Mca Masters Guide 2009 Full

A Master's Guide to the
UK Flag

5 October 2009

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 MANNING AND STCW REQUIREMENTS.............................................................................. 5
1.1 Manning on board.................................................................................................. 5
1.2 United Kingdom Certificates of Equivalent Competency....................................... 5
1.3 Watch Keeping Ratings ......................................................................................... 6
1.4 Medical Certificates ............................................................................................... 6
1.5 UK Discharge Books.............................................................................................. 6
2 HOURS OF WORK AND REST............................................................................................. 6
2.1 Rest........................................................................................................................ 6
2.2 UMS....................................................................................................................... 7
2.3 Hours of Rest Schedule......................................................................................... 7
2.4 Records.................................................................................................................. 7
2.6 Exceptions ............................................................................................................. 8
2.7 Leave ..................................................................................................................... 8
3 CREW AGREEMENTS AND LISTS OF CREW.......................................................................... 9
3.1 Forms..................................................................................................................... 9
ALC(NFD)1(d) ........................................................................................................................... 10
Lists of Crew - Forms ALC 1(a), (b) & (c). .............................................................................. 11
ALC 1(a) .................................................................................................................................... 12
ALC 1(b) .................................................................................................................................... 13
ALC 1(c) .................................................................................................................................... 13
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
14 ALCOHOL................................................................................................................... 32
ANNEX 1 EXAMPLE OF COMPLETED RISK ASSESSMENT FORM.................................................. 33
ANNEX 2 MSF 4605 (RBD 1)................................................................................................. 34
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1 Manning and STCW Requirements

1.1 Manning on board

(See MSN 1767)

1.1.1 All merchant ships on the United Kingdom register over 500 GT must
have a Safe Manning Document issued by the MCA. Safe Manning
Documents are only issued after consultation with the Owner or Manager.
Class and other organisations are not permitted to issue Safe Manning
Documents for United Kingdom ships.

1.1.2 The Safe Manning Document will state the numbers and categories of
officers and crew members that are required to be on board. The crew
numbers on board must never be allowed to go below the minimum stated in
the Certificate.

1.1.3 If due to exceptional circumstances a seafarer has to be removed
from the vessel and a replacement cannot join the ship in time it may be
possible for the vessel to continue to operate, for a limited period, with one
seafarer less than specified on the Safe Manning Document. If a Master plans
to sail a vessel in non compliance with the Safe Manning Document he must
request the MCA to issue an Exemption Certificate; however the Master must
ensure that the remaining crew continue to comply with the Hours of Work
Regulations.

1.2 United Kingdom Certificates of Equivalent Competency

(See MGN 221 & MIN 340)

1.2.1 All officers who do not possess a UK Certificate of Competency must
hold a United Kingdom Certificate of Equivalent Competency issued by the
Maritime and Coastguard Agency.

1.2.2 The Master must ensure that all the officers who require a United
Kingdom Certificate of Equivalent Competency hold one and that they also
hold the original of their national certificate of competency. If an officer does
not hold a United Kingdom Certificate of Equivalent Competency when he
joins then you should check that an application for a Certificate of Equivalent
Competency has been applied for. Applications are usually made by the
owner/manager and if an application has been made a stamped Confirmation
of Receipt of Application from the Maritime and Coastguard Agency will be
available. These are sent to the manager or owner as soon as the application
is received by the Maritime and Coastguard Agency. A copy of the
Confirmation of Receipt of Application should be retained on board until such
time as the officers Certificate of Equivalent Competency arrives on board.
The officer can sail for a maximum period of 3 months without a full Certificate
of Equivalent Competency.

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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 Watch Keeping Ratings

(See MGN 97)

1.3.1 The Safe Manning Document will state the grades of Deck Ratings
required refer to MGN 97 for information as to the training required for the
different grades.

1.3.2 All Deck and Engine Room Ratings assigned to watch keeping duties
must be in possession of Watch Rating Certificates appropriate to their duties.
Watch Rating certificates issued by countries other than the United Kingdom
are quite acceptable in United Kingdom ships provided they are issued by
countries which are parties to the STCW Convention.

1.4 Medical Certificates

(See MSN 1815)

MSN 1815 has a list of countries whose medical certificates are accepted as
equivalent to a UK medical certificate.

1.5 UK Discharge Books

(See MGN 134)

All officers and crew on a UK ships can apply for a UK Discharge Book.
Vessels have had problems with Port State Control where officers and crew
did not hold UK Discharge Books.

2 Hours of Work and Rest

(See MSN 1767)

The applicable United Kingdom regulations are the Merchant Shipping (Hours
of Work) Regulations 2002 (SI 2002 No. 2125)

2.1 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 interval between consecutive periods of rest shall not exceed 14
hours; and

The minimum hours of rest shall not be less than 77 hours in any 7
day period.

2.1.2 Situations when a seafarer is on call but is free to sleep may be
counted as rest, but if at any time the normal period of rest is disturbed by
call-outs to work the Master, or a person authorised by him, has to ensure that
the seafarer is provided with an adequate compensatory period of rest.

2.2 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 Hours of Rest Schedule

2.3.1 Your ship should have an Hours of Rest Schedule. This is a
document, or a computer display, that has been drawn up by the owner or
manager (whoever is responsible for operating the ship) in conjunction with
the Master. It has to show the maximum watch periods and minimum rest
periods to be observed by all crew members.

2.3.1 The operator cannot change this document without consulting with
yourself as Master. The operator has a duty to ensure that sufficient personnel
are provided so that the rest periods can be complied with. The hours of rest
schedule or an accurate print out of it if it is kept as a computer file, must be
posted up in a prominent place on board accessible to all the crew. Port State
Control Officers, and United Kingdom Surveyors, will expect to see this when
they come on board and will record a deficiency if it is not available and
posted up.

2.4 Records

2.4.1 Accurate records of hours of rest should be maintained one copy
should be held by the Master and a copy given to the seafarer.

2.4.2 Any deviations from the hours of rest in the schedule must be
recorded with an explanation of why the deviation occurred. These records
must be available for inspection on board at any time. You can decide where
the deviations are recorded and you can use any method that is effective
provided that the records are available.

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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 Exceptions

2.6.1 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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3 Crew agreements and lists of crew

(See MGN 148)

3.1 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 Lt d,
123 London Road, Sout hampt on, Unit ed 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 75N/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 degr ees Nor t h and Sout h
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)
Unit ed 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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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
Unit ed 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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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 Posting up a crew agreement

Once the crew agreement is opened there is a requirement to post up a copy
of it in a conspicuous place; a sheet (ALC 6) is provided for this purpose with
a second copy of Form ALC1(d) which should be completed and attached to
the right hand side of the copy where it states Attach here the contractual
clauses.

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3.3 Terminating a crew agreement

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:

Form ALC 1 - the cover.
Form ALC(NFD)1(d) - the contractual clauses with any attached wage
scales.
Forms ALC1(a), (b), and (c) - the lists of crew.
The completed Official Log Book, and
Radio log books covering the period of the agreement.

Should be sent to your Customer Service Manager at the MCA.

By signing the crew agreement the crew member is agreeing to be bound by
the 'Code of Conduct for the Merchant Navy'.

4 Official Log Books

Cargo ships only -

4.1 The Merchant Shipping (Official Log Book) Regulations 1981 make it
a requirement for all United Kingdom ships (except fishing vessels, ships less
than 25 tons, and pleasure vessels) to carry and keep an Official Log Book.

4.2 The Official Log Book (OLB) has guidance notes on the front cover
that should be read along with these guidance notes. It is essential that all the
relevant entries are fully completed. For example the absence of proper
entries could prejudice the position of the Master in the event of an accident. It
is an offence to fail to keep the Official Log Book or to make incorrect entries.

Page 1 - Front cover

4.3 The first entries are simply the details of the ship, name, port of
registry, official number, gross tonnage, and net tonnage. The details should
be taken from the ships certificate of registry, noting that the official number is
a unique British ship number; it is NOT the IMO number.

4.4 The second section is for the names of successive Masters of the
ship. The Master opening the Official Log Book should enter his name and
certificate details on the first line, successive Masters should add their details
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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.

Note that the 'superintendent' referred to at the bottom of the page is an
official at the Registry.

Pages 2 to 7 - Record of seamen employed in the ship

4.8 This section records all the crew members. The first column
Reference number in list of crew is for the consecutive number given to each
entry in the crew list (ALC1(a)), which is part of the articles. When each crew
member signs the articles, the number opposite to his entry in the articles is
entered in this first column, his name is in the second column and the capacity
in which employed is in the third. These three parts should be filled in at the
same time that the crew member signs the crew agreement.

4.9 If a crew member leaves the ship and then returns while the log book
is still in use, he should be entered again with his new number from the list of
crew. It may happen that the same crew member will have several entries in
this section of the OLB.

4.10 Column 4 If entry made in narrative section give relevant page.
forms an index. If any entry in respect of a crew member is made in the
narrative section of the log book (pages 40 onwards) then the narrative
section page number is entered at the same time in column 4. If there are a
number of entries then the page number of each is added, separated by a
comma.

An example of the completed section will look like:

Reference
Number in
list of crew

Name of Seaman
(Use capital letters please)
Capacity in
which employed
If entry made in
narrative section
give relevant page
2 SERGIY TANASHCHUK Chief Officer 42
3 ANDRIY GRYPACHOV Second Officer 42, 43, 46

4.11 All entries in this section should be made by the Master.

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Pages 8 and 9 - Births and deaths

4.12 Instructions for completion are at the top of the section. It should be
noted that in the section for births, the signature of the mother is required
while in the section for deaths, the signature of the master AND the signature
of a member of the crew are both required. The crew member may be any
crew member.

4.13 It is essential that the mothers signature is given in the case of a birth
and essential that the entries in respect of deaths are signed by the master
and by a crew member. A failure to sign and witness these entries can
invalidate them and can cause serious legal problems.

4.14 The form MSF 4605 (formerly RBD.1) referred to is available at Annex
2, from the Registry of Shipping and Seamen or any Marine Office.

Pages 10 to 14 - Record of musters, boat drills etc

4.15 This section must be completed at the time of every drill. Attention is
drawn to MGN 71 'Muster, drills, on-board training and instructions and
Decision Support Systems'. This sets out the current requirements for the
frequency of drills and content.

A typical entry will look like:

Date of
muster, drill,
training,
instruction
or
inspection.
Nature of muster drill, training, instruction or
inspection. (including the condition in which
the life-saving and fire appliances were
found), and a record of the occasions on
which the lifeboats were swung out and
lowered
Date of
entry
Signatures of
master and
member of
crew
02/01/05 General alarm sounded, all crew mustered on
Boat Deck for paint locker fire, fire pumps,
breathing apparatus and paint locker sprinkler
tested. Crew mustered for Abandon Ship
stations. Davit launch liferaft training carried out.
All equipment satisfactory

02/01/05 P Hatch
Master

S Tanashchuk
Chief Officer
09/01/05 General alarm sounded Crew mustered for
Abandon Ship stations. Freefall lifeboat launched
and recovered

09/01/05 P Hatch
Master

S Tanashchuk
Chief Officer
11/01/05 Weekly inspection of lifesaving appliances
General alarm tested, freefall lifeboat and rescue
boat engine run.

11/01/05 P Hatch
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
Nature of Inspection, test
drill or check of Steering
Gear
Date of
Entry
Signatures of master and
officer
02/03/05 1700 LT
Riverside Quay
South Shields
Steering gear tested
Satisfactorily in all modes
02/03/05 P Hatch
Master

S Tanashchuk
Chief Officer
15/05/05 1100 LT
5450 N
0100 E
Emergency steering gear
tested, control from steering
gear compartment and
communications all
satisfactory
15/05/05 P Hatch
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
version 3 - 5/10/09 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.


Time and
date of
inspection
Names and
ranks of
persons making
the inspections
Particulars of any
respects in which crew
accommodation, or any
part of it is found not to
comply with the
Regulations
Date of
entry
Signatures of
master and
member of
crew
1700 LT
01/04/06
P Hatch
Master

S Tanashchuk
Chief Officer
Accommodation inspected
all areas satisfactory
01/04/06 P Hatch
Master

S Tanashchuk
Chief Officer
1030 LT
08/04/06
P Hatch
Master

A Grypachov
Second Officer
Crew mess room lighting
defective - repaired
satisfactorily
08/04/06 P Hatch
Master

A Grypachov
Second Officer

Pages 24 to 28 - Record of inspections of food and water

4.24 Guidelines for food hygiene and fresh water systems are contained in
MGN 397.

4.25 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."

4.26 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.

4.27 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
version 3 - 5/10/09 18
provisions, store rooms, galleys etc. with a member of the catering
department during the course of the accommodation inspection.

4.28 Entries in this section must be signed by the Master and by the
member of the crew making the inspection.


Date of
inspection
Names and
ranks of
persons
making the
inspections
Result of inspection of
supplies of food and fresh
water
Date of
entry
Signatures of
persons
making the
inspection
01/01/06 P Hatch
Master

W Academia
Cook
Food and fresh water
satisfactory
01/01/06 P Hatch
Master

W Academia
Cook
08/01/06 P Hatch
Master

W Academia
Cook
Food and fresh water
satisfactory
08/01/06 P Hatch
Master

W Academia
Cook

Page 29 - Load line, depth of loading etc.

4.29 This section is self explanatory. The information must be completed
and the necessary data can be found on the ships load line certificate. The
section should be completed by the Master at the same time as the log book
is opened.

Pages 30 to 39 - Dates of departure from and arrival at each dock

4.30 This section records the date of sailing and the draughts and
freeboards of the ship on departure for each voyage and the dates of arrival at
the next port. It must be completed at departure.

Posting the FRE 13/ MSF 2004 Form

4.31 Column (15) refers to the date and time of posting the notice FRE13/
MSF 2004 which is a copy of the data in this section and which must be
posted up in a conspicuous place accessible to the crew at sailing.

4.32 If the actual mean freeboard is greater than the appropriate salt water
freeboard Columns 8, 9,10,11, 12, 13 & 14 need not be filled in.

4.33 Copies of FRE13/ MSF 2004 are available in MSN 1752 page 75 or
from Marine Offices.

4.34 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
version 3 - 5/10/09 19
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

4.35 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.

4.36 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.

4.37 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
Place of the
occurrence, or
situation by latitude
and longitude at
sea
Date of
entry
Entries required to be made under
Section 77 of the Merchant Shipping
Act 1995
1200 UTC
04/02/06
South Shields 04/02/06 On this day I have opened crew articles
and signed on crew members Nos 1 15
in the List of Crew.
P Hatch Master
S Tanashchuk Chief Officer
version 3 - 5/10/09 20
0900 UTC
05/02/06
South Shields 05/02/06 A Grypachov Second Officer appointed as
Safety Officer. Safety Representative J
Pamis elected
P Hatch Master
1630 LT
15/02/06
Malta 15/02/06 On this day signed off Nos 2, 4 & 10 in list
of crew to proceed on leave
P Hatch Master
0900 LT
06/03/06
Rotterdam 06/02/06 On this day P Hatch was replaced by
G Johnson as Master. All documents
handed over in good order
P Hatch G Johnson
1730 LT
15/04/06
At sea
5510 N
0101 E
15/04/06 Dangerous Space drill carried out. All
equipment satisfactory
G Johnson Master
0642 LT
21/04/06
Kotka 21/04/06 Whilst vessel alongside M.V. Jen IMO No
9122222 suffered engine failure and
contacted port quarter. No damage noted.
IRF form faxed to MAIB
G Johnson Master
1300 LT
28/04/06
Rotterdam 28/04/06 Crew agreement and official log book
closed
G Johnson Master

4.38 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.

4.39 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. GMDSS Log Book

5.1 All UK ships are required to carry a GMDSS log book, see MGN 395,
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:

version 3 - 5/10/09 21
Radio tests required:

Daily

(a) The proper functioning of the DSC facilities shall be tested at least
once each day, without radiation of signals, by use of the means
provided on the equipment.

(b) Batteries providing a source of energy for any part of the radio
installations shall be tested daily, and where necessary, brought up to
the fully charged condition.

(c) Printer(s) shall be checked daily to ensure there is an adequate
supply of paper.

Weekly

(a) The proper operation of the DSC facilities shall be tested at least once
a week by means of a test call when within communication range of a
coast station fitted with DSC equipment. Where a ship has been out
of communication range of a coast station fitted with DSC equipment
for a period of longer than one week, a test call shall be made on the
first opportunity that the ship is within communication range such as a
coast station.

(b) Where the reserve source of energy is not a battery (for example, a
motor generator), the reserve source of energy shall be tested
weekly.

Monthly

(a) Each EPIRB and satellite EPIRB shall be tested at least once a month
to determine its capability to operate properly using the means
provided on the device and without using the satellite system.

(b) Each search and rescue radar transponder shall be checked at least
once a month using the in-built test facility and checked for security
and signs of damage.

(c) A check shall be made at least once a month on the security and
condition of all batteries providing a source of energy for any part of a
radio installation. The battery connections and compartment shall also
be checked.

(d) A check shall be made at least once a month on the conditions of all
aerials and insulators.

(e) Each survival craft two-way VHF equipment shall be tested at least
once a month on a frequency other than 156.8 MHz (VHF Channel
16).
version 3 - 5/10/09 22

6 Health and Safety

6.1 Safety Officials and Committees

(See Code of Safe Working Practices Chapter 3)

6.1.1 Every person on board a ship has a responsibility for safety. Merchant
Shipping regulations places specific responsibilities on those personnel,
"safety officials", with designated duties to ensure the safety of those on the
ship. A ships safety culture is dependent upon the strong support and
encouragement from the ships senior management. In every ship in which
five or more persons are employed the owner or the manager is required to
appoint a Safety Officer.

Safety Officials

6.1.2 The Master is required to record this appointment of a Safety Official
in the official log book. The Safety Officer should have suitable training, be
familiar with the statutory responsibilities for health and safety and with the
principles and practice of risk assessment.

6.1.3 Amongst the duties of the Safety Official it is the responsibility to
ensure that:

The provisions of the Code of Safe Working Practices and the
Companys/Operators occupational health and safety policies are
complied with.
Carry out occupational health and safety inspections of each
accessible part of the ship in which the crew may be required to work
at least once every three months or more frequently if there have been
changes in the working conditions.
Stop any work which he reasonably believes may cause an accident
and inform the Master who shall be responsible for deciding when
work can safely be resumed.
Ensure the minutes of each safety committee meeting are accessible
to all the crew.

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
version 3 - 5/10/09 23
are rules covering the number of representatives that have to be elected
depending on the total crew size. In general:

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:

Participate in any investigations or inspections carried out by the
Safety Official subject to his agreement, or after notification to the
Master, undertake similar investigations or inspections himself,
whether or not they have been carried out by the Safety Officer,
Consult with the Master and Safety Official on behalf of the crew on
matters affecting occupational health and safety of crew members,
Request through the safety committee an investigation by the Safety
Official of any such safety matter,
Inspect any of the records required to be kept by the Safety Official.

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 A Safety Committee has to:

Ensure that the provisions of the Code of Safe Working Practices,
relevant legislation, Marine Guidance Notices and Merchant Shipping
Notices are complied with to improve the standard of safety
consciousness among the crew,
Make representations and recommendations on behalf of the crew to
the Company/Operator on matters relating to occupational health and
safety of the crew,
Ensure the Companys/Operators occupational health and safety
policies are observed and to make recommendations for their
improvement,
version 3 - 5/10/09 24
Inspect any of the records required to be kept by the Safety Official
and ensure that any conclusions reached on matters of safety are
followed up.

6.1.10 There is a legal duty on the company to help the Safety Committee to
work and the company has to:

Provide access to any necessary safety information, documents,
Merchant Shipping Notices, Marine Guidance Notices and relevant
regulations,
Inform the Safety Official, safety representatives and safety committee
of any hazards on board the ship known to them, which may endanger
the ship or her crew,
Permit occupational health and safety inspections of any accessible
part of the ship where crew members may be required to work.

6.2 Masters Responsibility

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 An example of a completed risk assessment is given at Annex 1.

7 Accident Reporting

(See MGN 289)

7.1 While it is appreciated that your Safety Management System has a
procedure covering accidents and injuries on board, there is also a
version 3 - 5/10/09 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 Medical Stores Requirements

8.1 Medical equipment

A full list of medical equipment that must be carried is contained in MSN 1768

8.2 Person in charge of medical care on board ship

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 Surveys and Audits

9.1 Surveys

(See MSN 1751)

Statutory surveys (Loadline, Safety Construction, MARPOL, Safety
Equipment, Safety Radio etc.) should be arranged in plenty of time. Annual
and periodical/ intermediate surveys must be completed within the 6 month
window occurring three months before and after the Anniversary Date of the
certificate. The Anniversary Date is the day and month of the expiry date of
the full term certificate. If a periodical or an annual survey is not carried out
within the window then the certificate must be renewed after a renewal
survey. This takes longer and often costs more than an annual or a periodical
survey. A certificate that has not been validated by an annual or a periodical
survey within the window becomes invalid and the ship risks detention.
Renewal surveys must be carried out in the three month window prior to the
expiry of the certificate.

version 3 - 5/10/09 26
9.2 Authorised Survey Organisations

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 Radio, Safety
Construction, and MARPOL have been fully delegated to your classification
society and can be arranged directly with Class.

9.2.3 Where ships are not classed contact the MCA for surveys.

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 + 44 (0) 2380 329 224.

The MCA will normally authorise Class to carry out the survey however the
MCA will conduct surveys themselves -

in the UK
at 1 survey in 5
where the MCA feel the need to inspect the ship eg. after a detention

9.3 DoC for Dangerous Goods

Annual survey for arrangements for Document of Compliance for Carriage of
Dangerous Goods is considered by the MCA to be included in the Safety
Equipment Survey.

9.4 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.

version 3 - 5/10/09 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 ILO 178 inspections

(see MSN 1769)

9.5.1 The ILO Convention 178 and Recommendation 185 require the MCA
to inspect seafarers working and living conditions within specified time
intervals. The requirements apply to United Kingdom registered sea-going
vessels of 500 gt and over including sea-going tugs.

9.5.2 UK registered vessels will be inspected initially at first ISM audit
(following registration) and at intervals not exceeding 3 years afterwards. This
will usually be carried out during an ISM or ISPS audit to minimise the
inconvenience to ship-owners and Masters or in conjunction with other
surveys where ISM compliance is not covered. The MCA is also required to
investigate 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.

9.5.3 After the inspection the surveyor will issue a Report of Inspection of
Seafarers Working and Living Conditions. The Ships Notice Board Copy
must be posted up in a suitable position in the accommodation where it can
be seen and read by all crew members. The Masters Copy will be left with
the Master. If any deficiencies are found these will be reported to the Master
for rectifying within an agreed time frame.

9.5.4 The ILO 178 inspection will generally cover areas such as:

Standards of maintenance and cleanliness of the ships living and
working areas.
version 3 - 5/10/09 28
Minimum age of seafarers.
Articles of Agreement (crew agreements).
Food, catering and the standards and cleanliness of food and
provisions arrangements.
Crew accommodation arrangements.
Manning, medical examination of seafarers, medical provisions on
board and the qualifications and training of crew members.
Hours of work and rest periods and the records kept.
Arrangements on board for the prevention of occupational accidents
and for reporting and investigation of accidents, and
Articles of Agreement, contracts of employment and/or any collective
bargaining agreements in place relating to the terms and conditions of
employment on board.

10 Stowaways and Refugees

See MGN 70.

11 Continuous Synopsis Record

11.0.1 Every ship is now provided with a document called a Continuous
Synopsis Record (CSR). This is a form of log book that stays with the ship for
its whole life and records all changes of owner, flag, name, Class, ISM etc.
Whenever a change occurs a new section or a new document is issued and
then each has a consecutive number. The numbers should show a complete
record. If a ship is sold this document must stay with the ship.

11.0.2 The Master is responsible for the proper upkeep of the CSR on board
UK ships. When you first receive a new CSR, or first join the ship, you should
check that the details are correct. There is a process for amending details
which you can use and it is important that the details are always correct. Port
State Control will check the CSR as a matter of routine at inspections.

11.1 Making amendments to the CSR

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 3 - 5/10/09 29
11.2 Receiving an amended CSR

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:

Complete a new Amendment Form 2 relating to each outstanding
amendment and attach it to the latest CSR. List the amendments in
the Index of Amendments (Form 3) attached to the latest CSR; and
Forward copies of the original Amendment Form(s) to the Registry of
Shipping and Seamen

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 UK Publications required to be onboard

The following UK publications are required to be carried:

Official Log Book (MCA)
Crew Agreement forms (MCA)
Code of Safe Working Practices (MCA) - The following numbers are
required to be carried:
- 5 crew or less - 1 copy
- More than 5 crew but less than 20 - 4 copies
- More than 20 crew - 6 plus

International Code of Signals (IMO)
Mariners' Handbook (UKHO)
Merchant Shipping Notices, Marine Guidance Notes and Marine
Information Notes (MCA) [Only (M) and (M+F) designated notices are
required for Merchant ships]
Notices to Mariners (UKHO)
Notices to Mariners Annual Summary (UKHO)
Lists of Radio Signals (UKHO)
Lists of Lights (UKHO)
Sailing Directions (UKHO)
Nautical Almanac (UKHO)
Navigational Tables
Tide Tables
Tidal Stream Atlases
version 3 - 5/10/09 30
Operating and Maintenance Instructions for Navigational Aids Carried
by the Ship
Ship Captains Medical Guide (MCA)

13 Cadet Training - Overseeing of NVQ portfolios

(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
version 3 - 5/10/09 31
version 3 - 5/10/09 32
attached to the Cumulative Evidence Summary to explain the level of
competence indicated.

13.7 Masters and Officers need to know that the standards expected of the
candidate (when competence is reached) is that of a person about to take up
the job for which the award is made. Cadets are expected at the end of their
training to be competent to start to undertake the job of watchkeeping officer,
but they will clearly be lacking in experience.

14 Alcohol

14.1 The alcohol limits set out below apply to masters and seamen at all
times. The limits reflect the UK drinking and driving regulations.

(a) In the case of breath, 35 microgrammes of alcohol in 100 millilitres

(b) In the case of blood, 80 millilitres of alcohol in 100 millilitres
Annex 1 Example of Completed Risk Assessment Form

Company Document Cont r ol Number RA02/ Rev12/ 05

DETAILED RISK ASSESSMENT - SPECIMEN

Ship name_________MV Example_________________________________

Record Number_______Example / Risk Assessment / File 01-001____

Current assessment date: 12/ 05 Last assessment date: 12/ 04

Work activity being assessed:
Wor king alof t on t he Main Mast

Section 1
Hazard Analysis of the Intended Work Activity
Hazard
no.
Description of Identified
Hazards
Existing Control Measures to Protect Personnel from Harm
1
Wor king alof t (a) Per mit t o-Wor k issued f or wor k while alof t
(b) Per mit -t o-Wor k pr ocedur e f ollowed
2
Falling of f ladder while
climbing
(a) Use appr opr iat e saf et y har ness
(b) Supply appr opr iat e PPE
(c) Obey guidance f r om local saf et y sign
(d) Endor sement of wor king alof t pr ocedur es and t r aining
3
Falling f r om height s whilst
wor king
(a) Saf et y har ness secur ed
(b) Endor sement of wor king alof t pr ocedur es and t r aining
4
Ships whist le being sounded
whilst alof t
(a) I solat e whist le
(b) Place Man Alof t signs on all whist le cont r ols
5
Being hit by a r ot at ing r adar
aer ial
(a) I solat e r adar t o st op r ot at ion
(b) Place Man Alof t sign on r adar s
6
Radiat ion hazar d f r om r adar
and r adio aer ials
(a) I solat e r adar
(b) I solat e all aer ials
(c) Place appr opr iat e saf et y not ices on mast
7
Elect r ocut ion hazar d (a) I solat e elect r ical equipment as appr opr iat e
(b) Place appr opr iat e saf et y not ices on isolat or s
8
Obj ect f alli ng f r om
alof t / above
(a) Adequat e t r aining of suppor t st af f below
(b) Supply appr opr iat e PPE
9
Weat her and Sea hazar d (a) Ar r ange wor k in daylight condit ions
(b) Ar r ange wor k in dr y condit ions
(c) Ar r ange wor k in calm weat her
(d) Ar r ange wor k t o be car r ied out in por t or calm seas

Section 2
Assessment of Risk Factor
Severity of Harm Hazard
no.
Likelihood of
Harm
Severity of
Harm
Risk
Factor
1
Ver y Unlikely Moder at e Ver y Low Likelihood of
Harm
Slight
Harm
Moderate
Harm
Extreme
Harm
2
Unlikely Moder at e Medium
3
Unlikely Moder at e Medium
Very Unlikely
VERY
LOW
RISK
VERY LOW
RISK
HIGH RISK
4
Ver y Unlikely Slight Ver y Low
5
Unlikely
VERY
LOW
RISK
MEDIUM
RISK
VERY
HIGH RISK 6
7
Likely
LOW
RISK
HIGH RISK
VERY
HIGH RISK 8
Likely Moder at e High
9
Ver y Unlikely Moder at e Ver y Low
Very Likely
LOW
RISK
VERY
HIGH RISK
VERY
HIGH RISK

10
To assess the risk factor arising from the hazard:
1. Select the expression for likelihood which most applies to the hazard;
2. Select the expression for severity of harm which most applies to the hazard;
3. Cross reference using the above table to determine the level of risk.
4. If the Risk Factor is MEDIUM or above (Yellow, Orange or Red) additional control measures should be implemented
and recorded in Section 3.
Section 3
Additional Control Measures to Reduce the Risk of Harm
Hazard no. Further Risk Control Measures Remedial Action Date Review Date
1
2
Can wor k be delayed t o enable ot her means of
access
As of j ob dat e Next annual r eview
3
Can wor k be delayed t o enable ot her means of
access
As of j ob dat e Next annual r eview
4

5

6

7

8
Secur e all t ools appr opr iat ely As of j ob dat e I mmediat e
9
Monit or local condit ions As of j ob dat e Next annual r eview
10

Additional comments:
Remedial act ion will be addr essed at t he next assessment r eview dat e
Assessment review date ____December 2006_________________________________________
version 3 - 5/10/09 33
Annex 2 MSF 4605 (RBD 1)

