Professional Documents
Culture Documents
UK Flag
5 July 2008
Introduction
This guide for managers, masters and senior officers of United Kingdom
registered vessels. The purpose of the guide is to provide easy to use
information regarding United Kingdom Merchant Shipping regulations and
administrative procedures. UK regulations and procedures may differ from
those you may be familiar with in other flag vessels and this guide will help
you to comply with UK requirements.
Detailed requirements for operating UK ships can be found in UK Regulations,
Merchant Shipping Notices, Guidance to Surveyors and various publication
including the Code of Safe Working Practices, MCA SOLAS V publication and
Health and Safety leaflets; this detailed information is available on the MCAs
web site at:
www.mcga.gov.uk
Managers, masters, and seafarers serving in United Kingdom ships are
welcome to contact the Maritime and Coastguard Agency by phone, fax or e
mail for further advice and guidance. You may contact your companys
nominated MCA Customer Service Manager or contact the MCA Infoline 24
hours a day on:
Tel:
+ 44 (0) 870 6006 505
Fax:
+ 44 (0) 178 2369 005
infoline@mcga.gov.uk
Mailing address:
Maritime and Coastguard Agency
Spring Place
105 Commercial Road
Southampton
United Kingdom
SO15 1EG
The MCA would welcome any feedback and suggestions for improvements to
this document. Please forward suggestions to mcatyne@mcga.gov.uk or fax
+44 (0) 191 496 9901.
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Contents
1
3.2
Posting up a crew agreement .............................................................................. 13
3.3
Terminating a crew agreement............................................................................ 14
4
OFFICIAL LOG BOOKS .................................................................................................... 14
Page 1 - Front cover ........................................................................................................ 14
Pages 2 to 7 - Record of seamen employed in the ship .............................................. 15
Pages 8 and 9 - Births and deaths............................................................................... 16
Pages 10 to 14 - Record of musters, boat drills etc ..................................................... 16
Pages 15 to 18 - Record of test drills and inspections of steering gear .......................... 17
Pages 19 to 23 - Record of inspections of crew accommodation. .................................. 17
Pages 24 to 28 - Record of inspections of food and water .......................................... 18
Page 29
- Load line, depth of loading etc. ................................................................. 19
Pages 30 to 39 - Dates of departure from and arrival at each dock ............................ 19
Posting the FRE 13/ MSF 2004 Form ............................................................................. 19
Pages 40 to 76 - Narrative section............................................................................... 20
5. GMDSS LOG BOOK ....................................................................................................... 21
Radio tests required:........................................................................................................ 22
6
HEALTH AND SAFETY...................................................................................................... 23
6.1
Safety Officials and Committees ......................................................................... 23
6.2
Masters Responsibility ........................................................................................ 25
6.3
Risk Assessments ............................................................................................... 25
7
ACCIDENT REPORTING ................................................................................................... 25
8
MEDICAL STORES REQUIREMENTS .................................................................................. 26
8.1
Medical equipment............................................................................................... 26
8.2
Person in charge of medical care on board ship ................................................. 26
9
SURVEYS AND AUDITS .................................................................................................... 26
9.1
Surveys ................................................................................................................ 26
9.2
Authorised Survey Organisations ........................................................................ 27
9.3
DoC for Dangerous Goods .................................................................................. 27
9.4
Audits ................................................................................................................... 27
ISM Shipboard Audits ................................................................................................................ 27
Interim audits ............................................................................................................................. 27
Intermediate audits .................................................................................................................... 28
Renewal audits .......................................................................................................................... 28
ISPS Verification Audits ............................................................................................................. 28
9.5
ILO 178 inspections ............................................................................................. 28
10
STOWAWAYS AND REFUGEES ..................................................................................... 29
11
CONTINUOUS SYNOPSIS RECORD ............................................................................... 29
11.1 Making amendments to the CSR......................................................................... 29
11.2 Receiving an amended CSR ............................................................................... 30
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12
UK PUBLICATIONS REQUIRED TO BE ONBOARD ............................................................ 30
13
CADET TRAINING - OVERSEEING OF NVQ PORTFOLIOS ................................................ 31
ANNEX 1 EXAMPLE OF COMPLETED RISK ASSESSMENT FORM.................................................. 33
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1
1.1
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1.2.3 These procedures are important and must be followed to show any
Port State Control Inspector that the Company has followed the correct
procedures for the application for a United Kingdom Certificate of Equivalent
Competency. This should eliminate the possibility of the ship being detained.
1.3
Medical Certificates
UK Discharge Books
Rest
2.1.1 Every seafarer must be provided with not less than 10 hours rest in
total in any 24 hour period, provided that:
The 10 hour period may be divided into not more than two periods
one of which shall be not less than 6 hours; and
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The minimum hours of rest shall not be less than 77 hours in any 7
day period.
UMS
The time when the designated duty engineer officer in a ship with a UMS
class notation is free to sleep may also be counted as rest. However, any
time that the officer is called to answer an alarm condition has to be
considered as work and as a break in that rest and when that happens the
amount of rest due to him has to be recalculated.
2.3
Records
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2.5
'Properly rested'
The regulations place a duty on the Master to ensure that all crew involved in
watch keeping are properly rested and that arrangements are adequate to
maintain a safe watch at all times. You are required to ensure that your ship
does not sail from any port unless the officers in charge of the watch
immediately after sailing have received sufficient rest to allow them to
maintain a safe watch.
2.6
2.6.1
Exceptions
There will obviously be times such as:
- Emergencies and situations likely to become emergencies unless
action is taken,
- Musters and drills,
- Essential work on board which cannot be delayed for safety or
environmental protection reasons; and
- Factors beyond the control of the Master or the operator other
than commercial needs.
2.6.2 When these things occur it is often necessary for crew members who
are involved to miss out on their minimum rest as stated in the schedule. You
have the authority as Master to permit this but you must record the fact and
the reason for them, for missing out on the minimum rest for those men
affected.
2.6.3 In deciding what factors might come within factors outside the control
of the Master or the operator other than commercial needs you will need to
take into account the circumstances. The definition was written to take
account of situations such as when a Port Authority demands that the ship
vacate the berth when you had planned to stay longer, or when a shift of berth
is demanded unexpectedly. On the other hand a request by the charterer to
sail earlier so that he may minimise port dues is not a valid factor under this
definition and counts as a commercial need.
2.7
Leave
The regulations state that a seafarer is entitled to paid annual leave of at least
four weeks, or a proportion of four weeks in respect of a period of employment
of less than one year. This may be taken in instalments but may not be
replaced by a payment in lieu, except where the seafarer's employment is
terminated.
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Forms
3.1.1 The Merchant Shipping Act 1995, requires that every United Kingdom
ship shall have an agreement in writing between each person employed and
the person employing him. For United Kingdom ships these are known as
crew agreements and they are required to be in writing and in a form
approved by the Maritime and Coastguard Agency. These official crew
agreements are additional to and separate from any company contract or
similar document.
3.1.2 Note that UK regulations do not allow a person to be signed on ships
articles for more than 11 months at any one time.
3.1.3 There is a standard form of approved crew agreement supplied by the
Maritime and Coastguard Agency for each ship in conjunction with the Official
Log Book. The crew agreement and the official log book are closely related
documents.
3.1.4 The crew agreement is a requirement of both the Merchant Shipping
Act and an ILO Convention, it must be used and its correct use is of
importance. Failure to keep an approved crew agreement constitutes an
offence.
3.1.5 This guidance sets out the main requirements for opening,
maintaining, and subsequently closing a crew agreement, for the guidance of
Masters and others who may be involved in this task and who may be
unfamiliar with these requirements.
3.1.6 Crew agreements are delivered to ships as a white standard folder,
identified as Crew Agreement and List of Crew ALC1 containing all the
necessary sections for completion. It must be noted that this form of crew
agreement must be used whether or not there is in place any other contract or
agreement with the ships crew.
3.1.7 Note that although the MCA provides crew agreement documentation
there is no objections to companies downloading copies from MGN 148, or
making their own documentation so long as all the required information is
recorded.
3.1.8 The front page of the main folder has sections to be completed with
details of the ship and her owners. All the necessary information can be found
in the ships Certificate of Registry, and the details should be entered exactly
as found in that document. Also recorded are the date and place of
commencement and termination of the agreement
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3.1.9 Inside the front cover should be attached the approved contractual
clauses. Only approved clauses may be used in a crew agreement. The
appropriate approved clause is an ALC(NFD)1(d)
3.1.10 Owners may submit agreements other than the pre printed one, or
modifications to the pre-printed one to the Maritime and Coastguard Agency
for approval.
3.1.11 If such modified agreements are approved the owner should arrange
to incorporate the approved version with the set of crew agreement
documents when they are sent out to the vessel.
ALC(NFD)1(d)
3.1.12 The master, on opening a crew agreement for the first time, should
insert at the top of the ALC(NFD)1(d) in the first section, the name of the
employer and his address. Each seaman who then signs on the list of crew
becomes a party to this agreement between himself and the employer.
An example is:
THIS AGREEMENT is made between (here insert name and address
of the employer)
Honest Shipping Company Ltd,
123 London Road, Southampton, United Kingdom SO 14 3HL
(herein called the employer) and each of the seamen whose name is
included in the list of crew incorporated in this Agreement
3.1.13 At sub-section (ii) within the contractual clauses there is a space for
geographical limits. (normally 75 N/S) and the agreement is not to last more
than 6 months from the date of the first person signing the agreement. The
country of the final port of destination should be inserted (insert United
Kingdom).
An example is:
(ii) this Agreement shall be for a voyage or voyages within (geographical
limits to be stated, e.g. near coastal, unlimited or by reference to
latitude and longitude)
75 degrees North and South
and is not to extend beyond the expiration of six months from the date
of the first signature to this Agreement or the time at which the ship
first arrives at the port of final destination (country to be stated, e.g.
United Kingdom)
United Kingdom
after that period or the discharge of cargo consequent on that return;
3.1.14 At sub-section (iii) there is a line at which the notice period for
termination of employment on arrival at a port should be entered. A figure
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10
should be entered here. It should be the same notice period as any other
notice period contained in any other contract of employment that applies. If
there is no notice period specified in any other contract of employment then a
reasonable figure should be entered, not normally more than 14 days. The
country of the port should be entered (insert UK)
An example is:
(iii) after either
(a) one voyage has been completed by a seaman under this
Agreement or
(b) seven days have elapsed since a seamans employment under
this Agreement commenced;
either the seaman or the employer may give to the other notice (in
writing or orally before a witness) to terminate the seamans
employment under this Agreement such notice to take effect at a Port
in
United Kingdom
(state country) and to be given
not less than
14 days*
(exclusive of Saturdays Sundays and Public Holidays) either before
the ship is due to arrive at that port or if the employment is to
terminate at the port where the ship is when the notice is given before
it is due to sail.
3.1.15 Section (vi) should be left blank unless the owner has had
agreements approved by the Maritime and Coastguard Agency.
3.1.16 At the end of this page is a space for the signature of the Master, or
the employer. In almost all cases this will be signed by the master as the
person opening the agreement and dated as the day on which the agreement
is opened.
3.1.17 Once an agreement is opened the appropriate entry should be made
in the official log book.
Lists of Crew - Forms ALC 1(a), (b) & (c).
3.1.18 Also supplied with the crew agreement are a supply of forms ALC1(a),
ALC1(b) and ALC1(c)
3.1.19 Form ALC1(a) is used to record the details of every member of the
crew when they join the ship. Details of the Master and any non crew
members such as superintendents, or riding crews should not be entered on
Form ALC1(a), this form is only for crew members other than the master.
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11
ALC 1(a)
3.1.20 The individual entries on this form are completed as follows;
Reference Number
This is simply a consecutive number starting with 1 and with a new
number assigned to each person as they sign the agreement. It will
be the same number as that which appears against the same crew
member in list of crew in the official log book.
Name of Seaman (Block Letters)
Discharge Book No. (if any) or Date and Place of Birth.
In this box should be entered the crew members discharge book
number if he has one. If he holds a non UK or United Kingdom
discharge book the number of that book can be entered but it should
be accompanied by a note in brackets specifying the issuing country.
Name of ship in which last employed.
Address of Seaman
Name and Relationship of next of kin and address if different from above
Rate of wages
This box should contain the agreed rate of wages expressed as rate/
month or rate/ week as appropriate. It must be entered as a currency
or alternatively the box may be filled in as as per scale. When this
entry is used a list of the rate of wages for all crew members must be
attached to the ALC1 form. The agreement is not valid if the rate of
wages is not specified in either form.
If discharged the reason for discharge
This box will only be filled in when the crew member leaves the ship.
The entry will normally be leave but it may also be, for example,
dismissed hospitalised or deserted. An entry of mutual consent
can be used when the crew member gives notice and leaves in
accordance with the terms of employment , or an entry of agreement
terminated when a crew agreement is ended and the crew member
signs on again on a new agreement or an other appropriate reason
should other circumstances apply.
Date of commencement of employment on board
Date and Place of leaving the ship
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Signatures
3.1.21 The final column is for the signature of the crew member on joining
the ship and signing the crew agreement (a). Parts (b) and (c) of the final
column which are shaded should only be filled in when the seaman leaves the
ship. On leaving the crew member signs (b) and the master signs (c).
3.1.22 If the crew member is not available to sign off the agreement, through
desertion or through being hospitalised, for example, or if he dies then the
reason is entered in (b) and the master should sign (c).
3.1.23 On each occasion that a crew member signs off in this column a
suitable entry must be made in the official log book as well. It is not necessary
to make an entry in the official log book when a crew member signs-on, only
his name added in the list of crew at the front.
3.1.24 The lower section of the ALC1(a) form is to be filled in with details of
the certificates of competency held by each officer. In the 4th Column along
details of any tanker endorsements or other appropriate qualifications required
for the ship in which they are engaged.
ALC 1(b)
3.1.25 This form is for the use of Masters and other persons on board other
than members of the crew. Superintendents, riding squads, contract staff, etc.
The entries are similar to those on the form ALC1(a) except that each
reference number is preceded by an E.
3.1.26 In the case of the Master it will normally be the relieving Master who
will sign section (b) in the final column in respect of the Master he is relieving.
ALC 1(c)
3.1.27 This form is required to be completed whenever there are any
persons aged under 18 employed in the ship. Entries on this form are in
addition to those for the same persons on the ALC1(a) form and the reference
number on the ALC1(c) will be the same as the reference number assigned
on the ALC1(a) form.
3.2
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13
3.3
3.3.1 At the end of the crew agreement it must be closed and all persons on
it who have not already done so must sign off in section (b) of the final column
while the master should ensure that all the other shaded boxes are
completed. The entry for Date and Place of leaving the ship should be left
blank if the crew member is to sign on another crew agreement immediately
and is not therefore leaving the ship and, as noted above, the reason for
discharge in this case will be agreement terminated.
3.3.2 As soon as a crew agreement is closed and another one opened, the
old one complete with all its parts and including:
14
when they take over command. If a Master has been on the ship before and
returns while the log book is still in use, he does not need to add his name a
second time.
4.5
The third section is for the details and address of the registered
owner, or the managing owner, manager etc.
4.6
The final section on page 1 is for the date and place at which the log
book is opened, because the OLB is connected closely with the requirement
to keep a crew agreement, the OLB will always be opened on the same day
that a new crew agreement is opened. The closing date for the OLB will be
the date on which the crew agreement is closed.
4.7
All the entries in the boxes on page 1 must be made by the Master.
2
3
4.11
Name of Seaman
(Use capital letters please)
Capacity in
which employed
SERGIY TANASHCHUK
ANDRIY GRYPACHOV
Chief Officer
Second Officer
If entry made in
narrative section
give relevant page
42
42, 43, 46
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15
09/01/05
11/01/05
Date of
entry
02/01/05
Signatures of
master and
member of
crew
P Hackl
Master
S Tanashchuk
Chief Officer
09/01/05
11/01/05
P Hackl
Master
S Tanashchuk
Chief Officer
P Hackl
Master
S Tanashchuk
Chief Officer
4.16
Every entry MUST be signed by the master and by one other crew
member. If it is not signed by BOTH, the entry is invalid and will not be
accepted as proof that the drills have been carried out.
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4.17
If for any reason a muster or drill is not held then a statement as to
the reason why should be entered in column 2. Valid reasons might include
"vessel rolling and pitching heavily, unsafe to carry out drills".
4.18
If a drill is postponed or cancelled then it should take place at the next
suitable opportunity.
4.19
An additional UK requirement is for Entry into Dangerous Spaces
Drills. The master of:
(a) any tanker or gas carrier of 500 tons and over, and
(b) any other ship of 1000 tons and over
must ensure that drills simulating the rescue of a crew member from a
dangerous space are held at intervals not exceeding two months, and that a
record of such drills is entered in the Official Log Book.
Pages 15 to 18 - Record of test drills and inspections of steering gear
4.20
This section is self explanatory. The regulations require steering gear
to be tested within 12 hours before sailing (or once per week for ships making
one voyage or more per week from the same port) and emergency steering
systems to be tested every 3 months.
Typical entries might appear as:
Date, time and
place of test
drill, inspection
or pre-sea
check
02/03/05 1700 LT
Riverside Quay
South Shields
15/05/05 1100 LT
54 50 N
01 00 E
Date of
Entry
02/03/05
15/05/05
P Hackl
Master
S Tanashchuk
Chief Officer
P Hackl
Master
S Tanashchuk
Chief Officer
4.21
As with most sections of the OLB all entries MUST be signed by the
master and an officer to be valid.
Pages 19 to 23 - Record of inspections of crew accommodation.
4.22
This section is for records of mandatory inspections of crew
accommodation. The regulations require that an inspection of the crew
accommodation, to ensure that it is being kept clean and that all the
requirements of the crew accommodation regulations are being followed, is
carried out every 7 days. The inspection must be carried out by the master
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17
and he must be accompanied by one other member of the crew. All entries
must be signed by the master and a member of the crew, who will normally be
the same person who accompanies the master on the inspection.
4.23
It is acceptable in large ships for the inspections to cover areas of the
accommodation on each occasion so long as the whole of the accommodation
is inspected in sequence.
Typical entries might appear as:
Time and
date of
inspection
Names and
ranks of
persons making
the inspections
1700 LT
01/04/06
P Hackl
Master
1030 LT
08/04/06
S Tanashchuk
Chief Officer
P Hackl
Master
Particulars of any
respects in which crew
accommodation, or any
part of it is found not to
comply with the
Regulations
Accommodation inspected
all areas satisfactory
Date of
entry
01/04/06
08/04/06
A Grypachov
Second Officer
Signatures of
master and
member of
crew
P Hackl
Master
S Tanashchuk
Chief Officer
P Hackl
Master
A Grypachov
Second Officer
4.25
Guidelines on fresh water systems are contained in MSN 1214 and
MSN 1401.
4.26
There are no minimum requirements as to the minimum amount of
food. The Regulations state:"4. It shall be the duty of the employer and master of every ship to ensure
that there shall be provided on their ship provisions and water which
(a) are suitable in respect of quantity, nutritive value, quality and
variety having regard to the size of the crew and the character
and nature of the voyage;
(b) do not contain anything which is likely to cause sickness or
injury to health or which renders any provision or water
unpalatable; and
(c) are otherwise fit for consumption."
4.27
The records of inspections in this section are similar to those in the
previous section. The Convention and the United Kingdom Regulation
requires that inspections are carried out at intervals not more than 7 days.
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4.28
The inspections in this section must be made by the Master and any
member of the crew. In practice it will usually be possible to inspect
provisions, store rooms, galleys etc. with a member of the catering
department during the course of the accommodation inspection.
4.29 Entries in this section must be signed by the Master and by the
member of the crew making the inspection.
Typical entries might appear as:
Date of
inspection
01/01/06
08/01/06
Names and
ranks of
persons
making the
inspections
P Hackl
Master
W Academia
Cook
P Hackl
Master
Result of inspection of
supplies of food and fresh
water
W Academia
Cook
Date of
entry
01/01/06
08/01/06
Signatures of
persons
making the
inspection
P Hackl
Master
W Academia
Cook
P Hackl
Master
W Academia
Cook
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4.35
Normally it will be convenient for the person completing Form FRE13/
MSF 2004 to enter the details in the OLB at the same time for the masters
signature as a final check. Normally the officer completing the data for the
FRE13/ MSF 2004 will be the second signatory for this section.
Pages 40 to 76 - Narrative section
4.36
This section is for explanatory entries. A complete list of the
categories of entry to be made is contained in the Official Log Book
Regulations. In general terms this section should contain entries relating to:
changes of master
the annexing of other documents to the OLB.
accidents
casualties
disciplinary matters
discharge of crew members, i.e. when they sign off the articles ( note
there is no need to make an entry when crew members sign on to the
articles, this is covered above).
details of crew left behind
desertions
complaints
promotions and demotions
criminal convictions during a voyage
illness
deaths
appointments of safety officers, representatives and committees.
meetings of safety committees.
wages disputes
closing of articles and OLB.
4.37
If it is not practicable due to its length, or for any other reason for an
entry to be contained in the narrative section, it shall be contained in a
separate document annexed to the OLB and referred to in an entry in the
narrative section.
4.38
Some fictional examples, designed to illustrate the type of entries that
might commonly be made, are below. Every entry MUST be signed by the
Master and by a member of the crew.
Date and
hour of
occurrence
1200 UTC
04/02/06
Place of the
occurrence, or
situation by latitude
and longitude at
sea
South Shields
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Date of
entry
04/02/06
20
0900 UTC
05/02/06
South Shields
05/02/06
1630 LT
15/02/06
Malta
15/02/06
0900 LT
06/03/06
Rotterdam
06/02/06
1730 LT
15/04/06
At sea
55 10 N
01 01 E
15/04/06
0642 LT
21/04/06
Kotka
21/04/06
1300 LT
28/04/06
Rotterdam
28/04/06
4.39
The page number for every entry in the narrative section which refers
to a crew member should be entered in column 4 of the list of crew section.
4.40
In the event that an OLB becomes full while the articles are still open,
another OLB should be started. An entry should be made in the narrative
section of the second or subsequent book should reflect that this is a
continuation book. All the books should be returned with the completed
articles at the end of the voyage.
5.
5.1
All UK ships are required to carry a GMDSS log book, MCA GMDSS
radio logs are available from book shops eg. www.tsoshop.co.uk/. The log
book is to keep records of communications relating to distress, urgency and
safety radio traffic, regular positions of the ship and results of tests on radio
equipment.
5.2
Instructions for completing the log book are contained in the book.
GMDSS Log Books should be returned to the MCA with the Official Log Book
and Crew Agreements when these are closed.
5.3
It is not compulsory to carry an MCA GMDSS Log books however the
following tests, listed in the front of the UK GMDSS Log, must be carried out
and recorded in some form:
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6.1
6.1.4 On every ship in which five or more persons are employed the
Company/Operator is required to make rules and arrangements for the
officers and ratings to elect safety representatives.
Safety Representative
6.1.5 A safety representative must be someone who has at least 2 years
sea service since he was 18. If the ship is a tanker he also needs at least 6
months service in tankers (oil, gas, or chemicals as appropriate).
6.1.6 The Master is required to record the election of safety representatives
to a safety committee in the Official Log Book, in the narrative section. There
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If the ship carries less than 16 crew, one safety representative elected
by the officers and ratings together,
If the ship carries 16 or more crew; one safety representative elected
by the officers and one elected by the ratings,
If the ship carries more than 30 ratings one safety representative
elected by the ratings from each of the deck engine and catering
departments.
6.1.7 Those who are elected as safety representatives do not have to stay
in that role for the whole voyage, others can be elected to take over. You
should ensure that any safety representative is briefed on his duties and
responsibilities. They can:
Safety Committee
6.1.8 Once the safety officials have been appointed or elected the Master is
required to appoint a Safety Committee which includes the Safety Official and
each safety representative. The Master is also on the Safety Committee as
Chairman and the creation of this committee must be recorded in the Official
Log Book. The safety committee should meet whenever it chooses as long as
the intervals between meetings are not greater than 6 weeks.
6.1.9
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24
6.1.10 There is a legal duty on the company to help the Safety Committee to
work and the company has to:
6.2
It is very important that the Master takes a close interest in the work of the
safety officials, checking that the Safety Official is fulfilling his responsibilities
effectively, while giving support and encouragement. The Master is the best
person to ensure that the safety committee works successfully by encouraging
all crew members to participate in the ships safety culture.
6.3
Risk Assessments
6.3.1 Master should ensure that a risk assessment has been carried out to
cover all work activities on board where there is a realistic risk of harm to
personnel. Refer to the Code of Safe Working Practices Chapter 1.
6.3.2 The aim of risk assessments is to minimise accidents and ill health on
board. Masters should ensure that not only are risk assessments prepared,
but work activities are carried out in accordance with the risk assessments.
6.3.3 Many accidents and fatalities could have been prevented if crew
members had followed the precautions highlighted in a risk assessment. An
investigation into a recent fatality involving an accident during cargo
operations found that had the seaman followed the precaution of standing at
least one container away from the container being worked, the fatality would
not have happened.
6.3.4
Accident Reporting
version 2 - 5/7/08
25
requirement for the Master or Operator to report Accidents and Major Injuries
by the quickest means possible and as soon as possible after the occurrence
to the Marine Accident Investigation Branch. Serious Injuries should be
reported within 14 days and whilst there is no requirement to report a
Hazardous Incident it is recommended that a report is sent.
7.2
The definitions of Accidents and Major Injuries and Serious Injuries
are contained in MGN 289.
7.3
Accidents should be reported to the Marine Accident Investigation
Branch on form IRF and you should have copies of this form on board. It can
also be downloaded from the Marine Accident Investigation Branch website:
www.maib.gov.uk.
8
8.1
A full list of medical equipment that must be carried is contained in MSN 1768
8.2
Any person designated to take charge of medical care on board ship, must
have successfully completed an approved Medical Care training programme
meeting the standards laid down in STCW Code A-VI/4-2 within the preceding
5 years.
9
9.1
version 2 - 5/7/08
26
9.2
9.2.1 Ships on the ACS program, see MGN 345, can arrange all surveys
directly with their Classification Society, except for ISM and ISSC audits and
ILO inspections.
9.2.2 On non ACS ships surveys for Load Line, Safety Construction, and
MARPOL have been fully delegated to your classification society and can be
arranged directly with Class.
9.2.3 Surveys for Safety Radio should be arranged through SELEX who will
carry out surveys in the UK but for surveys outside UK normally appoint a
local representative see - MGN 286.
9.2.4 Surveys for Safety Equipment should be arranged through MCA
Customer Service manager or through MCA HQ e mail:
hqsurvey.branch@mcga.gov.uk
Tel + 00 44 (0) 2380 329 224.
The MCA will normally authorise Class to carry out the survey however the
MCA will conduct surveys themselves
9.3
in the UK
at 1 survey in 5
where the MCA feel the need to inspect the ship eg. after a detention
DoC for Dangerous Goods
Audits
9.4.1 ISM SMC, ISPS audits and ILO 178 inspections should be carried out
at the same visit and this may need to be planned to ensure that this will be at
a port where enough time is available.
ISM Shipboard Audits
9.4.2 All shipboard audits for the International Safety Management (ISM)
Code will be carried out by MCA surveyors. ISM shipboard audits should be
arranged in plenty of time with the MCA Customer Service Manager via your
Designated Person Ashore (DPA).
Interim audits
9.4.3 Required at delivery of new buildings or where ships change their ISM
Management Company. The DPA should contact the MCA to arrange this
audit.
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27
Intermediate audits
9.4.4 A 12 month 'window' exists (between the 2nd and 3rd Anniversary
Dates of the certificate) in which to arrange intermediate audits. We
recommend you begin arranging this audit as soon as the 'window' opens to
avoid problems later on when the time available is less and availability of
auditors may affect the ability to carry out the audit in the most convenient
location.
Renewal audits
9.4.5 To be completed in the three months prior to the expiry of the Safety
Management Certificate. Again, arrange these early to ensure the certificate
does not expire this would almost certainly result in a major non-conformity.
ISPS Verification Audits
9.4.6 All verification audits for the International Ship and Port Facility
Security (ISPS Code) will be carried out by surveyors from the MCA, normally
at the same time as the ISM audit. ISPS audits should be arranged as above.
9.5
The ILO 178 inspection will generally cover areas such as:
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28
10
11
When any data entry in the current CSR requires an amendment you must act
as quickly as possible. To do this you should fill in the changes on the Form 2
and send this to the Registry of Shipping and Seamen. The Registry of
Shipping and Seamen will enter the new changes in the ships master record
and issue a new CSR sheet with the next consecutive number to be attached
to the record on board. After this is done you must ensure that the Index of
Amendments (Form 3) is kept up to date and also attached to the current CSR
in date order.
version 2 - 5/7/08
29
11.2
11.2.1 When you receive a new CSR or an amendment sheet, you should
check its sequential number to make sure it is the correct next one, review the
data entries to make sure they are correct and they cover all amendments in
the Index of Amendments.
11.2.2 If you find that there are amendments that are not included in the
CSR you should:
11.2.3 If, for any reason, the ships CSR records are lost or damaged it is
essential that they are restored as quickly as possible in order to avoid
potential delays to the ships voyage. You should contact the Registry of
Shipping and Seamen as quickly as possible who will provide signed and
stamped duplicates.
12
version 2 - 5/7/08
30
13
(Refer also to the MNTB guidelines for training at sea, the introduction to
Vocational Qualifications at the beginning of the NVQ Portfolio and MSN
1634)
13.1
As soon as possible after the candidate first joins the ship, it is the
Masters duty to ensure that the necessary opportunities are presented to
enable the candidate to complete the Priority Familiarisation and Safety
Tasks.
13.2
The tasks completed thereafter should be inspected and signed upon
joining the vessel, each month thereafter and at the end of the voyage.
13.3
For deck cadets - a steering certificate should be completed and
signed when the candidate has obtained the necessary experience and
reaches the required standard. It is extremely important that the candidate is
given adequate supervised bridge watchkeeping experience after the first sea
phase. The MCA require that all deck candidates for a first certificate of
competency must spend six of their final 12 months qualifying sea time
engaged in bridge watchkeeping duties under the supervision of a deck
officer. This requirement means that the balance of emphasis in terms of
training during the latter sea phases should be directed towards
watchkeeping.
13.4
In the event that some tasks are not able to he completed, then a
suitable alternative task to a similar standard may be completed and recorded
in the relevant section of additional tasks provided for each unit. This space
may also he used for any additional tasks not specified and so provide further
evidence that such training and experience has been acquired.
13.5
Officers who act as witnesses to the tasks should sign and date the
appropriate tasks and enter his/her name in the Record of Authenticating
Officers list. Any task should only be signed as complete when the demands
of the task have been met. The signature will attest to the Authentication
statement shown in each task and where more than one activity is detailed
within a task, this statement must be true for all activities.
13.6
The number of tasks specified has no bearing on how many times the
candidate must complete the task, it may take several attempts. However, for
each attempt not reaching full competence, the officer must give clear
information on the areas that are lacking so that the candidate may address
these deficiencies. This is particularly important at the end of the voyage,
where the candidate may he joining another vessel where the officers will
have limited indications of his/her progress. In this respect, notes may he
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31
version 2 - 5/7/08
32
Section 2
Assessment of Risk Factor
Severity of Harm
Likelihood of
Harm
12/ 05
12/ 04
Working aloft
3
4
5
6
Electrocution hazard
Extreme
Harm
Very Unlikely
VERY LOW
RISK
HIGH RISK
Unlikely
VERY
LOW
RISK
MEDIUM
RISK
VERY
HIGH RISK
Likely
LOW
RISK
HIGH RISK
VERY
HIGH RISK
Very Likely
LOW
RISK
VERY
HIGH RISK
VERY
HIGH RISK
Section 1
Hazard Analysis of the Intended Work Activity
Description of Identified
Hazards
Moderate
Harm
VERY
LOW
RISK
Hazard
no.
1
Slight
Harm
Hazard
no.
1
Likelihood of
Harm
Severity of
Harm
Very Unlikely
Moderate
Very Low
Unlikely
Moderate
Medium
Unlikely
Moderate
Medium
Very Unlikely
Slight
Very Low
Very Unlikely
Slight
Very Low
Very Unlikely
Slight
Very Low
Very Unlikely
Slight
Very Low
Likely
Moderate
High
Very Unlikely
Moderate
Very Low
10
Section 3
Additional Control Measures to Reduce the Risk of Harm
Hazard no.
1
2
3
4
5
6
7
8
9
10
Review Date
As of job date
As of job date
As of job date
As of job date
Immediate
Next annual review
Additional comments:
version 2 - 5/7/08
33
Risk
Factor
Summary
This Merchant Shipping Notice contains the detailed mandatory requirements specified by the
Secretary of State under the Merchant Shipping (Hours of Work) Regulations 2002 which come into
force on 7 September 2002, and Regulations 1-5 and 11-18 of the existing Merchant Shipping (Safe
Manning, Hours of Work and Watchkeeping) Regulations 1997 1 . It gives guidance on the
application of the Regulations.
The guidance is in 3 Sections with Annexes:
Section 1 - Hours of Work
Section 2 - Safe Manning
Section 3 - Watchkeeping
Key Points
Section 1 - The requirements of the new 2002 Regulations:
apply to all seafarers (including masters) employed or engaged in any capacity on board a
seagoing ship other than fishing vessels, pleasure vessels, offshore installations whilst on their
working stations and tugs which do not ordinarily go beyond the limits of categorised waters
provide for a minimum of 10 hours rest in any 24 hour period and 77 hours in any 7-day
period and 4 weeks annual paid leave
Sections 2 and 3 of this Notice, which supersedes MSN 1682(M), have been reissued to incorporate
editorial amendments, to clarify the manning guidance tables (at Annexes C and D) and to
incorporate International Maritime Organization Resolution A21/Res 890 on the Principles of Safe
Manning.
1
Introduction
1.1
1.2
1.3
2.0
Application
2.1
2.3
2
3
The
requirements
of
these
Regulations do not apply to seafarers
employed or engaged on fishing
vessels, offshore installations whilst
SI 1998/1833
SI 1998/2771
Seafarer
2.2.1
2.2.2
Seagoing Ship
2.3.1
2.3.2
2.4
3.0
2.4.1
3.1
3.2
4.0
4.1
2.5
2.5.2
- be in writing;
- have been circulated in draft to all workers
to whom it applies together with guidance
to assist their understanding of it;
- be signed before it comes into effect either:
5.2
5.3
5.4
5.5
6.0
6.1
5.0
5.1
Records (Regulation 9)
7.1
7.2
7.3
7.4
8.0
8.1
9.0
9.1
12.0 Introduction
12.1 The Merchant Shipping (Safe Manning,
Hours of Work and Watchkeeping)
Regulations 1997, place responsibilities on
companies owning or operating UK
registered seagoing ships and other ships
whilst in UK national waters, to ensure that
their vessels are manned with personnel of
appropriate grades who have been properly
trained and certificated. The numbers of
certificated officers, and certificated and
non-certificated ratings must be sufficient to
ensure safe and efficient operation of the
ship at all times.
.1 watchkeeping;
.2 hours of work or rest;
.3 safety management;
.4 certification of seafarers;
.5 training of seafarers;
.6 occupational health and hygiene;
.7 crew accommodation.
.1
.2
.3
.4
.5
.6
.1
.2
.3
.4
.1
.2
.3
.1
and
.4
maintain ships
electronic systems.
and
.5
control
electric
and
.1
.2
.3
provide
communications
emergencies.
in
SI 1995/1427
21.0 General
21.1 The principles applying to the keeping of a
safe watch are given in Chapter A-VIII of the
STCW Code5 and must be followed in order
to comply with the Regulations.
Available from the Publications Department, International Maritime Organization, 4 Albert Embankment, London SE1 7SR
10
(1)
(2)
(3)
(4)
11
Comments
Non-watchkeeping
duties
(fromto)
Watchkeeping
(fromto)
Watchkeeping
(fromto)
Non-watchkeeping
duties
(fromto) (4)
At sea
In ports
The terms used in this model table are to appear in the working language or languages of the ship and in English.
See overleaf for selected extracts from ILO Convention No 180 and the STCW Convention..
For those positions/ranks that are also listed in the ships safe manning document, the terminology used should be the same as in that document.
For watchkeeping personnel, the comment section may be used to indicate the anticipated number of hours to be devoted to unscheduled work and any such hours should be
included in the appropriate total daily work hours
Position/rank (3)
The maximum hours of work or minimum hours of rest are applicable in accordance with the Merchant Shipping (Hours of Work) Regulations 2002
issued in conformity with ILOs Seafarers Hours of Work and the Manning of Ships Convention 1996 (No 180) and with any applicable collective
agreement registered or authorised in accordance with that Convention and with the International Convention on Standards of Training, Certification
and Watchkeeping for Seafarers 1978, as amended, (STCW 95) (2).
Name of Ship: ____________________________________ Flag of Ship: ______________________ IMO number (if any): _________________
ANNEX A(i)
Hours of rest may be divided into no more than two periods, one of which shall be at least six hours in length, and the interval between consecutive periods of rest shall not exceed 14
hours.
Nothing in paragraphs 1 and 2 shall prevent the Member from having national laws or regulations or a procedure for the competent authority to authorise or register collective
agreements permitting exceptions to the limits set out. Such exceptions shall, as far as possible, follow the standards set out but 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.
6.
12
The hours of rest may be divided into no more than two periods, one of which shall be at least six hours in length.
The requirements for rest periods laid down in paragraphs 1 and 2 need not be maintained in the case of an emergency or drill or in other overriding operational conditions.
Notwithstanding the provisions of paragraphs 1 and 2, the minimum period of 10 hours may be reduced to not less than 6 consecutive hours provided that any such reduction shall
not extend beyond two days and not less than 70 hours of rest are provided each seven-day period.
Administrations shall require that watch schedules be posted where they are easily accessible.
2.
3.
4.
5.
3.
provisions made to prevent fatigue should ensure that excessive or unreasonable overall working hours are not undertaken. In particular, the minimum rest periods specified in
Section A-VIII/1 should not be interpreted as implying that all other hours may be devoted to watchkeeping or other duties;
that the frequency and length of leave periods, and the granting of compensatory leave, are material factors in preventing fatigue from building up over a period of time;
the provision may be varied for ships on short sea voyages, provided special safety arrangements are put in place.
1.
2.
3.
All persons who are assigned duty as officer in charge of a watch or seafarer on watch shall be provided with a minimum of 10 hours rest in any 24 hour-period.
1.
As soon as practicable after the normal situation has been restored, the master shall ensure that any seafarers who have performed work in a scheduled rest period are provided with
an adequate period of rest.
3.
Nothing in this Convention shall be deemed to impair the right of a master of the ship to require a seafarer to perform any hours of work necessary for the immediate safety of the
ship, persons on board or cargo, or for the purpose of giving assistance to other ships or persons in distress at sea.
1.
Article 7
The limits on hours of work or rest shall be as follows: (a) maximum hours of work shall not exceed: (i) 14 hours in any 24-hour period; and (ii) 72 hours in any seven-day period, or
(b) minimum hours of rest shall not be less than: (i) 10 hours in any 24-hour period, and (ii) 77 hours in any seven-day period.
1.
Article 5
SELECTED TEXTS FROM ILO CONVENTION No 180 AND THE STCW CONVENTION
ANNEX A(ii)
Watchkeeper (2):
yes
no
13
(1)
(2)
The terms used in this model table are to appear in the working language or languages of the ship and in English.
Tick as appropriate.
I agree that this record is an accurate reflection of the hours of rest of the seafarer concerned.
The following national laws, regulations and/or collective agreements governing limitations on minimum rest periods apply to this ship:
The Merchant Shipping (Hours of Work ) Regulations 2002, _______________________________________________________________________________
Name of Ship: ___________________________________ IMO number (if any): _________________ Flag of Ship: ______________________
ANNEX B(i)
14
(2)
(1)
Hours of
rest in
24-hour
period
Comments
Hours of
rest, in
any
24-hour
period (2)
Hours of
rest, in
any 7-day
period (2)
Not to be completed
by the seafarer (1)
For completion and use in accordance with the procedures established by the competent authority in compliance with the relevant requirements of ILO Convention No 180 on
Seafarers Hours of Work and the Manning of Ships Convention 1996.
Additional calculations or verifications may be necessary to ensure compliance with the relevant requirements of ILO Convention No 180 on Seafarers Hours of Work and the
Manning of Ships Convention, 1996 and the International Convention on Standards of Training, Certification and Watchkeeping, 1978 as amended. (STCW 95)
Hours 0 0 0 1 0 2 0 3 0 4 0 5 0 6 0 7 0 8 0 9 1 0 1 1 1 2 1 3 1 4 1 5 1 6 1 7 1 8 1 9 2 0 2 1 2 2 2 3 2 4
Date
Hours 0 0 0 1 0 2 0 3 0 4 0 5 0 6 0 7 0 8 0 9 1 0 1 1 1 2 1 3 1 4 1 5 1 6 1 7 1 8 1 9 2 0 2 1 2 2 2 3 2 4
Please mark periods of rest, as applicable, with an X, or using a continuous line or arrow
ANNEX B(ii)
ANNEX C
GUIDANCE ON APPROPRIATE MANNING LEVELS - DECK OFFICERS
Trading Area
Unlimited
3000 or more
Unlimited
Unlimited
2(a)
Near-coastal
3000 or more
Near-coastal
1(b)
2(c)
Near-coastal
Key:
(a)
(b)
(c)
one of these II/3 certificates must have an endorsement for the capacity of master.
15
3000 or more
6000 or more
Unlimited
Unlimited
Unlimited
Near-coastal
Near-coastal
Near-coastal
Near-coastal
SMEOL
Chief Engineer
16
All engine room watch ratings must hold watch rating certificates (STCW III/4 certification) issued by MCA-approved companies,
except on vessels of less than 750kW.
