IMPORTANT - THIS DOCUMENT CONTAINS ADDITIONS TO THE ORIGINAL COP
IT MUST ONLY BE USED AS A REFERENCE GUIDE - ADDITIONS ARE IN ITALICS THE SMALL COMMERCIAL VESSEL CODE OF PRACTICE

MCA

CODE OF PRACTICE FOR SAFETY

(OCEAN CRAFT)

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.

This booklet is for guidance

 

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.

Verity K - carries 6 people in total

Scott Bader - day sailing in protected waters outside of scope of mca cop= maximum 4 crew and 12 passengers

night sailing or out of protected waters = max 6 persons on board

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.

 

Load Line Certificate regulations were not intended to cover small sailing/cruising/racing yachts. However manufactures water line or antifoul lines should be observed, anything fixed or stowed above the water line should be considered within stability requirements for the craft and it is the Skippers duty to be certain that the amount of persons on board ar anything carried or towed does not interfere with the stability or saftey lading of the craft.

1.4 Vessels operating at sea, for commercial purposes, are required, under Merchant Shipping Legislation to have a valid Load Line Certificate. A certificate issued in accordance with this Code of Practice provides a legal alternative to a Maritime and Coastguard Agency (MCA) Load Line Certificate for small seagoing vessels in commercial use.

1.5 The use of the normal Merchant Shipping Regulations to achieve Load Line certification, as an alternative to Code certification, remains an option which owners can choose to adopt. The Steering Committee responsible for developing this Code considers, however, that it will be easier to apply and understand a Code of Practice than to apply the many separate Merchant Shipping regulations which would otherwise need to be consulted. The Code offers certification which is an alternative to meeting those various regulations which would otherwise apply, and to the issue of a UK Load Line Certificate.

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.

1.8 Seagoing police boats should be surveyed and certificated in accordance with the "Code of Practice for all Police Craft" published by the General Purposes and Marine Subcommittee of the Association of Chief Police Officers, and which is covered by the General Exemption issued on behalf of the Secretary of State .

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

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

No representation was made for disabled people, the specialised craft they use or their special needs.

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.

No representation was made for disabled people, their special needs or the specialised craft they use.

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.

No representation was made for disabled people, their special needs or the specialised craft they use.

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.

No representation was made for disabled people, their special needs or the specialised craft they use.

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.

No representation was made for disabled people, their special needs or the specialised craft they use.

THE DDA ACT OF OCTOBER 1 2004 requires access for people with disabilities.

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.

Copy of Policy to be kept in yachts LOG BOOK

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.

Where people with disabilities are involved the ‘Code’ should be seen as a minimum standard where it can be applied and further measures taken for the provision of safety. A ‘RISK ASSESSMENT’ document should be available for each craft /activity.

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.

Because of the lack of representation of disabled needs on the formation of the Code it is unwise and possibly illegal to impose strict certification on small craft purpose built to be used by disabled people. However the Code where practical should be used as a guideline and a yearly inspection by a qualified sailor plus an inspection by a person experienced in the needs of disabled people should be considered a minimum.

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;

‘passenger’ is anyone other than crew. Paying or non paying.

"Critical Downflooding " is deemed to occur when openings having an aggregate area, in square metres, greater than:-

 

vessel’s displacement in tonnes

1500

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

 

Design category

Wind force (Beaufort scale)

Significant wave height (H 1/3, metres)

A - 'Ocean'

Exceeding 8

Exceeding 4

B- 'Offshore'

Up to, and including, 8

Up to, and including 4

C - 'Inshore'

Up to, and including, 6

Up to, and including, 2

D - 'Sheltered waters'

Up to, and including, 4

Up to, and including, 0, 5

"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.

‘Charity’ is a non profit organisation registered with the Charity Commission.

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.

xxx

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

Appropriated for liquids 0 or 95 whichever results in the more onerous requirements

Other methods of assessing floodable volume may be considered, to the satisfaction of the Certifying Authority, 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.

GM = 57.3 x HM

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.

11.5.4 Person recovery stability test Two persons should recover a third person from the water into the vessel. The third person should feign to be unconscious and be back towards the inflatable boat or rigid inflatable boat so as not to assist the rescuers. Each person involved should wear an approved lifejacket. The vessel should remain stable throughout the operation, and should not capsize.

11.6 Vessel Fitted with a Deck Crane or other Lifting Device

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

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

 

11.6.3 A vessel fitted with a deck crane or other lifting device should be a decked vessel (or assessed in accordance with Section 4.1.3.2) and comply with the general requirements of Section 11, which are appropriate to it. In addition, with the vessel in the worst anticipated service condition for lifting operations, compliance with the following criteria should be demonstrated by a practical te st or by calculations.

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

.2 When an angle of heel greater than 7 degrees but not exceeding 10 degrees occurs, the Certifying Authority may accept the lifting condition providing that all the following criteria are satisfied when the crane or other lifting device is operating at its maximum load moment:-

.1 the range of stability from the angle of static equilibrium to downflooding or angle of vanishing stability, whichever is the lesser, is equal to or greater than 20 degrees;

.2 the area under the curve of residual righting lever, up to 40 degrees from the angle of static equilibrium or the downflooding angle, if this is less than 40 degrees, is equal to or greater than 0.1 metre-radians; and

.3 the minimum freeboard to deck edge fore and aft throughout the lifting operations should not be less than half the assigned freeboard to deck edge at amidships. For vessels with less than 1000mm assigned freeboard to deck edge amidships the freeboard fore or aft should not be less than 500mm.

.4 The freeboard to deck edge anywhere on the periphery of the vessel is at least 250mm.

11.6.4 Information and instructions to the skipper on vessel safety when using a deck crane or other lifting device should be included in the Stability Information Booklet. The information and instructions should include:-

1 the maximum permitted load and outreach which satisfy the requirements of Section 11.6.2, or the Safe Working Load (SWL), whichever is the lesser (operating performance data for a crane or other lifting device of variable load-radius type should be included as appropriate);

.2 details of all openings leading below deck which should be secured weathertight; and

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

11.6.5 Requirements for a lifting system which incorporates counterbalance weight(s) or vessels that cannot comply with the requirements of Section

11.6.2 but is deemed to have adequate residual stability should be specially considered by the MCA.

11.7 Vessel Engaged in Towing

11.7.1 Reference should be made to Section 25.2 for requirements for safety standards other than stability for a vessel engaged in towing.

11.7.2 Generally, a vessel engaged in towing should be a decked vessel (or assessed in accordance with Section 4.1.3.2) and comply with the general requirements of Section 11 which are appropriate to the vessel.

11.7.3 The danger to safety of deck edge immersion makes an open boat (other than those assessed in accordance with Section 4.1.3.2) unsuitable for towing other vessels or floating objects.

11.8 Sailing Monohull Vessels Complying with Section 11.1.1.2

11.8.1 The centre of gravity (KG) of a vessel should be established by an inclining experiment and a curve of statical stability (GZ curve) for the loaded departure with 100% consumables should be produced. Notes:-

1. The above condition may include a margin for growth between 2% and 5% of the lightweight, at the discretion of the Certifying Authority, with the VCG positioned at the upper deck amidships.

2. Buoyant structures intended to increase the range of positive stability should not be provided by fixtures to either a mast, rigging, or superstructure.

3. For standard production series built vessels, the statical stability (GZ) may be derived from an inclining experiment conducted on another vessel of the series, subject to corrections for differences in outfit, to the satisfaction of the Certifying Authority .

11.8.2 The GZ curve required by Section 11.8.1 should have a positive range of not less than the angle determined by the formula in the table in Section 11.9.5.

11.8.3 In addition to the requirements of Section 11.8.2, the angle of steady heel obtained from the intersection of a "derived wind heeling lever" curve with the GZ curve referred to in Section 11.8.1 above should be greater than 15 degrees (see Figure 1).

In Figure 1

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

Noting that, when using this method:-

WLO- is the magnitude of the actual wind heeling lever at 0 degrees which would cause the vessel to heel to the `down flooding angle’ (qf) or 60 degrees whichever is least.

GZf is the lever of the vessel’s GZ at the `down flooding angle’ (qf) or 60 degrees whichever is least.

0d- is the angle at which the `derived wind heeling’ curve intersects the GZ curve. (If qd is less than 15 degrees the vessel will be considered as having insufficient stability for the purpose of the Code).

0f- is the `critical down flooding angle’ and is deemed to occur when openings having an aggregate area, in square metres, greater than:-

vessel’s displacement in tonnes

1500

are immersed.

Moreover, it is the angle at which the lower edge of the actual opening which results in critical flooding becomes immersed. All openings regularly used for crew access and for ventilation should be considered when determining the downflooding angle. No opening regardless of size which may lead to progressive flooding should be immersed at an angle of heel of less than 40 degrees. Air pipes to tanks can, however, be disregarded.

If as a result of immersion of openings in a deckhouse a vessel cannot meet the required standard those deckhouse openings may be ignored and the openings in the weather deck used instead to determine qf. In such cases

the GZ curve should be derived without the benefit of the buoyancy of the deckhouse. It might be noted that provided the vessel complies with the requirements of Section 11.8.1, 11.8.2 and 11.8.3 and it is sailed with an angle of heel which is no greater than the ‘derived angle of heel’, it should be capable of withstanding a wind gust equal to 1.4 times the actual wind velocity (i.e. twice the actual wind pressure) without immersing the `down flooding openings’, or heeling to an angle greater than 60 degrees.

11.8.4 Vessels complying with ISO 12217 Part 2 ‘Small craft - Stability and buoyancy assessment and categorisation - Sailing boats of hull length greater than or equal to 6 metres’, assessed using Options 1 and 2 of Section 6.1 – `Requirements to be applied’, may as an alternative, use the righting lever curve produced for this standard, verified and corrected in accordance with Annex ## to perform the calculations required by Section 11.8.3. In this case the calculated steady heel angle is to be reduced by 20%. The permitted area of operation is to be assigned in accordance with Section 11.9.5.

11.8.5 A Stability Information Booklet, based on the Administration’s model booklet, should be submitted to and approved by the Administration and placed on-board the vessel. The booklet should include details of the maximum steady angle of heel for the worst sailing condition. The steady angle of heel is to be calculated in accordance with Section 11.8.3 or 11.8.4. The booklet should also include curves of maximum recommended steady angle of heel for the prevention of down flooding in the event of squall conditions. Details of the development of such curves are given in the Model Stability Information Booklet.

11.9 Sailing Monohull Vessels Complying with Section 11.1.1.3

11.9.1 General The stability of a vessel should be determined by one of the methods discussed below and its area of operation should be dependent upon the standard which it is shown to achieve.

11.9.2 Vessels without external ballast keels

Method 1

.1 The centre of gravity (KG) of a vessel should be established by an inclining experiment and a curve of statical stability (GZ curve) for the loaded departure with 100% consumables should be produced.

Notes:- 1. The above condition may include a margin for growth between 2% and 5% of the lightweight, at the discretion of the Certifying Authority, with the VCG positioned at the upper deck amidships.

2. Buoyant structures intended to increase the range of positive stability should not be provided by fixtures to either a mast, rigging, or superstructure.

3. For standard production series built vessels, the statical stability (GZ) may be derived from an inclining experiment conducted on another vessel of the series, subject to corrections for differences in outfit, to the satisfaction of the Certifying Authority.

.2 Permitted area of operation The permitted area of operation is dependent upon a vessel’s range of stability as indicated in the table in Section 11.9.5. .3 For Category 6 vessels, it may be demonstrated by test or calculation, that an open sailing boat when fully swamped is capable of supporting its full outfit of equipment and the total number of persons for which it is to be certificated. Sailing dinghies (small non-decked boats generally in the range of 2.5 to 4 6 metres in length which are not mechanically propelled) and small un-ballasted sailing dayboats are to be capable of being righted by their crew after inversion.

Method 2

.1 By the full application verified or performed by a Certifying Authority as required, of ISO12217-2 – ‘Small craft – Stability and buoyancy assessment and categorisation – Part 2: Sailing boats of hull length greater than or equal to 6 metres’, in accordance with Section 11.9.5. Vessels under 6 metres in length may not be considered by this method.

.2 The permitted area of operation is dependent upon a vessel’s assigned Design Category as indicated in the table in Section11.9.5.

11.9.3 Vessels fitted with external ballast keels .1 The stability assessment of a vessel may be made by any one of the following methods:-

Method 1 - as for vessels without external ballast keels, see 11.9.2 above;

Method 2 - by the full application verified or performed by a Certifying Authority as required, of ISO12217-2 – ‘Small Craft – Stability and Buoyancy Assessment and Categorisation – Part 2: Sailing Boats of hull length greater than or equal to 6m’ in accordance with 11.9.5. Vessels under 6m in length may not be considered by this method.

 

Method 3 - by the `STOPS’ Numeral developed by the Royal Yachting Association (RYA) and discussed in Section 11.9.4.

Notes:- For vessels fitted with one or more top-weight items, examples of which are given below, the ballast ratio should be modified as follows:- Moments are to be taken about the KG of the vessel, which is assumed to be at the waterline. The heeling moments attributed to the top-weight items are resolved, and the ballast weight is reduced, using the formula below.

CBW = TW x H

(DCB + DK/2)

Noting that:-

CBW is the correction to the ballast weight

TW is the weight of the top-weight items being considered

H is the height of the vertical centre of gravity above the waterline.

DCB is the draught of the canoe body, taken by measuring the maximum draught at 1/8 of the full beam from the centreline in way of the transverse section, at greatest beam.

DK is the depth of the keel, taken as the distance between the draught of the canoe body and the bottom of the keel.

The dimensions above are illustrated in Figure 2 below.

 

Examples of top-weight items are given below:-

roller furling headsail;

in-mast or behind-mast roller furling mainsail;

a radar antenna mounted higher than 30% of the length of the vessel above the waterline.

Ballast weight reductions are to be conducted to the satisfaction of the Certifying Authority.

.2 Permitted area of operation

The permitted area of operation is dependent upon a vessel’s range of stability, STOPS Numeral, or Design Category as indicated in the table in 11.9.5.

11.9.4 Assessment using the RYA `STOPS’ numeral or use of SSS numeral calculated by the Royal Ocean Racing Club.

.1 A vessel can have its area of operation based upon the RYA STOPS Numeral. Information on the derivation of the STOPS numeral may be obtained from the Certifying Authority. Once the STOPS Numeral has been determined, it is necessary to study the table in Section 11.9.4 to ascertain the permitted area of operation.

.2 A SSS numeral calculated by the RORC will be accepted in place of a STOPS numeral, provided that it includes a self righting factor based on an inclining experiment and shown on a valid IRC or IMS rating certificate.

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 The stability of multihull sailing vessels over 6m in length should be assessed using ISO 12217 – Part 2, which includes a requirement that the vessel shall float after an inversion without the benefit of any trapped air pockets other than dedicated air tanks or watertight compartments. Vessels under 6m are to be specially considered by the Administration.

11.10.1 A multihull vessel should be provided with a Stability Information Booklet based on the Administration’s model booklet, giving details of the maximum advised mean apparent windspeeds for each expected combination of sails that may be set, as derived from ISO 12217 – 'Part 2 - Small craft - Sailing and buoyancy assessment and Categorisation sailing boats of hull length greater than or equal to 6 metres'.

11.10.2 For the purposes of the application of ISO 12217 to coded vessels, when calculating the heeling moment, the lateral profile of the sails and mast (A’S) is to be augmented by the lateral profile area of the hull above the static waterline. Derivation of the maximum advised apparent windspeeds, and the Stability Information Booklet, is to be submitted to the administration for approval. Evidence should be provided as to the derivation of the stability data. The permitted area of operation should be determined with reference to the following table:-

 

 

 

 

 

 

 

 

 

 

 

11.11 Approval of Intact and Damage Stability

11.11.1 A vessel not required to have an approved Stability Information Booklet. A vessel for which stability is assessed on the basis of practical tests or simplified methods, defined in Section 11 of the Code, conducted by a competent person(s), should be approved by the Certifying Authority. In order to give approval, the Certifying Authority should be satisfied that the requirements have been met, accepting the results obtained and keeping a detailed record of the procedure of the tests or calculations and the results which were accepted. The Certifying Authority should file the details in the records retained for the vessel, and these details are to be entered on the certificate. See section

11.1.1.10 for requirements for the carriage of a Stability Guidance Booklet.

11.11.2 A vessel required to have an approved Stability Information Booklet.

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

11.11.2.2 A person competent to the satisfaction of the Certifying Authority, or Administration in the case of sailing vessels, should witness the inclining test of a vessel and be satisfied as to conditions and the manner in which the test is conducted.

11.11.2.3 The owner(s) of a vessel should be responsible for the submission of the Stability Information Booklet, based on the Administration’s model booklet prepared by a competent person(s), the content and form in which stability information is presented, its accuracy and its compliance with the requirements of Section 11 for the standard required for the vessel. The owner(s) should submit three (3) copies of the booklet to the Certifying Authority for approval, or to the Administration in the case of sailing vessels.

11.11.2.4 When satisfied with the form and content of the Stability Information Booklet (including satisfaction with the competency of the person(s) who produced the booklet, methods and procedures used for calculations, the stability standard achieved and instructions which may be given to the skipper but excluding accuracy of hull form data), the Certifying Authority/ Administration should stamp the booklet with an official stamp which

contains the name of the Certifying Authority/ Administration, the date of approval, a file (or record) reference, number of pages in the booklet and "APPROVED FORM AND CONTENT". Two (2) copies of the approved booklet should be returned to the owner(s). The owners should be instructed to confirm that one (1) copy has been placed on the vessel and will be retained on the vessel at all times for use by the skipper. The second booklet is for the record of the owner(s). The Certifying Authority should retain the third copy of the approved booklet in the records kept for the vessel. In the case of a sailing vessel, one (1) copy is to be retained by the Administration, one (1) copy retained by the Certifying Authority, and one (1) copy to be retained on the vessel at all times for use by the shippker.

11.11.3 A vessel required to have approved damage stability information

11.11.3.1 The owner(s) of a vessel should be responsible for the submission of the damage stability calculations prepared by a competent person(s), their accuracy (including methods and procedures used for calculations) and compliance with the requirements of Section 11.2. The owner(s) should submit two (2) copies of the calculations to the Certifying Authority, or Administration in the case of sailing vessels, for approval.

11.11.3.2 The Certifying Authority/ Administration should approve the results of the damage stability cases provided the results meet the standard defined in Section 11.2. Approval (of the results but not the accuracy of the calculations) should be given in a formal letter from the Certifying Authority/Administration to the owner(s) and a copy of the calculations returned marked with the name of the Certifying Authority/Administration, the date and "RESULTS APPROVED".

11.11.4 Guidance on stability assessment It should be noted that the Certifying Authority may require a full stability analysis for a vessel which has been modified from the original design, particularly if the freeboard has been significantly reduced or the modification has involved the addition of, for example, a mast-furled main sail, a roller-reefing headsail, a radar antenna or any other item of equipment which may have caused the position of the vertical centre of gravity to be situated at a higher level than that intended by the designer.

12. Freeboard and Freeboard Marking

12.1 Sailing Vessels

12.1.1 General

A vessel required to be provided with an approved Stability Information Booklet should have a freeboard mark placed on each side of the hull at the longitudinal position of the longitudinal centre of flotation for the maximum draught at which the stability of the vessel has been determined, or if less, the draught corresponding to the maximum displacement for which the scantlings have been approved.

12.1.2 Freeboard mark and loading The freeboard mark referred to above should measure 300mm in length and 25mm in depth. The marking should be permanent and painted black on a light background or in white or yellow on a dark background. The top of the mark should be positioned at the waterline corresponding to the draught given in Section 12.1.1, at the position of the longitudinal

centre of flotation, as shown in the sketch below:-

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

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

12.2 Motor Vessels

12.2.1 General

12.2.1.1 A vessel, other than an inflatable boat covered by Section 12.2.4 below, should have a deck line and freeboard mark on each side of the vessel at amidships.

12.2.2 Minimum freeboard to downflooding The freeboard to downflooding, for vessels whose stability has not been assessed in conjunction with Sections 11.3.8 or 11.4.5, should be not less than that determined by the following requirements:-

12.2.2.1 New vessels which carry cargo or a combination of passengers and cargo for which the cargo element does not exceed 1000kg. A new vessel, other than an inflatable or rigid inflatable boat covered by Section 12.2.4, when fully loaded with cargo and non-cargo deadweight items certificated to be carried (each person taken as 75kg) should be upright and:-

.1 in the case of a vessel with a continuous watertight weather deck in accordance with Section 4.3.1, which is neither stepped nor recessed nor raised, have a freeboard to downflooding of not less than 600 mm for vessels of 7 metres in length or under and not less than 1050 mm for vessels of 18 metres in length or over. For a vessel of intermediate length the freeboard to downflooding should be determined by linear interpolation;

.2 in the case of a vessel with a continuous watertight weather deck in accordance with Section 4.3.2, which may be stepped, recessed or raised, have a freeboard to deck measured down from the lowest point of the well deck, of not less than 200 mm for vessels of 7 metres in length or under and not less than 400 mm for vessels of 18 metres in length or over. For a vessel of intermediate length the freeboard should be determined by linear interpolation. The raised portion(s) of the watertight weather deck should extend across the full breadth of the vessel and the average freeboard to

 

 

deck over the length of the vessel should comply with .4 below for a vessel with a continuous watertight weather deck;

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

*(The clear height of the side should be measured to the top of the gunwale or capping or to the top of the wash strake if one is fitted above the capping.)