version 3 - 5/10/09 34

version 3 - 5/10/09 35
MERCHANT SHIPPING NOTICE
MSN 1767 (M)
1
Hours of Work, Safe Manning and Watchkeeping
Revised Provisions from 7 September 2002
Application of the Merchant Shipping (Hours of Work) Regulations 2002 and STCW 95
Notice to Shipowners, Companies, Managers, Masters, Deck and Engineering Officers and all
seafarers on Merchant Ships
With effect from 7 September 2002, this Notice supersedes Merchant Shipping Notice MSN 1682(M)
and should be read in conjunction with Merchant Shipping Notice MSN 1758(M), and Marine
Guidance Notes MGN 50(M), MGN 137(M+F), and MGN 179 (M) (or subsequent amendments)
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
require records of hours of rest to be maintained (suggested pro-formas at Annexes A and B)
provide for inspection and enforcement by the MCA
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
SI 1997/1320, as amended by SIs 1997/1911 and 2000/484
SECTION 1 - HOURS OF WORK
1.0 Introduction
1.1 The Merchant Shipping (Hours of Work)
Regulations 2002, (referred to in Section 1 of
this Notice as the Regulations) which
come into force on 1 September 2002, revoke
Regulations 6 to 10 of the Merchant Shipping
(Safe Manning, Hours of Work and
Watchkeeping) Regulations 1997, as
amended, and replace them with provisions
on hours of work and annual leave which
implement the Annex (the Social Partners
Agreement) to Council Directive
1999/63/EC of 21 June 1999 (the Maritime
Working Time Directive). The requirements
of clause 13 of the Annex, relating to medical
certification, are implemented separately in
the new Merchant Shipping (Medical
Examination) Regulations 2002.
1.2 The Regulations also implement Council
Directive 1999/95/EC concerning inspection
and enforcement and provide for penalties
in the event of non-compliance.
1.3 Regulations 1-5 and 11-18 of the 1997
Regulations remain extant and details of
requirements are given in Sections 2 and 3 of
this Notice.
2.0 Application
2.1 The requirements of the EU Directive apply
to:
seafarers employed or engaged in any
capacity on board every seagoing ship,
whether publicly or privately owned, which
is registered in the territory of any Member
State and is ordinarily engaged in
commercial maritime operations.
For the purposes of these Regulations, the
terms a) seafarer, b) seagoing ship and
c) commercial maritime operations are
considered below, in paragraphs 2.2-2.4.
2.1.1 The requirements of these
Regulations do not apply to seafarers
employed or engaged on fishing
vessels, offshore installations whilst
on their working stations and tugs
which do not ordinarily go beyond
the limits of categorised waters, as
defined in Merchant Shipping Notice
MSN 1758 (M).
2.2 Seafarer
2.2.1 A seafarer is a person employed or
engaged in any capacity on board a
seagoing ship on the business of the
ship. This is taken to mean a person
employed either directly by a
shipping company or through a
manning agency, whose usual place
of work is on board a seagoing ship,
and includes masters, crew members,
resident entertainers and franchise
employees on passenger ships.
Boatmasters licence holders
operating on seagoing passenger
vessels (carrying more than 12
passengers) are also covered.
2.2.2 The Regulations will not be taken to
apply to those whose normal place of
work is ashore but who are working
on a seagoing ship on a temporary or
short term basis eg fitters, guest
lecturers and entertainers, research
scientists, riding crews, trainees and
volunteers on sail training ships who
are not carrying out safety-critical
roles (see para 2.4.2 below), provided
such workers are covered by the
requirements of the Working Time
Regulations 1998
2
2.3 Seagoing Ship
2.3.1 For the purpose of these Regulations
a seagoing ship is one which is
certificated under Merchant Shipping
legislation for navigation at sea.
2.3.2 Vessels certificated under MCA
Codes of Practice in terms of the
Merchant Shipping (Vessels in
Commercial Use for Sport or
Pleasure) Regulations 1998
3
, are
covered by the separate provisions of
those Regulations and the Codes to
which they refer.
2
2
SI 1998/1833
3
SI 1998/2771
3
2.4 Commercial Maritime Operations
2.4.1 All vessels engaged in trade, carrying
cargo or fare-paying passengers are
covered, as are sail training vessels.
Government ships such as those
operated by the Royal Fleet Auxiliary,
which are not ordinarily engaged in
commercial maritime operations, are
not covered by the Regulations.
Sail Training Vessels
2.4.2 - For the purposes of the Regulations,
seafarers on sail training vessels
includes all contracted crew (or those
listed on the Safe Manning
Document, if applicable) and any
person in charge of a navigational or
engineering watch and/or with a
safety-critical role. These seafarers
will sign on the crew agreement.
Volunteers and trainees who have no
safety-critical responsibilities are not
covered by the Regulations.
2.4.3 The Owner/Operator of a sail
training vessel should make a
declaration of the minimum manning
requirement for contract crew, for
approval by the Seafarers Training
and Certification Branch of the MCA
(unless the vessel is already covered
by a Safe Manning Document).
2.5 Definition of Hours of Work
2.5.1 For the purposes of the Regulations,
hours of work are when seafarers are
required to do work on the business
of the ship.
2.5.2 On-Call Time - The Regulations
provide that a seafarer whose normal
period of rest on board ship is
disturbed by a call-out, should have
adequate compensatory rest. This is
intended to cover situations such as
when a seafarer, having set the
alarms in an unattended machinery
space, retires to his bunk but has his
rest disturbed by a call-out to work.
In such circumstances the seafarer is
entitled to compensatory rest to make
up for the rest time lost because he
was called out to work.
3.0 General Duties (Regulation 4)
3.1 The Regulations require that any company
(defined as the owner or any other person or
organisation, such as the manager or
bareboat charterer who has assumed
responsibility for the ship from the owner),
and the master must ensure that seafarers
are provided with at least the minimum
hours of rest. This will include the managers
of franchises, who are responsible for the
personnel working for the franchise, and any
other employer of a seafarer working on
board the vessel.
3.2 It is the responsibility of all seafarers to
ensure that they are properly rested when
they begin duty on a ship and that they
obtain adequate rest when not on duty.
4.0 Minimum Hours of Rest (Regulation 5)
4.1 The hours of rest shall be not less than:
a) 10 hours in any 24-hour period; and
b) 77 hours in any 7-day period.
Note: Hours of rest may be divided into no more
than 2 periods, one of which should be at least 6
hours long, and the interval in between should
not exceed 14 hours.
4.2 It is expected that employers and employees
will reach agreement on the arrangements
for conducting emergency drills such as
musters, fire-fighting and lifeboat drills, in a
way which minimises the disturbance to rest
periods and provides compensatory rest for
seafarers whose normal rest is disturbed by
call-outs for drills.
Exceptions to the Limits on Hours of Rest
(Regulation 6)
4.3 Exceptions to the limits on the hours of rest
may be allowed (Regulation 6) provided that
they are the result of an agreement between
employers and seafarers and have due
regard to the general principles of health and
safety of workers. Agreements can be made
by collective agreement (between the
employer and an independent trade union)
or workforce agreement (Schedule 1 to
the Regulations). Exceptions may take
account of more frequent or longer leave
periods or the granting of compensatory
4
leave for watchkeeping seafarers or seafarers
working on board ships on short voyages.
4.4 A workforce agreement is made with elected
representatives of the workforce in most
cases (see below.) It can apply to the whole
workforce or to a group of workers. To be
valid, a workforce agreement must :
- 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:
- by all the representatives of the
members of the workforce or group of
workers; or,
- if there are 20 or fewer employed by a
company, either by all representatives of
a workforce or by a majority of the
workforce
- have effect for a specified period of no
more than five years.
4.5 Applications for authorisation of exceptions
should be made in writing to any MCA
Marine Office (listed at Annex E).
5.0 Posting-up of Table of Duties (Regulation 7)
5.1 Companies should ensure that a table or
schedule of duties is produced setting out
the hours of work and rest periods. The table
should be in the same format as Annex A(i)
to this Notice or in a format substantially
like it. The table must be in English and in
the working language of the ship, if that is
not English, and should specify for every
position at least:
the daily schedule of duties at sea and
duties in port; and
the daily minimum hours of rest as
required by the Regulations (see para 4.1
above) or any collective or workforce
agreements in force.
In devising the schedule, operators should
take account of factors such as:
a) trade and type of operation;
b) type and size of ship;
c) construction and technical equipment of
the ship;
d) manning levels and changes in crew
numbers due to crew changes and
sickness;
e) the maximum period of continuous
watchkeeping;
f) minimum rest periods;
g) total workload;
h) the seriousness of irregular working
hours and their contribution to causing
fatigue and the importance of scheduling
reasonably stable working hours over a
voyage.
5.2 Changes should not be made to the schedule
of duties unless they can be justified by
substantially altered work patterns made
necessary, for example, by a change in
trading pattern or other significant factor.
Where it is known that a ship engages in an
irregular trading pattern or that working
hours are unlikely to be uniform, this can be
taken into account and recorded in the
schedule.
5.3 It is not necessary to draw up a new
schedule of duties for each voyage, so long
as it is applicable to the voyage in question
and the composition of the crew for whom it
was originally intended has not changed.
5.4 It is the responsibility of the master or
authorised person to post up the table in a
prominent and easily accessible place in the
ship. Where there is more than one table, the
master is responsible for ensuring that all
tables are posted in a suitable place.
5.5 When first drawing up a schedule of duties
for a ship, companies should seek the views
of the master, who should in turn seek the
views of the officers, the ships safety
committee, or the seafarers or their
representatives or a trade union as
appropriate. The final decision on the
schedule lies with the operator who will be
responsible for ensuring that it is
appropriate in relation to the safety of the
ship and the performance of duties.
6.0 Exceptions for Emergencies (Regulation 8)
6.1 The Regulations recognise that situations
may arise in which a seafarer may be
required to work during scheduled hours of
rest. These include emergencies which
threaten the safety of the ship or the cargo or
5
put life at risk. In these circumstances, the
limits may be exceeded provided
compensatory arrangements are made to
avoid fatigue.
7.0 Records (Regulation 9)
7.1 The master or authorised person is
responsible for ensuring that records of
hours of rest are maintained for each
seafarer serving on the ship. The records
should be completed monthly in arrears and
these should be in the format at Annex B to
this Notice or an equivalent format showing
at least this information. Each record should
be endorsed by the master or authorised
person and the seafarer. A copy should be
given to the seafarer.
7.2 In an emergency or when unforeseen events
occur (as described in paragraph 6 above),
changes may be unavoidable. In these cases
records should reflect all deviations from the
schedule.
7.3 All records should be kept for a minimum of
one year and should be available for
inspection by MCA surveyors at any time. If
during the year, a company ceases to
operate, the duty to retain the records
remains with that company.
7.4 Checking the ships documentation will be
carried out by the MCA as part of the normal
routine of vessel inspection and will include
a check that the appropriate schedules are
posted and records maintained. Following
examination, the records will be endorsed as
part of the process.
8.0 Night Workers (Regulation 10)
8.1 The definition of night relates to a period
of 9 consecutive hours including the period
between midnight and 5 am. Although the
Regulations are expressed in local time, it
is recognised that ships time may be
different when a vessel is at sea.
9.0 Young Persons (Regulation 5(5) and
Schedule 2, paragraphs 1 and 4)
9.1 The Regulations prohibit the employment on
a ship of any young person under the age of
16 by amending section 55 of the Merchant
Shipping Act 1995. This supersedes the
provision in section 55 which prohibits the
employment of anyone under school leaving
age.
9.2 The requirements of the Regulations do not
override any of the provisions relating to
young persons in the existing Merchant
Shipping health and safety legislation
relating to the employment of young
persons.
10.0 Annual Leave (Regulation 12)
10.1 For the purposes of these Regulations, a
seafarer is entitled in each leave year to a
period of leave of at least four weeks, for
which he is entitled to be paid at the rate of a
weeks pay in respect of each week of leave.
It is considered that this entitlement to
annual leave will be separate from, and in
addition to, periods of rest and
compensatory leave which seafarers receive
as part of their working arrangements.
However, it is for employers and seafarers to
decide on the details of how this entitlement
is to be provided by negotiation and
arrangement between themselves.
10.2 Annual leave may be taken in instalments
but may not be replaced by a payment in
lieu except where the seafarers employment
is terminated.
11.0 Enforcement Provisions (Regulations 14-20)
11.1 Council Directive 1999/95/EC concerning
enforcement provisions is also implemented
in these Regulations. Compliance with the
requirements of Regulations 4, 7 and 9 will
be checked as part of the MCAs inspection
regime. Inspection may also be triggered by
a complaint from a person or body with a
legitimate interest in the health and safety of
the crew. In such cases the identity of the
complainant will remain confidential.
11.2 Inspection will include a check that
schedules of duties are posted up and that
records of work and rest periods are being
maintained. If an inspector has grounds for
believing that seafarers may be unduly
fatigued he will check in more detail that the
hours of rest recorded conform to the
standards and that they have actually been
observed. If the evidence indicates that
manning levels are so low that the schedules
cannot be observed, the MCA will require
that manning levels are adjusted so that the
6
vessel can be operated safely within the
hours available. Where conditions are clearly
hazardous to safety or health, the ship may
be detained.
SECTION 2 - SAFE MANNING
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.
13.0 Responsibilities of Owners and Operators :
General Principles
13.1 In fulfilling their responsibility to ensure that
ships are safely and sufficiently manned,
owners and operators should :
.1 make an assessment of the tasks, duties
and responsibilities of the ships
complement required for its safe
operation, for the protection of the
marine environment and dealing with
emergency situations;
.2 assess the numbers and grades/capacities
in the ships complement required for the
safe operation and for the protection of
the environment, and for dealing with
emergency situations, including the
evacuation of passengers where
applicable;
.4 ensure that the manning level is adequate
at all times and in all respects, including
meeting peak workloads and is in
accordance with the principles contained
in this MSN;
.5 in case of changes in trading area(s),
operations, construction, machinery,
equipment or operation and maintenance
of the ship, which may affect the
manning level, review the manning level.
13.2 In conjunction with these factors the owner
or operator should: -
.1 identify all the functions to be
undertaken on board during a
representative voyage or operational
period, including determination of the
number of personnel required to
undertake the relevant tasks and duties
under both peak and routine work load
conditions;
.2 identify those functions that constitute a
normal operation and determine the
numbers of personnel required to
undertake the concurrent tasks and
duties safely;
.3 identify the skills and experience
required to perform those functions;
.4 establish working arrangements to ensure
that the master and crew are capable of
undertaking concurrent and continuing
operations at the appropriate level(s) of
responsibility, as specified, with respect
to their skills and training; and
.5 ensure that the working arrangements
allow for sufficient rest periods to avoid
fatigue and to comply with the Hours of
Work Regulations 2002.
13.3 In applying these principles, proper account
should be taken of the International
Maritime Organization (IMO), International
Labour Organization (ILO), International
Trade Union (ITU), World Health
Organization (WHO) and European Union
(EU) instruments with respect to:
.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.
7
14.0 Establishing Safe Manning Requirements
14.1 Specific factors to be taken into account in
determining the safe manning level include :
.1 frequency of port calls, length and nature
of the voyage;
.2 trading area(s), waters and type of
operations in which the ship or vessel is
involved and any special requirements of
the trade or operation;
.3 number, size (kW) and type of main
propulsion units and auxiliaries;
.4 size, type of ship, and layout;
.5 construction and equipment of ship;
.6 cargo to be carried or operational
requirements;
.7 method of maintenance;
.8 extent to which training activities are
conducted on board; and
.9 how the proposed complement will deal
with various emergency situations that
may arise;
.10 navigational duties and responsibilities as
required by STCW 95 including the
following:
.1 plan and conduct safe navigation;
.2 maintain a safe navigational watch;
.3 manoeuvre and handle the ship in all
conditions and during all operations;
.4 safely moor and unmoor the ship;
and
.5 maintain safety whilst in port.
.11 Cargo handling and stowage:
.1 plan and monitor the safe loading,
stowage, securing, carriage and
unloading of cargo.
.12 Ship specific operations:
.1 the nature and duration of the
operation(s) the ship undertakes and
local environmental conditions.
.13 Ship operations and care for persons
onboard, and maintaining life-saving,
fire-fighting and other safety systems in
operational condition:
.1 maintain the safety and security of
all persons on board and keep life
saving, fire fighting and other safety
systems in operational condition,
including the ability to muster and
disembark passengers and non-
essential personnel;
.2 operate and maintain watertight
closing arrangements;
.3 perform operations necessary to
protect the marine environment;
.4 provide medical care on board;
.5 undertake administrative tasks
required for the safe operation of the
ship; and
.6 participate in mandatory safety drills
and exercises.
.14 Marine engineering tasks and duties:
.1 operate and monitor the ships main
propulsion and auxiliary machinery;
.2 maintain a safe engineering watch;
.3 manage and perform fuel and ballast
operations; and
.4 maintain ships engine equipment,
system and services.
.15 Electrical, electronic and control
engineering duties:
.1 operate ships electrical and
electronic equipment; and
2 maintain ships electric and
electronic systems.
.16 Radio communications:
.1 transmit and receive information
using ship communication
equipment;
.2 maintain safe radio watch;
.3 provide communications in
emergencies.
.17 Maintenance and repair:
.1 carry out maintenance and repair
work to the ship and its machinery,
equipment and systems, as
appropriate to the method of
maintenance and the repair system
used.
8
14.2 In addition, the level of safe manning should
also take into consideration:
.1 the management of safety functions of a
ship underway, not underway or
operating in near stationary mode;
.2 except in ships of limited size, the
provision of qualified deck officers to
ensure that is not necessary for the master
to keep regular watches by adopting a
three watch system;
.3 except in ships of limited propulsion
power or operating under provisions for
unattended machinery spaces, the
provision of qualified engineering
officers to ensure that it is not necessary
for the chief engineer to keep regular
watches by adopting a three watch
system;
.4 the maintenance of applicable
occupational health and hygiene
standards on board; and
.5 the provision of proper food and
drinking water for all persons on board.
15.0 Guidance on Appropriate Manning Levels
15.1 In determining what constitutes a minimum
safe manning level, useful guidance may
also be obtained by use of risk and hazard
management tools such as formal safety
assessment.
15.2 The minimum safe manning levels referred
to in this Notice are those required for all
reasonably foreseeable circumstances and
working conditions to permit the safe
operation of the ship under normal
operational conditions.
15.3 The tables at Annexes C and D provide
guidance on the numbers of certificated deck
and engineer officers appropriate to different
sizes of ships, tonnages and trading areas.
As the watchkeeping arrangements for the
engineering department and the demands
placed on personnel vary significantly
according to the level of automation, these
tables only provide guidance; owners and
operators must take all relevant factors into
account before finalising their manning
proposals.
15.4 The number of ratings required will be
determined by the factors summarised in
paragraphs 13 and 14 above.
16.0 Nationality Restrictions
16.1 The Merchant Shipping (Officer Nationality)
Regulations 1995
4
do not permit foreign
nationals (other than Commonwealth
citizens, EEA nationals, or a national of a
State other than an EEA State which is a
member of the North Atlantic Treaty
Organization) to serve as master of a
strategic ship. This is defined as a UK ship of
500 gt or more which is a cruise ship, a
product tanker or a ro-ro ship. There are no
other nationality restrictions applying to the
manning of UK registered ships.
17.0 Consultation on Safe Manning Levels
17.1 Owners and operators should consult with
the master, seafarers representatives and the
MCA (where appropriate) on their proposed
manning levels. Once agreed, a record of the
consultation process should be retained by
the owner or operator, together with a
record of the agreed manning level.
17.2 If agreement cannot be reached between the
owners or operator and master, and
seafarers or seafarers representatives
regarding manning levels, the MCA will
consider the views put forward and, if
appropriate, require the manning levels to be
revised. When disagreement occurs, it may
be necessary to arrange a practical
demonstration of the crews ability to carry
out the essential tasks in the context of the
principles of safe manning.
17.3 The manning level need not be reviewed for
each voyage or operational cycle provided it
is applicable to the voyage or cycle in
question and the composition of the crew for
whom it was originally intended has not
changed.
17.4 Changes should not be made to the manning
level unless they can be j ustified by
substantially altered work patterns made
necessary, for example, by a change in
trading pattern, operation or other
significant factor. Where a vessel is known to
4
SI 1995/1427
9
engage in an irregular trading pattern or
have working hours that are unlikely to be
uniform, this should be taken into account
when considering the manning level.
17.5 Once agreed, the owner or operator should
ensure the safe manning level is maintained
and that ship operations are in compliance
with the Merchant Shipping (Hours of
Work) Regulations 2002.
18.0 Safe Manning Document
18.1 The Merchant Shipping (Safe Manning,
Hours of Work and Watchkeeping)
Regulations 1997 require owners or
operators of all UK seagoing vessels of 500 gt
or more to obtain and carry a Safe Manning
Document specifying the minimum manning
levels. Owners and operators of ships below
500gt may also choose to hold a Safe
Manning Document.
19.0 Application for a Safe Manning Document
19.1 Any application for a Safe Manning
Document should be made by the owner, or
a person authorised to act on their behalf, on
form MSF 4227 (or subsequent amended
form), which can be obtained from any MCA
Marine Office or the Seafarers Training and
Certification Branch. All applications,
together with the appropriate fee, should be
sent to the Seafarers Training and
Certification Branch at the address on the
form.
19.2 When applying to the MCA for a Safe
Manning Document, owners or operators
should submit a clear and concise
explanation of: -
1 how the proposed manning level has
been determined;
2 how it takes account of the guidance of
this Notice; and
3 how it takes account of the hours of work
provisions in the Regulations.
20.0 Approval of a Safe Manning Document by
the MCA
20.1 A proposal will only be approved and a Safe
Manning Document issued provided the
manning level fully satisfies the principles,
recommendations and guidelines outlined in
this Notice. The MCA may require an owner
or operator to amend a proposal if, after
evaluation, the proposal is considered
inadequate.
20.2 When the MCA has agreed a proposal
regarding manning of a particular ship, a
Safe Manning Document will be issued for
that ship in a format which complies with
the requirements of SOLAS, as amended. It
should be retained on board and be available
for inspection by an authorised person,
whenever required.
20.3 In the event of any change in equipment,
construction or use of the ship, which may
affect the safe manning level, the owner or
operator should make an application for the
issue of a new Safe Manning Document.
20.4 A Safe Manning Document of a ship may be
withdrawn if an owner or operator fails to
submit a new proposal where a ship changes
trading area(s), construction, machinery or
equipment, or operation and/or method of
maintenance have changed, or a ship
persistently fails to comply with the rest
hours requirements.
SECTION 3 - WATCHKEEPING
21.0 General
21.1 The principles applying to the keeping of a
safe watch are given in Chapter A-VIII of the
STCW Code
5
and must be followed in order
to comply with the Regulations.
21.2 The Regulations require the master of any
ship to be responsible for the overall safety
of the ship. He must also ensure that the
watchkeeping arrangements are adequate
for maintaining safe navigational watches at
5
Available from the Publications Department, International Maritime Organization, 4 Albert Embankment, London SE1 7SR
10
all times, including the provision of a
lookout as required by the International
Regulations for the Prevention of Collisions
at Sea 1972, as amended. Masters, owners
and operators are reminded that the UK
does not consider it safe for the officer of the
navigational watch to act as sole look-out
during periods of darkness or restricted
visibility.
21.3 The chief engineer officer of any ship is
responsible to the master for ensuring that
arrangements are adequate at all times for
maintaining a safe engineering watch.
22.0 Further Information
22.1 Any queries relating to this Notice should be
addressed to the MCA at :
Seafarer Health and Safety Branch (for
enquiries in relation to Section 1 on
Hours of Work)
Tel 02380 329216
Fax 02380 329251
Email: seafarer_H&S@mcga.gov.uk
or
Seafarers Training and Certification
Branch (for enquiries in relation to
Section 2 on Safe Manning and Section 3,
on Watchkeeping)
Tel 02380 329231
Fax 02380 329252
Email: exams_section@mcga.gov.uk
Spring Place
105 Commercial Road
Southampton
S015 1EG
September 2002
File Reference MC 110/13/6
Safer Lives, Safer Ships, Cleaner Seas
An executive agency of the
Department for Transport
11
ANNEX A(i)
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p
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ANNEX A(ii)
13
ANNEX B(i)
M
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_
_
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(
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_
_
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_
_
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M
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_
_
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(
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2
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2
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_
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14
ANNEX B(ii)
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(
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9
5
)
15
ANNEX C
GUIDANCE ON APPROPRIATE MANNING LEVELS - DECK OFFICERS
Trading Area Size of Ship (gt) Number of Officers to be carried - STCW 95 Regulation
Reg II/2-Master Reg II/2-Ch.Mate Reg II/1-OOW Reg II/3-OOW
Unlimited 3000 or more 1 1 2
Unlimited 500 or more but less 1 1 1
than 3000
Unlimited less than 500 1 2(a)
Near-coastal 3000 or more 1 1 1
Near-coastal 500 or more but less
than 3000 1 1 1(b)
Near-coastal Less than 500 2(c)
Key:
(a) may be 1 if the master keeps watch;
(b) need not be carried if the master keeps watch;
(c) one of these II/3 certificates must have an endorsement for the capacity of master.
16
ANNEX D
G
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D
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17
ANNEX E
MCA Marine Offices
1. Aberdeen Marine Office Tel: 01224 597900
Blaikies Quay Fax: 01224 571 920
Aberdeen AB11 5EZ
2. Belfast Marine Office Tel: 02891 475310
Bregenz House Fax: 02891 475321
Quay Street
Bangor
Northern Ireland BT20 5ED
3. Cardiff Marine Office Tel: 02920 229 556
Oxford House Fax: 02920 229 017
Hills Street
Cardiff CF1 2TD
4. Dover Marine Office Tel:01304 227710
Langdon Battery
Swingate
Dover CT15 5NA
5. Falmouth Marine Office Tel: 01326 310811
Pendennis Point
Castle Drive
Falmouth
Cornwall TR11 4WZ
6. GlasgowMarine Office Tel: 01475 5533550
Navy Buildings
Eldon Street
Glasgow PA16 7QY
7. Great Yarmouth Marine Office Tel: 01493 744300
4
th
Floor Fax: 01493 744329
Havenbridge House
Great Yarmouth NR 30 1HZ
8. Harwich Marine Office Tel: 01255 682107
East Terrace
Walton-on-Naze
Essex CO14 8PY
9. Hull(Beverley) Marine Office Tel: 01482 866 606
Crosskill House Fax: 01482 869 989
Mill Lane, Beverley
North Humberside HU17 9JB
10. Leith Marine Office Tel: 0131 554 5488
1, Johns Place Fax: 0131 554 7689
Leith
Edinburgh EH6 7EL
18
11. Liverpool Marine Office Tel: 0151 931 6600
Hall Road West Fax: 0151 931 6615
Crosby
Liverpool L23 8SY
12. London Marine Office Tel: 01689 890 400
Central Court, Fax: 01689 890 446
1B Knoll Rise, Orpington
Kent BR6 0JA
13. Milford Haven Marine Office Tel: 01646 693272
Gorsewood Drive, Hakin
Milford Haven
Pembrokeshire SA73 3HB
14. Newcastle Marine Office Tel: 0191 496 9900
MCA Tyne Fax: 0191 496 9901
Compass House
Unit 1, Tyne Dock
South Shields, Tyne and Wear NE34 9PY
15. Plymouth Marine Office Tel: 01752 266 211
Fish Market Fax: 01752 225 826
Baylys Wharf, Fish Quay
Plymouth PL4 OLH
16. Shetland Marine Office Tel: 01595 743514
The Knab, Knab Road
Lerwick
Shetland ZE1 0AX
17. Southampton Marine Office Tel: 023 80329329
Spring Place Fax: 023 80329351
105 Commercial Road
Southampton SO15 1EG
18. Stockton On Tees Marine Office Tel: 01642 611040
3
rd
Floor, Victoria House
Pearson Court, Pearson Way
Teesdale Park
Stockton On Tees TS17 6PT
TRAINING AND CERTIFICATION GUIDANCE PART 19
Certificates Of Equivalent Competency
Notice to Owners, Operators, Managers, Masters, and Officers of Merchant Vessels
This Note supersedes Marine Guidance Note MGN 179 (M)
MARINE GUIDANCE NOTE
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 1997
1
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.
MGN 221 (M)
1
1
SI 1997/348 as amended by SIs 1997/1911 and 2000/836
2
Available from the Publications Department, International Maritime Organization, 4, Albert
Embankment, London SE1 7SR
MGN-221 25/3/03 4:41 pm Page 1
LATEST INDEX TO PARTS
Part No. Subject Latest MGN Number Issue Date
1 General requirements for MGN 91(M) April 2000
certification and
medical fitness
2 Certificates of competency MGN 92(M) April 2000
- deck department
3 Certificates of competency MGN 93(M) April 2000
- engine department
4 Certificates of competency MGN 214(M) May 2002
- radio personnel
5 Special training requirements MGN 95(M) April 2000
for personnel on certain types
of ship
6 Emergency, occupational MGN 96(M) April 2000
safety, medical care and
survival functions
7 Alternative certification MGN 7(M) April 2000
- dual certification
8 Education and MGN 8(M) April 2000
training schemes
9 Procedure for the issue MGN 9(M) April 2000
and revalidation of
certificates of competency,
marine engine operator
licences and
tanker endorsements.
10 Ratings MGN 97(M) April 2000
11 Conduct of MCAoral MGN 69(M) April 2000
examinations
12 Safety training for MGN 120(M) April 2000
concessionaires working
on passenger ships
13 Use of fishing vessel MGN 121(M) April 2000
certificates of competency
in standby, seismic survey,
and oceanographic
research vessels
revised arrangements
2
MGN-221 25/3/03 4:41 pm Page 2
3
14 STCW 95 application to MGN 116(M) April 2000
certificates of service
15 Certification of inshore MGN 209(M) April 2002
tug personnel
17 Certificates of competency MGN 156(M) February 2001
or marine engine operator
licences for service as an
engineer officer on
commercially and privately
operated yachts and sail
training vessels
18 STCW 95 certificates of MGN 164(M) January 2001
competency - conversion
of tonnage limitations from
GRT to gt
19 Certificates of Equivalent This note
Competency
20 Certificates of Equivalent MGN 220(F) March 2003
Competency (Fishing Vessel)
21 Deck Officer Certificates of MGN 195(M) February 2002
Competency for service on
commercially & privately
operated yachts & sail
training vessels
Seafarer Training and Certification Branch
Spring Place
105 Commercial Road
SOUTHAMPTON
SO15 1EG
Tel: 023-8032 9231
Fax: 023-8032 9252
E-mail : exams_section@mcga.gov.uk
March 2003
MC 124/1/041
The MCA is an executive agency
of the Department of Transport
MGN-221 25/3/03 4:41 pm Page 3
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 This Note describes the requirements and
procedures for the issue of a Certificate of
Equivalent Competency (CEC), which will
enable Officers holding STCW certificates
issued by certain non-UK countries to
work as Officers on UK-registered
merchant ships. This Note reiterates the
information previously contained in MGN
179 concerning who qualifies for the
certificate and how to apply for it, and
explains some additional means of
fulfilling the requirements.
2.0 BACKGROUND
2.1 Under the Merchant Shipping (Training
and Certification) Regulations 1997,
Officers serving on UK merchant ships are
required to hold a UK Certificate of
Competency (CoC) or a UK Certificate of
Equivalent Competency (CEC). The
Regulations allow Officers who hold
STCW certificates issued by certain other
Administrations (listed at Annex 1) to be
recognised for service in any position
(including Master, Mate and Chief
Engineer) on UK ships.
2.2 The position of Master on some types of
UK ships (known as strategic ships) is
restricted to nationals of certain countries
as a result of the Merchant Shipping
(Officer Nationality) Regulations 1995.
Annex 3 sets out the details as they
currently stand but those Regulations are
the subject of discussion, which is likely to
lead to amendment or reinterpretation in
due course.
2.3 CECs will be issued, on application, to
Officers holding STCW CoCs issued by
other Administrations in all cases where
the UK authorities are satisfied that there
are no substantial differences between the
standard set by the UK and that
represented by other certificates. The CEC
will carry identical rights and obligations
as a CoC and, like the CoC, it will require
revalidation at least every five years and
holders will be subject to statutory
procedures relating to their conduct.
ACEC will remain valid only as long as the
original STCW CoC remains valid. At all
times, the underlying non-UK STCW CoC
must be carried with the CEC and be
made available for inspection by duly
authorised persons.
2.4 Employers can treat a valid CEC as
meeting their obligations under the
Merchant Shipping (Training and
Certification) Regulations and for Safe
Manning Documents in exactly the same
way as they have accepted CoCs to date.
2.5 These new arrangements are consistent
with EC Directives 89/48/EEC and
92/51/EEC (as amended by 2001/19/EC),
which set out requirements for the mutual
recognition of qualifications and training.
3.0 REQUIREMENTS
3.1 The MCA must ensure that applicants for
CECs are qualified to the equivalent
standards as holders of UK CoCs. To do
this it will consider the standards of
education and training represented by the
applicant's STCW CoC and where there is
no significant difference it will issue a CEC.
However, where the MCA judges that a
difference in standard does exist, it will
assess individual applicants in those
subject areas where there is a shortfall.
3.2 There are three main areas where a
difference could exist and which would
then need to be assessed:
Standards of Competency;
Use of the English language;
Knowledge of UK Legal and
Administrative Processes (UKLAP).
There are several ways in which an
individual applicant's standards in each of
the above can be ensured and these are
described in the following paragraphs.
Competency
3.3 No CEC will be issued until the standards
of technical competency of the relevant
country are found by the MCA to be
equivalent to those of the UK.
4
MGN-221 25/3/03 4:41 pm Page 4
5
3.4 USAapplicants who hold 500gt and 3000gt
(International Tonnage) Certificates of
Competency will need to meet the
requirements set out in Annex 8 by taking
an Oral Examination of Competency at an
MCA Marine Office. This is in addition
to meeting the other requirements of
this MGN.
English Language
3.5 It is a requirement of the Merchant
Shipping (Minimum Standards of Safety
Communications) Regulations 1997 that a
common language exist among Officers on
board UK ships. Since these Officers are
required to read and understand English
publications on board, the most useful
common language for a UK ship is English.
This is also the most commonly used
language for international communication.
3.6 If the MCA is satisfied that the applicant's
original STCW CoC satisfactorily tested
oral and written English language skills no
further test in this topic will be required.
3.7 If this is not the case, there are various
forms of evidence acceptable to the MCA.
These are set out in Annex 4.
UK Legal and Administrative Processes (UKLAP)
3.8 All Officers other than Officers of the
Watch must have sufficient knowledge of
UK legal and administrative processes to
enable efficient ship operation. Unless
applicants can prove that they have this
knowledge they must be assessed in one of
the ways outlined below.
3.9 Masters applying for CECs may, with
MCA approval, undertake an oral
examination conducted by an MCA
examiner, using the MCAs syllabus
(see Annex 6 for details of the Grade
1 syllabus).
3.10 Alternatively, they may take the UKLAP
Grade 1 open book written test. The test
can be taken by arrangement with SQA
(Scottish Qualifications Authority) at one
of their UK examination centres or at
British Council centres abroad.
3.11 As an alternative to the examination route
Masters who are nationals of EEA states
may attain the required UKLAP
knowledge during a shipboard adaptation
period of up to 36 months served on board a
UK ship. The exact period is at the
discretion of the MCA and will be advised
on application. As a guide Adaptation
Periods normally vary between 2 and 6
months. This should be requested on the
Application to Serve an Adaptation Period
Form MSF 4206/REV 0895. They will be
issued with a temporary CEC at a lower
rank, valid for up to six months.
3.12 On completion of the Adaptation Period an
Adaptation Report Form MSF 4271/REV
0601 must be completed by the Master of
the vessel carrying out the assessment. This
is a numbered document and it attests that
the candidate has an adequate knowledge
of UKLAP. A Master, holding either an UK
CoC or a full UK CEC, should complete the
form and return it to MCA. If the Master of
the vessel holds a temporary CEC,
responsibility for the assessment during
Adaptation Periods must lie with the
shipping company. The Adaptation Report
form must additionally be counter-signed
and returned to MCA by a senior
representative of the shipping company.
This representative must be satisfied that
they can attest to the candidates
knowledge of UKLAP. A covering letter
explaining that the Master holds a
temporary CEC should be sent with the
form. The CEC will be upgraded once the
Adaptation Period has been completed and
the Adaptation Report has been submitted
to the MCAand approved.
3.13 Chief Mate, Chief or 2nd Engineer
applicants for CECs at the above levels will
be required to undertake the UKLAP
Grade 2 open book examination taken by
arrangement with SQA at one of their UK
examination centres or at British Council
centres abroad. See Annex 7 for details of
the Grade 2 syllabus.
3.14 As an alternative to the examination route
applicants may attain the required UKLAP
knowledge during a shipboard adaptation
period of up to 36 months served on board a
UK ship. The exact period is at the
discretion of the MCA and will be advised
on application. As a guide Adaptation
Periods usually vary between 2 and 6
months. On completion of the Adaptation
MGN-221 25/3/03 4:41 pm Page 5
6
Period the Master carrying out the
assessment, who holds either an UK CoC
or a full UK CEC, should sign and return
the MCAs Adaptation Report Form. If the
Master of the ship carrying out the
assessment holds a temporary CEC,
responsibility for assessment during
Adaptation Periods must lie with the
shipping company. The Adaptation Report
form must additionally be counter-signed
and returned to MCA by a senior
representative of the shipping company.
This representative must be satisfied that
they can attest to the candidates
knowledge of UKLAP. A covering letter
explaining that the Master holds a
temporary CEC should be sent with the
form. The CEC will be upgraded once the
Adaptation Period has been completed and
the Adaptation Report has been submitted
to the MCAand approved.
Medical fitness
3.15 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 All documentation and evidence required
by the MCA should be submitted as
originals with the application. Photocopies
of Certificates of Competency and other
documents may be submitted as long as
they are endorsed as true copies of the
original by the issuing countrys
administration or a MCA official.
Alternatively, companies may elect to
endorse copies on behalf of their applicants
by entering into a formal agreement with
the MCA. In such cases, the company must
see the original documentation.
NB Where copies of documents have been
submitted a temporary CEC only will be
issued. Original documents must be sent to
the MCA for verification before a full (5
year) CEC will be issued.
4.2 Original documents must be sent to the
MCA for verification at the end of the
current tour of duty.
4.3 The following is a brief checklist of the
necessary documentation, which should be
submitted to the MCAs Seafarer Training
and Certification Branch at the address
given in paragraph 10.1:
Application form (MSF 4203) completed
by the seafarer with the seafarers
original signature, together with four
attested photographs and the
appropriate fee, currently 70 per
seafarer. See also Annex 9 for the range
of fees, which are currently under review.
Consequent changes will be published
separately. Payment should be by
cheque, bankers draft or postal order
made payable to the Maritime and
Coastguard Agency. Credit cards are also
now accepted;
Non- UK CoC - All pages of CoCs issued
by recognised countries MUST be
included the CoC must bear an
STCW95 endorsement;
Valid UK Medical Certificate (ENG1) or
other medical certificate acceptable to the
MCA(see Annex 2);
Passport or Discharge Book proof of
national identity is required preferably
the Discharge Book, but a full passport
will be accepted as an alternative;
Evidence of competency in English and
UKLAP (see paragraphs 3.5 3.14 and
Annexes 4,5,6 and 7).
4.3 On receipt of the above documentation, the
will assess the application in accordance
with the requirements specified in
Section 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 25/3/03 4:41 pm Page 6
7
4.5 Applicants who do not fully meet the
requirements will be issued with a Notice
of Assessment explaining the measures
they must take in order to enable a CEC to
be issued.
5.0 COMPANY BASED ASSESSMENTS
5.1 Where there is an urgent need to ensure
that a ship is able to sail under the UK flag
with appropriately certificated crew, and in
order to minimise the risk of Officers being
without documentation during a Port
State Control Inspection, the following
may apply:
certain Companies, with prior approval
from the MCA, may be allowed to
attest, by letter signed by a senior
company official, to candidates,
knowledge and understanding of
English based on the MCA criteria
checklist (see Annex 5). We recommend
the approach outlined in Annex 5,
against which Company procedures will
be audited, and the completed criteria
checklist should be copied to the MCA
with the application. All sections must be
completed and endorsed with the
company stamp;
Certificates of Competency and other
documents may be faxed from the ship to
the Company, but they need to be
accompanied by confirmation from the
ships Master that they are faxes of the
original; original documents must be sent
to the MCA for verification at the end of
the current tour of duty;
Companies that carry out these
assessments will be subject to an audit of
either the Company or the ship, where
the auditor may require to see
documentation and evidence of
assessments and, if possible and where
appropriate, to speak to the Officer(s).
6.0 TEMPORARY CECs
6.1 Temporary CECs may be issued in the
following circumstances:
Masters of UK ships flagging in, who,
for operational reasons, cannot be
replaced immediately in order to fulfil
the UKLAP requirements, may be
given temporary CECs for up to six
months (see paragraph 3.11);
in order to enable Officers other than
Masters and OOW to complete an
Adaptation Period (see paragraph 3.14);
no further fee will be charged for issuing
full CECs at the end of successfully
completed Adaptation Periods;
where attested photocopies are
submitted at the time of application, a
temporary CEC will be issued pending
receipt of the original documentation;
only Companies meeting the MCA
standards for flagging in may carry a full
complement of Officers serving an
Adaptation Period, at or below the rank
specified on their CoC.
6.2 A Temporary CEC will be issued for a
period of 6 months. During this time, the
applicant is expected to meet fully the
requirements for issue of a full CEC and
provide all remaining information and
documentation to the MCA. An extension
will not normally be granted.
6.3 If there are genuine and compelling
reasons for an applicant not being able to
meet fully the requirements within the 6
month period, a further temporary CEC
may exceptionally be issued at the
discretion of the MCA for a maximum
period of a further 3 months.
6.4 Full justification for the extension must
be provided with the application
together with the appropriate fee and
application form.
6.5 All remaining requirements must be met
within this further 3 month period.
No further extension will be granted.
7.0 RECOGNITION OF COMPETENCE
7.1 Those countries whose standards of
competency have been considered as being
equivalent to those in the UK are listed in
Annex 1. This will be updated as and when
the position changes by means of a Marine
Information Note (MIN)..
MGN-221 25/3/03 4:41 pm Page 7
8.0 REVALIDATION
8.1 Original Certificates of Competency will
need to be duly revalidated before a
revalidated UK CEC can be issued. Form
(MSF 4272) for revalidating UK CECs is
available from Seafarer Training and
Certification Branch at the address below.
All Officers will need to send in their
existing CEC, their revalidated CoC and a
valid medical certificate.
8.2 If additional endorsements or a higher
certificate are requested, relevant
supporting documentation will be
required. This requires a new application
and fee.
9.0 IMMIGRATION RULES
9.1 CEC applicants who are not nationals of
EEA countries should note that they might
need to have a work permit if they are
intending to work on a ship which operates
solely within UK territorial waters.
10.0 APPLICATION FORMS
10.1 All relevant forms and further information
are available from:
The Maritime and Coastguard Agency
Spring Place
105 Commercial Road
or from MCAMarine Offices.
8
MGN-221 25/3/03 4:41 pm Page 8
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 MCAand 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.
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
EU/EEA Member States Non EU/EEA Countries
Belgium
Bulgaria
Czech Republic
Denmark
Faroe Islands
Finland
France
Germany
Greece
Iceland
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*
MGN-221 25/3/03 4:41 pm Page 9
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.
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.
10
EU &EEA Member States Non EU & EEA Member States
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
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
United States of America
Uruguay
Yugoslavia
MGN-221 25/3/03 4:41 pm Page 10
11
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 EEAAgreement, as Master.
2. "Strategic" vessels are defined as:
a) Fishing Vessels over 24 metres in length;
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.
MGN-221 25/3/03 4:41 pm Page 11
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:
Confirmation of proficiency by an MCAsurveyor on board ship or in a Marine Office.
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:
Satisfying the MCAthat English is the candidates mother tongue (first language).
Holding a STCW Certificate of Competency for which the examinations were conducted
in English.
Holding an advanced English Language Certificate issued by the British Council or an
International Language Testing System (IELTS) Test Report showing Overall Band of at least 6.
Holding a Certificate of TOEFL (Test Of English as a Foreign Language) as applicable for
admission into US universities.
Holding a Berlitz Language School Level 2+ Certificate endorsed by the Company.
Passing the MCA English language test administered for MCA by the Scottish Qualifications
Authority (SQA) and conducted by arrangement with SQAin any British Council office anywhere
in the world.
12
Deck Officers
Senior Deck Officers 90%
Junior Deck Officers 80%
Engineering Officers
Senior Engineering Officers 80%
Junior Engineering Officers 70%
MGN-221 25/3/03 4:41 pm Page 12
13
ANNEX 5
RECOMMENDED CRITERIA FOR COMPANY-BASED ENGLISH ASSESSMENTS FOR
CERTIFICATES OF EQUIVALENT COMPETENCY
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.
MGN-221 25/3/03 4:41 pm Page 13
CRITERIA CHECKLIST (insert for met or for not met)
Speaking
1. Clarity - language is sufficiently clear and accurate to be understood by native and
non-native speakers of English; any inaccuracies, faults in intonation or hesitation do not
impede comprehension of the points being made.
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. Key points can be identified.
6. Inferences and conclusions can be drawn.
7. The seafarer can demonstrate understanding of work-related communications delivered
in a variety of registers and in varying degrees of complexity.
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)
14
MGN-221 25/3/03 4:41 pm Page 14
15
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.
a) Period and validity of SAFCON, SEC and Radio Certificates on UK cargo ships;
b) Period and validity of PC on UK passenger ships
2 Role and function of the Maritime and Coastguard Agency, including:
a) Registry of Shipping and Seamen;
b) HM Coastguard;
c) Enforcement Unit;
d) Statutory surveys;
e) Port State Control.
3 Certificate of British Registry:
a) Information contained within;
b) Period of validity;
c) Procedure in event of loss or destruction of Register.
4 Assistance overseas: role of the British Consul to assist the Master.
5 Documentation required to be presented on signing on:
a) Officers;
b) Ratings;
c) Procedure for verifying authenticity of UK seafarers Certificates.
6 Entries to be made in Official Log Book:
a) Dedicated pages;
b) Narrative section to include disciplinary procedures;
c) Procedure for return to RSS.
7 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.
8 Seaman left behind:
a) Failed to return from shore leave;
b) Hospitalised.
9 Death onboard:
a) Crew member or passenger.
The examination questions will be drawn from the following topics and will assess your knowledge
and understanding
MGN-221 25/3/03 4:41 pm Page 15
16
10 Role of the MAIB:
a) Masters role in reporting accidents, collision, fire, grounding, personal injury, etc.
11 Provision of Muster, Drills and Training on board.
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.
Permitted Examination Material
You may use the following documents in the examination. ONLY the following documents may be taken
into the examination room. The use of CD-ROMS is not permitted.
Reference Books:
Shipmasters Business Companion (and annual supplements)
by Malcolm Maclachlan from: The Nautical Institute
202 Lambeth Road
London SE1 7LQ
Tel: 020 7 928 1351
Fax: 020 7 401 2817
e-mail: pubs@nautinst.org
Business and Law Self Examiner
for Deck Officers
By Malcolm Maclachlan from: Kelvin Hughes
26 Holland Street
Glasgow G2 4LR
Tel: 0141 221 5452
Fax: 0141 221 4688
e-mail: glasgow@kelvinhughes.co.uk
Guidance and Information:
Merchant Shipping Notices
M 1379 Accommodation- Inspection
M1725 Port State Control
MGN 17 Musters, Drills and Training
MGN 20 MS&FV (Health & Safety at Work) Regulations
MGN 88 Employment of Young Persons
MGN 111 Maintenance of Lists of Crew Ashore
MGN 115 Accident Reporting and Investigation
MGN 134 Issue of Discharge Books to UK Seafarers
MGN 136 Changes to the amount that may be deducted from seafarers wages in respect of breaches
of obligations under a Crew Agreement.
MGN 148 Approval of Crew Agreements
Merchant Shipping Notices are available individually or by annual subscription from;
Mail Marketing (Scotland)
Unit 6, Bloomsgrove Industrial Estate
Norton Street
NOTTINGHAM
NG7 3JG
Tel: 0115 901 3336
Fax: 0115 901 3334
MGN-221 25/3/03 4:41 pm Page 16
17
Or by annual subscription from:
The Marine Information Centre
Spring Place
105 Commercial Road
SOUTHAMPTON
SO15 1EG
Tel: 023 8032 9106
Fax: 023 8032 9388
They can also be accessed from the MCAs web page on www.mcga.gov.uk under Publications/
Statuatory Information/M Notices or from MCAMarine Offices.
Legislation:
Primary Merchant Shipping Act 1995
Statutory Instruments
Official Log Book Regulations SI 1981/569
(Amend) SI 1985/1828
(Amend) SI 1991/2145
(Amend) SI 1997/1511
Seamans Document Regulations SI 1987/408
(Amend) SI 1995/1900
(Amend) SI 1999/3281
Repatriation Regulations SI 1979/97
Returns of Births and Deaths Regulations SI 1979/1577
Crew Agreement, List of Crew and
Discharge of Seamen Regulations SI 1991/2144
Health & Safety at Work Regulations SI 1997/2962
H&S Employment of Young Persons Regulations SI 1998/2411
Many Statutory Instruments are available, free to read and download, on the MCAwebsite 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: 0870 600 5522
Fax: 0870 600 5533
Further related documents
Training and Certification series of MGNs: Parts 1-21
Training and Certification Regulations SI 1997/348
(Amend) SI 1997/1911
(Amend) SI 2000/836
Minimum Standards of Safety Communications Regulations SI 1997/529
(Amend) SI 1999/1704
Safe Manning, Hours of Work & Watchkeeping Regulations SI 1997/1320
MGN-221 25/3/03 4:41 pm Page 17
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.
1 List of Certificates and documents required to be carried on a UK flagged vessel.
a) SAFCON, SEC and Radio Certificates.
b) Loadline compliance.
c) Period and maintenance of validity on UK ships.
d) Understanding of survey procedures.
2 Role and function of the MCA.
a) Registry of Shipping and Seamen.
b) HM Coastguard.
c) Port State Control.
d) M. Notices: Merchant Shipping Notices (MSNs), Marine Guidance Notes
(MGNs) and Marine Information Notes (MINs).
3 Provision of Muster, Drills and Training on board.
4 Provision of Health and Safety on UK ships to include:
Safety officials and safety meetings; a comprehensive understanding of the Code of Safe
Working Practices, including entry into enclosed spaces, safe movement aboard ships,
hatches and lifting appliances, means of access and risk assessment.
5 An outline knowledge of entries to be made in Official Log Book.
a) Dedicated pages
b) Narrative section to include disciplinary procedures.
Permitted Examination Material
You may use the following documents in the examination. ONLY the following documents may be taken
into the examination room. The use of CD-ROMS is not permitted.
Reference Books:
Shipmasters Business Companion (and annual supplements)
by Malcolm Maclachlan from: The Nautical Institute
202 Lambeth Road
London SE1 7LQ
Tel: 020 7928 1351 Fax: 020 7 401 2817
e-mail: pubs@nautinst.org
18
The examination questions will be drawn from the following topics and will assess your knowledge
and understanding
MGN-221 25/3/03 4:41 pm Page 18
19
Business and Law Self -Examiner for
Deck Officers by Malcolm Maclachlan
from: Kelvin Hughes
26 Holland Street
Glasgow G2 4LR
Tel: 0141 221 5452 Fax: 0141 221 4688
e-mail: glasgow@kelvinhughes.co.uk
Guidance and Information:
Merchant Shipping Notices
M 1379 Accommodation- Inspection
M1725 Port State Control
MGN 17 Musters, Drills and Training
MGN 20 MS&FV (Health & Safety at Work) Regulations
MGN 88 Employment of Young Persons
MGN 111 Maintenance of Lists of Crew Ashore
MGN 115 Accident Reporting and Investigation
MGN 134 Issue of Discharge Books to UK Seafarers
MGN 136 Changes to the amount that may be deducted from seafarers wages in respect of
breaches of obligations under a Crew Agreement.
MGN 148 Approval of Crew Agreements
Merchant Shipping Notices are available individually or by annual subscription from;
Mail Marketing (Scotland)
Unit 6, Bloomsgrove Industrial Estate
Norton Street
NOTTINGHAM
NG7 3JG
Tel: 0115 901 3336
Fax: 0115 901 3334
They can also be accessed from the MCAs web page on www.mcga.gov.uk under Publications/
Statuatory Information/M Notices or from MCAMarine Offices.
MGN-221 25/3/03 4:41 pm Page 19
Legislation:
Primary Merchant Shipping Act 1995
Statutory Instruments
Official Log Book Regulations SI 1981/569
(Amend) SI 1985/1828
(Amend) SI 1991/2145
(Amend) SI 1997/1511
Seamans Document Regulations SI 1987/408
(Amend) SI 1995/1900
(Amend SI 1999/3281
Health & Safety at Work Regulations SI 1997/2962
Many Statutory Instruments are available, free to read and download, on the MCAwebsite 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: 0870 600 5522
Fax: 0870 600 5533
Further related documents
Training and Certification series of MGNs: Parts 1-21
20
MGN-221 25/3/03 4:41 pm Page 20
21
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 MCAoral 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 Oral D from MGN 69 from appropriate perspective
Chief Mate 500gt Oceans Oral D from MGN 69 from appropriate perspective
Master 3,000gt Oceans Oral B from MGN 69 from appropriate perspective
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 OOW oral from MGN 195
Mate 500gt Ocean OOW oral from MGN 195
Mate 3,000gt near coastal OOW oral from MGN 195
Mate 3,000gt Ocean OOW oral from MGN 195
Master 500gt near coastal Master 500gt oral from MGN 195
Master 500gt Ocean Master 500gt oral from MGN 195
Master 3,000gt near coastal Master 3,000gt oral from MGN 195
Master 3,000gt Ocean Master 3,000gt oral from MGN 195
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. Anear
coastal certificate issued by the USCG will have the CEC endorsed USAnear coastal area only.
MGN-221 25/3/03 4:41 pm Page 21
ANNEX 9
22
FEES FOR CERTIFICATES OF EQUIVALENT COMPETENCY (As at July 2002 )
Certificates Payable to MCA
Issue of a CEC
Revalidation of a CEC to STCW 95
Revalidation of a STCW 95 CEC
Upgrade of a current CEC
Addition of Tanker Endorsement to CEC
70.00
50.00
30.00
70.00
20.00
UKLAP FEES
Examination
Grade 1 (MN)
Grade 2 (MN)
Payable to MCA
Oral Examinations
74.00
74.00
Payable to SQA*
Written Examinations
60.00
60.00
ENGLISH LANGUAGE ORAL EXAM FEES
Examination
English Language
Payable to MCA
Oral Examinations
74.00
Payable to SQA*
Oral Examinations
60.00
ORAL EXAM OF COMPETENCY
Payable to MCA 111.00
Payable to MCA at time of application
Payable to MCA or SQA at time of application
Payable to MCA or SQA at time of application
Payable to MCA at time of application
*Details of how to apply to the SQAare given on the Notice of Assessment
MGN-221 25/3/03 4:41 pm Page 22
- 1 -
MARINE INFORMATION NOTE

MIN 340 (M+F)

Certificates of Equivalent Competency Amendment
of Procedures

Notice to all Owners, Operators, Managers, Masters, Skippers and Officers of Merchant
Ships and Fishing Vessels.

This notice should be read in conjunction with Marine Guidance Note 220 (F) and Marine
Guidance Note 221 (M) and replaces Marine Information Note 242 (M+F).
This notice expires on 7 November 2010.

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
Details for obtaining Certificates of Equivalent Competency for officers on board Merchant
Ships and Fishing Vessels are found in Marine Guidance Note 221 (M) and Marine Guidance
Note 220 (F).

This Marine Information Note has been issued to restate the guidance contained in Marine
Information Note 242 (M+F). It also includes new sections on: oral examination requirements
for applicants holding US Coastguard Chief Engineer (Limited-Oceans) Licenses; the
measures taken by the Maritime and Coastguard Agency (MCA) to prevent fraud and other
unlawful practices involving the certification process; and right of appeal.

The layout of the document and minor aspects of the text have been updated for clarity.

1. Introduction
1.1 Marine Guidance Note 221 (M) and Marine Guidance Note 220 (F) were issued in
March 2003 to explain the requirements for obtaining Certificates of Equivalent
Competency for officers serving on board UK-registered Merchant Ships and Fishing
Vessels. The MCA constantly reviews procedures to ensure they remain relevant. In
reviewing the processes for obtaining Certificates of Equivalent Competency, the MCA
has streamlined a number of procedures and improved quality control to enhance
maritime safety.
1.2 This notice repeats procedures set out in Marine Information Note 242 (M+F). In
particular those relating to the application procedure including: the issue of
Confirmation of Receipt of Applications and temporary certificates; Medical Fitness and
Sight Test Certificates; requirements for UK Legal and Administrative Processes and
English Language (UKLAP); and acceptance and verification of Certificates of
- 2 -
Competency. It also includes new sections on oral examination requirements for
holders of US Coastguard Chief Engineers (Limited Oceans) Licenses; the measures
taken by the MCA to prevent fraud and other unlawful practices involving the
certification process; and right of appeal.

2. Application Procedure
2.1 A table of the procedures for obtaining a Certificate of Equivalent Competency is set
out in Annex 1. Applications must be submitted to the Seafarer Training and
Certification Branch with the full supporting documentation specified in that Annex.
2.2 The MCA endorses the Confirmation of Receipt of Application, presented in Annex 2,
to acknowledge receipt of the Certificate of Equivalent Competency application and
cover the applicant for up to three months service on board a UK vessel; in accordance
with Regulation 1/10 paragraph 5 of the International Convention on Standards of
Training, Certification and Watchkeeping (STCW) 1978, as amended. It is the
responsibility of the applicant (or company in the case of company applications) to
ensure that all applications are made in accordance with the Regulations i.e. that
applicants hold recognised Certificates of Competency, Medical Fitness and Sight Test
Certificates (where appropriate) and meet the English Language requirements. It is an
offence under the Merchant Shipping Act to knowingly make a false application.
2.3 The MCA will verify all Certificates of Competency with the issuing administration to
confirm validity and authenticity. Once confirmation has been received, a Certificate of
Equivalent Competency will be issued, subject to all other requirements being met.
2.4 Temporary Certificates will only be issued in limited circumstances, for instance where
a Master requires longer than three months to complete the UK Legal and
Administrative Procedures (UKLAP) Grade 1, or where verification of the Certificate of
Competency has not been received.
3. Medical Fitness and Sight Test Certificates
3.1 Attention is drawn to the list of Medical Fitness and Sight Test requirements for
Certificate of Equivalent Competency applicants contained in Marine Guidance Note
221 (M) and Marine Guidance Note 220 (F). In particular, countries whose medical
fitness and sight test certificates are accepted by the MCA. Full details on UK medical
requirements can be found in Merchant Shipping Notice 1765 (M)
1
and Merchant
Shipping Notice 1818 (M)
2
. Please note that it is an offence under the Merchant
Shipping Act to employ a seafarer on a UK-registered vessel who does not hold
an appropriate medical fitness or sight test certificate.
3.2 Applicants are no longer required to submit the Medical Fitness or Sight Test Certificate
with the application for a Certificate of Equivalent Competency. However it is
emphasised that it remains the responsibility of the company to ensure that seafarers
employed on its vessels fully comply with the Regulations. Medical Fitness and Sight
Test certificates must be verified by the Master or Skipper when the applicant reports
for duty and will be liable to Flag State Inspection.

1
Merchant Shipping Notice 1765 (M): Seafarer Medical Examination System and Medical and Eyesight
Standards
2
Merchant Shipping Notice 1818 (M): Approved Medical Practitioners (Approved Doctors) with effect from 1
June 2008
- 3 -
4. UK Legal and Administrative Procedures Requirements
4.1 Grade 1
4.1.1 Masters and Skippers are required to obtain UK Legal and Administrative
procedures (UKLAP) Grade 1 by undertaking the MCA oral examination or Scottish
Qualifications Authority written test. A temporary Certificate of Equivalent Competency
may be issued for up to six months to enable the Master or Skipper to obtain the
qualification. European Union and European Economic Area nationals may
alternatively serve an Adaptation Period of up to six months in a lower rank. A full (five
year) Certificate of Equivalent Competency will only be issued once all requirements
have been met and verified by the MCA.
4.2 Grade 2
4.2.1 The company will be responsible for ensuring that Chief Mate, Chief Engineer and
Second Engineer are sufficiently familiar with UK Legal and Administrative procedures
(UKLAP) requirements equivalent to the Grade 2 syllabus. The on board Adaptation
Period has been streamlined and companies will no longer be required to submit
completed Adaptation Period Reports to the MCA. A written record confirming that each
officer has attained the necessary standard must be kept on board. The written record
should be in the form at Annex 3 for Merchant Vessels and Annex 4 for Fishing
Vessels. This may be verified by Flag State Inspection.
5. English Language
5.1 Merchant Navy
5.1.1 The requirements for English Language remain as set out in Marine Guidance Note 221
(M).
5.1.2 However, for applicants choosing to prove competence in English language by taking
the Marlins test, there is an additional alternative. Previously applicants were required
to supply evidence of a pass in the Marlins test supported by evidence of a company
interview confirming that the applicants standard of spoken English was satisfactory.
MCA approved Marlins test centres offer a Test of Spoken English (TOSE), which will
be accepted in lieu of the company interview, provided that it is accompanied by the
normal Marlins test certificate indicating a pass at the levels indicated in Marine
Guidance Note 221 (M). This offers applicants the option to complete both parts of the
requirements at one test centre.
5.2 Fishing Vessels
5.2.1 The MCA expects there to be a common language between officers on board UK-
registered fishing vessels.

5.2.2 Applicants for a Fishing Certificate are not required to provide evidence of knowledge of
English language. However, to maintain the necessary standards of safety, especially
for ship/shore communication and for the understanding of UK Safety Publications, it is
the responsibility of the owners and operators to ensure that at least one officer on
board every fishing vessel is competent in English language to the standard specified in
Annex 5.

6. Certificates of Competency
6.1 The MCA requires evidence of the authenticity and validity of the applicants Certificate
of Competency. Ideally, the original should be submitted with the application. However,
the MCA recognises that this may be difficult in some circumstances and therefore will
accept photocopies attested by:
- 4 -
an MCA Marine Office;
the issuing administration; or
the company responsible for the day to day operation of the vessel (subject to
entering a formal attestation agreement with the MCA. Please contact the Seafarer
Training and Certification Branch for further details).
6.2 The Master or company representative should check the Certificate of Competency to
ensure it is authentic and valid when the officer reports for duty.
7. US Coastguard Chief Engineer (Limited Oceans) Licenses
7.1 Certificates of Equivalent Competency will be endorsed for US Coastguard Chief
Engineer (Limited Oceans) Licenses for use on yachts only. Applicants will be required
to pass either a Yacht 1 or Yacht 2 oral examination from Marine Guidance Note
(MGN) 156 as applicable. Full details are included in Annex 6.
8. Prevention of Fraud and other unlawful practice.
8.1 The UK is required under European law to take and enforce appropriate measures to
prevent fraud and other unlawful practices involving the certification process and to
provide for penalties that are effective, proportionate and dissuasive.
8.2 In the UK, the authorities that are competent to detect and combat fraud and to
exchange information concerning the certification of seafarers with other Member
States are the MCA and the police. If a document is thought to be fraudulent the matter
should in the first instance be reported to the MCA. The MCA can be contacted using
the contact details at the end of this Marine Information Note. A list of addresses for
local police stations can be found on the following websites: www.police-
information.co.uk or www.scottish.police.uk
8.3 A list of contact details for designated authorities in other Member States can be found
on the International Maritime Organization (IMO) website at www.imo.org

9. Right of Appeal in relation to applications for Certificates of Equivalent
Competency

9.1. The Merchant Shipping (Training and Certification) (Amendment) Regulations 2008
introduced a right of appeal in relation to applications for Certificates of Equivalent
Competency. An applicant for a Certificate of Equivalent Competency whose
application is refused, or deemed to have been refused because no response has been
given within 28 days of making the application, may have the application reviewed at
an inquiry. An applicant who wishes to exercise this right should contact the MCA in
writing within 28 days of the refusal or deemed refusal (the relevant contact details can
be found at the end of this Marine Information Note) and arrangements will be made for
a panel to review the application and for the applicant to be advised of the outcome.