The manning levels are subject to meeting the requirements of Section 1 of this MSN.
(i)
(ii)
NC = Near-coastal
Total
The holder may serve in a dual capacity, deck and engine room, provided the ship is not a tanker and the deck service is not as
an essential watch-keeper or master
1 x III/1
1 x III/1
Engineer OOW
(a)
MEOL (a)
Second Engineer
The following factors will be considered in varying the requirements given in the above table.
Restriction of the vessels area of operation.
The trading pattern of the vessel.
The complexity of the machinery spaces.
The vessel not operating under U.M.S. conditions.
Technical complexity of the machinery including its control and monitoring systems.
Redundancy of the essential machinery.
The maintenance regime employed in the upkeep of the machinery and its control systems.
The level and availability of technical shore support.
Notes:
Key:
Trading Area
ANNEX D
ANNEX E
MCA Marine Offices
1.
2.
3.
4.
Tel:01304 227710
5.
6.
7.
8.
9.
10.
17
11.
12.
13.
14.
15.
16.
17.
18.
18
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Page 1
Summary
This Marine Guidance Note (MGN) is Part of a series which gives guidance on the application of the
Merchant Shipping (Training and Certification) Regulations 19971 and the revised International
Convention on Standards of Training, Certification and Watchkeeping for Seafarers (STCW 95)2 .
In order for the guidance to be easy to use and to keep up-to-date, the individual Parts will retain the
same Part number but the MGN number may change if and when revisions are necessary. The front
sheet of any revised Part will list the latest MGN numbers. Any reference to "Part" in this MGN relates
to this series of Guidance Notes as listed below.
Key Points
This Part largely reproduces information on UK Certificates of Equivalent Competency (CECs)
previously published in Merchant Shipping Notice MGN 179 and incorporates the following changes:
Additional methods of assessment of UK Legal and Administrative Processes (UKLAP) and of
English language skills;
Conditions relating to the issue of temporary CECs;
The use of photocopies;
Companies permitted a role in assessing UKLAP and English;
Maritime and Coastguard Agencys (MCA) audit role.
1
2
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Page 2
Part No.
Subject
Issue Date
MGN 91(M)
April 2000
Certificates of competency
- deck department
MGN 92(M)
April 2000
Certificates of competency
- engine department
MGN 93(M)
April 2000
Certificates of competency
- radio personnel
MGN 214(M)
May 2002
MGN 95(M)
April 2000
Emergency, occupational
safety, medical care and
survival functions
MGN 96(M)
April 2000
Alternative certification
- dual certification
MGN 7(M)
April 2000
Education and
training schemes
MGN 8(M)
April 2000
MGN 9(M)
April 2000
10
Ratings
MGN 97(M)
April 2000
11
MGN 69(M)
April 2000
12
MGN 120(M)
April 2000
13
MGN 121(M)
April 2000
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Page 3
14
STCW 95 application to
certificates of service
MGN 116(M)
April 2000
15
Certification of inshore
tug personnel
MGN 209(M)
April 2002
17
Certificates of competency
or marine engine operator
licences for service as an
engineer officer on
commercially and privately
operated yachts and sail
training vessels
MGN 156(M)
February 2001
18
STCW 95 certificates of
competency - conversion
of tonnage limitations from
GRT to gt
MGN 164(M)
January 2001
19
Certificates of Equivalent
Competency
This note
20
Certificates of Equivalent
Competency (Fishing Vessel)
MGN 220(F)
March 2003
21
MGN 195(M)
February 2002
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Page 4
INTRODUCTION
1.1
2.0
BACKGROUND
2.1
2.2
2.3
2.4
2.5
3.0
REQUIREMENTS
3.1
3.2
Competency
3.3
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3.4
Page 5
3.5
3.6
3.7
3.12
3.13
3.14
3.9
3.10
3.11
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Page 6
4.2
4.3
Medical fitness
Applicants will be required to prove an
appropriate standard of medical fitness
and eyesight. Annex 2 gives details of
countries whose medical certificates are
currently recognised by the MCA. These
are, however, due to be reviewed and
amendments to Annex 2 will be published
in due course.
4.
APPLICATION PROCEDURES
AND DOCUMENTATION
4.1
3.15
4.3
4.4
Applicants
who
fully
meet
the
requirements and have submitted original
documentation will be issued with a full
UK CEC.
Where photocopies are
submitted, a temporary CEC will be issued
for up to six months pending receipt of the
original documentation.
MGN-221
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4.5
Page 7
5.0
5.1
TEMPORARY CECs
6.1
6.2
6.3
6.4
6.5
7.0
RECOGNITION OF COMPETENCE
7.1
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Page 8
8.0
REVALIDATION
8.1
8.2
9.0
IMMIGRATION RULES
9.1
10.0
APPLICATION FORMS
10.1
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Page 9
ANNEX 1
COUNTRIES WHOSE CERTIFICATES OF COMPETENCY HAVE BEEN EVALUATED FOR THE
PURPOSES OF COMPARING STANDARDS OF COMPETENCY WITH THOSE OF THE UK
To date, the following countries standards of competency and administration arrangements have been
evaluated by the MCA and are considered to be equivalent to UK arrangements for the purpose of issuing
Certificates of Equivalent Competency. CECs are normally issued to applicants with capacities and
limitations equivalent to their own national CoCs. However, CECs may be issued with lower capacities
and limitations if requested.
We accept all those listed below under STCW 95. Up to date information is available from the MCA and
changes will be published in Marine Information Notes (MINs) as necessary.
Italy
Netherlands
Norway
Portugal
Republic of Ireland
Spain
Sweden
Australia
Canada
Croatia
Estonia
Hong Kong
India
Jamaica
Latvia
Lithuania
Malta
Myanmar
New Zealand
Pakistan
Philippines
Poland
Romania
Russia
Singapore
South Africa
Ukraine
USA*
If you wish to apply for a CEC for an applicant from a country not listed above, please contact
the MCA.
* Holders of USCG CoCs must also refer to Annex B
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Page 10
ANNEX 2
COUNTRIES WHOSE MEDICAL TEST CERTIFICATES ARE ACCEPTED BY THE UK TOWARDS A
MERCHANT NAVY CERTIFICATE OF EQUIVALENT COMPETENCY
Following the implementation of the Merchant Shipping (Medical Examination) Regulations 2002 on the
1st September 2002, only medical certificates issued by countries whose medical standards have been
assessed and found to be equivalent to the UK will be accepted towards a UK CEC. These countries are
listed in Merchant Shipping Notices MSN 1765(M) and 1766(M).
In addition, a live list of those countries assessed to date and found acceptable can be viewed on the MCA
website: www.mcga.gov.uk Publications/ Statutory Information/ UK Equivalent Medical Certificates.
Austria
Belgium
Denmark
Finland
France
Germany
Greece
Iceland
Italy
Luxembourg
Netherlands
Norway
Portugal
Republic of Ireland
Spain
Sweden
Australia
Bulgaria
Canada
Hong Kong
India
Jamaica
Lithuania
New Zealand
Pakistan
Poland
Romania
South Africa
Transitional arrangements: For those seeking revalidation and holding a medical certificate which was
issued prior to the 1st September 2002 by those countries previously accepted, (as listed below) these
certificates will be allowed to run for their full validity.
Algeria
Angola
Argentina
Azerbaijan
Bangladesh
Barbados
Bosnia & Herzegovina
Brazil
Costa Rica
Croatia
Cyprus
Djibouti
Egypt
Ghana
Guinea-Bissau
Iraq
Israel
Japan
Korea, Republic of
Kyrgyzstan
Lebanon
Liberia
Lithuania
Macedonia, The former
Yugoslav, Republic of
Malta
Morocco
Panama
Peru
Poland
Russian Federation
Singapore
South Africa
Tajikistan
Tunisia
Ukraine
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ANNEX 3
STRATEGIC SHIPS
1.
Vessels registered in the UK which are defined in the Merchant Shipping (Officer Nationality)
Regulations 1995 as "strategic" will be required to have a British, British Commonwealth, NATO
or EU national, or a national of a state which is party to the EEA Agreement, as Master.
2.
a)
b)
other British ships of 500gt or more which are Passenger Ships with a Class 1 passenger vessel
certificate certified to carry more than 200 passengers;
c)
Ro-Ro vessels i.e. ships provided with cargo or vehicle spaces in which cargo or vehicles can be
loaded and unloaded in a horizontal direction; or
d)
Product Tankers i.e. namely oil tankers constructed for the carriage of petroleum products in
bulk or chemical tankers constructed for the carriage in bulk of any liquid chemical.
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ANNEX 4
EVIDENCE OF KNOWLEDGE OF ENGLISH LANGUAGE
The following is acceptable evidence of competency in English. The MCA will need to see documented
proof of attainment in one of the following methods:
Passing the Marlins test at an approved Marlins Test Centre (currently available in Poland,
Croatia, Ukraine, the Philippines, India, Latvia, Russia and Spain addresses available from MCA
and the Marlin company home page http://www.marlins.co.uk/). At present, this needs to be
accompanied by a Company interview to confirm that the owners/managers assess the seafarers
spoken English to be of an acceptable standard in order to carry out their shipboard duties. The
results of the interview can be relayed in a letter from the Company to the MCA.
The minimum acceptable pass marks (to be submitted on a Marlins approved centre stamped
computer printout) are as follows:
Deck Officers
Engineering Officers
90%
80%
80%
70%
Satisfying the MCA that English is the candidates mother tongue (first language).
Holding a STCW Certificate of Competency for which the examinations were conducted
in English.
Passing the MCA English language test administered for MCA by the Scottish Qualifications
Authority (SQA) and conducted by arrangement with SQA in any British Council office anywhere
in the world.
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ANNEX 5
RECOMMENDED CRITERIA FOR COMPANY-BASED
CERTIFICATES OF EQUIVALENT COMPETENCY
ENGLISH
ASSESSMENTS
FOR
WHEN TO USE
The assessment method outlined below is for use particularly where applicants for UK Certificates of
Equivalent Competency (CECs) are newly or recently recruited and the Company is not otherwise aware
of their level of English. The checklist should be used to confirm standards of English and as an auditable
record for all CEC applicants.
THE ASSESSMENT
This is to be conducted on a one-to-one basis with a native English speaker (the interviewer). Where
possible the assessments should be tape-recorded. It should consist of three separate sections of
approximately one hour in duration altogether. Where there is doubt as to whether certain criteria are
being met there may be a need to retry during the assessment, but if the point has to be pressed it should
be left.
Section 1 - oral interview
This should cover general topics, for example career to date, future plans. The questions should enable
and encourage discursive responses allowing the seafarer the chance to ask questions or seek clarification.
Section 2 - live listening/comprehension
The interviewer should, at a steady pace, read a passage lasting 3-5 minutes of a generally maritime
nature, e.g. an incident or a procedure. The seafarer may take notes throughout (in their own language if
preferred). They should be allowed 2-3 minutes to look over their notes and then be asked to describe the
incident in their own words, summarising the main points.
Section 3 - specific/job focused communications
This Section needs to be tailored to the vocabulary relating to the specific functions to be undertaken by
the seafarer. This may need to include listening to radio messages, loudspeaker announcements, and
should certainly include the testing of comprehension and communication of the type of orders,
statements and requests that the seafarer is likely to hear or have to make.
CRITERIA CHECKLIST
These criteria are to help establish levels of listening and speaking abilities and are to be filled in each time
an assessment of new recruits is made and in all CEC applications to confirm established competence. The
criteria are to be used as a checklist and where the interviewer decides that one/some are not met that is
to be noted for the record against the criterion (a tick for met and a cross for not met). It will be for the
Company to decide whether failure to meet any of the criteria means the seafarers level of English would
not be sufficient to carry out their functions safely and effectively.
The completed criteria sheet and, where available, the tape recording will form the basis of the
documentation required for audit.
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2.
Initiation of dialogue - there is evidence of the seafarer not simply echoing or responding,
but also of taking the conversation forward, asking questions and raising other issues.
3.
Vocabulary - the seafarer can speak about their main job functions and communicate in
both familiar and unfamiliar situations;
- their vocabulary is extensive enough to allow some flexibility of expression, and is
appropriate to the context/topic.
Listening
4.
The seafarer shows he can understand the overall theme in ways other than repeating
back to the examiner word for word.
5.
6.
7.
Comments
Company Stamp
Company assessment
I can confirm that the standard of English of
................................................................................................................. (name)
................................................................................................................. (function)
was assessed today..........................................(date) / has been tested over ............mths/yrs*
(period of employment)
and was found to be
acceptable
not acceptable
by ..................................(signature)..............................................................(print name)
date ..
(*delete/complete as appropriate)
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ANNEX 6
CERTIFICATE OF EQUIVALENT COMPETENCY
EXAMINATION IN UK LEGAL AND ADMINISTRATIVE PROCESSES (UKLAP)
GRADE 1 MASTERS
INFORMATION FOR CANDIDATES
and
ORAL SYLLABUS
You will be allowed to use any or all of the documents listed in the Permitted Examination Materials in
the examination. The use of other documents, notes or CD-ROMs is not permitted.
The examination questions will be drawn from the following topics and will assess your knowledge
and understanding
a)
b)
Period and validity of SAFCON, SEC and Radio Certificates on UK cargo ships;
Period and validity of PC on UK passenger ships
Crew Agreement:
a)
Format of Crew Agreement;
b)
Role of Master as Company Agent;
c)
Procedure for closing an Agreement;
d)
Engagement and discharge;
e)
Law relating to young persons.
Death onboard:
a)
Crew member or passenger.
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10
11
12
Provision of Health and Safety on UK ships: Safety Officials, safety meetings and the Code of Safe
Working Practices for Merchant Seamen, including risk assessment.
Kelvin Hughes
26 Holland Street
Glasgow G2 4LR
Tel: 0141 221 5452
Fax: 0141 221 4688
e-mail: glasgow@kelvinhughes.co.uk
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Statutory Instruments
Official Log Book Regulations
(Amend)
(Amend)
(Amend)
Seamans Document Regulations
(Amend)
(Amend)
Repatriation Regulations
Returns of Births and Deaths Regulations
Crew Agreement, List of Crew and
Discharge of Seamen Regulations
Health & Safety at Work Regulations
H&S Employment of Young Persons Regulations
SI
SI
SI
SI
SI
SI
SI
SI
SI
1981/569
1985/1828
1991/2145
1997/1511
1987/408
1995/1900
1999/3281
1979/97
1979/1577
SI 1991/2144
SI 1997/2962
SI 1998/2411
Many Statutory Instruments are available, free to read and download, on the MCA website or HMSO
website at the following addresses:
www.mcga.gov.uk/publications/si/index
www.legislation.hmso.gov.uk/stat
Statutory Instruments prior to 1987 are not available on these websites. They can be purchased from
TSO at the following address:
The Stationary Office Ltd
PO Box 29
Norwich
NR3 1GN
Tel:
Fax:
17
SI
SI
SI
SI
SI
SI
1997/348
1997/1911
2000/836
1997/529
1999/1704
1997/1320
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ANNEX 7
CERTIFICATE OF EQUIVALENT COMPETENCY
EXAMINATION IN UK LEGAL AND ADMINISTRATIVE PROCESSES (UKLAP)
GRADE 2 MATE, CHIEF & SECOND ENGINEER
INFORMATION FOR CANDIDATES
and
ORAL SYLLABUS
You will be allowed to use any or all of the documents listed in the Permitted Examination Materials in
the examination. The use of other documents, notes or CD-ROMs is not permitted.
The examination questions will be drawn from the following topics and will assess your knowledge
and understanding
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Kelvin Hughes
26 Holland Street
Glasgow G2 4LR
Tel: 0141 221 5452 Fax: 0141 221 4688
e-mail: glasgow@kelvinhughes.co.uk
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Legislation:
Primary Merchant Shipping Act 1995
Statutory Instruments
Official Log Book Regulations
(Amend)
(Amend)
(Amend)
SI 1981/569
SI 1985/1828
SI 1991/2145
SI 1997/1511
SI 1987/408
SI 1995/1900
SI 1999/3281
SI 1997/2962
Many Statutory Instruments are available, free to read and download, on the MCA website or HMSO
website at the following addresses:
www.mcga.gov.uk/publications/si/index
www.legislation.hmso.gov.uk/stat
Statutory Instruments prior to 1987 are not available on these websites. They can be purchased from
TSO at the following address:
The Stationary Office Ltd
PO Box 29
Norwich
NR3 1GN
Tel:
Fax:
20
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ANNEX 8
ORAL EXAMINATION OF COMPETENCY- HOLDERS OF USCG CoCs
Applicants holding USCG 500gt and 3000gt (International Tonnage) Certificates of Competency will be
required to pass the following MCA oral examination of competency, for which an additional fee is
payable (see Annex 9), in addition to meeting the other requirements of this MGN:
For candidates wishing to use their CEC in Merchant Vessels:
Chief Mate 500gt near coastal
For candidates wishing to have their CEC limited to yacht service only (e.g. for use under the Code of
Practice for Large Commercial Sailing and Motor Vessels):
Mate 500gt near coastal
Mate 500gt Ocean
Mate 3,000gt near coastal
Mate 3,000gt Ocean
All candidates should note that any limitation as to area of operation or capacity on the original
Certificate of Competency will be carried forward to the Certificate of Equivalent Competency. A near
coastal certificate issued by the USCG will have the CEC endorsed USA near coastal area only.
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ANNEX 9
Payable to MCA at time of application
FEES FOR CERTIFICATES OF EQUIVALENT COMPETENCY (As at July 2002 )
Certificates
Payable to MCA
Issue of a CEC
70.00
50.00
30.00
70.00
20.00
UKLAP FEES
Examination
Payable to MCA
Oral Examinations
Payable to SQA*
Written Examinations
Grade 1 (MN)
74.00
60.00
Grade 2 (MN)
74.00
60.00
Examination
Payable to MCA
Oral Examinations
Payable to SQA*
Oral Examinations
English Language
74.00
60.00
Payable to MCA
111.00
*Details of how to apply to the SQA are given on the Notice of Assessment
22
MGN 97 (M)
TRAINING AND CERTIFICATION GUIDANCE PART 10
Ratings
Notice to Owners, Masters, Deck and Engineer Officers and Ratings of Merchant Vessels and those
concerned with Maritime Training.
This Note supersedes Marine Guidance Note MGN 10(M) and should be read in conjunction with Merchant
Shipping Notices Nos MSN 1692(M) and MSN 1740(M) (or subsequent amendments).
Summary
This Marine Guidance Note (MGN) is part of a series which gives guidance regarding the application
of the Merchant Shipping (Training and Certification) Regulations 19971.
In order for the guidance to be easy to use and to keep up-to-date, the individual Parts will retain the
same Part number but the MGN number may change if and when revisions are necessary. The front
sheet of any revised Part will list the latest MGN numbers. Any reference to Part in this Note
relates to this series of Guidance Notes as listed below.
Key Point
This Part gives information and guidance regarding the grading and training requirements for
ratings employed on different types of ship. The requirements are framed to meet those of STCW 95,
the International Labour Organisation Able Seamen Convention 1946 and the IMO Safety of Life at
Sea Convention.
Subject
Latest MGN
Number
Issue Date
MGN 91(M)
April 2000
MGN 92(M)
April 2000
MGN 93(M)
April 2000
MGN 94 (M)
July 1999
MGN 95(M)
April 2000
MGN 96(M)
April 2000
MGN 7(M)
April 2000
MGN 8(M)
April 2000
April 2000
10
Ratings
This Note
11
MGN 69(M)
April 2000
12
MGN 120(M)
April 2000
13
MGN 121(M)
April 2000
14
MGN 116(M)
April 2000
15
MGN 117(M)
April 2000
16
MGN 126(M)
All references to Parts in this document are to other Parts of this series of Training and Certification
Guidance Notes
1.0
Introduction
1.1
The Merchant Shipping (Training and Certification) Regulations 1997 (the Regulations)
implement in the United Kingdom some of the requirements of the International Convention on
Standards of Training, Certification and Watchkeeping for Seafarers, 1978, as amended in 1995
(STCW 95)2, and its associated Code (STCW Code).
1.2
The three international instruments which regulate the training and certification of ratings are:
.1 The International Labour Organisation (ILO) Able Seaman -Convention 1946;
.2 The International Convention on Standards of Training, Certification and Watchkeeping for
Seafarers, 1978, as amended in 1995 (STCW 95) and its associated STCW Code; and
.3 The International Convention for the Safety of Life at Sea, 1974, and its Protocol of 1978, as
subsequently amended (SOLAS)2.
1.3
These Conventions specify certain training and experience requirements for all seafarers and
further requirements for those who have designated safety and pollution prevention duties on
board. All ratings must be properly trained, with appropriate certification, in accordance with
the requirements of the relevant Conventions.
1.4
The United Kingdom is a party to all three Conventions. The intention of this guidance note is to
summarise and explain the requirements of the Conventions, and the UK regulations which
implement them, insofar as they relate to ratings.
1.5
Those seafarers who were serving as Category 1 or 2 seamen on or before 1 August 1998 may
continue in this capacity until 31 January 2002. By this date they must obtain a STCW 95 watch
rating certificate (see also paragraph 4.5).
1.6
In the context of this Part the term seafarer does not include hairdressers, entertainers,
shop assistants or other staff employed by concessionaires on ro-ro ferries or passenger vessels.
These are dealt with separately in part 12.
2.0
Mandatory Requirements
2.1
STCW 95 requires all seafarers to be medically fit with special emphasis on sight and hearing:
the sight requirement being especially relevant to deck personnel. In order to meet this
requirement all seafarers should meet the appropriate requirements of the Merchant Shipping
(Medical Examinations) Regulations 1983,3 as amended, before they are employed for shipboard
duties. Further information about medical fitness requirements is provided in Part 1 and
Merchant Shipping Notices MSN 1745(M&F) and MSN 1746(M).
2.2
All seafarers having undertaken less than 6 months sea-service on 1 August 1998 must , to meet
the requirements of STCW Code A-VI/1.1, successfully complete approved familiarisation
training in Personal Survival Techniques before they are assigned to shipboard duties. Ship
owners and operators must also ensure that all those employed on the ship, are, on joining,
given Familiarisation training in respect of emergency duties as well as routine duties and
functions for the safe operation of the ship and the protection of the marine environment.
Available from the Publications Section, The International Maritime Organization, 4, Albert
Embankment, London SE1 7SR.
3
SIs 1983/808, 1985/512, 1990/1985
3
2.3
The shipowner or operator must ensure that all seafarers are able to communicate in the
common working language determined for the ship.
2.4
All seafarers having undertaken less than 6 months sea-service on 1 August 1998 who have been
assigned designated safety or pollution prevention duties must also successfully complete those
elements of approved basic training, as appropriate to their duties and functions. The four
elements of basic training are:
.1
.2
.3
.4
3.0
Grading of Seafarers
3.1
Seafarers are graded according to their training, qualifications and experience. The Merchant
Shipping (Safe Manning, Hours of Work and Watchkeeping) Regulations 19974 require
shipowners to ensure that their manning arrangements provide a good balance of experience
and skill within the crew as a whole. The grading of seafarers described below should assist in
achieving this aim.
3.2
3.2.1
Trainee ratings must be at least 16 years of age, medically fit and have undertaken Personal
Survival Techniques training and the Familiarisation training referred to in paragraph 2.2 above
before being assigned to duties. However, young persons sponsored by Job Centres in the UK,
who are not employed as part of the normal crew and do not accumulate more than one month
service in total on board the vessel, are not required to undertake the training in Personal
Survival Techniques.
3.3
Deck Department
3.3.1
Deck Rating Grade 2. To qualify for this grading, a seafarer must be at least 17 years old and
should have either successfully completed the four elements of basic training described in
paragraph 2.4.14 above; or
3.3.2
.1
have completed, prior to 1 August 1998, acceptable survival and fire-fighting training and
more than 6 months sea-service; and
.2
have obtained a Navigational Watch Rating Certificate (known as a Watch Rating Certificate)
after meeting the requirements of STCW Code A-II/4, as described in paragraphs 4.1 to 4.5
below; or
.3
be the holder of an Efficient Deck Hand (EDH) certificate, (for which qualification and
application details appear in paragraph 3.5 below and Annex 1 ), in which case the seafarer
must obtain a Watch Rating Certificate within one month of joining the vessel; or
.4
be the holder of a VQ2 in Marine Vessel Operation, in which case the seafarer must obtain a
Watch Rating Certificate within one month of joining the vessel.
Deck Rating Grade 1. To qualify for this grading, a seafarer must hold an AB certificate; or
.1
have completed 36 months sea service in total, of which at least 12 months must have been
served in the deck compartment; and
.2
3.4
AB Certificate
3.4.1
.2
.3
.4
.5
.6
3.4.2
Sea-service performed in a deck capacity on sea-going fishing vessels of more than 16.5m in
registered length, Royal Naval ships or Mobile Offshore Units (MOU) will be counted in full
but at least 6 months sea-service on merchant ships will be required for certification as an
AB seaman.
3.4.3
Seafarers with MOU sea service unable to complete the required 6 months on merchant ships
will be issued with an AB certificate suitably endorsed with a limitation for use on MOUs. This
limitation will be removed at a Maritime and Coastguard Agency (MCA) Marine Office on
completion of 6 months sea service on merchant ships.
3.4.4
An AB certificate may be obtained from any MCA Marine Office listed at Annex 4 on completion
of an application form and on production of supporting evidence to confirm that all the
conditions listed in paragraph 3.4.1 above have been met. A prescribed fee will be charged for
this service.
3.5
3.5.1
EDH is the qualifying examination for AB and deck rating certification. This can be taken after a
seafarer has:
.1
.2
served at least 12 months in the deck department of sea-going merchant ships; and
.3
3.5.2
Service in the deck department in High Speed Craft (HSC), tugs, dredgers, standby vessels,
survey vessels, RN ships and fishing vessels of more than 16.5m registered length is also
acceptable. Service in MOUs will be counted if serving as part of the deck crew.
3.5.3
Six months service in the deck department in HSC will be accepted in place of the 12 months
service specified in paragraph 3.5.1.2 above, towards the issue of an EDH limited to HSC. This
limitation may be removed on completion of 12 months sea service.
3.5.4
3.5.5
Training providers must obtain approval from the MCA both to conduct EDH courses and for
individual examiners. With effect from the date of issue of this MGN, there is no requirement for
existing training providers to seek re-approval.
3.5.6
Approved training providers will issue certificates on behalf of the MCA and are required to
maintain full records of all certificates issued. These certificates must be in the approved format
as shown in Annex 2 of this note.
3.5.7
Holders of a level 2 VQ in Marine Vessel Operations may obtain an EDH certificate without
further examination.
3.6
Engine Department
3.6.1
Engine-Room Rating. To qualify for this grading, a seafarer must be at least 17 years old and
have:
.1
.2
successfully completed the four elements of the basic training described in paragraph 2.4.14
above; or
.3
completed prior to 1 August 1998 acceptable survival and fire-fighting training and more
than 6 months sea service.
3.7
3.7.1
GP ratings are those who have been trained in both deck and engine-room duties. Such ratings
may be employed in either department according to the needs and requirements of the company.
3.7.2
GP Ratings Grade 2 are those who hold a navigational Watch Rating Certificate as well as an
engine-room Watch Rating Certificate. They can be employed where the Safe Manning Document
(SMD) stipulates the requirements for Deck or GP Rating Grade 2 or Engine-Room Rating.
3.7.3
GP Ratings Grade 1 are those who meet the requirements for Deck Rating Grade 1 and hold an
engine-room watch rating certificate. They can be employed where the SMD stipulates the
requirements for Deck Rating Grade 1 or 2, Engine-Room or GP Rating.
4.0
4.1
UK companies may apply to the MCA for approval to issue Watch Rating Certificates on its behalf.
Companies to which the International Safety Management Code applies, must be in full
compliance before issuing Watch Rating Certificates which must be in the approved format shown
at Annex 3 of this Part. Applications for authorisation to issue Watch Rating Certificates should be
addressed to the MCA, Seafarer Standards Branch, at the address given at the front of this Part.
In their application, companies must demonstrate that they have adequate arrangements for
training and assessing watchkeeping ratings and an acceptable quality control system. They will
also be required to provide details of any special training they may propose to give in the case of
the requirements at paragraph 4.3.2 below. Any approved special training may be undertaken
either ashore or on board and may form part of a pre-sea training programme.
4.2
MCA approval will be subject to periodic review and evaluation and may be withdrawn if the
MCAs requirements are not met.
4.3
Once a company has been approved by MCA, it may issue approved Watch Rating Certificates
to any rating who meets the following STCW 95 requirements:
.1
.2
has completed, either at least 6 months approved sea-going service in the relevant
department or has completed special training and at least 2 months approved sea going
service; and has either
.3
successfully completed all 4 elements of the basic training specified in paragraph 2.4.14
above; or
.4
has completed, prior to 1 August 1998, acceptable survival and fire-fighting training and
more than 6 months sea-service; or
.5
.6
has been assessed by a responsible officer of the ship appointed by the company, and has
been found to have met the requirements and performance standards specified in STCW
Code A-II/4 or A-III/4 in the case of deck and engine-room ratings respectively.
4.4
A copy of each certificate issued must be forwarded for registration to the Seafarer Standards
Branch of the MCA, at the address given at the front of this Part, as soon as possible after issue
of the original to the rating. The company must also maintain full records of all certificates
issued to enable questions on validity to be answered and checks to be made.
4.5
Companies approved by the MCA for the issue of Watch Rating Certificates should ensure that
ratings holding STCW 78 Watch Rating Certificates (EXN 87 and 88) are issued with STCW 95
certificates, following the procedure outlined above, by 1 February 2002.
5.0
5.1
STCW 95 includes additional training requirements for ratings serving on certain types of ship.
These requirements are detailed in Part 5 but are summarised as follows.
5.2
Tankers
5.2.1
Any rating who is assigned specific duties and responsibilities related to cargo or cargo
equipment (eg pumpman) must have successfully completed:
.1
an advanced fire fighting training programme as specified in section A-VI/3 of the STCW
Code; and
.2
.3
a tanker familiarisation training programme approved by the MCA covering at least the
syllabus given in paragraphs 2 to 7 of section A-V/1of the STCW Code; or
.4
at least 30 days service under the supervision of qualified officers on a tanker of not less
than 3000gt engaged on voyages not exceeding 72 hours.
5.2.2
Ratings or trainees meeting the above requirements should present the evidence to a MCA
Marine Office where their discharge books will be appropriately endorsed. Those meeting the
above requirements but not holding a UK discharge book will be issued with a paper certificate.
5.3
Ro Ro Passenger ships
5.3.1
Ratings and other personnel on ro-ro passenger ships are required to undertake the training
specified in STCW Code A-V/2 paragraphs 1 to 3 (crowd management, familiarisation and
safety training for direct services to passengers).
5.3.2
For continued service, appropriate refresher training in respect of crowd management is required to
be undertaken at intervals not exceeding five years, or evidence, must be produced to the employer
or official of an authorised body of having achieved the required standard of competence within the
previous five years. This may be achieved by 12 months sea service in the relevant type of ship
within the previous 5 years.
5.4
5.4.1
Ratings and other personnel on passenger ships designated on muster lists to assist passengers in
emergency situations are required to undertake training specified in STCW Code A-V/3 paragraphs
1 to 3 (crowd management, familiarisation and safety training for direct services to passengers).
5.4.2
5.5
Deck ratings on High Speed Craft (HSC) and Mobile Offshore Units (MOUs)
5.5.1
Ratings employed on HSC must receive instructions and training, as specified in section 18.3.6 of
the IMOs HSC Code 2 in addition to other training requirements specified in this Note, as
applicable.
5.5.2
Ratings employed on MOUs may be required by the Health and Safety Executive, to undertake
additional training.
5.5.3
The grading structure for ratings described in paragraph 3 above also applies to ratings on
HSC and MOUs.
5.6
5.6.1
Owners/operators are required to ensure that ratings with designated duties on the deployment
of Marine Evacuation Systems (MES) are trained in accordance with the requirements of
Regulation III/19.3.3.8 of SOLAS 74 2 (as amended). Appropriate documents should be issued to
those trained in the deployment of MES.
6.0
Maintenance of Records
6.1
Companies, in line with the responsibilities given to them by STCW 95 (Regulation I/14),
should maintain records and provide documentary evidence in respect of any person meeting
the appropriate standard for all certificates and training requirements described above.
7.0
Further Advice
7.1
Further information if required, is available from the MCA at any MCA Marine Office or at the
address given at the beginning of this MGN.
ANNEX 1
EFFICIENT DECK HAND (EDH) CERTIFICATES
1.0
Entry Requirements
1.1
Candidates must:.1
.2
have successfully completed the basic training required by STCW Code A-VI/1;
.3
.4
.5
have completed 12 months sea service in the deck department; or hold a deck officer
certificate of competency (Fishing).
1.2
Candidates with other types of sea service or training may be considered by the MCA for entry
to the examination on an individual basis.
2.0
Examination Syllabus
2.1
2.2
.2
.3
Note:
holders of Watch Rating and Steering Certificates will not be examined on this
section; and
2.4
understand the importance of musters and drills and know what action to take on hearing
alarm signals;
.2
understand the general arrangement and the dangers of fixed smothering systems;
.3
.4
.5
.6
.2
.3
.4
.5
.6
.7
.8
.9
.10
.11
rigging a derrick;
.12
.13
opening and closing of hatches and watertight doors including bow, stern and other
shell doors;
.14
2.5
2.5.1
In each of the sections below, the candidate will be expected to have a good working
knowledge of the COSWP relevant to a seamans duties and responsibilities as follows:
Duty and Responsibility
.1
Ch.4
.2
Ch.5
.3
Safety induction
Ch.8
.4
Fire precautions
Ch.9
.5
Emergency procedure
.6
Ch.13
.7
.8
.9
Permit to Work
.10
Enclosed spaces
.11
Boarding arrangements
Ch.18
.12
Ch.19
.13
.14
Lifting plant
.15
Ch.22, section 10
.16
Batteries
Ch.22, section 16
.17
Ch.25
.18
Hatches
Ch.26
10
ANNEX 2
SPECIMEN EFFICIENT DECK HAND CERTIFICATE
(To be produced and registered locally by the issuing Training Provider.)
]
]
has met the requirements laid down in the International Labour Organisation Certification of
Able Seamen Convention 1946 (No. 74)
This Certificate is issued under the authority of the Maritime and Coastguard Agency of the
United Kingdom of Great Britain and Northern Ireland, an executive agency of the
Department of the Environment, Transport and the Regions.
Name and Signature of Training Providers
Authorised Representative
[
Training Provider
Stamp and Date
Signature of Seaman
[
Inquiries concerning the validity of this certificate should be addressed to the Training Provider at the
address on the certificate.
11
ANNEX 3
]
]
or other national ID
has met the requirements laid down in Regulation [II/4 (deck)][III/4 (engine-room)]* of
STCW 95 and the standards of competence specified in section [A-II/4][A-III/4]* of the STCW
Code, and is competent to serve as a rating forming part of a [navigational][engine-room]*
watch on a seagoing ship of 500gt/750kW* or more.
This Certificate is issued under the authority of the Maritime and Coastguard Agency of the
United Kingdom of Great Britain and Northern Ireland, an executive agency of the
Department of the Environment, Transport and the Regions.
Signature and Name of Companys
Authorised Representative
[
Signature of Rating
[
*Delete as appropriate
Inquiries concerning the validity of this certificate should be addressed to the company at the address
above or to the Maritime and Coastguard Agency, Seafarer Standards Branch, Spring Place,
105 Commercial Road, Southampton SO15 1EG. Tel. 02380 329231. Fax: 02380 329252.
E-mail: exams_section@mcga.gov.uk
12
ANNEX 4
MCA MARINE OFFICES ISSUING AB CERTIFICATES
1.
2.
3.
4.
5.
6.
7.
8.
13
Summary
This Notice is effective from 1 July 2007 and lists the countries whose seafarer medical
certificates are accepted as equivalent to the UK ENG1 medical certificate. This Notice
replaces the list published in MSN 1798(M).
1.0
Introduction
1.1
1.2
The requirement for a medical fitness certificate does not apply to anyone employed on
a fishing vessel, a non commercial pleasure vessel, an offshore installation while on its
working station, or to those specified in paragraph 2.2.2 of MSN 1765(M).
2.0
2.1
The following certificates are acceptable for seafarers on sea-going United Kingdom
ships (as defined in the Regulations):
(i)
(ii)
2.2
In order to obtain an equivalent medical certificate from one of the countries listed in
Annex A, the Maritime Authority of the respective country should be contacted, to direct
the seafarer to a doctor authorised by their authority to conduct seafarer medical
examinations.
2.3
3.0
Further Information
3.1
and is updated whenever any new country is assessed and accepted as equivalent.
More Information
Seafarer Health and Safety Branch
Maritime and Coastguard Agency
Bay 2/09
Spring Place
105 Commercial Road
Southampton
SO15 1EG
Tel :
Fax :
e-mail:
General Inquiries:
24 Hour Infoline
infoline@mcga.gov.uk
0870 600 6505
MC 011/003/0027
Published:
July 2007
-2-
ANNEX A
Australia
Austria*
Belgium*
Bulgaria*
Canada
Croatia
Cyprus*
Czech Republic*
Denmark*
Estonia*
Finland*
France*
Germany*
Greece*
Hong Kong
Hungary*
Iceland**
India
Ireland (Republic of)*
Italy*
Jamaica
Latvia*
Lithuania*
Luxembourg*
Malta*
Mauritius
Netherlands*
New Zealand
Norway**
Pakistan
Poland*
Portugal*
Romania
Slovakia*
Slovenia*
South Africa
Spain*
Sri Lanka
Sweden*
Ukraine
* EU Member States
** EEA (European Economic Area) States
This list reflects the Merchant Shipping (Medical Examination) Regulations as amended, which
came into effect on 1 September 2002. Medical certificates issued by countries previously
recognised as equivalent before 1 September 2002 will be acceptable until the date of expiry.
Further countries may be added to the list as and when medical standards and systems have
been assessed for equivalency.
Any queries relating to this list should be directed to:
MCAs Seafarer Health and Safety Branch
Tel: 023 80 329 249 / Fax: 023 80 329 251 / Email: seafarer.h&s@mcga.gov.uk
-3-
Summary
This Marine Guidance Note sets out details of changes to the regulations governing the issue of UK
Discharge Books which, in certain circumstances will permit the issue of UK discharge books to UK
seafarers on non-UK registered ships. Changes have also been made to the categories of seafarers
eligible to apply for a UK discharge book.
(A) ISSUE OF DISCHARGE BOOKS TO UK
SEAFARERS ON NON-UK SHIPS
(i)
(ii)
(v)
1
(ii)
MSPP3C
Maritime and Coastguard Agency
Spring Place
105 Commercial Road
Southampton SO15 1EG
Tel 02380 329246
Fax 02380 329165
January 2000
An executive agency of the Department of the
Environment, Transport and the Regions
Jamaica
Sierra Leone
Barbados
Kenya
Singapore
Canada
Kiribati
South Africa
Falkland Islands
Malaysia
Sri Lanka
Fiji
Malta
Tanzania
Ghana
Mauritius
Tonga
Guyana
Nigeria
Hong Kong
Pakistan
Tuvalu
India
Western Samoa
Republic of Ireland
Saint Lucia
Zambia
Isle of Man
Seychelles
Summary
This Note gives advice on Crew Agreements incorporating changes arising from the UK
implementation of STCW 95
1. Section 25(3) of the Merchant Shipping Act
1995 states that the provisions and form of a
crew agreement must be of a kind approved
by the Secretary of State (in practice the
Maritime and Coastguard Agency (MCA) and
different provisions and forms may be so
approved for different circumstances.
Following the coming into force of the
Merchant
Shipping
(Training
and
Certification) Regulations 1997, which
implement in the UK the requirements of the
International Convention on Standards of
Training, Certification and Watchkeeping 1978,
as amended in 1995 (STCW 95), the trading
limits for UK certificate holders have changed.
(2)
Outer Cover
An outer protective cover should be provided,
on the front of which provision should be
made for the following information to be
recorded:-
Contractual provisions
of
calculating
leave
Multiple Agreements
19. Section 25(2)(b) of the Merchant Shipping Act
1995 provides that agreements with the
several persons employed in a ship shall be
contained in one document, except that in
such cases as the MCA may approve one crew
agreement may relate to more than one ship.
The MCA will approve crew agreements
(known as multiple ship agreements) in
circumstances where several ships regularly
making journeys between the same ports need
to be able to employ individual crew
members on any of these ships during the
currency of an agreement. These multiple ship
agreements will be in the same form and
contain the same provisions as those for other
crew agreements except that the name of each
of the ships to which they relate will he
entered on the outer cover.
Annex 1
If the form and provisions of this agreement are amended or clauses added without the prior approval of the Maritime and Coastguard Agency it will not
be regarded as approved under the said section of the Act.
Name of ship:
Port of registry
Official number
Gross tonnage
*M/V
Nett tonnage
*S/S
(*Delete whichever is inappropriate)
Kilowatts
OFFICIAL USE
An executive agency of
Annex 2
ALC(BSF)1(d)
CONTRACTUAL CLAUSES
It is agreed that
(d)
(v)
wages will not accrue for any hours during which a seaman
refuses or neglects to work when required or is absent
without leave or for any period during which a seaman is
incapable of performing his duties by reason of illness or
injury which has been caused by his own wilful act or default;
(i) to keep his quarters clean and tidy and in readiness for
inspection by the master or officer deputed by him; and
(f) that all stores and provisions issued to the crew are
only for use and consumption on board the ship and
any unused or unconsumed stores or provisions
remain the property of the employer;
...................................................................................................
ALC(NFD) I(d)
NON-FEDERATED SHIPS
CONTRACTUAL CLAUSES
...................................................................................................
