companion hatch should not exceed 1m.

5.3 Skylights

5.3.1 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.

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

5.3.3 A skylight which is provided as a means of escape should be openable from both sides.

5.3.4 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.

5.4 Portlights and Windows

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

5.4.2 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 to that required for the structure in which it is fitted.

5.4.3 Side scuttles/portlights fitted in the hull of the vessel below the level of the freeboard deck should be either non-opening or of a non-readily opening type, have a glazed diameter of not more than 250mm, or equivalent area, and be in accordance with a standard recognised by the Administration. Scuttles of the non-readily opening type must be secured closed when the vessel is in navigation. Proposals to accept side scuttles/portlights, to a recognised standard, greater than 250mm diameter, up to a maximum of 400mm or equivalent area, maybe considered, with due regard to their fore and aft, and vertical positioning, to the satisfaction of the Certifying Authority.

5.4.4 Portlights, windows and their frames should meet the appropriate Marine Standards defined in equivalent British, European, National or International Standards or Classification Rules.

5.4.5 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 5.4.2.

5.4.6 A window fitted in the main hull below the weather deck should meet the requirements of Section 5.4.2, or be provided with a blank meeting the requirements of Section 5.4.7.

5.4.7 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. Such a "blank" is not required for a window which satisfies Section 5.4.2.

5.4.8 For the wheelhouse:-

.1 windows and their frames should meet the requirements of Section 5.4.4, having due regard to the increased thickness of

windows comprising one or more laminations in order to achieve equivalent strength;

.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); and

.3 when a vessel is expected to operate in Categories 0 or 1, or in severe weather (relative to the size of the vessel), efficient storm shutters should be provided for all front and side facing windows.

5.5 Ventilators and Exhausts

5.5.1 A ventilator should be of efficient construction and, if not complying with Section 5.5.3, should be provided with a readily available means of weathertight closure, consideration should be given to requirements of Fire Protection (Section 14).

5.5.2 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.)

5.5.3 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 11.8.)

5.5.4 Motor vessels which are fitted with engine air intakes in the hull side, which do not satisfy the requirements of the Code can be accepted by a Certifying Authority, but restrictions on operations may be necessary.

5.5.5 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.

5.6 Air Pipes

5.6.1 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 11.8.)

5.6.2 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.

5.6.3 An air pipe serving a fuel tank (also see Section 7.4.4) or other tank, where provided with a closing appliance, this 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.

5.7 Sea Inlets and Discharges

5.7.1 An opening below the weather deck should be provided with an efficient means of closure.

5.7.2 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 which is readily accessible in an emergency.

5.7.3 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.

5.7.4 Inlet and discharge pipes from water closets should be provided with shell fittings as required by Section 5.7.2. When the rim of a toilet is less than 300mm above the deepest waterline of the vessel, anti - syphon measures should be provided.

5.7.5 For sailing vessels, inlet and discharge pipes from water closets should be looped up within the hull to the underside of the deck.

5.8 Materials for Valves and Associated Piping

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

5.8.2 When plastic piping is used it should be of good quality and of a type suitable for the intended purpose.

5.8.3 Flexible or non-metallic piping, which presents a risk of flooding, fitted in an engine space or fire risk area should be insulated, or be of fire resistant material, e.g. ISO Standard 7840 or exhaust quality rubber hosing, or a means should be provided to stop the ingress of water in the event of the pipe being damaged, operable from outside the space.

6 Water Freeing Arrangements

6.1 General 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.

6.2 Motor Vessels

6.2.1 In a motor vessel, 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.

6.2.2 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 only in favourable weather and no more than 60 miles from a safe haven, (Area Categories 2-6), should be provided with freeing ports required by Section 6.2.1 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 225 cm2 (0.0225 m2).

6.3 Sailing Vessels In a sailing vessel the area of freeing ports should be at least 10% of that part of the bulwark area which extends for 2/3 of the vessel’s length amidships. A freeing port should be located in the lower third of the bulwark height, as close to the deck as practicable. A freeing port should be fitted with a grid which has a spacing of not more than 50mm in any direction.

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.

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 A decked vessel which does not comply with the freeboard requirements of Section 12, and does not possess reserve buoyancy above the weather deck, as defined in Section 4.1.3.2, should be treated as an open boat and be provided with bilge pumping in accordance with Section 10.4.