- 5 -

More Information

Bay 1/17
Spring Place
105 Commercial Road
Southampton
SO15 1EG

Tel : +44 (0) 23 8032 9231
Fax : +44 (0) 23 8032 9252
e-mail: cec@mcga.gov.uk

General Inquiries: infoline@mcga.gov.uk

MCA Website Address: www.mcga.gov.uk

File Ref: MC 034/030/0011

Published: November 2008
Please note that all addresses and
telephone numbers are correct at time of publishing

Crown Copyright 2008


Printed on material containing minimum 75% post-consumer waste paper
- 6 -

Annex 1
Merchant Navy
Application Procedures for Certificates of Equivalent Competency

A B C D
Application
For:
Application Requirements Company Action MCA Action

Master

Completed Application
Form
Fee
Photographs
Proof of English
Language
Original or properly
attested copy of CoC
CRA with Section 1
completed
attested copy of
Passport or Discharge
Book

Verify validity of medical
fitness or sight test
certificate
Check original CoC for
correctness
Complete application in
accordance with the
Regulations &
requirements in Column
B and send to MCA
Send proof of UKLAP
Grade 1 to MCA as soon
as obtained

Complete Section 2 of
CRA and return
Verify CoC with issuing
administration
Issue Temporary CEC
and instruction to take
UKLAP Grade 1
Issue Full (5 year) CEC
when proof of
successfully passing
UKLAP Grade 1
received from the
company and all other
checks are complete

Chief Mate
Chief
Engineer
2
nd
Engineer

Form
Fee
Photographs
Proof of English
Language
CRA with Section 1
completed
attested copy of
Book

certificate
correctness
Ensure officer receives
sufficient training to
satisfy the knowledge
requirements of UKLAP
Grade 2 and retain
records
accordance with the
Regulations &
B and send to MCA

CRA and return
administration
when checks are
complete

OOW Deck
OOW
Engineering

Form
Fee
Photographs
Proof of English
Language
CRA with Section 1
completed
attested copy of
Book

certificate
Check the original CoC
for correctness
accordance with the
Regulations &
B and send to MCA

CRA and return
Verify CoC with
issuing administration
Issue Full (5 year)
CEC when checks are
complete
- 7 -
Fishing Vessels

Application Procedures for Certificates of Equivalent Competency

A B C D
Application
For:
Application
Requirements
Company Action MCA Action

Skipper

Form
Fee
Photographs
attested copy of
Book

certificate
correctness
accordance with the
Regulations &
B and send to MCA
Send proof of UKLAP
Grade 1 to MCA as soon
as obtained
Ensure at least one
officer on board is
competent in English
Language to the
standard specified in
Annex 4

administration
Issue Temporary CEC
and instruction to take
UKLAP Grade 1
when proof of successfully
passing UKLAP Grade 1
received from the
company and all other
checks are complete

2
nd
Hand
and
Engineer

Form
Fee
Photographs
attested copy of
Book

certificate
correctness
Ensure officer receives
sufficient training to
satisfy the knowledge
requirements of UKLAP
Grade 2 and retain
records
accordance with the
Regulations &
B and send to MCA

administration
when checks are
complete

- 8 -
Annex 2

Bay 1/20
Applicant - please enter name and address in the box below Spring Place
105 Commercial Road
SOUTHAMPTON
SO15 1EG
Applicant - please enter name and address in the box below
TEL : +44 (0) 2380 329254
DDI : +44 (0) 2380 329231
GTN : 1513 231
Fax : 02380 329252

CONFIRMATION OF RECEIPT OF APPLICATION CERTIFICATE OF
EQUIVALENT COMPETENCY

SECTION 1 TO BE COMPLETED BY THE COMPANY
I/we enclose applications for Certificates of Equivalent Competency for the following seafarer(s).

MCA use
only
Surname Initials Date of Birth COC Number Capacity of the COC or lower rank
if required
Received

Declaration (the maximum penalty for a false declaration is 5000)
I declare that all the applicants listed above hold a valid Certificate of Competency, a valid medical fitness
certificate, and where appropriate sight test certificate, accepted by the MCA for the issue of a Certificate of
Equivalent Competency as detailed in MGN 221 (M). All required supporting documentary evidence is enclosed,
as detailed in MGN 221 (M).

Signed Date

Name Position in Company ...............................................

SECTION 2 TO BE COMPLETED BY MCA

We confirm receipt of the above applications on . This notice may be used as documentary
evidence that the above applications have been submitted to the MCA in accordance with STCW78 as amended,
Regulation I/10 paragraph 5, and will remain valid until (Only valid when stamped, dated and signed by
an authorised MCA official)

Signed

Name
Duly Authorized Official

Date

e-mail cec@mcga.gov.uk
MCA Stamp
Company name and address:

Email address:

MSF 4359 REV 0806
CEC CRA 1
- 9 -
Annex 3
Merchant Vessels

WRITTEN RECORD OF UKLAP GRADE 2 FAMILIARISATION TRAINING

A report must be completed for each officer serving with the company holding a Certificate of
Equivalent Competency.
Name of officer

Name of ship

Capacity in which served

Period of assessment

From To

UKLAP in this section confirmation is required of the officers knowledge of the
subject areas listed below. Confirm in the space provided that the officer has been
assessed and would, if required, be able to demonstrate knowledge.
List of certificates and documents required to be carried on a UK-registered vessel
SAFCON, SEC and Radio Certificates

Loadline Compliance

Period and Maintenance of Validity on
UK ships

Understanding of survey procedures

Role and function of the MCA and its organs
Registry of Shipping and Seamen

HM Coastguard

Port State Control

M Notices

Provision of Muster, Drills and Training on Board
Muster, Drills and Training

Provision of Health and Safety on UK Ships to include
Safety Officials, meetings

Comprehensive understanding of the
Code of Safe Working Practices

Entry into enclosed spaces, safe
movement aboard ship

Hatches and lifting appliances

Means of access and risk assessment

An outline knowledge of entries to be made in the Official Log Book
Dedicated pages
Narrative section to include disciplinary
procedures

- 10 -
COMMUNICATION, CONDUCT AND SOBRIETY in this section, a report is required of
the officers ability to communicate in written and spoken English within the context of
VHF, official and social communication, integrate within the ships community,
establish relationships and maintain discipline. A report is also required upon signs of
alcohol or drug abuse.
Communication
Clarity of speech

Initiation of dialogue, ability to continue and
progress of conversation

Vocabulary, including job functions

Understanding of the overall theme of the
conversation/radio report

Clarity of written English

Conduct and Sobriety
Relations with colleagues

Conduct and ability to maintain discipline

Alcohol and drug related problems

Overall Assessment use this space to summarise the report and provide any relevant
information not included elsewhere

I am personally satisfied that the content of this report is a fair and accurate reflection of the
performance, competence and conduct of the officer during the period and assess the officer
as follows:

PASS I am satisfied that the officer has met the full requirements of UKLAP
Grade 2 and English and has demonstrated a satisfactory standard of conduct,
discipline and sobriety

EXTENSION the officer has made good progress toward the necessary standard
but requires some further improvement in the following areas:

I expect the necessary standard to be reached by

FAIL the officer has failed to reach the standard in the following area(s):

Signature of Company Representative
Full Name of Company Representative
Company

Company stamp
- 11 -
Annex 4
Fishing Vessels

WRITTEN RECORD OF UKLAP GRADE 2 FAMILIARISATION TRAINING

A report must be completed for each officer serving with the company holding a Certificate of
Equivalent Competency.
Name of officer

Name of vessel

Capacity in which served

Period of assessment

From To

UKLAP in this section confirmation is required of the officers knowledge of the
subject areas listed below. Confirm in the space provided that the officer has been
assessed and would, if required, be able to demonstrate knowledge.
List of certificates and documents required to be carried on a UK-registered fishing vessel
UK FVC or IFVSC

Period and Maintenance of Validity on
UK ships

Understanding of survey procedures

Role and function of the MCA and its organs
Registry of Shipping and Seamen

HM Coastguard

M Notices

Provision of Muster, Drills and Training on Board
Muster, Drills and Training

Provision of Health and Safety on UK Ships to include
Safety Officials, meetings

Crew Agreement & Crew
Accommodation Regulations

Hatches and lifting appliances

Means of access and risk assessment

An outline knowledge of entries to be made in the Official Log Book
Dedicated pages

Narrative section to include
disciplinary procedures

- 12 -

CONDUCT AND SOBRIETY in this section, a report is required of the officers ability to
establish relationships and maintain discipline. A report is also required upon signs of
alcohol or drug abuse.
Conduct and Sobriety
Relations with colleagues

Conduct and ability to maintain discipline

Alcohol and drug related problems

Overall Assessment use this space to summarise the report and provide any relevant
information not included elsewhere

I am personally satisfied that the content of this report is a fair and accurate reflection of the
performance, competence and conduct of the officer during the period and assess the officer as
follows:

PASS I am satisfied that the officer has met the full requirements of UKLAP Grade
2 and has demonstrated a satisfactory standard of conduct, discipline and sobriety

EXTENSION the officer has made good progress toward the necessary standard
but requires some further improvement in the following areas:

I expect the necessary standard to be reached by

FAIL the officer has failed to reach the standard in the following area(s):

Signature of Company
Representative

Full Name of Company
Representative

Company

Company stamp
- 13 -
Annex 5

Acceptable Evidence of Knowledge of English Language for Service on Board

The following is acceptable evidence of competency in English. Candidates for Fishing Vessel
Certificates of Equivalent Competency are not required to demonstrate this evidence at the
application stage. However, the company must ensure that AT LEAST ONE OFFICER on
board is able to demonstrate competency in English to the satisfaction of the Maritime and
Coastguard Agency (MCA) which may be verified at Flag State Inspection.

Confirmation of proficiency through passing an oral examination in English from an MCA
surveyor on board the vessel or in a Marine Office.

Passing the Marlins written test and Test of Spoken English (TOSE) at an approved
Marlins Test Centre the minimum acceptable pass mark is 70%. Addresses of
approved centres are available from the MCA and the Marlin company website at
www.marlins.co.uk

Satisfying the MCA that English is the candidates mother tongue.

Holding a Certificate of Competency for which the examinations are conducted in
English.

Holding an advanced English language certificate issued by the British Council or an
International Language Testing System (IELTS) test report showing Overall Band level of
at least 6.

Holding a certificate of TOEFL (Test of English as a Foreign Language) as applicable for
admission to US universities.

Passing the MCA English language test administered for the MCA by the Scottish
Qualifications Authority (SQA) and conducted by arrangement with the SQA in any
British Council Office.
- 14 -
Annex 6
Oral Examination of Competency
Holders of US Coastguard Chief Engineer (Limited Oceans) Licenses

Applicants holding US Coastguard Chief Engineer (Limited-Oceans) Licenses are required to
pass the following Maritime and Coastguard Agency (MCA) oral examinations, for which an
additional fee is payable.

Chief Engineer (Limited-Oceans) Motorships
limited to 3000 kW or more Y2 oral from MGN 156
Chief Engineer (Limited-Oceans) Motorships
limited to 9000 kW or more Y1 oral from MGN 156

The Certificate of Equivalent Competency will be limited to yacht service only, for use under
the Large Commercial Yacht Code (LY2)
3
.

To be eligible for the Y2 oral examination, applicants require proof of three months sea service
as a yacht engineer on a yacht less than 3000gt and more than 350 kW propulsion power
whilst in possession of their Chief Engineer (Limited-Ocean) License.

To be eligible for the Y1 oral examination, applicants require proof of six months sea service
as a yacht engineer on a yacht between 500gt and 3000gt and not less than 1500 kW
propulsion power whilst in possession of their Chief Engineer (Limited-Ocean) License.

All candidates should note that any limitations as to area of operation or capacity on the
original US Coastguard License will be carried over to the Certificate of Equivalent
Competency.

3
MSN 1792 (M) or any subsequent update.
1
MGN 97 (M)
1
SI 1997/348 as amended by SI 1997/1911
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 1997
1
.
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.
LATEST INDEX TO PARTS
Part No. Subject Latest MGN Issue Date
Number
1 General requirements for certification MGN 91(M) April 2000
and medical fitness
2 Certificates of competency deck department MGN 92(M) April 2000
3 Certificates of competency engine MGN 93(M) April 2000
department
4 Certificates of competency radio personnel MGN 94 (M) July 1999
5 Special training requirements for personnel MGN 95(M) April 2000
on certain types of ship
6 Emergency, occupational safety, medical care MGN 96(M) April 2000
and survival functions
2
7 Alternative certification dual certification MGN 7(M) April 2000
8 Education and training schemes MGN 8(M) April 2000
9 Procedure for the issue and revalidation of MGN 9(M) April 2000
certificates of competency, marine engine operator
licences and tanker endorsements.
10 Ratings This Note
11 Conduct of MCA oral examinations MGN 69(M) April 2000
12 Safety training for concessionaires MGN 120(M) April 2000
working on passenger ships
13 Use of fishing vessel certificates of competency MGN 121(M) April 2000
in standby, seismic survey and oceanographic
research vessels revised arrangements
14 STCW 95 application to certificates of service MGN 116(M) April 2000
15 Certification of inshore tug personnel MGN 117(M) April 2000
16 Certification of inshore craft personnel MGN 126(M) Not yet issued
(other than tugs)
An executive agency of the Department of the
Environment, Transport and the Regions
Seafarer Standards Branch
Spring Place
105 Commercial Road
Tel: 02380 329231
Fax: 02380 329252
E-mail: exams_section@mcga.gov.uk
April 2000
MC124/1/029
Crown copyright 2000
3
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.
2
Available from the Publications Section, The International Maritime Organization, 4, Albert
Embankment, London SE1 7SR.
3
SIs 1983/808, 1985/512, 1990/1985
4
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 personal survival techniques (STCW Code-Table A-VI/1-1);
.2 fire prevention and fire-fighting (STCW Code-Table A-VI/1-2);
.3 elementary first aid (STCW Code-Table A-VI/1-3);
.4 personal safety & social responsibilities (STCW Code-Table A-VI/1-4).
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 1997
4
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 Trainee Rating (Deck or Engine Departments)
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
.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.
3.3.2 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
4
SI 1997/1320 as amended by SI 1997/1911
5
.2 have met the requirements for Deck Rating Grade 2.
3.4 AB Certificate
3.4.1 To qualify for the issue of an AB certificate, a seafarer must have:
.1 attained the age of 18;
.2 obtained a Watch Rating Certificate;
.3 obtained an EDH certificate or a VQ2 in Marine Vessel Operation;
.4 obtained a Certificate of Proficiency in Survival Craft and Rescue Boats (CPSC&RB) or
a Certificate of Proficiency in Survival Craft (CPSC) or a Lifeboatman certificate;
.5 produced proof of medical fitness; and
.6 completed at least 24 months sea-service in the deck department or 36 months as a General
Purpose (GP) rating, of which at least 12 months was on deck duties.
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 Efficient Deck Hand (EDH) Certificate
3.5.1 EDH is the qualifying examination for AB and deck rating certification. This can be taken after a
seafarer has:
.1 attained the age of 17;
.2 served at least 12 months in the deck department of sea-going merchant ships; and
.3 obtained a Navigational Watch Rating Certificate or a Steering Certificate
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 The syllabus for EDH training and certification is given in Annex 1.
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.
6
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 obtained an Engine-Room Watch Rating Certificate after meeting the requirements of
STCW Code A-III/4, as described in paragraphs 4.1 to 4.5 below; and have either
.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 General Purpose (GP) Ratings
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 Watch Rating Certificates
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 is not less than 17 years old;
.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
7
.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 has an EDH certificate; or a level 2 VQ in Marine Vessel Operations (deck); and
.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 Additional Training Requirements
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 at least 3 months approved sea-going service on tankers in order to acquire adequate
knowledge of safe operational practices; or
.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.
8
5.4 Passenger Ships other than Ro-Ro Passenger Ships
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 For continued service, appropriate refresher training in respect of crowd management is
required at intervals not exceeding five years or evidence of having achieved the required
standard of competence within the previous five years must be produced to the employer or an
official of an authorized body. This may be achieved by 12 months sea-service in the relevant type
of ship within the previous 5 years.
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 Marine Evacuation System Training
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.
9
ANNEX 1
EFFICIENT DECK HAND (EDH) CERTIFICATES
1.0 Entry Requirements
1.1 Candidates must:-
.1 be at least 17 years of age;
.2 have successfully completed the basic training required by STCW Code A-VI/1;
.3 hold a Navigational Watch Rating Certificate ; or
a steering certificate; or
proof of having obtained sufficient experience;
.4 meet the medical fitness requirements; and
.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 Meaning of common nautical terms.
2.2 Navigational watchkeeping duties as follows:
.1 duties of a bridge lookout and the reporting of lights and objects;
.2 knowledge of the compass card in 360
o
notation;*
.3 understand helm orders.**
Note: * holders of Watch Rating and Steering Certificates will not be examined on this
section; and
** holders of steering certificates will not be examined on this section.
2.3 Life saving appliances and fire fighting appliances as follows:
.1 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 understand correct operation, precautions and dangers of lifeboat release gear;
.4 understand the procedures for boat preparation and launching;
.5 understand the precautions to be observed when maintaining lifeboats and davits;
.6 understand the importance of fire and watertight doors.
2.4 Practical work as follows:
.1 Common knots, bends and hitches including:
reef knot, timber hitch, clove hitch, bowline, bowline on the bight, sheet bend, double sheet
bend, sheepshank, rolling hitch, round turn and two half hitches, figure of eight knot,
fishermans bend, monkeys fist, wall and crown knot;
.2 Common splices including:
eye splice in eight strand plaited rope; eye, back and short splice in three strand rope;
eye splice with locking tuck in wire rope.
10
.3 parcel and serve a splice;
.4 whippings and seizings;
.5 care, use and storage of ropes and wire;
.6 the correct fitting of wire grips (e.g. Bulldog grips);
.7 use and selection of stoppers for wires and ropes;
.8 slinging of stages and bosuns chair;
.9 rigging of pilot ladders, gangways and accommodation ladders;
.10 rigging of a hydrostatic release unit;
.11 rigging a derrick;
.12 securing the deck for severe weather;
.13 opening and closing of hatches and watertight doors including bow, stern and other
shell doors;
.14 marking of anchor cables.
2.5 Code of Safe Working Practice for Merchant Seamen (COSWP) 1998
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 Relevant section of COSWP
.1 Protective clothing and equipment Ch.4
.2 Safety signs and to include standard Ch.5
signs and colours for dangerous goods,
pipe lines, fire extinguishers and
gas cylinders
.3 Safety induction Ch.8
.4 Fire precautions Ch.9
.5 Emergency procedure Ch.10, sections 1-6
.6 Safe movement on board ship Ch.13
.7 Working aloft and outboard Ch.15, sections 1-6
.8 Work in machinery spaces Ch.15, sections 7-10
.9 Permit to Work Ch.16, sections 1-2
.10 Enclosed spaces Ch.17, sections 1-5 and 8-11
.11 Boarding arrangements Ch.18
.12 Manual lifting and carrying Ch.19
.13 Use of work equipment Ch.20, sections 1-4 and 7-10
.14 Lifting plant Ch.21, sections 1-7 and Annex 21.1
.15 Hydraulic and pneumatic equipment Ch.22, section 10
.16 Batteries Ch.22, section 16
.17 Anchoring and mooring Ch.25
.18 Hatches Ch.26
11
ANNEX 2
SPECIMEN EFFICIENT DECK HAND CERTIFICATE
(To be produced and registered locally by the issuing Training Provider.)
No. [Training Inst. to allocate]
Name of Issuing Training Provider Address and Contact Details
EFFICIENT DECK HAND CERTIFICATE (Qualifying examination for AB)
This is to certify that:
Full Name of Candidate [ ]
Date of Birth [ ]
Discharge Book No. [ ]
or other national ID
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 Training Provider
Authorised Representative 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.
12
ANNEX 3
SPECIMEN WATCH RATING CERTIFICATE
(To be produced and registered locally by the issuing company. A copy of each certificate issued
should be sent to the MCA at the address below.
No. [Company to allocate]
Name of Issuing Company Address and Contact Details
[NAVIGATIONAL][ENGINE-ROOM]* WATCH RATING CERTIFICATE
This is to certify that
Full Name of Candidate [ ]
Date of Birth [ ]
Discharge Book No. [ ]
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 Company Stamp and Date
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
13
ANNEX 4
MCA MARINE OFFICES ISSUING AB CERTIFICATES
1. Aberdeen Marine Office Tel: 01224 574 122
Blaikies Quay Fax: 01224 571 920
Aberdeen AB11 5EZ
2. Beverley Marine Office Tel: 01482 866 606
Crosskill House Fax: 01482 869 989
Mill Lane
Beverley
North Humberside HU19 9JB
3. Cardiff Marine Office Tel: 02920 229 556
2nd Floor Fax: 02920 229 017
Oxford House
Hills Street
Cardiff CF1 2TD
4. Glasgow Marine Office Tel: 0141 427 9400
6000 Academy Park Fax: 0141 427 9401
Gower Street
GIasgow G51 1TR
5. Liverpool Marine Office Tel: 0151 471 1142
Graeme House Fax: 0151 471 1143
2nd Floor
Derby Square
Liverpool L2 7SQ
6. London Marine Office Tel: 01689 890 400
Central Court Fax: 01689 890 446
1B Knoll Rise
Orpington
Kent BR6 OJA
7. Newcastle Marine Office Tel: 0191 285 7171
Government Buildings Fax: 0191 284 7464
Broadway West
Gosforth
Newcastle upon Tyne NE3 2JL
8. Southampton Marine Office Tel: 02380 329 329
Spring Place Fax: 02380 329 351
105 Commercial Road
- 1 -

MSN 1815 (M)

Countries whose Seafarer Medical Certificates are
accepted as equivalent to the UK Seafarer Medical
Certificate (ENG1) from 1 July 2007

Notice to all Shipowners, Agents, Masters, Seafarers, MCA Approved Medical
Practitioners and Approved Medical Referees.

This Notice replaces the list published in MSN 1798 (M). It should be read in conjunction with
MSN 1765 (M)

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 The Merchant Shipping (Medical Examination) Regulations 2002 as amended, make it
a legal requirement for any seafarer (as defined in the Regulations), to hold a valid
certificate attesting to their medical fitness for the work for which they are employed.

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 Acceptable Medical Fitness Certificates

2.1 The following certificates are acceptable for seafarers on sea-going United Kingdom
ships (as defined in the Regulations):

(i) a UK seafarer medical certificate (known as an ENG1) issued in accordance
with the provisions of the Regulations by an MCA approved medical practitioner
(known as an approved doctor), listed in a Merchant Shipping Notice, (currently
MSN 1814 (M)); or

(ii) a valid national seafarer medical certificate issued in accordance with the
requirements of the Maritime Authority of any country listed in Annex A of this
Notice. The certificate is one which would normally be issued to a national of
that country, by a doctor approved by the Maritime Authority of that country,
wherever he/she may be located. It does not entitle these doctors to issue UK
seafarer medical certificates (ENG1s).
- 2 -

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 As a standard for working on a UK ship, it is expected that the equivalent medical
certificate has an English translation in order for the Master of the ship and / or any
Inspectors / Surveyors who may wish to sight the medical certificate to be able to
identify any restrictions to the duties for the voyage for which they are embarked.

Further countries may be added to this list as and when their standards have been
assessed for equivalency.

3.0 Further Information

3.1 The list is also available on the MCA's webpage at:

www.mcga.gov.uk/seafarer information/health and safety/seafarer medical information

and is updated whenever any new country is assessed and accepted as equivalent.

More Information

Seafarer Health and Safety Branch
Bay 2/09
Spring Place
105 Commercial Road
Southampton
SO15 1EG

Tel : +44 (0) 23 8032 9247/9
Fax : +44 (0) 23 8032 9251
e-mail: seafarer.h&s@mcga.gov.uk

General Inquiries: 24 Hour Infoline
0870 600 6505


File Ref: MC 011/003/0027

Published: July 2007



- 3 -
ANNEX A

COUNTRIES WHOSE SEAFARER MEDICAL CERTIFICATES ARE
ACCEPTED AS EQUIVALENT TO THE UK MEDICAL CERTIFICATE

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

The following are countries whose national seafarer medical certificates are accepted as
equivalent to the UKs ENG 1 medical certificate. It does not authorise doctors from these
countries to issue ENG 1 certificates.
1
MGN 134 (M+F)
Issue of Discharge Books to UK Seafarers -
Changes to Catergories of Eligible Seafarers
Notice to Shipowners and Managers, Masters, Officers and Crew of Merchant Ships, Skippers,
Officers and Crew of Fishing Vessels and Masters, Officers and Crew of Pleasure Vessels
(including Yachts) who receive Wages for their Employment.
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
1. The Merchant Shipping (Seamens
Documents) Regulations 1987 provided that
seafarers of whatever nationality who were, or
had been, employed on a UK registered vessel
could apply for a UK discharge book unless they
already held a discharge book issued by one of
the administrations listed in those regulations.
Seafarers employed on non-UK vessels who had
not previously served on a UK registered vessel
were however ineligible to apply even if they
were UK citizens.
2. The MCA recognises that inconvenience can
be caused to UK seafarers who are unable to
obtain a discharge book from either the UK or the
flag state of the vessel upon which they are
serving. The Merchant Shipping (Seamens
Documents) (Amendment) Regulations 1999
which came into force on 1 January 2000 seek to
remedy this problem. They provide that if a
person is a British Citizen as defined in the British
Nationality Act 1981 (i.e. a person having the
right of abode in the UK) they may be issued with
a UK discharge book if they are unable to obtain
a discharge book from or acceptable to the flag
state of the vessel upon which they are serving.
3. Seafarers holding discharge books issued by
one of the Governments listed in the annex to this
MGN will, however, still not be eligible for the
issue of a UK Discharge Book.
(B) ISSUE OF DISCHARGE BOOKS TO UK
SEAFARERS PREVIOUSLY INELIGIBLE TO
APPLY FOR ONE
4. Following a review of the restrictions on the
issue of discharge books, applications can now be
accepted from:-
(i) persons employed in ships, other than light
ships, belonging to a general lighthouse
authority;
(ii) persons employed in ships of less than 80
registered tons engaged solely on coastal
voyages;
(iii) persons employed in pleasure vessels
(including yachts) provided that they receive
wages for their employment and that the
vessels go to sea;
(iv) persons employed in a ship solely to provide
goods, personal services or entertainment on
board, and employed by a person other than
the owner or the person(s) employing the
master, and who is not a member of the
medical or catering staff in the ship;
(v) persons employed in fishing vessels.
5. Only the following will continue to be
excluded from applying for a UK discharge book
(i) persons employed in vessels which do not
go to sea;
(ii) persons employed in pleasure vessels who
receive no wages for their employment;
(iii) persons employed in ships engaged on
coastal voyages around the UK solely for the
purpose of trials of the ship, its machinery or
equipment, where such persons are not
ordinarily employed as masters or seamen;
(iv) persons in the employment of the Crown
who are not ordinarily employed as masters
or seamen;
(v) persons employed in a ship solely in
connection with the construction, alteration,
repair or testing of the ship, and not engaged
in the navigation of the ship unless such
person is a normal member of the crew;
(vi) persons holding documents containing
substantially the same information, issued
by one of the governments listed in the
annex to this MGN;
(vii) persons employed on un-registered vessels;
(viii) persons, other than UK seafarers, employed
on non-UK registered vessels.
APPLICATIONS
6. New application forms will be available in due
course covering these changes. These will be
available from Marine Offices and the Registry
of Shipping, to whom applications should continue
to be made in person or by post as appropriate.
However existing forms may be used provided that
the following additional information is provided:-
(a) SEAFARERS ON UK REGISTERED
VESSELS
(i) a declaration stating the name of the
seafarer together with the name and
registered number of the vessel and
confirming that the seafarer has served or
is, or will be, serving on that vessel and
that he does not hold a discharge book
issued by one of the administrations
listed in the Annex to this MGN. The
declaration is to be on company headed
paper and is to be signed by the master,
employer or employers representative
and be stamped with the company or
ships stamp; or
(b) UK SEAFARERS ON NON-UK
REGISTERED VESSELS
(i) a declaration stating the name of the
seafarer together with the name,
registered number and flag state of the
vessel and confirming that the seafarer is
or will be serving on that vessel. In
addition the declaration should state why
it has not been possible to obtain a
discharge book from or acceptable to the
flag state. The declaration is to be on
company headed paper and is to be
signed by the master, employer or
employers representative and be
stamped with the company or ships
stamp, and;
(ii) evidence that the applicant is a UK
seafarer. This can be proved by sending a
UK passport, Birth Certificate or Certified
Extract of Registration of the seafarers
birth or any other document issued by a
British Government representative or the
Home Office which proves the seafarers
right of abode in the UK.
MSPP3C
Spring Place
105 Commercial Road
Tel 02380 329246
Fax 02380 329165
January 2000
Crown copyright 2000
2
3
ANNEX TO MGN 134 (M+F)
COUNTRIES WHOSE DISCHARGE BOOKS OR SIMILAR DOCUMENTS ARE ACCEPTABLE
FOR SEAMEN ON UK VESSELS - THE HOLDERS OF DOCUMENTS ISSUED BY THESE
COUNTRIES SHOULD NOT APPLY FOR UK DISCHARGE BOOKS
Bangladesh Jamaica Sierra Leone
Barbados Kenya Singapore
Canada Kiribati South Africa
Falkland Islands Malaysia Sri Lanka
Fiji Malta Tanzania
Ghana Mauritius Tonga
Guyana Nigeria Trinidad & Tobago
Hong Kong Pakistan Tuvalu
India Papua New Guinea Western Samoa
Republic of Ireland Saint Lucia Zambia
Isle of Man Seychelles
MGN 148 (M)
1
Approval of Crew Agreements Merchant Ships
Notice to all Employers of Merchant Seamen, and Masters and Seafarers
This Note supersedes M.1498
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. The Agency, in consultation with the
shipping industry, has produced revised
standard agreements which take account of
changes arising from STCW 95 and also
recognise that many UK registered ships no
longer operate to/from UK ports. These
revised crew agreements are available from
Marine Offices and proper officers abroad.
There are two standard agreements:
(1) An agreement appropriate for use on
ships formerly operating under National
Maritime Board (NMB) conditions.
(Form ALC(BSF) l(d));
(2) A minimum agreement for other
merchant ships (Form ALC(NFD) 1(d))
which complies with the requirements of
ILO Convention 22;
There is no reason why employers who were
not previously bound by the old NMB
agreements should not adopt Form ALC(BSF)
1(d) if they wish to do so. That crew
agreement adopts the NMB agreements as
they stood on 30 September 1990 and, if either
party wishes to amend the terms of the NMB
agreements it will be necessary to seek MCA
approval for a new form of crew agreement
(see Paragraph 3).
These standard agreements are regarded as
approved agreements and subject to the
comments in Paragraphs 10 and 13 below may
be used without individual submission to the
Agency for approval.
3. Employers who wish to use agreements other
than the standard forms or who wish to use
modified versions of the standard forms will
be required to submit them to the MCA for
approval not less than 14 days before the
agreement is to be used. To be approved such
agreements must comply with ILO
Convention 22 (Seamens Articles of
Agreement). In addition, the terms of
employment must not conflict with the
general law of the United Kingdom nor place
the UK in breach of its international
obligations (e.g. ILO Convention 87 (Freedom
of Association and Protection of the Right to
Organise)). Where the terms of an existing
agreement are to be modified following
agreement between the employer and a
seafarers organisation it will still be
2
necessary to notify the change to the MCA to
ensure that the new agreement does not
conflict with any of the criteria outlined
above. All crew agreements must be in a form
prescribed for standard agreements (see
Paragraph 7 below) and contain contractual
provisions dealing with the matters set out in
Paragraph 8 of this Notice. In considering
requests for approval of non-standard
agreements the MCA will have regard to the
need to ensure that the seafarers are as
adequately protected under these agreements
as they would be under the standard form of
agreement. Before approving a non-standard
agreement the MCA will wish to know the
views of the organisation(s) representing the
seafarers concerned on the proposed
agreement or modification.
4. ILO Convention No. 22 (Seamens Articles of
Agreement) permits national authorities to
approve crew agreements that will run
without time limit in the same way as shore-
based contracts of employment. The Merchant
Shipping (Crew Agreements, Lists of Crew
and Discharge of Seamen) Regulations 1991
modified the procedures for depositing crew
agreements and lists of crew with the
Registrar General of Shipping and Seamen
and, as a result, the MCA can consider
approving such agreements. Because a
seafarer employed under an indefinite crew
agreement will be able to give notice at any
time, irrespective of the location of the ship,
the MCA will only approve such agreements,
which are restricted to the Near Coastal Area
in order to protect employers from
unexpectedly high repatriation costs.
EXEMPTION FROM REQUIREMENT TO
HAVE A CREW AGREEMENT
5. The Secretary of State may grant exemptions
from the requirement to have a crew
agreement where he is satisfied that the
seafarers to be employed otherwise than under
a crew agreement will be adequately protected.
APPROVAL OF NON-STANDARD
AGREEMENTS OR EXEMPTIONS
6. Non-standard agreements, indefinite
agreements, modifications to standard
agreements or applications for an exemption
from the requirement to have a crew
agreement, should be submitted for approval
direct to MSPP 3C, Maritime & Coastguard
Agency, Spring Place, 105 Commercial Road,
Southampton, SO15 1EG. Tel 02380 329246 or
Fax 02380 329165.
CONDITIONS AND PROCEDURES APPLYING TO
ALL CREW AGREEMENTS
Form of Agreement
7. By the form of agreement is meant its size,
shape, layout and provision for information,
as distinct from the contractual clauses.
Note Although the MCA provides crew
agreement documentation, there is nothing to
prevent companies producing their own
versions of the crew agreement, lists of crew,
and list of persons under 18, providing it
replicates exactly the information on the
MCAs versions or has been submitted to and
approved by MCA. Computer generated
versions of the forms are acceptable provided
they are printed out, prior to signing and are
sent in printed form to the Registry of
Shipping and Seamen. Copies of the,
contractual clauses outer cover and lists of
crew etc. are to be placed on the MCA
Website at www.mcagency.org.uk to facilitate
companies or masters downloading the most
up to date documentation as and when they
need it. Copies of all the documentation in A4
format is also annexed to this MGN to
facilitate production on a PC or photocopier
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:-
name of the ship, port of registry and
official number;
description of the ship, e.g. passenger,
tanker, ferry, general cargo, bulk carrier;
register (net) tonnage;
name and address of registered owner or
manager;
Dates and places of commencement and
(if appropriate) termination of the
agreement.
Provision should be made on the Inside of the
Outer Cover for entries to be made by
superintendents and proper officers. A
specimen of an outside cover [ALC1] in A4
format is at Annex 1.
3
Incorporation of Contractual Provisions
The contractual provisions should be enclosed in the
outer cover and attached to it. Provision should be
made for the signature of the employer or master.
Specimens of the contractual provisions in A4
format are at Annex 2.
Incorporation of List of Crew
In accordance with regulations made under
section 78 of the 1995 Act the list of the crew may
be enclosed in the outer cover. In addition to the
particulars of the seafarers required by
regulations made under section 78, the crew list
contains provision for the insertion of rates of
pay, and for the signatures of the seafarers as
parties to the agreement.
Specimens of the Lists of Crew [ALC 1(a) & ALC
1(b)] in A4 format are at Annex 3.
Rates of pay
The entry for each seafarer in the list of crew must
indicate the rate of pay at which he is serving at
the time of engagement. If more convenient,
Company pay scales from which this may be
determined may be annexed to the agreement but
the entry As agreed is not acceptable.
List of young persons
In accordance with 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, a summary of the provisions of the
regulations and a list of all young persons under
the age of 18 are required to be included in every
crew agreement. The summary to be included is
contained in form ALC 1(c) Rev 10/98, which
supersedes previous versions of this form. A
specimen of ALC 1 (c) in A4 format is at Annex 4.
Contractual provisions
8. The MCA will expect a crew agreement to
contain contractual provisions governing the
following matters:
the persons between whom the agreement
is made;
the description of the voyage or voyages
to which the agreement relates and their
geographical limits and/or the duration
of the employment;
the capacity in which each seafarer is to be
employed;
the pay, hours, leave and subsistence,
which may be dealt with wholly or in part
by the incorporation of the provisions of
industrial agreements between the
employer and the relevant trades unions
or the old NMB Agreements current on
30 September 1990;
the other rights and duties of the parties
to the agreement;
the terms under which either of the parties
may give notice to terminate the
agreement;
the circumstances in which, notwith-
standing the provisions governing the
giving of notice, the agreement may be
terminated by either of the parties.
9. The provisions of the standard agreement
cover the matters set out in paragraph 8 of
this notice. These provisions would be
regarded as approved provisions and subject
to the comments in paragraphs 10 and 13 may
be used without seeking prior approval from
the MCA. The provisions of the standard
agreements are set out in Annex 2 to this
notice. A copy of the crew agreement must be
displayed for the crew to refer to at any time.
Form ALC 6 is available for this purpose. A
specimen of ALC 6 in A4 format is at Annex 5.
10. The clauses dealing with the duration and
scope of the voyage and the rate of wages
require the insertion of further particulars
before they are complete. Subj ect to the
limitations set out in paragraph 13 of this
notice the particulars agreed between the two
parties may, without a specific request for
approval, be inserted within the approved
provisions.
Opening a Crew Agreement
11. Employers and masters are no longer required
to notify a superintendent or proper officer
when they intend to open a crew agreement,
to deliver a (red) copy of an agreement and list
of crew within three days of the agreement
being opened nor to notify the department of
crew changes as they occur. Forms ALC l(a),
(b) and (c) (list of crew, exempt list of crew
4
and young persons) are now only printed in
black and carbon copies are not necessary.
Older versions of these forms can still be used
by discarding the red copies
12. Seafarers joining or leaving a ship must be
signed on or off the Crew Agreement as
before and the changes notified to the
employers / managers / owners by the most
expeditious means.
CONDITIONS AND PROCEDURES FOR
FIXED TERM AGREEMENTS ONLY
Limitation on Use of Voyage Clauses
13. The voyage clauses approved for use in the
standard agreement may leave open for
agreement between the parties the details of
the voyage or the duration of the agreements.
These provisions may only be used as
approved when taken with the notice clauses
to provide for employment for the following
periods:
6 months for a running agreement for
vessels engaged in frequent short voyages
e.g. cross-channel ferries, unless the vessel
has a small crew and a low staff turnover,
in which case the agreement may be
extended to 12 months;
12 months for any other running
agreement;
24 months or first call at a port for a voyage
agreement
These periods are subject to any additional
period provided for in the associated
approved notice clauses. The geographical
limitations of a voyage clause should be
clearly stated when the clause is completed
and used.
Submission of Crew Agreements and Lists of
Crew
14. The crew agreement and list of crew together
with the Official Log Book for the same period
must be forwarded to a superintendent or
proper officer within 3 days of the expiry of
the agreement. If the vessel closes an
agreement at a port outside the United
Kingdom which does not have a resident
British Consul the documents may be sent by
letter post only to The Registrar General of
Shipping and Seamen (address at Annex 6).
CONDITIONS AND PROCEDURES FOR
INDEFINITE CREW AGREEMENTS ONLY
15. The concept of fixed term crew agreements
embodies certain features, which impose
conditions in addition to those listed in
Paragraph 8. Wages are due only on discharge
or termination of the agreement and any
earlier payments are considered to be
advances; similarly there is no requirement
for leave to be allowed and the circumstances
in which a seafarer or employer can give
notice are related to the location of the vessel.
It would be inappropriate to apply these
conditions to agreements which are to run
indefinitely and so in addition to the
requirements of Paragraph 8, such
agreements must state:
the intervals at which wages are to be
paid;
the method of calculating leave
entitlement;
the maximum period that a seafarer can
be required to remain on board between
leave periods (in many cases a copy of the
duty rosters will be sufficient);
the notice required from each party to
terminate a seafarers employment under
the agreement which should be not less
favourable than the provisions of Section
49 of the Employment Protection
(Consolidation) Act 1978 except in the
following cases:
(a) by mutual consent;
(b) if medical evidence indicates that a
seafarer is incapable of continuing to
perform his duties by reason of illness
or injury;
(c) if, in the opinion of the Master, the
continued employment of the seafarer
would be likely to endanger the ship
or any person on board;
(d) if a seafarer, having been notified of
the time the vessel is due to sail, is
absent without leave at the time fixed
for sailing and the vessel proceeds to
sea without him or if substitutes have
been engaged. Substitutes shall not,
however, be engaged on a crew
agreement more than 2 hours before
the time fixed for sailing
5
Limitation on Voyage Clauses
16. For the reasons given in Paragraph 4 above,
indefinite crew agreements will normally only
be approved for vessels which trade within
the Near Coastal Area unless the employer is
prepared to accept the higher repatriation
costs that could arise from an unlimited
agreement. Employers of the crews of such
vessels will have the choice of using either a
fixed term or indefinite crew agreement.
Submission of Crew Agreements and Lists of Crew
17. Where an indefinite crew agreement is
opened, a copy must be submitted to the
appropriate superintendent or proper officer
on opening. Thereafter, the employer must
submit a list of crew and the official log book
at six monthly intervals, showing all seafarers
who have joined or left the vessel(s) since the
previous list was submitted with their dates of
joining or leaving. If more convenient, an
updated crew list can be submitted but it must
show all the changes in the six-month period.
Crew Lists on Demand
18. In order that the MCA can have up to date
information on the composition of the crews
of vessels, the Registrar General of Shipping
and Seamen is empowered to demand a list of
crew at any given date and this must be
supplied within 28 days. These checks will be
made on a random basis or whenever there is
cause to question the composition of the crew
of a particular vessel.
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.
Crew Not Required to Sign Off on Leaving the
Vessel
20. Where prior MCA approval has been
obtained, it will not be necessary for seafarers
who work regular periods of duty followed
by regular periods of leave (e.g. 2 weeks on/2
weeks off or 2 weeks on/3 weeks off) and
who are paid continuously throughout the
period of the agreement to sign off the crew
agreement on each occasion that they leave
the vessel to go on leave provided that they
are expected to return to the vessel at the end
of the leave period and before the expiry of
the crew agreement. If, for any reason, a
seafarer does not rej oin the vessel in
accordance with the roster arrangements he /
she must be signed off in his/her absence and
re-signed when he/she rejoins the vessel. The
same action must be taken if the seafarer joins
another vessel of the same fleet; a seafarer
cannot be on two crew agreements at the
same time. The seafarers discharge book
must also be completed in the same manner.
The joining and leaving of all members of the
crew must be recorded in the ships Official
Log Book using their reference numbers in the
list of crew.
21. The MCA maintains a record of the approvals
given for this practice and where seafarers
require to prove sea service in order to qualify
for the Agencys examinations, the period of
time that they are signed on the crew
agreement will be adjusted to reflect the
actual time at sea.
22. Further information on crew agreements for
merchant ships can be obtained from MSPP3C,
Seafarer Health & Safety Branch, Maritime &
Coastguard Agency, Spring Place, 105
Commercial Road, Southampton, S015 1EG
Tel 02380 329 246
Fax 02380 329 165
MC 23/1/0246
May 2000
6
ALC 1 (Rev 4/98)
Crew Agreement and List of Crew
The form and provisions of this agreement are approved by the Maritime and Coastguard Agency under Section 25(3) of the Merchant Shipping Act 1995.
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
Kilowatts
(*Delete whichever is inappropriate)
Name and address of registered owner Description of the ship (e.g. whether passenger
ship, tanker, ferry, general cargo, bulk carrier)
Date and place of commencement of agreement and list of crew Date and place of termination of agreement and list of crew
Date _______________________ place _____________________ Date ________________________ place_____________________
Signature of master _______________________________________ Signature of master _______________________________________
OFFICIAL USE
Received by the superintendent/proper officer
at the port of ______________________________on:_______________
Annex 1
An executive agency of
7
CONTRACTUAL CLAUSES
THIS AGREEMENT is made between .....................................*
...........................................................................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) the employer will employ each seaman and the
seaman will serve in the capacity and at the rate of
wages expressed against his name in the list of crew
incorporated in this Agreement:
(insert appropriate voyage and notice clauses (ii) and (iii)
(These clauses will be produced by the
Maritime and Coastguard Agency or
may be produced by the shipowner)
* In here insert name and address of employer
(iv) (a) Each National Maritime Board Agreement as in effect
on 30 September 1990 shall have effect in relation to
each seaman employed hereunder who is of a
description to which such agreement relates as if it
were incorporated herein: and each such agreement
shall have effect as it is set out in the National Maritime
Board Year Book current on 30 September 1990.
(b) The National Maritime Board Agreements referred to
in paragraph (a) of this clause are those made by the
Board or by a Panel of the Board relating to:
(i) pay, hours of work leave and subsistence; and
(ii) the section of the Officers Hours Agreement
indicated against an Officers name in the list of
crew incorporated in this Agreement; and
(iii) the other National Maritime Board Agreements as
in effect on 30 September 1990 and which are not
inconsistent with the terms of this Agreement or the
Merchant Shipping Acts for the time being in force:
(c) (Insert here appropriate clause)
(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;
(vi) (a) Unless the seaman indicates to the contrary in writing
the Trust Deed and Rules constituting the Merchant
Navy Officers Pensions Fund shall be deemed to be
incorporated herein to the effect and intent that each of
the parties hereto (and the master) who is or is eligible
to be a member of the said Fund hereby agrees for the
purposes of this Agreement to be bound by all the
provisions of the said Deed and Rules and to authorise
the deduction from the wages payable to him
hereunder of the contributions payable by him
respectively to the said Fund; and the employer hereby
undertakes that the contributions payable under the
said Deed and Rules by the employer shall be paid to
the Fund in respect of such member;
(b) Unless the seaman indicates to the contrary in writing
the Trust Deed and Rules constituting the Merchant
Navy Ratings Pension Fund shall be deemed to be
incorporated herein to the effect and intent that each of
the parties hereto who is or is eligible to be a member
of the said Fund hereby agrees for the purposes of this
Agreement to be bound by all the provisions of the said
Deed and Rules and to authorise the deduction from
the wages payable to him hereunder of the
contributions payable by him to the said Fund; and the
employer hereby undertakes that the contributions so
deducted and the contributions payable under the said
Deed and Rules by the employer shall be paid to the
Fund in respect of such member; any reference above
to the Merchant Navy Ratings Pension Fund shall be
taken as a reference to an exempt private fund as
defined by the said Rules when the rating is a member
of such an exempt private fund:
(vii) in all cases of salvage awards a cadet who has not
completed two years service shall be deemed of the
rating of Ordinary Seaman and a cadet of two years
service or over the rating of an Able Seaman;
Annex 2
ALC(BSF)1(d)
8
(viii) any seaman who incompetently performs his work in the
capacity in which he was first employed under this
Agreement may be rerated by the Master and transferred
to other duti es; but re-rati ng shal l not effect hi s
remuneration under this Agreement;
(ix) in relation to an individual seaman this Agreement may be
terminated:
(b) i f medi cal evi dence i ndi cates that a seaman i s
incapable of continuing to perform his duties by
reason of illness or injury;
(c) by appropriate notice in accordance with the terms of
this Agreement;
(d) i f, i n the opi ni on of the master, the conti nued
empl oyment of the seaman woul d be l i kel y to
endanger the ship or any person on board;
(e) if a seaman, having been notified of the time the vessel
is due to sail, is absent without leave at the time fixed
for sailing and the vessel proceeds to sea without him
or if substitutes have been engaged. Substitutes shall
not, however, be engaged on a Crew Agreement more
than two hours before the time fixed for sailing;
(f) if the master is satisfied that an appropriate breach of
the Code of Conduct for the Merchant Navy for the
time being in force has occurred;
(x) each seaman agrees:
(a) to join the ship by the time specified by the master
and subsequentl y duri ng the peri od of hi s
employment to rejoin the ship by the time specified by
the master;
(b) to submit to inoculation, vaccination and any other
health precautions as may be directed by the master;
(c) in the event of the employer becoming liable for any
expenses under section 45 of the Merchant Shipping
Act 1995 to afford the employer every facility to
prosecute in his name and claim in respect of such
expenses and to allow the employer reasonable
discretion in the conduct of any proceedings for the
settlement of any claim in respect of such expenses;
(d) to take all steps within his power to preserve in good
condition the equipment of the ship and all property
on board;
(e) to return i n good condi ti on (fai r wear and tear
excepted) before the termination of his engagement
all articles provided for his personal use during the
voyage by the employer;
(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;
(g) to comply with the Code of Conduct for the Merchant
Navy for the time being in force;
(h) in the event of the Agreement being terminated outside
the UK or the Near Coastal Area in accordance with
clause (ix) (f) above, to the deduction from his wages
of an amount being the actual expenses of his
repatriation. Such amount shall not exceed one weeks
pay at the begin at or base rate as specified against
the seamans name in the Crew Agreement;
(i) to keep his quarters clean and tidy and in readiness for
inspection by the master or officer deputed by him; and
(j) at the time when a seaman finally leaves the ship at
the termi nati on of hi s empl oyment under thi s
Agreement, to leave his quarters in a clean and
orderly condition to the satisfaction of the master (or
his authorised deputy). When he is ready to leave the
ship, the master (or his authorised deputy) shall, on
request made by the seaman, issue to the seaman a
certificate that the quarters are clean
(xi) the employer agrees
(a) if a seaman shows to the satisfaction of the master or
employer that he can obtain command of a vessel or
an appointment as mate or engineer or to any post of a
higher grade than he actually holds, or that any other
circumstance has arisen since his engagement which
renders it essential to his interests that he should be
permitted to take his discharge, he may claim his
discharge provided that without increased expense to
the employer and to the satisfaction of the employer or
his agent he furnishes a competent and reliable man in
his place. In such case the seaman shall be entitled to
his wages up to the time of his leaving his employment;
(b) if a seaman is discharged otherwise than according to
the terms of this Agreement before the commencement
of the voyage, or before one month's wages are earned
by him hereunder, without fault on his part justifying his
discharge or without his consent, then he shall be
entitled to receive from the employer in addition to any
wages he may have earned up to the time of his
discharge, if an officer one-thirtieth of his monthly wage
or one-seventh of his weekly wage; if a rating one-fifth
of his weekly wage for each day for which basic pay
would have been paid under the Crew Agreement for
each day until he shall have been offered suitable
employment by the employer provided always that his
maximum entitlement under his clause shall not exceed
one month's wages under this Agreement;
(c) notwithstanding anything contained in regulations
made under Section 32 of the Merchant Shipping Act
1995, no deduction shall be made from wages due to a
seaman under this Agreement in respect of any breach
by him of his obligations except in breach of clauses
(x) (a), (x) (d), (x) (e), and (x) (g), but nothing in this
clause shall in any way affect any other rights of the
parties to this Agreement in relation to such breach;
(d) where there is a dispute relating to the amount
payabl e to a seaman empl oyed under thi s
Agreement, the master will, if the seaman desires,
agree to the di spute bei ng referred to a
superintendent or proper officer for decision under
section 33 of the Merchant Shipping Act 1995
ADD ANY ADDITIONAL CLAUSES BELOW
(Important:- All such clauses must have been approved by
the Maritime and Coastguard Agency)
...................................................................................................
Signature of employer, master or any other
person authorised by the employer
Date ...........................................................................................
Place .........................................................................................
9
NON-FEDERATED SHIPS
CONTRACTUAL CLAUSES
THIS AGREEMENT is made between (here insert name and
address of the employer)
...................................................................................................
...................................................................................................
..............................................(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) the employer will employ each seaman and the seaman
will serve in the capacity and at the rate of wages
expressed agai nst hi s name i n the l i st of crew
incorporated in this Agreement,
(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)
............................................................................................
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
(b) seven days have el apsed si nce a seaman s
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
...........................................(state country) and to be given
not less than....................................................hours/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.
(iv) In relation to an individual seaman this Agreement may
be terminated:-
(b) i f medi cal evi dence i ndi cates that a seaman i s
incapable of continuing to perform his duties by
reason of illness or injury;
(c) by appropri ate noti ce i n accordance wi th the
provisions of this Agreement;
(d) if a seaman is absent without leave at a time for
sailing;
(e) i f i n the opi ni on of the master the conti nued
empl oyment of the seaman woul d be l i kel y to
endanger the vessel or any person on board
(v) the employer agrees that if a seaman shows to the
satisfaction of the master or the employer that he can
obtain the command of a ship or an appointment as mate
or engineer or to any post of higher grade than he actually
holds, or that any other circumstance has arisen since his
engagement which renders it essential to his interests
that he should be permitted to take his discharge he may
claim his discharge provided that without increased
expense to the employer and to the satisfaction of the
employer or his agent he furnishes a competent and
reliable man in his place In such case the seaman shall
be entitled to his wages up to the time of leaving his
employment;
(vi) insert any further provisions about pay and any provision
about hours of work, leave and subsistence.
Maritime and Coastguard Agency or
may be produced by the shipowner)
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
Signature of employer, master or any other person authorised
by the employer.
...................................................................................................
Date ...........................................................................................
Place..........................................................................................
ALC(NFD) I(d)
10
(ii) the employment shall be in respect of a voyage of not
exceeding .... calendar months duration to any ports or
places within the limits of ........... degrees north and .........
degrees south latitude commencing at ..............................
proceeding thence to .................................. and/or any
other ports within the above limits trading in any rotation
and to end at such port in .................................. (state
country) as may be required by the Master;
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 shi p i s due to arri ve at any port i n
.........................................(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.
The Master may give the like notice to terminate the
engagement of any member of the crew who has
served under the Agreement for the minimum period
aforesaid.
If the voyage is not ended within seven days after the
shi p has arri ved at the fi rst port of cal l i n
..(state country) then after the
expiry of that period any member of the crew who has
served under this Agreement for a minimum period of
six calendar months may give not less than 48 hours
notice to the Master, in writing or verbally before a
witness to terminate his engagement at that port or a
subsequent port of call before the final port.
If the voyage is not ended within 14 days after the
ship has arrived at the first port of call in the country
of final destination, then after the expiry of that period
any member of the crew who has served under this
months may give the like notice as aforesaid.
served under this Agreement for the minimum period
of six or (as the case may be) three calendar months
aforesaid.
If the voyage is ended at a port in the Near Coastal
Area) it is agreed that wages will continue until the
arrival of the crew members in the United Kingdom
provided that no wages shall be due or payable to
any such crew member for any period of delay
caused through his act or default; and
(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 shi p i s then bound for a port i n the Uni ted
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.
A member of the crew shal l not be enti tl ed to
terminate his engagement under this Agreement at a
port which is only a bunkering port or a port of refuge.
served under this Agreement for the minimum period
aforesaid.
(These clauses will be produced by the Maritime and Coastguard Agency
for insertion as required or may be produced by shipowner.)
UNLIMITED TRADING ALC I (d)(i)
Voyage Clause
11
Voyage clause
(ii) the employment shall be in respect of a voyage or
voyages from................................................................
to ..................................................................................
and/or any other ports or places within the limits of
............................north latitude and.............................
south latitude under a Running Agreement for a
period not to extend beyond the...................................
(here state date of termination not more than 12
months hence) next unless on that date the ship is
engaged on a voyage to a port in ................................
(here state the name of a country) in which case this
Agreement shall end on the first return of the ship to a
port in ............................... (here state the same
country as above) after that date or the fi nal
discharge of cargo consequent upon that return.
Notice clause
(iii) (a) After one voyage outside the Near Coastal Area or
....* ....days service has been completed (whichever
fi rst occurs) by any member of the crew hi s
engagement may be terminated in ..............................
(state country) by not less than................hours/days#
notice (such period of notice not to include Saturdays,
Sundays or publ i c hol i days) gi ven i n wri ti ng
or verbally before a witness by either party before
the shi p i s due to arri ve at sai l from a port i n
...................................................(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).
* The period to be inserted shall not exceed 28 days.
# Delete whichever is inapplicable.
and
(b) any member of the crew. who has served under this
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 in any port on the
Continent of Europe within the Near Coastal Area to
terminate his engagement after the expiry of the notice
at a port within these limits which shall be nominated by
the Master. Provided that. if at any time the ship has
returned to the United Kingdom and sailed therefrom
again any member of the crew who has not given due
notice to terminate his engagement in the United
Kingdom shall be required to serve for a further
minimum period of 42 days from the date of the ships
departure from the United Kingdom before being able to
give notice as aforesaid, and always provided that the
minimum period of three calendar months has expired.
Provided furthermore 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.
engagement of any member of the crew who has served
under this agreement for the minimum period aforesaid.
Maritime and Coastguard Agency for
insertion as required or may be
produced by the shipowner)
RUNNING AGREEMENT (UNLIMITED) ALC l(d)(ii)
12
Voyage Clause
(ii) the employment will be in respect of a voyage or voyages
within the Near Coastal Area for a period not to extend
beyond the ..........................................................................
(here state date of termination-not more than 12 months
hence or six months in the case of cross channel ferries)
next unless on that date the ship is engaged on a voyage
to a port in the United Kingdom in which case this
Agreement shall end on the first return of the ship to a
port in the United Kingdom after that date or the final
discharge of cargo consequent upon that return
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 shi p i s due to arri ve at/sai l from a port
in ..................................................................(state country)
* As defi ned i n the MS (Trai ni ng and Certi fi cati on)
Regulations 1997
RUNNING AGREEMENT (NEAR COASTAL AREA)* ALC l(d)(iii)
RUN AGREEMENT ALC l(d)(iv)
Voyage Clause
(ii) the employment shall be in respect of a voyage from
...........................................................................................
to .......................................................................................
(Both these clauses will be produced by the Maritime and Coastguard Agency
for insertion as required or may be produced by the shipowner)
13
ALC l(d) (vi)
(c) Provided that the terms of the Agreement dated............................................
and made between.........................................................................................
(employer)
and .................................................................................................................
(seafarers organisation)
shall as may be appropriate apply in relation to each seaman referred to
below in substitution for or in addition to the provisions of the National
Maritime Board Agreements referred to in sub-clause (b) above and any
subsequent revision which may become effective during the seamans
employment.
.......................................................................................................................
.......................................................................................................................
(identify by reference nos. in list of crew)
(d) Provided that the terms of the Agreement dated............................................
and made between.........................................................................................
(employer)
and .................................................................................................................
(seafarers organisation)
shall as may be appropriate apply in relation to each seaman referred to
below in substitution for or in addition to the provisions of the National
Maritime Board Agreements referred to in sub-clause (b) above and any
subsequent revision which may become effective during the seamans
employment.
.......................................................................................................................
.......................................................................................................................
(identify by reference nos. in list of crew)
(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)
14
A
L
C
1
(
a
)