..............................................(herein called the employer) and
each of the seamen whose name is included in the list of crew
incorporated in this Agreement
IT IS AGREED THAT
(i)
(ii)
(vi) insert any further provisions about pay and any provision
about hours of work, leave and subsistence.
............................................................................................
and is not to extend beyond the expiration of six months
from the date of the first signature to this Agreement or
the time at which the ship first arrives at the port of final
destination (country to be stated, e.g. United Kingdom)
............................................................................................
after that period or the discharge of cargo consequent on
that return;
(iii) after either
(a) one voyage has been completed by a seaman under
this Agreement or
Note:- Only clauses for which the employer has the approval
of the Maritime and Coastguard Agency may be included as
contractual clauses except for those in (vi) above relating to
pay, hours of work, leave and subsistence, which may be
included without the need for such approval provided they
comply fully with the requirements of current Merchant
Shipping Legislation or Merchant Shipping Notices in respect
of those matters
Date ...........................................................................................
Place ..........................................................................................
UNLIMITED TRADING
ALC I (d)(i)
Voyage Clause
(ii)
(b) any member of the crew who has served under this
Agreement for a minimum period of 12 calendar
months may (subject to the proviso hereinafter
mentioned) at any time after the expiry of that period
give not less than 28 days notice to the Master in
writing or verbally before a witness. to terminate his
engagement at the expiry of that notice, or, if the ship
is then at sea at the next port of call thereafter unless
the ship is then bound for a port in the United
Kingdom or Near Coastal Area). Provided that, if at
any time, any member of the crew is offered the
opportunity, on not less than seven days notice, of
repatriation (by sea, air or other reasonable means at
the sole discretion of the Master) and refuses that
offer, he shall be required to serve for a further
minimum period of seven calendar months from the
date of that refusal (if the voyage shall last so long)
before being able to give 28 days notice as aforesaid.
Notice Clause
(iii) (a) any member of the crew who has served under this
Agreement for a minimum period of three calendar
months may give notice to the Master in writing or
verbally before a witness, not later than seven days
before the ship is due to arrive at any port in
.........................................(state country) to terminate
his engagement after the expiry of the notice at a port
within this country which shall be nominated by the
Master. Provided that any such notice shall not take
effect (a] if the ship is due to proceed to a port in the
United Kingdom without leaving the Near Coastal
Area or (b) if the ship is due to reach a port in the
United Kingdom within seven days of leaving the
Near Coastal Area.
10
ALC l(d)(ii)
Voyage clause
(ii)
Notice clause
(iii) (a) After one voyage outside the Near Coastal Area or
....* ....days service has been completed (whichever
first occurs) by any member of the crew his
engagement may be terminated in ..............................
(state country) by not less than ................hours/days #
notice (such period of notice not to include Saturdays,
Sundays or public holidays) given in writing
or verbally before a witness by either party before
the ship is due to arrive at sail from a port in
...................................................(country to be stated)
Provided that if after arrival at a port in the country of
final destination the ship is due to proceed to another
port or ports in that country then notwithstanding any
such notice as aforesaid the engagement shall
automatically continue either until the ships arrival at
that other port or (as the case may be) the last such
port or until the expiry of seven days from the date of
her arrival al the first said port (whichever first occurs).
11
ALC l(d)(iii)
Voyage Clause
(ii)
Notice Clause
(iii) After one voyage or seven days service has been
completed (whichever first occurs) by any member of the
crew his engagement may be terminated in .......................
...........................................(state country) by not less than
....................................hours notice (such period of notice
not to include Saturdays, Sundays or public holidays)
given in writing or verbally before a witness by either party
before the ship is due to arrive at/sail from a port
in ..................................................................(state country)
RUN AGREEMENT
ALC l(d)(iv)
Voyage Clause
(ii)
(Both these clauses will be produced by the Maritime and Coastguard Agency
for insertion as required or may be produced by the shipowner)
12
(To accommodate
special company
agreements in
respect of officers/
ratings where
these are in
operation.
The clauses will
be produced by
MCA for insertion
if required or may
be produced by
the shipowner)
13
14
(b)
(a)
(b)
(a)
(b)
(a)
(b)
(a)
Capacity in which
employed
No. of Certificate of
Competency
If discharged the
reason for discharge
Rate of Wages
Date and Place of
leaving the Ship
Date of
commencement of
employment on board
(c)
(b)
(a)
(c)
(b)
(a)
(c)
(b)
(a)
(c)
(b)
(a)
Describe in Full Certificate of Competency and or Service Held Including All Endorsements
* If more than 12 months before commencing this employment, also give year of discharge
Ref No.
(As above)
Reference
No.
List of Crew and Signatures of Seamen Who Are Parties to the Crew Agreement
ALC1(a) (2/98)
Annex 3
15
(b)
(a)
(b)
(a)
(b)
(a)
(b)
(a)
(b)
(a)
(b)
(a)
(b)
(a)
* If more than 12 months before commencing this employment, also give year of discharge
Number of
Certificate of
Exemption
Reference
No.
Date of
commencement of
employment on board
Date and Place of
leaving the Ship
Capacity in which
employed
Grade and No. of
Certificate of
Competency
(b)
(a)
(b)
(a)
(b)
(a)
(b)
(a)
(b)
(a)
(b)
(a)
(b)
(a)
List of Crew Relating to Seamen Exempted Under Section 25(5) of the Merchant Shipping Act, 1995
from the Requirement to Sign a Crew Agreement
ALC1(b) (2/98)
the young persons have been informed of the findings of that assessment, and appropriate measures taken for their protection.
16
where daily working time is more than four and a half hours, a rest period of 30 minutes;
on a fishing vessel;
The agreement with the crew must contain a list of all members of the crew under 18 years of age with the dates of birth and dates on which they became employed in the ship.
Young persons shall not be employed in any capacity unelss the Master is in possession of a Medical Certificate issued by a duly qualified medical practitioner certifying that person is fit to be employed in
that capacity. In cases of urgency a proper officer may authorise a young person to be employed without a certificate up to but not beyond the first port of call where there is a duly qualified medical
practitioner.
Young persons shall be entitled to a free assessment of their health and capacities before starting work in a ship, and to free monitoring of their health, where the risk assessment identifies a significant
risk to their health or where they are regularly required to work at night, for as long as they are exposed to that risk.
in which case they shall be allowed compensatory rest time and measures shall be taken to ensure that there is no risk to their health and safety.
under a schedule of duties complying with regulation 9 of the Merchant Shipping (Safe Manning, Hours of Work and Watchkeeping) Regulations 1997, or
Young persons shall not be employed in work which is objectively beyond their physical or psychological capacity or otherwise involves exposure to the risks identified in the Schedule to the Regulations,
unless that work is
an assessment has been carried out of the risks to their health and safety as a result of their inexperience, absence of awareness of risks, or lack of maturity.
Young persons under the age of 18 may not begin work, unless
Where young persons under the age of 18 are employed in a ship, appropriate measures shall be taken to protect them from the risks to their health and safety which are a consequence of their lack of
experience, absence of awareness of existing or potential risks, or lack of maturity.
SUMMARY OF THE PROVISIONS OF SECTION 55 OF THE MERCHANT SHIPPING ACT 1995 AND THE MERCHANT SHIPPING AND FISHING VESSELS (HEALTH AND SAFETY AT WORK)
(EMPLOYMENT OF YOUNG PERSONS) REGULATIONS 1998
Page 1
Annex 4
17
Reference No.
in list of crew
Date of Birth
Place of Birth
ALC 1(c)
Rev 10/98
Page 2
Annex 5
ALC 6 (2/98)
Port of registry
Official number
Register (net) tonnage or in
caseof a fishing vessel its
registered length
Name and address of
registered owner
date
place
18
Annex 6
The address to which crew agreements may be sent, as indicated in paragraph 14 is as follows:The Registry of Shipping and Seamen
Anchor House
Cheviot Close
Parc Ty Glas
Llanishen
Cardiff
CF14 5JA
Tel 02920 768200
Fax 02920 747877
19
MGN 71 (M)
Musters, drills, on-board training and instructions,
and Decision Support Systems
Notice to Owners, Masters, Officers and Ratings
This Note Replaces Marine Guidance Note MGN 17 (M) and should be read in association with
MGN 5 and MGN 6.
Summary
This note and annex provides guidance to the relevant requirements in the Regulations listed in
paragraph 1 in respect of:
1.
muster lists, the holding of musters and drills and the provision of on-board training and
instruction in the use of fire and life-saving appliances, and the provision of a Decision Support
System to Masters of certain passenger ships;
2.
the provision of training manuals, and for the manning of survival craft and handling of
launching arrangements; and
3.
1.
The statutory requirements primarily
associated with the recommendations and
guidance in the Annex to this Notice are
prescribed in the following Regulations:
(a) The Merchant Shipping (Musters
Training and Decision Support Systems)
Regulations 1999 (SI.1999 No.2722) which
contains requirements in respect of
muster lists, the holding of musters and
drills and the provision of on-board
training and instruction in the use of fire
and lifesaving appliances, and the
provision of a Decision Support System to
Masters of certain passenger ships;
MSPP2c
Maritime and Coastguard Agency
Spring Place
105 Commercial Road
Southampton
S015 1EG
Tel: 01703 329184
Fax: 01703 329204
October 1999
MS 050/005/0005
An executive agency of the Department of the
Environment, Transport and the Regions
ANNEX
Section
CONTENTS
Application
Muster Lists
Emergency Instructions
Emergency Signals
10
11
12
Davit-Launched Liferaft
On-Board Training
13
14
15
16
Records
2.2
In ships with significant numbers of nonEnglish speaking crew members, the muster list
should include translations into the appropriate
language or languages.
2.3
The muster list must contain details of the
general emergency alarm and other emergency
signals and the action to be taken by the crew and
passengers in respect of the former, and by the
crew in respect of the latter. Where appropriate,
communication equipment, channels and
reporting chain to be used during an
abandonment or other emergency should be
specified. The means by which the order to
abandon ship is to be given must also be
included.
2.4
The muster list must show the duties to
be carried out by each member of the ships
complement in an emergency. Such duties
include the preparation, swinging out or
deploying of survival craft and other life-saving
appliances, the closing of watertight and fire
doors, and all other openings such as skylights,
portholes and side scuttles and any openings in
the hull. Duties in connection with fire-fighting,
the use of communication equipment and the
equipping of survival craft must also be shown.
2.5
Where passengers are carried duties
include warning and assembling passengers,
controlling their movement, seeing that they are
suitably clad and wearing their lifejackets
correctly or, where appropriate, distributing and
assisting with the donning of lifejackets, and,
where carried, taking a supply of blankets to the
survival craft.
Application
1.1
Except where otherwise specified the
contents of this Annex are addressed to ships of
Classes I, II, II(A), III, VII, VII(A), VII(T), VIII,
VIII(T), VIII(A), VIII(A)(T) and IX and to ships of
Class XI engaged on international voyages.
2
2.6
In assigning crew members to assist
passengers in emergency situations on ships of
Classes I, II, II(A) and III masters should ensure
that all such personnel have received instruction
in crowd management.
Muster Lists
2.7
As far as practicable each individual
should only be allocated one duty, or series of
duties related to one emergency party. On
passenger ships key persons who would be last to
abandon ship should not be allocated to those
survival craft which are expected to be the first to
be launched.
2.1
The requirements relating to muster lists
apply to ships engaged on international voyages
and to passenger ships of Classes II(A) and III.
The Master is responsible for compiling the
muster list, keeping it up to date and ensuring
that copies are exhibited in conspicuous places
2.8
When the muster list is compiled
consideration should be given to the eventuality
of key persons being unable to carry out their
emergency duties through injury or for some
other reason, and provision made for substitutes.
This provision must be shown on the muster list
and may be a detailed list or in the form of a
general statement such as Should key persons
become disabled, those next in line, as
appropriate, should take their place. When
allocating substitutes care should be exercised to
ensure that emergency parties are not left without
a leader or seriously undermanned.
2.14
In passenger ships, the location of the
passenger assembly or muster station (as
appropriate) must be indicated in the muster list.
As far as practicable, public rooms will be
allocated as assembly or muster station (as
appropriate) in order that passengers are
protected from the elements prior to their
departure for the survival craft if the ship has to
be abandoned.
2.9
The survival craft or launching station to
which each crew member is assigned should be
shown on the muster list.
2.15
The master shall ensure the equitable
distribution of persons referred to in paragraph
2.6, 2.10 and 2.11 among the ships survival craft.
Emergency Instructions
3.1
In ships engaged on international
voyages and in passenger ships of Classes II(A)
and III, each crew member must be provided with
clear instructions to be followed in the event of an
emergency, eg in the form of a card showing the
assembly or muster station (as appropriate)
station, emergency duty and the lifeboat or liferaft
to which he is allocated. In ships with significant
numbers of non-English speaking crew members
emergency instructions should be provided in the
appropriate language or languages. The card or
other means should describe the general
emergency alarm signal and any other signals to
be used in an emergency and the action, if any, to
be taken on hearing such signals. The means by
which the order to abandon ship is to be given
should also be included.
2.10
In assigning crew members to man
survival craft and handle launching appliances on
ships engaged on international voyages and on
passenger ships of Classes II(A) and III, the
Master should take account of Merchant Shipping
Notice MSN 1682 (M).
2.11
A deck officer or certificated person must
be placed in charge of each survival craft to be
used and a deck officer or certificated person
must be assigned as second-in-command of a
lifeboat. In ships of Classes II, II(A) and III a
person practiced in the handling and operation of
liferafts may be placed in charge of a liferaft in
lieu of a deck officer or certificated person. The
person in charge of the survival craft shall have a
list of the survival craft crew and shall see that the
crew under his command are acquainted with
their duties. In lifeboats the second-in-command
shall also have a list of the lifeboat crew.
3.2
Emergency instructions, illustrated where
possible, must be displayed in each passenger
cabin, in passenger assembly or muster station (as
appropriate) stations and in other passenger
spaces. Such instructions, in English and in any
other language appropriate to the principal
nationalities carried on the route on which the
ship is operating, are to inform passengers of their
assembly or muster station (as appropriate)
stations, essential actions they should take on
hearing the general emergency alarm signal and
any other signal requiring action on their part,
and the method of donning lifejackets. The
location of lifejackets should be included in these
instructions. Safety information to be provided to
passengers is detailed in Merchant Shipping
Notices M.1386 (to be replaced by MGN 73) and
M.1409 (to be replaced by MGN 74).
2.12
A motor lifeboat must have a person
assigned to it who is capable of operating the
engine and carrying out minor adjustments. This
person may be the coxswain if it is possible to
operate the engine and steer the lifeboat from one
position. A lifeboat with a radio installation and
each survival craft in which are placed emergency
position-indicating radio beacons (EPIRBs), radar
transponders (SARTs), or two-way radiotelephone sets is required to have a person
assigned to it who is capable of operating such
equipment.
2.13
The muster list must show the name or
rank of the officers whose duty is to ensure that
the life-saving and fire-fighting appliances are
maintained in such condition as to be always
ready for use.
Emergency Signals
4.1
The general emergency alarm signal is
the signal for summoning the crew and
4.2
On a cargo ship with a fire alarm system
which can be manually activated from locations
within the accommodation or where a system
such as a fire or smoke detection system
automatically activates alarms throughout the
ship, the signal made by such means may be used
to summon the crew to their muster stations. Such
alarm signal should be accompanied by the
general emergency alarm signal sounded on the
whistle or siren.
4.3
Signals for incidents not requiring a
muster of the passengers or of the whole crew, or
for dealing with a minor incident, are at the
Masters discretion.
5.2
Each crew member must participate in at
least one abandon ship drill and one fire drill
every month. These drills must be held within 24
hours of leaving port if more than 25% of the crew
have not taken part in drills on board the ship in
the previous month. If circumstances are such
that it is not practical to hold full drills within the
24 hours then musters should be held within this
period and instructions given to crew members
on their emergency duties and on abandon ship
procedures, but in the case of Ro-Ro passenger
ferries these instructions should be given before
any passenger carrying voyage is commenced.
Full drills should be held as soon as
circumstances permit. In addition, in ships of
Classes I, II, II(A) and III, an abandon ship drill
and a fire drill must be held weekly and as many
of the crew as practicable should take part in
these drills which should be so arranged that each
crew member participates in at least one abandon
ship drill and one fire drill every month.
4.4
On a cargo ship a signal may be allocated
to summon the crew to survival craft embarkation
stations only, for the purpose of a drill or
mustering the crew at the survival craft
embarkation stations during an emergency.
4.5
The means by which the order to
abandon ship is given is at the Masters discretion
and may be by a signal or by word of mouth, but
arrangements should be such that everyone on
board including those in emergency parties in
remote locations will receive it.
4.6
All signals must be described in the
muster list, in the crew emergency instructions
and, as appropriate, in the emergency instructions
for passengers.
4.7
The relevant signals referred to in this
section should be used when musters and drills
are to be conducted. All persons on board should
be notified beforehand that a practice muster or
drill is about to be held.
5
5.3
On any ship carrying passengers where
the passengers are scheduled to be on board for
more than 24 hours, a muster of the passengers
must take place within 24 hours of their
embarkation. Passengers must be given
instruction in how to don their lifejackets and the
action to take on hearing the general emergency
alarm signal. If only a small number of passengers
embark after the muster has been held, it will be
sufficient, instead of holding another, to draw the
attention of these passengers to the emergency
instructions referred to in paragraph 3.2.
Similarly, on ships of Classes other than the above
5.1
An abandon ship drill consists of a
muster of the crew (and of passengers, if
appropriate) at the stations referred to in the
muster list, and a muster and drill at survival
craft stations. Where practicable, passengers on
Class I passenger ships should be strongly
5.7
On passenger ships as many key persons
as possible should carry two-way portable radios
during musters and drills and such radios and
any fixed two-way communication systems
should be used for communications between the
bridge, emergency control stations, assembly or
muster station (as appropriate) and embarkation
stations, especially internal Marine Evacuation
System (MES) embarkation stations. Where key
persons do not have a two-way portable radio on
permanent issue there should be arrangements
whereby radios can be readily obtained at the
outset of a drill or actual emergency. Where
portable loud hailers are carried these should be
used where appropriate for communicating or for
simulating communicating with passengers at
assembly or muster station (as appropriate) and
embarkation stations. The arrangements for
communication should be as recorded in muster
lists and, where applicable, training manuals.
5.4
It should be drawn to the attention of the
passengers that the general emergency alarm
signal is for the purpose of summoning them to
their assembly or muster station (as appropriate)
stations and is not a signal to abandon ship. The
means by which the order to abandon ship will be
given should be explained. The importance of
being properly clad, of proceeding to their
assembly or muster station (as appropriate)
station in an orderly fashion, and of following
instructions at all times should be emphasised.
Where appropriate they should be advised to
which type of survival craft they have been
allocated, and how they will be embarked. They
should be advised that only as a last resort will it
be necessary to jump into the water. They should
be informed of the dangers of jumping overboard,
particularly from heights in excess of 6 metres
and advised that if it should be necessary to jump
into the water, the lifejacket must be held down
with one hand and the nose protected with the
other hand.
6.1
The commencement of an abandon ship
drill is announced by the general emergency
alarm signal. Crew and passengers, if any, should
proceed to their assembly or muster station (as
appropriate) stations. Crew members allocated to
the handling of passengers should as appropriate
clear or simulate the clearing of accommodation
not used for the mustering of passengers,
marshall passengers taking part in the drill and
control the flow of passengers on the stairways, in
passages and doorways and guide them towards
their assembly or muster station (as appropriate)
stations. At the assembly or muster station (as
appropriate) stations they should ensure that
passengers have donned their lifejackets correctly,
or give instruction in donning as appropriate, and
that child lifejackets are allocated to persons of
less than 32 Kg. Passengers should be advised on
the matters referred to in paragraph 5.4. Where a
proportion of the survival craft consists of
throwover liferafts boarded by means of ships
side ladders provision should be made for
allocating only able bodied passengers to these
liferafts. It should also be determined that crew
members know how the order to abandon ship
will be announced, that they are suitably dressed
and that their lifejackets have been donned
correctly.
5.5
Lifejackets should be worn by passengers
and crew when attending musters and drills.
Crew members taking part in fire and other
emergency drills may remove their lifejackets if
these would be a hindrance in the execution of
their duties. Where lifejackets are removed, a
member of the emergency party concerned
should be appointed to be responsible for these
lifejackets and to ensure that they will be
available for return to the members of an
emergency party on completion of their relevant
tasks. Where inherently buoyant lifejackets
unduly hinder crew members in the execution of
their duties, consideration should be given to the
provision of inflatable lifejackets, although such
lifejackets are not always suitable for use by
members of fire hose parties due to the possibility
of inadvertent activation of the automatic
inflation system. Lifejackets should always be
worn by members of survival craft preparation
parties and at survival craft musters and drills.
5.6
On passenger ships consideration should
be given to the identification of crew members,
particularly those whose duties are concerned
7.1
A fire or other emergency drill shall as far
as practicable be conducted as if it were an actual
emergency.
7.2
A fire or other emergency drill should be
held simultaneously with the first stage of the
abandon ship drill.
7.6
Fixed installations for extinguishing fire,
such as Halon, CO2, foam, or water spray in the
machinery spaces, CO 2 , inert gas, steam or
drencher systems in the cargo spaces, and
sprinkler systems in passenger accommodation
together with fire alarm and detection systems
should be tested with as much realism as
practicable. The fire party should also be
exercised in the use of the breathing apparatus
and protective clothing and such emergency
appliances as axes and safety lamps, which
should be brought out, checked and deployed by
appointed members of the party at all fire drills.
Where the number of sets of breathing apparatus
permits, it is recommended that persons using
them should practice in pairs.
7.3
For the purpose of a fire drill an outbreak
of fire should be assumed to have occurred in
some part of the ship and fire control measures
simulated as appropriate. The complete cooperation of the personnel of all departments is
essential in fire fighting. The type and position of
the supposed fire should be varied from time to
time and can include:
(1)
Cargo fires in holds or other
spaces;
(2)
Fires involving oil, gas or chemical
cargoes as appropriate;
7.7
It is important that members of the crew
who are not allocated to fire parties are familiar
with the use of and can identify the types of fire
extinguisher they will encounter in the
accommodation and in their work areas. Such
crew members should be instructed in the use of
the type of extinguisher appropriate to the kind of
fire, eg those discharging water, foam, dry
powder, CO2, etc.
(3)
Fires in engine, pump or boiler
rooms;
(4)
Fires in crew or passenger
accommodation; and
(5)
Fires in galleys due to burning oil
or cooking fats.
7.4
The engine room staff should ensure that
the fire pumps in the machinery spaces are
prepared for operation, started, and that full
water pressure is on the fire mains. Where there is
an emergency fire pump situated outside the
machinery space, this pump should be started up
as indicated below. The fire party or parties at the
scene of the assumed fire should lay out hoses
and where practicable water should be played
through them, the water being supplied first from
the machinery space pump and then from the
emergency pump only, with the machinery space
isolating valve closed. A number of portable fire
extinguishers should be available and members of
the fire party should be instructed in the use of
the type of fire extinguisher for a particular type
of fire.
7.8
At each fire drill at least one extinguisher
should be discharged by a different crew member
in order that both crew members in fire parties
and other crew members gain experience in using
fire extinguishers. Crew members should also be
familiar with the location and means of activating
the fire alarms in the accommodation and in their
working areas. It is also important that all crew
members and particularly those whose place of
work is in a machinery space are familiar with the
escape routes from any part of the ship they are
likely to be in when on or off duty. Such
familiarity should enable escape to be made in
darkness or through smoke and should include
familiarity with the location and the means of
opening any emergency escape windows or
hatches.
7.5
The crew should be exercised as
appropriate in the closing of openings, ie side
scuttles, deadlights, doors, ventilating shafts, fire
doors, the annular space around the funnel, etc
both to reduce the supply of air to a fire and
7.9
All fire protection systems and appliances
should at all times be in good order and available
for immediate use during the voyage and in port.
Compressed air bottles of breathing apparatus
(6)
sprinkler system pressure tank
water levels are correct as indicated by
glass gauges;
7.10
Participation in fire drills may not
necessarily imply direct involvement with
fighting a fire and may include back-up to fire
parties, being a member of the first aid party or
controlling passengers at their assembly or
muster station (as appropriate) stations while the
fire fighting part of the drill is being undertaken.
On the other hand, on cargo ships with small
crews it will usually be necessary for every
member of the crew to be familiar with all aspects
of fire-fighting and the use of all the fire-fighting
equipment provided on board the ship.
(8)
(7)
all sprinkler system pumps operate
automatically on pressure loss in the
systems;
all fire pumps are operational; and
(9)
all fixed gas fire extinguishing
installations are free from leakage.
7.12.2 Quarterly testing and inspection should
be carried out to ensure that:
(1)
all fire extinguishers are at correct
pressure and are not due for servicing;
(2)
all automatic alarms for sprinkler
systems activate using the section test
valves;
7.11
Instruction should cover fire prevention,
particularly in galleys, machinery spaces, cargo
compartments, pumprooms and accommodation
spaces. On-board instruction in fire-fighting is
supplementary to training available at firefighting
courses ashore and is primarily concerned with
the particular equipment available on board and
the nature of on-board fire hazards.
(3)
the international shore connection
is serviceable;
(4)
fire fighting equipment lockers
contain their full inventory and the
equipment they contain is in serviceable
condition; and
7.12
To ensure the ready availability of fire
protection systems and appliances periodic
checks should be performed. The following
checklist may be used as guidance for this
purpose.
(5)
all fire doors, fire dampers and
closing devices can be operated locally.
7.12.3 Annual testing and inspection should be
carried out to ensure that:
(1)
all fire doors, and ventilation
dampers where appropriate, operate
remotely;
(1)
all
firemans
outfits,
fire
extinguishers, fire hydrants, hose and
nozzles are in place and in serviceable
condition;
(2)
where practicable all aqueous foam
and water spray fixed fire fighting
installations operate correctly;
(2)
all escape routes including
stairways and corridors are free of
obstructions and properly maintained;
(3)
all accessible components of fixed
fire fighting systems, typically nozzles,
are free from damage or obstruction on
visual inspection;
(3)
public address system and ships
alarms are serviceable;
(4)
all fire pumps, including sprinkler
system pumps, develop correct pressures
and flow rates;
(4)
all fixed fire fighting installation
valves are set in the correct operational
position;
(5)
(5)
dry pipe sprinkler systems are
pressurised, where appropriate, and
gauges indicate correctly;
(6)
all antifreeze solutions are correctly
maintained and cross connection between
8
(7)
fixed fire detection systems operate
correctly, according to manufacturers test
instructions.
7.13
Fire or other emergency drills should be
followed by the second stage of the abandon ship
drill ie the muster and drill at the survival craft
stations. This stage of the abandon ship drill
should be announced by the abandon ship signal
or by the particular means by which abandon
ship is announced, or by a signal used for the
purpose of summoning crew members to their
survival craft stations.
8
9.1
Crew members other than those who
cannot be relieved from their normal duties
should muster, wearing lifejackets, at their
lifeboat and liferaft stations. The person in charge
of each survival craft must have a list of its crew
and ensure that they are fully acquainted with
their duties. The second-in-command of a lifeboat
must also have a list of the lifeboat crew.
8.1
In passenger ships, drills for practicing
the closing of watertight doors, deadlights,
scuppers, ash-shutes, rubbish-shutes and other
similar devices are required to be carried out to
comply with the Merchant Shipping (Passenger
Ship Construction: Ships of Classes I, II, and II(A))
Regulations 1998, or the Merchant Shipping
(Passenger Ship Construction: Ships of Classes III
to VI(A)) Regulations 1998. These Regulations
also require inspections, at intervals of not more
than 7 days, of watertight doors and mechanisms,
indicators and warning devices connected with
such doors, valves, the closing of which is
necessary to make watertight any compartment
below the margin line, and valves, the operation
of which is necessary for the efficient operation of
damage-control cross-connections.
8.2
In all seagoing ships, with certain
exceptions, the Merchant Shipping (Musters
Training and Decision Support Systems)
Regulations 1999 require practice fire drills to
include checking of the operation of watertight
doors, in the drill area.
8.3
Masters should familiarise themselves
with the Regulations referred to in paragraphs 8.1
and 8.2, particularly in regard to the instruction of
crew members in the safe operation of watertight
doors and to those watertight doors, side scuttles,
deadlights and other devices required to be
securely closed before the ship proceeds to sea
and to be kept securely closed while the ship is at
sea.
9.2
On passenger ships when the drill is held
at sea, a number of lifeboats should, if weather
and other circumstances permit and subject to
overriding safety constraints, be cleared, swung
out, and lowered to embarkation deck level in the
case of lifeboats boarded at this position, and side
ladders and embarkation arrangements prepared.
On cargo ships at least one lifeboat should be
lowered when weather and other circumstances
permit.
10.3
The launching of lifeboats and rescue
boats should normally take place when the ship is
alongside or at anchor with little or no tide or
current, but if contemplated in circumstances
where there is actual or effective headway, such
launching must be carried out in accordance with
the guidelines in the Annex to Merchant Shipping
Notice M. 1218. (to be replaced by MSN 1722 (M + F).
10.4
A free-fall lifeboat may be lowered to the
water if launching is impracticable, provided that
free-fall launching with the assigned operating
crew and manoeuvering in the water is carried
out at least once every six months. If it is
impracticable to launch within a period of six
months, the Owners may apply to the MCA for
an extension to twelve months.
9.3
Each lifeboat and rescue boat engine
must be tested by being run ahead and astern for
a total period of not less than 3 minutes provided
that the engine can be safely run for this period
when out of the water and the ambient
temperature is above the minimum required for
starting the engine. Where lifeboats are fitted with
mechanical hand-propelling gear, this gear
should be examined and tested ahead and astern.
11
11.1
As far as is reasonable and practicable
rescue boats where carried, other than those
which are also lifeboats, must be launched each
month with their rescue boat crews and
manoeuvered in the water. The interval between
such drills must not exceed 3 months. Where
climatic conditions permit, the crew of a rescue
boat should wear their immersion suits during
such in-water drills. Where possible such drills
should include the recovery of an object
simulating a person in the water. Emergency
boats carried on passenger ships which do not
carry rescue boats should be launched at similar
intervals and should carry out similar drill
procedures.
9.4
Liferaft davits must be swung out and
winches operated.
9.5
Emergency lighting for mustering and
abandonment must be tested at each such drill.
9.6
In cargo ships provided with lifeboats
and throwover liferafts some drills should include
preparation for abandonment involving use of
liferafts in conjunction with lifeboats. This may
include mustering at locations other than those
used for embarkation into lifeboats
10
10.1
When a drill is held in port as many as
possible of the lifeboats should be cleared, swung
out and lowered. Each lifeboat must be launched
with its assigned operating crew aboard and
manoeuvered in the water once every 3 months
during an abandon ship drill. In lifeboats not
fitted with engines the crew should be exercised
in rowing or in the use of the mechanical handpropelling gear. Every opportunity should be
taken to test the lifeboat disengaging gear where
fitted.
11.2
In ships of Class I the crews of rescue and
emergency boats should be mustered on the first
day of the voyage as soon as possible after sailing.
The crews should be fully instructed and drilled
in their duties and thereafter should be mustered
and similarly drilled at intervals of not more than
7 days. Crews should be specifically instructed in
the procedure of sending boats away promptly in
an emergency and in recovering boats in a
seaway, and should be familiar with the signal for
mustering at the rescue or emergency boat
station.
10.2
If the berthing arrangements in port and
the trading patterns of ships of Classes II,
II(A),VIII or VIII(A) make the launching of
lifeboats on one side impracticable then launching
of lifeboats on that side at 3 monthly intervals
need not be carried out. However all such
lifeboats must be lowered at least once every 3
months and launched at least annually.
12
12.1
On-board training in the use of davitlaunched liferafts must take place at intervals of
not more than 4 months on every ship fitted with
such liferafts. Whenever practicable this training
10
12.2
In preparing an on-board training
programme for davit-launched liferafts the
procedures adopted should take full account of
the structural arrangements in way of the
launching positions. For example it may not be
possible to recover an inflated liferaft from an
overside position without subjecting it to the risk
of damage. Where procedures described in
paragraphs 12.3 and 12.5 cannot be safely
followed, other arrangements should be made
which will enable on-board training of an
equivalent standard to be carried out.
12.6
Alternatively the procedure for ships
engaged on regular voyages can be followed if
this is more convenient.
13
13.1
Before being assigned to shipboard
duties, all persons employed or engaged on a
seagoing ship other than passengers, shall receive
appropriate familiarisation training in compliance
with Reg VI/1 of the STCW95 Convention. This
training is in addition to other shore based
training required under the STCW95 Convention.
Where thermal protective aids are carried every
crew member should be trained in donning the
aid while wearing a lifejacket. Crew members
who have been allocated an immersion suit
should be trained in the donning of the suit and
given the opportunity to familiarise themselves
with the wearing of the suit.
12.3
In ships of Classes II and II(A) on regular
voyages, the four monthly on-board training in
the use of davit-launched liferafts should include
an inflation of one of the ships liferafts. These
inflations should take place when in port and
where practical the liferaft should be lowered
unloaded onto the quay rather than into the
water. Training in boarding and using the release
hook can be carried out when the liferaft is
suspended just clear of the quay. The liferaft
should be landed on a tarpaulin or heavy
Polythene sheet to prevent any damage to the
bottom of the raft. If it is not practical to land the
liferaft on the quay, the boarding and use of the
release hook can be carried out with the liferaft
suspended just clear of the embarkation deck
following initial inflation in the overside position.
In this case the liferaft need not be lowered over
the side but a weight should be attached to the
release hook and then lowered to exercise the
winch and give crew members practice in the
handling of the winch and fall.
13.2
Crew members whose emergency duties
include the guidance of passengers, and the
searching and closing down of passenger spaces
should be trained and instructed in these duties.
Such training and instruction should cover the
matters referred to in 6.1 above, in MGN 5, and
should include the use of procedures for reducing
or avoiding panic and the giving of clear
reassuring orders. The training should be given
prior to being assigned such duties on Ro-Ro
passenger ships and other passenger ships.
12.4
After this training the liferaft used should
be sent for servicing. It is recommended that
different liferafts be used at successive drills in
order to avoid wear on a small number of
liferafts.
13.3
Crew members allocated specific key
tasks for the preparation, launching and handling
of lifeboats, rescue boats, liferafts and marine
evacuation systems should be trained in these
specific tasks. Such training should also be given
to a sufficient number of crew members to provide
substitutes for the crew members allocated these
key tasks in the muster list. The importance of
12.5
In cargo ships and in passenger ships on
irregular voyages, eg Class I cruise ships, there
should be an inflation of one of the ships liferafts
at one of the four monthly on-board training
11
13.6
The training manual can be used by the
officer or officers whose duty it is to give the
relevant instructions and it can also be used as a
source of reference and information for every
member of the crew. A copy of the training
manual should be accessible to every crew
member and except in certain ships of less than
500 GRT, a copy must be provided in each
messroom and recreation room, or in each cabin.
13.7
In ships with significant numbers of nonEnglish speaking crew members, copies of the full
training manual or relevant sections should be
provided in the appropriate language or
languages.
13.8
The programme of instructions must be
so arranged that every subject to be covered,
including all parts of the ships life-saving
systems can be treated within a two month
period. In order to carry out this programme in
cargo ships, the frequency of holding drills may
have to be increased beyond that necessary to
ensure that every crew member participates in an
abandon ship and fire drill every month. Frequent
short periods of instruction dealing with a limited
number of items will be more effective than long
sessions dealing with a considerable amount of
subject matter and held say at monthly intervals.
13.4
Where on-board training cannot be given
in the use of certain items of life-saving
equipment because of practical considerations,
on-board instructions in the use of such
equipment is required to be given at the same
intervals as the drills. Instructions are required to
be given in survival procedures including the
causes of and first aid treatment for hypothermia,
and first aid measures likely to be practiced in a
survival craft. Instructions include the operation
and use of the ships liferafts and embarkation
arrangements and the use of survival craft and
rescue boats in severe weather and sea conditions.
Instructions may also include actions to be taken
in the event of foreseeable equipment failures.
14
14.1
Weekly and monthly inspections as
described in paragraph 14.2 and 14.3 must be
carried out on all ships to which the Merchant
Shipping (Life-Saving Appliances for Ships Other
Than Ships of Classes III to VI(A)) Regulations
1999, and the Merchant Shipping (Life-saving
Appliances for Passenger Ships of Classes III to
VI(A)) Regulations 1999, apply.
13.5
The basic information on which these
instructions will be based will be found in the
ships life-saving appliances training manual
which contains instructions and information on
the life-saving appliances carried, personal
protective equipment and its location, in addition
to information and instructions on survival,
hazards of exposure, methods of retrieval and
emergency repair of life-saving appliances. Any
part of the information to be included in the
Training Manual may be provided in the form of
audio-visual aids. Information provided in
lifesaving appliances training manuals should be
compatible with, and may reproduce, relevant
shipboard safety emergency plans which are
required to be provided in accordance with the
International Safety Management Code (SOLAS
1974 Chapter IX; reference should also be made to
MSC/Circ.760 Guidelines for a Structure of an
Integrated System of Contingency Planning for
Shipboard Emergencies.). (See paragraph 15.6)
14.2
At weekly intervals survival craft, rescue
boats and launching appliances must be inspected
to ensure that they are ready for immediate use.
Rescue boat and lifeboat engines must be run at
weekly intervals. The general emergency alarm
system must also be tested every week.
14.3
All lifesaving appliances including lifeboat
and rescue boat equipment is required to be
inspected at monthly intervals. For this purpose the
checklist provided in the instructions for onboard
maintenance is used. This inspection should
include the examination and testing of any fixed
radio installations and searchlight equipment,
and ensuring that the batteries can be charged
from the dynamo when the engine is running.
12
14.4
In lifeboats with water spray systems,
each system should be tested at intervals of not
more than 3 months in accordance with the
manufacturers instructions. The system should
be flushed through with fresh water after testing
with sea water.
15
15.1
Passenger ships of Classes I, II and II(A)
are required to have a decision support system for
emergency management on the navigation
bridge. It can be printed on paper, or computer
based, and must identify all foreseeable
emergency situations, establish emergency
procedures for each situation, and provide
decisive support to the Master.
15.2
Reference should be made to
MSC/Circ.760 Guidelines for a Structure of an
Integrated System of Contingency Planning for
Shipboard Emergencies.
15.3
The Guidelines noted above are intended
to help integrate the various contingency Plans
currently required by SOLAS and MARPOL, into
a structured and consistent format. The Plans are
required be in a uniform structure, be clear and
easy to understand.
15.4
The Plans must be available in the
working language of the Master, Officers and
relevant crew members, and must be
appropriately amended if the working language
changes.
15.5
Training, drills, and records of such, of
the Decision Support System, should be
integrated into the overall training regime.
15.6
Copies of MSC/Circ.760 are available
from the Marine Information Centre of the MCA:
Tel:
Fax:
16
01703 329297
01703 329298
Records
16.1
The date on which musters, drills and
training sessions are held, the type of drill and
training held, and the occasions on which
lifeboats, rescue boats and davit-launched
liferafts, as applicable, are lowered or launched
must be entered in the official log book.
16.2
Where a full muster, drill or training
session as required by the Merchant Shipping
(Musters Training and Decision Support Systems)
13
MGN 61 (M+F)
Guidelines for Food Hygiene on Merchant Ships
and Fishing Vessels
Notice to Shipowners, Builders, Masters, Skippers , Officers and Crew
This Guidance Note supersedes Merchant Shipping Notice Nos. M1373 and M1375
Summary
These Guidelines provide practical advice on the fundamental rules of food hygiene consistent with
the catering and meat industry in general.
Key Points:
Food hygiene principles must be adhered to regardless of the age, size and type of
vessel.
Food handlers should receive appropriate education and training in the principles and
practice of food hygiene.
hygiene is more than cleanliness; it is also
dependent on the following principles:
INTRODUCTION
1.1 Details of the statutory framework and MSA
responsibilities are contained in Annex 2 to this
Guidance Note.
1.2 No attempt is made to comment on the
quality of food other than to say that it should
comply with the requirements of the Food Safety
Act and respective regulations or other EU
standards and the 1946 ILO Convention No 68.
Owners should consider the special needs of
mariners whose religion, special dietary
requirements, or customary dietary practices
necessitate the observance of certain rules or
requirements with regard to some foods or with
the way the food is prepared.
personal hygiene,
temperature control.
1.
2.
3.
4.
5.
Undercooking.
6.
7.
8.
9.
10.
PERSONAL HYGIENE
3.1 Most people carry some type of food
poisoning organism at one time or another. Food
handlers have a responsibility therefore to
observe high standards of personal cleanliness to
ensure that they do not contaminate food.
3.2 There must be sufficient wash-hand basins in
galley with soap and hand drying facility,
depending on the scale and nature of the food
preparation. Very small galleys may be exempt so
long as a wash-hand basin is situated adjacent to
the galley. Disposable towels or a hot air dryer is
better than a traditional towel. Food handlers
should wash their hands regularly and always on
entering the galley or before handling any food or
equipment. They should also be washed after
visiting the WC, and in between handling raw
and cooked food.
FITNESS TO WORK
4. Food handlers with food poisoning symptoms,
eg diarrhoea and vomiting or suspected of
carrying food poisoning organisms because of
close contact with a confirmed case should be
excluded from any job which might expose food
to risk of contamination. Such cases and several
other conditions including hepatitis A and
diphtheria require infected persons to be
similarly excluded for varying lengths of time
according to medical advice. Secondary infections
associated with boils and septic cuts, respiratory
infections from heavy colds may also require the
suspension of food handlers until successfully
treated.
TEMPERATURE CONTROL
6.1 It should be noted that legislation for England
& Wales, Food Safety (Temperature Control)
Regulations 1995, requires chill holding at a
temperature of 8C or below. It is however
generally the case that operators maintain
temperatures at 5C or below which is safer than
that prescribed, and this standard is
recommended by the MSA.