6.7 In a vessel where freeing ports cannot be fitted, other efficient means of clearing trapped water from the vessel should be provided to the satisfaction of the Certifying Authority.

6.8 Structures and spaces considered to be non-weathertight should be provided with efficient drainage arrangements.

6.9 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.

6.10 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 11.1.1.5.)

7 Machinery

7.1 General Requirement

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 In motor vessels, 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 In sailing vessels, 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 up to and including 15 degrees either way under static conditions and 22.5 degrees either way under dynamic rolling conditions and simultaneously inclined 7.5 degrees by bow or stern under dynamic pitching conditions.

7.2 Diesel Engines A vessel fitted with either an inboard or an outboard diesel engine should be provided with an efficient engine suitable for marine use and with sufficient fuel tankage for its area of operation.

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 5 horse power) 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 a permanently installed fuel tank constructed to an appropriate standard (see Standards Annex 13) and in the case of vessels fitted with a watertight weather deck shall have arrangements such that spillage during fuel handling will drain directly overboard; or

.2 a portable tank of 27 litres or less in capacity complying to an appropriate standard (see Standards Annex 13).

7.3.1.3 Inflatable boats should supply fuel to the engine from a portable tank of 27 litres or less in capacity complying to an appropriate standard (see Standards Annex 13).

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 residing in the vapour area should not be capable of causing ignition.

7.3.3 A vessel should be provided with sufficient fuel tankage for its area of operation, spare portable petrol containers must not be carried onboard unless it is judged to be essential to assure the safe completion of a voyage or excursion (see Section 7.7).

7.3.4 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. These should be installed and protected so as to reduce to a minimum 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 Means should be provided to isolate a source of fuel which may feed a fire in an engine space. A valve or cock, which is capable of being closed from a position outside the engine space, should be fitted in the fuel feed pipe as close as possible to the fuel tank.

7.4.3 Fuel filling and venting pipes should be constructed of fuel compatible non-kinking material, adequately supported and of sufficient dimensions to prevent spillage during filling.

7.4.4 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 for petrol engines or where there is a risk from flame ingress - by a suitable gauze diaphragm (which can be detached for cleaning).

7.4.5 In a fuel supply system unit, where a flexible section of piping is introduced, the flexible pipes should be fire resistant/metal reinforced or otherwise protected from fire (See Applicable Standards Annex). The flexible pipes shall be secured by either metal hose clamps or permanently attached end fittings (e.g. swaged sleeve or sleeve and threaded insert). Where hose clamps are used, the fitting to which the flexible 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.

7.4.6 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 Engine Starting

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

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

7.6 Portable Equipment

7.6.1 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.

7.6.1.1 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.

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

7.6.2 Gas welding and cutting equipment, 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.

7.7 Stowage of Petrol

7.7.1 When spare petrol is carried on-board in portable containers, for any purpose, the quantity should be kept to a minimum, the containers should be clearly marked and should normally be stowed on the weather deck where they can readily be jettisoned and where spillage will drain directly overboard.

7.7.2 In small vessels where Section 7.7.1 is not practicable, a 5-litre container of petrol may be stowed in a deck locker which meets the requirements of Section 7.6.1.1.

8 Electrical Arrangement

8.1 General

8.1.1 Electrical arrangements should be such as to minimise risk of fire and electric shock. Tanks, machinery or other metallic objects which do not

have good electrical continuity with the water surrounding the vessel should have special earthing arrangements to reduce such risks.

8.1.2 The electrical systems described in this section are the most common types suitable for small vessels, i.e. 12V to 24V direct current systems. However, a vessel m ay have alternating current electrical equipment of much higher voltage, in which case compliance with an applicable standard will be necessary (see Standards Annex).

8.1.3 For general guidance, a number of the most common standards which are appropriate to a small vessel are listed in the Standards Annex 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.)

8.2 Systems

8.2.1 Systems should be two conductor, except that single conductor systems are acceptable for engine circuits comprising engine mounted equipment which have a return connection made at the engine itself.

8.2.2 A system in which there is no intentional connection of the circuit to earth (an insulated system) should be provided with double pole switches, except that single pole switches may be used in the final subcircuit.

8.2.3 Single pole switches are only acceptable when used in the ‘live’ (+) conductor in a system with one pole earthed. Fuses should not be installed in an earthed conductor.