.4 For vessels complying .1 and .2 above the freeboard to deck edge should, in general, be not less than 50% of that required to downflooding.

12.2.2.2 Motor vessels which carry cargo or a combination of passengers and cargo for which the cargo element exceeds 1000kg, or those that cannot comply with Section 12.2.2.1. Freeboard should be assig ned in accordance with the Merchant Shipping (Load Line) Regulations 1998. A vessel should have a scale of draught marks marked clearly at the bow and stern.

12.2.2.3 All motor vessels A vessel should be assigned a freeboard which corresponds to the draught of the vessel in sea water when fully loaded (each person taken as 75kg), but which in no case should be less than the freeboard required by Section 12.2.2.1 or 12.2.2.2, nor that required by the corresponding scantling draught.

12.2.3 Freeboard mark and loading

12.2.3.1 A vessels assigned a freeboard in accordance with Section 12.2.2.2 should be marked with a deck-line and freeboard mark in accordance with the Merchant Shipping (Load Line) Regulations 1998 and have a scale of draught marks marked clearly at the bow and stern, on both sides of the vessel. The longitudinal position of the draught marks, relative to the longitudinal datum for the hydrostatic data, should be recorded in the Stability Information Booklet, where provided.

Where it is considered that the addition of a scale of draught marks is neither practicable or meaningful, for example, due to restricted loading variations, application for special consideration should be made to the Administration.

The deck line and freeboard mark should be permanent and painted on a contrasting background.

The freeboard mark shall consist of a ring 300 millimetres in outside diameter and 25 millimetres wide, intersected by a horizontal line 450 millimetres long and 25 millimetres wide the upper edge of which passes through the centre of the ring. The top of the intersecting line should be positioned at the waterline corresponding to the assigned freeboard to deck edge at amidships. No mark should be applied for fresh water allowance. The assigning letter marking on the bar of the ring and bar should be D on the left and T on the right when the MCA is the Certifying Authority. In the case of any other Certifying Authority, the assigning letters should be U on the left and K on the right.

12.2.3.2 The freeboard mark and deck -line for vessels other than Section 12.2.3.1 should be a bar of 300mm in length and 25mm in depth. The marking should be permanent and painted black on a light background or in white or yellow on a dark background. (No assigning letter marking should be placed on the bar marking.) The top of the mark should be positioned at the waterline corresponding to the draught referred to in Section 12.2.2.3, at amidships. The deck-line shall be marked amidships on each side of the ship so as to indicate the position of the freeboard deck. The mark need not be of contrasting colour to the surrounding hull. Where the design of the ship, or other circumstances, render it impracticable to mark the deck line, the Certifying Authority may direct that it be marked by reference to another fixed point as near as practicable to the position described above.

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

12.2.4 Inflatable boats

12.2.4.1 The freeboard of an inflatable boat or rigid inflatable boat should be not less than 300mm measured from the upper surface of the buoyancy tubes and not less than 250mm at the lowest part of the transom with the inflatable boat or rigid inflatable boat in the following conditions and with the drainage socks (if fitted) tied up:-

.1 the inflatable boat or rigid inflatable boat with all its equipment;

.2 the inflatable boat or rigid inflatable boat with all its equipment, engine and fuel, or replaced by an equivalent mass;

.3 the inflatable boat or rigid inflatable boat with all its equipment, fuel, cargo, activity related equipment (e.g. diving equipment) and the number of persons for which it is to be certificated, so arranged

that a uniform freeboard is achieved at the side buoyancy tubes; and

.4 the inflatable boat or rigid inflatable boat with all its equipment, fuel, cargo, activity related equipment (e.g. diving equipment) and the number of persons for which it is to be certificated, and the inflatable boat re-trimmed as necessary to represent a normal operating condition.

12.2.4.2 A freeboard mark is not required. The minimum freeboards recorded during the tests of Section 12.2.4.1 and the permissible maximum weight which can be carried should be recorded on the certificate for the vessel.

12.2.4.3 For inflatable boats or a rigid inflatable boats, operating in Category 6 only, which do not meet the freeboard requirement of Section 12.2.4.1 at the transom, may still be accepted by the Certifying Authority provided it can be demonstrated that the boat is self-draining when moving ahead, and has a substantial reserve of buoyancy. The Certifying Authority should record such an acceptance in its report for the vessel (report form SCV2).

13 Life-Saving Appliances

13.1 General

13.1.1 All life-saving equipment must be marked in accordance with the guidelines in Marine Guidance Note MGN 105 (M+F) - Use and Fitting of Retro-reflective Material on Life-saving Appliances. See Annex 1 for extract MGN 105 (M) for guidelines.

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

13.2 Liferafts

13.2.1 Category 0:-

.1 should be provided with liferafts of such number and capacity that, in the event of any one liferaft being lost or rendered unserviceable, there is sufficient capacity remaining for all on board;

.2 the liferafts provided should be constructed to SOLAS standard, Wheelmarked or DTLR approved, have insulated floor and canopy and be equipped with a "SOLAS A pack";

.3 the liferafts should, in general, be contained in FRP containers (which may be a suitable container other than a SOLAS container) stowed on the weather deck or in an open space and should be fitted with float free arrangements (hydrostatic release units) so that the liferafts float free and inflate automatically;

.4 stowage and release mechanisms other than iii) above will be considered when they can be demonstrated, to the satisfaction of the Administration, to give an equivalent level of safety.

 

 

13.2.2 Category 1:-

.1 the liferaft requirements are as Section 13.2.1 except that, the liferaft need not have an insulated floor or canopy where the vessel operates exclusively in waters having a temperature of 10°C or higher. The certification shall clearly show this limitation;

.2 where the vessel is certificated to carry less than 16 persons, the liferaft requirement may be satisfied by a single liferaft. The liferaft capacity should accommodate at least the total number of persons on board.

.3 Coded vessels fitted with ORC liferafts (ISAF OSR Appendix A Part 1) at the time of the Code coming into force are not required to upgrade that equipment until its replacement is due.

13.2.3 Categorie s 2, 3, 4, 5 & 6:- .1 should be provided with liferaft capacity to accommodate at

least the total number of persons on board;

.2 the liferaft(s) provided should be either:-

i) in accordance with Section 13.2.1 (.2) except that the liferaft(s) should be equipped with "SOLAS B PACK" ;or

ii) built to the International Sailing Federation (ISAF), Offshore Special Regulations (OSR) Appendix A Part 2 requirements. Liferaft(s) should be equipped to a level equivalent to that of a "SOLAS B PACK". This may, where necessary, include a "grab bag" to supplement the equipment integral to the liferaft.

.3 Liferafts carried in vessels which operate in sea temperatures less than 10°C, in Categories 2 and 3 outside the UK Search and Rescue Area, shall have insulated floor and canopy.

.4 Liferafts shall be carried either:-

i) in approved FRP containers stowed on the weather deck or in an open space and fitted with float free arrangements so that the liferafts float free and inflate automatically; or

ii) in FRP containers or valise stowed in readily accessible and dedicated weathertight lockers opening directly to the weather deck.

.5 Coded vessels fitted with ORC liferafts (ISAF OSR Appendix A Part 1) at the time of the Code coming into force are not required to upgrade that equipment until its replacement is due.

 

.6 Vessels operating in Category 6 only, may utilise open reversible liferafts, constructed to SOLAS standard, Wheelmarked or DTLR approved. Liferaft(s) should be equipped to a level equivalent to a "DTLR E pack". This may, where necessary, include a "grab bag" to supplement the equipment integral to the liferaft.

13.2.4 Liferafts should be serviced at a service station approved by the manufacturer and at the manufacturers recommended intervals, however where the liferaft(s) are stored in valises this should be at least annually.

13.2.5 Inflatable liferaft hydrostatic release units (other than the types which have a date limited life and are test fired prior to disposal) should be serviced annually at a service station approved by the manufacturer.

13.2.6 Liferafts provided on sailing multihull vessels should be located so that they are accessible when the vessel is either upright or after an inversion. Notes Sea temperature data may be found in sources such as the Admiralty Pilot for a given sea area and period. To facilitate rapid abandonment in an emergency where a ‘grab bag’ is provided it should be in an accessible position known to all on board.

13.3 Lifebuoys

13.3.1 Lifebuoys should be marked with the vessel’s name and one other means of identification, e.g. Port of Choice, SSR number, etc.

13.3.2 Vessels certified to operate in Categories 4, 5 & 6 need not carry lifebuoys fitted with lights.

13.3.3 Buoyant lines, where fitted, should not be less than 18 metres in length.

13.3.4 Where light-weight lifebuoys (e.g. horseshoe type) are used, if not fitted with a buoyant line, they shall be fitted with a drogue (the drogue is required to prevent the lifebuoy being blown across the sea surface at high speed).

13.3.5 For sailing vessels, the Dan-buoy should be attached to one of the lifebuoys and where applicable, a light.

13.4 Lifejackets

13.4.1 Lifejackets should be MCA (DTLR) or MED approved ("Wheelmarked") or should comply with BS EN 396 of 150N or BS EN 399 of 275N.

13.4.2 Lifejackets that comply with BS 3595 and with a current servicing certificate, where applicable, may continue to be used where already fitted on a vessel at the time of the Code coming into force.

13.4.3 All lifejackets should be fitted with a whistle, retro-reflective tape and, if operating in Categories 0, 1, 2 or 3, a light.

13.4.4 If the lifejackets are the inflatable type, an additional 10% or 2, whichever is the greater, should be provided.

13.4.5 Compressed gas inflatable lifejackets should be serviced at a service station approved by the manufacturer within one month either side of the Compliance, Renewal and Intermediate examination. In the intervening years they are to be examined annually to the manufacturer’s recommendation. Certification/declaration of servicing must be available for inspection by the Certifying Authority/Administration. As far as is reasonable and practicable, visual examinations should be carried out weekly by the owner/managing agent to determine whether they are safe to use.

13.4.6 A suitable lifejacket should be provided for each child on board.

13.4.7 It is strongly recommended that no more than two different types of lifejacket are permitted on any vessel, to limit any confusion in use.

13.5 Thermal Protective Aids

13.5.1 TPAs may be stowed in the ‘grab bag’

13.5.2 When immersion suits are provided, as part of the vessel’s equipment, only 2 TPA's need to be provided for the use of injured persons.

.1 Immersion suits may be of the non insulated type.

.2 Immersion suits are to be compatible with the lifejackets provided.

.3 Immersion suits may be provided to satisfy the personnel clothing requirements of Section 22.9.

13.5.3 Vessels operating in Category 6 between 1st November and 31st March, using open reversible liferaft(s) in accordance with Section 13.2.3.6, should carry TPAs' for all person on board. Vessels operating in Category 6 outside this period or those fitted with a canopied liferaft need not carry any TPAs'.

13.6 Portable VHF Reference should be made to Section 16 Table 16.1.

13.7 406MHz EPIRB

13.7.1 The 406MHz EPIRB should be a MED approved type and be installed in an easily accessible position ready to be manually released, capable of being placed in a liferaft, and capable of floating free and automatic activation if the vessel sinks.

13.7.2 Where compliance with Section 13.7.1 is not practicable and the vessel carries less than 16 persons, the 406 MHz EPIRB may be stowed in an accessible place and be capable of being placed readily in a liferaft without being capable of floating free.

 

13.8 SART A SART (Category 0 and 1) is not required if the 406MHz EPIRB provided has a 121.5 MHz frequency transmitting capability and is of the non-float free type for placing in a liferaft.

13.9 General/Fire Alarm The General/Fire Alarm may be a bell or Klaxon or consist of the vessel's whistle or siren providing it can be heard in all parts of the vessel.

13.10 Pyrotechnics Parachute flares, red hand flares, smoke signals, and other pyrotechnics should be MED approved ("Wheelmarked") or should comply with MSN 1676, "The Merchant Shipping (Life-Saving Appliances for Ships Other Than Ships of Classes III to VI(A)) Regulations 1999.

13.11 Training Manual

13.11.1 A training and instruction manual should contain instructions and information on the life -saving appliances provided in the vessel and also contain information on the best methods of survival.

13.11.2 It may take the form of instructions from the manufacturers of the life - saving equipment provided with the following explained in detail:-

.1 donning of lifejackets;

.2 boarding, launching, and clearing the survival craft from the vessel;

.3 illumination in launching areas;

.4 use of all survival equipment;

.5 use of all aids to location

.6 use of sea anchors;

.7 recovery of persons from the water;

.8 hazards of exposure and the need for warm clothing;

.9 best use of the survival craft facilities in order to survive;

.10 methods of retrieval, including the use of helicopter rescue gear (slings, baskets, stretchers), breeches-buoy and shore life-saving apparatus;

.11 instructions for emergency repair of the life-saving appliances;

.12 "Personal Survival at Sea" booklet, e.g. MCA Booklet MCA/075.

13.12 Instruction Manual (on board maintenance)

 

13.12.1 The manual should contain instructions for onboard maintenance of the life-saving appliances and should include the following where applicable:-

.1 a check list for use when carrying out the required inspections;

.2 maintenance and repair instructions;

.3 schedule of periodic maintenance;

.4 list of replaceable parts;

.5 list of sources for spare parts;

.6 log of records of inspection.

13.12.2 The manual may be kept ashore by the owner/managing agent in the case of an open boat.

13.12.3 Vessels operating on bare-boat charter should be provided with the manual whether an open boat or otherwise.

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

14 Fire Safety

14.1 General

14.1.1 The boundary of the engine space should, with special consideration given to fire flaps, be arranged to contain the fire extinguishing medium i.e. the engine space should be capable of being closed down in order that the fire extinguishing medium cannot escape.

14.1.2 Where it is not practical to have a machinery space, the engine should be enclosed in a box. The box should perform the same function as the machinery space boundaries in Section 14.1.1 above.

14.1.3 Combustible materials and liquids should not be stowed in the engine space. If non-combustible materials are stowed in the engine space, they should be adequately secured against falling on machinery and cause no obstruction to access to or from the space.

14.1.4 Portlights or windows should not be fitted in the boundary of the engine space except that an observation port having a maximum diameter of 150mm may be fitted in an internal boundary bulkhead, provided that the port is of the non-opening type, the frame is constructed of steel or other equivalent material and the port is fitted with permanently attached cover with securing arrangements. Only fire rated toughened safety glass (rated A0 in accordance with the FTP Code) should be used in an observation port.

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

14.2.1 Steel Construction: Vessels which have the machinery space boundaries constructed of steel, require no additional fire protection. However, surfaces on the opposite side of the machinery space should only be

coated with finishes which have a Class 1 surface spread of flame rating when tested in accordance with Standards Annex 13.

14.2.2 Fibre Reinforced Plastic (FRP) Construction: Machinery space boundaries should prevent the passage of smoke and flame for 15 minutes, when tested in accordance with the procedure shown in Annex 9. Fire resistance of FRP may be achieved by the use of woven roving glass layers or additives (which must be added strictly in accordance with the manufacturers requirements) to the resin. Intumescent polyester epoxy, vinyl ester or phenolic resin surface coatings may also be used; however, solvent borne intumescent paints are not acceptable. The Certifying Authority may waive the requirement for the test described in [Annex ## ( Fire Test)] if the construction complies with an ISO or equivalent standard to give at least the same level of protection.

14.2.3 Aluminium and Wood Construction: Machinery space boundaries should have an equivalent level of fire protection when compared to FRP construction.

14.2.4 Where insulation is fitted to provide an equivalent level of fire protection to that required in Section 14.2.2 or 14.2.3 (A-15 insulation approved by the Administration provides this equivalence) the insulation need not be fitted lower than 300 mm below the waterline.

14.3 Insulation

14.3.1 Thermal or acoustic insulation fitted inside the engine space should be of non-combustible material when tested in accordance Annex 13.

14.3.2 Insulation should be protected against impregnation by flammable vapours and liquids. Where insulation is cut, the edges should be protected against such impregnation, e.g. by the use of non-combustible tape. Where the insulation is vulnerable to damage it should be protected.

14.4 Cleanliness (and Pollution Prevention)

14.4.1 Provision should be made to retain any oil leakage within the confines of the engine space.

14.4.2 In a vessel constructed of wood, measures should be taken to prevent absorption of oil into the structure.

14.4.3 When it is impracticable to fit a metal drip tray in way of the engine, the use of the engine bearers as a means of containment of the oil may be accepted when they are of sufficient height and have no limber holes. Provision should be made for the clearing of spillage and drainage collected in the engine space.

14.4.4 Efficient means should be provided to ensure that all residues of persistent oils are collected and retained on-board for discharge to collection facilities ashore. Reference should also be made to Section 29, Clean Seas.

 

 

 

14.4.5 The engine space should be kept clean and clear of oily waste and combustible materials.

14.4.6 Where petrol engines are installed, reference should be made to Section 7.3.2.

14.5 Open Flame Gas Appliances

14.5.1 Open flame gas appliances provided for cooking, heating or any other purposes should comply with the requirements of EC Directive 90/396/EEC ("Council Directive of 20 June 1990 on the approximation of the laws of the Member States relating to appliances burning gaseous fuels"), so far as the requirements of the Directive apply to any particular appliance and be suitable for marine use and installation in boats.

14.5.2 Installation of a gas appliance should be in accordance with a recognised standard listed in the Standards Annex 13 or equivalent and Annex 5 Gas Installations.

14.5.3 Materials which are in the vicinity of open flame cooking or heating appliances should be non-combustible, except that these materials may be faced with any surface finish having a Class 1 surface spread of flame rating when tested in accordance with a recognised standard, see Standards Annex 13.

14.5.4 Combustible materials and other surfaces which do not have a surface spread of flame rating should not be left unprotected within the following distances of a standard cooker:-

.1 400mm vertically above the cooker, for horizontal surfaces, when the vessel is upright;

.2 125mm horizontally from the cooker, for vertical surfaces.

14.5.5 Curtains or any other suspended textile materials should not be fitted within 600mm of any open flame cooking, heating or other appliance.

14.5.6 With regard to Section 14.5.4 and 14.5.5 above, ISO 9094 will be taken as acceptable.

14.6 Furnishing Materials

14.6.1 It is recommended that Combustion Modified High Resilient (CMHR) foams are used in upholstered furniture and mattresses.

14.6.2 Upholstery covering fabrics should satisfy the cigarette and butane flame tests of a recognised standard, see Annex 10 or equivalent.

14.7 Fire Detection

14.7.1 In vessels where the total installed power (propulsion and electrical generation) is greater than 750 kW efficient fire detectors should be fitted in the engine space(s).

 

14.7.2 In a vessel carrying 16 or more persons, efficient fire detectors should be fitted in the engine space(s) and spaces containing open flame devices.

14.7.3 On any vessel, where an area is identified by the Certifying Authority as posing a fire risk to either passengers or crew (e.g. galleys, sleeping accommodation), fire detection equipment shall be installed to protect that area.

14.7.4 The fire detectors should be appropriate to the hazard identified (generally smoke detectors) and should give an audible warning that can be heard in the space concerned and in the control position when the vessel is in operation.

14.7.5 Efficient fire detectors may be required in order to comply with Section

14.8.2

14.8 Means of Escape

14.8.1 Two means of escape should be provided in:-

.1 accommodation spaces used for sleeping or rest; and

.2 other accommodation spaces affected by a fire risk; and

.3 machinery spaces affected by a fire risk except:

i) those spaces visited only occasionally, and where the single access gives ready escape, at all times, in the event of fire; or

ii) those spaces where any person entering and moving about the space is within 5 metres of the single entrance, at all times. The means of escape should be such that a single hazardous event will not

cut-off both escape routes. Only in the exceptional case, such that the overall safety of the vessel would be diminished, should means of escape contrary to Section 14.8.1.1, .2 or .3 be accepted.

14.8.2 In the exceptional case when a single means of escape from accommodation spaces is accepted, efficient fire detectors should be provided as necessary to give early warning of a fire emergency which could cut off that single means of escape.

14.8.3 Means of escape should be clearly marked for their purpose and the function of each escape route demonstrated by practical tests to the satisfaction of the Certifying Authority.

15 Fire Appliances

15.1 General

A vessel should be provided with efficient fire fighting equipment in accordance within this Section. All equipment is to be serviced at the

manufacturers recommended service intervals by a service station approved by the manufacturer.

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

15.2.1 In a vessel of less than 6 metres in length, which is not fitted, or is only partially fitted with a watertight weather deck and with no cooking appliances, a single extinguisher capable of discharging into the engine space is to be fitted. The extinguisher should be suitably sized for the engine space, but be a minimum of 34B.

15.2.2 In a non-decked (or partially decked) sailing vessel with no engines and no cooking appliances, no fire extinguisher is required.