(
2
/
9
8
)
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(
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a
b
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)
Annex 3
L
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2
5
(
5
)

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5

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d
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15
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1
(
b
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(
2
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9
8
)
E E E E E E E
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16
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1
(
c
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9
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1
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9
(
2
)
)
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p
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Annex 5
ALC 6 (2/98)
Copy of Crew Agreement
Name of ship
Port of registry
Official number
Register (net) tonnage or in
caseof a fishing vessel its
registered length
Name and address of
registered owner
Place and date of date
commencement of
agreement.
place
Attach here the contractual clauses
(ALC 1 (d), ALC(FSG) 1(d) or ALC(NFD) 1(d))
19
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
1
MGN 71 (M)
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. the closing of openings in the hull and in watertight bulkheads.
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.
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;
(b) The Merchant Shipping (Life-Saving
Appliances for Ships Other Than Ships of
Classes III to VI(A)) Regulations 1999
(SI.1999 No.2721), and the Merchant
Shipping (Life-saving Appliances for
Passenger Ships of Classes III to VI(A))
Regulations 1999 (SI.1999 No.2723), which
contain requirements in respect of the
provision of training manuals, and for the
manning of survival craft and handling of
launching arrangements; and
(c) The Merchant Shipping (Passenger
Ship Construction: Ships of Classes I, II
and II(A)) Regulations 1998 (SI.1998
No.2514) which contain requirements in
respect of the closing of openings in the
hull and in watertight bulkheads.
2. The Regulations referred to in
subparagraphs 1(a) and (b) above implement the
1983 and 1988 and 1996 Amendments to Chapter
III of the International Convention for the Safety of
Life at Sea 1974. One of the principal objectives of
the 1983 Amendments to the Convention was to
prescribe minimum standards of training and
instruction, in particular on-board training in the
use of ships fire appliances, ships life-saving
2
appliances including launching and embarkation
equipment, in methods of survival and in the use
of personal protective equipment. An essential
part of such training and instruction involves
participation in periodic practice musters and
drills. The 1996 Amendment introduced the
requirement for Decision Support Systems for
Masters of certain passenger ships.
3. The purpose of this Note and its Annex is
to draw attention to relevant requirements in the
Regulations listed in paragraph 1 and to specify
how such requirements should be met.
MSPP2c
Spring Place
105 Commercial Road
Southampton
S015 1EG
Tel: 01703 329184
Fax: 01703 329204
October 1999
MS 050/005/0005
3
ANNEX
Section CONTENTS
1 Application
2 Muster Lists
3 Emergency Instructions
4 Emergency Signals
5 Musters and Drills - General
6 Abandon Ship Drills
7 Fire and other Emergency Drills
8 Drills in Closing of Doors, Side
Scuttles and Other Openings
9 Survival Craft Muster and Drill
10 Survival Craft Drills held in Port
11 Rescue Boat and Emergency
Boat Drills
12 Davit-Launched Liferaft
On-Board Training
13 On-Board Instruction, Training and
Training Manuals
14 Weekly and Monthly Inspection
of LSA
15 Decision Support Systems
16 Records
1 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 Muster Lists
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
throughout the ship, including the navigating
bridge, engineroom and crew accommodation.
The format of muster lists for ships of Classes I, II,
II(A) and III must be approved by the Maritime
and Coastguard Agency (MCA).
2.2 In ships with significant numbers of non-
English 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 lifej ackets
correctly or, where appropriate, distributing and
assisting with the donning of lifejackets, and,
where carried, taking a supply of blankets to the
survival craft.
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.
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.
4
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.
2.9 The survival craft or launching station to
which each crew member is assigned should be
shown on the muster list.
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.
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 radio-
telephone 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.
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.
2.15 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.
3 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.
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
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 lifej ackets. 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).
4 Emergency Signals
4.1 The general emergency alarm signal is
the signal for summoning the crew and
5
passengers, if any, to their assembly or muster
station (as appropriate) stations and for initiating
the actions shown in the muster list. This signal
consists of seven or more short blasts followed by
one long blast sounded on the ships whistle or
siren and on a bell, klaxon or similar warning
system on ships required to be provided with
such systems.
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.
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 Musters and Drills - General
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
encouraged to attend abandon ship drills. It is
recommended that a fire drill be held
simultaneously with the first stage of the abandon
ship drill. Drills for emergencies other than fire,
eg collision, damage control, grounding, cargo or
bunker spillage, rescue of personnel from
dangerous spaces, or medical treatment, may be
conducted in lieu of or in addition to a fire drill,
provided each crew member participates in at
least one fire drill each month. Whether a fire or
other emergency drill is to be conducted, it may
be found useful on occasions to discuss
beforehand, with those taking a direct part in the
drill, the object and execution of the drill in order
that those taking part can derive the maximum
benefit from the drill. When planning procedures
and associated drills dealing with rescue of
personnel from dangerous spaces, account should
be taken of Chapters 16 and 17 of the Code of Safe
Working Practices for Merchant Seamen, 1998
Edition.
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.
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
6
carrying passengers, if a muster of the
passengers is not held on departure, their
attention must be drawn to the emergency
instructions referred to in paragraph 3.2. This
can be done by means of a broadcast on the
ships public address system or by direct oral
announcement.
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
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.
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
lifej ackets 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 lifej ackets
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
with passenger control. This can be achieved in a
variety of ways, eg by the use of headgear,
distinctive marking on lifejackets, loose covers
worn over lifejackets, armbands, etc.
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.
6 Abandon Ship Drills
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.
7
7 Fire and other Emergency Drills
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.
7.3 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 co-
operation 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;
(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.
7.5 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
isolate it from other parts of the ship, especially
stairways and lift shafts. As many of the crew as
possible and particularly the officers should be
made familiar with the position of remote
controls for ventilation fans, oil fuel pumps and
oil tank valves and be instructed in the method of
operation thereof.
7.6 Fixed installations for extinguishing fire,
such as Halon, CO
2
, 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.
7.7 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, CO
2
, etc.
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.
7.9 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
8
and fire extinguishers should be refilled after any
drill. Where refilling facilities are not available on
board additional equipment may be carried to
facilitate training. Discharged equipment should
be clearly marked and stored for refilling when in
port. Equipment dedicated for training purposes
should be marked for training purposes only.
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.
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.
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.
7.12.1 Monthly testing and inspection should be
carried out to ensure that:
(1) all firemans outfits, fire
extinguishers, fire hydrants, hose and
nozzles are in place and in serviceable
condition;
(2) all escape routes including
stairways and corridors are free of
obstructions and properly maintained;
(3) public address system and ships
alarms are serviceable;
(4) all fixed fire fighting installation
valves are set in the correct operational
position;
(5) dry pipe sprinkler systems are
pressurised, where appropriate, and
gauges indicate correctly;
(6) sprinkler system pressure tank
water levels are correct as indicated by
glass gauges;
(7) all sprinkler system pumps operate
automatically on pressure loss in the
systems;
(8) 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;
(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
(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;
(2) where practicable all aqueous foam
and water spray fixed fire fighting
installations operate correctly;
(3) all accessible components of fixed
fire fighting systems, typically nozzles,
are free from damage or obstruction on
visual inspection;
(4) all fire pumps, including sprinkler
system pumps, develop correct pressures
and flow rates;
(5) all hydrants operate;
(6) all antifreeze solutions are correctly
maintained and cross connection between
9
fire main and sprinkler system operates
correctly; and
(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 Drills in Closing of Doors, Side Scuttles
and Other Openings
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.
Account should also be taken of the contents of
Merchant Shipping Notice M.1326 (to be replaced
by MGN 35 (M)) on the dangers associated with
power operated watertight doors, and of the
Instructions for the Guidance of Surveyors
(Passenger Ship Construction Classes I, II and
II(A)) and (Passenger Ship Construction Classes
III to VIA).
9 Survival Craft Muster and Drill
9.1 Crew members other than those who
cannot be relieved from their normal duties
should muster, wearing lifej ackets, 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.
9.1.1 On passenger ships, the lifeboats
used in the drill should where
practicable, include some from each side
of the ship and should be distributed as
to enable the crews of the other lifeboats
to watch the operations. Different groups
of lifeboats should be used at successive
drills.
9.1.2 In cargo ships provided with
totally enclosed lifeboats which are
boarded and launched from the stowed
position, drills should periodically
include the boarding of a lifeboat in its
stowed position in order that crew
members can become practiced in
boarding a boat rapidly, locating a
seating position and using the seat belts.
9.1.3 In the case of other totally enclosed
lifeboats equipped with seatbelts, crew
members should be periodically drilled in
using the seatbelts but such lifeboats
should not be boarded at the stowed
position by the full complement at any
one time. When a drill is being carried
out inside a totally enclosed lifeboat, crew
members should also be made familiar
with the launching procedures and made
aware of what to expect when the engine
and air support and water spray systems,
where fitted, are in operation.
9.1.4 Arrangements should always be
made to ensure that those crew members
who cannot be relieved from their duties
to attend a particular drill can be relieved
to attend the next drill.
10
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.
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.
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 Survival Craft Drills Held in Port
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 hand-
propelling gear. Every opportunity should be
taken to test the lifeboat disengaging gear where
fitted.
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.
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.
11 Rescue Boat and Emergency Boat Drills
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 obj ect
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.
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.
12 Davit-launched Liferaft On-Board
Training
12.1 On-board training in the use of davit-
launched liferafts must take place at intervals of
not more than 4 months on every ship fitted with
such liferafts. Whenever practicable this training
11
includes the inflation and lowering of a liferaft.
This liferaft may be a special liferaft intended for
training purposes only or an old liferaft retained
for training and not part of the ships life-saving
equipment. A special liferaft intended for training
purposes only is required to be conspicuously
marked and, if intended to be used for boarding
when swung out at the embarkation deck, should
be serviced at the same intervals as the liferafts
forming part of the ships life-saving equipment.
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.
12.3 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.
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.
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
sessions in the use of davit-launched liferafts. The
training should be carried out as described in
paragraph 12.3 and the liferaft serviced as soon as
possible after use. On the other two occasions in
the twelve month period when the four monthly
on-board training is carried out, this can be done
using, for example, a practice raft and practice
container. If such training is carried out in port,
then the procedure described in paragraph 12.3
should be followed. If such training is carried out
at sea, means should be provided for suspending
and lowering the raft over a deck to provide the
opportunity for boarding and handling the
release hook.
12.6 Alternatively the procedure for ships
engaged on regular voyages can be followed if
this is more convenient.
13 On-board Instruction, Training and
Training Manuals
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.
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.
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
training, particularly in the handling of totally
enclosed and partially enclosed motor propelled
lifeboats fitted with onload release gear and in
certain cases with self-contained air support and
water spray systems, cannot be emphasised
enough due to the complexity of such equipment.
Training given on board is primarily concerned
with the particular life-saving equipment carried
and is supplementary to shore based training
given on personal survival techniques, on
proficiency in survival craft and rescue boat, and
training-courses organised by individual owners.
The training should include ship specific practices
such as the normal sequence for preparing and
safely deploying evacuation systems, launching
lifeboats and liferafts, and all other factors which
determine rate of evacuation, and may also cover
alternatives to the normal sequence of
deployment.
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.
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)
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 non-
English 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.
14 Weekly and Monthly Inspection of LSA
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.
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.
13
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 Decision Support System
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: 01703 329297
Fax: 01703 329298
16 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)
Regulations 1999, is not held a record must be
made of the relevant circumstances and the extent
of any muster, drill or training session held.
- 1 -

MGN 397 (M+F)

Guidelines for the Provision of Food and Fresh Water
on Merchant Ships and Fishing Vessels

Notice to all Shipowners, Shipbuilders, Operators, Masters, Skippers, Officers and all
Seafarers on merchant ships and fishing vessels

This Notice replaces Marine Guidance Note MGN 61 (M+F) and Merchant Shipping Notices
1214 and 1401.

PLEASE NOTE:-

Summary
These Guidelines provide practical advice on the provision of food and water for all merchant
ships and fishing vessels. They also take account of the relevant guidelines of the
International Labour Organization Maritime Labour Convention 2006.

Key Points
All ships should provide free of charge food and drinking water of appropriate quality,
nutritional value and quantity to meet the needs of those on board.
Food hygiene principles and the provision and maintenance of fresh water must be
applied regardless of the age, size and type of vessel.
Bacterial contamination is the most serious risk to food and fresh water safety.
Those preparing or serving food must be properly trained and demonstrate a working
knowledge of the principles and practices of food hygiene.
Prevention using a risk assessment and management approach is one of the most
effective means of ensuring food and fresh water safety.

1. Background: the legal framework

1.1 The main relevant merchant shipping regulations are the

- Merchant Shipping (Provisions and Water) Regulations 1989
- Merchant Shipping (Crew Accommodation) Regulations 1997
- Merchant Shipping (Crew Accommodation) (Fishing Vessel) Regulations 1978
- Merchant Shipping (Crew Accommodation) (Fishing Vessels) (Amendment) Regulations 1998
- Merchant Shipping & Fishing Vessel (Health & Safety at Work) Regulations 1997
- Merchant Shipping (Ships Cooks) Regulations 1981
- 2 -

1.2 There are also public health regulations that are relevant, including the

- Food Hygiene Regulations 2006, as amended, and
- Public Health (Ships) Regulations 1979 as amended

1.3 For merchant ships and UK registered fishing vessels over 24m in length, the Provisions and
Water Regulations specifically require the supply of provisions and water that:
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;
do not contain anything which is likely to cause sickness or injury to health or which
renders any provision or water unpalatable, and
are otherwise fit for consumption.

1.4 The Crew Accommodation Regulations for both merchant ships and fishing vessels 15 metres
and over require galleys, storerooms, sanitary and cabin accommodation to be maintained in a
clean and habitable condition and that all equipment and installations be maintained in good
working order.

1.5 The MCAs Code of Safe Working Practices for Merchant Seamen supports Merchant
Shipping Regulations and gives additional guidance on standards expected on merchant ships.
Detailed advice specific to galley operations is available in Chapter 14.

1.6 The Maritime Labour Convention 2006 also covers standards for Food and Catering for
merchant shipping (Title 3.2 of the Convention) and this guidance reflects its provisions.

2. General Principles

2.1 In providing food and drinking water on board ship, account should be taken of factors
including the duration and nature of the voyage; the number of seafarers on board; and the
quantity, nutritional value, quality and variety of the food. The religious requirements and
cultural practices of the seafarers as they relate to food should also be taken in to account.

2.2 For ships with a catering department, the organisation and equipment should be such as to
permit the provision to the seafarers of adequate, varied and nutritious meals prepared and
served in hygienic conditions.

2.3 Food hygiene principles must be applied regardless of the age, size and type of vessel. The
information contained in this Notice provides a practical food hygiene guide which supports
ILO standards and general food safety principles for the vast majority of vessels, such as
general cargo vessels, where catering arrangements relate more to a domestic environment
than a food business.

3. Training

3.1 Those with responsibility for catering should be properly trained or instructed for their
positions and have an adequate knowledge of food and personal hygiene to ensure that food is
stored, stock rotated, handled, cooked and served safely and that good practice is clearly applied.
Ships Cooks and other equivalent qualifications will include food hygiene training.

3.2 Periodic assessments of the effectiveness of training or instructions should be made.
Company and ship audits should be able to verify competency levels. If there is any evidence
of poor hygiene practices, designated cooks or others working in the galley should receive
refresher training or other appropriate food hygiene training.

- 3 -
3.3 Catering staff should have an awareness of the potential problems associated with food
allergy and intolerance and have a basic understanding of how to avoid cross contamination
and of the importance of providing accurate information to the crew.

4. Crew Information

4.1 Information on food and water safety should be readily available to members of the crew and
should be in a language that includes English and is clearly understood.

5. Inspection and enforcement

5.1 The Merchant Shipping (Provisions and Water) Regulations 1989 require the inspection at
least once a week of the supplies of food and water by the master or his deputy together with a
responsible member of the catering department.

5.2 Ships are inspected by marine surveyors according to the MCAs inspection regime which
provides for food safety and hygiene standards in accordance with the relevant merchant
shipping legislation.

5.3 Environmental or Port Health Officers enforce food safety standards and issue ship sanitation
certificates as required by the International Health Regulations.

5.4 A close liaison is maintained between local offices of respective organisations 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 of concern to the other, appropriate
actions under respective powers can be considered.

6. More Detailed Advice

6.1 Detailed guidance in this Notice is arranged as follows:

Part 1 : Food safety and hygiene including advice on diet and nutrition

Part 2 :Water, including its supply, storage and distribution and advice on
maintenance of water systems.

- 4 -

More Information

Inspection Branch
Bay 2/22
Spring Place
105 Commercial Road
Southampton
SO15 1EG

Tel : +44 (0) 23 8032 9549
Fax : +44 (0) 23 8032 9104
e-mail: PSC.Headquarters@mcga.gov.uk



File Ref: MS124/002/0057

Published: July 2009




- 5 -
PART 1

FOOD SAFETY AND HYGIENE

This Part covers construction, design, equipment and maintenance of galley areas,
health and safety, diet and nutrition, food and personal hygiene, preparation, cooking
and food service, storage and cleaning

1. Design, Construction, equipment and maintenance of galley areas

Food areas should be designed constructed, equipped and properly maintained to enable
good hygiene and suitable health and safety standards. Materials used should be durable,
non absorbent, smooth and easy to clean with no sharp edges or corners. Decks should be
anti-slip and provide adequate drainage if necessary. All spaces should be well lit.

The design and layout should enable clear access below, behind or between equipment or it
should be properly sealed/integrated to prevent the accumulation of debris in inaccessible
spaces. So far as practical, refrigeration units should not be located close to ovens or other
large galley cooking units. There should be adequate working space to provide a safe working
environment.

Ventilation should be adequate with suitable mechanical extraction to maintain reasonable
temperatures and humidity levels. Condensation particularly on deck heads can be a problem
but with suitable mechanical ventilation this can be kept under control. Supplementary
ventilation should be provided for particular hot spots. Ventilation ducting should be
accessible and regularly cleaned to minimise the risk of fire. An intervening air space should
be provided between any WC and the galley/food preparation rooms.

Equipment should be adequate for the number of crew and fit for purpose. Equipment and
utensils should be fixed in place or stored safely to avoid damage or injury when the ship rolls.
Equipment should be stored so as to protect it against contamination.

Dedicated hand wash basins with provision for soap and towels should be provided for the use
of the catering staff. In addition dedicated sinks for food preparation and equipment washing
should also be provided.

2. Health and Safety Issues

There are obvious hazards within the galley and store areas, such as wet greasy deck,
extreme temperatures and humidity, congestion particularly around the galley range, and hot
plate area. Cleaning materials, electrical appliances, fumes, knives, equipment such as deep
fat fryers, brat pans and tilting kettles are also hazardous. Practical control measures should
be in place to reduce the risk of injury in the catering environment, for example

Anyone working in the catering areas should be provided with appropriate protective
clothing and specialist anti slip, protected toe cap footwear.
Knives and other sharp utensils should not be left in a sink or washing up bowl
submerged in water.
Stowage - items should be properly secured
Pots and pans should be secured during cooking and only filled to safe levels particularly
in heavy seas.
Protective guards shall be fitted on mechanical fans, food mixers and other kitchen
equipment with exposed blades or other dangerous parts

Electrical equipment, including wiring in galley and store areas should be regularly inspected by
either a qualified member of the crew or a shore side contractor.

- 6 -
Burns and scalds are common injuries. A first-aid box should be provided either in the galley
or a suitable area convenient to the galley. The contents of the first-aid box should be checked
and when necessary replenished at appropriate intervals. A notice stating the action to take if
someone is burned or scalded should be prominently displayed in or close by the galley.

The use of anti bacterial hand cleaners, moisturising cream and barrier creams should be
encouraged to reduce the risk of skin infections particularly dermatitis.

Detailed advice specific to galley operations is available in Chapter 14 of the Code of Safety
Working Practices for Merchant Seamen.

3. Diet and Nutrition

A good variety of food provides a healthy diet. Meals should provide a balance of
carbohydrates, protein, fat and fibre, vitamins and minerals. Food should be prepared and
cooked with minimum levels of salt, fat and sugar. As a general guide,

High energy food (carbohydrates) includes bread, potatoes, rice, pasta, and breakfast cereals.

High protein food includes fish, meat, poultry, eggs, milk and other dairy products (check the
fat content of some cheeses)

Vitamins and Minerals are contained in fruit and vegetables, fresh, frozen, dried and canned
including fruit juice.

Drinks as with food a balanced intake is important. Not too much sugar, caffeine and
calories. Water, fruit juices and low fat milk are all good alternatives.

Provision should be made for any special needs because of religion, special dietary
requirements, or customary dietary practices where certain rules or requirements in relation to
some food or with the way the food is prepared must be observed.

Catering staff should be aware of the dangers associated with food allergies. If a person with a
food allergy inadvertently eats even a small amount of that food this can make them very ill or
in extreme cases cause death. Some problem ingredients are peanuts, nuts, gluten, fish, soya,
celery, mustard, sesame seeds and sulphur dioxide.

4. Food Hygiene

4.1 HACCP

In the case of companies operating large passenger/cruise ships and other vessels with a
substantial crew complement, the philosophy of the International Safety Management Code is
likely to have been extended already to include food and fresh water safety and hygiene
issues, based on a Hazard Analysis and Critical Control Point (HACCP) system. A HACCP
system is a structured and documented hazard analysis system, identifying critical control
points and specific actions to be taken at those points. HACCP is required under food safety
legislation. and is applicable to food businesses. Such systems are based on a robust food
safety policy and detailed procedures, all fully documented that will extend far beyond the
primary advice contained in this MGN.

4.2 About Food Hygiene

Traditionally the basis for food hygiene standards has been the use of clean well maintained
catering spaces and the avoidance of unsanitary conditions. Even in clean, well-maintained
galleys however, food may be handled carelessly with insufficient regard to food safety. Good
food hygiene is more than cleanliness; it requires food to be protected from the risk of harmful
- 7 -
contamination by bacteria, chemicals and other foreign bodies from point of delivery to point of
consumption. Bacterial contamination is the most serious risk to food safety and causes the
majority of food poisoning cases but physical and chemical contamination may also occur
accidentally. For example, from loose buttons, jewellery, other foreign bodies or from cleaning
agents.

Good food hygiene is also about sourcing safe food. In certain circumstances unsafe food will
always remain unsafe regardless of the measures taken.

4.3 About Bacteria

No catering environment operates without harmful bacteria being present at some time, and
plenty of food is produced in environments where microbiological environmental levels are very
low. A good HCCP system will prevent illness in these circumstances. Small numbers of certain
bacteria such as Salmonellae can cause serious illness. Most pathogenic bacteria are destroyed
by adequate cooking but harmful preformed bacterial toxin, mycotoxins and algal toxins are
unaffected by heat. Pathogenic bacteria also thrive in cool, dry and anaerobic conditions. Raw
meat is considered to be high risk because of the likely presence of E.Coli, Salmonellae, L.
monocytogenes. Depending on the source viable cysts of intestinal parasites may also exist.
Good practice before cooking or processing should prevent bacteria multiplying to the extent that
would cause illness or food spoilage

Bacteria levels rise rapidly in a warm moist environment on certain foods that support their
growth, such as high protein foods. However foods with high levels of sugar, salt or other
preservatives do not provide favourable growth conditions.

High risk foods, those most commonly implicated in food poisoning cases, is considered to be
food that supports bacterial growth and is ready to eat without further cooking. For example,

cooked meat, poultry and rice
meat products such as gravy and stock,
milk, cream, eggs, and egg products.
shellfish and other seafoods

Raw meat although a source of bacteria is not considered to be high risk because it is generally
cooked before consumption.

People often harbour some types of harmful bacteria at some point - hands are particularly
susceptible other common sources are pests such as insects, flies, rodents etc, dust and waste
food.

4.4 Bacterial Food Contamination

Contaminated food looks tastes and smells completely normal unless it is so contaminated that
spoilage occurs. Bacteria levels in high risk food and raw meat will rise rapidly in warm
conditions. Contamination usually occurs through recklessness, ignorance and people taking
short cuts, and handling or storing food carelessly.

Bacteria can pass directly from the source to high risk food, for example raw meat can
contaminate cooked meat where human, animal or insect intervention occurs. Cross
contamination, where bacteria is transferred by some other means, is a constant threat to food
safety. The main vehicles are hands, hand and food contact surfaces, cloths and equipment.
Other vehicles include water, other foods and insects.

- 8 -
4.5 10 main reasons for food poisoning

1. Preparation of food too far in advance and stored at room temperature.
2. Cooling food too slowly prior to refrigeration.
3. Not reheating food to high enough temperatures to destroy harmful bacteria.
4. Using contaminated cooked food.
5. Undercooking.
6. Not thawing frozen meat for sufficient time.
7. Cross contamination from raw food to cooked food.
8. Storing hot food below 63C
9. Infected food handlers
10. Improper use of leftovers

4.6 Prevention of Bacterial Food Poisoning

Food must be protected against contamination. High standards of personal cleanliness and food
safety must be observed. Any existing bacteria already in the food must be prevented from
growing to dangerous levels. Most bacteria can be destroyed by thorough cooking but not pre-
formed toxins. To reduce the risk of food poisoning a range of control measures should be put in
place covering

Personal Hygiene
Temperature control (keep food hot >63C or cold <5C)
Segregation of raw and cooked foods
Ensuring no risk of cross contamination via hands, cloths etc
Thorough cooking
Adequate and proper cleaning
Purchasing safe supplies and ensuring safe delivery

4.7 Cross Contamination with Food Allergens

It is important for catering staff to be aware of the risk of allergen cross contamination in situations
where a seafarer has asked for food to be free of a certain ingredient that they are allergic or
intolerant to. A number of steps can be taken to reduce the risk, including preparing the food from
scratch, keeping surfaces clear of the allergen of concern, using separate utensils to prepare and
serve the allergen free food, avoiding transference of crumbs or seeds from other foods and by
using correctly labelled airtight containers.

5. Personal Hygiene

It is essential for food handlers to strictly observe and practice high standards of personal
cleanliness. They should be clean and tidy and wear suitable light coloured protective clothing.

There must be adequate wash-hand basins with soap and hand drying facilities available to the
catering staff. Disposable towels or a hot air dryer is better than a traditional towel. Food handlers
must wash their hands regularly and always on entering the galley, before handling any food or
equipment, after smoking and/or touching hair, nose, mouth, dirty clothing etc. Hands must also
be washed after visiting the WC, and in between handling raw and cooked food.

Toilets with wash-hand basins should be situated near to, but separate from, the galley.
Prominent signs about washing hands should be displayed.

Food handlers should avoid so far as possible direct contact between hands and food, by using
tongs for example. Appropriate protective gloves may be worn but they can give a false sense of
security.

Cuts, spots, sores, etc should be completely covered by coloured waterproof dressings.
- 9 -

5.1 Fitness to Work

Anyone working with food with food poisoning symptoms, for example diarrhoea and vomiting, or
suspected of carrying food poisoning organisms because of close contact with a confirmed case
should be immediately excluded from any job which might expose food/water to the risk of
contamination. If a food handler has suffered sickness and diarrhoea they should not handle food
for at least 48 hours after the symptoms have ceased. Several other conditions 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.

6. Preparation and Cooking

Defrosting of raw meat and poultry should be carried out in controlled conditions and not simply
be left to thaw at room temperatures, particularly in a warm galley. Thawing should take place in
a cool, clean area, separate from other foods that may be exposed to risk of contamination from
thawed liquid. The food should be covered and stored in a container on a grille so that it is not
resting in the thawed liquid. If there is a food handling room within the cold stores area this may
be used. It is important to check that meat or chicken etc is thoroughly defrosted before cooking.
Bacteria thrive in warm conditions, so raw meat, poultry, fish etc should not be left in the so called
danger zone (5C - 63C) for longer than is absolutely necessary. A general rule when handling
food during and after preparation would be a single period of up to 2 hours at room temperatures.
In very high temperatures the handling period should be reduced to about 1 hours.

Most harmful bacteria can be destroyed by thorough cooking. It is however acceptable to
serve a rare steak, or beef and lamb joint if it is a whole cut or joint of meat and the steak or
joint has been properly sealed over a high heat to destroy any bacteria that might be on the
surface. The following types of meat can have bacteria distributed throughout the mass of the
meat, they must therefore be cooked thoroughly.

Poultry
Pork
Burgers, sausages, kebabs
Rolled joints using more than one cut
Mincemeat

A skewer may be used to test that poultry and meat joints are thoroughly cooked. - Juices
should run clear. A centre temperature of 75C (82C in Scotland) is usually required and may be
verified using a probe thermometer. The probe having been properly disinfected before use.
Furthermore the thermometers manufacturers instructions must be followed and its accuracy
verified,

Where practical, separate work surfaces should be set aside for the preparation of raw meat
which should not be used for the preparation of foods that will be eaten without further cooking. If
the same work surface has to be used, care must be taken to ensure it is cleaned and disinfected
between handling raw and cooked meats or other ready to eat products. Separate chopping
boards clearly assigned, generally, by colour may be used to maintain segregation.

6.1 Service

Ideally food should be consumed as soon as it is prepared/cooked but patterns of work and
other unplanned factors can delay meal times. If there are significant delays, cold cuts can be
stored in the fridge or in a chill display unit until the crew are ready to eat. Hot food can be
safely left in the pot over a very low heat so long as it is regularly stirred to maintain a safe
temperature of 63C or it can be stored in a hot press.

- 10 -
6.2 Leftovers

Cooling of high risk food must be done quickly to avoid potential health risks. Small amounts of
food should cool relatively quickly but the process can be speeded up if necessary. For example,

If available use a larder with a lower room temperature.
Pour liquids into shallow pans and stir frequently.
Split food into relatively small pieces or batches.
Use an iced water bath.

Once cold, leftovers should date marked and be suitably stored in a fridge and used within 2 days
preferably served cold for example as part of a salad. If reheating is absolutely necessary food
should be rapidly and thoroughly reheated, but only once. Reheated leftovers must have a core
temperature of 75C.

7. Stores

Ships should have adequate storage facilities for all stores. If storage spaces are inadequate,
stock levels should be reduced by taking on stores more frequently or if that is not possible,
additional storage should be made available. All stock should be rotated as and when necessary.

7.1 Cold Stores

Safe temperatures for cold stores are generally considered to be 5C or colder and minus 18C or
colder for chill and freezer cabinets respectively but a slight tolerance of one or two degrees is
unlikely to create any significant risk to food safety. If cabinets do not have a means of checking
temperatures, a suitable thermometer should be provided. Thermometers should be calibrated
periodically but a simple check on a monthly basis, using boiling water (99C to 101C) or melting
ice (-1C to +1C) will verify the accuracy of the thermometer.

In freezer units, the combination of high humidity and fluctuating temperatures (warmer than
minus 10C) accelerate mould and other spoilage bacterial growth. Fluctuating temperatures may
also cause an accumulation of ice deposits. Food should never be stored at the front of cooling
unit as this restricts the circulation of air. Suitable packaging is essential to avoid the loss of
moisture from the surface of food which can produce a freezer burn effect on exposed meat cuts
or joints.

If defrosting is not an automatic process, equipment should be defrosted regularly to maintain its
efficiency.

Although fridges and freezer cabinets should be maintained according to the ships planned
maintenance system, cooks and others working in the galley should regularly check the condition
of door seals and closing devices as well as routinely monitoring temperatures.

Provided food has been maintained in a hard frozen condition from production to delivery and
during storage on board ship, it may be used beyond the best before date.

Chilled raw food must always be kept apart from cooked food or milk for example that requires no
further treatment before consumption. Separate refrigerators are preferred although if in the
same unit, the raw food must always be placed at the bottom to avoid drip contaminating ready
prepared food. Food should also be covered or wrapped to prevent drying out, cross-
contamination and absorption of odour.

7.2 Dry Food Stores

Dry food stores should be dry, cool, (where possible around 10C), well lit and ventilated. There
should be adequate shelving and pallets to avoid stowage directly on to the deck. Care should be
- 11 -
taken to ensure stock is used 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. Daily checks should be made on short-life
perishable food such as fresh fruit and vegetables.

8. Cleaning

To avoid a build up of dirt and waste, a clean as you go routine should be applied.

Trays, knives, cutting boards, food preparation machinery and work tops etc that come into
contact with food should be thoroughly cleaned and disinfected. Mechanical dishwashers
disinfect by virtue of the high rinse temperature (around 82C) Where dishes are hand washed
they should be left to dry rather than use drying cloths, so long as they are put away as soon
as they are dry.

Cloths and towels are a perfect breeding ground for bacteria so they must be washed regularly
or discarded. Mops and waste bins should also be regularly washed and stowed in
designated places.

Galley spaces should be cleaned at the end of each working day. Time should be set aside to
do a regular systematic thorough clean of all areas including cupboards, store rooms, the deck
and bulk heads, extractor fans and canopies. Greasy ventilation ducting is a serious fire
hazard and should therefore be cleaned regularly. The frequency of cleaning should be
determined using a risk assessment process.

Care should be taken to protect food and equipment during cleaning operations. Cleaning
products and equipment should be safely stored away, preferably in a designated locker.

Garbage and food waste segregation and disposal arrangements should maintain operational
health and safety standards and be in accordance with the ships garbage management plan. It
should be noted that lids on waste bins can increase the risk of cross contamination.

9. Pests

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. Waste bins should be
emptied regularly and lids should always be fitted unless they are being used. They should also
be washed after emptying.

Flies, cockroaches and rodents present a serious hazard. Food suspected of being
contaminated by rodents, flies or cockroaches must be destroyed.

A responsible member of crew should carry out routine inspections of food areas, particularly
undisturbed areas. If pests are found appropriate action should be taken to eradicate or minimise
the problem. This should include the use of a pest control book and if necessary the employment
of a certified pest control agent.

Any treatments used should comply with the "Recommendations on the Safe Use of Pesticides in
Ships".
- 12 -
Part 2
FRESH WATER

This Part covers fresh water loading and supply arrangements, disinfection, storage,
distribution systems and maintenance

1. Introduction

The Merchant Shipping (Crew Accommodation) Regulations 1997 and the Merchant Shipping
(Crew Accommodation) (Fishing Vessels) Regulations 1975 require the supply of drinking and
fresh water to be such as to prevent any risk of contamination. In addition the 1997 Regulations
require the supply of hot, fresh water and cold drinking water to any sink, wash hand basin or
other washing facility in a galley.

Improperly managed water is an established infectious disease transmission route on ships.
Outbreaks of illness have been associated with contaminated bunkered water, cross connections
between potable and non-potable water, improper loading procedures, poor design and
construction of potable water storage tanks and inadequate disinfection. Evidence from
outbreaks indicates that sewage is one of the more common sources of the pathogens that cause
waterborne disease outbreaks on ships.