6.2 Pathogenic bacteria thrive in warm
conditions. To prevent their growth it is essential
to keep food either very hot (above 63C) or very
cold (below 5 ). Food should not be left in the
danger zone (5C - 63C) for longer than is
absolutely necessary.
PESTS
8.1 Good housekeeping obviously minimises the
risk of infestation and it is important to ensure
that areas, particularly refuse areas are kept in a
clean and tidy condition. Lids should always be
kept on waste bins that should be washed after
emptying.
8.2 Flies and cockroaches present a serious
hazard because of their feeding habits and the
sites they visit. Flies defecate and vomit previous
meals back on to the food as they feed. Rats and
mice commonly excrete organisms such as
salmonellae. Contamination of food may also
result from droppings, urine, hairs and gnawing.
Food suspected of being contaminated by rodents
must be destroyed.
CLEANING PROCEDURES
7.1 All articles that come into contact with food
should be thoroughly washed, rinsed and
disinfected before use. Cracked or chipped food
containers should be discarded.. Articles include
trays, knives, cutting boards, food preparation
machinery and work tops. Dishwashers disinfect
by virtue of the high rinse temperature achieved.
If dishes are washed in a sink they should be
rinsed in another sink containing very hot water.
Decks, because they are not used for food
preparation, do not need to be disinfected
although the process is useful as it serves to
disinfect the scuppers.
STOCK CONTROL
9.1 Great care should be taken to ensure the use of
commodities in strict date rotation and that supplies
have the best possible durability date. Perishable
provisions should neither be ordered nor accepted
in quantities greater than can be consumed before
the expiry date, with the exception of frozen foods.
Provided these have been maintained in hard
frozen condition from production to delivery and
VENTILATION IN GALLEYS
10. Mechanical ventilation systems should be
used and should be adequate to maintain a
reasonable temperature without the need to jam
open fire doors or doors to the open deck. Galley
staff often close vents to prevent air
contamination. This may indicate that filters need
to be checked or fitted.
SANITARY FACILITIES
POTABLE WATER
12.1 Potable water should be bright, clear,
virtually colourless and it should bubble when
shaken. This does not however guarantee that the
water is safe. There is a tendency to assume that
little or no action is needed to protect the purity
of the water, particularly when using quayside
facilities regularly. Although the water may come
from the same source as that supplied to the
general public in their homes, there is a vast
difference to the operation of supplying and
storing the water, exposing it to a much higher
risk of contamination. It is therefore essential that
control measures are taken to minimise the risk of
contamination according to that provided in the
Ship Captain's Medical Guide.
CREW INFORMATION
15. Information, including simple placards and
up-to-date material, relating to national and
international regulations on food preparation and
storage, and hygiene and food safety should be
readily available to members of the crew in an
approved language understood by the crew.
ADVICE
16. Anyone requiring additional information or
specific advice relating to food hygiene matters
should contact the Inspector who is based at Leith
Marine Office, 1 Johns Place, Leith, Edinburgh,
EH6 7EL. Telephone Number 0131 554 5488 or
0802 644434.
MSOS(A)
Marine Safety Agency
Spring Place
105 Commercial Road
Southampton
SO15 1EG
Tel: 01703 329215
Fax: 01703 329251
February 1998
(MC 10/13/6)
Crown Copyright 1998
An executive agency of
Annex 1
TEN TIPS FOR FOOD SAFETY
Annex 2
STATUTORY FRAMEWORK
1. Inspectors are appointed under the provisions of the Merchant Shipping Act 1995 for the purpose of
seeing that requirements of the Act and regulations made thereunder are duly complied with. The
relevant regulations are the Merchant Shipping (Provisions and Water) Regulations 1989 and certain
requirements of the Merchant Shipping (Crew Accommodation) Regulations 1997 and the Merchant
Shipping (Crew Accommodation) (Fishing Vessel) Regulations 1978. The Merchant Shipping & Fishing
Vessel (Health & Safety at Work) Regulations 1997 also apply.
2. The need for the Provisions and Water Regulations arises from the 1946 ILO Convention No 68
concerning food and catering for crews on board ships. The Regulations require all merchant ships and
fishing vessels over 24 metres in length to be supplied with provisions and water which:
a. are suitable in respect of quantity, nutritive value, quality and variety having regard to the
size of the crew and the character and nature of the voyage;
b. do not contain anything which is likely to cause sickness or injury to health or which renders
any provision or water unpalatable; and
c.
3. The Regulations also require the inspection at sea of the supplies of food and water by the master or
his deputy together with a responsible member of the catering department. UK employers, masters and
skippers who fail to comply with their obligations under the Regulations are guilty of an offence and are
liable on summary conviction to a fine. The ship may also be detained until the health and safety of all
employees and other persons aboard is secured. The principles of the Regulations apply to non-United
Kingdom ships, other than fishing vessels.
4. Article 8 of the ILO Convention and section 44 of the Merchant Shipping Act 1995 allow for a special
inspection of the ship following a complaint from at least 3 of the crew about food and water supplies.
5. The Crew Accommodation Regulations require all galleys and storerooms, sanitary and cabin
accommodation to be maintained in a clean and habitable condition and that all equipment and
installations to be maintained in good working order.
6. In support of these Regulations, Chapter 14 of the Department's Code of Safe Working Practices for
Merchant Seamen gives guidance on the standards expected.
7. The MSAs Food & Hygiene Inspector has overall responsibility for food and hygiene issues affecting
crew and regularly visits UK ports to carry out inspection work as well as providing guidance and
support for local MSA marine surveyors who check food hygiene standards as part of the overall ship
inspection.
8. Environmental or Port Health Officers have certain responsibilities under the Public Health Act 1936
and Food Safety Act 1990 and enforce statutory powers under Public Health (Ships) Regulations and
other regulations. In broad terms, Environmental or Port Health Officers are concerned with protecting
the UK from any condition that is likely to cause the spread of infectious disease. They issue derat
certificates or exemptions as required by the International Health Regulations and apply hygiene
standards on passenger vessels providing catering facilities for the public.
9. A close liaison is maintained between local offices of respective agencies to avoid duplication of effort
and to ensure that where inspections carried out by members of one organisation reveal a situation that
would clearly also be the concern of the other, appropriate action under respective powers can be
considered.
DEPARTMENT OF T RANSPORT
as potato peelers should be avoided and only potable water should be used
for washing down in food preparation or storage spaces. The ships catering
staff should be advised appropriately.
Department of Transport
Marine Directorate
London WC1V 6LP
June 1986
Crown copyright 1986
l.
The Merchant Shipping (Crew Accommodation)
Regulations 1978 as amended and the Merchant Shipping
(Crew Accommodation) (Fishing Vessels) Regulations 1975
require that all fresh water produced on board the ship shall
be disinfected automatically.
2. Merchant Shipping Notice M.1214 entitled
Recommendations to Prevent Contamination of Ships
Fresh Water Storage and Distribution Systems together
with the Instructions for the Guidance of Surveyors, both
issued by the Department, deal more fully with all the
related recommendations and advice.
3. At the time of issue of Merchant Shipping Notice
M.1214 (June 1986) only chlorination, with its resi-
Department of Transport
Marine Directorate
London WCIV 6LP
December 1989
Crown copyright 1989
ANNEX
ELECTROLITIC SILVER RELEASE FRESH
WATER DISINFECTION SYSTEMS
The Department accepts electro-silver ionisation
systems for the automatic disinfecting of fresh water
produced on board United Kingdom registered
ships.
A summary of the conditions of acceptance which
are applicable to the fitting of such disinfection
systems is given below.
1.1 Any proposal for fitting a system on a
passenger class UK registered ship is to be
submitted to the Marine Directorate for individual
consideration.
1.2 The installation of any unit supplied for ships
intended for the United Kingdom registry should
be undertaken in accordance with the
manufacturers detailed instructions.
3.1 A set of manufacturers instructions covering
fully the installation, operation and maintenance of
the disinfection systems should be filed with the
Department for record and supplied with each unit
for the reference of the operators.
4.1 The disinfection unit is to be fitted in the fresh
water system between the production unit and the
storage tanks, as near to the former as is
practicable and in a readily accessible position.
5.1 Each system is to be designed for the maximum
flow rate of the fresh water production unit.
6.1 Fail Safe operation of the disinfection units is
to be achieved by fitting an automatic, normally
closed solenoid operated valve in the system. The
valve is to be under the independent control of the
electrode monitor such that the valve will close and
prevent the passage of water into the storage
distribution system should the unit malfunction in
any way.
Summary
This Notice replaces MSN 1701 (M) and advises all Shipowners, Masters, Assigning Authorities and
Surveyors of the requirements of the Merchant Shipping (Load Line) Regulations 1998, as amended
by the Merchant Shipping (Load Line) (Amendment) Regulations 2000. The 1998 Regulations as
amended are referred to as the Regulations in this Notice.
The Regulations now incorporate amendments to the International Convention on Load Lines, 1966
contained in the Protocol of 1988 relating to the International Convention on Load Lines, 1966. The
Protocol was adopted by the International Maritime Organization on 11th November 1998.
Key Points: The Schedules in this Notice are an integral part of the Regulations.
Schedules contained in this Notice apply to United Kingdom ships and to other ships whilst they
are in United Kingdom national waters. They do not apply to ships of war, ships solely engaged in
fishing, pleasure vessels, certain ships under 80 net tons engaged solely in the coasting trade while
not carrying cargo, and ships that do not go to sea.
List of Schedules
Schedule 1: Appropriate load lines and seasonal zones, areas and periods
Schedule 2: Conditions of assignment
Part 1
Part 2
Part 3
Part 4
Part 5
Ships in general
Special requirements applicable to type A ships
Special requirements applicable to certain type B ships
Special requirements applicable to ships assigned timber freeboards
General
mean freeboard means the mean of the freeboard measured on each side of the ship;
mean draught means the mean of the draughts shown on the scales of measurement on the stem
and on the stern post of the ship;
the Regulations means the Merchant Shipping (Load Line) Regulations 1998 (SI 1998/2241),
as amended by the Merchant Shipping (Load Line) (Amendment) Regulations 2000 (SI 2000/1335);
and other expressions used have the same meaning as they bear in the Regulations;
(2)
a reference to a ship constructed on or after a specified date is a reference to a ship, the keel of
which is laid or which is at a similar stage of construction on or after that date;
(3)
a reference to a ship constructed before a specified date is a reference to a ship, the keel of which is
laid or which is at a similar stage of construction before that date.
Regulation 20
SCHEDULE 1
APPROPRIATE LOAD LINES AND SEASONAL ZONES, AREAS AND PERIODS
Appropriate Load Lines
1. The seasonal zones, areas and periods which determine the appropriate load line in a particular sea
area at a given time are set out in this Schedule and shown by way of illustration on Chart No
D.6083 Load Line Regulations: Zones, Areas & Seasonal Periods, Edition No 2; available from the
Hydrographic Office.
2. Subject to subparagraphs (d) to (g) below the load line appropriate to a ship shall be
(a) the Summer load line, when the ship is in a Summer Zone (excluding any part of such a zone
which is a seasonal area in relation to the ship);
(b) the Tropical load line, when the ship is in a Tropical Zone;
(c) the Summer load line, the Winter load line or the Tropical load line, according to the season
when the ship is in a seasonal zone or area (including any part of a Summer Zone which is a
seasonal area in relation to the ship);
(d) the Winter North Atlantic load line, in the case of a ship of 100 metres or less in length, when it is
in these zones during the Winter seasonal periods applicable to them
(i)
(ii) North Atlantic Winter Seasonal Zone II, as set out in paragraph 4(b) as lies between the
meridians of longitude 15oW and 50oW;
during the winter seasonal periods applicable in those zones;
(e) the Summer load line, in the case of a sailing ship, except in circumstances in which
subparagraph (d) above applies;
(f) an All Seasons load line, in the case of a ship marked in accordance with regulation 30;
(g) the Timber load line, corresponding to the seasons and zones, in the case of a ship marked with
Timber load lines and carrying timber deck cargo in accordance with Part IV of Schedule 2.
Ports on Boundary Lines
3. For the purposes of applying the provisions of this Schedule to a ship at a port which stands on the
boundary line between two zones or areas or between a zone and an area, or which is required by
this Schedule to be considered as being on such a boundary line, the port shall be deemed to be
within the zone or area into which the ship is about to proceed or from which she has arrived as the
case may be.
SUMMER:
(b) The North Atlantic Winter Seasonal Zone II lies within the meridian of longitude 68o 30W from
the coast of the United States to latitude 40oN, thence the rhumb line to the point latitude 36oN
longitude 73oW, thence the parallel of latitude 36oN to longitude 25oW and thence the rhumb
line to Cape Torinana.
Excluded from this zone are the North Atlantic Winter Seasonal Zone I, the North Atlantic
Winter Seasonal Area and the Baltic Sea bounded by the parallel of latitude of The Skaw in the
Skagerrak.
The Shetland Islands are to be considered as being on the boundary line between the North
Atlantic Winter Seasonal Zones I and II.
Seasonal periods:
WINTER:
SUMMER:
SUMMER:
SUMMER:
SUMMER:
SUMMER:
TROPICAL ZONE
Northern Boundary of the Tropical Zone
8. The northern boundary of the Tropical Zone is
the parallel of latitude 13oN from the east coast of the American continent to longitude 60oW, thence
the rhumb line to the point latitude 10oN, longitude 58oW, thence the parallel of latitude 10oN to
longitude 20oW, thence the meridian of longitude 20oW to latitude 30oN and thence the parallel of
latitude 30oN to the west coast of Africa; from the east coast of Africa the parallel of latitude 8oN to
longitude 70oE, thence the meridian of longitude 70oE to latitude 13oN, thence the parallel of latitude
13oN to the west coast of India; thence the south coast of India to latitude 10o30N on the east coast
of India, thence the rhumb line to the point latitude 9oN, longitude 82oE, thence the meridian of
longitude 82oE to latitude 8oN, thence the parallel of latitude 8oN to the west coast of Malaysia,
thence the coast of South-East Asia to the east coast of Vietnam at latitude 10oN, thence the parallel
of latitude 10oN to longitude 145oE, thence the meridian of longitude 145oE to latitude 13oN and
thence the parallel of latitude 13oN to the west coast of the American continent.
5
Saigon is to be considered as being on the boundary line of the Tropical Zone and the Seasonal
Tropical Area.
Southern Boundary of the Tropical Zone
9. The southern boundary of the Tropical Zone is
the rhumb line from the Port of Santos, Brazil, to the point where the meridian of longitude 40W
intersects the Tropic of Capricorn; thence the Tropic of Capricorn to the west coast of Africa; from
the east coast of Africa the parallel of latitude 20S to the west coast of Madagascar, thence the west
and north coasts of Madagascar to longitude 50E, thence the meridian of longitude 50E to latitude
10S, thence the parallel of latitude 10S to longitude 98E, thence the rhumb line to Port Darwin,
Australia, thence the coasts of Australia and Wessel Island eastwards to Cape Wessel, thence the
parallel of latitude 11S to the west side of Cape York; from the east side of Cape York the parallel of
latitude 11S to longitude 150W, thence the rhumb line to the point latitude 26S, longitude 75W,
thence the rhumb line to the point latitude 3247S, longitude 72W, and thence to the parallel of
latitude 3247S to the west coast of South America.
Valparaiso and Santos are to be considered as being on the boundary line of the Tropical and
Summer Zones.
Areas to be included in the Tropical Zone
10. The following areas are to be as included in the Tropical Zone
(a) the Suez Canal, the Red Sea and the Gulf of Aden, from Port Said to the meridian of longitude 45oE;
Aden and Berbera are to be considered as being on the boundary line of the Tropical Zone and
the Seasonal Tropical Area;
(b) the Persian Gulf to the meridian of longitude 59oE; and
(c) the area bounded by the parallel of latitude 22oS from the east coast of Australia to the Great
Barrier Reef, thence the Great Barrier Reef to latitude 11oS. The northern boundary of the area is
the southern boundary of the Tropical Zone.
SEASONAL TROPICAL AREAS
11. The following are Seasonal Tropical Areas.
(a) In the North Atlantic
An area bounded
on the north by the rhumb line from Cape Catoche, Yucatan, to Cape San Antonio, Cuba, the
north Coast of Cuba to latitude 20oN and thence the parallel of latitude 20oN to longitude 20oW;
on the west by the coast of the American continent;
on the south and east by the northern boundary of the Tropical Zone.
Seasonal periods:
TROPICAL: 1st November to 15th July.
SUMMER:
An area bounded
on the north and west by the southern boundary of the Tropical Zone and the east coast of
Madagascar; on the south by the parallel of latitude 20oS;
on the east by the rhumb line from the point latitude 20oS, longitude 50oE, to the point latitude
15oS, longitude 51o30E, and thence by the meridian of longitude 51o30E to latitude 10oS.
Seasonal periods:
TROPICAL: 1st April to 30th November.
SUMMER:
An area bounded
on the north by the parallel of latitude 25oN;
on the west by the meridian of longitude 160oE;
on the south by the parallel of latitude 13oN;
on the east by the meridian of longitude 130oW.
Seasonal periods:
TROPICAL: 1st April to 31st October.
SUMMER:
SUMMER ZONES
12. The remaining sea areas constitute the Summer Zones.
However, for ships of 100 metres or less in length, the area bounded
on the north and west by the east coast of the United States;
on the east by the meridian of longitude 68o30S from the coast of the United States to latitude 40oN
and thence by the rhumb line to the point latitude 36oN longitude 73oW;
on the south by the parallel of latitude 36oN;
is a Winter Seasonal Area.
Seasonal periods:
WINTER:
SUMMER:
ENCLOSED SEAS
13. Baltic Sea
This sea bounded by the parallel of latitude of The Skaw in the Skagerrak is included in the Summer
Zones.
However, for ships of 100 metres or less in length, it is a Winter Seasonal Area.
Seasonal periods:
WINTER:
SUMMER:
Seasonal periods:
WINTER:
SUMMER:
15. Mediterranean
This sea is included in the Summer Zones.
However, for ships of 100 metres or less in length, the area bounded
on the north and west by the coasts of France and Spain and the meridian of longitude 3oE from the
coast of Spain to latitude 40oN;
on the south by the parallel of latitude 40oN from longitude 3oE to the west coast of Sardinia;
on the east by the west and north coasts of Sardinia from latitude 40oN to latitude 9oE to the south
coast of Corsica, hence by the west and north coasts of Corsica to longitude 9oE and thence by the
rhumb line to Cape Sici.
is a Winter Seasonal Area
Seasonal periods:
WINTER:
SUMMER:
SUMMER:
10
Regulation 25
SCHEDULE 2
CONDITIONS OF ASSIGNMENT
Interpretation
1. (1) In this Schedule, except where the context otherwise requires
breadth (B) means the maximum breadth of the ship measured amidships to the moulded line
of the frame in the case of a ship having a metal shell, or to the outer surface of the hull in the
case of a ship having a shell of any other material;
enclosed superstructure means a superstructure
(a) which has enclosing bulkheads of efficient construction in which all access openings are
fitted with sills and weathertight doors; and
(b) in which all other openings in sides or ends are fitted with efficient weathertight means of
closing;
but shall not include a bridge or poop fulfilling these requirements unless access to machinery
and other working spaces within the bridge or poop is provided by alternative means which are
available at all times when access openings in the bulkheads of the bridge or poop are closed;
exposed position means a position which is either
(a) exposed to weather and sea; or
(b) within a structure so exposed other than enclosed superstructure;
forward perpendicular means the perpendicular taken at the forward end of the ships length
(L), coinciding with the foreside of the stem on the waterline on which such length is measured;
and after perpendicular means the perpendicular taken at the after end of such length;
freeing port area (A) means the sum of the areas of the openings of freeing ports on each side
of the ship for each well;
height in relation to a superstructure means the least vertical height measured at side from the
top of the superstructure deck beams to the top of the freeboard deck beams; and the standard
height of a superstructure means the height ascertained in accordance with the provisions of
paragraph 9 of Schedule 4;
Position 1 or Position 2 means those positions in which structure, openings or fittings are
situated
(a) in the case of Position 1, upon exposed freeboard and raised quarter decks, and upon
exposed superstructure decks situated forward of a point located a quarter of the ships
length from the forward perpendicular; and
(b) in the case of Position 2, upon exposed superstructure decks situated abaft a quarter of the
ships length from the forward perpendicular;
Summer load waterline means the waterline which corresponds to the Summer load line of
the ship;
11
superstructure means a decked structure (including a raised quarter deck) situated on the
freeboard deck which either extends from side to side of the ship or is such that its side plating is
not inboard of the shell plating by more than 4 per cent of the breadth of the ship; and where the
freeboard deck consists of a lower deck as described in subparagraph (b) of the definition of
freeboard deck, includes that part of the hull which extends above the freeboard deck;
superstructure deck means a deck forming the top of a superstructure;
Type A ship means a ship which is designed to carry only liquid cargoes in bulk and has the
characteristics set out below
(a) the cargo tanks of the ship have only small access openings closed by watertight gasketed
covers of steel or equivalent material;
(b) the ship has high integrity of the exposed deck and has a low permeability of loaded cargo
compartments;
(c) (i)
in the case of a ship constructed before 8th June 2000, if over 150 metres in length and
designed to have empty compartments when loaded to the Summer load waterline, the
ship shall be capable of remaining afloat after the flooding of any one of these empty
compartments, at an assumed permeability of 0.95 in a condition of equilibrium; if over
225 metres in length its machinery space shall be treated as a floodable compartment,
but with an assumed permeability of 0.85;
(ii) in the case of a ship constructed on or after 8th June 2000, if over 150m in length and a
freeboard of less than required for a type B ship has been assigned, when loaded in
accordance with the initial condition of loading before flooding, the ship is capable of
remaining afloat in a satisfactory condition of equilibrium after the flooding of any
compartment or compartments with an assumed permeability of 0.95, consequent
upon the damage assumptions specified in paragraph 5(8) of Part 1 of Schedule 4; in
such a ship the machinery space shall be treated as a floodable compartment, but with
a permeability of 0.85.
(d) the condition of equilibrium referred to in subparagraph (c)(i) is as follows.
(i)
the final water line after the flooding is below the top of any ventilator coaming, the
lower edge of any air pipe opening, the upper edge of the sill of any access opening
fitted with a weathertight door, and the lower edge of any other opening through
which progressive flooding may take place;
(ii) the angle of heel due to unsymmetrical flooding does not exceed 15 degrees or, if no
part of the deck is immersed, an angle of heel of up to 17 degrees may be accepted;
(iii) the metacentric height calculated using the constant displacement method has a
positive value in the upright condition after the flooding;
(iv) the ship has adequate residual stability; and
(v)
the ship has sufficient stability during intermediate stages of flooding to the
satisfaction of the Assigning Authority;
The final waterline after flooding, taking into account sinkage, heel and trim, is below
the lower edge of any opening through which progressive downflooding may take
place. Such openings shall include air pipes, ventilators and openings which are closed
by means of weathertight doors or hatch covers, and may exclude those openings
12
closed by means of manhole covers and flush scuttles, cargo hatch covers of the type
described in subparagraph (a), remotely operated sliding watertight doors, and
sidescuttles of non-opening type. However, in the case of doors separating a main
machinery space from a steering gear compartment, watertight doors may be of a
hinged, quick-acting type kept closed at sea, whilst not in use, provided also that the
lower sill of such doors is above the summer load waterline.
(ii) If pipes, ducts or tunnels are situated within the assumed extent of damage penetration
as defined in paragraph 5(8)(b) of Part 1 Schedule 4, arrangements shall be made so
that progressive flooding cannot thereby extend to compartments other than those
assumed to be floodable in the calculation for each case of damage.
(iii) If no part of the deck is immersed, the angle of heel due to unsymmetrical flooding
does not exceed 17. If any part of the deck is immersed, the angle of heel due to
unsymmetrical flooding does not exceed 15.
(iv) The metacentric height in the flooded condition is positive.
(v)
When any part of the deck outside the compartment assumed flooded in a particular
case of damage is immersed, or in any case where the margin of stability in the flooded
condition may be considered doubtful, the residual stability is to be investigated by the
Assigning Authority. It may be regarded as sufficient if the righting lever curve has a
minimum range of 20 beyond the position of equilibrium with a maximum righting
lever of at least 0.1m within this range. The area under the righting lever curve within
this range shall not be less than 0.0175m.rad. The Assigning Authority shall give
consideration to the potential hazard presented by protected or unprotected openings
which may become temporarily immersed within the range of residual stability.
(vi) The Assigning Authority is satisfied that the stability is sufficient during the
intermediate stages of flooding.
Type B ship means a ship other than a Type A ship;
unattended machinery space means a machinery space which during the normal operation of
the ship at sea is unattended for any period, and attended machinery space means a
machinery space other than an unattended machinery space;
weathertight in relation to any part of a ship other than a door in a bulkhead means that water
will not penetrate it and so enter the hull of the ship in the worst sea and weather conditions
likely to be encountered by the ship in service; and in relation to a door in a bulkhead it means a
door which
(a) is constructed of steel or other equivalent material, is permanently and strongly attached to
the bulkhead, and is framed, stiffened and fitted so that the whole structure in which it is set
is of equivalent strength to the unpierced bulkhead;
(b) is closed by means of gaskets, clamping devices or other equivalent means permanently
attached to the bulkhead or to the door itself;
(c) when closed, is weathertight as above defined; and
(d) it can be operated from either side of the bulkhead.
1. (2) In the definition of a Type A ship, the initial condition of loading before flooding referred to
in paragraph (c )(ii) shall be determined as follows(a) the ship is loaded to its summer load waterline on an imaginary even keel;
13
(b) when calculating the vertical centre of gravity, the following principles apply:
(i)
(ii) all cargo compartments, except those referred to under subparagraph (iii), but
including compartments intended to be partially filled, shall be considered fully
loaded except that in the case of fluid cargoes each compartment shall be treated as
98% full;
(iii) if the ship is intended to operate at its summer load waterline with empty
compartments, such compartments shall be considered empty provided the height of the
centre of gravity so calculated is not less than as calculated under subparagraph (ii);
(iv) 50 % of the individual total capacity of all tanks and spaces fitted to contain
consumable liquids and stores is allowed for. It shall be assumed that for each type of
liquid, at least one transverse pair or a single centreline tank has maximum free
surface, and the tank or combination of tanks to be taken into account shall be those
where the effect of free surfaces is the greatest; in each tank the centre of gravity of the
contents shall be taken at the centre of volume of the tank. The remaining tanks shall
be assumed either completely empty or completely filled, and the distribution of
consumable liquids between these tanks shall be effected so as to obtain the greatest
possible height above the keel for the centre of gravity;
(v)
(vi) weights shall be calculated on the basis of the following values for specific gravities:
salt water
fresh water
oil fuel
diesel oil
lubricating oil
1.025
1.000
0.950
0.900
0.900
14
(ii) 0.09 metre-radians up to an angle of 40 degrees or the angle at which the lower edge of
any openings in the hull, superstructures or deckhouses which cannot be closed
weathertight, are immersed if that angle is less; and
(iii) 0.03 metre-radians between the angles of heel of 30 degrees and 40 degrees or such
lesser angle as is referred to in subparagraph (ii) above.
(b) The righting lever (GZ) shall be at least 0.20 metres at an angle of heel equal to or greater
than 30 degrees.
(c) The maximum righting lever shall occur at an angle of heel not less than 30 degrees.
(d) The initial transverse metacentric height shall not be less than 0.15 metres. In the case of a
ship carrying a timber deck cargo which complies with subparagraph (a) above by taking
into account the volume of timber deck cargo, the initial transverse metacentric height shall
not be less than 0.05 metres.
(3) To determine whether the ship complies with the requirements of subparagraph (2) the ship
shall, unless otherwise permitted, be subject to an inclining test which shall be carried out in the
presence of a surveyor appointed by the Secretary of State or, for the ships listed in regulation
32(5), a surveyor appointed by the Assigning Authority.
Superstructure end bulkheads
3. Bulkheads at exposed ends of enclosed superstructures shall be of efficient construction. The height
of any sill in an access opening in such a bulkhead shall, except where otherwise stated, be at least
380 millimetres above the deck.
Hatchways: general
4. (1) The provisions of this paragraph and of paragraphs 5 and 6 apply to all hatchways in Position 1
or in Position 2 except where otherwise stated.
(2) Subject to subparagraph (3), the construction and the means for securing the weathertightness of
a hatchway shall
(a) in the case of a hatchway closed by a portable cover and secured weathertight by tarpaulins
and battening devices, comply with the requirements of paragraph 5; and
(b) in the case of a hatchway closed by a weathertight cover of steel or other equivalent material
fitted with gaskets and clamping devices, comply with the requirements of paragraph 6.
15
(3) Every hatchway located in an exposed position on a deck above a superstructure deck and
leading to a space below shall be of such a construction and be fitted with such means as will
secure the weathertightness of the hatchway, having regard to its position.
Hatchways closed by portable covers and secured weathertight by tarpaulins and battening devices.
Coamings
5. (1) Every hatchway shall have a coaming of substantial construction. The coaming shall be
constructed of mild steel but may be constructed of other material provided that the strength
and stiffness of the coaming are equivalent to those of a coaming of mild steel. The height of the
coaming above the deck shall be at least(a) 600 millimetres, if the hatchway is in Position 1;
(b) 450 millimetres, if the hatchway is in Position 2.
Covers
(2) (a) The width of every bearing surface for a hatchway cover shall be at least 65 millimetres.
(b) In the case of a cover made of wood
(i)
the finished thickness of the cover shall be at least 60 millimetres in association with a
span of not more than l.5 metres, and the thickness of covers for larger spans shall be
increased by 4 millimetres for each 100 millimetres above the span of 1.5 metres;
(ii) the ends of the cover shall be protected by galvanised steel bands efficiently secured.
(c) In the case of a cover made of mild steel
(i)
the strength of the cover shall withstand the assumed load given in Table 1, and the
product of the maximum stress thus calculated and the factor 4.25 shall not exceed the
minimum ultimate strength of the material;
TABLE 1
Ships Length(L)
Hatchway in Position 1
Hatchway in Position 2
24 metres
1 metric ton
16
(ii) the cover shall be so designed as to limit the deflection to not more than 0.0028 times
the span under the assumed load in Table 1 appropriate to the hatchway cover.
(d) In the case of a cover made neither of mild steel nor wood the strength and stiffness of the
cover shall be equivalent to those of a cover of mild steel.
Portable beams
(3) (a) Where portable beams for supporting hatchway covers are made of mild steel, their
strength shall be such as to withstand the assumed load given in Table 1, and the product of
the maximum stress thus calculated and the factor 5 shall not exceed the minimum ultimate
strength of the material.
(b) Such beams shall be so designed as to limit the deflection to not more than 0.0022 times the
span under the assumed load in Table 1 appropriate to the beam.
(c) In the case of portable beams not made of mild steel, the strength and stiffness of the beams
shall be equivalent to those of beams of mild steel.
Pontoon covers
(4) (a) Where pontoon covers of mild steel are used in place of portable beams and covers, their
strength shall be such as to withstand the assumed load given in Table 1, and the product of
the maximum stress thus calculated and the factor 5 shall not exceed the minimum ultimate
strength of the material.
(b) Such pontoon covers shall be so designed as to limit the deflection to not more than 0.0022
times the span under the assumed load in Table 1 appropriate to the pontoon cover.
(c) Mild steel plating forming the tops of such covers shall not be less in thickness than 1 per
cent of the spacing of the stiffeners or 6 millimetres, whichever is the greater.
(d) In the case of pontoon covers not made of mild steel, the strength and stiffness of the cover
shall be equivalent to those of a cover of mild steel.
Carriers or sockets
(5) Carriers or sockets for portable beams shall be of substantial construction and provide efficient
means for the fitting and securing of the beams. Where rolling types of beams are used the
arrangements shall ensure that the beams remain properly in position when the hatchway is
closed.
Cleats
(6) Cleats shall be set to fit the taper of the wedges. They shall be at least 65 millimetres wide and
spaced not more than 600 millimetres, centre to centre. The end cleats along each side or end of
the hatchway shall not be more than 150 millimetres from the hatch corners.
Battens and wedges
(7) Battens and wedges shall be efficient for their purpose and in good condition. Wedges shall be of
tough wood or equivalent material cut to a taper of not more than 1 in 6 and shall not be less
than 13 millimetres thick at the toes.
Tarpaulins
(8) At least two layers of tarpaulins shall be provided for every hatchway. They shall be waterproof,
in good condition, and have satisfactory strength and quality.
17
in the case of the former the strength and stiffness of the bars used are equivalent to
those of steel bars;
(ii) in either case the degree of security so achieved is not less than that which would be
achieved by the use of steel bars.
Hatchways closed by weathertight covers of steel or equivalent material fitted with gaskets and
clamping devices
Coamings
6. (1) (a) Except as otherwise provided in subparagraph (b), every hatchway shall have a coaming of
substantial construction the height of which above the deck shall be at least
(i)
the safety of the ship will not be impaired in the worst sea or weather conditions likely
to be encountered by the ship in service;
18
(2) Every doorway in a casing referred to in the subparagraph (1) shall be fitted with a steel
watertight door having a sill the height of which shall be at least
(a) 600 millimetres above the deck, if the opening is in Position 1;
(b) 380 millimetres above the deck, if the opening is in Position 2.
(3) Every opening in such a casing other than a doorway shall be provided with a permanently
attached cover of steel fitted with efficient means by which it can be secured and maintained
weathertight and, except in the case of a cover consisting of a plate secured by bolts, is capable of
being operated from either side of the opening.
(4) Every fiddley, funnel or machinery space ventilator situated in an exposed position on the
freeboard deck or on a superstructure deck shall have a coaming of such a height above the deck
as will provide adequate protection having regard to its position.
Miscellaneous openings in freeboard and superstructure decks
8. (1) Every manhole and flush scuttle in Position 1 or Position 2 shall be provided with a substantial
cover fitted with efficient means to secure and maintain it watertight. Unless secured by closely
spaced bolts, every such cover shall be permanently attached by a chain or equivalent means so
as to be available for immediate use at all times.
(2) Every opening in a deck other than a hatchway, machinery space opening, manhole or flush
scuttle shall
(a) if situated in the freeboard deck, be protected either by an enclosed superstructure or by a
deckhouse or companionway equivalent in strength and weathertightness to an enclosed
superstructure;
(b) if situated in an exposed position
(i)
in a deck over an enclosed superstructure and giving access to space within that
superstructure; or
(ii) on top of a deckhouse on the freeboard deck and giving access to space below that
deck;
be protected by an efficient deckhouse or companionway fitted with weathertight doors;
(c) if situated in an exposed position in a deck above the deck over an enclosed superstructure
and giving access to space within that superstructure, be protected either in accordance with
the requirements of subparagraph (b) or to such lesser extent as may be adequate having
regard to its position.
(3) Every door in a companionway, deckhouse or enclosed superstructure referred to in
subparagraph (2)(a) or (b)shall have a sill the height of which shall be at least
(a) 600 millimetres, if the structure is in Position 1;
(b) 380 millimetres, if the structure is in Position 2.
Ventilators
9. (1) (a) Except as otherwise provided in subparagraph (b) below, every ventilator in Position 1 or
Position 2 leading to spaces below the freeboard deck or below the deck of an enclosed
superstructure shall have a coaming of steel or equivalent material, substantially constructed and
efficiently connected to the deck. The height of such coamings shall be at least
19
(i)
20
(2) Every such cargo port and opening shall be provided with a door or doors so fitted and
designed as to ensure watertightness and structural integrity commensurate with the
surrounding shell plating.
(3) Unless the Assigning Authority permits, the lower edge of any such cargo port or opening shall
not be so situated that it is below a line drawn parallel to the freeboard deck at side having as its
lowest point the upper edge of the uppermost load line.
Scuppers, inlets and discharges
12. (1) Subject to subparagraphs (4) and (9), every discharge led through the shell of a ship either
(a) from spaces below the freeboard deck; or
(b) from within any enclosed superstructure, or from within any deckhouse on the freeboard
deck which is fitted with weathertight doors;
shall be fitted in accordance with subparagraphs (2) and (3) with the means for preventing water
from passing inboard.
(2) Subject to subparagraph (3), this shall consist of a single automatic non-return valve fitted at the
shell of the ship and having positive means of closure from a position or positions above the
freeboard deck. Such positions shall be readily accessible at all times under service conditions
and shall be provided with an indicator showing whether the valve is open or closed.
(3) (a) If the vertical distance from the Summer load waterline to the inboard end of a discharge
pipe exceeds 0.01(L) two automatic non-return valves having no positive means of closure
may be fitted. One valve shall be situated as close to the ships shell as practicable and be
substantially connected to it and the inboard valve shall be so situated that at all times
under service conditions it will be readily accessible for examination.
(b) If the vertical distance referred to in subparagraph (a) above exceeds 0.02(L) the Assigning
Authority may permit a single automatic non-return valve having no positive means of
closure, to be fitted. This valve shall be situated as close to the ships shell as practicable and
substantially connected to it.
(4) (a) The controls of any valve in an attended machinery space and serving a main or auxiliary
sea inlet or discharge or bilge injection system shall be so sited as to be readily accessible for
examination at all times under service conditions.
(b) The controls of any valve in an unattended machinery space and serving a sea inlet or
discharge or bilge injection system shall be so sited as to be readily accessible at all times
under service conditions, particular attention being paid in this regard to possible delay in
reaching or operating the controls. In addition, the machinery space in which the valve is
situated shall be equipped with an efficient warning device to give warning at suitable
control positions of any entry of water into the machinery space other than water resulting
from the normal operation of machinery.
(c) Valves referred to in subparagraph (a) and (b) above shall be equipped with an indicator
showing whether the valve is open or closed.
(5) Subject to subparagraph (6) every scupper and discharge pipe originating at any level and
penetrating the shell of the ship either
(a) more than 450 millimetres below the freeboard deck; or
(b) less than 600 millimetres above the Summer load waterline;
21
shall be equipped with an automatic non-return valve situated as close to the ships shell as
practicable and substantially connected thereto.
(6) Subparagraph (5) shall not apply
(a) where the scupper or discharge pipe is fitted with the means for preventing water from
passing inboard in accordance with the provisions of subparagraphs (1) to (3); or
(b) where the piping of the scupper or discharge pipe is of substantial thickness;
(7) Every scupper leading from a superstructure other than an enclosed superstructure or from a
deckhouse not fitted with weathertight doors, shall be led overboard.
(8) All shell fittings and the valves required by this paragraph shall be of steel, bronze or other
suitable ductile material, and all pipes referred to in this paragraph shall be of steel or equivalent
material.
(9) In ships constructed on or after 8th June 2000 scuppers led through the shell from enclosed
superstructures used for the carriage of cargo shall be permitted only where the edge of the
freeboard deck is not immersed when the ship heels 5 either way. In other cases the drainage
shall be led inboard to a suitable space, or spaces, of adequate capacity having a high water level
alarm and provided with suitable arrangements for discharge overboard.
Side scuttles
13. (1) Every side scuttle to a space below the freeboard deck or to a space within an enclosed
superstructure shall be fitted with a hinged inside deadlight so that it can be effectively closed
and secured watertight.
(2) No side scuttle shall be fitted in a position such that its sill will be below a line drawn parallel to
the freeboard deck at side and having its lowest point
(a) 2.5 per cent of the breadth of the ship above the Summer load waterline (or Summer Timber
load waterline, if assigned); or
(b) 500 millimetres above the Summer load waterline (or Summer Timber load waterline, if
assigned);
whichever is the greater distance.
(3) Every side scuttle, glass and deadlight (if fitted) shall be of substantial construction and be
efficiently fitted.
Freeing ports and arrangements
14. (1) Where bulwarks on the weather portions of the freeboard deck, a raised quarter deck or a
superstructure deck form wells, efficient provision shall be made for rapidly freeing the decks of
water in bulk and for draining them, and in particular the requirements set out in subparagraphs
(2) to (9) shall be complied with.
(2) Except as otherwise provided in subparagraphs (4) and (5), the freeing port area (A) for each
well shall
(a) if the well is on the freeboard deck or on a raised quarter deck, be not less than the area
ascertained in accordance with subparagraph (3); and
(b) if the well is on a superstructure deck, other than a raised quarter-deck be not less than one
half of the area given by subparagraph (3).
22
(3) (a) Subject to subparagraph (c) below, where the length (l) of a bulwark in the well is 20 metres
or less
(A) = 0.7+ 0.035 (l) (square metres); and
(b) Subject to subparagraph (c) below, where (l) exceeds 20 metres,
(A) = 0.07 (l) (square metres).
The length (l) need in no case be greater than 0.7(L).
(c) If the bulwark is more than 1.2 metres in average height the required area shall be increased
by 0.004 square metres per metre of length of well for each 0.1 metre difference in height. If
the bulwark is less than 0.9 metre in average height, the required area may be decreased by
0.004 square metre per metre of length of well for each 0.1 metre difference in height.
(4) (a) If the deck on which the well is situated has no sheer, the freeing port area shall be the area
ascertained in accordance with subparagraph (3) increased by 50 per cent.
(b) If the deck on which the well is situated has sheer less than standard sheer, the freeing port
area shall be the area ascertained in accordance with subparagraph (3) increased by a
percentage to be obtained by linear interpolation.
(c) If the deck on which the well is situated has sheer, two thirds of the freeing port area shall
be situated in the half of the well which is nearest to the lowest point of the sheer.
(5) The lower edge of every freeing port shall be as near to the deck as practicable.
(6) Every freeing port more than 230 millimetres in depth shall be protected by rails or bars so fixed
that the distance between the lowest rail or bar and the lower edge of the freeing port does not
exceed 230 millimetres.
(7) Every freeing port fitted with a shutter shall have sufficient clearance to prevent jamming of the
shutter, and the shutter hinges shall have pins or bearings of efficient non-corrodible material.