15.3 Open Vessels, Inflatable Boats and Boats with a Buoyant Collar up to 8m in Length not Fitted with a Substantial Enclosure. An open vessel, inflatable boat or boat with a buoyant collar up to 8m in length, not fitted with a substantial enclosure, with no cooking appliances, should be fitted with a minimum of two fire extinguishers, each with a minimum rating of 5A/34B

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

15.4.1 One hand fire pump (outside engine space)* or one power driven fire pump (outside engine space)*, with sea and hose connections, capable of delivering one jet of water to any part of the ship through hose and nozzle. One fire hose of adequate length with 10mm nozzle and suitable spray nozzle; or One multi-purpose fire extinguisher to a recognised standard Standards Annex 13 with minimum fire rating of 13A/113B or smaller extinguishers giving the equivalent fire rating (in addition to that required below).

15.4.2 Not less than one multi-purpose fire extinguisher to a recognised standard [Standards Annex 13 with minimum fire rating of 5A/34B provided at each exit from accommodation spaces to the open deck. In no case should there be less than two such extinguishers provided.

15.4.3 At least two fire buckets with lanyards. Buckets may be of metal, plastic or canvas and should be suitable for their intended service.

15.4.4 One fire blanket of a recognised standard Standards Annex 13 in galley or cooking area, where a fire risk can be identified.

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

15.5.1 One hand fire pump (outside engine space)* or one power driven fire pump (outside engine space)*, with sea and hose connections, capable of delivering one jet of water to any part of the ship through hose and nozzle. One fire hose of adequate length with 10mm nozzle and suitable spray nozzle.

 

15.5.2 Not less than two multi-purpose fire extinguishers to a recognised standard, see Standards Annex 13, with a minimum fire rating of 13A/113B.

15.5.3 At least two fire buckets with lanyards. Buckets may be of metal, plastic or canvas and should be suitable for their intended service.

15.5.4 One fire blanket of a recognised standard, see Standards Annex 13, in galley or cooking area, where a fire risk is identified. Note * This may be one of the pumps required by Section 10 (Bilge Pumping), when fitted with a suitable change over arrangements which is readily accessible.

15.6 Provision for Fire Extinguishing in Machinery Spaces

15.6.1 Fixed fire extinguishing in engine space, which may consist of a portable extinguisher suitably sized for the space being protected and arranged to discharge into that space, shall be provided. One of the multi-purpose fire extinguishers required in 15.2, 15.3, 15.4 or 15.5, can also be the extinguisher required for discharge into the engine space, providing it is a suitable type (B) and suitably sized and stowed in a location appropriate to its dual use.

15.6.2 When a fixed fire extinguishing system (which is not a portable extinguisher) is installed in a machinery space, it should be a MCA or equivalent approved type appropriate to the space to be protected and be installed and maintained in accordance with the manufacturer’s requirements. The requirements for fixed fire extinguishing installations are detailed in the Merchant Shipping Regulations, (e.g. the Merchant Shipping (Fire Protection) Regulations 1998 SI 1998 No. 1011 and in the 1999 edition of the "Fire Protection Arrangements" of the Instructions for the Guidance of Surveyors" (HMSO publication ISBN 5520007). Fixed installations in machinery spaces covered by the references are:-

.1 low expansion foam;

.2 medium expansion foam;

.3 high expansion foam;

.4 carbon dioxide;

.5 pressure water spraying;

.6 vaporising fluids (HFC’s hydrofluorocarbons);

.7 aerosols (solid pyrotechnic type).

 

15.7 Informative Notes

15.7.1 Multi-purpose fire extinguishers have a capability to deal with both Category A fires involving solid materials and Category B fires involving liquids or liquefiable solids and are marked with the multipurpose rating, e.g. 13A/113B in Section 15.4.1 above; and 5A/34B in Section 15.4.2 above.

15.7.2 BS EN 3:1996 - Portable fire extinguishers, became a national standard in August 1996. The previous standard, BS 5423:1987, was withdrawn on 1 January 1997. The principal difference between the two standards is the colour coding of the body of the extinguisher which, for BS EN 3, is red.

15.7.3 BS EN 3 allows a zone of colour of up to 5% of the exte rnal area of the extinguisher body to be used to identify the extinguishing agent. Manufacturers have complied with this by printing the operating instructions in the appropriate extinguishing agent colour.

15.7.4 Manufacturers producing extinguishers certified and marked to BS EN 3 cannot revert to the colour schemes contained in the withdrawn BS 5423:1987. Owners of vessels must not overpaint red BS EN 3 extinguishers to the "old" colours.

15.7.5 EC Regulation 2037/ 2000 prohibits the sale and use of halons, including material that has been recovered or recycled, from 31st December 2002. All fire- fighting equipment containing halons must be decommissioned before 31st December 2003.

16. Radio Equipment

16.1 General Requirements

16.1.1 Radio equipment carried by a vessel shall be capable of fulfilling the following functional requirements with respect to distress and safety communications when the vessel is at sea:-

.1 Provide for the safety of the vessel by:-

i) transmitting ship-to-shore alerting;

ii) transmitting ship-to-ship distress alerting;

iii) transmitting and receiving on-scene communications,

including appropriate search and rescue co-ordinating

communications; and iv) transmitting locating signals.

2. Assist other vessels in distress by:-

i) receiving shore-to-ship distress alerting; and

 

ii) receiving ship-to-ship distress alerting.

3. Receive navigational and meteorological warnings and urgent safety information (Maritime Safety Information).

16.1.2 The Global Maritime Distress and Safety System (GMDSS) was implemented on 1 February 1999. The implementation of the GMDSS has involved the adoption of Digital Selective Calling (DSC) for distress alerting in maritime radio frequency bands, e.g. VHF. Whilst the UK Coastguard will continue coverage of VHF channel 16 for the foreseeable future, from 1 February 2005 the Coastguard watch on channel 16 will be downgraded from a dedicated headset watch to a loudspeaker watch. Also, from this date, ships that are currently obliged to keep a listening watch on channel 16 where practicable, will no longer be obliged to do so. It is strongly recommended that vessels are equipped with VHF DSC with its significant benefits in distress situations. Vessels must have installed VHF DSC by February 2005.

16.2 Radio Installation

16.2.1 Table 16.1 lists the minimum and recommended radio equipment for the Code area of operation categories, which fulfil the functional requirements specified in Section 16.1.

16.2.2 VHF transmission and reception ranges are reliable only within the line of sight ranges (see the MCA’s Marine Guidance Note MGN 221 – Proper use of VHF channels at sea).

16.2.3 All DSC equipment on-board shall be connected to at least one item of compatible navigational equipment carried so as to ensure that an accurate position is received by the search and rescue authorities when a distress alert is sent.

16.2.4 Aerials should be mounted as high as is practicable to maximise performance. When the main aerial is fitted to a mast, which is equipped to carry sails, an emergency aerial should be provided.

16.2.5 Skippers, owners and managing agents should be aware of VHF coverage in the intended area of operation. Where the certainty of good VHF coverage in the UK coastal area is in doubt, skippers owners and managing agents should seek advice from the MCA on whether Medium Frequency (MF) or other equipment with long range transmission capability should be carried.

16.2.6 When batteries are used for the electrical supply to radio equipment, the batteries, when fully charged, should provide sufficient hours of operation to ensure effective use of the GMDSS installation bearing in mind the distance from shore that the vessel can operate. Appropriate charging

1 Available on the MCA web site at http://www.mcga.gov.uk/mgn/mgn0022.pdf. You will need an Adobe Acrobat reader to view the document. A free copy of the reader is downloadable from the MCA web site. facilities or a duplicate battery of capacity sufficient for the voyage shall be provided. The battery electrical supply (reference should be made to Section 8) to the radio equipment should be protected against flooding/swamping as far as practicable and arranged so that radio communications are not interrupted in adverse conditions. A card or cards giving a clear summary of the radio distress, urgency and safety procedures should be displayed in full view of the radio operating position(s).2 Brief and clear operating instructions should be provided for the handheld VHF (which is part of the vessels Life Saving Appliances) as required by Table 16.1.

16.2.7 A fixed radio installation should be clearly marked with the vessel’s call sign, and any other codes applicable to the use of the radio. Radiotelephony procedures are set out in Merchant Shipping Notice No. M.1646 published in November 1996. This is currently being revised to take account of the introduction of DSC (Digital Selective Calling).

R = Recommendation only

1 = Number required to be fitted

1An appropriate GMDSS certificate should be carried by any person

operating this equipment. The MCA can give advice on suitable training

courses.

2or an Inmarsat Ship Earth Station or a 406 MHz EPIRB.

3or an Inmarsat Ship Earth Station.

4 Arrangements should be provided to protect the portable VHF from

water damage e.g. waterproof cover.

17. Navigation Lights, Shapes and Sound Signals

17.1 A vessel should comply with the requirements of the Merchant Shipping (Distress Signals and Prevention of Collisions) Regulations 1996, SI 1996 No.75. A vessel which operates only between sunrise and sunset and in favourable weather is not required to carry navigation lights.

17.2 Sound signalling equipment should comply with the Regulations. A vessel of less than 12 metres in length is not obliged to carry the sound signalling equipment required by the Regulations, provided that some other means of making an efficient sound signal is provided.

17.3 If it can be demonstrated to the Certifying Authority that, for a particular vessel, full compliance with the Regulations is impracticable, then application should be made to the MCA via the Certifying Authority for consideration of equivalent arrangements, taking into account the nature of the operation of the vessel concerned.

17.4 Table 17.1 is a summary table of navigation lights, shapes and sounds signalling appliances for vessels. This Table is for guidance only and does not cover all possible operations, i.e. diving. Reference should be made to the regulations stated in Section 17.1 for all operations not covered.

 

TABLE 17.1 - Lights, shapes and sound appliances (see Section 17.4)

 

 

 

 

1 Range of sidelight is 1 mile.

2 Vessels not exceeding 7 knots maximum speed should show sidelights if practicable.

3 If not using a tricolour masthead lantern, a sailing vessel may show (in addition to other lights) two all-round lights near masthead, the upper red and the lower green.

4 By night, all round white light where best seen; by day one black ball (0.6 metres in diameter) in the fore part.

5 Anchor light is required only when anchored in or near a narrow channel, fairway or anchorage or where other vessels normally navigate.

6 Size of the daytime shapes and distances apart may be reduced commensurate with size of vessel.

7 By night, two all round red lights in a vertical line two metres apart and the lowest not less than four metres above the hull (weatherdeck); by day two black balls (0.6 metres in diameters) in a vertical line, 1.5 metres apart.

8 The distances for the lights may be reduced to one metre apart and two metres above the hull (weatherdeck).

9 By night two all round red lights in a vertical line 2 metres apart plus anchor light; by day three black balls (0.6 metres diameter) in a vertical line, 1.5 metres apart.

Notes

a Sidelights, stern light and all round lights have range of 2 miles unless indicated otherwise.

b Range of all round white or anchor or Not Under Control lights is 2 miles in all cases.

c All lights (and whistles and bells when they are required to be carried) must be type approved for the size of vessel on which they are fitted.

d For sailing vessels, attention should be paid to light arrangements when under power i.e. steaming lights in place of masthead light

e For vessels engaged in other activities i.e. towing, pilotage, attention should be paid to requirements for lights and shapes arrangements.

f If a sailing vessel is using its engine as well as sails, then a cone, apex downwards in the fore part, should be displayed in the forepart of the vessel.

 

18 Navigational Equipment

18.1 Magnetic Compass

18.1.1 A vessel should be fitted with an efficient magnetic compass, or other means of determining its heading, as well as means of correcting heading and bearings to true at all times, having regard for the guidance given in Marine Guidance Note MGN 57 (M+F) – Operating, Maintaining & Testing Magnetic Compasses:-

.1 A properly adjusted standard magnetic compass or other means, independent of any power supply to determine the ship’s heading and display the reading at the main steering position.

.2 In a steel vessel, it should be possible to correct the compass for coefficients, B, C and D and heeling error.

.3 The magnetic compass or a repeater should be positioned so as to be clearly readable by the helmsman at the main steering position. For vessels operating in Categories 0, 1, 2, and 3, a compass light should be fitted.

.4 Means should be provided for taking bearings as nearly as practicable over an arc of the horizon of 360 degrees. (This requirement may be met by the fitting of a pelorus or, in a vessel other than a steel vessel, a hand bearing compass.)

18.2 Fluxgate Compass

18.2.1 Fluxgate compasses are acceptable under the Code, as an alternative to that required in 18.1, provided that a suitable back-up power supply is available to power the compass in the event of failure of the main electrical supply.

18.2.2 Where a Fluxgate compass incorporates a capability to measure magnetic deviation by undertaking a calibration routine, and where the deviation figures are recorded within the device, a deviation card is not required.

18.3 Other Equipment

18.3.1 All vessel should be fitted with an echo sounder, or other means, to measure the available depth of water. See section 25.6.3 for requirements for dedicated pilot vessels.

18.3.2 A vessel which operates more than 20 miles from land (Area Category 0, 1 or 2) should be provided with:-

.1 A receiver for a global navigation satellite system or a terrestrial radionavigation system, or other means suitable for use at all times throughout the intended voyage to establish and update the vessel’s position at all times.

 

.2 A distance measuring log; except that this need not be provided where the navigational aid in Section 18.3.2.1 provides reliable distance measurements in the area of operation of the vessel.

19. Miscellaneous Equipment

19.1 Nautical Publications Current or updated nautical charts and nautical publications to plan and display the ship’s route for the intended voyage and to plot and monitor positions throughout the voyage should be carried. (The publications may be contained in a consolidated nautical almanac). Vessels operating in Area Category 6 need not carry publications. An electronic chart display and information system (ECDIS) may be accepted as meeting the chart carriage requirements of this subparagraph, subject to an appropriate folio of paper nautical charts being carried as a back-up.

19.2 Signalling Lamp A vessel should be provided with an efficient waterproof electric lamp suitable for signalling.

19.3 Radar Reflector A vessel is to be provided with a radar reflector, or other means, to enable detection by ships navigating by radar at both 9 and 3 GHz. For Category 6 vessels only, where it is not practicable for an efficient radar reflector to be fitted, they must not put to sea in fog, and if visibility starts to deteriorate they are to return to shore.

19.4 Measuring Instruments

19.4.1 Other than a dedicated pilot boat, a vessel operating in Area Category 0, 1, 2 or 3 should carry a barometer.

19.4.2 A sailing monohull vessel operating in Area Category 0 or 1, and 2 to 6 carrying 16 or more persons should be provided with an inclinometer.

19.4.3 A sailing monohull vessel operating in Area Category 0, 1, 2 and 3 should be provided with an anemometer.

19.4.4 A sailing multihull vessel should be provided with an anemometer providing a continuous indication of relative windspeed, with the display clearly visible at each control position.

19.5 Searchlight A vessel operating in Area Category 0, 1, 2 or 3 should be provided with an efficient fixed and/or portable searchlight suitable for use in manoverboard search and recovery operations.

19.6 A sailing vessel must carry appropriate wire cutting equipment, or equivalent means to clear rigging, for use in the event of dismasting.

 

20. Anchors and Cables

20.1 General

20.1.1 The requirements given in Table 20.1 are for a vessel of normal form which may be expected to ride-out storms whilst at anchor. The anchors and cables are not designed to hold a vessel off exposed coasts in rough weather nor stop a vessel that is moving.

20.1.2 Provision is to be made for the secure storage of the anchor and its cable.

20.2 Anchors

20.2.1 The Tabulated values for anchor masses refer to High Holding Power anchors. Anchors of other designs may be accepted based on the stated holding power.

20.2.2 When a fisherman type of anchor is provided, the mass given in Table 20.1 should be increased by 75% but the diameter of the anchor cable need not be increased.

20.2.3 For vessels with an unusually high windage, due to high freeboard, a large rig, large deckhouses or superstructures, the mass of the anchor and the anchor cable diameter should be increased above that required in Table 20.1 to correspond to the increased wind loading. The increase in anchor mass and corresponding cable strength is to be to the satisfaction of the Certifying Authority.

20.2.4 For vessels of unusual or non-conventional ship form (including pontoon barges) the anchor and cable size should be to the satisfaction of the Certifying Authority.

20.2.5 Anchors are to be rigged ready for use. Only where the particular operating patterns dictate may the anchor be left unready, e.g. Pilot boat duties.

20.2.6 The design of the anchor is to be acceptable to the Certifying Authority.

20.2.7 Stainless steel and aluminium anchors will be separately considered dependent upon the test loads for which the anchor has been designed.

20.3 Cables

20.3.1 The length of anchor cable attached to an anchor should be appropriate to the area of operation but generally should be not less than 4 x the vessel length overall or 30 metres, whichever is the longer, for each of the main and kedge anchors.

20.3.2 The cable for main anchors and for kedge anchors may be of chain or rope.

20.3.3 When the anchor cable is of fibre rope or wire, there should be not less than 10 metres or 20% of the minimum required cable length, whichever is the greater, of chain between the rope and the anchor. Where the anchor cable is wire then proposals to substitute the chain tail by an anchor and/or chain of enhanced mass will be considered to the satisfaction of the Certifying Authority, with special attention paid to the anchor performance, i.e. catenary.

 

20.3.4 The strength, form and material of the anchor cable and its attachments to the anchor and the vessel should be approved by the Certifying Authority.

20.3.5 Anchoring systems incorporating a windlass should have the bitter end of the cable secured to the vessel’s structure and capable of being released in an emergency.

20.3.6 Anchor steel wire rope is to be fitted with thimbles at both ends.

20.4 Towline

20.4.1 A vessel should be provided with a towline of not less than the length and diameter of the kedge anchor cable. The towline may be the warp for the second anchor and in the case of Pilot Boats, the tow line may be the kedge anchor rope.

20.5 Operations

20.5.1 When an anchor mass is more than 30kg, an efficient mechanical means should be provided for handling the anchor.

20.5.2 There should be a strong securing point on the foredeck or equivalent structure and where appropriate a fairlead or roller at the stem head.

20.5.3 Area of Operation Category 0,1,2, or 3 .1 A vessel should be provided with at least two anchors (one main and one kedge or two main) and cables, subject to Section 20.1 and in accordance with the requirements of Table 20.1. .2 Anchors of equivalent holding power may be proposed and provided, subject to approval by the Certifying Authority.

20.5.4 Area of Operation Category 4 and 5 A vessel should be provided with at least two anchors (one main and one kedge or two main), the masses of which may not be less than 90% of the requirements of Table 20.1, with corresponding cables and subject to approval by the Certifying Authority.

20.5.5 Area of Operation Category 6 An anchor of sufficient mass for the size and type of vessel must be provided, and as a minimum the mass should correspond to that of a kedge, as illustrated in the table.

 

 

TABLE 20.1

ANCHORS AND CABLES

 

Notes:-

1. Chain cable diameter given is for short link chain. Chain cable should be sized in accordance with EN 24 565:1989 (covering ISO 4565: 1986 and covered by BS 7160:1990 – Anchor chains for small craft), or equivalent.

2. The rope diameter given is for nylon construction. When rope of another construction is proposed, the breaking load should be not less than that of the nylon rope specified in the table.

3. When anchors and cables are manufactured to imperial sizes, the metric equivalent of the anchor mass and the cable diameter should not be less than the table value.

21. Accommodation

21.1 General

21.1.1 Hand holds and grab-rails

There should be sufficient hand holds and grab-rails within the accommodation to allow safe movement when the vessel is in seaway.

21.1.2 Securing of heavy equipment

21.1.2.1 Heavy items of equipment such as batteries, cooking appliances etc. should be securely fastened in place to prevent movement due to severe motions of the vessel. In the case of a sailing vessel, the severe motions should include motions leading to inversion.

21.1.2.2 Stowage lockers containing heavy items should have lids or doors with secure fastenings.

21.1.3 Access/escape arrangements

Means of escape from accommodation spaces should satisfy the requirements of Section 5.3.1, 5.3.3 and 14.8.

21.1.4 Ventilation

There should be adequate ventilation in all accommodation spaces.

21.1.5 Hot water systems

Hot water supply systems (if any) should be designed, installed and maintained for the pressure and temperature at which they are to operate.

21.2 Vessels at Sea for More than 24 Hours

21.2.1 General

When a vessel is intended to be at sea for more than 24 hours, an adequate standard of accommodation for all on board should be provided. In considering such accommodation, primary concern should be directed towards ensuring the health and safety aspects of persons, e.g. the ventilation, lighting, water services, galley services and the access/escape arrangements. In particular the following standards should be observed:-

21.2.2 Ventilation

Mechanical ventilation should be provided to accommodation spaces which are situated completely below the level of the weather deck (excluding any coach roof) on vessels intended to make long international voyages or operate in tropical waters and which carry 9 or more berthed persons below

deck. As far as practicable, such ventilation arrangements should be designed to provide at least 6 changes of air per hour when the access openings to the spaces are closed.

21.2.3 Lighting

An electric lighting system should be installed which is capable of supplying adequate light to all enclosed accommodation and working spaces.

21.2.4 Water services

21.2.4.1 An adequate supply of fresh drinking water should be provided and piped to convenient positions throughout the accommodation spaces.

21.2.4.2 In addition, an emergency (dedicated reserve) supply of drinking water should be carried at the rate of 2 litres per person on board.

21.2.5 Sleeping accommodation

A bunk or cot should be provided for each person on board and at least 50% of those provided should be fitted with lee boards or lee cloths.