The most effective means of ensuring the safety of the fresh water supply is through the use of a
risk assessment and management approach that covers the whole process from loading to
delivery at the tap and includes a planned maintenance system. All of the information gathered
should be used to develop a Fresh Water Safety Plan (FWSP), particularly for ships with a
complex system, which could be incorporated into the ships planned maintenance system. An
FWSP should be based on the following format.

System assessment and hazard analysis (including an assessment of source water
loaded on to the ship)
Management plan and control measures, (the selection and operation of appropriate
treatment processes)
Monitoring and corrective action system in accordance with the Plan (the prevention of
contamination/re-contamination during storage and distribution).

Control measures (treatments) will be influenced by the quality of the source water. In the event
of the potable water becoming unfit for human consumption then the tank(s) and distribution
system should be drained, super-chlorinated and flushed in accordance with section 7
(Maintenance of water systems) below.

In addition to the above the ship should consider requesting water samples from the supplier prior
to bunkering.

2. Fresh Water Loading and Supply Arrangements

Freshwater obtained from shore mains supply or water barge should be transferred by a
designated fresh water hose. Hoses should be durable, with a smooth, impervious lining, and
equipped with fittings, including adapters, to permit connection to the shore potable water
hydrants and filling connections to prevent their use for loading other liquids. Hoses should
be

- clearly marked (generally coloured blue)
- stowed in a locker clear of the deck
- drained and capped at both ends after use
- flushed through and discharged to waste before loading.

- 13 -
Often ships use quayside hoses, in which case a designated crewmember should ensure that
such hoses are in good condition and that they are routinely disinfected, safely stowed and
capped in a clean environment.

Every potable water tank should have a filling line to which a hose can be attached. This line
should not be cross-connected with any line of a non-potable water system. Each line should
be clearly identified as such and painted blue with a screw cap or plug fastened by a short
chain so that the cap does not touch the deck when hanging free

3. Disinfection

There should be no facility for by-passing primary automatic disinfection systems. Automatic
disinfection systems should have a fail safe control arrangement with an audible/visual
automatic alarm to prevent the passage of water in the event of any malfunction. The power
supply required to operate the alarm should be independent of the disinfection unit power
supply.

3.1 Chlorination

The UK generally accepts chlorine as a disinfectant which requires around 20 minutes contact
time to react. It can be the case that shore mains water only contains low concentrations of free
chlorine which may be further decreased within the ship environment. Although there is no
requirement to do so and control measures will be influenced by the quality of the source water, it
is considered good practice to add chlorine as a routine when loading fresh water to a level that
produces a 0.2 mg/L (ppm) residual free chlorine or 1.0 mg/L (ppm) chloramine when
chloraminated water is supplied. Chlorine should preferably be applied as a hypochlorite
solution, using a commercial hypochlorinator designed for the purpose or by using an
automatic chlorination unit in the ships deck filling line. The concentration may also be
achieved by the manual method using the formula contained in the WHOs Guide to Ship
Sanitation. A commercial test kit should be used to check the free chlorine or chloramine
levels.

Some other treatments available include:

3.2 Silver-coated filter candles

These filters retain suspended matter and they have a bactericidal effect. Treatment is
instantaneous without any addition of chemicals.

3.3 Electro-Silver Ionisation

Electro-silver ionisation may be used for the automatic disinfecting of fresh water produced on
board ships. Units should be set up by the manufacturer to ensure a minimum concentration
of 0.1ppm to be added to the water under maximum flow conditions. The minimum time
required for silver to take effect is 4 hours after passing through the unit. This should ensure a
maximum 0.08 ppm in the system

3.4 Ultra-Violet Sterilisation

Although the sterilisation process is instantaneous, ultra-violet steriliser units have no dispersal
or residual properties. For this reason UV treatment is generally used only as a
supplementary system, fitted downstream of the water tank or supply pump. UV units may
however be effective in certain cases where service lines are relatively short. They should be
installed so that the direction of flow is vertical to keep deposits in the tubes to a minimum.
The water should be continuously circulated in the system through the UV unit. There should
be a means to measure the intensity of UV radiation. and a switch-off mechanism with an
- 14 -
alarm should be fitted in the event of UV radiation being too weak. The performance of the
tubes should be regularly monitored.

3.5 Thermal Disinfection (Calefaction)

Potable water supply lines contaminated with legionellae may not be reliably disinfected by
means of chemical agents. Heating the flowing water throughout the distribution system
(legionella tends to grow in dead legs and low-use areas) to a temperature of at least 60C
and maintaining this temperature for 30 minutes is another established method used to destroy
the legionella bacteria. If the water temperature is increased the period for maintaining the
temperature will be proportionately reduced. This method may be used in conjunction with
chemical treatments.

4. Fresh Water from Water Making Plant

Sea water that is to be treated on ships should be taken from areas relatively free from
pollution, including air pollution. Twenty miles from land is generally considered to be a safe
distance but it may be in excess of the twenty miles in some cases. Judgment should be used
based on a risk assessment which should include consideration of the possible effect that ship
operations might have on the quality of the water intake.

The seawater inlets (sea chests) should be located forward and if possible on the opposite
side of the ship from all overboard waste water and ballast tanks discharge outlets. Sea water
should pass through suitable filters before entering the water making equipment.

The manufacturers operating instructions should be clearly posted in the plant room and
strictly followed.

By-passes should not be installed around treatment units except where necessary as part of
the treatment process. There should be an adequate store of spare replacement parts
particularly for any vital or fragile parts. Distillation units should indicate low range salinity
levels, operational temperature levels and have an automatic discharge to waste. They
should also have an alarm with trip setting or equivalent.

Any chemicals used in an injection system to a sea suction intended to prevent the growth of
organisms in the ships piping system serving water making plant should be suitable for that
purpose.

High pressure distillation and reverse osmosis plants are highly effective in removing micro-
organisms and chemical constituents. They can therefore be employed as a single treatment
so long as they remain effective. There is therefore a need for highly reliable on-line monitoring
linked to rapid management intervention. They can however be combined with the application
of a low level of residual chlorine or other equivalent disinfectant. Because low pressure
evaporators operate at lower temperatures, this type of plant should be fitted with an automatic
disinfecting unit, generally chlorine is used, before it is pumped to the storage tanks.

Desalinated water effectively demineralises the seawater which makes it corrosive with the
potential to damage lines, tanks etc. Also the taste of desalinated water is bland, and may be
considered unpalatable. Appropriate stabilising and mineralising chemicals treatments should
therefore be applied before the water is passed into the storage tank.

5. Filtration

Filters should be used only where necessary as part of a purification system that includes
disinfection. Terminal or tap filters often collect bacteria and accelerate its growth and for this
reason their use should be discouraged unless they can be disinfected or replacement
- 15 -
cartridges are used. Filters should be maintained or replaced according to manufacturers
instructions.

6. Water Storage and Distribution Arrangements

6.1 Potable water storage tanks

Storage tanks should normally be sited above the inner bottom and independent of the hull
and not adjacent to tanks containing oil. They should be sited and be of such dimensions that
they are readily accessible to facilitate inspection, cleaning and coating.

Tanks should be clearly marked Potable Water. They should be used in regular rotation to
avoid stagnation.

Storage should normally never be less than a 2 day supply. Consideration should be given to
the size of the ship's complement of officers and crew, the maximum number of passengers,
the time and distance between ports of call and the availability of water suitable for treatment
with facilities aboard. Storage may be decreased if the water supply can be supplemented by
water produced by water making plants, but only to the amount that can be reliably supplied by
the water making plant.

Coatings systems other than cement should be specially developed for use in potable water
tanks. Manufacturers recommendations for application and drying or curing of the coating
must be followed. All items that penetrate the tank, for example bolts, pipes, pipe flanges
should be coated with the same product.

6.2 Distribution Systems

The freshwater distribution pumps should not be capable of being connected to any other
service. The suction lines of the pumps should not be cross-connected with the piping or
storage tank of any non-potable-water system. Lines should not be submerged in bilge water,
or pass through tanks storing non-potable liquids. Overflows, vents and drains from tanks, and
drains from the distribution system (including any treatment plant) should not be connected
directly to sewage drains.

Potable water piping should be painted or hatched blue. If the direction of flow is important,
this shall be shown by means of an arrow pointing in the respective direction. Potable water
outlets should be labelled POTABLE WATER. All non-potable outlets should be labelled
UNFIT FOR DRINKING. If hot water piping and cold water piping run adjacent to one another,
appropriate thermal insulation should be carried out.

Calorifiers and pressure tanks should be fitted with efficient connections at the lowest point of
the unit so that loose scale or sludge can be completely drained off after cleaning and
maintenance. They should have adequate access to enable thorough cleaning.

The design of the distribution system should provide maximum circulation, avoiding dead legs
and optimum conditions for bacterial growth (15C to 50C). The risk increases where
sections of the system are not kept in continuous use. To minimise the risk a ring main system
with circulation pumps in hot and cold water lines should be considered for large scale demand
such as passenger ships for example.

Corrosion and scale inhibitors if used should be suitable for use in fresh water systems.

6.3 Taps and Other Fixtures

Fixtures should be resistant to the corrosive effects of salt water and saline atmosphere and fit for
use with fresh water systems. They should be easy to clean and so designed to function easily
- 16 -
and efficiently. Approved mixer taps should be fitted to showers and it is recommended that
wash-hand basins should have hot and cold mixer taps.

7. Maintenance of Water Systems

All elements of the freshwater production, treatment and delivery system including filters,
pumps, calorifiers, pressure tanks etc should be inspected, cleaned, flushed out, or items
replaced where appropriate, according to the manufacturers instructions and the planned
maintenance system. The following maintenance is recommended.

Freshwater Storage Tanks

Persons inspecting or working in freshwater tanks should wear clean protective
clothing and footwear which has not been used for any other work area and they
should not be suffering from any skin infection or communicable disease.
Actions Intervals
To be thoroughly pumped out and where necessary hosed
prior to refilling.
6 monthly
To be opened up, emptied, ventilated and inspected and
thoroughly cleaned, recoated as necessary, aired and refilled
with clean freshwater chlorinated to a concentration of
0.2ppm free chlorine. The cleaning process should include
disinfection with a solution of 50ppm chlorine.
12 monthly
The system (from machinery space to furthest outlets should
be charged with super-chlorinated freshwater at a
concentration of 50ppm for a period of 12 hrs and then
completely flushed out and refilled at 0.2ppm residual free
chlorine
Refit or drydock
Pressure Tests on all FW tanks (After the pressure test, the
system to be thoroughly flushed with potable water.
Intervals not greater than
5 years

Distribution Systems Maintenance

Parts Actions Intervals
Filters Clean
Change
Monthly or according to
manufacturers
instructions
UV
exposure
area
Clean According to
manufacturers
instructions
Calorifiers To be opened up, inspected scaled and
cleaned. Before draining temperatures
should be raised to 70C for at least an hour
to ensure destruction of bacteria which may
have colonised the lower and cooler zone of
the unit
Periodically (general
recommendation - annual
inspection)
Shower
heads
Particularly in accommodation that has been
out of use for an extended period. Clean in a
50ppm chlorine solution.
3 monthly
FW Hoses Flush and fill with 50ppm chlorine solution and
allow to stand for at least an hour before
emptying and stowage.
6 monthly or more
frequent if required.

- 17 -

Health & Safety

Adequate care should be taken when handling chemicals or biological agents, for example
chemicals, corrosion inhibitors, filters etc. Suitable risk assessments and control measures
should be applied.

The rules for classification and construction of seagoing ships stated by the relevant classification
societies should be observed. Reference should also be made to the following British Standards
in relation to sanitary design and construction of ship water supplies.
ISO 15748-1: 2002 Ships and marine technology Potable water supply on ships
and marine structures Part 1: Planning and design.
ISO 15748-2: 2002 Ships and marine technology Potable water supply on ships
and marine structures Part 2: Method of calculation.

The WHO Guide to Ship Sanitation

This Guide provides advice on a number of topics, including the management of swimming
pools and spas on board ships, and is available on the internet as a draft at
www.who.int/water_sanitation_health/hygiene/ships/shipsanitation/en

The HSE Approved Code of Practice and Guidance for the Control of Legionella
Bacteria in Water Systems

This guide provides practical advice for the control of legionella bacteria in any undertaking
involving a work activity and to premises controlled in connection with a trade, business or
other undertaking where there is a reasonably foreseeable risk of exposure to legionella
bacteria. Although the Code of Practice is not specific to a marine environment, it does
provide advice about prevention or controlling exposure to the bacteria and treatment and
control programmes. The Code of Practice may be obtained from the Health and Safety
Executive (www.hse.gov.uk )

MSN 1752 (M)
1
The Merchant Shipping (Load Line) Regulations 1998,
as amended by the Merchant Shipping (Load Line)
(Amendment) Regulations 2000
Notice to Shipowners, Masters, Assigning Authorities and Surveyors
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 11
th
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 Ships in general
Part 2 Special requirements applicable to type A ships
Part 3 Special requirements applicable to certain type B ships
Part 4 Special requirements applicable to ships assigned timber freeboards
Part 5 General
Schedule 3: Record of particulars
Schedule 4: Freeboards
Part 1 Freeboards other than timber freeboards
Part 2 Timber freeboards
Part 3 Sailing ships and other ships
2
Schedule 5: Freeboard tables
Schedule 6: Stability
Part I Information as to stability
Part II Ships in relation to which the Secretary of States or the Assigning Authoritys
approval of the stability information is required.
Schedule 7: Notice of load lines to be posted up before sailing
Schedule 8: United Kingdom Load Line Certificates
In this Merchant Shipping Notice
(1) 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.
MSPP1E Load Line & Cargo Ship Safety Branch
Spring Place
105 Commercial Road
Tel: 023 80 329 119
Fax: 023 80 329 161
September 2000
3
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) North Atlantic Winter Seasonal Zone I, as set out in paragraph 4(a);
(ii) North Atlantic Winter Seasonal Zone II, as set out in paragraph 4(b) as lies between the
meridians of longitude 15
o
W and 50
o
W;
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.
4
Zones, Areas and Seasonal Periods
NORTHERN WINTER SEASONAL ZONES AND AREA
North Atlantic Winter Seasonal Zones I and II
4. (a) The North Atlantic Winter Seasonal Zone I lies within the meridian of longitude 50
o
W from the
coast of Greenland to latitude 45
o
N, thence the parallel of latitude 45
o
N to longitude 15
o
W,
thence the meridian of longitude 15
o
W to latitude 60
o
o
N to
the Greenwich Meridian, thence this meridian northwards.
Seasonal periods:
WINTER: 16th October to 15th April.
SUMMER: 16th April to 15th October.
(b) The North Atlantic Winter Seasonal Zone II lies within the meridian of longitude 68
o
30W from
the coast of the United States to latitude 40
o
N, thence the rhumb line to the point latitude 36
o
N
longitude 73
o
W, thence the parallel of latitude 36
o
N to longitude 25
o
W 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: 1st November to 31st March.
SUMMER: 1st April to 31st October.
North Atlantic Winter Seasonal Area
5. The boundary of the North Atlantic Winter Seasonal Area is
the meridian of longitude 68
o
30W from the coast of the United States to latitude 40
o
N, thence the
rhumb line to the southernmost intersection of the meridian of longitude 61
o
W with the coast of
Canada and thence the east coasts of Canada and the United States.
Seasonal periods:
For ships over 100 metres in length:
WINTER: 16th December to 15th February.
SUMMER: 16th February to 15th December.
For ships of 100 metres or less in length:
5
North Pacific Winter Seasonal Zone
6. The southern boundary of the North Pacific Winter Seasonal Zone is
the parallel of latitude 50
o
N from the east coast of the Russian Federation to the west coast of Sakhalin,
thence the west coast of Sakhalin to the southern extremity of Cape Krilon, thence the rhumb line to
Wakkanai, Hokkaido, Japan, thence the east and south coasts of Hokkaido to longitude 145
o
E, thence
the meridian of longitude 145
o
E to latitude 35
o
o
N to longitude
150
o
W and thence the rhumb line to the southern extremity of Dall Island, Alaska.
Seasonal periods:
WINTER: 16th October to 15th April.
SUMMER: 16th April to 15th October.
SOUTHERN WINTER SEASONAL ZONE
Southern Winter Seasonal Zone
7. The northern boundary of the Southern Winter Seasonal Zone is
the rhumb line from the east coast of the American continent at Cape Tres Puntas to the point
latitude 34
o
S, longitude 50
o
o
S to longitude 17
o
E, thence the
rhumb line to the point latitude 35
o
10S, longitude 20
o
E, thence the rhumb line to the point latitude
34
o
S, longitude 28
o
E, thence the rhumb line to the point latitude 35
o
30S, longitude 118
o
E, and thence
the rhumb line to Cape Grim on the northwest coast of Tasmania; thence along the north and east
coasts of Tasmania to the southernmost point of Bruny Island, thence the rhumb line to Black Rock
Point on Stewart Island, thence the rhumb line to the point latitude 47
o
S, longitude 170
o
E, thence the
rhumb line to the point latitude 33
o
S, longitude 170
o
W, and thence the parallel of latitude 33
o
S to the
point latitude 33
o
S, longitude 79
o
W, thence the rhumb line to the point latitude 41
o
S, longitude
75
o
W, thence the rhumb line to Punta Corona lighthouse on Chiloe Island, latitude 41
o
47S longitude
75
o
53W, thence along the north, east and south coasts of Chiloe Island to the point latitude 43
o
20S,
longitude 74
o
20W, and thence the meridian of longitude 74
o
20W, to the parallel of latitude 45
o
45S,
including the inner zone of Chiloe channels from the meridian 74
o
20W to the east.
Seasonal Periods:
WINTER: 16th April to 15th October.
SUMMER: 16th October to 15th April.
TROPICAL ZONE
Northern Boundary of the Tropical Zone
8. The northern boundary of the Tropical Zone is
o
N from the east coast of the American continent to longitude 60
o
W, thence
the rhumb line to the point latitude 10
o
N, longitude 58
o
o
N to
longitude 20
o
W, thence the meridian of longitude 20
o
W to latitude 30
o
N and thence the parallel of
latitude 30
o
N to the west coast of Africa; from the east coast of Africa the parallel of latitude 8
o
N to
longitude 70
o
E, thence the meridian of longitude 70
o
E to latitude 13
o
N, thence the parallel of latitude
13
o
N to the west coast of India; thence the south coast of India to latitude 10
o
30N on the east coast
of India, thence the rhumb line to the point latitude 9
o
N, longitude 82
o
E, thence the meridian of
longitude 82
o
E to latitude 8
o
o
N to the west coast of Malaysia,
thence the coast of South-East Asia to the east coast of Vietnam at latitude 10
o
N, thence the parallel
of latitude 10
o
N to longitude 145
o
E, thence the meridian of longitude 145
o
E to latitude 13
o
N and
thence the parallel of latitude 13
o
N to the west coast of the American continent.
6
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 45
o
E;
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 59
o
E; and
(c) the area bounded by the parallel of latitude 22
o
S from the east coast of Australia to the Great
Barrier Reef, thence the Great Barrier Reef to latitude 11
o
S. 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 20
o
N and thence the parallel of latitude 20
o
N to longitude 20
o
W;
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: 16th July to 31st October.
7
(b) In the Arabian Sea
An area bounded
on the west by the coast of Africa, the meridian of longitude 45
o
E in the Gulf of Aden, the coast
of South Arabia and the meridian of longitude 59
o
E in the Gulf of Oman;
on the north and east by the coasts of Pakistan and India;
on the south by the northern boundary of the Tropical Zone.
Seasonal periods:
TROPICAL: 1st September to 31st May.
SUMMER: 1st June to 31st August.
(c) In the Bay of Bengal
The Bay of Bengal north of the northern boundary of the Tropical Zone.
Seasonal periods:
TROPICAL: 1st December to 30th April.
SUMMER: 1st May to 30th November.
(d) In the South Indian Ocean
(i) 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 20
o
S;
on the east by the rhumb line from the point latitude 20
o
S, longitude 50
o
E, to the point latitude
15
o
S, longitude 51
o
30E, and thence by the meridian of longitude 51
o
30E to latitude 10
o
S.
Seasonal periods:
TROPICAL: 1st April to 30th November.
SUMMER: 1st December to 31st March.
(ii) An area bounded
on the north by the southern boundary of the Tropical Zone;
on the east by the coast of Australia;
on the south by the parallel of latitude 15
o
S from longitude 51
o
30E, to longitude 114
o
E and
thence the meridian of longitude 114
o
E to the coast of Australia;
on the west by the meridian of longitude 5130E.
Seasonal periods:
TROPICAL: 1st May to 30th November.
SUMMER: 1st December to 30th April.
8
(e) In the China Sea
An area bounded
on the west and north by the coasts of Vietnam and China from latitude 10
o
N to Hong Kong;
on the east by the rhumb line from Hong Kong to the Port of Sual (Luzon Island) and the west
coasts of the Islands of Luzon, Samar and Leyte to latitude 10
o
N;
on the south by the parallel of latitude 10N.
Hong Kong and Sual are to be considered as being on the boundary of the Seasonal Tropical
Area and Summer Zone.
Seasonal periods:
TROPICAL: 21st January to 30th April.
SUMMER: 1st May to 20th January.
(f) In the North Pacific
(i) An area bounded
on the north by the parallel of latitude 25
o
N;
on the west by the meridian of longitude 160
o
E;
o
N;
on the east by the meridian of longitude 130
o
W.
Seasonal periods:
TROPICAL: 1st April to 31st October.
SUMMER: 1st November to 31st March.
on the north and east by the west coast of the American continent;
on the west by the meridian of longitude 123
o
W from the coast of the American continent
to latitude 33
o
N and by the rhumb line from the point latitude 33
o
N, longitude 123
o
W to
the point latitude 13
o
N, longitude 105
o
W;
o
N.
Seasonal periods:
TROPICAL: 1st March to 30th June and 1st November to 30th November.
SUMMER: 1st July to 31st October and 1st December to 28th/29th February.
(g) In the South Pacific
(i) The Gulf of Carpentaria south of latitude 11
o
S
Seasonal periods:
SUMMER : 1st December to 31st March.
9
on the north and east by the southern boundary of the Tropical Zone;
on the south by the parallel of latitude of 24S to longitude 154E, thence by the meridian of
longitude 154E to the Tropic of Capricorn and thence by the Tropic of Capricorn to
longitude 150
o
W, thence by the meridian of longitude 150
o
W to latitude 20
o
S and thence by
o
S to the point where it intersects the southern boundary of the
Tropical Zone;
on the west by the boundaries of the area within the Great Barrier Reef included in the
Tropical Zone and by the east coast of Australia.
Seasonal periods:
SUMMER: 1st December to 31st March.
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 68
o
30S from the coast of the United States to latitude 40
o
N
and thence by the rhumb line to the point latitude 36
o
N longitude 73
o
W;
o
N;
is a Winter Seasonal Area.
Seasonal periods:
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:
14. Black Sea
This sea is included in the Summer Zones.
However, for ships of 100 metres or less in length, the area north of latitude 44
o
N is a Winter
Seasonal Area.
10
Seasonal periods:
WINTER: 1st December to 28th/29th February.
SUMMER: 1st March to 30th November.
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 3
o
E from the
coast of Spain to latitude 40
o
N;
o
N from longitude 3
o
E to the west coast of Sardinia;
on the east by the west and north coasts of Sardinia from latitude 40
o
N to latitude 9
o
E to the south
coast of Corsica, hence by the west and north coasts of Corsica to longitude 9
o
E and thence by the
rhumb line to Cape Sici.
is a Winter Seasonal Area
Seasonal periods:
WINTER: 16th December to 15th March.
SUMMER: 16th March to 15th December.
16. Sea of Japan
This sea south of latitude 50
o
N is included in the Summer Zones.
However, for ships of 100 metres or less in length, the area between the parallel of latitude 50
o
N and
the rhumb line from the east coast of Korea at latitude 38
o
N to the west coast of Hokkaido, Japan, at
latitude 43
o
12N is a Winter Seasonal Area.
Seasonal periods:
WINTER: 1st December to 28th/29th February.
SUMMER: 1st March to 30th November.
11
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;
12
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;
(e) The condition of equilibrium referred to in subparagraph (c)(ii) shall be regarded as
satisfactory provided the following conditions are fulfilled.
(i) 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
13
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;
14
(b) when calculating the vertical centre of gravity, the following principles apply:
(i) homogenous cargo is carried
(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) at an angle of heel of not more than 5 in each compartment containing liquids, as
prescribed in subparagraph (ii) except that in the case of compartments containing
consumable fluids, as prescribed in subparagraph (iv), the maximum free surface effect
shall be taken into account. Alternatively, the actual free surface effects may be used,
provided the methods of calculation are acceptable to the Assigning Authority;
(vi) weights shall be calculated on the basis of the following values for specific gravities:
salt water 1.025
fresh water 1.000
oil fuel 0.950
diesel oil 0.900
lubricating oil 0.900
15
PART I SHIPS IN GENERAL
Structural strength and stability
2. (1) The construction of the ship shall be such that its general structural strength is sufficient for the
freeboards assigned.
(2) The design and construction of the ship shall be such as to ensure that its stability in all probable
loading conditions shall be sufficient for the freeboards assigned, and for this purpose due
consideration shall be given to the intended service of the ship and to the following criteria.
(a) The area under the curve of righting levers (GZ curve) shall not be less than
(i) 0.055 metre-radians up to an angle of 30 degrees;
(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.
16
(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) Assumed Load, per square metre
Hatchway in Position 1 Hatchway in Position 2
24 metres 1 metric ton 0.75 metric ton
100 metres or over 1.75 metric tons 1.30 metric tons
Over 24 metres but
less than 100 metres
to be ascertained by linear interpolation
17
(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.
18
Security of hatchway covers
(9) (a) Except as otherwise provided in subparagraph (b), steel bars shall be provided for every
hatchway to ensure that each section of hatchway covers can be efficiently and
independently secured after the tarpaulins have been battened down and that hatchway
covers of more than 1.5 metres in length are secured by at least two such bars.
(b) Bars of material other than steel, or means of securing hatchway covers otherwise than by
bars, may be used provided
(i) 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) 600 millimetres, if the hatchway is in Position 1;
(ii) 450 millimetres, if the hatchway is in Position 2.
(b) A hatchway may have a coaming of less than the height applicable under the provisions of
subparagraph (a), or in exceptional circumstances a coaming may be dispensed with
altogether, provided that
(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;
(ii) when any coaming is fitted it shall be of substantial construction.
Weathertight covers
(2) (a) The strength of every cover of mild steel 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 4.25
shall not exceed the minimum ultimate strength of the material. Every such cover shall be so
designed as to limit the deflection under such a load to not more than 0.0028 times the span.
(b) Every such cover made of materials other than mild steel shall have a strength and stiffness
equivalent to that required for a cover of mild steel.
(c) Every cover shall be fitted with efficient means by which it can be secured and made
weathertight.
(d) Mild steel plating forming the top of any cover shall be not less in thickness than one per
cent of the spacing of the stiffeners or 6 millimetres whichever is the greater.
Machinery space openings
7. (1) Every machinery space opening situated in Position 1 or Position 2 shall be efficiently framed
and enclosed by a steel casing of substantial strength, account being taken of the extent, if any, to
which the casing is protected by other structures.
19
(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
20
(i) 900 millimetres above the deck, if the ventilator is in Position 1;
(ii) 760 millimetres above the deck, if the ventilator is in Position 2.
(b) Where the coaming for any ventilator referred to in subparagraph (a) above is situated in a
position in which it will be especially exposed to weather and sea the height of the coaming
shall be increased by such an amount as is necessary to provide adequate protection having
regard to its position.
(2) If the coaming of any ventilator referred to in the subparagraph (1) exceeds 900 millimetres in
height above the deck it shall be efficiently supported by stays, brackets or other means.
(3) Every ventilator in Position 1 or Position 2 which passes through a superstructure, other than an
enclosed superstructure, shall have a coaming of steel or equivalent material at the freeboard
deck substantially constructed and efficiently connected to that deck and at least 900 millimetres
in height above that deck.
(4) Subject to subparagraph (5), every ventilator opening in Position 1 or Position 2 shall be
provided with an efficient appliance by which it can be closed and secured weathertight. Every
such closing appliance provided on board a ship of not more than 100 metres in length shall be
permanently attached and, in the case of any other ship, shall either be so attached or be
conveniently stowed near to the ventilator for which it is provided.
(5) (a) A ventilator in Position 1 the coaming of which exceeds 4.5 metres in height above the deck and
a ventilator in Position 2 the coaming of which exceeds 2.3 metres in height above the deck, need
not be fitted with a closing appliance unless the fitting of such an appliance is considered
necessary by the Assigning Authority in order to provide adequate protection.
(b) A ventilator leading to a battery room shall not be fitted with a closing appliance.
Air pipes
10. (1) The exposed parts of any air pipe leading to a ballast or other tank and extending above the
freeboard deck or a superstructure deck shall be of substantial construction.
(2) The exposed opening of any such air pipe shall be fitted with efficient means of closing the
opening weathertight, which shall be permanently attached so as to be ready for immediate use.
(3) Subject to subparagraph (4), the height above the deck of the exposed opening of any such
airpipe shall be
(a) at least 760 millimetres, if that deck is the freeboard deck;
(b) at least 450 millimetres, if that deck is a superstructure deck or, if the superstructure is of
less than standard height, such height as is necessary to adequately compensate for the
lower height of the superstructure.
(4) The heights given in subparagraph (3) may be reduced if
(a) the working of the ship would be unreasonably impaired if those heights were adhered to; and
(b) the closing arrangements will ensure that the lower height is adequately compensated for.
Cargo ports and similar openings
11. (1) Cargo ports and similar openings in the ships side below the freeboard deck or in the sides or ends
of superstructures which form part of the shell of the ship shall be compatible with the design of the
ship and shall not exceed in number those necessary for the proper working of the ship.
21
(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;
22
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 8
th
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).
23
(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:
The area of freeing ports at intermediate breadths shall be obtained by linear interpolation.
BREADTH OF HATCHWAY AREA OF FREEING PORTS
OR TRUNK IN RELATION IN RELATION TO THE
TO THE BREADTH OF TOTAL AREA OF THE
SHIP BULWARKS
40% or less 20%
75% or more 10%
24
Protection of the crew
15. (1) Every deckhouse used for the accommodation of members of the crew shall be of efficient
construction.
(2) Except as otherwise provided in subparagraph (3), all exposed parts of the freeboard deck and of
every superstructure deck shall be fitted at their perimeter with efficient guard rails or guard
wires and stanchions complying with the requirements of subparagraph (4), or with bulwarks.
In either case this protection shall be at least 1 metre in height from the deck.
(3) The height specified in subparagraph (2) may be reduced at a particular point if
(a) the normal working of the ship would be unreasonably impeded; and
(b) adequate protection is provided at that point.
(4) Guard rails or guard wires fitted in accordance with subparagraph (2) shall consist of courses of
rails or wires supported by stanchions efficiently secured to the deck. The opening between the
lowest course of the rails or wires and the deck shall not exceed 230 millimetres in height and no
opening above that course of rails or wires shall exceed 380 millimetres in height. Where the ship
has rounded gunwales the stanchions shall be secured at the perimeter of the flat of the deck.
(5) Gangways, underdeck passages and all other means of access used by members of the crew to
pass between their quarters, the machinery space and any other space in the ship in the course of
their necessary work shall be so designed and constructed, and be fitted, where necessary, with
life lines, access ladders, guard rails, guard wires, hand rails or other safety fittings, as to afford
effective protection for the crew.
(6) Deck cargo carried on any ship shall be so stowed that any opening which is in way of the cargo
and which gives access to and from the crews quarters, the machinery space and all other parts
used in the necessary work of the ship, can be properly closed and secured against the admission of
water. Effective protection for the crew in the form of guard rails or life lines shall be provided
above the deck cargo if there is no convenient passage on or below the deck of the ship.
(7) The requirements of this paragraph shall not apply in the case of unmanned barges.
25
PART II SPECIAL REQUIREMENTS APPLICABLE TO TYPE A SHIPS
Application
16. The requirements of paragraphs 17 to 20 apply only to Type A ships.
Machinery casings
17. (1) Subject to subparagraph (2), every casing enclosing a machinery space opening in Position 1 or
Position 2 shall be protected by either
(a) an enclosed poop or bridge of at least standard height; or
(b) a deckhouse of equal height and equivalent strength and weathertightness.
(2) Subparagraph (1) shall not apply and the casing need not be protected if
(a) there is no opening in the casing which gives direct access from the freeboard deck to the
machinery space; or
(b) the only opening in the casing has a steel weathertight door and leads to a space or passage
way which is as strongly constructed as the casing and is separated from the stairway to the
machinery space by a second steel weathertight door.
Gangway and access
18. (1) References in this paragraph to a poop or detached bridge apply also to a deckhouse fitted in
lieu of and serving the purpose of a poop or detached bridge.
(2) Access between the poop and the detached bridge shall be by means of either
(a) a permanent and efficiently constructed gangway of substantial strength. The gangway
shall be at the level of the superstructure deck and have a platform at least 1 metre in width
and of non-slip material. Efficient means of access from gangway level to the deck shall be
provided at each terminal point. The platform shall be fitted on each side throughout its
length with guard rails or guard wires supported by stanchions. Such rails or wires shall
consist of not less than 3 courses, the lowest being not more than 230 millimetres, and the
uppermost being at least 1 metre above the platform, and no intermediate opening being
more than 380 millimetres in height. Stanchions shall be at intervals of not more than 1.5
metres; or
(b) an underdeck passage connecting and providing unobstructed access between those
structures and complying with the following requirements
(i) 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;
26
(v) means of exit from the passage to the freeboard deck shall be
(aa) so arranged as to be as near as practicable to the working areas to be used by
the crew;
(bb) in no case be more than 90 metres apart; and
(cc) 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;
(ii) if obstructed by pipes or other fittings of a permanent nature, be provided with
efficient means of passage over such obstruction.
(iii) be fitted on each side and throughout its length with guard rails or guard wires
complying with the requirements in subparagraph (2)(a);
(iv) have openings in these guard rails or guard wires which give access to and from the
freeboard deck to the working areas used by the crew. These openings shall be on alternate
sides of the walkway and be situated not more than 90 metres apart on either side;
(v) 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).
27
(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.
28
PART III SPECIAL REQUIREMENTS APPLICABLE TO CERTAIN TYPE B SHIPS
Application
21. The requirements of paragraphs 22 to 25 apply only to Type B ships assigned a reduced freeboard
under the provisions of paragraph 5(3) of Schedule 4.
Gangway and access
22. The ship shall comply with the requirements of either
(1) paragraph 18 as if it were a Type A ship; or
(2) paragraphs 23 and 24.
23. (1) References in this paragraph to a poop or detached bridge apply also to a deckhouse fitted in
lieu of and serving the purpose of a poop or detached bridge.
(2) Access between the poop and the detached bridge shall be by means of an efficiently constructed
gangway of substantial strength fitted on or near the centre line of the ship. The gangway shall
be at least 1 metre in width and shall be fitted on each side and throughout its length with guard
rails or guard wires complying with the requirements as set out in paragraph 18(2)(a). If the
length of the gangway exceeds 70 metres, shelters complying with the requirements set out in
paragraph 18(3)(c)(v) shall be provided in way of the gangway.
24. (1) 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
(a) the means described in paragraph 18(3);
(b) the means described in paragraph 23(2); or
(c) equivalent means of access.
(2) Where hatchway coamings are 600 millimetres or more in height, two walkways complying with
the following requirements may be provided in lieu of subparagraph (1)
(a) the walkways shall be efficiently constructed and of satisfactory strength;
(b) the walkways shall each be at least 1 metre in width and be fitted on the freeboard deck
alongside the outboard structure of the hatchway coamings, one to port and the other to
starboard of the hatchways;
(c) on the side outboard of the hatchways each walkway shall be fitted with guard rails or
guard wire complying with the requirements set out in paragraph 18(2)(a).
Freeing arrangements
25. The ship shall comply with the requirements of paragraph 20(4).
29
PART IV SPECIAL REQUIREMENTS APPLICABLE TO SHIPS ASSIGNED TIMBER
FREEBOARDS
Application and interpretation
26. (1) The requirements of paragraphs 27 to 29 apply only to ships assigned Timber freeboards. The
requirements of paragraph 30 shall apply in respect of timber deck cargo carried by a ship which
is marked with timber load lines and is loaded to a depth greater than that indicated by the load
line which, if timber load lines were not marked, would be appropriate in the circumstances.
(2) In this Part except where the context otherwise requires
deck cargo means cargo carried in any uncovered space on the deck of a ship;
timber deck cargo means deck cargo consisting of timber;
weather deck means the uppermost complete deck exposed to weather and sea, a deck which
is stepped being taken to consist for this purpose of the lowest line of the deck and the
continuation of that line parallel to the upper part of the deck.
Superstructures
27. (1) The ship shall have a forecastle of not less than the standard height of an enclosed
superstructure and not less in length than 0.07(L).
(2) If the ship is less than 100 metres in length it shall be fitted aft with either
(a) a poop of not less than standard height; or
(b) a raised quarter deck having either a deck house or a strong steel hood, so that the total
height is not less than the standard height of an enclosed superstructure.
Double bottom tanks
28. Double bottom tanks fitted within the midship half length of the ship shall have satisfactory
watertight longitudinal subdivision.
Bulwarks, guard rails and stanchions
29. The ship shall be fitted with
(1) permanent bulwarks at least 1 metre in height which are specially stiffened on the upper edge
and supported by strong bulwark stays attached to the deck, and provided with freeing ports
complying with the requirements of paragraph 14(1) to (7); or
(2) efficient guard rails and stanchions at least 1 metre in height, of specially strong construction,
and complying with the requirements of paragraph 15(4).
Stowage
Siting, distribution and stowage of timber deck cargo
30. (1) The cargo shall be distributed and stowed so
(a) as to avoid excessive loading having regard to the strength of the deck and the supporting
structure of the ship;
30
(b) as to ensure that the ship will retain adequate stability at all stages of the voyage having
regard in particular to
(i) the vertical distribution of the deck cargo;
(ii) the wind moments which can be expected on the voyage;
(iii) the losses of weight in the ship, including those due to the consumption of fuel and
stores; and
(iv) possible increases of weight of the ship or deck cargo, including those due to the
absorption of water and to icing;
(c) as not to impair the weathertight or watertight integrity of any part of the ship or its fittings
or appliances, and to ensure the proper protection of ventilators and air pipes;
(d) that its height above the deck, or any other part of the ship on which it stands will not
interfere with the navigation or working of the ship;
(e) that it will not interfere with, or obstruct access to, the ships steering arrangements,
including emergency steering arrangements;
(f) that it is in accordance with paragraph 15(6).
Securing of deck cargo
(2) Deck cargo shall be so secured as to ensure, as far as practicable, that there will be no
movements of that cargo relative to the ship in the worst sea and weather conditions which may
normally be expected on the voyage; and lashings and all fittings used for their attachment shall
be of adequate strength for that purpose.
Maximum height of timber deck cargo
(3) Timber deck cargo carried by a ship within a Winter seasonal area during the period specified as the
Winter period shall be so stowed that at no point throughout its length does the height of the deck
cargo above the level of the weather deck at side exceed one third of the extreme breadth of the ship.
Access
(4) (a) Where timber deck cargo occupies the whole or substantially the whole of the uncovered space
on the deck of a ship, means of access shall be provided for the crew between their quarters and
the machinery spaces and other parts of the ship used in the working of the ship, as follows.
(b) The means of access shall be provided in the form of a walkway fitted over the timber deck
cargo, and the walkway shall be:
(i) as near as practicable on the centreline of the ship.
(ii) not less than 600mm in width, and
(iii) provided with a lifeline which, where practicable, shall be a wire rope set taut with a
stretching screw.
(c) In addition guard rails or lifelines spaced not more than 350 mm apart vertically shall be
provided on each side of the deck cargo to a height of at least 1 metre above the cargo.
(d) The stanchion supports to all guard rails and lifelines shall be so spaced as to prevent undue
sagging.
31
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.
32
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.
33
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
Distinctive number or letters
Shipbuilders
Yard number
Date of Build/conversion
Freeboards assigned as a ship of Type
Classification
Date and place of initial survey
3
4
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.
3
5
(See Schedule 2 to this Merchant Shipping Notice 1752(M), paragraphs 7 & 8)
DOORWAYS IN SUPERSTRUCTURES, EXPOSED MACHINERY CASINGS AND DECKHOUSES PROTECTING OPENINGS IN FREEBOARD
AND SUPERSTRUCTURE DECKS
(Regulations 12, 17, and 18)
LOCATION REF NO NUMBER AND SIZE OF HEIGHT OF CLOSING APPLIANCES
ON SKETCH OPENINGS SILLS
TYPE AND NUMBER
OR PLAN
MATERIAL OF CLIPS
In forecastle bulkhead
In bridge forward bulkhead
In bridge after bulkhead
In raised quarter deck bulkhead
In poop bulkhead
In exposed machinery casings on freeboard or
raised quarter decks
3
6
DOORWAYS IN SUPERSTRUCTURES, EXPOSED MACHINERY CASINGS AND DECKHOUSES PROTECTING OPENINGS IN FREEBOARD
AND SUPERSTRUCTURE DECKS
(continued)
LOCATION REF NO NUMBER AND SIZE OF HEIGHT OF CLOSING APPLIANCES
ON SKETCH OPENINGS SILLS
TYPE AND NUMBER
OR PLAN
MATERIAL OF CLIPS
In exposed machinery casings on superstructure
decks
In machinery casings within superstructures or
deckhouses on freeboard deck
In deckhouses in Position 1 enclosing openings
leading below freeboard deck
In deckhouses in Position 2 enclosing openings
leading within enclosed superstructures or below
freeboard deck
In exposed pump room casings
3
7
(See Schedule 2 to this Merchant Shipping Notice 1752 (M), paragraph 5)
HATCHWAYS AT POSITIONS 1 AND 2 CLOSED BY PORTABLE COVERS AND SECURED WEATHERTIGHT BY TARPAULINS AND BATTENING
DEVICES (Regulation 15)
Position and Reference No. on Sketch or Plan
Dimensions of clear opening at top of coaming
Height of coamings above deck
PORTABLE BEAMS Number
Spacing
b
1
x t
f
D x t
w
b
2
x t
f
Bearing surface
Means of securing each beam
Material
PORTABLE
Thickness
COVERS
Direction fitted
Bearing surface
Spacing of cleats
TARPAULINS
No. of layers
Material
Means of securing each section of covers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Are wood covers fitted with galvanized end bands . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
b
2
b
D
1
t
f
t
f
t
w
3
8
(See Schedule 2 to this Merchant Shipping Notice 1752(M), paragraphs 7 and 8)
HATCHWAYS AT POSITIONS 1 AND 2 CLOSED BY WEATHERTIGHT COVERS OF STEEL (OR OTHER EQUIVALENT MATERIAL) FITTED
WITH GASKETS AND CLAMPING DEVICES (Regulation 16)
Position and reference No.
on Sketch or Plan
Dimensions of clear opening at
top of coaming
Height of coaming above deck
Type of cover or Patent Name
Material
Position and reference No.
on Sketch or Plan
Dimensions of clear opening at
top of coaming
Height of coaming above deck
Type of cover or Patent Name
Material
3
9
MACHINERY SPACE OPENINGS AND MISCELLANEOUS OPENINGS IN FREEBOARD AND SUPERSTRUCTURE DECKS
(Regulations 17 and 18)
Positions and Reference No. on Sketch or Plan
Dimensions
Height of coaming
COVER Material
How attached
Number and spacing of Toggles
Positions and Reference No. on Sketch or Plan
Dimensions
Height of coaming
COVER Material
How attached
Number and spacing of Toggles
Particulars of spurling pipe closing arrangements
4
0
(See Schedule 2 to this Merchant Shipping Notice 1752(M), paragraph 9)
VENTILATORS ON FREEBOARD AND SUPERSTRUCTURE DECKS (POSITIONS 1 AND 2)
(Regulation 19)
DECK ON WHICH FITTED NUMBER FITTED COAMING TYPE (STATE CLOSING
PATENT NAME APPLIANCES
DIMENSIONS HEIGHT IF ANY)
4
1
AIR PIPES ON FREEBOARD AND SUPERSTRUCTURE DECKS
(Regulation 20)
DECK ON WHICH FITTED NUMBER FITTED COAMING TYPE (STATE CLOSING
PATENT NAME APPLIANCES
DIMENSIONS HEIGHT IF ANY)
4
2
CARGO PORTS AND OTHER SIMILAR OPENINGS
(Regulation 21)
POSITION OF PORT DIMENSIONS OF DISTANCE OF LOWER SECURING DEVICES REMARKS
OPENING EDGE FROM
FREEBOARD DECK
4
3
SCUPPERS, INLETS AND DISCHARGES
(Regulation 22)
STATE IF NUMBER PIPE FROM VERTICAL DISTANCE ABOVE TOP NUMBER, POSITION
SCUPPER OR OF KEEL TYPE OF
DISCHARGE DIAMETER THICK MATERIAL AND CONTROLS
-NESS DISCHARGE UPPERMOST MATERIAL
VALVE OF
OUTLET INBOARD DISCHARGE
IN HULL END VALVES
NOTE: In Ro-ro ships, indicate how ready accessibility to scupper valves is ensured when vehicle space is filled . . . . . . . . . . . . . . . . . . . . . . . . .
S Scupper MS Mild Steel SD Screw down
D Discharge CS Cast Steel ANR Automatic non-return
GM Gun Metal SD ANR Screw down automatic non-return
Any other approved material to be designated
4
4
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 . . . . . . . . . . . . . . . . . . . . . . . . . . .
SIDE SCUTTLES
(Regulation 23)
POSITION NUMBER CLEAR GLASS FIXED OR MATERIAL TYPE OF GLASS STANDARDS
FITTED SIZE OPENING AND USED
FRAME DEADLIGHT
THICKNESS AND
TYPE NO
4
5
FREEING PORTS
(Regulation 24)
LENGTH OF HEIGHT OF NUMBER AND SIZE OF FREEING PORTS TOTAL AREA REQUIRED
BULWARK BULWARK EACH SIDE EACH SIDE AREA
EACH SIDE
FREEBOARD DECK AFTER WELL
FORWARD WELL
SUPERSTRUCTURE DECK
State fore and aft position of After Well
each freeing port in relation
to superstructure end bulkheads Forward Well
Particulars of shutters, bars or rails fitted to freeing ports.
Height of lower edge of freeing port above deck.
4
6
(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:
TIMBER DECK CARGO FITTINGS
(Regulation 44)
State particulars of uprights, sockets,
lashings, guardrails and lifelines;
OTHER SPECIAL FEATURES
47
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
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
48
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 (C
b
) means the product of
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 d
1
; and
d
1
is 85 per cent of the least moulded depth, provided that in no case shall the block coefficient (C
b
)
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
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;
T((L)-(S))
(L)
1 LBd
49
(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.
50
PART I FREEBOARDS OTHER THAN TIMBER FREEBOARDS
Determination of freeboards
3. (1) Subject to subparagraph (3), the Summer freeboard shall be determined in accordance with the
provisions of paragraphs 4 to 16.
(2) Subject to subparagraph (3), the Tropical freeboard shall be obtained by deducting from the
Summer freeboard one forty-eighth (1/48th) of the Summer draught of the ship.
(3) The freeboard so obtained in subparagraphs (1) and (2), but omitting any correction made in
paragraph 8 for deck-line, shall be not less than 50 millimetres except in the case of a ship with
hatchways in Position 1 to which paragraph 5 of Schedule 2 applies but which do not have
pontoon covers, in which case it shall be not less than 150 millimetres.
(4) The Winter freeboard shall be obtained by adding to the Summer freeboard one forty-eighth
(1/48th) of the Summer draught of the ship.
(5) The Winter North Atlantic freeboard shall be obtained by adding to the Winter freeboard a
distance of 50 millimetres.
(6) (a) Subject to subparagraph (b) below, the fresh water freeboard shall be obtained by deducting
from the Summer freeboard the quantity
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 (C
b
) of the ship exceeds 0.68 the tabular freeboard shall be multiplied by
the factor
(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.
( ) .
.
C
b
0 + 68
136
4T
51
Summer freeboard: Type B ships
5. The Summer freeboard to be assigned to a Type B ship shall be determined as follows.
(1) There shall first be ascertained the ships tabular freeboard from Table B in Schedule 4.
(2) (a) If the ship has hatchways in Position 1 the covers of which are either pontoon covers
complying with the requirements of paragraph 5 (4) of Schedule 2 or covers which comply
with paragraph 6(2) of that Schedule, the tabular freeboard may be corrected in accordance
with such of the provisions of subparagraphs (3) to (8) as are applicable to the ship.
(b) If the ship has hatchways in Position 1 the covers of which comply with the requirements of
paragraph 5 of Schedule 2 except those of subparagraph(4) of that paragraph, the tabular
freeboard shall be corrected in accordance with the provisions of subparagraph (9).
(3) The tabular freeboard of a ship to which subparagraph (2)(a) applies and which exceeds 100
metres in length may be reduced by an amount not exceeding the maximum applicable under
subparagraphs (4) and (5) if the Assigning Authority is satisfied that
(a) the measures for the protection of the crew comply with the requirements of paragraph 15
of Schedule 2;
(b) the freeing arrangements comply with the requirements of paragraph 14 of Schedule 2;
(c) all covers of hatchways in Positions 1 and 2 comply with the requirements of paragraph 6 of
Schedule 2;
(d) in the case of a ship constructed before 8
th
June 2000, when the ship is loaded to the Summer
load waterline it will remain afloat, after the flooding of any single damaged compartment
other than the machinery space at an assumed permeability of 0.95, in the condition of
equilibrium described in subparagraph (6). If the length of the ship exceeds 225 metres the
machinery space shall rank as a floodable compartment for the purposes of this requirement
having for the purpose an assumed permeability of 0.85.
(e) in the case of a ship constructed on or after 8
th
June 2000 which is loaded in accordance with
the initial condition of loading before flooding, the ship will
(i) be able to withstand the flooding of any compartment or compartments, with an
assumed permeability of 0.95, consequent upon the damage assumptions specified in
paragraph 5(8), and,
(ii) remain afloat in a satisfactory condition of equilibrium, as referred to in subparagraph
(c)(ii) of the definition of a Type A ship in paragraph 1(1) of Schedule 2; and if the
ship is over 150 metres in length, the machinery space shall be treated for these
purposes as a floodable compartment, but with a permeability of 0.85.
(4) Subject to subparagraph (5) no reduction of freeboard pursuant to subparagraph (3) shall exceed
60 per cent of the difference between the tabular freeboards under Freeboard Table A and
Freeboard Table B.
(5) The reduction of 60 per cent referred to in subparagraph(4) may be increased to 100 per cent if
the Assigning Authority is satisfied that
(a) the ship complies with the requirements of paragraphs 17 and 20 of Schedule 2 as if it were
a Type A ship and with those of paragraph 22 of that Schedule;
(b) the ship complies with the requirements of subparagraphs (3)(a) to (c);
52
(c) in the case of a ship constructed before 8
th
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 8
th
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 8
th
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 8
th
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 8
th
June 2000, the following assumptions shall be
made for the purposes of the calculations pursuant to subparagraphs (3)(e) and (5)(d)
53
(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
( ) ( )
( )
( )
7 5 100 0 35 . .
_
,
L
E
L
54
(11)In the case of a ship with a block coefficient (C
b
) exceeding 0.68, the freeboard calculated in
accordance with subparagraphs (1) to (10) shall be multiplied by the factor
(12)Corrections in accordance with paragraphs 6 to 16 shall be applied to the freeboard calculated in
accordance with subparagraphs (1) to (11) and, subject to paragraph 3(3), the freeboard so
corrected shall be the Summer freeboard to be assigned to the ship.
( ) .
.
C
b
0 + 68
136
55
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).
Length of ship Freeboard Length of ship Freeboard Length of ship Freeboard
(metres) increase (metres) increase (metres) increase
(millimetres) (millimetres) (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
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
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
168
169
175
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
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
290
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
TABLE 1
56
Correction for Depth
7. (1) If the depth for freeboard (D) exceeds , the basic freeboard of the ship shall be
increased by R millimetres
where R is
, in the case of a ship less than 120 metres in length; and
250 in the case of a ship of 120 metres or more in length.
(2) If (D) is less than , the basic freeboard of the ship shall be reduced by
R millimetres
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 deck-
line 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
Standard heights for intermediate lengths of the ship shall be obtained by linear interpolation.
( )
( )
D
L
_
,
15
( ) L
15
( ) L
0 48 .
( )
( )
D
L
_
,
15
( ) L
15
Length of ship Standard Height (metres)
(L) (metres)
of a raised of a superstructure other
quarter deck than a raised quarter deck
30 or less 0.90 1.80
75 1.20 1.80
125 or more 1.80 2.30
57
(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) b is the breadth of the superstructure at the middle of its length; and
(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) it is at least as strong as a superstructure;
(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;
58
(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) ventilators are protected by the trunk, by watertight covers or by equivalent means;
(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) where there is no superstructure the length of the trunk is at least 0.6(L).
(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 if the ship is 24 metres in length (L);
860 millimetres if the ship is 85 metres in length (L);
1070 millimetres if the ship is 122 metres in length or more;
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.
59
(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
where f is the effective length of the forecastle.
TABLE 3
PERCENTAGE OF DEDUCTION FOR TYPE A SHIPS
TABLE 4
PERCENTAGE OF DEDUCTION FOR TYPE B SHIPS
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.
( ) ( )
( )
5
0 07
007
.
.
.
L f
L
Total effective length of superstructure and trunks