(8) Efficient provision shall be made for freeing water from any superstructure other than an
enclosed superstructure.
(9) Where a ship fitted with a trunk does not comply with the requirements of paragraph
10(2)(b)(vi) of Schedule 4, Freeboards, or where continuous or substantially continuous
hatchway side coamings are fitted between detached superstructures the minimum area of the
freeing port openings shall be calculated from the following table:
BREADTH OF HATCHWAY
OR TRUNK IN RELATION
TO THE BREADTH OF
SHIP
40% or less
75% or more
20%
10%
The area of freeing ports at intermediate breadths shall be obtained by linear interpolation.
23
24
the passage and all its fittings shall be oil and gas tight;
(ii) the passage shall be well lighted, and be fitted with efficient gas detection and
ventilation systems;
(iii) it shall be situated immediately below the freeboard deck;
(iv) its distance from the shell plating shall at no point throughout its length be less than
one fifth of the breadth of the ship. Alternatively two underdeck passages may be
provided one to port and one to starboard each of which shall comply with the
requirements of subparagraphs (i),(ii) and (iii) above;
25
(v)
fitted with efficient means of closing which are capable of quick release and
operable from either side;
(vi) openings in the freeboard deck corresponding to the means of exit referred to in
subparagraph (v) above shall be protected in accordance with the requirements of
paragraph 8(2)(a).
(c) equivalent means of access.
(3) In adverse weather conditions, where the crew in the course of their duties may be required to
go to working areas forward of the detached bridge, or forward of the poop in cases where there
is no detached bridge, access shall be by means of
(a) a gangway complying with the requirements of subparagraph (2)(a);
(b) an underdeck passage complying with the requirements of subparagraph (2)(b); or
(c) a walkway complying with the following requirements
(i)
be not less than l metre in width and be situated on or as near as practicable to the
centre line of the ship;
if the length of exposed deck to be traversed by the crew exceeds 70 metres, shelters of
substantial construction shall be set in way of the walkway at intervals not exceeding 45
metres, every such shelter being capable of accommodating at least one person and be so
constructed as to afford weather protection on the forward, port and starboard sides.
(4) The requirements of this paragraph shall not apply in the case of unmanned barges.
Hatchway covers
19. The covers of hatchways in exposed positions on the freeboard deck, on a forecastle deck or on the
top of an expansion trunk shall be of steel, of efficient construction, and watertight when secured.
Freeing arrangements
20. (1) All exposed parts of the freeboard deck and superstructure decks shall be fitted at their
perimeter for at least half their length with guard rails or guard wires in lieu of bulwarks or with
other equally effective freeing arrangements. Such guard rails or guard wires shall comply with
the requirements set out in relation to such rails or wires in paragraph 18(2)(a).
26
(2) The upper edge of the sheer strake shall be as low as practicable.
(3) If superstructures of the ship are connected by a trunk, the exposed parts of the freeboard deck
in way of the trunk shall be fitted at their perimeter throughout their length with guard rails or
guard wires complying with the requirements set out in paragraph 18(2)(a).
(4) If the ship is so constructed that notwithstanding the provision of freeing ports and
arrangements it will be particularly subjected under service conditions to the building up of
quantities of water on the freeboard deck efficient breakwaters shall be fitted in suitable
positions on that deck.
27
28
29
(b) as to ensure that the ship will retain adequate stability at all stages of the voyage having
regard in particular to
(i)
30
Uprights
(5) If the nature of the timber is such that uprights are necessary in order to comply with
subparagraphs (6) and (7), uprights shall be fitted which are of sufficient strength for the
purpose. They shall be secured in position by angles or metal sockets of sufficient strength for
the purpose or by equivalent means and shall be so spaced as to provide efficient support taking
into account the nature and length of the timber, so however that the space between any two
uprights fore and aft shall not exceed 3 metres.
Stowage of timber deck cargo in relation to superstructures
(6) (a) Timber deck cargo stowed in any well between superstructures shall be stowed as solidly as
possible so as to extend over the entire available length of the well to a height not less than
the standard height of a superstructure other than a raised quarter deck.
(b) Timber deck cargo stowed in a position having a limiting superstructure at the forward end
but no such superstructure at the after end shall be stowed so as to extend over the entire
available length between the superstructure and the after end of the aftermost hatchway, to
the height and in the manner specified in subparagraph (a) above.
Securing of Timber deck cargo
(7) (a) Timber deck cargo shall be efficiently secured throughout its length by independent overall
lashings spaced not more than 3 metres apart. Eye plates for these lashings shall be
efficiently attached to the sheer strake or to the deck stringer plate at intervals of not more
than 3 metres. The distance from an end bulk head of a superstructure to the first eye plate
shall be not more than 2 metres. Where there is no bulkhead, eye plates and lashings shall
be provided at distances of 0.6 metres and 15 metres from the ends of the timber deck cargo.
(b) Lashings shall be of not less than 19 millimetres close link chain or of flexible wire rope of
equivalent strength, fitted with sliphooks and turnbuckles so positioned as to be accessible
at all times. Wire rope lashings shall have a length of long link chain sufficient to permit the
length of lashings to be regulated.
(c) When timber is in lengths less than 3.6 metres the spacing of the lashings shall be reduced or
suitable provision made to suit the length of timber.
31
PART V GENERAL
Equivalence
31. The Assigning Authority may, with the approval of the Secretary of State,
(a) allow any fitting, material, appliance or apparatus to be fitted in a ship, or allow other provisions
to be made in a ship, in the place of any fitting, material, appliance, apparatus or provision
respectively which is required under any of the provisions of the Regulations, if satisfied by trial
or otherwise that it is at least as effective as that so required; or
(b) allow in any exceptional case departure from the requirements of any of the said provisions on
condition that the freeboards to be assigned to the ship are increased to such an extent as to
satisfy the Secretary of State that the safety of the ship and protection afforded to the crew will
be no less effective than would be the case if the ship fully complied with those requirements
and there were no such increase of freeboards.
32
Regulation 27
SCHEDULE 3
RECORD OF PARTICULARS
MERCHANT SHIPPING (LOAD LINE) REGULATIONS 1998
RECORD OF PARTICULARS RELATING TO CONDITIONS OF ASSIGNMENT
In this record, reference to regulations are references to the regulations set out in Annex I to the
Convention of 1966, and reference to paragraphs are references to paragraphs of Schedule 2 (Conditions
of Assignment) of Merchant Shipping Notice 1752 (M)
Name of ship
Port of registry
Nationality
Shipbuilders
Yard number
Date of Build/conversion
Classification
33
A plan of suitable size may be attached to this report in preference to the sketches on this page
Disposition and dimensions of superstructures, trunks, deckhouses, machinery casings; extent of bulwarks, guard rails and wood sheathing on exposed
deck, to be inserted in the diagrams and tables following; together with positions of hatchways, gangways, and other means for the protection of the crew;
cargo ports, bow and stern doors, side scuttles, scuppers, ventilators, air pipes, companionways, and other items that would affect the seaworthiness of the
ship.
34
In forecastle bulkhead
In poop bulkhead
REF NO
ON SKETCH
OR PLAN
HEIGHT OF
SILLS
CLOSING APPLIANCES
TYPE AND
MATERIAL
NUMBER
OF CLIPS
DOORWAYS IN SUPERSTRUCTURES, EXPOSED MACHINERY CASINGS AND DECKHOUSES PROTECTING OPENINGS IN FREEBOARD
AND SUPERSTRUCTURE DECKS
(continued)
LOCATION
REF NO
ON SKETCH
OR PLAN
HEIGHT OF
SILLS
CLOSING APPLIANCES
TYPE AND
MATERIAL
NUMBER
OF CLIPS
tf
Spacing
b1
b1 x tf
tw
D
37
tf
Number
D x tw
b2 x tf
Bearing surface
b2
PORTABLE
COVERS
Thickness
Direction fitted
Bearing surface
Spacing of cleats
No. of layers
TARPAULINS
Material
Means of securing each section of covers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Are wood covers fitted with galvanized end bands . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Material
Material
How attached
39
Material
How attached
NUMBER FITTED
COAMING
DIMENSIONS
HEIGHT
TYPE (STATE
PATENT NAME
IF ANY)
CLOSING
APPLIANCES
40
NUMBER FITTED
COAMING
DIMENSIONS
HEIGHT
TYPE (STATE
PATENT NAME
IF ANY)
CLOSING
APPLIANCES
41
DIMENSIONS OF
OPENING
DISTANCE OF LOWER
EDGE FROM
FREEBOARD DECK
SECURING DEVICES
REMARKS
42
NUMBER
PIPE
DIAMETER
THICK
-NESS
FROM
MATERIAL
DISCHARGE
OUTLET
IN HULL
INBOARD
END
NUMBER,
POSITION
TYPE
OF
AND
CONTROLS
UPPERMOST MATERIAL
VALVE
OF
DISCHARGE
VALVES
43
NOTE: In Ro-ro ships, indicate how ready accessibility to scupper valves is ensured when vehicle space is filled . . . . . . . . . . . . . . . . . . . . . . . . .
S Scupper
D Discharge
MS Mild Steel
CS Cast Steel
GM Gun Metal
SD Screw down
ANR Automatic non-return
SD ANR Screw down automatic non-return
SIDE SCUTTLES
(Regulation 23)
POSITION
NUMBER
FITTED
CLEAR GLASS
SIZE
FIXED OR
OPENING
MATERIAL
FRAME
DEADLIGHT
TYPE OF GLASS
AND
THICKNESS
STANDARDS
USED
AND
TYPE NO
44
Indicate the vertical distance between the freeboard deck and the lower sill of the side scuttle positioned at the greatest vertical distance below the
freeboard deck . . . . . . . . . . . . . . . . . . . . . . . . . . .
(See Schedule 2 to this Merchant Shipping Notice 1752(M), paragraphs 14 and 20)
FREEING PORTS
(Regulation 24)
LENGTH OF
BULWARK
HEIGHT OF
BULWARK
45
After Well
Forward Well
TOTAL AREA
EACH SIDE
REQUIRED
AREA
EACH SIDE
(See Schedule 2 to this Merchant Shipping Notice 1752(M), paragraphs 15, 18, 22, 23 and 24)
PROTECTION OF THE CREW
(Regulations 25 and 26)
State particulars of bulwarks or guardrails
on freeboard and superstructure decks:
State details of lifelines, walkways,
gangways or underdeck passageways
where required to be fitted:
INITIAL SURVEY
The conditions of assignment shown on this form are a record of the arrangements and fittings provided
on the ship and are in accordance with the requirements of the relevant regulations set out in Annex I to
the Convention of 1966 and of this Merchant Shipping Notice 1752 (M).
..........................
(Surveyors Signature)
..........................
(Date)
SUBSEQUENT PERIODICAL SURVEYS
I have completed the periodical survey and am satisfied that the fittings and appliances are in
accordance with the particulars shown in this record and are in good condition and that approved
stability information and, where applicable, information relating to loading and ballasting of the ship is
on board.
Signature
Port of Survey
Date of Survey
..........................
...........................
..........................
..........................
...........................
..........................
..........................
...........................
..........................
..........................
...........................
..........................
47
Regulation 29
SCHEDULE 4
FREEBOARDS
Interpretation
1. Expressions in this Schedule have the same meanings as those assigned to them in Schedule 2, and
block coefficient (Cb) means the product of
LBd 1
where
is the volume of the moulded displacement of the ship (excluding bossing) if the ship has a metal
shell, and of displacement to the outer surface of the hull if the ship has a shell of any other material,
displacement being taken in each case at a moulded draught of d1; and
d1 is 85 per cent of the least moulded depth, provided that in no case shall the block coefficient (Cb)
be taken to be less than 0.68;
depth for freeboard (D) means
(a) except as otherwise stated in subparagraph (b) below, the moulded depth of the ship amidships
plus the thickness of the freeboard deck stringer plate where fitted, plus, if the exposed
freeboard deck is sheathed, the product of
T((L)-(S))
(L)
where
T is the mean thickness of the exposed sheathing clear of deck openings;
(b) in a ship having a rounded gunwale with a radius greater than 4 per cent of the breadth of the
ship or having topsides of unusual form, the depth calculated in accordance with subparagraph
(a) above, would be the depth for freeboard purposes of a ship having a midship section with
vertical topsides and with the same round of beam and the same area of topside section as that
of the midship section of the actual ship;
effective length (E) in relation to a superstructure means the effective length of the superstructure
determined in accordance with the provisions of paragraph 9(3);
flush deck ship means a ship which has no superstructure on the freeboard deck;
length (S) in relation to a superstructure means the length of the superstructure determined in
accordance with the provisions of paragraph 9(2);
salt water means water having a relative density of 1.025;
Summer draught means the draught measured from
(a) in the case of a wood or composite ship, the lower edge of the keel rabbet;
48
(b) if the form at the lower part of the midship section is of a hollow character, or if thick garboards
are fitted, the point where the line of the flat of the bottom continued inwards cuts the side of the
keel; and
(c) in any other case, the top of the keel;
to the point which, when load lines and marks have been marked on the ships side, will correspond
to the centre of the ring of the load line mark;
Summer Timber draught means the draught measured from point (a),(b) or (c) described in the
definition of the Summer draught to the point which when Timber load lines have been marked on
the ships side will correspond to the upper edge of the Summer Timber load line;
tabular freeboard means in the case of a Type A ship the freeboard appropriate to the ships
length under Freeboard Table A set out in Schedule 4 and, in the case of a Type B ship, the
freeboard appropriate to the ships length under Freeboard 5 Table B.
Freeboards: general
2. (1) Except as otherwise provided in subparagraph (2), the freeboards, other than Timber freeboards,
to be assigned to a ship shall be determined in accordance with the provisions of Part I, and
Timber freeboards to be assigned to a ship shall be determined in accordance with Part II.
(2) The freeboards to be assigned to
(a) sailing ships;
(b) tugs;
(c) ships of wood or of composite construction or of other materials;
(d) ships with constructional features such as to render freeboards determined in accordance
with subparagraph (1) unreasonable or impracticable; and
(e) unmanned barges having on the freeboard deck only small access openings closed by
watertight gasketed covers of steel;
shall be determined in accordance with the provisions of Part III of this Schedule.
49
4T
where
is the displacement in salt water in metric tons at the Summer load waterline, and
T represents metric tons per centimetre immersion in salt water at that waterline.
(b) In any case in which the displacement at that waterline cannot be ascertained the deduction
shall be one forty-eighth (1/48th) of the Summer draught of the ship.
Summer freeboard: Type A ships
4. The Summer freeboard assigned to a Type A ship shall be determined as follows.
(1) There shall first be ascertained the ships tabular freeboard from Table A in Schedule 5.
(2 )If the block coefficient (Cb) of the ship exceeds 0.68 the tabular freeboard shall be multiplied by
the factor
(Cb ) + 0.68
136
.
(3) Corrections in accordance with paragraphs 6 to 16 shall be applied to the freeboard obtained in
accordance with subparagraphs (1) and (2).
(4) Subject to paragraph 3(3), the freeboard so corrected shall be the Summer freeboard assigned to
the ship.
50
51
(c) in the case of a ship constructed before 8th June 2000, when loaded to the Summer waterline
the ship will remain afloat in the condition of equilibrium described in subparagraph (6)
after the flooding
(i) of any two compartments adjacent fore and aft, neither of which is the machinery space,
at an assumed permeability of 0.95; and
(ii) in the case of a ship exceeding 225 metres in length, of the machinery space alone, at an
assumed permeability of 0.85; and
(d) in the case of a ship constructed on or after 8th June 2000, the ship complies with the
requirements of subparagraph (3)(e); but in relation to the damage assumptions specified in
paragraph 5(8), throughout the length of the ship any one transverse bulkhead will be
assumed to be damaged, such that two adjacent fore and aft compartments shall be flooded
simultaneously, except that such damage will not apply to the boundary bulkheads of a
machinery space.
(6) In the case of a ship constructed before 8th June 2000, the condition of equilibrium referred to in
subparagraphs (3) and (5) above is as follows
(a) the final waterline after flooding is below the top of any ventilator coaming, the lower edge
of any air pipe opening, the upper edge of the sill of any access opening fitted with a
weathertight door, and the lower edge of any other opening through which progressive
flooding may take place;
(b) the angle of heel due to unsymmetrical flooding does not exceed 15, or if no part of the
deck is immersed the angle of heel does not exceed 17; and
(c) the metacentric height calculated using the constant displacement method has a positive
value of at least 50 millimetres in the upright condition after flooding; and
(d) the ship has adequate residual stability; and
(e) the ship has sufficient stability during intermediate stages of flooding to the satisfaction of
the Assigning Authority;
(7) In the case of a ship constructed before 8th June 2000, the following assumptions shall be made
for the purposes of calculations pursuant to subparagraphs (3)(d) and (5)(c)
(a) the vertical extent of damage is equal to the depth of the ship at the point of damage,
measured from and including the freeboard deck at side to the underside of the keel;
(b) the transverse penetration of damage is not more than one fifth of the breadth of the ship
(B), this distance being measured inboard from the ships side at right angles to the centre
line of the ship at the level of the Summer load waterline. The depth of transverse
penetration damage assumed shall be that which results in the most severe conditions;
(c) except in the case of compartments referred to in subparagraph (5)(c)(i), no transverse
bulkhead is damaged;
(d) the height of the centre of gravity above the base-line is assessed allowing for homogeneous
loading of cargo holds and for 50 per cent of the designed capacity of consumable fluids
and stores.
(8) In the case of a ship constructed on or after 8th June 2000, the following assumptions shall be
made for the purposes of the calculations pursuant to subparagraphs (3)(e) and (5)(d)
52
(a) the vertical extent of damage in all cases is assumed to be from the base line upwards
without limit;
(b) the transverse extent of damage is equal to one fifth of the breadth of the ship (B) or 11.5m,
whichever is the lesser, measured inboard from the side of the ship perpendicularly to the
centreline at the level of the summer load waterline;
(c) if damage of a lesser extent than that specified in subparagraphs (a) and (b) above results in
a more severe condition, such lesser extent shall be assumed;
(d) except where otherwise required by subparagraph (5), the flooding shall be confined to a
single compartment between adjacent transverse bulkheads provided the inner longitudinal
boundary of the compartment is not in a postition within the transverse extent of assumed
damage. Transverse boundary bulkheads of wing tanks which do not extend over the full
breadth of the ship shall be assumed not to be damaged, provided they extend beyond the
transverse extent of assumed damage prescribed in subparagraph (b)above.
If in a transverse bulkhead there are steps or recesses of not more than 3m in length located
within the transverse extent of assumed damage as defined in subparagraph (b), such
transverse bulkhead may be assumed intact and the adjacent compartment may be flooded
singly. If, however, within the transverse extent of assumed damage there is a step or recess
of more than 3m in length in a transverse bulkhead, the two compartments adjacent to this
bulkhead shall be considered as flooded. The step formed by the afterpeak bulkhead and
the afterpeak tank top shall not be regarded as a step for the purpose of this regulation;
(e) where a main transverse bulkhead is located within the transverse extent of assumed
damage and is stepped in way of a double bottom or side tank by more than 3m, the double
bottom or side tanks adjacent to the stepped portion of the main transverse bulkhead shall
be considered as flooded simultaneously. If this side tank has openings, into one or several
holds, such as grain feeding holes, such hold or holds shall be considered as flooded
simultaneously. Similarly in a ship designed for the carriage of liquid cargoes, if a side tank
has openings into adjacent compartments, such adjacent compartments shall be considered
as empty and as being flooded simultaneously. This provision is applicable even where
such openings are fitted with closing appliances, except in the case of sluice valves fitted in
bulkheads between tanks and where the valves are controlled from the deck. Manhole
covers with closely spaced bolts are considered equivalent to the unpierced bulkhead except
in the case of openings in topside tanks common to the holds;
(f) where the flooding of any two adjacent fore and aft compartments is envisaged, main
transverse watertight bulkheads shall be spaced at least 1/3 L 2/3 or 14.5m, whichever is the
lesser, in order to be considered effective. Where transverse bulkheads are spaced at a lesser
distance, one or more of these bulkheads shall be assumed as non-existent in order to
achieve the minimum spacing between bulkheads.
(9) The tabular freeboard of a ship to which subparagraph (2)(b) applies shall be increased by the
amount shown in Table 1 appropriate to the ships length
Freeboards, at intermediate lengths of ship shall be obtained by linear interpolation. The increase
in the case of ships of more than 200 metres in length shall be by an amount which the Secretary
of State determines in each particular case.
(10) (a) This subparagraph applies to every Type B ship of not more than 100 metres in length
having enclosed superstructures the total effective length (e) of which does not exceed
35 per cent of the ships length (L).
(b) The freeboard calculated in respect of such a ship in accordance with subparagraphs (1), (2)
and (9) shall be increased by the following amount
(E )
7.5 (100 ( L)) 0. 35
(L)
53
(11)In the case of a ship with a block coefficient (Cb) exceeding 0.68, the freeboard calculated in
accordance with subparagraphs (1) to (10) shall be multiplied by the factor
(Cb ) + 0.68
136
.
54
TABLE 1
Length of ship
(metres)
Freeboard
increase
(millimetres)
Length of ship
(metres)
Freeboard
increase
(millimetres)
Length of ship
(metres)
Freeboard
increase
(millimetres)
108
and below
109
110
111
112
113
114
115
116
117
118
119
120
121
122
123
124
125
126
127
128
129
130
131
132
133
134
135
136
137
138
50
139
175
170
290
52
55
57
59
62
64
68
70
73
76
80
84
87
91
95
99
103
108
112
116
121
126
131
136
142
147
153
159
164
170
140
141
142
143
144
145
146
147
148
149
150
151
152
153
154
155
156
157
158
159
160
161
162
163
164
165
166
167
168
169
181
186
191
196
201
206
210
215
219
224
228
232
236
240
244
247
251
254
258
261
264
267
270
273
275
278
280
283
285
287
171
172
173
174
175
176
177
178
179
180
181
182
183
184
185
186
187
188
189
190
191
192
193
194
195
196
197
198
199
200
292
294
297
299
301
304
306
308
311
313
315
318
320
322
325
327
329
332
334
336
339
341
343
346
348
350
353
355
357
358
Basic freeboard
6. In the following paragraphs basic freeboard means the Summer freeboard calculated in
accordance with paragraph 4 or 5, whichever is applicable, but omitting, in the case of a Type A
ship, the corrections referred to in paragraph 4(3), or in the case of a Type B ship the corrections
referred to in paragraph 5(12).
55
(L)
15
( L)
R millimetres
increased by (D)
15
where R is
(L)
0.48
(L)
15
( L)
(D)
R millimetres
15
if, but only if, the ship has, subject to subparagraph (3), either
(a) an enclosed superstructure covering at least 0.6 (L) amidships;
(b) an efficient trunk extending for the ships length; or
(c) a combination of enclosed superstructures connected by efficient trunks, being a
combination extending for the ships length.
(3) If the height of any such superstructure or trunk in subparagraph (2) is less than standard height
the amount of reduction shall be reduced in the ratio of the actual to the standard height of the
superstructure or trunk.
Correction for position of deck-line
8. (1) Subject to the provisions of subparagraph (2), if the actual depth to the upper edge of the deckline is greater or less than the depth for freeboard, the difference if greater shall be added to, or if
less shall be deducted from, the basic freeboard of the ship.
(2) If the position of the deck-line has been fixed in accordance with the provisions of regulation
16(3), the actual depth of the ship shall be taken to the point amidships where the continuation
outwards of the upper surface of the freeboard deck or of any sheathing on that deck intersects
the outer surface of the shell of the ship.
Standard height, length and effective length of superstructures
9. (1) The standard height of a superstructure shall be determined in accordance with Table 2
TABLE 2
Length of ship
(L) (metres)
of a raised
quarter deck
30 or less
75
125 or more
0.90
1.20
1.80
of a superstructure other
than a raised quarter deck
1.80
1.80
2.30
Standard heights for intermediate lengths of the ship shall be obtained by linear interpolation.
56
(2) (a) Subject to subparagraph (b)below, the length of a superstructure (S) shall be the mean
length of the parts of the superstructure which lie within the length of the ship.
(b) In the case of an enclosed superstructure having an end bulkhead which extends in a fair
convex curve beyond its intersection with the superstructure sides, the length of the
superstructure (S) may be taken as its length determined in accordance with subparagraph
(a), but increased by two-thirds of the fore and aft extent of the curvature to a maximum of
one half the breadth of the superstructure at the point of intersection of the curved end of
the superstructure with its side.
(3) (a) In the case of an enclosed superstructure of standard height, the effective length of a
superstructure (E) shall be, subject to subparagraph (c) below, either
(i) its length; or
(ii) if the superstructure is set in from the sides of the ship, its length modified in the ratio
b/Bs, where
(aa)
(bb) Bs is the breadth of the ship at the middle of the length of the superstructure:
where the superstructure is only set in for part of its length, this modification shall be
applied only to that part.
(b) In the case of an enclosed superstructure of less than standard height the effective length of
a superstructure, subject to subparagraphs (a) above and (c) below, shall be its length
reduced in the ratio of the actual height of the superstructure to its standard height.
(c) In the case of an enclosed superstructure consisting of a raised quarter deck the effective
length of a superstructure shall, if the deck is fitted with an intact front bulkhead, be its
length subject to a maximum of 0.6 of the ships length and, if not so fitted, be determined
by treating the raised quarter deck as a poop of less than standard height.
(d) A superstructure which is not an enclosed superstructure as defined in paragraph 1 of
Schedule 2 shall have no effective length.
Standard height and effective length of trunks
10. (1) The standard height of a trunk shall be that applicable to a superstructure other than a raised
quarter deck in paragraph 9(1).
(2) The effective length of a trunk shall be determined as follows
(a) a trunk which is not an efficient trunk as described in subparagraph (b) below shall have no
effective length;
(b) a trunk shall be treated as an efficient trunk provided
(i)
(ii)
the hatchways in way of the trunk are in the trunk deck, and the hatchway coamings
and covers comply with the requirements of paragraphs 4 to 6 of Schedule 2, except that
small access openings with watertight covers may be permitted in the freeboard deck;
(iii)
the width of the trunk deck stringer provides a satisfactory gangway and sufficient
lateral stiffness;
57
(iv)
a permanent working platform fore and aft fitted with guard rails or guard wires
complying with applicable requirements in paragraph 18(2)(a) of Schedule 2 is
provided by the trunk deck, or by detached trunks connected to superstructures by
efficient permanent gangways;
(v)
(vi)
open rails or wires are fitted on the weather parts of the freeboard deck in way of the
trunk for at least half their length;
(vii) the machinery casings are protected by the trunk, or by an enclosed superstructure of
at least standard height, or by a deckhouse of the same height, strength and
weathertightness equivalent to such an enclosed superstructure;
(viii) the breadth of the trunk is at least 60 per cent of the breadth of the ship;
(ix)
(c) Except as otherwise provided in subparagraph (d) below, the effective length of an efficient
trunk shall be its full length reduced in the ratio of its mean breadth to the breadth of the ship.
(d) If the actual height of an efficient trunk is less than the standard height, its effective length
shall be the length calculated in accordance with subparagraph (c) above reduced in the
ratio of the actual to the standard height of the trunk. In addition, if the ship is a Type B
ship and the height of hatchway coamings on the trunk deck is less than that required by
paragraph 5(1) or 6(1) of Schedule 2 a reduction from the actual height of the trunk shall be
made of an amount corresponding to the difference between the actual height and the
required height of the hatchway coamings.
Deduction for effective length of superstructures and trunks
11. (1) Where the sum of the effective lengths of superstructures and trunks of a ship is 1.0(L), the basic
freeboard of the ship shall be reduced by
350 millimetres
860 millimetres
1070 millimetres
and by amounts obtained by linear interpolation in the case of ships of intermediate length.
(2) Where the sum of the effective lengths of superstructures and trunk is less than 1.0 (L), the basic
freeboard of a ship shall be reduced by a percentage of the figures in subparagraph (1) according
to the total effective length of its superstructures and trunks as follows.
(a) In the case of a Type A ship, by a percentage given in Table 3. The percentage in the case
of a ship having superstructures and trunks of an effective length intermediate to those
specified in Table 3 is to be obtained by linear interpolation.
(b) (i)
Subject to subparagraphs (ii), (iii) and (iv) below, in the case of a Type B ship, by a
percentage given in Table 4. The percentage in the case of a ship having
superstructures and trunks of an effective length intermediate to those specified in
Table 4 is to be obtained by linear interpolation.
(ii) Where the effective length of a bridge covers less than 0.1(L) before and 0.1(L) abaft
amidships the percentages shall be obtained by linear interpolation between the lines
I and II.
58
(iii) Where the effective length of a forecastle is more than 0.4 (L),the percentages shall be
obtained from line II.
(iv) Where the effective length of a forecastle is less than 0.07 (L),the above percentages
shall be reduced by
5.
(0.07( L) f )
. ( L)
007
0.2(L)
0.3(L)
0.4(L)
0.5(L)
0.6(L)
0.7(L)
0.8(L)
0.9(L)
1.0(L)
14
21
31
41
52
63
75.3
87.7
100
TABLE 4
PERCENTAGE OF DEDUCTION FOR TYPE B SHIPS
Ships with
forecastle
and
Line 0
without
detached
I 0
bridge
Ships with
forecastle
and
detached
bridge
II
0.3(L)
0.4(L)
0.5(L)
0.6(L)
0.7(L)
0.8(L)
0.9(L)
1.0
10
15
23.5
32
46
63
75.3
87.7
100
6.3
12.7
19
27.5
36
46
63
75.3
87.7
100
Measurement of Sheer
12. (1) The sheer shall be measured from the deck at side to a line of reference drawn parallel to the
keel through the sheer line at amidships.
(2) In ships designed with a rake of keel, the sheer shall be measured in relation to a line of
reference drawn parallel to the Summer load waterline.
(3) In flush deck ships and in ships with detached superstructures the sheer shall be measured at
the freeboard deck.
(4) In ships with topsides of unusual form in which there is a step or break in the topsides, the sheer
shall be considered in relation to the equivalent depth amidships.
(5) In ships with a superstructure of standard height which extends over the whole length of the
freeboard deck, the sheer shall be measured at the superstructure deck. Where the height of the
superstructure exceeds the standard height the least difference (Z) between the actual and standard
heights shall be added to each end ordinate. Similarly, the intermediate ordinates at distances of
1/6(L) and 1/3(L) from each perpendicular shall be increased by 0.444 (Z) and 0.111 (Z) respectively.
59
(6) Where the deck of an enclosed superstructure has at least the same sheer as the exposed
freeboard deck, the sheer of the enclosed portion of the freeboard deck shall not be taken into
account.
(7) Where an enclosed poop or forecastle is either
(a) of standard height with greater sheer than that of the freeboard deck; or
(b) is of more than standard height;
an addition to the sheer of the freeboard deck shall be made calculated in accordance with
paragraph 14(4).
Standard sheer profile
13. The ordinates of the standard sheer profile are given in Table 5
TABLE 5
After half
Forward half
Station
Ordinate
(in millimetres)
Factor
25.0((L) /3 + 10)
11.1((L) /3 + 10)
2 .8((L) /3 + 10)
0
1
3
3
1
Amidships
1/3(L) from F.P.
1/6(L) from F.P.
Forward perpendicular (F.P.)
0
5.6((L) /3 + 10)
22.2((L) /3 + 10)
50.0((L) /3 + 10)
1
3
3
1
y L'
3 (L)
60
where
s=
sheer credit, to be deducted from the deficiency or added to the excess of sheer;
y = difference between actual and standard height of superstructure at the after or forward
perpendicular; and
L= mean enclosed length of poop or forecastle up to a maximum length of 0.5 (L).
This formula provides a curve in the form of a parabola tangential to the actual sheer curve
at the freeboard deck and intersecting the end ordinate at a point below the superstructure
deck at a distance equal to the standard height of the poop or forecastle. The superstructure
deck shall not be less than standard height above this curve at any point. This curve shall be
used in determining the sheer profile for the forward and the after halves of the ship.
Correction for Variations from standard sheer profile
15. (1) The correction for sheer shall be the deficiency or excess of sheer determined in accordance with
paragraph 14 multiplied by
0.75
S
2(L)
(2) In the case of a ship with sheer less than the standard sheer profile, the correction for deficiency
of sheer determined in accordance with subparagraph (1) shall be added to the basic freeboard
of the ship.
(3) Subject to subparagraph (4),in the case of a ship having an excess of sheer
(a) if an enclosed superstructure covers 0.1(L) before and 0.1(L) abaft amidships, the correction
for excess of sheer determined in accordance with subparagraph (1) shall be deducted from
the basic freeboard of the ship;
(b) if no enclosed superstructure covers amidships, no deductions shall be made from the basic
freeboard of the ship;
(c) if an enclosed superstructure covers less than 0.1(L) before and 0.1(L) abaft amidships, the
correction for excess of sheer determined in accordance with subparagraph (1) shall be
modified in the ratio of the amount of 0.2(L) amidship which is covered by the
superstructure, to 0.2(L).
(4) The maximum deduction for excess sheer shall be at the rate of 125 millimetres per 100 metres of
length (L).
Correction for minimum bow height
16. (1) Except as otherwise provided in subparagraphs (2) and (3), where the bow height determined in
accordance with subparagraph (4) is less than the minimum bow height determined in
accordance with subparagraph (5), the freeboard determined for the ship shall be increased by
an amount equal to the difference between the bow height and the minimum bow height.
(2) Where an existing ship to which subparagraph (1) applies has been so constructed or modified
as to comply with all the requirements of Schedule 2 applicable to a new ship of her type and is
to be assigned freeboards determined in accordance with this Schedule, and/or
(a) the forecastle is less than 0.07(L);
61
(b) the sheer extends for less than 15 per cent of the ships length (L) measured from the
forward perpendicular;
The freeboard shall be increased by such amount as the Assigning Authority may determine in
each particular case.
(3) In the case of a ship to which subparagraph (1) applies, being a ship which is constructed to
meet exceptional operational requirements, the correction to be made in accordance with
subparagraphs (1) and (2) may be reduced or waived if the Secretary of State is satisfied that the
safety of the ship will not be impaired in consequence of the worst sea and weather conditions
likely to be encountered by the ship in service.
(4) The bow height of a ship is the vertical distance at the forward perpendicular between the
Summer load waterline at the designed trim and the top of the exposed deck at side.
(a) Where the bow height is obtained by including sheer, the sheer shall extend for no less than
15 per cent of length (L) measured from the forward perpendicular.
(b) Where the bow height is obtained by including the height of a superstructure, such
superstructure shall
(i)
extend from the stem to a point not less than 0.07 of the ships length (L) measured
from the forward perpendicular;
( L) 136
.
56( L) 1
500 C b + 0.68
.
7000
C b + 0.68
62
0.1(L) 0.2(L) 0.3(L) 0.4(L) 0.5(L) 0.6(L) 0.7(L) 0.8(L) 0.9(L 1.0(L)
31
42
53
64
70
76
82
88
94
100
millimetres
4T
where
is the displacement in salt water in tonnes at the waterline which will when load lines
have been marked on the ships side correspond to the Summer Timber load line; and
T represents tonnes per centimetre immersion in salt water at that waterline.
(b) Where the displacement at that waterline cannot be ascertained, the deduction shall be one
forty-eighth (1/48th) of the Summer Timber draught of the ship.
63
64
Schedule 4
SCHEDULE 5
FREEBOARD TABLES
1. The following is the Freeboard Table referred to in paragraph 4 of Schedule 4:
TABLE A
FREEBOARD TABLE TYPE A SHIPS
Length of ship
(metres)
Freeboard
(millimetres)
Length of ship
(metres)
Freeboard
(millimetres)
Length of ship
(metres)
24
25
26
27
28
29
30
31
32
33
34
35
36
37
38
39
40
41
42
43
44
45
46
47
48
49
50
51
52
53
54
55
56
57
58
59
60
6l
62
63
200
208
217
225
233
242
250
258
267
275
283
292
300
308
316
325
334
344
354
364
374
385
396
408
420
432
443
455
467
478
490
503
516
530
544
559
573
587
600
613
64
65
66
67
68
69
70
71
72
73
74
75
76
77
78
79
80
81
82
83
84
85
86
87
88
89
90
91
92
93
94
95
96
97
98
99
100
101
102
103
626
639
653
666
680
693
706
720
733
746
760
773
786
800
814
828
841
855
869
883
897
911
926
940
955
969
984
999
1014
1029
1044
1059
1074
1089
1105
1120
1135
1151
1166
1181
104
105
106
107
108
109
110
111
112
113
114
115
116
117
118
119
120
121
122
123
124
125
126
127
128
129
130
131
132
133
134
135
136
137
138
139
140
141
142
143
65
Freeboard
(millimetres)
1196
1212
1228
1244
1260
1276
1293
1309
1326
1342
1359
1376
1392
1409
1426
1442
1459
1476
1494
1511
1528
1546
1563
1580
1598
1615
1632
1650
1667
1684
1702
1719
1736
1753
1770
1787
1803
1820
1837
1853
TABLE A (continued)
Length of ship
(metres)
Freeboard
(millimetres)
Length of ship
(metres)
Freeboard
(millimetres)
Length of ship
(metres)
144
145
146
147
148
149
150
151
152
153
154
155
156
157
158
159
160
161
162
163
164
165
166
167
168
169
170
171
172
173
174
175
176
177
178
179
180
181
182
183
184
185
186
187
188
189
190
191
192
193
194
195
196
1870
1886
1903
1919
1935
1952
1968
1984
2000
2016
2032
2048
2064
2080
2096
2111
2126
2141
2155
2169
2184
2198
2212
2226
2240
2254
2268
2281
2294
2307
2320
2332
2345
2357
2369
2381
2393
2405
2416
2428
2440
2451
2463
2474
2486
2497
2508
2519
2530
2541
2552
2562
2572
197
198
199
200
201
202
203
204
205
206
207
208
209
210
211
212
213
214
215
216
217
218
219
220
221
222
223
224
225
226
227
228
229
230
231
232
233
234
235
236
237
238
239
240
241
242
243
244
245
246
247
248
249
2582
2592
2602
2612
2622
2632
2641
2650
2659
2669
2678
2687
2696
2705
2714
2723
2732
2741
2749
2758
2767
2775
2784
2792
2801
2809
2817
2825
2833
2841
2849
2857
2865
2872
2880
2888
2895
2903
2910
2918
2925
2932
2939
2946
2953
2959
2966
2973
2979
2986
2993
3000
3006
250
251
252
253
254
255
256
257
258
259
260
261
262
263
264
265
266
267
268
269
270
271
272
273
274
275
276
277
278
279
280
281
282
283
284
285
286
287
288
289
290
291
292
293
294
295
296
297
298
299
300
301
302
66
Freeboard
(millimetres)
3012
3018
3024
3030
3036
3042
3048
3054
3060
3066
3072
3078
3084
3089
3095
3101
3106
3112
3117
3123
3128
3133
3138
3143
3148
3153
3158
3163
3167
3172
3176
3181
3185
3189
3194
3198
3202
3207
3211
3215
3220
3224
3228
3233
3237
3241
3246
3250
3254
3258
3262
3266
3270
TABLE A (continued)
Length of ship
(metres)
Freeboard
(millimetres)
Length of ship
(metres)
Freeboard
(millimetres)
Length of ship
(metres)
303
304
305
306
307
308
309
310
311
312
313
314
315
316
317
318
319
320
321
322
323
3274
3278
3281
3285
3288
3292
3295
3298
3302
3305
3308
3312
3315
3318
3322
3325
3328
3331
3334
3337
3339
324
325
326
327
328
329
330
331
332
333
334
335
336
337
338
339
340
341
342
343
344
3342
3345
3347
3350
3353
3355
3358
3361
3363
3366
3368
3371
3373
3375
3378
3380
3382
3385
3387
3389
3392
345
346
347
348
349
350
351
352
353
354
355
356
357
358
359
360
361
362
363
364
365
24
67
Freeboard
(millimetres)
3394
3396
3399
3401
3403
3406
3408
3410
3412
3414
3416
3418
3420
3422
3423
3425
3427
3428
3430
3432
3433
Freeboard
(millimetres)
Length of ship
(metres)
Freeboard
(millimetres)
Length of ship
(metres)
24
25
26
27
28
29
30
31
32
33
34
35
36
37
38
39
40
41
42
43
44
45
46
47
48
49
50
5l
52
53
54
55
56
57
58
59
60
61
62
63
64
65
66
67
68
69
70
71
200
208
217
225
233
242
250
258
267
275
283
292
300
308
316
325
334
344
354
364
374
385
396
408
420
432
443
455
467
478
490
503
516
530
544
559
573
587
601
615
629
644
659
674
689
705
721
738
72
73
74
75
76
77
78
79
80
81
82
83
84
85
86
87
88
89
90
91
92
93
94
95
96
97
98
99
100
101
102
103
104
105
106
107
108
109
110
111
112
113
114
115
116
117
118
119
754
769
784
800
816
833
850
868
887
905
923
942
960
978
996
1015
1034
1054
1075
1096
1116
1135
1154
1172
1190
1209
1229
1250
1271
1293
1315
1337
1359
1380
1401
1421
1440
1459
1479
1500
1521
1543
1565
1587
1609
1630
1651
1671
120
121
122
123
124
125
126
127
128
129
130
131
132
133
134
135
136
137
138
139
140
141
142
143
144
145
146
147
148
149
150
151
152
153
154
155
156
157
158
159
160
161
162
163
164
165
166
167
68
Freeboard
(millimetres)
1690
1709
1729
1750
1771
1793
1815
1837
1859
1880
1901
1921
1940
1959
1979
2000
2021
2043
2065
2087
2109
2130
2131
2171
2190
2209
2229
2250
2271
2293
2315
2334
2354
2375
2396
2418
2440
2460
2480
2500
2520
2540
2560
2580
2600
2620
2640
2660
TABLE B (continued)
Length of ship
(metres)
Freeboard
(millimetres)
Length of ship
(metres)
Freeboard
(millimetres)
Length of ship
(metres)
168
169
170
171
172
173
174
175
176
177
178
179
180
181
182
183
184
185
186
187
188
189
190
191
192
193
194
195
196
197
198
199
200
201
202
203
204
205
206
207
208
209
210
211
212
213
214
215
216
217
218
219
220
2680
2698
2716
2735
2754
2774
2795
2815
2835
2855
2875
2895
2915
2933
2952
2970
2988
3007
3025
3044
3062
3080
3098
3116
3134
3151
3167
3185
3202
3219
3235
3249
3264
3280
3296
3313
3330
3347
3363
3380
3397
3413
3430
3445
3460
3475
3490
3505
3520
3537
3554
3570
3586
221
222
223
224
225
226
227
228
229
230
231
232
233
234
235
236
237
238
239
240
241
242
243
244
245
246
247
248
249
250
251
252
253
254
255
256
257
258
259
260
261
262
263
264
265
266
267
268
269
270
271
272
273
3601
3615
3630
3645
3660
3675
3690
3705
3720
3735
3750
3765
3780
3795
3808
3821
3835
3849
3864
3880
3893
3906
3920
3934
3949
3965
3978
3992
4005
4018
4032
4045
4058
4072
4085
4098
4112
4125
4139
4152
4165
4177
4189
4201
4214
4227
4240
4252
4264
4276
4289
4302
4315
274
275
276
277
278
279
280
281
282
283
284
285
286
287
288
289
290
291
292
293
294
295
296
297
298
299
300
301
302
303
304
305
306
307
308
309
310
311
312
313
314
315
316
317
318
319
320
321
322
323
324
325
326
69
Freeboard
(millimetres)
4327
4339
4350
4362
4373
4385
4397
4408
4420
4432
4443
4455
4467
4478
4490
4502
4513
4525
4537
4548
4560
4572
4583
4595
4607
4618
4630
4642
4654
4665
4676
4686
4695
4704
4714
4725
4736
4748
4757
4768
4779
4790
4801
4812
4823
4834
4844
4855
4866
4878
4890
4899
4909
TABLE B (continued)
Length of ship
(metres)
Freeboard
(millimetres)
Length of ship
(metres)
Freeboard
(millimetres)
Length of ship
(metres)
327
328
329
330
331
332
333
334
335
336
337
338
339
4920
4931
4943
4955
4965
4975
4985
4995
5005
5015
5025
5035
5045
340
341
342
343
344
345
346
347
348
349
350
351
352
5055
5065
5075
5086
5087
5108
5119
5130
5140
5l50
5160
5170
5180
353
354
355
356
357
358
359
360
361
362
363
364
365
24
70
Freeboard
(millimetres)
5190
5200
5210
5220
5230
5240
5250
5260
5268
5276
5285
5294
5303
Regulation 32
SCHEDULE 6
STABILITY
PART I INFORMATION AS TO STABILITY
The information relating to the stability of a ship to be provided for the master shall include the
particulars specified below.