21.2.6 Galley

21.2.6.1 A galley should be fitted with a means for cooking and a sink and have adequate working surface for the preparation of food.

21.2.6.2 When a cooking appliance is gimballed it should be protected by a crash bar or other means to prevent it being tilted when it is free to swing, and a strap, portable bar or other means should be provided to allow the cook to be secured in position, with both hands free for working, when the vessel is rolling. A means should be provided to lock the gimbal mechanism to prevent movement.

21.2.6.3 There should be secure storage for food in the vicinity of the galley.

21.2.7 Toilet facilities

21.2.7.1 Adequate toilet facilities, separated from the rest of the accommodation, should be provided for persons on board.

21.2.7.2 In general, there should be at least one marine type flushing water closet and one wash hand basin for every 12 persons.

21.2.7.3 Due consideration should be given to the requirements of Section 29 Clean Seas.

21.2.8 Stowage facilities for personal effects

Adequate stowage facilities for clothing and personal effects should be provided for each person on board.

22. Protection of Personnel

22.1 Deckhouses

A deckhouse used for the accommodation of persons must be constructed of adequate strength to withstand the forces of weather and sea to which it will be subjected in use.

22.2 Bulwarks, Guard Rails and Handrails (General)

22.2.1 Bulwarks, guardrails and guardwires should be supported efficiently by stays or stanchions. When application of such measures would impede the proper working of the vessel, alternative safety measures should be considered, for guidance ISO 15085 refers.

22.2.2 To protect persons from falling overboard, and when the proper working of the vessel is not impeded and there are persons frequently on the deck, bulwarks or three courses of rails or taut wires should be provided and the bulwark top or top course should be not less than 1000mm above the deck (in accordance with Load Line rules). The distance between the lowest course and the deck should not exceed 230mm and distance between other courses should not exceed 380mm.

22.2.3 In a vessel fitted with a cockpit which opens aft to the sea, additional guardrails should be fitted so that there is no unprotected vertical opening (i.e. between vertical ‘members’) greater than 500mm in width.

22.2.4 For vessels operating in Category 6, where it is impractical and unnecessary to fit guardrails, alternative arrangements may be acceptable subject to the Certifying Authority being satisfied as to the adequacy of the proposed arrangements. For example, on small motor vessels with narrow side decks alongside a deck house, a handrail on the side of the deckhouse may be fitted. On the foredeck, a centreline handrail may be considered more workable.

22.2.5 Handrails should be provided for access stairways, ladderways, passageways and for decks without bulwarks or guardrails. This provision should not be used in lieu of guardrails and bulwarks where required by the Code.

22.2.6 In an inflatable boat or a rigid inflatable boat, handgrips, toeholds and handrails should be provided as necessary to ensure safety of all persons on board during transit and the worst weather conditions likely to be encountered in the intended area of operation.

22.3 Sailing Vessels

 

 

22.3.1 When the proper working of a sailing vessel may otherwise be impeded, bulwarks or two courses of rails or taut wires should be fitted around the working deck and the height of the protection should be not less than 600mm above the deck. Rails or wires should be supported at intervals not exceeding 2.2 metres.

22.3.2 When the proper working of a vessel of less than 9 metres in length may otherwise be impeded, and for vessels in which the crew do not leave the cockpit, bulwarks or a single rail or taut wire may be fitted around the working deck with the height of the protection being not less than 450mm above the deck but with no vertical opening greater than 560mm.

22.3.3 In a vessel fitted with a headstay, a fixed or drop-nosed bow pulpit should be provided forward of the headstay of at least the same height as the guardrails, except in way of a substantial bowsprit. A drop-nosed pulpit with an opening wider than 250mm should be provided with a means of closure at guardrail height, for use at sea.

22.3.4 When it is desired to move forward of a pulpit to access a bowsprit or to assist with docking operations it should be permissible to arrange the pulpit with an opening in its forward-most part. In this case, an efficient means of closure of the opening and jackstays provided in accordance with Section 22.4.8.

22.4 Safety Harnesses

22.4.1 A vessel should be provided with safety harnesses as necessary for all persons who may be required to work on deck, with a minimum number of 2.

22.4.2 A sailing vessel should carry a safety harness for each person on board.

22.4.3 Efficient means for securing the life lines of safety harnesses should be provided on exposed decks, and grabrails provided on the sides and ends of a deckhouse.

22.4.4 Fastening points for the attachment of safety harness life lines should be arranged having regard to the likely need for work on or above deck. In general, securing points should be provided in the following positions:-

.1 close to a companionway; and

.2 on both sides of a cockpit.

22.4.5 When guard rails or wires are not otherwise provided, or do not meet the requirements of Section 22.2 or 22.3, jackstays (which may be fixed or portable) secured to strong points, should be provided on each side of the vessel to enable crew members to traverse the length of the weather deck in bad weather.

22.4.6 For sailing vessels operating in Area Category 0, 1,2 or 3, jackstays must be provided.

22.4.7 Motor vessels with guardrails of a height less than that required by Section

22.2 may be accepted for areas where passengers are not normally allowed. These areas should be restricted to crew use only and alternative arrangements provided onboard for their protection.

22.4.8 When a sailing vessel is provided with an open fronted pulpit, jackstays should be carried sufficiently far forward to protect persons working in the vicinity of the pulpit.

22.5 Toe Rails

When appropriate to the working of a vessel provided with a sailing rig, a toe rail of not less than 25mm in height should be fitted around the working deck.

22.6 Safe Location

In a non-decked vessel or rigid inflatable, it is the owner’s/operator’s responsibility to ensure that a safe location aboard the boat is provided for all persons.

22.7 Surface of Working Decks

22.7.1 The surface of a working deck should be non-slip.

22.7.2 Acceptable surfaces are: chequered plate, unpainted wood; a non-skid pattern moulded into FRP; non-slip deck paint; or an efficient non-slip covering.

22.7.3 Particular attention should be paid to the surface finish of a hatch cover when it is fitted on a working deck and, for sailing vessels, to sloping coachroof sides where these effectively constitute a working deck when the vessel is heeled.

22.7.4 In an inflatable boat or rigid inflatable boat the upper surface of the inflatable buoyancy tube should be provided with a non-slip finish.

22.8 Recovery of Persons from the Water

An overside boarding ladder or scrambling net which extends from the weather deck to at least 600mm below the operational waterline, or other means to aid the recovery of an unconscious person from the water, should be provided to the satisfaction of the Certifying Authority.

22.9 Personal Clothing

 

22.9.1 It should be the responsibility of an owner/managing agent/skipper to advise that the following requirements for items of personal clothing should be met:-

22.9.2 For Paid Crew, the owner/managing agent responsible for the safe operation of the vessel should ensure that the persons onboard are properly attired for the voyage to be undertaken. Attention is drawn to the following:-

.1 Each person on board a vessel should have protective clothing appropriate to the prevailing air and sea temperatures.

.2 When a vessel is operating in waters of sea surface temperature of 10oC or less, each person on board should have either an approved immersion suit, a dry suit or other efficient garment to reduce the likelihood of hypothermia should the wearer enter the sea. Sea temperature data may be found in sources such as the Admiralty Pilot for a given sea area and period.

.3 Each person on board a vessel should have footwear having non-slip soles, to be worn on board.

22.10 Noise

Attention is drawn to the second edition of the "Code of Practice for Noise Levels in Ships" (Noise Code) published by HMSO in 1990 and Merchant Shipping Notice No. M.1415 - Code of Practice for Noise Levels in Ships.

22.10.1 Vessels covered by this Code should meet the recommendations of the Noise Code so far as is reasonable and practicable.

22.10.2 The Noise Code recognises that the scope for strict application of recommended noise levels on small vessels is usually limited and deals with the means of protecting the seafarer from the risk of noise-induced hearing loss under conditions where, at the present time, it is not technically feasible to limit the noise to a level which is not potentially harmful. Factors which are taken into account include voyages of short duration and vessels without sleeping accommodation which are crewed on a shift basis.

22.10.3 For safe navigation, so that sound signals and VHF communications can be heard, it is desirable that a noise level of 65dB(A) at the navigating position is not exceeded.

22.10.4 For machinery spaces, workshops and stores which are manned either continuously or for lengthy periods, the recommended limits are 90dB(A) for machinery spaces and 85dB(A) for workshops and stores. For machinery spaces which are not intended to be continuously manned or are attended for short periods only, the recommended limits are 110dB(A).

The limits have been set from hearing damage risk considerations and the use of suitable ear protectors.

22.10.5 To indicate the need to wear ear protectors, BS 5378 - Safety signs, sign with symbol and supplementary warning notice should be displayed at all entrances to spaces in which the noise level exceeds 85dB(A).

22.10.6 Annex 11 contains extracts from the Noise Code which indicate the maximum daily noise doses for unprotected ears, based on dB(A) sound energy received and examples of noise levels in different locations which may enable personnel to gauge potentially harmful noise exposure.

23. Medical Stores

23.1 Medical stores should be carried in accordance with the requirements set out in a Merchant Shipping Notice, currently MSN 1726 (M+F). This requires medical stores according to the distance from shore that a vessel operates. For vessels in Area Categories 2,3,4,5 and 6 Category C stores are required, as listed in Annex 2. For vessels in Area Category 1, Category B stores are required, and for Area Category 0, Category A stores are required. For details of the requirements for Category A and B stores reference should be made to MSN 1726 (M+F).

23.2 The notes to the MSN explain the flexibility available under the MSN in terms of the selection of medicines and medical equipment to be carried. Where, because of the particular type of vessel or operation, and based on a risk assessment and professional medical advice, it is considered impractical or unsafe to carry a specific item, this may be omitted. Where any item is omitted, this should be stated on the medical stores, with a note indicating the specific item that is omitted and that its omission is based on risk assessment and medical advice.

24. Tenders (Dinghies)

24.1 When a ship's tender is provided (towed or carried by a vessel) for use in transferring persons between the vessel and the nearby shore, the tender must be clearly marked with the permissible maximum weight which can be safely carried and with the name of the parent vessel.

24.2 An inflatable tender is not required to meet the requirements for inflatable boats or rigid inflatable boats in Section 4.5. However, it should be fit for the purpose intended, regularly inspected by the owner/managing agent and maintained in a safe condition.

24.3 It is strongly recommended that a sailing vessel should carry (or tow) one or more rigid or inflatable tenders.

 

25. Requirements Specific to the Use of the Vessel

Sailing Vessel Features

25.1 Storm Sails

25.1.1 Efficient storm sails should be carried which are capable of taking the vessel to windward in heavy weather. Where a vessel is fitted with roller furling gear and associated sails, a means of setting a separate taut luff storm jib should be provided.

25.1.2 Storm sails need not be provided for a vessel restricted to Area Categories 4, 5 and 6, which restrict operations to favourable weather and daylight.

25.2 Vessels Engaged in Commercial Towing

25.2.1 General

The requirements of this Section do not apply to vessels towing in an emergency situation.

25.2.1.1 Reference should be made to Section 11.7 for stability of vessels engaged in towing and to Section 17 – Navigation Lights, Shapes and Sound Signals, for requirements for towing and towed vessels.

25.2.1.2 For seagoing tows the owner/managing agent should consider the duration of the tow with regard to safe manning requirements in accordance with Annex 3, paragraph 8.

25.2.1.3 The owner/managing agent should ensure that the skipper is aware and has copies onboard the vessel of relevant Merchant Shipping Notices (MSN) which give guidance on safety of vessels engaged in towing. Particular attention is drawn to the guidance provided currently in Merchant Shipping Notice: MGN 18 Dangers of Interaction Due regard should be given to other relevant Merchant Shipping Marine Guidance Notices (MGN) which may be issued from time to time, which give guidance on the safety of vessels which tow.

25.2.2 Towing arrangements

25.2.2.1 The design of towing gear should minimise the overturning moment due to the lead of the towline.

25.2.2.2 The towing hook or towline should have a positive means of release which can be relied upon to function correctly under all operating conditions.

25.2.2.3 The towing hook (or equivalent fitting) and the supporting structure should be strong enough to withstand loads imposed during towing operations.

25.2.2.4 The release mechanism should be controlled from all conning positions and at the hook itself. The local control at the hook should be of the direct mechanical type capable of independent operation.

25.2.2.5 Towing arrangements should be appropriate to the task in hand and maintained to ensure that they are in an efficient working condition.

25.2.3 Weathertight integrity

25.2.3.1 Doorways in superstructures, deckhouses and exposed machinery casings situated on the weather deck and which enclose accesses to spaces below deck should be provided with efficient weathertight doors. Weathertight doors should be secured in the closed position when the vessel is towing and the doors should be marked clearly to this effect.

25.2.3.2 Machinery air intakes and machinery space ventilators which must be kept open during towing operations should be served by means of high coaming ventilators as protection from downflooding.

25.2.3.3 Generally, airpipes and ventilators should be kept as far inboard as possible and be fitted with automatic means of closure when downflooding to the compartments served would endanger the safety of the vessel.

25.2.4 The towed vessel or floating object

A vessel, pontoon, barge or floating object which is towed to sea from a place in the UK should be surveyed and issued with an appropriate load line certificate for the towed voyage. Certification for non-self-propelled vessels which make voyages under tow is permitted in accordance with Section 25.5.

25.3 Cargo Carrying

25.3.1 When a vessel is engaged in carrying cargo all such cargo should be stowed and secured in a manner which will not adversely affect the safe operation of the vessel.

25.3.2 Particular attention should be paid to the means for securing the cargo and the strength of securing points, the free drainage of water from cargo stowed on open deck, safe access in way of cargo stows and unobstructed visibility from the wheelhouse.

25.3.3 Cargo hatchways to dry cargo holds or spaces should be of efficient weathertight construction.

25.3.3.1 In general, a cargo hatch coaming should be not less than 760mm in height. Hatch covers and coamings should be designed to withstand (without permanent deformation) a hydrostatic load of not less than 1.5 tonnes/metre2

overall and associated buckling stress, and be fitted with efficient means to be closed and secured weathertight to the coaming. In any case, the coaming and hatch cover should be sufficiently strong to withstand the hydrostatic loading and/or the loading due to cargo stowed on the hatch cover, whichever loading is limiting.

25.3.3.2 Proposals for a cargo hatchway with a reduced coaming height or a flush hatch should be subject to special consideration by the Certifying Authority and may be approved when the safety of the vessel is judged to be at least equivalent to Section 25.3.3.1.

25.4 Vessels fitted with a Deck Crane or Other Lifting Device

25.4.1 Reference should be made to Section 11.6 for requirements for safety standards for vessel stability during lifting operations.

25.4.2 Generally, a vessel fitted with a deck crane or other lifting device which will be used when the vessel is at sea should be a decked vessel with a watertight weather deck in accordance with Section 4.1.1 and 4.3.1.1 or be considered under Section 4.1.3.2. Agreement should be obtained from the Administration for any proposal to fit a deck crane or other lifting device on a vessel which is not a decked vessel.

25.4.3 The vessel's structure, the crane or other lifting device and the supporting structure should be of sufficient strength to withstand the loads that will be imposed when operating at its maximum overturning moment and maximum vertical reaction.

25.4.4 Load tests to verify the safe operation of the crane or other lifting device, its foundation and supporting structures should be carried out to the satisfaction of the Certifying Authority. Tests should be conducted in accordance with a recognised standard for the installation. Typically, the crane or other lifting device should be subjected to a 25% overload test. (In special circumstances a reduced overload may have to be accepted but in no case should this be less than 10%.) During the overload test, the hoist, slew and luff performance should be tested at low speed, as appropriate. Tests for a variable load-radius type of crane or other lifting device should correspond to its rated performance (e.g. load radius chart). Attention is drawn to the requirements of BS 7121:Part 2:1991 - Code of Practice for Safe Use of Cranes; Part 2. Inspection, Testing and Examination. Paragraph 17 - Cranes on Water Borne Craft, has particular relevance to vessels certificated in accordance with this Code.

25.4.5 An inclinometer (pendulum) should be provided onboard for guidance to the crane or lifting device operator when controlling the lifting items of unknown weight.

 

25.4.6 A prominent clear notice should be posted on or near the crane or lifting device and contain the following information and instructions:-

.1 the maximum permitted load and outreach which satisfy the requirements of Section 11.6.3, or the safe working load (SWL), whichever is the lesser (operating performance data, i.e. load radius performance chart for a crane or other lifting device of variable loadradius type should be included as appropriate);

.2 in order to satisfy the requirement of the Merchant Shipping (Hatches and Lifting Plant) Regulations 1988 (SI 1639), and any future amendments, any crane whose safe working load varies with its operating radius is provided with a means of accurately determining the radius at any time, clearly visible or accessible to the driver of the crane, showing the radius of the load lifting attachments at anytime. Provision should be made to enable the driver to ascertain the safe working load corresponding to that radius;

.3 details of all openings leading below deck which should be secured weathertight; and

.4 instructions for all personnel to be above deck before lifting operations commence.

25.4.7 A lifting system which incorporates counterbalance weight(s) should be specially considered by the MCA.

25.4.8 The Certifying Authority should be satisfied that the safety of the vessel is not endangered by lifting operations. Means should be provided for the efficient securing of cargo and loose equipment onboard during lifting operations. Instructions on safety procedures to be followed by the skipper should be provided to the satisfaction of the Certifying Authority.

25.5 Non-Self-Propelled Vessel

25.5.1 General

25.5.1.1 It is permissible for a Small Commercial Vessel Certificate to be issued to cover the transit voyages under tow of an unmanned non-self-propelled vessel or floating object of defined rigid form. The valid life of the certificate should be decided by the Certifying Authority but in no case should it exceed 5 years.

25.5.1.2 It is permissible for a Small Commercial Vessel Certificate to be issued to cover the safety of a non-self-propelled vessel of defined rigid form which is a working platform for equipment and/or power producing plant. The vessel should be assessed for compliance with the parts of the Code which are appropriate to its commercial operation.

 

25.5.1.3 A vessel of defined rigid form includes a vessel which comprises an assembly of separate units held together by an efficient engineered joining system appropriate to the mode of operation of the vessel.

25.5.1.4 A vessel which has the capability of a jack-up to operate clear of the surface of the water should be equipped and certificated to meet the requirements of the Health and Safety Executive, when it is jacked up.

25.5.1.5 A small non-self-propelled vessel which is not covered by Section 25.5.1.1,

25.5.1.2 or 25.5.1.3 should be referred to the MCA for consideration of safety standards and certification to be applied.

25.5.2 Stability

When the stability standards of Section 11 are not appropriate for assessment of a particular small non-self-propelled vessel the case should be referred to the Administration for consideration of stability standards to be applied.

25.5.3 Freeboard

25.5.3.1 Generally, freeboard should be assigned in accordance with the Merchant Shipping (Load Line) Regulations 1998. An existing non-self-propelled vessel with a valid United Kingdom Load Line Exemption Certificate but having an assigned freeboard less than that required by the Merchant Shipping (Load Line) Regulations 1998 should be accepted for a Small Commercial Vessel Certificate under the same conditions given on the Exemption Certificate. Load line marking should be applied in accordance with Section 12.2.2.2 and 12.2.3 (but see Section 25.5.3.3).

25.5.3.2 An unmanned pontoon barge on which the freeboard deck is penetrated only by small access openings which are closed by gasketed watertight covers should have freeboard determined in accordance with the Merchant Shipping (Load Line) Regulations 1998 as if it was a Type "A" ship and omitting any correction for minimum bow height. At the discretion of the Certifying Authority, having due regard for safe voyages of the unmanned barge under conditions which should be explicitly recorded on the Small Commercial Vessel Certificate, the freeboard thus determined may be reduced by up to 25%.

25.5.3.3 No requirement is made for the provision of draught marks. In order that the towing master can readily recognise change in the condition of the tow, the towed vessel should be marked at the forward end with one or more white bars 2000mm in length and 150mm high (or alternative marking which is clearly visible from the towing vessel) to the satisfaction of the Certifying Authority.

25.6 Vessel Engaged as a Pilot Boat

 

25.6.1 General

A vessel engaged as pilot boat may be recognised as either a dedicated pilot boat which is certificated as a pilot boat or a certificated Small Commercial Vessel which is engaged as a pilot boat from time to time. A pilot boat should be certificated, even if it does not operate at sea. The requirements of the Code apply generally to all vessels. Requirements for a pilot boat are, in certain matters of safety, either additional or alternative to the requirements of the Code. Under the Merchant Shipping (Small Commercial Vessel) Regulations 2003 the Secretary of State may exempt any pilot boat from any or all of the provisions of the part of the regulations dealing with pilot boats. In granting an exemption, the Secretary of State may do so on such terms (if any) as he may specify if he is satisfied that compliance with such provision is either impracticable or unreasonable in the case of a pilot boat and may, subject to giving reasonable notice, alter or cancel any such exemption. Applications for exemption should be submitted through the Certifying Authority for a pilot boat to the MCA for consideration. Only the MCA is empowered to grant exemptions on behalf of the Secretary of State.