8.2.4 All circuits, except the main supply from the battery to the starter motor and electrically driven steering motors, should be provided with electrical protection against overload and short circuit, (i.e. fuses or circuit breakers should be installed). Short circuit protection should be for not less than

twice the total rated current of the consumers in the circuit protected.

8.2.5 Steering circuits, the loss of which would lead to steering failure, should have an overload alarm in lieu of overload protection (this does not apply to auto-pilot motors). However all circuits should be protected against short circuit events.

8.3 Lighting

8.3.1 When general lighting within a vessel is provided by a centralised electrical system, an alternative source of lighting (which may be suitable portable battery operated lamp 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.

8.4 Batteries

8.4.1 Battery system requirements

8.4.1.1 Batteries and battery systems should be provided as indicated in Section 7.5.1, 7.5.2 and 16.2.6.

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.

8.4.1.4 A battery cut-out switch should be provided for all systems. It is preferred that this switch acts as an isolator, i.e. it is double pole, however, single pole is acceptable on the positive conductor. If a battery change-over switch is fitted and is provided with an "off" position, this may serve as the cut-out switch also.

8.4.1.5 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.

8.4.2 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, trim and in the case of sailing vessels, knockdown or inversion.

8.4.2.2 Where the maximum charging power output is less than 0.2 kW the batteries may be located in any suitable space without any special container requirements.

8.4.2.3 Where the maximum charging power output is between 0.2 and 2.0 kW the batteries should be located in the machinery space or other wellventilated space in a box or locker.

8.4.2.4 Where the maximum charging power output exceeds 2 kW the batteries shall be placed in a well-ventilated dedicated compartment within the vessel or a locker on the open deck, in either case stowage space is to be for batteries only.

8.4.3 Ventilation

8.4.3.1 To ensure that any evolved hydrogen is expelled, battery compartments, lockers and containers should be exhausted from the highest point of the space and air supplied at a level below the top of the batteries.

8.4.3.2 If mechanical means are employed to ventilate a battery compartment directly, then the components must not be a potential source of ignition. Reference should be made to the requirements of the ATEX Directive (EC Directice 94/9/EC concerned with equipment and protective systems intended for use in potentially explosive atmospheres).

8.5 Cables

8.5.1 Electric cables should be constructed to a recognised standard for marine use in small vessels.

8.5.2 Cables which are not provided with electrical protection should be kept as short as possible and should be "short circuit proofed", e.g. single core with additional insulated sleeve over the insulation of each core. Normal marine cable, which is single core, will meet this requirement without an additional sleeve, since it has both conductor insulation and a sheath.

8.5.3 All wiring should be carried out with flame retardant cable. 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.

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

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 in accordance with Section 8.6.1. (Refer to Section 14.5).

8.7 Lightning Protection 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’

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 the safe navigation of the vessel.

9.1.3 When a 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.

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 the appropriate Standard for Small Craft steering systems (Standards Annex 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 the operating conditions for the vessel. Recognised design standards should be used.

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

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 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 29.2 which contains requirements for prevention of pollution of the sea.

10.2 Vessels Carrying 16 or More Persons or Operating in Area Category 0 or 1

10.2.1 A vessel should have at least one hand bilge pump and one engine driven or independent power bilge pump, situated in not less than two separate spaces and be arranged such that a single hazardous event cannot immobilise all pumping ability.

10.2.2 All compartments shall be able to be drained when the vessel is heeled up to an angle of +/- 10 degrees.

10.2.3 For vessels carrying cargo exceeding 1000kg, towing or carrying out lifting operations (excluding own anchors), in addition to the above, 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, and the other(s) may be hand pump(s) suitable for the suction lift head and of capacity not less than 70 litres per minute.

10.3 Vessels Carrying 15 or Less Persons and Operating in Area Category 2 to 6

10.3.1 A vessel should be provided with at least two bilge pumps, one of which may be power driven. The location of pumps is to be such that a single hazardous event cannot immobilise all pumping ability.

10.3.2 For vessels carrying cargo exceeding 1000kg or towing or carrying out lifting operations (excluding own anchors) in addition to the above the bilge pumps should have a combined capacity of not less than 140 litres per minute. One pump may be power driven and the other(s) should be hand pump(s) suitable for the suction lift head and of capacity not less than 70 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 and 10.3.