1. The ships name, official number, port of registry, gross and register tonnages, principal dimensions,
displacement, deadweight and draught to the Summer load line.
2. A profile view and, if necessary, plan views of the ship drawn to scale showing all compartments, tanks,
storerooms and crew and passenger accommodation spaces, with their position relative to mid-ship.
3. (1) The capacity and the longitudinal and vertical centre of gravity of every compartment available
for the carriage of cargo, fuel, stores, feedwater, domestic or water ballast.
(2) In the case of a vehicle ferry, the vertical centre of gravity of compartments designated for the
carriage of vehicles shall be based on the estimated centres of gravity of the vehicles and not on
the volumetric centres of the compartments.
4. (1) The estimated total weight and the longitudinal and vertical centre of gravity of each such total
weight of
(a) the passengers and their effects; and
(b) the crew and their effects.
(2) In estimating such centres of gravity, passengers and crew shall be assumed to be distributed
about the ship in the spaces they will normally occupy, including the highest decks to which
either or both have access.
5. (1) The estimated weight and the disposition and centre of gravity of the maximum amount of deck
cargo which the ship may reasonably be expected to carry on an exposed deck.
(2) In the case of deck cargo, the arrival condition shall include the weight of water likely to be
absorbed by the cargo. (For timber deck cargo the weight of water absorbed shall be taken as
15 per cent of the weight when loaded.)
6. A diagram or scale showing
(a) the load line mark and load lines with particulars of the corresponding freeboards; and
(b) the displacement, tonnes per centimetre immersion, and deadweight corresponding to a
range of mean draughts extending between the waterline representing the deepest load line
and the waterline of the ship in light condition.
7. (1) A diagram or tabular statement showing the hydrostatic particulars of the ship, including the
heights of the transverse metacentre and the values of the moment to change trim one centimetre.
These particulars shall be provided for a range of mean draughts extending at least between the
waterline representing the deepest load line and the waterline of the ship in light condition.
(2) Where a tabular statement is used to comply with subparagraph (1), the intervals between such
draughts shall be sufficiently close to permit accurate interpolation.
(3) In the case of ships having raked keels, the same datum for the heights of centres of buoyancy
and metacentres shall be used as for the centres of gravity referred to in paragraphs 3, 4 and 5.
71
8. The effect on stability of free surface in each tank in the ship in which liquids may be carried,
including an example to show how the metacentric height is to be corrected.
9. (1) A diagram or table showing cross curves of stability, covering the range of draughts referred to
in paragraph 7(1).
(2) The information shall indicate the height of the assumed axis from which the righting levers are
measured and the trim which has been assumed.
(3) In the case of ships having raked keels and where a datum other than the top of keel has been
used, the position of the assumed axis shall be clearly defined.
(4) Subject to subparagraph (5), only enclosed superstructures and efficient trunks as defined in
paragraph 10 of Schedule 4 shall be taken into account in deriving such curves.
(5) The following structures may be taken into account in deriving such curves if the Secretary of
State is satisfied that their location, integrity and means of closure will contribute to the ships
stability
(a) superstructures located above the superstructure deck;
(b) deckhouses on or above the freeboard deck whether wholly or in part only;
(c) hatchway structures on or above the freeboard deck.
(6) Subject to the approval of the Secretary of State in the case of a ship carrying timber deck cargo,
the volume of the timber deck cargo, or a part thereof, may be taken into account in deriving a
supplementary curve of stability appropriate to the ship when carrying such cargo.
(7) An example shall be included to show how a curve of righting levers (GZ) may be obtained from
the cross curves of stability.
(8) In the case of a vehicle ferry or a similar ship having bow doors, ship-side doors or stern doors
where the buoyancy of a superstructure is taken into account in the calculation of stability
information, and the cross curves of stability are based upon the assumption that such doors are
secured weathertight, there shall be a specific warning that such doors must be secured
weathertight before the ship proceeds to sea.
10. (1) The diagram and statements referred to in subparagraph (2) shall be provided separately for
each of the following conditions of the ship
(a) light condition. If the ship has permanent ballast, such diagram and statements shall be
provided for the ship in light condition both with and without such ballast;
(b) ballast condition both on departure and on arrival. It is to be assumed that on arrival oil fuel,
fresh water, consumable stores and the like are reduced to 10 per cent of their capacity;
(c) condition on departure and on arrival when loaded to the Summer load line with cargo filling all
spaces available for cargo. Cargo shall be taken to be homogeneous except where this is clearly
inappropriate, for example, in cargo spaces which are intended to be used exclusively for
the carriage of vehicles or of containers;
(d) service loaded conditions both on departure and on arrival.
(2) (a) A profile diagram of the ship drawn to a suitable small scale showing the disposition of all
components of the deadweight.
(b) A statement showing the lightweight, the disposition and the total weights of all
components of the deadweight, the displacement, the corresponding positions of the centre
of gravity, the metacentre and also the metacentric height (GM).
72
(c) A diagram showing the curve of righting levers (GZ). Where credit is given for the
buoyancy of a timber deck cargo the curve of righting levers (GZ) must be drawn both with
and without this credit.
(d) A statement showing the elements of stability in the condition compared to the crieria laid
down in Schedule 2 paragraph 2(2).
(3) The metacentric height (GM) and the curve of righting levers (GZ) shall be corrected for liquid
free surface.
(4) Where there is a significant amount of trim in any of the conditions referred to in subparagraph
(1) the metacentric height and the curve of righting levers (GZ) may be required to be
determined from the trimmed waterline.
(5) If in the view of the Assigning Authority the stability characteristics in either or both of the
conditions referred to in subparagraph (1)(c) are not satisfactory, such conditions shall be
marked accordingly and an appropriate warning to the master shall be inserted.
11. A statement of instructions on appropriate procedures to maintain adequate stability in each case
where special procedures are applied such as partial or complete filling of spaces designated for
cargo, fuel, fresh water or other purposes.
12. The report on the inclining test and of the calculation derived from it to obtain information of the
light condition of the ship.
PART II SHIPS IN RELATION TO WHICH THE SECRETARY OF STATES OR THE ASSIGNING
AUTHORITYS APPROVAL OF THE STABILITY INFORMATION IS REQUIRED
13. The ships referred to in regulation 32(3), (4)(a) and (5)(a) of the Regulations are as follows:
(a) an oil tanker over 100 metres in length;
(b) a bulk carrier, or an ore carrier, over 150 metres in length;
(c) a single deck bulk carrier over 100 metres in length but not exceeding 150 metres in length;
(d) a single deck dry cargo ship over 100 metres in length;
(e) a purpose built container ship over 125 metres in length;
(f) a column stabilised mobile offshore drilling unit; or
(g) a column stabilised mobile offshore support unit.
14. In paragraph 13
mobile offshore drilling unit means a ship capable of engaging in drilling operations for the
exploration or exploitation of resources beneath the sea bed such as liquid or gaseous hydrocarbons,
sulphur or salt;
mobile offshore support unit means a ship used in connection with the offshore petroleum
industry to provide ancillary services such as accommodation, cranes or repair facilities; and
column stabilised means constructed with the main deck of the unit connected to its underwater
hull or footings by columns or caissons.
73
Regulation 13
SCHEDULE 7
NOTICE OF LOAD LINES TO BE POSTED UP BEFORE SAILING
1. In this Schedule
freeboard means the distance measured vertically downwards amidships from the upper edge of
the deck-line marked on the side of the ship to the surface of the water;
Availability of Standard Form
2. Copies of the Draught of Water and Freeboard Notice, FRE 13, an example of which is attached,
are available from the Maritime and Coastguard Agency Marine Offices.
74
NOTICE
SHIP .............................................. PORT OF REGISTRY .................................................... GROSS TONNAGE .............................................
(1) Summer freeboard ............................................... millimetres
(5) Allowance for fresh water for all freeboards other than Timber freeboards ................................................................... millimetres
(6) Timber Summer freeboard ................................. millimetres
(10) Allowance for fresh water for Timber freeboards ................................................................................................................. millimetres
Notes
1.
The particulars to be given above of freeboards and allowances for fresh water to be taken from the load line certificate
currently in force in respect of the ship.
2.
3.
The mean draught to be given above is the mean of the draughts which would be shown on the scales of measurement on the
stem and on the stern post of the ship if it were so loaded that the upper edge of the load line on each side of the ship
appropriate to the particular freeboard were on the surface of the water.
4.
Where the draught is shown on the scales of measurement on the stem and on the stern post of the ship in feet the mean
draught must be given in millimetres.
PARTICULARS OF LOADING
ACTUAL
DRAUGHT
DATE
MEAN FREEBOARD
SIGNATURE OF MASTER
AND AN OFFICER
PLACE
FORWARD
AFT
MEAN
ACTUAL
(See notes
1&2)
CORRECTED
(See note 3)
MASTER
AN OFFICER
Notes
1.
The actual mean freeboard (Column 6) is the mean of the freeboards on each side of the ship at the time when the ship is
loaded and ready to leave.
2.
If the actual mean freeboard is less than the appropriate minimum saltwater freeboard as shown on the load line certificate
there must be entered in Column 7 the corrected freeboard arrived at after making any allowances for density of water,
rubbish to be discharged overboard and fuel, water and stores to be consumed on any stretch of river or inland water, being
allowances duly entered in the ships official log-book.
3.
If the actual mean freeboard is greater than the appropriate salt water freeboard, Column 7 need not be filled in.
75
Regulations 9, 12 and 14
SCHEDULE 8
UNITED KINGDOM LOAD LINE CERTIFICATES
UNITED KINGDOM
LOAD LINE CERTIFICATE
Issued under the provisions of the Merchant Shipping (Load Line) Regulations 1998 as amended
under the authority of the Government of the United Kingdom of Great Britain and Northern Ireland
by [official designation of the assigning authority]
PARTICULARS OF SHIP
Name of Ship
Distinctive Number or Letters
Port of Registry
Length (L) as defined by regulation 2 of the Merchant
Shipping (Load Line) Regulations 1998 as amended
Gross Tonnage
Freeboard assigned as :
Tropical
Type of ship
Load line
mm. above (S)
Summer
mm. (S)
Winter
mm. (W)
mm. (WNA)
Note: Freeboards and Load Lines which are not applicable need not be entered on the certificate.
mm.
The upper edge of the deck line from which these freeboards are measured is
on
Signed
An authorised official issuing the certificate
Name
FORMERLY FRE2
1/4
76
Name of Ship
CONDITIONS:
Date
Name
Place
Date
Name
Place
Date
Name
Place
Date
Name
Notes
1. When a ship departs from a port situated on a river or inland water, deeper loading shall be permitted
corresponding to the weight of fuel and all other materials required for consumption between the point of
departure and the sea.
2. When a ship is in fresh water of unit density, the appropriate load line may be submerged by the amount of
the fresh water allowance shown above. Where the density is other than unity, an allowance shall be made
proportional to the difference between 1.025 and the actual density.
3. This certificate must be kept framed and posted up in some conspicuous place on board the ship, so long as it
remains in force and the ship is in use.
2/4
77
Name of Ship
Annual survey in accordance with Regulation 10(8)(c)
THIS IS TO CERTIFY
that at an annual survey in accordance with Regulation 10(8)(c) of Merchant Shipping (Load Line)
Regulations 1998, as amended , the ship was found to comply with the relevant requirements of those
Regulations
Place
Date
Name
Endorsement to extend the certificate if valid for less than 5 years where Regulation 10 (3) applies
The Ship complies with the relevant requirements of the Merchant Shipping (Load Line) Regulations 1998,
as amended, and this certificate shall, in accordance with Regulation 10 (3) of those Regulations, be
accepted as valid until
Place
Date
Name
Endorsement where the renewal survey has been completed and Regulation 10 (4) applies
The Ship complies with the relevant requirements of the Merchant Shipping (Load Line) Regulations 1998,
as amended, and this certificate shall, in accordance with Regulation 10 (4) of those Regulations, be
accepted as valid until
Place
Name
Date
3/4
78
Name of Ship
Endorsement to extend the validity of the certificate until reaching the port of survey or for a period
of grace where Regulation 10 (5) or 10(6) applies
This certificate shall, in accordance with Regulation 10(5)/10(6) * of the Merchant Shipping (Load Line)
Regulations, as amended, be accepted as valid until
Place
Date
Name
Endorsement for advancement of anniversary date where Regulation 10 (8) (a) applies
In accordance with Regulation 10 (8) (a) of the Merchant Shipping (Load Line) Regulations 1998,
as amended, the new anniversary date is
Place
Date
Name
In accordance with Regulation 10( 8) (a) of the Merchant Shipping (Load Line) Regulations 1998, as
amended, the new anniversary date is
Place
Date
Name
* Delete as appropriate
4/4
79
PARTICULARS OF SHIP
Name of Ship
Distinctive Number or Letters
Port of Registry
Length (L) in metres as defined by Regulation 2 of the
Merchant Shipping (Load Line) Regulations 1998, as amended.
Gross
Tonnage
THIS IS TO CERTIFY
That the above-mentioned ship is exempt under Regulation 5(2) of the Merchant Shipping (Load Line) Regulations 1998, as amended,
from the following provisions of those Regulations:-
to annual surveys in accordance with the Merchant Shipping (Load Line) Regulations 1998, as amended.
Issued at
on
Name
FORMERLY FRE4
1/4
80
Name of Ship
CONDITIONS (Continued):
Date
Signed
Name
Place
Date
Signed
Name
Place
Date
Signed
Name
Place
Date
Signed
Name
2/4
81
Name of Ship
Annual survey in accordance with Regulation 10(8)(c)
This is to certify
that at an annual survey in accordance with Regulation 10(8)(c) of Merchant Shipping (Load Line) Regulations
1998, as amended, the ship was found to comply with the relevant requirements of those Regulations
Place
Date
Name
An authorised official of the Department of the Environment, Transport and the Regions
Endorsement to extend the certificate if valid for less than 5 years where Regulation 10 (3) applies
The Ship complies with the relevant requirements of the Merchant Shipping (Load Line) Regulations 1998,
as amended, and this certificate shall, in accordance with Regulation 10 (3) of those Regulations, be accepted
as valid until
Place
Date
Name
An authorised official of the Department of the Environment, Transport and the Regions
Endorsement where the renewal survey has been completed and Regulation 10 (4) applies
The Ship complies with the relevant requirements of the Merchant Shipping (Load Line) Regulations 1998,
as amended, and this certificate shall, in accordance with Regulation 10 (4) of those Regulations, be accepted
as valid until
Place
Name
Date
3/4
82
Name of Ship
Endorsement to extend the validity of the certificate until reaching the port of survey or for a
period of grace where Regulation 10 (5) or 10(6) applies
This certificate shall, in accordance with Regulation 10(5)/10(6) * of the Merchant Shipping (Load Line)
Regulations, as amended, be accepted as valid until
Place
Date
Name
An authorised official of the Department of the Environment, Transport and the Regions
Endorsement for advancement of anniversary date where Regulation 10 (8) (a) applies
In accordance with Regulation 10 (8) (a) of the Merchant Shipping (Load Line) Regulations 1998, as
amended, the new anniversary date is
Place
Date
Name
An authorised official of the Department of the Environment, Transport and the Regions
In accordance with Regulation 10 (8) (a) of the Merchant Shipping (Load Line) Regulations 1998, as
amended, the new anniversary date is
Place
Date
Name
* delete as appropriate
4/4
83
84
CODE OF CONDUCT
for the
MERCHANT NAVY
Each time you sign on a new crew agreement you are
agreeing to observe the Code of Conduct for the Merchant
Navy. This Code has been agreed between the National
Union of Marine, Aviation and Shipping Transport Officers
(NUMAST), the National Union of Rail, Maritime and Transport
Workers (RMT) and the Chamber of Shipping (CoS) and
approved by the Maritime and Coastguard Agency.
The Code is printed in this leaflet. Please read it carefully. Any
questions you may have should be referred to your supervisor
or head of department, or to an official of your union.
9.
The following acts of misconduct, if proved to the
reasonable satisfaction of the Master to have been
committed, are those for which dismissal from the ship either
immediately or at the end of the voyage will, according to
the circumstances of the case, be considered appropriate
apart from any legal action which may be called for:
i)
ii)
iii)
iv)
v)
vi)
vii)
viii)
assault;
wilful damage to ship or any property on board;
theft or possession of stolen property;
possession of offensive weapons;
persistent or wilful failure to perform duty;
unlawful possession or distribution of drugs;
conduct endangering the ship or persons on board;
combination with others at sea to impede the progress
of the voyage or navigation of the ship;
ix) disobedience of orders relating to safety of the ship or
any person on board;
x)
to be asleep on duty or fail to remain on duty, if such
conduct would prejudice the safety of the ship or any
person on board;
xi) incapacity through the influence of drink or drugs to
carry out duty to the prejudice of the safety of the ship or
of any person on board;
xii) to smoke, use a naked light or an unapproved electric
torch in any part of a ship carrying dangerous cargo or
stores where smoking or the use of naked lights or
unapproved torches is prohibited;
xiii) intimidation, coercion and/or interference with the work
of other employees;
xiv) behaviour which seriously detracts from the safe and/or
efficient working of the ship;
xv) conduct of a sexual nature, or other conduct based on
sex affecting the dignity of women and men at work
which is unwanted, unreasonable and offensive to the
recipient;
6
xvi) behaviour which seriously detracts from the social wellbeing of any other person on board;
xvii) causing or permitting unauthorised persons to be on
board the ship whilst it is at sea;
xviii) repeated commission of breaches of a lesser degree
listed in Paragraph 11 after warnings have been given in
accordance with the procedures in Paragraph 10.
10.
f)
failure to report to work without satisfactory reason;
g) absence from place of duty or from the ship without
leave;
h) offensive or disorderly behaviour.
NOTE:
Whilst Paragraph 11 has been made as
comprehensive as possible, it is recognised that some
companies may wish to propose additions related to their
particular trading patterns. Proposals for such additions
should be submitted, after agreement with the organisations
representing the seafarers concerned, to the Maritime and
Coastguard Agency for approval.
Procedures for dealing with breaches of the Code
12.
10
Summary
This note is to inform all seafarers and vessel owners of the requirements of the new Merchant
Shipping (Accident Reporting and Investigation) Regulations 2005.
Key Points
A new, broader, definition of the people and organisations given a duty to report accidents and
serious injuries is included.
Inclusion of a definition of a MAIB preliminary examination. The stages and process of a
MAIB investigation are clearly outlined. The Chief Inspector now decides whether, following a
preliminary examination, further investigation leading to a published report is appropriate.
A regulation regarding the disclosure of records is included, and clarification that MAIB has to keep
in confidence statements and declarations from interested parties is given.
A regulation has been included which specifies that reports are not to be used in judicial
proceedings for purposes of litigation or blame, unless a Court orders otherwise.
The powers of inspectors to exclude any person (except a professional legal adviser solely
representing the interviewee) from an interview, if they have substantial reason to believe that the
presence of that person would hamper the investigation, are outlined.
A regulation has been put in place enabling the inspector to ensure that a ship, crew and evidence
involved in an accident remain accessible to inspectors until the process of collecting or preserving
all evidence has been completed.
A closed-loop recommendations system has been introduced. It requires those addressed in MAIB
recommendations to respond to those recommendations. The Chief Inspector will publish the status
of implementation of recommendations annually.
Introduction
1.
The Marine Accident Investigation Branch (MAIB) is responsible for the investigation of all types
of marine accidents, both to vessels and to those on board. The MAIB is an independent branch
within the Department for Transport (DfT) and is separate from the Maritime and Coastguard
Agency (MCA). The MAIBs head, the Chief Inspector of Marine Accidents, reports directly to the
Secretary of State on accident investigation. He and his professional staff, who are drawn from the
nautical, fishing, marine engineering, and naval architecture disciplines, are appointed by the
Secretary of State under the provisions of the Merchant Shipping Act 1995. An administrative staff
deals with records, data analysis and publications, policy matters, and provides general support.
2.
The MAIBs sole objective in investigating an accident under the Regulations is the prevention of
future accidents by establishing its causes and circumstances; it is not the purpose to apportion
liability, nor, except so far as is necessary to achieve the objective, to apportion blame. The MAIB
is not an enforcement or prosecuting agency.
3.
Procedures are governed mainly by the Merchant Shipping Act 1995, and by Regulations. The
Merchant Shipping (Accident Reporting and Investigation) Regulations 2005 (SI No 881 of 2005),
which replace the Accident Reporting and Investigation Regulations of 1999, come into force
on 18th April 2005. They define the accidents to which they apply, set out the purpose of
investigation, and make provisions for the ordering and conduct of investigations.
4.
The Regulations apply generally to all ships, including fishing vessels and (except for reporting
exemptions listed at Annex A) to pleasure vessels. These vessels are covered by the Regulations
whether at sea or in a port. The Regulations also set out requirements for reporting accidents,
major injuries, and serious injuries. They do not cover formal investigations or other public
inquiries, the rules for which are set out elsewhere.
5.
The Regulations are also separate from and in addition to reporting requirements in the
Merchant Shipping (Reporting Requirements for Ships Carrying Dangerous or Polluting Goods)
Regulations 1995 and the Merchant Shipping (Vessel Tr a ffic Monitoring and Reporting
Requirements) Regulations 2004. Further details of those regulations can be found in Merchant
Shipping Notice 1784.
6.
The Regulations also allow for the investigation of hazardous incidents broadly any
unspecified events which might have led to an accident though they do not require such
incidents to be reported.
7.
Annex B, (2) and (3) reproduce the definitions of major and serious types of injury. Reports of
minor incidents that posed no danger are not required. Nor are reports required of injuries to
shore-based workers in a United Kingdom port or shipyard; such injuries should be reported by
the employer to the Health and Safety Executive (HSE), as should reports of other accidents
occurring in a United Kingdom shipyard.
Reporting
8.
Accidents (see definition at Annex B) must be reported by the quickest means available and
should contain the information noted in Annex C section 3(1).
9.
When an accident occurs, the Master or senior surviving officer must send a report to the Chief
Inspector as soon as is practicable following the accident.
10.
When an accident occurs, the owner must send a report to the Chief Inspector as soon as is
practicable following the accident unless the owner has ascertained that the report has already
been made by the Master or senior surviving officer.
11.
Persons named in (9 and 10) above must, so far as is reasonably practicable, ensure that the
circumstances of every accident are examined. A single report giving the findings of such an
examination, stating any measures taken or proposed to prevent a recurrence, must be provided
to the Chief Inspector as soon as is practicable, irrespective of any investigation that may be
conducted by the MAIB.
12.
Persons named in (9 and 10) above must also, so far as is reasonably practicable, ensure that the
circumstances of every serious injury (see definition at Annex B) are examined. A single report
giving the findings of such an examination, stating any measures taken or proposed to prevent a
recurrence, must be provided to the Chief Inspector within 14 days of the injury occurring.
13.
In addition, the following persons must report any accident of which they are aware to the Chief
Inspector, by the quickest means available: the MCA if the accident was in United Kingdom
waters; Harbour Authorities; and Inland Waterway Authorities within the United Kingdom.
14.
Reports should be sent by the quickest means available, including telephone, facsimile, telex or
e-mail to the MAIB.
15.
The reporting requirements apply to merchant ships, fishing vessels, and vessels in
commercial use for sport or pleasure.
16.
The reporting requirements also apply to hired recreational craft, together with boats of less
than 8m in length in commercial use in harbours or on inland waterways, where the accident
involves explosion, fire, death, major injury, capsize of a power-driven craft or boat, or
pollution causing serious harm to the environment.
17.
The MAIB Incident Report Form (IRF) can be used to provide an initial report of any accident; it
can also be used for serious injuries. It can be found on the MAIB website or obtained directly
from the MAIB. Annex C section 3(2) contains advice on the information that is needed.
18.
The MAIB welcomes the voluntary reporting of accidents to or on pleasure craft used only for
recreation purposes and not for commercial gain, but there is no statutory requirement for this.
19.
These Regulations are not intended to replace the requirements of the Port Marine Safety Code.
20.
Accidents involving divers whilst diving are not covered by the Regulations, and should not be
reported to MAIB. Any such incident should be reported to the British Sub Aqua Club (BSAC).
21.
Accidents on board ships in ports, with the exception of those involving stevedores or
shore-based workers, are covered by the Regulations and must be reported. Incidents involving
shore-based workers should be reported to the Health and Safety Executive.
22.
Although there is no requirement to report hazardous incidents, the MAIB strongly urges any
person to do so voluntarily, since useful lessons can always be learned. Examples are nearmisses, including failure of procedures in shipboard operations, material defects, fatigue, and
human failures. The critical question in deciding whether or not to report an incident is whether
it had the potential to lead to an accident. These reports should also be sent using an IRF, or if
preferred, in narrative form. Many incidents occur which do not cause injury or damage, but have
the potential to be hazardous or to have serious consequences.
23.
When making reports, whether on an IRF or in narrative, the content of the descriptive text is
particularly important. Lessons can be learned from the positive as well as negative aspects.
Details of actions taken to minimise the effects of the accident or, in the case of a hazardous
incident, to prevent it developing into an accident, are particularly helpful. A description of
actions taken or recommendations made to prevent a recurrence are also of value. Much is gained
from the information provided by those most closely involved in the event at the time it occurred.
24.
Annex C, paragraphs (1) and (2) include a summary of reporting procedures, and details of the
MAIBs address and contact numbers.
Investigations
25.
An accident or serious injury may be investigated by the MAIB if it involves a United Kingdom
ship anywhere in the world, or (with few exceptions), any other ship in UK waters, or if the
Branch agrees to a request to undertake an investigation on behalf of another flag state.
Hazardous incidents may also be investigated.
26.
In some cases, the vessels own investigation will be sufficient, but the MAIB may seek further
details if necessary.
27.
Before deciding whether to carry out any form of investigation, the Chief Inspector may seek to
obtain such information as he considers necessary concerning the accident, and any remedial
action taken. Any person mentioned in (9, 10 and 13) above, or any other person holding such
information shall provide it to the Chief Inspector to the best of their ability and knowledge.
28.
If the Chief Inspector decides that an investigation will be carried out, it will be undertaken by
inspector(s) at a time and place, and in such a manner, as appears appropriate to achieve the sole
objective of the MAIB.
29.
Following a decision to investigate, the Chief Inspector will notify the master and/or owners
within 28 days. Public notice that an investigation has started may be given in such manner as
the Chief Inspector thinks fit.
30.
The initial part of an investigation seeks to establish the causes and circumstances of an accident,
with a view to deciding whether any further investigation is warranted, and is called a
preliminary examination. When a preliminary examination is complete, the Chief Inspector will
decide whether it is appropriate to conduct further investigation leading to a published report.
31.
Where an inspector is appointed to carry out an investigation, his powers are extensive, and are
set out in detail in Sections 259 and 267 of the Merchant Shipping Act 1995. Subject to these
powers, the Inspector has wide discretion as to how he carries out his investigation. If possible,
much of it will take place on board the vessel involved. He may wish to visit the owners or ship
managers. He may also prohibit, pending investigation, access to or interference with anything
involved in an accident.
32.
In particular, those persons mentioned in (9 and 10) above should ensure that all charts, log books,
voyage data and other records, electronic and magnetic recording and video tapes and all
documents which might reasonably be considered pertinent to a reportable accident are kept
intact. No alterations should be made to recordings or entries, and any equipment associated or
involved in an accident should remain undisturbed until:
(a) notification is received from the Chief Inspector that no investigation is to take place or that
the investigation has been completed; or
(b) unless advised otherwise, 28 days after receipt by the Chief Inspector of a report referred to
in (17) above; or
(c) the Chief Inspector or an inspector carrying out the investigation indicates that they are no
longer required.
33.
Persons mentioned in (13) are not specifically required to retain documents. The current safety
provisions under ISPS are sufficient to cover any documents or evidence, such as VTS monitoring
data, that these parties may hold.
34.
The Chief Inspector may, if he considers it reasonably necessary for the collection or preservation
of evidence, require that any persons mentioned in (9 and 10) ensure that a ship is accessible
4
within United Kingdom waters if there are serious grounds for concern that the ship, crew, or
evidence will be inaccessible to MAIB should the vessel leave UK waters. The ship must remain
accessible until the process of collecting or preserving evidence has been completed.
35.
If this power were to be used, the MAIB would be likely to request written assurance that access
to the ship, crew, and any evidence would be granted at the nearest port, and that the evidence
would not be disturbed during the voyage. If this written assurance were not granted, then the
Chief Inspector could use his discretion in applying the power described above. Should a ship be
required to remain in a UK port, then the ship could be moved to a suitable anchorage to ensure
that the availability of berths is not affected.
36.
If this power were ever used, then the MAIB will not unreasonably require a ship to remain in UK
waters any longer than is necessary. Evidence will be collected or preserved as quickly as possible
and with the minimum amount of delay to the ship.
37.
The Inspector can require any person who may be able to help the investigation to attend an
interview, answer questions, and sign a declaration of the truth of their answers.
38.
A solicitor or other professional legal adviser acting solely on behalf of the person being
interviewed may not be excluded from an interview. Any other person allowed or nominated to
be present at an interview by an interviewee, may be excluded from being present by the
inspector. To use this power, both the inspector and the Chief Inspector must have substantial
reason to believe that the presence of the nominee would hamper the investigation.
39.
If this power was used, the interviewee can then nominate another person to be present. At the
request of the person being interviewed, the interview would be suspended until the second
nominee was present.
40.
The Secretary of State may also require the Chief Inspector to expand the scope of an investigation
into the further consequences of an accident, including salvage and pollution aspects; or the
conduct of search and rescue operations. The investigation into the further consequences could be
completely separate and distinct from the investigation into the initial accident.
Disclosure of Records
41.
Unless a Court determines otherwise, the names, addresses and any other details of anyone who
has given evidence to an inspector shall not be disclosed.
42.
Some documents or records shall not be made available for purposes other than the investigation
unless a Court determines otherwise. These include any declarations taken by an inspector or
supplied to him during the course of his investigation; any notes or voice recordings of any
interviews; medical or confidential information regarding persons involved in an accident or
hazardous incident; and any report made under (17), copies of a draft report, or a report which is
not the final report of the investigation. But a person who has given evidence to the MAIB may
disclose his own declaration, if he so wishes.
43.
If any part of a report is based on information obtained pursuant to an inspector's powers under
sections 259 and 267(8) of the Act, the report shall be inadmissible in any judicial proceedings,
with the exception of an inquest or Fatal Accident Inquiry, unless a Court determines otherwise.
44.
In England, Wales or Northern Ireland Court means the High Court, or in the case of Scotland,
the Court of Session.
45.
Independent technical analysis commissioned by the Chief Inspector, and opinions expressed in
that analysis of information, may be made available if the Chief Inspector considers it appropriate
to do so. Copies of information (raw data) obtained from voyage data recorders or from other
recording systems, including voice recordings, video recordings and other electronic or magnetic
recordings and any transcripts made from such information or recordings, may be provided at the
discretion of the Chief Inspector to the police or other official authorities. This does not include
recordings of interviews.
MAIB Reports of Investigations
46.
The Chief Inspector may, at his discretion and to promulgate any lessons learned, publish
collective short reports of accidents that have not been the subject of a full investigation and
published report.
47.
Reports of full investigations will be made publicly available in the shortest time possible, and in
such a manner as the Chief Inspector sees fit. The report shall set out conclusions relating to the
facts of the accident, or where the facts cannot be clearly established, analysis and professional
judgement to determine the probable facts; and recommendations for future safety.
48.
All reports of full investigations are published on the MAIB website, [www.maib.gov.uk]. Hard
copies are also widely distributed and can be supplied to anyone upon request.
49.
Provision is made for any person likely to be affected by a report to see the draft and to comment
on the facts and analysis therein, before it is finalised and made publicly available. The Chief
Inspector will consider representations relating to the facts and analysis contained in the report
that may be made to him by or on behalf of the persons served with such notice.
Recommendations
50.
51.
Any person to whom a recommendation is addressed, should take the recommendation into
consideration. They should also send full details of any measures that are being or will be taken
to implement the recommendation and, if appropriate, the timetable for securing implementation.
Notice should be given to the Chief Inspector if at any time this information is rendered inaccurate
by a change of circumstances.
52.
Any person to whom a recommendation is addressed should, after taking the recommendation
into consideration, provide a full explanation to the Chief Inspector as to why the
recommendation is not going to be implemented, if that is the case.
53.
The Chief Inspector shall, annually or at such intervals as he sees fit, make information received
in response to recommendations publicly available and shall inform the Secretary of State. If a
person has failed to comply with a recommendation addressed to him, he will be allowed a
further opportunity to make representations before the information is published.
Penalties
54.
The Regulations lay down penalties for breaches of the requirements. These offences include a
failure to report an accident or serious injury; not providing information as required; falsely
claiming to have additional information or new evidence, and a failure to preserve evidence. In
addition, penalties for obstructing an Inspector or otherwise impeding his investigation are laid
down in Section 260 of the Merchant Shipping Act 1995.
Further Information
Marine Accident Investigation Branch
Carlton House
Carlton Place
Southampton
Hampshire SO15 2DZ
Tel: 023 8039 5500
Fax: 023 8023 2459
Telex: 477917 MAIB SOG
24 Hr Reporting Line: 023 8023 2527
E-Mail: maib@dft.gsi.gov.uk
Website: www.maib.gov.uk
Published: 04/2005
ISO 9001:2000
FS 34835
ANNEX A
REPORTING REQUIREMENTS
1.
2.
3.
Accidents involving or occurring on board (a) Any ship within the jurisdiction of a harbour master or Queen's harbour master appointed,
or required to be appointed
(b) Any ship carrying passengers to or from a port in the United Kingdom
must be reported to the MAIB under the Regulations.
4.
Accidents involving shore-based workers while a ship is in port or in a shipyard within the
United Kingdom should be reported by the person's employer to the Health and Safety Executive.
No report to the MAIB is required.
5.
Accidents involving divers whilst diving are not covered by the Regulations. Any such incident
should be reported to the British Sub Aqua Club. No report to the MAIB is required.
ANNEX B
ACCIDENTS AND MAJOR & SERIOUS INJURIES
1.
Accident means any occurrence on board a ship or involving a ship whereby (a) there is loss of life or major injury to any person on board, or any person is lost or falls
overboard from, the ship or one of its ship's boats;
(b) a ship (i) causes any loss of life, major injury or material damage;
(ii) is lost or presumed to be lost;
(iii) is abandoned;
(iv) is materially damaged by fire, explosion, weather or other cause;
(v) grounds;
(vi) is in collision;
(vii) is disabled; or
(viii) causes significant harm to the environment.
(c) any of the following occur (i) a collapse or bursting of any pressure vessel, pipeline or valve;
(ii) a collapse or failure of any lifting equipment, access equipment, hatch-cover, staging or
boatswains chair or any associated load-bearing parts;
(iii) a collapse of cargo, unintended movement of cargo or ballast sufficient to cause a list,
or loss of cargo overboard;
(iv) a snagging of fishing gear which results in the vessel heeling to a dangerous angle;
(v) a contact by a person with loose asbestos fibre except when full protective clothing is
worn; or
(vi) an escape of any harmful substance or agent,
if the occurrence, taking into account its circumstances, might have been liable to cause
serious injury or to cause damage to the health of any person.
The terms disabled and grounds are separately defined.
2.
3.
Serious injury means any injury, other than a major injury, to a person employed or carried in a
ship which occurs on board or during access which results in incapacity for more than three
consecutive days excluding the day of the accident or as a result of which the person concerned
is put ashore and the ship sails without that person, unless the incapacity is known or advised to
be of three consecutive days or less, excluding the day of the accident.
ANNEX C
REPORTING PROCEDURES
1.
Summary (Regulation 5)
INCIDENT
INITIAL REQUIREMENT
FOLLOW-UP PROCEDURE
Accident
(includes Major Injury)
No requirement
On board examination of the
circumstances of the serious
injury required.
Hazardous Incident
(non-specified)
No requirement
10
2.
3.
(2) Follow-up accident reports and initial reports of serious injuries should include the above
information as well as the conclusions of any on-board examination covering the cause, how
a future similar incident might be avoided, and what action has been taken or recommended.
The MAIBs Incident Reporting Form (IRF) provides a convenient format for reports but
plain narrative giving the above information may be used if the form is not available. As full
an account as possible should be given whether or not the form is used; the list of items
above is not intended to be limiting and any matter should be included which will help to
make the circumstances clear or to show how similar incidents may be prevented. Sketches,
plans and photographs of the damaged areas, taken both before and after the event, are often
helpful and may be attached to the report.
(3) The reports in (2) should be signed by the master, skipper or the owners representative, and
by the ships safety officer if one is carried.
4.
11
MSN-1768
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2:13 am
Page 1
Summary
This Notice sets out the minimum requirements for medical stores for UK ships under the above
Regulations. Basic statutory requirements (deriving from EC directive 92/29/EEC) remain as in the
previous Notice (MSN 1726) but where appropriate the recommended treatments and specific
medicines have been updated. It covers:
The definitions of categories of vessel for the purposes of the Regulations
Medical stores required and recommended additional equipment.. Annex 1
Additional requirements for passenger vessels - Doctors Bag
.. Annex 2
.. Annex 3
. Annex 4
. Annex 5
. Annex 6
.. Annex 7
. Annex 8
. Annex 9
MSN-1768
28/8/03
2:13 am
Page 2
1.0 REGULATIONS
1.1 The United Kingdom implemented the
requirements of Council Directive 92/29/EEC,
which sets out the minimum standards for
ships medical stores, by introducing the
Merchant Shipping and Fishing Vessel
(Medical Stores) Regulations 1995, as amended
by the Merchant Shipping and Fishing Vessel
(Medical Stores) (Amendment) Regulations
1996 (referred to as the Regulations). This
Notice provides details of the required
medical stores.
warships
MSN-1768
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2:13 am
Page 3
Annex 2
Additional
requirements
passenger ships Doctors Bag
for
Annex 3
Annex 4
CARRYING
OWNER,
MSN-1768
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2:13 am
Page 4
(a)
2
Statutory Treatment Requirements
3
Recommended Medicine and Dosage
Strength Representing best practice.
5*
10*
4
Recommended quantity for 10
workers
A
B
C
Is the reference number in EC Directive 92/29. This is included for identification of treatments when seeking or receiving radio medical advice
from any European Community Member State.
Is the statutorily required treatment which must be available to comply with the Regulations.
Is the recommended medicine and dosage strength which MCA considers best complies with the statutorily required treatment. Owners and
operators may substitute exact equivalents on the advice of a qualified medical practitioner or pharmacist, provided they are satisfied that an
equivalent level of treatment is assured.
Is the recommended quantity of medicine / equipment which MCA considers sufficient to provide treatment for 10 workers or for the crew of
a lifeboat or life-raft.
Recommended quantities (Column 4) will not always reflect standard packs. In this case the recommendation is for the nearest available
dispensing sales pack above the minimum recommended quantity. This will ensure the patient information leaflet is enclosed.