25.6.2 A small commercial vessel engaged as a pilot boat

25.6.2.1 A Small Commercial Vessel engaged as a pilot boat from time to time should comply with the Code as it applies to its duties as a small commercial vessel and, in addition, comply with the requirements for a dedicated pilot boat which are marked with * in Section 25.6.3. Such a vessel should be in possession of a Small Commercial Vessel Certificate which carries a PILOT BOAT ENDORSEMENT.

25.6.2.2 In the event that the safety rail system required by * 22.4 of Section 25.6.3 is considered to be inappropriate because of other measures provided to prevent persons on deck from falling overboard (e.g. extent and height of bulwarks or rails), the Certifying Authority should be satisfied that the provisions for the safe movement of pilots and others persons on deck during transfers are adequate.

25.6.3 Dedicated pilot boat

A dedicated pilot boat should comply with the following requirements. The requirements refer to the appropriate Sections of the Code.

*5.2.1.3 The normal means of access from the open deck to accommodation space provided for the use of pilots should not be a forward facing weathertight door;

 

*5.4 Pilot boarding activities should be visible from the pilot boat helmsman's position. Visibility should be adequate in both the vertical and horizontal planes;

5.4.9.3 For a vessel which is expected to operate in severe weather (relative to its size), the requirement to provide efficient storm shutters for all front and side facing wheelhouse windows can be moderated on the basis of recorded safe operating experience of pilot boats in their particular area of operation;

*7.3 A pilot boat should not be fitted with a petrol engine;

*11 A seagoing pilot boat should carry an approved stability information booklet which meets the requirements of Section 11.3. A non-seagoing pilot boat should undergo a heeling test in the fully loaded condition and be demonstrated to meet the requirements of Section 11.4.

12 A dedicated pilot boat need not be marked with a freeboard mark;

*13 Pilots boats are to be provided with immersion suits for all persons on board, meeting the requirements of 13.5.2.1, 13.5.2.2. 4 parachute white illuminating flares should be provided for emergency use in rescues at night (the use of pyrotechnics must be considered having regard to the environment in which the pilot boat is being operated e.g. where a flammable atmosphere could be present); 6 red rocket parachute flares should be provided; *19.5 A searchlight should be provided which is permanently mounted so as to be capable of illuminating the ships side in way of the pilot ladder or the sea area around the boat;

20 When the Code requirements for anchors and cables are considered excessive, the competent harbour authority should seek the approval of the Certifying Authority for alternative provisions appropriate to the size of vessel and its area of operation;

*21 For seagoing pilot boats, individual shock absorbent seating with headrests, footrests and movable armrests, should be provided for all members of the crew and the pilots to be carried. Seat belts should be provided for the safety of seated passengers and crew. For non-seagoing pilot boats, seating, commensurate with the vessels expected operating conditions, should be provided for all passengers and crew;

*22 For the safe access of personnel, the minimum width of side deck inboard of the bulwark or rails or toe-rail on new vessels should be 400mm but regard should be given to the height and shape of adjacent superstructure or deckhouse. Side decks should be adequately illuminated;

 

*22.4 An efficient uninterrupted /continuous safety rail system for clip-on safety harnesses should be provided. The system should allow the harness traveller to move freely and without adjustment over the full length of the safety rail. The rail system, its attachment to the vessel structure and the clip-on safety harnesses should be designed, constructed, installed, tested and maintained to appropriate personal protective equipment standards, to the satisfaction of the Certifying Authority;

*22.8 Rescue retrieval equipment should be provided as follows:- .1 transom steps and/or ladder or equivalent side ladder or scrambling net;

.2 at least 2 buoyant lifelines of not less than 18 metres in length. Each of the lifelines should have a quoit, or similar efficient throwing device, of appropriate weight secured to one end;

.3 efficient mechanical means for the retrieval of any person who falls overboard and means to bring the person in the water to the retrieval point. Where practicable, the arrangement should enable the person to be retrieved in the horizontal position, in order to reduce the risk of heart failure associated with hypothermia; The quality of materials, design and workmanship of construction of the mechanical means of retrieval should ensure that it can be rapidly deployed and will operate efficiently in an emergency. The efficiency of the equipment should be ensured by regular maintenance and testing. (Functional tests are detailed in .6 below.);

.4 all ladders and outside fittings such as overside steps or booms etc. should be of suitable materials, design and workmanship. Such equipment should be rigged onboard and inspected at regular intervals;

.5 arrangements should be provided to protect a person in the water from injury by the propeller(s). When it is impractical to fit a guard to the propeller(s), consideration should be given to alternative measures such as the fitting of a drop down gate/ladder to screen the propeller(s) or operational procedures which include the means to stop the propeller immediately. (The arrangements should be approved by the Certifying Authority for the pilot boat);

.6 rescue retrieval equipment should be demonstrated by functional tests carried out under controlled safe conditions, to the satisfaction of the Certifying Authority. The functional tests should include a simulation of the pilot boat in the minimum manned condition with the coxswain and deckhand onboard and the event when the deckhand falls overboard and is recovered. (In this particular simulation, the deckhand can be assumed to be conscious);

It is recommended that competent harbour authorities (or pilotage provider, in the absence of a competent harbour authority) require manoverboard retrieval exercises to be conducted by each pilot boat crew every 6 months;

23 In addition to the medical stores required by Section 23, a compact stretcher should be carried on a pilot vessel.

*26 Subject to Merchant Shipping Notice No. M.1473 - Manning of Pilot Boats:- A pilot boat should be manned by a minimum of 2 adult persons, namely a coxswain, and a deck hand who can assist the pilot when boarding or landing. The competent harbour authority or owner(s)/managing agent(s) of the pilot boat should be satisfied as to the competence and fitness for duty of these persons; and All pilot boat crew members should:

.1 hold a Department for Transport and Regions First Aid Certificate; or

.2 hold a First Aid Certificate issued in accordance with regulation 3(2) of the Health and Safety (First Aid) Regulations 1981 (SI 1981 No.917); or

.3 have received training in emergency first aid in accordance with regulation 3(2) of the Health and Safety (First Aid) Regulations 1981 (SI 1981 No.917) as described in paragraphs 28 and 29 under Regulation

3(2) of the Health and Safety Commission publication "First Aid at Work - Approved Code of Practice" (ISBN 0 11 885536 0); A dedicated pilot boat should be issued with a pilot boat certificate.

26. Manning

26.1 General

26.1.1 A vessel should be safely manned.

26.1.2 The skipper of a vessel should ensure that each person onboard is briefed on safety in accordance with the requirements given in Annex 7.

26.2 Vessels Other Than Those on Bare-Boat Charter/Hire/Lease

26.2.1 The qualification of the skipper (and of the other members(s) of the crew, where applicable) for operations in various areas is the subject of a General Exemption from relevant Regulations.

26.2.2 The conditions applicable to the General Exemption and the responsibility of

the owner/managing agent for the safe manning of a vessel are given in Annex 7.

 

26.2.3 The possession of a Certificate of Competency or Service should not, on its own, be regarded as evidence of the ability to serve in a particular rank on a specific vessel. The owner(s)/managing agent(s) must ensure that there are sufficient trained personnel on board to work the vessel having due regard for the nature and duration of the voyage.

26.3 Vessels on Bare-Boat Charter/Hire/Lease

26.3.1 A vessel operating on bare-boat charter/hire as a pleasure vessel is not subject to the safe manning conditions given in Annex 3.

26.3.2 The owner(s)/managing agent(s) of a vessel offered for bare-boat charter should ensure that the skipper and crew of the vessel are provided with sufficient information about the vessel and its equipment to enable it to be navigated safely. The owner(s)/managing agent(s) should be satisfied that the bare-boat charter skipper and crew are competent for the intended voyage or excursion. Details of handover procedures are given in Annex 8.

26.3.3 Where the person chartering the vessel intends to use the vessel for further commercial work, the manning requirements fall within the manning requirements of the Annex 3.

26.4 Vessels on Skippered Charter

The skipper of a vessel on skippered charter should ensure that each person on board is briefed on safety in accordance with the requirements given in Annex 7.

26.5 Vessels with Lifting Gear and Winches Associated with Lifting

Owner(s)/managing agent(s) of vessel(s) should ensure that skippers, crew and operators of winches and lifting gear are familiar with the stability issues detailed in Section 11.6 as applied to the type of vessel being operated and the nature of the duties being undertaken.

26.6 Pilot Boats

Pilot Boats should be manned as specified in Section 25.6.3.26.

26.7 Single Handed Operations

Vessels undertaking single handed operations should be manned as specified in Section 7 of Annex 3.

26.8 Manning of Training Vessels – Status of Trainees

A trainee is a person who is undergoing documented and structured training, who has no safety critical responsibilities with regard to the operation of the vessel. In this instance a formal safety induction, and

familiarisation with the vessel, including use of lifesaving and fire fighting equipment, would form part of the structured training. The trainee is to be carried on the vessel to undergo training only, and he/she should not be an employee of any other person or body, directly or indirectly concerned with any aspect of the operation of the vessel. The carriage of trainees is also to be subject to agreement with the Administration. Unless otherwise authorised by the Administration, no person under the upper limit of compulsory school age can be regarded as a trainee. Any persons under such age should be treated as passengers. Trainees must be provided with accommodation, equipment, and provisions as detailed in the Code with respect to passengers. The presence of any trainees onboard a vessel should be documented in the vessels’ log or other appropriate documentation.

27. Procedures, Certification, Examination and Maintenance

27.1 Definitions

For the purpose of an examination:-

"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.

"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.

"Renewal examination" means a similar examination to the Compliance examination except that it may be conducted while the vessel is out of the water. The Certifying Authority should decide the extent of the examination based on the type, age and history of the vessel and may give credit for any recent and detailed competent examination of a vessel for which a report is available.

"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.

SCV1 - means the form for an Application for Examination of a vessel.

SCV2 - means the report form for a Compliance Examination and Declaration.

27.2 Requirements and Procedures for Vessels to be Examined and Certificated

27.2.1 Prior to entering into service, a vessel should be in receipt of a Small Commercial Vessel Certificate for the vessel. The form of the certificate is given in Annex 14.

27.2.2 The owner/managing agent of a vessel, to be operated under the Code, should:-

.1 choose an authorised Certifying Authority and contact them to obtain a copy of their Application for Examination form SCV1;

.2 complete form SCV1 and return it to the Certifying Authority; and

.3 arrange with the Certifying Authority for the vessel to be examined by an authorised person and documented on the report form for a Compliance Examination and Declaration, SCV2, as being in compliance with the Code.

27.3 Issue of a Certificate of Compliance under the Code

27.3.1 The arrangements, fittings and equipment provided on the vessel are to be documented on Compliance Examination and Declaration report form SCV2. Upon satisfactory completion and documentation of the compliance examination, and the required declarations, a copy of the signed report form SCV2 should be forwarded to the Certifying Authority. A signed and authenticated copy of the SCV2 form is to be retained onboard the vessel. Where it is not reasonable to keep form SCV2 aboard, it may be retained on shore, but must be made available if requested by any person in authority. Where a vessel is required to have approved stability information, the owner/managing agent must be in possession of an approved Stability Information Booklet before the certificate is issued. For all other vessels, the owner/managing agent should provide the Certifying Authority with information necessary to confirm that the stability of the vessel meets the standard required by the Code for the permitted area of operation.

 

27.3.2 Upon satisfactory review of the documented arrangements, fittings and equipment provided in compliance with the Code, also the required declarations in the completed report form SCV2 and approval as appropriate of either the Stability Information Booklet or required stability information [and fee payments], the Certifying Authority will issue the certificate. (The form of the certificate is given in Annex 14.)

27.3.3 A certificate should be valid for not more than five years from the date of examination of the vessel out of the water by the authorised person. For a newly constructed vessel, built under full construction survey for the purposes of this Code, the certificate may begin from the final in-water compliance survey. The certificate may be valid for a lesser period of time as determined by the Certifying Authority. The certificate or a copy must be available for inspection by users of the vessel. 27.3.4 In addition to the certificate, the Certifying Authority will issue annually an identification disc to be prominently displayed and visible from outside the vessel. This will act as a ready indication to vessel users and any inspectors that the named vessel has been examined and issued with a certificate valid for the period of time stated on the disc.

27.4 Renewal and Annual Examinations

27.4.1 Renewal examination

27.4.1.1 The owner/managing agent should arrange for a compliance examination to be carried out by an authorised person from the chosen Certifying Authority. At this examination the vessel should be examined out of the water. Upon satisfactory completion and verification that the arrangements, fittings and equipment documented in the Compliance Examination and Declaration report form SCV2, remain in compliance with the Code and that the vessel and its machinery are in a sound and well maintained condition, the certificate in force should be endorsed to indicate a 3 month extension. A copy of the report recommending the renewal of the certificate should be sent to the Certifying Authority.

27.4.1.2 Upon satisfactory review of the arrangements, fittings and equipment documented in the report form SCV2 as being in compliance with the Code, the Certifying Authority should renew the vessel’s certificate.

27.4.2 Examination requirements other than compliance or renewal

27.4.2.1 The following table illustrates the survey regime applicable to all vessels.

 

 

 

 

 

 

 

Where: AP = Authorised Person (see Section 27.4.2.2)

Self = Owner or managing agent (see Section 27.4.2.3)

OW = Out of water examination (see Section 27.4.2.5, except in the case of dedicated pilot boats where this is an annual requirement, see Section 27.4.2.3)

I W = In water examination (see Section 27.4.2.4)

3yr = Intermediate Examination

For vessels satisfying more than one of the service types, the most onerous survey regime will apply.

27.4.2.2 Annual examination by an authorised person The owner/managing agent should arrange for an annual examination of a vessel as defined in Section 27.1 to be carried out by an authorised person, on behalf of the Certifying Authority, within 3 months either side of the anniversary date of the initial/renewal examination, at intervals not exceeding 15 months. On satisfactory completion of the annual examination, the authorised person should enter a record of the examination on the Compliance Examination and Declaration report form SCV2 and report the results of the examination to the Certifying Authority.

27.4.2.3 Annual examination by owner/managing agent The owner/managing agent must carry out, or arrange for, an annual examination of a vessel within 3 months either side of the anniversary date of the initial/renewal examination, at intervals not exceeding 15 months, to confirm that the arrangements, fittings and equipment provided on board are in a satisfactory condition and remain as documented in the report form SCV2. Also that the vessel, its machinery, fittings and equipment are in a sound and well maintained condition. In the case of a dedicated pilot boat, the hull and associated fittings are, additionally, to be examined out of the water. The owner/managing agent is to enter a record of a successful examination on the form SCV2 and report the results of the examination to the Certifying Authority. The owner/managing agent should not complete details on the report form SCV2 if the examination reveals that either the vessel, its machinery, fitting or equipment are not sound or they do not comply with those documented in the Compliance Examination and Declaration report form SCV2. The

reasons for the owner/managing agent not being allowed to enter details of the examination on the report form SCV2 should be reported immediately to the Certifying Authority for action as necessary. Also, see Section 27.7.2.

27.4.2.4 In-water intermediate examination An examination equivalent to the annual examination, detailed in Section

27.4.2.2, must be carried out on behalf of the Certifying Authority by an authorised person at least once during life of the certificate, in order that the interval between successive examinations by an authorised person does not exceed three years. The owner/managing agent must arrange with the Certifying Authority for this examination to be carried out. On satisfactory completion of the examination, the authorised person must enter a record of the examination on the report form SCV2 and report the results of the examination to the Certifying Authority.

27.4.2.5 Out of water intermediate examination Where an intermediate examination is required to be out of the water, the examination is to be as an in-water intermediate examination, with the vessel to be additionally examined out of the water.

27.4.2.6 Additional requirements Where it is deemed necessary by the authorised person or Certifying Authority, the vessel may need to be examined out of the water at intervals of less than five years, paying special attention to the exterior hull condition, through-hull valves, and exterior rudder and propulsion equipment.

27.4.3 Additional requirements for inflatable and rigid inflatable boats

For additional testing requirements specific to inflatable and rigid inflatable boats refer to section 4.5.3.

27.5 Examination and Certification of Pilot Boats

27.5.1 Issue of a Pilot Boat Certificate, or Small Commercial Vessel Certificate with Pilot Boat Endorsement

27.5.1.1 The competent harbour authority or the owner/managing agent should arrange for a dedicated pilot boat to be examined by an authorised person at intervals

not exceeding 3 years.

27.5.1.2 An application for the examination of a pilot boat should be made by the competent harbour authority or the owner/managing agent of the boat to the Certifying Authority.

 

27.5.1.3 On receipt of the application, the Certifying Authority should arrange for an authorised person to examine the vessel in the manner prescribed in the Code and satisfy himself that:-

.1 the form of construction, machinery installation and safety equipment is consistent with the standards specified in the Code; and

.2 the vessel is in all respects satisfactory for the service for which it is intended, having regard to the period for which the Pilot Boat Certificate or Small Commercial Vessel Certificate with Pilot Boat

Endorsement is to be issued.

27.5.1.4 Propeller shaft(s) (other than shaft(s) running in oil) should be drawn for examination at the initial survey and, thereafter, at intervals not exceeding 3 years. Propeller shafts running in oil should be withdrawn for examination at intervals not exceeding 10 years, provided that an intermediate examination shows that wear has been insignificant. The authorised person should record all examinations on the form of record of particulars of a pilot boat or form of compliance examination and declaration of a small commercial vessel, as appropriate.

27.5.1.5 When survey repairs, replacements or modifications are undertaken, the authorised person should make records of them on the form of record of particulars of a pilot boat or form of compliance examination and declaration of a small commercial vessel, as appropriate.

27.5.1.6 The authorised person, if satisfied from the examination that it is proper to do so, should forward to the Certifying Authority the completed forms containing such particulars of the vessel and its equipment as are required to enable the Certifying Authority to issue a pilot boat certificate or make a pilot boat endorsement on a small commercial vessel certificate, together with a certified copy or copies of certificates issued in respect of the vessel.

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

27.5.2.1 A Pilot Boat Certificate for a dedicated pilot boat should contain the information shown in Annex 14 and, unless the vessel, its machinery or safety equipment is found to be deficient, should have a period of validity not exceeding 5 years from the date of examination of the vessel out of the water by the authorised person.

27.5.2.2 The Pilot Boat Endorsement of a Small Commercial Vessel Certificate should be in the form shown in Annex 14. A Small Commercial Vessel Certificate should have a period of validity not exceeding 5 years (see 27.3.3), unless the vessel, its machinery or safety equipment found to be deficient.

 

27.5.2.3 The Pilot Boat Certificate or Small Commercial Vessel Certificate with Pilot Boat Endorsement should be displayed in a prominent position within the vessel, and a certified copy of the certificate should be retained by the competent harbour authority, and, where appropriate, by the owner/managing agent of the boat.

27.5.3 Intermediate examination of a dedicated pilot boat

27.5.3.1 The competent harbour authority or the owner/managing agent of a dedicated pilot boat should arrange for the boat to undergo an intermediate examination, which should take place not more than 3 months before nor more than 3 months after the halfway date of the period of validity of the Pilot Boat Certificate.

27.5.3.2 The authorised person should examine the boat in the manner prescribed for an annual examination and be satisfied that:- .

1 such parts of the vessel, its machinery and equipment as are specified in the Code and are subject to the survey, remain in good working condition; and

.2 no major alterations have been made to the vessel, its machinery or equipment, to which the Pilot Boat Certificate relates, without the approval of the MCA.

27.5.3.3 On completion of a satisfactory intermediate examination, the authorised person should endorse the Pilot Boat Certificate accordingly.

27.5.4 Annual examination by owner/managing agent

For details of the annual examinations for dedicated pilot boats, see section 27.5

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

27.5.5.1 When an authorised person determines that the condition of a pilot boat, its machinery or equipment does not correspond substantially with the requirements in the Code or is such that the vessel is not fit for service, he should advise the competent harbour authority and, where appropriate, the owner/managing agent of the boat of the corrective action which is required.

27.5.5.2 If a pilot boat is not fit for service, the authorised person should notify the MCA and if any corrective action deemed to be required is not taken within a specified period, the MCA will suspend the validity of the certificate for the pilot boat, and notify the competent harbour authority in writing. The authorised person should notify the skipper of the vessel and, where appropriate, the owner/managing agent of the vessel.

27.5.5.3 The skipper of the vessel and, where appropriate, the owner/managing agent of the vessel should deliver up to the authorised person, respectively, the

certificate and certified copy of the certificate. The competent harbour authority should deliver up the certified copy of the certificate to the MCA.

27.5.5.4 When satisfied that corrective action has been taken, the authorised person should notify the MCA who should restore the validity of the certificate, notify the competent harbour authority and return the certified copy of the certificate to that authority. The authorised person should return the certificate and certified copy of the certificate, respectively, to the skipper of the vessel and, where appropriate, the owner/managing agent of the vessel.

27.5.6 Exemptions for pilot boats (see 25.6.1)

The MCA may exempt a pilot boat from all or any of the requirements of the Code as may be specified in the exemption on such terms (if any) as may be specified if the MCA is satisfied that compliance with such requirements is either impracticable or unreasonable in the case of that pilot boat and may, subject to giving reasonable notice, alter or cancel any such exemption.