0 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)
0 7 14 21 31 41 52 63 75.3 87.7 100
Percentage of
deduction for
all types of
superstructure
and trunks
Total effective length of superstructure and trunks
Line 0 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
I 0 5 10 15 23.5 32 46 63 75.3 87.7 100
II 0 6.3 12.7 19 27.5 36 46 63 75.3 87.7 100
Ships with
forecastle
and
without
detached
bridge
Ships with
forecastle
and
detached
bridge
60
(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
Measurement of variation front standard sheer profile
14. (1) Where the sheer profile differs from the standard sheer profile, the four ordinates of each profile
in the forward or after halves of the ship shall be multiplied by the appropriate factors given in
paragraph 13. The difference between the sums of the respective products and those of the
standard divided by 8 shall be the deficiency or excess of sheer in the forward or after half. The
arithmetical mean of the excess or deficiency in the forward and after halves shall be the excess
or deficiency of sheer.
(2) Where the after half of the sheer profile is greater than the standard sheer profile and the
forward half is less than the standard sheer profile, no credit shall be allowed for the part in
excess, and deficiency only shall be measured.
(3) Where the forward half of the sheer profile exceeds the standard sheer profile, and the after half
of the sheer profile is not less than 75 per cent of the standard sheer profile, credit shall be
allowed for the part in excess. Where the after half of the sheer profile is less than 50 per cent of
the standard sheer profile, no credit shall be given for the excess of sheer forward. Where the
sheer in the after half is between 50 per cent and 75 per cent of the standard sheer profile,
intermediate allowances may be granted for excess sheer forward.
(4) Where sheer credit is given for a poop or forecastle the following formula shall be used
( )
s
L y
L

3
'
Station Ordinate Factor
(in millimetres)
After perpendicular (A.P.) 25.0((L) /3 + 10) 1
After half 1/6(L) from A.P. 11.1((L) /3 + 10) 3
1/3(L) from A.P. 2 .8((L) /3 + 10) 3
Amidships 0 1
Forward half Amidships 0 1
1/3(L) from F.P. 5.6((L) /3 + 10) 3
1/6(L) from F.P. 22.2((L) /3 + 10) 3
Forward perpendicular (F.P.) 50.0((L) /3 + 10) 1
61
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
(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);
( )
0 75
2
.
S
L
62
(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;
(ii) if length (L) is 100 metres or less, be an enclosed superstructure; and
(iii) if length (L) exceeds 100 metres in length, be fitted with satisfactory closing appliances.
(5) The minimum bow height in millimetres shall be
where (L) is less than 250 metres; and
where (L) is 250 metres or more;
C
b
shall not be taken as less than 0.68.
7000
136
0 68
.
. C +
_
,
b
( )
( )
56 1
500
136
0 68
L
L
C
_
,
_
,
.
.
b
63
PART II TIMBER FREEBOARDS
Summer Timber freeboard
17. The Summer Timber freeboard is the freeboard determined in accordance with the provisions of
paragraphs 5(1),(2)(a),(10) and (11) and corrected in accordance with the provisions of paragraph 6 to 15,
except that the percentages in Table 6 shall be substituted for those given in Table 4 of paragraph 11(2).
TABLE 6
PERCENTAGE OF DEDUCTION FOR TYPE B SHIPS
Percentages at intermediate lengths superstructures shall be obtained by linear interpolation.
Other Timber freeboards
18. (1) The Winter Timber freeboard shall be obtained by adding to the Summer Timber freeboard one
thirty-sixth (1/36th) of the Summer Timber draught.
(2) The Winter North Atlantic Timber freeboard shall be the same as the Winter North Atlantic
freeboard assigned.
(3) The Tropical Timber freeboard shall be obtained by deducting from the Summer Timber
freeboard one forty-eighth (1/48th) of the Summer Timber draught.
(4) (a) The Fresh Water Timber freeboard shall, subject to subparagraph (b), obtained by deducting
from the Summer Timber freeboard the quantity
millimetres
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.
4T
Total effective length of superstructure
0 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)
20 31 42 53 64 70 76 82 88 94 100
Percentage of
deduction for
all types of
superstructure
64
PART III SAILING SHIPS AND OTHER SHIPS
Sailing ships and tugs
19. The freeboards to be assigned to sailing ships and tugs shall be freeboards determined in accordance
with the provisions of Part I of this Schedule increased by such amounts as the Secretary of State
may direct in each particular case.
Ships of wood and other ships
20. The freeboards to be assigned to ships of wood or of composite construction or of other materials, or
to ships with constructional features such as to render freeboards calculated in accordance with Part
I of this Schedule unreasonable or impracticable shall be determined by the Assigning Authority in
each particular case.
Unmanned barges
21. The freeboards to be assigned to unmanned barges having on the freeboard deck only small access
openings closed by watertight gasketed covers of steel shall be freeboards determined in accordance
with the provisions of Part I of this Schedule omitting paragraphs 5 and 16. Such freeboards may be
reduced by such amounts not exceeding 25 per cent as the Secretary of State may direct in each
particular case.
65
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
(metres) (millimetres) (metres) (millimetres) (metres) (millimetres)
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
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
66
TABLE A (continued)
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
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
67
TABLE A (continued)
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
3394
3396
3399
3401
3403
3406
3408
3410
3412
3414
3416
3418
3420
3422
3423
3425
3427
3428
3430
3432
3433
345
346
347
348
349
350
351
352
353
354
355
356
357
358
359
360
361
362
363
364
365
Freeboards at intermediate lengths of ship shall be obtained by linear interpolation.
Freeboards, in mm, at length of ship less than 24 metres shall be
See also paragraph 3 of Schedule 4.
( )
50
150
24
+

1
1
1
L
68
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
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
2. The following is Freeboard Table B referred to in paragraph 5 of Schedule 4:
TABLE B
FREEBOARD TABLE FOR TYPE B SHIPS
69
TABLE B (continued)
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
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
70
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
5190
5200
5210
5220
5230
5240
5250
5260
5268
5276
5285
5294
5303
TABLE B (continued)
Freeboards at intermediate lengths of ship shall be obtained by linear interpolation.
Freeboards, in mm, at length of ship less than 24 metres shall be
See also paragraphs 3 and 17 of Schedule 4.
( )
50
150
24
+

1
1
1
L
71
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.
72
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).
73
(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.
74
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.
75
DRAUGHT OF WATER AND FREEBOARD
NOTICE
SHIP .............................................. PORT OF REGISTRY .................................................... GROSS TONNAGE .............................................
(1) Summer freeboard ............................................... millimetres corresponding to a mean draught of ...................... millimetres
(2) Winter freeboard .................................................. millimetres corresponding to a mean draught of ...................... millimetres
(3) Tropical freeboard ............................................... millimetres corresponding to a mean draught of ...................... millimetres
(4) Winter North Atlantic freeboard ....................... millimetres corresponding to a mean draught of ...................... millimetres
(5) Allowance for fresh water for all freeboards other than Timber freeboards ................................................................... millimetres
(6) Timber Summer freeboard ................................. millimetres corresponding to a mean draught of ...................... millimetres
(7) Timber Winter freeboard .................................... millimetres corresponding to a mean draught of ...................... millimetres
(8) Timber Tropical freeboard ................................. millimetres corresponding to a mean draught of ...................... millimetres
(9) Timber Winter North Atlantic freeboard ......... millimetres corresponding to a mean draught of ...................... 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. All freeboards given on the load line certificate must be stated.
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
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.
1 2 3 4 5 6 7 8 9
ACTUAL MEAN FREEBOARD SIGNATURE OF MASTER
DRAUGHT AND AN OFFICER
DATE PLACE
FORWARD AFT MEAN ACTUAL CORRECTED MASTER AN OFFICER
(See notes (See note 3)
1&2)
76
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]
Name of Ship
Length (L) as defined by regulation 2 of the Merchant
Shipping (Load Line) Regulations 1998 as amended
Gross Tonnage
Distinctive Number or Letters
(T)
Freeboard assigned as : Type of ship
(S)
(W)
(WNA)
Freeboard from deck line Load line
Allowance for Fresh Water for all freeboards :
The upper edge of the deck line from which these freeboards are measured is
Date of initial or renewal survey
Port of Registry
Winter North Atlantic mm.
Tropical
Summer
Winter
mm.
mm.
mm.
mm. above (S)
mm. below (S)
mm. below (S)
Upper edge of line through centre of ring
mm.
PARTICULARS OF SHIP
Note: Freeboards and Load Lines which are not applicable need not be entered on the certificate.
This certificate is valid until subject to annual surveys in
accordance with those Regulations
Issued at on
An authorised official issuing the certificate
Signed
Name
THIS IS TO CERTIFY
that this ship has been surveyed and the freeboards and load lines shown above have been assigned in accordance with the Merchant Shipping
(Load Line) Regulations 1998, as amended.
Regulations 9, 12 and 14
SCHEDULE 8
UNITED KINGDOM LOAD LINE CERTIFICATES
FORMERLY FRE2 1/4 MSF 2001/REV 0500
77
This is to certify
that at an annual survey required by Regulation 8(1)(c) of the Merchant Shipping (Load Line) Regulations
1998 as amended this ship was found to comply with the relevant requirements of those Regulations.
Place Date
Siganture of an authorised official
Place Date
Name
Name
CONDITIONS:
Place
Place
Date
Date
Name
Name
Name of Ship
Siganture of an authorised official
Signature of an authorised official
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.
ENDORSEMENT OF ANNUAL SURVEY
2/4
78
Name of Ship
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
Place
Date
Name
Name
Annual survey in accordance with Regulation 10(8)(c)
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
as amended, and this certificate shall, in accordance with Regulation 10 (4) of those Regulations, be
accepted as valid until
3/4
79
Name of Ship
Place Date
Name
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
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
80
FORMERLY FRE4 1/4 MSF 2003/REV 0500
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:-
UNITED KINGDOM LOAD LINE
EXEMPTION 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 the Maritime and Coastguard Agency, an Executive Agency of the Department of the
PARTICULARS OF SHIP
Name of Ship
Port of Registry
Distinctive Number or Letters
THIS IS TO CERTIFY
Date of initial or renewal survey
This certificate is valid until subject, where appropriate,
to annual surveys in accordance with the Merchant Shipping (Load Line) Regulations 1998, as amended.
Issued at on
An authorised official of the Department of the Environment,Transport and the Regions
Name
Length (L) in metres as defined by Regulation 2 of the
Merchant Shipping (Load Line) Regulations 1998, as amended.
SUBJECT TO THE FOLLOWING CONDITIONS
Gross
Tonnage
81
Place Date
Signed
This is to certify
That at an annual survey required under Regulation 8(1)(c) of the Merchant Shipping (Load Line)
Regulations 1998 as amended, this ship continues to comply with the conditions under which the
exemption was granted.
Name
Place Date
Signed
Name
Place Date
Signed
Name
Place Date
An authorised official of theDepartment of the Environment, Transport and the Regions
Signed
Name
CONDITIONS (Continued):
Name of Ship
ENDORSEMENT FOR ANNUAL SURVEYS
2/4
82
Name of Ship
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
An authorised official of the Department of the Environment, Transport and the Regions
Place
Date
Name
Name
Annual survey in accordance with Regulation 10(8)(c)
Endorsement to extend the certificate if valid for less than 5 years where Regulation 10 (3) applies
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
as amended, and this certificate shall, in accordance with Regulation 10 (4) of those Regulations, be accepted
as valid until
3/4
83
Name of Ship
Place Date
Name
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
In accordance with Regulation 10 (8) (a) of the Merchant Shipping (Load Line) Regulations 1998, as
Place Date
Name
* delete as appropriate
4/4
84
REVISED CODE EFFECTIVE FROM 1 JUNE 2001

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.

CODE OF CONDUCT FOR THE MERCHANT NAVY

1. Seafaring is a civilian occupation which places upon
those who go to sea demands not found in industry ashore.
Seafarers are called upon to spend not only their working
hours but their leisure hours too in the confined environment of
a ship and with the same individuals for company. It might be
said that they are more susceptible to the stresses and strains
of everyday life than their fellows ashore. In this environment
the need for discipline and behaviour assumed a particular
importance. However, disciplinary procedures should not be
viewed primarily as a means of imposing sanctions. They are
designed to emphasise and encourage improvements in
individual conduct.

2. The most effective form of discipline is self-discipline,
which in turn springs from a responsible attitude to the job,
whatever it may be, and concern for the efficient operation
of the ship and for the comfort and convenience of fellow
crew members. Failures of self-discipline which occur will
have to be dealt with by reference to an imposed framework
of discipline or Code of Conduct. This document sets out
such a Code, containing the basic rules of reasonable
behaviour expected of all Officers and Ratings. It has been
drawn up by the organisations representing the seafarers and
the employers and approved by the Secretary of State for
transport. Observance of it will make seafaring a better and
more rewarding job for all those involved and will help to
secure the safety of everybody aboard. Rules drawn up by
shipping companies and Masters Standing Orders relating to
conduct should not conflict with this Code.

3. Orders must be given and obeyed if a ship is to operate
safely and efficiently. Co-operation cannot be imposed but
will normally be readily forthcoming if it is immediately
apparent to the recipient of an order that the request is a
reasonable one or, if it is not so apparent, if a reasonable
2
request for an explanation of the necessity of the order is
acceded to. At the same time wilful or repeated refusal to
comply with reasonable orders or other anti-social behaviour
must be expected to have certain consequences.

4. An important factor in securing co-operation, which
cannot be too strongly stressed, is good communications. This
applies both to communications between a company s
shore-based administration and the ship and to
communications within the ship itself. If all concerned are
kept as fully informed as possible about the company s
policies and objectives and can be made to feel that they
have a personal stake in the successful outcome of the
voyage upon which they are engaged, co-operation and
harmony will be much more readily assured than by a theirs is
not to reason why attitude.

Conduct in Emergencies

5. In any emergency or other situation in which the safety
of the ship or of any person on board her, whether crew or
passengers, is at stake the Master, Officers and Petty Officers
are entitled to look for immediate and unquestioning
obedience of orders. There can be no exception to this rule.
Failure to comply will be treated as among the most serious of
breaches of this Code and will be liable to lead the offender s
dismissal from the ship (at the first opportunity) and his
Company. It may also warrant prosecution under the
provisions of the Merchant Shipping Acts.

Conduct in Situations other than Emergencies

6. Emergencies are fortunately rare and this document is
primarily concerned with the day-to-day situation on board.
It should be borne in mind, however, that certain acts of
misconduct (e.g. absence from place of duty or heavy
drinking) could have the effect of causing a state of
3
emergency. The following paragraph sets out some broad
general rules for everyday conduct.

7. a) PUNCTUALITY is very important both for the efficient
operation of the ship and to avoid putting extra work on
shipmates. This is true of joining the vessel at the time
appointed, returning from shore leave, reporting for
watch-keeping duty and all other work. Absence at the
time of sailing, in particular, may seriously delay the ship
or even prevent her sailing until a replacement is found.

b) DRUGS. The unlawful possession or distribution of
drugs by any person on board ship renders him liable to
dismissal as well as possible legal proceedings either in
the UK or overseas. It should be borne in mind that, in
some countries, certain drugs offences carry a sentence
of capital punishment.

c) DRINKING. There should be ship s rules about
bringing intoxication liquor on board and they should be
understood and strictly observed. Where facilities for
drinking on board are provided, they should not be
abused. Bar rules should be strictly adhered to.

d) BRINGING UNAUTHORISED PERSONS ON BOARD. The
ship s rules or port authority s restrictions on bringing
unauthorised persons on board must be strictly observed.

e) OFFENSIVE WEAPONS. These must not be brought
on board.

f) SMOKING IN PROHIBITED AREAS is dangerous on any
ship but particularly on tankers, liquid gas carriers and
vessels carrying explosive or inflammable materials. The
ship s rules controlling smoking and the use of naked
lights or unapproved electric torches must be
scrupulously obeyed.
4

g) DUTIES. Every member of the crew should carry out
his duties efficiently to the best of his ability. He is entitled
to be informed clearly what his duties are and to whom
he is responsible for carrying them out. If he is in doubt
he should ask. Within the scope of his duties, reasonable
commands and instructions must be obeyed.

h) TREATMENT OF ACCOMMODATION. For the duration
of the voyage the ship is not only the seafarer s place of
work but also his home. Accommodation and other
facilities, whether provided for his personal use of to be
shared with others, should therefore be treated with
respect.

i) BEHAVIOUR TOWARDS OTHERS. Anti-social
behaviour can cause a seafarer to become a nuisance
to others on board and in extreme circumstances can
hazard the ship and the crew. This can include not only
excessive drinking but also such behaviour as causing
excessive noise, abusive language, sexual harassment,
aggressive attitudes and offensive personal habits. The
fact that some need to sleep whilst others are awake
should also be borne in mind.

Dealing with Breaches of the Code

8. It is necessary to have a procedure for dealing with
breaches of this Code of Conduct backed by appropriate
sanctions. These may range, according to the seriousness of
the breach, from informal warnings for the most minor
breaches, through various grades of formal warning including
reprimands, to dismissal from the ship. Seafarers are subject to
the general law of the United Kingdom and for certain
offences, prejudicial to the safety of the ship or those on
board, there remains a liability to prosecution in the Courts
under Section 58 of the Merchant Shipping Act 1995.
5

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) assault;
ii) wilful damage to ship or any property on board;
iii) theft or possession of stolen property;
iv) possession of offensive weapons;
v) persistent or wilful failure to perform duty;
vi) unlawful possession or distribution of drugs;
vii) conduct endangering the ship or persons on board;
viii) 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 well-
being 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. Breaches of a lesser degree of seriousness may be dealt
with by:

a) informal warning administered at an appropriate
level lower than that of the Master;
b) formal warning by the Head of Department which
will be suitably recorded;
c) formal warnings by the Master recorded in the ship s
official logbook;
d) written reprimands administered by the Master and
recorded in the ship s official logbook.

When a formal warning is given the seafarer should be
advised of the likely consequences of further breaches of the
Code.

11. Breaches of the Code, if proved to the reasonable
satisfaction of the Master, Officer or Petty Officer to have
been committed, for which the procedure in Paragraph 10 is
considered appropriate, are:

a) offences of the kind described at Paragraph 9,
which are not considered to justify dismissal in the
particular circumstances of the case;
b) minor acts of negligence, neglect of duty,
disobedience and assault;
c) unsatisfactory work performance;
d) poor time keeping;
e) stopping work before the authorised time;
7
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. a) A seafarer who is alleged to have breached the
Code will be seen in the first instance by a Petty Officer
or Officer designated by the Master. If the Petty Officer
or Officer is satisfied that no further action is called for or
that the breach, although proved, calls for no more than
an informal warning of the kind referred to at Paragraph
10(a) above, he will proceed accordingly and the
matter will thereafter be regarded as closed.

b) If the offence is of a more serious nature or is a
repetition of a similar minor offence, a formal warning will
be given and the fact suitably recorded. Alternatively,
the case may be referred to the Master; any offence
falling under Paragraph 9 must be referred to him.

c) The Master will deal with cases referred to him with
the minimum of delay. He will inform the seafarer of the
alleged breach giving him the opportunity to say
whether he admits it, to call any witnesses and to
question them on their evidence and to make any
statement he wishes in answer to the alleged breach
8
including any comments on the evidence produced
against him.

d) After a careful and thorough investigation and
having considered all the evidence the Master will orally
inform the seafarer whether or not he finds that the
seafarer committed the alleged breach.

e) If he finds that the seafarer did commit the alleged
breach, he will impose a penalty which he considers to
be reasonable in all the circumstances, taking into
account the seafarer s record on the ship and any other
relevant factors. He may announce:
i) that he is giving a warning;
ii) that he is giving a written reprimand;
iii) that the seafarer will be dismissed from the ship. If
the Master decides that the continued presence of the
offender on board would be detrimental to the efficient
and safe running of the ship or to the maintenance of
harmonious personal relations on board, he may arrange
for dismissal to take place at the next port of call for
repatriation to the United Kingdom.

f) The Master will enter details of the breach and the
action taken in the official log.

g) The seafarer shall be given a copy of all entries
made in the logbook relating to his breach of this Code
and shall acknowledge receipt.

h) The seafarer shall be given a copy of any report
made to the company which directly relates to the
incident for which the seafarer is subject to disciplinary
action.

i) A seafarer shall have the right to be accompanied
by a friend, who may advise him and speak on his
9
behalf, whenever an alleged breach of this Code is
being considered against him.

Dismissals

13. In the event of dismissal from the ship, the shipping
company or employer of the seafarer will convene a hearing
ashore to review the circumstances of the seafarer s dismissal
and decide whether dismissal should be confirmed or, in the
case of a permanent employee, to decide whether the
contract of employment should be terminated. If so
requested by the seafarer an official of the appropriate
seafarers union or a fellow employee will be invited to be
present at the hearing which should normally take place
within 5 working days of dismissal from the ship in the UK, or
within 5 working days of arrival in the UK if dismissed abroad.

14. The seafarer will be advised in writing of the outcome of
the hearing . Where dismissal is confirmed or the seafarer s
contract is terminated he will be advised of the time-limits
within which any appeal against the dismissal should be
lodged. (Normally within 14 days.) Any such appeal will
normally be to a higher level of authority within the company.

15. The procedures outlined in paragraphs 13 and 14 may
be amended in accordance with local circumstances should
this be agreed to by the company and the relevant seafarer s
union.

16. Nothing in this Code of Conduct shall be read as
negating any seafarer s right to bring an unfair dismissal claim
before an Industrial Tribunal as provided in the Employment
Rights Act 1996.
10
- 1 -
Marine Guidance Note

MGN 395 (M+F)

Radio Log Book: Merchant Shipping & Fishing
Vessels.

Notice to all Owners, Masters, Officers and Skippers of Fishing Vessels.

This notice replaces MGN 288 (M+F)

PLEASE NOTE:-

Summary

This notice advises on the need for the GMDSS Log Book and the Simplified F/V GMDSS
Log Book to comply with either Part II of the Merchant Shipping (Radio Installation)
Regulations 1998, or Part III of the Merchant Shipping (Radio)(Fishing Vessel) Regulations
1999.

For Vessels complying with Part II of the Merchant Shipping (Radio Installation)
Regulation 1998 a GMDSS Radio Log Book is required.
For Vessels complying with Part III of the Merchant Shipping (Radio)(Fishing Vessels)
Regulations a Simplified F/V GMDSS Radio Log Book is required.
Introduction of the new publication that includes the GMDSS Radio Log and the
Simplified F/V GMDSS Radio Log.

1. Introduction:

1.1 This notice concerns vessels complying with Part II of the Merchant Shipping (Radio
Installations) Regulations 1998, and Part III of the Merchant Shipping (Radio) (Fishing
Vessels) Regulations 1999. It is a requirement under Regulation 20(1) of the Radio
Installation Regulations 1998 that a Log of matters specified in Schedule 3 of the
Regulations must be maintained and be available for Inspection. It is a requirement under
Regulation 19(1) for UNITED KINGDOM DIRECTIVE FISHING VESSELS, and under
direction 25(1) for UNITED KINGDOM NON-DIRECTIVE FISHING VESSELS of the Radio
Fishing Vessels Regulations 1999, that a Radio Log of matters specified in Schedule 3 of
the Regulations must be maintained and be available for inspection. The matters specified,
to include the time that they happened, are:

- 2 -
(a) a summary of communications relating to distress, urgency and safety traffic and the time
such communications occurred;
(b) a record of important incidents connected with radio service and the time such incidents
occurred; and
(c) where appropriate, the position of the ship at least once a day.
(d) a summary of communications relating to distress traffic in which the fishing vessel has
participated, and the times at which such communications occurred, shall be recorded in
the Simplified FV Radio Log as the communications occur.

2. Publication Details:

2.1 The Maritime and Coastguard Agency have updated the Radio Log Book (GMDSS), and
Simplified FV GMDSS Radio Log Book.
2.2 These publications have been incorporated into a single document with a delete as
appropriate and complete as required system. The one document can be used as either
publication.
2.3 The new publication is called:

GMDSS Radio Log Book incorporating the Simplified F/V GMDSS Log Book:

This replaces GMDSS Radio Log Book 2000 edition (ISBN 978 0115522406) and
Simplified FV GMDSS Radio Log Book (ISBN 978 0115522499).
Copies of the previous documents are no longer available.

2.4 Printed copies of the new style Radio Log Book (ISBN 978 0115530265) are available
from:
The Stationery Office Publications Centre,
PO Box 29,
Norwich,
NR3 1GN.

Telephone (Orders): 0870 600 5533;
Email (orders): books.orders@tso.co.uk

2.5 Copies can be ordered from The Stationery Offices bookshops, its accredited agents or
from any reputable book seller.

2.6 The Logs include instructions for completion to meet the legal requirements and details of
the periodic checks of equipment. Because the Logs must be maintained in duplicate they
are produced on carbon paper.

2.7 The carbon copy of Section C must be detached and carefully fastened together in the
correct order to form the record of the operation of the radio installation. They should be
finally disposed of in the manner directed by the operating company or the shipowner. The
Master/Skipper must then dispose of the Log in the same manner and in accordance with
the requirements of the ships official Log Book.

2.8 An example of a typical days log is attached.
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- 4 -

More Information

Navigation Safety Branch
Bay 2/2
Spring Place
105 Commercial Road
Southampton
SO15 1EG

Tel : +44 (0) 23 8032 9356
Fax : +44 (0) 23 8032 9204
e-mail: navigation.safety@mcga.gov.uk