10.4.2 For vessels of less than 6 metres in length, 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 be also be counted in any requirements for buckets given in Section15.

10.5 Bilge Alarm

10.5.1 When propulsion machinery is fitted in an enclosed watertight compartment, or other compartment likely to accumulate bilge water, excluding void spaces, where the bilge level can not be readily seen, a bilge level alarm should be fitted. A bilge alarm should be fitted;

.1 in a watertight compartment containing propulsion machinery; or

.2 in any other compartment likely to accumulate bilge water, i.e. where a skin fitting is present, excluding void spaces, where the bilge level can not be readily seen

10.5.2 To prevent pollution, compartments containing potential pollutants should not be fitted with auto-start bilge pumps.

10.5.3 An auto-start bilge pump serving a clean compartment where significant water can accumulate unnoticed, to a level which endangers the stability of the vessel, 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 Each dry compartment provided with a bilge suction (built-in or portable) should be fitted with a bilge level alarm if the level of bilge water cannot be readily checked visually without entering the compartment.

10.5.5 The alarm should provide an audible warning, and preferably a visual warning also, at the control position.

11 Intact 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.

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

.1 operation in Category 0 or 1; or

.2 carrying 16 or more persons; or

.3 carrying Cargo greater than 1000kg; or

.4 fitted with a lifting device as defined in 11.6.

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

11.1.1.3 A vessel carrying 15 or less persons, carrying less than 1000kg of cargo, and operating in Area Categories other than 0 or 1 shall either comply with Section 11.1.1.2 or be subject to a simplified assessment of stability, and is not required to be provided with approved stability information.

11.1.1.4 If a vessel cannot meet the stability criteria given within this section, it should be specially considered by the Certifying Authority, and such cases should be reported to the Administration.

11.1.1.5 Stability of a vessel which will operate in sea areas where ice accretion can occur should be specially considered by the Administration with regard to icing allowance and stability standard. (See also Section 6.10)

11.1.1.6 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.

11.1.1.7 A sailing multihull over 6m in length should be provided with a Stability Information Booklet approved by the Administration.

11.1.1.8 Where a monohull vessel cannot comply with the specified criteria, due to its hullform displaying stability characteristics similar to that of a multihull vessel, the stability criteria for a multihull vessel may be applied, as appropriate for sailing or motor vessels.

11.1.1.9 A motor multihull type vessel failing to comply with the criteria of either Section 11.3.6 or 11.3.7 may be given special consideration. In such a case, calculations should be submitted to the Administration for assessment.

11.1.1.10 All vessels, other than those vessel’s 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 or Sail). 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 applies to all monohull vessels carrying 16 or more persons and those operating in Area Category 0 or 1, with 7 or more persons, subject to minimum safe manning levels being agreed by the Certifying Authority.

11.2.1.1 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 watertight subdivision or alternative methods to the satisfaction of the Certifying Authority, or in the case of sailing vessels, the Administration. Minor damage should be assumed to occur anywhere in the length of the vessel but not on a watertight subdivision.

11.2.1.2 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

Other methods of assessing floodable volume may be considered, to the satisfaction of the Certifying Authority, or in the case of a sailing vessel, the Administration.

11.2.1.3 In the damaged condition, the residual stability should be such that the angle of equilibrium does not exceed 7 degrees from the upright, the resulting righting lever curve has a range to the downflooding angle of at least 15 degrees beyond the angle of equilibrium, the maximum righting lever within that range is not less than 100mm and the area under the curve is not less than 0.015 metre radians. This damage should not cause the vessel to float at a waterline less than 75mm from the weatherdeck at any point. Proposals to accept reduced freeboard or immersion of the margin line may be accepted subject to special consideration.

11.2.2 Multihull vessels

Generally, the requirements of Section 11.2.1 for a monohull vessel should apply to a multihull vessel carrying 16 or more persons or

operating in Area Category 0 and 1, with 7 or more persons. If a multihull vessel is of unconventional design or cannot meet the damage criteria given in Sections 11.2.1.1 and 11.2.1.2, the results of the calculations should be submitted to the Administration for assessment.

11.3 Motor Vessels Complying with Section 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.

11.3.2 The LCG of a multihull vessel should be obtained by a displacement check or by weighing. The KG should be determined either by calculation or by experimental means, noting however that a conventional inclining experiment may not produce satisfactory results.