27.6 Appeal Against the Findings of an Examination

If an owner/managing agent or competent harbour authority is dissatisfied with the findings of an examination and agreement can not be reached with the authorised person who carried out the examination, the owner/managing agent or competent harbour authority may appeal to the Certifying Authority to review the findings. At this review, the owner/managing agent or competent harbour authority may call a representative or professional adviser to give opinions in support of the argument against the findings of the examination. Should the above procedures fail to resolve the disagreement, the owner/managing agent or competent harbour authority may refer the disagreement to the Director of Quality and Standards Division of the MCA.

27.7 Maintaining and Operating the Vessel

27.7.1 The vessel’s Certifying Authority and the MCA may examine a certificated vessel at any time.

27.7.2 It is the responsibility of the owner/managing agent to ensure that at all times a vessel is maintained and operated in accordance with the requirements of the Code, the arrangements as documented in the Compliance Examination and Declaration report form SCV2 and any conditions stated on the vessel’s certificate. If for any reason the vessel does not continue to comply with any of these requirements, the owner/managing agent should notify the Certifying Authority immediately. Also see Section 27.8.3.

27.7.3 In cases where the vessel suffers major damage, for example as a result of a collision, grounding, fire or other event, the owner/managing agent must notify the Certifying Authority immediately, explaining the circumstances by

which the vessel became damaged. The nature and extent of major repairs are subject to the approval of the Certifying Authority. Minor damage, detrimental to the safety of the vessel, must also be reported to the Certifying Authority, together with the measures proposed to effect repairs, who may take action as it may deem appropriate which may include a full or part examination of the vessel. In addition, the owner/managing agent has a statutory requirement to report accidents. The statutory requirements are given in the Merchant Shipping (Accident Investigation) Regulations 1994. Merchant Shipping Notice No. M.1383 explains the Regulations and the requirement to report accidents to the Department for Transport.

27.7.4 The owner/managing agent should seek approval from the Certifying Authority prior to implementing any change or modification which is covered by the requirements of the Code.

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

27.8.1 The validity of a certificate is dependent upon the vessel being maintained, equipped and operated in accordance with the documented arrangements contained in the Compliance Examination and Declaration report form SCV2. Proposals to change any of the arrangements should therefore be agreed in writing with the Certifying Authority before a change is implemented. Copies of the written agreement detailing changes(s) should be appended to the report form SCV2, which is to be retained on board the vessel.

27.8.2 When the vessel is found not to have been maintained or equipped or operated in accordance with the arrangements documented in Compliance Examination and Declaration report form SCV2, the certificate may be cancelled by the Certifying Authority which issued the certificate.

27.8.3 When a vessel is sold, the certificate issued by the Certifying Authority on the basis of the compliance examination and owner’s declarations documented in the Compliance Examinations and Declaration report form SCV2 is cancelled automatically and the selling owner/managing agent should return the certificate to the Certifying Authority for formal cancellation and records, A new certificate may be issued to the new owner on receipt by the Certifying Authority of the appropriate application form completed by the new owner. The Certifying Authority should decide the extent of any examination, if any, of the vessel which may be required before a new certificate is issued. The MCA Code Vessel Safety Branch should be informed, by the Certifying Authority, when a certificate is issued, renewed, cancelled or modified. When a certificate is cancelled, the circumstances should also be reported, for action to be taken as deemed necessary.

 

27.8.4 The owner of a vessel may transfer to another Certifying Authority at any time after the vessel has been accepted on the register. It is for the Certifying Authority to decide if it should refund any portion of the fees already paid. On transfer of a vessel, the outgoing Certifying Authority shall provide information to the receiving Certifying Authority of the status of declarations, examination and inspections; particularly with regard to any areas where the vessel may be deficient or a dispute exists. The unique number allocated by the first Certifying Authority is not to be changed.

28. Vessels Operating under Race Rules

28.1 A coded vessel chartered or operated commercially, for the purpose of racing need not comply with the provisions of the Code whilst racing, or whilst in passage directly to or from a race, provided that the vessel complies with the following: -

.1 It complies with the racing rule provisions of either the International Sailing Federation (ISAF) or the Union Internationale Motonautique (UIM).

.2 It complies with the racing rule provisions of the affiliated Member National Authority, of either the ISAF or UIM, in the country where the race takes place.

.3 It complies with the safety rule provisions of the race Organising Authority affiliated to the Member National Authority and thereby recognised by the ISAF or UIM to organise races in the country where the race takes place.

.4 If it is a yacht racing offshore, it complies with the appropriate parts of the ISAF Offshore Racing Committee's special regulations or the similar requirements of the affiliated race Organising Authority.

.5 When on charter and in passage in any Area Category to and from the race, the race or equivalent safety cover shall be in force, or the vessel is to be in its coded condition for the passage.

28.2 A non-Coded vessel may be chartered or operated commercially for the purpose of racing, or whilst in passage directly to or from a race, provided that it is registered and licence by an ISAF or UIM affiliated Member National Authority as a vessel chartered or operated commercially for the exclusive purpose of racing and provided the vessel also complies with the provisions of 28.1.1 to 28.1.5. The ISAF or UIM affiliated Member National Authority shall only register and licence such a vessel for World, Continental, National, Open or other similar status race events and shall advise the MCA accordingly. Non-coded vessels shall not be chartered nor used commercially for any other purpose than racing, as defined in 28.1.

 

28.3 The relief from compliance with the provisions of the Code which is permitted by Section 28.1 and 28.2, does not apply to a vessel taking part in an event created and organised with the intent to avoid the provisions of the Code.

Notes:

1. Only clubs recognised by an ISAF Member National Authority (MNA) may use the ISAF racing rules. In the UK this means a club affiliated as a club to the RYA. (This does not include RYA recognised teaching establishments).

2. The UIM racing rules require all racing drivers to have been licensed by a UIM MNA. In the UK, the RYA issues such licences, which require pre medical examinations and minimum levels of past experience.

3. All legitimate races are required, by the ISAF or UIM rules, to have been "pre-advertised" by means of a Notice of Race and be controlled by Sailing or Race Instructions. The minimum provisions for these are set out in the ISAF and UIM racing rules.

4. The exemption related in Section 28.2 above is intended to facilitate situations where, for example, an overseas team, unable to transport their own boat to an event because of distance, may charter a local, non coded, boat to enable them to compete. By specifying the events as World, Continental, National, Open or other similar status race events means that entry into the event is not restricted, i.e. anyone with an appropriate (registered) boat may enter the race.

29. Clean Seas

29.1 General

29.1.1 A vessel complying with the Code should meet international, national, regional and local requirements for the prevention of marine pollution which are applicable to the area in which the vessel is operating.

29.1.2 Responsibility for the vessel to be properly equipped and maintained to meet the requirements prevailing rests with the owner/managing agent.

29.1.3 It is also the responsibility of the owner/managing agent to ensure that a charterer of a vessel receives up-to-date and adequate information on prevention of pollution in the area in which the charterer intends to operate. The information may include the need to seek advice from local or harbour authorities, for which contact "points" should be given.

29.2 Requirements for Preventing Pollution of the Sea

 

29.2.1 Sewage

29.2.1.1 When the direct overboard discharge from a water closet is prohibited by administrations/authorities in an area of operation, the provision of "holding tanks" of sufficient capacity to store waste for discharge to shore facilities may be needed for a vessel to comply.

29.2.1.2 There are two standard pump out connections, ISO 8099 which is a one and a half inch pipe thread (in accordance with ISO 228-1) and MARPOL which is a 16mm thick flange having four 18mm diameter holes on a 170mm pitch circle diameter.

29.2.2 Garbage

29.2.2.1 The disposal of garbage into the sea is prohibited by the Merchant Shipping (Prevention of Pollution by Garbage) Regulations 1998, SI 1998 No 1377 Arrangements for the Retention of Garbage On Board and for Discharge to Shore Facilities should be provided. Arrangements should be varied as necessary to comply with special requirements which may be applied by administrations/authorities in the area in which a vessel operates. Reference should be made to Merchant Shipping Notice MSN No. 1720.

29.2.3 Oil

29.2.3.1 The Merchant Shipping (Prevention of Oil Pollution) Regulations 1996, SI 1996 No. 2154, as amended by The Merchant Shipping (Prevention of Oil Pollution)(Amendment) Regulations 2000, SI 2000 No. 483) explains the extent to which a vessel operating in accordance with the Code should comply with the Regulations.

29.2.3.2 "MARPOL 73/78 – Annex 1, Guidelines for Systems for Handling Oily Wastes in Machinery Spaces of Ships". The guidelines apply to ships of which the keels were laid on or after 1 January 1992.

29.2.3.3 Means to prevent pollution by oil should be acceptable to administrations/authorities in the area in which a vessel operates.

29.2.3.4 Merchant Shipping Notice No. 1197 provides information on additional recording and documentation.

30 Packaged Dangerous Goods

30.1 Governing Statute

The carriage of dangerous goods is only permitted in accordance with the Merchant Shipping (Dangerous Goods and Marine Pollutants) Regulations 1997 (Statutory Instrument 1997 No 2367).

 

30.2 Ship Stores

Ship stores, which are dangerous goods but carried for use during the voyage are exempt from the requirements of this Section, but should be appropriately used and stowed.

30.3 General Requirements

.1 Dangerous goods are only to be carried on deck.

.2 Passengers are not permitted when a vessel is carrying dangerous goods.

.3 The stowage and segregation requirements of the IMDG Code should apply.

.4 Packaged dangerous goods shall be in United Nation’s approved packaging.

30.4 Scuppers and Drains

The scupper and drainage arrangements are to be directed overboard with no connections to internal spaces.

30.5 Electrical Equipment

Electrical equipment installed in the cargo space should be of the certified safe type for the cargo being carried or be capable of being securely isolated and be isolated during the carriage of packaged dangerous goods.

30.6 Structural Fire Protection

Bulkheads forming boundaries containing fuel tank and engine spaces are to be insulated to A-60 standard unless the dangerous goods are stowed three metres from such bulkheads and boundaries.

30.7 Fire Fighting Equipment

30.7.1 There should be an immediate availability of water from the fire main such as an engine driven fire pump and, in addition, from a manual fire pump. The two pumps will be required when carrying Class 1 dangerous goods only. Each pump shall be capable of supplying the hoses and nozzles, required in accordance with the Code.

30.7.2 At least two portable dry powder extinguishers each rated at least at 34B are to be provided and be readily available to the cargo area.

30.8 Crew Training

The crew should undergo training in the carriage of the dangerous goods and the IMDG Code and records kept of the training undertaken.

30.9 Vessel Certification

30.9.1 Prior to any dangerous packaged goods being carried on a vessel the vessel should be surveyed and shown to be suitable for the carriage of the proposed packaged dangerous goods.

30.9.2 Upon successful completion of a survey, a Document of Compliance will be issued to the vessel indicating the Class of goods that can be carried and a list of equipment fitted.

30.10 Cargo Documentation

30.10.1 When packaged dangerous goods are carried, details of the emergency fire fighting equipment and First Aid medical procedures should be provided onboard, with additional equipment if required under the IMDG Code, to ensure that if an emergency occurs, it can be dealt with effectively.

30.10.2 When carrying packaged dangerous goods, a full manifest of the cargo shall be retained ashore by the Code vessels owner, or designated person, in case of an incident. This person ashore should have a list of contact numbers for the emergency services and relevant manufacturers/suppliers of the dangerous goods. The designated person should be employed by the Code vessel’s owner and be aware of the details of the voyage.

30.11 Permitted Packaged Dangerous Goods

30.11.1 A restricted list of dangerous goods, as contained in the IMDG Code, will be permitted:-

.1 Class 1 Explosives – when carrying military explosives a qualified military or explosive expert should be present when explosives are being loaded, carried and unloaded;

.2 Class 2.3 – prohibited;

.3 Class 3 Substances – the size of the container carrying Class 3 products will be limited to 30 litres;

.4 Class 4 Substances – prohibited;

.5 Class 5 Substances – prohibited;

.6 Class 6.1 Substances – packing group .3 substances only with a limit of 30 litres and 30 Kg;

.7 Class 6.2 Substances – prohibited;

.8 Class 7 Substances – prohibited;

.9 Class 8 Substances – packing group .1 and .2 substances prohibited, packing group .3 substances restricted to 30 litres max; and

.10 Class 9 Substances – permitted subject to container capacity, 30 litres liquid, and 30 kg weight.

 

30.11.2 Although the above table restricts the carriage of certain classes of dangerous goods, when these goods are carried in Limited Quantities as laid down in the IMDG Code, that the restrictions do not apply, and the goods may be carried.

30.11.3 Should an operator want to carry prohibited packaged dangerous goods on a regular basis, then a submission, with a safety assessment, should be submitted to the Environment and Cargo Safety Branch for consideration. If agreed, the Document of Compliance will be amended accordingly. This may involve the carriage of additional safety equipment. The assessment procedure should be discussed with the MCA before proceeding.

Informative Note

The title of the dangerous good classes is given below – for in depth descriptions the IMDG Code should be consulted.

Class 1 Explosives

Class 2 Gases

Class 2.1 Flammable gases

Class 2.2 Non-flammable, non-toxic gases

Class 2.3 Toxic gases

Class 3 Flammable Liquids

Class 4 Flammable solids; substances liable to spontaneous combustion; substances which, in contact with water emit flammable gasses

Class 4.1 Flammable solids

Class 4.2 Substances liable to spontaneous combustion

Class 4.3 Substances which, in contact with water, emit flammable gases

Class 5 Oxidising substances and organic peroxides

Class 5.1 Oxidizing substances

Class 5.2 Organic peroxides

Class 6 Toxic and infectious substances

Class 6.1 Toxic substances

Class 6.2 Infectious substances

Class 7 Radioactive material

Class 8 Corrosive Substances

Class 9 Miscellaneous dangerous substances and articles

 

ANNEX 1

EXTRACT FROM MGN 105 (M)

GUIDELINES ON THE USE AND FITTING OF RETRO-REFLECTIVE MATERIALS ON LIFESAVING APPLIANCES

1. Lifeboats and Rescue Boats

Retro-reflective materials should be fitted on top of the gunwale as well as on the outside of the boat as near the gunwale as possible. The materials should be sufficiently wide and long to give a minimum area of 150cm2 and should be spaced at suitable intervals (approximately 80cm from centre to centre). If a canopy is fitted, it should be allowed to obscure the materials fitted on the outside of the boat, and the top of the canopy should be fitted with retro-reflective materials similar to those mentioned above and spaced at suitable intervals (approximately 80cm from centre to centre). In the case of partly enclosed or totally enclosed lifeboats, such materials should be placed as follows:

.1 for detection by horizontal light beams - at suitable intervals at half the height between the gunwale and the top of the fixed cover; and

.2 for detection by vertical light beams (e.g. from helicopters) - at suitable intervals around the outer portion of the horizontal (or comparable) part of the top of the fixed cover;

.3 retro-reflective materials should also be fitted on the bottom of lifeboats and rescue boats which are not self-righting.

2. Liferafts

Retro-reflective materials should be fitted around the canopy of the liferaft. The material should be sufficiently wide and long to give a minimum area of 150cm2 and should be spaced at suitable intervals (approximately 80cm from centre to centre) at a suitable height above the waterline, doorways included, if suitable. On inflatable liferafts, retro-reflective materials should also be fitted to the underside of the floor, cross-shaped in the centre. The dimension of the cross to be half the diameter of the liferaft, and a similar cross should be applied to the top of the canopy. On liferafts which are not equipped with canopies, materials which should be sufficiently wide and long to give a minimum area of 150 cm2 should be attached to each buoyancy chamber at suitable intervals (approximately 80cm centre to centre) in such a manner that they are visible both from the air and from a ship.

3. Lifebuoys

Retro-reflective material of a sufficient width (approximately 5cm) should be applied around or on both sides of the body of the lifebuoy at four evenlyspaced points.

4. Buoyant Apparatus

Buoyant apparatus should be fitted with retro-reflective materials in the same manner as liferafts without canopies, always depending on the size and shape of the object. Such materials should be visible both from the air and from a ship.

5. Lifejackets

Lifejackets should be fitted with patches of retro-reflective materials with a total area of at least 400cm2 distributed so as to be useful for search from air and surface craft from all directions. In the case of a reversible lifejacket, the arrangement should be complied with no matter which way the lifejacket is put on. Such material should be placed as high up on the lifejacket as possible.

6. Immersion Suits

Immersion suits should be fitted with patches of retro-reflective material with a total area of at least 400cm2 distributed so as to be useful for search from air and surface craft from all directions. For an immersion suit that does not automatically turn the wearer face up, the back of the suit should be fitted with retro-reflective material with a total area of at least 100cm2.

7. General Remarks

The reflective tape used should be wheelmarked (although the wheelmark need not appear on the tape itself).

 

ANNEX 02

MEDICAL STORES FOR CODE VESSELS IN AREA CATEGORIES 2, 3, 4, 5 AND 6 CATEGORY C STORES, AS REQUIRED BY MSN 1768 (M+F)

Code Vessels in Area Category 1 require Category B Stores

Code Vessels in Area Category O require Category A Stores

See MSN 1768 (M+F) for details

 

*The numbering refers to the number allocated to the medicine or equipment in EC Directive 92/29

 

MEDICAL EQUIPMENT

Statutory Treatment

 

First Aid Instructions or a First Aid Manual (St John’s, Red Cross or St Andrew’s) should also

be included with the Medical Stores.

 

ANNEX 3

THE MANNING OF SMALL VESSELS

This Annex gives information relating to the manning and operation of small vessels in commercial use as follows:

Section 1 - Areas of Application

Section 2 - Minimum Qualifications of the Person in Charge of the Vessel and the Additional Person When Required To Be Carried

Section 3 - Revalidation of Certificates & Licences

Section 4 - Approved Engine Course

Section 5 - Stability and Approved Stability Course

Section 6 - Pilot Boats

Section 7 - Single Handed Operations

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

Section 9 - Keeping a Safe Navigational Watch

Section 10 - Withdrawal of Certificate

General

Vessels to which this Code applies and which comply with its requirements, will be exempt from the need to comply fully with the Merchant Shipping (Training and Certification) Regulations 1997, SI 1997 No. 348, as amended and the Merchant Shipping (Safe Manning, Hours of Work and Watchkeeping) Regulations 1997, SI 1997 No.1320 provided the manning of the vessel is in accordance with the standards given in paragraph 2 below when operating in the areas described in paragraph 1 below.

1. Areas of Application

Commercially operated vessels operating within the following areas should carry at least the qualified personnel shown in Section 2 below:-

 

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

2.1.1 All Certificates and Licences of Competency or Service are to be appropriate to the type of vessel in which they are used.

2.1.2 Any person appointed as a skipper must be a minimum age of 18 years.

2.2 Endorsement of Certificates

RYA certificates of competency and/or service should carry the endorsement – "valid for vessels of up to 24 metres in length used for commercial purposes".

2.3 Qualifications Required

A vessel should be manned in accordance with Tables 1, 2 and 3 of this Annex. Qualification differing from those tabled, but of equal standing or specialist application (e.g. Sailing Barge Masters Certificate), will be considered.

2.4 Controllers of Organised Activities

The controllers of organised activities such as Sailing Schools may submit alternative Qualifications to those listed above. Any such submissions to the MCA will be considered upon their merits.

2.5 Radio Qualifications

Every vessel should carry at least one person holding a Radio Operator’s Certificate suitable for the radio equipment on board.

2.6 Medical Fitness Certificates

2.6.1 The skipper and anyone else who is employed on board and who has safety responsibilities should hold an authorised medical fitness certificate. The standard medical fitness certificate for anyone employed at sea is the ENG1 certificate, available subject to a satisfactory medical examination, from an approved doctor appointed by the Secretary of State, listed in Merchant Shipping Notice (currently MSN 1760(M)). This medical certificate is acceptable for any area of operation (unless it includes a specific restriction) and is valid for a maximum of two years, in line with international requirements.

2.6.2 For those employed on small commercial vessels that operate no further than 60 miles from a safe haven (Area Categories 2, 3, 4, 5, and 6) the alternative ML5 certificate is acceptable. The ML5 certificate may be issued by any registered medical practitioner on the basis of a satisfactory ML5 report. An ML5 certificate is valid for 5 years for those up to age 65 and two years thereafter. The ML5 report form is available from any MCA Marine Office, or may be downloaded from MCA’s website (www.mcga.gov.uk)

 

2.6.3 As an alternative to Section 2.6.2, for vessels operating no further than 60 miles from a safehaven, the following will be accepted as evidence of medical fitness:-

CAA commercial pilot's licence,

HSE diving medical certificate,

DVLA Group 2 Drivers Licence.

The following will also apply:

.1 the validity of the evidence of medical fitness would be that of the validity of the parent licence, e.g. one year in the case of a CAA commercial pilots licence.

.2 in the case of the HSE diving medical and the DVLA Group 2 licence, evidence of satisfactory colour vision will be required.

.3 in the case of the above named equivalent medicals, a declaration will be required, signed by the applicant confirming the following:-

i) the contact details of the examining doctor, their consent for the Administration to obtain further medical information if required, and the date of the examination; and

ii) that they have not had any medical conditions requiring hospital admission, regular prescribed medication, or continuing medical surveillance, since the alternative medical was carried out; and

iii) that they have no conditions limiting strength, stamina, or flexibility, such that they could not cope with emergencies on board, such as recovering someone who has fallen overboard or fighting a fire; and

iv) that they will seek revised medical fitness certification and submit this to the Administration if the licence accepted as evidence of medical fitness is revoked for any reason, or if they suffer any illness or accident affecting their fitness to operate the vessel, during the period of the licence/certificate.