File Ref: MNA 134/006/005

Published: May 2009



Printed on material containing minimum 75% post-consumer waste pape
Accident Reporting and Investigation
Notice to all Owners, Masters, Skippers, Officers and Crews of Merchant Ships, Fishing Vessels,
Pleasure Vessels, Harbour Authorities, and UK Inland Waterway Authorities.
This Notice supersedes Notice No. MGN.115 (M+F)
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.
Aregulation 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.
MGN 289 (M+F)
1
2
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 near-
misses, 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.
3
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
5
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. Recommendations can be made as a result of one or more investigations, whether completed or
not, by the Chief Inspector. If a preliminary examination has been conducted they will be in the
form of a letter from the Chief Inspector. If an investigation has been conducted, the
recommendation(s) would be included in the final report. Recommendations are addressed to
those considered best fitted to implement them.
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.
6
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
MAIB is a part of the Department for Transport
ISO 9001:2000
FS 34835
7
ANNEX A
REPORTING REQUIREMENTS
1. Accidents involving or occurring on board -
(a) any United Kingdom ship,
must be reported to the MAIB under the Regulations.
(a) a pleasure vessel
(b) a recreational craft hired on a bareboat basis
(c) any other craft or boat, other than one carrying passengers, which is in commercial use in a
harbour or on an inland waterway and is less than 8m in length
do not need to be reported to the MAIB, unless the accident involves
i. explosion
ii. fire
iii. death
iv. major injury
v. capsize of a power-driven craft or boat, or
vi. pollution causing significant harm to the environment
(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.
8
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. Major injury means -
(a) any fracture, other than to a finger, thumb or toe;
(b) any loss of a limb or part of a limb;
(c) dislocation of the shoulder, hip, knee or spine;
(d) loss of sight, whether temporary or permanent;
(e) penetrating injury to the eye; or
(f) any other injury
(i) leading to hypothermia or to unconsciousness, or
(ii) requiring resuscitation, or
(iii) requiring admittance to a hospital or other medical facility as an inpatient for more than
24 hours.
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.
9
ANNEX C
REPORTING PROCEDURES
1. Summary (Regulation 5)
INCIDENT INITIAL REQUIREMENT FOLLOW-UP PROCEDURE
Accident The master or senior surviving An additional report must be sent
(includes Major Injury) officer (being either the senior to the MAIB using the quickest
surviving officer in the deck means available.
department or if there is no senior
surviving officer in the deck
department, the senior surviving
engineer officer), and the ship's
owner are responsible for sending
a report to the Chief Inspector by
the quickest means available.
In addition, the following shall
report any accident/serious injury
of which they are aware:
(i) the appropriate harbour
authority in respect of an
accident within or adjacent to
its harbour limits;
(ii) the appropriate authority
having responsibility for the
particular waters concerned in
respect of an accident on any
inland waterways in the
United Kingdom,
(iii) The Maritime and Coastguard
Agency in respect of an accident
within United Kingdom waters.
On board examination by ship's
safety officer, if carried.
Serious Injury No requirement Areport outlining the
circumstances of the serious injury
On board examination of the to be sent to the Chief Inspector
circumstances of the serious within 14 days of the incident.
injury required.
Hazardous Incident No requirement It is strongly recommended that a
(non-specified) report (IRF or narrative) is sent to
the MAIB.
* By ships safety officer, if one is carried.
10
2. The MAIBs address is:
First Floor
Carlton House
Carlton Place
Southampton SO15 2DZ
United Kingdom
Telephone: (Office hours) 023 - 80 - 395500 (UK) + 44 - 23 - 80 - 395500 (Outside UK)
Telephone: (24 hours) 023 - 80 - 232527 (UK) + 44 - 23 - 80 - 232527 (Outside UK)
Fax: 023 - 80 - 232459 (UK) + 44 - 23 - 80 - 232459 (Outside UK)
Telex: 477917 MAIB SO G
E-mail: maib@dft.gsi.gov.uk
Internet: http://www.maib.gov.uk
3. Information needed in Reports
(1) Initial reports of accidents should include as much of the following as possible:
(a) name of vessel and IMO, official or fishing vessel number;
(b) name and address of owners;
(c) name of the master, skipper or person in charge;
(d) date and time of the accident;
(e) where from and where bound;
(f) latitude and longitude or geographical position in which the accident occurred;
(g) part of ship where accident occurred if on board;
(h) weather conditions;
(i) name and port of registry of any other ship involved;
(j) number of people killed or injured together with their names, addresses and gender;
(k) brief details of the accident, including sequence of events leading to the accident, extent
of damage and whether accident caused pollution or hazard to navigation.
(l) If the vessel is fitted with a voyage data recorder, the make and model of the recorder.
(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. IRFs are available on the MAIBs website - www.maib.gov.uk
11
SHIPS MEDICAL STORES
Application of the Merchant Shipping and Fishing
Vessels (Medical Stores) Regulations 1995
(SI 1995/1802) and the Merchant Shipping and Fishing
Vessels (Medical Stores) (Amendment) Regulations
1996 (SI 1996/2821)
Notice to Shipowners, Agents, Masters, Skippers of Fishing Vessels and all Seafarers.
This Notice supersedes Merchant Shipping Notice MSN 1726 (M+F) and should be read in conjunction
with the above mentioned Regulations, and MSN 1776 (M) and MGN 257 (M).
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
First aid kits .. Annex 3
Advice on medicines to be carried on ships (including ferries)
transporting dangerous substances . Annex 4
Medical guides to be carried and Radio Medical Advice . Annex 5
Precautions against malaria . Annex 6
Guide to use of medicines .. Annex 7
Specimen requisition form for obtaining controlled drugs . Annex 8
Completion of the controlled drugs register . Annex 9
MSN 1768 (M+F)
1
MSN-1768 28/8/03 2:13 am Page 1
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.
2.0 VESSEL CATEGORIES
2.1 The categories of vessels and the consequent
requirements for medical stores and
equipment areas are set out in the Directive.
The vessel categories are :
Category A Seagoing or sea-fishing vessels with
no limitation on length of trips.
Category B Seagoing or sea-fishing vessels
making trips of less than 150 nautical
miles from the nearest port with
adequate medical equipment. This
category is extended to seagoing or
sea-fishing vessels which make trips
of less than 175 nautical miles from
the nearest port that has adequate
medical equipment and which remain
continuously within range of
helicopter rescue services.
Category C Harbour vessels, boats and craft
staying very close to shore or with no
cabin accommodation other than a
wheelhouse. Lifeboats and life-rafts
are also required to carry Category
C stores.
The UK interprets the phrase "very close to shore"
as meaning that a vessel operating more than 60
nautical miles out to sea would not be operating
very close to shore. Notwithstanding this
interpretation, it is for owners and skippers, for the
purpose of complying with the Regulations, to
assess whether, in respect of voyages in which the
vessel goes less than 60 nautical miles out to sea, the
vessel is "very close to shore".
2.2 The following vessels are excluded from the
requirements of this Notice:
inland navigational vessels, defined in the
Regulations as those vessels plying on waters
of Categories A to C as defined in Merchant
Shipping Notice MSN 1776 (M).
warships
pleasure boats used for non-commercial
purposes and not manned by professional
crews, defined in the Regulations as follows:
any vessel which at the time it is being used is:
(a) (i) in the case of a vessel wholly owned by an
individual or individuals, used only for the
sport or pleasure of the owner or the
immediate family or friends of the owner;
or
(ii) in the case of a vessel owned by a body
corporate, the persons on the vessel are
employees or officers of the body corporate,
or their immediate family or friends; and
(b) (i) on a voyage or excursion which is one for
which the owner does not receive any
money for or in connection with operating
the vessel or carrying any person, other
than as a contribution to the direct expenses
of the operation of the vessel incurred
during the voyage or excursion; or
(ii) wholly or partly owned by or on behalf of a
members club formed for the purpose of
sport or pleasure of members of that club or
their immediate family; and for the use of
which any charges levied are paid into club
funds and applied for the general use of the
club; and
(iii)in the case of any vessels referred to in
paragraph (i) or (ii) above, no other
payments are made by or on behalf of users
of the vessel, other than by the owner.
tugs operating in harbour areas, - as defined
in the Regulations "tug" means a vessel
constructed solely for the purpose of, and
normally used for providing external motive
power to, floating objects or vessels.
2
MSN-1768 28/8/03 2:13 am Page 2
3.0 MEDICAL STORES REQUIREMENTS
3.1 The requirements and recommended stores are
set out in the attached schedules.
Annex 1 Requirements for Categories A, B
& C vessels and recommended
additional equipment
Annex 2 Additional requirements for
passenger ships Doctors Bag
Annex 3 First Aid Kits
Annex 4 Requirements for ships carrying
dangerous cargoes
3.2 Achecklist of all the medicines and equipment
required by this MSN should be kept on board
and reviewed annually.
4.0 MEDICINES FOR SHIPS CARRYING
DANGEROUS CARGOES
4.1 Ships, including ferries, carrying dangerous
cargoes or their residues, should comply with
the International Maritime Dangerous Cargoes
(IMDG) Code and the guidance in the
IMO/WHO/ILO Medical First Aid Guide
for use in accidents involving Dangerous
Goods (MFAG) 1994 and any subsequent
amendments, and the guidance in Annex 4.
5.0 CARRIAGE OF DEFIBRILLATORS
5.1 There is no statutory requirement under
international or national legislation for ships to
carry defibrillators. It is accordingly a matter
for individual operators to decide whether or
not to include a defibrillator with the medical
stores or doctors bag. If a defibrillator is
carried, MCA recommends that systems are
in place to ensure regular maintenance of
the equipment (in accordance with the
manufacturers instructions), and adequate
training for the first aiders, including regular
refresher training (at least every 6 months).
Training should also particularly cover care
of the patient after defibrillation, bearing in
mind that immediate hospitalisation may not
be possible.
6.0 MEDICAL GUIDES AND RADIO MEDICAL
ADVICE
6.1 The Ship Captains Medical Guide should be
referred to for help with diagnosis. This Notice
should be kept with the current edition of the
Guide. Radio medical advice should be sought
as appropriate (See Annex 5).
7.0 SHIPS DOCTORS
7.1 Under the Merchant Shipping (Ships Doctors)
Regulations 1995 all UK registered ships which
carry more than 100 persons on board, and
which are engaged on an international voyage
of more than three days, or on a voyage which
is more than one and a half days from port with
adequate medical equipment, are required to
carry a qualified medical practitioner.
8.0 RESPONSIBILITIES OF THE OWNER,
EMPLOYER AND THE MASTER
8.1 Responsibility of the owner
The owner of the vessel is responsible for the
cost of any medicine and medical equipment,
including the periodic replacements in order to
keep stocks of any required medicines in date
and immediately useable.
8.2 Responsibility of the seafarers employer
Section 45 of the Merchant Shipping Act 1995
specifies, among other things, that if a person,
while employed in a UK ship receives any
surgical or medical treatment or such dental
or optical treatment (including repair or
replacement of any appliance) outside the UK,
that cannot be postponed without impairing
the seafarers efficiency, the reasonable
expenses of this treatment shall be paid by
the employer(s).
3
MSN-1768 28/8/03 2:13 am Page 3
8.3 Responsibility of the Master
Where a United Kingdom ship does not carry a
doctor among the seafarers employed in it,
Section 53 of the Merchant Shipping Act 1995
holds the Master responsible for ensuring that
any necessary medical attention given on
board ship is given either by him, or under his
supervision, by a person appointed by him for
that purpose. The Master is also responsible
for the management of the medical supplies
and ensuring that they are maintained in
good condition.
8.4 IMMUNISATION ARRANGEMENTS
8.4 Ship operators, employers and the Master all
have a duty of care to protect the health and
safety of workers, so far as reasonably
practicable. This responsibility includes taking
steps to minimise the risk of infection and
ensuring appropriate preventative measures
such as immunisation are taken. General
guidance on precautions against malaria can be
found in Annex 6 and specific guidance on
immunisation and anti-malaria medication
(prophylaxis) is given in Marine Guidance
Note MGN 257 (M)
9.0 FURTHER INFORMATION
9.1 Further information on the contents of this
Notice may be obtained from any MCAMarine
Office or the Seafarer Health and Safety Branch
at the address below :
Maritime & Coastguard Agency
2/09 Spring Place
105 Commercial Road
Southampton
SO15 1EG
www.mcga.gov.uk
Tel: 023 80329249
Fax: 023 80329251
Email : seafarer_h&s@mcga.gov.uk
MS 016/022/0140
August 2003
4
of the Department for Transport Safer Lives, Safer Ships, Cleaner Seas
MSN-1768 28/8/03 2:13 am Page 4
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MSN-1768 28/8/03 2:13 am Page 18
ANNEX 2
ADDITIONAL REQUIREMENTS FOR PASSENGER VESSELS
Doctors Bag
1. ADoctors 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. Adoctor 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.
STATUTORY TREATMENTS REQUIRED FOR DOCTORS BAG
19
Item Ordering Size Quantity Required
Adrenaline / Epinephrine 1ml ampoule 5
Adrenaline tartrate injection (1 in 1,000)
1.0mg in 1ml
Aminophylline 10ml ampoule 5
Aminophylline injection 25mg in 1ml
Aspirin 300mg tablets 50
Dispersible aspirin 300 mg
Atropine 600micrograms / 5
Atropine sulphate ml 1ml ampoule
Beclomethasone Diproponate 100 micrograms/ 1
Beclomethasone diproponate + SPACER 200 metered doses
3rd Generation Cephalosporin 1g injection vial 4
Cefotaxime for reconstitution
Chlorpromazine 25mg in 1ml 1
Chlorpromazine hydrochloride injection ampoule
Cyclizine Injection 50mg in
Cyclizine lactate 1ml ampoule 2
MSN-1768 28/8/03 2:13 am Page 19
20
Diazepam 2ml ampoule 5
Diazemuls injection 5mg in 1ml
Frusemide / Furosemide 2ml ampoule 5
Frusemide injection 10mg in 1ml
Glucagon 1ml pre-filled 1
Glucagon injection 1mg with diluent syringe
Glucose 1 ltr 1
Glucose intravenous infusion 5%
Glucose 50% 50ml ampoule 2
Intravenous injection
Hydrocortisone 100mg vial 1
Hydrocortisone sodium succinate powder for
constitution with diluent.
Insulin 10ml vial 1
Insulin injection, soluble, 100 units per ml
Modified Gelatine 500ml container 2
Infusion solution (for plasma substitution)
Morphine 10mg/ml 5
Morphine sulphate 1ml ampoule
Normal Saline 0.9% 1 ltr 2
Paediatric Paracetamol elixir 250mg / 5ml 1 bottle
Prednisolone 5mg tablet 28
Prednisolone
Salbutomal 200 inhalations 1
Salbutamol aerosol inhaler unit, giving 100 micrograms
per metered inhalation + SPACER
MSN-1768 28/8/03 2:13 am Page 20
21
EQUIPMENT
Aneroid sphygmomanometer 1
First aid kit 1
Glucose in blood
1) Blood test sticks glucose colomimetric 10
2) Blood lancets sterile 10
Guedel Airway Size 1 (Adult sizes 1
already in ships
medical stores)
Intravenous Infusion Giving Sets with Cannulae
Intravenous infusion cannula with luer-lok injection 1) cannula size 2
port in a sterile pack 16G (1.7mm
x 45mm)
IV giving set with filter 2) cannula size 2
18G (1.2 mm
x 45 mm)
Manual suction pump with two yankauer suction 1
catheters and two flexible catheters FG 14 size
Oxygen Resuscitator (disposable) 1
Hand operated manual adult bag resuscitator (bag to
be of silicone rubber complete with oxygen reservoir
of 2600 ml capacity and facemasks sizes 5,3 and 1)
Pocket mask With valve 1
and O2 inlet
Stethoscope 1
Swabs
Alcohol impregnated swabs, sterile 50
Syringe and Needle, Hypodermic, Pack
1) 2ml syringe with 0.8mm (21G) x 4cm needle 2
2) 20ml syringe with 0.8mm (21G) x 4cm needle 2
3) 1 ml insulin syringe 100 units with 0.4mm (27G) 2
x 12mm needle
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.
MSN-1768 28/8/03 2:13 am Page 21
22
ANNEX 3
FIRST AID KITS
Seagoing ships with a crew of more than 10 should carry first aid kits, distributed in appropriate
locations on the ship e.g. in the galley and engine room.
Passenger vessels must carry one first aid kit for every 100 passengers or fraction of that number subject
to a maximum requirement for 3 kits e.g. 250 persons require three kits. Afirst aid kit is to be included
in the Doctors Bag. (Annex 2).
The first aid kit should include the following items, kept in a portable waterproof container.
(1) 4 x triangular bandages
(2) 6 x medium sterile bandages with unmedicated dressings
(3) 2 x large sterile bandages with unmedicated dressings
(4) 2 x extra large unmedicated dressings
(5) 6 medium safety pins, rustless
(6) 20 assorted elastic adhesive dressings medicated
(7) 2 x sterile eye pads with attachment
(8) 2 x packages containing sterile gauze swabs
(9) 5 pairs large size disposable latex-free examination gloves
(10) 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.
MSN-1768 28/8/03 2:13 am Page 22
23
ANNEX 4
MEDICINES TO BE CARRIED ON SHIPS CARRYING
DANGEROUS CARGOES
General
1. When a UK registered vessel is carrying a dangerous substance or substances in quantities, in
excess of those defined in Vol 1, Section 18 of the IMDG Code, as whole or part of the cargo, the
Master must ensure that the correct antidote can be found in the IMO Medical First Aid Guide for
Ships MFAG 1994 edition. Any updating of the IMO International Maritime Dangerous Goods Code
should be taken into account when preparing the list of medicines to be carried.
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.
- Explosive substances and objects
- Gases : compressed, liquified or dissolved under pressure
- Inflammable liquids
- Inflammable solids
- Substances liable to spontaneous combustion
- Substances which on contact with water give off inflammable gases
- Combustible substances
- Organic peroxides
- Toxic substances
- Infectious substances
- Radioactive substances
- Corrosive substances
- Various dangerous substances, i.e. any other substances which experience has shown, or may
show, to be dangerous, so that antidotes need to be carried.
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 Aor 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.
MSN-1768 28/8/03 2:13 am Page 23
ANNEX 5
MEDICAL GUIDES TO BE CARRIED AND RADIO MEDICAL ADVICE
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
Vessel Category Publication
Category A Controlled Drugs Register
Ship Captains Medical Guide
Category B Ship Captains Medical Guide
Category C First Aid Manual (St Johns,
Red Cross or St Andrews)
or
First Aid Instructions, in English
on waterproof paper (Lifeboats
and Life-rafts only)
MSN-1768 28/8/03 2:13 am Page 24
ANNEX 6
PRECAUTIONS AGAINST MALARIA
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
Full guidance on immunisations and anti-malaria medication (prophylaxis) is given in Marine
Guidance Note MGN 257 (M). This annex gives advice on preventive measures on board ship,
whilst in malarial areas.
MSN-1768 28/8/03 2:13 am Page 25
ANNEX 7
GUIDE TO THE USE OF MEDICINES
General advice about medicines
Many over-the-counter medicines are now available with patient information leaflets and the advice
on dose precautions and side effects should be consulted and retained for reference. Valuable
guidance is also available from pharmacists or by seeking Radio Medical Advice.
When obtaining medicinal products, prepared or dispensed by a pharmacist in a pharmacy, ensure
that they are clearly labelled with their strength (e.g. 125mg per tablet or 125mg per 5ml) and expiry
date, and that they are packaged in accordance with UK medicines legislation.
Medicines obtained abroad
Medicine supplies should be replenished wherever possible at the same strengths as specified in the
British Pharmacopoeia. If medicines are obtained elsewhere, e.g in the USA, they may be of
different strength, and this must be taken into account when administering them.
The non-proprietary name (local pharmaceutical name) for some medicines bought abroad may
differ from that used in the list of medical stores. The pharmacist should have a "translation" of the
non-proprietary name, but if in doubt about a medicine, get RADIO MEDICAL ADVICE.
Medicines obtained by seafarer from a doctor ashore
Aseafarer who goes to a doctor ashore should be asked to obtain from the doctor a written note of
the non-proprietary name of any prescribed medicine, details of how it is to be taken and any
cautionary or advisory guidance e.g. may cause drowsiness. The details on the note from the doctor
should be checked against the information on the medicine container to ensure that they match.
In case of any problem or doubt it may be necessary to check the prescription with the radio
medical doctor.
Controlled drugs
The following paragraphs describe UK regulations for controlled drugs. Most countries have
similar regulations. When outside UK territorial waters you should, as far as possible, follow the
same procedures.
Controlled drugs are preparations subject to the prescription requirements of the Misuse of Drugs
Act 1971. The different drugs are graded according to the harmfulness attributed to the drug when
it is misused and for this purpose there are three categories of drugs;
Class Aincludes heroin, morphine and opium
Class B includes barbiturates, and codeine
Class C includes, among other drugs, anabolic steroids
Each of these categories contains many more drugs than those quoted. The drugs subject to the
strictest controls are those in Schedule 1 of the Misuse of Drugs Regulations 1985. Detailed
information may be obtained from the Drugs Branch, Queen Annes Gate, London SW1H 9AT.
Aship must not carry quantities of Category C Medical Store drugs greater than those
recommended in this Notice, unless required to do so by a doctor on the ships complement or
under licence from the Home Office. The only controlled Class Adrug listed is morphine sulphate
in Category Avessels and in the doctors bag.
26
MSN-1768 28/8/03 2:13 am Page 26
Obtaining controlled drugs
Controlled drugs should be obtained only from a retail pharmacist or other person licensed to
supply drugs, who will require a written requisition. An example of the wording to be used is given
in Annex 8.
Other drugs / medicines
UK medicines legislation, in conjunction with Merchant Shipping and Fishing Vessel (Medical
Stores Regulations) 1995 as amended, permits a retail pharmacist to supply medicines and
equipment to the Master or owner of a commercial vessel without a prescription from a registered
medical practitioner. However a similar requisition to that for controlled drugs may be required.
Storage and Security of Medicines
Storage of medicines
Drugs must be stored to ensure that they will meet the standards at the time of use. Where no
specific storage temperature is given drugs should be stored at room temperature between 15 - 25
centigrade. Some of the drugs should be kept under refrigeration, 2 - 5 centigrade, but care must
be taken not to freeze them, otherwise they will lose their potency, or the ampoules will be broken.
Security of controlled drugs
The Merchant Shipping (crew accommodation) (Fishing vessels) Regulations require ships to have a
lockable medical cabinet for the storage of medicines and drugs. The regulations also require the
cabinet to have an inner cupboard solely for the storage of dangerous drugs (i.e. the controlled
drugs). The cupboard should be fitted with a door and a lock which cannot be opened by the key
to the medical cabinet. Under the Misuse of Drugs (Safe Custody) Regulations only the master or a
person authorised by him may open the inner cupboard.
It is illegal to destroy unwanted Category Aand B drugs. They can be disposed of only by giving
them to a person who may lawfully supply them, such as qualified pharmacist or qualified doctor.
It is also possible to dispose of drugs via the police. Areceipt should be obtained from the recipient,
and kept with, or affixed to, the controlled drugs register.
Record keeping
Under the Official Log Book Regulations the record of any treatment given to anybody on board
including the type and quantity of any medicines, and drugs supplied, must be entered in the log
book. For controlled drugs, the Master is required to maintain, in bound book, a two section register.
The two sections of the register should detail, why, when and in what quantity the Master purchased
a controlled drug and similarly the history of the dispensing or disposal of those controlled drugs.
This register must be kept for two years after the date of the last entry. Annex 9 gives an example of
the entries required in each section of the Controlled Drugs Register. (Under proposed amendments
to the Misuse of Drugs Regulations 2001,computer records will in future be acceptable).
27
MSN-1768 28/8/03 2:13 am Page 27
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MSN-1768 28/8/03 2:13 am Page 35
36
ANNEX 8
SPECIMEN REQUISITION FORM FOR USE WHEN OBTAINING
CONTROLLED DRUGS
Controlled drugs should be obtained only from a retail pharmacist or other person licensed to supply
drugs, and they will require an order worded along the lines below. The order must be signed by either
the vessels owner or its Master.
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 :
Requisition
To . (Name and address of authorised supplier)
From . (Name of Master or Ship owner)
Vessel Name . (Name of vessel)
Address . (Address of the Ship or the Ship owner)
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 .
Name [capital letters] .
Occupation .
Date .
I empower . to receive the above drugs on my behalf. A
specimen of their signature is provided below.
Specimen signature of person empowered ..
Signature of Master / owner ..
MSN-1768 28/8/03 2:13 am Page 36
ANNEX 9
COMPLETION OF THE CONTROLLED DRUGS REGISTER
SECTION 1 DRUGS OBTAINED FROM AUTHORISED SUPPLIER OR CONFISCATED
FROM SEAFARERS
Example
SECTION 2 DRUG DISPENSED OR DISPOSED OF
Example
37
Date obtained Suppliers Amount obtained Name of drug and
Name & Address form in which obtained
01/01/03 H.M Kingston Chemists 10 ampoules Morphine Sulphate 10mg
24 Elliot Street in 1ml in glass ampoules
Southampton
Date Name & Address of Right of person Amount Supplied Drug and Form in
person given drug to have drug which supplied
01/02/03 TH Laidlaw Injured crewman 2 ampoules Morphine
Log book ref. 21 (fractured sulphate 10mg
humerus) in 1ml (in glass
ampoules)
10/02/03 HM Kingston Chemist Qualified retail 8 ampoules Morphine
24 Elliot Street pharmacist sulphate 10 mg
Southampton in 1 ml (in glass
ampoules)
MSN-1768 28/8/03 2:13 am Page 37
SHIPS MEDICAL STORES
Application of the Merchant Shipping and Fishing
Vessels (Medical Stores) Regulations 1995 (SI 1995 /
1802) and the Merchant Shipping and Fishing Vessels
(Medical Stores) (Amendment) Regulations 1996 (SI
1996/2821)
Notice to Ship Owners, Agents, Masters, Skippers of Fishing Vessels and all seafarers.
This Notice should be read in conjunction with Merchant Shipping Notice MSN 1768 (M+F)
Corrigendum Summary
Since the publication of the Merchant Shipping Notice MSN 1768 (M+F), issued in August 2003 the
following corrections should be noted ;
MSN 1768 (M+F)
(Corrigendum)
1
1. Eye Medicines Page 12 please insert an astrix
(*) against each recommended eye medicine
quantity listed for Category Aand B, excluding
Antibiotic ointment, to indicate that the
specified quantity is considered sufficient
regardless of crew size.
2. Recommended Additional Equipment,
Page 18 The number 1 should be inserted
under the column titled Category A against
recommended additional equipment item
Stretcher equipment (A system for trauma
management, i.e. immobilisation and stretcher
equipment most suited for treatment on the
vessel concerned).
3. Annex 4, Page 23 Paragraph 1 should read:
When a UK registered vessel is carrying
a dangerous substance or substances, in
quantities in excess of those defined in column
7 of the Dangerous Goods list of the IMDG
Code , as whole or part of the cargo, the
Master must ensure the correct antidote to
the substance (plus the necessary ancillary
equipment e.g. syringes) is carried. The
correct antidote can be found in the IMO
Medical First Aid Guide For Ships (MFAG)
2000 edition. Any updating of the IMO
International Maritime Dangerous Goods
Code or MFAG should be taken into account
when preparing the list of medicines to
be carried.
4. General advice about medicines, Page 26 2
nd
Paragraph should read : When obtaining
medicinal products, ensure that they are
labelled with their strength (e.g. 125mg per
tablet or 125 mg per 5 ml), and expiry date, and
that they are packaged in their original
manufactured packs in accordance with the UK
medicines legislation.
5. Obtaining Controlled Drugs Page 27, Please
delete the word retail from the first sentence.
6. Annex 8, Page 36 1
st
Paragraph: Please delete
the word retail from the first sentence.
2
Any queries on the content of the Corrigendum
should be addressed to:
Spring Place
105 Commercial Road
Southampton
SO15 1EG
Tel: 023 80 329249
Fax: 023 80 329 251
Email: seafarer_h&s@mcga.gov.uk
General enquiries: 24 Hour Info Line
Infoline@mcga.gov.uk
0870 600 6505
MCAInternet Address: http://www.mcga.gov.uk
File Ref: MC 016/022/0140
Published: 11/2003
of the Department for Transport Safer Lives, Safer Ships, Cleaner Seas
MSN 1751 (M+F)
1
Harmonised System of Survey and Certification (HSSC)
Notice to Shipowners, Ship Operators, Masters and Officers of Merchant Ships, Certifying
Authorities and Surveyors.
This MSN cancels M963 and M 1612
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. The Merchant Shipping (Survey and
Certification) (Amendment) Regulations
2000 apply the Harmonised System of
Survey and Certification in the UK. The 1988
SOLAS and Load Lines Protocols formally
entered into force internationally on
3 February 2000, together with amendments
to MARPOL 73/78 and the International
Bulk Chemical (IBC) Code, International Gas
Carrier (IGC) Code, Bulk Chemicals (BCH)
Code, and Gas Carrier (GC) Code. The
United Kingdom ratified both Protocols on 8
March 2000 with implementing legislation
coming into force three months later.
2. The Harmonised System of Survey and
Certification (HSSC) seeks to standardise the
period of validity and the intervals between
surveys for the nine main convention
certificates to a maximum period of validly
for all certificates except a passenger ship
safety certificate to five years. In so doing it
aims to simplify the survey and certification
process. Following a period of transition, the
streamlined format of the HSSC will bring
benefits to the industry in terms of flexibility
of survey schedule, reduced numbers
of surveyors, survey time and paperwork,
all therefore reducing costs.
Survey Types
3. Under the HSSC, there are seven types
of survey:
a) Initial Survey.
b) Renewal Survey.
c) Periodical Survey.
d) Intermediate Survey.
e) Annual Survey.
f) Inspection of the Outside of the Ships
Bottom.
g) Additional Survey.
2
SCOPE OF SURVEYS
Passenger ships
An initial survey of a passenger ship shall
consist of a complete inspection of the ships
structure, machinery and equipment,
including the outside of the ships bottom and
the inside and outside of the boilers, such as to
ensure that the arrangements, materials and
scantlings of the structure, boilers and other
pressure vessels and their appurtenances,
main and auxiliary machinery, electrical
installation, radio installations including those
used in life-saving appliances, fire protection,
fire safety systems and appliances, life-saving
appliances and arrangements, shipborne
navigational equipment, nautical publications,
means of embarkation for pilots, lights,
shapes, means of making sound and distress
signals and other equipment fully comply
with the requirements of the relevant
regulations, and that the workmanship of all
parts of the ship and its equipment is in all
respects satisfactory.
A renewal survey of a passenger ship shall
include an inspection of the structure,
boilers and other pressure vessels,
machinery and equipment, including the
outside the ships bottom, such as to ensure
that the arrangements, materials and
scantlings of the structure, boilers and other
pressure vessels and their appurtenances,
main and auxiliary machinery, electrical
installation, radio installations including
those used in life-saving appliances, fire
protection, fire safety systems and
appliances, life-saving appliances and
arrangements, shipborne navigational
equipment, nautical publications, means of
embarkation for pilots, lights, shapes, means
of making sound and distress signals and
other equipment is in satisfactory condition
and is fit for the service for which it is
intended, and fully complies with the
requirements of the relevant regulations.
An additional survey, either general or
partial, according to the circumstances, shall
be made following a repair or renewal. The
survey shall be such as to ensure that the
necessary repairs or renewals have been
effectively carried out, that the material and
workmanship are in all respects satisfactory,
and that the ship complies with the
provisions of the relevant regulations.
Cargo ships
Cargo ship safety equipment
An initial survey of cargo ship safety
equipment shall include an inspection of the
fire safety systems and appliances, life-saving
appliances and arrangements except radio
installations, the shipborne navigational
equipment, means of embarkation for pilots
and other equipment to which Chapters II-1,
II-2, III and V of the 1974 SOLAS Convention
apply, to ensure that they comply with the
requirements of the relevant regulations, and
they are in satisfactory condition and are fit
for the service for which the ship is intended.
In addition the fire control plans, nautical
publications, lights, shapes, means of making
sound signals and distress signals shall also
be subject to this survey.
An annual survey shall include a general
inspection of the equipment referred to
above to ensure that it has been maintained
to conform with the provisions of the
relevant regulations to ensure that the ship
in all respects will remain fit to proceed to
sea without danger to the ship or persons on
board and that it remains satisfactory for the
service for which the ship is intended.
A renewal survey and a periodical survey
shall include an inspection of the equipment
referred to in the initial survey to ensure that
it complies with the relevant requirements of
the relevant regulations, is in satisfactory
condition and is fit for the service for which
the ship is intended.
Cargo ship radio installations
An initial survey of cargo ship radio
installation equipment shall include a
complete inspection of the radio installations
of cargo ships, including those used in life-
saving appliances, to ensure that they
comply with the requirements of the
relevant regulations.
A renewal survey and a periodical survey
will include an inspection of the radio
installations of cargo ships, including those
used in life-saving appliances, to ensure that
they comply with the requirements of the
relevant regulations.
3
Cargo ship structure, machinery and
equipment
An initial survey shall include a complete
inspection of the structure, machinery and
equipment, including an inspection of the
outside of the ships bottom, before the ship
enters service. The survey shall be such as to
ensure that the arrangements, materials,
scantling and workmanship of the structure,
boilers and other pressure vessels, their
appurtenances, main and auxiliary
machinery including steering gear and
associated control systems, electrical
installation and other equipment, and in the
case of tankers, the pump-rooms, cargo,
bunker and ventilation piping systems and
associated safety devices comply with the
requirements of the relevant regulations, are
in satisfactory condition and are fit for the
service for which the ship is intended and
that the required stability information is
provided. In the case of tankers such a
survey shall also include an inspection of the
pump-rooms, cargo, bunker and ventilation
piping systems and associated safety devices.
A renewal survey will include an inspection
of the ships structure, machinery and
equipment such as to ensure that they
comply with the requirements of the
relevant regulations, are in satisfactory
condition and are fit for the service for which
they are intended.
An intermediate survey will include an
inspection of the structure, boilers and other
pressure vessels, machinery and equipment,
the steering gear and the associated control
systems and electrical installations, and in
the case of tankers, the pump-rooms, cargo,
bunker and ventilation piping systems and
associated safety devices and the testing of
insulation resistance of electrical installations
in dangerous zones to ensure that they
remain satisfactory for the service for which
the ship is intended.
An annual survey will include a general
inspection of the structure, machinery and
equipment referred to above to ensure that
they have been maintained to conform with
the provisions of the relevant regulations to
ensure that the ship in all respects will
remain fit to proceed to sea without danger
to the ship or persons on board, and that
they remain satisfactory for the service for
which the ship is intended.
Inspection of the outside of the ships
bottom
The inspection of the outside of the ships
bottom is a separate survey.
Passenger ships
For passenger ships the inspection is required
every year. On the years in which the out of
water inspection does not take place, an in
water inspection of the ships bottom shall be
carried out. As a minimum, two of these
surveys in any five year period, at intervals
not exceeding 36 months, shall be conducted
with the ship out of the water.
Cargo ships
For cargo ships there shall be a minimum of
two inspections during any five year period
at intervals not exceeding 36 months.
Inspections should normally be carried out
with the ship out of the water, however
consideration may be given to alternate
inspections being carried out with the
ship afloat.
Outline of HSSC
4. The main points of the Harmonised System
of Survey and Certification (see Annex for a
diagrammatic overview) are as follows:
a) The maximum period of validity of all
certificates except the passenger ship
safety certificate is five years. The
passenger ship safety certificate shall be
renewed annually.
b) Each full term of five years (or one year)
will follow directly on from the previous
one (unless a ship is laid up or
undergoing maj or repairs); each
certificate will be dated from the expiry
date of the previous one.
c) In order to provide the necessary
flexibility, the renewal survey may be
carried out up to three months before the
expiry of the existing certificate. The new
certificate will still be dated from the
expiry date of the old certificate.
d) A certificate may also be extended by a
period of up to three months (or for
ships engaged on short voyages there is
a period of grace of one month) in order
that the renewal survey may be carried
out. However, the new certificate will
4
still be dated from the expiry date of
the old certificate before the extension
was granted.
e) Where a renewal survey has been
completed and a certificate cannot be
issued or placed aboard the ship before
the expiry date of the existing certificate,
the existing certificate may be endorsed
and shall be accepted as the new
certificate for a period of up to five
months from the expiry date.
f) A certificate (other than a passenger
certificate) that has been issued initially
for a period of less than five years may
be extended to the maximum period of
five years provided that the minimum
pattern of surveys is maintained.
g) Every certificate will be subject to an
Annual, Intermediate or Periodical
survey each year within three months of
its anniversary date (the day and month
of each year corresponding to the date of
expiry) as follows:
(i) The Passenger Certificate (PC)
requires a Renewal survey each year.
(ii) The Cargo Ship Safety Radio
Certificate (RADIO) requires a
Periodical survey each year.
(iii) The International Load Line
Certificate (LOADLINE) requires an
Annual survey each year.
(iv) The Cargo Ship Safety Equipment
Certificate (SEC) requires an Annual
survey every year. On either the
second or third year this is replaced
with a Periodical survey.
(v) The Cargo Ship Safety Construction
Certificate (SAFCON), the
International Certificate of Fitness for
the Carriage of Liquefied Gases in
Bulk (IGC/GC), the International
Certificate of Fitness for the Carriage
of Dangerous Chemicals in Bulk
(IBC/BCH), the International Oil
Pollution Prevention Certificate
(IOPPC) and the International
Pollution Prevention Certificate for
the Carriage of Noxious Liquid
Substances in Bulk all require Annual
surveys each year. On either the
second or third year this is replaced
with an Intermediate survey.
(h If an Annual, Intermediate or Periodical
Survey is completed more than three
months before the anniversary date, the
anniversary date may be amended to suit
and the expiry date of the certificate
brought forward by a corresponding
period or, if the expiry date is to remain
unchanged, additional surveys, as
appropriate, carried out so that the
pattern of surveys remains the same and
the maximum intervals between the
various types of surveys are not exceeded.
(i) A new Cargo Ship Safety Certificate
(CSSC), which includes provision for
recording all the surveys required for the
Cargo Ship Safety Equipment Certificate,
the Cargo Ship Safety Radio Certificate
and the Cargo Ship Safety Construction
Certificate, may be issued as an
alternative to the existing cargo ship
safety certificates.
(j) In general the UK will model its
instructions for guidance of surveyors on
the Survey Guidelines under the
Harmonised System of Survey and
Certification (IMO Resolution A.746 (18)).
5. In complying with the provisions of
Regulation 5(1) of these regulations as they
apply to the Cargo Ship Safety Certificate,
the Certifying Authority should ensure that
they have in their possession declarations
of satisfactory survey before the issue of
the CSSC.
Relevant UK Legislation
6. The current provisions for survey and
certification under UK legislation are
contained in the following Statutory
Instruments :-
19995/1210 MS (Survey and Certification)
Regulations;
*1994/2264 MS (Gas Carriers) Regulations;
*1996/3010 MS( Dangerous or Noxious
Liquid Substances in Bulk)
Regulations;
1968/1053 MS (Load Line ) Rules;
*1996/2154 MS (Prevention of Oil Pollution)
Regulations.
5
7. To ensure full harmonisation of all the nine
convention certificates those regulations
marked with * require further minor
amendment after 8 June 2000 but this should
not affect the practical application of HSSC
provisions in the mean time.
Transitional arrangements
8. The current certificates that are on board a
particular ship on 8 June 2000 will remain in
force until they expire or until it is decided
to implement the HSSC on that ship.
9. The owner, in conjunction with the
administration and any recognised
organisation that issue certificates on their
behalf, will then agree a mutually convenient
date on which to implement the HSSC for the
ship. This will normally be the latest expiry
date of certificates issued under the SOLAS,
Loadline and MARPOL Conventions.
Alternatively a date may be agreed between
the shipowner or Company to coincide with
the expiry date of the Cargo Ship Safety
Construction Certificate or with the date of
dry docking, refit or repair.
10. In the case where an existing certificate has
expired before the introduction of the
harmonised system, a new certificate using
the form prescribed under the harmonised
system may be issued after the renewal
survey has been carried out. The validity of
the new certificate shall be limited to the date
of the introduction of the harmonised system
for that ship (as set out in paragraph 6).
11. On the agreed date, renewal surveys leading
to the issue of a complete set of new
certificates will be carried out and new
certificates issued under the harmonised
system. The anniversary date common to all
certificates should be specified. Renewal
surveys carried out within three months of
the date of the introduction of the harmonised
system shall be valid and the extent of
renewal surveys to be carried out shall take
account of the date and extent of the previous
renewal surveys if carried out recently.
12. The survey requirements, periods of validity
and extension provisions that form part of
the HSSC will then apply to each ship to
which the new certificates have been issued.
Survey Policy Branch
Spring Place
105 Commercial Road
Tel: 023 80329518
Fax: 023 80329104
June 2000
MS 103/001/0214
6
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- 1 -

MGN 345 (M)

Alternative Compliance Scheme

Notice to all operators, shipowners, masters and all UK Recognised Organisations

This notice replaces MGN 300 and should be read in conjunction with MSN 1672 (as
amended), MSN 1751 and MSN 1769

PLEASE NOTE:-

Summary

This guidance note advises on:

the requirements of the Alternative Compliance Scheme (ACS) for Shipowners/
operators and Recognised Organisations;
the appropriate certification to be issued to participants of the scheme;
the requirements for vessels (new buildings, flag-ins and existing vessels) under ACS.

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.

- 2 -
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.

3. Entry into the Scheme

3.1 The owner or operator of a vessel applies to the UK Ship Register (UKSR) for enrolment
into the scheme. This is made by completing the form titled Request to Participate in the
Alternative Compliance Scheme for UK Registered Vessels (MSF 4753) and submitting
this together with the Application for Survey and Inspection (MSF 5100), both are available
on the MCA website or directly from a Marine office. The UK Ship Register verifies the
eligibility of the vessel to enter the scheme. On confirmation of the vessel satisfying the
entry criteria, the UK Ship Register forwards this confirmation to the Survey branch.

3.2 A date where the vessel can be inspected is included in the application form. For new
buildings or ships flagging in to the UK the inspection may be undertaken on delivery or
during the surveys for change of flag. Upon successful completion of inspection an Interim
Certificate of Inspection (CoI) (MSF 1114) is issued by the MCA Lead Surveyor or CSM
with same expiry date of the vessels Interim Safety Management Certificate (SMC).
Another inspection is conducted in conjunction with the initial ISM/ISPS audits and a full
term CoI is issued with the SMC. For ships already on the flag the full term CoI (MSF
1115) is issued, if the CSM is satisfied with the condition of the vessel. All surveys except
the ISM, ISPS audits and ILO inspections are undertaken by the relevant ACS
Classification Society as they fall due. The CoI indicates that the vessel is on the ACS
scheme.

3.3 To minimise disruption to ship routines the owner may wish to harmonise the date of the
CoI with that of the Harmonised System of Survey and Certification (HSSC) scheme. In
such circumstances however it should be borne in mind that operational systems will need
to be viewed on board as part of the ISM audit and as such sufficient shipboard personnel
and equipment will need to be available to facilitate this.

4. Responsibilities under the ACS scheme

Sl.
No.
Owner / Operator MCA Classification Society
New Builds
1 Send an application for
entry into the scheme to
the UKSR
Verify entry criteria, advise
applicant of outcome and
send confirmation to
Survey Branch UKSR.
Issue Instrument of
Appointment (IOA) to the
class surveyors - Survey
Branch.
Carry out surveys during
new construction on
receipt of IOA.
- 3 -
Sl.
No.
Visit the shipyard to assess
the QA procedures and the
class society local office
(only for the 1
st
ship in a
series) Lead Surveyor.
2 Request for inspection,
ISM, ISPS interim audits
and ILO inspection on
completion of new-build.
Issue interim CoI with the
interim SMC Lead
Surveyor.
Inform class society about
entry into scheme
Survey Branch.
Issue all statutory
certificates on completion
of new construction
surveys.
3 Request for initial audits of
ISM, ISPS and ILO.
Issue full term CoI with the
SMC after an inspection in
conjunction with the initial
ISM/ISPS/ILO
audit/inspection Lead
Surveyor.

4 Request for surveys as
they fall due.
Carry out an inspection in
conjunction with the
intermediate / renewal
audits / inspections for
ISM, ISPS and ILO and
issue full term CoI or
endorse the certificate as
the case may be Lead
Surveyor.
Carry out surveys and
endorse certificates as
required (no IOA required).
5 Notify MCA of dates and
location of docking
surveys.
Attend docking survey
based on a statistical
sample Survey Branch
Carry out surveys as
required (no IOA required)
Flag In
entry into the scheme.
Verify entry criteria, advise
applicant of outcome and
send confirmation to
Survey Branch UKSR.

2 Request for flag in
surveys.
Issue Instrument of
Appointment (IOA) to the
class surveyors - Survey
Branch.
Issue interim CoI with the
interim SMC Lead
Surveyor
entry into scheme
Survey Branch.
Carry out flag in surveys
on receipt of IOA. Issue all
statutory certificates on
completion of surveys
3 Request for initial audits of
ISM, ISPS and ILO.
Issue full term CoI with the
SMC after an inspection in
conjunction with the initial
ISM/ISPS/ILO
audit/inspection Lead

- 4 -
Sl.
No.
Surveyor
they fall due.
necessary Lead
Surveyor
location of docking
surveys.
sample Survey Branch
Existing ships
entry into the scheme.
Verify entry criteria, inform
the applicant of the
outcome and send
confirmation to Survey
Branch UKSR.
Advise CSM of fitness to
enter the scheme Survey
Branch
If satisfied with the
condition of the vessel,
issue Full term CoI with the
SMC - CSM
entry into scheme
Survey Branch.

they fall due.
necessary Lead
Surveyor.
and continue endorsing
certificates issued by the
MCA until their expiry after
which new certificates can
be issued by Class.
location of docking
surveys.
sample Survey Branch.
required (no IOA required).

5. Damage surveys and Marine Casualties

5.1 Nothing in the Scheme shall be interpreted as limiting or restricting the authority of the
MCA to exercise control over vessels as provided in existing laws and regulations. The
Marine Accident Investigation Branch (MAIB) will conduct marine casualty investigations as
authorised and required by UK legislation. Following any marine casualty, participating
vessel owners must authorise the ACS Classification Society to assess the condition of the
affected vessel and approve repairs.
- 5 -
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:

the vessels involvement in a marine casualty or pollution incident,
failure to correct an ACS Classification Societys condition of class or statutory
deficiency
uncorrected MCA inspection deficiencies,
unreasonable delays in complying with conditions of class or in correcting statutory
deficiencies or MCA marine inspection deficiencies,
expiry or invalidation of required documents,

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
Bay 1/25
Spring Place
105 Commercial Road
Southampton
SO15 1EG

Tel : +44 (0) 23 8032 9197
Fax : +44 (0) 23 8032 9447
e-mail: ukshipregister.co.uk

General Inquiries: 24 Hour Infoline
0870 600 6505


File Ref: MS 094/003/0017

Published: May 2007



- 6 -
Annex

Statutory certificates authorised to ACS Classification Societies by MCA

STATUTORY CERTIFICATE Initial Full
Term
Short
Term
Annual/
Intermedi
ate
Exemption
Cargo Ship Safety Construction (SAFCON)

F F A F N
Cargo Ship Safety Equipment Certificate (SEC)

F F A F N
Cargo Ship Safety Radio Certificate

F F A F N
Cargo Ship Safety Certificate F F A F N
High Speed Craft Code N N N N N
International Oil Pollution Prevention Certificate
(IOPP)

F F A F N
International Pollution Prevention Certificate for
the Carriage of Noxious Liquid Substances in
Bulk
F F A F N
International Sewage Pollution Prevention
Certificate
F F A F N
International Air Pollution Prevention Certificate
(MARPOL Annex VI)
F F A F N
International Load Line Certificate

F F A F N
International Tonnage Certificate F F A F N
International Anti-Fouling System Certificate F F A F N
Document of Authorisation for the Carriage of
Grain
F F A F N
International Certificate of Fitness for the
Carriage of Liquefied Gases in Bulk (GC &
IGC Codes)
F F A F N
International Certificate of Fitness for the
Carriage of Dangerous Chemicals in Bulk (IBC
& BCH Codes)
F F A F N
Document of Authorisation for the carriage of
grain
F F A F N
MODU Code Safety Certificate F F A F N
Document of Compliance for Carriage of
Dangerous or Bulk Cargoes (IMDG/ BC)
F F A F N
International Regulations on Preventing
Collision at Sea (COLREGS)
F F A F N
ILO Convention 178 on Crew Accommodation N N N N N
ISM Safety Management Certificate (1) N N A C N
International Ship Security Certificate N N A C N
Passenger Ship Safety Certificate N N N N N
F- Full authorisation, N No, C - Case by Case Basis,
(1) Audit carried out in exceptional cases by Class, certificate issued by MCA
A Advise MCA of the need to issue a short term certificate where significant defects would affect the
issue of a full term certificate.