1. Cardio Vascular
1
Ref. No.
Column 4
Column 2
Column 3
Column 1
Owners and operators may, on the advice of a qualified medical practitioner or pharmacist, determine whether any additional or different quantities, products
or equipment are required, taking into account the factors identified below and any other relevant consideration: the nature of the voyage and in particular
ports of call, nature of the cargo, destination, number of crew, duration of voyage and type of work to be carried out during the voyage. For example, antimalarial drugs may be appropriate if a ship is operating in tropical areas. (see MGN 257 (M) for guidance on immunisations and anti-malaria medication).
2:13 am
For any items marked* the specified quantity is considered sufficient regardless of crew size.
28/8/03
ANNEX 1
MSN-1768
Page 5
(d)
(a)
Cimetidine 400mg tablets
Proprietary Antacid of choice
i) 40mg tablets
ii) 10mg in 1ml inj. (2ml ampoule)
Frusemide / Furosemide
Anti-hypertensive
Diuretics
(c)
3
Recommended Medicine and Dosage
Strength Representing best practice.
As reqd
60
As reqd
1*
2*
28
1*
28*
-
1 unit
1*
28*
2
1 unit
1 unit
4
Recommended quantity for 10
workers
A
B
C
2:13 am
(e)
Anti-angina preparations
2
Statutory Treatment Requirements
28/8/03
(b)
1
Ref. No.
MSN-1768
Page 6
Lubricant laxatives
Anti-diarrhoeals
Intestinal antiseptics
Haemorrhoid preparations
(c)
(d)
(e)
(f)
(a)
Anti-emetics
60
50
100
10
50
As reqd
Use 7(b)
7(a)ii
7(e)
30
100
As reqd
Use 7(b)
7(a)ii
7(e)
30
12
60
60
50*
60
10*
or Cinnarizine 15mg
50*
50
50
30
60
60
4
Recommended quantity for 10
workers
A
B
C
3
Recommended Medicine and Dosage
Strength Representing best practice.
2:13 am
(b)
2
Statutory Treatment Requirements
28/8/03
1
Ref. No.
MSN-1768
Page 7
Spasmolytics
(c)
8
Seasickness remedies
Anti-epileptics
(c)
(d)
(a)
H1 Anti-histamines
Neuroleptics
Anxiolitics
(b)
(a)
30*
Use 2b(iii)
28*
30*
Use 2b(iii)
28*
28*
5*
56
5*
56
10
10
10
10
28
28
Use 2b(iii)
4
Recommended quantity for 10
workers
A
B
C
3
Recommended Medicine and Dosage
Strength Representing best practice.
2:13 am
4. Nervous system
Powerful analgesics
2
Statutory Treatment Requirements
28/8/03
(b)
1
Ref. No.
MSN-1768
Page 8
9
Anti-tussives
Medicines used for colds and sinusitis
(c)
Bronchospasm preparations
(b)
(a)
6. Respiratory System
Use 3a(i)
As reqd
As reqd
As reqd
28
Use 3a(i)
As reqd
28
4
Recommended quantity for 10
workers
A
B
C
3
Recommended Medicine and Dosage
Strength Representing best practice.
2:13 am
(b)
2
Statutory Treatment Requirements
28/8/03
1
Ref. No.
MSN-1768
Page 9
10
Anti-bacterial /
Urinary antiseptics
Anti-parasitics
Intestinal anti-infectives
(d)
(e)
(f)
Antibiotics
20
28
5*
1*
21
10
6*
14
Metronidazole suppositories 1g
20
10
1*
21
6*
14
28
10
4
Recommended quantity for 10
workers
A
B
C
3
Recommended Medicine and Dosage
Strength Representing best practice.
2:13 am
(b)
(c)
(a)
2
Statutory Treatment Requirements
28/8/03
7. Anti-infection
1
Ref. No.
MSN-1768
Page 10
3
Recommended Medicine and Dosage
Strength Representing best practice.
(a)
11
2
-
Burn preparations
1
1
2
2
As reqd
1* bottle
or 1 pack
wipes
1 Box
(16-20)
2
As reqd
Antibiotic ointments
1* bottle
or 1 pack
wipes
1 Box
(16-20)
Antiseptic solutions
Skin Medicines
WHO Generic
Formula
As reqd
1* bottle
or 1 pack
wipes
4
Recommended quantity for 10
workers
A
B
C
2:13 am
2
Statutory Treatment Requirements
28/8/03
1
Ref. No.
MSN-1768
Page 11
12
(c)
- Anaesthetic drops
- Hypotonic drops
- Diagnostic drops
- Anti-inflammatory drops
1*
20
20
20
20
20
1*
Chloramphenicol 1% 4g tube
1*
- Antibiotic drops
- Antibiotic ointment
2*
1*
20
20
20
20
20
4
Recommended quantity for 10
workers
A
B
C
3
Recommended Medicine and Dosage
Strength Representing best practice.
2:13 am
Eye Medicines
2
Statutory Treatment Requirements
28/8/03
(b)
1
Ref. No.
MSN-1768
Page 12
(e)
1
1*
Lignocaine / Lidocaine
1*
13
1*
1*
4
Recommended quantity for 10
workers
A
B
C
Local anaesthetics
3
Recommended Medicine and Dosage
Strength Representing best practice.
2:13 am
(d)
2
Statutory Treatment Requirements
28/8/03
1
Ref. No.
MSN-1768
Page 13
14
1
1
1
1
Quantity
B
1
-
2:13 am
1. Resuscitation Equipment
Recommended Specification
28/8/03
Statutory Requirements
MEDICAL EQUIPMENT
MSN-1768
Page 14
15
5
Disposable razors
1 pack
10
Needle forceps
Haemostatic clamps
e.g. Mulistix
toothed
Dissecting forceps
1
1
Scissors
2
1
e.g. 10 blades
Disposable scalpels
3. Instruments
40
10
Adhesive sutures
5
5
4
40
Assorted sterile
Adhesive dressings
25prs
Disposable gloves
10
1
1
10
3
3
2
40
25prs
Quantity
B
1
2
2
1
20
5prs
C
1
2:13 am
A
4
Recommended Specification
28/8/03
Statutory Requirements
MSN-1768
Page 15
Specimen jars
16
2ml, 5ml, 10ml
(21G) 0.8mm and (25G) 0.5mm
1 litre size
1) Foley type 16 Charriere guage, 5 ml balloon
(short / medium term use in adults)
2) Nelaton size 16 Charriere guage (with no balloon)
3) Penile sheath set
Disposable syringes
Catheter
Icebag
1
1
1
1
15
5 of each
30
10 of each
Use 5 (1)
Bedpan
Bladder drainage
Disposable
3
1
Aneroid sphygmomanometer
C
2:13 am
Stethoscope
1 pad
When women on board
Quantity
B
1 pad
28/8/03
Temperature charts
Recommended Specification
A
1 pad
Statutory Requirements
MSN-1768
Page 16
17
1
1
6
Lotion bowl (size at least 200mm x 90mm, stainless steel or sterilisable plastic, to be marked "medical")
100
5prs
Liquid insecticide
Powder insecticide
1
Set of four (half leg, full leg, half arm and full arm)
5prs
100
Quantity
Quantity
B
2:13 am
Recommended Specification
28/8/03
Statutory Requirements
MSN-1768
Page 17
1
-
Nail brush
Stretcher equipment (A system for trauma management, i.e. immobilisation and stretcher equipment most suited
18
(To be kept in heavy gauge polythene bag, and labelled "to be used only for the treatment of." Insert the
name of the seafarer going ashore for emergency treatment).
10
Kit for protection against blood transmitted diseases (to be carried in all vessels trading in malarial areas
where medical facilities are limited and emergency shore based treatment is necessary)
1pr
2) Filling paste inserter (for inserting filling paste into the tooth)
1 Set of
all items
C
2:13 am
Quantity
B
28/8/03
MSN-1768
Page 18
MSN-1768
28/8/03
2:13 am
Page 19
ANNEX 2
A Doctors Bag is required for seagoing ships where there is no qualified medical practitioner
among the crew, and the vessel carries more than 12 passengers. (Class VI and VI(A) vessels are
excluded from this requirement).
2.
All the medicines and equipment in this list should be kept in a Doctors Bag or case. The case
should be locked and kept in a locked cabinet and the keys held by the Master or someone
nominated by him. The Doctors Bag should be clearly labelled as follows :
" The medicines in this case are only to be used by a qualified medical practitioner, registered general nurse,
qualified paramedic, or someone under the direct supervision of a medical practitioner on board the ship"
3.
Except where indicated the items listed in this Annex are additional to those which the vessel may
be required to carry as set out in Annex 1 of this Notice. Where an injection is specified, a prefilled
syringe is acceptable.
4.
The obtaining, use and disposal of morphine from this case should be recorded in the ships
Controlled Drugs Register. (See Annex 9)
5.
A doctor or other authorised person using the Doctors Bag should be made aware that radio
medical advice may be obtained and if necessary medical evacuation arranged, by contacting
HM Coastguard.
Item
Ordering Size
Quantity Required
Adrenaline / Epinephrine
Adrenaline tartrate injection (1 in 1,000)
1.0mg in 1ml
1ml ampoule
Aminophylline
Aminophylline injection 25mg in 1ml
10ml ampoule
Aspirin
Dispersible aspirin 300 mg
300mg tablets
50
600micrograms /
ml 1ml ampoule
100 micrograms/
200 metered doses
1g injection vial
for reconstitution
25mg in 1ml
ampoule
Atropine
Atropine sulphate
Beclomethasone Diproponate
Beclomethasone diproponate
+ SPACER
Injection 50mg in
1ml ampoule
Cyclizine
Cyclizine lactate
19
MSN-1768
28/8/03
2:13 am
Page 20
Item
Ordering Size
Quantity Required
Diazepam
Diazemuls injection 5mg in 1ml
2ml ampoule
Frusemide / Furosemide
Frusemide injection 10mg in 1ml
2ml ampoule
Glucagon
Glucagon injection 1mg with diluent
1ml pre-filled
syringe
1 ltr
50ml ampoule
100mg vial
Insulin
Insulin injection, soluble, 100 units per ml
10ml vial
Modified Gelatine
Infusion solution (for plasma substitution)
500ml container
Morphine
Morphine sulphate
10mg/ml
1ml ampoule
1 ltr
250mg / 5ml
1 bottle
5mg tablet
28
200 inhalations
Glucose
Glucose intravenous infusion 5%
Glucose 50%
Intravenous injection
Hydrocortisone
Hydrocortisone sodium succinate powder for
constitution with diluent.
20
MSN-1768
28/8/03
2:13 am
Page 21
Item
Ordering Size
Quantity Required
EQUIPMENT
Aneroid sphygmomanometer
Glucose in blood
1) Blood test sticks glucose colomimetric
2) Blood lancets sterile
10
10
Size 1 (Adult sizes
already in ships
medical stores)
1) cannula size
16G (1.7mm
x 45mm)
2) cannula size
18G (1.2 mm
x 45 mm)
Guedel Airway
With valve
and O2 inlet
Pocket mask
Stethoscope
Swabs
Alcohol impregnated swabs, sterile
50
2
2
2
Note:
In addition to the statutory requirements for inclusion in the Doctors Bag as detailed above, the
attention of operators is also drawn to the International Maritime Organizations Circular MSC/
Circ 1042.
This Circular provides advice on medical provisions for ro-ro passenger ships not normally carrying
a medical doctor, and also provides a list of recommended contents for the Doctors Bag.
Copies of Circular MSC/Circ 1042 are available from the International Maritime Organization www.imo.org.
21
MSN-1768
28/8/03
2:13 am
Page 22
ANNEX 3
4 x triangular bandages
6 x medium sterile bandages with unmedicated dressings
2 x large sterile bandages with unmedicated dressings
2 x extra large unmedicated dressings
6 medium safety pins, rustless
20 assorted elastic adhesive dressings medicated
2 x sterile eye pads with attachment
2 x packages containing sterile gauze swabs
5 pairs large size disposable latex-free examination gloves
sterile eye wash in eye wash bottle
The Merchant Shipping and Fishing Vessel (Medical Stores) Regulations 1995 do not apply to vessels
operating on inland waters, as defined in MSN 1758(M). However, the HSE Health and Safety (First
Aid) Regulations 1981 do apply and the HSE Approved Code of Practice for First Aid at Work should
be followed.
22
MSN-1768
28/8/03
2:13 am
Page 23
ANNEX 4
2.
The substances listed below are to be taken into account, in whatever form they are carried on
board, including the form of waste or cargo residues.
-
3.
The quantities of any medicines need to be carried aboard should be based on an estimate of
risks, taking into account such factors as number of crew, length of voyage and risk of
accidental exposure.
Ferries
4.
Whether or not the vessel is required to carry Category A or B stores, ferries or similar vessels
whose operating arrangements do not allow sufficient forewarning of the nature of any dangerous
substances which might be transported on them, must carry at least the antidotes and equipment
listed below :
Antidotes :
- General
- Cardio vascular
- Gastro intestinal system
- Nervous system
- Anti-infective
- For external use
Equipment : for the administration of oxygen.
Where these substances are already included in the ships medical store, separate stocks are not
necessarily required. EC Directive 92/29/EEC provides that on a regular route where the crossing is due
to last less than two hours, the antidotes may be limited to those which have to be administered in cases
of extreme emergency within the period of time not exceeding the normal duration of crossing.
23
MSN-1768
28/8/03
2:13 am
Page 24
ANNEX 5
Vessel Category
Publication
Category A
Category B
Category C
In addition, vessels in all Categories (other than lifeboats and liferafts) should carry a copy of this Notice
or subsequent replacements.
Radio Medical Advice
Radio Medical Advice is available to all ships at sea by contacting HM Coastguard (See MGN 225 (M+F)
for details). Advice is provided by 2 UK designated centres at Aberdeen Royal Infirmary and Queen
Alexandra Hospital, Portsmouth, but initially contact should be made with the Coastguard.
24
MSN-1768
28/8/03
2:13 am
Page 25
ANNEX 6
PREVENTIVE MEASURES
Avoid mosquito bites
1.
Mosquitoes are most active after dusk. Cabin and working accommodation doors, windows and
ventilators should be kept shut. Any mosquitoes found in compartments should be killed using
"knockdown" insecticide spray. If you go on deck or ashore after dusk keep your arms, legs and
feet covered and use insect repellents e.g. containing diethyltoluamide known as DEET, on any
remaining exposed areas. If you have to stay ashore in non-air conditioned accommodation make
sure that the beds have nets, preferably impregnated with permethrin, that they have no tears or
holes and are well tucked in.
Medication
2.
Anti-malarial tablet treatment varies depending on the nature and resistance of local malarial
parasites. You should take the treatment strictly in accordance with the specific instructions for the
medication prescribed. Most deaths occur in those who do not take the tablets for the required
period or in the recommended dosages.
Warning signs
3.
Anyone who develops a fever in a malarial area should obtain medical advice as soon as possible. It
is important to consult a doctor immediately if any feverish illness develops within twelve months
of return from a malarial area. Be sure to let the doctor know that you have been to a country where
malaria is a health risk.
4.
ANYONE WHO HAS BEEN TREATED FOR MALARIA OR SUSPECTED MALARIA MUST
HAVE A MEDICAL EXAMINATION AT THE NEXT PORT OF CALL, ACCOMPANIED BY A
BLOOD SLIDE. SERIOUS CASES NEED URGENT HOSPITALISATON (See Ship Captains
Medical Guide for more details).
KEY POINTS
Travellers to malarial areas must avoid mosquito bites, take anti-malarial medicines and urgently
seek early diagnosis and treatment for any feverish illness.
The key to preventing malaria is avoiding infective mosquito bites by using repellents, covering up
at night and sleeping with bednets if mosquitoes cannot be excluded from the room.
Appropriate anti-malarial medicine is essential when travelling to known malarial areas. Drug
resistance is increasing in many areas so recommended regimens have changed.
Doses and choice of medicine may have to be altered when someone has another illness or is taking
treatment for another medical condition.
Standby treatment may be given to those who will be unable to reach medical services for
extended periods.
No preventive treatment is infallible so all fever and flu like illnesses occurring within a year of
returning from malarial regions need to be urgently investigated with malaria in mind.
Diseases other than malaria can be transmitted by biting insects. Take local advice and observe
recommended precautions.
25
MSN-1768
28/8/03
2:13 am
Page 26
ANNEX 7
26
MSN-1768
28/8/03
2:13 am
Page 27
27
28
Frusemide 40mg tablets
Frusemide 20mg in 2ml
Anti-haemorrhage drug for new born babies
Anti-haemorrhage drug used immediately after delivery of baby or for
bleeding after miscarriage
Phytomenadione (Vit K)
paediactric inj
Ergometrine with Oxytocin
500 micrograms / 5 units
(a)
2. Gastro-intestinal
Anti-acid drug for heartburn, dyspepsia, stomach and duodenal ulcers
Side effects: Tiredness, slow pulse, low blood pressure, heart failure
(e)
(d)
(c)
Side effects: Throbbing headache, flushing, dizziness, faintness, low blood pressure
(b)
Side effects : Anxiety, tremor, high blood pressure, rapid irregular heart beat. Only use in severely ill, collapsed patients with loss of blood pressure /
severe breathing problems.
(a)
1. Cardio-Vascular
Drug
400mg (1 tab)
twice daily
50mg (1 tab)
once daily
1ml (1amp) by IM
inj single dose
0.2ml (1amp) by IM
inj single dose
1-2 sprays
under tongue
0.5 to 1.0ml
by IM inj.
Doses / Route
2:13 am
Ref. No.
28/8/03
The side effects listed are a guide only. This list is not comprehensive. The common or important side effects only are listed. If a drug might be causing a
problem, which is not listed seek Radio Medical Advice.
This table is a brief guide to the drugs detailed in this M Notice and is designed to be used in conjunction with the Ship Captains Medical Guide.
USE OF MEDICINES
MSN-1768
Page 28
Anti-sickness tablet
Anti-sickness drug and anti-histamine useful for severe motion sickness and
for severe allergic reactions
29
Loperamide 2mg tablets
(d)
Control of diarrhoea
Side effects: Stomach pains, nausea, wheeziness. Do not give if patient has stomach / duodenal ulcer or asthma
Ibuprofen 400mg
Side effects : Few at correct dose, very dangerous in overdose & poisonous to liver
(a)
Glycerol Suppository
(c)
Cinnarizine 15mg
Hyoscine Hydrobromide
0.3mg tablets
Promethazine 25 mg injection
400mg (1 tab)
8 hourly
1gm (2 tabs)
4 hourly
1 suppos. inserted
in the rectum
15mg (1 tab)
8 hourly
0.3mg (1 tab) 6
hourly max 3
in 24hrs
25mg (1 amp)
by IM inj
As instructions
with package.
Doses / Route
2:13 am
(b)
Drug
28/8/03
Ref. No.
MSN-1768
Page 29
Drug
Diclofenac 50mg suppository
30
Diazepam / Diazemuls
10mg injection (2mls)
10mg tablets
Chlorpromazine hydrochloride
25mg injection
25mg tablets
(d)
(c)
Side effects : Drowsiness, dry mouth, retention of urine. Acute spasms or twitches. If occur reduce dose or stop treatment.
(b)
Side effects : Drowsiness, light headedness, confusion, headache, respiratory depression. Avoid with strong painkillers.
(a)
4. Nervous system
Side effects : Nausea, vomiting, drowsiness, respitatory depression in overdose or if used inappropriately. Avoid in head, chest injury if possible
(c)
See 2b
25mg by IM
injection, 8 hourly or
25mg tablet
8 hourly
5-10mg by IM
injection 5-10mg
tablet, 4 hourly up to
a maximum of 30mg
per day
30mg (1 tab)
6 hourly
2:13 am
(b)
Doses / Route
28/8/03
Side effects : Stomach pains, nausea, wheeziness. Do not give if patient has stomach / duodenal ulcer or asthma.
Ref. No.
MSN-1768
Page 30
Anti-allergy medication useful in controlling itching rashes and hay fever like
symptoms due to allergy
31
Salbutamol inhaler 100 microg
ram metered dose
Paracetamol
First line antibiotic for serious infections such as cellulitis and meningitis
See 3(c)
Side effects : Few unless patient allergic to Penicillins. Always check before giving if possible
(a)
7. Anti-infection
(c)
Beclomethasone / Beclometasone
100 microgm metered dose
(a)
6. Respiratory system
(b)
Side effects : Drowsiness and slowed reactions (less than older anti-histamines).
600 to 1200 mg by
IM inj, 6 hourly
200 microgms (2
puffs) 3-4 times daily
200 microgms (2
puffs) 3-4 times daily
100mg by IM
injection, 8 hourly
if repeated
10mg once
daily only
Doses / Route
2:13 am
(a)
Drug
28/8/03
Ref. No.
MSN-1768
Page 31
Drug
Ciprofloxacin hydrochloride
500mg tablets
Broad spectrum antibiotic, useful to protect against infection in major wounds
32
Metronidazole 1g suppositories
400mg tablets / 500mg tablets
Used to protect against tetanus in high risk wounds e.g. agricultural injury in
un-vaccinated patients
Side effects : Rare if not had vaccine for more than one year. Not required if vaccinated within ten years.
(f)
(e)
(d)
(c)
Side effects : Nausea, diarrhoea, abdominal pain, rashes, allergic reaction. Care when used in Penicillin allergic patients
Follow instructions
on sachet
1 ampoule by IM inj
0.5ml by IM or deep
subcutaneous inj
250-500mg, 6 hourly
750mg by
IM inj, 8 hourly
2:13 am
Side effects : Nausea, diarrhoea, abdominal pain, rashes, allergic reaction. Care when used in penicillin allergic patients
Doses / Route
28/8/03
Ref. No.
MSN-1768
Page 32
33
Anti-bacterial cream for protection against infection in burns.
Side effects : Encourages spread of infection do not apply to broken skin or rashes due to skin infection e.g. ringworm
Applied to
affected area.
Applied to burn in
burn bag, under
dressing or alone.
Cleaned off at
dressing changes
and re-applied.
Insert 1 pessary
(single dose)
Applied to infected
area twice a day
Applied to infected
area twice a day
Applied to affected
area sparingly, no
more than three
times per day
Follow instructions
on bottle /
packaging
Doses / Route
2:13 am
(a)
Drug
28/8/03
Ref. No.
MSN-1768
Page 33
Drug
Potassium permanganate crystals
10g container / tablets
34
Local anaesthetic drops for eye. Useful for numbing eye before removing
foreign bodies and for acute pain e.g. in arc eye
General purpose antibiotic eye drops for eye infections and protection against
infection after removal of foreign bodies etc.
Drops constrict the pupil, used to treat raised pressure in the eye (glaucoma)
Side effects : Rare if used one off. Care to avoid eye injury whilst numbed
Amethocaine hydrochloride
0.5% eyedrops
(b)
General purpose eye antibiotic use after foreign body / minor injury
and for conjunctivitis
Instill 2 drops
3-6 times per day
2:13 am
Chloramphenical eye
ointment 1%
Wet dressings or .
baths 0.01% solution
Doses / Route
28/8/03
Side effects : Stains skin, irritates mucous membranes. Toxic if used for long periods
Ref. No.
MSN-1768
Page 34
Neomycin/polymixin/
hydrocortisone eardrops 5ml
dropper bottle.
(c)
35
Lignocaine 2% / chlorhexidine
0.25% lubricant gel
Lignocaine hydrochloride 1%
25mg in 5ml injection
(d)
Nasal de-congestant
Instill from
pre-filled syringe
Apply sparingly to
affected tooth as
required by
symptoms
Doses / Route
2:13 am
Drug
28/8/03
Ref. No.
MSN-1768
Page 35
MSN-1768
28/8/03
2:13 am
Page 36
ANNEX 8
From
Vessel Name
(Name of vessel)
Address
Please supply
..
..
(name, strength and quantity of drugs in words and figures)
The above drugs are required for the medical stores of the above vessel in compliance with the
Merchant Shipping (Medical Stores) Regulations 1995.
Signature
Occupation
Date
It is not necessary for the Master or owner to receive personally the controlled drugs from the supplier,
but if the drugs are received by another person the requisition must be endorsed as follows :
..
..
36
MSN-1768
28/8/03
2:13 am
Page 37
ANNEX 9
01/01/03
Suppliers
Name & Address
Amount obtained
10 ampoules
Right of person
to have drug
Amount Supplied
01/02/03
TH Laidlaw
Log book ref. 21
Injured crewman
(fractured
humerus)
2 ampoules
Morphine
sulphate 10mg
in 1ml (in glass
ampoules)
10/02/03
HM Kingston Chemist
24 Elliot Street
Southampton
Qualified retail
pharmacist
8 ampoules
Morphine
sulphate 10 mg
in 1 ml (in glass
ampoules)
37
Corrigendum Summary
Since the publication of the Merchant Shipping Notice MSN 1768 (M+F), issued in August 2003 the
following corrections should be noted ;
Summary
This Merchant Shipping Notice provides background and necessary detail to accompany the
Merchant Shipping (Survey and Certification) (Amendment) Regulations 2000.
The above regulations implement the Protocol of 1988 relating to the International Convention for the
Safety of Life at Sea 1974, which harmonises the periods of validity and intervals between surveys for
the nine main convention certificates. These are listed in the attached Annex.
There is a new provision for a certificate known as the Cargo Ship Safety Certificate which may be
issued as an alternative to the three existing cargo ship safety certificates, namely Cargo Ship Safety
Construction, Cargo Ship Safety Equipment and Cargo Ship Safety Radio.
Background
1.
2.
Survey Types
3.
Initial Survey.
Renewal Survey.
Periodical Survey.
Intermediate Survey.
Annual Survey.
Inspection of the Outside of the Ships
Bottom.
g) Additional Survey.
SCOPE OF SURVEYS
Cargo ships
Passenger ships
4.
(ii)
Relevant UK Legislation
6.
10.
11.
12.
Transitional arrangements
8.
9.
MS 103/001/0214
A or I
A or I
A or I
IBC/BCH
LOADLINE
MARPOL
Annex I
MARPOL
Annex II A
I Intermediate
A or I
IGC/GC
P Periodical
A or I
SAFCON
R Renewal
RADIO
Legend
A or P
SEC
21 24 27
9 12 15
Months 0
Years
PASSENGER
Diagrammatic Arrangement
ANNEX
A Annual
I or A
I or A
I or A
I or A
I or A
P or A
33 36 39
45 48 51
57 60 63
PLEASE NOTE:Where this document provides guidance on the law it should not be regarded as definitive.
The way the law applies to any particular case can vary according to circumstances - for
example, from vessel to vessel and you should consider seeking independent legal advice if
you are unsure of your own legal position.
Summary
This guidance note advises on:
1. Introduction/ Background
1.1 The Alternative Compliance Scheme (ACS) streamlines the survey and certification
process whilst maintaining standards and minimising duplication of effort with classification
societies.
1.2 This scheme delegates all survey work to UKs authorised classification societies. This
allows the MCA to maintain an oversight of the structure of the ship and its management
systems through ACS inspections (for issuance of Certificates of Inspection), ISM audits,
ISPS audits and ILO inspections. All statutory certificates except ISM DOC / SMC and
ISSC (which remains the responsibility of the MCA) are issued by the classification
societies.
2. Eligibility
2.1 The Alternative Compliance Scheme is available to all UK registered vessels other than
passenger ships, which trade internationally and to which the principal maritime
conventions apply.
-1-
2.2 For a vessel to be eligible and to be considered, the following conditions shall apply:
The vessel has not been detained within the previous 36 months.
During any port state control inspection within the previous 12 months no inspection
report shall have recorded more than 5 deficiencies.
The vessel is classed with one of the Classification Societies authorised by the UK viz.
ABS, BV, DNV, GL, LR, NKK and RINA
The owner shall permit access by the MCA to any or all records, files, reports,
documents and certificates held or issued by the ACS classification society the vessel
is classed with.
The owner or operator shall notify the MCA one-month in advance of all in water
surveys or dry docking dates.
Owner / Operator
MCA
Classification Society
New Builds
1
-2-
Sl.
No.
Owner / Operator
MCA
Classification Society
Flag In
1
Issue Instrument of
Appointment (IOA) to the
class surveyors - Survey
Branch.
Issue interim CoI with the
interim SMC Lead
Surveyor
Inform class society about
entry into scheme
Survey Branch.
Sl.
No.
Owner / Operator
MCA
Classification Society
Surveyor
4
Existing ships
1
Generally, the MCA will accept the classification society's approval of recommended
repairs in non-reportable marine incidents. In cases involving reportable marine incidents,
the MCA may take into account the classification societys repair recommendations.
5.2 However, the MCA retains ultimate authority to review and approve temporary repair
proposals in cases in which damage to the vessel involves or is likely to result in a pollution
incident or safety hazard. Generally, the MCA will accept the Classification Societys
approval of recommended permanent repairs when the vessel no longer poses an
immediate pollution or navigation safety threat.
6. Revocation of a CoI and Detentions
6.1 The MCA retains the authority to deny or revoke certification, or to detain participating
vessels based on factors such as:
A detention may result in a vessel being re-examined more frequently by the MCA.
Annex
Table of authorisation for issuing statutory certification.
More Information
UK Ship Register
Maritime and Coastguard Agency
Bay 1/25
Spring Place
105 Commercial Road
Southampton
SO15 1EG
Tel :
Fax :
e-mail:
General Inquiries:
24 Hour Infoline
infoline@mcga.gov.uk
0870 600 6505
MS 094/003/0017
Published:
May 2007
-5-
Summary
This note informs all seafarers of the arrangements for the Delegated Radio Survey Service from
1st April 2005.
Key Points
Selenia Communications (formally Marconi Selenia Communications) have been awarded the
delegated radio survey and inspection contract and will provide a survey service for UK ships in
the UK.
Selenia Communications is the first point of contact for all radio survey work in the UK and abroad.
A dedicated telephone +44(0)1245 275888 and facsimile +44(0)1245 275500 line is provided for all
survey requests.
Surveys for UK vessels abroad will be carried out by Classification Societies generally, with Selenia
Communications carrying out at least a one-in-five survey for these vessels.
1.
INTRODUCTION
1.1
The Department for Transport (Maritime & Coastguard Agency) has appointed Selenia
Communications (formally Marconi Selenia Communications Ltd) to:
i)
Conduct the survey and certification of the radio installations on UK cargo ships in United
Kingdom ports.
ii)
Conduct the survey of the radio installations on UK passenger ships and fishing vessels in
the United Kingdom ports.
iii) Conduct the one-in-five survey on UK cargo ships and passenger ships, re g a rdless
of location.
iv) Conduct the survey and certification of the radio installations on non-UK ships in United
Kingdom ports at the request of the Flag Administration.
v)
Perform general inspections of radio installations on any United Kingdom ship or fishing
vessel in United Kingdom ports.
vi) Assist in Port State Control inspections of foreign ships as required by the local Marine Office.
vii) Survey radio installations of stand-by safety vessels under UK Stand-by Safety Vessels
certification procedures.
1.2
The statutory requirements for the survey of the radio installations on UK ships and fishing
vessels are laid down in the Merchant Shipping (Survey) Regulations 1995 (SI 1995/1210) and
Merchant Shipping (Radio) (Fishing Vessel) Regulations 1999 (SI 1999/3210).
2.
FEES
2.1
3.
CONDUCT OF SURVEYS
General
3.1
Selenia Communications provides a survey service throughout the United Kingdom. A central
administration facility is provided at Selenia Communications in Chelmsford to co-ordinate
booking of surveys, collection of fees and issue of certification.
Their address for correspondence is:
Selenia Communications Ltd
Marine Radio Surveys & Inspections
Marconi House
Chelmsford
Essex
CM1 1PL
3.2
A dedicated telephone +44 (0)1245 275888 and facsimile +44 (0)1245 275500 line is provided for
all survey requests. Surveys will be conducted at mutually convenient times on receipt of an
application for Radio Survey signed by the owner or his representative. In all cases, requests for
survey must be made in good time prior to the date of entry into service of the ship or fishing
vessel or expiry of any certification relating to the radio installations.
Harmonised Survey Regime
3.3
A new Harmonised Survey Regime was implemented by The Merchant Shipping (Survey and
Certification) (Amendment) Regulations 2000 (S.I. 2000/1334). This new regime standardises the
period of validity and intervals between surveys for the nine main Convention certificates,
including radio (except for Passenger Certificates) to five years.
3.4
For radio, a certificate will be issued on a five yearly basis with periodical survey conducted
annually. The certificate may then be endorsed accordingly.
Initial surveys
3.5
An initial survey is regarded to be the first survey conducted on a new built ship or fishing vessel
by any register.
2
3.6
Selenia Communications will perform the initial survey of the radio installations on UK ships or
fishing vessels. If a series of identical ships require initial surveys, Selenia Communications will
perform the first survey. Initial surveys of sister ships may then be undertaken by a Classification
Society at the discretion of Selenia Communications or MCA.
Renewal Surveys
3.7
A renewal survey is a survey other than an initial survey, carried out on a five yearly basis for the
issue of a Cargo Ship Safety Radio Certificate under the Harmonised Survey Regime.
Periodical Surveys
3.8
A periodical survey is a radio survey undertaken annually under the Harmonised Survey Regime
other than a Renewal Survey.
United Kingdom
3.9
In United Kingdom ports, survey of the radio installations on UK ships or fishing vessels will be
performed by Selenia Communications.
3.10
Selenia Communications will undertake the radio survey of a passenger vessel if the ship requires
an annual radio survey within a UK port.
Overseas
3.11
All UK ships should, where possible, arrange for the survey of a radio installation in a port of the
United Kingdom.
3.12
Selenia Communications will undertake the survey for a megayacht, renewal survey of a fishing
vessel and a passenger ship flagging onto the UK register.
3.13
3.14
3.15
The Classification Society should approach Selenia Communications providing details of the
Classification Society Surveyor to be appointed to undertake the survey. Applications should be
made to the Selenia Communications address above.
3.16
However, under the Harmonised Survey Regime, Selenia Communications will undertake one
survey in five for cargo ships and passenger ships, regardless of location.
3.17
In the event that either the Maritime & Coastguard Agency or Selenia Communications perform
the survey, the ship owner will be responsible for meeting the cost of any additional travel and
subsistence over and above that of surveys in the United Kingdom. United Kingdom survey
rates will apply.
Falkland Islands
3.18
When there is sufficient demand from ship owners, a Selenia Communications surveyor will,
on request, visit the FALKLAND ISLANDS for survey purposes. Such visits will usually take
place annually.
4.
CERTIFICATION
Issue
4.1
4.2
For a cargo ship the Cargo Ship Safety Radio Certificate and forward the document to the
owner or his representative for retention on board.
For a passenger ship or fishing vessel, Selenia Communications will forward the relevant
Declaration of Survey to the MCA to support the granting of certification to the ship or
vessel concerned.
4.3
Where it proves impossible to arrange for the survey of the radio installations prior to the expiry
of the Cargo Ship Safety Radio Certificate, the Certificate may be extended on request by the
MCA. Requests for extension must be made in good time prior to the date of expiry and be
supported by the following information:
i)
ii)
iii)
iv)
v)
vi)
vii)
viii)
4.4
Applications should be made in good time in writing to the address at the bottom of this notice.
4.5
If for any reason it is not possible to contact the MCA including use of the MCA 24 Hour
Infoline contact number 0870 600 6505, applications may be made to Consuls or the British High
Commission in Commonwealth countries who are authorised to extend Certificates in cases of
genuine difficulty.
5.
DEFICIENCIES
5.1
5.2
It is the responsibility of the master (or responsible person) to make the necessary
arrangements to correct the deficiency in accordance with the instructions given by the Selenia
Communications surveyor.
5.3
The Selenia Communications surveyor attending a ship is prohibited from becoming personally
involved in any repairs which need to be carried out in connection with that survey. If the master
chooses to use Selenia Communications as his repair agent, arrangements will be made for a
separate engineer to attend the ship. The ship will be re-inspected following the repair by the
original Selenia Communications surveyor or a surveyor other than the engineer who performed
the repair.
5.4
6.
EXEMPTIONS
6.1
6.2
All applications must be supported by detailed reasons why the Regulations should not be
applied in full. The MCA will advise applicants and Selenia Communications of its decision
which is likely to involve conditions. Exemption certificates will only be issued after payment of
a fee to cover administration costs.
Further Information
Further information on the contents of this Notice can be obtained from:
Navigation Safety Branch
Bay 2/29
Maritime and Coastguard Agency
Spring Place
105 Commercial Road
Southampton
SO15 1EG
Telephone: +44 (0) 23 8032 9146
Fax: +44 (0) 23 8032 9204
E-Mail: Navcomms@mcga.gov.uk
General Enquiries: 24 Hour Infoline
infoline@mcga.gov.uk
0870 600 6505
MCA Website Address: Internet: http://www.mcga.gov.uk
File Ref: MNA 161/002/0018
ISO 9001:2000
FS 34835
Published: 05/2005
Crown Copyright 2005
Annex A
Aberdeen
Selenia Communications Limited (Marine Division)
Green Bank Business Centre
Hill View Road
East Tullos
Aberdeen
AB12 3BN
TEL
FAX
Bristol
Selenia Communications Limited (Marine Division)
Broadquay House
Orpen Park
Ash Ridge Road
Almondsbury
Bristol
BS32 4QD
TEL
FAX
Dover
Contact details see Chelmsford.
Falmouth
Selenia Communications Limited (Marine Division)
Unit 7, Waterside House
Falmouth Road
Penryn
Cornwall
TR10 8BD
TEL
FAX
Fraserburgh
Selenia Communications Limited (Marine Division)
7 Balaclava Quay
Fraserburgh
AB43 9EB
TEL
FAX
Greenock
Selenia Communications Limited (Marine Division)
Unit 9
Strathclyde Business Centre
Pottery Street
Greenock
PA15 2UH
TEL
FAX
Hull
Selenia Communications Limited (Marine Division)
Block E4
Chamberlain Business Park
Chamberlain Road
Kingston-upon-Hull
HU8 8HL
TEL
FAX
Kilkeel
Selenia Communications Limited (Marine Division)
28B The Harbour
Kilkeel
Co. Down
BT34 4AX
Northern Ireland
TEL
FAX
Liverpool
Selenia Communications Limited (Marine Division)
Unit 89
Woodside Business Park
Birkenhead
Merseyside
CH41 1EP
TEL
FAX
Looe
Selenia Communications Limited (Marine Division)
The Old Harbour Office
Buller Quay
East Looe
Cornwall
PL13 1DX
TEL
FAX
Lowestoft
Selenia Communications Limited (Marine Division)
Marconi House
9 Battery Green Road
Lowestoft
Suffolk
NR32 1DE
TEL
FAX
Rosyth
Selenia Communications Limited (Marine Division)
Room 32
c/o Forth Ports
Exmouth Building
Ports of Rosyth
Rosyth
KY11 2XP
TEL
FAX
Southampton
Selenia Communications Limited (Marine Division)
Unit 409
Solent Business Centre
Millbrook Road West
Millbrook
Southampton
SO15 0HW
TEL
FAX
10
MGN 286 (M + F)
(CORRIGENDUM)
Delegation of the Radio Survey Service
Notice to all Ship owners, Classification Societies, Builders, Masters, Skippers
and Officers
This corrigendum amends Marine Guidance Note No. 286 and should be read in conjunction
with Merchant Shipping Notice 1751
CORRIGENDUM
Marine Guidance Notice MGN 286 on the delegation of the radio survey service has the
following amendments:
From the 1 August 2005 Selina Communications became Selex Communications.
The e-mail address for requesting radio surveys has changed to
marine-surveys@selex-comms.com .
-1-
Further Information
Further information on the contents of this corrigendum or Marine Guidance Note 286 can be obtained
from:
General Inquiries:
24 Hour Infoline
infoline@mcga.gov.uk
0870 600 6505
MNA 161/002/0018
Published
October 2005
-2-
Annex
Statutory certificates authorised to ACS Classification Societies by MCA
Initial
Full
Term
Short
Term
Exemption
Annual/
Intermedi
ate
F
F
N
F
F
N
F
A
N
A
F
N
F
N
N
N
STATUTORY CERTIFICATE
-6-
Summary
Key Notes:
The purpose of this Merchant Shipping Notice is to alert owners, operators, managers, manning
agents, trade unions and seafarers to the fact that the UK Government has ratified ILO Convention
178 and taken note of the associated Recommendation 185 concerning the inspection of seafarers
working and living conditions.
Ratification took place on 2 July 2003 and provisions become mandatory one year on - from 2 July
2004. ILO 178 Inspections will apply to UK seagoing vessels of 500 gross tonnage and over, including
seagoing tugs.
1
Inspections will be carried out at approximately 2 /2 yearly intervals. Where practicable these may
be arranged before 2 July 2004 to coincide with forthcoming ISM renewals
Introduction / Background
1.1
1.3
1.4
Organisation of Inspections
2.1
2.2
Crew Complaints
4.1
4.2
4.3
2.3
2.4
Scope of Inspections
3.1
Ship Construction
5.1
Inspections
6.1
6.2
6.3
6.4
6.5
6.6
6.7
6.8
7.
Records of Inspections
7.1
7.2
8.
Monitoring
8.1
9.