2.7 Basic Sea Survival Course

Skippers of vessels to which the Code applies should hold an approved Basic Sea Survival Course Certificate.

2.8 First Aid Training

The skipper or a member of the crew of vessels which operate in Area Category 2, 3, 4, 5 or 6 should hold an MCA approved Elementary First Aid Certificate (or its predecessor, the first aid at sea certificate) or an RYA First Aid Certificate, provided use of the medical stores is covered in the course. Skippers of vessels operating in Area Category 0 or 1 should hold a Proficiency in Medical Care Certificate (or its predecessor, the Ship Captain’s Medical Certificate) unless another member of the crew holds a medical or nursing qualification of an equivalent or a higher standard. The skipper or nominated first-aider should undertake refresher training at least every five years.

2.9 Hours of Work Provisions

2.9.1 Fatigue at sea is a serious safety issue and operators should ensure that all vessels certificated under the Code are sufficiently manned to avoid the need to work excessive hours. The skipper is responsible for ensuring, so far as is reasonably practicable, that he/she and all crew members are properly rested when they begin work and obtain adequate rest when not on duty. The Maritime Working Time Directive provides that the minimum hours of rest for anyone employed on board should be not less than:-

.1 ten hours in any 24-hour period; and

.2 77 hours in any seven day period.

2.9.2 These limits should be observed, although exceptions are allowed so long as they are agreed between the skipper and crew members, and provided that their health and safety, and the safety of the vessel, are not compromised. Such exceptions may take account of more frequent or longer leave periods or the granting of compensatory leave for watchkeeping seafarers or seafarers working on board ships on short voyages.

2.9.3 For boats operating on the basis of watchkeeping arrangements, a schedule of duties should be drawn up setting out the hours of work and rest periods. In drawing up a schedule factors to be taken into account may include:

.1 type of operation;

.2 details of the watchkeeping arrangements;

.3 the total workload;

.4 the seriousness of irregular working hours and their contribution to causing fatigue and the importance of scheduling reasonably stable working hours.

2.9.4 The Maritime Working Time Directive also provides anyone employed at sea with an entitlement to a period of leave of at least four weeks’ paid leave in each year.

 

2.10 Health and Safety at Work Provisions

2.10.1 The Merchant Shipping and Fishing Vessels (Health and Safety at Work) Regulations 1997 (SI 1997/2962) apply wherever "workers" are employed at sea. Under these regulations all employers have a duty to ensure the health and safety of workers and others, so far as is reasonably practicable. To fulfil this duty employers are required to carry out "a suitable and sufficient assessment of the risks of the health and safety of workers arising in the normal course of their activities or duties". The concept of risk assessments is relatively simple, and follows these basic steps:-

.1 identify the hazards;

.2 assess the chances of a hazardous event occurring;

.3 assess the severity or consequences; and

.4 if the combined risk and severity is too great, some action must be taken to reduce the risk to as low a level as reasonably practical.

2.10.2 Applying the principles of the health and safety requirements to Code Vessels means that the operator or skipper should take a proactive approach to safety and consider what particular hazards are likely to arise in the context of work activities on board. He should then take appropriate measures to remove the risks in so far as possible. The goal is to provide, as far as reasonably practical, for a safe working environment, with crew following safe working practices. The risk assessment does not need to be written down, but ensuring that crew have appropriate health and safety instruction and information is part of the exercise.

2.11 Radar Training

In any vessel that carries radar, the Skipper and any member of the crew who is liable to use the radar are strongly recommended to undertake appropriate training in its use.

3. Revalidation of Certificates and Licences

3.1 All RYA Yachtmaster Certificates (whether of competency or service), Boatmaster’s Licences and Local Authority Licences must be revalidated every five years. To revalidate, the applicant must prove at least 150 days of actual sea service on appropriate vessels during the previous five years and be in possession of a valid Medical Fitness Certificate.

3.2 Applicants for revalidation who are not able to prove the requisite sea service but are able to demonstrate that during at least half of the five year period they have been employed on duties closely associated with the management and operation of one or more of the appropriate types of vessels, may have their Certificates or Licences considered for revalidation.

 

4. Approved Engine Course

4.1 An Approved Engine Course is a course of at least thirty hours duration which is approved or recognised by the MCA. A "Certificate of Attendance" will be given by the course organisers to persons satisfactorily completing the course.

4.2 Persons who are able to demonstrate to the satisfaction of the MCA that they have the appropriate engineering experience and competency may be granted exemption from the requirement to attend an Approved Engine Course. Such a Course will cover the following topics:- Introduction to compression ignition and spark ignition engines; engine cycles; construction and operational details; fuel, air, cooling, lubrication and electrical systems; power transmission; hull fittings; oil and garbage pollution prevention; safe working practices; basic fire prevention and fire fighting techniques; dangers of asphyxiation in the use of gaseous and vaporising fluid extinguishing mediums; safety requirements of bottled gas installations; fault finding and rectification within all topics.

4.3 In addition to the above, it is strongly recommended that for vessels where there is installed propulsion power greater than 1500 kW or the vessel is fitted with equipment, essential to its operation, that is not included in the syllabus of the engineering qualification held, an applicable manufacturers, or equivalent, course should be attended.

5. Stability

The skipper of every vessel should be familiar with the vessels Stability Guidance Booklet, should insert the information required of the Master, and should ensure that it is drawn to the attention of all watch keepers on board. In the case of vessels also required to be provided with a Stability Information Booklet, skippers should have a knowledge and understanding of it’s contents.

6. Pilot Boats

Pilot Boat shall be manned in accordance with Section 25.6.3.26.

7. Single Handed Operations

7.1 The Administration does not recommend single handed operations. Vessels operating under this Code, other than those engaged as Pilot Boats or in any other business which involves the transfer of personnel at sea, may be operated single handed providing that the person operating the vessel complies fully with the minimum requirements for a skipper (appropriately qualified for the operating area) and the following conditions:-

.1 the area of operation is restricted to Area Category 3, 4, 5 or 6 in conditions of favourable weather and subject to favourable official weather forecasts for the area throughout the period of operation; and

.2 the duration of the voyage should not exceed 8 hours; and

.3 the vessel is not operated single handed in conditions of restricted visibility; and

.4 an acceptable lifejacket is worn at all times by the skipper; and

.5 no overside working takes place whilst the vessel is being operated single handed; and

.6 details of the time and point of departure, voyage plan and the Expected Time of Arrival (ETA) of every single handed voyage are left with a suitable person ashore and that person is notified of the safe arrival on completion of each voyage; and

7 communication should be made with a person ashore or with a vessel in company at regular agreed intervals; and

.8 on all open sportsboats, inflatable craft and RIBS, engine kill-cords should be fitted and used at all times.

7.2 In some cases, because of the size and arrangement of the vessel, the Certifying Authority may deem the vessel not to be suitable for single handed operations. In all cases where single handed operations are carried out, the owner/managing agent and the skipper should be satisfied that it is safe to do so. The vessels certificate should show that it is suitable for "single handed" operations.

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

It is the responsibility of the owner/managing agent to ensure that the skipper and where necessary the crew of the vessel have, in addition to any qualifications required in 2 above, recent and relevant experience of the type and size of vessel, the machinery on the vessel, and the type of operation in which the vessel is engaged. The owner/managing agent should also ensure that there are sufficient additional crew on board having regard to the type and duration of voyage/excursion being undertaken.

9. Keeping a Safe Navigational Watch

It is the responsibility of the skipper to ensure that there is, at all times, a person with adequate experience in charge of the navigational watch. In taking this decision the skipper should take into account all the factors affecting the safety of the vessel, including:-

.1 the present and forecast state of the weather, visibility and sea;

.2 the proximity of navigational hazards;

.3 the density of traffic in the area.

10. Withdrawal of Certificate of Competency or Service

The Yachtmaster Qualification Panel reserves the right to withdraw a RYA Certificate of Competency or Certificate of Service at any time if due cause is shown.

 

TABLE 1

Deck Manning Requirements Small Vessels in Commercial Use

 

 

 

 

 

 

 

 

Note 1 Qualification differing from those tabled, but of equal standing or specialist application will be co

Note 2 Vessels regularly engaged on near coastal voyages from ports outside the UK, have to abide b - Administration regulating that coastal area.

Note 3 Refer section 2.2.1 - RYA certificates of competency and/or service should carry the endorsem - metres in length used for commercial purposes".

Note A Certificate should be designated motor or sail as appropriate.

Note B Existing MCA Boatmasters License Grade 3 is only acceptable if it has been validated for the spe - Code coming into force.

Note C Competent Authority in respect of manning requirements means either the Maritime and Coastg - issues Certificates of Competency which has been applied for and granted recognition by the M -having the appropriate technical and administrative expertise.

Note D Local Authority Licence - only those Local Authorities that have the approval of the MCA may issu -

 

TABLE 2 – Engineering Manning Requirements Small Vessels in Commercial Use Until [31/12/2005]

 

 

 

Note 1 Qualification differing from those tabled, but of equal standing or specialist application will be considered.

Note 2 The person holding the engineering requirement may be a crew member listed in Table 1.

Note 3 In all cases one of the crew should be sufficiently familiar with the operation and maintenance of the vessel's machinery to ensure safe passage.

Note 4 Power Vessel W is a Power Vessel employed in towing operations, lifting operations or carriage of cargo greater than 1000 kg.

Note 5 Power Vessel SL is a Power Vessel other than Power Vessel designated by Power Vessel W.

 

TABLE 3 – Engineering Manning Requirements Small Vessels in Commercial Use After [01/01/2006]

 

 

 

 

Note 1 Qualification differing from those tabled, but of equal standing or specialist application will be considered.

Note 2 The person holding the engineering requirement may be a crew member listed in Table 1

Note 3 In all cases one of the crew should be sufficiently familiar with the operation and aintenance of the vessels machinery to ensure safe passage.

 

ANNEX 4

EQUIVALENCE FOR VARIATIONS AND BEACHCRAFT

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

1.1 Section 3.9 recognises that variations to the standards applied by the Code can be considered on the basis that the variations provide equivalent standards of safety by taking into account specific local conditions which are certain to exist. This section is intended for assessing equivalence for Category 6 operations, further limited to a maximum of 1 nautical mile from the shore for vessels operated by a qualified skipper or 1000m from the shore for self drive vessels, and is for use by Certifying Authorities, and Local Authorities with certifying authority status. It also provides Local Authorities performing licensing for beach/harbour operations, with a checklist of operational safety management practices for their consideration.

1.2 Applications for the acceptance of alternatives must be supported by justifications and be formally made via the Certifying Authority to the Divisional Director of Quality and Standards at the Maritime and Coastguard Agency's headquarters. Application for acceptance of variations for operation beyond these limits may be specially considered.

1.3 Variations are expected to be either a direct alternative to a requirement or a reduced requirement based upon factors that compensate for the reduction.

1.4 Justifications made formally in support of an application for acceptance of a reduced requirement are to be arranged in priority order, according to the judgement of the applicant.

1.5 Although not an exhaustive list, factors which will be considered individually and combined by the Divisional Director of Quality and Standards will include:

.1 area of operations significantly reduced from the maximum 3 miles from land and 3 miles radius to sea;

.2 a guaranteed control of the vessel which restricts operations to sea and weather conditions such that there is a very low risk of an accident;

.3 the certainty of readily available means of emergency rescue;

.4 operations wholly within sight of the supervising body and means of emergency rescue;

.5 seasonal operations only, such as between 1 April and 31 October or some lesser period, or favourable weather restrictions;

.6 vessels operating in close proximity to one another and equipped to provide efficient safety back-up to each other in an emergency;

.7 provision/wearing of additional (special) individual personal survival equipment/clothing which will protect lives in an emergency;

.8 enhanced communications between the vessel(s) and constantly attended shore base with readily available emergency rescue craft at the base;

.9 the nature of the sport or pleasure activity involves very low risk of participants accidentally entering the water or causing the vessel to capsize;

.10 inherent safety of the vessel by design, test and experience, (not applicable as an equivalent for stability standards or a specified level of life saving equipment);

.11 a high ratio of professional skipper and crew numbers to the number of other persons onboard;

.12 the number of safety craft provided to protect the vessels operating commercially for sport or pleasure;

.13 enhanced provisions for distress alert and rescue;

.14 means provided for "dry" rescue from a vessel in emergency situations.

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

2.1 This section is intended as guidelines for all parties involved in the administration of beach hired craft, including those issued with an Certificate of Compliance for Category 6 operations limited to a maximum of 1 nautical mile from the beach/harbour for vessels operated by a qualified skipper, or 1000m from the beach/harbour for self drive vessels, as defined in section 1, and Local Authorities’ own licensing schemes.

2.2 This is not considered an exhaustive list, nor are they relevant to all situations.

.1 All boats operating at sea should adopt appropriate safety standards or equivalencies set out in the Code of Practice for Small Commercial Vessels for Category 6 requirements, and the above section. The carriage of liferaft need not be a requirement for the vessel, but suitable equivalencies from the section above must be employed.

.2 All tows to be considered part of the towing vessel, and are to be fit for purpose.

.3 Personal watercraft (jet-skis and wet bikes) or PWC, may be subject to these guidelines, as appropriate, and additional advice is given in section 3. It should be noted that at present PWC are not considered as vessels, and as such may not be issued with a Small Commercial Craft certificate. Their use may be addressed however, by Local Authority licensing schemes, hence their inclusion in this annex.

.4 Boats are to be capable of accommodating all persons for which they are licensed, including those contained on board the tow, if applicable. Methods of assessing the number of persons suitable to be carried are contained in the text of this Code of Practice. In general, hired self-drive craft should not carry more than 4 persons.

.5 Towing craft should have a minimum crew of two at all times – one to drive, and navigate, the other to watch the tow.

.6 Craft should be fitted with an engine stop cord, to be used at all times.

.7 Operating procedures, and equipment where applicable, are to be in place for recovery of persons from the water, including measures to avoid injury from the boat and machinery. For vessels fitted with conventional propellers, consideration should be given to the fitting of a propeller guard, especially where recovery of persons is commonplace.

.8 Children under the age of 8 should be accompanied by an adult at all times, including when on a tow.

.9 Inflatable tows should be capable of supporting 110% of the maximum manufacturers weight limit, with any one separate inflatable compartment punctured or deflated.

.10 Lifejackets are to be worn at all times. For operations where buoyancy aids may be considered more practical, their use may be accepted based on equivalencies stated in section 1 above.

.11 Towlines should be approximately 25 to 30 metres long. A method of quick release in the event of an emergency is to be available.

.12 Parascending lines, harnesses and parachutes are to be inspected daily by the operator, and maintained in accordance with the manufacturers recommendations.

.13 Operating areas and any associated channels for slow speed transit to and from the shore, should be clearly marked.

.14 Operating areas, trading dates and daily hours for operation are to be defined.

2.3 Additionally the hire operator will:

.1 hold a nationally recognised qualification for the hiring activity concerned, i.e. water sports instructors certificate.

.2 hold a Local Authority licence/concession to operate, where applicable.

.3 maintain visual contact with the hired vessels at all times, and provide a means of immediate rescue in the event of an accident.

.4 ensure that vessels and associated equipment are maintained in proper state for the beginning of each hire.

.5 report and record to the Local or Certifying Authority, all incidents which have, or could have led to injury.

.6 ensure that hirers are provided with sufficient information about the vessel and its equipment to enable it to be used safely, and that hirers are competent for the intended operation.

.7 ensure a procedure is in place for immediate contact with the Coastguard, or other relevant emergency service, in the event of an accident or incident.

3. Additional Advice for the Hiring of Personal Watercraft

3.1 This section is intended solely as advice for local authorities licensing craft under local byelaws, and is included as guidance and advice as additional advice for personal watercraft.

.1 PWC should not be hired for towing activities.

.2 PWC should be clearly identifiable from each other by colour or number.

.3 The operator should consider registering all PWC with an appropriate security identity scheme, i.e. Datatag. Details of any registration should be held with licensing authority.

.4 The operator should consider the installation of a remote engine cut out device

.5 The operator must have an authorised arrangement with the Local Authority to provide safe refuelling facilities.

.6 The operator should not allow children under the age 8 to accompany the hirer.

.7 The operator should maintain a list of names and addresses of all hirers, including reference to proof of age.

3.2 In addition to the above, the hirer should,

.1 be aged 16 years or older, and be in possession of a valid Driving Licence, or marine qualification, e.g. RYA Dayskipper Motor, Powerboat Level 1 etc.

.2 ensure that at anytime they do not impose on water occupied by another craft or person in the water, attempt to dislodge a passenger, or act in an irresponsible manner, i.e. crossing the wake of another craft at close quarters.

.3 ensure that they do not endanger or impede the navigation of other vessels, merchant or otherwise, including ferries and high speed craft,

including manoeuvring at close quarters in order to feel the effect of the wash.

.4 remain in any designated PWC operating area.

.5 obey any speed limits.

 

ANNEX 5

LIQUID PETROLEUM GAS INSTALLATION FOR DOMESTIC USE

1. General Information

1.1 This guidance is based on ISO 10239 and a system constructed to the requirements this standard or it equivalent will be acceptable as long as additionally there is suitable gas detection equipment fitted.

1.2 Possible dangers arising from the use of liquid petroleum gas (LPG) open flame appliances in the marine environment include fire, explosion and asphyxiation due to leakage of gas from the installation.

1.3 Consequently, the siting of gas consuming appliances and storage containers and the provision of adequate ventilation to spaced containing them is most important.

1.4 It is dangerous to sleep in spaces where gas-consuming open-flame appliances are left burning, because of the risk of carbon monoxide poisoning.

1.5 LPG is heavier than air and. If released, may travel some distance whilst seeking the lowest part of a space. Therefore, it is possible for gas to accumulate in relatively inaccessible areas, such as bilges, and diffuse to form an explosive mixture with air, this is also the case with petrol vapours.

1.6 A frequent cause of accidents involving LPG installations is the use of unsuitable fittings and improvised "temporary" repairs.

2. Stowage of Gas Cylinders

2.1 LPG cylinders, regulators and safety devices should be stowed on the open deck (where leakage will not accumulate) or in a compartment that is vapour-tight to the vessels interior and fitted with a drain, so that any gas which may leak can disperse overboard.

2.2 The drain should not be less than 19 mm in diameter, run to the outside of the craft and terminate 75 mm or more above the 'at rest' waterline. The drain and locker ventilation should be 500 mm or more from any opening to the vessels interior.

2.3 The cylinders and associated fittings should be positively secured against movement and protected from damage in any foreseeable event.

2.4 Any electrical equipment located in cylinder lockers should be certified safe for use in the potential explosive atmosphere.

3. Cylinders and Attachments

3.1 Each system shall be fitted with a readily accessible, manually operated isolating valve in the supply pressure part of the system.

 

3.2 In multiple cylinder installations, in addition to each cylinder shutoff valve there should be non-return valves near the stop valves. Where there is a change over device (automatic or manual) it should be provided with nonreturn valves to isolate any depleted container.

3.3 When more than one container can supply a system, the system should not be used with a container removed unless the unattached pipe is fitted with a suitable gas tight plug arrangement.

3.4 Containers not in use or not being fitted into an installation should have the protecting cap in place over the container valve.

4. Fittings and Pipework

4.1 For rigid pipework systems solid drawn copper alloy or stainless steel tube. Steel tubing or aluminium or any materials having a low melting point should not be used.

4.2 Connection between rigid pipe sections should be made with, hard solder (minimum melting point 450ºC), appropriate compression or screwed fittings are recommended for general use for pipework in LPG installations.

4.3 Where hose in is used it should be meet the requirement of ISO 1763 or equivalent and be installed in a manner that gives access for inspection along it whole length.

4.4 There should be no joints in the pipework in the engine spaces.

5. Appliances

5.1 All unattended appliances should be of the room sealed type.

5.2 Cookers and hobs are not considered to be unattended appliances.

5.3 All gas burners and pilot flames should be fitted with a flame supervision devices which will shut off the gas supply to the burner or pilot flame in the event of flame failure.

6. Ventilation

6.1 The ventilation of requirements of a space containing a LPG appliance should be assessed against an appropriate standard( e.g. Annex B of ISO 10239) and should take into account gas burning equipment and persons occupying that space.

6.2 Where ventilators required for the LPG appliances in intermittent use can be closed there should be appropriate signs at the appliance warning of the need to have those ventilators open before the appliance is used.

7. Gas Detection

7.1 Suitable means for detecting the leakage of gas should be provided in a compartment containing a gas-consuming appliance or in any adjoining

space or compartment into which the gas, of greater density than air, may seep.

7.2 Gas detectors heads should be securely fixed in the lower part of the compartment in the vicinity of the gas-consuming appliance and other space(s) into which gas may seep. In areas where the detector head is susceptible to damage in the lowest part of the compartment (e.g. engine space bilge) the detector head should at least be fitted below the lowest point of ignition.