11.3.3 The lightship weight should be increased by a margin for growth, between 2% and 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 KG, whichever is the higher. (The lightweight margin should not be used in practice to increase maximum cargo-deadweight.)

11.3.4 Curves of statical 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). In addition, simplifie d stability information in the form of a Maximum KG Curve should be provided, including a worked example to illustrate its use.

11.3.5 Generally, buoyant structures intended to increase the range of positive stability should not be provided by fixtures to superstructures, deckhouse, masts or rigging.

11.3.6 The curves of statical 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.

11.3.7 If a vessel of catamaran or multihull type does not meet the stability criteria in Section 11.3.6, 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 qGZmax when qGZmax = 15o and 0.055 metre-radians up to qGZmax when qGZmax = 30o. When the maximum righting lever, GZmax, occurs between q = 15o and q = 30o the required area under the GZ Curve up to qGZmax should not be less than: A = 0.055 + 0.002(30o - qGZmax) metre-radians where: qGZmax 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 q = 30o and q = 40o or between q = 30o and the angle of downflooding qf, 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.

11.3.8 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’, assessed using Options 1 or 2 of Section 5.3 – `Test and calculations to be applied’, may as an alternative, after verification of the stability assessment by the Certifying Authority, be assigned an area of operation in accordance with Section

11.3.9.

11.3.9 Permitted areas of operation.

11.4 Motor Vessels Complying with Section 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 75kg for the purpose of the test. 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

.2 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 downflooding is not less than 375mm, and additionally the freeboard to deck is not less than 75mm at any point.

.3 The angle of heel may exceed 7 degrees, but should not exceed 10 degrees, if the freeboard to downflooding is in accordance with that required by Section 12 in the upright condition.

11.4.2 Additionally, for vessels operating in Area Categories 2 and 3, 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 an can be verified by the Certifying Authority.

0 x D

where: HM = Heeling moment in kilogramme-metres

0 = angle of heel in degrees obtained from the test as defined in 11.4.1

D = the displacement of the vessel, either estimated, or measured and verified by the Certifying Authority

11.4.3 For vessels carrying a combination of passengers 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 full complement of passengers and cargo, and additionally with passengers only. For the purposes of these tests the cargo may be assumed to retained at its normal stowage position.

11.4.3.1 In all cases, the maximum permissible weights of passengers and/or cargo derived from the tests conducted shall be recorded on the certificate. Vessel loading will be restricted by the position freeboard mark and 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.

11.4.4 It should be demonstrated by test or by calculation that an open boat, when fully swamped, is capable of supporting its full outfit of equipment, the total number of persons for which it is to be certificated and a mass equivalent to its engine and full tank of fuel.

11.4.5 Vessels complying with ISO 117 Part 1 ‘Small craft - Stability and buoyancy assessment and categorisation - Non-sailing boats of hull length greater than or equal to 6 metres’, 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 the Certifying Authority, be assigned an area of operation in accordance with Section 11.3.9.

11.5 Inflatable Boats or Boats Fitted With a Buoyant Collar

These requirements apply to an 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:-

11.5.1 Stability Tests

11.5.1.1 The tests should be carried out with all the vessels’ 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 75kg for the purpose of the tests:-

11.5.1.2 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. This procedure should be repeated with the persons seated on the other side and at each end of the 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 to retained at its normal stowage position. In each case the freeboard to the top of the buoyancy tube should be recorded. Under these conditions the freeboard should be positive around the entire periphery of the boat.

11.5.2 Damage tests – inflatable boats 22

11.5.2.1 The tests should be carried out with all the vessels’ 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 75kg for the purpose of the tests:- 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. The conditions are:-

.1 with forward buoyancy compartment deflated (both sides if appropriate);

.2 with the entire buoyancy, from the centreline at the stem to the transom, on one side of the inflatable boat or rigid inflatable boat deflated.

11.5.2.2 Purely inflatable boats failing to meet Section 11.5.2.1 may be specially considered by the Certifying Authority, taking into account operational service limitations.

11.5.3 Swamp test

11.5.3.1 It should be demonstrated that, when fully swamped, the vessel is capable of supporting its full outfit of 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 full tank of fuel.

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

11.5.3.3 An adequate means of draining the boat should be demonstrated at the conclusion of this test.