Further Information
9.1
Inspection Branch
Maritime and Coastguard Agency
Bay 1/01, Spring Place
105 Commercial Road
SO15 1EG
Telephone: 023 8032 9 219
Fax: 023 8032 9 104
E-Mail: PSC_Headquarters@mcga.gov.uk
General enquiries: 24 Hour Info Line
infoline@mcga.gov.uk
0870 600 6505
MCA Website Address: Internet:
http://www.mcga.gov.uk
File Ref: MC 024/007/0051
Published: April 2004
Crown Copyright 2004
ANNEX 2
The Master should arrange for a copy of this form to be posted on the ships notice board for the
information of the seafarers in accordance with Article 9 (1) of ILO Convention 178
REPORT OF INSPECTION OF
Page
of
Masters Copy /
Ships Copy /
MCA Copy
6. IMO No:
4. Type of Ship
7. GT
9. Date of Inspection
5. CallSign:
8. Year of Build
Scope of Inspection
No
Area
Examined
(X)
Conditions
Deficiency
(Y/N)
(If yes see
MSF 1603
Form B)
Minimum age
Articles of Agreement
(Crew Agreements)
Crew Accomodation
Recruitment
Manning
Qualifications
Hours of work
10
Medical examinations
11
12
Medical care
13
14
15
Repatriation
16
Remarks
This report must be retained on board for a period of 3 years and must be made available for consultation by MCA officers at all times
MCA Office Address
Name
(duly authorised inspector (s)
Signature
Telephone +44 (0)
Fax + 44 (0)
Email
mcga.gov.uk
This report has been issued solely for the purpose of informing the master, other seafarers and other port states that an inspection of working and
living conditions has been carried out in accordance with ILO 178 Convention. This report indicates the results of the inspection, which is a sampling
process and cannot be construed as a complete examination of every item or that it conforms compliance with any requirements other than required
by the ILO Convention.
Annex 3
Introduction
This document is primarily intended to provide guidance to surveyors but may be of value to ship
owners, managers, manning agents, masters and crew in providing information on the principles to be
observed and scope of inspections.
ILO Convention 178 and Recommendation 185 requires the UK to maintain a system of inspection of
seafarers working and living conditions.
Requirements apply to UK registered seagoing ships of 500 gt and over, including seagoing tugs but
excluding fishing vessels. (Note - the application of the Convention to Fishing Vessels is subject to
separate consultation).
The MCA will act as the UK central co-ordinating authority for the purposes of ILO 178 and in this respect
may need to advise other public institutions or Government Departments when a complaint has been
received or when an apparent breach of non - Merchant Shipping legislation is discovered. MCA will be
responsible for enforcement of Merchant Shipping legislation but does not have the authority for
enforcement for other national legislation. Responsibility for enforcement remains with the appropriate
authority and MCA will only act as informant or in a liaison capacity.
The Convention requires that ships be inspected at intervals not exceeding 3 years. It also requires ships
to be inspected if a complaint is received or there is evidence that a ship does not conform to existing
legislation in respect of seafarers working and living conditions. Additionally where substantial changes
in construction or accommodation arrangements occur, the ship should be inspected within 3 months of
such changes taking place.
ILO Recommendation 185 concerning the inspections of seafarers working and living conditions among
other things, recommends that inspectors should alert the central co-ordinating authority, if there are any
deficiencies or abuses not specifically covered by existing legal provisions. In this respect inspectors may
also submit proposals for the improvement of laws and regulations. As the MCA is the co-ordinating
authority, inspectors would if necessary inform the appropriate MCA Headquarters division.
More detailed guidance on working and living conditions is available from other sources such as the
Instructions for the Guidance of Surveyors (Survey of Crew Accommodation in Merchant Ships), various
Statutory Instruments, Marine Guidance Notices and Merchant Shipping Notices. The Manual for PSC
Officers and Inspection and Enforcement Policy also contain relevant guidance but are not available to
anyone outside MCA. Therefore wherever possible cross-references are given to relevant documents and
sections of various manuals which are available in the public domain.
Organisation of Inspections
Wherever possible inspections will be carried out at the same time as Safety Management (ISM) Code
Audits to minimise the inconvenience to ship owners and masters. For ships not covered by the ISM Code
Audits, inspections will be carried out in conjunction with other surveys or other targeted inspections.
Sufficient time should be allowed to carry out the inspection to a level that indicates compliance with the
various aspects. The time spent on the inspection will be non-chargeable unless a revisit is required or the
inspection needs to be carried out overseas at a time other than when other surveys or audits are required.
Inspections should be duly recorded under the appropriate MCA time recording number.
Scope of Inspections
Maintenance and cleanliness of shipboard working and living areas
Minimum Age
Articles of Agreement (Crew Agreements)
Food and Catering
Crew Accommodation
Recruitment
Manning
Qualifications
Hours of Work
Medical Certificates Prevention of Occupational Accidents
Medical Care
Sickness and Injury Benefits
Social Welfare
Repatriation
Terms and Conditions of Employment
Freedom of Association
While the majority of the obligations under the Convention are the responsibility of the MCA to enforce
some obligations will fall in the purview of other government departments. Where cross-departmental
enforcement of these obligations occurs Inspectors should seek to inform the appropriate authority
accordingly.
Records of Inspection
Inspectors should complete an ILO 178 specific inspection report (MSF 1656). If there are ILO related
deficiencies found, inspectors should also complete a general inspection report (MSF 1602/03) according
to standard inspection procedures, using the appropriate codes. The report(s) will then be given to the
Master of the ship. Members of crew must have access to the ILO 178 inspection report. The Inspector
should therefore ensure that a copy of MSF 1656 is posted on the ships notice board by the Master and
that he is informed accordingly. A copy may also be sent to seafarers representative where this is
requested and contact details are provided. A file copy of the ILO 178 inspection report will be retained
in the local marine office.
Inspectors should use discretion to give a warning and advice instead of instituting or recommending
formal proceedings. However if there are grounds to believe that a deficiency constitutes a significant
danger to seafarers health and safety, the ship, subject to a right of appeal, may be detained until
appropriate remedial action has been taken.
Confirmation should be sought from the owners that deficiencies have been rectified.
Fees
As previously stated a fee will be charged only in the case of a re-visit, or if the inspection needs to be
carried out overseas at a time other than when other surveys or audits are required. Ship owners should
be informed that the time required to complete a stand alone ILO inspection will be greater than if carried
out in conjunction with an ISM audit.
Maintenance and cleanliness of shipboard working and living areas
The Inspector should inspect conditions and standards of maintenance of all shipboard working and
living areas. Attention should be given to heating, ventilation, lighting systems and other aspects likely to
affect the safety and health of crewmembers. Where there is reason for example for an Inspector to believe
that products or cargo, provisions, materials and substances used or handled are causing a risk to working
and living conditions then samples may be taken for analysis. Taking samples for analysis is a specialised
activity and should not be carried out by Inspectors. The ships Master or company representative will be
informed before any such action is taken and where appropriate the seafarers or their representatives.
Minimum Age
No person below the age of 16 may be employed in any UK ship. Young persons between the age of 16
and 18 years may be employed subject to the following conditions.
The person is identified on the list of young persons
There are appropriate measures to protect young persons at work including a proper risk
assessment and that the person is fully informed
16-18 year olds may not work at night unless as part of an established training programme
Health monitoring required if person is required to work at night or the risk assessment shows
that the person is at risk
Rest periods of at least 12 consecutive hours in every 24 hr period and 2 days in every week
are provided
Valid medical certificate
10
Crew Accommodation
Crew accommodation should comply with ILO Conventions 92 and 133 and reference should be made to
the crew accommodation Instructions for the Guidance of Surveyors. The crew accommodation should be
so arranged to ensure adequate security, protection against weather and sea and insulation from heat or
cold, undue noise and other air-borne pollution. If a crew accommodation exemption exists it should be
checked to ensure that it is current and has an expiry date. Unlimited exemptions relating to crew
accommodation are no longer valid and should be referred to HQ Seafarers Health and Safety Branch for
appropriate action regarding replacement. Records of when the master last inspected the accommodation
should be kept.
Crew Cabins
Ventilation should maintain a satisfactory air condition.
Heating system shielded if necessary to avoid danger.
Shielded lighting including a reading lamp at the head of each berth.
Watertight integrity at cabin porthole/deadlight
Sufficient floor area
Access to cabins is not direct from other working and store spaces
Berths should be provided with a spring bottom or spring under mattress and a top mattress of
a suitable material, or a suitably resilient mattress fitted on a ventilated base.
F u r n i t u re and fittings in cabins should provide a reasonable level of comfort and
facilitate tidiness.
11
12
Mosquito Protection - if ships are trading to mosquito-infested ports, suitable screening should be
available to be fitted to all doors, ventilators etc capable of being opened.
Offices - in every ship of 3,000 tons or over, two appropriately furnished rooms to be provided solely for
use as offices.
Masters Inspections - weekly and recorded in Official Log Book
Vermin - if there are signs of cockroach or other vermin check to establish control measures in place.
Waste Disposal
If applicable the shipboard incinerator should meet the standard specification developed by IMO. Look
for evidence of maintenance of sewage treatment facilities.
13
Garbage - suitable secure storage arrangements for retention of garbage (this is particularly relevant on
passenger ships). Food Waste - disposal into the sea not less than 12 miles from land or not less than 3
miles if passed through a suitable grinder.
Recruitment
Employment agencies operating in the UK including those recruiting seafarers, are required to meet the
minimum standards of conduct established under the Employment Agencies Act 1973 and associated
regulations. This legislation seeks to protect those using agency services.
Manning
According to Safe Manning Document
Hours of Work
Minimum hours of rest to be not less than 10 hours in any 24 hour period, and 77 hours in any 7 day
period. Daily Minimum Hours of rest may be divided into no more than 2 periods, one of which should
be at least 6 hours in length and the interval between consecutive period of rest is not to exceed 14 hours.
There is no provision for exemptions from the Regulations but exceptions to the hours of rest based on a
collective agreement or a workforce agreement may, subject to certain conditions, be authorised by
the MCA.
A table or schedule of duties setting out the hours of work and rest periods should be posted up and
records of hours of rest maintained for each seafarer serving on the ship.
Guidance on Fatigue Mitigation and Management is contained in IMO Circular MSC 1014, available
under Publications on MCAs web site (www.mcga.gov.uk).
14
In some cases Inspectors may come across a complete lack of records or potentially falsified records.
In such cases it may be useful to refer to the IMO Circular as an aid to understanding and recognising
signs of fatigue amongst crew
Medical Certification All seafarers to have valid medical certificate. Period of validity 2 years unless
young person under 18 in which case it is one year.
15
Injuries resulting from slip, trip and fall accidents continue to be the most common kind of non-fatal major
injury to all workers and evidence should be available to show that all reasonable precautions are taken
to minimise such accidents. For example possible hazards should be conspicuous by means of colouring,
marking or lighting. Walkways on deck should be delineated by painted lines and indicated by signs.
Lifelines should be available to be rigged securely across open decks when rough weather is expected.
Open hatches should be protected by means of a fence.
Personal Protective Equipment (PPE) should be carefully checked to ensure that crew are provided with
suitable gear or clothing according to EN or BS standards, that it is properly maintained and that it is
appropriate to any process or activity involving a reasonably foreseeable risk. Crew must receive adequate
training so that they are aware of the risks against which the PPE is designed to protect them and they
should be able to demonstrate their knowledge on how and when to use it.
An effective safety committee regime on board should encompass these areas. On every ship where more
than 5 workers are employed, there should be a safety officer, a safety representative and a safety
committee. There should be a clear link between ship and shore to ensure health and safety issues arising
are fully considered and that the appropriate rectifying action is taken where required. Minutes of
meetings should provide a reliable source of current issues.
Medical Care
Health surveillance is required where young persons are required to work at night or the risk
assessment shows that the young person is at risk. Also when risk assessments for all persons identify
that:
A particular work activity may cause ill health
An identifiable disease or adverse health conditions is related to the work
Recognised testing methods are available for early detection of an occupational disease
or condition
There is a reasonable likelihood that a disease or condition may occur in relation to particular
working conditions
Surveillance is likely to further the protection of workers health
Medical Care - Other
Medical Stores
Copy of Ship Captains Medical Guide
Validity of Medical certificates
Qualified doctor if there are more than 100 persons on board and ship is on international voyage
of more than 3 days or on a voyage where it is more than one and a half days sailing time from
a port with adequate medical equipment.
Hospital if required - note ships of 500 grt and over carrying a crew of 15 or more and engaged
in a voyage of more than 3 days duration (not coastal voyages) to have separate hospital.
Medical, dental or optical treatment availability
16
17
Inspectors should also be aware of the following points based on advice from the Department of Trade
& Industry and legal advice by DfT lawyers.
There is nothing in the ILO Conventions that compels an employer to bargain collectively.
By tradition industrial relations in the UK are based on voluntary principles.
Article 1(7)(c) of ILO 178 defines the term legal provisions to include collective agreements
upon which the force of law is conferred. In the UK collective agreements are generally
voluntary arrangements entered into between employer and trade union representatives.
Practice in the UK is to incorporate the terms of collective agreements into individual contracts
of employment which are legally enforceable through civil action only. There are no powers
therefore to enforce collective bargaining agreements under this Convention.
Handling of complaints
Where a complaint by one or a number of persons has been made and this has come via a Marine Office
in accordance with advice contained in MSN 1769 or it arises during inspection it should be investigated.
Inspectors should establish that an effort has been made to use the shipboard and company grievance
procedures first where this is in place. If a complaint is received and the ship cannot be inspected at a UK
port within a reasonably short period determined according to the seriousness of the complaint, this
information should be passed to Inspection Branch at Spring Place. Arrangements will be made for an
inspection to be carried out on the MCAs behalf by a reliable authority. Failing that arrangements may
need to be made for a chargeable visit abroad by an MCA surveyor.
Survey Policy
Directorate of Operations
April 2004
18
MGN 70 (M)
Guidelines on the allocation of responsibilities
to seek the successful resolution of stowaway cases
Notice to shipowners, operators, charterers, managers, shipping agents, port authorities,
masters and ships officers
This Guidance Note supersedes Merchant Shipping Notice No 1660
Summary
This note reminds all seafarers of the continuing need for vigilence against stowaways and provides
practical advice on procedures to follow if a stowaway is found on board.
Key Points
Pay particular attention to the need for adequate searches, especially when a hold is to be sealed
and/or fumigated.
STOWAWAYS
IMO GUIDELINES ON THE ALLOCATION OF RESPONSIBILITIES TO SEEK THE SUCCESSFUL
RESOLUTION OF STOWAWAY CASES, ADOPTED BY IMO ON 27 NOVEMBER 1997
1.
Masters, shipowners (including any persons or party acting on behalf of the owner of the vessel),
port authorities, national administrations, and other bodies including security operators all have a
responsibility to cooperate to prevent illegal access to the vessel while it is in port. However, no matter
how effective routine port and ship security is, there will still be occasions when stowaways gain access
to vessels, either secreted in the cargo or by surreptitious boarding.
2.
For the purposes of the Guidelines a stowaway is defined as a person who is secreted on a ship,
or in cargo which is subsequently loaded on the ship, without the consent of the shipowner or the master
or any other responsible person and who is detected on board after the ship has departed from a port,
and is reported as a stowaway by the master to the appropriate authorities.
3.
The resolution of stowaway cases is difficult because of different national legislation in each of
the potentially several countries involved: the country of embarkation, the country of disembarkation, the
flag state of the vessel, the country of apparent, claimed or actual nationality/citizenship of the stowaway,
and countries of transit during repatriation.
4.
There are, however, some basic principles which can be applied generally. These are as follows:
4.1
A recognition that stowaways arriving at or entering a country without the required
documents are, in general, illegal entrants. Decisions on dealing with such situations are the
prerogative of the countries where such arrival or entry occurs.
4.2
Stowaway asylum-seekers should be treated in compliance with international protection
principles as set out in international instruments (the UN Convention relating to the Status of
Refugees of 28 July 1951 and the UN Protocol relating to the Status of Refugees of 31 January
1967) and relevant national legislation.
4.3
The shipowner, and his representative on the spot, the master, as well as port authorities
and national administrations should co-operate as far as possible in dealing with stowaway
cases.
4.4
Shipowners, and their representatives on the spot, the masters, as well as port
authorities and national administrations should have security arrangements in place which, as far
as practicable, will prevent intending stowaways from getting aboard a ship or, if this fails, will
detect them before a ship arrives in port. Where national legislation permits, national authorities
should consider prosecution of stowaways for trespassing upon or damaging the property of the
shipping company, or the cargo.
4.5
Countries should admit returned stowaways with full nationality/ citizenship status of that
country or a right of residence.
4.6
The country of the original port of embarkation of a stowaway should normally accept the
return of such a stowaway for examination pending final case disposition.
4.7
Every effort should be made to avoid situations where a stowaway has to be detained on
board a ship indefinitely. In this regard countries should co-operate with the shipowner in
arranging the return of a stowaway to an appropriate country.
4.8
Stowaway incidents should be dealt with humanely by all parties involved. Due
consideration must always be given to the operational safety of the ship and the well-being of the
stowaway.
5.
As a first step in addressing the issue, a framework of the various responsibilities, rights and
liabilities of the parties involved needs to be identified and agreed. The following allocation of
responsibility is suggested:
5.1
The master
5.1.1 to make every effort to determine immediately the port of embarkation of the
stowaway
5.1.2 to make every effort to establish the identity, including the nationality/ citizenship
of the stowaway
5.1.3 to prepare a statement containing all information relevant to the stowaway, in
accordance with information specified in the standard document annexed to these
Guidelines, for presentation to the appropriate authorities
5.1.4 to notify the existence of a stowaway and any relevant details to his shipowner
and appropriate authorities at the port of embarkation, the next port of call and the flag
state
5.1.5 not to depart from his planned voyage to seek the disembarkation of a stowaway
to any country unless repatriation has been arranged with sufficient documentation and
permission for disembarkation, or unless there are extenuating security or compassionate
reasons
5.1.6 to ensure that the stowaway is presented to appropriate authorities at the next
port of call in accordance with their requirements
5.1.7 to take appropriate measures to ensure the security, general health, welfare and
safety of the stowaway until disembarkation.
5.2
5.3
Country of First Scheduled Port of Call after Discovery of the Stowaway (Port of
Disembarkation)
5.3.1 to accept the stowaway for examination in accordance with the national laws of
that country and, where the competent national authority considers that it would facilitate
matters, to allow the shipowner and his named representative and the competent or
appointed P&I Club correspondent to have access to the stowaway
5.3.2 to consider allowing disembarkation and provide, as necessary and in
accordance with national law, secure accommodation which may be at the expense of
the shipowner or agents where:
.1
.2
national authorities are satisfied that arrangements have been made and
will be effected for the early return or repatriation of the stowaway by other
means (which may be at the expense of the shipowner or agents) or
.3
The Country of the Original Port of Embarkation of the Stowaway (i.e. the Country where
the stowaway first boarded the ship)
5.4.1 to accept any returned stowaway having nationality/citizenship or right of
residence
5.4.2 to accept, in normal circumstances, a stowaway back for examination where the
port of embarkation is identified to the satisfaction of the authorities of the receiving
country
5.4.3 to apprehend and detain the stowaway, where permitted by national legislation, if
the stowaway is discovered before sailing, either on the vessel or in cargo due to be
loaded; to refer the intended stowaway to local authorities for prosecution, and/or, where
applicable, to the immigration authorities for examination and possible removal; no
charge to be imposed on the shipowner in respect of detention or removal costs and no
penalty to be imposed
5.4.4 to apprehend and detain the stowaway, where permitted by national legislation, if
the stowaway is discovered while the vessel is still in the territorial waters of the country
of embarkation, or in another port in the same country, (not having called at a port in
another country in the meantime) no charge to be imposed on the shipowner in respect of
detention or removal costs and no penalty to be imposed.
5.5
5.6
5.7
APPENDIX
STOWAWAY DETAILS
SHIP DETAILS
Name of Ship
IMO Number
Flag
Company
Company address
Agent in next port
Agent address
IRCS
Inmarsat Number
Port of registry
Name of Master
Photograph of Stowaway
STOWAWAY DETAILS
Date/time found on board
Place of boarding
Country of boarding
Time spent in country of boarding
Date/time of boarding
Intended port of destination
Intended final destination (if different)
Stated reasons for boarding the ship
Surname
Given name
Name by which known
Religion
Gender
Date of birth
Place of birth
Claimed nationality
ID document type
Passport number
When issued
Where issued
Date of expiry
Issued by
ID Card number
When issued
Where issued
Date of expiry
Issued by
Seamans book number
When issued
Where issued
Date of expiry
Issued by
Written
Other languages
Spoken
Read
Written
Marital status
Name of spouse
Nationality of spouse
Address of spouse
Names of parents
Nationality of parents
Address of parents
OTHER DETAILS
Method of boarding, including other persons involved (e.g. crew, port workers etc.), and whether they
were secretaed in cargo/container or hidden in the vessel:
Was the stowaway assisted in boarding the vessel, or assisted by any member of the crew? If so, was
any payment made for this assistance?
Other information (e.g. names and addresses of colleagues, community leader e.g. mayor, tribal chief,
contacts in other parts of the world
Statement made by master (including any observations on the credibility of the information provided by
the stowaway
Date of interview
Stowaways signature
Masters signature
Date
Date
mntb
merchant navy training board
November 2006
Contents
Introduction ................................................................................................................1
Section 1 .....................................................................................................................3
mntb approved training programmes - overview ................................................................... 3
Main elements .................................................................................................................................. 3
The main roles and responsibilities of those involved in delivery of approved programmes ............ 4
Section 2 .....................................................................................................................5
Planned training at sea.......................................................................................................... 5
Principles.......................................................................................................................................... 5
MCA Requirements .......................................................................................................................... 6
Training plan .................................................................................................................................... 7
Responsibilities ................................................................................................................................ 7
Appointment to ships........................................................................................................................ 7
Communications...............................................................................................................................7
Support and guidance ...................................................................................................................... 8
Section 3 .....................................................................................................................9
Training aboard ship .............................................................................................................. 9
About qualifications being undertaken................................................................................... 9
NVQs and SVQs.................................................................................................................... 9
FDs and SPDs ..................................................................................................................... 10
About the Training Portfolio/Training Record Book ............................................................. 11
Completing the Training Portfolio/Training Record Book................................................................ 11
Section 4 ...................................................................................................................17
Appointment to ships ........................................................................................................... 17
Introduction .................................................................................................................................... 17
Placement for on-board training ..................................................................................................... 17
Suitability of the training environment............................................................................................. 19
Good practice ................................................................................................................................. 19
APPENDIX A ................................................................................................................................ 20
Section 5 ...................................................................................................................23
Induction .............................................................................................................................. 23
What is induction? .......................................................................................................................... 23
Why is induction necessary?.......................................................................................................... 23
Who needs induction?.................................................................................................................... 24
Company induction......................................................................................................................... 24
College/university induction............................................................................................................ 25
Shipboard induction - when and how? ........................................................................................... 26
Shipboard induction - whose responsibility? .................................................................................. 26
-i-
Introduction
Planned training at sea during periods of sea going service required for watchkeeping officer certificates of competency are of prime importance in the
development of the skills, knowledge and experience needed by todays officers and
ratings and must be seen as an integral part of the overall programme of training.
This guide explains the basic principles and general arrangements that need to be
followed in the interests of assuring the quality and effectiveness of the training and
complying with MCA requirements.
Most trainees will be enrolled on courses at a nautical college and/or university that
lead to a nationally recognised educational qualification. These include Foundation
Degrees (FD) or Scottish Professional Diplomas (SPD), Honours Degrees, Higher
National Diplomas (HND), National Vocational Qualifications (NVQ) or Scottish
Vocational Qualifications (SVQ), or they could be following a course designed for
post-graduate entrants. This means that the content and duration of the shore-based
learning and its timing within the overall programme will vary according to the
particular course being undertaken. Although there is a range of different
qualifications, the core knowledge required for MCA certification and the
requirements for planned training aboard ship are the same for all.
-1-
Section 1
mntb approved training programmes - overview
Training programmes developed by the MNTB follow a sandwich pattern with
alternating periods of sea service and college/university-based work. This provides
an integrated and progressive pattern of education, training and practical experience
covering all the requirements for certification.
Main elements
The main elements of each programme are:
-3-
The main roles and responsibilities of those involved in delivery of approved programmes
Company Training
Officer
Master/Chief
Engineer Officer
Shipboard Training
Officer 1
Officer trainee
Overall management of
the training programme,
including liaison between
ships, colleges, the
company and MCA
Organises practical
training at sea for the
duration of each voyage
Ensures in a supervisory
capacity that
requirements for on-board
training are fulfilled and
that the time the officer
trainee spends on board
is as useful as possible in
terms of training and
experience
Issues guidance,
progress reports and
action plans as required
to officer trainees and
shipboard staff
Table 1
1
2
3
May also be referred to as the designated shipboard training officer or designated training officer. The terms are inter-changeable.
FD/SPD: Foundation Degree and Scottish Professional Diploma
N/SVQ: National Vocational Qualification and Scottish Vocational Qualification
-4-
College/
University/Assessment
Centre
Section 2
Planned training at sea
The overall programme of education and training for officer trainees, of which
shipboard training is an integral part, covers all the requirements for certification as
officer of the watch in a logical and progressive sequence of learning at nautical
college/university and aboard ship.
The quality and effectiveness of the shipboard element depends in large measure on
the extent to which it is planned, structured and supervised to make best use of the
time available and to make it as productive and enjoyable as possible. In other
words, successful training is not just a function of time but what is achieved in that
time.
This section sets out the basic principles and describes the general arrangements for
assuring the quality and effectiveness of planned training at sea. Section 3 describes
the arrangements in more detail, including the use of the Training Record Book and
Training Portfolio.
Principles
It is expected that training and experience aboard ship will be:
-
at the beginning of the training programme and at the start of each voyage on
a different ship, officer trainees will be given full information and guidance as
to what is expected of them and how the training programme is to be
organised;
-5-
the Master or Chief Engineer Officer and the designated shipboard training
officer will inspect and endorse the Training Record Books or Training
Portfolios to ensure that the officer trainees maintain them properly as an ongoing record of their practical training;
the Training Record Books and Training Portfolios will be monitored by the
companies and colleges/universities to ensure that they show the progress to
be expected of the officer trainees at the relevant stages of the programme.
MCA Requirements
Planned training: satisfactory completion of planned training at sea, evidenced by a
properly maintained Training Record Book or Training Portfolio, is essential if
candidates for first certificates of competency as officer of the watch are to be eligible
for the minimum period of sea service allowed by the MCA in accordance with the
STCW Convention. Failure to produce this evidence when the candidate makes
application for examination will entail the performance of such additional sea service
as the MCA may direct before admission to the examination is granted.
Watchkeeping duties: the MCA requires all candidates:
.1
for first certificates of competency as officer of the watch to spend at least six
months of their final twelve months qualifying sea service on duties
associated with bridge watchkeeping under the supervision of a certificated
deck officer. These duties may include keeping a look-out on the bridge or
acting as helmsman but should not generally exceed two months out of the
required six months;
.2
Testimonials: The MCA also requires all candidates for first certificates of
competency to produce testimonials covering character, standards of behaviour
including sobriety, experience and ability on board ship and good conduct at sea.
If an endorsement for service on tankers carrying oil, chemicals or liquefied gas is
required at the end of the training programme, reports of such service must be
completed.
The testimonials included in the Training Record Book or Training Portfolio should be
used for the above purposes. Unless there are exceptional circumstances the
Master(s) or Chief Engineers(s), as appropriate for deck and engineer officer trainees
respectively, of the ships in which qualifying sea service has been performed must
sign the required testimonials.
-6-
Training plan
The structure of the training programme should be set out in a written training plan
that clearly expresses for all parties involved the objectives of each stage of training.
The officer trainee, tutors, ships staff and company personnel should be clear about
the competences to be achieved at the end of the programme and how they are to be
achieved through a combination of education, training and practical experience.
The training plan should show the broad content and structure of each stage of the
training and indicate:
The detail of the training plan may be varied during the course of training to meet any
changed circumstances.
Responsibilities
The main responsibility for the safety and well being of those under training, and for
the success of their training, lies with the company or training organisation
sponsoring and managing the training programme. The roles and responsibilities of
other key personnel and organisations are summarised in Table 1 on page 4.
Appointment to ships
Careful consideration needs to be given to appointment of officer trainees to ships.
Guidance can be found in Section 4 on page 17.
Communications
The company training officer plays an essential role in maintaining continuity of
training between the college and sea phases. It is good practice to:
provide the ships to which officer trainees are appointed with good documentary
evidence of achievements to date (e.g. college/university reports of progress).
This helps ship's staff to know "where the officer trainees are at" and avoids them
having unrealistic expectations of officer trainees' ability. Arranging the records
properly also engenders confidence in the ability of officer trainees to organise
themselves and encourages ships' staff to give the officer trainees suitable and,
where appropriate, challenging tasks to the ultimate benefit of their training;
provide guidance notes for Masters, Chief Engineer Officers and designated
Shipboard Training Officers to help assure the quality of the training and assist
them in their role of supervising officer trainee training;
advise Masters and Chief Engineer Officers to set aside appropriate periods
within the normal operational requirements of the ship for completion of the
programme of on-board training.
-7-
proper induction to the industry, to the company and to each ship. Guidance on
effective induction of newcomers, particularly first trippers, can be found in
Section 5 on page 23, along with an induction checklist to assist in the design and
operation of a shipboard induction programme;
planned training aboard ship - each officer trainee must ensure that the Portfolio
is properly maintained (they are briefed on its use during pre-sea training).
Entries in the Training Record Book/Training Portfolio must be endorsed by the
ships staff when the various tasks have been properly carried out;
information and guidance - at the start of their first voyage, and each voyage
thereafter on a different ship, officer trainees must be given full information and
guidance as to what is expected of them during the voyage, how their training on
board is to be organised and who is immediately responsible for it.
reviews of progress - officer trainees need to be fully aware of the progress they
are making and should be given every opportunity to join in decisions about their
future programme:
-
The Master, Chief Engineer Officer and the designated Shipboard Training
Officer must review and comment upon the officer trainees progress on a
regular basis. As training progresses, the information being recorded in the
Portfolio will be a valuable source of information about officer trainees
achievements to date, including their strengths and weaknesses, and any
areas or tasks that need particular attention.
-8-
Section 3
Training aboard ship
This section describes the arrangements for practical training aboard ship, linked to
the achievement of the qualifications that officer trainees will be undertaking as part
of their training programme.
Training aboard ship should be seen as a natural process of achievement and
development of professional competence over time, with emphasis shifting from
basic safety and routine tasks in the initial phase to understudying the work and role
of a certificated officer in the final phase.
All concerned need to understand what is expected at the various stages of training
and avoid unrealistic expectations of what an officer trainee is or should be capable
of doing. It is equally important to recognise that officer trainees are on board to
learn and, especially in the early stages, will need a considerable amount of direction
and support. Any tendency to involve them for long periods on boring, repetitive
tasks, or simply to regard them as another member of the crew, is an utter waste of
everyones time and must be avoided.
Whilst officer trainees will be completing either a Training Record Book or Training
Portfolio, it is important to understand that each is an integral part of the training, they
each require the same degree of rigour and completion, and each is essential for
MCA requirements for the minimum period of sea service in accordance with the
STCW Convention.
standards. Much of the evidence for the qualification arises from demonstrations of
proficiency aboard ship, making them ideally suited as the basis for effective
shipboard training.
The MNTB and the Sea Fish Industry Authority have drawn up the marine N/SVQs.
The Maritime and Coastguard Agency and the government-appointed qualification
authorities in the United Kingdom have approved them. They are administered
through Edexcel and the Scottish Qualifications Authority (SQA), both of which are
approved by the government to offer qualifications and awards.
Each qualification includes a number of units, made up of a number of elements
based on National Occupational Standards, which describe the activities that
individuals have to be able to undertake and the standard of skill, knowledge and
understanding they need to achieve in order to be considered competent. The
quality of performance how well the various activities have to be performed is
described by 'Performance Criteria'. The unit and element titles are used as the
headings for the lists of tasks and activities laid out in the Training Portfolio, which is
issued to officer trainees during the induction or pre-sea course at college (Phase 1).
NVQs and SVQs are first and foremost about what people can do but they go beyond
technical skills to include planning, problem solving, dealing with other people and
with unexpected occurrences (contingencies), and applying relevant knowledge and
understanding to different situations. They complement the formal learning that
takes place in college and provide clear targets for individuals to develop their
abilities and competence.
The MNTB has developed the Merchant Navy FD/SPD Framework in consultation
with employers, trade unions, the Maritime and Coastguard Agency (MCA) and
colleges and Higher Education Institutions (HEIs) with a long history of provision of
education and training in nautical science and marine engineering. Training
programmes incorporating FDs/SPDs have been designed by nautical colleges/
universities in line with the MNTB Framework and approved by the MNTB
accordingly.
Work-based learning aboard ship is a key aspect of FDs/SPDs. The programme of
practical training on board ship is documented in the Training Record Book and
supplemented by work-based learning activities and projects, devised by the
- 10 -
- 11 -
Order of work
Officer trainees must become familiar with each ship and learn the safety systems
within the first few days of joining, so the first priority must be:
For the remainder of each voyage, the tasks in the Training Portfolio/Training Record
Book appropriate to the stage of training should be progressed. Ships staff need to
be aware of what officer trainees have been taught and are capable of doing at each
stage of their training. Officer trainees should not be allocated a random selection of
work for which they may be ill prepared.
In general, the order in which the tasks are undertaken will be influenced by:
-
The above should not be seen as a constraint if opportunities arise for officer trainees
to take part in any activity that is exceptional or occurs infrequently and would
enhance their professional development. Further guidance is given in the Training
Manual for each programme.
review the officer trainees progress on a regular basis. It is suggested that a set
time is agreed each week when the officer trainee prepares and hands in the
Training Portfolio/Training Record Book for inspection. Establishing a routine will
save time and ensure an efficient process;
enter comments in the monthly review of progress before passing the Training
Portfolio/Training Record Book on to the Master or Chief Engineer Officer as
appropriate for comment.
The Master or the Chief Engineer Officer should make monthly entries on progress
as informed by observation, the task summary sheet and the shipboard training
officers comments.
The Company Training Officer and college/universitystaff must monitor the Training
Portfolio/Training Record Book during the second and third college phases to ensure
that officer trainees are making the progress that is to be expected at that stage of
the programme.
- 12 -
Proficient
Competent
- 13 -
Authentication of evidence
Signing off completed tasks in the Portfolio informs a qualified assessor based
ashore that the evidence presented by a candidate is authentic that is, the result of
the candidates own efforts and the result of activities undertaken aboard the ships in
which the candidate has served. For this reason, those who sign off tasks must
ensure that their details and sample signatures or initials are entered in the
appropriate tables in Section 3 of the officer trainees Portfolios as part of the
authentication process. Without this information, it can be difficult for assessors who
are remote from the ship to know that the evidence is genuine. For instance, it can
be particularly difficult to tell if computer generated work is entirely the result of a
candidates own efforts. Authenticating such work on board makes the assessors
task much easier when it is evaluated at a later stage.
Only evidence authenticated or endorsed in this way will be admitted for the
qualification.
- 14 -
- 15 -
Section 4
Appointment to ships
Introduction
The selection of the ships to which officer trainees are appointed to undertake
practical training is of critical importance to:
-
assist the Maritime and Coastguard Agency (MCA) to authorise the use of
ships that are not UK or British registered for training that is supported under
the Support for Maritime Training (SMarT) scheme.
quality of training
(a)
Quality
Generally, the further away a shipboard situation is from the traditional British
environment, the more robust must be the systems for ensuring that officers take
responsibility for supervising training and for providing full and accurate feed back to
the company or sponsoring organisation and to the college at which shore-based
phases of the training programme are undertaken.
Issues that need to be considered include:
-
the knowledge and understanding of the Master and/or Chief Engineer and
the Shipboard Training Officer of the UK officer trainee training programmes
and their specific roles and responsibilities;
(b)
The interests of the officer trainee are paramount. Each prospective new entrant
should be advised during the initial selection interview of the types of ship on which
training may take place and the nationalities of their crews. Having said that, there
can be no hard and fast rules concerning the assignment of officer trainees to
particular ships since creating a good environment relies on a combination of issues,
the impact of which will vary from company to company and ship to ship.
Issues that need to be considered include:
-
On board environment
.1
Where the majority of the ships staff do not have English as a first language,
officer trainees could easily feel socially isolated, especially during a first trip;
.2
The majority of officer trainees who resign do so in the first year of training i.e.
through a dislike of being at sea. Social deprivation on board is a big factor in
addition to the usual problems of homesickness, seasickness, social interaction and so forth. Recognising and helping to overcome these problems is
an important role for the sponsoring organisation in conjunction with the ships
staff, who may need guidance on how to manage the shipboard induction of
new entrants.
.3
Female officer trainees should not, if possible be sent to ships where they will
be the only women on board.
Age/maturity
.4
The age/maturity and the experience of the officer trainees are linked but:
experience has shown that the older entrant (as distinct from the more
experienced officer trainee) is able to cope better with the situation on
board many ships with mixed nationalities and smaller crews;
- 18 -
.5
The attitude and motivation of the officer trainee is important if this is wrong
it can frustrate everything else. Moreover, if two or more officer trainees are
incompatible, they can destroy their own training environment.
Good practice
When considering the use of particular vessels the following points need to be taken
into account:
.1
the age, maturity and experience of the officer trainees concerned, the
number of UK officer trainees on board and nationality of officers.
Consideration should always be given to pairing British officer trainees where
there is a high proportion of officers whose language and culture is not British;
.2
proper induction for officer trainees before they leave for their first ship is as
important as their reception on board. Colleges play an important part in
preparing officer trainees for their first voyage at sea and if working well and
in harmony with the company or sponsoring organisation, they can give officer
trainees the best possible feel for what is to come;
.3
.4
.5
guidance notes for ships Masters and officers help assure the quality of the
training and assist them in their role of supervising officer trainee training;
.6
- 19 -
APPENDIX A
GUIDELINES FOR ASSESSING THE SUITABILTY OF SHIPS FOR ON BOARD TRAINING AS PART OF APPROVED TRAINING
PROGRAMMES FOR DECK AND ENGINEER OFFICER TRAINEES
The following table lists a number of factors that need to be taken into account in assessing the suitability of ships for on board training as part
of MNTB programmes for deck and engineer officer trainees.
It is recognised that each case has to be judged on its merits. The weightings given to the various factors involved will vary according to the
circumstances in each case and it is impossible to generalise. The scoring system below cannot be prescriptive. It is intended to assist the
MCA and the Training Providers concerned to determine the suitability of a ship for on-board training but does not preclude the MCA exercising
its discretion as to whether a particular ship is suitable or not having regard to the best interests of the officer trainees concerned.
A: THE COMPANY AND THE TRAINING PROVIDER
FACTOR
CRITERIA
POINTS
Company
Assessment of company owning/managing the ship
based on MCA professional judgement and knowledge
(taking account of advice form CoS, unions, MNTB as
appropriate)
Training Provider 4
15
- 20 -
15
ALLOCATED
SCORE
CRITERIA
(a) 10 deficiencies or less in last twelve months
10
20
30
(a) English
(c) No English
Proportion of British officers
POINTS
15
(a) 100%
(b) 50%
(c) 0%
15
(a) British
- 21 -
15
ALLOCATED
SCORE
CRITERIA
POINTS
15
(a) No
(b) Yes
15
(a) No
(b) Yes
15
(a) Yes
(b) No
15
(a) Yes
(b) No
15
(a) Yes
(b) No
15
- 22 -
ALLOCATED
SCORE
Section 5
Induction
What is induction?
Induction is the term used to describe any planned procedure used to help a
newcomer settle into a new job and new social environment. It is a practical
technique that can influence and promote a positive attitude to training. It aims to
prevent new staff from becoming disillusioned with life at sea through problems of
adjustment.
Induction is helped if there is good selection in the first place. It is helped if there is
subsequent continuity of employment with the ship or company, but even on its own
it creates a good impression and develops an atmosphere that encourages the
newcomer to think about staying - not leaving!
Shipboard induction usually involves familiarising newcomers with:
safety procedures;
the job and its surroundings;
the people they work with;
the accommodation/living arrangements;
other essential information e.g. special company rules, etc.
Induction should not be confused with on-the-job training or using the MNTB Training
Portfolio/Training Record Book. Both will happen at the same time and are
complementary, but have different aims. Induction is a much broader activity and
involves helping the newcomer adjust to the demands of both a new job and a new
social environment.
The sooner newcomers feel part of the ship's team the quicker they
will become effective members of the crew.
- 23 -
Company induction
The purpose of induction into the company is to engender in the officer trainee a
sense of belonging, while outlining the programme of training with particular
emphasis on company structure, shipboard induction and support for the officer
trainee during the training programme. The following guidance is to assist with
establishing arrangements for company induction:
Timing:
Content:
Venue:
- 24 -
Hotel:
Company offices:
In a nutshell, induction:
shows that the company and the ship's personnel are concerned
about the newcomer
College/university induction
The first college/university phase is often referred to as pre-sea training or an
induction course. As such it covers an outline of the industry and its organisation;
ship familiarisation; survival and safety; accident prevention; practical seamanship;
health and hygiene and further training opportunities. But the induction that a
college/university can provide is only part of the process. A new entrant to the
industry also needs to be introduced into a seafaring career in the operating
- 25 -
environment of a ship. Only the company can shoulder this responsibility, firstly
through company induction and then through shipboard induction. The initiative for
this lies with the company.
- 26 -
- 27 -
No. M.1634
INTRODUCTION
2.1
2.2
2.3
2.5 All
candidates
for
VQs
must
provide
evidence of their ability to actually undertake the
work for which they are seeking a qualification.
This requirement includes evidence of satisfactory
performance in the workplace as well as the
demonstration of the associated underpinning
knowledge.
2.6 The guidelines for the award of VQs state that they
must be capable of being awarded independently of
the mode or duration of any specific learning or
training programme. In practice, most candidates
will undergo some form of training. The advantages
of
VQs
are
that the type of training can be aligned more readily
to
the
particular
abilities
of
candidates, and evidence of levels of competence
achieved outside conventional learning programmes
(i.e. through actual experience in the working
environment)
can
be assessed and counted towards the qualification.
4.1
MSA INVOLVEMENT
3
ANCILLARY CERTIFICATES