I N T E R N ATIONAL LABOUR ORGANIZATION CONVENTION
(ILO) 178 AND RECOMMENDATION 185 - CONCERNING
THE INSPECTION OF SEAFARERS WORKING AND
LIVING CONDITIONS
Notice to Ship Owners, Ship Operators, Managers, Manning Agents, Trade Unions and Seafarers
This notice should be read in conjunction with existing regulations
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.
Inspections will be carried out at approximately 2 yearly intervals. Where practicable these may
be arranged before 2 July 2004 to coincide with forthcoming ISM renewals
MSN 1769 (M)
1
1 Introduction / Background
1.1 The ILO is the United Nations body
responsible for setting international
s t a n d a rds for working and living
conditions. ILO Convention 178 requires
members to implement a formal inspection
regime to verify compliance with the
relevant national legislation and in the case
of merchant shipping, to ILO Convention
147 - the Merchant Shipping (Minimum
S t a n d a rds Convention). No new
regulations or penalties are introduced by
these measures. The term seafarer means
a person who is employed in any capacity
on board a seagoing ship to which this
Convention applies.
1.2 The Maritime and Coastguard A g e n c y
(MCA) will implement a regular
inspection regime and apply the ILO
Recommendations to the Convention to
promote and ensure effective co-operation
between inspectors, ship owners, seafarers
and their respective organisations, in order
to maintain or improve seafarers working
and living conditions.
1
/2
2
1.3 These requirements will apply to seagoing
ships of 500 Gross Tonnage and over,
including seagoing tugs and vessels such
as oil rigs and drilling platforms when
engaged in navigation. Throughout this
document the term ship or vessel also
includes seagoing tugs and such rigs
and platforms.
1.4 The existing inspection regime will
continue to apply to vessels below 500
gross tonnage not requiring these regular
inspections according to ILO 178.
2 Organisation of Inspections
2.1 The MCA will carry out inspections at
a p p roximately two and a half year
intervals but not exceeding the three years
stipulated by the Convention (and where
practical more frequently). Inspections can
be timed to coincide with International
Safety Management (ISM) Code audits
of individual ship Safety Management
Certificates (SMC) to minimise the
inconvenience to ship owners and Masters.
2.2 UK ratified this Convention on 2 July 2003
with a coming in to force date twelve
months later on 2 July 2004. Early
compliance with this Convention prior to 2
July 2004 is encouraged. Powers of
inspection exist now, and where v e r
practicable MCA surveyors will carry out
such inspections prior to 2 July 2004 and
issue the new report of inspection which
will demonstrate compliance with ILO
178 Convention.
2.3 For ships joining the UK Register, the
MCAs intention is to carry out ILO 178
inspection at interim ISM audit as part of
the UKs flag-in process. Where this is not
undertaken directly by the MCAthen there
will be a full ISM audit/ILO inspection
within six months undertaken by the MCA.
2.4 For ships not covered by the ISM Code
Audits, inspections will be carried out
in conjunction with other surveys or other
t a rgeted inspections carried out by
the MCA.
3 Scope of Inspections
3.1 The following areas will be subject to
inspection insofar as they are covered by
national laws and regulations many of
which have been based on the relevant ILO
Conventions, including ILO 147 - the
Merchant Shipping (Minimum Standards)
Convention:
Maintenance and cleanliness of
shipboard working and living areas.
Minimum Age
Articles of A g reement (Cre w
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
F reedom of Association/Right to
Organise
3.2 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.
4 Crew Complaints
4.1 If the MCAreceives a complaint or obtains
evidence that a vessel does not conform to
Merchant Shipping legislation in respect of
seafarers working and living conditions,
actions will be taken to inspect the ship as
soon as practicable. All such matters will be
treated in strict confidence.
4.2 Masters, crew members, representatives of
seafarers or any other persons, wishing to
lodge a complaint should contact the local
MCAMarine Office (contact addresses and
telephone numbers attached) or for ships
outside the UK, the contact at the end of
this notice or the local UK consulate. Where
possible efforts should be made to use
the shipboard and company grievance
procedures first before taking this step.
4.3 If a complaint is received and the ship
cannot be inspected at a UK port within
a reasonably short period determined by
the seriousness of the complaint, this
information should be passed to the MCAs
3
Inspection Branch. Arrangements will then
be made for an inspection to be carried
out on its behalf by a reliable authority.
Failing that, arrangements may need to be
made for a chargeable visit abroad by an
MCAsurveyor.
5 Ship Construction
5.1 In cases of substantial changes in constru c t i o n
or accommodation arrangements, the ship
must be inspected within three months fro m
such changes to ensure that seafare r s
working and living conditions have not been
adversely aff e c t e d .
6 Inspections
6.1 Inspectors will be empowered to carry out
any examination, test or inquiry they
consider necessary to ensure that legal
provisions as provided by the Merchant
Shipping Acts are being strictly observed.
Where there is reason for example for an
Inspector to believe that products or cargo,
drinking water, provisions, materials and
substances used or handled are causing a
risk to working and living conditions, then
samples may be taken for analysis. In those
circumstances, the ships Master will be
informed and where appropriate, the
seafarers and/or their representatives.
6.2 Inspectors will provide an inspection
report and, if appropriate, re q u i re that
deficiencies are rectified according to
standard inspection reporting procedures.
6.3 The report will be given to the Master
of the ship. A copy of the report is to
be posted on the ships notice board for
the information of the seafarers. A copy
may also be sent to the seafare r s
re p resentatives. A further copy of the
report will be retained by the MCA.
6.4 Where 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, will, unless a
P rohibition or Improvement Notice is
issued in appropriate cases, be prevented
f rom leaving port until appro p r i a t e
remedial action has been taken. A l l
reasonable efforts will be made to avoid a
vessel being unreasonably detained
or delayed.
6.5 A fee, in accordance with the Merchant
Shipping (Fees) Regulations will be
charged for any inspection which results in
any re-visit to check that deficiencies have
been rectified.
6.6 Subject to paragraph 6.5 above, regular
inspections will be carried out free of
charge in cases where the inspection can
coincide with the ISM Code audit or other
regular survey carried out by MCA, as
explained in paragraph 2. In cases
where this has not been possible, for the
convenience of the ship owner, and an ILO
inspection is required overseas, the MCA
will charge a fee for the additional time and
expenses involved in having to carry out a
standalone inspection.
6.7 Inspectors will have discretion to give
warning and advice instead of instituting
or recommending formal proceedings.
6.8 Provisions for penalties already exist in
current legislation and will be applied as
appropriate.
7. Records of Inspections
7.1 The MCA will maintain re c o rds of
inspections. It will also publish an annual
report on inspection activities within six
months of the end of the year. At Annex 1
is a list of MCAlocal Marine Offices and at
Annex 2 an example of the report form to
be used.
7.2 Annex 3 provides guidance for surveyors
on the principles of application of this
Convention.
8. Monitoring
8.1 Ship owner and seafarer organisations will
be consulted by the MCA annually about
the application of these arrangements.
9. Further Information
9.1 Further information on the contents of this
Notice can be obtained from the address
below:
Inspection Branch
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
0870 600 6505
MCAWebsite Address: Internet:
http://www.mcga.gov.uk
File Ref: MC 024/007/0051
Published: April 2004
4
Annex 1: MCA Marine Offices
East of England Region
DOVER MARINE OFFICE
Langdon Battery
Swingate
DOVER
CT15 5NA
Tel: 01304 218500
Fax: 01304 218505
ORPINGTON MARINE OFFICE
Central Court
1 Knoll Rise
ORPINGTON
Kent
BR6 0JA
Tel: 01689 892807
Fax: 01689 890446
SOUTHAMPTON MARINE OFFICE
Spring Place
105 Commercial Road
SOUTHAMPTON
SO15 1EG
Tel: 02380 329 329
Fax: 02380 329 351
HULL MARINE OFFICE (BEVERLEY)
Crosskill House
Mill Lane
BEVERLEY
HU17 9JB
Tel: 01482 866606
Fax: 01482 869989
HARWICH MARINE OFFICE
East Terrace
WALTON-ON-NAZE
Essex
CO14 8PY
Tel: 01255 682107
Fax: 01255 682108
TYNE MARINE OFFICE
Compass House
Tyne Dock
South Shields
Tyne & Wear
NE34 9PY
Tel: 0191 4969900
Fax: 0191 4969901
STOCKTON MARINE OFFICE
3
rd
Floor, Victoria House
Pearson Court, Pearson Way
Teesdale Park
STOCKTON ON TEES
TS17 6PT
Tel: 01642 611040
Fax: 01642 614048
GREAT YARMOUTH MARINE OFFICE
4
th
Floor,
Havenbridge House
GREAT YARMOUTH
Norfolk
NR30 2HZ
Tel: 01493 841300
Fax: 01493 841334
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Wales and West of England Region
CARDIFF MARINE OFFICE
Anchor Court
Ocean Way
CARDIFF
CF24 5JW
Tel: 029 2044 8822
Fax: 029 2044 8810
LIVERPOOL MARINE OFFICE
Hall Road West
Crosby
LIVERPOOL
L23 8SY
Tel: 0151 9316600
Fax: 0151 9316615
MILFORD HAVEN MARINE OFFICE
Gorsewood Drive, Hakin
MILFORD HAVEN
Pembrokeshire
SA73 3HB
Tel: 01646 699604
Fax: 01646 699606
FALMOUTH MARINE OFFICE
Pendennis Point
Castle Drive
FALMOUTH
Cornwall
TR11 4WZ
Tel: 01326 310800
Fax: 01326 314331
PLYMOUTH MARINE OFFICE
New Fish Market, Baylys Wharf
Fish Quay
PLYMOUTH
PL4 0LH
Tel: 01752 266211
Fax: 01752 225826
Scotland and Northern Ireland Region
ABERDEEN MARINE OFFICE
Marine House
Blaikies Quay
ABERDEEN
AB11 5EZ
Tel: 01224 597900
Fax: 01224 571920
BELFAST MARINE OFFICE
Bregenz House
Quay Street
Bangor
BT20 5ED
Tel: 028 91475310
Fax: 028 91475321
GLASGOW MARINE OFFICE
Navy Buildings
Eldon Street
Inverclyde
GLASGOW
PA16 7QY
Tel: 01475 553370
Fax: 01475 553357
LEITH MARINE OFFICE
1 Johns Place
Leith
EDINBURGH
EH6 7EL
Tel: 0131 5545488
Fax: 0131 5547689
SHETLAND MARINE OFFICE
The Knab
Knab Road
LERWICK
Shetland
ZE1 0AX
Tel: 01595 743514
Fax: 01595 696816
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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 INSPECTIONOF
SEAFARERS WORKING AND
LIVINGCONDITIONS
MSF 1656 Rev 10/03
2. Name of Ship 6. IMO No: 6a. Official No: 5. CallSign:
4. Type of Ship 7. GT 8. Year of Build
9. Date of Inspection 10. Port of Inspection:
Scope of Inspection
No Area Conditions Deficiency Remarks
Examined (Y/N)
(X) (If yes see
MSF 1603
Form B)
1 Standard of maintenance & cleanliness
of living and working areas
2 Minimum age
3 Articles of Agreement
(Crew Agreements)
4 Food, catering, hygiene
5 Crew Accomodation
6 Recruitment
7 Manning
8 Qualifications
9 Hours of work
10 Medical examinations
11 Prevention of occupational accidents
12 Medical care
13 Sickness & injury benefits
14 Social welfare & related matters,
including Freedom of Association and
Right to Organise
15 Repatriation
16 Terms and conditions of employment
This report must be retained on board for a period of 3 years and must be made available for consultation by MCAofficers at all times
Name
(duly authorised inspector (s)
Signature
Telephone +44 (0)
Fax + 44 (0)
Email mcga.gov.uk
MCAOffice Address
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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.
Page of
Masters Copy /
Ships Copy /
MCACopy
MCA Office Stamp
Annex 3
Guidance for Surveyors
Inspection of Working and Living Conditions
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 MCAwill 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 MCAwill 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 MCAHeadquarters 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 MCAtime recording number.
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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
Social Welfare
Repatriation
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.
9
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
SI 1998/2411 (MGN 88) - H&SW Employment of Young Persons Regulations
SI 2002/2125 Hours of Work Regulations
S.55 of MSA1995
Articles of Agreement (Crew Agreements)
Crew Agreements must be MCA approved. They can be either standard pre approved agreements as
shown in MGN 148 or an agreement specifically approved by MCA (i.e non standard). Where further
advice is required, a copy can be sent to HQ Seafarers Health and Safety Branch who can provide further
specialist help.
The agreement or a certified copy should be aboard the vessel and a copy must also be posted where it
can be easily read by all crewmembers. Regulations require that a copy of crew lists be maintained at an
address in the UK.
Crew Agreements should be duly signed by shipowner/master and seafarers.
The Agreement should clearly state the rights and obligations of each party.
Full particulars of seafarers should be shown on the List of Crew, comprised in the crew
agreement including rates of pay.
Indefinite agreements must state the maximum period that a seafarer can be required to remain
on board between leave periods. Duty rosters may provide the details.
In certain circumstances, generally where vessels only spend short periods at sea e.g. dredgers,
tugs, sludge vessels, etc, an exemption from the requirement to have a crew agreement may be
granted. Current exemptions are included on the exemption database and are time limited. A
copy of the exemption is also required to be carried on the vessel to which it relates. There may
however be older cases where there is no time limit, or references to legislation are out of date.
Should such an exemption be found HQ Seafarers Health and Safety Branch should be advised
to enable them to follow the matter up with the vessel operator.
Where crew work a regular rota of work/leave, e.g. ferries, tugs etc, a dispensation may be
granted to permit them to go on leave/return from leave without having to sign on/off the crew
agreement. Current dispensations are time limited but older ones are not. A copy of the
Dispensation is required to be carried on the vessel to which it relates. Should an older
Dispensation be found HQ Seafarers Health and Safety Branch should be advised to enable
them to follow the matter up with the vessel operator.
SI 1991/2144 - Crew Agreements, Lists of Crew and Discharge of Seamen Regulations
MGN 148 - Approval of Crew Agreements
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Food Catering and Hygiene
Account should be taken of the number of persons on board the vessel and that conditions enable a
satisfactory standard of hygiene operation and food safety based on cleanliness, personal hygiene,
temperature control and food segregation.
If there are grounds to suspect that food or fresh water is not fit for human consumption and that it would
be appropriate to have samples taken and analysed, then Inspectors should contact the local Port Health
Office. 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.
The following points should be considered during inspections.
General condition of catering spaces, furniture, equipment, fittings, lighting, ventilation and
gutters/scuppers/grease traps.
Entire areas should be easy to clean.
Cleanliness of catering personnel and suitable provision for washing and drying hands.
Sufficient equipment to store, prepare and serve food and clean the galley.
Measures taken to minimise the risk of harmful food contamination.
Sufficient amount of food aboard for the duration of the next voyage
Condition and variety of food.
Meat store should be kept at a minimum 18.
Proper procedures for defrosting meat.
Inspect records if available to provide evidence of good practice.
Food Hygiene training and qualifications.
SI 1989/102 - Provisions & Water Regulations
MGN 61 - Hygiene Guidelines
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.
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Mess-rooms and Recreational Spaces
Size of mess-room, equipment, tables and seats should be sufficient for the number of persons likely to
use it at any one time. If recreational facilities are not provided separately from the mess room, it should
provide additional facilities for reading and writing. Working facilities in the mess-room should include:
Cold drinking water supply
Sink
Kettle or water boiler
Refrigerator
Toaster
On ships of 8000 tons and over, there should be facilities for watching films and television, a separate
hobbies and games room, and where practicable a separate swimming pool.
In every ship, deck space permanently reserved for the use of the crew for recreational purposes to be
provided on an open deck. The space should be adequate with regard to the number of crew and the size
of the ship.
Sanitary Facilities
Sanitary accommodation should have sufficient lighting, heating and ventilation and provide adequate
drainage with cold and hot fresh water available in all wash spaces. Decks, bulkheads, partitions etc
should be impervious to damp and easily cleaned.
Where there are no private/semi private sanitary accommodation for crew, the following ratio should be
applied. One shower, washbasin, mirror and toilet should be provided for every 6 persons or less.
Minimum number of toilets: under 800 tons - 3 toilets, 800 tons or over but under 3,000 tons - 4 toilets,
3,000 tons or over - 6 toilets.
Hot and cold hand wash and drying facilities
Toilet exhaust ventilation should be independent and direct to the open air
Toilets should have an ample flush of water, independently controlled
Sufficient screening to ensure privacy
Anti-scalding mixing valve for showers
Adequate drainage to ensure the free discharge of water from deck.
Where women seafarers are on board, there ought to be facilities for disposal of used sanitary towels and
supplies of sanitary towels in the stores.
Facilities for Washing and Drying Clothes (Wash Room)
Suitable sinks and washing machines with an adequate supply of cold and hot fresh water
Drying machines and/or room adequately heated and ventilated with means for
hanging clothes
Sufficient ventilated compartments/lockers for hanging oilskins.
Miscellaneous Items relating to Crew Accommodation
Sickbay/Hospital required for a ship which is intended to be at sea for a continuous period of more than
3 days and with a crew of 15 or more persons. WC and washbasin should be provided within the confines
of the hospital accommodation. The hospital must not be used as an extra cabin.
Secure medical locker suitable for the storage of medicines.
Lockers for oilskins and working clothes should be well ventilated accommodation outside but
convenient to cabins.
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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.
SI 1997 No 1508 - Crew Accommodation Regulations
MSN 1214 Recommendation to prevent Freshwater Contamination
Crew Accommodation Instructions - various Sections in Chapter 2
Supply of Drinking Water and Fresh Water
Ships often use shoreside hoses, if possible check that they are watertight and stored and capped in a
secure area. Physically check quality of water at random using different outlets. It should be fresh, clear
and without taint. Maintenance records - in a complex system there should be documentary evidence
available detailing maintenance arrangements for each tank and principal unit in the system. Records of
when the water was last chlorinated should be checked. Failure to keep records could be a deficiency
issue. Other points to note.
Hot water should be stored at a temperature of at least 60C* and delivered at tap outlet at a
temperature no higher than 50C to avoid scalding.
Piping should be insulated where hot and cold pipes run together
Storage tanks should be cleaned and disinfected at 12 monthly intervals
Shower heads to be regularly cleaned and disinfected (recommend 3 monthly intervals)
* SI 1997/1508 - MS Crew Accommodation Regulations requires a constant temperature of at least
66C but other official sources stipulate 60C.
MSN 1214 Recommendations to Prevent Freshwater Contamination
MSN 1401 - Disinfecting Fresh Water
WHO Guide to Ship Sanitation (New Guide currently in draft form)
BS EN ISO 15748-1:2002
BS EN ISO 15748-2:2002
HSC Approved Code of Practice - The Control of Legionella Bacteria in Water Systems
Air Conditioning Systems
In complex systems there should be documentary evidence available detailing maintenance
arrangements. Filters should be inspected weekly and cleaning is recommended at intervals of not more
than 3 months.
MGN 38 + Amend Contamination of Ships AC system by Legionella bacteria
HSE Approved Code of Practice - The Control of Legionella Bacteria in Water Systems
Waste Disposal
If applicable the shipboard incinerator should meet the standard specification developed by IMO. Look
for evidence of maintenance of sewage treatment facilities.
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MGN 143 - Marpol 73/78 Annex VI
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.
SI 1998/1377 Prevention of Pollution by Garbage Regulations
MSN 1720 - As above
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
SI 1997/1911 - Training, Certification and Safe Manning Regulations
SI 1997/1320 + SI 2000/484 - Safe Manning, Hours of Work and Watchkeeping Regulations
+ MSN 1767 - Safe Manning, Hours of Work and Watchkeeping
MSF 4232 - Safe Manning Document for a UK Registered Sea-going Ship
Qualifications and Training
All according to STCW 1995 standards and the ISM Code (section 6).
SI 1970/294 - Certificate of Competency as AB Regulations
SI 1981/1076 - Ships Cooks Regulations
SI 1997/348 + SI 1997/1911 - Training and Certification Regulations
Various MGNs
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
SI 1997/1320 - Safe Manning, Hours of Work and Watchkeeping Regulations
SI 2000/484 - Amendment to above
SI 2002/2125 + MSN 1767 - Hours of Work Regulations
IMO MSC Circular MSC/Circ 1014 of 12 June 2001 - Guidance on Fatigue
Mitigation and Management.
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.
SI 2002/2055 - Medical Examination Regulations
MSN 1765 - Seafarer Medical Examination system and Medical and Eyesight Standards
MGN 219 - Seafarers Medical Examinations - Guidance for Employers and Manning Agencies
MGN 112 - New and Expectant Mothers
Prevention of Occupational Accidents
The importance of good housekeeping in the prevention of all types of accidents and conditions likely to
be injurious to health should be given proper priority in the training of every member of the crew. Key
areas to specify measures for the prevention of accidents are listed. Check risk assessments and if
appropriate health surveillance (see comments under Medical Care).
Structural features of the Ship
Machinery
Noise and air pollution
Special safety measures on and below deck
Loading and unloading equipment/cargo
Fire prevention and fire-fighting
Anchors, chains and lines
Dangerous cargo and ballast
Personal protective equipment for seafarers
Health & Safety Committee
SI 1988/1641 - Safe Movement aboard Ships
SI 1988/1636 - Guarding of Machinery and Electrical Equipment
MSN 1415 - CoP for Noise Levels in Ships
IMO CoP - Noise Levels on Board Ships (Recommendations only)
SI 1988/1637/1638 - Means of Access and Entry into Dangerous Spaces
SI 1988/1639 - Hatches and Lifting Plant
SIs 1998/1011/1012 and 1999/992 - Fire Protection
SI 1998/2857 + MGN 90 - Manual Handling Regulations
SIs 1994/2464, 1996/3010, 1997/2367, 1998/1153 - Dangerous Cargo and Ballast
SI 1999/2205 + MSN 1731- PPE for Seafarers
SI 1997/2962 + MGN 20 - Health & Safety at Work Regulations
Code of Safe Working Practices for Merchant Seafarers
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:
Aparticular 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
MGN 20 - Annex 2 - Health Surveillance
MGN 91 - Training and Certification Guidance - Part 1 CoC for General Requirements
for Certification and Medical Fitness
MSN 1768 - Medical Stores
SI 1995/1803 - Ships Doctors Regulations
Seafarers who are resident or domiciled in the UK are covered by domestic legislation. European and
other nationality seafarers may be covered by their own domestic legislation
16
Social Welfare and Related Matters
Unless indicated otherwise in this guidance MCA is not responsible for the enforcement of welfare
matters beyond protecting seafarers safety and health consideration. Such welfare matters may be the
responsibility of other government departments to which they should be referred. There may also be
welfare matters which fall outside of legislation. For such issues it may be more appropriately dealt with
by voluntary organisations such as the unions (e.g NUMAST and RMT) or the various seafarers missions
(e.g Mission to Seafarers, Apostleship of the Sea, British or International Sailors Society etc) or the
Merchant Navy Welfare Board, which is an umbrella organisation with membership of shipowners,
unions and maritime welfare organisations.
Repatriation
Several conditions apply but in general the employer is responsible for repatriation costs and for the
seafarers relief and maintenance until his return. The employer will not be liable if a seafarer is absent for
a period of more than 3 months from the date he was left behind if, during that period, the employer did
not know and could not reasonably have known of the seafarers whereabouts. Wages due to be paid by
the employer or Master within 28 days from the time he was repatriated.
There is also provision under Section 73 of the Merchant Shipping Act for a proper officer or
superintendent to make the necessary provisions for the return, relief and maintenance of a seafarer
shipwrecked or left behind when the employer fails to make sufficient provision.
SI 1979/97 - Repatriation Regulations
Unless specific reference is made elsewhere (for example in relation to Crew Agreements), enforcement of
matters concerning wages and other conditions of employment are not the responsibility of MCA, but
where appropriate other organisations should be informed. The following information does however
apply. MS Regulations provide for at least 4 weeks paid annual leave.
Freedom of Association and Protection of the Right to Organise (ILO Convention 87) The Right to
Organise and Collective Bargaining (ILO Convention 98)
Although not implemented by UK Merchant Shipping legislation, both ILO Conventions have been
ratified by the United Kingdom and are covered by domestic legislation. The Conventions make various
provisions, including the following.
Workers and employers have the right to establish and to join organisations of their own
choosing without previous authorisation.
Workers to enjoy adequate protection against acts of anti-union discrimination in respect of
their employment.
Where necessary, measures shall be taken to encourage and promote the full development for
voluntary negotiation between respective parties or parties organisations to regulate terms and
conditions of employment by means of collective agreement.
While there is no absolute legal right for officials of seafarers representatives organisations to
board ships this is in fact common. Such arrangements are a matter between the shipping
company and the representative organisations concerned. However, Inspectors should note in
the Report any difficulties representatives of seafarers have in being permitted access to ships,
taking account of any security issues.
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 MCAsurveyor.
Survey Policy
Directorate of Operations
April 2004
18
1
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
MGN 70 (M)
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.
Provide feedback on the practical effectiveness of the guidelines.
1. MGN 1660 included at its annex Guidelines
on the allocation of responsibilities to seek the
successful resolution of stowaway cases.
These guidelines had been prepared by the
Facilitation Committee of the International
Maritime Organization (IMO) in 1996. As
anticipated in MGN 1660 they were
subsequently put to the IMOs Assembly in
1997 for formal adoption.
2. The guidelines, as included in MGN 1660,
were adopted by the IMO Assembly with
only one significant amendment. A new
clause has now been included at paragraph
4.5 raising awareness of the dangers to
stowaways who hide in a hold which is
subsequently sealed and/or fumigated. The
guidance points out that an aqequate search
might minimise the risk of having to deal
with a stowaway case and might also save the
life of the stowaway. This concern was first
raised by the UK following a spate of
incidents involving the arrival of dead
stowaways at UK ports. In all of these
incidents the stowaways died in appalling
conditions after having been trapped in holds
which were sealed and fumigated.
3. The full revised guidelines are reproduced at
annex to this MGN, together with a covering
IMO Assembly resolution which urges
worldwide implementation. The Department
of the Environment Transport and the
Regions (DETR) supports these guidelines as
a means of providing practical and user
friendly advice on procedures to be followed
by all parties concerned in order that the
return or repatriation of a stowaway may be
achieved in an acceptable and humane
manner. In particular we would urge UK
owners, and any party acting on their behalf,
to pay particular attention to the need for
adequate searches when a hold is to be sealed
and/or fumigated.
2
4. Recipients of this MGN will note that the final
clause to the Assembly resolution requests
the Facilitation Committee of the IMO to
continue to monitor the effectiveness of the
guidelines and to consider further action, as
necessary. It will be important, therefore, for
governments to receive feedback from users
on how effective the guidelines are in
practice, as well as suggestions for
improvements. The DETR therefore
encourages users to provide feedback on the
practical effectiveness of these guidelines.
This information, as well as any questions
relating to the application of these guidelines
should be addressed to:
Department of the Environment,
Transport and the Regions
Shipping Policy 2A
Zone 4/15
Great Minster House
Westminster
LONDON SW1P 4DR
Tel: (0171) 890 5427
Fax: (0171) 676 2179
July 1998
ISPB 9/5/1
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 The shipowner or operator
5.2.1 to ensure that the existence of, and any relevant information on, the stowaway
has been notified to the appropriate authorities at the port of embarkation, the next port of
call and the flag state
5.2.2 to comply with any removal directions made by the competent national
authorities at the port of disembarkation.
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 a case under 5.3.1 is unresolved at the time of sailing, or
.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 presence on board would endanger the safe operation of the vessel.
5.3.3 to assist, as necessary, in the identification of the stowaway and the
establishment of his or her nationality/citizenship
5.3.4 to assist, as necessary, in establishing the validity and authenticity of a
stowaway's documents
5.3.5 to give directions for the removal of the stowaway to port of embarkation, country
of nationality/citizenship or to some other country to which lawful directions may be
made, in co-operation with the shipowner and his nominated representative
5.3.6 in co-operation with the shipowner and his nominated representative to discuss
repatriation or removal arrangements or directions with the master/shipowner or their
appointed representatives, keeping them informed, as far as practicable, of the level of
detention costs while keeping these to a minimum
5.3.7 to consider mitigation of charges that might otherwise be applicable when
shipowners have co-operated with the control authorities to the satisfaction of those
authorities in measures designed to prevent the transportation of stowaways
5.3.8 to issue, if necessary, in the event that the stowaway has no identification and/or
travel documents, a document attesting to the circumstances of embarkation and arrival
to enable the return of the stowaway either to his country of origin, to the country of the
port of embarkation, or to any other country to which lawful directions can be made, by
any means of transport
5.3.9 to hand over the letter to the transport operator effecting the removal of the
stowaway
5.3.10 to take proper account of the interests of, and implications for, the shipowner or
agent when directing detention and setting removal directions, so far as is consistent with
the maintenance of control, its duties or obligations to the stowaway under the law and
the cost to public funds.
5.4 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 The Apparent or Claimed Country of Nationality/Citizenship of the Stowaway
5.5.1 to make every effort to assist in determining the identity and
nationality/citizenship of the stowaway and to document the stowaway accordingly once
satisfied that the stowaway does hold the nationality/ citizenship claimed
5.5.2 to accept the stowaway where nationality/citizenship is established.
5.6 The Flag State of the Vessel
5.6.1 to be willing, if practicable, to assist the master/shipowner or the appropriate
authority at the port of disembarkation in identifying the stowaway and determining his or
her nationality
5.6.2 to be prepared to make representations to the relevant authority to assist in the
removal of the stowaway from the vessel at the first available opportunity
5.6.3 to be prepared to assist the master/shipowner or the authority at the port of
disembarkation in making arrangements for the removal or repatriation of the stowaway.
5.7 Any Countries of Transit during Repatriation
5.7.1 to allow, subject to normal visa requirements, the transit through their ports and
airports of stowaways travelling under the removal instructions or directions of the
country of the port of disembarkation.
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
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
Photograph of Stowaway
Emergency passport number
When issued
Where issued
Date of expiry
Issued by
Home address
Home town
Countryof domicile
Profession(s)
Employers (Names and addresses)
Address in country of boarding
Height (cm)
Weight (kg)
Complexion
Colour of eyes
Form of head/face
Marks/characteristics (e.g. scars, tattoos etc.)
First language
Spoken Read 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:
Inventory of stowaways possessions
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 stowaway
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

mnt b
merchant navy training board

planned training at sea

guidance for companies and
seagoing officers

November 2006

- i -
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
Order of work....................................................................................................................... 12
Reviewing and monitoring progress .................................................................................... 12
Signing off tasks................................................................................................................. 14
Training Portfolio only.......................................................................................................... 14
Authentication of evidence ............................................................................................................. 14
Assessing competence for NVQ/SVQ purposes................................................................. 15
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

Introduction

Planned training at sea during periods of sea going service required for watch-
keeping 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.

Documented in a Training Record Book or Training Portfolio, planned training at sea
is an integral part of programmes of education and training developed by the
Merchant Navy Training Board (MNTB) and approved by the Maritime and
Coastguard Agency (MCA).

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.

The majority of trainees will be engaged aboard ship in a supernumerary or training
capacity, over and above the normal crew complement, and designated as officer
trainees/cadets. For this reason, the term officer trainee is used in this guidance.
However, the basic principles apply equally to all trainees following planned training
at sea as part of an approved programme, including experienced seafarers, and the
term officer trainee should be construed accordingly.
- 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:

College/university-based studies: the periods at college/university are utilised
to develop the skills, knowledge and understanding required for certificates of
competency and other qualifications, such as a Foundation Degree/Scottish
Professional Diploma, Honours Degree, HND and National/Scottish Vocational
Qualifications. Success in these studies will earn exemptions from the MCA
written examinations for officer of the watch certificates of competency and may
also qualify for further exemptions in subjects needed for higher grade certificates
of competency.

ancillary training: this forms a supplementary part of the college-based work. It
covers training in safety and technical subjects such as Basic Training (personal
survival techniques, elementary first aid, fire prevention and fire fighting, personal
safety and social responsibilities), Proficiency in Survival Craft and Rescue Boats,
Advanced Fire Fighting, Medical First Aid; Workshop Skills (engineer officer
trainees only); and, for deck officer trainees, Efficient Deck Hand (EDH), GMDSS
(GOC), Navigation, Radar and ARPA simulator training (operational level) and
signals.

planned training at sea: the MNTB attaches prime importance to the
development of the skills, knowledge and experience needed by future officers
through planned and progressive training during the periods of sea going service.
It expects that on board training will be:

- an integral part of the overall training programme;

- documented in a Training Record Book or Training Portfolio approved by
the MNTB;

- managed and co-ordinated by the sponsoring company or training
organisation. Where the sponsoring organisation is not a company
owning or managing ships, this responsibility is to be undertaken in
conjunction with the companies that manage the ships on which the sea-
going service is to be performed;

- delivered aboard ships where the quality of training can be monitored,
supported and supervised by personnel who have an understanding of the
training programme and its specific objectives and are qualified in the
work for which training is being undertaken.
- 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 College/
University/Assessment
Centre
Overall management of
the training programme,
including liaison between
ships, colleges, the
company and MCA
Provides the link between
the company training
officer and the shipboard
training officer to ensure
the effectiveness of
onboard training
Organises practical
training at sea for the
duration of each voyage
Follows diligently the
programme of training
Provides courses to develop
skills, knowledge and
understanding
Monitors and reviews
overall progress of the
officer trainee, including
inspection of college
reports and records of
shipboard training
Monitors and reviews
progress of shipboard
training
Makes the most of the
opportunities for learning
and developing skills at all
stages
Develops and assesses Work
Based Learning modules for
FD/SPD
2
programmes in
collaboration with sponsoring
companies
Carries out formal
assessments for N/SVQs
3

based on evidence contained
in the Training Portfolio
Issues guidance,
progress reports and
action plans as required
to officer trainees and
shipboard staff
Fulfils the role of
continuity if the shipboard
training officer is relieved
during the 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
Keeps the Training
Record Book or Training
Portfolio up to date and
available for scrutiny as
required
Reviews and provides reports
on officer trainees progress

Table 1

1 May also be referred to as the designated shipboard training officer or designated training officer. The terms are inter-changeable.
2
FD/SPD: Foundation Degree and Scottish Professional Diploma
3
N/SVQ: National Vocational Qualification and Scottish Vocational Qualification
- 4 -

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:

- an integral part of the overall training programme;

- documented in a Training Record Book or Training Portfolio approved by the
MNTB;

- managed and co-ordinated by the sponsoring company or training
organisation. Where the sponsoring organisation is not a company owning or
managing ships, this responsibility is to be undertaken in conjunction with the
companies that manage the ships on which the sea-going service is to be
performed;

- delivered aboard ships where the quality of training can be monitored,
supported and supervised by personnel who have an understanding of the
training programme and its specific objectives and are qualified in the work for
which training is being undertaken.

It is also expected that:

- 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;

- officer trainees will be aware of two identifiable individuals who are
immediately responsible for the management of on-board training i.e. the
designated shipboard training officer and the company training officer;

- 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 on-
going 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 for first certificates of competency as engineer officer of the watch to spend at
least six months of their final twelve months qualifying sea service on duties
associated with engine room watchkeeping (or assisting the duty engineer
officer in a ship with unmanned machinery spaces) under the supervision of a
certificated engineer officer;

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:
how progress will be reviewed;
how and where competence is to be assessed.

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 -

Support and guidance
All concerned should be aware of the importance of:
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.
- Companies and colleges/universities must monitor and review progress of the
Training Record Book or Training Portfolio during the college-based phases.

- 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.

About qualifications being undertaken
There is a range of qualifications that officer trainees will be undertaking as part of
their training programmes. The specific qualification(s) are determined by the
sponsoring company and the college/university providing the shore-based studies,
based on the individual's academic achievements, prior experience and aptitude.

The qualification being undertaken will determine whether an officer trainee has a
Training Portfolio or a Training Record Book. Quite simply, the Training Portfolio is
provided for all those whose training programme includes an NVQ or SVQ and, the
Training Record Book is provided for use in all other training programmes.

Of particular note are new MNTB Approved Programmes which include Foundation
Degrees (FD) or Scottish Professional Diplomas (SPD), and the Training Record
Book - along with Work Based Learning modules to be carried out during sea phases
- feature specifically in these new programmes.

A brief outline is provided below for NVQs/SVQs and FDs/SPDs,

NVQs and SVQs
NVQs and SVQs are work-based qualifications awarded on the basis of peoples
ability to perform their job roles effectively and in accordance with agreed national
- 9 -

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.

FDs and SPDs
Foundation degrees and the Scottish professional diploma are new and unique work
related qualifications. They are degrees in their own right (and the equivalent in
Scotland), but they are different from purely academic degrees and have a number of
distinctive characteristics e.g.:

they involve employers and educational institutions in both design and
operation of the course.
they integrate academic and practical on the job training.
they provide an avenue to proceed to the third year of an Honours Degree.

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 -

college/university in collaboration with the sponsoring company. The work-based
learning part of the programme integrates the academic knowledge covered at
college/university with achievement of practical skills and competencies, and
enhances the efficiency of the overall learning process.
Within FD/SPD programmes, the Training Record Book does not lead to a separate
qualification, as the Training Portfolio effectively does with the NVQ/SVQ. It is
however, based on current National Occupational Standards, which in turn define the
training tasks to be completed and which cover the MCA requirements for STCW
purposes. Also, it is the MCA that will assess the Training Record Book for
completeness and to provide eligibility for the minimum period of sea service allowed
under the STCW Convention, where, as the colleges/universities assess the Training
Portfolio for achievement of the NVQ/SVQ.
The model for the Training Record Book follows that of the Training Portfolio,
although the tasks are not detailed in quite the same way, however the following
section applies equally to both, unless otherwise specified.

About the Training Portfolio/Training Record Book
The Training Portfolio/Training Record Book documents the training tasks that have
to be carried out on board. This helps to ensure that officer trainees follow a
structured programme of training. Duly completed by the officer trainee and
endorsed by the ships staff supervising training or operational activities, as well as
the Master or Chief Engineer Officer, the Training Portfolio/Training Record Book
provides the evidence of completion of planned training at sea required by the MCA
as one of the conditions for entry to the examinations for a first certificate of
competency. If the Training Portfolio/Training Record Book is not completed
properly, the MCA may refuse entry to the examination until such time as it is and/or
additional sea service is completed.

For the Training Portfolio specifically, it provides an efficient way of gathering and
recording the evidence of proficiency in various tasks and projects needed for the
award of an N/SVQ.

The Training Portfolio/Training Record Book contains guidance to officer trainees and
ships staff on how to it should be completed (see also the paragraph at the end of
this section on reviewing and monitoring progress).

Completing the Training Portfolio/Training Record Book
Officer trainees are responsible for maintaining their own Training Portfolio/Training
Record Book and presenting them for scrutiny to the Master or Chief Engineer
Officer, the Shipboard Training Officer, the Company Training Officer and
college/university tutors/assessors as required.

It is important that Training Portfolio/Training Record Book is kept up to date and that
officer trainees receive appropriate guidance and support. The entries provide the
evidence of completion of planned training (required by the MCA) and of completion
of tasks to the national occupational standards, (which for the Training Portfolio only
will be formally assessed for NVQ/SVQ purposes during the next college phase).
- 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:
the Priority, Familiarisation and Safety tasks listed in the Training
Portfolio/Training Record Book
recording the Ships Particulars in the Training Portfolio/Training Record Book
making a report on the induction and safety tour of the vessel.

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 operational requirements of the vessel
- the work documented in the Training Portfolio/Training Record Book, applying
and building upon the skills, knowledge and understanding learnt during
preceding college phases
- the overall rate of progress of the officer trainee.

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.

Reviewing and monitoring progress
The Shipboard Training Officer should:
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 -

- 13 -
The Training Portfolio/Training Record
Book has been designed to enable officer
trainees to record performance aboard
ship in key areas of operation,
corresponding to the National
Occupational Standards. Each area has a
list of common tasks that are performed as
part of the normal routine of the ship.
Officer trainees need to practise these
tasks before their supervising officer signs
off the task to signify satisfactory
performance. In some instances, officer
trainees may be required to produce
simple written reports to address the
response that they would make to
contingencies or to provide additional
evidence in support of operational
incidents or emergency situations.
On completion of each key area, the
shipboard training officer should review
progress. Officer trainees will be signed
off as proficient if they are considered able
to complete the tasks to the standard
outlined.
Complete task or report
Task or report signed as
satisfactory
All tasks and reports in a
section signed as satisfactory
by supervising officers
Shipboard Training Officer
considers overall performance
in a section and makes a
judgement on proficiency
Proficient
Training Portfolio presented to
qualified Assessor for judgement on
competence for NVQ/SVQ purposes
only
Competent

Using the Training Portfolio/Training Record Book

Signing off tasks
As the tasks and reports are completed the person(s) appointed to supervise the
officer trainees work should sign them off to attest to satisfactory performance.

This means that the officer trainee is able to perform a task under supervision and
with minimum prompting to the standard expected on the vessel.

It should be noted that satisfactory performance has no bearing on how many times
the task may have been undertaken - it may be one or several attempts the
important point is that the officer trainee can perform it properly. In the case of a
report, the signature confirms that the report is the officer trainees own work and that
it is factually correct for the operation or equipment being described on the vessel on
which the officer trainee was serving at the time.

Training Portfolio only
In some instances, the same tasks and reports appear in more than one unit and
element. This is because the units/elements that contain the repeated tasks/reports
are looking at different aspects of the same task (as indicated by the criteria in the
shaded section under The candidate is able to: at the bottom left corner of each
element in the Portfolio). So long as the officer signing off proficiency is satisfied
that the different criteria have been covered by the available evidence, it is not
necessary for performance of the task to be repeated.

When the tasks and reports have been completed for a particular unit, the shipboard
training officer will judge performance in that area against the standards for the job
listed in the shaded section at the bottom of the page under The candidate is able
to. A signature in this section indicates that, in the opinion of the shipboard
training officer, the officer trainee meets the standard and, therefore, is considered to
be proficient in the element.

If the shipboard training officer has concerns as to whether all of the criteria have
been met, the element may be signed off with the exceptions noted. These can be
taken into account when the evidence is formally assessed at a later stage (see
below).

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 -

Assessing competence for NVQ/SVQ purposes
It is important that ships staff understand that their role in the assessment process is
not, in itself, formal assessment.

Formal assessment, or the process of making judgements about an individuals
competence based on the evidence of performance of skills and the application of
relevant knowledge and understanding, is a specialist activity. Only trained and
experienced people can carry out assessments for NVQs/SVQs under the authority
of centres approved by Edexcel or SQA and in accordance with policies and
procedures designed to assure the quality of the award and guarantee rigorous, fair,
accurate and consistent assessment.

Except in clearly defined and approved circumstances, ships staff are not expected
or required to act as assessors.

- 15 -

- 17 -
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:

- the safety and well-being of the officer trainees;

- the quality of the training they receive; and

- maintaining the enthusiasm and motivation of the officer trainees towards
their training and chosen career.

The shipping industry operates in a global environment. It is not possible to restrict
officer trainee training to British registered ships with British officers and crew. There
will be many circumstances where the only berths available are on ships where
factors such as the flag, nationality of officers and residence of the owner/manager
need closer scrutiny than in the past in the interests of maintaining the high
reputation of the industry's training schemes.

The purpose of these guidelines is to:

- enable companies and other organisations sponsoring and managing the
training of officer trainees to conform to "best practice" in the placement of
officer trainees for on board training;

- 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.

Placement for on-board training
A range of factors need to be considered in assessing the suitability of any particular
shipboard environment for proper UK officer trainee training. They broadly fall under
two headings:

- quality of training

- social and cultural issues

(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 reputation, standards of operation and management systems of the
manager of the vessel(s);

- 18 -

- the reputation and experience of the company or sponsoring organisation (if
not the manager of the ship);

- the arrangements for the management and supervision of training on board
by ship's staff, including completion of the Training Portfolio, to make best use
of the officer trainees time on board;

- 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;

- the lines of communication and division of responsibilities between the
manager of the vessel, the Master/Chief Engineer Officer, the Shipboard
Training Officer and, if not the manager, the company or the sponsoring
organisation.

(b) Social and cultural issues

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 inter-
action 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.

- Female officer trainees

.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;

- 19 -
it is difficult in practice to distinguish between novice and experienced
as individuals vary in their maturity and capacity to adapt.

- Attitude and motivation

.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.

Suitability of the training environment
It is impossible to generalise or assign weightings to any one factor over another.
Each case needs to be judged on its own merits in endeavouring to provide a
positive training environment.

In an attempt to introduce a degree of objectivity into the process of deciding what is
and what is not a suitable environment, a 'score card' has been developed, based on
the factors identified above see Appendix A. It will be seen that the higher the
overall score, the closer will be the required scrutiny of the vessel concerned.

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 induction presents the opportunity to brief officer trainees about important
aspects of the tasks they will be undertaking, with particular regard to safe
working practices and protection of the marine environment;

.4 providing good documentary evidence of achievements to date (e.g. college
reports of progress) to the ships to which officer trainees are appointed helps
ship's staff to know "where the officer trainees are at" and avoids them having
unrealistic expectations of officer trainees' ability;

.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 appropriate periods should be set aside within the normal operational
requirements of the ship to for completion of the programme of on-board
training.

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
ALLOCATED
SCORE
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)

(a) Known to MCA and good reputation
(b) Not known to MCA
(c) Known to MCA to have a chequered history

0
5
15

Training Provider
4
(a) Well-established organisation with five or more
years of experience in managing or sponsoring the
training of British officer trainees
(b) Organisation or company with less than five years
experience of sponsoring or training British officer
trainees, known to MCA with a good reputation
(c) New organisation or organisation unknown to MCA

0

5
15

4
As defined in the SMarT scheme
- 20 -

B: THE SHIP AND ITS OFFICERS

FACTOR CRITERIA POINTS ALLOCATED
SCORE
Ship PSC Record (a) 10 deficiencies or less in last twelve months
(b) 11 or more deficiencies in last twelve months
(c) No PSC history but eligible for PSC
(d) Detained once in last two years
(e) Detained twice in last two years
(f) Detained more than twice in last two years
0
5
5
10
20
30

Working languages of the ship (a) English
(b) Part English/part other
(c) No English
0
5
15

Proportion of British officers (a) 100%
(b) 50%
(c) 0%
0
5
15

Nationality of on-board Designated Training Officer (a) British
(b) Other - holder of UK CEC or COC
(c) Other not holder of UK CEC or COC
0
5
15

- 21 -

C: SOCIAL AND CULTURAL FACTORS

FACTOR CRITERIA POINTS ALLOCATED
SCORE
Extent to which ships staff (in particular the master,
Chief Engineer and Designated Training Officer) are
aware of the structures of MNTB approved training
programmes and the part they are expected to play in
delivery and supervision of on-board training
(a) Have attended familiarisation course or other
briefing at UK college or other shore-based venue
under the supervision of the Training Provider
(b) No formal familiarisation training but Training
provider issues comprehensive written guidance to
Master, Chief Engineer, designated Training
Officer and other officers as appropriate, endorsed
by the company
(c) None of the above and no other measures of a
similar nature implemented to make ships staff
aware of requirements for training British officer
trainees on MNTB approved programmes

0

5

15

Will officer trainees be the only British officer trainees on
board?
(a) No
(b) Yes
0
15

Will first trip officer trainees be appointed? (a) No
(b) Yes
0
15

Has the Training Provider made arrangements with the
company for on-board induction of the officer trainee(s)
on first appointment to the vessel?
(a) Yes
(b) No
0
15

Have the officer trainees concerned been briefed by the
Training Provider prior to appointment?
(a) Yes
(b) No
0
15

Has special regard been paid to the appointment of
female officer trainees?
(a) Yes
(b) No
5
15

- 22 -

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.

Why is induction necessary?

for the newcomer

Starting a first job of any sort can be bewildering but especially so at
sea - the newcomer has to adjust to many pressures, both in the work
situation and socially. Induction can, and should, be aimed at
reducing these problems.

Often the stress of entering a new environment will interfere with
learning to do the job. Induction lays a sound foundation for on-the-
job training.

for the ship

The sooner newcomers feel part of the ship's team the quicker they
will become effective members of the crew.
- 23 -

Induction ensures that the newcomer is properly informed about the
ship's organisation and its running.

for the company and industry

High early wastage is damaging for a number of reasons, it:

- gives seafaring a poor image;
- can be expensive and wasteful;
- stops the upward movement of good young personnel.

Who needs induction?

Anyone who starts a new job needs some kind of induction but it is particularly
important in the case of newcomers. Young entrants are a vulnerable group; the
transition from school to work is always a difficult time and is not helped by a 'sink or
swim approach' to induction.

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: Either before or soon after joining the college/university for phase 1.

Content: Although the content would be tailored to each companys particular
requirements, the following items are suggested for inclusion:
Overview of the company, its philosophy to training, opportunities for
progression
Communication with the company
Training agreement
Travel, pay, standard of dress, personal protective equipment, code
of conduct, college attendance
Sea experience ships, voyage duration, officers and crew, general
introduction to life onboard. Further detail will be given in the pre-sea
induction.

Venue: At college/university, hotel, company offices or a combination of such
venues.
College/university:
Could be conducted on the day the officer trainee joins the
college/university, say a Sunday. Parents could be invited to
accompany officer trainees and join in the experience.
- 24 -

Good opportunity to show partnership with company training officer
and college/university staff, both participating in the delivery
Tour of accommodation and facilities
Company senior officer trainees/officers at college/university could
assist in the tour and provide an informal atmosphere for clarifying
minor but important issues
Provides good introduction to the college/university environment and
helps to alleviate the anxiety factor
Good opportunity for company to issue personal protective equipment
Hotel:
Can be conducted at any time at local venues to reduce travel cost
and time.
Needs repeating for each venue
Omits introduction to college/university and alleviation of anxiety
factor
Company offices:
Can deliver programme to all new entrants at the same time
Good feel for company, opportunity to meet many staff
Omits introduction to college/university and alleviation of anxiety
factor

helps to prevent early wastage
shows that the company and the ship's personnel are concerned
about the newcomer
ensures that the newcomer is properly informed about the industry
and company practices
lays a sound foundation for on-the-job training

In a nutshell, induction:
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.

Shipboard induction - when and how?
The first few months in any job can be difficult. The newcomer has to adjust to a new
social and working environment and the pressures that this creates. Life at sea is
probably one of the most difficult occupations for this to happen; at least on shore the
newcomer can usually return to familiar surroundings once the days work is finished.
Not so for the seafarer.

Ship personnel have an important role to play in helping the new officer trainee to
settle down. Effective induction and a welcoming, supportive attitude, is the solution.
It is not just the diligence and attention of the first day; it is a continuing process,
which is only complete when the officer trainee feels accepted as a valued member
of the ships team.

The officer trainee also has an important role in this process. Attentiveness and a
willingness to learn will engender support from the whole ships team.

Shipboard induction - whose responsibility?
Everyone who comes into contact with the newcomer will obviously have some
influence on the induction process.

Successful induction is based on pre-planning; having some formalised system that
is thought out before the newcomer arrives. The Master will have ultimate
responsibility in ensuring that the company's induction procedures are implemented
on board. However, it is usually the newcomer's immediate supervisor who actually
carries out the induction programme.

The induction programme usually falls into three phases -

pre-planning

Putting some thought into what should be done, when and by who, is the first stage
in the process. It means

that you are prepared to carry out induction effectively when the time comes.

on the first day

A newcomer often arrives just as the ship is preparing to leave port - the worst time
for anyone to start worrying about a new hand (but this is where pre-planning can
pay off). First impressions can be important - unless adequate preparations have
been made there may be a succession of new hands to contend with.

Induction may not be really possible until the ship is underway but a little time
welcoming the newcomer aboard, is time well spent. It is also extremely important
that the newcomer completes the Safety Induction programme before the ship sails,
(fully described in the Priority Tasks set out in the MNTB's Training Portfolio).
- 26 -

Newcomers should be entrusted to a responsible crew member to show them the
accommodation, explain the social arrangements, introduce them to other ship staff,
and so forth.

the first few weeks

The newcomer should have an interview with the Master or head of department who
can explain about the more formal aspects of employment, pay, disciplinary
procedures and so on.

It is during the first few weeks on board that newcomers' attitudes and impressions
will be firmly shaped and will determine whether they stay or leave after the first trip.
It is important that induction continues until newcomers feel that they are part of the
ship's team.

- 27 -
No. M.1634
Certificates of Competency, Licences & Vocational
Certificates
Vocational Qualifications Route to Certification
Notice to Owners, Masters, Skippers, Deck and Engineer Officers and Ratings of Merchant
Ships and Fishing Vessels, and those concerned with Maritime Training.
INTRODUCTION
In the past, every Department of Transport Certificate of
Competency (for Deck or Engineer Officer), Licence
(for Marine Engine Operator)
and vocational Certificate (for Efficient Deck
Hand, Able Bodied Seaman or Motorman) has
been granted on the basis of a candidates completion of
specified seatime, success in oral,
and where appropriate, written or practical examinations,
and the production of certain ancillary Course
Certificates. In line with modern thinking and
Government policy on competence evaluation, and in
order to produce a more meaningful and accurate
assessment of seafarers ability to perform their
professional duties, the Vocational Qualification (VQ)
route to certification is being introduced.
This M-Notice outlines the concept and the procedures
for the incorporation of VQs into the Merchant Shipping
and Fishing Vessel
certification systems alongside the existing
system of Department of Transport Certificates
and Licences.
BACKGROUND
1 For the safety of life at sea and the prevention of
pollution, there has always been a need for every
seafarer to have a level of competence that will
enable duties to be carried out effectively and
safely. The traditional
method of testing competence is based upon
completion of a minimum period of seatime
and success in oral, and where appropriate,
written or practical examinations. Following
successful examination, a Certificate or Licence
is issued to testify that the seafarer is competent
to serve at the level described by that Certificate
or Licence.
1.1 As the requirement is for the seafarer to prove
competence rather than academic ability,
Vocational Qualifications (VQs) provide a more
pragmatic method of evaluation, and are being
introduced for seafarers.
VOCATIONAL QUALIFICATIONS (VQS)
2 VQs may be described as statements of competence
relevant to the roles performed
by individuals in various areas of
employment. The Merchant Navy Training Board
(MNTB) and the Sea Fish Industry Authority
(SEAFISH), on behalf of the
merchant shipping and the sea fishing industries
respectively, have analysed all the functions
undertaken by seafarers of the
Deck and Engineering disciplines in the Merchant
Navy and Fishing Fleet and
produced a detailed analysis of the work, the
knowledge and skills required and the competences
to be demonstrated by those proficient in the tasks
involved. The various competences are organised
into units; a number of units together make a
Vocational Qualification (VQ). Thus, VQ units
are the building blocks of a flexible
qualification
1
MARINE SAFETY AGENCY
system tailored to the needs of the industry and the
attributes of individuals, using common components
wherever possible. Where appropriate, units are
transferable between qualifications in different
industries and are nationally recognised. The
concept of demonstrating competences is consistent
with the 1995 Revision of the International
Convention on Standards of Training, Certification
and Watchkeeping for Seafarers, 1978.
2.1 VQs are awarded to those demonstrating
competence in all of the units which make up the
VQ. VQs are arranged nationally in 5 levels, from
Level 1:-
Competence which involves the application of
knowledge in the performance of a range of varied
work activities, most of which may be routine or
predictable;
to
Level 5:-
Competence which involves the application of a
significant range of fundamental principles across a
wide and often unpredictable variety of contexts.
Very substantial resources feature strongly, as do
personal accountabilities for analysis and diagnosis,
design, planning, execution and evaluation.
2.2 A series of Marine Operations qualifications
relating to seafaring has been accredited by the
relevant bodies, the National Council for
Vocational Qualifications (NCVQ) and the Scottish
Vocational Education Council (SCOTVEC) at
Levels 2, 3 and 4. VQs at Level 5 are still under
development.
2.3 A series of VQs at different levels reflects the
standards required by the present Certificates and
Licences with the exception of the Merchant Navy
Class 1 Deck Officer and the Merchant Navy Class
1 Engineer Officer (VQ level 5). The exact VQ
units relating to each Certificate and Licence are
still subject to consultation with the industry but
this is not expected to cause any delay in the
introduction of VQs.
2.4 VQs are awarded by Awarding Bodies
which for Marine Operations are SCOTVEC, who
award Scottish Vocational
Qualifications ( SVQs) in Scotland, and the Business
& Technology Education Council (BTEC) who
award National Vocational Qualifications (NVQs)
in England, Wales and Northern Ireland. There is no
difference in
the standards of the equivalent NVQ and
SVQ awards and candidates will be able to
mix units of NVQs and SVQs to obtain the
full award. The Awarding Bodies are responsible for
ensuring the quality of the
VQs and have guidelines and procedures to that end.
The Awarding Bodies operate
through a network of approved Assessment Centres.
These may be colleges, shipping companies or other
organisations which
operate in accordance with the Awarding Bodies
procedures and have the capability to assess
candidates competence against the criteria or
standards laid down in each unit.
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.
2.7 Each VQ unit is granted upon the candidate proving
to a qualified Assessor that he or she fully meets the
requirements of that unit as specified in the
documentation. In the shorebased model, it is
customary for the Assessor
to observe the candidate at work but, as in
most cases this is impractical for seafarers, it
is anticipated that the candidate will collect a
portfolio of evidence attesting to
competence in specific tasks. This portfolio of
evidence will rely heavily upon confirmation
by senior officers that the candidate has undertaken
the tasks satisfactorily. The candidate will attend an
Assessment Centre
2
and the portfolio of evidence will be assessed
against specific criteria for the award of the
appropriate units of the VQ.
2.8 Assessment can take many forms including
witnessing of actual performance, oral questioning,
simulation and written tests. The choice of
assessment method will be the decision of the
Assessment Centre, but operating within guidelines
laid down by the Awarding Body.
2.9 Where the Assessor considers the candidate is
deficient in any area, recommendations will be
made to rectify the situation. This can be in the
form of further experience at sea, completing a
training programme or any other appropriate means.
MSA INVOLVEMENT
3 Although the VQ system has been developed by the
industry with the assistance of the Department for
Education and Employment, the MSA has been
closely involved in all stages. The MSA is
approving and will monitor the Assessment
Centres, their Assessors and the VQs for
acceptability towards the issue of Department of
Transport Certificates and Licences.
AWARD OF CERTIFICATE OF COMPETENCY,
LICENCE OR VOCATIONAL CERTIFICATE
VIA VQ ROUTE
4 A candidate for a Certifi cate of Competency or
Licence who obtains the requisite specified VQ
units, which may or may not be a complete VQ, has
the minimum internationally required qualifying
seatime, is medically fit and has paid the
examination fee, will be granted entry to the
Department of Transport Oral Examination. The
Certificate of Competency or Licence will be
issued following success in the Oral Examination.
4.1 The procedures for the award of vocational
Certificates under the VQ system have yet to be
finalised. These Certificates are currently awarded
by bodies on behalf of the Department of Transport
and little change is anticipated.
SPECIFIC UNITS REQUIRED
5 The exact make-up of the units at the designated
levels required for entry to the Department of
Transport Certificate of Competency or Licence
Oral Examinations and for the vocational
Certificates is still subject to consultation. Once the
relationships between VQ units and Certificates of
Competency, Licences and vocational Certificates
are finalised, a further M-Notice will be issued
setting out the additional details.
ANCILLARY CERTIFICATES
6 The ancillary Certificates currently required (First
Aid, Fire Fighting etc) will eventually be subsumed
within the relative VQ units so that specific
Certificates, except where required to comply
with IMO Resolutions, will not be mandatory
provided that competence can be confirmed by
assessment. It is anticipated however, that the
majority of candidates will have successfully
participated in relevant training programmes
monitored by the MSA in compliance with IMO
guidelines.
Marine Safety Agency
Spring Place Southampton
SO15 1EG
September 1995
3

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