7.3 A gas detector system of a suitable type should, preferably, be actuated promptly and automatically by the presence of a gas concentration in air of not greater than 0.5 per cent (representing approximately 25 per cent of the lower explosive limit). The detection system should incorporate a visible alarm and an audible which can be heard in the space concerned and the control position with the vessel in operation.

7.4 Gas detection system components (ie gas detector head) likely to be in an explosive air/gas atmosphere should not be capable of igniting that atmosphere.

7.5 In all cases, the arrangements should be such that the detection system can be tested frequently whilst the vessel is in service and should include a test of the detector head operation as well as the alarm circuit, in accordance with the manufacturers instructions.

7.6 The detection equipment should be maintained in accordance with the manufacturers requirements.

8. Emergency Action

8.1 A suitable notice, detailing the action to be taken when an alarm is given by the gas detection system, should be displayed prominently in the vessel. The information given should include the following:-

.1 The need to be ever alert for gas leakage; and

.2 When leakage is detected or suspected, all gas-consuming appliances should be shut off at the main supply from the container(s). NO SMOKING should be permitted until it is safe to do so (ie the gas leakage has been eliminated and the spaces fully ventilated)

.3 NAKED LIGHTS SHOULD NEVER BE USED AS A MEANS OF LOCATING GAS LEAKS.

9. Owner/Operator Testing

It is strongly recommended that LPG systems are tested for leakage regularly.

All connections should be checked by;

.1 routine observation of the bubble leak detector (if fitted),

.2 observation of the pressure gauge for pressure drop with the

appliance valves closed and cylinder valve opened then closed (if fitted with gauge on supply pressure side),

.3 manual leak testing,

.4 testing with soapy water or detergent solution (with appliance-burner

valves closed, and cylinder and system valves open). CAUTION – Do not use solutions containing ammonia If leakage is present, close the cylinder valve and have the system repaired before further use. WARNING – NEVER USE A NAKED FLAME TO CHECK FOR LEAKS.

 

ANNEX 6

MARPOL OIL POLLUTION PREVENTION INFORMATION

1. MARPOL Requirements - Oil Pollution

1.1 Discharge Limits and Equipment

1.1.1 A vessel shall not discharge unfiltered effluent if the oil content of the effluent, without dilution, exceeds 15 ppm. (Reference MARPOL 9 (2), 10(2)(b))

1.1.2 A vessel may discharge effluent through filtering equipment providing that oil content of the discharged effluent, without dilution, does not exceed 15 ppm; (Reference MARPOL 9(2), 16(3)(b))

1.1.2.1 Vessels discharging effluent in special areas (see paragraph 1.6) but excluding the Antarctica area shall be fitted with:-

1.1.2.1.1 a monitoring device that will provide an alarm should the discharge effluent exceed 15 ppm; and

1.1.2.2.2 a stopping device which will ensure the discharge is automatically stopped should the discharge effluent oil content exceed 15 ppm. (Reference MARPOL 9(2), 16(3)(b), 10(3)(b) & Interpretation 3.4)

1.2 Antarctic Area.

1.2.1 Effluent shall not be discharged in this area.

1.3 Effluent Retention on board

1.3.1 Where effluent cannot be discharged into the sea in compliance with paragraph 1.1, it shall be retained on board or discharged ashore to reception facilities. (Reference MARPOL 9(6)

1.4 Chemicals

1.4.1 No discharge into the sea shall contain chemicals or other substances in quantities or concentrations which are hazardous to the marine environment or chemicals or other substances introduced for the purpose of circumventing the conditions of the allowed discharge . (Reference MARPOL 9(5))

 

1.5 Exceptions

1.5.1 The above shall not apply to:-

1.5.1.1 the discharge into the sea of oil or oily mixture necessary for the purpose of securing the safety of a ship or saving life at sea; or

1.5.1.2 the discharge into the sea of oil or oily mixture resulting from damage to a ship or its equipment:

1.5.1.2.1 provided that all reasonable precautions have been taken after the occurrence of the damage or discovery of the discharge for the purpose of preventing or minimizing the discharge; and

1.5.1.2.2 except if the owner or the master acted either with intent to cause damage, or recklessly and with knowledge that damage would probably result; or

1.5.1.3 the discharge into the sea of substances containing oil, approved by the Administration, when being used for the purpose of combating specific pollution incidents in order to minimize the damage from pollution. Any such discharge shall be subject to the approval of any Government in whose jurisdiction it is contemplated the discharge will occur. (Reference MARPOL 11)

1.6 Special Areas (Taken from MARPOL Regulation 10)

1.6.1 For the purpose of this Annex, the special areas are the Mediterranean Sea area, the Baltic Sea area, the Black Sea area, the Red Sea area, the ``Gulfs area'', the Gulf of Aden area, the Antarctic area and the North-West European waters, which are defined as follows:

1.6.2 The Mediterranean Sea area means the Mediterranean Sea proper including the gulfs and seas therein with the boundary between the Mediterranean and the Black Sea constituted by the 41°N parallel and bounded to the west by the Straits of Gibraltar at the meridian of 5°36' W.

1.6.3 The Baltic Sea area means the Baltic Sea proper with the Gulf of Bothnia, the Gulf of Finland and the entrance to the Baltic Sea bounded by the parallel of the Skaw in the Skagerrak at 57°44.8' N.

1.6.4 The Black Sea area means the Black Sea proper with the boundary between

the Mediterranean and the Black Sea constituted by the parallel 41°N

1.6.5 The Red Sea area means the Red Sea proper including the Gulfs of Suez and Aqaba bounded at the south by the rhumb line between Ras si Ane (12°28.5' N, 43°19.6' E) and Husn Murad (12°40.4' N, 43°30.2' E).

1.6.6 The Gulfs area means the sea area located north-west of the rhumb line

between Ras al Hadd (22°30' N, 59°48' E) and Ras al Fasteh (25°04' N, 61°25' E).

 

1.6.7 The Gulf of Aden area means that part of the Gulf of Aden between the Red Sea and the Arabian Sea bounded to the west by the rhumb line between Ras si Ane (12°28.5' N, 43°19.6' E) and Husn Murad (12°40.4' N, 43°30.2' E) and to the east by the rhumb line between Ras Asir (11°50' N, 51°16.9' E) and Ras Fartak (15°35' N, 52°13.8' E).

1.6.8 The Antarctic area means the sea area south of latitude 60° S.

1.6.9 The North-West European waters include the North Sea and its approaches, the Irish Sea and its approaches, the Celtic Sea, the English Channel and its approaches and part of the North-East Atlantic immediately to the west of Ireland. The area is bounded by lines joining the following points:

1.6.9.1 48°27' N on the French coast;

1.6.9.2 48°27' N, 6°25' W;

1.6.9.3 49°52' N, 7°44' W;

1.6.9.4 50°30' N, 12° W;

1.6.9.5 56°30' N, 12° W;

1.6.9.6 62° N, 3° W;

1.6.9.7 62° N on the Norwegian coast;

1.6.9.8 57°44.8' N on the Danish and Swedish coasts.

 

ANNEX 7

SKIPPERED CHARTER – SAFETY BRIEFING

1 Before the commencement of any voyage the skipper should ensure that all persons on board are briefed on the stowage and use of personal safety equipment such as lifejackets, thermal protective aids and lifebuoys, and the procedures to be followed in cases of emergency.

2 In addition to the requirements of 1, the skipper should brief at least one other person who will be sailing on the voyage regarding the following:-

.1 Location of liferafts and the method of launching;

.2 Procedures for the recovery of a person from the sea;

.3 Location and use of pyrotechnics;

.4 Procedures and operation of radios carried on board;

.5 Location of navigation and other light switches;

.6 Location and use of firefighting equipment;

.7 Method of starting, stopping, and controlling the main engine; and

.8 Method of navigating to a suitable port of refuge.

.9 Location of Stability Guidance Booklet, and Stability Information Booklet if applicable

Safety cards will be considered to be an acceptable way of providing the above information.

 

ANNEX 8

HANDOVER PROCEDURES FOR OWNERS/MANAGING AGENTS WHO BARE-BOAT CHARTER A VESSEL

1 Familiarisation at Handover

1.1 The owner/managing agent or appointed representative with intimate knowledge of the vessel should be present at the handover of the vessel to the chartering skipper and crew in order to complete the following familiarisation process:-

.1 A demonstration of the stowage of all gear and the method of use of all lifesaving and firefighting appliances on board the vessel should be given;

.2 The location and method of operation of all sea cocks and bilge pumps should be explained;

.3 A demonstration to ensure familiarisation with all mechanical, electrical and electronic equipment should be carried out;

.4 Details of routine maintenance required for any equipment should be declared;

.5 Checks to be carried out on the engine prior to starting, whilst running and after stopping to be demonstrated;

.6 The method of setting, sheeting and reefing each sail should be shown.

2 Documentation

2.1 The owner/managing agent or appointed representative, as detailed in 1. above, should ensure that the Vessel’s File is shown to the chartering skipper. The Vessel’s File should contain at least the following:-

.1 Registration papers

.2 Copies of the insurance policy

.3 Other necessary certificates

.4 Details of permitted operating area

.5 Instruction manuals

.6 Electrical wiring and piping/plumbing diagrams

.7 Inventory of the vessel’s equipment

.8 Plan(s) showing the stowage position of all the movable equipment necessary for the safe operation of the vessel.

.9 A list of names and telephone numbers (both in and out of office hours) of persons who may be contacted if the chartering skipper or the vessel is in need of assistance.

2.2 The owner/managing agent or appointed representative, as detailed in 1. above, should ensure that the Stability Guidance Booklet, and Stability Information Booklet if applicable, are shown to the chartering skipper.

2.3 The skipper chartering the vessel should sign an acceptance note after the handover procedure with regard to the inventory, condition of items demonstrated, and the amounts of fuel and other consumable items on board which may be chargeable.

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

3.1 At the end of the charter the owner/managing agent or appointed representative together with the chartering skipper should be present and the following procedure observed:-

.1 The vessel should be inspected;

.2 The vessel’s inventory should be checked;

.3 Any damage, defect, losses, or need for repair should be listed.

3.2 The above details should be noted on an appropriate form which is to be signed by the owner/managing agent or appointed representative and the chartering skipper.

 

ANNEX 9

FIRE TEST FOR GRP

1. Heat Source

The heat source for the fire tests should be provided by a propane gas torch with a Sievert burner type No. 2944 giving a maximum flame temperature of 1600ºC and burning propane at the rate of 4110 grams per hour with a pressure of 2kgf/cm. The rate of burning should be carefully controlled. The length of blue flame should be approximately 200mm.

2. Specimen

The specimen should be 450mm x 450mm cut from one metre square panel of the laminate to be tested. The specimen should not incorporate any of the edges of the one metre square panel. The edges of the specimen should be housed in a steel frame sufficiently to prevent them igniting during the tests. The specimen should be cured for at least 28 days before testing.

3. Test Procedure

The specimen should be oriented vertically in a draft free location, such that the tip of the blue flame (i.e. the point of greatest heat) impinges on the centre of the specimen with the flame normal to its surface. The non gel coat surface of the specimen should be exposed to the flame. The flame should not burn through the specimen within 15 minutes.

 

ANNEX 10

IGNITABILITY TEST FOR COMBUSTIBLE MATERIAL

1. Test Specimens

1.1 One specimen is to be prepared

1.2 The specimen is to be a minimum of 150mm x 150mm and of the thickness which is used on the vessels, together with any facing with which it is normally covered.

2. Conditioning of Test Specimens

2.1 The conditioning atmosphere should have a temperature of 20 ± 20°C and relative humidity of 65 ± 2%.

2.2 The specimen should be laid flat, in the conditioning atmosphere for a period of 24 hours, or for a sufficiently longer period in order to ensure that the mass of the specimen shows no progressive change greater than 0.25% when it is determined at intervals of 2 hours.

3. Atmosphere for Testing

3.1 The test is to be conducted in an atmosphere the same as for conditioning the specimen, or within 2 minutes of removal from the conditioning atmosphere.

3.2 Appropriate measures should be taken to prevent draughts in the vicinity of the testing equipment when testing is in progress.

4. Testing Procedure

4.1 Source of Ignition

The source should be obtained by using a burner consisting of a copper tube having a length of 150mm and inside and outside diameters of 5mm and 6mm respectively connected by a plastic or rubber tubing to a gas tap supplying natural gas. The copper tube is to have no opening for the supply of air.

4.2 Height of Flame

Before the test takes place the burner flame is to be adjusted to a height of 32mm.

 

ANNEX 11

EXPOSURE OF PERSONNEL TO POTENTIALLY HARMFUL NOISE (see Section 22.10.6)

(Edited extracts from Section 8 of the 'Code of Practice for Noise Levels in Ships', second edition, 1992, published by HMSO)

1. The following figures illustrate the acceptable maximum daily noise doses for unprotected ears, based on dB(A) sound energy received:-

Less than 80dB(A) for no limit (24 hours)

82dB(A) for 16 hours

85dB(A) for 8 hours

90dB(A) for 2 hours

95dB(A) for 50 minutes

100dB(A) for 15 minutes

105dB(A) for 5 minutes

110dB(A) for 1 minute

2. The following examples of noise levels in different locations to allow personnel to gauge the existence of conditions giving potentially harmful noise exposure:-

120dB(A) between 2 running 1800rpm diesel generators

110dB(A) in a small ship engine room with 900 rpm diesel main engines and 1550 rpm generator

105dB(A) 1 metre from cylinder tops of a slow speed (120 rpm) diesel main engine

100dB(A) between 2 running 600 rpm diesel generators

95dB(A) in a slow speed (120 rpm) diesel main engine at the aft end on the floor plate level

90dB(a) machine shop or quieter parts of ship's engine room

80dB(A) 15 metres from a pneumatic drill

70dB(A) vacuum cleaner at 3 metres

60dB(A) inside a supermarket

50dB(A) inside a house in a suburban area during daytime

(These levels are only approximate as engine noise varies considerably with type of installation).

 

ANNEX 12

USE OF ISO "FIRST OF TYPE" RIGHTING MOMENT CURVE FOR STABILITY ASSESSMENT

1. Introduction

1.1 Where the stability of a Coded vessel is assessed using the righting moment curve prepared to show compliance of the design with ISO 12217, this curve shall be subject to verification and, if necessary, correction, as set out below.

1.2 ISO 12217 normally requires the stability to be assessed in the Minimum Operating Condition. However, where the Loaded Displacement Mass is more than 15% greater than the former, the stability also has to be assessed in this heavier condition.

1.3 Where data is available for both conditions, the heavier should be used for the purposes of this Code.

2. Stability Verification Test

2.1 The vessel to be Coded shall be subjected to the stability verification test when as close as practicable to the loading condition used for the righting moment curve to be checked, as defined in ISO 12217. The purpose of the test is to verify that the stability of the vessel is adequately described by the righting moment curve of the "First of Type" used for ISO 12217 assessment. Where this is not adequately demonstrated, this curve shall be corrected as described below before reassessment of the stability compliance.

2.2 The test shall be conducted in calm conditions. The vessel shall be heeled to both port and starboard as much as practicable by the application of a heeling moment sufficient to produce a heel angle of firstly at least three degrees in either direction, and secondly at least five degrees, ie: two heeling moments and four heel angles in all. The heeling moments and angles of heel shall be recorded as precisely as practicable.

2.3 The heeling moments shall be applied using weights that are part of the loaded condition of the vessel, and moved through a known amount. The righting lever deduced for that angle of heel is given by:

where:

w = mass moved to produce the heel angle (kg)

h = distance parallel to design waterline mass was moved through to produce heeling moment (m)

ö = angle of heel produced (degrees)

tri = Displacement of vessel as used to derive the GZ curve in question (kg) .

 

 

2.4 Where the weights used to create the heeling moment have to be moved vertically from their normal location in order to generate the necessary heeling moment, the resulting measured righting moment should be corrected for the change in the vertical centre-of-gravity of the craft. The correction = GG1sin ö, added to the measured GZ when the weights were raised during the heeling test, where GG1 is the shift in vessel VCG due to the weights moved.

2.5 The First of Type righting moment curve shall be considered acceptable for stability assessment if the average deviation of the four values obtained at 2.3 and corrected according to 2.4 below the righting moment curve is equal to or less than 5%. Where the deviation is above the curve, no limit shall apply.

2.6 Where the average deviation of the four values obtained at 2.3 above from the righting moment curve is more than 5%, the First of Type righting moment curve shall be corrected throughout the range of heel angles by an amount equal to GG1sin ö, where ö is any heel angle. The value of GG1 used for this correction shall be obtained as follows:

GG1 = { (ä1/sin ö1) + (ä2/sin ö2) + (ä3/sin ö3) + (ä4/sin ö4) } / 4 where: än = difference in measured GZ from First of Type GZ curve at angle ön, for the four values obtained according to 2.2 and calculated according to 2.3 and 2.4 above.

2.7 Where the righting moment curve is modified in this way, the stability shall then be reassessed using the requirements of chapter 11 of the Code.

3. Maximum Steady Heel Angle for Sailing Vessels

3.1 The Maximum Steady Heel Angle to prevent downflooding in gusts is normally calculated for the Loaded Departure Condition, and may be increased if calculated for a lesser loading condition, such as the Minimum Operating Condition used for many ISO 12217 stability calculations.

3.2 Where the stability of a sailing vessel is assessed using ISO 12217 in the Minimum Operating Condition, the Maximum Steady Heel Angle calculated using this lesser loading condition must therefore be reduced by 10% to allow for this effect, before insertion in the Stability Information and Stability Guidance Booklets.

 

ANNEX 13

STANDARDS ANNEX

Numbering refers to appropriate section reference. Standards are for reference information. Equivalent standards may be considered subject to the acceptance of the Certifying Authority.

4.1.3.2.2 ISO 11812:2001 Small Craft. Watertight cockpits and quick-draining cockpits

4.3.2.3 As above

4.5.1.2 ISO 6185-2:2001 Inflatable Boats. Boats with a maximum motor rating of 4.5kW to 15kW inclusive

ISO 6185-3:2001 Inflatable Boats. Boats with a maximum motor rating of 15kW and greater

4.5.2.1 As above

5. ISO 12216:2002 Small craft. Windows, portlights, hatches, deadlights and doors. Strength and watertightness requirements.

7.3.1.2.1 ISO 10088:2001 Small Craft. Permanently installed fuel systems and fixed fuel tanks

7.3.1.2.2 ISO 13591:1997 Small craft. Portable fuel systems for outboard motors

7.3.1.3 ISO 13591:1997 Small craft. Portable fuel systems for outboard motors

7.4.5 ISO 7840:1995 Small Craft. Fire resistant fuel hoses

8.1.3 The Institution of Electrical Engineers Regulations for the Electrical and Electronic Equipment of Ships with Recommended Practice for their Implementation, 6th Edition 1990 and subsequent supplements.

British Marine Industries Federation Code of Practice for Electrical and Electronic Installations in Boats, 3rd Edition.

BS 6883 [1999], Specification for elastomer insulated cables for fixed wiring in ships. (Suitable for lighting, power, control, instrumentation and propulsion circuits.)

IEC 92-350, Low-voltage shipboard power cables. (General construction and test requirements for shipboard cables with copper conductors intended for low-voltage power systems at voltages up to and including 0.6/1kV.)

ISO 10133:2001 Small Craft. Electrical systems. Extra-low voltage d.c. installations

ISO 13297:2001 Small Craft. Electrical systems. Alternating current installations

ISO 8846:1990 Specification for protection of electrical devices used on small

craft to prevent ignition of surrounding flammable gases

BS EN 50057:1999 Electrical apparatus for the detection and measurement of combustible gases.

9.1.5 ISO 13929:2001 Small craft. Steering gear. Geared link systems

ISO 10592:1995 Small craft. Hydraulic steering systems

11. & 12. ISO 12217-1:2002 Small craft. Stability and buoyancy assessment and

categorisation. Non-sailing boats of hull length greater than or equal to 6 metres

ISO 12217-2 Small craft. Stability and buoyancy assessment and categorisation. Sailing boats of hull length greater than or equal to 6 metres

14.3.1 International Code for Application of Fire Test Procedures (FTP Code) –

International Maritime Organisation Document

14.5.2 ISO 10239:2000: Small Craft. Liquefied Petroleum Gas (LPG) system

14.5.3 International Code for Application of Fire Test Procedures (FTP Code) –

International Maritime Organisation Document

14.5.6 ISO 9094-1:2002 Small Craft. Fire protection Craft with a hull length of up to and including 15m

ISO 9094-2:2002 Small Craft. Fire Protection Craft with a hull length of over 15m and up to 24m

14.6.2 International Code for Application of Fire Test Procedures (FTP Code) – International Maritime Organisation Document

BS 5852-1 Assessment of the ignitability of upholstered furniture

15.4.1 BS EN 3 1996 Portable Fire Extinguishers

15.4.2 as above

15.4.4 BS EN 1869:1997 Fire blankets

15.5.2 BS EN 3 1996 Portable Fire Extinguishers

15.5.4 BS EN 1869:1997 Fire blankets

22.2.1 ISO 15085 Small craft - Guardrails, lifelines and handrails

22.10.5 BS 5378 Safety signs and colours